SHIP STABILITY AND STRUCTURES

FOR MASTER AND CHIEF MATE

TUTORIAL QUESTIONS

VERSION 8 (Draft) – MARCH 2018

.
CONTENTS
1 Covering Notes & Reading list 1
1.1 Studying Ship Stability 1
1.2 Prerequisite Study & Directed Study 2
1.3 Reading List 2
1.4 Sample Stability Data Book Extracts 3
1.5 Precision (Rounding) 4
1.6 Assessments 5
2 Floatation and Buoyancy 6
3 Small Angle Transverse Stability 6
3.1 Real Ship Transverse Metacentric Height, Free Surface Effect and List 6
3.2 Box Vessel KB, BM, GM and List Angle 7
3.3 Angles of List for Vessels with Zero GM 8
3.4 Free Surface Effect in Rectangular Spaces 8
3.5 Heel Angle in a Turn and Increase in Druaght due to InclIning 9
3.6 Inclining Experiments 9
4 Large Angle Transverse Stability 13
4.1 Correcting GZ for TCG 13
4.2 Correcting GZ for changes in KG 14
4.3 Correcting GZ for Both TCG and Changes in KG 15
4.4 Loll Recovery Using GZ Curves 16
4.5 Variations in GZ with Freeboard, Beam, Ice Accretion, Trim and FSE 16
4.6 Roll Period and Stability in Waves 17
4.7 Approximating GZ at larger angles – The Wall-Sided Formula 17
4.8 Instability and Angles of Loll 19
4.9 Effective GM at the Angle of Loll 19
4.10 Moment of Statical Stability 20
4.11 Dynamic Stability 22
4.12 Code in Intact Stability 2008 (Generic Criteria) 23
4.13 Limiting KG 28
4.14 The International Code for the Safe Carriage of Grain in Bulk 1991 28
4.15 Maximum Grain Mass Heeling Moment 31
4.16 Heeling Under the Effect of Wind 32

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5 Longitudinal Stability 34
5.1 Real Ship MCTC, Trim, Change of Trim, and End Draughts 34
5.2 Box vessel GMl, MCTC, Trim and End Draughts 34
5.3 Layer Correction 35
5.4 Real Ship Hydrostatics 36
5.5 Draught Surveys 39
5.6 Dry Docking 42
6 Bilging 44
6.1 Parallel Sinkage and Bilged Draught 44
6.2 Bilged KB, TCB, LCB, TCF and LCF 45
6.3 Symmetric Bilging About the Centreline 46
6.4 Asymmetric Bilging About the Centreline and Induced List 46
6.5 End Compartment Bilging and Induced Trim 47
6.6 Rules and Regulations 48
7 Ship Construction 49
7.1 Load, Shear Force and Bending Moment Distribution 49
7.2 Descriptive Ship Construction Syllabus 50

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1 COVERING NOTES & READING LIST

1.1 STUDYING SHIP STABILITY

Try and make notes as we go through the lecture. There is plenty of time in
the lectures to note down the important points discussed and the solution to
any problems attempted (but don't try and copy down everything on the board
or screen - just the key points). Making notes during the lectures helps your
mind to process the information, and is much more effective for learning than
simply sitting, listening and watching. For lectures in rooms with a
Clevertouch™ screen, the contents of the board will be available to download
as a PDF from Solent Online Learning shortly after the lecture, but you should
still make notes in the lecture.
In general, PowerPoint is not used for these lectures. Please don't rely on a set
of presentations being available!
It is often much easier to understand diagrams and drawings faster and more
clearly than lots of text. Try and make simple sketches of the important
diagrams as we go along - they don't have to be perfect works of art!
During the lectures, we'll look at lots of problems and their solutions. Try and
have a go at solving the problems during the lecture.
After the lecture, write up the notes you made in the lecture in a way that
you understand. It's best to do this soon after the lecture when it is still fresh
in your mind. Keep all of these notes together, as they will be very useful
when you revise for exams.
Try and attempt the problems covered in the lecture again. When you work
through the solutions, try and make sure that you understand why you are
completing each step in the process, rather than trying to memorise the steps.
Don't expect someone to keep reminding you to work; you need to start
developing self-management skills for the day when you are the Captain!
Keep all the work you have done safely in one place. If you don't pass all
exams, you will need it to help with your revision for the resits. It's also a
good idea to be able to prove to your training managers that you have been
working!
Lecturers expect you to ask for help if you need it. If you don't ask for help,
we won't know that you need it! Don't be afraid to ask your lecturer if you're
confused or feel that you need help.
The material covered each week tends to build on work covered in the
previous academic phase and previous weeks. If you get a bit confused in
week one, then week two will be tricky, week three will be harder, and by
week four you'll just want to go home. The sooner you ask for help, the
sooner we can help you, and the easier it will be. For the same reason, try
and keep up with the work, and write up your notes as soon as possible after
the lecture. Most importantly, if in doubt, ask! More study support resources
are available from succeed@solent, or from the Student Hub.

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1.2 PREREQUISITE STUDY & DIRECTED STUDY
Prerequisite Study - You must be competent in the Navigation Watch Officer
stability syllabus (HND Phase 3 / FdSc Phase 1 stability); not from day one, but
certainly before we revisit each high-level stability topic in class. It is
necessary to be component in the basics before extending breadth and depth
of knowledge and understanding. You won’t be given guidance on prerequisite
study because one-size does not fit all. You should start by attempting
Navigation Watch Officer stability exams, this will enable you to identify your
strengths and weakness; you can then start revisiting appropriate past notes
and problems.
Directed Study – We will not cover all topics in class, nor will you be provided
countless examples and countless opportunity in class to do practice
questions. You will however be given recommended reading and extra
questions to tackle independently. It is necessary to complete recommended
reading to increase your breadth of knowledge, and carry out practice
calculations to consolidate your learning and increase your understanding.

1.3 READING LIST

Historically students were given a study guide for ship stability and
construction, to encourage deeper learning students are now provided with
this book of tutorial questions, supporting material on Solent Online Learning,
and more text books in the library. In class we will be focussing on practical
application of theory for serving watch officers, mates and masters, and on
the intent of rules and regulations, not on actual rules and regulations
themselves.
Basic ship stability theory has not changed in thousands of years, yet
nomenclature and units still vary even today. When reading through text
books take a moment to look a defined nomenclature and units, generally
published near the beginning of the text book, and then try to draw parallels
with equations provided in Stability Lectures. Don’t allow yourself to be
thrown, for instance, by the use of ‘T’ for draught instead of ‘D’.
Detailed below is a list of readily available learning resources;
 Patterson, C. J., & Ridley, J. D. (2014). Ship Stability, Powering and
Resistance. London: Bloomsbury.
 Kemp, & Young. (2001). Ship Stability 'notes & examples' (3rd ed.). Oxford:
Butterworth-Heinemann.
 Rhodes, M. (2009). Ship Stability OOW. Edinburgh: Witherby.
 Barrass, C. B., & Derrett, D. R. (2006). Ship Stability for Masters and
Mates. Oxford: Butterworth-Heinemann.
 Eyres, D. J. (2012). Ship Construction (7th ed.). Oxford: Butterworth-
Heinemann.
 Clevertouch™ notes (Available from Solent Online Learning)
 Solent Online Learning.

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1.4 SAMPLE STABILITY DATA BOOK EXTRACTS
A large amount of data at various draughts is needed to determine a ships
trim, end draughts, and ability to return upright.
Calculating a ship’s particulars at different draughts can be very time
consuming, so they are pre-calculated for operators by a Naval Architect, and
supplied in tables known as “hydrostatic tables”. This is only possible because
a ship’s shape and subdivision is not affected by loading. It is a requirement
of The Merchant Shipping (Load Line) Regulations 1998 that all ships above a
certain size, operating is certain water, are provided with hydrostatic data in
a book. For more details see MSN 1701 (M).
To help you become competent is undertaking day-to-day stability calculations
Warsash Maritime Academy has designed a ship and produced accompanying
hydrostatics particulars and tutorial questions. This book includes MV
WARSASH Sample Stability Data book extracts and tutorial questions
specifically for Master and Chief Mate.

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1.5 PRECISION (ROUNDING)
Ship stability calculations include a large number of variables and
assumptions, and in reality the required level of precision varies with ship
size. The following is for guidance;

Variable Nearest unit of

measurement
Mass displacement t
KG (ship VCG) cm (0.01m)
LCG cm (0.01m)
TCG mm (0.001m)
Vertical mass moment t.m
Longitudinal mass moment t.m
Transverse mass moment t.m
GM cm (0.01m)
List, Loll, and Heel (<10) 0.1
List, Loll, and Heel (>10) 1
Volume displacement m3
KB (ship VCB) cm (0.01m)
LCB cm (0.01m)
TCB mm (0.001m)
Vertical volume moment m3
Longitudinal volume moment m3
Transverse volume moment m3
Fluid Density Kg/m3 (0.000t/m3)
Deadweight mass T
Volume (capacity) cm3 (0.01m3)
Kg (deadweight Vcg) cm (0.01m)
Lcg cm (0.01m)
Tcg mm (0.001m)
Vertical shift distance cm (0.01m)
Longitudinal shift distance cm (0.01m)
Transvers shift distance cm (0.01m)
Trim mm (0.001m, 0.1cm)
Draughts mm (0.001m, 0.1cm)

Do not round published data, furthermore trim and draught are generally
measured and quoted to the nearest centimetre, however performing
calculations to the nearest millimetre reduces compounded rounding errors,
and ensures different valid approaches yield the same final results.

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1.6 ASSESSMENTS
The HND and Foundation Science Degree assessment strategies are different
with regard to ship stability and construction, but the syllabuses are identical.
HND Cadets
There are two summative assessments, AE1 and AE2.
AE1 is a one hour closed book examination. The scope of AE1 includes the first
third of the syllabus. AE1 has a unit weighting of 30%. You will be required to
use ship hydrostatics to solve abstract technical real life ship stability scenarios.
AE1 will comprise of two, three or four questions requiring discussion.
AE2 is a two hour closed book examination. The scope of AE2 includes the final
two thirds of the syllabus. AE2 has a unit weighting of 70%. You will be required
to use ship hydrostatics to solve abstract technical real life ship stability and
structural scenarios. AE1 will comprise four questions requiring discussion.
The required HND standard is 40% overall in the unit. The MCA require you to
achieve 60% in each assessment.
You may need to take a step backwards in order to take two steps forward
during revision; please refer to Clevertouch™ notes, lecture videos, How-to
sheets and Tutorial sheets for clarification in the first instance.
Foundation Science Degree Cadets
There is one summative assessment on ship stability and construction. The
assessment is a three hour closed book examination. You will be required to
use ship hydrostatics to solve abstract technical real life ship stability and
structural scenarios. The assessment will comprise of six questions requiring
discussion.
The required FdSc standard is 40% overall in the unit. The MCA require you to
achieve 60% in the ship stability and construction assessment.
You may need to take a step backwards in order to take two steps forward
during revision; please refer to Clevertouch™ notes, lecture videos, How-to
sheets and Tutorial sheets for clarification in the first instance.

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2 FLOATATION AND BUOYANCY
Prerequisite Study - It will be assumed that you have a sounding working
knowledge of floatation and buoyancy, namely; Archimedes’ Principle, Form
Coefficients, Linear Interpolation of Hydrostatics, and Loan Line calculations.
A sound working knowledge of the above will be essential for any student
about to sit the Scottish Qualification Authority (SQA) Stability & Operations
exam.
We will not be revisiting Archimedes’ Principle, Form Coefficients, Linear
Interpolation of Hydrostatics, and Loan Line calculations directly. We will be
revisiting Load Lines briefly in section 5.4; but will be not be revisiting fresh
water allowance and dock water allowance. In section 5.4 we will be solving
load line problems by correcting hydrostatics for water density. The
alternative method is faster and more accurate for large changes in ship
draught, but cannot be used in the SQA Stability & Operations exam because
you will not be given the ships hydrostatics, only select load line particulars.
Directed Study – Research lumber (AKA timber) freeboard and Assigning of
load lines; recommended reading, Patterson & Ridley 2014.

3 SMALL ANGLE TRANSVERSE STABILITY

3.1 REAL SHIP TRANSVERSE METACENTRIC HEIGHT, FREE SURFACE

EFFECT AND LIST
The following two questions have been taken from Navigation Watch Officer
learning material. If you have undertaken sufficient perquisite study you
should find these two questions relatively easy. If you find these questions
difficult then you must carry out more private study of Navigation Watch
Officer learning material.
FSM TCG w×d
GM = KM − KG, FSC = , tan θ = , tan θ =
Δ GM Δ × GM
Question 1
MV WARSASH floats in her lightship condition. The port bunker is filled to a
sounding of 6.00m with fuel oil, and the starboard bunker is filled to an ullage
of 2.04m with fuel oil, RD 0.96. Cargo with a mass of 535t is loaded at a kg of
0.50m and tcg of 0.20m to port of the centreline. And number 3 double
bottom stb’d tank is filled with sea water ballast to a sounding of 0.50m.
After loading the cargo, bunkering and ballasting, determine the mass
displacement, metacentric height and the list. (3,348t, GM 1.31m, list 1.4 to
port)

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 Question 2
MV WARSASH starts in the lightship condition. Both Bunkers are then filled to
a sounding of 6.00m with fuel oil with a RD 0.96. 3,209.1t of cargo is then
loaded at a kg of 5.50m and a tcg of 0.145m to Port of the centreline. Then
No. 3 double bottom port tank is filled to a sounding of 1.50m, and No. 3
double bottom stb’d tank is filled to a sounding of 1.70m with salt water
ballast. Determine the resulting GM and list. (GM 1.04m, list 3.0 to port)

3.2 BOX VESSEL KB, BM, GM AND LIST ANGLE

Calculating the stability particulars of a box is relatively straight forward
because of its simple geometry. Large modern ships often resemble a box;
hence stability calculations based upon box vessel geometry often provide
sensible and therefore useful results.
GM = KM − KG = KB + BM − KG
D Inertia LB 3
KBBox = , BM = , Inertia Box
2 ∇ 12
Question 3
A box shaped vessel has length of 80m, a beam of 10m, a draught of 2.50m in
salt water, a solid KG of 3.40m, and a free surface moment of 820t.m.
Determine the vessel’s effective GM. (0.78m, vessel stable)
Question 4
A box shaped vessel has length of 60m, a beam of 8m, a draught of 1.00m, and
an 18cm free surface correction. The vessel’s minimum allowable effective
GM is 0.15m, determine the vessel’s maximum allowable solid KG. (5.50m)
Question 5
A box shaped vessel has a length of 60m, a beam of 8m, a salt water draught
of 2.00m, a solid KG of 2.55m, and a free surface moment of 443t.m. 492t of
cargo is loaded on the vessel at a Kg of 5.00m.
a) Determine the loaded vessel’s effective GM. (-0.39m, vessel unstable)

b) The loaded vessel must be stable, determine the maximum Kg of cargo.

(3.84m)
Question 6
A box shaped vessel has a length of 70m, a beam of 9m, a draught of 2m in
salt water, an effective KG of 4.00m, and a list of 3° to stb’d. The Officer of
the Watch prepossess to correct the list by shifting an item of cargo across the
ship. The item of cargo has a mass of 10t. Determine the required shift
distance. (shift 2.54m to port)

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3.3 ANGLES OF LIST FOR VESSELS WITH ZERO GM
The equation for list given initial neutral stability may be useful in verifying if
your ship has combined list and loll, or just list; either way it is safest to
assume combined list and loll and take action accordingly. The only accurate
way of determining list for vessels with zero GM, or determine combined
angles of list and loll for vessel with a negative GM, is by using large angle
stability theory.

3 w×d
√2 × Δ
tan θ =
BM
Question 7
MV WARSASH starts loading from her lightship condition, 1386t of cargo is
loaded at a kg of 7.10m and a tcg of 0.020m to port of the centreline.
Determine the resulting angle of list. (8.2° to port)

3.4 FREE SURFACE EFFECT IN RECTANGULAR SPACES

lb3
FSM = × ρT
12 × n2
Question 8
A rectangular tank is partially filled with salt water; the tank is 15m long and
6m wide. The loaded vessel has a mass displacement of 2500t. Calculate the
FSM and FSC associated with the slack tank. (276.75t.m, 0.11m)
Question 9
A box shaped vessel has length of 60m, a beam of 7m, a draught of 3m in salt
water, and a KG of 2.60m. A 10m long, 6m wide, double bottom rectangular
tank is then partially filled to a sounding of 1m with fuel oil, the fuel oil has a
relative density of 0.97. Determine the vessels effective GM after bunkering.
(0.23m)
Question 10
MV WARSASH has a large, broadly rectangular, pump room spanning the entire
breadth of the vessel. If the compartment were to be flooded the associated
free surface moment would be approximately 2880t.m. The ship owner is
considering installing a centreline longitudinal bulkhead; determine the effect
on free surface moment and GM given a mass displacement of 7,329t. (FSMNew
720t.m, FSCInitial 0.39m, FSC New 0.10m, FSC is equivalent to Loss in GM)

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3.5 HEEL ANGLE IN A TURN AND INCREASE IN DRUAGHT DUE TO
INCLINING
V 2 × B~G B
tan θ = , DHEELED = DUPRIGHT × cosθ + × sinθ
g × r × GM 2
Question 11
MV WARSASH has a draught of 6.00m, a KG of 6.01m, and is traveling at a
speed of 15kts when she enters a turn to port with a diameter of 500m.
Determine the approximate heel in turn. (List 3.8° stb’d)
Question 12
MV WARSASH has a draught of 5.05m, a KG of 6.20m, and is traveling at a
speed of 16kts when she enters a turn to starboard with a diameter of 400m.
Determine the approximate heel in turn. (List 9.3° port)
Question 13
A box shaped vessel has a beam of 9m, a draught of 2.50m, a GM of 0.45m,
and a TCG of 0.055m. The water has a depth of 3.50m; determine the
vessel’s under keel clearance. (List 7.0°, draught heeled 3.03m, UKC 0.47m)
Question 14
A box shaped vessel has a length of 90m, a beam of 9m, and presently is
upright and on an even keel at a draught of 2.00m in salt water, with a GM of
0.48m. An amidships double bottom tank with a length of 10m and beam of
9m is then partially filled to a sounding of 1.50m with salt water ballast. Then
the vessel is towed at a speed of 10kts, in 5m deep water, in a turn of 400m
diameter. Ignoring the effect of squat, determine the loaded box vessel’s
under keel clearance during the turn. (2.00m)

3.6 INCLINING EXPERIMENTS

Σ(wi × di )
GM =
Pendulum Deflection
Δ×( )
Pendulum Length
Question 15
A box shaped vessel has a length of 50m, a beam of 6m, and a salt water
draught 2.033m. The vessel is in the lightship condition with the exception of
a 10t inclining mass aboard; positioned 4.00m above the keel. In this
condition she floats upright. The mass is moved 2m to port, resulting in a
219mm deflection of a 2.50m pendulum. Determine the lightship
displacement and KG. (Lightship displacement 615.15t, lightship KG 2.10m)

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 Question 16
MV WARSASH has been loaded with a break bulk cargo, containers and timber.
The deadweight has an estimated mass of 3390t and kg of 6.18m. The Master
is not confident in the calculation of the ships loaded KG and GM because
cargo data is ambiguous and contradictory.
The Master decides to conduct a 'partial' incline test to verify and validate
loading calculations. The Master decides to use an item of cargo of known
weight and centre of gravity as an incline weight. The Master first positions
the cargo to fine tune list and trim. The Master then instructs for a pendulum
to be rigged in a stairwell, and a water level to be rigged across the weather
deck to measure ship list when the cargo is shifted. The ships draughts are
then measured to determine the ships loaded mass displacement and verify
that the ship is upright and on a near even keel. The water is calm, the wind
is head on, mooring lines are slack, the brow is suspended from the ship, shore
connections have been removed, and anchors and ships boats are stowed.
The ship is in salt water and has a mass displacement of 6008t. The incline
weight (item of cargo) weighs 6.850t, and is to be shifted 7.500m across the
weather deck to induce list.
The pendulum has a length of 7.250m and deflects 135mm when the incline
weight is shifted.
The water level up-risers are separated by 16.000m horizontally, and the
water level changes by 301mm when the incline weight is shifted.
Determine the mean loaded vessel GM, and lightship mass displacement and
KG. (As-inclined GM 0.457m, Lightship mass displacement 2618t, Lightship KG
7.03m)

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 Question 17
MV WARSASH is undergoing an inclining test to determine her lightship mass
displacement and KG. The vessel is to be inclined with six inclining masses,
each with a mass of 10.000t. These masses are placed 8.000m above the keel,
three are positioned 2.500m to port of the centreline, and three are
positioned 2.500m to stb’d of the centreline. The masses, when moved, are
moved a distance of 5.000m across the weather deck. The list of the vessel is
measured with a 6.000m long pendulum. With the masses aboard, and no
other masses, cargo or stores present, the true mean draught of the vessel is
3.085m in salt water. The recorded results from the inclining test are as
follows:
 Step 1: 3 weights on port side, 3 weights on stb’d side, Initial zero
 Step 2: 2 weights on port side, 4 weights on stb’d side, 148mm deflection
 Step 3: 1 weights on port side, 5 weights on stb’d side, 307mm deflection
 Step 4: 0 weights on port side, 6 weights on stb’d side, 448mm deflection
 Step 5: 1 weights on port side, 5 weights on stb’d side, 303mm deflection
 Step 6: 2 weights on port side, 4 weights on stb’d side, 148mm deflection
 Step 7: 3 weights on port side, 3 weights on stb’d side, Second zero
 Step 8: 4 weights on port side, 2 weights on stb’d side, 146mm deflection
 Step 9: 5 weights on port side, 1 weights on stb’d side, 307mm deflection
 Step 10: 6 weights on port side, 0 weights on stb’d side, 454mm deflection
 Step 11: 5 weights on port side, 1 weights on stb’d side, 299mm deflection
 Step 12: 4 weights on port side, 2 weights on stb’d side, 150mm deflection
 Step 13: 3 weights on port side, 3 weights on stb’d side, Third zero

Determine the lightship mass displacement and KG from the above data and
the hydrostatics. You may assume that the mass of the staff undertaking the
test is negligible, and that the masses are moved by a shipyard crane.
(Lightship KG 6.983m, Lightship mass displacement 2642.55t)

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 Question 18
MV WARSASH is undergoing an inclining test to determine her lightship mass
displacement and KG. The vessel is to be inclined with six inclining masses,
each with a mass of 5.000t. These masses are placed 11.000m above the keel,
three are positioned 3.000m to port of the centreline, and three are
positioned 3.000m to stb’d of the centreline. The masses, when moved, are
moved a distance of 6.000m across the weather deck. The list of the vessel is
measured with a 7.500m long pendulum. With the masses aboard, and no
other masses, cargo or stores present, the true mean draught of the vessel is
3.029m in salt water. The recorded results from the inclining test are as
follows:
 Step 1: 3 weights on port side, 3 weights on stb’d side, Initial zero
 Step 2: 2 weights on port side, 4 weights on stb’d side, 123mm deflection
 Step 3: 1 weights on port side, 5 weights on stb’d side, 230mm deflection
 Step 4: 0 weights on port side, 6 weights on stb’d side, 400mm deflection
 Step 5: 1 weights on port side, 5 weights on stb’d side, 215mm deflection
 Step 6: 2 weights on port side, 4 weights on stb’d side, 112mm deflection
 Step 7: 3 weights on port side, 3 weights on stb’d side, Second zero
 Step 8: 4 weights on port side, 2 weights on stb’d side, 115mm deflection
 Step 9: 5 weights on port side, 1 weights on stb’d side, 240mm deflection
 Step 10: 6 weights on port side, 0 weights on stb’d side, 335mm deflection
 Step 11: 5 weights on port side, 1 weights on stb’d side, 234mm deflection
 Step 12: 4 weights on port side, 2 weights on stb’d side, 120mm deflection
 Step 13: 3 weights on port side, 3 weights on stb’d side, Third zero

Determine the lightship mass displacement and KG from the above data AND
draw a graph showing the tangent of list against listing moment. You may
assume that the mass of the staff undertaking the test is negligible, and that
the masses are moved by a shipyard crane. (Lightship KG 7.032m, Lightship
mass displacement 2614.87t)

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4 LARGE ANGLE TRANSVERSE STABILITY

GZ = KN − KG sin θ

4.1 CORRECTING GZ FOR TCG

Loss in GZ = TCG × cos θ
Question 19
MV WARSASH is presently upright in a loaded condition with a GZ of 0.35m at
30°. The master wishes to quantify the effect of a 0.055m TCG on GZ.
Determined the loss of GZ at 30°due to TCG, and the revised GZ at 30° due to
TCG. (GZloss at 30° 0.048m, revised GZ at 30° 0.302m)
Question 20
MV WARSASH is loaded to a mass displacement of 3000t with a KG of 6.77m
and a TCG of 0.289m. Calculate and plot the vessel’s GZ at 0, 5, 10, 15 &
20°, then determine list from the GZ curve, and then determine list using
small angle stability theory and compare. (List 19° from large angle stability
theory, 21.8° from small angle stability theory)

10
GZ (cm)

0
0 5 10 15 20

-10

-20

Angle (deg)
-30

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4.2 CORRECTING GZ FOR CHANGES IN KG
Change in GZ = Change in KG × sin θ
Question 21
MV WARSASH is presently upright in a loaded condition with an estimated GZ
of 0.35m at 30°. The master wishes to quantify the effect of a 5cm error in
KG. Determine the GZ correction at 30°, and the maximum and minimum GZ
at 30°. (GZ correction at 30° 2.5cm, Max. and Min. GZ at 30° 0.375m and
0.325m)
Question 22
MV WARSASH is upright in the lightship condition, the present GZ values are
detailed below. Calculate and plot revised GZ curves, given firstly a 10cm
increase in KG, and secondly a 10cm decrease in KG.
Angle(deg) 0 10 20 30 40 50 60 70 80
GZ (cm) 0 15 31 39 39 46 46 21 -17

60
GZ (cm)
50

40

30

20

10

0
0 10 20 30 40 50 60 70 80
-10

-20
Angle (deg)
-30

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4.3 CORRECTING GZ FOR BOTH TCG AND CHANGES IN KG
Question 23
MV WARSASH is presently upright in a loaded condition, the present GZ values
are detailed below. Calculate and plot revised GZ values given a KG rise of
24cm, and a TCG of 40cm post cargo shifting.
Angle(deg) 0 10 20 30 40 50 60 70 80
GZ (cm) 0 10 25 50 72 69 49 20 -12

80
70 GZ (cm)

60
50
40
30
20
10
0
-10 0 10 20 30 40 50 60 70 80

-20
-30
-40
-50
-60
-70
Angle (deg)
-80

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4.4 LOLL RECOVERY USING GZ CURVES
Question 24
MV WARSASH starts loading from her lightship condition. The following loading
operations are undertaken;
 Press bunkers with fuel oil, RD 0.96
 Partially fill No.3 DB ballast Tks to a sounding of 0.30m with SW ballast
 Partially fill No.4 DB ballast Tks to a sounding of 0.30m with SW ballast
 Load 3245t of cargo at a kg of 7.50m, and a tcg of 0.000m

The loading operation causes a 25° angle of inclination. The Master proposes
to recover the situation by simultaneously pressing port No.3 DB ballast Tk and
port No.4 DB ballast Tk.
Determine the reason for the vessel’s incline, and then in sounding steps of
0.20m, determine the maximum angle of inclination during the recovery
process.

0.15
GZ (m)

0.1

0.05

0
0 5 10 15 20 25 30
-0.05

-0.1

-0.15

-0.2

-0.25
Angle (deg)
-0.3

4.5 VARIATIONS IN GZ WITH FREEBOARD, BEAM, ICE ACCRETION, TRIM

AND FSE
Directed Study – Research variations in GZ with freeboard, beam, ice
accretion, trim and free surface effect; recommended reading, Patterson &
Ridley 2014.

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4.6 ROLL PERIOD AND STABILITY IN WAVES
Ship motion is a function of sea surface shape; and statistically modelling sea
surface shape is very complicated. The sea surface encountered by a ship is
irregular because it is a function of interacting regular sea waves and swell
waves with different directions of travel. You do not need to study either
regular waves systems or irregular wave systems; you only need to be able to
identify synchronous roll and parametric roll and know the actions to take in
either event.
Directed Study – Research ship roll period and stability in waves, namely the
basics of synchronous roll and parametric roll; recommended reading,
Patterson & Ridley 2014.
The natural roll period of a vessel may be calculated using the following
formula; where ‘k’ is the vessel gyradius (radius of gyration), which for most
vessels can be approximated to 40% of the beam.

k2 (0.4B)2
T = 2π√ ≅ 2π√
g × GM 9.81 × GM

Question 25
MV WARSASH has mass displacement of 5150t, a KG of 6.68m and a beam of
16m; calculate the vessel’s approximate natural roll period. (26 seconds)

4.7 APPROXIMATING GZ AT LARGER ANGLES – THE WALL-SIDED

FORMULA
In the first instances, KN Data should be used to determine GZ. If KN data is
not available then the wall-sided formula may be used to determine GZ. The
wall-sided formula is accurate for vessels with vertical parallel sides at small
angles of heel, and theoretically accurate up to the angle of deck edge
immersion and/ or keel emergence.

GZ ≈ GM × sin θ, GZ ≈ GM × sin θ cos θ

BM
GZ = sinθ(GM + tan2 θ)
2
Question 26
Calculate GZ at 20° for a box shaped vessel with a length of 60m, a beam of
10m, a draught of 2.50m and a KG of 3.80m. (0.34m)
Question 27
Calculate GZ at 5, 10 & 15° for a box shaped vessel with a length of 40m, a
beam of 7m, a draught of 3.00m and a KG of 2.00m. (GZ@5°=0.08m,
GZ@10°=0.15m, GZ@15°=0.24m)

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 Question 28
A box shaped barge has a length of 40m, a beam of 6m, and floats upright on
an even keel at a draught of 1.00m in sea water. In this condition the vessel
has a GM of 1.20m, and a freeboard of 3.00m.
The vessel has an 8m long, 6m wide, and 1m deep double bottom tank.
A mass of 40t is lowered onto the freeboard deck of the vessel, 0.50m to port
of the centreline. At the same time, the double bottom tank is filled with sea
water to an ullage of 0.80m. Using a suitable method, determine the vessel’s
resulting angle of list. (16 degrees)
Question 29
The actual GZ of MV WARSASH at her summer mass displacement with a GM of
1.55m is illustrated below; determine and plot GZ at 5, 10, 15, 20, 25 & 30°
using the wall-sided formula, and then compare.

1.1
GZ (cm)
1

0.9

0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1
Angle (deg)
0
0 5 10 15 20 25 30

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4.8 INSTABILITY AND ANGLES OF LOLL
The wall-sided formula can be used to determine an approximate angle of loll.
The wall-sided formula is invalidated by deck edge immersion and/ or keel
emergence, hence the formula for loll may be inaccurate at very low and very
high freeboards.

GM × −2
tan θ = √( )
BM

Question 30
A box shaped vessel has a length of 100m, a beam of 10m, a salt water
draught of 1.85m, and an effective GM of 0.18m. The vessel is then loaded
with 482t of cargo at a Kg of 3.00m. Determine the loaded vessel’s effective
GM and angle of inclination. (-0.04m, 8.5° to port or stb’d)
Question 31
A box shaped vessel has a length of 50m, a beam of 8m, a lightship mass
displacement of 1110t, and a lightship KG of 3.15m. The vessel has a
rectangular swimming pool that is 10m long and 8m wide, the base of the pool
is 5m above the keel. The vessel is presently in the lightship condition, the
pool is then filled with fresh water until the true mean draught of the vessel
in salt water is 3m. Determine the resulting angle of loll. (36° to port or
stb’d)

4.9 EFFECTIVE GM AT THE ANGLE OF LOLL

The wall-sided formula may also be used to determine an approximate GM at
the angle of loll.
The angle of loll is almost always a large angle; the accuracy of the wall-sided
formula is questionable at large angles, hence the accuracy of the formula for
effective GM at the angle of loll is also potentially inaccurate.
−2 × GMI
GM at the angle of loll =
cosθ
Question 32
MV WARSASH has negative initial effective metacentric height of 10cm and loll
angle of 10°. Determine the effective metacentric height at the angle of loll.
(0.20m)

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4.10 MOMENT OF STATICAL STABILITY
Righting Moment = GZ × Δ
Question 33
MV WARSASH starts loading from her lightship condition. A total of 4185t of
cargo is loaded at a KG of 7.00m, at a position 0.100m to port of the
centreline.
a) Calculate the loaded vessel’s mass displacement, KG and TCG. (6800t,
KG 7.000m, TCG 0.062m)

b) In steps of 10°from 0° to 70°, plot the GZ and the Righting Moment

curves, and hence determine the angle of list using both curves.

0.40 2720
GZ (m) Righting
0.35 2380
Moment (t.m)
0.30 2040
0.25 1700
0.20 1360
0.15 1020
0.10 680
0.05 340
0.00 0
-0.05 0 10 20 30 40 50 60 70 -340
-0.10 -680
-0.15 -1020
-0.20 -1360
-0.25 -1700
-0.30 -2040
-0.35 -2380
-0.40 -2720
Angle (deg)

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 c) Determine the angle of list by plotting the Righting Moment curve without
a TCG correction, and then superimposing the Listing Moment.

3000
Moment (t.m)

2000

1000

0
0 10 20 30 40 50 60 70
Angle (deg)
-1000

-2000

-3000

d) Determine the angle of list by plotting the GZ curve without a TCG

correction, and then superimposing the Listing Arm.

0.4
Righting Arm &
Listing Arm (m)
0.3

0.2

0.1

0
0 10 20 30 40 50 60 70
Angle (deg)
-0.1

-0.2

-0.3

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 Question 34
A General cargo ship presently has a mass displacement of 6000t, a KG of
6.80m, and a GZ at 0, 10, 20 & 30° of 0, 5, 14, & 35cm respectively.

a) Using large angle stability theory, determine the maximum angle of list
during the discharge of a container onto a trailer using the ships own
crane. The container has a mass of 25t and a tcg of 0.000m. The crane
head is 10m above the container, and the trailer is 15m to port of the
ship’s centreline. (Approximately 13°)

b) The maximum list angle permissible is 5°. Using large angle stability
theory, determine how far the container can be slung from the ship’s
centreline. Is it possible to reach the dockside, 9m from the ship’s
centreline? (Maximum reach approximately 4.1m from the ship’s
centreline)

4.11 DYNAMIC STABILITY

S
Area = × ∑ 𝑦𝑖 × 𝑆𝑀
3
Question 35
A General cargo ship presently has a mass displacement of 6500t, and a GZ at
0, 10, 20, 30 & 40° of 0.00, 0.10, 0.25, 0.45, & 0.75m respectively. Calculate
the vessel’s dynamic stability up to an angle of 40°. (74750t.m.degrees or
1305t.m.radians)
Question 36
MV WARSASH starts loading from her lightship condition. 3985t of cargo is
loaded at a KG of 6.00m, on the centreline. Determine the dynamic stability
of the vessel up to an angle of 40°. (94600t.m.degrees or 1651t.m.radians)

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4.12 CODE IN INTACT STABILITY 2008 (GENERIC CRITERIA)
Ship stability is often assessed using a mixture of measures. Initial GM is used
as a measure of ship stability at small angles of heel. Maximum GZ and the
angle of maximum GZ is used to provide a snap shot measure of ship stability
at large angles of heel. To complete the assessment of ship stability,
measures have been created based upon dynamic stability; dynamic stability
criteria bridge the gaps between other measures of ship stability.
The International Maritime Organisation’s (IMO) publication “Code in Intact
Stability 2008”, known as the “2008 IS Code”, is partially incorporated into
The Merchant Shipping (Load Line) Regulations 1998, as amended by the
Merchant Shipping (Load Line) (Amendment) Regulations 2000, via Merchant
Shipping Notice 1752(M). The 2008 IS Code require that between certain
angles the area under the GZ curve has minimum values, and that the peak of
the curve is in a certain region of the graph. The GZ curve is used for these
regulations, rather than the righting moment curve, as it is proportional to the
righting moment curve, however the values for GZ are broadly independent of
ship size, and so more generic criteria can be derived. As well as the
metacentric height requirements described previously, the GZ curve must be
analysed to check compliance with the regulations before sailing. The
following table details Generic stability criteria from the 2008 IS code;
Must be greater than 0.20m, and occur at
Peak GZ value
30°heel or greater
Area under the GZ curve
Must be greater than 0.090m.radians
between 0 & 40° *
Area under the GZ curve
Must be greater than 0.030m.radians
between 30 & 40° *
Area under the GZ curve
Must be greater than 0.055m.radians
between 0 & 30°
Minimum value for a general cargo ship is
0.15m, for a vessel carrying grain is 0.30m,
Initial GM
and for timber carriers meeting certain
requirements is 0.10m
* If the angle of down-flooding (the angle of heel at which the vessel will
progressively flood through weather-tight fittings) is less than 40°, then that
angle should be used instead of 40°.

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 Question 37
MV WARSASH, a general cargo ship, is presently in her lightship condition.
3385t of deadweight is loaded onto the vessel at a KG of 6.75m and TCG of
zero. In the loaded condition the angle of down-flooding is 41°. Determine if
the loaded vessel complies with the 2008 IS Code.

0.6
GZ (m)
0.55

0.5

0.45

0.4

0.35

0.3

0.25

0.2

0.15

0.1

0.05
Angle (deg)
0
0 5 10 15 20 25 30 35 40

 The initial GM is 0.14m; the minimum value is 0.15m… FAIL criteria.

 The peak GZ value is above 0.51m; the minimum value 0.20m… PASS
criteria.
 The angle of peak GZ is above 40°; the minimum value is 30°… PASS
criteria.
 The area under the GZ curve between 0 & 40° is 0.128m.radians; the
minimum value 0.090m.radians… PASS criteria.
 The area under the GZ curve between 30 & 40° is 0.078m.radians; the
minimum value 0.030m.radians… PASS criteria.
 The area under the GZ curve between 0 & 30° is 0.051m.radians; the
minimum value 0.055m.radians… FAIL criteria.
 The loaded vessel FAILS the 2008 IS Code generic stability criteria.

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 Question 38
MV WARSASH, a general cargo ship, is presently in her lightship condition. 785t
of deadweight is loaded onto the vessel at a KG of 7.20m and TCG of zero. In
the loaded condition the angle of down-flooding is 54°. Determine if the
loaded vessel complies with the 2008 IS Code.

0.35
GZ (m)

0.3

0.25

0.2

0.15

0.1

0.05

Angle (deg)
0
0 5 10 15 20 25 30 35 40

 The initial GM is 0.20m; the minimum value is 0.15m… PASS criteria.

 The peak GZ value is above 0.33m; the minimum value 0.20m… PASS
criteria.
 The angle of peak GZ is above 40°; the minimum value is 30°… PASS
criteria.
 The area under the GZ curve between 0 & 40° is 0.102m.radians; the
minimum value 0.090m.radians… PASS criteria.
 The area under the GZ curve between 30 & 40° is 0.050m.radians; the
minimum value 0.030m.radians… PASS criteria.
 The area under the GZ curve between 0 & 30° is 0.052m.radians; the
minimum value 0.055m.radians… FAIL criteria.
 The loaded vessel FAILS the 2008 IS Code generic stability criteria.

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 Question 39
MV WARSASH, a general cargo ship, is presently in her lightship condition.
5385t of deadweight is loaded onto the vessel at a KG of 7.05m and TCG of
zero. Determine if the loaded vessel complies with the 2008 IS Code.

0.35
GZ (m)

0.3

0.25

0.2

0.15

0.1

0.05

Angle (deg)
0
0 5 10 15 20 25 30 35 40

 The initial GM is 0.387m; the minimum value is 0.15m… PASS criteria.

 The peak GZ value is 0.303m; the minimum value 0.20m… PASS criteria.
 The angle of peak GZ is 30°; the minimum value is 30°… PASS criteria.
 For information, the DF angle is approximately 31.7°, GZ at DF is
approximately 0.310m.
 The area under the GZ curve between DF & 40° is 0.041m.radians.
 The area under the GZ curve between 0 & DF is 0.082m.radians; the
minimum value 0.090m.radians… FAIL criteria.
 The area under the GZ curve between 30 & DF is 0.010m.radians; the
minimum value 0.030m.radians… FAIL criteria.
 The area under the GZ curve between 0 & 30° is 0.072m.radians; the
minimum value 0.055m.radians… PASS criteria.
 The loaded vessel FAILS the 2008 IS Code generic stability criteria.

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 Question 40
MV WARSASH, a general cargo ship, is presently in her lightship condition.
4585t of deadweight is loaded onto the vessel at a KG of 7.10m and TCG of
zero. Determine if the loaded vessel complies with the 2008 IS Code.

0.35
GZ (m)

0.3

0.25

0.2

0.15

0.1

0.05

Angle (deg)
0
0 5 10 15 20 25 30 35 40

 The initial GM is 0.166m; the minimum value is 0.15m… PASS criteria.

 The peak GZ value is 0.328m; the minimum value 0.20m… PASS criteria.
 The angle of peak GZ is 35°; the minimum value is 30°… PASS criteria.
 For information, the DF angle is approximately 36°, GZ at DF is
approximately 0.33m.
 The area under the GZ curve between DF & 40° is 0.023m.radians.
 The area under the GZ curve between 0 & DF is 0.085m.radians; the
minimum value 0.090m.radians… FAIL criteria.
 The area under the GZ curve between 30 & DF is 0.033m.radians; the
minimum value 0.030m.radians… PASS criteria.
 The area under the GZ curve between 0 & 30° is 0.052m.radians; the
minimum value 0.055m.radians… FAIL criteria.
 The loaded vessel FAILS the 2008 IS Code generic stability criteria.

Directed Study – Research the 2008 IS Code, see Solent Online Learning.

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4.13 LIMITING KG
Question 41
MV WARSASH has a proposed loaded mass displacement of 7329t, a KG of
6.98m, and a TCG of 0.000m; determine if the loaded vessel will comply with
the 2008 IS Code using published limiting KG data. (The limiting KG at 7329t is
7.052m, the vessel will pass the 2008 IS Code)
Question 42
Answer Question 37 using only the published ‘limiting KG’ data. (Mass
displacement 6000t, KG 6.86m, limiting KG 6.836m, loaded ship will fail the
2008 IS code)

4.14 THE INTERNATIONAL CODE FOR THE SAFE CARRIAGE OF GRAIN IN

BULK 1991
Vessels carrying grain in bulk must comply with IMO publication “International
Code for Safe Carriage of grain in Bulk 1991”, known as the “International
Grain Code”. The International Grain Code stability criteria is summarised as
follows;
 The ship must be upright.
 The minimum allowable GM is 0.30m.
 The maximum allowable list in the event of grain cargo shift is 12° for
vessel built prior 1994. For vessels built post the 1st January 1994, the
maximum allowable list is the either the angle of deck edge immersion or
12°, whichever is least.
 The minimum area between the GZ curve and the Grain Mass Heeling Arm
curve, between the angle of list and the angle of peak GZ, down flooding
or 40° (whichever is least), is 0.075m.radians.

Grain Volume Grain VHM

Grain Mass = , Grain MHM =
stowage Factor Stowage Factor
Grain MHM
λ0 = , λ40 = λ0 × 0.8
Δ

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 Question 43
MV WARSASH starts loading from the lightship condition. Both bunkers are
filled to a sounding of 4.50m, with fuel oil, relative density of 0.940. Both No.
1 Double Bottom Tanks are pressed with sea water ballast. And the grain hold
is filled to a sounding of 5.50m with grain, stowage factor 1.23m3/t. After
loading the above, determine GM and plot the GZ curve (in increments of 5°up
to 40°), and hence determine the ability of the vessel to meet ALL stability
requirements of the International Grain Code (including pre 1994 and post
1994 criteria).

0.7
GZ (m)
0.65
0.6
0.55
0.5
0.45
0.4
0.35
0.3
0.25
0.2
0.15
0.1
0.05
Angle (deg)
0
0 5 10 15 20 25 30 35 40

 The initial GM is 0.75m; the minimum value is 0.30m… PASS criteria.

 The angle of list in the event of grain cargo shift is approximately 14.6°,
the angle of deck edge immersion is approximately 29°, in this scenario
the maximum list is therefore 12°regardless of build date… FAIL criteria.
 The angle of down flood and the angle of peak GZ are beyond 40°,
therefore the range of residual area is from 14.6 to 40°. The residual area
is approximately 0.111m.radians; the minimum residual area is
0.075m.radian… PASS criteria.
 The loaded vessel FAILS International Grain Code.

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 Question 44
MV WARSASH starts loading from the lightship condition. Both bunkers are
pressed with fuel, relative density 0.960. Both No. 2 Double Bottom Tanks are
filled to a sounding of 1.00m with sea water ballast. And the grain hold is
filled to a sounding of 5.00m with grain, stowage factor 1.45m3/t. After
loading the above, determine GM and plot the GZ curve (in increments of 5°up
to 40°) for the vessel, and hence determine the ability of the vessel to meet
ALL stability requirements of the International Grain Code (including pre 1994
and post 1994 criteria).

0.7
GZ (m)
0.65
0.6
0.55
0.5
0.45
0.4
0.35
0.3
0.25
0.2
0.15
0.1
0.05
Angle (deg)
0
0 5 10 15 20 25 30 35 40

 The initial GM is 0.66m; the minimum value is 0.30m… PASS criteria.

 The angle of list in the event of grain cargo shift is approximately 14.0°,
the angle of deck edge immersion is approximately 30°, in this scenario
the maximum list is therefore 12°regardless of build date… FAIL criteria.
 The angle of down flood andthe angle of peak GZ are beyond 40°,
therefore the range of residual area is from 14.0 to 40°. The residual area
is approximately 0.109m.radians; the minimum residual area is
0.075m.radians… PASS criteria.
 The loaded vessel FAILS International Grain Code.

Directed Study – Research the International Grain Code, see Solent Online
Learning.

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4.15 MAXIMUM GRAIN MASS HEELING MOMENT
Published maximum permissible grain mass heeling moment data should
account for the build date of the ship. But, deck edge immersion angles are
generally larger than 12 , therefore build date is often immaterial.
The MV WARSASH published maximum permissible grain mass heeling moment
data does NOT account for GM, therefore GM should be calculated and
assessed separately. But, ships generally fail the Intentional Grain code
because of excessive list in the event of grain shift, or insufficient residual
area under the GZ curve (reserves of dynamic stability), therefore the
omission is often immaterial.
Actual Mass Heeling Moment
Approximate List = 12 ×
Allowable Mass Heeling Moment
Question 45
MV WARSASH has a loaded mass displacement of 5035t, a KG of 6.48m, a TCG
of 0.000m, and a GMHM of 558t.m. Using published ‘maximum permissible
grain mass heeling moment’ data, determine the loaded vessel’s approximate
list angle in the event of grain shift, and whether the loaded vessel will
comply with the International Grain Code residual area requirement (The
maximum permissible grain mass heeling moment is 562.8t.m, the
approximate list is 11.9°, and GM is 0.45m , the vessel will pass the
International Grain Code)
Question 46
MV WARSASH has a mass displacement of 4050t, with a KG of 5.35m. The grain
mass heeling moment after loading is 1550t.m. Using the tables of maximum
permissible grain mass heeling moment, determine the ability of the vessel to
pass the list and residual area requirements of the grain regulations. (The
maximum permissible grain mass heeling moment is 1497t.m, the approximate
list is 12.4°, the vessel fails)
Question 47
MV WARSASH has a mass displacement of 6300t, with a KG of 5.05m. The grain
mass heeling moment after loading is 1400t.m. Using the tables of maximum
permissible grain mass heeling moment, determine the ability of the vessel to
pass the list and residual area requirements of the grain regulations, assuming
that the vessel was built before 1994. (Vessel passes)
Question 48
MV WARSASH loads from the lightship condition. The port and starboard
bunkers are each pressed with 120.22t of fuel, with a KG of 7.81m. The grain
hold is filled to a sounding of 6.00m with grain, stowage factor 1.38m3/t.
Determine if the vessel meets the GZ curve and list requirements of the grain
regulations using the maximum permissible grain heeling moment data, and
find the approximate list angle in the event of a grain cargo shift, assuming
that the vessel was built in 1992. (The limiting grain mass heeling moment is
464.1t.m metres, whilst the actual mass heeling moment is 670.44t.m…
therefore the vessel fails to meet the criteria, approximate list 17.3 )

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4.16 HEELING UNDER THE EFFECT OF WIND
Chapter 3 of the IS Code 2008 includes recommended criteria for ensuring
stability in severe wind and weather. For United Kingdom flagged ships, the
Maritime and Coastguard Agency (MCA) has similar, but slightly simplified
guidelines specific for container ships, where the height from the load
waterline to the top of the container stacks is more than 30% of the beam.
Iterative calculations, that are impractical by hand, are needed to check
compliance with either the MCA or IS Code 2008 stability criteria. Therefore
the advanced ship stability syllabus for master and chief mate only includes
basic calculations of heel due to severe beam wind.
Question 49
MV WARSASH, a feeder ship, is loaded to a mass displacement 7400t, with a
KG 7.06m. She has an exposed lateral area of 850m2, and a wind heeling lever
of 8.50m. Calculate the angle of heel induced by a beam on wind with a
speed of 50kts (wind pressure 42kg/m2) by calculating and plotting GZ & Wind
Heeling Arm or Righting Moment & Wind Heeling Moment in increments of
5° to 20° . (Heel 10°)

0.3 2220
(m) (t.m)
0.28 2072
0.26 1924
0.24 1776
0.22 1628
0.2 1480
0.18 1332
0.16 1184
0.14 1036
0.12 888
0.1 740
0.08 592
0.06 444
0.04 296
0.02 148
0 0
0 5 10 Angle (deg) 15 20 25

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 Question 50
MV WARSASH, a small cruise ship, is loaded to a mass displacement of 4600t,
with a KG of 6.74m. She has an exposed lateral area of 617m2, with a wind
heeling lever of 5.17m. By plotting GZ & Wind Heeling Arm or Righting
Moment & Wind Heeling Moment in 5° increments to 20°, determine the angle
of heel that would result from a beam wind of 75kts (wind pressure 95kg/m2).
(Heel 12.8°)

0.15 690
(m) (t.m)
0.14 644
0.13 598
0.12 552
0.11 506
0.1 460
0.09 414
0.08 368
0.07 322
0.06 276
0.05 230
0.04 184
0.03 138
0.02 92
0.01 46
0 0
0 5 Angle (deg) 10 15 20

Directed Study – Research Chapter 3 of the IS Code 2008 and the MCA’s
guidance to surveyors on stability in severe wind and weather, see Solent
Online Learning and Patterson & Ridley 2014.

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5 LONGITUDINAL STABILITY

5.1 REAL SHIP MCTC, TRIM, CHANGE OF TRIM, AND END DRAUGHTS
The following two questions have been taken from Navigation Watch Officer
learning material. If you have undertaken sufficient perquisite study you
should find these two questions relatively easy. If you find these questions
difficult then you must carry out more private study of Navigation Watch
Officer learning material.
(LCB − LCG)Δ
Trim =
MCTC
Trimming Moment
Change in trim =
MCTC
Trimming Moment = Mass Moved × Distance Moved
Trimming Moment = Mass Added (or Removed) × Distance to LCF
LCF
DA = DLCF + Trim , Trim = DA − DF
LBP
Question 51
MV WARSASH is alongside, presently in the lightship condition. Both bunkers
are then filled to a sounding of 6.50m with fuel oil, RD 0.95. And 212.71t of
cargo is loaded aboard 90m FOAP. Determine the loaded vessel’s final trim
and end draughts. (Trim=1.30m, DA 4.01m, DF 2.71m).
Question 52
MV WARSASH presently has a mass displacement of 4,451t and a stern trim of
1.65m. The vessel is required to cross a reef with a under keel clearance of
no less than 2.00m. At the reef the water has a depth of 7.10m. The OOW
propose to increase the under keel clearance by shifting ballast between the
aft peak tank (nominal lcg 3m FOAP) and forward peak tank (nominal lcg 98m
FOAP). Calculate the minimum required mass of ballast to shift. (maximum
DA 5.10m, maximum trim 0.88m, minimum CoT 0.77m, minimum ballast mass
shift 42.60t)

5.2 BOX VESSEL GML, MCTC, TRIM AND END DRAUGHTS

GML = KB + BML − KG
IL BL3
BML = , IL =
∇ 12
Δ × GML
MCTC =
100 × LBP

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 Question 53
A box shaped vessel has length of 80m, a beam of 10m, a draught of 3.00m in
salt water, a KG of 4.25m, and a LCG of 38.50m FOAP. Calculate the vessel;
a) Longitudinal GM (175.03m)
b) MCTC (53.82t.m/cm)
c) Trim (69cm, 0.69m stern trim)
d) End draughts (DA 3.35m, DF 2.66m)
e) The vessel must cross a sand bank at high water with an under keel
clearance of 0.50m. The chartered depth is 3.00m, and the height of tide
is 0.65m. Calculate the quantity of ballast to be transferred between the
aft peak ballast tank (nominal lcg 5m FOAP) and the fore peak ballast
tank (nominal lcg 75m FOAP) (shift 30.75t forward)
Question 54
A box shaped vessel has length of 90m and a beam of 12m; presently the
vessel has a draught of 2.80m in salt water, a KG of 3.85m, and a stern trim of
1.25m.
The following cargo operations are carried out; load 450t at 47m FOAP, and
discharge 85t from 44m FOAP.
a) Calculate the vessel’s present LCG (41.69m FOAP)
b) Calculate the vessel’s final end draught assuming the change in KG has a
negligible impact on longitudinal stability (DA 3.70m, DF 2.57m)

5.3 LAYER CORRECTION

DA + DF LCF
DLCF ≈ DM = , DA = DLCF + Trim
2 LBP
Question 55
MV WARSASH has a DA of 6.03m and a DF of 5.04m. Determine the True Mean
Draught, mass displacement and LCG in sea water. (DLCF 5.60m, 5511t,
45.27m FOAP)
Question 56
MV WARSASH has a DA of 6.28m and a DF of 5.28m. Determine the True Mean
Draught, mass displacement and LCG in sea water. (DLCF 5.85m, 5819.50,
45.11m FOAP)
Question 57
MV WARSASH has a DA of 4.21m and a DF of 3.12m. Determine the True Mean
Draught, mass displacement and LCG in sea water. (DLCF 3.70m, 3348.00t,
45.60m FOAP)

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 Only a single iteration of layer correction is required in the SQA Stability &
Operations exam. The LBP of MV SQA is altered by the examiners for each
question to force the true mean draught to be near identical to the average
mean draught after just a single iteration of layer correction. However,
despite the average mean draught being near identical to the true mean
draught; one is still expected to use the calculated true mean draught when
determining present vessel particulars.
In practice, and at Master and Chief Mate level, one should continue the
iterative process of layer correction until true mean draught remains constant
to three decimal places. It is only possible to confirm convergence at the
correct true mean draught through repetition of calculated true mean
draughts.
Question 58
MV WARSASH has a draught aft of 4.00m and is on an even keel. She is to be
loaded to a draught aft of 6.23m, with a trim of 1.00m by the stern. The
vessel is in sea water.
a) Determine the amount of cargo to be loaded, and the required LCG of the
cargo.(2086t at 41.80m FOAP)
b) The extra cargo is to be loaded in hold 5 (nominal lcg 25m FOAP) and hold
2 (nominal lcg 75m FOAP), determine the required cargo distribution.
(Hold 2 700.74t, Hold 5 1385.26t)
Question 59
MV WARSASH has a draught aft of 4.00m, and a draught forward of 2.71m in
sea water. Space is available in an aft hold, which is 30m FOAP, and in a
forward hold 80m FOAP. Determine the distribution of cargo so that the final
true mean draught is 4.46 metres and the trim is 0.34 metres by the stern in
sea water. (693.84t aft, 455.36t forward)

5.4 REAL SHIP HYDROSTATICS

Actual Value = Fresh Water Value × ρACTUAL
ρACTUAL
Actual Value = Salt Water Value ×
ρSW
Question 60
MV WARSASH is upright and on an even keel alongside, the water density is
1.010t/m3, and the vessel’s true mean draught is 4.00m. Determine the
vessel’s mass displacement, LCB, LCF, KB, KM, TPC and MCTC. (Mass
displacement 3617.30t, LCB 47.04m FOAP, LCF 46.17m FOAP, KB 2.16m, KM
7.13m, TPC 10.72t/cm and MCTC 47.01t.m/cm)

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 Question 61
MV WARSASH is upright and on an even keel alongside, the water density is
1.007t/m3, and the vessel’s true mean draught is 4.15m. Determine the
vessel’s mass displacement, LCB, LCF, KB, KM, TPC and MCTC. (Mass
displacement 3678.15t, LCB 47.00m FOAP, LCF 46.01m FOAP, KB 2.25m, KM
7.08m, TPC 10.80t/cm and MCTC 47.75t.m/cm)
Question 62
MV WARSASH is upright and on an even keel alongside, the water density is
1.010t/m3, and the vessel’s mass displacement is 3600t. Determine the
vessel’s true mean draught, LCB, LCF, KB, KM, TPC and MCTC. (D LCF 3.98m,
LCB 47.04m FOAP, LCF 46.19m FOAP, KB 2.15m, KM 7.14m, TPC 10.71/cm and
MCTC 46.93t.m/cm)
Question 63
MV WARSASH is upright and on an even keel alongside, the water density is
1.012t/m3, and the vessel’s mass displacement is 5084.68t. Determine the
vessel’s true mean draught, LCB, LCF, KB, KM, TPC and MCTC. (D LCF 5.30m,
LCB 46.55m FOAP, LCF 44.41m FOAP, KB 2.88m, KM 6.93m, TPC 11.76/cm and
MCTC 57.83t.m/cm)
Question 64
MV WARSASH is alongside, the vessel’s draught is 6.88m, and the relative
water density is 1.014. The vessel must float at her summer draught in sea
water; determine how much further deadweight should be loaded and the
corresponding final loaded draught alongside. (241.09t, 7.058m)
Solving load line questions by correcting published hydrostatics is faster and
more accurate than using Fresh Water Allowance, Dock Water Allowance,
Allowable Sinkage & corrected TCP. The Accuracy is significantly improved for
scenarios with a large change in draught. However; students are only given
select load line particulars to solve load line questions in SQA Stability and
Operation exams, forcing the use of FWA etc.
Question 65
MV WARSASH is alongside, the vessel’s draught is 5.00m, and the relative
water density is 1.005. The vessel must float at her summer draught in sea
water; determine how much further deadweight should be loaded. (2626.58t)
Question 66
MV WARSASH is floating in a summer zone, with the waterline 20cm below the
top of the summer mark. The density of the water is 1.015t/m3. Determine
the amount of cargo to load to bring the vessel to her summer mass
displacement using both the mean TPC and the density corrected hydrostatics.
Which one is more accurate? (Mean TPC gives 343.07 tonnes, hydrostatics give
341.8 tonnes, ‘Hydrostatics’ are more accurate)

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 Question 67
MV WARSASH is alongside in fresh water in her lightship condition. 3000t of
cargo, stores and fuel is then loaded onto the ship. The vessel then sails. At
the harbour mouth, the water depth is 10.00m, and the water density is
1.020t/m3. Assuming that the vessel is on an even keel, determine the under-
keel clearance at the harbour mouth. (4.29m)
Question 68
MV WARSASH arrives at a harbour mouth in sea water with a true mean
draught of 6.00m. She then sails up river to a fresh water berth, using 100t of
fuel. Determine the true mean draught at the fresh water berth. (6.04m)
Question 69
MV WARSASH is alongside a berth in dock water, with a density of 1.005 t/m3.
Presently the draught aft is 5.00m, and the draught forward of 3.90m. The
vessel is to be loaded so that when she reaches sea water, she will float at the
summer draught on an even keel. Space is available in an aft hold, 25m FOAP,
and a forward hold, 75m FOAP. Determine the required distribution of cargo
between the two holds. (1900.2t aft, 1287.2t forward)
Question 70
MV WARSASH is floating alongside in fresh water. Her draught aft is 4.00m,
and her draught forward is 3.57m. After loading, she will sail in sea water
with a depth of 8.00m. The required UKC is 2.00m, and the vessel requires a
stern trim of 0.47m. Space is available in holds 30m FOAP and 70m FOAP.
Determine the required cargo distribution. (1510.7t aft, 875.55t forward)
Question 71
MV WARSASH floats at a true mean draught of 3.60m, with a trim of 0.85m by
the stern. She is loaded with fuel and stores, and the crew is aboard. The
only remaining mass to load is the cargo. The density of the water is
1.015t/m3. The vessel is to be loaded so that when she leaves the harbour
and enters sea water, she will be at draught of 6.00m, on an even keel. Space
is available in two holds. The after hold is 30m FOAP. The forward hold is 50m
FOAP. Determine the distribution of the cargo so that the vessel sails in the
required final condition. (503.43t aft, 2295.19t forward)

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5.5 DRAUGHT SURVEYS
DRAUGHT SURVEY TEMPLATE
“with explanatory annotations”
Draught Forward
1
“Measured draught at the Forward Marks”
FP Correction Dist. marks displaced
2 “Difference between draught at FP and Forward Marks” × Observed Trim
“Observed Trim… trim between Forward and Aft Marks” Dist. between marks
Draught at FP
3
“Draught Forward  FP Correction”

Draught Aft
4
“Measured draught at the Aft Marks”

AP Correction Dist. marks displaced

5 × Observed Trim
“Difference between draught at AP and Aft Marks” Dist. between marks
Draught at AP
6
“Draught Aft  AP Correction”
True Trim
7
“Draught at AP  Draught at FP”

Draught (M) Port

8
“Measured draught at port amidship mark”

Draught (M) stb’d

9
“Measured draught at stb’d amidship mark”

Draught (M) mean

10
“Average of measured port & stb’d amidship draughts”

Amidships Line Correction Dist. marks displaced

11 × True Trim
“Akin to lines 2 and 5” LBP
Draught at Amidships
12
“Draught(m) mean  Amidships Line Correction”

Corrected Amidships Draught DFP + (6 × DM ) + DAP

13
“Draught at Amidships corrected for hog and sag” 8
TPC
“TPCSW at Corrected Amidships Draught”
14
LCF
“LCF at Corrected Amidships Draught”

Displacement
15
“∆SW at Corrected Amidships Draught”
1st Trim Correction (Layer) Dist. CF from Midships × Trim × TPC
16 “Trim… True trim in centimetres”
“Dist.CF from Midships… LCF +ve dist. aft of amidships” LBP
2nd Trim Correction (Form)
“True trim in metres” 50 × True Trim2 × (MCTC2 − MCTC1 )
17
“MCTC1=MCTCSW at Corrected Amidships Draught - 0.5m” LBP
“MCTC2=MCTCSW at Corrected Amidships Draught + 0.5m”
Corrected Displacement
18
“15+16+17”

Dock Water Displacement R. D. Dock Water

19 ∆×
“Corrected Displacement adjusted for water density” 1.025

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 Question 72
Calculate the mass displacement of MV WARSASH using the draught survey
template and following surveyor notes. (3374.52t)

Fm FP MV WARSASH 2
Mm Draught Mark Measurements
Am Draught aft = 4.400m
AP Draught forward = 3.000m
Draught amidships port = 3.642m
Draught amidships stb’d = 3.781m
Dock Water relative density = 1.015
Sketch not to scale...

2.00m
1.00m
3.00m 1 00m

Question 73
Calculate the mass displacement of MV WARSASH using the draught survey
template and following surveyor notes. (6677.58t)

Fm FP MV WARSASH 2
Mm Draught Mark Measurements
Am Draught aft = 7.000m
AP Draught forward = 6.000m
Draught amidships port = 6.530m
Draught amidships stb’d = 6.514m
Dock Water relative density = 1.010
Sketch not to scale...

3.00m
2.00m
2.50m 1 00m

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 Question 74
Calculate the mass displacement of MV WARSASH using the draught survey
template and following surveyor notes. (4201.20t)

Fm FP MV WARSASH 2
Mm Draught Mark Measurements
Am Draught aft = 5.000m
AP Draught forward = 4.000m
Draught amidships port = 4.486m
Draught amidships stb’d = 4.500m
Dock Water relative density = 1.006
Sketch not to scale...

2.00m
0.50m
3.00m 1 00m

Question 75
Calculate the mass displacement of MV WARSASH using the draught survey
template and following surveyor notes. (5246.43t)

Am
AP Mm
Fm
MV WARSASH 2
FP
Draught Mark Measurements
Draught aft = 5.000m
Draught forward = 6.000m
Draught amidships port = 5.517m
Draught amidships stb’d = 5.500m
Dock Water relative density = 1.010
Sketch not to scale...

1.50m
1.50m
2.00m
1 0 0m

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5.6 DRY DOCKING
Change in Trim × MCTC
P=
a
Question 76
MV WARSASH has an aft draught of 6.55m and a forward draught of 5.60m in
sea water. The vessel is about to be dry docked, the dock floor has zero
declivity. Determine the up-thrust at the critical moment during the dry-
docking; you may assume that the suing point (aft cut-up) coincides with the
aft perpendicular, and that there is negligible change in hydrostatics during
the critical period. (DLCF 6.14m, up-thrust 158t)
Question 77
MV WARSASH has an aft draught of 4.00m and a forward draught of 2.93m in
sea water. The vessel is about to be dry docked, the dock floor has zero
declivity and the vessel presently has a KG of 7.20m. You may assume that
the suing point coincides with the aft perpendicular, and that there is
negligible change in hydrostatics during the critical period.
a) Determine the up-thrust at the critical moment during the dry-docking
(DLCF 3.50m, up-thrust 104t)
b) Determine the GM before dry-docking, and at the critical moment during
the dry-docking. (GM 0.20m prior dry-docking and -0.05m at the critical
moment, it is not safe to dry-dock the vessel)
Question 78
MV WARSASH has an aft draught of 4.00m and a forward draught of 3.15m in
sea water. The vessel is about to be dry docked, the dock floor has zero
declivity and the vessel presently has a KG of 7.19m. You may assume that
the suing point coincides with the aft perpendicular, and that there is
negligible change in hydrostatics during the critical period.
a) Determine the up-thrust at the critical moment during the dry-docking
(DLCF 3.60m, up-thrust 84t)
b) Determine GM at the critical moment during the dry-docking. (-0.04m at
the critical moment, it is not safe to dry-dock the vessel)
c) Determine the vessel’s draught forward at the critical moment. (∆@CM
3157t, Trim@CM 0.00m… DLCF=DA=DF=3.52m)
d) Determine the vessel’s limiting initial trim given a minimum allowable GM
of 5cm during the critical period. (Max.KG@CM 7.285m, Max.Up-
thrust@CM 42.26t, Max.CoT 42cm ‘rounded down’)
Question 79
MV WARSASH has a mass displacement of 4112t, with a trim of 1.00m by the
stern. Determine the maximum initial KG so that the GM remains positive
during dry-docking. (Below 6.82m)

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 Question 80
MV WARSASH has a mass displacement of 4112t, with an initial KG of 6.85m.
Determine the maximum initial trim so that the GM remains positive during
dry-docking. (Below 0.85m)
Question 81
MV WARSASH is to be dry-docked. The density of the water in the dock is
1.007t/m3. She has a true mean draught in the dock water of 3.60m. In this
condition, she has a KG of 7.18m and a trim of 1.00m by the stern. KM may be
assumed to remain constant throughout the dry-docking process. Determine,
and comment on, the GM at the critical instant during the dry-docking
process, and then determine the maximum initial trim of the vessel so that GM
remains above 5cm throughout the dry-docking process. (GM@CM -0.07m
therefore unstable, Max. trim 50cm)
Question 82
MV WARSASH is to be dry-docked. The density of the water in the dock is sea
water. She has a mass displacement of 3136t. In this condition, she has a KG
of 7.25m and a trim of 1.10m by the stern. Determine, and comment on, the
difference in the GM at the critical moment during the dry-docking process, if
KM is assumed to be constant, and if KM is assumed to vary. (-0.04m if KM
varies, -0.11m if KM is assumed constant, therefore a safe assumption)
Question 83
MV WARSASH has undergone a dry-docking. She is ready to be re-floated, with
a mass displacement of 3563t and a KG of 6.90m. The LCG of the vessel is
44.60m FOAP. Determine if it will be safe to re-float the vessel in the above
condition; you may assume that KM remains constant. (GM@CM -0.11m
therefore not safe to re-float)
Question 84
MV WARSASH is undergoing a dry docking. During the dry-docking, structural
alterations are made so that, just before the dock is flooded, the vessel’s LCG
is 46.00m FOAP, the KG is 7.05m and the mass displacement is 2897.46t. The
water in the dock is brackish, with a density of 1.015t/m3. Determine the
metacentric height, the draught aft, and forward at the critical moment
during the undocking. You may assume that the KM remains constant during
the undocking. (GM@CM 0.32m, TM@CM 0m… DA=DF=DLCF=3.23m)

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6 BILGING
Calculating a real ship’s stability post bilging is very time consuming by hand.
Whereas calculating box shaped vessel stability post bilging is relatively quick.
Large modern ships often resemble a box; hence bilged stability calculations
based upon box vessel geometry often provide sensible and therefore useful
results.
Prerequisite Study - You must be competent undertaking intact stability
calculation for box shaped vessels before undertaking bilged stability
calculations for box shaped vessels; see section 3.2 and 5.2.

6.1 PARALLEL SINKAGE AND BILGED DRAUGHT

Lost Volume in the Bilged Compartment
Parallel Sinkage =
Final Waterplane Area
1
SF − ( )
ρcargo
μ=
SF
Question 85
A box shaped vessel has length of 50m and a beam of 10m; presently the
vessel has a draught of 2.00m. A 15m long full beam amidships compartment
is then bilged, the compartment has a permeability of 100%. Determine the
parallel sinkage and bilged draught. (Parallel sinkage 0.86m, D Bilged 2.86m)
Question 86
A box shaped vessel has length of 50m and a beam of 10m; presently the
vessel has a draught of 2.00m. A 15m long full beam double bottom amidships
tank is then bilged, the tank has a permeability of 100%. The tank top is 1m
above the keel. Determine the parallel sinkage and bilged draught. (Parallel
sinkage 0.30m, DBilged 2.30m)
Question 87
A box shaped vessel has length of 50m and a beam of 10m; presently the
vessel has a draught of 2.00m. A 15m long full beam amidships compart,
above the double bottom is then bilged; the compartment has a permeability
of 100%. The double bottom is 1m above the keel. Determine the parallel
sinkage and bilged draught. (Parallel sinkage 0.43m, DBilged 2.43m)
Question 88
A box shaped vessel has length of 100m and a beam of 10m; presently the
vessel has a draught of 1.00m. There is a 15m long amidships compartment
with a watertight flat 1.10m above the keel. Determine the draught post
bilging the amidships compartment below the watertight flat, assuming a
compartment permeability of 100%. (1.165m)

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 Question 89
A box shaped vessel has length of 50m and a beam of 6m; presently the vessel
has a draught of 1.00m. A 5m long full beam amidships compartment is then
bilged, the compartment has a permeability of 95%. Determine the parallel
sinkage and bilged draught. (Parallel sinkage 0.10m, DBilged 1.10m)
Question 90
A box shaped vessel has length of 100m and a beam of 10m; presently the
vessel has a draught of 2.00m. A 20m long full beam end compartment is then
bilged; the compartment has a permeability of 65%. Determine the parallel
sinkage and bilged draught. (Parallel sinkage 0.30m, DBilged 2.30m)
Question 91
A box shaped vessel has length of 100m and a beam of 10m; presently the
vessel has a draught of 2.00m. A 25 long wing tank with a breadth of 3m is
then bilged; the tank has a permeability of 85%. Determine the parallel
sinkage and bilged draught. (Parallel sinkage 0.14m, DBilged 2.14m)

6.2 BILGED KB, TCB, LCB, TCF AND LCF

𝑇𝑜𝑡𝑎𝑙 𝑉𝑒𝑟𝑡𝑖𝑐𝑎𝑙 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝑉𝑜𝑙𝑢𝑚𝑒
𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝐾𝐵 𝐴𝑓𝑡𝑒𝑟 𝐵𝑖𝑙𝑔𝑖𝑛𝑔 =
𝑇𝑜𝑡𝑎𝑙 𝑉𝑜𝑙𝑢𝑚𝑒
𝑇𝑜𝑡𝑎𝑙 𝐿𝑜𝑛𝑔𝑖𝑡𝑢𝑑𝑖𝑛𝑎𝑙 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝑉𝑜𝑙𝑢𝑚𝑒
𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝐿𝐶𝐵 𝐴𝑓𝑡𝑒𝑟 𝐵𝑖𝑙𝑔𝑖𝑛𝑔 =
𝑇𝑜𝑡𝑎𝑙 𝑉𝑜𝑙𝑢𝑚𝑒
𝑇𝑜𝑡𝑎𝑙 𝑇𝑟𝑎𝑛𝑠𝑣𝑒𝑟𝑠𝑒 𝑀𝑜𝑚𝑒𝑛𝑡 𝑂𝑓 𝑉𝑜𝑙𝑢𝑚𝑒
𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝑇𝐶𝐵 𝐴𝑓𝑡𝑒𝑟 𝐵𝑖𝑙𝑔𝑖𝑛𝑔 =
𝑇𝑜𝑡𝑎𝑙 𝑉𝑜𝑙𝑢𝑚𝑒
𝑇𝑜𝑡𝑎𝑙 𝑇𝑟𝑎𝑛𝑠𝑣𝑒𝑟𝑠𝑒 𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐴𝑟𝑒𝑎
𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝑊𝑎𝑡𝑒𝑟𝑝𝑙𝑎𝑛𝑒 𝐶𝑒𝑛𝑡𝑟𝑒 𝐴𝑓𝑡𝑒𝑟 𝐵𝑖𝑙𝑔𝑖𝑛𝑔 =
𝑇𝑜𝑡𝑎𝑙 𝑊𝑎𝑡𝑒𝑟𝑝𝑙𝑎𝑛𝑒 𝐴𝑟𝑒𝑎 𝐴𝑓𝑡𝑒𝑟 𝐵𝑖𝑙𝑔𝑖𝑛𝑔
Question 92
A box shaped vessel has length of 80m and a beam of 9m. The vessel has a
bilged full beam double bottom amidships tank; the tank has a length of 22m,
a depth of 2.00m, and a permeability of 100%. The vessel’s bilged draught is
3.379m; determine the vessel’s bilged KB. (1.82m)
Question 93
A box shaped vessel has length of 80m and a beam of 9m. There is a 22m
long, full beam amidships compartment with a watertight flat 2.00m above
the keel. The compartment above the watertight flat has a permeability of
70% and is bilged. The vessel’s bilged draught is 3.379m; determine the
vessel’s bilged KB. (1.60m)
Question 94
A box shaped vessel has length of 80m and a beam of 9m. There is a 22m
long, full beam end compartment with a watertight flat 2.00m above the keel.
The compartment above the watertight flat has a permeability of 70% and is
bilged. The vessel’s bilged true mean draught is 3.379m; determine the
vessel’s bilged LCB. (37.53m)

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 Question 95
A box shaped vessel has length of 80m and a beam of 12m. The vessel has a
bilged amidships side compartment; the compartment is 10 long, 4m wide,
and has a permeability of 100%. The vessel’s bilged true mean draught is
4.00m; determine the vessel’s bilged TCB. (0.174m from the CL, or 6.174
from the bilged edge)

6.3 SYMMETRIC BILGING ABOUT THE CENTRELINE

𝐿𝐵3 𝑙𝑏 3
𝐼 −𝜇
𝐵𝑀 = = 12 12
∇ ∇
Question 96
A box shaped vessel has length of 50m, a beam of 10m, a KG of 4.00m and a
draught of 2.00m. A 15m long full beam amidships compartment is then
bilged, the compartment has a permeability of 70%. Determine the vessel’s
bilged BM, KB and GM. (Parallel Sinkage=0.53m, KB=1.27m, BM=3.29m,
GM=0.56m)
Question 97
A box shaped vessel has length of 100m, a beam of 10m, a KG of 4.70m, a TCG
of 0.000m and a draught of 2.00m. A 20m long full beam amidships
compartment is then bilged, the compartment has a permeability of 85%.
Determine the vessel’s bilged BM, KB, GM and angle of inclination. (Parallel
Sinkage=0.41m, KB=1.21m, BM=3.46m, GM=-0.03m, loll=7.5°to port or Stb’d)

6.4 ASYMMETRIC BILGING ABOUT THE CENTRELINE AND INDUCED LIST

LB3 lb3
IEDGE = −μ
3 3
IROLL AXIS = IEDGE − (Waterplane area × New Roll Axis to Damaged Edge2 )
d
tan θ =
GM
Question 98
A box shaped vessel has a length of 100m, a beam of 10m, and a KG of 3.20m;
presently the vessel has a draught of 2.00m and is upright. An amidships stb’d
side compartment is then bilged; the compartment has a length of 20m, a
breadth of 4m, and a permeability of 100%.
a) Determine the location of the bilged roll axis relative to the ships
centreline, and the bilged BM. (TCF=0.261m Port of CL, BM=3.72m)
b) Determine the bilged angle of inclination. (Parallel Sinkage=0.17m,
KB=1.09m, GM=1.61m, list=9.2° stb’d)

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 Question 99
A box shaped vessel has a length of 100m, a beam of 10m, and a KG of 4.00m;
presently the vessel has a draught of 2.00m and is upright. An amidships stb’d
side compartment is then bilged; the compartment has a length of 20m, a
breadth of 3m, and a permeability of 100%. Determine the approximate angle
of list post bilging. (Approximately 15° to stb’d)

6.5 END COMPARTMENT BILGING AND INDUCED TRIM

((L − l)3 B)
BML = 12
∇
Bilging a full beam and full depth end compartment
Question 100
A box shaped vessel has a length of 100m, a beam of 10m, and a KG of 4.00m;
presently the vessel has a draught of 2.00m in salt water, is upright, and is on
an even keel. A watertight transverse bulkhead forms a 20m long forward end
compartment, the end compartment has a permeability of 100%. Determine
the vessel’s end draughts if the forward end compartment is bilged.
(DA=0.60m, DF=5.35m)
Question 101
A box shaped vessel has a length of 80m, a beam of 12m, and a KG of 3.50m;
presently the vessel has a draught of 1.80m in salt water, is upright, and is on
an even keel. A watertight transverse bulkhead forms 15m long forward end
compartment, the end compartment has a permeability of 100%. Determine
the vessel’s end draughts if the forward end compartment is bilged.
(DA=0.66m, DF=4.49m)
Bilging a full beam double bottom end compartment
Question 102
A box shaped vessel has a length of 100m, a beam of 10m, and a KG of 4.00m;
presently the vessel has a draught of 2.00m in salt water, is upright, and is on
an even keel. A watertight transverse bulkhead forms a 20m long forward end
compartment, the end compartment is subdivided vertically by a watertight
flat, the watertight flat is 0.90m above the keel, and the double bottom end
compartment has a permeability of 100%. Determine the vessel’s end
draughts if the forward double bottom end compartment is bilged.
(DA=1.75m, DF=2.62m)

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 Question 103
A box shaped vessel has a length of 110m, a beam of 14m, and a KG of 4.20m;
presently the vessel has a draught of 2.30m in salt water, is upright, and is on
an even keel. A watertight transverse bulkhead forms a 20m long forward end
compartment, the end compartment is subdivided vertically by a watertight
flat, the watertight flat is 1.10m above the keel, and the double bottom end
compartment has a permeability of 100%. Determine the vessel’s end
draughts if the forward double bottom end compartment is bilged. (D A=2.01,
DF=3.00m)
Bilging of full beam end compartment above a watertight flat
Question 104
A box shaped vessel has a length of 100m, a beam of 10m, and a KG of 1.40m;
presently the vessel has a draught of 2.00m in salt water, is upright, and is on
an even keel. A watertight transverse bulkhead forms a 20m long forward end
compartment, the end compartment is subdivided vertically by a watertight
flat, the watertight flat is 1.00m above the keel, and the upper end
compartment has a permeability of 100%. Determine the vessel’s end
draughts if the forward upper end compartment is bilged. (DA=1.31m,
DF=3.66m)
Question 105
A box shaped vessel has a length of 70m, a beam of 8m, and a KG of 2.85m;
presently the vessel has a draught of 1.60m in salt water, is upright, and is on
an even keel. A watertight transverse bulkhead forms a 10m long forward end
compartment, the end compartment is subdivided vertically by a watertight
flat, the watertight flat is 0.90 above the keel, and the upper end
compartment has a permeability of 100%. Determine the vessel’s end
draughts if the forward upper end compartment is bilged. (DA=1.30m,
DF=2.27m)

6.6 RULES AND REGULATIONS

Ships are designed so that in the event of damage; progressive flooding is
restricted, there is sufficient freeboard, there is sufficient initial & large angle
reserves of stability, and there is sufficient reserves of structural strength. In
many damage scenarios modern passenger ships are also expected to be able
to return to port under their own steam. Historically damage scenarios and
stability criteria were prescribed by regulators; their rules were founded upon
their analysis of past cases of ship damage, and crudely the actual ship’s type,
size, distribution of crew & passengers, and area of operation. Now combined
prescribed & probabilistic approaches’ are being advocated by regulators. A
probabilistic approach in this context involves identify credible damage
scenarios, and the associated environmental conditions, loading conditions,
and ship material state; and then calculating the ship’s, the crew’s and the
passengers survival probability. A probabilistic approach more accurately
accounts for a ship’s particulars, and therefore survival probability. This
potentially allows more design flexibility; but in reality analysing multiple
possible designs can be time and cost prohibitive.

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 Directed Study – Research ‘Damage Stability Requirements’ recommended
reading, Patterson & Ridley 2014.

7 SHIP CONSTRUCTION
Lecture time will be spent predominantly, if not exclusively, examining ship
stability theory and application. The ship stability syllabus is more challenging
than the ship construction syllabus, hence more time will be spent helping you
understand ship stability theory and practicing day-to-day operator
calculations. The ship construction syllabus is very descriptive, and being
walked through PowerPoint slides is unlikely to be an efficient and therefore
productive use time. It therefore recommended that you read relevant
chapters of Ship Construction (Eyres D.J 2012). Ship Construction (Eyres D.J
2012) is available from the library and Solent Online Learning.

7.1 LOAD, SHEAR FORCE AND BENDING MOMENT DISTRIBUTION

Calculating a real ship’s Load, Shear Force and Bending Moment distribution is
very time consuming by hand. The following idealised box shaped vessel
questions are designed to give you an appreciation how Load, Shear Force and
Bending Moment distribution is calculated. The scenarios are also intended to
make you think carefully about how you load and discharge a ship in the
future; and in turn encourage you to use logic to derive suitable loading and
discharge plans, rather than trial and error.
ΔLIGHTSHIP
Structural Mass per metre =
L
Mass of Hold Cargo
Cargo Mass per metre =
Hold Length
ΔLOADED
Buoyancy Force per metre =
L
Load = Buoyancy Force − Structural Mass − Cargo Mass
Question 106
Box barge Blyth is 60m long and 10m wide. In the lightship condition the
barge has a draught of 0.524m in salt water, is upright, and is on an even keel.
The barge is separated into three holds, each 20m long. The end holds are
each loaded with 300t of cargo; cargo is evenly distributed along the length
and beam of each hold. Draw the Load, Shear Force and Bending Moment
diagrams for the loaded barge.

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 Question 107
Box barge Drummond is 80m long and 12m wide. In the lightship condition the
barge has a draught of 1.20m in salt water, is upright, and is on an even keel.
The barge is separated into four equal size holds, each 20m long. The two end
holds are each loaded with 480t of cargo, the holds either side of amidships
are each loaded with 220t of cargo; cargo is evenly distributed along the
length and beam of each hold. Draw the Load, Shear Force and Bending
Moment diagrams for the loaded barge.
Question 108
Box barge Jellicoe is 100m long. In the lightship condition the barge has a
mass displacement of 1000t, is upright, and is on an even keel. The barge is
separated into five equal size holds, each is 20m long. It is intended to load
the aft hold, Hold 1, with 300t of cargo. It is intended to load Holds 2, 3 and
4 with 700t, 400t and 200t of cargo respectively. The loaded barge must be
on an even keel, determine the required cargo mass in Hold 5, and Draw the
Load, Shear Force and Bending Moment diagrams for the loaded barge.

7.2 DESCRIPTIVE SHIP CONSTRUCTION SYLLABUS

Descriptive ship construction material is split between Phase 3 and Phase 5 on
HND programmes; OOW material is covered in Phase 3, and MCM material is
covered in Phase 5. On FdSC programmes the material is covered entirely in
Phase 3. All material is applicable to FdSc students, and only material labelled
‘MCM’ is applicable to HND students.
Question 109 (OOW)
State the “six degrees of freedom” in which a ship operates.
Question 110 (OOW)
Explain what is meant by direct tensile and compressive stress, and shear
stress.
Question 111 (OOW)
Explain what is meant by a global load.
Question 112 (OOW)
Explain how waves, mass distribution, and how the combination of mass
distribution and wave action creates hogging and sagging.
Question 113 (OOW)
Explain how hogging and sagging creates direct stress in the keel and deck.
Question 114 (OOW)
Explain what is meant by shear force and bending moment, and explain how
they are presented graphically.

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 Question 115 (OOW)
Explain how hydrostatic pressure creates stress.
Question 116 (OOW)
Explain how racking forces create stress.
Question 117 (OOW)
Explain how torsion forces create stress
Question 118 (OOW)
Explain how global loads vary in proportion with vessel size.
Question 119 (OOW)
Explain what is meant by a local load.
Question 120 (OOW)
Explain what is meant by panting force, and explain how panting forces are
dealt with within the structure.
Question 121 (OOW)
Explain what is meant by pounding force, and explain how pounding forces are
dealt with within the structure.
Question 122 (OOW)
Explain how grounding or dry-docking puts load into the structure.
Question 123 (OOW)
Explain how vibration puts load into the structure.
Question 124 (OOW)
Explain what is meant by transverse and longitudinal structure.
Question 125 (OOW)
Explain what is meant by a transverse framing system, a longitudinal framing
system and a combination framing system.
Question 126 (OOW)
Explain the function of shell plating, and name and explain the important
strakes.
Question 127 (OOW)
Explain why plating is stiffened.
Question 128 (OOW)
Explain the parts which make up transverse frames.
Question 129 (OOW)
Explain the different designs for the floors of a frame.

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 Question 130 (OOW)
Explain the different designs for the keel girder.
Question 131 (OOW)
Explain how the structural components fit together to make up a generic ship
structure.
Question 132 (OOW)
Explain the generic structure of a fine bow shape.
Question 133 (OOW)
Explain the generic structure of a bulbous bow shape.
Question 134 (OOW)
Explain the generic structure of the stern of a ship.
Question 135 (OOW)
Explain the purpose and construction of plate and corrugated bulkheads.
Question 136 (OOW)
Explain what is meant by a stress concentration point or stress raiser.
Question 137 (OOW)
Explain the generic structure of a general cargo ship, a single hull tanker, a
double hull tanker, a container ship, and a bulk carrier.
Question 138 (OOW)
Explain the construction of a bulkhead on a bulk carrier.
Question 139 (MCM)
Explain what is meant by tensile failure in non-ferrous and ferrous metals, and
how ferrous metals fail in tension.
Question 140 (MCM)
Explain what is meant by compressive failure, buckling failure and metal
fatigue.
Question 141 (MCM)
Explain what is meant by brittle ductile transition, and the circumstances
under which it may occur.
Question 142(MCM)
Explain the methods by which materials may be testing without damaging the
material.

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 Question 143 (MCM)
Explain how the combination of mass distribution and wave action creates
hogging and sagging. Explain how hogging and sagging creates direct stress in
the keel and deck. Explain what is meant by shear force and bending
moment, and explain how they are presented graphically.
Question 144 (MCM)
Explain how ships are strengthened for operations in ice.
Question 145 (MCM)
Explain the mechanisms by which corrosion may occur.
Question 146 (MCM)
Explain how a dry-docking is undertaken. Explain the process of refloating
after a dry-docking. Explain the typical maintenance procedures which may
take place during a dry-docking. . And explain how planned maintenance
systems work.
Question 147 (MCM)
Explain the structural conditions for assignment of a Load Line.

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 MV WARSASH
STABILITY DATA BOOK EXTRACTS
(Including Naval Architecture Nomenclature & Formulae)

CONTENTS
Principal Dimensions 1
Upright Hydrostatics 2
No. 1 Double Bottom Port and Starboard Tanks 4
No. 2 Double Bottom Port and Starboard Tanks 5
No. 3 Double Bottom Port and Starboard Tanks 6
No. 4 Double Bottom Port and Starboard Tanks 7
No. 5 Double Bottom Port and Starboard Tanks 8
No. 1 Wing Tanks Port and Starboard 9
No. 2 Wing Tanks Port and Starboard 10
No. 3 Wing Tanks Port and Starboard 11
No. 4 Wing Tanks Port and Starboard 12
Bunker Tanks Port and Starboard 13
Fore Peak Tank 14
After Peak Tank 14
Grain Hold Data 15
KN Data 16
Down-flooding Angle Data 18
Maximum Permissible Mass Grain Heeling Moments 19
Limiting KG Data 23
Nomenclature 24
Formulae 27

© Southampton Solent University (2018)

© Warsash Maritime Academy (2018)
 PRINCIPAL DIMENSIONS

Length Between Perpendiculars = 100.00 metres

Lightship Displacement = 2615 tonnes

Lightship KG = 7.00 metres
Lightship TCG = 0.000 metres
Lightship LCG = 44.00 metres FOAP

Tropical Displacement = 7531 tonnes

Summer Displacement = 7329 tonnes
Winter Displacement = 7129 tonnes

Tropical Draught Fresh Water Allowance = 135mm

Summer Draught Fresh Water Allowance = 133 mm
Winter Draught Fresh Water Allowance = 131mm

Tropical Draught = 7.146 metres

Summer Draught = 7.000 metres
Winter Draught = 6.854 metres

© Southampton Solent University (2018) Page 1

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 UPRIGHT HYDROSTATICS
Draught Displacement TPC MCTC KM KB LCB LCF
metres tonnes tonnes/cm tonne.metres metres metres metres metres
FOAP FOAP
SW FW SW FW SW FW
8.00 8750 8537 14.60 14.24 101.2 98.7 7.58 4.45 44.61 40.27
7.90 8604 8394 14.53 14.18 100.0 97.6 7.55 4.39 44.68 40.30
7.80 8460 8254 14.46 14.11 98.7 96.3 7.52 4.33 44.76 40.34
7.70 8315 8112 14.38 14.03 97.4 95.0 7.48 4.27 44.83 40.38
7.60 8172 7973 14.31 13.96 96.1 93.8 7.45 4.21 44.91 40.44
7.50 8029 7833 14.23 13.88 94.7 92.4 7.42 4.16 44.99 40.50
7.40 7887 7695 14.14 13.80 93.2 90.9 7.39 4.10 45.07 40.58
7.30 7746 7557 14.05 13.71 91.7 89.5 7.35 4.04 45.15 40.67
7.20 7606 7420 13.96 13.62 90.2 88.0 7.32 3.98 45.23 40.77
7.10 7467 7285 13.87 13.53 88.6 86.4 7.29 3.92 45.31 40.89
7.00 7329 7150 13.77 13.43 87.0 84.9 7.26 3.86 45.40 41.02
6.90 7192 7017 13.67 13.34 85.3 83.2 7.23 3.80 45.48 41.17
6.80 7056 6884 13.56 13.23 83.5 81.5 7.20 3.74 45.56 41.34
6.70 6921 6752 13.45 13.12 81.6 79.6 7.17 3.68 45.64 41.53
6.60 6787 6621 13.33 13.00 79.7 77.8 7.14 3.62 45.72 41.73
6.50 6654 6492 13.21 12.89 77.7 75.8 7.12 3.57 45.80 41.95
6.40 6522 6363 13.10 12.78 75.8 74.0 7.09 3.51 45.87 42.18
6.30 6392 6236 12.98 12.66 73.9 72.1 7.07 3.45 45.94 42.4
6.20 6263 6110 12.86 12.55 72.1 70.3 7.05 3.39 46.02 42.61
6.10 6135 5985 12.75 12.44 70.3 68.6 7.03 3.33 46.08 42.83
6.00 6008 5861 12.63 12.32 68.6 66.9 7.01 3.28 46.15 43.04
5.90 5882 5739 12.52 12.21 67.0 65.4 6.99 3.22 46.22 43.25
5.80 5757 5617 12.42 12.12 65.4 63.8 6.97 3.16 46.28 43.46
5.70 5634 5497 12.31 12.01 63.9 62.3 6.96 3.11 46.34 43.66
5.60 5511 5377 12.21 11.91 62.5 61.0 6.95 3.05 46.39 43.86
5.50 5390 5259 12.10 11.80 61.1 59.6 6.94 2.99 46.45 44.05
5.40 5269 5140 12.01 11.72 59.8 58.3 6.93 2.94 46.50 44.23
5.30 5150 5024 11.91 11.62 58.6 57.2 6.93 2.88 46.55 44.41
5.20 5031 4908 11.82 11.53 57.4 56.0 6.93 2.83 46.60 44.58
5.10 4913 4793 11.73 11.44 56.3 54.9 6.93 2.77 46.65 44.74
5.00 4796 4679 11.64 11.36 55.3 54.0 6.93 2.71 46.69 44.89
4.90 4680 4566 11.56 11.28 54.3 53.0 6.93 2.66 46.73 45.04
4.80 4565 4454 11.48 11.20 53.4 52.1 6.94 2.60 46.78 45.17
4.70 4451 4342 11.40 11.12 52.6 51.3 6.95 2.55 46.82 45.31
4.60 4337 4231 11.32 11.04 51.8 50.5 6.97 2.49 46.85 45.45
4.50 4224 4121 11.24 10.97 51.0 49.8 6.99 2.44 46.89 45.58
4.40 4112 4012 11.17 10.90 50.3 49.1 7.01 2.38 46.92 45.71
4.30 4001 3903 11.10 10.83 49.6 48.4 7.03 2.33 46.95 45.83
4.20 3890 3795 11.02 10.75 48.9 47.7 7.06 2.27 46.99 45.95
4.10 3781 3689 10.95 10.68 48.3 47.1 7.10 2.22 47.01 46.06
4.00 3671 3581 10.88 10.61 47.7 46.5 7.13 2.16 47.04 46.17

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 Draught Displacement TPC MCTC KM KB LCB LCF
metres tonnes tonnes/cm tonne.metres metres metres metres metres
FOAP FOAP
SW FW SW FW SW FW
4.00 3671 3581 10.88 10.61 47.7 46.5 7.13 2.16 47.04 46.17
3.90 3563 3476 10.82 10.56 47.2 46.0 7.18 2.11 47.06 46.29
3.80 3455 3371 10.75 10.49 46.7 45.6 7.22 2.06 47.09 46.40
3.70 3348 3266 10.68 10.42 46.3 45.2 7.28 2.00 47.11 46.51
3.60 3241 3162 10.62 10.36 45.8 44.7 7.34 1.95 47.13 46.61
3.50 3136 3060 10.56 10.30 45.5 44.4 7.40 1.89 47.14 46.71
3.40 3030 2956 10.50 10.24 45.2 44.1 7.47 1.84 47.15 46.81
3.30 2926 2855 10.43 10.18 44.8 43.7 7.55 1.79 47.17 46.91
3.20 2822 2753 10.37 10.12 44.5 43.4 7.64 1.73 47.17 46.99
3.10 2718 2652 10.31 10.06 44.2 43.1 7.73 1.68 47.18 47.06
3.00 2615 2551 10.25 10.00 43.9 42.8 7.83 1.62 47.18 47.14
2.90 2513 2452 10.19 9.94 43.6 42.5 7.95 1.57 47.18 47.21
2.80 2412 2353 10.12 9.87 43.3 42.2 8.08 1.52 47.18 47.27
2.70 2311 2255 10.06 9.81 43.0 42.0 8.22 1.46 47.17 47.33
2.60 2211 2157 9.99 9.75 42.7 41.7 8.37 1.41 47.17 47.38
2.50 2111 2060 9.93 9.69 42.4 41.4 8.54 1.35 47.15 47.42
2.40 2012 1963 9.86 9.62 42.1 41.1 8.72 1.30 47.14 47.45
2.30 1914 1867 9.79 9.55 41.8 40.8 8.93 1.25 47.12 47.48
2.20 1816 1772 9.71 9.47 41.4 40.4 9.16 1.19 47.10 47.50
2.10 1720 1678 9.64 9.40 41.1 40.1 9.41 1.14 47.08 47.51
2.00 1624 1584 9.56 9.33 40.7 39.7 9.69 1.08 47.06 47.51
These hydrostatic values have been calculated with the vessel floating on
an even keel.

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 NO. 1 DOUBLE BOTTOM PORT AND STARBOARD TANKS
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
1.88 0.00 100.0 13.48 84.88 1.41 1.35 0.00
1.86 0.02 97.9 13.20 84.87 1.41 1.33 1.94
1.80 0.08 92.6 12.49 84.85 1.40 1.30 1.84
1.70 0.18 83.7 11.28 84.82 1.39 1.24 1.68
1.60 0.28 75.1 10.12 84.77 1.38 1.18 1.52
1.50 0.38 66.7 8.99 84.72 1.37 1.12 1.36
1.40 0.48 58.7 7.91 84.65 1.35 1.05 1.21
1.30 0.58 51.0 6.88 84.57 1.34 0.99 1.06
1.20 0.68 43.7 5.90 84.47 1.32 0.93 0.92
1.10 0.78 36.9 4.97 84.35 1.31 0.87 0.78
1.00 0.88 30.4 4.11 84.20 1.29 0.80 0.65
0.90 0.98 24.5 3.31 84.02 1.28 0.74 0.53
0.80 1.08 19.1 2.58 83.79 1.26 0.67 0.42
0.70 1.18 14.4 1.94 83.52 1.24 0.60 0.31
0.60 1.28 10.2 1.38 83.21 1.22 0.54 0.22
0.50 1.38 6.8 0.92 82.87 1.20 0.47 0.15
0.40 1.48 4.1 0.56 82.51 1.18 0.40 0.09
0.30 1.58 2.1 0.28 82.09 1.15 0.33 0.04
0.22 1.66 1.0 0.14 81.71 1.12 0.28 0.02
0.20 1.68 0.8 0.11 81.60 1.11 0.26 0.02
0.10 1.78 0.1 0.02 80.98 1.07 0.19 0.00
0.00 1.88 0.0 0.00 80.98 1.07 0.19 0.00
The above data is for a single tank, port and starboard tanks are identical.

© Southampton Solent University (2018) Page 4

© Warsash Maritime Academy (2018)
 NO. 2 DOUBLE BOTTOM PORT AND STARBOARD TANKS
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
2.00 0.00 100.0 100.86 67.77 2.58 1.17 0.00
1.97 0.03 97.9 98.74 67.76 2.57 1.15 113.44
1.90 0.10 93.4 94.17 67.74 2.56 1.12 109.88
1.80 0.20 86.6 87.31 67.70 2.53 1.06 104.43
1.70 0.30 79.9 80.59 67.67 2.50 1.00 98.92
1.60 0.40 73.4 74.03 67.63 2.47 0.94 93.41
1.50 0.50 67.1 67.63 67.59 2.45 0.88 87.90
1.40 0.60 60.9 61.39 67.54 2.42 0.83 82.40
1.30 0.70 54.9 55.33 67.49 2.38 0.77 76.93
1.20 0.80 49.0 49.45 67.43 2.35 0.71 71.47
1.10 0.90 43.4 43.76 67.37 2.32 0.65 66.04
1.00 1.00 37.9 38.26 67.30 2.28 0.60 60.63
0.90 1.10 32.7 32.98 67.22 2.24 0.54 55.24
0.80 1.20 27.7 27.91 67.13 2.20 0.48 49.86
0.70 1.30 22.9 23.08 67.02 2.16 0.42 44.49
0.60 1.40 18.4 18.51 66.89 2.11 0.36 39.13
0.50 1.50 14.1 14.22 66.73 2.06 0.31 33.74
0.40 1.60 10.2 10.24 66.51 2.00 0.25 28.25
0.30 1.70 6.6 6.63 66.19 1.92 0.19 22.41
0.20 1.80 3.5 3.49 65.67 1.82 0.13 15.54
0.10 1.90 1.1 1.08 64.62 1.65 0.07 6.99
0.10 1.90 1.0 1.00 64.56 1.64 0.07 6.64
0.00 2.00 0.0 0.00 64.56 1.64 0.07 0.00
The above data is for a single tank, port and starboard tanks are identical.

© Southampton Solent University (2018) Page 5

© Warsash Maritime Academy (2018)
 NO. 3 DOUBLE BOTTOM PORT AND STARBOARD TANKS
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
2.00 0.00 100.0 245.97 49.38 4.16 1.06 0.00
1.96 0.04 97.9 240.80 49.37 4.15 1.04 539.73
1.90 0.10 94.6 232.57 49.36 4.14 1.01 536.83
1.80 0.20 89.0 219.03 49.35 4.13 0.95 531.59
1.70 0.30 83.6 205.55 49.33 4.11 0.90 525.93
1.60 0.40 78.1 192.13 49.31 4.09 0.85 519.63
1.50 0.50 72.7 178.78 49.30 4.07 0.80 512.62
1.40 0.60 67.3 165.51 49.28 4.05 0.74 504.90
1.30 0.70 61.9 152.33 49.26 4.03 0.69 496.12
1.20 0.80 56.6 139.26 49.24 4.00 0.64 486.39
1.10 0.90 51.3 126.30 49.22 3.97 0.58 475.30
1.00 1.00 46.1 113.47 49.20 3.94 0.53 462.69
0.90 1.10 41.0 100.79 49.18 3.91 0.48 448.36
0.80 1.20 35.9 88.27 49.15 3.87 0.43 431.96
0.70 1.30 30.9 75.95 49.12 3.83 0.37 413.30
0.60 1.40 26.0 63.85 49.09 3.78 0.32 392.56
0.50 1.50 21.1 51.99 49.05 3.73 0.27 369.75
0.40 1.60 16.4 40.42 48.99 3.66 0.22 344.39
0.30 1.70 11.9 29.19 48.92 3.59 0.16 315.35
0.20 1.80 7.5 18.38 48.79 3.48 0.11 280.72
0.10 1.90 3.3 8.19 48.50 3.28 0.06 232.33
0.04 1.96 1.0 2.46 47.98 2.96 0.02 165.47
0.00 2.00 0.0 0.00 47.98 2.96 0.02 0.00
The above data is for a single tank, port and starboard tanks are identical.

© Southampton Solent University (2018) Page 6

© Warsash Maritime Academy (2018)
 NO. 4 DOUBLE BOTTOM PORT AND STARBOARD TANKS
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
2.00 0.00 100.0 209.60 31.53 3.89 1.09 0.00
1.96 0.04 97.9 205.20 31.54 3.89 1.07 471.41
1.90 0.10 94.1 197.30 31.57 3.87 1.03 466.06
1.80 0.20 88.2 184.95 31.61 3.85 0.98 457.38
1.70 0.30 82.4 172.75 31.64 3.83 0.93 448.43
1.60 0.40 76.7 160.70 31.69 3.81 0.87 439.06
1.50 0.50 71.0 148.80 31.73 3.78 0.82 429.34
1.40 0.60 65.4 137.07 31.77 3.76 0.76 419.16
1.30 0.70 59.9 125.50 31.81 3.73 0.71 408.40
1.20 0.80 54.4 114.12 31.86 3.70 0.65 396.99
1.10 0.90 49.1 102.92 31.91 3.67 0.60 384.80
1.00 1.00 43.9 91.91 31.96 3.64 0.54 371.56
0.90 1.10 38.7 81.12 32.02 3.60 0.49 357.13
0.80 1.20 33.7 70.55 32.08 3.56 0.44 341.25
0.70 1.30 28.7 60.23 32.15 3.52 0.38 323.81
0.60 1.40 23.9 50.19 32.23 3.48 0.33 304.90
0.50 1.50 19.3 40.44 32.33 3.43 0.27 284.52
0.40 1.60 14.8 31.04 32.46 3.37 0.22 262.25
0.30 1.70 10.5 22.04 32.65 3.30 0.17 237.21
0.20 1.80 6.5 13.55 32.93 3.21 0.11 207.89
0.10 1.90 2.8 5.81 33.48 3.08 0.06 167.92
0.05 1.95 1.0 2.10 34.17 2.90 0.03 125.99
0.00 2.00 0.0 0.00 39.79 1.95 0.00 0.00
The above data is for a single tank, port and starboard tanks are identical.

© Southampton Solent University (2018) Page 7

© Warsash Maritime Academy (2018)
 NO. 5 DOUBLE BOTTOM PORT AND STARBOARD TANKS
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
1.96 0.00 100.0 27.85 15.49 1.79 1.21 0.00
1.94 0.02 97.9 27.26 15.49 1.79 1.20 12.82
1.90 0.06 95.3 26.54 15.48 1.78 1.18 12.35
1.80 0.16 88.2 24.56 15.47 1.76 1.12 11.15
1.70 0.26 81.2 22.63 15.46 1.74 1.06 10.08
1.60 0.36 74.5 20.73 15.46 1.73 1.00 9.12
1.50 0.46 67.8 18.88 15.46 1.71 0.95 8.27
1.40 0.56 61.3 17.08 15.47 1.69 0.89 7.50
1.30 0.66 55.0 15.31 15.48 1.67 0.83 6.79
1.20 0.76 48.8 13.59 15.50 1.65 0.78 6.13
1.10 0.86 42.8 11.92 15.52 1.63 0.72 5.51
1.00 0.96 37.0 10.29 15.56 1.61 0.66 4.92
0.90 1.06 31.3 8.73 15.61 1.59 0.60 4.35
0.80 1.16 26.0 7.23 15.67 1.56 0.54 3.79
0.70 1.26 20.9 5.81 15.76 1.53 0.48 3.23
0.60 1.36 16.1 4.48 15.88 1.50 0.42 2.66
0.50 1.46 11.7 3.27 16.03 1.46 0.36 2.09
0.40 1.56 7.8 2.18 16.26 1.42 0.30 1.51
0.30 1.66 4.5 1.26 16.59 1.36 0.24 0.94
0.20 1.76 2.0 0.56 17.10 1.29 0.17 0.45
0.14 1.82 1.0 0.28 17.52 1.24 0.14 0.23
0.10 1.86 0.4 0.12 18.01 1.20 0.11 0.10
0.00 1.96 0.0 0.00 18.01 1.20 0.11 0.00
The above data is for a single tank, port and starboard tanks are identical.

© Southampton Solent University (2018) Page 8

© Warsash Maritime Academy (2018)
 NO. 1 WING TANKS PORT AND STARBOARD
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
4.60 0.00 100.0 32.22 85.53 3.59 8.90 0.00
4.57 0.03 97.9 31.54 85.51 3.59 8.88 18.86
4.40 0.20 87.2 28.09 85.38 3.58 8.76 17.26
4.20 0.40 75.4 24.31 85.20 3.58 8.61 15.46
4.00 0.60 64.7 20.84 85.01 3.59 8.46 13.76
3.80 0.80 54.9 17.68 84.79 3.60 8.31 12.13
3.60 1.00 46.0 14.83 84.55 3.61 8.16 10.52
3.40 1.20 38.1 12.29 84.27 3.63 8.01 8.91
3.20 1.40 31.2 10.04 83.98 3.66 7.85 7.38
3.00 1.60 25.1 8.09 83.65 3.69 7.70 5.86
2.80 1.80 19.9 6.41 83.30 3.73 7.54 4.29
2.60 2.00 15.6 5.01 82.97 3.76 7.38 2.84
2.40 2.20 12.0 3.86 82.67 3.79 7.22 1.84
2.20 2.40 9.0 2.91 82.40 3.82 7.07 1.20
2.00 2.60 6.7 2.15 82.14 3.84 6.91 0.76
1.80 2.80 4.8 1.55 81.90 3.86 6.76 0.47
1.60 3.00 3.3 1.07 81.66 3.88 6.60 0.27
1.40 3.20 2.2 0.71 81.44 3.90 6.45 0.15
1.20 3.40 1.4 0.44 81.23 3.91 6.30 0.08
1.08 3.52 1.0 0.32 81.11 3.92 6.21 0.05
1.00 3.60 0.8 0.26 81.03 3.93 6.15 0.04
0.80 3.80 0.4 0.13 80.83 3.95 6.00 0.02
0.60 4.00 0.2 0.06 80.62 3.96 5.85 0.01
0.40 4.20 0.1 0.02 80.44 3.98 5.70 0.00
0.20 4.40 0.0 0.00 80.25 4.00 5.54 0.00
0.00 4.60 0.0 0.00 80.25 4.00 5.54 0.00
The above data is for a single tank, port and starboard tanks are identical.

© Southampton Solent University (2018) Page 9

© Warsash Maritime Academy (2018)
 NO. 2 WING TANKS PORT AND STARBOARD
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
8.00 0.00 100.0 200.07 68.45 6.04 7.30 0.00
7.91 0.09 97.9 195.85 68.42 6.04 7.24 40.95
7.50 0.50 88.3 176.61 68.28 6.02 6.97 38.08
7.00 1.00 77.2 154.49 68.10 6.00 6.65 34.85
6.50 1.50 66.8 133.72 67.89 5.98 6.32 31.65
6.00 2.00 57.1 114.33 67.66 5.96 5.99 28.64
5.50 2.50 48.2 96.33 67.41 5.95 5.66 25.76
5.00 3.00 39.9 79.77 67.12 5.94 5.33 22.78
4.50 3.50 32.3 64.66 66.79 5.93 5.00 19.85
4.00 4.00 25.5 51.04 66.41 5.93 4.67 16.76
3.50 4.50 19.5 38.98 65.98 5.93 4.33 13.51
3.00 5.00 14.3 28.54 65.50 5.94 3.99 10.22
2.50 5.50 9.9 19.74 64.96 5.95 3.65 7.32
2.00 6.00 6.3 12.60 64.35 5.96 3.31 4.77
1.50 6.50 3.6 7.17 63.67 5.98 2.96 2.68
1.00 7.00 1.7 3.40 62.94 6.00 2.62 1.19
0.73 7.27 1.0 2.00 62.53 6.01 2.44 0.67
0.50 7.50 0.6 1.10 62.19 6.02 2.29 0.36
0.00 8.00 0.0 0.00 62.19 6.02 2.29 0.00
The above data is for a single tank, port and starboard tanks are identical.

© Southampton Solent University (2018) Page 10

© Warsash Maritime Academy (2018)
 NO. 3 WING TANKS PORT AND STARBOARD
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
8.00 0.00 100.0 337.60 49.59 7.07 6.10 0.00
7.85 0.15 98.0 330.85 49.58 7.07 6.03 0.00
7.84 0.16 97.9 330.51 49.58 7.07 6.02 18.33
7.50 0.50 93.4 315.38 49.56 7.07 5.85 18.20
7.00 1.00 86.9 293.25 49.54 7.06 5.59 18.02
6.50 1.50 80.3 271.20 49.51 7.06 5.33 17.82
6.00 2.00 73.8 249.25 49.48 7.06 5.08 17.61
5.50 2.50 67.4 227.41 49.45 7.05 4.82 17.40
5.00 3.00 60.9 205.68 49.41 7.05 4.56 17.20
4.50 3.50 54.5 184.07 49.37 7.04 4.31 16.97
4.00 4.00 48.2 162.59 49.33 7.04 4.05 16.74
3.50 4.50 41.8 141.27 49.28 7.03 3.79 16.50
3.00 5.00 35.6 120.11 49.23 7.03 3.53 16.24
2.50 5.50 29.4 99.16 49.16 7.02 3.28 15.95
2.00 6.00 23.2 78.45 49.09 7.01 3.02 15.62
1.50 6.50 17.2 58.04 49.00 7.01 2.76 15.23
1.00 7.00 11.3 38.05 48.89 7.00 2.51 14.74
0.50 7.50 5.5 18.62 48.76 6.98 2.25 14.09
0.09 7.91 1.0 3.37 48.64 6.97 2.05 13.34
0.00 8.00 0.0 0.00 48.64 6.97 2.05 0.00
The above data is for a single tank, port and starboard tanks are identical.

© Southampton Solent University (2018) Page 11

© Warsash Maritime Academy (2018)
 NO. 4 WING TANKS PORT AND STARBOARD
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
8.00 0.00 100.0 334.63 30.46 7.08 6.19 0.00
7.84 0.16 97.9 327.61 30.46 7.08 6.11 18.54
7.50 0.50 93.3 312.31 30.49 7.08 5.94 18.54
7.00 1.00 86.7 289.99 30.52 7.07 5.68 18.53
6.50 1.50 80.0 267.69 30.56 7.07 5.42 18.47
6.00 2.00 73.3 245.41 30.61 7.07 5.17 18.41
5.50 2.50 66.7 223.15 30.67 7.06 4.91 18.33
5.00 3.00 60.1 200.95 30.73 7.06 4.65 18.18
4.50 3.50 53.4 178.82 30.81 7.05 4.39 18.01
4.00 4.00 46.9 156.79 30.91 7.04 4.13 17.76
3.50 4.50 40.3 134.89 31.03 7.03 3.87 17.43
3.00 5.00 33.8 113.20 31.19 7.02 3.60 16.99
2.50 5.50 27.4 91.82 31.38 7.01 3.33 16.41
2.00 6.00 21.2 70.92 31.65 7.00 3.06 15.66
1.50 6.50 15.2 50.83 31.99 6.99 2.79 14.77
1.00 7.00 9.6 32.01 32.41 6.98 2.52 13.59
0.50 7.50 4.5 14.99 32.87 6.97 2.26 11.93
0.12 7.88 1.0 3.35 33.21 6.96 2.06 10.55
0.00 8.00 0.0 0.00 33.21 6.96 2.06 0.00
The above data is for a single tank, port and starboard tanks are identical.

© Southampton Solent University (2018) Page 12

© Warsash Maritime Academy (2018)
 BUNKER TANKS PORT AND STARBOARD
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
7.04 0.00 100.0 122.67 13.67 6.93 7.81 0.00
6.96 0.08 97.9 121.25 13.68 6.93 7.78 12.83
6.50 0.54 86.0 106.47 13.83 6.91 7.52 12.35
6.00 1.04 73.2 90.61 14.04 6.88 7.22 11.47
5.50 1.54 60.7 75.23 14.30 6.85 6.91 10.49
5.00 2.04 48.8 60.49 14.65 6.81 6.60 9.33
4.50 2.54 37.7 46.66 15.12 6.77 6.27 8.00
4.00 3.04 27.5 34.11 15.74 6.74 5.91 6.68
3.50 3.54 19.0 23.48 16.49 6.70 5.55 5.11
3.00 4.04 12.3 15.22 17.17 6.66 5.18 3.57
2.50 4.54 7.4 9.12 17.78 6.60 4.81 2.30
2.00 5.04 3.9 4.86 18.31 6.53 4.45 1.29
1.50 5.54 1.7 2.14 18.79 6.43 4.08 0.57
1.24 5.80 1.0 1.24 19.01 6.37 3.88 0.31
1.00 6.04 0.5 0.67 19.21 6.32 3.71 0.15
0.50 6.54 0.1 0.09 19.59 6.18 3.33 0.01
0.00 7.04 0.0 0.00 19.98 1.90 4.50 0.00
The above data is for a single tank, port and starboard tanks are identical.

© Southampton Solent University (2018) Page 13

© Warsash Maritime Academy (2018)
 FORE PEAK TANK
Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
7.00 0.00 100.0 69.78 98.04 0.00 2.96 0.00
6.79 0.21 97.9 68.31 98.06 0.00 2.87 1.26
6.50 0.50 95.2 66.44 98.09 0.00 2.77 1.04
6.00 1.00 90.9 63.42 98.14 0.00 2.60 0.82
5.50 1.50 86.8 60.53 98.19 0.00 2.45 0.74
5.00 2.00 82.6 57.62 98.24 0.00 2.31 0.78
4.50 2.50 78.1 54.48 98.29 0.00 2.17 0.95
4.00 3.00 72.8 50.79 98.34 0.00 2.02 1.38
3.50 3.50 66.1 46.14 98.39 0.00 1.84 2.34
3.00 4.00 57.6 40.20 98.42 0.00 1.64 3.83
2.50 4.50 47.6 33.19 98.43 0.00 1.40 5.26
2.00 5.00 36.6 25.55 98.42 0.00 1.15 6.20
1.50 5.50 25.3 17.65 98.40 0.00 0.88 6.24
1.00 6.00 14.4 10.02 98.33 0.00 0.60 4.99
0.50 6.50 5.0 3.51 98.17 0.00 0.31 2.26
0.18 6.82 1.0 0.70 97.91 0.00 0.11 0.49
0.00 7.00 0.0 0.00 97.91 0.00 0.11 0.00

AFTER PEAK TANK

Sounding Ullage Fill Capacity LCG TCG KG FSM
metres metres % m3 metres metres metres m4
6.95 0.00 100.0 106.99 2.40 0.00 5.51 0.00
6.93 0.03 97.9 104.75 2.41 0.00 5.48 778.36
6.50 0.45 70.4 75.37 2.64 0.00 4.98 456.22
6.00 0.95 45.6 48.82 2.99 0.00 4.25 185.23
5.50 1.45 29.9 31.97 3.30 0.00 3.43 53.17
5.00 1.95 22.2 23.78 3.34 0.00 2.77 10.37
4.50 2.45 18.7 20.00 3.29 0.00 2.39 1.71
4.00 2.95 16.6 17.72 3.25 0.00 2.14 0.53
3.50 3.45 14.7 15.75 3.24 0.00 1.93 0.38
3.00 3.95 12.8 13.67 3.25 0.00 1.72 0.45
2.50 4.45 10.6 11.31 3.28 0.00 1.50 0.63
2.00 4.95 8.1 8.65 3.34 0.00 1.26 0.85
1.50 5.45 5.4 5.79 3.46 0.00 0.99 1.01
1.00 5.95 2.8 2.99 3.68 0.00 0.70 0.94
0.58 6.38 1.0 1.07 4.02 0.00 0.44 0.56
0.50 6.45 0.7 0.80 4.10 0.00 0.39 0.46
0.00 6.95 0.0 0.00 4.82 0.00 0.05 0.00

© Southampton Solent University (2018) Page 14

© Warsash Maritime Academy (2018)
 GRAIN HOLD DATA
Sounding Grain Volume Grain KG Volumetric Heeling Moment Grain TCG Grain LCG
metres metres3 metres metres4 metres m FOAP
8.00 1200 6.00 102.00 0 50
7.50 1125 5.75 327.60 0 50
7.00 1050 5.50 590.40 0 50
6.50 975 5.25 789.60 0 50
6.00 900 5.00 925.20 0 50
5.50 825 4.75 1006.80 0 50
5.00 750 4.50 1006.80 0 50
4.50 675 4.25 1006.80 0 50
4.00 600 4.00 1006.80 0 50
3.50 525 3.75 1006.80 0 50
3.00 450 3.50 1006.80 0 50
2.50 375 3.25 804.00 0 50
2.00 300 3.00 705.00 0 50
1.50 225 2.75 608.00 0 50
1.00 150 2.50 506.00 0 50
0.50 75 2.25 360.00 0 50
0.00 0 2.00 0.00 0 50

© Southampton Solent University (2018) Page 15

© Warsash Maritime Academy (2018)
 KN DATA
Displacement 0 5 10 15 20 25 30 35 40
tonnes Degs Degs Degs Degs Degs Degs Degs Degs Degs
1600 0.00 0.85 1.68 2.47 3.15 3.72 4.22 4.66 5.07
1800 0.00 0.80 1.59 2.35 3.03 3.62 4.13 4.59 5.01
2000 0.00 0.76 1.52 2.25 2.93 3.53 4.05 4.53 4.97
2200 0.00 0.73 1.46 2.17 2.85 3.45 3.99 4.48 4.94
2400 0.00 0.71 1.41 2.11 2.77 3.39 3.94 4.44 4.91
2600 0.00 0.69 1.37 2.05 2.71 3.33 3.89 4.40 4.89
2800 0.00 0.67 1.34 2.00 2.66 3.28 3.85 4.38 4.87
3000 0.00 0.65 1.31 1.96 2.61 3.24 3.82 4.36 4.87
3200 0.00 0.64 1.29 1.93 2.57 3.20 3.79 4.34 4.86
3400 0.00 0.63 1.27 1.91 2.54 3.17 3.77 4.33 4.86
3600 0.00 0.63 1.25 1.88 2.52 3.14 3.75 4.32 4.87
3800 0.00 0.62 1.24 1.87 2.50 3.12 3.74 4.32 4.87
4000 0.00 0.61 1.23 1.85 2.48 3.11 3.72 4.32 4.88
4200 0.00 0.61 1.22 1.84 2.47 3.09 3.72 4.32 4.89
4400 0.00 0.61 1.22 1.83 2.46 3.09 3.71 4.32 4.90
4600 0.00 0.61 1.22 1.83 2.45 3.08 3.71 4.32 4.92
4800 0.00 0.61 1.21 1.83 2.45 3.08 3.71 4.33 4.93
5000 0.00 0.61 1.21 1.83 2.45 3.08 3.71 4.34 4.93
5200 0.00 0.61 1.21 1.83 2.45 3.08 3.71 4.35 4.94
5400 0.00 0.61 1.22 1.83 2.45 3.08 3.72 4.36 4.94
5600 0.00 0.61 1.22 1.83 2.45 3.09 3.73 4.37 4.94
5800 0.00 0.61 1.22 1.84 2.46 3.09 3.74 4.38 4.94
6000 0.00 0.61 1.23 1.84 2.47 3.10 3.75 4.39 4.93
6200 0.00 0.61 1.23 1.85 2.48 3.11 3.76 4.39 4.93
6400 0.00 0.62 1.24 1.86 2.49 3.13 3.78 4.39 4.92
6600 0.00 0.62 1.24 1.87 2.50 3.14 3.79 4.39 4.91
6800 0.00 0.62 1.25 1.88 2.51 3.15 3.80 4.39 4.89
7000 0.00 0.63 1.26 1.89 2.52 3.17 3.81 4.39 4.88
7200 0.00 0.63 1.26 1.90 2.54 3.18 3.82 4.38 4.86
7400 0.00 0.64 1.27 1.91 2.55 3.20 3.82 4.37 4.84
7600 0.00 0.64 1.28 1.92 2.56 3.21 3.82 4.36 4.82
7800 0.00 0.64 1.29 1.93 2.58 3.23 3.82 4.34 4.80
8000 0.00 0.65 1.29 1.94 2.59 3.24 3.82 4.33 4.77
8200 0.00 0.65 1.30 1.95 2.61 3.25 3.81 4.31 4.75
8400 0.00 0.66 1.31 1.96 2.62 3.25 3.80 4.29 4.72
8600 0.00 0.66 1.32 1.98 2.64 3.25 3.79 4.27 4.69
8800 0.00 0.66 1.33 1.99 2.65 3.25 3.78 4.25 4.67
9000 0.00 0.67 1.33 2.00 2.66 3.25 3.76 4.23 4.64
These KN values have been calculated with the vessel on an even keel and free to trim in sea water

© Southampton Solent University (2018) Page 16

© Warsash Maritime Academy (2018)
 Displacement 45 50 55 60 65 70 75 80 90
tonnes Degs Degs Degs Degs Degs Degs Degs Degs Degs
1600 5.43 5.75 6.07 6.39 6.63 6.76 6.81 6.76 6.47
1800 5.40 5.76 6.12 6.44 6.67 6.80 6.83 6.77 6.44
2000 5.38 5.78 6.16 6.48 6.69 6.81 6.83 6.77 6.42
2200 5.37 5.79 6.19 6.50 6.71 6.81 6.83 6.76 6.41
2400 5.36 5.81 6.21 6.51 6.71 6.81 6.82 6.75 6.39
2600 5.36 5.82 6.23 6.52 6.70 6.79 6.80 6.73 6.37
2800 5.36 5.84 6.24 6.52 6.70 6.78 6.78 6.71 6.35
3000 5.36 5.85 6.24 6.52 6.68 6.76 6.76 6.68 6.34
3200 5.37 5.86 6.24 6.51 6.67 6.74 6.73 6.66 6.32
3400 5.38 5.86 6.23 6.49 6.65 6.72 6.71 6.64 6.30
3600 5.40 5.86 6.22 6.48 6.63 6.70 6.69 6.61 6.28
3800 5.41 5.86 6.21 6.46 6.61 6.67 6.66 6.59 6.26
4000 5.41 5.86 6.20 6.44 6.58 6.65 6.64 6.57 6.24
4200 5.42 5.85 6.18 6.41 6.56 6.62 6.62 6.54 6.23
4400 5.43 5.84 6.16 6.39 6.53 6.60 6.59 6.52 6.21
4600 5.43 5.83 6.14 6.36 6.51 6.57 6.57 6.50 6.20
4800 5.43 5.82 6.12 6.34 6.48 6.54 6.54 6.48 6.18
5000 5.42 5.81 6.10 6.31 6.45 6.52 6.52 6.46 6.17
5200 5.42 5.79 6.08 6.29 6.42 6.49 6.49 6.43 6.15
5400 5.41 5.78 6.06 6.26 6.39 6.46 6.47 6.41 6.14
5600 5.40 5.76 6.04 6.24 6.37 6.43 6.44 6.39 6.12
5800 5.39 5.74 6.01 6.21 6.34 6.41 6.42 6.37 6.11
6000 5.38 5.72 5.99 6.18 6.31 6.38 6.39 6.34 6.10
6200 5.36 5.70 5.97 6.16 6.29 6.36 6.37 6.32 6.08
6400 5.35 5.68 5.94 6.13 6.26 6.33 6.34 6.30 6.07
6600 5.33 5.66 5.92 6.11 6.24 6.31 6.32 6.28 6.06
6800 5.31 5.64 5.90 6.09 6.21 6.28 6.30 6.26 6.04
7000 5.29 5.61 5.87 6.06 6.19 6.26 6.28 6.24 6.03
7200 5.26 5.59 5.85 6.04 6.17 6.24 6.26 6.22 6.02
7400 5.24 5.56 5.82 6.01 6.14 6.22 6.24 6.21 6.01
7600 5.21 5.54 5.79 5.98 6.12 6.19 6.22 6.19 6.00
7800 5.18 5.51 5.76 5.96 6.09 6.17 6.20 6.18 5.99
8000 5.16 5.48 5.74 5.93 6.07 6.15 6.18 6.16 5.98
8200 5.13 5.45 5.71 5.91 6.05 6.13 6.17 6.15 5.98
8400 5.10 5.42 5.68 5.88 6.02 6.11 6.15 6.14 5.98
8600 5.07 5.38 5.64 5.85 6.00 6.09 6.14 6.13 5.97
8800 5.03 5.35 5.61 5.82 5.97 6.07 6.12 6.12 5.97
9000 5.00 5.32 5.58 5.79 5.95 6.05 6.10 6.11 5.97
These KN values have been calculated with the vessel on an even keel and free to trim in sea water

© Southampton Solent University (2018) Page 17

© Warsash Maritime Academy (2018)
 DOWN-FLOODING ANGLE DATA
Draught Displacement Down Flooding Angle Draught Displacement Down Flooding Angle
metres tonnes Degrees metres tonnes Degrees
8.00 8750 27.5 4.90 4680 48.3
7.90 8604 28.3 4.80 4565 48.8
7.80 8460 29.1 4.70 4451 49.4
7.70 8315 29.9 4.60 4337 49.9
7.60 8172 30.7 4.50 4224 50.5
7.50 8029 31.5 4.40 4112 51.0
7.40 7887 32.2 4.30 4001 51.5
7.30 7746 33.0 4.20 3890 52.1
7.20 7606 33.7 4.10 3781 52.6
7.10 7467 34.5 4.00 3671 53.1
7.00 7329 35.2 3.90 3563 53.6
6.90 7192 35.9 3.80 3455 54.1
6.80 7056 36.6 3.70 3348 54.6
6.70 6921 37.2 3.60 3241 55.1
6.60 6787 37.9 3.50 3136 55.6
6.50 6654 38.6 3.40 3030 56.1
6.40 6522 39.2 3.30 2926 56.6
6.30 6392 39.9 3.20 2822 57.0
6.20 6263 40.5 3.10 2718 57.5
6.10 6135 41.2 3.00 2615 58.0
6.00 6008 41.8 2.90 2513 58.5
5.90 5882 41.9 2.80 2412 59.0
5.80 5757 42.0 2.70 2311 59.5
5.70 5634 42.0 2.60 2211 60.0
5.60 5511 42.1 2.50 2111 60.5
5.50 5390 42.2 2.40 2012 61.1
5.40 5269 43.3 2.30 1914 61.7
5.30 5150 44.4 2.20 1816 62.4
5.20 5031 45.5 2.10 1720 63.0
5.10 4913 46.6 2.00 1624 63.6
5.00 4796 47.7

These down-flooding angle values have been calculated with the vessel on an even keel and assuming that the
sea surface is flat. The angles may be reduced in the event of a swell or a trimmed vessel.

© Southampton Solent University (2018) Page 18

© Warsash Maritime Academy (2018)
 MAXIMUM PERMISSIBLE MASS GRAIN HEELING MOMENTS
Displacement Effective KG Values (metres)
(tonnes) 5.00 5.20 5.40 5.60 5.80 6.00
8750 4824.1 4460.2 4096.4 3732.5 3368.7 3004.8
8604 4685.6 4327.8 3970.0 3612.3 3254.5 2896.7
8460 4550.2 4198.4 3846.6 3494.8 3143.0 2791.2
8315 4416.2 4070.4 3724.7 3378.9 3033.1 2687.4
8172 4286.9 3947.1 3607.3 3267.5 2927.6 2587.8
8029 4159.5 3825.6 3491.7 3157.9 2824.0 2490.1
7887 4032.8 3704.8 3376.8 3048.9 2720.9 2393.0
7746 3911.8 3589.7 3267.6 2945.5 2623.4 2301.3
7606 3791.5 3475.2 3158.9 2842.6 2526.3 2210.1
7467 3675.0 3364.5 3054.0 2743.5 2433.0 2122.5
7329 3560.8 3256.1 2951.3 2646.6 2341.8 2037.0
7192 3450.4 3151.3 2852.3 2553.2 2254.1 1955.1
7056 3342.1 3048.7 2755.3 2461.9 2168.5 1875.1
6921 3238.9 2951.1 2663.3 2375.5 2087.7 1799.9
6787 3137.6 2855.4 2573.2 2290.9 2008.7 1726.5
6654 3041.1 2764.5 2487.8 2211.1 1934.4 1657.7
6522 2946.6 2675.4 2404.2 2133.0 1861.8 1590.6
6392 2857.0 2591.2 2325.4 2059.6 1793.8 1528.0
6263 2771.7 2511.3 2250.8 1990.4 1730.0 1469.5
6135 2689.3 2434.2 2179.1 1924.0 1668.9 1413.8
6008 2611.0 2361.2 2111.3 1861.5 1611.7 1361.9
5882 2535.3 2290.7 2046.1 1801.6 1557.0 1312.4
5757 2464.6 2225.2 1985.8 1746.5 1507.1 1267.7
5634 2396.7 2162.4 1928.1 1693.9 1459.6 1225.3
5511 2332.9 2103.8 1874.6 1645.5 1416.3 1187.1
5390 2272.8 2048.7 1824.6 1600.4 1376.3 1152.2
5269 2214.2 1995.1 1776.0 1556.9 1337.8 1118.7
5150 2161.2 1947.1 1732.9 1518.8 1304.6 1090.5
5031 2110.4 1901.2 1692.0 1482.8 1273.6 1064.4
4913 2062.2 1857.9 1653.6 1449.3 1245.1 1040.8
4796 2017.4 1818.0 1618.6 1419.2 1219.7 1020.3
4680 1975.8 1781.2 1586.6 1392.0 1197.4 1002.8
Maximum permissible mass grain heeling moment in unit of tonne.meter

© Southampton Solent University (2018) Page 19

© Warsash Maritime Academy (2018)
 Displacement Effective KG Values (metres)
(tonnes) 6.00 6.20 6.40 6.60 6.80 7.00
8750 3004.8 2641.0 2277.1 1913.3 1549.4 1185.6
8604 2896.7 2538.9 2181.2 1823.4 1465.6 1107.8
8460 2791.2 2439.4 2087.6 1735.9 1384.1 1032.3
8315 2687.4 2341.6 1995.9 1650.1 1304.4 958.6
8172 2587.8 2248.0 1908.2 1568.4 1228.6 888.8
8029 2490.1 2156.3 1822.4 1488.6 1154.7 820.8
7887 2393.0 2065.0 1737.0 1409.1 1081.1 753.2
7746 2301.3 1979.2 1657.1 1335.0 1012.9 690.8
7606 2210.1 1893.8 1577.5 1261.2 945.0 628.7
7467 2122.5 1812.0 1501.6 1191.1 880.6 570.1
7329 2037.0 1732.3 1427.5 1122.8 818.0 513.3
7192 1955.1 1656.0 1357.0 1057.9 758.8 459.8
7056 1875.1 1581.7 1288.3 994.8 701.4 408.0
6921 1799.9 1512.1 1224.3 936.5 648.7 360.9
6787 1726.5 1444.3 1162.1 879.8 597.6 315.4
6654 1657.7 1381.0 1104.3 827.6 550.9 274.3
6522 1590.6 1319.4 1048.2 777.0 505.8 234.6
6392 1528.0 1262.2 996.4 730.6 464.8 199.0
6263 1469.5 1209.1 948.7 688.2 427.8 167.4
6135 1413.8 1158.7 903.6 648.5 393.4 138.2
6008 1361.9 1112.0 862.2 612.4 362.5 112.7
5882 1312.4 1067.8 823.2 578.6 334.0 89.4
5757 1267.7 1028.3 788.9 549.5 310.1 70.7
5634 1225.3 991.0 756.8 522.5 288.2 53.9
5511 1187.1 958.0 728.8 499.7 270.5 41.3
5390 1152.2 928.1 703.9 479.8 255.7 31.5
5269 1118.7 899.6 680.5 461.4 242.3 23.3
5150 1090.5 876.3 662.2 448.0 233.9 19.7
5031 1064.4 855.2 646.0 436.8 227.6 18.4
4913 1040.8 836.5 632.2 427.9 223.6 19.3
4796 1020.3 820.9 621.4 422.0 222.6 23.2
4680 1002.8 808.2 613.6 419.0 224.4 29.8
Maximum permissible mass grain heeling moment in units of tonne.meter

© Southampton Solent University (2018) Page 20

© Warsash Maritime Academy (2018)
 Displacement Effective KG Values (metres)
(tonnes) 5.00 5.20 5.40 5.60 5.80 6.00
4680 1975.8 1781.2 1586.6 1392.0 1197.4 1002.8
4565 1936.2 1746.4 1556.6 1366.7 1176.9 987.1
4451 1900.4 1715.3 1530.2 1345.1 1160.1 975.0
4337 1866.7 1686.3 1506.0 1325.6 1145.3 965.0
4224 1835.3 1659.6 1484.0 1308.4 1132.7 957.1
4112 1806.9 1635.9 1464.9 1294.0 1123.0 952.0
4001 1780.4 1614.1 1447.7 1281.3 1114.9 948.6
3890 1756.0 1594.3 1432.5 1270.8 1109.0 947.2
3781 1735.1 1577.9 1420.7 1263.4 1106.2 949.0
3671 1714.5 1561.8 1409.2 1256.5 1103.9 951.2
3563 1697.5 1549.3 1401.2 1253.0 1104.9 956.7
3455 1681.5 1537.8 1394.1 1250.5 1106.8 963.1
3348 1667.2 1528.0 1388.8 1249.6 1110.4 971.2
3241 1655.4 1520.7 1385.9 1251.1 1116.4 981.6
3136 1645.3 1514.9 1384.5 1254.1 1123.7 993.3
3030 1636.2 1510.2 1384.2 1258.2 1132.2 1006.2
2926 1629.9 1508.2 1386.6 1264.9 1143.2 1021.5
2822 1624.3 1506.9 1389.6 1272.2 1154.9 1037.6
2718 1620.0 1507.0 1394.0 1280.9 1167.9 1054.9
2615 1617.1 1508.4 1399.6 1290.9 1182.1 1073.4
2513 1616.1 1511.6 1407.1 1302.6 1198.1 1093.6
2412 1616.9 1516.6 1416.3 1316.0 1215.7 1115.4
2311 1618.1 1522.0 1425.9 1329.8 1233.7 1137.6
2211 1620.5 1528.6 1436.7 1344.7 1252.8 1160.8
2111 1623.2 1535.4 1447.6 1359.8 1272.1 1184.3
2012 1627.1 1543.5 1459.8 1376.1 1292.5 1208.8
1914 1632.2 1552.6 1473.0 1393.4 1313.8 1234.2
1816 1636.7 1561.2 1485.7 1410.2 1334.7 1259.2
1720 1642.8 1571.3 1499.7 1428.2 1356.7 1285.2
1624 1648.5 1581.0 1513.5 1445.9 1378.4 1310.9
Maximum permissible mass grain heeling moment in units of tonne.meter

© Southampton Solent University (2018) Page 21

© Warsash Maritime Academy (2018)
 Displacement Effective KG Values (metres)
(tonnes) 6.00 6.20 6.40 6.60 6.80 7.00
4680 1002.8 808.2 613.6 419.0 224.4 29.8
4565 987.1 797.3 607.5 417.6 227.8 38.0
4451 975.0 789.9 604.8 419.7 234.6 49.6
4337 965.0 784.6 604.3 423.9 243.6 63.2
4224 957.1 781.4 605.8 430.1 254.5 78.9
4112 952.0 781.0 610.0 439.0 268.0 97.1
4001 948.6 782.2 615.8 449.5 283.1 116.7
3890 947.2 785.5 623.7 462.0 300.2 138.5
3781 949.0 791.8 634.5 477.3 320.1 162.9
3671 951.2 798.6 645.9 493.3 340.6 188.0
3563 956.7 808.5 660.4 512.2 364.1 215.9
3455 963.1 819.5 675.8 532.1 388.5 244.8
3348 971.2 831.9 692.7 553.5 414.3 275.1
3241 981.6 846.8 712.1 577.3 442.5 307.8
3136 993.3 862.9 732.5 602.1 471.7 341.3
3030 1006.2 880.2 754.2 628.2 502.2 376.2
2926 1021.5 899.9 778.2 656.5 534.9 413.2
2822 1037.6 920.2 802.9 685.5 568.2 450.8
2718 1054.9 941.9 828.9 715.8 602.8 489.8
2615 1073.4 964.7 855.9 747.2 638.5 529.7
2513 1093.6 989.1 884.6 780.1 675.6 571.1
2412 1115.4 1015.1 914.8 814.5 714.2 613.9
2311 1137.6 1041.5 945.4 849.3 753.2 657.1
2211 1160.8 1068.9 977.0 885.0 793.1 701.1
2111 1184.3 1096.5 1008.7 920.9 833.2 745.4
2012 1208.8 1125.1 1041.5 957.8 874.2 790.5
1914 1234.2 1154.7 1075.1 995.5 915.9 836.3
1816 1259.2 1183.6 1108.1 1032.6 957.1 881.6
1720 1285.2 1213.7 1142.1 1070.6 999.1 927.6
1624 1310.9 1243.4 1175.8 1108.3 1040.8 973.2
Maximum permissible mass grain heeling moment in units of tonne.meter

© Southampton Solent University (2018) Page 22

© Warsash Maritime Academy (2018)
 LIMITING KG DATA
Limiting
Displacement SOLAS Criteria Section
KG (m)
2600 7.375 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 30 to 40
2800 7.305 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 40
3000 7.205 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
3200 7.104 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
3400 7.019 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
3600 6.950 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
3800 6.893 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
4000 6.848 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
4200 6.814 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
4400 6.789 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
4600 6.772 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
4800 6.763 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
5000 6.762 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
5200 6.766 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
5400 6.776 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
5600 6.792 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
5800 6.812 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
6000 6.836 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
6200 6.864 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
6400 6.895 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
6600 6.928 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
6800 6.963 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
7000 6.997 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
7200 7.031 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30
7400 7.064 A.749(18) Ch3 - Design criteria applicable to all ships 3.1.2.1: Area 0 to 30

© Southampton Solent University (2018) Page 23

© Warsash Maritime Academy (2018)
 NOMENCLATURE
Symbol Units Name
Longitudinal distance between the centre of floatation
a m
and suing point of grounding point
AP - Aft perpendicular
AWP m2 Waterplane area
b m Tank or compartment beam
B m Waterline beam of a box shaped vessel
B - Centre of buoyancy
BM tonne.m Hull bending moment
Vertical distance between the centre of buoyancy (B)
BMT m and the transverse metacentre (MT). The subscript is
often omitted.
Vertical distance between the centre of buoyancy (B)
BML m
and the longitudinal metacentre (ML)
BWL m Waterline beam
CB - Block coefficient
CoF m FOAP Longitudinal centre of floatation
CM - Amidships area coefficient
CW - Waterplane area coefficient
d m Distance of a mass from the centreline
Transverse, longitudinal or vertical shift distance of a
d m
mass
D m Draught
DA m Draught at the AP
DAMD M Average mean draught, the draught at amidships
DBilged m Bilged true mean draught
DF m Draught at the FP
DHeeled m Heeled draught
DLCF m True mean draught, draught at the LCF
DMean m Average mean draught, the draught at amidships
DTMD True mean draught, draught at the LCF
 - Symbol for change or difference
 tonnes Ship displacement (mass) including contents
DW - Subscript used to identify dock water
DWA mm Dock water allowance
Dwt tonnes Deadweight
FOAP - Forward of aft perpendicular
FP - Forward perpendicular
FSC m Free surface correction
FSM m4 Free surface moment… not corrected for fluid density
FSM tonne.m Free surface moment… corrected for fluid density
FWA mm Fresh water allowance
g m/s2 Acceleration due to gravity (taken as 9.81 m/s2)
G - Centre of gravity

© Southampton Solent University (2018) Page 24

© Warsash Maritime Academy (2018)
 Symbol Units Name
GMHM tonne.m Grain mass heeling moment
Transverse metacentric height, vertical distance
GMT m between the centre of gravity (G) and the transverse
metacentre (MT). The subscript is often omitted.
Longitudinal metacentric height, vertical distance
GML m between the centre of gravity (G) and the longitudinal
metacentre (ML)
Righting lever, righting arm, arm of statical stability, or
lever of statical stability. The horizontal distance
GZ m
between the line of force due to gravity and the line of
force due to buoyancy.
Second moment or area measured about the transverse
I or Inertia m4
or longitudinal centre of area (InertiaT, InertiaL)
Second moment or area measured about the centre of
ICentroid m4
area
IEdge m4 Second moment or area measured about an edge
K - The intersection of centreline and the keel
K m Radius of gyration
Vertical distance between the keel (K) and the centre
KB m
of buoyancy (B)
Vertical distance between the keel (K) and the
KMT m transverse metacentre (MT). The subscript is often
omitted.
Vertical distance between the keel (K) and the
KML m
longitudinal metacentre (ML)
Vertical distance between the keel (K) and the centre
KG
of gravity (G)
L m Waterline beam of a box shaped vessel
l m Tank or compartment length
 m Heeling arm
0 m Grain heeling arm at 0 degrees heel
40 m Grain heeling arm at 40 degrees heel
LCB m FOAP Longitudinal position of the centre of buoyancy (B)
LCF m FOAP Longitudinal centre of flotation (CoF)
LCG m FOAP Longitudinal position of the centre of gravity (G)
LWL m Waterline length
m tonnes Mass
Metacentre, located at intersection of the centreline
M -
and the line of force due to buoyancy
M Various Moment of area
M Nm Moment acting on rudder
MCTC t.m/cm Moment to change the trim by 1cm
MSS tonne.m Moment of statical stability, or righting moment
µ - Compartment permeability
Intersection of the line of force due to buoyancy and a
N -
horizontal line drawn from the keel (K)
 m3 Underwater, or submerged volume

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© Warsash Maritime Academy (2018)
 Symbol Units Name
Up-thrust (or suing load) during dry-docking or
P tonnes
grounding
r m Turn radius
 t/m3 Fluid density (sea water taken as 1.025 t/m3)
S various Ordinate spacing when using Simpson’s rule
SF m3/t Stowage factor for bulk cargo
SF t Shear force
Subscript used for identifying sea water (taken as 1.025
SW -
t/m3)
TCB m Transverse position of the centre of buoyancy (B)
TCG m Transverse position of the centre of gravity (G)
TPC tonnes/cm Tonnes per centimetre immersion
 - Symbol meaning ‘difference between’
 - Symbol meaning ‘therefore’
UKC m Under keel clearance
v m/s Velocity (1 knot taken as 0.5144m/s)
Volumetric heeling moment, used in the grain
VHM m4
regulations
x various Generic term for an unknown variable
w tonnes Mass added, removed or shifted
Intersection of the line of force due to buoyancy and a
Z -
horizontal line drawn from the centre of Gravity (G)
 degrees Angle or pitch, heel, list, loll or combined list and loll

© Southampton Solent University (2018) Page 26

© Warsash Maritime Academy (2018)
 FORMULAE

These formulae are for guidance only. Other formulae which give identical results are
acceptable. Transpositions and derivations are not shown.

Buoyancy and Flotation

Δ =ρ×∇ TPC = AWP × 0.01 × ρ

Mass Added (or Removed) ρDW
Sinkage (or Rise) = TPCDW = TPCSW ×
TPC ρSW
Δ in sea water at the relevant mark (ρSW − ρDW )
FWA = DWA = FWA ×
4 × TPC in seawater at the relevant mark (ρSW − ρFW )

Form Coefficients

∇
CB =
LWL × BWL × D

AM
CM =
BWL × D
AWP
CW =
LWL × BWL

Loading Tables

Moment = Mass × Distance

Total Vertical Moment
Overall KG After Loading =
Total Mass
Total Longitudinal Moment
Overall LCG After Loading =
Total Mass
Total Transverse Moment
Overall TCG After Loading =
Total Mass

© Southampton Solent University (2018) Page 27

© Warsash Maritime Academy (2018)
Small Angle Transverse Stability
InertiaT
GM = KM − KG BM =
∇
TCG
GM = KM − KG = KB + BM − KG tan θ =
GM
D w×d
KB = tan θ =
2 Δ × GM
LB3 lb3
InertiaT = FSM =
12 12
FSM −2 × GM
FSC = tan θ = √
Δ KM − KB
Σ(w × d) V 2 × B~G
GM = Pendulum Deflection tan θ =
Δ×( ) g × r × GM
Pendulum Length
w×d
3
2× −2 × GMI
tan θ = √ Δ GM at the angle of loll =
cosθ
BM
B
DHEELED = DUPRIGHT × cosθ + × sinθ
2

Large Angle Transverse Stability

GZ = KN − KG sin θ Righting Moment = GZ × Δ

BM
Change in GZ = Change in KG × sin θ GZ = sinθ × (GM + tan2 θ)
2
𝐺𝑀 × −2
Loss in GZ = TCG × cos θ tan θ = √
𝐵𝑀
Grain Volume
Grain Mass = GZ ≈ GM × sin θ
Stowage Factor
Grain VHM
Grain MHM = GZ ≈ GM × sin θ cos θ
Stowage Factor
GMHM k2 (0.4B)2
λ0 = T = 2π√ = 2π√
Δ g × GM 9.81 × GM

λ40 = λ0 × 0.8

Actual Mass Heeling Moment

Approximate List = 12 ×
Allowable Mass Heeling Moment

© Southampton Solent University (2018) Page 28

© Warsash Maritime Academy (2018)
Longitudinal Stability
Δ × GML
GML = KB + BML − KG MCTC =
100 × LBP
Trimming Moment InertiaL
Change in trim = BML =
MCTC ∇
(LCB − LCG)Δ
Trim = DF = DA − Trim
MCTC
LCF
DA = DLCF + Trim Trim = DA − DF
LBP
BL3 DA + DF
InertiaL = DM =
12 2
Change in Trim × MCTC
Trimming Moment = Mass Moved × Distance Moved P=
a
Trimming Moment = Mass Added (or Removed) × Distance to LCF

Real Hydrostatics

Actual Value = Fresh Water Value × ρACTUAL

ρACTUAL
Actual Value = Salt Water Value ×
ρSW

Damaged Stability
Lost Volume in the Bilged Compartment
Parallel Sinkage =
Final Waterplane Area
Total Vertical Moment Of Volume
Overall KB After Bilging =
Total Volume
Total Longitudinal Moment Of Volume
Overall LCB After Bilging =
Total Volume
Total Transverse Moment Of Volume
Overall TCB After Bilging =
Total Volume
Total Transverse Momentof Area
Overall Waterplane Centre After Bilging =
Total Waterplane Area After Bilging
ICentroid = IEdge − (Waterplane Area × New Roll Axis to Damaged Edge2 )
1
SF − (
ρcargo
) LB3 lb3
μ= IEdge = −μ
SF 3 3
LB3 lb3
I −μ d
BMT = = 12 12 tan θ =
∇ ∇ GM
((L−l)3 B)
12
BML =
∇

© Southampton Solent University (2018) Page 29

© Warsash Maritime Academy (2018)
Hull Load, Shear Force and Bending Moment
ΔLIGHTSHIP
Structural Mass per metre =
L
Mass of Hold Cargo
Cargo Mass per metre =
Hold Length
ΔLOADED
Buoyancy Force per metre =
L
Load = Buoyancy Force − Structural Mass − Cargo Mass

Miscellaneous
S S 1
Area = × ∑ yi × SM IXX = × ∑ yi3 × SM
3 3 3
S 1 S
MXX = × × ∑ yi2 × SM IYY = × S2 ∑ yi × SM × LM2
3 2 3
S
MYY = × S ∑ yi × SM × LM
3
1
Area of a Triangle = × Height × Length
2
Area of a Trapezoid = Mean Height × Length

© Southampton Solent University (2018) Page 30

© Warsash Maritime Academy (2018)