BASIC STABILITY

OBJECTIVES
TO EXPLAIN THE PRINCIPLES OF
STABILITY

• PRINCIPLES OF FLOTATION

• CENTRES OF GRAVITY & BUOYANCY

AND HOW THEY MOVE UNDER
DIFFERENT CONDITIONS

• SMALL ANGLE TRANSVERSE STABILITY

• FEATURES OF A GZ CURVE
 OBJECTIVES
• EFFECT OF A FLOODED COMPARTMENT
ON TRANSVERSE STABILITY

• LIST & LOLL AND HOW THEY ARE

CORRECTED

• LONGITUDINAL STABILITY & HOW TRIM IS

CONTROLLED

• AVAILABLE STABILITY INFORMATION

STABILITY CAN BE DEFINED AS:
THE ABILITY OF A SHIP TO RETURN
TO THE UPRIGHT POSITION AFTER
IT HAS BEEN HEELED BY SOME
EXTERNAL FORCE
PRINCIPLES OF
FLOTATION
 Underwater Volume

A
W/L

B
W/L
RESERVE OF BUOYANCY
 CENTRES OF
GRAVITY & BUOYANCY
CENTRE OF BUOYANCY “B”
 Centre of Buoyancy

A
W/L
o B

B
W/L

o B
 CENTRE OF BUOYANCY ‘B’
• THE POINT AT WHICH THE UPWARD THRUST OF
THE WATER ON THE SHIP’S HULL MAY BE SAID
TO ACT
• DEPENDS ON THE SHAPE OF THE
UNDERWATER HULL - IT IS THE CENTROID OF
THE UNDERWATER VOLUME
• ALTERS ITS POSITION AS THE SHIP HEELS,
TRIMS & LOSES OR GAINS BUOYANCY
• IS CALCULATED FOR ALL POSITIONS DURING
THE DESIGN STAGE
CENTRE OF GRAVITY “G”
 G?

MOVEMENT OF CENTRE OF GRAVITY

MOVEMENT OF CENTRE OF GRAVITY
G?
 CENTRE OF GRAVITY ‘G’
• THE POINT AT WHICH THE TOTAL
WEIGHT IS OF THE SHIP IS SAID TO ACT

• MOVES TOWARDS ADDED WEIGHT

• MOVES AWAY FROM WEIGHT REMOVED

• FOLLOWS ON A PARALLEL LINE WEIGHT

MOVEMENT WITHIN THE SHIP

• ESTABLISHED BY INCLINING
EXPERIMENT
TRANSVERSE METACENTRIC HEIGHT
 TYPICAL VALUES OF GM
• CVS’ TYPICAL GM OF 1.4m - 1.6m.

• FF/DDs HAVE GM of 0.7m - 1m.

• THE SHIPS’ STABILITY IS SAID TO

BECOME CRITICAL IF IT FALLS TO
OR BELOW 0.3m
THE RIGHTING LEVER
EFFECT ON GZ THROUGH WEIGHT
TRANSFER
EFFECT OF A FLOODED
COMPARTMENT ON
TRANSVERSE STABILITY
 FREE SURFACE EFFECT
• IF A TANK OR COMPARTMENT IS ONLY PARTIALLY
FILLED, THE LIQUID WILL RUN FREELY TO THE
LOW SIDE AS THE SHIP ROLLS
• THIS WILL HAVE THE EFFECT OF TRANSFERRING A
WEDGE OF LIQUID & THUS THE CENTRE OF
GRAVITY OF THE LIQUID LOAD FROM SIDE TO SIDE
• A LIQUID LOAD WITH A FREE SURFACE WILL HAVE
THE EFFECT OF RAISING THE CENTRE OF GRAVITY
OF THE SHIP

• IT REDUCES THE RIGHTING LEVER

VIRTUAL CENTRE OF GRAVITY
 SMALL ANGLE
TRANSVERSE STABILITY
STABLE EQUILIBRIUM
UNSTABLE EQUILIBRIUM
NEUTRAL EQUILIBRIUM
EFFECTS OF HEEL ON LENGTH GZ
LIST & LOLL
 FEATURES OF LIST
GM IS +VE WHEN VESSEL IS UPRIGHT

CAUSED BY OFF-CENTRE WEIGHT

LITTLE OR NO FREE SURFACE

STEADY ROLL

VESSEL HEELS TOWARDS OFF-CENTRE WEIGHT

LARGE SHIPS WHERE COMPARTMENTS ARE

SUBDIVIDED – HEEL TOWARDS DAMAGE
 LIST COUNTERMEASURES

REMOVE OFF-CENTRE LOADING OR

EQUIVALENT WEIGHT FROM LOW SIDE

ADD EQUIVALENT WEIGHT TO THE HIGH SIDE

SHIFT WEIGHTS FROM LOW SIDE TO HIGH SIDE

 FEATURES OF LOLL
GM IS –VE WHEN VESSEL IS UPRIGHT

CAUSED BY FREE SURFACE, EXCESSIVE TOP

WEIGHT OR COMBINATION OF BOTH

UNSTEADY ROLL

ABSENCE OF OFF CENTRE WEIGHT

SMALL SHIPS WITH LITTLE SUBDIVISION OF

COMPARTMENTS - HEEL AWAY FROM DAMAGE
 LOLL COUNTERMEASURES

REMOVE WEIGHT FROM HIGH UP IN THE SHIP

EVENLY ABOUT THE CENTRE LINE ONLY

ADD WEIGHT LOW DOWN IN THE SHIP EVENLY

ABOUT THE CENTRE LINE

SHIFT WEIGHTS FROM HIGH IN THE SHIP TO

LOWER LEVELS

REDUCE THE AREA, ESPECIALLY THE BREADTH,

OF FREE SURFACE LIQUID
REDUCING FREE SURFACE EFFECT
REDUCE BREADTH BY LONGITUDINAL
SUBDIVISION

DRAIN TO LOWER, NARROWER, CENTRE-

LINE COMPARTMENTS IF POSSIBLE

TOP UP COMPARTMENTS LOW DOWN

ISOLATE COMPARTMENTS WITH FREE

COMMUNICATION
 INCREASE IN TOPWEIGHT

UNAUTHORISED ADDITIONS TO SURFACE

STRUCTURE AND FITTINGS
UNNECESSARY ACCUMULATIONS OF PAINT
COATINGS
OBSOLETE FITTINGS
UNOFFICIAL STORAGE AREAS
(STATIONARY IN MASTS)
SEVERE ICING OF TOPSIDES
LONGITUDINAL STABILITY
CENTRE OF FLOTATION
 TRIM
• THE DIFFERENCE IN DRAUGHTS FWD & AFT
• CORRECT DESIGNED TRIM IS BY THE
STERN BETWEEN 1-2 FT.
• THIS IMPROVES PROPELLER EFFICIENCY
• REDUCES CAVITATION
• LESSENS SHIP RESISTANCE
• EXCESSIVE DRAUGHT BY THE BOW
INCREASES HULL RESISTANCE THEREFORE
FUEL CONSUMPTION & ALSO CAUSES
VEERING
 TRIM ADJUSTMENT
• SHIP BROUGHT TO CORRECT TRIM
BY REMOVING OR TRANSFERRING
WEIGHT
• ACHIEVED BY TRANSFERRING
FUEL, FRESH WATER OR FEED
WATER FWD OR AFT AS
CALCULATED OR BY FLOODING
SELECTED BALLAST TANKS
CHANGE IN TRIM
DRAUGHT MARKS - LONGITUDINAL POSITIONS
 WATERPLANE AREA

• PLANES AT RIGHT ANGLES TO THE

MIDDLE LINE PLANE & PARALLEL TO
THE DESIGN WATERPLANE ARE
TERMED WATERPLANES.

• THE AREA OF ANY SUCH PLANE IS

REFERRED TO AS THE
WATERPLANE AREA
 WATERPLANE AREA
• WHEN THE SHIP IS UPRIGHT, THE
HORIZONTAL SHAPE MADE BY THE
HULL AT THE WATERLINE IS THE
WATERPLANE AREA.
• AS THE DRAUGHT OF THE SHIP
INCREASES OR DECREASES, THEN
THE WATERPLANE AREA WILL
CHANGE TO THE CORRESPONDING
HULL SHAPE.
 STABILITY
INFORMATION
 STABILITY INFORMATION
• BR2170 Vol 1 – contains info on stability calculations.
• CB4538 Series – NBCD Class Book (Chapter 2).
• CB9500 Series – Stability & Survivability Handbook.
• NES 109 – Weight & Stability Manual – Surface Ships.
• SEFs – Certificate of Safety Stability and other related
information.
• Pumping & Flooding Board.
• Stability Expertise – IPT Naval Architects, MEOs, DMEOs,
ME106/STANAC Officers, CCMEAs.
• Stability Computers – Seagoing Paramarine FF/DDs and
Major Warships, other packages for civilian classed ships ie
Scott, Endurance etc.
 THE INCLINING EXPERIMENT
• CARRIED OUT TO DETERMINE POSITION OF C
of G FOR KNOWN DISPLACEMENT & LOADING
• TOGETHER WITH HYDROSTATIC DATA FROM
DESIGN STAGE, THE RESULTS FORM THE BASIS
OF ALL STABILITY CALCULATIONS FOR THE SHIP
- THE STABILITY STATEMENT.
• THIS LEADS TO THE ISSUE OF THE

CERTIFICATE OF SAFETY - STABILITY

 ALL SHIPS ARE SUPPLIED WITH THE
FOLLOWING STABILITY INFORMATION:

• STABILITY STATEMENT

• CERTIFICATE OF SAFETY - STABILITY

• CURVES OF STATICAL STABILITY

• HYDROSTATIC PARTICULARS
 THE STABILITY STATEMENT
SIGNED BY THE DESIGN AUTHORITY
IT FORMALLY ENDORSES THE SHIP’S STABILITY AS
SATISFACTORY
IT INCLUDES ANY LIMITATIONS IN OPERATION THAT
MAY BE NECESSARY TO MAINTAIN SATISFACTORY
STABILITY
STABILITY USUALLY DETERIORATES WITH TIME.
UNLESS OTHERWISE STATED, STABILITY
STATEMENTS ARE VALID FOR A PERIOD OF 10
YEARS
DETAILED INFORMATION IS ALSO INCLUDED FOR
LIGHT & DEEP SEA-GOING AND LIGHT HARBOUR
CONDITIONS
 CERTIFICATE OF SAFETY -
STABILITY
PROVIDES CONFIRMATION THAT THE SHIP CAN SAFELY
UNDERTAKE ITS FULL RANGE OF OPERATIONAL TASKS
iaw. ITS DESIGN

PROVIDES MOD WITH REASSURANCE THAT ITS “DUTY

OF CARE” TOWARDS THE SHIP & ITS CREW IS FULLY
DISCHARGED

IT HAS LEGAL SIGNIFICANCE

VALID FOR 10 YEARS FROM LAST INCLINING

EXPERIMENT UNLESS MAJOR CHANGES TO THE DESIGN
OF THE SHIP HAVE BEEN UNDERTAKEN
CURVES OF STATICAL STABILITY
• GENERALLY CALLED “GZ CURVES”

• USUALLY GIVEN FOR SAME LOADING

CONDITIONS AS STABILITY STATEMENT

• SHOW LENGTH OF “GZ” FOR ALL ANGLES

OF HEEL IN PARTICULAR CONDITIONS ie.
DEEP / LIGHT SEAGOING & LIGHT
HARBOUR CONDITIONS
 LIGHT HARBOUR CONDITION

A VESSEL IS IN THE LIGHTEST POSSIBLE

CONDITION CONSISTENT WITH ‘MINIMUM
LIQUID’ REQUIREMENTS AND SHOULD STILL
HAVE SUFFICIENT STABILITY TO ONLY HEEL
MODERATELY IN NEAR GALE FORCE WINDS

NB. THIS CONDITION IS NOT NECESSARILY A

DOCKING CONDITION
 LIGHT SEAGOING CONDITION

A VESSEL IS IN THE LIGHTEST POSSIBLE

CONDITION CONSISTENT WITH ‘MINIMUM
LIQUID’ REQUIREMENTS AND SHOULD STILL
HAVE SUFFICIENT STABILITY TO WITHSTAND
THE EFFECTS OF DAMAGE
 DEEP SEAGOING CONDITION

IN THIS CONDITION A VESSEL IS IN ALL

RESPECTS COMPLETE ie. FULLY
COMPLEMENTED, AMMUNITIONED, FUELLED,
STORED & PROVISIONED
 MINIMUM LIQUIDS

THE MINIMUM BALLAST STATE FOR A VESSEL

THAT ENSURES ITS ‘C of G’ REMAINS BELOW ‘M’
BY A SUFFICIENT MARGIN TO MAINTAIN AN
ADEQUATE ‘GM’

THE MINIMUM ACCEPTABLE SEAGOING ‘GM’ FOR

AN RN VESSEL IS 0.3m & 0.15m IN HARBOUR
CURVE OF STATICAL STABILITY – GZ CURVE
HYDROSTATIC PARTICULARS
TABLES WHICH GIVE THE DESIGNED
STABILITY CHARACTERISTICS OF THE
SHIP FOR DIFFERENT DRAUGHTS OVER
A WIDE RANGE. THIS INCLUDES:
DISPLACEMENT
TPC
MCT 1cm
GMT & GML
LCF
CARPET PLOTS
 CARPET PLOTS
• Held in NBCD Class
Book or Stability
Handbook.
• Gives a fast
assessment of the
condition of a ships
stability.
• Assumes worst case
scenarios of all
flooding adjacent and
unrestricted vertically.
• Each single carpet
plots denotes only 1
ship condition and
symmetrical or
asymmetrical flooding.
 CARPET PLOTS
• At the fwd most bulkhead
acting as flood boundary
follow the line down.
 CARPET PLOTS
• Now trace this line across.
 CARPET PLOTS
• At the aftermost bulkhead
acting as a flood boundary
follow the line down.
• At the point where the
lines cross read off
stability condition.
• In this example the ship
has acceptable stability.
 CARPET PLOTS
• If the flood now spreads 2
watertight sections aft.
• The stability condition now
indicates that the vessel is
lost.
• Remember this assumes
adjacent and unrestricted
vertical flooding.
 CARPET PLOTS

• Alternative
presentation used by
some vessels, in this
case Archer Class
Patrol Vessels.
ANY QUESTIONS ?
 OBJECTIVES
TO EXPLAIN THE PRINCIPLES OF
STABILITY

• PRINCIPLES OF FLOTATION

• CENTRES OF GRAVITY & BUOYANCY

AND HOW THEY MOVE UNDER
DIFFERENT CONDITIONS

• SMALL ANGLE TRANSVERSE STABILITY

• FEATURES OF A GZ CURVE
 OBJECTIVES
• EFFECT OF A FLOODED COMPARTRMENT
ON TRANSVERSE STABILITY

• LIST & LOLL AND HOW THEY ARE

CORRECTED

• LONGITUDINAL STABILITY & HOW TRIM IS

CONTROLLED

• AVAILABLE STABILITY INFORMATION

REFERENCES
BR 2170 VOLUME 1

SULTAN DOCKET
ANY QUESTIONS ?