Metric Tonnes (MTS)

4.1.
1: Weight
It is the force of gravity acting on a mass
and always acts vertically downwards.
Unit: Metric Tonnes (MTs),
Long Tons (LTs) and Short Tons (STs)
4.1.2: Centre of Gravity “COG” or “G”

The total weight of the ship acts
vertically downwards at a point called
the Centre of Gravity “G” 1
Centre of Gravity “G”
The Centre of Gravity “COG” or “G” of a ship is
that point through which the force of gravity
is considered to act vertically downwards
with a force equal to the weight of the ship.
It’s position onboard a ship is 3 dimensional in
nature:
Vertical: Stability (GM)
Longitudinal (F/A): Trim
Transverse (P/S): Angles of List or Loll
2
• The position of “G” is indicated in metres from three
reference points along the X, Y and Z axis:
1. Height above the keel. This is referred to as “KG” or
“VCG” and is called “Vertical Centre of Gravity”. Used
to calculate the “Final KG and Final GM”,
2. Distance from the aft perpendicular. This is referred
to as AG (HG when distance is from midships),
where A represents the “aft perpendicular” of the
ship. It is also known as “LCG” or the “Longitudanal
Centre of Gravity”. Used to calculate the “Trim”, and,
3. Distance from the Centre Line of the ship. When “G”
is offset to P/S, this causes the ship to list. Called
“TCG” or “Transverse Centre of Gravity”. Used to
calculate the “List (Inclination)”.
3
Vertical Position of “G”
Height above the keel - "KG" / “VCG”
KG / VCG
Height above the keel. This is referred to as “KG” or

“VCG” and is called “Vertical Centre of Gravity”. Used
to calculate the “Final KG and Final GM”
4
Longitudinal Position of “G”- Distance
from the aft perpendicular "AG" /
"LCG" or "HG"
A AG or LCG
H
G HG
Distance from the aft perpendicular. This is referred to as AG, where

A represents the “aft perpendicular” of the ship. It is also known as
“LCG” or the “Longitudinal Centre of Gravity”. Used to calculate the
“Trim and Drafts” 5
Transverse Position of “G”- Distance from
the Centre Line “CL” of the ship “TCG”
CL
G
Distance from the Centre Line

of the ship. When “G” is offset
to P/S, this causes the ship to
list. Called “TCG” or “Transverse
G
Centre of Gravity”.
Used to calculate the “List” or
CL “Heel” (Inclination)” 6
Effect of adding, discharging or shifting weights on “G”
LOADED ABOVE “G”

Formula:
wxd
w
g GG’V = ---------
G’ d W+w
G
K LOADED BELOW “G”

W
G
G’ d
w
g
K
W
7
Effect of adding, discharging or shifting weights on “G” ….contd
VERTICAL + TRANSVERSE wg
SHIFT OF “G” d G1
G1 G
G
d
wg d VERTICAL SHIFT OF “G”
Formula: TRANSVERSE SHIFT OF “G” Formula:

wxd G1
G wxd
g
GG’v = --------- d GG’T = ---------
W+w W+w
wg
d
G1 d
G Formula:
wxd
VERTICAL + LONGITUDANAL SHIFT OF “G” Tc (GG’L)= ---------
(perhaps TRANSVERSE also) MCTC8
DISCHARGED ABOVE “G”

w
Formula:
g
d
wxd
GG’V = ---------
G
W-w
G’
K DISCHARGED BELOW “G”
W
G’
G
d
w
g
K
W
9
wg VERTICAL SHIFT OF “G”
d G G1
d G1 G
VERTICAL + TRANSVERSE d
SHIFT OF “G” wg
Formula: TRANSVERSE SHIFT OF “G” Formula:

wxd G1 G wxd
wg
GG’v = --------- d GG’T = ---------
W-w W-w
wg
d
G
G1
Formula:
d
wxd
Tc (GG’L) = ---------
VERTICAL + LONGITUDANAL SHIFT OF “G”
(perhaps TRANSVERSE also)
MCTC 10
SHIFTED DOWNWARDS SHIFTED UPWARDS
wg wg’
d d
wg
wg’
G’
G
G’ G
K K
SHIFTED DOWN + TRANSVERSE SHIFTED UP + TRANSVERSE
wg wg’
wg’ d d
wg
d d
G G’
G’ G
K K
Formula: Formula:
wxd wxd
GG’V = --------- GG’T = ---------
W W 11
wg wg1 wg
d
d d
G G1 VERTICAL + G wg1
TRANSVERSE G1
TRANSVERSE SHIFT OF “G” SHIFT OF “G”
Formula: wg Formula:
wxd VERTICAL G wxd
GG’v = --------- SHIFT d GG’T = ---------
G1
W OF “G” W
wg1
wg
d G wg1
G1 Formula:
wxd
d
Tc (GG’L) = ---------
VERTICAL + LONGITUDANAL SHIFT OF “G”
(perhaps TRANSVERSE also) MCTC12
Final KG – Moments about the Keel
w2
w2
g2
w1
g1
K
W
w1 13
Final KG is found by
w2
calculating the
moments
about the Keel.
w1
g1
For the sake of K
convenience and ease g1 G g2
of understanding,
when calculating the
w2
moments, ASSUME g2
the ship to be on it’s w1
side and the weights are
on the CL (Centre Line)
W
14
KG (VCG) represents the original Ht. of the COG
“G” and “W” represents the initial weight of the w2
ship.
w1g1
Assume Wt “w1” is loaded at “g1” and Wt “w2” K
g1 G g2
is discharged from “g2”
w2g2
This will produce moments about the keel = w1 x w1
Kg1 and w2 x Kg2 in the directions indicated. W
The final moment will be equal to the resultant

of the original moment taken together with the
moments for all weights loaded, discharged and
shifted.
15
Loaded = +ve; Discharged = -ve
Weights KG Vert. Moments

W KG W x KG
w1 Kg1 w1 x Kg1
– w2 Kg2 – w2 x Kg2
-------------------------------------------------------------------------------------
W + w1 – w2 (W x KG) + (w1 x Kg1) – (w2 x Kg2)
∑ (All Weights) ∑ (All Moments)
-------------------------------------------------------------------------------------
∑ (All Moments)
Final KG = -----------------------
∑ (All Weights)
16
Centre of Buoyancy “B”
The Centre of Buoyancy “B” of a ship is that
point through which the force of Buoyancy
acts vertically upwards with a force equal
to the weight of the water displaced by
the ship.
It is the geometric centre of the underwater

volume of the ship OR the geometric
centre of the water displaced. Hence, as
the shape of the underwater volume
changes the location of “B” also changes.
17
Centre of Buoyancy “B” for
Box-Shaped; Ship-Shaped, Triangular
Shaped and Cylinder shaped Vessels
D
G
B
h G
B d
K
K
If all of the above vessels are upright, then,
•For a Box-shaped vessel “B” will be at Half-Draft
•For a Ship-shaped vessel “B” will be more than it’s Half-Draft,
KB ≈ (0.535 x d) at each WL
•For a Triangular-Shaped vessel “B” will be at 2/3 of it’s draft,
and,
•For a Cylinder shaped vessel “B” will be at Half-Draft 18
Box Shaped Vessel
b = Force of Buoyancy
M
W L
W = Displacement
19
b = force of buoyancy
b
G
W1
L1
b1
B
B1
L
K
W = Displacement
20
K is the ship’s keel.
G is the Centre of Gravity of the ship.
B is the geometric centre of the underwater volume of the ship.
B is also the Centre of Buoyancy before heeling.
B1 is the Centre of Buoyancy after heeling.
b is the geometric centre of the emerged (above the water) wedge.
b1 is the geometric centre of the submerged (underwater) wedge.
BB1 is parallel to bb1.
BB1 is not parallel to the waterline and is also not parallel to the keel.
Angle GBB1 is not right angled i.e. BB1 KM 21

Difference between “Heel” and “List”
Heel: It is caused by external forces like:
- Natural external forces like the wind, swell and

waves.
- Mechanical external forces like course alteration,

tight mooring lines at the berth when the tide is rising
and tug pushing/pulling.
List: It is caused by internal forces due to the Unequal

Listing Moments caused by the distribution of weights
of cargo, ballast, bunkers, fresh water, etc. 22
Transverse Metacentre “M” &
Metacentric height “GM”
When a vessel is Heeled, the force of

buoyancy “b” acting vertically upwards
through the new position of the COB at
B1, cuts the centre line (CL) of the ship
at a point called the Transverse
Metacentre (M).
“GM” is called the Metacentric Height.

23
W Ɵ
b GZM = 90°
G Z
W1
L1
b1
B
B1
L
K
W = Displacement
24
• The position of M is indicated by it’s height above
the keel in Metres (KM),
• KM increases as the Angle of Heel increases,
• KM will reach its max. value at a certain Angle of
Heel, after which it will reduce as the Angle of Heel
increases,
• Over small Angles of Heel, upto 15°, the increase in
KM is very small and can be considered to be
constant (show next slide),
• KM = KB + BM
(KB and BM can be calculated separately),
• Also, KM = KG + GM
25
KM
Very Small and Very Large and Rapid

Slow Increase Increase and
of KM Decrease of KM
15° Angles of Heel

26
RIGHTING LEVER “GZ”
• A ship is said to be in stable equilibrium if, when
inclined, she tends to return to its initial position.
• For this to occur, the Centre of Gravity “G” must be
below the Metacentre “M”, i.e. the ship must have
a +ve Metacentric height “+ve GM”
• When the ship is Heeled, “B” moves out to “B1” to
take up the new centre of gravity of the underwater
volume, and the force of buoyancy acts vertically
upwards thru “B1” and the Metacentre “M”,
27
• If moments are taken about “G” there is a
moment to return the ship to it’s upright position,
• This moment is referred to as the “Moment of
Statical Stability” or “Righting Moment” and is the
product of the force “W” and the length of the
lever “GZ”
• The length of “GZ” will vary with the different
angles of heel
• The ship is in Stable Equilibrium as the couple
WxGZ tends to return the ship back towards the
upright
28
B
Righting Couple, where
G Z
Buoyancy “B” = Displacement“W”
• Moment of Statical Stability W

or, Righting Moment “RM” = W x GZ tonnes-metres
• The lever “GZ” is referred to as the “Righting Lever”. It is
the horizontal perpendicular distance between “G” and the
vertical thru “B”
• For angles of Heel less than 15°, GZ = GM SinƟ
• For angles of Heel, greater than 15°,
GZ = SinƟ (GM + 0.5 x BM x Tan2Ɵ)
Also known as “Wall Sided Formula”
Explain Why – see next slide 29
L1
Deck Deck
Edge Edge
W1
Submerged Green lines are parallel – Wall-sided formula is applicable

Submerged Red lines are not parallel – Wall-sided formula is not applicable 30
L1
Deck Deck
Edge Edge
W1

Deck Deck
Edge Edge
L1
W
W1

Metacentre of an Upright Ship
The 4 corner stones

of ship stability
CW = Coeff. of WPA
CB = Block Coeff.
B = Breadth
d = Draft
33
Stable Equilibrium:
+ve GM: “G” is below “M”
W L
K
W = Displacement 34
Stable Equilibrium: b = force of buoyancy
+ve GM: “M” is above “G” M
W Ɵ GZM = 90°
b
G Z
W1
L1
b1
B
B1
L
K
W = Displacement
GZ = Righting lever
Sin Ɵ = GZ / GM
35
GZ = GM x SinƟ
GM as a useful guide to ship’s stability
• When “G” is below “M”, we have a +ve GM
and the lever “GZ” is the “Righting Lever”.
The ship is said to be in “Stable Equilibrium”,
• When “G” and “M” are at the same point,
“GM’ equals “zero” and the ship is said to be
in “Neutral Equilibrium”
• When “G” is above “M”, we have –ve GM and
lever “GZ” is the “Capsizing Lever”. The ship is
said to be in “Unstable Equilibrium”
36
Location of “G” for Neutral Equilibrium:
“G” and “M” at same point / GM = 0 & GZ = 0
M G
W L
K
W = Displacement 37
Neutral Equilibrium:
“M” and “G” are together
CL
W
b M G
W1 Ɵ
L1
b1
B B1
W = Displacement L
K
GM = 0
38
GZ = Righting lever = 0
and the lever “GZ” is the “Righting Lever”. The
ship is said to be in “Stable Equilibrium”,
“GM” and “GZ” equals “zero” and the ship is
said to be in “Neutral Equilibrium”
• When “G” is above “M”, we have –ve GM and
lever “GZ” is the “Capsizing Lever”. The ship is
said to be in “Unstable Equilibrium”
39
Location of “G” for Unstable Equilibrium:
-ve GM: “G” is above “M”
M
W L
K
W = Displacement 40
Unstable Equilibrium:
“M” is below “G”
GZM = 90°
W Z G
Ɵ
b M
W1 Ɵ
L1
b1
W = Displacement
B
B1
L
K
GZ = Capsizing lever
Sin Ɵ = GZ / GM
41
GZ = GM x SinƟ
and the lever “GZ” is the “Righting Lever”. The
ship is said to be in “Stable Equilibrium”,
“GM’ equals “zero” and the ship is said to be
in “Neutral Equilibrium”
• When “G” is above “M”, we have –ve GM
and lever “GZ” is the “Capsizing Lever”. The
ship is said to be in “Unstable Equilibrium”
42
Stable Equilibrium:
“G” is below “M” / +ve GM
W G L
K
W = Displacement
43
Neutral Equilibrium:
“G” and “M” at same point / GM = 0 & GZ = 0
M G
W L
K
W = Displacement 44
“G” is above “M” / -ve GM
M
W L
K
W = Displacement 45
“G” is above “M” / -ve GM
External forces
acting on
the vessel
Wind G
Swell M
W L
K
W = Displacement 46
Angle of Loll condition
CL
W
b M G
W1 Ɵ
L1
b1
B B1
W = Displacement
• M and G are together L
• GM = 0
• GZ = Righting lever = 0 K
• B1 is directly below G
• Displacement (W) and Force of Buoyancy (b)
balance out each other once again
47
• Vessel will now oscillate around this condition instead of upright condition
Stable Equilibrium: b = Force of Buoyancy
“M” is above “G”
W GZM = 90°
M
b G Z
W1 Ɵ1
L1
b1
B B1
L
K W = Displacement
GZ = Righting lever
Sin Ɵ1 = GZ / GM
GZ = GM x Sin Ɵ1
48
Ɵ1 > Ɵ
Stable Equilibrium:
“M” is above “G”
Righting Moment
is created
G Z
W = Displacement
49
W
GZM = 90°
Z G
b
W1
M L1
b1
Ɵ2
B
L
B1
W = Displacement
GZ = Capsizing lever K
Sin Ɵ2 = GZ / GM
GZ = GM x Sin Ɵ2
50
Ɵ2 < Ɵ
Capsizing Moment
is created
Z G
W = Displacement
51
KM
Very small and slow Very large and rapid

Increase of KM Increase and
Decrease of KM
15°
Angles of Heel
52
Figure C
Figure A
GZ=0 GZ=0
M
b
G Z
Righting
couple
W
Figure B 53
Effect of external forces on a vessel at Angle of Loll
Initial Initial
unstable unstable condition
condition
External forces
acting on the vessel
Angle of Loll Angle of Loll

condition condition
External forces External forces

acting on the vessel acting on the vessel
from one side from the opposite side
54
Angle of Loll
1. A ship having –ve GM will be unstable,
2. A small external force is enough to get the
unstable ship to heel over and come to rest at
her Angle of Loll,
3. As the angle of heel increases, “B” will move out
to the low side,
4. As the vessel heels, the KM increases slowly as
the Angle of Heel increases. Thereafter KM
increases rapidly upto a certain point and then
reduces rapidly depending on the size and type
of the ship,
55
Angle of Loll …. contd
5. At a certain point “M” and “G” will coincide,

6. As the vessel Heels “B” moves out to a position directly
below “G” and the capsizing moment disappears, i.e.
“GZ” is zero,
7. At this point, G, M and B will be vertically aligned,
8. The angle at which this occurs is call the Angle of
Loll,
9. The ship then stabilizes herself at the Angle of Loll,
10.The ship will now oscillate about the Angle of Loll,
56
Angle of Loll …. contd
11.If the ship is heeled still further due to the effect of
external forces, i.e. beyond the Angle of Loll, “B” will
move out still further to the low side and there will
now be a Righting Moment to return her to the
Angle of Loll,
12.The ship now tends to return back to the Angle of
Loll condition and will go over due to momentum,
13.Now, a capsizing moment is created which tends to
bring the ship back to the Angle of Loll condition,
14.If “B” does not move out to the low side to be under
“G” [as mentioned in (6) above], the ship will capsize
as the capsizing lever does not reduce to NIL 57
Why do ships develop an Angle of Loll?
1. Cargoes are loaded very high above the KG of the
ship,
2. Heavy cargoes are loaded on top of lighter
cargoes – container ships,
3. Moisture absorption – log carriers,
4. Free Surface Effects – many slack tanks; tanks
with large “B” are slack,
5. Fuel consumption from DB tanks – reduction of
GM due to FSM
6. Errors in calculation – somebody forgot to
include FSE in the calculations
7. Ingress of water – flooding due to collision; fire
fighting 58
How to correct the Angle of Loll
1. Establish that the cause of the inclination is due to
negative GM and not due to shift of cargo as the
remedial actions are different,
2. Ensure LM (P) = LM (S); verify tank soundings; physically
check in the cargo holds for any cargo shifting,
3. Alter ship’s course to put the bow into the predominant
wave. Taking the swell / waves on the side will cause
the vessel to flop over to the other side incase she is
inclined at the Angle of Loll,
4. Lower the “G” by emptying / transferring ballast from
TST to DB tanks; ballasting the (C) DB tanks first,
5. Minimize Free Surface Effects. Ballast tanks which are
low down in the ship; If only 2 tanks are available, fill
the lower tank first; Start with a tank with the least FSE.
59
How will you correct the Angle of Loll if the tanks shown below were available?
1 CL
W GM
2 L
3 G’
4
5
Assuming all 5 ballast tanks are of identical capacities, say 1000 MTs each
TS Tanks 1 and 2 are full. DB tanks 3, 4 and 5 are empty
1. Transfer ballast from no. 1 to no. 4,
2. Transfer ballast from no. 2 to no. 5, and,
3. Ballast no.3 tank directly from the sea. 60
How will you correct the Angle of Loll if the tanks shown below were available?
W L
Assuming TS Tanks 1 & 2 are of identical capacities, say 1000 MTs each
Assuming DB tanks 3 & 4 are of identical capacities, say 1500 MTs each
TSTanks 1 and 2 are full. DB tanks 3 & 4 are empty
1. Transfer all ballast from no. 1 to no. 4 (tank no. 4 is slack),
2. Transfer 500 MTs ballast from no. 2 to no. 4 (now tank no. 4 is full),
3. Transfer 500 MTs ballast from no. 2 to no. 3 (tank no. 3 is slack),
4. Ballast 1000 MTs directly from the sea into no. 3 (now tank no. 3 is full)
61
LOG CARRIER CAR CARRIER
LIVE-STOCK CARRIER
CONTAINER SHIP 62
ANY TYPE AND SIZE OF SHIP WITH
SEVERE ICE ACCUMMULATION ON DECK
LOG CARIER CAR CARRIER
CONTAINER SHIP 63
LIST
wg wg wg
W
W
wg
wg
M
MGG’ = 90°
W
TanƟ = GG’ / GM W 64
LIST
MGG’ = 90°
TanƟ = GG’ / GM
(when Shifting) GG’ = w x d / W
(when Loading) GG’ = w x d / (W + w)
(when Discharging) GG’ = w x d / (W – w)
Substituting for GG’,

TanƟ = (w x d) / (W x GM) (when Shifting)
TanƟ = (w x d) / [(W + w) x GM] (when Loading)
TanƟ = (w x d) / [(W – w) x GM] (when Discharging)
65
Differences between Angles of Heel, List and Loll
HEEL LIST LOLL
Cause: Cause: Cause:
Due to external forces Due to internal forces Initially due to internal forces
like wind, sea, waves, resulting in unequal (incorrect loading by loading heavier
swell, large and rapid listing moments to Port cargoes above the COG of the ship)
alteration of course, taut and Stbd sides. and then due to external forces like
mooring lines on a rising wind, sea, waves, swell, large and
tide acting on the vessel, rapid alteration of course, taut
tugs pulling / pushing. mooring lines on a rising tide, tugs
pulling / pushing.
Corrective action: Corrective action: Corrective action:
Ship returns back to Loading or discharging of First, start filling up the (C) DB tks
upright condition when weights onbd causing an with the smallest to the largest
the external forces equal listing moment on Breadth in that order,
disappear. the opposite side. Then fill up the low side DB tks with
the smallest Breadth in that order,
Finally, fill up the high side tks with
the smallest Breadth in that order.
Formula: Formula: Formula:
Sin Ɵ = GZ / GMF Tan Ɵ = GG’ / GMF Tan Ɵ = √ (-2 x GMF / BM)
66
Initial Metacentric Height (GM)
as prescribed by the IMO
Two of the intact stability requirements are

follows:-
Initial GM or metacentric height, on arrival at
the destination port, should not be less
than 0.15 m.
Under all conditions the ballast tanks shall be

assumed slack. 67
Effect of Free Surface Liquids on Ship’s Stability
When a tank is completely full of liquid, the liquid has no place in the
tank to move. The liquid in the tank is considered a solid compact
weight unable to move. The COG of the tank is considered as the
COG of the liquid.
When the tank is absolutely empty, there is no liquid in the tank to

move around.
M M
W G G L
B B
g
K K
68
b = Force of Buoyancy b = Force of Buoyancy
M M
GZM = 90°
W W
Ɵ Ɵ
W1 b G Z Z L1
b1 b
b1
B L
B1 L B1
g
K K
W = Displacement W = Displacement
Moment of Statical Stability = W x GZ

= W x GM SinƟ
When a tank is between 1% to 99% full, the liquid in the tank is free
to move around in the tank. This slack condition of the tank results in
the reduction of GMS. The reduction is virtual and the reduced GMS
is called GMV or GMF . 69
Let us now consider the same DB tank to be neither completely full or totally empty, but is
partly full. Therefore, this tank is considered to be a slack tank.
Initial condition – slack DB tank
What will happen to the ballast in

M the tank and also to g, B, G and M?
W G L
B M
g
B
K
70
Let us now consider the same DB tank to be neither completely full or totally empty, but is
partly full. Therefore, this tank is considered to be a slack tank.
Now what will happen to g, B, G and M?
GZM = 90°
M
G1Z1M = 90°
Ɵ
GV GVZVM = 90°
ZV
G Z
b
W1 G1 Z1 L1
b1
B B1
W = Displacement
g
g1
71
This indicates that the effect of the free surface is to reduce the
effective metacentric height from GM to GvM.
GGV is the virtual loss of GM due to the Free Surface Effect.
If FSE is created in a ship with a small initial GM, the virtual loss of GM
due to the free surface may result in a (-ve) GM. This would cause the
ship to take up an angle of Loll which may be dangerous and is
undesirable.
It should be borne in mind when considering whether or not to run

water ballast into tanks to correct the AOL, or to increase the GM.
Until the tank is full there will be a virtual loss of GM due to FSE of the
liquid.
It should be noted that even though the distance GG1 is fairly small it
produces a relatively large virtual loss of GM (GGV) 72
73
74
75
Differences between Stiff and Tender vessels
Stiff vessels Tender vessels
Have a large GM for her size, type and Have a smaller GM for her size, type and
nature nature
Angle and period of roll is small Angle and period of roll is large
Rolling is violent Rolling is smooth
Uncomfortable for persons onboard due to Comfortable for persons onboard due to
violent rolling smooth and non-violent rolling
Stresses on the hull are severe Stresses on the hull are less severe
General cargo likely to break loose due to General cargo not likely to break loose due
violent rolling to smooth and non-violent rolling
Bulk cargo less likely to shift as the angle of Bulk cargo more likely to shift as the angle
roll is small of roll is large
Vessel unlikely to become unstable due to Vessel likely to become unstable due to
large initial GM small initial GM
Greater ability to withstand loss of GM due Poor ability to withstand loss of GM due to
to bilging bilging
List caused by cargo shift will be small List caused by cargo shift will be large
76
4.75m
77
4.75 9341.5 21.95 163.9 72.016 71.981 2.550 8.869 266.45
5.106 10126 22.103 166.4 72.0126 71.875 2.740 8.622 249.6
5.423 10828.3 22.23 168.7 72.002

6 71.747 2.904 8.450 236.6
5.825 11728.3 22.38 171.5 71.975 71.572 3.115 8.290 222.28
78
Calculate GM from the KM value
obtained from the Hydrostatic Curves
Using graph and tables find the GM of
M.V. VIJAY if at 3.5m draft she has a KG =
9.34m.
By graph
KM at 3.5m = 10.50m
KG = 9.34m
GM = 1.160m
79
Calculate GM from the KM value
obtained from the Hydrostatic Curves
Using graph and tables find the GM of

M.V. VIJAY if at 3.5m draft she has a KG =
9.34m.
By table
KM at 3.5m = 10.452m
KG = 9.34m
GM = 1.112m 80
Calculate GM from the KM value obtained
from the Hydrostatic Tables
• Using tables, find the GM of M.V. VIJAY if at 6.24m draft she
has a KG = 8.24m.
• State whether the ship is at Stable, Neutral or Unstable
Equilibrium.
KM at 6.24m
= 8.180m – 0.009m
= 8.171m
KM = 8.171m
KG = 8.240m
GM = -0.069m
”UNSTABLE”
Equilibrium. 81
Hydrostatic Draft / COF / Trim
• What is “COF” or “Centre of Flotation” or “Tipping
Centre”?
82
• What is “COF” or “Centre of Flotation” or “Tipping
Centre”?
83
W A AF or LCF F HF H L
84
85
86
Original drafts: F/6.0m, A/6.0m and Mean/6.0m; The ship is said to be at
“Even Keel”. So, COF (Tipping Centre) is at Midships, i.e. at half the LBP.
Now, if some cargo is moved, let’s say towards the aft, a trimming moment
= w x d is created.
But, if the COF, stays exactly where it was when she was at “Even Keel”,
i.e. at Midships, as indicated in the above drawing, the change in the drafts
F and A will be the same. In the above drawing, F/5.6m A/6.4m, hence,
Mean/6.0m
The changes in drafts F / A, are equal but opposite in signs.
For’d draft reduces by “x” and the Aft draft increases by an equal amount “x”
The trim thus caused would be “2x”
Thus, when the COF is amidships along F/A, the mean draft and the
Hydrostatic draft are the same. 87
Vessel is “Trimmed by the Stern” & COF is aft of “H”
F H = HydroDraft = 6.0m
AFT (HF) / Stern (Trim): +ve; HJ = correction = +0.1m
FOR’D (HF) / Head (Trim): -ve J = Mean draft = 5.9m
P 6.0m
5.9m
R Q
If, “F” is not amidships along F/A line, but is either For’d or Aft of the
centre “H” then there will be an unequal trimming moment. Hence the
changes in trim For’d and Aft will not be equal as was seen in Fig.1.
Trim in above fig. = y + z.
Whereas the Mean draft changes, to (5.5 + 6.3)/2 = 5.9m, the

Hydrostatic draft remains unchanged at 6m. 88
Vessel is “Trimmed by the Stern” & COF is aft of “H”
AFT (HF) / Stern (Trim): +ve;

FOR’D (HF) / Head (Trim): -ve
6.3m
T Pz
R F H 6.0m
I A Ɵ
5.9m J Ɵ Ɵ y
M R Q 5.5m
Consider 2 similar triangles, PQR and FHJ,

HF / QR = HJ / PR
HJ = correction = +0.1m
so, HF / LBP = HJ / Trim J = Mean draft = 5.9m
so, HJ = (Trim/LBP) x HF
When trimmed by the Stern,

Add “HJ” to the Mean draft to get HydroDraft at F
89
Vessel is “Trimmed by the Stern” & COF is from the “AP”

P = Aft Draft = 6.3m P

PA = correction (z) = - 0.3m
A = HydroDraft = 6.0m A F
P
6.0m
5.9m
R
Q
90
Vessel is “Trimmed by the Stern” & COF is from the “AP”
T Pz
R F H
I A Ɵ
Ɵ y
J Ɵ Q
M R
Consider similar ∆s PFA & PQR

PA / PR = AF / RQ
P = Aft Draft = 6.3m P
PA / Trim = LCF / LBP PA = correction (z) = -0.3m
Z = (Trim / LBP) x LCF A = HydroDraft = 6.0m A F
When trimmed by the Stern,

Subtract “Z” from the draft “AFT” to get HydroDraft at F
91
Vessel is “Trimmed by the Head” & COF is aft of “H”

5.9m
P 6.3m
5.8m
Q 5.5m R
J = Mean draft = 5.9m

HJ = correction = - 0.1m
92
Vessel is “Trimmed by the Head” & COF is aft of “H”
J = Mean draft = 5.9m
AFT (HF) / Stern (Trim): +ve; HJ = correction = - 0.1m
FOR’D (HF) / Head (Trim): -ve F H = HydroDraft = 5.8m
6.3mP T
F 5.9m J yMR
Ɵ
z Ɵ 5.8m H I
Ɵ
Q 5.5m R M
Consider 2 similar triangles, PQR and FJH,

HF / QR = HJ / PR
Thus, the correction HJ = HF x Trim / LBP
Thus, the correction HJ to the Mean draft = (Trim / LBP) x HF
When trimmed by the Head,

Subtract “HJ” from the Mean draft to get HydroDraft at93F
Vessel is “Trimmed by the Head” & COF is from the “AP”
P
P 6.3m
5.9m
5.8m
Q5.5m R
QA = correction (z) = +0.3m
Q = Aft Draft = 5.5m Q

94
Vessel is “Trimmed by the Head” & COF is from the “AP”
6.3m P T
5.9m J y
A F Ɵ
5.8m H
R
I
Qz 5.5m Ɵ R M
QA = correction (z) = +0.3m
Q = Aft Draft = 5.5m Q
Consider similar ∆s FAQ & PRQ

PR / QR = AQ / AF Q = AFT Draft = 5.5m
AQ = Trim x LCF / LBP QA (Z) = correction = +0.3m
Z = (Trim / LBP) x LCF A = Hydro draft = 5.8m
When trimmed by the Head,

Add “Z” to the draft “AFT” to get HydroDraft at F 95
AFT (HF) / Stern (Trim): +ve; FOR’D (HF) / Head (Trim): -ve
This correction HJ is -ve when “F” is for’d of midships and the vessel
is trimmed by the stern W1L1.
Thus it can be concluded that the correction is +ve when both, HF

and Trim, are of the same name (both For’d or both Aft).
It is –ve when both, HF and Trim, are of opposite names (one is

For’d and the other is Aft)
Refer to the table on the next slide.

96
A AF or LCF F HF H
What is “Trim”?
“Trim” is the longitudinal equivalent of “List”. It can also be
called “Longitudinal Stability”
It is in effect “Transverse Stability” turned through 90° from

“Transverse”, i.e. Athwartship or “Port and Stbd”, to
“Longitudinal”, i.e. “For’d and Aft”.
97
“Transverse Stability” is measured in “Degrees”, whereas
the “Longitudinal Stability” is measured in “Metres” and is
the difference between the For’d and Aft drafts.
If the difference in the For’d and Aft drafts is zero, the ship
is on “Even Keel”.
If the Aft draft is > the For’d draft, then she is trimmed by
the “Stern”.
If the Aft draft is < the For’d draft, then she is trimmed by
the “Head”.
98
F
99
F
Trim – Type “A”

Tan Ɵ = Trim / LBP = GG1 / GML
But GG1 = w x d / W, so (Trim / LBP) = (w x d) / (W x GML)
So Trim (m) = [(w x d / W)] x (LBP / GML)
Or Trim (cms) = (w x d) x [(100 x LBP) / (W x GML)]
= (w x d) / [(W x GML) / (100 x LBP)]
So, Trim caused (cms) = Trimming Moment / MCTC 100
Trim: Bodily Sinkage / Bodily Rise / Shifting of Weights
• Bodily Sinkage
When any weights are loaded anywhere onboard, initially assume
that this weight is loaded at the vsl’s “F”. This will cause the vsl to
get heavier and go deeper into the water. This is called “Bodily
Sinkage”. This is calculated by the formula “w / TPC” and its unit
is “cms”
• Bodily Rise
When any weights are discharged from anywhere onboard, initially
assume that this weight is discharged from the vsl’s “F”. This will
cause the vsl to get lighter and will rise from the water. This is
called “Bodily Rise”. This is calculated by the formula “w / TPC”
and its unit is “cms”
• Shifting of Weights
When any weights are shifted, there will be no Bodily Rise or Bodily
Sinkage. There will only be a Change of Trim 101
Important formulae are:
Trimming Moment (TM) = w x d
Trim Change (TC) = TM / MCTC
Trim Change Aft (TA)= (TC / LBP) x LCF
Trim Change For’d (TF) = TC – TA
Calculate final drafts from Initial draft102

F
103
Important formulae are:
(LCB – LCG)
Trim Change (TC) = --------------- x W
MCTC
Trim Change Aft (TA)= TC x LCF / LBP
Trim Change For’d (TF) = TC – TA
Calculate final drafts from Hydrostatic draft

104

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4.1.

4.1.2: Centre of Gravity “COG” or “G”

Height above the keel. This is referred to as “KG” or

Distance from the aft perpendicular. This is referred to as AG, where

Distance from the Centre Line

LOADED ABOVE “G”

K LOADED BELOW “G”

Formula: TRANSVERSE SHIFT OF “G” Formula:

DISCHARGED ABOVE “G”

Formula: TRANSVERSE SHIFT OF “G” Formula:

Kg1 and w2 x Kg2 in the directions indicated. W

The final moment will be equal to the resultant

Weights KG Vert. Moments

It is the geometric centre of the underwater

G is the Centre of Gravity of the ship.

B is the geometric centre of the underwater volume of the ship.

B is also the Centre of Buoyancy before heeling.

B1 is the Centre of Buoyancy after heeling.

b is the geometric centre of the emerged (above the water) wedge.

b1 is the geometric centre of the submerged (underwater) wedge.

BB1 is parallel to bb1.

Angle GBB1 is not right angled i.e. BB1 KM 21

- Natural external forces like the wind, swell and

- Mechanical external forces like course alteration,

List: It is caused by internal forces due to the Unequal

When a vessel is Heeled, the force of

“GM” is called the Metacentric Height.

Very Small and Very Large and Rapid

15° Angles of Heel

• Moment of Statical Stability W

Submerged Green lines are parallel – Wall-sided formula is applicable

Submerged Green lines are parallel – Wall-sided formula is applicable

Submerged Green lines are parallel – Wall-sided formula is applicable

The 4 corner stones

+ve GM: “M” is above “G” M

Very small and slow Very large and rapid

Angle of Loll Angle of Loll

External forces External forces

5. At a certain point “M” and “G” will coincide,

LOG CARIER CAR CARRIER

(when Shifting) GG’ = w x d / W

(when Loading) GG’ = w x d / (W + w)

(when Discharging) GG’ = w x d / (W – w)

Substituting for GG’,

Two of the intact stability requirements are

Under all conditions the ballast tanks shall be

When the tank is absolutely empty, there is no liquid in the tank to

Moment of Statical Stability = W x GZ

Initial condition – slack DB tank

What will happen to the ballast in

GGV is the virtual loss of GM due to the Free Surface Effect.

It should be borne in mind when considering whether or not to run

5.106 10126 22.103 166.4 72.0126 71.875 2.740 8.622 249.6

5.423 10828.3 22.23 168.7 72.002

5.825 11728.3 22.38 171.5 71.975 71.572 3.115 8.290 222.28

Using graph and tables find the GM of

The changes in drafts F / A, are equal but opposite in signs.

The trim thus caused would be “2x”

Whereas the Mean draft changes, to (5.5 + 6.3)/2 = 5.9m, the

AFT (HF) / Stern (Trim): +ve;

Consider 2 similar triangles, PQR and FHJ,

When trimmed by the Stern,