1.

LAWS OF FLOTATION
 Every floating body displaces, its own mass of the liquid in which it floats.

Archimedes’ principle
 “Archimedes’s Principle” states that when a body is wholly or partially immersed in a liquid, it
experiences an apparent loss of mass. This apparent loss of mass (Upthrust) is equal to weight of
water displaced by the body.

Buoyancy –
Let a ship of weight “W” is made to float in water.
Its weight “W” is acting vertically downward through it’s centre of gravity “G”.

The ship should sink, as weight “W” is acting vertically downward. But No, she does not sink, as
the equal and opposite force, called ‘Buoyancy’ is acting vertically upward through centroid of
underwater volume of the ship.

This Upthrust is the weight of the displaced water (weight of underwater volume of the ship).

The centroid of underwater volume is called ‘Centre of Buoyancy’ and the upthrust (equal to
weight of the ship) is called Force of Buoyancy or simply Buoyancy

Buoyancy (W) = Volume of Displacement (V) x Density of water (𝜌).

Therefore, total weight of the ship is also termed as Displacement.

∴ Displacement (W) = Volume of displacement(V) x density of water (𝜌)

W = V x 𝝆

Why needle sinks?

Because, the weight of water displaced by the needle is weighing less than the weight of the
needle.
As the, downward force (weight of needle) is more than the upward force (upthrust), the needle sinks.

Reserve Buoyancy
 This is the volume of the enclosed spaces above the waterline.
 It may be expressed in percentage of Total volume of the ship.
 While assigning minimum freeboard to ship, “Reserve Buoyancy” is a very important factor.

Reserve Buoyancy (%) = x 100

 Light Displacement:
Weight of the empty ship, without any cargo, fuel, fresh water, ballast, stores, passenger/ crew
and their effects etc. is called Light Ship or Light Displacement.

Deadweight:
Deadweight of a ship, is the total mass of cargo, fuel, fresh water, ballast, stores etc.

Deadweight = Present displacement – Light displacement

Change of draft due to change of density:

We know that, when a ship is floating in water,

where,
W = Vx𝜌 W weight of the Ship
V under water volume of ship
𝜌 density of water, in which ship is floating

When a vessel goes from water of one density (𝜌 ) to another (𝜌 ), the underwater volume will also
change, although weight of the ship has not changed.

W = V1 x 𝜌 = V2 x 𝜌

Now, since underwater volume of the ship is changing while travelling from water of one density
to another, vessel’s “DRAFT” will also change.

#Note : When a ship goes from salt water to fresh water (higher density to lesser density),
there will be bodily sinkage (Increase in draft) and vice versa.

Worked Examples:
1. A homogeneous rectangular log 10m x 2m x 1.2 m has RD 0.65. Find it’s draft in dock water
of density 1.02 (assuming that, the log will float with it’s largest face parallel to the water).
Soln :
Mass of the log = Volume of ship x RD
= 10 x 2x 1.2 x 0.65 = 15.6 t
We know,
Mass of the log = u/w volume x density of water
15.6 = 10 x 2 x draft x 1.02
⇒ Draft = 0.765 m.

2. A cylinder 2m in diameter and 10 m long floats in fresh water, with its axis horizontal
at draft of 0.6m. Find its Mass?
Soln :

OA = OB = OC = radius = 1.0 m
CD = draft = 0.6 m
∴ OD = OC – CD = 0.4m
In 𝛥 ODB,
DB2 = OB2 – OD2
= (1)2 – (0.4)2
DB2 = 0.84
DB = 0.9165m
Sin (BOD) = DB/OB =0.9165
⇒ L BOD = 66.41900
⇒ L AOB = 2 x L BOD =2 x 66.4190 = 132.800

Now,
Area of Segment AOBC = L AOB
Area of the circle OB
∴ Area of Segment AOBC = 132.8 x 𝜋r2 = 1.159m2
360
Now,
Area of 𝛥AOB = x AB x OD

= x (2 x 0.9165) x 0.4 = 0.367 m2

Area of segment ABC = (1.159 – 0.367) = .792m2

Underwater volume = 0.792 x 10 = 7.92 m3

W = u/w volume x density of water

= 7.92 x 1.00
W = 7.92 t

3. A box shaped vessel 120 m long and 15 m wide is floating in DW of RD 1.005 at a draft of 5m.
If her maximum permissible draft in SW is 6m. Find how much cargo she can now
Soln :
Displacement of the vessel = u/w volume x density of water
= 120 x 15 x 5 x 1.005 = 9045 t
Permissible Displacement = 120 x 15 x 6 x 1.025 = 11070 t
Loadable Cargo amount = Permissible displacement – Present displacement
= (11070 – 9045) t = 2025 t

4. A box shaped vessel of 2000 t displacement is 50m x 10m x 7m. Calculate her RB% in Freshwater.
Soln :
Let the draft in fresh water is 𝑥 m,
Displacement = u/w volume x density of water
⇒ 2000 = 50 x 10 x 𝑥 x 1.000
∴ 𝑥 = 4m
Total volume of the vessel = 50 x 10 x 7 = 3500 m3
u/w volume of the vessel = 50 x 10 x 4 = 2000m3
Above water volume = (3500 – 2000) = 1500m3
Reserve Buoyancy (%) = x 100
= x 100
= 42.86 %

**********
 2. SHIP STABILITY TERMINOLOGY
Light Displacement:
It is the mass of the empty ship without any cargo, fuel, fresh water, ballast, stores, Crew and
their effects etc.

Load Displacement:
It is the total mass of the ship, when she is floating in salt water with her summer loadline at the
water line.

Displacement / Present Displacement:

It is the mass of the ship at present. It is the sum of the light displacement of the ship and everything
on board at present. Displacement is expressed in tonnes.

Summer Deadweight:
Summer deadweight of a ship is the total mass of Cargo, fuel, fresh water etc. that a ship can carry,
when she is floating in salt water with her summer loadline at the water surface.

Summer Deadweight = Load displacement – Light displacement

Deadweight Aboard:
It is the total mass of cargo, fuel, fresh water, ballast etc. on board, at present.

DWT Aboard = Present displacement – Light displacement

Deadweight Available:
It is the total mass of cargo, fuel, fresh water, ballast etc, that is loadable on the ship at present
to bring her summer loadline to the water line in salt water.

DWT Available = Load displacement – Present displacement

Tonnes Per cm. Immersion (TPC):

It is the number of tonnes required to bodily sink or rise the ship by 1cm. TPC of a vessel change, as
the draft changes,
TPC = x density of water displaced

Let “W” is the no. of tonnes required to sink/rise the vessel by 1 cm.
⇒ W = u/w volume x density of water
= A x Sinkage/rise x density of water
∴ TPC = A x x density of water

⇒ TPCSW = x 1.025
TPCFW = x 1.000
TPCDW = x RD
Fresh Water Allowance (FWA):
When a ship goes from salt water to fresh water, there is an increase in the draft, and vice-versa.
where,
FWA (in cm) = x 1.025 W → Displacement of the ship in tonnes
TPC → Tonnes per cm immersion in SW.

As draft increases, both W & TPC increases, (‘W’ increases at a faster rate).
⇒ FWA of a ship increase, as draft increases.

Dock Water Allowance (DWA):

DWA is the increase in draft, when a ship goes from salt water to ‘dock water’, and vice versa.
Dock water density is normally between 1.00 (FW) & 1.025 (SW).
When loading in dock water, the ship can immerse her loadline by the DWA, so that when she goes
to SEA, she would rise to her appropriate loadline.
The DWA, as a fraction of the FWA, is found by the formulae:

( . )
DWA (in mm) = FWA (in mm) x ( . . )

Go through the following table, you will get a fair idea:

Change of RD Change of Draft

SW to FW 0.025 FWA
1.025 1.000
SW to DW 0.008 0.008 𝑥 𝐹𝑊𝐴
1.025 1.017 0.025
SW to DW 0.005 0.005 𝑥 𝐹𝑊𝐴
1.025 1.020 0.025
FW to DW 0.016 0.016 𝑥 𝐹𝑊𝐴
1.000 1.016 0.025
DW to DW 0.012 0.012 𝑥 𝐹𝑊𝐴
1.017 1.005 0.025

Look at the following loadline diagram to learn/ understand FWA.

Water plane Coefficient (Cw):
It is also called co-efficient of fineness of the water plane area.
It is the ratio of the water plane area of the ship to the area of a rectangle having the same
length and maximum breadth.

Cw =

Block Coefficient (Cb):

Block Co-efficient (Cb) of a ship, is the ratio of the underwater volume of the ship
to a rectangular box having the same extreme dimensions.
Block co-efficient of a vessel changes, as draft changes.

Cb =

Midship Area Coefficient (Cm):

The midship Area Coefficient (Cm) of a ship at any draft is the ratio of the underwater transverse
area of the midship section to the product of the breadth and
draft (the surrounding rectangle).

Cm =

Cm =

Longitudinal Prismatic Coefficient (Cp):

The longitudinal Prismatic Co-efficient of a ship at any draft is the ratio of the underwater volume
of the ship to the volume of the prism formed by the product of the transverse area of the midship
section and the water length.

Cp =

Cp =
WORKED EXAMPLES:

1. Calculate the TPC for a ship with a water plane area of 1500m2, when it is floating in:
(a) Fresh water
(b) Dock water of RD 1.005
(c) Salt water
Soln:
(a) TPCFW = x 1.000
= x 1.000 = 15.00

(b) TPCDW = x RD
= x 1.005 = 15.075

(c) TPCSW = x 1.025

= x 1.025 = 15.375

2. A ship floats in SW at the summer displacement of 1680 tonnes. If the TPCSW is 5.18, how much
will the draft change, if the ship is towed to a berth in Fresh water (RD 1.000)?
Soln :
Given,
W = 1680 t
TPCSW = 5.18
FWA (in cm) = x 1.025
= .
x 1.025 = 8.11 cm

⇒ The draft will increase by 8.11 cm

3. A ship is loaded to its summer displacement and is to proceed down river from a berth where the
dock water RD is 1.004 to another berth where the dock water RD is 1.016. If the FWA is 260mm,
calculate the change in draft that will occur and state whether it will be an increase or a decrease.
Soln :
( )
Change in draft = FWA x .
( . . )
= 260 x .
= 124.8 mm ≈ 125mm
Since the vessel is going from lesser density to higher one, therefore the vessel will bodily rise.
⇒ The draft will decrease by 125 mm.

4. A ship has a summer load draft of 5.80m. FWA 140 mm and TPC 21.82. The ship is loading at a
berth in dock water RD 1.007 and the present draft is 5.74m. Calculate the maximum amount of
cargo that can still be loaded for the ship to be at the summer loadline mark on reaching the sea
allowing for 26 tonnes of fuel yet to be loaded prior to sailing.
Soln:
( )
Change in draft (DWA) = FWA x .
( . . )
= 140 x .
= 100.8 mm
≈ 101 mm
= 0.101 m
Given,
Summer Draft = 5.800 m
DWA (+) = 0.101 m
-------------------
Required Draft = 5.901 m TPCSW = 21.82
(in RD = 1.007) .
TPCDW = . x 1.007
Initial Draft = 5.740 m (-)
(in RD 1.007)
-------------------- The amount of cargo that can be loaded -
Permitted Sinkage = 0.161 m W = TPCDW x Sinkage permitted
(in RD 1.007)
= 16.1 cm .
= . x 1.007 x 16.1 = 345.1 tons
Total that can be loaded (W) = 345.1 t
Fuel to be loaded = 26.0 t (-)
-------------------------------
Max Cargo can be loaded = 319.1 tons

5. A ship has length 200 m ad breadth 18 m at the water line. If the ship floats at an even keel draft of
7.56 m in water of RD 1.012 and the block coefficient is 0.824. Calculate the displacement.
Soln:
Displacement, W = u/w volume x density
= (200 x 18 x 7.56 x 0.824) x 1.012 = 22695 tons

6. A ship has a length and breadth at the water line of 40.1 m and 8.6 m respectively. If the water-plane
area is 280 m2, Calculate the coefficient of fineness of the water plane area (Cw).
Soln:
Cw = = . .
= 0.812

7. A ship floats at a draft of 4.40m and has a water line breadth of 12.70m. Calculate the underwater
transverse area of the midship section, if Cm is 0.922.
Soln :
Cm =
⇒ Am = 0.922 x 12.7 x 4.4 = 51.521 m2

8. A vessel floats in DW of RD 1.016 with her winter loadline 100mm below water on the portside
and 180 mm below water on the starboard side. If her FWA is 200 mm, TPC is 24 and summer
load draft is 9.6m, Find the DWT available.
Soln:
Port side, winter LL is 100mm below water
Starboard side, winter LL is 180mm below water
Mean depth of winter LL below water = = 140mm
∴ Hence, when upright, WINTER LOADLINE will be 140 mm (=14 cm) below water.
Distance from W to S = x Summer Draft = x 9.6 m = 0.2 m = 20 cm
(Winter LL to Summer LL)

∴ Distance from present WL to Summer LL = 20-14 = 6 cm

( . ) ( . . )
DWA = FWA x ( . . )
= 200 x .
= 72mm = 7.2 cm
⇒ Total sinkage permissible = 6 + 7.2 = 13.2 cm
TPCSW = 24
TPCDW = . x 1.016 = 23.79
∴ DWT available = TPC x permissible sinkage = 23.79 x 13.2 = 314 tons

*************
 3. CENTRE OF GRAVITY
 The Centre of Gravity (G) of a ship is the point, at which the force of gravity (equal to weight of the
ship) is considered to act vertically downward.
 The position of the “Centre of Gravity” of a ship may be located by three reference points:
1. It’s height above the keel.
 This height is referred to as “KG” of the ship.
 KG determines stability of the ship

2. It’s distance from the after perpendicular.

 This distance is normally referred to as “LCG”.

3. It’s athwartship distance from the centre line of the ship.

 This distance causes a ship to acquire a list,
so, we prefer to keep this distance ZERO.

 The position of “Centre of gravity” of a ship always depend on internal weight distribution of the
ship and not on total weight.
 Whenever, a weight is loaded on a ship, the COG of the ship, moves directly towards the weight
loaded
 whenever a weight is discharged from a ship, the COG of the ship, moves directly away from the
weight discharged.
 When a weight already on board is shifted, the COG of the ship moves in a direction
parallel to the weight shifted.

The distance through which the COG of the ship, move is given by the formulae:
where,
GG1 → shift of the COG in meters.
GG1 = w → weight loaded/ discharged/ shifted.
W → final displacement of the ship
d → distance between COG of the ship and COG of the weight
while loading/discharging

Whereas, when shifting a weight, distance through which weight is shifted.

 Longitudinal shifting of COG creates Trim,
 Transverse shift of COG from the centreline creates List.
WORKED EXAMPLES:

1. A ship displaces 5000 t and has an initial KG of 4.5 m. Calculate the final KG if a weight of 20 t is
moved vertically upwards from the lower hold (KG 2.0 m) to the upper deck (KG 6.5m).
Soln:
( . . )
GG1 = = = 0.018 m
Initial KG = 4.500 m
GG1 up = (+) 0.018 m
--------------------------
Final KG = 4.518 m

2. A ship displaces 12500 t and has an initial KG of 6.5 m. Calculate the final KG if 1000 t of cargo
is loaded into the lower hold at Kg 3.0 m.
Soln:
( . . )
GG1 = = = 0.259 m

Initial KG = 6.500 m
GG1 down = (-) 0.259 m
----------------------
Final KG = 6.241 m

3. A ship displaces 17200 t and has an initial KG of 8.4 m. Calculate the final KG if 1400 t of cargo
is loaded onto the main deck at Kg 10.5 m.
Soln:
( . . )
GG1 = = = 0.158 m

Initial KG = 8.400 m
GG1 up = (+) 0.158 m
-------------------
Final KG = 8.558 m

4. A ship has a displacement of 13400 t and an initial KG of 4.22 m. 320 t of deck cargo is discharged
from a position Kg 7.14 m. Calculate the final KG of the ship.
Soln:
( . . )
GG1 = = –
= 0.071 m

Initial KG = 4.220 m
GG1 down = (-) 0.071 m
----------------
Final KG = 4.149 m

5. A ship displaces 18000 t and has an initial KG of 5.30 m. Calculate the final KG if 10000 t of
cargo is discharged from the lower hold (Kg 3.0).
Soln:
( . . )
GG1 = = = 2.875 m

Initial KG = 5.300 m
GG1 up = (+) 2.875 m
------------------
Final KG = 8.175 m

# NOTE: When multiple weights are loaded/ discharged/ shifted at the same time, calculation of
final KG is done as follows:
-PTO
6. A ship displaces 10000 t and has a KG of 4.5 m. The following cargo is worked:
Load: 120 t at Kg 6.0 m Discharge: 68 t from Kg 2.0 m
730 t at Kg 3.2 m 100 t from Kg 6.2m
Shift: 86 t from Kg 2.2 m to Kg 6.0 m; ------- Calculate the final KG.
Soln:
# Weight (t) KG (m) Moments (tm)
Ship (+) 10000 4.50 45000.00
Load (+) 120 6.00 720.00
Load (+) 730 3.20 2336.00
Discharge (-) -68 2.00 -136.00
Discharge (-) -100 6.20 -620.00

* Discharge (-) -86 2.20 -189.20

* Load (+) 86 6.00 516.00
Final 10682 4.459 47626.80
Consider the table shown. Each weight is multiplied by its KG to give a moments value. The sign of
this value (+ or -) depends on whether the weight is loaded or discharged. In the case of the weight
that is shifted, this is simply treated as two separate weights: one that is discharged; and another of
same weight that is loaded.
The final KG (4.459 m) is simply found using the formula:
( ) .
KG (m) = ( )
= .
= 4.459 m

7. On a vessel of 6000 t displacement, KG 7.4 m, how many tonnes of cargo may be discharged from
the LH (KG 2.0 m) in order to have a final KG of 8.0 m?
Soln:
Old KG = 7.4 m Original W = 6000 t
New KG = 8.0 m Discharged = w
--------------------------- --------------------------

GG1 = 0.6 m Final W = 6000 – w

( . )
GG1 = ⇒ 0.6 = ⇒ w = 600 t
Hence, cargo to discharge = 600 tonnes

8. A vessel of 11000 t displacement has KG 6.3 m. A jumbo derrick is used to shift a weight of 250 t
from the lower hold (KG 3 m) to the UD (KG 8.5 m). The head of the derrick is 19.5 m above the
keel. Find the KG of the ship:
i. When the weight is hanging by the derrick and
ii. When the shifting is over.
Soln: This problem is to be worked in two stages.
i. Stage - 1: As soon as the weight is lifted off the tank top, the COG of the weight shifts from
the LH to the derrick head.
Height of derrick head above keel = 19.5 m GG1 ↑ = =
.
= 0.375 m
KG of weight when in Lower Hold = 3.0 m
------------------------- Original KG = 6.300 m
∴ d = 16.5 m GG1 = 0.375 m
-----------------------------------

KG1 or New KG = 6.675 m

ii. Stage - 2: As soon as the weight is placed on the UD, the COG of the weight shifts from the
derrick head to the UD.
Height of derrick head above keel = 19.5 m GG1 ↓ = = = 0.250 m
KG of weight when on Upper Deck = 8.5 m
------------------------ New KG = 6.675 m (end of stage 1)
∴ d = 11.0 m GG1 = 0.250 m
-----------------------
Final KG = 6.425 m
 4. CENTRE OF BUOYANCY & CENTRE OF FLOTATION
Centre of Buoyancy
 The Centre of Buoyancy of a ship is the point, at which the force of buoyancy is considered to act
vertically upward. This point is the centroid or geometric centre of underwater volume of the ship.
 It is referred to as ‘B’ or ‘COB’
 Force of Buoyancy is a force (or upthrust) equal to weight of ship/ weight of water displaced by
the ship, which act vertically upward through COB.

 The position of the COB of a ship, is located as-

a) It’s height above the keel, called “KB” &
b) It’s distance from the after perpendicular of
the ship, called LCB.
 KB or LCB of a ship, depend on the shape and
volume of the underwater volume of the ship.
 For a box shaped vessel, KB is half the draft of the ship. Whereas for ship
shaped, KB is usually more than the half draft.
 A closer approximation of depth of COB (below water line) is obtained by using Morrish’s
formula: where,
Depth of COB below WL = ( + ) d → Mean draft
V → underwater volume of the ship
A → water plane area of the ship
#Remember -- The above formula is only an approximation, which usually give a closer result.

 The location of “Centre of Buoyancy”, which is centroid of underwater volume of ship,

depend upon Block coefficient & prismatic coefficient of the ship.

Centre of Flotation:
 Centre of flotation is the “Centroid” or geometric centre of the water plane area of the
ship.
 It is the point about which a ship heels and trims.
 It is also referred to as tipping centre or pivot point, while trimming.
 COF lies on the longitudinal centreline and may be slightly forward or aft of midships.
 COF is usually referred to as ‘LCF’ or ‘AF’ - distance of COF from aft perpendicular.
While trimming, a vessel rotates about COF.
 The location of COF, which is centroid of water
plane area, depend upon water plane coefficient
of the ship.
Longitudinal Metacentre (ML):

 The Longitudinal Metacentre (ML) is the point of

intersection between the verticals through the
longitudinal positions of the centre of Buoyancy.
 The vertical distance between the centre of the gravity
and the longitudinal metacentre is called Longitudinal
metacentric height (GML).
 Height of longitudinal metacentre (ML) above the keel
is referred to as KML.
where,
KML = KB + BML BML//= IL → Longitudinal M.O.I of the water plane area about the COF
V → Underwater volume of the ship.
For a box shaped vessel,
where,
IL =// L → length of water plane area
B → breadth of water plane area.

WORKED EXAMPLES:
1. A box shaped vessel 60m x 10 m x 10 m floats in DW of RD 1.020 at an even keel draft of 6m.
Find her KB in DW of RD 1.004.
Soln:
Underwater volume of ship in DW (RD 1.020) = 60 x 10 x 6 m3
Mass of the vessel = V x 𝜌 = (60 x 10 x 6) x 1.020 tons
Let her draft in DW of R.D. 1.004 be X
we know,
Mass of the vessel = V x 𝜌
⇒ (60 x 10 x 6) x 1.020 = (60 x 10 x X) x 1.004
.
⇒ X = . = 6.096m
∴ Draft of vessel in DW of RD 1.004 = 6.096
.
⇒ KB = = = 3.048m

2. A triangular shaped vessel floats in SW. Her water plane is a rectangle 40m x 12m. If her
KB is 3.6m, find her displacement.
Soln:
In the triangular side, KB = 3.6m
From figure KB = KR
⇒ 3.6 = x KR
.
⇒ KR = = 5.
KR = 5.4m = height
PQ = 12m = Base
Area of the triangular side = x base x height
= x 12 x 5.4 =32.4m2
Underwater volume of the ship = 32.4 x 40m3 = 1296m3
Displacement = u/w volume x density of water
= 1296 x 1.025 = 1328 t

3. A barge 45m long has a uniform transverse cross section throughout, which consists of a rectangle
above a triangle. The rectangle is 8m broad and 4m high. The triangle is apex downward, 8m
broad and 3m deep. If the displacement of barge is 1620t, find the position of its COB with
reference to keel and also with reference to the after end, if it is upright and on an even keel in
FW.
Soln:
Displacement of the barge in FW = 1620 t
Underwater volume of the barge = . = 1620 m3
Length of the barge = 45m
u/w cross section area of the barge = = 36 m2

Area of the triangle = x 8 x 3 = 12 m2

Therefore, Area of rectangle underwater = 36 – 12 = 24 m2
Since rectangle is 8m broad,
∴ depth of rectangle underwater = = 3m
Let G1 is centroid of underwater rectangle and G2 be centroid of the u/w triangle.
Let “B” is the centroid of whole cross section area under water.
∴ KB x u/w cross section Area = Area triangle x KG2 + Area of u/w rectangle x KG1
⇒ KB x 36 = 12 x 2 + 24 x (3 + 1.5)
⇒ KB x 36 = 24 + 108 =132
⇒ KB =
KB = 3.667 m
LCB = length of barge
= x 45
LCB = 22.5 m

************
 5. TPC & DISPLACEMENT CURVES
TPC (Tonnes Per cm Immersion):
 It is the amount of cargo in tonnes required to bodily sink or rise the ship by 1cm.
 TPC of a vessel change, as the draft changes,

TPC = x density of water displaced

⇒ TPCSW = x 1.025
TPCFW = x 1.000
TPCDW = x RD

 For a box shaped vessel, water plane area (A) is same for all drafts for a given trim,
and so the TPC will remain constant for all drafts.

 In the case of a ship, the water plane area (A) is not constant for all drafts, and therefore
the TPC will reduce at lower drafts, as shown in the curve drawn below.
 The TPCs are calculated for a range of drafts extending beyond the light and loaded drafts
and these are then tabulated or plotted on a graph. From the table or graph the TPC may
be found at intermediate drafts.

TPC Curves
 TPC changes with draft.
 If different values of TPCs are plotted against various drafts
on a graph, the curve obtained is called TPC Curve.
 It is convenient to plot ---- Y-axis → Drafts
X-axis → TPCs

Displacement Curves

 Displacement curve is one from which the displacement of the ship, at any draft can be
found, and vice versa.
 It is convenient to plot ---- Y-axis → Draft scale
X-axis → Displacements
 As a general rule, the largest possible scale should be used to ensure reasonable
accuracy.
 It is quite unnecessary in most cases to start the scale from zero as the information will
only be required for drafts between the light and load displacements.
WORKED EXAMPLES:
1.
(a) Construct a graph from the following information;
Mean draft (m) 3.0 3.5 4.0 4.5
TPC (tonnes) 8.0 8.5 9.2 10.0
(b) From this graph, find the
TPCs at drafts of 3.2, 3.7 and 4.3m.
(c) If the ship is floating at a mean draft of 4m and then loads 50 tonnes of cargo, 10 tonnes of
fresh water and 25 tonnes of bunkers, while 45 tonnes of ballast are de-ballasted, find the
final mean draft.
Soln:
(a) ----------------------------------------→
(b) From the curve drawn above.
TPC at 3.2m draft = 8.17 tons
TPC at 3.7m draft = 8.77 tons
TPC at 4.3 m draft = 9.68 tons

(c) TPC at 4.0m draft = 9.2 tons

Cargo loaded = 50 t
Fresh water = 10 t
Bunkers = 25 t
------------------------------

Total loaded = 85 t
De-ballast = (-) 45 t
-------------------------------

Net loaded = 40 t = W (say)

∴ Increase in draft = = .
= 4.35cm ≈ 0.044m

Original draft = 4.00m

Increase in draft = (+) 0.044m
-----------------------------------------

New Mean draft = 4.044m

#Note: The above method is in order, as long as net weight loaded/ discharged is not a large amount.

 If the net weight loaded or discharged is very large, there is likely to be a considerable
difference between the TPCs at the original and the new drafts. In that case, procedure to
find the change in drafts will be as follows.
1. First find an approximate new draft using the TPC at the original draft,
2. Then find the TPC at the approximate new draft using the mean of above two TPCs,
find the actual increase or decrease in draft.
2.
(a) Construct a displacement curve from the following data:
Draft (m) 3.0 3.5 4.0 4.5 5.0 5.5
Displacement (tons) 2700 3260 3800 4450 5180 6060
(b) If the ship light draft is 3m and the load draft is 5.5m, find the deadweight.
(c) Find the ship’s draft when there are 500t of bunkers, 50t of fresh water and stores on board.
(d) When at 5.13m mean draft, the ship discharges 2100 tonnes of cargo and loads 250
tonnes of bunkers. Find the new mean draft.
(e) Find the approximate TPC at 4.4m mean draft.
(f) If the ship is floating at an existing mean draft of 5.2m and the required load mean draft is 5.5m,
find how much more cargo may be loaded.
Soln:
(a) --------------------------------------------------→
(b) Light draft 3.0m, Displacement = 2700t
Load draft 5.5m, Displacement = 6060t
Deadweight = (6060-2700) = 3360t

(c) Light displacement = 2700t

Bunkers = 500t
Fresh water & Stores = 50t
-----------------------------------
Final displacement = 3250 tons
⇒ Draft = 3.48m (from graph)

(d) Displacement at 5.13m = 5380 tonnes

Cargo discharged (-) = 2100 t
----------------------------
3280t
Bunkers loaded = (+) 250t
-----------------------------
∴ New Displacement = 3530t
∴ New Draft = 3.775m --(from graph)

(e) Displacement at 4.5m draft = 4450t

Displacement at 4.3m draft = (-) 4175t
------------------------------
Difference to change the draft by 0.2m = 275t
∴ Difference to change the draft by 1 cm = = 13.75t
∴ TPC = 13.75
(f) Load draft 5.5m, displacement = 6060t
Present draft 5.2m, displacement = (-) 5525t
---------------------------------
Difference = 535t
∴ Load = 535t

*******************
 6. RIGHTING MOMENT & CALCULATIONS
List : List of a vessel is the transverse inclination caused by unequal distribution of weights on either
side of the centreline of the ship.
 List is an internal cause and caused when the COG of the ship is not on the centre line of the
ship.

Heel : Heel is he transverse inclination of the ship, caused by external forces such as wind, waves,
pulling by Tug, centrifugal force during course alternation etc.
 Heel is an external cause.
Since, transverse shifts of weights has not taken place, the position of COG of the ship remains
unaffected by heel.
Transverse shift of B (Centre of Buoyancy) :
When a ship is floating in still water, G & B are on same vertical line. Equal & opposite forces (W)
cancel out each other and ship remains in static Equilibrium.
As the ship, heel over to one side, G stays unaffected in the original position, whereas, “B” being
centroid of the underwater volume, shifts to the lower side, as shown in the diagram:
W

G
Water line b
b1
B
B1

B1 is the position of new centre of Buoyancy. We need to understand that BB1 is not
parallel to water line. It is parallel to bb1.

Transverse Metacentre (M) :

When a vessel is heeled, the force of Buoyancy, acting vertically upwards through the new position
of COB, cuts the centre line of the ship at a point called the Transverse Metacentre (M).
The position of “M” indicated by its height above the keel in meters (KM).

 KM increases as the angle of heel increases, until it reaches a maximum value at some
large angle of heel. Thereafter, it decreases, as angle of Heel increases.

KM =KB +BM

“KM” is function of the draft of the vessel.

Metacentric Height (GM) :

 It is the vertical distance between centre of gravity (G) and the metacentre (M).
 When KG < KM --- GM is +ve ⇒ Vessel STABLE
KG > KM --- GM is –ve ⇒ Vessel UNSTABLE
KM ≈ KG --- GM = 0
Righting Lever (GZ) :
When a vessel is heeled, the force of Buoyancy, acting vertically upward through new COB, becomes
separated from the force of gravity, acting vertically downward through the COG, by a horizontal
distance called the Righting Lever (GZ).

W M
𝜃

G Z
Water line

B
B1

W
W

For small angles of heel (upto about 150)

GZ = GM Sin θ
For larger angle of heel
GZ = Sin θ {GM + BM tan2 θ}

Righting Moment:
When a vessel is heeled, forces of gravity and buoyancy, being equal and opposite, is separated by
a horizontal distance called the “Righting Lever” and form a couple which tends to return the vessel
to upright. Hence, the moment is called ‘Righting Moment’ or ‘Moment Of Statical Stability’.
R.M. = W x GZ
Where GZ = GM Sin θ --------------------------- (for small angle of heel) &
GZ = Sin θ {GM + ½ BM tan2 θ} ----- (for large angle of heel)

WORKED EXAMPLE:
Q1. A ship of 8000 t displacement has KB 3.5m, KM 6.5 m & KG 6.0m. Find the moment of statical
Stability at 200 heel, assuming that the deck edge remains above water (i.e. ship still wall-sided
at that angle of heel).
n
Sol :
W = 8000t
KM = 6.5m; KB = 3.5m, ⇒ BM = 3.0m
KG = 6.0m ∴ GM = 0.5m
𝜃 = 200
GZ = Sin θ {GM + ½ BM tan2 θ}
= Sin 200 {0.5 + ½ x 3.0 x tan2 200}
= 0.3420 {0.5 +1.5 x 0.1325} = 0.3420 x 0.6987
GZ = 0.239m
R.M. = W x GZ = 8000 x 0.239 = 1912 tm
**************
 7. EQUILIBRIUM OF SHIPS
When a ship is floating in water, she can be in one of the following states of equilibrium:
1. Stable Equilibrium
2. Unstable Equilibrium
3. Neutral Equilibrium

1. Stable Equilibrium:
 A ship is said to be in a state of “Stable Equilibrium”, if, when inclined by an external force,
she tends to return to her initial position.
 For a ship to be in stable equilibrium,
her GM (metacentric height) must be positive.
 For +ve GM;
KM > KG, as seen in above diag.
 Righting Lever (GZ) is created, and the moment
(Righting Moment) would bring back the vessel
to original position. (Refer to above diagram)

Righting Moment = W x GZ

2. Unstable Equilibrium:
 A ship is said to be in “Unstable Equilibrium”, when heeled (inclined by an external force),
she tends to continue heeling further.
 For a ship to be “Unstable”,
her GM (Metacentric height) must be negative.
 For – ve GM
KM < KG, as seen in the above diagram
 There is No righting lever. The Lever (GZ)
created here is capsizing Lever and the moment
will be capsizing moment.

Capsizing Moment = W x GZ

 The couple (equal, opposite & parallel forces, separated by distance, GZ), would rotate in such
a way that, the vessel would continue heeling further. As can be seen in the above diagram.

3. Neutral Equilibrium:
 the ship is said to be in Neutral Equilibrium, when
centre of gravity (G) coincides with metacentre (M),
i.e. GM becomes zero,
 For Neutral Equilibrium,
KM = KG
⇒ GM = 0 & GZ = 0
∴ Moment of statical stability = W x GZ = 0
 There is no moment to bring the ship back to the
upright or to heel over still further.
 The ship will move vertically up and down in the water at the fixed angle of heel, until further
external or internal forces are applied.
****************
 8. FREE SURFACE EFFECT & CALCULATIONS OF FSC
Free Surface Effect:
When a vessel with a slack tank (partially full with liquid) rolls at sea, the liquid in the slack tank
would move towards the lower side during each roll. Due to surface tension of the liquid molecules,
roll period increase, causing a virtual reduction in the righting moment and righting lever (GZ).
Since GZ = GM Sin, virtual reduction of GZ will result in virtual reduction of GM.
We can say that, the vessel behaves as if her GM has been reduced because of the partially
full tank (slack tank).
In other words, we say that a slack tank causes a virtual loss of GM (metacentric height).
This effect is called Free Surface Effect.

Free Surface Correction (FSC):

FSC is the virtual loss of GM, because of the partially full tank (slack tank).
where,
Free Surface Correction = W → displacement of the ship

where,
FSM for a Single Slack tank = I x di I → moment of Inertia of the Slack tank surface about its centre
line expressed in m4.
di → density of the liquid in the slack tank (expressed in t/m3)

If there are more slack tanks on the ship, then total FSM can be calculated as follows:

FSM = I1 x di1 + I2 x di2 + I3 x di3 + I4 x di4 + ………

 FSM is expressed in tm.

GM without applying FSC ⇒ Solid GM

GM after applying FSC ⇒ GM fluid (Effective GM).

GM (fluid) = GM (Solid) – FSC

For a single slack tank on a ship,

FSC =

In the stability particulars supplied by the shipyard, “I” of each tank about the tanks centre line
is always provided.

For a tank with rectangular free surface, “Moment of Inertia” (I)

about the Tank’s centre line is

I =
 Stiff & Tender Ships:
 The time period of a ship, is the time taken by the ship, to roll from one side to the other and
back again to the initial position.
 A ship with a comparatively large metacentric height (GM) {i.e., 2m to 3m} will have a large
righting lever and righting moment. Thus, when heeled due to external force will tend to come
back quickly to her original position.
 The result is that, the ship will have a comparatively short time period and will roll quickly
and perhaps violently from one side to another. The ship is said to be ‘Stiff’ ships and such
a condition is not desirable, as rolling is violent and uncomfortable for people on board
because of jerky movement, which may set up under serve stresses on ship’s hull. Also,
general cargo is likely to break loose due to jerky movements.
 On the other hand, a ship with comparatively small GM (say 0.16m to 0.20m) will have a small
righting lever & righting moment. Such ships will have large rolling period and will not tend to
return so quickly to her initial position. Ships in such condition is said to be ‘Tender’ ships. Such
ship may develop a negative GM and become unstable and may attain angle of roll. This
condition is also not desirable and steps should be taken to increase the vessels GM by lowering
the COG of the ship.
 The officer responsible for loading the ship, should aim for a happy medium between those two
conditions, whereby the ship is neither too stiff nor too tender.
 A time period of 15 to 25 seconds would generally desirable for those on board ship at sea.

WORKED EXAMPLE

Q1. On a ship of displacement 5000t, a tank is partly full with DO of RD 0.88. If the moment of inertia
of the tank about it’s centre line is 242m4. Find the FSC.
Soln:
.
FSC = = = 0.0426m

Q2. On a ship of displacement 6000t, KM 7.4m, KG 6.6m, a double bottom tank of M.O.I 1200m4 is
partly full with FW. Find the GM fluid.
Soln:
KM = 7.4m; KG = 6.6m
GM (solid) = 7.4 – 6.6 = 0.8m
W = 6000 t
I = 1200;
di = 1.00
.
FSC = = = 0.20m
GM (fluid) = GM (Solid) – FSC
= 0.8 – 0.2 = 0.60m
Q3. On a vessel with displacement 16000t, No 4 DB (Port) tank is 20m long and 8m wide.
The DB tank is partly full with DW ballast of RD 1.010. Find the FSC.
Soln:
I = = = 853.33 m4
. .
FSC = = = 0.054m

Q4. A vessel has a deep tank on the starboard side 12m long, 9m wide which is partly full of coconut oil
of RD 0.72. If W = 12000t, KM = 9m and KG = 8.5 m. Find the GM (fluid).
Soln:
I = = = 729m4
di = 0.72
W = 12,000t
.
⇒ FSC = = = 0.044m
KM = 9.0m; & KG = 8.5m
GM(Solid) = 9 – 8.5 = 0.5m
⇒ GM (fluid) = GM (solid) – FSC
= 0.50 – 0.44 = 0.456m

Q5. A vessel of W 8000t, KM 7.9m, KG 7.0m, has a tank 15m long and 12m wide, partly full with
HFO of RD 0.95.
(a) Find the moment of statical stability at 60 heel.
(b) If the BM is 4.9m, find the moment of statical stability at 20o heel assuming that
the ship is wall sided.
Soln:
KM = 7.9m; KG = 7.0m
⇒ GM(Solid) = KM – KG = 7.9 – 7.0 = 0.9m
I = = = 2160m4
di = 0.95
W = 8000t
.
⇒ FSC = = = 0.256m
GM (Fluid) = GM (Solid) – FSC
= 0.9 – 0.256 = 0.644m
(a) GZ = GM Sin 𝜃
= 0.644 Sin 60 = 0.0673m
RM = W x GZ
= 8000 x 0.0673= 538.5 tm
(b) GZ = Sin 𝜃 {GM + BM tan2 𝜃}
= Sin 20 {0.644 + 4.9 (tan220)}= 0.3312
RM = W x GZ
= 8000 x 0.3312 = 2649.8 tm

Q6. A vessel displacing 8000t, has a rectangular deep tank 10m long, 8m wide and 9m deep
full of SW. The KM is 7m and KG 6.2m. Find the GM, when of this tank is pumped out.
Soln:
COG of the of the tank = 6 + 1.5 = 7.5m high
Weight of the ballast pumped out, w =10 x 8 x 3 x 1.025 = 246t
. .
KG after pumping Out ballast (246t) =
⇒ New KG = 6.159m
KM = 7.0m
New GM (Solid) = KM – New KG
= 7.0 – 6.159 = 0.841m
Since the deep tank has become slack now, FSC will be
developed
.
⇒ FSC = = = 0.056m
∴ New GM (fluid) = 0.841 – 0.056 = 0.785m

*************
 9. LIST AND IT’S CALCULATIONS
Heel:
Heel is the transverse inclination of the ship caused by external forces such as wind, waves,
centrifugal force during course alterations. Vessel comes back to original position, once external force
is removed. Since no transverse shift of weights has taken place on board, the position of the COG of
the ship remains unaffected by Heel.

List:
List is the transverse inclination caused by unequal distribution of weights on either side of the centre
line of the ship. It is an internal cause and caused, when the COG of the ship is not on the centre line.
A ship with a List will become upright only if the COG is brought to the centre line.
Now consider a ship floating upright. The COG and COB are on the centre line. The resultant force
acting on the ship is zero and the resultant moment about the centre of gravity is zero.

Now, let us consider that,

A weight “w” already on board the ship is shifted transversely
through a distance “d”, such that “G” moves to G1. This will produce
a listing moment of W x GG1, and the ship will list until, “G1” and
the new centre of Buoyancy “B1” come in the same vertical line, as
shown in the figure given below.
In this position, “G1” will also lie vertically under “M”, so long as the
angle of list is small.

If the effective metacentric height (GM fluid) and GG1 is known, list can be found by :

Tan 𝜃 = where,
𝜃 → angle of list.

where,
GG1 = w → Weight shifted
d → distance through which weight shifted
W → final displacement of the ship.

If the multiple weights are loaded/ discharged then

vertical shift of “G” is calculated for finding final GM. Also, transverse shift of G (i.e. GG1) is
separately found. The above tangent formulae are used to calculate angle of list.
In case of transverse shift of G,

Listing moment = W x GG1 = w x d

In case, if a vessel is listed and it is desired to correct the list in order bringing the vessel
upright, then initial listing moment is calculated first.

The opposite listing moment is created, which will nullify the initial listing moment and
vessel will become upright.

For finding opposite listing moment, depending upon amount of cargo to be loaded/
discharged, the suitable space is selected for loading/ discharging.
WORKED EXAMPLES:

1. A ship of 6000 tonnes displacement has KM=7.3m,and KG =6.7m and is floating upright.
A weight of 60 tonnes already on board is shifted 12m transversely. Find the resultant list.
Soln:
GG1 = = = 0.12m
GM = KM – KG
= 7.3 – 6.7 = 0.6m
.
Tan 𝜃 = = . = 0.20
⇒ 𝜃 = List = 110 18 ’

2. A ship of 8000 tonnes displacement has GM=0.5m. A quantity of grain in the hold, estimated at
80 tonnes, shifts and, as a result, the centre of gravity of this grain moves 6.1m horizontally and
1.5m vertically. Find the resultant list.
Soln:
Here, since the grain has shifted, total displacement of the ship will remain unchanged.
The vertical shift of COG will change the effective GM, whereas the horizontal shift of
COG will cause the listing moment.
.
GG1 = = = 0.015m
Initial GM = 0.50m
GG1 = 0.015m
--------------------------
Final GM = 0.485m
.
GG1 = = = 0.061m
.
Tan 𝜃 = = .
= 0.126
⇒ 𝜃 = List = 70 12’

3. A ship displaces 4950t and has KG 4.85m, KM 5.79m. Cargo weighing 50t is loaded
1.25m above the keel and 4m to Port of the Centre line. Find the list.
Soln:
. .
Final KG = = = 4.814m
Final KG = 4.814m
KM = 5.790m (-)
--------------------------
⇒ GM = 0.976m
GG1 = = = 0.04m
.
Tan 𝜃 = = .
= 0.0409
⇒ 𝜃 = 2.350
List = 2.350 to Port or 2021’ to Port

4. A weight of 100t is discharged from a position 2.45m above the keel and 6m to port of
the centre line of a ship of W 10,000t. KM = 8.25m and KG =7.45m. Find the List.
Soln:
. .
Final KG = = 7.50m
Final KG = 7.50m
KM = 8.25m
---------------------
Final GM = 0.75m
 Since the weight is discharged from a position 6m to Port of the centre line, there will
be starboard listing moment
GG1 = = = 0.0606m
.
Tan 𝜃 = = .
= 0.080808
⇒ 𝜃 = 4.620
List = 4.620 to Stbd.

5. A ship of 13,750 tonnes displacement, GM = 0.75m, is listed 2 degree to starboard and

has yet to load 250 tonnes of cargo. There is space available in each side of No.3 tween
deck (Centre of gravity, 6.1m out from the centre line). Find how much cargo to load
on each side if the ship is to be upright on completion of loading.
Soln:
Let “w” tonnes is loaded on Port side & (250-w) tonnes on the stbd side.
Initial Listing moment = GG1 x w
= GM tan𝜃 x w
= 0.75 tan 2 x 13750
∴ Initial listing moment = 451 tm to stbd.
Because of loading 250t,
Calculation of listing moment:
w d Listing Moment
------- ------ To Port To Stbd
w 6.1 6.1w
(250-w) 6.1 (1525 – 6.1w)

Final Listing Moment = 6.1w – (1525 – 6.1w)

= (12.2w – 1525) Port
Since the vessel has to be upright on completion of loading
Initial listing moment (S) = Final listing Moment (P)
451 = 12.2w – 1525
12.2w = 1525 + 451 =1976
⇒ w = 161.97t
Ans Load 161.97 tons to Port and 88.03 tons to Stbd.

6. A ship of 8000 tonnes displacement has KM = 8.7m and KG 7.6m. The following
weights are then loaded & discharged:
Loads 250t Cargo KG 6.1m and COG 7.6m to Stbd. of the Centre Line.
Load 300 tonnes of fuel oil, KG 0.6m and COG 6.1m to Port of the Centre line.
Discharges 50 tonnes of ballast KG 1.2m and COG 4.6m to Port of the Centre line.
Find the final list.
Soln:
Vertical shift of COG:

Weight KG V. Moment about keel

Ship 8000t 7.6m 60,800 tm
Loads +250t 6.1m +1525 tm
Loads +300t 0.6m +180 tm
Discharge 50t 1.2m -60 tm
Total 8500t 62445 tm

Final KG = = = 7.35m
 Assuming, KM has not changed
KM = 8.70m
Final KG = 7.35m (-)
--------------------------
Final GM = 1.35m

Transverse shift of COG:

w d Listing Moment
-------- --------- Port Stbd
↓ 250t 7.6m (S) 1900 tm
↓ 300t 6.1m (P) 1830 tm
↑ 50t 4.6m (P) 230 tm
1830 tm (P) 2130 tm (S)

Final Listing Moment = (2130 -1830) tm Stbd

= 300 tm Stbd
GG1 = = = 0.035 m
.
Tan 𝜃 = = .
= 0.0259
⇒ 𝜃 = 10 29’ (S)
Final List = 10 29’ to Stbd

7. A ship listed 80 to Port, displaces 12000t and has KM 7.54m, KG 6.8m. Find how
many tonnes of SW ballast must be transferred from No.2 Port DB tanks to No.2 Stbd.
DB Tank, to upright the vessel, if the tank centres are 10m apart.
Soln:
W = 12000t, Listed 80 to Port
KM = 7.54m
KG = 6.80m
GM = 0.74m
ILM = GG1 x W
Tan 𝜃 =
⇒ Tan 80 = .
∴ GG1 =0.74 x tan 80
Initial Port Listing moment = GG1 x w = 12000 (Port) x (0.74 tan 80)
Let w tonnes is transferred from Port to Stbd tank in order to upright the vessel.
Therefore,
w x 10 = 12000 x 0.74 x tan 80
⇒ w = 1200 x 0.74 x tan 80
w = 124.8t

8. A ship of 15000t displacement, KG 8.7m, KM 9.5m, is listed 100 to Port. Cargo work
carried out as follows:
500t loaded, KG 8.0m, 5m stbd of CL
300t discharged, KG 4.0m, 4m Port of CL
Find the quantity of SW ballast, that must be transferred transversely to bring the vessel
upright, the tank centres bring 12m apart.
Soln:
Initial Listing Moment (ILM) = GG1 x w
= GM tan 𝜃 x w = (9.5 – 8.7) x tan 100 x 15000
ILM = 2115.9 tm to Port
 Let w tonnes ballast is transferred transversely to bring the vessel upright.
w d Listing Moment
---------- ------------ Port Stbd
↓ 500t 5m (S) 2500 (S)
↑ 300t 4m (P) 1200 (S)
w 12 12w (P) -
LM Created to Stbd (3700 – 12 w)
To bring the vessel upright,
ILM (P) = Listing Moment Created (S)
Therefore,
2115.9 = 3700 – 12w
12w = 3700 – 2115.9
⇒ w = 132 t from Stbd to Port

9. A bulk carrier presently of 12250t, KM 9.8m, KG 9.0m is listed 6.50 to stbd. It then loads 1250t
of ore (KG 8m, 2m to stbd of CL) & discharges 250t of ore (KG 2.0m, 5m from Stbd of CL).
160t of SW ballast is then transferred from the starboard shoulder Tank to the Port DB Tank
(vertically downwards by 9m and transversely by 10m). Find the final list, assuming FSM = 0
& Final KM = 9.6m.
Soln:
Initial Listing Moment (ILM) = w x GM tan
= 12250 x (9.8 – 9.0) tan
= 1116.6 tm (S)
Let us work to find Final Listing Moment (FLM) :
Weight Distance from Listing Moment
Loaded Discharge CL Port Starboard
-------- -------- ---------- ----------- 1116.6 (S)
1250 t 2m to Stbd of 2500 (S)
CL
ILM 250 t 5m from Stbd 1250 (P)
of CL
160 t 10m from 1600 (P)
(Shifted) Stbd to Port
2850 (P) 3616.6 (S)

FLM = (3616.6 – 2850) tm (Stbd)

FLM = 766.6 tm (Stbd)
Now, we will work for finding final KG.
Weight KG V. Moment
12250t 9.0 110250 tm
Load 1250t 8.0 +10000 tm
Discharge 250 2.0 - 500 tm
Transferred 160t 9m -1440 tm
Final weight 13250t Final V.Moment 118310 tm

Final KG = = = 8.92m
Final KM = 9.6m
Final KG = 8.92m
-------------------------
⇒ GM = 0.68M
 Final FSM =0
Effective GM = 0.68m
FLM = 766.6tm
Final W = 13250t
.
GG1 (final) = = =0.058m
.
Tan 𝜃 = = .
= 0.085
0
⇒ 𝜃 = 4.9 Stbd
Final List = 4.90 Stbd

10. A ship of w 13000t, KM 8.75m, KG 8.0m, has a list of 60 to starboard. A heavy lift weighing 150t,
lying on the upper deck 9m above the keel and 5m to stbd of the centre line, is to be discharged
using the ships jumbo derrick whose head is 22m above the keel. Calculate:
i. The list, as soon as the load is taken by the derrick.
ii. When the load is hanging over the port side of the ship with an outreach of
10m from the centre line.
iii. After discharging the heavy lift.
Soln:
KM = 8.75m
KG = 8.0m (-)
----------------------
GM = 0.75m
VSL is presently listed 60 to Stbd
W = 13000t
Initial Listing Moment (ILM) = W x GM tan 𝜃
= 13000 x 0.75 x tan60
ILM = 1024.8 tm to Stbd

i. As soon as the derrick picks up the load, the COG of the heavy lift shifts from
upper deck (KG 9m) to the derrick head (KG 22m).
The GM changes, therefore, the List would change.
GG1 = = = 0.15m
Original GM = 0.75m
GG1 ↑ = 0.15m
GM {in Q (i)} = 0.60m
.
Tan 𝜃 = = .
= 0.13138
𝜃 = 7.480 to Stbd.

ii. When the derrick has swing out 10m to Portside of CL, the weight has actually
travelled from 5m Stbd to 10m Port of CL i.e. 15m to Port of CL.
LM Caused = w x d=150 x 15
LM Caused = 2250 tm to Port
ILM = 1024.8 tm to Stbd
Resultant LM = 1225.2 tm to Port
.
Tan 𝜃 = = .
= 0.15707
𝜃 = 8.920 to Port
iii. As soon as, the weight is discharged, the LM, GM and W would change causing the
List to change.
Final W = 13000 – 150
∴ W = 12850t

Listing Moment caused Now = 150 x 10

= 1500 tm (S)
LM {in Q (ii)} = 1225.2 tm (P)
--------------------------------------
Resultant LM = 274.8tm (S)
KG of the ship {at Q (i) & Q (ii)} = 8.15m
Height of derrick Head = 22.00m
------------------------------
d↓ = 13.85m
.
GG1 = = = 01617
GG1 = 0.162m
GM {in Q(i) & Q(ii)} = 0.60m
------------------------
GM {in Q (iii)} = 0.762m
.
Tan 𝜃 = = .
= 0.028

⇒ 𝜃 = 1.60 to Stbd

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