Stability
1. Stability - ability of a vessel to return to its initial upright position after being inclined by wind or
sea.
2. G – Center Of Gravity a point through which a weight act vertically down. The center of gravity
will move towards a weight added
3. B – Center of Buoyancy is at the center of the underwater volume and is the point through
which the force of buoyancy acts vertically upwards.
4. Fb – Buoyancy Force – equal to weight of water displaced by immersed body
5. KB – VCB Vertical Center of Buoyancy = 0.53* Draft (Hydrostatic Tables or Curves)
6. K – Keel point
7. KG – VCG Vertical of Center of Gravity position “G” is expressed in terms of “meters above the
keel” (can be find in loading “lodicator” provides from Loading Condition)
8. M – Metacenter - the point of intersection between an imaginary line drawn vertically through
the center of buoyancy of a floating vessel and a corresponding line through the new centre of
buoyancy when the vessel is tilted.
9. BM- Metacentric Radius = (Hydrostatic Curves) the vertical distance from the Center of
Buoyancy to the Metacenter.
10. GM – Metacentric Height GM=KM-KG GM=BM+KB-KG (KM from Hydrostatic Tables)
a. GM>0 Stable EQUILIBRIUM “M above G”
b. GM=0 Neutrally Stable EQUILIBRIUM “M equal G”
c. GM<0 Unstable EQUILIBRIUM “M below G”
11. KG+GM=KM=KB+BM height from bottom of keel and metacenter (Hydrostatic Tables or Curves)
12. GZ – Righting Force (Arm) GZ=GM*sin List (before 12-15list) when a vessel is heeled the
horizontal separation between G (acting down) and B (acting up) is the righting lever.
Generally, the lower the center of gravity the larger the GZ will be. “Curve of Statical Stability”
13. GZ CURVE –
14. WNA Load Mark (Winter North Atlantic) is only for vessels 100<, Ships over 100m will load to
the “W” mark
15. FWA – Fresh Water Allowance - is the number of millimeters by which the mean draught
changes when a ship passes from salt water to fresh water, or vice-versa, when the ship is
loaded to the Summer displacement.
16. DISPLACEMET – is the equivalent mass of water displaced by the hull. Therefore displacement is
equal the TOTAL weight of the vessel (DISPL=DWT+LIGHTWEGHT)
17. DEADWEIGHT – is difference in tones between DISPLACEMENT and the lightweight of the vessel
18. LIGHTWEIGHT – is displacement of the vessel without cargo, fuel, lub oil, consumable stores,
crew and there effects.
19. GRT – 2.83 м³ total VOLUME measured ALL accommodation and cargo
compartments
20. NRT - 2.83 м³ only VOLUME measured cargo compartments, used for calculation harbor and
canal dues, it can be found in International Tonnage Certificate.
21. FREE SUFACE EFFECT - Free surface effect is the change in stability of a vessel caused by liquids
moving freely in a tank. Because of this effect, the centre of gravity of the ship moves away from
the centreline, which reduces the righting lever ‘GZ’ & the height of the metacentre, which
further increases the angle of heel.
22. Reserve Buoyancy – The freeboard assigned will ensure the ship has adequate reserve buoyancy
in all conditions of loading. Reserve buoyancy may be considered to be the enclosed volume
above the waterline.
23. Type “A” Ships - are those which are designed to carry only liquid cargoes in bulk, and in which
the cargo tanks have only small access openings closed by watertight gasketed covers of steel or
equivalent material
24. Type “B” Ships – All other ships which are not Type “A”
25.
26. INTACT STABILITY - For a cargo vessel, the intact stability requirements are follows-
Initial GM or metacentric height should not be less then 0.15 m.
Righting lever GZ should be at least 0.2 m and angle of heel Ѳ ≥ 30̊ .
Maximum righting lever should occur at heel >30̊ preferably but not less than 2 5̊ .
The Area of the GZ curve should be at least:
a) 0.055 m radian up to Ѳ = 30̊
b) 0.090 m radian up to Ѳ = 40̊
c) 0.03 m radian between 30̊ and 40̊ or between 30̊ and angle of down flooding.
The angle of down flooding is an angle at which deck immersion takes place with
subsequent water ingress.
27. DAMAGE STABILITY Oil tankers shall comply the following requirements ща damage stability
criteria :
.1 The final waterline, taking into account sinkage, heel and trim, shall be below
the lower edge of any opening through which progressive flooding may take place. Such
openings shall include air-pipes and those which are closed by means of weathertight doors or
hatch covers
.2 In the final stage of flooding, the angle of heel due to unsymmetrical flooding
shall not exceed 25°, provided that this angle may be increased up to 30° if no deck edge
immersion occurs.
.3 The stability in the final stage of flooding shall be investigated and may be
regarded as sufficient if the righting lever curve has at least a range of 20° beyond the position of
equilibrium in association with a maximum residual righting lever of at least 0.1 m within the 20°
range; the area under the curve within this range shall not be less than 0.0175 m·rad.
For oil tankers of 20,000 tonnes deadweight and above delivered on or after 6 July 1996, the
damage assumptions shall be:
.1 longitudinal extent:
.1.1 ships of 75,000 tonnes deadweight and above: 0.6L measured from the
forward perpendicular;
.1.2 ships of less than 75,000 tonnes deadweight: 0.4L measured from the
forward perpendicular;
.2 transverse extent: B/3 anywhere in the bottom;
.3 vertical extent: breach of the outer hull.
