16.

LARGE ANGLE STABILITY

External
Righting Lever and Moment Heeling  Cross Curves of Stability
moment W The GZ values calculated at the design
M
stage are presented either in tables or in
G Z Cross Curves of Stability.
W1 L1
The GZ values calculated are carried out at
KS= 4.2m
righting moment = x GZ only a few displacements and heel angles.
B L
B1 40
To obtain values at other displacements or
SN (m)
W angles, linear interpolation is used.
K 50 
The values of GZ will depend on the KG but
30
the value of KG changes from time to time.
80
M Since it is difficult to calculate GZ at many
15 displacements, various angles of heel and
for small angles,
5 different values of KG, a fixed value of KG

GZ = GMT sin  is normally used in the design stage.
This assumed position of G is designated S,
G  Z the height above keel being KS, the
where  is the angle of heel. 1,500 2,000 2,500 3,000

 Displacement ( tonnes)
corresponding point on the line of action of
buoyancy is called N i.e. not Z. The value
of the righting lever is thus SN instead of

GZ.
© Omar Yaakob 2009 87 © Omar Yaakob 2009 90

GZ at Large Angles

M’ T

M The location of the metacentre is no longer
stationary at large angles. This is due to the If S is above G ; GZ = SN + SG Sin  M
different shapes of waterplane areas at If S is below G; GZ = SN - SG Sin 
G  
successive angle of heels. This differences
give rise to different transverse second
B’’ S N
A better method is to put S at the keel i.e.
moments of area. The distance from the
IT KS=0. In this case SN = KN. The assumed
BMT  B ’ centre of buoyancy to the metacentre is
 G  Z righting arm, KN values are plotted instead of
given as
SN at various displacement. When G is

At small angle of heel, IT can be assumed known for any condition, GZ can be
calculated:
constant and hence the metacentre can be 
GZ = KN – KG Sin 
considered stationary. However at larger B
It must be noted that the values of KG used
angles of heels, the waterplane shapes K N is the virtual or fluid KG i.e. taking into
changes significantly leading to movement
consideration the FSC.
of the metacentre . Because of this reason,
the accuracy of the expression GZ=GMT sin
diminishes at large angles. In other words
there is no simple expression relating GZ to
GMT .
© Omar Yaakob 2009 88 © Omar Yaakob 2009 91

Example
GZ or Statical Stability or Righting A ship with lightship displacement 1,700 tonnes, KG 3.5m is load ed with 1,800
Arm Curves tonnes of cargo at Kg 3.8m. KM T after loading is 3.8m while KN values are as
follows. Plot the GZ curve and find the area under the curve up to 300.
Shows relationship between GZ
and  At the design stage, the naval architect
Angle of heel ()
. must ensure that the curves are
calculated.
The GZ data is produced at different Displacement 10 20 30 45 60 75
Point of inflexion (tonnes)
displacements. An assumed KG is used.
GZ 3,000 0.75 1.50 2.16 2.84 3.19 3.26
Later, when the actual  and KG at any
4,000 0.77 1.54 2.20 2.92 3.25 3.26
(m)
Angle of Vanishing Stability
loading condition are known, actual values
of GZ can be extracted from the data.
GZ value at 20
Solution:
Various methods are used to calculate i. Carry out loading calculation to obtain final displacement and KG.
Angle of heel  ii. Find KN values at that displacement.
20 statical stability curves. We do not have
the opportunity to deal with these methods iii. Correct KN to obtain GZ using GZ = KN – KG sin 
Range of Stability
iv. Plot the curve (note that initial slope= GMT =0.15m)
in this short course. Details can be found v. Use Simpson rule to find area under the curve up to 30  .
in Principles of Naval Architecture (Vol 1).

© Omar Yaakob 2009 89 © Omar Yaakob 2009 92

© Omar Yaakob 2009 1

(ii) (iii) (v)

 KN(m) Sin  KG Sin  GZ(m) SM fA

0 0 0 0 0 1 0
10 0.76 0.174 0.634 0.126 3 0.379
20 1.52 0.342 1.248 0.272 3 0.815
30 2.18 0.500 1.825 0.355 1 0.355
45 2.88 0.707 2.581 0.299 sum 1.549
60 3.22 0.866 3.161 0.059
75 3.26 0.966 3.526 -0.266

Area under the curve up to 30 

,

Area = 3 x 10 xx 1.549 = 0.1014 mrad

8 180

© Omar Yaakob 2009 93 © Omar Yaakob 2009 96

Initial Ship Condition New deadweight

Δ, KG, LCG loading/unloading
LOADING
w, Kg, lcg
CALCULATIONS
Loading Calculation Table

FINALΔ,
Use Δto read
KG, FSC LCG

Calculate Draughts
Hydrostatics data
TA and T F
Tmean, LCB, LCF,
Hydrostatics
MCTC,
Data Calculate GMT
KM T

SHIP HULL FORM

© Omar Yaakob 2009 94 © Omar Yaakob 2009 97

Initial Ship Condition New deadweight

Δ, KG, LCG loading/unloading STABILITY
w, Kg, lcg
ASSESSMENT PROCESS
Loading Calculation Table

FINALΔ,
Use Δto read
KG, FSC LCG

Calculate Draughts
Hydrostatics data
TA and T F
Tmean, LCB, LCF,
Hydrostatics MCTC,
Data Calculate GMT
KM T

SN or KN Cross
Curves KN/SN Values
Stability
at correct Δ
Stability
Assessment
GZ CURVE
SHIP HULL FORM

Title: Small Ship Survey - Stability Dr. Omar Yaakob

© Omar Yaakob 2009 95 © Omar Yaakob 2009 98

© Omar Yaakob 2009 2

The stability is assessed at a number of loading conditions depe nding
on ship types, for example:

1. Lightship
2. Homogenous Full Load Departure
3. Homogenous Full Load Arrival
4. Ballast Departure
5. Ballast Arrival
6. Etc.

Title: Small Ship Survey- Stability Dr. Omar Yaakob

© Omar Yaakob 2009 99 © Omar Yaakob 2009 102

Large Ship
Stability Criteria (IMO) Example
A ship 144m LBP lightship 5200 tonnes, KG 7.4m, LCG 2.0m aft of amidships. The
homogenous loaded departure condition are as follows:
1. Area Under Curve 0 o- 30o 0.055
m.rad
Item Mass VCG LCG from FSM
Area Under Curve 0 o -40o or 0.090 m
2. (t) (m) amidship(m) (tm)
up to f (flooding Angle) rad
Area Under Curve 30o -40o Fuel Tank 1 1350 1.5 1.2 A 270
3. 0.03 m rad
or up to 
f (flooding Angle)
Fuel Tank 2 210 3.2 8.0 A 350

4. Maximum GZ 0.20 m Fresh Water 170 7.2 60.0 F 210

5. Angle at Maximum GZ 25.0 deg
Crew and Store 50 9.5 14.0 F -
6. Initial GM 0.15 m
Cargo No.1 1700 10.1 44.0 F -
Cargo No.2 1900 7.1 17.0 F -
Cargo No.3 1800 8.0 22.0 A -
Cargo No.4 1330 9.0 49.0 F -

© Omar Yaakob 2009 100 © Omar Yaakob 2009 103

7.6.1 Load Line Criteria.

Small Craft -Passenger/Cargo Fishing Vessel

Stability Criteria (HSC Code) (IMO)

N.A Extracts of hydrostatics data at two relevant draughts are as follows:

0.07 m.rad if max. GZ occur at
1. Area Under Curve 0 o-15 o 15 to 30 deg.
T (m) Displacement MCTC LCB LCF KM (m)
T
(tonnes) (tm ) (m from ) (m from )
2. Area Under Curve 0 o-30 o 0.055 m.rad if max. GZ occur at 0.055 m.rad
30 deg. 8.50 12,994 170.0 2.80 6.80 7.95
9.00 13,999 178.56 3.00 7.088 8.083
3 Area Under Curve 0o -40 o or
N.A 0.089 m.rad
up to qf (flooding Angle) KN values at two displacements are as follows:
N.A
0.055 + 0.001(30-qmax) if max. 
o
5 10 15 30 45 60 75
4. Area Under Curve 15o -30 o GZ occur between 15 to 30 deg. 13500 0.705 1.412 2.122 4.052 5.555 6.575 7.067
13900 0.707 1.414 2.124 4.054 5.559 6.577 7.071

5. Area Under Curve 30o -40 o or

0.03 m.rad 0.03 m.rad
up to qf (flooding Angle)
Find the draughts at the perpendiculars, calculate GMT and check if the vessel pass the
6. Maximum GZ 0.2 m 0.2 m IMO merchant ship stability criteria.
7. Angle at Maximum GZ 15 deg 30 deg
8. Initial GM 0.15 m 0.35 m
© Omar Yaakob 2009 101 © Omar Yaakob 2009 104

© Omar Yaakob 2009 3

Item Mass VCG Mv LCG from MA MF FSM
(t) (m) (tm) (m from ) (tm) (tm) (tm)
Values obtained
from KN Table at
LIGHTSHIP 5200 7.4 38480 2.0 A 10400 - - Displacement = 
o
5 10 15 30 45 60 75
13,710 tonnes
Fuel Tank 1 1350 1.5 2025 1.2 A 1620 - 270 KN (m) 0.706 1.413 2.123 4.053 5.557 6.576 7.069
Fuel Tank 2 210 3.2 675 8.0 A 1680 - 350
KGf sin 
Fresh Water 170 7.2 1224 60.0 F 10200 - 210
GZ (m)
Crew and Store 50 9.5 475 14.0 F 10200 -
KG fluid, taking
Cargo No.1 1700 10.1 17170 44.0 F - 74800 - into account free
KGf = 7.287 + 0.061
Cargo No.2 1900 7.1 13490 17.0 F - 32300 - surface GZ = KN - KGf Sin 
Cargo No.3 1800 8.0 14400 22.0 A 39600 - - correction
Cargo No.4 1330 9.0 11970 49.0 F 65170
Plot GZ curve and calculate and check criteria.

DEADWEIGHT 8510 61426 118270 107800 830 Criteria Actual Required by IMO Evaluation
FINAL 13710 99906 128670 107800
Rule
DISPLACEMENT GZ max 0.393m @ 37 0.2m @ 30  OK
A30 0.115 m.rad 0.055 m-rad OK
KG = 7.287m LCG = 1.52m aft of amidships Free Surface Correction, F.S.C = 0.061m
A40 0.187 m.rad 0.09 m- rad OK
A40 – A30 0.072 m.rad 0.03 m- rad OK
GMT 0.697m >0.15m OK

i.e. fulfill all Load Line Rule Criteria

© Omar Yaakob 2009 105 © Omar Yaakob 2009 108

Enter hydrostatic Table at  = 13710 tonnes, to obtain:

T mean  12994
= 8.50 + (9.00 – 8.50) 13710
 12994
13999

Determining Steady Angle of Heel due to Heeling Moment

= 8.856m
Righting moment = Righting Lever x  = GZ
and,
MCTC = 176.1 t.m. ; KMT = 8.045 m; Curves of displacement multiplied by GZ values at various angles of heel are called the
righting moment curve.
LCB = 2.949 m.A.
LCF = 7.005 m.A.
When a ship is acted upon by an external or internal moments, the steady angle of heel can
be obtained as the point of equilibrium between the curves of heeling moment and the righting
For transverse stability moment curve.
KM = m E
Moment GZ
KG = m

A Heeling mmnt cos 

F
GMSOLID = m D
F.S.C = m

GMFluid = m
E D
c
Heel angle 
Steady Angle of Heel

© Omar Yaakob 2009 106 © Omar Yaakob 2009 109

Title: SHIP STABILITY – Dr. Omar Bin Yaakob

For longitudinal stability

The same information can be represented using the righting arm (instead of righting
(p ) x 
TRIM = MCTCx100
moment) curve and Heeling moment cos curve


TRIM = by bow/stern Arm (m)

E GZ Area 1 We are not only concerned about
the resultant steady angle of heel
A Heeling mmt cos 

TA= trim x (72 – )  F but also possibility of
D
144 overshooting.
TA = T mean ± 
TA
= m

E D
c
Heel angle 

TF= TF = T mean ± 
TF
Steady Angle of Heel

US Navy Criteria:
•For crowding of personnel and lifting of weight:
•Angle at C for lifting of weight or crowding of personnel < 15 degrees
•Heeling arm at C < 0.6 maximum
•Area A1 > 0.4 total area under curve.
© Omar Yaakob 2009 107 © Omar Yaakob 2009 110

© Omar Yaakob 2009 4

Stability Criteria For Small Craft Under Heeling Arm
Effect of Heeling Arm
Small Craft -
Passenger/Cargo Fishing Vessel
Stability Criteria
(IMO and HSC (IMO)
During operation, the craft has always been expected to Code)
encounter the heeling arm or upsetting arm due to : 1. Max Angle of Heel at
Intersection
Point (c) For Beam Wind 10 deg 15deg
• wind,
2. Max Angle of Heel at
• lifting of weight, Intersection
• movement of personnel and Point (c) For High Speed
• high speed turning. Turning 8 deg 15deg
3 Max Angle of Heel at
Intersection
The effect of heeling arm need to be calculated and assessed Point (c) For Movement of
against the specified criteria. Personnel 10 deg 15deg

Presently, the stability of ship subjected to heeling arm is 4. GZ at Intersection Point (c) 0.6 of GZ max 0.6 of GZ max

assessed statically that is by superimposing the heeling 5. Area Under Curve For Beam A1 > 1.4 A2 A1 > 1.4 A2
Wind
arm curve onto the GZ curve.
6. Area Under Curve For High A1 > 0.4 Area Under A1 > 0.4 Area Under
Speed
Turning GZ Curve GZ Curve

Title: Small Ship Survey - Stability Dr. Omar Yaakob

© Omar Yaakob 2009 111 © Omar Yaakob 2009 114

Heeling Arm Curve Due to Turning at High Speed,

Movement of Personnel and Lifting of Cargo
EXERCISES

1. For one loading condition, a ship LBP 70m has displacement 1500 tonnes, KG 4.0 m
and KM 4.5 m. SN values calculated at KS=4.2m are given in the table below.

a.Plot the GZ curve of the vessel.

b.Check if the ship passes Load Line Rule stability criteria.
c.Find the angle of heel if a 50 tonne weight already onboard is moved 10 m across.

Angle 10 15 20 30 45 60 75
(
)
SN (m) 0.23 0.35 0.44 0.44 0.35 0.19 0.01

Title: Small Ship Survey- Stability Dr. Omar Yaakob

© Omar Yaakob 2009 112 © Omar Yaakob 2009 115

Heeling Arm Curve Due to Wind and Wave


o 5 10 15 30 45 60 75
SN (m)
SG sin 
GZ (m)

Since KS > KG, S is above G ; so GZ = SN + SG Sin 

Criteria Actual Required Evaluation

GZ max 0.54m at 30 deg 0.2m @ 25  pass
A30 0.188 0.055 m-rad pass
A40 0.28 0.09 m- rad pass
A40 – A30 0.09 0.03 m- rad pass
GMT 0.5m >0.15m pass

i.e. fulfill all Load Line Rule Criteria

Title: Small Ship Survey- Stability Dr. Omar Yaakob
© Omar Yaakob 2009 113 © Omar Yaakob 2009 116

© Omar Yaakob 2009 5

2. A fishing boat began its trip with displacement of 340 tonnes , KG 3.5 m and KM 3.75
m. After one day journey, the following events occurred :
20 tonne fish loaded (kg 3.0m) KN values in meters at two displacements are as follows:
6 tonne fuel consumed (kg 1.0m)
4 tonne fresh water consumed (kg 2.0m) 5 10 15 30 45 60 75

KM was found to be 3.8 m. The KN values are as follows: o

(tonnes)
Angle of Heel 13,400 0.700 1.400 2.023 4.000 5.268 6.346 6.873
Displacement 10 20 30 45 60 90 13,500 0.706 1.413 2.123 4.053 5.557 6.576 7.069
(tonne)
a. Find Draughts at the perpendiculars
300 0.720 1.525 2.40 3.07 3.37 3.55
b. Find GM T.
400 0.710 1.521 2.28 2.99 3.29 3.45 c. Calculate and plot the righting arm curve of the ship. Check whe ther
the vessel passes stability criteria for merchant ship.
a. Plot its GZ Curve d. Estimate its angle of heel when the ship is lifting a 200 tonne cargo
b. In this condition the boat then used the power block to lower a small boat to sea. on the port side using its own derrick. The derrick head is 15 m from
The weight of smal boat was 10 tonne and the boom of the power block was 4 the centreline and 15 m above keel.
from the boat’s centreline on the starboard side and 5 m above keel. Plot e. It is desired to reduce this heel angle to 5 degrees. How much
roughly (but do not calculate) the new righting arm curve and es timate its ballast water must be transferred from port tank to starboard ta nk, a
steady angle of heel. distance 6 meters?

© Omar Yaakob 2009 117 © Omar Yaakob 2009 120

Item Weight KG (m) Moment about keel (tonne -m)

(tonnes)

TOTAL

KG= 3.53m
GZ = KN - KG Sin 
.


o

KN (m)
KGf sin 
GZ (m)

© Omar Yaakob 2009 118

3. A ship 150m LBP has lightship displacement 6500 tonnes, KG 8.0 m, LCG 1.5 m aft
of amidships. The ship is loaded as follows :

Item Mass VCG LCG from amidships

(t) (m) (m)
Fuel Tank 1 1000 1.5 1.2 A
Fuel Tank 2 300 3.2 8.0 A
Fresh water Tank 200 7.2 60.0 F
Crew and Store 50 9.5 14.0 F
Cargo Hold No.1 1800 10.1 44.0 F
Cargo Hold No.2 2000 7.1 17.0 F
Cargo Hold No.3 1600 8.0 22.0 A
* free surface effect is neglected
Extract of hydrostatics data at relevant draughts as follows:
T (m) Displacement (tonnes) MCTC (tm ) LCB LCF KM T (m)
(m dari) (m dari)
9.50 13,400 176.6 2.85F 1.80A 7.95
10.00 13,500 180.5 3.01F 2.30A 8.08

© Omar Yaakob 2009 119

© Omar Yaakob 2009 6