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F
= The ships displacement after shifting the weight (MT)
(+) When the weight is shifted up use (+)
(-) When the weight is shifted down use (-)
Example Problem
10 MT of cargo is shifted up 3 M.
O
is 3500 MT and KG
o
is 6 M. What is the new height of
the ships center of gravity (KG
1
)?
KG
1
= ((o x KGo) +/- (w x kg)) /
F
KG
1
= ((3500 x 6) + (10 x 3)) / 3500
KG
1
= 6.009 M
Vertical Weight Additions/Removals
When weight is added or removed to/from a ship, the vertical shift in the center of gravity is
found using the same equation.
KG
1
= ((o x KGo) +/- (w x kg)) /
F
KG
O
= The original height of the ships center of gravity (M)
O
= Ships displacement prior to adding/removing weight (MT)
w = The amount of weight added or removed (MT)
kg = The height of the center of gravity of the added/removed weight above the keel (M)
F
= The ships displacement after adding/removing the weight
(+) When the weight is added use (+)
(-) When the weight is removed use (-)
Example Problem
A 30 MT crate is added 10 M above the keel. o is 3500 MT and KG
0
is 6 M. What is the new
height of the ships center of gravity (KG
1
)?
KG
1
= ((o x KGo) +/- (w x kg)) /
F
KG
1
= ((3500 x 6) + (30 x 10)) / 3530
KG
1
= 6.034 M
Horizontal Weight Shifts
Shifting weight horizontally, no matter where onboard it is, will always cause the ships
center of gravity to move in the same direction as the weight shift.
NOTE: A weight shift causing the ships center of gravity to move off centerline will always
reduce the stability of the ship.
To calculate the horizontal movement of the ships center of gravity, the following equation
is used:
GG
2
= (w x d) /
F
w
= The amount of weight shifted (MT)
d = The horizontal distance the weight is shifted (M)
F
= The ships displacement after the weight is shifted (MT)
Example Problem
A 50 MT weight is shifted 10 M to starboard.
O
is 32000 MT.
What is the change in the center of gravity (GG
2
)?
GG
2
= (w x d) /
F
GG
2
= (50 x 10) / 32000
GG
2
= 0.01562 M
Horizontal Weight Additions/Removals
When an off-center weight is added or removed to/from a ship, the ships center of gravity
will move off centerline, the ship will develop a list.
To calculate the horizontal movement of the ships center of gravity after adding/removing
an off-center weight, the same equation is used:
GG
2
= (w x d) /
F
w
= The amount of weight added/removed (MT)
d = The distance from the center of gravity of the weight to the ships centerline (M)
F
= the ships displacement after the weight is shifted (MT)
Example Problem
50 MT of cargo is loaded onto the Tween deck, 10 M from centerline.
O
is 48000 MT. What
is the change in the center of gravity (GG
2
)?
GG
2
= (w x d) /
F
GG
2
= (50 x 10) / 48000
GG
2
= 0.0104 M
Effect of suspended weights
The CG of a body is the point through which the force of gravity may be considered to act
vertically downwards.
For a suspended weight, whether the vessel is upright or inclined, the point through which
the force a gravity may be considered to act vertically downwards is g1, the POINT OF
SUSPENSION.
Conclusions
The CG of a body will move directly TOWARDS the CG of any weight ADDED.
The CG of a body will move directly AWAY from the CG of any weight DISCHARGED.
The CG of a body will move PARALLEL to the shift of the CG of any weight MOVED within the
body.
The shift of the CG of the body in each case is given by the following formula:
GG1 = w x d metres
W
where w = weight added, removed or shifted.
W = final mass of the body
d = distance between the CG if weight added or removed, or the distance by which
the weight is shifted.
When a weight is SUSPENDED, its CG is considered to be at the POINT OF SUSPENSION.
Angle of Loll
Angle of loll
Consider the following vessel in unstable equilibrium condition.
As the angle of heel increases, the CB moves out further until it is directly under G. The
capsizing moment disappears now and this angle of heel at which this condition occurs is
called the angle of loll.
w
l
G
B
w
K
B'
Z
(effect of weight)
(effect of buoyancy) b
w' l'
0
1
The ship now moves around the angle of loll, but if the CB does not move out far enough to
move directly under G, then the vessel will capsize.
If the heel increases beyond the angle of loll, the CB moves out further to the low side and
the ship now moves around this angle.
The angle of loll can be on either side depending upon the external inclining force, such as
the wind and the waves.
However, there is always the threat of the G rising above the M and this will create a
situation of unstable equilibrium, thereby capsizing the ship.
List Caused By Negative Gm
When a ships center of gravity moves vertically upwards and slightly above the Metacenter,
the ship will develop a list (or possibly capsize.) The vessel may also flop over, developing
the same list to the other side.
w
l
M
G
B
w
K
B'
0
Z
(effect of weight)
(effect of buoyancy) b
w' l'
b (effect of buoyancy)
(effect of weight) w
G
Z
Capsizing couple: b = w
w
l
G
B
w
K
B'
Z
(effect of weight)
(effect of buoyancy) b
w' l'
0
2
(effect of buoyancy) b
w (effect of weight)
G
Z
Possible Causes
1. Removal of low weight
2. Addition of high weight (ice)
3. Moving weight upward
4. Free Surface Effect
5. Free Flow Effect (if present)
How to Recognize
1. Vessel will not remain upright and will assume a list to either port or starboard.
2. Vessel flops to port or starboard.
3. Vessel will have a very long, slow roll period about the angle of list.
4. A small GM is known to exist plus any of the above.
Corrective Measures
1. Eliminate Free Surface and Free Flow Effects (if present)
2. Add low weight symmetrically about centerline.
3. Remove high weight symmetrically.
4. Shift weight down symmetrically.
List Caused By Off-Center Weight And Negative Gm
The vessels stability is reduced by both an increase in the height of the center of gravity and
movement from centerline. A negative GM condition exists, represented by the
uncorrected curve. An off-center weight, represented by the cosine curve, is added and a
larger list develops.
Possible Causes
1. A combination of the previous causes of list.
How to Recognize
1. Vessel will assume a permanent list either port or starboard (vessel will not flop).
2. Very slow roll period about this permanent list.
3. The known off-center weight isnt proportional to the ships list.
Corrective Measures
Correct Negative GM first.
a. Eliminate Free Surface and Free Flow Effects (if present)
b. Shift weight down, add weight low, or jettison weight high.
Correct for Gravity Off Centerline
a. Add weight to higher side
b. Remove weight from lower side
c. Shift weight to higher side
*** ALWAYS correct Negative GM prior to shifting weights transversely ***
List
Definitions
Roll: The action of a vessel involving a recurrent motion, usually caused by wave action.
Heel: Semi-permanent angle of inclination caused by external forces, such as high-speed
turns, beam winds, and seas.
List: Permanent angle of inclination, caused by:
1. Ships Center of Gravity transversely shifted from centerline.
2. Negative Metacentric Height (-GM)
3. Combination of Gravity off-centerline and GM
Moment To Heel 1
o
Equation
When a ship experiences an Inclining Moment (IM) the vessel will list or heel until the
Righting Moment (RM) is equal to the Inclining Moment (RM = IM). The Inclining Moment is
simply a force acting through some distance.
IM = w x d
This is only true when the ship has a negligible heel or list.
As the vessel inclines, the distance between the forces changes.
A relationship can be developed to solve for the distance between forces for all angles of
heel. Using an expanded drawing of the triangle from the above diagram:
Using the cosine equation to solve for the distance X:
X = d x cos
Therefore:
IM = w x d x cos
A Righting Moment is created by the ship to keep itself upright. In this case, the force is
equal to the ships displacement (W
F
) and the distance is the ships righting arm (GZ) at each
particular angle of heel.
RM = WF x GZ
The Righting Arm (GZ) changes with inclination of the ship. Using the relationship derived for
small angles of heel:
GZ = GM x sin
NOTE: This relationship holds true for angles less than 7-10
Therefore:
RM = GM x WF x sin
The initial premise was that RM = IM:
W x d x cos = GM x WF x sin
Transferring cosine to the right:
(sin / cos ) = tan
w x d = GM x WF x tan
Choosing a specific angle, the moment (w x d) required to create that list or heel can be
found. Using 1
o
:
tan 1
o
= 0.01746
Therefore:
MH 1 = GM x WF x 0.01746
This formula is valid for angles less than 10
o
due to movement of the metacenter. To check
this formula for all inclinations less than 10
o
, a comparison between the MH10
o
and 10 times
MH1
o
is made.
MH 10 = GM x WF x tan 10 -vs- 10 x (MH 1 = GM x WF x 0.01746)
MH 10 = GM x WF x (0.01746)
And
10 x (MH 1) = 10 x GM x WF x (0.01746)
There is a 0.0017 difference over the 10 range. This error is negligible. The list equation can
now be used.
LIST = (w x d) / MH 1
Example
Your ship has a 1.5
o
list to starboard. There are 50 MT of cargo placed on the starboard side.
The stevedores want to know how far to transfer the cargo to correct the list.
Step 1: Calculate MH1
o
:
MH 1 = GM x WF x (0.01746)
MH 1 = 0.8 M x 3500 MT x (0.01746)
MH 1 = 48.8 M
Step 2: Use the list equation to solve for distance:
List = (w x d) / MH 1
Or, 1.5 = (50 MT x d) / 48.8 M
d = (1.5 x 48.8) / 50 = 1.464 M
Example
Your ship has a 2 list to port. The CO wants it corrected. There are 15 cbm of fuel in the port
wing tank (sp.gr. 0.94). The starboard wing tank is empty. Correct the list using the fuel and a
set of 5 cargo pallets (8 MT each). The cargo pallets may only be moved 5 M to starboard
before hitting the bulkhead. How long will it take to correct the list? Pump capacity is 40 cbm
per hour.
W
O
= 12500 MT
KM = 7.1 M
KG = 6.02 M
Step 1: Calculate MH1:
MH 1 = GM x WF x (0.01746)
MH 1 = (7.1 6.02) x 12500 x (0.01746)
MH 1 = 235.7
Step 2: Calculate the amount of list corrected by shifting fuel:
Weight of fuel = 15 x 0.94 = 14.1 MT
List = (w x d) / MH 1
Or,
List = (14.1 x 11) / 235.7 = 0.66
Step 3: So far, we have corrected 0.66
o
of the 2
o
list. Using the pallets, we will correct for the
remaining 1.34
o
list.
List = (w x d) / MH 1 or
d = (1.34 x 235.7) / 40 = 7.9 M
Step 4: Finally, calculate how long it takes to transfer 15 cbm of fuel when the pump capacity
is 40cbm/ hour.
Time = (15 cbm / 40 cbm/h) = 0.375 hr x 60 = 22.5 minutes
Assuming it takes less than 22.5 minutes to move the 5 pallets, this is the time required to
correct the list.
Important:
1. When attempting problems on List, first find out the GM of the vessel (if the KG has
to be calculated then do so) if it has not been stated.
2. If there are more than one shifting/ loading/ discharging involved then tabulate the
moments and get the final moment (w x d) to either port or to starboard.
Example:
A ship of 8000 tonnes displacement has KM = 8.7 m, and KG = 7.6 m. The following weights
are then loaded and discharged:
a. Load 250 tonnes cargo KG 6.1m and centre of gravity 7.6m, to starboard of the
centre line.
b. Load 300 tonnes fuel oil KG 0.6m, and centre of gravity 6.1m, to port of the centre
line.
c. Discharge 50 tonnes of ballast KG 1.2m, and centre of gravity 4.6m, to port of the
centre line.
Find the final list.
Weight KG
Moment about Keel (V-
M)
Orig.
Disp. 8000 7.6 60800
Load 250 6.1 1525
Load 300 0.6 180
Total 8550
62505
Disch. -50 1.2 -60
Final
Disp. 8500
62445
Final KG = Final Moment / Final displacement = 62445 / 8500
KG = 7.34
KM = 8.7
Therefore, GM = 1.36
w d
Listing
moment
Port Stbd
250 7.6
1900
50 4.6
230
300 6.1 1830
From above we have Port: 1830 and Stbd: 2130
Therefore the final listing moment (w x d) = 300 to stbd.
Now, MH 1 = GM x WF x 0.01746 = 1.36 x 8500 x 0.01746 = 201.8376
List = (w x d) / MH 1 = 300 / 201.8376 = 1.49 to stbd.
Inclining Experiment
The inclining experiment is completed upon commissioning of the vessel.
It is performed to obtain accurately the vertical height of the ships center of gravity above
the keel (KG).
Procedures:
The shipyard at which the inclining experiment is to be performed will issue a memorandum
to the ship outlining the necessary work to be done by ships force and by the yard to
prepare the ship for inclining.
1. Liquid load will be in accordance with the memorandum.
2. Inventory of all consumables to be made by ships crew and inclining party.
3. Inclining weights are placed on centerline.
4. Freeboard is measured, and a photo of the drafts is taken.
5. Salinity of saltwater is measured.
8. Pendulums set up forward, midships, and aft.
9. Weights are moved off-centerline.
10.Inclination of the ship measured.
Measurements are taken for several weight movements both port and starboard. The Naval
Architect then uses the following equation:
Where:
w = Inclining Weights (LT)
d = Athwartships Distance Weights Were Moved (FT)
W
F
= Displacement of Ship (LT, with Inclining Weights)
tan = Movement of Pendulum Length of Pendulum
The inclining experiment measures GM accurately, and since the ships drafts are known, KM
can be found, KG is then found using KG = KM - GM.
Free Surface Effect
Liquid that only partially fills a compartment is said to have a free surface that tends to
remain horizontal (parallel to the waterline). When the ship is inclined, the liquid flows to
the lower side (in the direction of inclination), increasing the inclining moment.
Background:
If the tank contains a solid weight, and the ship is inclined, the center of buoyancy shifts in
the direction of the inclination and righting arms (GZ) are formed.
Replacing the solid with a liquid of the same weight, when the ship is inclined, the surface of
the liquid remains horizontal. This results in a transfer of a wedge of water, which is
equivalent to a horizontal shift of weight, causing gravity to shift from G
0
to G
2
.
The wedge of water transferred increases as the angle of inclination increases, therefore, the
center of gravity shifts a different amount for each inclination.
Due to the horizontal shift of the center of gravity, the righting arm is now G
2
Z
2
. To
determine the effect on stability, a vertical line is projected upward through G
2
(see below).
Where this line crosses the ships centerline is labeled G
3
. The righting arm G
3
Z
3
is the same
length as the righting arm G
2
Z
2
. Therefore, moving the ships center of gravity to position G
2
or G
3
yields the same effect on stability. Movement from G
0
to G
3
is referred to as a Virtual
Rise of the center gravity.
To calculate the virtual rise in the center of gravity due to the Free Surface Effect, use the
following equation:
B = The breadth (width) of the compartment
L = The length of the compartment
W
F
= The ships final displacement (after flooding water added)
Factors Effecting Free Surface Effect
Pocketing
Free Surface Effect can be reduced, to some extent, by creating pocketing. Pocketing occurs
when the surface of the liquid contacts the top or bottom of the tank, reducing the breadth
(B) of the free surface area.
Since the effects of pocketing can not be calculated, it is an indeterminate safety factor. The
Free Surface correction will therefore indicate less overall stability than actually exists.
Surface Permeability
Impermeable objects (engines, pumps, piping systems, etc) inside a flooded space project
through and above the liquid surface. These objects inhibit the moving water and the
shifting of the wedge may or may not be complete, thus reducing Free Surface Effect. The
impermeable objects also occupy volume, reducing the amount of flooding water (movable
weight) that can fill the space.
Swash Bulkheads (Baffle Plates)
In addition to some structural support, these bulkheads are designed to reduce Free Surface
Effect. They are longitudinal bulkheads that hinder, but do not prevent, the flow of liquid
from side to side as the ship rolls or heels. They are found in tanks, voids, double bottoms,
bilges, etc.
Sluice Valves
Free flow (Sluice) valves on tankers allow opposing tanks to be cross-connected. When large,
partially filled tanks are connected, Free Surface Effect increases, and the vessel becomes
less stable.
Conditions of Free Surface Effect
1. FSE increases with increased length and width of compartment
2. FSE increases when displacement decreases (de-ballasting)
3. FSE is independent of the depth of the liquid
Example Problem
The firemain ruptures, flooding a compartment with 0.91 metre of saltwater. Displacement
prior to flooding was 4485 MT. The dimensions of the space are: L=9.14m B=12.8m
Calculate the weight added by the flooding water:
2. Calculate the new displacement:
3. Calculate the virtual rise in G due to Free Surface Effect:
Free Flow Effect
Free Flow Effect occurs when the ships hull is ruptured, allowing sea water to flow in and
out as the ship rolls. This continuous weight addition and removal causes a horizontal shift in
the center of gravity, which then equates to another virtual rise in the center gravity.
Three conditions must exist for Free Flow Effect:
The compartment must be open to the sea.
The compartment must be partially flooded.
The compartment must be off centerline or asymmetrical about centerline.
When the vessel below is inclined, it experiences a horizontal weight shift due to the Free
Surface Effect. The center of gravity shifts from G
0
to G
2
. The center of gravity is shifted
further from centerline due to the flooding weight addition/removal as the ship rolls. This
reduces the righting arm from G
2
Z
2
to G
4
Z
4
. By extending the line of gravitational force up to
the centerline, position G
5
is found. This increase from G
3
to G
5
is the virtual rise of gravity
due to the Free Flow Effect.
The virtual rise in the center of gravity due to the Free Flow Effect (G
3
G
5
) is found using the
equation:
B = Breadth (width) of the compartment
L = Length of the compartment
Y = The distance from the center of gravity of the compartment to the Centerline of the ship
W
F
= The ships displacement following damage
The factors which minimize Free Surface Effect (pocketing, surface permeability, swash
bulkheads, etc) will also minimize Free Flow Effect. There is one additional factor associated
with Free Flow: the size of the hole in the ship.
How the size of the hole affects Free Flow is not something that can be calculated. The FCE
equation does not account for the hole. Basically, if the hole is small, less water will be
added/removed to/from the ship. The larger the hole, the closer Free Flow Effect is to its
calculated value.
Example Problem
A vessel has a hole in the starboard side of a compartment. Displacement prior to damage
was 3700 MT. Flooding depth is 1.52 m. Calculate the total virtual rise in the center of gravity
(FSE + FCE). Compartment length is 9.14 and the breadth is 8.23m. The compartment
extends from the Starboard shipside to a distance of 2.74 m beyond the centre line on the
port side.
1. Calculate the weight added due to flooding water:
2. Calculate the ships final displacement:
3. Calculate the virtual rise in G due to Free Surface Effect:
4. Determine the distance Y for calculating the Free Flow Effect:
The center of the compartment is 4.11 m from the inboard bulkhead, and the ships
centerline is 2.74 m from the inboard bulkhead.
5. Calculate the virtual rise in G due to Free Flow Effect:
6. Calculate the total virtual rise in the center of gravity:
GG (virtual) = FSE + FCE = 0.11 + 0.038 = 0.148 m
Trim
Trim
For a rectangular box shaped vessel, when a weight is added on to one side the vessel would
list to that side.
If however the weight is added either behind or ahead of the of the midship area but within
the centre line partition of the ship then the vessel would get tilted either forward or aft.
This tilting is known as TRIM
Thus trim is the longitudinal equivalent of list.
However there is a fundamental difference in the way the List and Trim are noted. List is as
we know expressed in degrees, trim may be measured also in degrees but the expression is
in Feet or Metres.
Thus Trim may be defined as the difference between the draft at the fore perpendicular and
the draft at the aft perpendicular.
Unlike list which is stated as Port or Starboard, Trim is stated as Positive or Negative more
usually as Trim meaning trimmed by stern, taken as positive. And Trim by head meaning
negative and that the draft ahead is more than the draft astern.
Moment to Change Trim 1 cm (MCTC)
Now we have seen that to change the Trim we need to move weights in the fore and aft line
of the ship.
This then brings about a moment, and the moment required to change the trim by 1 cm is
given by:
MCTC = (W x GMl) / 100 x L
Where W is the displacement of the vessel in tonnes
GMl is the longitudinal metacentric height (m)
L is the Length between perpendiculars (m)
Centre of Floatation
This is the imaginary point where the ship pivots. It is the centre of gravity of the water plane
area. The centre of Floatation is also referred to as the Tipping Centre
A box shaped vessel with a rectangular water plane area would have its centre of floatation
amidships, whereas on a ship shaped vessel the centre of floatation would be either slightly
forward or abaft of amidships.
Remember all trimming moments are taken about the centre of floatation, since it is around
this point that the vessel pivots.
Change of Trim
This is the difference between a earlier trim and the latest trim. For example the trim that
the vessel had on departure and the proposed trim that the vessel would have on arrival at
the destination port.
Longitudinal Metacentre (ML)
In the manner of the Metacentre, the Longitudinal Metacentre is the point of intersection
between the verticals passing through the centre of buoyancy when the vessel is on an even
keel and when the vessel is trimmed.
Longitudinal Metacentric Height (GML)
This is the vertical distance between the Centre of gravity of the vessel and the longitudinal
Metacentre
In the above figure we see that
GG1 = (w x d) / W
Or W x GG1 = w x d
Trimming moment = W x GG1 = w x d
The vessel trims until G and B come in the same vertical line again
Also take note that since the distance BG is very small as compared to BML, sometimes BML
may be substituted for GML in calculations, without any appreciable error
Tan = trim / LBP = t /L where, trim in cm and LBP is in metres
Tan = GG1/ GML = (w x d) (W x GML) because
GG1 = (w x d)/ W
T/ 100L = (w x d) / (W x GML)
T = (w x d) x 100L (W x GML)
T = (w x d) / MCTC = Trimming Moment / MCTC
Where Trim obtained will be in cm.
Trim = t / 100L
Where L = LBP
T trim in cms
To find the change of draft forward and aft due to change of trim
Change of trim = Trimming Moment / MCTC
Change of draft aft (cm) = (l x change of trim) / L
Where:
L is the distance of the centre of floatation from the aft perpendicular (m)
L is the LBP (m)
Change of draft forward (cm) = change of trim change of draft aft
Or
Change of draft aft (m) = (L-l) / L x Change of Trim
Effect of loading, discharging or shifting weights
Loading / discharging at the centre of floatation will produce no change of trim but the draft
will only change
Only if the weight is shifted to either forward d or aft will we get a trimming effect.
Shifting a weight will on the other hand give only a change of trim but not of draft
So, loading can be considered as loading at the centre of floatation and then shifting to the
desired place
Similarly discharging can be considered as shifting to centre of floatation first and then
taking the load off the ship
Effect of loading, discharging or shifting weights
So the two components to be calculated are:
a. Change of draft
b. Change of trim
Then we go on to calculate the draft forward and aft
Hence calculate these problems as follows:
Bodily sinkage = W / TPC
Then calculate the change of trim
Change of trim (cm) = Trimming Moment / MCTC
3. Then calculate the change of aft draft change of aft draft (cm) = l / L x COT
4. Then calculate the change of draft forward change of draft forward (cm) = COT change
of draft aft
OR
(L-l) / L x COT
Curves of Statical Stability
Load Line requirements for minimum stability conditions
The area under the GZ curve shall not be less than
0.55 m-rad up to an angle of 30
0.09 m-rad up to an angle of either 40 or the lesser angle at which the lower edges of any
openings which can not be closed weather-tight are immersed
0.03 m-rad between the angles of heel of 30 and 40 or such lesser angle as mentioned
above
The Righting Lever (GZ) shall be at least 0.20m at an angle of heel equal to or greater than
30
The maximum GZ shall occur at an angle of heel of not less than 30
Initial transverse metacentric height shall not be less than 0.15m. For ship carrying timber
deck cargo complying with (a), this may be reduced to not less than 0.05 metres.
Curve Of Statical Stability
Graph where GZ is plotted against the angle of heel.
Drawn for each voyage condition by the ships officer.
This curve is for a particular displacement and KG.
From this curve it is possible to ascertain the following:
Initial metacentric height point of intersection of the tangent drawn to the curve at the
initial point and a vertical through the angle of heel of 57.3 (1 radian).
Angle of contraflexure the angle of heel up to which the rate of increase of GZ with heel is
increasing. Though the GZ may increase further, the rate of increase of GZ begins to
decrease at this angle.
The range of stability where all GZ values are positive.
The maximum GZ lever & the angle at which it occurs.
The angle of vanishing stability beyond which the vessel will capsize.
The area of negative stability
The moment of statical stability at any given angle of heel (GZ x Displacement of the ship).
The moment of dynamical stability work done in heeling the ship to a particular angle.
Dynamical stability at = W x A (in t-m-rad)
W = Displacement (in tonnes)
A = area between the curve and the baseline up to the given angle of heel (in metre-
radians).
GZ Cross Curves of Stability
To draw the curve of statical stability, we need GZ values for various angles of heel.
For this we use the GZ cross curves of stability.
These curves are provided for an assumed KG, tabulating GZ values for various
displacements and angles of list.
Called cross curves because the various curves actually cross each other.
Since the curves are plotted for an assumed KG, if the actual KG differs from this a correction
(GG
1
Sine) needs to be applied.
This correction is positive if the actual KG is less than the assumed KG and vice-versa.
After obtaining the GZ values at various angles, the curve of statical stability is prepared.
KN Cross Curves of Stability
Same as the GZ cross curves and also used to get the GZ values for making the curve of
statical stability.
The only difference being that here the KG is assumed to be ZERO.
This solves the problem of a sometimes positive and sometimes negative correction, as now
the correction is always subtracted.
GZ = KN KG Sine