GZ Curves

Let G move G1, Then it can be seen with a shift of CARGO, the Vessel will Capsize
Earlier

GZ(m)
Initial GZ

Vessel with
the shift of
cargo
GZ Max

GZ Max

Angle of
vanishing
stability < v/s
GM

Heel
Dec 57.3

RANGE

Summary:
1.GM does not change
2. Deck age does not change
3.At 0 deg GZ does not change
4.Vsl as a list /GZ =0
5.GZ max is Reduced
6.Angle V/S Reduced
7.Range Reduced
8.Area under Curve Reduced

Remarks:
a) Shift of Bulk Cargo
 m1

g
g

Cargo

B
1) GM Reduced
2) Deck age Immersion not Changed
3) GZ at 0 deg is negative

G G1 G G1

B B
B
GZ Negative (Reduced) GZ=0 GZ=positive Reduced

Let G move to G1 then it can be seen on the vessel that the shift of the
Bulk cargo will Cap size earlier

Below Graph illustrates that when the bulk cargo is shifted earlier the
Vessel will capsize

GZ(m)

Initial GZ
GZ(max)

GM Angle of
GM vanishing
stability

Deck age 57.5 heel

RANGE

Summary:
1) GM is reduced
2) Deck age remains the same
3) At 0 GZ is Negative
4) Vessel has a list GZ=0
5) GZ max reduced
6) Angle of vanishing stability reduced
7) Range Reduced
 8) Area

Remarks:

Non Symentrical Icing

G1
ice

W/L2

W/L1

B
Summary:
1) GM reduced
2) Angle of deck age immersion Reduced
3) GZ is Negative
 Lets move G to G1 then it can be seen that the Vessel with a Non
symmetrical icing and heavy lift will capsize earlier
GZ(m)

Angle of vanishing stability

Initial GZ

GZ max

GM

Deck age 57.3

Summary:
1) GM is reduced
 2) Deck age is reduced
3) At 0 GZ is negative
4) Vessel has a list GZ=0
5) GZ max reduced
6) Angle of vanishing stability is reduced
7) Range Reduced
8) Area Reduced

Bilging of a side compartment

G W/L2
W/L1

Ship side Hole

B
Summary:
1) Assume GM is reduced
2) Deck age is reduced
3) GZ is negative

GZ(m)

Initial GZ

GZ max
<v/s

GM
GM

List Range heel

 Summary:
1) Assume GM is Reduced
2) Deck age immersion reduced
3) At 0 GZ is Negative
4) Vessel as a list GZ=0

Increasing Freeboard

G
 B

For up to Deck age of the vessel with the Low free

board GZ=

For Beyond Deck age immersion of the vessel with

a low freeboard GZ is increased , for a vessel with a high
Freeboard

The Increase in the free board , vessel will capsize

later

Remarks

G
W/L

B1

B
Dec: Denoted by Deck age Immersion

Angle of V/S

GZ(m) Low Freeboard

GZ(m)

GM

RANGE

Observations:
1. GM=
2. Dec Increased
3. At 0 GZ=0
4. Upto <dec of vsl with low Freeboard GZ=
5. Beyond Dec vsl with Low freeboard GM Increased
6. GZ max Increased
7. < v/s Increased
8. Range increased
9. Area Increased
Remarks:

1.1: show the effect of reducing the Freeboard

Angle of V/S

GZ(m) Low Freeboard

GZ(m)

GM

RANGE

Observations:
Observations:
1. GM=
2. Dec Decreased
3. At 0 GZ=0
4. Upto <dec of vsl with low Freeboard GZ
unchanged
5. Beyond Dec vsl with Low freeboard GM Reduced
6. GZ max Decreased
 7. < v/s Decreased
8. Range Decreased
9. Area Decreased

20/01/2012

Continuation of GZ curves

Increase in the Beam

W/L

1) GM Increased
2) Deck Edge Immersion Decreased
3) GZ=0

Remarks:
 W/L

For up to Deck edge of the Vessel with Increase beam GZ

Increased
For Beyond the deck edge On the vessel with positive
Beam GZ increased

Let G move to g1 then it can be seen that the vessel with

the ive Beam will Capsize later

Summary:
1) GM increased
2) Deck edge Decreased
3) At 0 GZ=0
4) For all<GZ increased , other than 0
5) GZ maximum Increased
6) Angle of V/S Increased
7) Range Increased
8) Area Increased

Correcting a Angle of Loll

1) GM Negative decreased
2) Angle of deck edge Immersion Decreased
3) GZ is still negative

a) GZ is Negative and increased

b) GZ is Negative and Decreased
 a) GZ Positive Decreased
b) GZ Positive Increased

Remarks:
Summary

a) 1. GM Negative decreased
2. Deck Edge Immersion Decreased
3. GZ Negative
4. For < loll GZ negative increased
5. At =loll GZ negative
6. GZ maximum Decreased
7. Range Decreased
8. < V/S Decreased
9. Area Decreased
10.Vessel has combined List /Loll

b) 1. GM positive
2. Deck Edge Immersion Decreased Further
Decreased
3. GZ Negative Increased
4. For < loll GZ negative decreased
5. At =loll GZ positive
6. GZ maximum Increased
7. Range Increased
8. < V/S Increased
9. Area Increased
10.Vessel has combined List Only
 G
MG
G

W/L

1) GM Negative
2) Deck Edge Equals=
3) GZ=0

1) GM Negative
2) Deck Edge Equals=
3) GZ=0

Remarks:
 G G
G

G G G

B B B

< Loll =Loll >Loll

a)GZ Negative a)GZ = a)GZ= +ive Decreased

b)GZ positive Inc b) GZ positive Inc c) GZ positive Inc

GZ
GZ
GZ

GM

GM
Summary:
1) GM Negative
2) Deck edge =
3) At GZ=0
4) Vessel has <(loll) (GZ=0)
5) GZ maximum Decreased
6) < V/S Decreased
7) Range Decreased
8) Area Decreased

1) GM Positive
2) Deck edge =
3) At GZ=0
4) GZ maximum Increased
6) < V/S Increased
7) Range Increased
8) Area Increased
Question:
1.What is the effect of waves on a vessel GZ curve?
Figure 1 shows a vessel with a wave of approximate
length of the ship

When WL1 the wave has a crest at the mid ship and WL2
has the waves troughs at the mid ship

Figure 2 : shows Cross section through the vessel at a,b

and c
Figure 3 : Shows a plan view of the vessel with the
waterlines 1 and 2
From which it can be seen there is a change in the water
plane area as the wave mass moves along the vessel

An increase in the water plane area would give a increase

to the BM

If we assume that the overall Central of Buoyancy KB

remains constant

Then KM and Hence GM will increase

 Grain Regulations
Orals Question (Highly)

1: With the Aid of a suitable diagram describe how compliance

with the Current Grain Regulations is determined?

Determine from the 1st principals?

Solution: Compliance from the 1st principals is as Follows

1:Complete a Draft survey = displacement =KM/KN (from the

Hydrostatic tables)

2.Complete a ullage Survey = the Volume of Grain = mass

(volume/SF(storage factor)

3.Calculate the mass =Kg =Volumetric Heeling moment

4. Calculate Kg of the Vessel therefore we can find GM>/ 0.3m

5.Calculate the Total Volumetric Heeling moment

6.Calculate the Grain heeling lever at 0

Lambda =The Total Volumetric Heeling Moment (VHM)

Storage factor (SF) X Displacement

7.Calculate the Grain heeling lever arm at 40
8.To calculate the Vessel GZ value where GZ=KN-KG sin
Plot the vessel GZ curve and the vessels grain Heeling
(arm or lever)curve on the same axis as shown following
GZ(m)

Grain Heeling arm

For Compliance:
1: GM > 0.30m
2. > 12
 3. The area bounded by the GZ Curve , the grain heeling
arm curve and the lesser of
1.A vertical Line Through (AVLT) 40
2.AVLT the angle of down flooding
3.AVLT the max difference in ordinates , this area should
not be less than 0.075mRad
4.Vessel must be Upright prior to departure
Note : The Master must be able to prove Compliance
from the 1st principals

November 2005
SQA Examination/
Question 2:
A vessel is to load a cargo of grain (stowage factor 1.57 m3/t)
Initial Displacement 6400t.initial KG 6.48m
All Five Holds are to be loaded full of grain
The T-ween decks are to be loaded as follows:
No1 TD Full
No2 TD Part full-Ullage 1.25m
No3 TD Part Full-Ullage 3.00m
No4 TD Full
The stability Data Booklet provides the necessary Cargo
compartments data for the vessel
a) With the aid of the maximum permissible Grain heeling
Moment table included in the stability data booklet ,determine if
the vessel complies with the minimum criteria specified in the
International grain code(IMO)
b) Calculate the Ships approximate angle of list in the event
of grain shifting as assumed by the international Grain code
(IMO)
 Solution:
=Storage factor: (S.F=1.57)
=VHM: Volumentric heeling Moment

Volume Mass Kg Moments VHM

(V/SF) (Mass x Kg)
6400 6.48 4147.2
1. 2215 1410.82 5.089 7179.66 409.5
2. 4672 2975.79 4.947 14721.23 1284.9
3. 1742 1109.55 4.940 5481.17 475.4
4. 3474 2212.73 4.950 10953.01 910.4
5. 2605 1659.23 8.764 14541.49 454.9
1. 1695 1079.62 11.256 12152.20 352.4
2. 1560 993.63 10.653 10585.14 1642
3. 858 482.80 10.323 4983.94 3339
4. 1674 1066.24 10.567 11266.95 604.4
TOTAL 19390.44 133336.79 9472.9
There fore Kg= Moments =133336.70 = 6.88m
Mass 19390.44
There Fore Kg=6.8m

Vessel Actual Heeling Moments = Total VHM/SF

=9472.9/1.57

= 6033.7 tns /m
-For a displacement of 19000 and 19500 and for a KG of 6.8 and
6.9 ,the maximum permissible heeling moments is not less than
7157 tns/mts

The vessels actual heeling moments 6033.7 tns/mtrs, There fore

is meets the requirements as per Table
But the Vessel exceeds the Summer load line Displacement of
19006 Tns

From the Hydrostatic table:

From the displacement of 19329 tns and 19573 , the KM varies

from 8.50 to 8.40 ,meets the vessels KG of 6.87m

There fore the Vessel GM is Greater than the required 0.03GM

Angle of Lists =
Actual Heeling moments 12
Maximum permissible heeling Moments

Gathering Inputs from the hydrostatic table and By interpolating

the same

19390.45 -19000 = 390.45 = 0.78

19500.00 -19000 500

There fore Kg for 6.8 and 6.9 m

6.8 {(7770-7577) x 0.78}+7577=7727.54

6.9 {(7339-7157) x 0.79}+7157=7298.96

Obtained from initial Kg
from the Table
There fore Kg = 6.87 -6.80 = 0.7

6.90-6.80

There Fore Heeling moments

hm={(7298.96-7727.54)x0.7}+7727.54 =7427.52 tns/m

Angle of Lists =
Actual Heeling moments 12
Maximum permissible heeling Moments

6033.7
x 12 =9.74
7427.52

List=0944
November 2008
Question 2 SQA

2. A vessel is to load a cargo of grain (stowage factor 1.65m3/t)

Initial Displacement 6200t , initial KG 8.50m

All five holds are to be loaded full of grain

The Tween decks are to loaded as follows

No1 TD ---Full
No2 TD ----Empty
No3 TD ----Part Full Ullage 1.50m
No4 TD ----Full

The stability Data Booklet provides the necessary Cargo

Compartments data for the vessel
Using the KN tables to construct a GZ curve ,determine whether
the vessel complies with the minimum Criteria Specified in the
international Grain Code (IMO)
 Guidance to surveyors for wind age for containers

1.Describe How compliance with the guidelines is

determined including how the effect of gusting winds is
considered ?
 QuickTime and a
decompressor
are needed to see this picture.

Figure 1. show,s a container vessel ,where C is the Centroid

of the wind age area and B is the Center of Buoyancy ,the wind
heeling Moment (WHM),applied to the Vessel is given by the

Wind age Area x 48.5 Kg/m2 x c b

1000
Gusts are Taken into account by Multiplying WHM x 1.5
For Compliance to the Guidelines
a) Plot the vessels Righting moments () as shown in Figure
2
b) On the Same Axis the wind Heeling moments and Gusted
wind heeling moments are shown
c) These lines are parallel to the X axis
 Figure :2

From Figure 2 is the angle of statical stability and must not

be greater than > 0.65 the deck edge Immersion
1 is 15 less
1=-15

For Compliance Area (a) must be less than or equal to the area
B<b

Note: Area A Represents the energy Applied to the Vessel,

through a combination of gusts and Rolling

Area B represents the vessel Ability to absorb energy upto the

angle of down flooding

1.What is Syncronised Rolling?

Syncronised rolling occurs when the natural roll period of the
vessel is the same as the Encounter Frequency of the Wave
System

2.What are the dangers Associated with it?

The Dangers Associated with the syncronised rolling are as

follows
1. Capsize
2. Structural damage
3. Loss of deck cargo
4. Shift of cargo
5. Injury to Personnel
6. Crew discomfort leading to Fatigue

3.Explain how a vessel natural roll period can be Altered

so that the vessel can continue on its previous course?

The Following measure can be taken so that the vessel can

continue on its previous course
a) Alter speed , if the waves are from the Beam
b) Alter the Vessel natural Roll period
c) T =2 K

This is the formula for the vessel Natural roll Period , where K is
the Radius of the Gyration and is dependent on he position of the
mass relative to the center line ,so that if the mass are moved
outboard from the center line
Changes in the GM also effect the Roll period
GM is dependent on the position of mass relative to the keel
So that the morning mass down will increase GM, but Decrease
the Roll period
Syncronised Pitching

1.What is Syncronised Pitching

When the natural Pitching period is the same as the ncounter

Frequency of the wave system

2.What are the damages associated with it?

1) Structural damage
2) Loss of Deck Crago
3) Shift of Cargo
4) Crew Discomfort
5) Other issues include the damages to the plateing from the
stern
6) Damage due to caviatation
7) Damage to the main Machinery due to Cyclic loading
8) Damage to the Rudder Plate

3.With the Aid of Suitable Diagrams Explain the

Corrections to be applied when converting from tabular
free board to assign Freeboard As per load lines?

The tabular freeboard is found from the tables of the load line
Rules

The 1st correction is to be applied is the Block Co efficient

correction (cb) Is the abbreviation
If the Vessel (cb) is >0.68 then the Freeboard is increased

This is because a high Co-efficient vessel as less reserved

Buoyancy as a precaution to its underwater volume
 Once this correction aa been applied the vessel achives a basic
Freeboard

The next correction is the Correction for the bow height

If required , the freeboard is increased until the minimum Bow

height is achived

4.Why is the Maximum Draft forward?

To maintain the Minimum bow height as required by the load

lines

Sheer Corrections:

The vessel Sheer is compared with that of a standard template as

shown in figure 1,if there is an excess sheer :then the freeboard
may be reduced ,this is because the excess sheer provides
additional buoyancy and protection to the deck and vice versa

Super structure Trunking

A correction for superstructure Trunking may be done if the

superstructure trunking meets the requirements of the loadline
regulations for the reduction in freeboard then the freeboard may
be reduced

This is because the superstructure

Trunking provides additional buoyancy and the protection to the

deck

This is called the deckline Correction

Figure 1

A correction for the deck age is applied such that the

freeboard is reduced to taking into account

The difference between the deck age and the actual heights
of the deck

Deck corrections
 If C/D <18

The freeboard is increased <this is because the vessel with a

great depth will have a reserve buoyancy and there fore sink
deeper in the event of Bilging
At this point the vessel is given is called assigned
Freeboard

Ro Ro Ferries

5. Discuss the stability problems associated wit the Design

and operations of a convectional Ro Ro vehicle ferry?

# Design Considerations:

1. Need for the bow doors compromises water tight integrity

of the ship .inner and outer doors fitted
2. Wide open Car deck may result in sever loss of Gm in the
event of water on the Deck ,Use of rectrables transverse
Bulkheads ,sponsors ,large scuppers to drain the water into
heavily Compartmental Bilges
3. Need to operate in shallow waters Requires small draft so
limiting KB and reducing stability ,increasing beam
increases BM hence increases stability
4. Need for vessel to remain upright during loading requires an
automatic Transverse Ballast system
5. Use of active stabilizers to reduce roll angle and increases
roll period

Operational Considerations
1.Need to weigh all heavy goods and estimate weights of the
passengers vehicles to produce a loading program and estimate
the vessels final GM, vehicles Carrying Harzardous Goods are
separated from the remainder for the vehicles

2. During the loading Transverse ballast system is used to keep

the vessel Upright,this may be automatic or manual

3. Once Vehicles are loaded .HGV are lashed

4. Drafts Marks are read and the ships Displacement found

from the Hydrostatic Table ,if there is a substancial difference
in the displacement of the Hydrostatic tables and that
calculated from the loading plan ,then the additional mass is
considered Located on the highest Deck for purpose of
calculating the modified GM

5.There must be a system of reporting to ensure that the bow

doors are closed prior to sailing

6. The master must be aware of possible Interaction Effects

with the other vessels on leaving and entering the harbour

7. The master must be made aware of the possible heel due to

the turning at high speed with the possible shift of vehicles