138

138.Differentiate between static and dynamic stability? Can a ship, high on GM,
be low on stability? Justify your answer with reasoning. Enlist the governing
factors you will inspect, while taking over a new ship in shipyard as Chief
Engineer for having optimum stability in both categories. Substantiate your
answer with reasons.
Ans. The differences between statical stability and dynamical stability are as
follows:

Statical Stability Dynamical Stability

1) Statical stability is defined as the ability of
a ship to regain its upright equilibrium
position, after the removal of the external
factor which caused the vessel to heel at
an angle
2) It gives the stability information of a
vessel under the condition that the
outside water is static(i.e. still)
3) It is expressed in terms of metacentric
height i.e. GM (for angle of heel up to
10o )and righting lever GZ (for angle of
heel above10o)
4) Its unit is meters
5) The static stability at two different angle of
heel can be the same
statical stability curve
1
0.8
0.6 Area 1
GZ
1) Dynamical stability is defined as the
energy required to heel the ship from
upright equilibrium till the angle of heel
in question
2) It gives the stability information of a
vessel considering dynamic behaviour of
the sea.
3) It is expressed in terms of the area under
righting moment curve(or GZ curve
multiplied by displacement of the ship in
tons)
4) Its unit is ton-meter-radian
5) The dynamic stability at two different
angle of heel cannot be the same
statical stability curve
1
0.8

0.4 equal GZ 0.6 Area 1

GZ

0.2 0.4 equal GZ

0 0.2
0 10 20 30 40 50 60 0
0 10 20 30 40 50 60
angle of heel
angle of heel

GZ value at 10o & 58o angle of heel are

same i.e. static stability is same Area under the GZ curve up to 10o angle of
heel is far less than the area up to 58o
angle of heel i.e. dynamical stability are
different
 A value of metacentric height is usually found only for the zero heel
condition. Hence, it is an accurate measure of stability only for small
disturbances – i.e., one that causes heeling of no more than about 10o. For
larger angles of heel, the righting arm GZ is used to measure stability. In any
stability analysis, the value of GZ is plotted over the entire range of heel
angles for which it is positive or restoring. The resultant curve of statical
stability shows thereby the angle beyond which the ship cannot return upright
and the angle of heel at which the restoring moment is maximum. The area of
the curve between its origin and any specified angle is proportional to the
energy required to heel the ship to that angle.
The off-shore supply vessels that are built with high foc’le and low
working after, posses a large upright GM value due to a generous beam to
length ratio, but heel angles of maximum and vanishing stability are relatively
low. This is due to the free trim affect i.e. heeling of these vessels produces a
trimming moment by the stern. These vessels will suffer a significant trimming
moment by the stern when heeled over beyond a certain point. The resulting
loss of stability beyond this angle of heel, is partly compensated for by the
relatively large beam that such ships tend to be built with, which is an
operational requirement to provide the ship with a large working deck area aft
for cargo stowage.

GZ(m)

GM
2

1
.
0

20O 40O 60O

Angle of Heel
 Such ships usually have to operate with a trim by the head and this must
be allowed for in the vessels design.
While taking over a new ship in shipyard as chief engineer, the following
governing factors for having optimum stability in both the categories(i.e.
statical & dynamical) should be inspected:-
(i) The new ship must fulfil six criteria of intact stability as follows:-
(1) The area under GZ curve should not be less than 0.055 meter-radian
up to 30o heel
(2) The area under GZ curve should not be less than 0.090 meter-radian
up to 40o heel
(3) The area under GZ curve between 30o heel and 40o heel should not
be less than 0.30 meter-radians
(4) The angle of heel for the maximum GZ must be at least 25o and
preferably >30o
(5) The righting lever GZ should be at least 0.20m at an angle of heel ≥
30o
(6) The minimum upright GM value must not be less than 0.15m
(ii) Where anti-rolling devices are installed in a ship, the above intact stability
criteria must be met when the device is in operation
(i) A number of influences such as beam winds on ships with large windage
area, icing of topsides, water trapped on deck, rolling characteristics,
following seas etc. adversely affect stability, same to be taken in to
account as far as is deemed necessary.
(ii) Provision should be made for a safe margin of stability at all stages of
voyages; regard being given to addition of weights such as those due to
the absorption of water and icing and to losses of weights, such as those
due to consumption of fuels and stores.
(iii) For ships carrying oil based pollutants in bulk, the above intact stability
criteria should be met during all loading and ballasting operations.
(iv) For ships carrying passengers, in addition to the general intact stability
criteria, the angle of heel on account of turning of the ship through rudder
should not exceed 10o. Also, the angle of heel on account of crowding of
passengers to one side should not exceed 10o.
(v) For all the loading conditions, the GM and GZ curve should be corrected
for the effect of free surfaces of liquids in tanks.
After inspecting all the data and provisions, the vessel will be considered to
be sea worthy, when all the conditions mentioned above are met with. Thus we can say
that the vessel has adequate optimum stability in both categories.