Stability Lecture Eng

Prof. Capt.
Hermann Kaps
Hochschule Bremen
Studiengang Nautik
Table of contents
Introduction............................................................................................................................................................. 3
1. Stability ........................................................................................................................................................... 4
1.1
Parameters of stability ............................................................................................................................. 4
1.1.1
Initial stability and metacentric height ............................................................................................ 4
1.1.2
Righting lever curve ........................................................................................................................ 4
1.1.3
Influence of liquid free surfaces ...................................................................................................... 6
1.2
Loading and Stability Manual ................................................................................................................. 8
1.3
Determination of KGc.............................................................................................................................. 9
1.3.1
Calculation of masses and moments................................................................................................ 9
1.3.2
In-service inclining test ................................................................................................................. 12
1.3.3
Evaluation of period of roll ........................................................................................................... 13
1.4
Stability criteria ..................................................................................................................................... 14
1.5
Effects on stability................................................................................................................................. 17
1.5.1
Transverse shifting of mass ........................................................................................................... 17
1.5.2
Wind pressure................................................................................................................................ 18
1.5.3
Hard rudder ................................................................................................................................... 19
1.5.4
Negative metacentric height .......................................................................................................... 20
1.5.5
Heavy seaway................................................................................................................................ 21
1.5.6
Resonance with encountered waves .............................................................................................. 22
1.5.7
Ingress of water ............................................................................................................................. 23
2. Draught and trim ........................................................................................................................................... 26
2.1
Pre-calculation of draught and trim....................................................................................................... 26
2.2
Calculation of change of trim................................................................................................................ 27
3. Freeboard and dead weight ........................................................................................................................... 30
3.1
Control of freeboard .............................................................................................................................. 30
3.1.1
Basic facts around the Archimedian law ....................................................................................... 30
3.1.2
The International Load Line Convention ...................................................................................... 32
3.1.3
Compliance with ILLC 66/88........................................................................................................ 33
3.2
Determination of displacement.............................................................................................................. 36
3.2.1
Comprehensive draught survey ..................................................................................................... 36
3.2.2
Simplified draught survey ............................................................................................................. 39
4. Hull strength consideration ........................................................................................................................... 41
4.1
Local strength........................................................................................................................................ 41
4.2
Longitudinal strength ............................................................................................................................ 41
4.2.1
Theoretical background ................................................................................................................. 41
4.2.2
Examples of shear forces and bending moments........................................................................... 45
4.2.3
Manual calculation of shear forces and bending moments............................................................ 50
4.3
Torsional strength.................................................................................................................................. 50
5. Guidelines on the Management of Ship's Stability........................................................................................ 52
Introduction ....................................................................................................................................................... 52
Section 1 - Definitions, documentation and recording ...................................................................................... 53
1.1
Definitions......................................................................................................................................... 53
1.2
Documentation .................................................................................................................................. 53
1.3
Records.............................................................................................................................................. 53
Section 2 - Control of stability during loading and unloading .......................................................................... 54
2.1
Minimum stability requirements in port............................................................................................ 54
2.2
Risks to stability during loading and unloading ................................................................................ 54
2.3
Measures of control........................................................................................................................... 55
Section 3 - Assessment of stability before departure ........................................................................................ 55
3.1
Defining stability limits for departure ............................................................................................... 55
3.2
Methods of assessment of stability.................................................................................................... 56
3.3
Special considerations ....................................................................................................................... 56
Section 4 - Control of stability while at sea ...................................................................................................... 56
4.1
Fuel consumption .............................................................................................................................. 56
4.2
Ballast exchange at sea...................................................................................................................... 57
4.3
Water absorption of deck cargo and icing ......................................................................................... 57
4.4
Measures in case of negative GMc .................................................................................................... 57
Section 5 - Measures before and in heavy weather ........................................................................................... 58
Page 1 of 78
Prof. Capt. Hermann Kaps
Hochschule Bremen
Studiengang Nautik
5.1
Weather tight and watertight integrity of the ship ............................................................................. 58
5.2
Stowage and securing of cargo and equipment ................................................................................. 58
5.3
Sailing in heavy weather ................................................................................................................... 59
5.4
Measures of control........................................................................................................................... 59
Section 6 - Control of stability in small fishing vessels .................................................................................... 59
6.1
General operating conditions............................................................................................................. 59
6.2
Operating in adverse weather and sea conditions.............................................................................. 60
Section 7 - Control of stability in damaged condition....................................................................................... 60
7.1
Damage stability criteria ................................................................................................................... 60
7.2
Effects of damage on stability ........................................................................................................... 60
7.3
Assessment and control of damage ................................................................................................... 61
Section 8 - Control of stability in special situations .......................................................................................... 62
8.1
Control of stability after a major shift of cargo ................................................................................. 62
8.2
Towing operations............................................................................................................................. 63
8.3
Fire fighting....................................................................................................................................... 63
8.4
Dry-docking ...................................................................................................................................... 64
Section 9 - Miscellaneous issues ....................................................................................................................... 64
9.1
Equipment for stability management................................................................................................. 64
9.2
Other considerations.......................................................................................................................... 65
Section 10 - Training requirements ................................................................................................................... 65
10.1 General education and training.......................................................................................................... 65
10.2 Specific shipboard training................................................................................................................ 65
Appendix 1 Simplified draught survey ........................................................................................................ 66
Appendix 2 Measurement of stability by in-service inclining test ............................................................... 68
Appendix 3 Measurement of stability by observing natural periods of roll ................................................. 71
Appendix 4 Adaptation of test results for assessing final conditions........................................................... 73
Annex 1
Training requirements ....................................................................................................................... 74
STCW-Code...................................................................................................................................................... 74
StAK-Ausbildungsanforderungen ..................................................................................................................... 74
Annex 2
Questions and assignments................................................................................................................ 75
Page 2 of 78
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Introduction
This booklet provides the basic outline of lectures on stability, load-line, trim and longitudinal
strength in accordance with the requirements of Chapter II of the STCW-Code, in particular
with the tables A-II/1 and A-II/2 in this Code.
Assisting material:
Loading and Stability Manual, MV. Nautilus,
Loading and Stability Manual (Extract), MV. Bockenheim,
DOS compatible diskette with a loading and stability program for MV. Bockenheim,
See-BG: Bekanntmachung ber die Anwendung der Stabilittsvorschriften fr Frachtschiffe, Fahrgastschiffe und Sonderfahrzeuge vom 24. Oktober 1984,
IMO: Extract of the Intact Stability Code:

Chapter 3 - Design Criteria applicable to all ships (Subchapters 3.1 and 3.2 only).
Students attending these lectures should have a sound knowledge of basic algebra and geometry as well as basic physics, in particular static's.
The abbreviations and symbols used in this booklet and in the Manuals are in line with a proposed standard currently under consideration in the ISO. The publications by See-BG and
IMO however show somewhat different abbreviations and symbols.
For successfully passing the examination provided at the end of the course it is strongly recommended to make use of the exercises given in this booklet, above the minimum of exercises required for admittance to the examination.
May, 2003
H. Kaps
Page 3 of 78
1.
Stability
1.1
Parameters of stability
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Studiengang Nautik
Stability of a ship is its property to float upright and to offer resistance against external heeling moments. This general property can be described more precisely by the parameters metacentric height and righting levers.
1.1.1
Initial stability and metacentric height
M
G
G
B
Figure 1: Ship in upright condition
Z
B1
Figure 2: Ship in heeled condition
Figure 1 shows the centre of mass G with the gravity vector pointing down and the centre of
buoyancy B with the buoyancy vector pointing up.
Figure 2 shows the ship slightly listed by the angle . The shift of immersed volume has
moved the centre of buoyancy from B to B1. Weight and buoyancy now provide a pair of vectors, which upright the ship again. The appropriate righting lever is GZ = GM sin [m].
This is only true if the intersection M of the buoyancy vector with the midship plane is placed
above the centre of mass G. M is called the metacentre and is defined as the intersection of
neighbouring vectors of buoyancy within a range of heel of about 5 (i.e. to starboard or
port). The metacentric height GM is the first and most important parameter of stability. It
should be positive, i.e. M should be situated over G at all times.
The position of M depends on the draught of the vessel and is pre-calculated and tabulated as
KM by the naval architect and provided to the mariner in the Loading and Stability Manual.
The position of G depends on the vertical distribution of masses in the ship (hull, equipment,
cargo bunkers, ballast) and is at the full disposal and responsibility of the mariner. The supervision and control of KG is the main issue of the management of ship's stability. The relation
between GM and KG is shown in Figure 2: KG = KM GM or GM = KM KG.
1.1.2
Righting lever curve
Figure 3 shows a heel of more than 5 where typically the intersection of the buoyancy vector
intersects the midship plane in N, which is above M. This increase of the metacentric height is
generally referred to as "additional form stability". The righting lever GZ exceeds the appropriate value of GM sin .
It should be noted, however, that with increasing heeling angles, in particular after the deck
edge is immersed, N starts moving downwards again, passes M and reaches G at large angles
of heel. At this heeling angle the righting lever GZ is equal to zero.
Page 4 of 78
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N
M
G
B
Z
B
Figure 3: Heel of more than 5

The righting levers GZ () are the second important parameters of stability at heeling angles
above 5. GZ is calculated by the formula:
GZ () = LK (, T) KG sin
[m]
LK equals KN sin and is provided by the naval architect in form of tables or diagrams with
the entry parameters draught T and angle of heel in the Loading and Stability Manual. LKvalues are commonly referred to as cross curve-values.
.50
GZ [m]
.40
.30
GMC
.20
.10
0
0
10
20
30
40
50
57.3
60 []
70
Figure 4: Typical righting lever curve

Although righting lever curves can be precisely calculated using the LK-values and a given
KG, there is no simple formula for obtaining GZ-values. There are however approximations
for righting lever curves:
up to 5 heel:
GZ () = GM sin [m]
up to 15 heel:
BM
GZ () = GM +
tan2 sin
2
(with BM KM 0.53 mean draught)
Page 5 of 78
[m]
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Studiengang Nautik
The gradient of the righting lever curve at zero degrees heel is found by the first derivation of
the equation GZ = GH sin :
dGM
= tan ( = 0) = GM cos 0 = GM
d
The triangle showing the gradient angle has a base of 1 radian = 57.3. This triangle can be
used to draw the righting lever curve in the vicinity of 0 heel.
1.1.3
Influence of liquid free surfaces
Any liquid free surfaces in tanks or other spaces on board will move athwartship as the ship
heels and thus increase the heel. Liquid free surfaces have an adverse effect to stability and
should therefore be generally avoided.
b
b/2 tan
2/3 b
Figure 5: Liquid free surface in a double bottom tank of length l and breadth b
The heeling moment from a liquid free surface acting at a tiny angle of heel can be calculated from the prism of liquid moving athwartship.
volume
b
1
b
tan
l
2
2
2
distance
2
b
3
mass moment =
[m3]
[m]
l b3
tan
12
[tm]
This transverse mass moment causes the ship's centre of mass to shift by
GG1 =
l b3
tan
12 DISM
[m]
Figure 6 shows the remaining righting arm G1Z.
Figure 6 shows further
GG1 = GGc tan [m]

Combining the two equations for GG1 provides a formula which shows the influence of liquid
free surfaces independent from the angle of heel.
GGc
l b3

12 DISM
iB
DISM
[m]
The term l b3 / 12 is the moment of inertia for a rectangular area l b. It is referred to as iB.
Page 6 of 78
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GC
G
Z
G1
Figure 6: Correction for liquid free surfaces GGc

The term iB can be obtained for any shape of free surface by adding narrow stripes of rectangular shape. Values of iB are provided for the ship's tanks in the Loading and Stability Manual. The calculation of GGc for a number of liquid free surfaces is:
GGc
(i
DISM
The vertical position of the tank, i.e. is it a double bottom tank, side tank, top tank or swimming pool, has no influence on the free surface effect.
Special terms of iB are given for surfaces of triangular, trapezoid and circular shape.
B
iB =
l b3
48
iB =
l (B 4 b 4 )
48 (B b)
iB =
d4
64
Figure 7: Moments of inertia for special shapes

The free surface effect can be interpreted as an apparent lifting of G which increases KG to
KGc or reduces GM to GMc. The apparent centre of mass Gc is relevant to all practical considerations within the management of ship's stability.
Page 7 of 78
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Homework exercises No. 1

For the following exercises the ship is assumed to be immersed in seawater. Recommended
scale for GZ-curves:
-axis:
10
2 cm
GZ-axis:
0.1 m
1 cm
.1
MV. Nautilus: draught TKC = 7.60 m; KG = 8.60 m; iB = 328 tm

Determine DISV, DISM, GMC, KGC and draw the GZ-curve.
.2

.3

.4

.5

.6
MV. Bockenheim: draught TKC = 10.55 m; KG = 9.40 m; iB = 936 tm

.7
MV. Bockenheim: draught TKC = 8.64 m; KG = 7.35 m; iB = 571 tm

1.2
Loading and Stability Manual
Loading and Stability Manuals are required by the SOLAS Convention and the International
Load Line Convention ILLC. They shall contain all necessary information to enable the master and his officers to load and operate the ship in a safe manner.
IMO has developed a Model Loading and Stability Manual and published it by MSC/Circ.
920 in June 1999, with the aim to promote a world-wide uniform layout and terminology of
such information. The manual for MV. Nautilus, Version 2.0, follows the proposed draft layout. It contains symbols and abbreviations being currently under consideration within Standards Organizations (CEN and ISO).
It is of utmost importance for any master or cargo officer to get familiarised with the arrangement and details of information contained in the Loading and Stability Manual of his
present ship. For the purpose of training the following questions and exercises should be
worked with reference to the manual of MV. Nautilus.
.1
Give the principal dimensions of the ship.
.2
Give the winter-, summer- and the tropical draught.
.3
The after peak is filled with sea water to 3.6 m sounding. Give volume, mass, free surface moment and the co-ordinates of the after peak contents.
.4
Draught TKC = 6.95 m. Give DISV, DISM, TPC, KM, MTM, XB and XF.
.5
Draught TKC is 7.25 m. Give the LK-values for this draught.
.6
Explain the Information Category 1A.

Page 8 of 78
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.7
Give the co-ordinates of a 20'-container in Bay 15, Tier 84, Row 01 with ZG at 50% hc.
.8
Give the co-ordinates of a 40'-container in Bay 20, Tier 06, Row 06 with ZG at 40% hc.
.9
Give the maximum stack load for Bay 08, Row 03 on deck.
.10
Give the maximum stack load for Bay 17, Row 02 in hold.
.11
Explain the difference between the figures of DISV and DISM within Table 6 for any
given draught TKC.
.12
How many 9.5' high cube containers can be stowed in Bay 13 under deck?
.13
Which density of HFO is used in the manual?
.14
What is the total capacity of HFO tanks?
.15
Which ballast tank shows the most severe free surface effect?
.16
Which "angle of flooding" appears at 7 m draught and 1 m trim by stern?
.17
Which is the maximum permissible KGc at 7 m draught and 3 tiers containers on deck
with regard to the IMO Intact Stability Code?
.18
Give the mass and the co-ordinates of the "light ship".
.19
Give the minimum operational draughts forward and aft.
.20
Bay 03 is loaded on deck with 4 tiers. Give the maximum permissible stern trim with
8 m mean draught due to SOLAS sight line requirements.
1.3
Determination of KGc
KGc can be found by two methods. The first method is the calculation of masses and moments. This can be done at any early planning stage in a complete synthetic way.
The second method is the direct measurement of GMc by an in-service inclining test or by
evaluation of the ship's natural period of roll. From this GMc the KGc is obtained. It is obvious
that for the measurement method the ship must be available and loaded to the actual condition.
1.3.1
Calculation of masses and moments
The principle of this calculation is demonstrated by the task to find the centre of mass of a
number of heavy balls of different weights lined up on a weightless rod.
x
m3
m1
m2
m4
x1
x2
x3
x4
Figure 8: Centre of mass of lined up balls
Page 9 of 78
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Figure 8 shows 4 balls of different masses and different distances from an arbitrary reference
line. The right turning mass moments can be described as:
4
(m
i =1
xi )
The counter-balancing left turning moment will be:

x
i=1
So the distance of the counter-balancing force (at the centre of mass) from the reference line
is:
4
(m
i =1
xi )
i=1
This formula can be converted for the calculation of KGc as follows:

KG
(m
KGc
KG +
KGc
(m
ZG i)
DISM
i
(i
[m]
)
[m]
DISM
ZG i) +
DISM
(i
[m]
The practical calculation uses a clearly arranged calculation pattern which can be seen in the
Loading and Stability Manual of MV. Nautilus.
For a single added or subtracted mass in the system a simple formula can be derived from the
above formula:
m ( ZG KG C )
[m]
KGC =
DISM m
Example: DISM = 12500 t; KGc = 8.50 m; m = 130 t to be loaded in ZG = 14.35 m.
Calculate the change of KGc:
KGc =
130 (14.35 8.50)

12500 + 130
= 0.06 m
Even more simple is the formula obtained for the change of KGc from a vertical shift of a single mass:
m e
[m]
KGc =
DISM
The distance e should be taken as the vertical component of any true distance of shifting.
Example: DISM = 2580 t; shifting of 45 t from ZG = 12.4 m to ZG = 2.5 m. Calculate KGc:
KGc =
45 (2.5 12.4)
= 0,17 m
2580
Page 10 of 78
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Figure 9: Vertical shift of a single mass

.1
MV. Bockenheim shall be loaded as follows:

FO deep tanks P+S 98%
FO bunker tanks P+S 98%
FO settling tanks each 50%
DO tanks 8 P+S 80%
LO tanks 10,11 C 98%
FW engine room 100%
Hold 1 full with 3753 t
Stores: 75.0 t, ZG = 16.76 m
Calculate KGc, GMc, DISM, GZ-curve
Note: Don't forget the light ship mass!
.2
MV. Nautilus is loaded as in Condition 8.1:

Calculate KGc, GMc and the righting levers after filling the swimming pool.
.3

Calculate KGc, GMc and the righting levers for the following changes in container
masses:
all containers in tier 84 have an average mass of 10 t each,
tier 86 is completely loaded with empty containers of 2 t each.
Page 11 of 78
.4
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Calculate KGc, GMc and the righting levers for the assumption that c.o.g. of all containers is at 43% of container height.
.5
1.3.2
Calculate KGc and the new KGc:

DISM = 7365 t;
KGc = 6.53 m;
m = 1135 t in ZG = 12.40 m
DISM = 8269 t;
KGc = 8.55 m;
m = 263 t in ZG = 0.75 m
DISM = 12327 t;
KGc = 7.23 m;
m = 628 t in ZG = 9.77 m
DISM = 4225 t;
KGc = 5.83 m;
m = - 317 t in ZG = 2.15 m
DISM = 2218 t;
KGc = 4.66 m;
m = 212 t shifting 4.30 m up
DISM = 9712 t;
KGc = 6.89 m;
m = 519 t shifting 10.20 m down
DISM = 18725 t;
KGc = 9.22 m;
m = 1830 t shifting 6.20 m up
In-service inclining test
The in-service inclining test is aimed to determine the actual metacentric height of the vessel
by measuring the reaction of the ship to a defined heeling moment. Assumed the ship was
upright at the beginning there will be a heeling angle after the shift of mass m.
e
ecos
Figure 10: Defined heeling moment m e

The effective heeling moment is m e cos . The righting moment is DISM GMC sin for
5.
DISM GMC sin = m e cos [tm]
GMC =
m e
DISM tan
[m]
In practice there is rarely a perfect upright ship at the beginning of the test. Therefore the angle of heel must be measured before and after the shift of mass and the tan replaced by
tan .
Other practical aspects of this test are described in detail under chapter 5 of this paper. A
sound description is found in the "Bekanntmachung von 1984" by See-BG, pages 4 and 5.
Page 12 of 78
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.1
MV. Nautilus: mean draught 7.20 m in seawater; shifting an 18.6 t container from
178208 to 178205 produces a change of heel of 2.3 to SB. Determine DISM, GMc,
KGc.
.2
MV. Nautilus: mean draught 8.15 m in water of 1.018 t/m3; shifting a 20.4 t container
from 098407 to 078606 produces a change of heel of 1.9 to PS. Determine DISM,
GMc, KGc.
.3
MV. Nautilus: mean draught 7.68 m in water of 1.009 t/m3; shifting a crane boom
from port to starboard at 10 boom angle produces a change of heel of 4.1 to SB. Determine DISM, GMc, KGc.
.4
MV. Nautilus: mean draught 6.85 m in fresh water; shifting a crane boom from longitudinal position to 90 starboard at 10 boom angle produces a change of heel of 2.4
to SB. Determine DISM, GMc, KGc.
Note: DISM in dock-water must be calculated by the Archimedian law: DISM = DISV
1.3.3
Evaluation of period of roll
The natural period of roll T of the vessel can be used to calculate the metacentric height
GMc. The theory of this method is based on the physical pendulum.
T = 2
moment of inertia
nominal righting moment
Moment of inertia
Nominal righting moment
(m
ri
DISM g GMc
i
Figure 11: Tube of equivalent moment of inertia

The moment of inertia of the ship about its longitudinal axis can be expressed by the equivalent moment of inertia of a tube with the diameter d and the mass equal to DISM.
With this assumption the formula for T reads:
Page 13 of 78
T = 2
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DISM d 2 / 4
DISM g GMc
This equation can be simplified to:

2
T =
or
GMc
GMc =
d

T
Usually d is expressed as a proportion of the ship's breadth B with the appropriate co-efficient
C:
d = C B
So the final version of the formula reads:
T =
C B
or
GMc
GMc =
C B
The dimensions are no longer correct since has been simplified against the square-root of g.
The value of C can only be estimated. It should be taken as 0.76 for homogeneously loaded
vessels. It tends to be greater up to 0.82 with large peripheral masses like ballast in double
bottom and side tanks or high deck cargo. It tends to be smaller up to 0.70 with masses concentrated to the centre of the ship's hull like iron ore cargo.
The measurement of rolling periods must be done in port. Rolling motions at sea are disturbed
by forced oscillations from waves and offset by the influence of ship's speed.
Practical aspects of this method are described under chapter 5 of this paper as well as in the
"Bekanntmachung von 1984" by See-BG, pages 5 to 7.
.1
MV. Nautilus is loaded to reference draught 6.83 m in dock-water of 1.018 t/m3. 1.5
roll-oscillations are observed taking 26.4 seconds. C is estimated to 0.78. Calculate
DISM and KGc.
.2
MV. Nautilus is loaded to reference draught 8.29 m in seawater. 2 full roll-oscillations

are observed taking 43.6 seconds. C is estimated to 0.82. Calculate DISM and KGc.
.3
MV. Bockenheim is loaded to reference draught 10.85 m in dock-water of 1.020 t/m3.

1 roll-oscillation is observed taking 18.8 seconds. C is estimated to 0.72. Calculate
DISM and KGc.
.4
Explain conditions of a ship influencing the C-value.
.5
Explain the method of triggering and observing roll-oscillations in a practical way.
1.4
Stability criteria
Stability criteria are established to describe minimum requirements. They originate from research on ship losses and stability accidents. Observing such minimum requirements does not
provide absolute safety in any condition of weather and seaway. There is only a high probability that the ship will survive.
Page 14 of 78
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The so-called IMO-criteria, laid down in the Intact Stability Code, are commonly accepted
world-wide. Also ships under German flag will be operated under IMO-criteria after 1999.
Existing ships under German flag may however still be operated with the See-BG-criteria
laid down in the "Bekanntmachung von 1984". See-BG-criteria are more stringent. They provide a higher margin of safety, and consequently less deck cargo capacity.
The following overview is applicable for normal dry cargo ships including container ships:
See-BG-criteria
GZ30 0.20 m for L 100 m
GZ30 0.002L for 100 < L 200 m
GZ30 0.40 m for L > 200 m
GMc 0.15 m
A30 0.055 mrad
A40 0.090 mrad
A30-40 0.03 mrad
Range of positive GZ values 50
GZ30 to be increased if range < 60
Deck cargo:
heel from wind pressure less than 18 or less
than an angle producing 10% residual freeboard on the low side and
GMc 0.30 m for L 100 m
GMc 0.005L 0.2 for 100 < L 120 m
GMc 0.40 m for L > 120 m
IMO-criteria
GZ 0.20 m at 30
GZmax at 25
GMc 0.15 m
A30 0.055 mrad
A40 or AF 0.090 mrad
A30-40 or A30-F 0.03 mrad
Weather criterion to be used in addition to the
above criteria: area b area a (see IS-Code)
AF = area under the righting lever curve up to the angle

of flooding
This overview does not provide all details. The original text must be used for individual application of the criteria. The following calculation scheme may be used for calculating the
areas under the righting lever curve, provided, the angle of flooding is greater than 40.
GZ(
) [m]
10
20
30
40
Area up to 30
Factor
Product
3
3
+
1
+
1 =
Areas
[mrad]
Factor 0,0654
A30 =
Area up to 40
Factor
Product
2
1
+
2
+
0,5
+
2 =
Factor 0,1164
A40 =
A30 =
A40 A30 =
Both, See-BG- and IMO-criteria, are not very comfortable for practical use. They are intended
as approval criteria to be used by the flag State Administration in the first place. Their use in
daily shipboard practice requires pre-calculated curves or tables of limiting values of KGC or
GMC in relation to the mean draught. This information is mandatory by SOLAS regulation.
Such a table of limiting KGC-values is given in the Loading and Stability Manual of
MV.Nautilus. Height of deck cargo may be a separate parameter as it influences the wind
pressure.
Page 15 of 78
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YARD:
KGC-limit values acc. to See-BG for yard No.:
KM [m]
KGC [m]
10.1
10.0
9.9
9.8
9.7
9.6
9.5
KM for 2 m stern trim
KM for 1 m stern trim
KM for even keel
9.4
9.3
9.2
for 2
tiers
9.1
9.0
KGCmax without deck cargo

8.9
for 3
tiers
8.8
for 1 tier containers on deck
8.7
8.6
for 4
tiers
8.5
8.4
4.0
damage
stability criteria
4.5
5.0
5.5
6.0
6.5
7.0
7.5
mean draught [m]
8.0
By observing the above KGC limit values the stability criteria according to the See-BG
"Bekanntmachung von 1984" will be complied with.
The lower KGC limit values for deck cargo must be observed, if the mass of containers
loaded on deck exceeds 10 % of the mass of containers loaded in the cargo holds.
Between the limit curves for one to four tiers of containers on deck should be interpolated
as appropriate. The KGC limit values remain valid also with stern trim and thereby greater
KM values.
Figure 12: KGC-limit curves for MV. Nautilus by See-BG

Another aspect of judgement regards the ship's behaviour in a seaway. A ship is considered as
stiff
normal
weak
tender
with
with
with
with
T 0.75 B,
0,75 B < T 1.25 B,
1.25 B < T 2 B,
2 B T.
(B in metres compared to T in seconds)
Page 16 of 78
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.1
Criteria by See-BG:
A ship of L = 98 m shows the following stability parameters: GMC = 0.58 m; GZ10 =
0.09 m; GZ20 = 0.16 m; GZ30 = 0.20 m; GZ40 = 0.19 m; GZ50 = 0.12 m; GZ60 = 0.01
m. Check the suitability of these parameters with regard to the minimum criteria by
See-BG.
.2
Criteria by IMO:
A ship of L = 128 m shows the following stability parameters: GMC = 0.40 m; GZ10 =
0.08 m; GZ20 = 0.17 m; GZ30 = 0.32 m; GZ40 = 0.17 m; GZ50 = 0.04 m. Check the
suitability of these parameters with regard to the minimum criteria by IMO.
.3
Determine the stability parameters of MV. Nautilus at TKC of 8.20 m and KGc of
8.84 m. Check which of the parameters is at its limits.
Note: MV. Nautilus is operating with IMO criteria.
1.5
Effects on stability
The stability of a ship may be affected in various ways. For the general understanding of such
effects on stability the most common phenomena are explained below.
1.5.1
Transverse shifting of mass
If a mass within a ship shifts transversely the centre of mass of the whole ship shifts as well.
GG1 =
m e
DISM
[m]
G1
m
e
Figure 13: Transverse shifting of mass

This transverse shift of G acts as a heeling lever ko at 0 heel. For any other heeling angle this
heeling lever is reduced to k = ko cos . In this way a complete heeling lever curve can be
drawn into the current righting lever diagram.
Page 17 of 78
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.40
GZ [m]
.30
residual stability
.20
.10
0
0
10
st 20
30
40
50
60 []
70
Figure 14: Diagram of righting and heeling levers

From this diagram two important information's can be taken:
the statical angle of heel,

the residual stability (hatched area).
There are no commonly agreed criteria as when to abandon ship in such a case. This depends
largely on the existing seaway and on remaining chances to reduce the heeling moment
quickly by appropriate measures. However, the Grain Code and the Survival Criteria for damaged tankers make use of this balance of righting and heeling levers.
As general advice can be taken: The situation has become critical if the hatched area, presenting the residual stability, is less than the area under a minimum GZ-curve in the upright condition.
If the heeling moment me is unknown after a shifting of cargo has occurred, it can be estimated from the observed statical angle of heel. The heeling lever k is taken from the righting
lever curve at st,
k
ko
=
cos st
me =
ko DISM
The heeling lever curve can be drawn with k = ko cos . In a real distress condition, the
heeling lever curve can be replaced by a simple horizontal line, drawn through the intersection
of the righting lever curve with a vertical line erected at the angle of heel st.
1.5.2
Wind pressure
The pressure of wind to a ship's side and deck cargo may result into a considerable list of the
ship and is therefore considered as a threat to stability.
A simplified formula for the determination of this list assumes an even pressure distribution
over the height of the affected area and a wind direction beam to the ship's course.
Typical wind pressures are given by See-BG in the "Bekanntmachung von 1984" with
p = 1.0 kN/m2 at approximately Bft 12
Page 18 of 78
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The IMO Code on Intact Stability uses 0.504 kN/m2 for the "weather criterion".
wind
force
wind
pressure
z
counter
pressure
from drift
Figure 15: Heeling moment by wind pressure

The wind heeling lever z is defined as the vertical distance from the centre of the projected
area of wind attack above the waterline to the centre of the underwater lateral area. The latter
can be taken as a point at one half the mean draught.
With the area A of wind attack and the pressure p the heeling moment is p A z [kNm] at 0
heel. This moment is considered not to change remarkably with increasing heel according to
the IS-Code. See-BG however assumes a reduction with the cos or moreover with (0,25 +
0,75 cos3 ).
The corresponding heeling levers, which can be balanced with the righting levers, are calculated as follows (See-BG version).
k =
1.5.3
p A z
cos [m]
9.81 DISM
Hard rudder
A ship running at full speed heels to port in a hard rudder turn to starboard and vice versa.
The heeling force is the centrifugal force acting in the centre of mass G.
centrifugal
force
z
counter
pressure
from drift
G
counter
force
Figure 16: Heeling moment by hard rudder turn

The centrifugal force F is calculated as follows:
v2
F = DISM
[kN]
r
v = ship's speed [m/s]
r = radius of turning circle [m]
Page 19 of 78
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The heeling lever z is the difference between KG and about one half the draught (KG T/2).
With the assumption r = 5 L (IS-Code and See-BG) the heeling moment is:
MF = 0.2
T
v2
DISM KG
2
L
[kN m]
or approximately
T
v2
[t m]
DISM KG
2
L
The corresponding heeling levers, related to the ship's displacement DISM, can be balanced
with the righting levers:
M = 0.02
k = 0.02
T
v2
KG cos
2
L
[m]
The assumption of r = 5 L appears very large for new ships. It is justified to some degree by
the fact that the formula is entered with the initial speed of the ship. The better solution would
be to introduce observed turning characteristics from the manoeuvring tests of the particular
ship. In that case the formula would read, with Adv = measured advance in turning circle test
trial:
2
v0
(KG C 0.5 T + 0.25 B tan ) cos
k = 0.12
Adv
The above formula also considers the increase of the heeling lever by the breadth component
of ships with a large B/T-relation, like ferries or passenger vessels.
1.5.4
Negative metacentric height
Negative metacentric height is already the result of certain effects to stability from excessive
liquid free surfaces or wrong decisions regarding loading or ballasting the ship, or from water
soaking or icing of deck cargo. Nevertheless the behaviour of a ship with negative metacentric
height is worth a closer look.
Example: It is assumed that MV. Nautilus has a draught of 7.2 metres and a negative GMC of
0.15 m. Then the following righting levers can be found:
KM
GMc
KGc
=
=
=
LK
KGC sin
GZ
9.064 m
0.150 m
9.214 m
10
1.587
1.600
0.013
20
3.199
3.151
0.048
30
4.707
4.607
0.100
40
50
60
5.998 6.922 7.437
5.923 7.058 7.980
0.075 0.136 0.543
From the curve in Figure 17 can be found:
an unstable condition at zero degree heel,

two stable conditions at about 13.5 heel,
poor values of positive righting levers and range of stability.
Note: The scale of GZ-values and angle of heel in Figure 17 has been changed against other
GZ-curve figures in this booklet.
Page 20 of 78
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.10
initial heel by
negative GM
GZ [m]
.05
tangent with
negative inclination
0
greater heeling
to the other side
-.05
counter flooding till lolling

to the opposite side
-.10
- 40
- 30
port
- 20
- 10
10
20
30
starboard
[] 40
Figure 17: Righting lever curve with negative GMc

The heeling angles of the two stable conditions can be found more easily by using the approximation for the righting lever curve up to 15 heel from chapter 1.1.2:
BM
GZ () = GM +
tan2 sin
2
In the stable conditions GZ () must be equal to zero.

0 = GM +
BM
tan2
2
tan =
- 2 GM
BM
For the above example is found by:

tan =
- 2 (- 0.15)
= 0.239
9.064 - 0.53 7.2
= 13.45
If a ship has a list due to negative metacentric height, any attempt to right the ship by the
transverse shift of a mass will result in a sudden heel to the other side to a greater angle than
before. During this motion the ship will gather kinetic energy which causes her to swing even
further than the new angle of stable condition. This increases the risk of capsizing.
Therefore, any list in port or at sea which cannot be well explained by asymmetrical positioning of masses should be treated as a list from negative metacentric height. This however can
only be cured by improving the stability, i.e. by reducing top masses or increasing bottom
masses. It should be borne in mind that the development of low positive or even negative values of GMc can be kept undetected for a while if, in port, the ship is tightly moored to the
jetty, or at sea, the weather is calm and the sea smooth.
1.5.5
Heavy seaway
Heavy seaway causes the ship to roll and pitch and there is in principle a risk of cargo shifting
which is a threat to stability. Also heavy masses of seawater on deck may impair the stability
for a certain time.
Page 21 of 78
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Apart from these effects a high breaking wave may throw a small vessel abeam and roll her
over. This is called "capsizing by broaching to".
Large vessels however are liable to sustain a considerable "loss of stability" when riding on a
wave crest with the direction of the seaway. This effect is severest with waves of the length of
the ship and with high ship's speed because then the time span of reduced stability may be
sufficient for a capsize. Remarkable reduction of speed is necessary.
righting levers GZ [m]
1.2
in trough
1.0
0.8
2
2
0.6
in still water
3
0.4
0.2
on crest
3
0.0
0
10
20
30
40
50
60
70
80
heeling angle
Figure 18: Righting levers in still water, on a wave crest and in a wave trough
The change of, e.g., GZ30 between stillwater, crest and trough in absolute figures increases
with the size of the ship. Therefore large vessels are suffering from this influence more than
small vessels ("scale effect"). For this reason the See-BG-criteria require increased GZ30values for vessels of 100 m and above.
1.5.6
Resonance with encountered waves
If waves encounter with the ship at intervals which are equal to the rolling period or equal to
one half of the rolling period of the ship then there is the risk of resonance. Resonance causes
the rolling motions to increase until there is some reason for running out of phase due to
change of T in high amplitudes or due to irregularity in the seaway. Pure capsizes due to
resonance are very rare but shift of cargo with subsequent loss of stability is the more common consequence.
The period of encounter TE can be pre-estimated by the following formula:
2
q Tw
[s]
TE =
q T w + v cos
Tw
q
v
=
=
=
=
wave period [s] (to be measured by the foam patch method)

wave factor = 1.56 m/s2
ship's speed [m/s]
angle of encounter ( = 0 if ship is running against the sea)
Note: q Tw2 = wave length
[m]
q Tw = wave speed
[m/s]
Page 22 of 78
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The period of encounter can be largely influenced by changing course and/or speed.
Since the rolling period of the ship may change considerably with the amplitude of roll, depending of the ship's form characteristics, the pre-estimation of resonance may not be very
accurate. The method however gives a good basis for on-board observations and the gathering
of experience with a particular ship.
1.5.7
Ingress of water
Ingress of water through a leak from bottom damage or collision has four basic effects on
stability:
Added mass with an effect on KG.

Reduced freeboard with effects on KM and cross-curves.
Possible free surfaces from the entered water.
Possible heeling moment if flooding is asymmetrical.
In addition there may be effects to KM and cross-curves if the ship is heavily trimmed by the
incoming water. These additional effects cannot readily be accounted for by usual ship-board
stability documents.
The other four effects can be easily understood and pre-calculated. Pre-calculation may be
time consuming since the final stage of flooding can only be found by iterative calculations.
The aim of such pre-calculation however should be the identification of instant remedial
measures, in particular counter-flooding or jettisoning of masses in high positions, or the immediate abandoning of the ship if a capsize is to be expected.
Therefore the ISM-Code requires that pre-planned emergency procedures should contain also
a set of instructions to the master for appropriate measures in cases of ingress of water.
The general scope of such instructions should include the following aspects:
Damage to ship's tanks in double bottom or double side will generally require appropriate
counter flooding to avoid heavy list of the ship.
Damage to a cargo hold of the ship in a loaded condition will cause a list in the beginning
due to free surfaces. This list may increase to a capsize if the stability was at certain limits.
Pre-calculated cases are necessary to demonstrate these limits to the master.
If this critical phase is overcome without a capsize the metacentric height will become
positive again due to the mass of water low in the hold. The righting levers however will
become very poor in the end due to the reduced freeboard. Therefore the ship will be sensitive to even small heeling moments. These must be compensated carefully by appropriate counter-flooding into low tanks.
Damage to the engine room with subsequent water ingress causes heavy trim and increasing free surface effect towards the end of flooding. Counter-flooding of forward tanks
may reduce this trim but increase the bending moment. Pre-calculations are necessary for
identifying limits to these measures.
Page 23 of 78
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.50
GZ [m]
.40
.30
GMc
.20
heeling levers
.10
0
0
10
20
30
40
50
57.3
60
[] 70
Figure 19: Typical righting levers after flooding a cargo hold on a loaded vessel
.1
MV. Nautilus is sailing with break bulk cargo and containers on deck. DISM =
10180.0 t; KGc = 8.62 m. A heavy cargo unit of 92 t in hold No. 2 shifts by 6 m to
port. Show the righting lever curve and the curve of heeling levers. Value the residual
stability.
.2
Same as above: DISM = 8225.6 t; KGc = 8.70 m; shifted mass = 160 t cement; distance = 5 m.
.3
MV. Nautilus is sailing as in loading condition 7.1. In very heavy weather the following containers are lost over board:
Position 018201
Position 018203
Position 018401
Position 018403
Position 018405
Show the righting lever curve and the curve of heeling levers. Value the residual stability.
.4
MV. Nautilus is sailing with a cargo of dry fertiliser in bulk. DISM = 13240.0 t; KGc =
7.80 m. In very heavy weather the ship develops a list of 15 to starboard. Value the
residual stability of the ship.
.5
MV. Nautilus is sailing as in condition 7.1. Determine the expected list in a wind of 10
Bft from the starboard side.
.6
MV. Nautilus is sailing as in condition 7.2. Calculate the expected heel in a hard rudder turn to starboard (speed = 15 knots); r = 300 m.
.7
MV. Nautilus has a draught of 7.40 m and a negative GMc of 0.12 m. Calculate the
expected angle of loll.
Page 24 of 78
.8
Hochschule Bremen
Studiengang Nautik
MV. Nautilus is sailing as in condition 2.1. After a collision water is entering the
empty cargo hold No. 2. Examine the initial stability (GMC) at the following stages of
flooding:
0.5 m water in hold 2
final stage of flooding (water inside at draught level)
.9
MV. Nautilus is sailing in a strong wind and sea from 280 with a course of 155 and
14 knots. Determine the period of encounter with an observed period of 8.5 seconds.
.10
Same as above: Tw = 9.2 s; wind and sea from 225; course 350; speed 12 knots.
.11
A ship of 160 m length is running with 18 knots before a seaway with waves with Tw
= 10.7 s. Calculate the wave length. Calculate the wave speed. Calculate the time
which an overtaking wave crest requires to pass from L/4 to 3 L/4 of the ship.
Page 25 of 78
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2.
Draught and trim
2.1
Pre-calculation of draught and trim
Similar to the calculation of the vertical distance KG of the centre of mass above the base
line, also the longitudinal distance from an agreed reference plane can be obtained. This plane
is generally the aft perpendicular AP.
(mi XGi )
DISM
XG =
The distance of the centre of buoyancy XB from AP is shown for the ship on even keel in the
hydrostatic table. The following calculation gives the expected trim of the vessel:
trimming lever = (XG XB)
[m]
trimming moment = DISM (XG XB)
[t m]
trim =
t =
trimming moment
moment to trim one metre
[m]
DISM (XG - XB)

MTM
[m]
The trim t is the difference of draughts at AP and FP:
t = TKF TKA
AP
[m]
FP
XG
XB
Figure 20: Trimming lever and trimming moment

The trimming moment will cause the ship to rotate about a transverse axis until B has moved
under G. The position of this transverse axis is the centre of flotation F. Only this position
provides that the immersed volume of the ship remains unchanged during the trimming motion. The shaded volumes forward and aft of F in Figure 21 will then be equal.
The keel draught at AP, FP and MP is thus obtained by:
TKA = TKC t
XF
L
[m]
XF L
TKF = TKC t
[m]
(TKA + TKF )
2
[m]
TKM =
Page 26 of 78
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Studiengang Nautik
The mean draught TKM is usually not equal to the reference draught TKC.
AP
MP
FP
F
XF
TKC
Figure 21: Trimming about the axis through F

Example: MV. Nautilus has a calculated DISM = 11815.0 t and an XG = 57.88 m. From the
hydrostatic table is taken:
TKC
XB
MTM
XF
=
=
=
=
7.60 m
59.03 m
13569 tm/m
56.41 m
11815 (57.88 59.03)

= 1.00 m
13569
TKA
7.60 + 1.00
TKF
7.60 + 1.00
TKM
(8.08 + 7.08)
2
56.41
= 8.08 m
117.6
(56.41 117.6)
= 7.08 m
117.6
= 7.58 m
If XG for a ship in a given loaded condition is unknown, but required for a further calculation
of draught and trim, a reasonably accurate value of XG can be obtained by reading draughts
fore and aft and entering the reversed formula for the trim.
XG =
t MTM
+ XB
DISM
[m]
This method may be somewhat inaccurate if DISM, MTM and XB are taken from the hydrostatic table using TKM instead of TKC. Another error may be introduced when draught readings
at marks are used instead draught values at perpendiculars (refer to chapter 3.2).
2.2
Calculation of change of trim
During cargo operations the question for an expected change of trim due to loading or unloading or longitudinal shifting a mass may arise. Loading or unloading at the centre of flotation F
will cause no change of trim but a parallel immersion or emersion only.
Any longitudinal shifting a mass m by the distance e will cause the trimming moment me.
The produced change of trim will be:
Page 27 of 78
t =
me
MTM
Hochschule Bremen
Studiengang Nautik
[m]
For loading or unloading a mass the distance e must be referred to the position of F.
transfer of bunkers
e
m
e
m
F
e
ballasting / de-ballasting
loading / unloading
Figure 22: Change of trim by longitudinal transfer, loading or unloading

The sign of t should be determined by observing the plausibility. The result t is accurate
for small values of m only. In shipboard practice m should not be greater than 0.05 DISM.
Example: MV. Nautilus is loading containers with the present draught TKF = 5.28 m and TKA
= 6.74 m. The present trim is 1.46 m. What will be the change of trim after loading 65 t into
bay 01?
TKM = 6.01 m;
XF = 58.83 m;
XG of bay 01 = 106.9 m;
MTM = 10714 tm/m
65 (106.9 58.83)
= 0.29 m forward
10714
The residual trim will be 1.46 + 0.29 = 1.17 m.
t =
Example: MV. Nautilus is underway with about 8.10 m draught and 1.20 m trim. What will
be the change of trim after a transfer of 50 t HFO from bunker tank No. 1.3 to the settling
tanks aft?
XG of bunker tank No. 1.3 = 58.52 m; XG of settling tanks = 28.23 m; MTM = 14936 tm/m
50 (58.52 28.23)
= 0.10 m aft
14936
The residual trim will be 1.20 0.10 = 1.30 m.
t =
Another change of trim will be observed when a ship passes from seawater to fresh water or
vice versa. The reason for this is the change of draught and the following change of XB. This
change of trim is small but may be of importance when draught is critical due to restrictions in
the water depth of a harbour.
Page 28 of 78
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Example: MV. Bockenheim is bound for Bremen with a full cargo of grain. The permissible
draught at the berth is 10.80 metres in fresh water where the ship shall arrive exactly on even
keel. What must be the trim at the Weser entrance in seawater notwithstanding the additional
change of trim due to fuel consumption?
Draught in fresh water =
Draught in seawater =
DISM = 38645 t;
t =
10.80 m;
10.56 m;
XB = 88.81 m
XB = 88.89 m
MTC = 467 tm/cm
38645 0.08
= 6.6 cm forward
467
The consumption of about 8 t fuel under way at x = 27.8 m gives an additional change of trim
with XF = 85.6 m:
t =
8 (85.6 27.8)
= 1.0 cm forward
467
The ship must have a trim by stern of about 8 cm at the Weser entrance in seawater in order to
arrive in Bremen on even heel.
.1
MV. Nautilus: DISM = 8324 t; XG = 56.83 m; water density = 1.019 t/m3.

Determine TKF and TKA.
.2

.3

.4
MV. Bockenheim: DISM = 41712 t; XG = 86.82 m; water density = 1.016 t/m3.

.5
MV. Bockenheim: DISM = 38798 t; XG = 89.12 m; water density = 1.024 t/m3.

.6
MV. Bockenheim: TKF = 10.29 m; TKA = 10.81 m; water density = 1.020 t/m3.
Determine approximate DISM and XG.
.7
MV. Nautilus: TKF = 7.24 m; TKA = 8.42 m; water density = 1.010 t/m3.
Determine approximate DISM and XG.
.8
MV. Nautilus: at 6.60 m TKC in dock water of 1.018 t/m3.

Determine the change of trim after loading 64 to in Bay 03 deck.
.9
MV. Nautilus: at TKC = 7.84 m in seawater.

Determine the change of trim after discharging 138 to from Bay 05 hold.
.10
MV. Nautilus: at TKC = 8.25 m in fresh water.

Determine the change of trim after filling tank 1.6 from tank 1.1.
.11
MV. Nautilus is partly loaded bound for a dry dock for bottom repairs. DISM = 9220
t; KGC = 8.60 m; trim = 2.50 m. Calculate the required bearing load on the ship's
heel (x = 10 m fwd AP) for trimming the ship to even keel whereupon the side supports can be put in place (refer to chapter 2.2). Calculate the loss of stability due to this
bearing load executed in the keel level. Advise on reasonable remedial measures.
Page 29 of 78
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3.
Freeboard and dead weight
3.1
Control of freeboard
The observance of sufficient freeboard is a fundamental contribution to the survival probability of ships at sea in several ways:
freeboard provides reserve buoyancy needed when heavy seas flood the main deck,
freeboard provides additional form stability when the ship is heeled (see chapter 1.1.2),
freeboard provides protection against the destructive power of breaking seas.
3.1.1
Basic facts around the Archimedian law
The term mass displacement DISM has been explained in chapter 1.3 as the sum of all masses
in the ship including the light ship mass.
DISM = mi
By the law of Archimedes it is also the mass of the displaced water.
DISM = L B T CB
L
B
T
CB
=
=
=
=
=
length
[m]
breadth
[m]
draught
[m]
block co-efficient
water density [t/m3]
The waterplane area AW can be described as:

AW = L B CWP
CWP
[m2]
waterplane co-efficient
CB varies from 0.55 (fast fruit carrier) to 0.85 (bulker, tanker) while CWP shows 0.75 to 0.92
within the same range of ships.
If a vessel with any given draught is further loaded and thereby given a parallel immersion of
exactly one centimetre the required mass for this immersion is called tonnes per centimetre
(TPC). The values of TPC are tabulated in hydrostatic tables for immersion in seawater.
TPC = L B CWP 1.025 / 100
[t/cm]
A vessel having the draught T in seawater will immerse by T when entering water of less
density (dock water) without any change of her mass displacement DISM.
volume displaced in dock-water
volume displaced in seawater
=
=
DISM /
DISM / 1.025
DISM DISM
1.025
difference of volumes
T =
=
L B CWP
waterplane area
T =
DISM (1.025 )
L B CWP 1.025
[m]
Page 30 of 78
[m3]
[m3]
[m]
Hochschule Bremen
Studiengang Nautik
This immersion is generally called dock water allowance (DWA) and given in cm. By this
the above formula reads:
DWA =
DISM (1.025 )
[cm]
TPC
If the dock water density is taken as 1 (fresh water) the formula for the fresh water allowance (FWA) can be obtained:
FWA =
DISM
40 TPC
[cm]
Sometimes loading and stability manuals do not provide in their hydrostatic tables the immersed volume DISV but only the mass displacement DISM over the draught in seawater. If
in such a case the immersed volume in seawater, dock water or fresh water is required for a
given mass displacement the Archimedian law should be used:
=
DISM
1.025
[m3]
DISVdock water =
DISM
[m3]
DISVfresh water =
DISM
1
[m3]
DISVseawater
With these changes of displaced volumes the draught will change accordingly against the
tabulated draught in seawater.
If however the mass displacements in seawater, dock water and fresh water are required for a
given draught from such a table, the following rules use the tabulated value of DISM in seawater:
tab.value
1.025
1.025
[t]
DISMdock water =
tab.value
1.025
[t]
DISMfresh water =
tab.value
1
1.025
[t]
DISMseawater
The tabulated value of mass displacement serves in this case only to obtain the immersed volume at the given draught. The different displacements are then found by the Archimedian law.
These two approaches may easily lead to confusions with the use of such tables not showing
the immersed volume. Care should be taken to make clear what is required as constant, the
mass or the draught.
Note: The mass of a vessel never changes due to the density of the liquid wherein she floats,
unless the vessel's speed approaches the speed of light (Albert Einstein).
Example: The hydrostatic table shows for TKC = 6.80 m a DISM in seawater of 10274.4 t.
a)
b)
c)
d)
Give the immersed volume for this DISM in seawater.

Give the immersed volume for this DISM in dock water of 1.016 t/m3.
Give the immersed volume for this DISM in fresh water.
Give the DISM for this TKC in seawater.
Page 31 of 78
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Give the DISM for this TKC in dock water of 1.016 t/m3.
Give the DISM for this TKC in fresh water.
e)
f)
The correct answers are (refer to the manual of MV. Nautilus):

10023.8 m3
10112.6 m3
10274.4 m3
10274.4 t
10184.2 t
10023.8 t
a)
b)
c)
d)
e)
f)
3.1.2
with TKC = 6.80 m

with TKC = 6.85 m
with TKC = 6.94 m
with TKC = 6.80 m
with TKC = 6.80 m
with TKC = 6.80 m
in seawater.
in dock water of 1.016 t/m3.
in fresh water.
in seawater.
in dock water of 1.016 t/m3.
in fresh water.
The International Load Line Convention
This international convention is the present state of the meritorious efforts of Mr. Samuel
Plimsoll who achieved in 1876 as a member of the British parliament against stiff opposition
the first effective load line regulation on a national basis. This was followed by other maritime nations towards the end of the 19th century.
The International Load Line Convention (ILLC 66/88) applies to all seagoing vessels except:
military vessels,
new vessels of less than 24 m length,
existing vessels of less than 150 gt,
non-commercial pleasure vessels,
fishing vessels.
Article 12 of LLC 66/88 requires that the loading marks of a vessel, appropriate to the season
or the area as shown in the agreed chart, shall never be submerged while at sea, from departure until arrival.
A vessel operating in dock water or fresh water may however load deeper according to the
appropriate DWA or FWA.
When leaving a port in a river or other inland water the vessel may be loaded deeper to the
amount of the emersion by consumption of fuel and other consumables until reaching the
open sea.
Loading a vessel to the appropriate mark is only allowed if this is compatible with the
strength of the ship and with the ship's stability. Thus a vessel loaded to her mark with overstressing the hull or with insufficient stability is considered as overloaded in the legal sense.
Load line marks are given to the ship under the supervision of the national administration and
attested by the International Load Line Certificate.
The position of the load line marks corresponds to the minimum freeboards. The minimum
freeboard for Summer, Tropical, Winter, Winter North Atlantic and Fresh Water is calculated
according to Regulation 40 of Annex I to ILLC 66/88.
tropical draught
winter draught
WNA draught
fresh water draught
= summer draught (1 + 1/48)

= summer draught (1 1/48)
= winter draught 50 mm (for ships up to 100 m length only)
= summer draught + FWA
All draughts are related from top of keel to the upper edge of the appropriate horizontal line.
Page 32 of 78
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Studiengang Nautik
top of deck at side
TF
middle of length
freeboard
F
L
T
S
W
summer draught
base line
bottom of keel
Figure 23: Load line marks for cargo vessels

3.1.3
Compliance with ILLC 66/88
The load line regulations are based on the ship on even keel without hull deflection. These
preconditions however will almost never be met in real practice.
Most modern ships have the centre of flotation aft of MP due to the out-raking stern frames. If
this ship is loaded to her summer displacement and trimmed by the stern, she will lift the load
line out of the water by the amount:
T = t
(XF L/2)
L
[m]
Most ships under 200 m length with fine lines show a hogging deflection of the hull with homogeneous distribution of cargo. Although this deflection shall never exceed Lpp/1000 as a
rule of thumb when at sea the load line will be additionally lifted out of the water by a noticeable amount:
T = 0.3 hog
[m]
Both values of T may be added and used for further down loading without offending against
the text of the load line convention. This practice should however be considered as violating
the spirit of this convention.
Page 33 of 78
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Page 34 of 78
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Studiengang Nautik
Example: MV. Nautilus is loaded to a DISM of 13251 t in seawater with a trim by stern of
1.5 m and 0.07 m hog. XF = 55.02 m.
T = 1.5
(55.02 58.8) + 0.3 0.07

117.6
= 0.07 m
This emersion of the summer mark corresponds to 143.8 t of apparent additional loading capacity which is often used by intention or by negligence.
Large ships however may suffer from the same insufficiency of the load line convention.
They will often show a sagging deflection and may be slightly trimmed by head for compensating the consumption from forward bunker tanks during the voyage. On these ships the appropriate deductions from the cargo carrying capacity have to be made in order to keep the
load line in the water line on departure.
Example: MV. Bockenheim shall be loaded to her summer mark. The planned departure condition shows a trim by head of 0.8 m and a sagging deflection of 0.08 m. L = 172.2 m; XF =
85.2 m; TPC = 40.0 t.
t = 0.8
(85.2 86.1) 0.3 0.08

172.2
= 0.028 m
This corresponds to a loss of dead weight of 112 t.

On large oil tankers with a sagging deflection of 0.25 m and a TPC of 200 t/cm the loss of
dead weight will be as much as 1500 t.
The transition from one freeboard zone to another or sailing in a zone while its status changes
with the date may generally happen during ocean passages and requires due consideration
when planning the loading of the vessel.
To obtain the maximum permissible displacement at departure the controlling zone during the
voyage should be identified and, as the next step, the number of sailing days to arrive at this
zone or date should be calculated. The ship may then be loaded deeper by the expected emersion due to consumption of fuel and other consumables until arriving at the identified zone or
date, provided the permissible load line draught at the zone of departure is not exceeded.
.1
DISM = 18725 t; TPC = 32.4 t/cm; = 1.018 t/m3.

Calculate DWA.
.2
DISM = 420385 t; TPC = 202.5 t/cm; = 1.009 t/m3.

Calculate DWA.
.3
Calculate DWA for MV. Nautilus at 7.50 m draught for = 1.012 t/m3.
.4
Calculate FWA for MV. Nautilus at summer draught.
.5
Calculate FWA for MV. Bockenheim at summer draught.
.6
Calculate the loss of dead weight due to 0.18 m sagging on a large bulker with TPC =
82.5 t/cm.
.7
MV. Nautilus is loading in Rotterdam bound for New Foundland and shall sail on 10th
October late evening. Daily consumption is 19.8 t. Identify the permissible displacement at departure.
Page 35 of 78
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.8
MV. Nautilus is delayed by repairs and can sail not earlier than 15th October early
morning. Identify the permissible displacement at departure when the latitude of 15
W is reached after 2.8 days.
.9
A ship with summer draught 10.24 m is loading in a tropical port. Daily consumption
at sea is 62.5 t; TPC = 38.4 t/cm.
a)
Which is the tropical draught and the winter draught?
Calculate the permissible departure draught if the summer zone is reached after:
3.2
b)
6 days,
c)
14 days.
Determination of displacement
A draught survey is the procedure of obtaining, from draught readings, the immersed volume
of the ship and from that the mass displacement. After deduction of light ship mass, bunkers,
ballast and stores the net dead weight, i.e. the mass of cargo on board may be identified.
The normal practice, however, is to convey two draught surveys, one before and one after
loading or unloading. The difference of displacements found is the amount of cargo loaded or
unloaded, after correction for consumption and ballast changes between surveys.
The main difficulties of draught surveys are:
correct measurement of draught,

correct measurement of water density,
correct survey of consumption and ballast changes between two correlated surveys.
3.2.1
Comprehensive draught survey
This survey is mainly used on bulk carriers and always carried out by an independent surveyor acting on behalf of the shipper or consignee. The ship's cargo officer should participate
in the survey for the interest of the charterer and/or the owner. A full draught survey consists
of the following steps:
1.
2.
3.
4.
5.
6.
7.
8.
Readings at all six marks: TKFR, TKR, TKAR port and starboard,
Measure the water density ,
Calculate means of port and starboard: TKFR, TKR, TKAR,
Make corrections for trim and deflection to obtain TKF, TK, TKA,
Make corrections for deflection and trim to obtain TKC,
Obtain with TKC the immersed volume DISV,
Obtain the mass displacement DISM = DISV .
Obtain the cargo loaded or unloaded by considering the previous survey results.
Steps 4 and 5 need some explanation:

Step 4:
The ship will be trimmed and deflected at the time of the draught readings. The function of
the water line along the ship's lateral projection is approximated by:
( )
x
L 2x
TK (x) = TKA + t d 1
L
L
1.7
for 0 < x L/2
Page 36 of 78
TK (x) = TKA + t
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Studiengang Nautik
x
2xL
d 1
L
L
1.7
for L/2 < x L
d = TKM TK
Since draught marks are placed in the vicinity of AP (x = 0), MP (x = L/2) and FP (x = L), it
is necessary to find the gradients of the function at AP, MP and FP to obtain linear corrections
for the readings taken.
d TK
t 3.4 d
=
L
dx
L
d TK
t
=
gradient for x = L/2:
dx
L
d TK
t 3.4 d
= +
gradient for x = L:
L
dx
L
gradient for x = 0:
Since the trim is unknown before having obtained TKF and TKA the expression t/L is replaced
by (TKFR TKAR)/(X3 X1). The deflection must be approximated by (TKAR + TKFR)/2 TKR.
The draught at AP, MP and FP is then found by:
3.4 d
TKA = TKAR + (0 x1) TKFR TKAR
L
x 3 x1
L
TKFR TKAR
TK = TKR + x 2
2
x 3 x1
TKFR T KAR 3.4 d
+
TKF = T KFR + (L x 3 )
L
x 3 x1
These three results allow to obtain a better estimation for the deflection d. With this second
figure of d the same formulae can be used a second time for obtaining more precise draught
figures.
Having obtained these draughts the correct trim t can be calculated:
t = TKF TKA
as well as the exact deflection:
d = TKM TK
with
TKM =
(TKF + TKA )
2
Step 5:
This step actually presents a calculated removal of the deflection providing the draught at MP
of the undeflected ship, and the correction of this draught for trimming the ship to even keel.
This trim correction takes account of the fact that the ship is trimming about an axis through
the centre of flotation F. An additional correction, the "Nemoto correction", accounts for the
increase of the waterplane area with the draught and should be used only for trim values
greater than 1% of Lpp.
XF L/2 2 MTM 2 MTM1
TKC = (TKM d ) + t
+t
[m]
L
200 L TPC
The co-efficient is given as a function of CWP as follows:
Page 37 of 78
CWP
0.700
0.754
Hochschule Bremen
Studiengang Nautik
0.750
0.740
0.800
0.724
0.850
0.705
0.900
0.684
0.950
0.658
For container vessels the co-efficient can be taken as 0.7 in general.

MTM2 =
MTM1 =
moment to change trim 1 metre at (TKM + 0.5 m)

moment to change trim 1 metre at (TKM 0.5 m)
The expression TKM d is equal to (1 ) TKM + TK. The latter form shows clearly
the dominating influence of the mid mark reading, as corrected, into the draught of the undeflected ship.
AP
MP
FP
XF
TKC
TKAR
TKA
WL
TK
TKR
TKM
TKFR
TKF
bottom of keel
X1
X2
X3
Lpp
Figure 24: Definition of draughts and mark positions

Example: A full draught survey is carried out for MV. Bockenheim. x1 = 5.0 m; x2 = 85.1 m;
x3 = 171.2 m; L = 172.2 m.
Step 1:
Readings taken at all six marks as follows:
TKAR =
TKR =
TKFR =
9.24 m SB
7.84 m SB
7.10 m SB
TKAR =
TKR =
TKFR =
Step 2:
Measured water density = 1.018 t/m3.
Step 3:
Means of port and starboard calculated:
TKAR =
TKR =
TKFR =
Step 4:
9.265 m
8.065 m
7.105 m
approx. deflection = 0.120 m (hogging)
TKFR TKAR =
2.160 m
x3 x1
166.2
Page 38 of 78
9.29 m PS
8.29 m PS
7.11 m PS
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Studiengang Nautik
2.160 3.4 0.120

TKA = 9.265 5
172.2
166.2
9.342 m
2.160
TK = 8.065 + 1
166.2
8.052 m
2.160 3.4 0.120

TKF = 7.105 + 1
+
172.2
166.2
7.094 m
A better estimation of the deflection gives now: d = (9.342 + 7.094) / 2 8.052 = 0.166 m and
a second calculation provides:
Step 5:
2.160 3.4 0.166

TKA = 9.265 5
172.2
166.2
9.346 m
2.160
TK = 8.065 + 1
166.2
8.052 m
2.160 3.4 0.166

TKF = 7.105 + 1
+
172.2
166.2
7.095 m
TKM = 8.221 m; = 0.705; d = 0.166 m; t = 2.251 m
XF = 87.46 m; MTM2 = 42800 tm/m; MTM1 = 40900 tm/m; TPC = 38.4 t/cm
1.36
42800 40900
TKC = 8.221 0.705 0.166 2.251
+ 2.2512
172.2
200 172.2 38.4
TKC = 8.221 0.117 0.018 + 0.007 = 8.093 m
Step 6:
DISV = 28264.4 m3
Step 7:
DISM = 28264.4 1.018 = 28773.2 t
It seems advisable to use an appropriate computer programme for this calculation procedure.
3.2.2
Simplified draught survey
On small container vessels it may be advisable to take frequent draught readings to check the
actual intake of cargo, since cargo documents may be not timely provided or of doubtful reliability. Due to the usual time pressure on such vessels the reading of all six marks will be not
feasible. Therefore a reading fore and aft, with any list of the ship eliminated by the antiheeling system, will be sufficient. Any deflection of the ship, usually hogging, may be estimated from the bending moments shown by the ship's loading and stability computer.
The procedure of this simplified draught survey is shown under chapter 5 of this booklet.
.1
Complete a full draught survey for MV. Bockenheim:

TKAR =
TKR =
TKFR =
11.56 m SB
11.28 m SB
11.03 m SB
TKAR =
TKR =
TKFR =
11.54 m PS
11,20 m PS
10.97 m PS
= 1.022 t/m3.
.2
Complete a simplified draught survey for MV. Nautilus:
Page 39 of 78
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TKAR =
7.28 m at x = 7.8 m
TKFR =
6.52 m
= 1.021 t/m3.
The loading computer shows bending moments of 205000 kNm at frame 64 and
223800 kNm at frame 82
.3
MV. Nautilus is loaded down to her summer marks in seawater. Estimated hog = 0.08
m. Trim by stern is approximately 1.6 m. Determine the displacement.
.4
MV. Bockenheim is loaded down to her winter marks in seawater. Estimated sag =
0.06 m. Trim by the stern is approximately 1.4 m. Determine the displacement.
Page 40 of 78
4.
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Hull strength consideration
This chapter is not intended to provide the theory of the structural strength of ships in depth. It
shall rather give guidance on the use of information in loading and stability manuals for the
avoidance of structural failure as required by Regulation 10 of the Annex to LLC 66/88.
4.1
Local strength
Local strength limits are usually given as mass per square metre and are applicable for a homogeneous surface load over the full area of the particular double bottom, tank top, tween
deck, weather deck or hatch cover. Typical values of this maximum permissible surface loads
are given in the manual of MV. Nautilus.
When loading break bulk into such a space the permissible stowage height can be easily calculated by:
max. stowage height = max. surface load stowage factor
Example: The 'tween-deck of an old dry cargo ship has a permissible load per area of 1.9
t/m2. The cargo to be loaded stows 1.2 m3/t. The permissible stowage height is 2.3 m.
Stack loads of containers on deck or on hatch covers may be much higher than the surface
load over the same area because the stacking points are specially strengthened.
Example: 20'-container stack load = 60 t on hatch covers of MV. Nautilus, while the corresponding surface load on 8' 20' = 14.9 m2 is 26 t with 1.75 t/m2.
If the projected surface load of a heavy unit is higher than the permissible surface load of the
stowage place, the stowage area must be appropriately enlarged and timber squares or steel
beams used to spread the load.
Example: A transformer of 108 t and a bottom area of 2 3 m shall be stowed into hold No. 2
of MV. Nautilus. Permissible load per area = 10 t/m2. Required stowage area = 10.8 m2. An
area of 3.6 3 m must be sufficiently laid with timber squares of 20 20 cm.
Another restriction regarding local strength is found on bulk carriers, where the permissible
amount of cargo in a hold increases with the draught of the vessel. For this reason it will not
be possible to load the full allocated quantity into a hold with one pour while the ship as a
whole is still partly loaded. The "half hatch rule" should be observed, notwithstanding restrictions from longitudinal strength criteria.
4.2
4.2.1
Longitudinal strength
Theoretical background
The Archimedian law, if applied to a floating ship, requires the equilibrium of weight and
buoyancy or mass of the ship and mass of displaced water. This is valid for the ship as a
whole but not necessarily for individual sectional compartments of the ship.
The pontoon in Figure 25 has the dimensions: L = 100 m, B = 20 m, T = 6 m. It is loaded to
even keel in fresh water as follows:
Page 41 of 78
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Item
mass of hull
cargo in hold 5
cargo in hold 4
cargo in hold 3
cargo in hold 2
cargo in hold 1
Total
5
mass [t] XG [m] long. mom. [tm]

1500
50
75000
2200
10
22000
2300
30
69000
1700
50
85000
1900
70
133000
2400
90
216000
12000
50
600000
20
40
60
80
100 m
Figure 25: Pontoon with different loads in holds

Balance forces
The mass of displaced water of each section is 2400 t at 6 m draught in fresh water. The
analysis of each hold or section of the pontoon shows differences between masses of load and
displaced water which are expressed as balance forces:
hold
mass of hull
mass of cargo
mass of displ. water
balance
balance
300
2200
2400
+ 100
+ 981
300
2300
2400
+ 200
+ 1962
300
1700
2400
400
3924
300
1900
2400
200
1962
300 t
2400 t
2400 t
+ 300 t
+ 2943 kN
The balance forces are the reason for stresses in the hull structure. In this particular case a
hogging situation is given.
Shear forces
If a vertical cut would be made between hold 4 and hold 5 the latter would sink down by the
force of 981 kN. As there is no cut, the same force must act as a vertical shear force between
hold 4 and hold 5 to keep the latter in place. This principle applies to all sections along the
length of the pontoon.
Definition: The shear force at a given position in the length of a ship is equal to the algebraic sum of all balance forces from weight and buoyancy to the left of this position.
Example: The shear force between hold 3 and hold 2 of the pontoon would be 981 + 1962
3924 = 981 kN.
Bending moments
If a vertical cut would be made between hold 4 and hold 3, but fitting a hinge into the bottom
of the pontoon, the two after compartments would tilt down due to the surplus of weight with
the appropriate levers of 10 and 30 metres. This tilting moment is 10 1962 + 30 981 =
49050 kNm. As there is no cut with a hinge, the same moment must act as a bending moment
in this section to prevent the tilting.
Page 42 of 78
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Definition: The bending moment at a given position in the length of a ship is equal to the
algebraic sum of all balance forces multiplied with their levers from this position to the
left of this position.
Bending moments cause normal forces (pressure and tension) in the upper and lower girders
(deck and bottom) of a ship's hull.
With these two definitions the shear forces and bending moments can be drawn as curves
along the length of the pontoon.
7
S.F.
3
10 kN 3
B.M.
4
6 10 kNm
5
balance
2
2 2.0 10 kN/m
1.5
1 1.0
0.5
0
1
20
40
60
80
0
-1
-1
-2
-3
-2
-4
-5
-6
-3
Figure 26: Curves of shear forces and bending moments

The shear force curve shows positive gradients in compartments of surplus of weight and
negative gradients in compartments of surplus of buoyancy.
The bending moment curve is fully in the positive (upper) range of the diagram which coincides with the hogging situation of the pontoon. A bending moment curve in the negative
range of the diagram would present a sagging situation.
These conclusions depend on the definition of signs, i.e. weight to be positive and buoyancy
to be negative, as applied in naval architecture.
Mathematical analysis
For the ease of reference to specific literature another mathematical description of the curves
of shear forces and bending moments is given.
Page 43 of 78
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b(x)
[kN/m]
x
0
x
x1
x
x2
x3
x [m]
Figure 27: Balance curve

Balance function:
Shear force function:
Bending moment function:
b(x)
S(x)
M(x)
The definition of shear forces above provides:

S(0)
S(x1)
S(x2)
S(x3)
=
=
=
=
0
b(x1) x
b(x1) x + b(x2) x
b(x1) x + b(x2) x + b(x3) x
(and so on)
For x dx the shear force at any xi is:

S (xi ) =
xi
b(x ) dx
0
The definition of bending moments above provides:

M(0)
M(x1)
M(x2)
M(x3)
=
=
=
=
0
b(x1) x 0.5 x
b(x1) x 1,5 x + b(x2) x 0.5 x
b(x1) x 2.5 x + b(x2) x 1.5 x + b(x3) x 0.5 x
(and so on)
The difference between M(x3) and (S(x1) + S (x2) + S (x3)) x disappears for x dx.
Thus the bending moment at any xi is:
M (xi ) =
xi
S(x ) dx
0
With these relations the curves of bending moments and shear forces can be more easily understood and identified by the appropriate rules:
zero shear force
extreme shear force
maximum or minimum bending moment,

point of inflexion in bending moment curve.
Limit values
Loading and stability manuals, which contain shear forces and bending moments for calculated loading conditions, will always present appropriate limit curves. These curves are given
for the positive and the negative range of the diagram and may be distinguished into sea condition and harbour condition. They must never be exceeded as appropriate.
Page 44 of 78
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The limit curves for sea condition are narrower because there must be about 50% of the full
strength capacity of the ship kept in reserve for additional stresses due to waves and dynamic
shocks at sea. The limit curves for harbour condition are spread somewhat wider to provide
more flexibility for cargo and ballast operation in port.
Deflection of hull
The accurate deflection curve can be calculated from the bending moments by the naval architect using the structural strength parameters. An estimation of the deflection at MP is however
possible by means of a rule of thumb which is applicable for hogging and sagging:
deflection d =
L
B.M. at MP
B.M. limit SEA at MP 1000
[m]
This rule of thumb applies to a more or less symmetrical, bell-shaped bending moment curve
and implies that the maximum permissible deflection at sea should not exceed L/1000 in
metres.
The absolute limit of deflection in port is L/500 m as a rule of thumb.
An undulated or asymmetrical bending moment curve should be replaced by an equivalent
bell-shaped curve for using the above estimation formula.
Bulkhead correction
Bulk carriers with longitudinal girders in their bottom structure have the advantage that, in
particular with alternate loading, the extreme positive and negative loads in full and empty
holds are only partially transferred to the side shell and there accumulated to impressive shear
forces. Another considerable part of the load is directly transferred from the longitudinal girders into the cross bulkheads where they are largely compensated by opposite loads from the
other side.
This structural advantage is referred to as bulkhead correction and reflected in the appropriate
loading computers on board and also in loading and stability manuals.
4.2.2
Examples of shear forces and bending moments
The following examples are typical presentations of shear forces and bending moments in
modern loading and stability manuals.
Figure 28 shows the ballast condition of a container vessel of L = 167 m. Due to heavy
weights in the ends (full fore peak, deck house plus engine) at a light draught the bending
moments come close to the permissible sea-going limit.
Figure 29 shows the same vessel with a typical homogeneous distribution of containers.
There is still a hogging condition due to containers stowed over the full length of the deck.
Ships of this layout are referred to as "hogging ships".
Figure 30 shows the light ship condition of a modern product tanker of L = 168 m. The
graphs present not only shear forces and bending moments but also the distribution of weight
and buoyancy. The deflection is hogging.
Figure 31 shows the same vessel in ballasted condition with MARPOL draught. The stress
condition is hogging for the same reason as in Figure 28, but the bending moments are far
from the limit due to more full lines fore and aft.
Figure 32 shows the same vessel with homogeneously loaded cargo tanks. The stress condition is now a slight sagging due to surplus buoyancy fore and aft.
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Figure 33 shows the same vessel with cargo only in tanks 2, 4 and 6. The stress condition is
sagging with the typical zig-zag of the shear force curve and an undulating bending moment
curve.
In some cases the information on shear forces and bending moments of calculated loading
conditions includes the deflection at MP. This information can be used as a reference for estimating the deflection in other loading conditions. This may be useful for the simplified
draught survey.
Figure 28: S.F. and B.M. for a container vessel in ballasted condition
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Figure 29: S.F. and B.M. for a loaded container vessel
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Figure 30: S.F. and B.M. for a tanker in light ship condition
Figure 31: S.F. and B.M. for a tanker in ballasted condition
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Figure 32: S.F. and B.M. for a homogeneously loaded tanker
Figure 33: S.F. and B.M. for an alternately loaded tanker

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4.2.3
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Studiengang Nautik
Manual calculation of shear forces and bending moments
The manual calculation of shear forces and bending moments was required on board ships in
the 1950s and 1960s when ships had become large and more sensible to stresses, but electronic calculators were not available or too expensive for owners. The preferred method of
safely loading and unloading large tankers and bulk carriers in those years however was by
strictly observing pre-calculated loading patterns and loading/unloading sequences.
The manual calculation method developed for MV. Bockenheim as presented in the extract of
the appropriate loading and stability manual should be considered as a tool for training and
comprehension of the background of information only. The results of the manual calculation
can be checked by the appropriate DOS-programme bock-a.exe or bock-c.exe.
4.3
Torsional strength
Torsion of the ship's hull can be induced by asymmetrical loading in individual cargo holds or
tanks and when running in diagonal heavy seas.
The sensitivity of ships against torsion depends on the size of cargo hatches on deck. Tankers
are least sensitive while container vessels and multipurpose vessels with hatches covering up
to 80% of the deck area are most sensitive.
Torsion produces shear forces in transverse planes of the hull in bottom, side and deck plating. These shear forces are not at all critical. However they cause secondary deformations of
hatchways and other structural components which may result in normal forces (pressure and
tension). Most critical are the corners of large cargo hatches which may show buckling or
cracks when over-stressed.
Figure 34: Deformation from combined hogging and torsion

Some loading and stability computer programmes on container ships calculate the net transverse moment from containers plus ballast or bunkers for each bay-section of the ship. By
integration of these bay moments the torsional moments are found.
From these torsional moments the normal tensions in critical points (e.g. hatch corners) are
calculated and converted into corresponding longitudinal bending moments. These are added
to bending moments from the longitudinal strength calculation and displayed against the limiting values. Thus a combined control of longitudinal and torsional stresses is obtained.
The following rules for the avoidance of undue torsion should be observed:
An unavoidable transverse moment of containers in a bay should be compensated by ballast in the same sectional compartment as far as possible.
The residual compensation, i.e. the avoidance of a residual list, should be done in a section
as close as possible to the section where the imbalance has appeared.
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The accumulation of transverse moments to the same side in successive bays or holds
must be avoided by all means.
Although tankers are much less sensible to deformation by torsion the diagonal loading of
wing tanks without due compensation by ballast in the same section is not permissible.

.1
Calculate the permissible stowage height of a cargo of cement in paper bags with a
stowage factor of 0.9 m3/t in a tween deck of 2.1 t/m2 permissible surface load.
.2
Explain the reasons for the "half hatch rule" for loading large bulk carriers with only
one or two loading facilities ashore.
.3
Estimate the deflection of the ships in the Figures 28 to 33.
.4
Calculate manually displacement, draught, trim, shear forces and bending moments for
MV. Bockenheim for the following conditions:
Condition
Deeptanks P+S
Bunkers P+S
Set.tanks P+S
DO tanks P+S
LO tank 10C
LO tank 11C
FW ER
FW P+S
Stores
Forepeak
Ballast 1
Ballast 2
Ballast 3
Ballast 4
Ballast 5
Ballast 6
Ballast 7
Afterpeak
Hold 1
Hold 2
Hold 3
Hold 4
Hold 5
Hold 6
Hold 7
A
450 t
275 t
90 t
125 t
9t
6t
66 t
120 t
60 t
420 t
full
full
full
full
full
full
full
105 t
-
B
860 t
500 t
76 t
150 t
5t
5t
35 t
142 t
55 t
27 t
3743 t
3921 t
4527 t
5288 t
5282 t
5288 t
4487 t
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C
220 t
480 t
84 t
98 t
4t
9t
46 t
115 t
45 t
27 t
6125 t
7546 t
4911 t
7546 t
7116 t
D
735 t
375 t
44 t
135 t
7t
8t
57 t
68 t
65 t
20 t
7120 t
8330 t
8275 t
8213 t
E
520 t
284 t
62 t
82 t
9t
9t
28 t
140 t
70 t
20 t
3655 t
2505 t
4685 t
3780 t
-
5.
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Studiengang Nautik
Guidelines on the Management of Ship's Stability
The following guidelines have been submitted by Germany to the IMO Sub-Committee on
Stability and Load-Lines and on Fishing Vessels Safety (paper SLF 43/9) for consideration
and approval at its 43rd session in September 2000. Under the pressure of ship owners interest
the SLF Sub-Committee rejected the proposal and decided to delete the appropriate agenda
item from its work program.
There were some delegations, however, who expressed support for the material in this submission, considering it useful for ship masters and officers. For this reason the text of the
submission is used as study material for nautical students.
Introduction
1
These Guidelines on the Management of Ship's Stability have been prepared by the
International Maritime Organization to minimise accidents and losses caused by improper
ship operation. The Guidelines are directed to Administrations, to shipping companies and to
masters and officers.
2
It is recognised that the general stability characteristics of ships by design should be in
accordance with relevant SOLAS-regulations and other IMO-instruments, in particular with
provisions lined out in the Intact Stability Code.
3
There is, however, an urgent need for additional care for stability by the ship's master
and officers during cargo operations, navigation and emergency procedures.
4
The stability of the ship is a vital element in any shipboard consideration of safety and
environment protection. Proper management of ship's stability should therefore be addressed
as a key shipboard operation.
5
As the operation of ships and thus the management of stability may differ considerably
among ship types and trade patterns, specific guidance should be provided by the company as
appropriate.
6
The following aspects are common to all ships and should therefore be addressed in
the specific guidance provided by the company:
.1 Care for and monitoring of the ship's water tight and weather tight integrity;
.2 Control of KGc in the course of cargo, ballast or bunker operations;
.3 Avoidance of transverse shifting of masses, such as cargo or heavy items of equipment;
.4 Avoidance of large liquid free surfaces;
.5 Preparedness for corrective measures to mitigate detrimental effects on stability; and
.6 Keeping of records for control and reference (e.g., light ship characteristics).
7
The Guidelines on the Management of Ship's Stability are intended as an aid to focus
on problems of shipboard stability management rather than presenting a comprehensive manual. Specific guidance, however, on certain issues is provided in the Appendices to these
Guidelines.
8
When developing or revising the Safety Management System (SMS) Manual for a
particular ship or group of ships these Guidelines and Appendices may be used as references.
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Section 1 - Definitions, documentation and recording

1.1
Definitions
1.1.1 Stability parameters are, as a minimum, the figures of KGc and the draught of the vessel in the actual condition. The figure of GMc and the righting levers for the positive range of
stability are considered of additional value for assessing the stability.
1.1.2 Stress condition parameters are the curves of shear forces and bending moments or
figures of shear forces and bending moments for selected frame positions of the vessel in the
actual condition. Alternatively percentage figures of shear forces and bending moments with
regard to harbour or sea going limits can be used as stress condition parameters.
1.1.3 Limits of stability are stability parameters presenting the minimum stability as defined
by the IMO Intact Stability Code or by appropriate instruments of the Administration, or presenting the maximum stability as considered tolerable by the master or provided by company
instructions.
1.1.4 Assessment of stability is any procedure or action taken by the master or cargo officer
to identify the stability parameters of the actual or pre-planned condition of a ship.
1.2
Documentation
1.2.1 Each ship should be provided with a Loading and Stability Manual, approved by the
Administration, which contains sufficient information to enable the master to operate the ship
safely and in compliance with relevant statutory requirements.
1.2.2 The Loading and Stability Manual and associated plans should be in harmony with the
IMO Model Loading and Stability Manual (MSC/Circ.920). It should be drawn up in the
"working language" of the ship and any other language the Administration may require. If the
working language is neither English, French nor Spanish, the text should include a translation
into one of these languages.
1.2.3 For certain ships the information provided in the Loading and Stability Manual should
include additional details related to specific requirements in those ships.
1.2.4 The arrangements for responsibility, authority and competence on board with regard to
cargo operations and tank operations should be clearly laid down by the company.
1.3
Records
1.3.1 Records on ship's stability should be filed and kept in a suitable way and over a period
according to the company's requirements.
1.3.2 Departure records should include:
.1
.2
.3
.4
.5
.6
voyage number, port, date and time;

cargo and tank status;
actual stability parameters;
result of ship's draught survey (if applicable);
result of stability measurement (if applicable); and
assessment of stability over the forthcoming voyage and applicable limits of stability.
1.3.3 During the voyage daily and at arrival, an update of tank status and actual stability
parameters should be established and recorded.
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1.3.4 The records may consist of appropriate printouts of the ship's loading and stability
computer or tank monitoring system.
1.3.5 Records on actual longitudinal and torsional stress condition parameters should be
included, if deemed appropriate.
Section 2 - Control of stability during loading and unloading
2.1
Minimum stability requirements in port
2.1.1 The stability criteria required by MARPOL I/25A for oil tankers and as lined out in
the IMO Intact Stability Code or in similar instruments of the Administration should be observed while the ship is at sea. In port, particularly during loading and unloading operations, a
deviation from those criteria is generally acceptable provided the metacentric height GMc is
positive at all times and of sufficient magnitude.
2.1.2 It should be noted however that certain types of cargo operations like loading or unloading containers, ro-ro vehicles and any other heavy units may require a metacentric height
exceeding the usual minimum values in order to avoid unsuitable heeling of the ship. The
company should provide specific guidance regarding the minimum GMc during cargo operations on such ships. Heeling restrictions of the ship with regard to the operation of ship's
cranes should be observed.
2.2
Risks to stability during loading and unloading
2.2.1 Stability of a ship during cargo operations may suffer from inappropriate planning of
the sequence of loading and unloading, particularly with both operations to be undertaken
simultaneously. A close review of the operations plan should be carried out before the operation starts.
2.2.2 During cargo operations deviations from the agreed plan may occur due to delays or
other unforeseeable circumstances. In order to avoid undue risks to stability the planned procedure should be divided into steps with check points or mile stones which provide for an
effective control.
2.2.3 Incorrect figures of cargo unit masses in cargo documents may upset the operations
plan and affect the final stability as well as the compliance with load line requirements. It is
therefore recommended to take draught readings at suitable time intervals and check the cargo
intake appropriately (see Appendix 1).
2.2.4 Lack of co-ordination between tank operations and cargo operations and shortcomings in tank operations may adversely affect the stability of the ship. A proper management of bunker and ballast tanks in co-ordination with cargo operations is therefore of utmost
importance.
2.2.5 The loading or unloading of heavy cargo units by lift-on/lift-off or roll-on/roll-off operation may require the movement of large quantities of ballast water for avoiding excessive
heel or trim. This can be a threat to stability depending mainly on the vertical location of the
ballast tanks. A properly calculated balance of heeling levers and righting levers should be
made up for critical situations and evaluated using criteria accepted by the Administration.
2.2.6 A controlled list during heavy lift operations may cause other cargo units to shift if
they are not adequately secured. This will increase the list, which may be dangerous. It may
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also cause accidents to persons. Cargo and any loose equipment should therefore be adequately secured before such heavy lift operations are started.
2.2.7 Free surfaces in ballast and/or cargo tanks reduce the stability margin. During loading
or unloading operations, this may cause negative initial stability with unexpected list and loll
behaviour of the ship. This may happen particularly to OBO-Carriers loading or unloading oil
and to tankers of the "single tank across" design. The approved operations plan for loading or
unloading those types of ships should be strictly observed.
2.3
Measures of control
2.3.1 The company should provide general instructions with regard to the control of stability
during loading and unloading cargo, appropriate to the type of ship and her cargo, in particular covering:
.1
the proper planning of cargo loading and unloading sequences including ballast and
bunker operations;
.2 adequate control of operations including suitable checks of cargo mass intake; and
.3 specific advice as may be necessary for loading or unloading special cargoes like
heavy lift units or liquid bulk cargoes.
2.3.2 The company's instructions should require a suitable recording of cargo loading and
unloading operations.
2.3.3 Adequate communication should be maintained between the port facility and the master corresponding to the agreed responsibility for the operational control of loading.
Section 3 - Assessment of stability before departure
3.1
Defining stability limits for departure
3.1.1 Minimum stability requirements, as imposed by the Administration, should be well

understood and identified with regard to:
.1
.2
relevant information in the Loading and Stability Manual, i.e. limiting curves or tables
of maximum KGc or minimum GMc; and
additional criteria as may be applicable for certain cargoes or certain modes of operation (see Chapters 4 and 5 of the Intact Stability Code).
3.1.2 Bearing in mind the season of the year, weather forecasts and the area of navigation
the master should also appraise and establish specific lower and upper limits of stability by
his own experience to improve the behaviour of the ship at sea. Selected lower limits however
must be kept within statutory minimum requirements.
3.1.3 The stability criteria contained in Chapter 3 of the Intact Stability Code or appropriate
requirements of Administrations generally specify limits of minimum stability but no limits of
maximum stability. It is advisable however, to avoid excessive values of metacentric height
and righting levers, since these might lead to acceleration forces at sea which may cause undue strain to the securing of cargo and thus endanger the ship's stability by the risk of cargo
shifting.
3.1.4 Reduction of stability during the forthcoming voyage should be assessed and taken
into account when defining limits of departure stability. This should include, if applicable:
.1
.2
water absorption of deck cargo;

icing;
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.3
.4
.5
3.2
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Studiengang Nautik
heaving a haul of fish on deck.;

reduction/redistribution of consumables; and
ballast water exchange.
Methods of assessment of stability
3.2.1 Stability should be assessed before departure or whenever deemed necessary by one or
more of the following methods as appropriate:
.1
comparing the intended loading plan or the existing loading condition with similar
conditions of known stability parameters;
.2 individual calculation of masses and moments of allocated or existing cargo distribution and tank fillings;
.3 measurement of stability by in-service inclining test or by evaluation of the observed
natural period of roll (see Appendix 2 or Appendix 3).
3.2.2 The method under 3.2.1.1 should only be chosen if an ample margin of stability
against minimum requirements is obviously existing.
3.2.3 An approved computer programme will facilitate the method under 3.2.1.2. The results
will be accurate, provided that cargo masses, tank fillings and centres of gravity are available
with sufficient accuracy and reliability.
3.2.4 The method under 3.2.1.3 generally provides results which take all uncertainties regarding masses and centres of gravity into account. However, it can only be used in a close to
final state of loading and needs further adaptations to arrive at the result for departure condition or worst condition during the voyage (see Appendix 4).
3.3
Special considerations
3.3.1 Ships carrying grain cargo shall comply with the requirements of the International
Code of the Safe Carriage of Grain in Bulk.
3.3.2 Ships loaded with timber on deck shall comply with the provisions of the Code of Safe
Practice for Ships Carrying Timber Deck Cargoes.
3.3.3 Ships carrying certain solid bulk cargoes other than grain may require a defined effort
of transverse cargo trimming before commencement of the voyage, according to the IMO
Bulk Cargoes Code.
3.3.4 Oil tankers built after 1 Feb 1999 and of 500 tdw or more need to comply with the
provisions of MARPOL I/25A.
3.3.5 Before a voyage commences, care should be taken to ensure that the cargo and sizeable pieces of equipment have been properly stowed or lashed so as to minimise the possibility of both longitudinal and transverse shifting, while at sea, under the effect of accelerations
caused by pitching and rolling.
Section 4 - Control of stability while at sea
4.1
Fuel consumption
4.1.1 The order by which bunkers from storage tanks are consumed during the voyage
should be agreed between the master or cargo officer and the chief engineer with regard to
consequential changes of stability.
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4.1.2 Reduction of stability by consumed bunkers should be compensated by ballast in dedicated tanks, if necessary. This compensation should be done at pre-defined stages following
an appropriate plan.
4.1.3 The number of partially filled or slack tanks should be kept to a minimum because of
their adverse effect on stability. If a tank is kept slack deliberately in order to reduce a large
metacentric height care should be taken to avoid dangerous sloshing of the tank contents in a
seaway. Sloshing effects may be substantially reduced with filling above 90% or below 20%
of the tank capacity.
4.2
Ballast exchange at sea
4.2.1 The exchange of ballast at sea may be required in certain trades as an option to avoid
the transfer of unwanted aquatic species between geographical regions. For applicable vessels,
the company should provide specific guidance in the form of a ballast water management plan
on performing at-sea ballast water exchange (BWE).
4.2.2 Stability, strength, manoeuvrability, and bridge visibility are a concern during BWE
evolutions. These safety attributes can be manageable through proper evaluation and timing of
the BWE sequence. The above aspects are dependant on the tank exchange sequence selected,
the amount and distribution of ballast to be exchanged, the margin between actual conditions
and allowable limits and, to a lesser extent, the cargo and consumables loading arrangement.
4.2.3 Therefore, the ship's stability and strength may have to be analysed prior to each voyage to ensure that the ship does not violate its stability or strength limits during a BWE procedure. The use of stability and strength computers may facilitate performing these complex
calculations.
4.2.4 When developing a ballast water management plan, the company should refer to IMO
Resolution A.868(20), Guidelines for the Control and Management of Ship's Ballast Water to
Minimise the Transfer of Harmful Aquatic Organisms and Pathogens.
4.3
Water absorption of deck cargo and icing
4.3.1 Certain deck cargoes like timber, open pipes, open barges, cork, coke and others may
acquire added mass by heavy rain or overcoming sea water. Care should be taken to provide a
good drainage in order to limit the reduction of stability to the anticipated value.
4.3.2 For any ship operating in areas where ice accretion is likely to occur, adversely affecting a ship's stability, icing allowances, as described in Chapter 5 of the Code on Intact Stability, should be included in the analysis of conditions of loading.
4.3.3 The "Recommendations for skippers of fishing vessels on ensuring a vessel's endurance in conditions of ice formation", as lined out in the Annex 2 of the IMO Code on Intact
Stability, can be a useful guidance in case of ice accretion also on vessels other than fishing
vessels.
4.4
Measures in case of negative GMc
4.4.1 Although a proper allocation of departure stability would prevent a negative GMc during the voyage in principle, experience has shown that a negative GMc can develop due to
extreme water soaking or icing or failures in tank management.
4.4.2 Depending on the existing sea conditions the decrease of GMc may not be detected
until a small overturning moment causes the ship to slightly list. This situation is critical in
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such a way that a first attempt may be to correct this list by re-arranging the transverse distribution of bunkers or ballast. Care must be taken as to the extent of re-distribution as it could
exacerbate matters and the ship could loll to the opposite side and resume a list greater than
before.
4.4.3 Although the observed list may be a combined result of negative GMc and an eccentric
centre of mass it is strongly recommended that with any corrective action the possible consequences of negative GMc should be borne in mind. Emptying or filling of slack tanks, flooding of double bottom tanks, reducing weight on deck, or any other measure to increase the
metacentric height should be given priority but with due regard for free surface effects at intermediate stages of filling/emptying tanks.
4.4.4 As flooding a double bottom tank will produce another liquid free surface until the
tank is full, a narrow centre line tank should be chosen if possible. If a transverse pair of tanks
has to be flooded the tank on the low side should be flooded first. This will temporarily increase the ship's list but avoids a possible loll to the opposite side.
Section 5 - Measures before and in heavy weather
5.1
Weather tight and watertight integrity of the ship
5.1.1 Weather tight and watertight hatches, doors, etc., should be kept closed during navigation, except when necessarily opened for the working of the ship, and should always be ready
for immediate closure and be clearly marked to indicate that these fittings are to be kept
closed except for access.
5.1.2 All doorways and other openings through which water can enter into the hull or deckhouse, forecastle, etc., should be suitably closed in adverse weather conditions and accordingly all appliances for this purpose should be maintained on board and in good condition.
5.1.3 All small equipment and loose gear, such as hoses, electric lines, and dunnage, in
spaces accessed by watertight doors, particularly remotely controlled sliding doors, should be
secured to prevent blockage of the watertight door.
5.1.4 Any closing devices provided for vent pipes to fuel tanks should be secured in bad
weather.
5.2
Stowage and securing of cargo and equipment
5.2.1 Before the ship commences a sea passage, all cargo should be properly stowed and
secured in accordance with the Code of Safe Practice for Cargo Stowage and Securing. It is
also advisable to re-inspect all cargo in holds and on deck on a regular basis unless the nature
of cargo or its stowage excludes any risk of shifting.
5.2.2 In doing such inspection it may be useful to observe the behaviour of critical cargo
units or stowage blocks of cargo in the beginning of any major seas in order to detect possible
deficiencies of the securing arrangement. This should be done timely however in order to upgrade the securing arrangement, if necessary, without undue risk for crew members.
5.2.3 Although any heavy items of equipment on board should be suitably stowed, locked or
secured before the ship commences a sea passage there should be an inspection of this equipment before the ship enters a heavy weather area. This applies to the deck-, engine- and catering department.
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5.3
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Sailing in heavy weather
5.3.1 In severe weather, the speed of the ship should be reduced if excessive rolling, propeller emergence, shipping of water on deck or heavy slamming occurs. Six heavy slammings or
25 propeller emergences during 100 pitching motions should be considered dangerous (refer
to Chapter 2.5 of the IMO Code of Intact Stability).
5.3.2 Water trapping in deck wells should be avoided. If freeing ports are not sufficient for
the drainage of the well, the speed of the ship should be reduced or the course changed, or
both. Freeing ports with closing appliances should always be capable of functioning, be routinely checked for paint closure, and are not to be locked.
5.3.3 Masters should be aware that steep breaking waves may occur in certain areas, or in
certain wind and current combinations (river estuaries, shallow water areas, funnel-shaped
bays, etc.). These waves are particularly dangerous, especially for small ships.
5.3.4 Special attention should be paid when a ship is sailing in following or stern quartering
seas, because dangerous phenomena such as parametric resonance, broaching to, reduction of
stability on the wave crest, and excessive rolling may occur singularly, in sequence or simultaneously in a multiple combination, creating a threat of capsize. Specific advice on how to
navigate in such conditions is found in the IMO document "Guidance to the master for avoiding dangerous situations in following and quartering seas" (MSC/Circ.707).
5.3.5 Reliance on automatic steering in heavy weather may be dangerous as this prevents
ready changes to course which may be needed in certain occasions.
5.4
Measures of control
5.4.1 The company's instructions should contain general advice on the issue "entering heavy
weather" with regard to:
.1
.2
.3
water tight and weather tight integrity of the ship;

re-assuring proper stowage and securing of cargo and equipment; and
ship handling in heavy weather.
5.4.2 Before entering heavy weather the master should instruct crew members with regard to
necessary safety measures and personal behaviour.
5.4.3 Fuel day tanks and settling tanks should be topped up appropriately in order to avoid
loss of suction during heavy weather.
5.4.4 Dynamically supported craft should not be intentionally operated outside the worst
intended conditions and limitations specified in relevant statutory documents.
Section 6 - Control of stability in small fishing vessels
6.1
General operating conditions
6.1.1 Fishing vessels should only be operated within the scope of approved loading conditions as specified under Chapter 4.2.5 of the IMO Intact Stability Code.
6.1.2 On small fishing vessels the master should be supplied with suitable information on
minimum GM-values and appropriate maximum periods of roll for loading conditions as
specified above.
6.1.3 The general precautions against capsizing as lined out in Chapter 4.2.2 of the IMO
Intact Stability Code should be observed.
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6.1.4 A concise and comprehensive operating manual covering the applicable relevant aspects should be prepared and carried on board.
6.2
Operating in adverse weather and sea conditions
6.2.1 Hatch covers and flush deck scuttles should be kept properly secured when not in use
during fishing operations. All portable deadlights should be maintained in good condition and
securely closed in bad weather.
6.2.2 If icing is likely to occur the provisions of Annex 2 to the IMO Intact Stability Code
("Recommendations for skippers of fishing vessels on ensuring a vessel's endurance of ice
formation") should be observed. All relevant particulars should be contained in the operating
manual addressed to under 6.1.4 above.
6.2.3 The use of an approved automatic warning system which is designed to directly indicate the loss of stability due to fuel consumption, high deck loads of water, fish or ice or any
other reason, is recommended, but should not be solely relied upon.
6.2.4 The development and use of simple information on the permissible co-relation of effective GMc and wave height or any other suitable weather parameter is recommended.
Section 7 - Control of stability in damaged condition
7.1
Damage stability criteria
7.1.1 Certain ship types, in particular passenger ships and oil-, gas- and chemical tankers,
have to be operated under the regime of damage stability criteria. Moreover, all cargo ships
built after 1 Feb 1992, passenger ships, and ships assigned with reduced freeboard under the
1966 ICLL, need to be operated in accordance with stability limits based on a subdivision
standard.
This may include separate information provided to the master in the form of diagrams, tables
or suitable computer programmes prescribing the observation of a value of minimum GMc or
maximum KGc related to the actual condition of loading. This value affords an acceptable
level of protection against capsizing under specified conditions of damage while operating in
a nominal environmental condition.
7.1.2 Generally damage stability criteria require a higher initial stability than the intact stability criteria. Damage stability criteria on tankers need not be observed by the master when
the ship is in a pure ballast condition with cargo residues in normal quantities.
7.1.3 Compliance with damage stability criteria does not ensure immunity against capsizing
in any damaged condition. Masters should therefore be aware of the necessity and benefit of
proper contingency planning covering damage control.
7.2
Effects of damage on stability
7.2.1 Damages which affect ship's stability may result from collision, grounding, fire and
explosion and any leak under or above the waterline through which progressive flooding may
occur. Specified damages are found in various IMO instruments for the purpose of damage
stability control based on ship design. The specified damages for the appropriate ship type
may be taken as reference to judge the consequences of actual damage to an individual ship of
that type. Damages are specified:
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.1
.2
.3
.4
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for oil tankers in MARPOL, Annex I, Regulation 25 and in Regulation 13 F (raking

damage);
for chemical tankers in the IBC-Code, Chapter 2.5 and in the BCH-Code, Chapter 2.2;
for gas tankers in the IGC-Code, Chapter 2.5 and in the GC-Code, Chapter 2.3;
for passenger ships in SOLAS, Chapter II-1, Regulation 8;
for cargo ships greater than 80 metres in length, probabilistic damage stability requirements in SOLAS, Chapter II-1, Part B-1; and
for offshore supply vessels in IMO Resolution A.469(XII), Guidelines for the Design
and Construction of Offshore Supply Vessels.
7.2.2 Water entering a damaged ship will generally assemble in the lower parts of the hull
and thus tends to lower the ship's centre of gravity. The amount of water able to enter the ship
depends on the permeability of the flooded space, i.e. the volume percentage not occupied by
other items like cargo, equipment, ballast or bunkers.
7.2.3 Water entering a damaged ship causes the draught to increase and thus changes relevant stability parameters like KM and cross-curve values. In fully loaded conditions KM is
likely to increase slightly while cross-curve values for inclinations above 10 heel will decrease considerably with the draught. The latter bears the risk of capsizing, even with positive
GMc, in the case of asymmetrical flooding where heeling levers may exceed the reduced
righting levers.
7.2.4 Asymmetrical flooding causes the immediate development of a list. This list is a most
serious effect as it not only lowers the water inlet and increases the rate of flooding but also
reduces the righting levers on the low side of the vessel.
7.2.5 If the flooded space has a large surface area the negative effect of liquid free surface
will affect the stability seriously. Most commonly the initial ingress of water will heel the ship
which will then fail to upright because of negative GMc. Subsequently, the ship could capsize
for the same reason as mentioned under sub-paragraph 7.2.3 above.
If however, during the process of flooding, the ship's waterplane area increases sufficiently
and/or the amount of water taken in is sufficient to restore a positive GMc, the ship could also
potentially return to upright condition if there is no other heeling moment from asymmetrical
flooding.
7.2.6 In most damage and flooding situations the effect of asymmetrical flooding combines
with the effect of free liquid surfaces and reduces righting levers due to list and reduction of
freeboard. The risk of capsizing in such a situation is higher on ships with low freeboard than
on ships with ample freeboard.
7.3
Assessment and control of damage
7.3.1 Any actions undertaken to assess and control the damage and secure the stability and
integrity of the ship should be made commensurate with preparations for safety and rescue
actions for persons on board.
7.3.2 The assessment of damage should be undertaken with the aim to get a reasonably clear
picture of the affected parts of the hull and an estimation of progress and final stage of flooding. For this purpose the following issues should be surveyed with due regard to damage control plans:
.1
.2
.3
location and extent of damage;

estimated rate of flooding;
size and permeability of flooded spaces;
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possible asymmetry of flooding and expected list; and

neighbouring spaces liable to be affected by breaching of bulkheads or by leaks.
7.3.3 The information obtained should be used to control the flooding procedure in order to
avoid capsizing of the ship. The following aspects should be taken into account:
.1
.2
.3
.4
.5
.6
.7
An intolerable list of the ship may be counteracted by deliberate counter-flooding,

bearing in mind the additional risk from free liquid surfaces and the reduction of freeboard.
Breaching of bulkheads to adjacent spaces may be prevented by shoring with timber or
other suitable means. Small holes or cracks may be secured by wooden wedges or
plugs.
If the casualty has happened alongside or close to a jetty a good mooring of the damaged vessel may prevent capsizing. The support of tugs pressing the vessel to the jetty
may be useful too.
In the case of a collision bow to side with another vessel, it may be useful to secure the
bow of the one vessel to the breached side of the other in order to prevent capsizing.
This option however would not be feasible if motions from the seaway would cause
further damage to the ships in contact or, if the nature of the cargo or the presence of
passengers would impose a risk higher than currently exists.
Using the ship's pumps and/or pumps supplied by other vessels may control the flooding, at least to an extent to save time for other useful measures.
Deliberate beaching or stranding, although bearing the threat of reducing the longitudinal strength and/or the structural integrity with serious consequences, may save a
damaged vessel from capsizing in the first place.
The damage may have affected the longitudinal strength of the ship by weakening the
structure. Additionally, there may be an increase of existing shear forces and bending
moments by the effect of the incoming water. These aspects should be borne in mind
when taking deliberate actions to secure the stability of the ship. As there is currently
no simple comprehensive guidance available for assessing possible strength problems
from damage, such decisions will have to be left to the discretion of the master, unless
specific guidance is given in damage control plans.
7.3.4 A damaged vessel sitting on the ground should not be towed off or be allowed to refloat until sufficient structural integrity, stability and a close to upright floating condition is
confirmed by thorough investigation.
Section 8 - Control of stability in special situations
8.1
Control of stability after a major shift of cargo
8.1.1 A major transverse shift of cargo will cause the ship to heel and reduces the righting
levers at the immersed side (refer to the International Code for the Safe Carriage of Grain in
Bulk). The stability of the ship is therefore at risk and action by the master may be required.
8.1.2 As the amount of shifted cargo and distance of shifting will be unknown until the
cargo space has been inspected it may be useful to estimate the residual stability at the immersed side by the following method:
.1
.2
Take the actual righting lever curve for the upright ship from the last record statement.
Indicate the observed angle of heel after cargo shifting and draw a horizontal line
through the intersection of the heeling angle ordinate with the righting lever curve
(Figure 1).
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The residual stability is presented by the shaded area that is bounded by the righting
lever curve, the horizontal line established under 8.1.2.2, and the down-flooding angle
(if applicable). The residual stability should be compared against usual minimum stability requirements and prevailing weather conditions in terms of range, area, and
value of maximum lever.
0.40
GZ [m]
0.30
residual stability
down-flooding angle
angle of heel
0.20
0.10
0
0
10
20
30
40
50
57.3
60
[] 70
Figure 1: Residual stability after cargo shifting

8.1.3 If remedial actions are deemed necessary to secure the stability of the ship the following aspects should be considered:
.1
Change of course and/or speed to reduce further rolling of the ship may be useful as a
quick reaction.
.2 Securing of the shifted cargo to its new position may be advisable before righting the
ship up by counter-flooding with ballast or by transfer of bunkers.
.3 As securing a shifted bulk cargo may be impractical any measures to upright the vessel
should be restricted to a moderate reduction of the heel in order to avoid a re-shifting
of cargo with a possibly larger heel to the other side.
8.1.4 A one-sided loss of deck cargo, e.g., containers, has the same effect to stability as a
transverse shift of cargo notwithstanding the slight advantage of lowering the ship's centre of
gravity by the loss of top mass. The method of assessing the residual stability and the measures of control are in principle the same as described under 8.1.2 and 8.1.3 above.
8.2
Towing operations
8.2.1 A ship, when engaged in towing operations, should possess an adequate reserve of
stability to withstand the anticipated heeling moment arising from the tow line without endangering the towing ship (refer to MSC/Circ. 884, Guidelines for Safe Ocean Towing).
8.2.2 In particular ships shifting berths within the port area may have a stability less than for
seagoing condition. If a tugboat is used for this procedure the tug master should be warned
accordingly to pull or push at reduced power.
8.3
Fire fighting
8.3.1 Fire fighting on board in port or at sea may involve the use of large quantities of water,
in particular if access to the fire is restricted and an action of more or less flooding the space
is the only way to control the fire. In such a case care should be taken not to endanger the ship
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by the risk of capsizing through the effect of liquid free surfaces from the water used for fire
fighting.
8.3.2 Another threat to stability may arise if water from fire fighting becomes entrapped on
upper decks, especially in unsymmetrical areas.
8.3.3 In particular with fire fighting alongside a jetty any developing list may not be noticed
until the mooring ropes give way. Additionally shore fire brigades may not be fully aware of
the risk of capsizing of a vessel due to the free surface effect.
8.3.4 In order to control the risk of capsizing the bilge pumps should be run to de-water the
area as appropriate or drainage of spaces in upper decks should be effected.
8.4
Dry-docking
8.4.1 Ships being dry-docked have to go through a short period of reduced stability which is
the time span between the first touching of the keel timbers and the settling on the full length
of the keel whereupon lateral support booms or side propping devices can be put in place. For
this reason ships being dry-docked should have ample stability and as little trim as possible.
8.4.2 During the docking period ballast tanks may have to be emptied and bunkers shifted
depending on the work programme. Therefore, before the ship is re-floated again, a full survey of all tanks and a subsequent stability and trim calculation should be carried out to make
sure that after re-floating
.1
.2
.3
.4
the ship has sufficient stability;

the ship will float without list;
the trim is within reasonable limits; and
stress condition parameters are within acceptable limits.
Section 9 - Miscellaneous issues

9.1
Equipment for stability management
9.1.1 Equipment and instrumentation for stability management should, with due regard to
the operating parameters of the ship, consist of:
.1
an approved computer and software supporting the documentation of cargo and tank
operations, statical calculations with regard to stability, draught, trim and stress, and
the evaluation of draught readings (shipboard draught survey);
.2 an approved system for carrying out a fast and reliable stability measurement;
.3 an approved remote draught gauging system; and
.4 an approved remote tank gauging system.
9.1.2 A simple and straightforward instruction manual, written in the working language of
the ship and any other language the Administration may require, should be provided with this
equipment (see MSC/Circ.891, Guidelines for the On-Board Use and Application of Computers).
9.1.3 If computer based on-line evaluation of stability measurement, draught measurement
or tank gauging is to be implemented, suitable means, like intermediate results and specific
interrelations, should be provided for the user to check final results for plausibility.
9.1.4 It is desirable that the input/output form in the computer and screen presentation be
similar to the one in the loading and stability manual so that operators will easily gain familiarity with the computer and the manual.
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9.1.5 In order to validate the proper functioning of the equipment, test conditions should be
run periodically at intervals specified in the company's instructions. Test results should be
recorded and kept within the appropriate recording system.
9.2
Other considerations
9.2.1 The company should, when issuing instructions on the management of ship's stability,
in particular in the context of the distribution of cargo, ballast and bunkers, provide attention
also to other aspects of safe ship operation. This may include:
.1
.2
.3
.4
.5
longitudinal strength in terms of permissible bending moments and shear forces or torsional moments;
vertical sequence of masses in container stacks on deck (refer to the ship's Cargo Securing Manual);
observation of deck loading restrictions due to sight line requirements;
suitable trim of the ship with regard to steering and handling in heavy weather; and
load line requirements.
9.2.2 The above mentioned and other considerations related to the management of ship's
stability should be appropriately reflected within records (see Section 1).
Section 10 - Training requirements
10.1
General education and training
10.1.1 General education and training of masters and mates with regard to the management of
ship's stability is addressed to in the appropriate tables of Sections A-II/1, A-II/2 and A-II/3 of
the Seafarers Training, Education and Watchkeeping (STCW) Code.
10.1.2 The instruction and education on the theoretical background of stability related issues
and appropriate calculation procedures, generally carried out by Maritime Education and
Training (MET) institutes, in complying with STCW-requirements, should reflect the needs
and provisions of stability management as lined out in these guidelines.
10.1.3 The practical training of future deck officers, as addressed to in Section B-II/1 of the
STCW-Code, should include appropriate familiarization with procedures of stability assessment and recording.
10.2
Specific shipboard training
10.2.1 The company should ensure that a deck officer, designated to assume the duties of a
cargo officer, is given proper familiarization with the ship and the documentation and equipment regarding the management of ship's stability and related aspects.
10.2.2 The master should verify the appropriate ability of the particular deck officer and provide supervision if necessary.
10.2.3 Aspects of stability management within the contingency planning scheme should be
appropriately addressed to within shipboard drills or paper exercises on damage control issues. This applies to all deck officers and engineers on board.
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Appendix 1 Simplified draught survey

1
Other than a full draught survey as described in detail in the IMO document BC
32/Inf. 9 and preferably used in bulk carriers, a simplified draught survey, as described in this
appendix, may be carried out in any short break of cargo operations, even on a container ship.
Its accuracy is sufficient to check the cargo intake, preferably by the differences of displacements between particular stages of loading.
2
The definitions and symbols used in this Appendix are consistent with the definitions
and symbols presented in the MSC/Circ. 920. These are in particular:
L
B
DISV
DISM
B.M.
d
t
TKF
TK
TKA
TKC
TKFR
TKR
TKAR
TKM
length between perpendiculars

m
breadth moulded
m
displacement volume
m3
displacement mass
t
density
t/m3
stillwater bending moment at L/2 tm
deflection at L/2; d = TKM TK
m
trim; t = TKF TKA
m
keel draught at FP
m
keel draught at MP
m
keel draught at AP
m
reference keel draught
m
reading at fore mark
m
reading at mid mark
m
reading at aft mark
m
m
mean draught; 0.5 (TKF + TKA)
AP
MTM
TPC
KM
KG
KGc
GM
GMc
ZG
XF
X1
X2
X3
FP
MP
AP
WL
moment to change trim one metre tm/m

tonnes per centimetre immersion t/cm
transverse metacentre above base
m
centre of mass above base
m
KG corrected for free surfaces
m
metacentric height
m
GM corrected for free surfaces
m
centre of partial mass above base
m
centre of flotation from AP
m
aft mark from AP
m
mid mark from AP
m
fore mark from AP
m
fore perpendicular
mid between perpendiculars
aft perpendicular
actual waterline
-
MP
FP
XF
TKC
TKAR
TKA
WL
TK
TKR
TKM
TKFR
TKF
bottom of keel
X1
X2
X3
Lpp
Figure 2: Definition of draughts and mark positions

3
A ship in any given state of loading will be slightly listed, trimmed and longitudinally
deflected. Draught readings are taken at marks which are generally close to but not exactly at
the perpendiculars. Therefore a number of corrections must be applied to such readings to
obtain a reference draught. This reference draught provides the immersed gross volume of the
ship which, multiplied by the measured harbour water density, presents the actual massdisplacement (DISM) of the ship.
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4
This slightly complex task is described below in a step by step procedure. Calculations
should preferably be performed by a suitable routine within the ship's loading and stability
computer.
.1
Remove any heel of the ship as far as practicable using the automatic anti-heel system
or other suitable tanks.
.2 Take draught readings fore and aft as accurately as possible. Results are TKFR and
TKAR .
.3 Measure the harbour water density by means of a hydrometer. Use a water sample
from a depth of about half the ship's draught. The result is .
.4 Estimate ship's deflection at L/2 using the formula:
L actual B.M. at MP
[m]
d=
1000 B.M.lim at MP
(the sign of d equals the sign of actual B.M. at L/2)
.5 Apply corrections to draught readings for obtaining draughts at perpendiculars:
T TKAR 3.4 d
TKF = TKFR + (L X 3 ) KFR

+
[m]
L
X 3 X1
T TKAR 3.4 d
TKA = TKAR X1 KFR
[m]
L
X 3 X1
6 Calculate mean of draughts and the trim using the formulae:
TKM = 0.5 (TKF + TKA) [m]
t = TKF TKA [m]
.7 Calculate the reference draught using the formula:
XF L / 2 2 MTM 2 MTM 1
+t
[m]
TKC = TKM 0.7 d + t
L
200 L TPC
MTM2: moment to change trim at (TKM + 0.5 metres)
MTM1: moment to change trim at (TKM 0.5 metres)
.8 Enter hydrostatic table using TKC for obtaining gross volume DISV in m3.
.9 Calculate mass displacement using the formula:
DISM = DISV [t]
5
An estimation of ship's deflection based on the actual bending moment at L/2 may be
impaired by high temperature differences between deck and bottom of the ship or by a permanent deflection of the hull. It is recommended to check the estimated deflection on occasion
by additional draught readings at the mid marks of the ship.
6
The accuracy of the result of a draught survey depends largely on the accuracy of
draught readings, density measurement and estimation of deflection. For a ship of 100 m
length, loaded close to her marks, the true displacement will be with 95% probability within
0.7% of the value found by this draught survey, provided the following margins are not exceeded with 95% probability:
draught readings:
estimation of deflection:
measurement of density:
0.020 m
0.025 m
0.004 t/m3
For larger ships results are even more reliable.

7
The procedure described under paragraph 4 can be simplified and made more reliably
by an equipment consisting of remote draught reading devices fore, mid and aft which are
processed on-line and converted into a suitable display of the ship's displacement.
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Appendix 2 Measurement of stability by in-service inclining test

1
The purpose of an in-service inclining test is to measure the metacentric height GMc
and consider the result when deciding on further loading of deck cargo or on ballasting. The
stability parameters obtained from an in-service inclining test include free surface effects and
all masses and their vertical position in a realistic manner and should be preferred to parameters obtained from a mere calculation.
2
The accuracy required in shipboard practice can be sufficiently described by 10%
with 95% probability. That is 5 cm with a GMC of 0.5 m. This margin is easily met with
reasonable effort in a test of less than 10 minutes duration. However care should be taken to
observe the performance standards as outlined below.
3
The basic test procedure can be described by the following steps:

.1
.2
.3
.4
.5
.6
.7
.8
.9
Prepare the ship to heel freely.

Eliminate interfering moments.
Measure first angle of heel 1.
Induce a defined heeling moment me.
Measure second angle of heel 2.
Remove the defined heeling moment and measure a third angle of heel 3 (crosscheck).
Carry out a simplified draught survey (see Appendix 1).
Calculate the metacentric height GMC using the formula:
me
GM C =
[m]
DISM tan( 2 1 )
m
= heeling mass
[t]
e
= heeling lever
[m]
(21) = test angle of heel []
Obtain KGc using the formula:
KGc = KM GMC [m]
Note: If the absolute trim of the ship is greater than 0.01 L, then KM for trimmed condition
should be used. KGC is already increased for the effect of free surfaces in tanks.
Note: If the absolute difference of 3 and 1 (cross-check) exceeds 5% of the test angle of heel
it should be considered to repeat the test and re-check any interfering moments.
Preparation of the ship to heel freely
4
The following principles should be observed when preparing the ship for the test with
regard to slackening the mooring ropes:
.1
.2
.3
.4
Wind blowing off-shore: Slack all mooring ropes until distance from fenders is about
0.5 metres. Steep ropes from fair leads on shore side of the ship should be slack.
Wind blowing on-shore: Slack all mooring ropes until sag in the rope is about 10%
of the free length. Steep ropes should be slackened a little more. Ship's contact to
fenders is no hindrance to the test.
Wind blowing parallel to quay: Keep one or two long mooring ropes taut and
slacken the rest to 10% sag. Further contact of the ship to fenders is no hindrance to
the test.
Shut down automatic mooring winches and tighten breaks. Hoist up the gangway well
clear from the quay unless its foot can roll readily and will not get stuck to any obstacle.
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Elimination of interfering moments

5
It is important that in the short span of time between the first, second and third measurement of the heeling angle there is no change of heeling moments other than the test moment and free surface moments in slack tanks. For this reason the following task list should be
worked through and arrangements made as appropriate:
.1
.2
Stop all cargo loading, unloading or moving of cargo in the ship.

Stop all moving of cargo gear (derricks, cranes, hatches, ramps) or other equipment
and stop all tank operations in deck and engine department.
.3 Stop the automatic anti-heel system, if provided.
.4 Stop all tending of mooring ropes (automatic mooring winches disengaged).
.5 Limit the walk-around of persons on board (on ships below 100 m length only).
.6 Check wind conditions: With wind of 6 Bft or above there is an increased risk of
squalls lasting several minutes, which may impair the test.
.7 Check current in the water and its effect to changes of heel (observe the heel indicator).
.8 Check swell in the harbour and decide whether movements of the ship are regular
enough to use mean values of heel.
.9 Make sure there is no ship passing near by during the test.
.10 Check keel clearance to avoid touching the ground.
If one or more of the above conditions cannot be met or are considered unsuitable the test
should be abandoned.
6
Free surfaces in bunkers and other tanks need not be considered. They are automatically accounted for in the test result GMc. Care should however be taken that flat ballast
tanks, which are to be nominally full, are really full and those, which are to be nominally
empty, are really empty. Otherwise the tiny ullage of air or the bottom layer of liquid, which
would practically not affect the stability, will lead to a reduction of the test-GMc, pretending
less stability than available.
Measuring of heeling angles
7
Preferably an advanced precision instrument should be used which provides a reading
sufficiently smoothed and a print or a graphic record over the time.
8
The instrument should keep an accuracy of 0.05 with 95% probability. It should be
robust against the usual shipboard environment (vibrations, humidity, accelerations). Equipment for easy re-check of calibration should be provided with the instrument. As the test angle of heel is the difference of two measurements a zero-calibration is not required. Classification societies are generally prepared to approve such instruments according to their specifications.
9
The absolute heel of the ship during an in-service inclining test should not be greater
than 3.5 in order to keep the influence of additional form stability on the measured metacentric height within tolerable limits. It is therefore recommended to pre-heel the ship to one side
before the test and convey the test heel back and beyond zero to the other side. The maximum
obtainable test angle of heel would be 7 in that way providing for a higher relative accuracy
of that test angle. The cross-check should be applied accordingly.
Providing a defined test moment
10
The test moment should be numerically between 2% and 7% of the ship's displacement, i.g. between 200 and 700 tm for a ship of 10000 t displacement. The amount of the test
moment should be known or determinable with a relative accuracy of 2% with 95% probPage 69 of 78
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ability. The time for inducing the test moment should be less than 3 minutes, to keep within
the desired overall duration of 10 minutes.
11
With these requirements there are three suitable choices available:

.1
One or two cargo units of known mass can be transversely shifted or loaded/unloaded
on the side of the vessel. Preferably standard containers should be used. The mass
should be determined by running the container over a weigh-bridge. The accuracy of
weight control in container loading bridges is generally not sufficient. The lever of
transverse shifting should be determined by using a tape-measure.
.2 Liquid of known density can be shifted between side tanks. Ballast tanks - although a
preferred choice on large vessels (DISM > 25000 t) - are normally not suitable for this
purpose because of low transfer capacity and inaccurate control of filling state. Special
stability test tanks however with fast liquid transfer and accurate determination of test
moments are available and successfully in use on cargo vessels and ro/ro-ferries with
approval by the Administration.
.3 A heavy crane jib or heavy-lift derrick. can be given a defined transverse movement.
The preferable method is to turn an empty crane jib or derrick to an extreme transverse
position at a defined inclination. After taking the first measurement of heel the jib or
derrick is turned to the opposite side at the same inclination. The test moment induced
by this procedure should be suitably documented in the ship's Loading and Stability
Manual.
12
It is recommended that the amount of the appropriate test moment is determined and
approved by the Administration in the course of the ship yard inclining experiment or by a
similar suitable test arrangement.
Overall accuracy of the test
13
Taken the required relative accuracy's with 95% probability as proposed above, i.e.
average 2.5% with the test angle of heel, 2% with the test moment and a relative accuracy
of the displacement by draught survey (see Appendix 1) of 0.7%, the probable relative error
in GMc is:
eGMc = (2.52 + 22 + 0.72) = 3.3%
This error is well below the accepted error margin of 10% with 95% probability.
14
In order to achieve a reliable result of KGc the value of KM should be carefully interpolated from ship's hydrostatic tables or curves using trimmed hydrostatics if the ship is
trimmed more than 1% of Lpp.
Monitoring and recording the test
15
The in-service inclining test should be appropriately monitored and recorded in accordance with procedures provided by the company's Safety Management System. In particular
the preparation of the ship and the task list for elimination of interfering moments should be
filed together with measurements taken for the draught survey and the inclining test itself. If
the test is carried out by on-line computer management the appropriate printed records should
be kept with the documentation.
Abandon test conditions
16
The in-service inclining test should be abandoned if one of the following conditions
are met:
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swell, ice or other circumstances which prevent a reasonable determination of the

ship's displacement,
lack of suitable means to produce a defined test moment of a magnitude sufficient for
a test angle of heel of at least 1,
swell or other circumstances which prevent a precise measurement of heeling angles,
inability to avoid interfering moments (see paragraph 5); this may be revealed by the
cross-check heel procedure.
Advanced equipment for inclining tests

17
Such approved equipment may include a remote draught gauging system, a fast and
precise inclining tank system and an inclinometer. The performance and evaluation of the test
may be controlled by a computer programme. The use of advanced equipment for performing
in-service inclining tests is recommended.
Appendix 3 Measurement of stability by observing natural periods of roll
1
The so-called rolling test may be recommended as a useful means of approximately
determining the initial stability of the ship. The advantage of the rolling period test against the
in-service inclining test is its quick performance and the independence from a draught survey,
although for a complete stability assessment the mass displacement of the ship should be determined as well. Disadvantageous however is its lesser accuracy compared with the inservice inclining test.
2
The result of a rolling test is the metacentric height GMc which contains the effect of
free surfaces in tanks holding liquids with usual viscosity. GMc is obtained by the formula:
with
C
=
rolling co-efficient
B
=
ship's breadth [m]
T
=
natural rolling period [s]
3
The rolling period required is the time for one complete oscillation of the ship. The
test should be conducted with the ship in harbour, in smooth water with the minimum interference from other disturbing influences. The effect of free surfaces in the ship is taken into
account automatically.
GMC =
C B
4
The rolling co-efficient is a value ranging between 0.72 and 0.84 in general, although
these figures have been exceeded in certain situations. It should be noted that the greater the
distance of masses from the rolling axis, the greater the rolling coefficient will be. Therefore it
can be expected that:
.1
.2
the rolling coefficient for an unloaded ship, i.e. for a hollow body, will be higher than
that for a loaded ship; and
the rolling coefficient for a ship carrying a great amount of bunkers and ballast both
groups are usually located in the double bottom, i.e. far away from the rolling axis
will be higher than that of the same ship having an empty double bottom.
5
Although the preparation of the ship is similar to that for performing an in-service inclining test the sensitivity against interfering moments is much reduced. Thus the checklist
given in Appendix 2 paragraph 5 may be restricted to the items 1, 3, 4, 8, 9 and 10 when applied to the rolling test. It is important however that the ship is prepared to roll freely by
slackening the mooring ropes in accordance with paragraph 4 of the Appendix 2.
6
For the following reasons, it is not generally recommended that results be obtained
from rolling oscillations taken in a seaway with the ship under way:
Page 71 of 78
.1
.2
.3
.4
Hochschule Bremen
Studiengang Nautik
coefficients for tests in open waters are not available,

the rolling periods observed may not be free oscillations but forced oscillations due to
seaway,
frequently, oscillations are either irregular or only regular for too short an interval of
time to allow accurate measurements to be observed; and
specialised recording equipment is necessary.
Ships up to 70 m in length
7
For ships up to 70 m in length the IMO Intact Stability Code contains comprehensive
guidance on the performance of the rolling test in Chapter 7.6 based on earlier studies on this
issue.
Ships above 70 m length
8
A limited number of combined rolling and inclining tests with ships greater than 70 m
length has indicated that there is in principle no difference to the behaviour of small ships.
Ships over 70 m length should be prepared to roll freely in the same manner as described for
small ships. A suitable way to initiate roll motions is to lift a heavy cargo unit, favourably a
loaded container, with ship's gear from the quay and set it down again giving sufficient slack
to the runner.
9
As the roll amplitude will be only small, i.e. in the range of 2 to 3 degrees in the beginning with a considerable rate of reduction due to damping, it has been found convenient to
observe the roll motions on the quay by watching the rise and fall of the ship's side against the
edge of fenders or similar reference. The average time of two complete roll motions, taken by
a stop watch, will provide a sufficiently accurate period of roll. This procedure may be repeated without undue delay to cargo operations.
10
The rolling coefficient C behaves on larger ships in the same manner as found with
small ships below 70 metres length. Particularly in a situation where stability may become
critical, i.e. a container vessel with full deck cargo and appropriately ballasted, the coefficient
C is found closing or even exceeding the value of 0.8. It is however recommended to evaluate the coefficient C by a number of double tests (in-service inclining test and roll test) for
such loading conditions.
Accuracy of rolling test
11
With reasonable assumptions the relative error margins of the rolling test can be found
at 15% with 95% probability. This unfavourable result follows from the square expression
in the rolling formula which indicates an increased sensitivity of GMc against errors in C and
T. The rolling test is therefore inferior to the in-service inclining test although there may be
situations where a rolling test will be suitable to indicate whether a critical situation may be
expected or not. The rolling test should however not be used to check the stability of a ship in
a critical situation, i.e. close to stability limits.
12
Experiments have shown that the results of the rolling test method get increasingly
less reliable the nearer they approach GMc values of 0.20 m and below.
Monitoring and recording the test
13
The rolling test should be appropriately recorded in accordance with procedures provided by the company's Safety Management System. If the rolling test is carried out using a
graphical heel recorder, the printed graphs should be appropriately identified and kept with
the record.
Page 72 of 78
Hochschule Bremen
Studiengang Nautik
Appendix 4 Adaptation of test results for assessing final conditions

1
Preferably a measurement of stability should be carried out shortly before loading of
cargo is completed in order to decide on the final intake without the commercial risk of unloading cargo already accepted for transport. As the condition of the ship at such an earlier
test will generally deviate from the final departure condition and even more from the "worst
condition" during the voyage, appropriate adaptations have to be made to the test result in
order to compare it with limit values as set by the master or by statutory requirements.
2
These adaptations should regard all major changes or shifts of masses as:
.1
.2
.3
.4
.5
.6
.7
loading/unloading or shifting of cargo,

lowering/hoisting of heavy cargo gear from working position into sea condition,
returning hatch covers from the jetty to the ship,
hoisting ramps or lowering bow visor,
filling or emptying/consuming tanks including changes of free surface effects,
increase of mass of deck cargo due to absorption of water,
increase of top mass due to icing.
3
Results of a measurement of ship's stability are DISM and KGc. The aim of any adaptation is to determine DISM and KGc for the adapted condition. The two basic types of calculations, i.e. adding/removing a mass or mere vertical shift of a mass can be done within the
same scheme. This is shown in the following example:
Calculated example
4
It is assumed the results of an in-service inclining test are DISM = 11425 t and KGc =
8.24 m.
Condition at time of test
Adaptations:
Loading of 4 containers into tier 82
Lower crane boom No.2 from 80
Hoist and stow stern ramp
Return hatch cover No.1 from shore
Consume fuel from DB tank No. 4
Cancel free surface moment in DB tank No. 4
Increase top mass due to icing
Worst condition during the voyage
mass [t]
11425
ZG [m]
8.24
vert. Mom. [tm]

94142
36
----29
- 140
--100
11450
19.58
----12.79
0.75
--20.00
8.47
705
- 407
784
371
- 105
- 560
2000
96930
These results for the worst condition during the voyage should be compared with limit values
of stability.
5
It is recommended that information on the adaptation of test results by moving cranes,
ramps, hatch covers and similar heavy equipment into sea condition is contained in the loading and stability booklet in the form of suitable tables or diagrams.
6
Calculations for adapting stability test results to a departure condition or to a worst
condition during the voyage should be kept with the record documents on stability management.
Page 73 of 78
Annex 1
Hochschule Bremen
Studiengang Nautik
Training requirements
STCW-Code
Table A-II/1 contains the following requirements for knowledge, understanding and proficiency (column 2) at the operational level:
Working knowledge and application of stability, trim and stress tables, diagrams and stresscalculation equipment. Understanding of fundamental actions to be taken in the event of partial loss of intact buoyancy. Understanding of the fundamentals of watertight integrity.
Table A-II/2 contains the following requirements for knowledge, understanding and proficiency (column 2) at the management level:
Knowledge of the effect on trim and stability of cargoes and of cargo operations. Use of stability and trim diagrams and stress-calculating equipment, including automatic data-based
(ADB) equipment, and knowledge of loading cargo and ballasting in order to keep hull stress
within acceptable limits.
Understanding of fundamental principles of ship construction and the theories and factors
affecting trim and stability and measures to preserve trim and stability. Knowledge of the effect on trim and stability of a ship in the event of damage to and consequent flooding of a
compartment and countermeasures to be taken. Knowledge of IMO recommendations concerning ship stability.
StAK-Ausbildungsanforderungen
The following key-words are listed for the subject "Schiffbau und Schiffstheorie":
Grundkenntnis der Schiffstheorie in Bezug auf Schwimmfhigkeit, Stabilitt, Trimm und Festigkeit;
Stabilittsbelastungen durch
bergehen von Ladung,
Wassereinbruch,
Winddruck,
Seegang,
Schwergutbernahme,
freie Flssigkeitsoberflchen,
Wasseraufsaugen der Decksladung,
Vereisung,
Hartruderlage.
Kenntnis der nationalen und der IMO-Stabilittsempfehlungen

Additional requirements are found under the subject "Ladungstechnik":
berwachung von Stabilitt und Festigkeitsbeanspruchungen unter Anwendung von einschlgigen Verfahren und Methoden (Bordrechner, manuelle Rechnung); Dokumentation im
Sinne des ISM-Codes.
Page 74 of 78
Annex 2
Hochschule Bremen
Studiengang Nautik
Questions and assignments
At the end of the lectures and studies the student shall be able to:
1. Define the metacentre M and the centre of mass G.1
2. Illustrate the righting lever GZ in a cross-section of a heeled vessel.
3. Identify in a formulary the approximation function for GZ-values up to 5 heel.
4. Identify in a formulary the approximation function for GZ-values up to 15 heel.
5. Explain the static effect of liquid free surfaces on ship's stability.
6. Calculate the change of GM due to a given liquid free surface.
7. Identify in a formulary the moment of inertia for triangular, trapezoid and circular surfaces.
8. Describe the influence of breadth and draught of a ship on the position of the metacentre.
9. Describe the influence of breadth and freeboard on the character of the GZ-curve.
10. Explain the purpose and contents of the Loading and Stability Manual (LSM) of a ship.
11. Identify and explain the principal dimensions of a ship.
12. Identify in an LSM the reference planes for co-ordinates a ship.
13. State the reference plane for ship board draught readings or calculations.
14. Demonstrate the lifting of form data of the ship from hydrostatic tables.
15. Demonstrate the lifting of cross curve data and the generation of a GZ-curve.
16. Explain the role of GM with regard to the gradient of the GZ-curve at zero heel.
17. Demonstrate the lifting of cargo space and tank space data from the L&S Manual.
18. Demonstrate the calculation of KGc of a ship with given masses and ZG-values.
19. Calculate the change of KGc of a given ship when loading or unloading containers.
20. Calculate the change of KGc of a given ship from a vertical shift of a single mass.
21. Calculate the change of KGc of a given ship when consuming bunkers.
22. Calculate the change of KGc of a given ship by ballast operations including slack tanks.
23. Explain the principle of an in-service inclining test.
24. Calculate GMc from test conditions of an in-service inclining test.
25. Explain the principle of a rolling test in port.
26. Explain the influence of radial mass distribution on the roll co-efficient C.
27. Calculate GMc from test conditions of a rolling test.
28. Outline the purpose and limitations of intact stability criteria (IMO and national).
29. Demonstrate the checking of a given GZ-curve against intact stability criteria.
30. Demonstrate the determination of maximum KGc-values from an LSM.
1
Abbreviations and symbols used in this Annex are in conformity with the IMO MSC/Circ. 920.
Page 75 of 78
Hochschule Bremen
Studiengang Nautik
31. Demonstrate the determination of minimum GMc-values for trimmed condition.

32. Explain the terms "stiff", "normal", "sea-kindly", "tender" related to a ship.
33. Describe the effect of a transverse shift of cargo on the GZ-curve.
34. Determine the angle of heel from a transverse shift of cargo.
35. Determine the angle of heel from transverse wind pressure to a ship.
36. Determine the angle of heel from of hard rudder at a given speed.
37. Determine the angle of heel from a towing tug for given stability conditions.
38. Describe the effect of following high waves on the stability.
39. Describe the effect of resonance with encountered waves.
40. Describe the effect of ingress of water on the stability.
41. Determine a GZ-curve for negative GM.
42. Calculate the angle of loll using a formulary.
43. Demonstrate the calculation of XG of a ship with given masses and XG-values.
44. Determine the trim of a ship from the difference between XG and XB.
45. Determine the draughts at perpendiculars following the determination of XG.
46. Define the tabulated "moment to change trim one metre" (MTM).
47. Calculate the change of trim by loading, unloading or shifting a single mass.
48. Calculate the change of trim of a ship by entering from seawater into freshwater.
49. Determine the approximate XG from draught readings.
50. List the ship types to which the International Load Line Convention applies.
51. Calculate the freshwater allowance, the dock-water allowance using a formulary.
52. Define the difference between summer draught and tropical draught.
53. Define the difference between summer draught and winter draught.
54. List all conditions under which a vessel is allowed to be loaded to the seasonal mark.
55. Identify ships which are given a Winter North Atlantic mark.
56. Define the deflection of a ship (hog or sag).
57. Calculate the loss of dead weight caused by sagging.
58. Explain the change of draught at the Plimsoll mark when the vessel is trimmed.
59. Explain the use of the chart of load line zones.
60. Determine the maximum departure draught with regard to area or season.
61. Compare the maximum stack load and permissible surface load on a hatch cover.
62. Define shear forces in a ship's hull in the context of longitudinal strength.
63. Define bending moments in a ship's hull in the context of longitudinal strength.
64. Explain the meaning of a positive gradient of a section of the shear force curve.
65. Explain the meaning of a bending moment curve section in the positive range.
Page 76 of 78
Hochschule Bremen
Studiengang Nautik
66. Explain the limiting values for shear forces and bending moments at sea and in harbour.
67. State the maximum static deflection of hull from hogging or sagging at sea and in harbour
by rule of thumb.
68. State a rule of thumb for the relation of hull deflection and midship bending moment.
69. Explain the bulkhead correction for a ship with longitudinal bottom girders.
70. Explain stresses from undue torsion of hull in an "open" ship.
71. Interpret and check a container stowage proposal prepared in a planning centre ashore.
72. Determine the gain in stability for an estimated average reduction of c.o.g of containers.
73. Optimise the consumption of fuel and intake of ballast for controlling stability.
74. Evaluate the free surface effect of bunker tanks during transfer of bunkers.
75. Prepare a ship for the performance of an in-service inclining test.
76. Perform and supervise an in-service inclining test.
77. Analyse the influence of disturbing moments to an in-service inclining test.
78. Determine the ship's displacement by a simplified draught survey.
79. Determine the ship's displacement by a comprehensive draught survey.
80. Perform a rolling test for the determination of GMc.
81. Calculate the departure stability from a stability measurement before end of loading.
82. Calculate the stability for the worst condition during a voyage, considering fuel consumption, water soaking of deck cargo and icing.
83. Organise stability management in a case of loading towards stability limits.
84. Maintain records on stability and stresses of a vessel within the SMS of the company.
85. Organise the control of stability and strength considerations before leaving a dry-dock.
86. Control the stability and strength in case of fire fighting with huge masses of water.
87. Determine and judge the residual stability after an apparent shift of cargo at sea.
88. Decide on correct remedial measures for a ship showing lolling behaviour.
89. Decide on correct measures for improving stability after damage to the ship.
90. Organise the watertight integrity at commencing a voyage and at entry into bad weather.
91. Pre-calculate the risk to stability by resonance with encountered waves.
92. Determine the required trim of a vessel at departure for achieving a desired trim at arrival.
93. Determine the required distribution of residual cargo for a desired trim at departure.
94. Determine the approximate displacement from draught reading amidships considering
trim and deflection.
95. Determine the permissible draught amidships at departure for complying with load-line
regulations if another zone is entered after departure by date or by sailed distance.
96. Discuss the display of shear forces and bending moments of a vessel with regard to alternatives of distribution of cargo, ballast or bunkers.
Page 77 of 78
Hochschule Bremen
Studiengang Nautik
97. Interpret instructions in an LSM with regard to strength limits under certain conditions as
part loading, alternate loading and others.
98. Prepare a concept of diminishing the influence of torsion in a container vessel by appropriate ballasting.
99. Decide on correct measures for reducing stresses after damage to the ship.
100. Interpret advice to the control of stability and strength during ballast water exchange at
sea.
Page 78 of 78

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What are the main parameters used to evaluate ship stability?

What are the main parameters used to evaluate ship stability?

What factors can influence ship stability?

What factors can influence ship stability?

Prof. Capt.

Prof. Capt. Hermann Kaps

Prof. Capt. Hermann Kaps

Loading and Stability Manual, MV. Nautilus,

Loading and Stability Manual (Extract), MV. Bockenheim,

IMO: Extract of the Intact Stability Code:

Prof. Capt. Hermann Kaps

Initial stability and metacentric height

Figure 1: Ship in upright condition

Figure 2: Ship in heeled condition

Righting lever curve

Prof. Capt. Hermann Kaps

Figure 3: Heel of more than 5

Figure 4: Typical righting lever curve

Prof. Capt. Hermann Kaps

Influence of liquid free surfaces

Figure 6 shows the remaining righting arm G1Z.

Figure 6 shows further

GG1 = GGc tan [m]

Prof. Capt. Hermann Kaps

Figure 6: Correction for liquid free surfaces GGc

Figure 7: Moments of inertia for special shapes

Prof. Capt. Hermann Kaps

Homework exercises No. 1

MV. Nautilus: draught TKC = 7.60 m; KG = 8.60 m; iB = 328 tm

MV. Nautilus: draught TKC = 6.25 m; KG = 8.24 m; iB = 433 tm

MV. Nautilus: draught TKC = 5.12 m; KG = 6.48 m; iB = 659 tm

MV. Nautilus: draught TKC = 4.84 m; KG = 8.73 m; iB = 244 tm

MV. Nautilus: draught TKC = 8.31 m; KG = 8.45 m; iB = 572 tm

MV. Bockenheim: draught TKC = 10.55 m; KG = 9.40 m; iB = 936 tm

MV. Bockenheim: draught TKC = 8.64 m; KG = 7.35 m; iB = 571 tm

Loading and Stability Manual

Give the principal dimensions of the ship.

Give the winter-, summer- and the tropical draught.

Draught TKC is 7.25 m. Give the LK-values for this draught.

Explain the Information Category 1A.

Prof. Capt. Hermann Kaps

Which density of HFO is used in the manual?

What is the total capacity of HFO tanks?

Which "angle of flooding" appears at 7 m draught and 1 m trim by stern?

Give the mass and the co-ordinates of the "light ship".

Give the minimum operational draughts forward and aft.

Calculation of masses and moments

Figure 8: Centre of mass of lined up balls

Prof. Capt. Hermann Kaps

The counter-balancing left turning moment will be:

This formula can be converted for the calculation of KGc as follows:

130 (14.35 8.50)

Prof. Capt. Hermann Kaps

Figure 9: Vertical shift of a single mass

MV. Bockenheim shall be loaded as follows:

MV. Nautilus is loaded as in Condition 8.1:

MV. Nautilus is loaded as in Condition 5.1:

Prof. Capt. Hermann Kaps

MV. Nautilus is loaded as in Condition 4.1: