Vessel Stability

BOG-PRD-07.0008-rev.00
 Vessel Stability
BOG-PRD-07.0008

Table of Contents

1 Purpose...................................................................................................................................................... 3

2 Scope ......................................................................................................................................................... 3

3 Responsibility, authority and accountability ......................................................................................... 4

4 Description ................................................................................................................................................ 5
4.1 Instructions to Master ........................................................................................................................ 5
4.1.1 Precautions ................................................................................................................................. 5
4.1.2 Stability assessment ................................................................................................................... 5
4.1.3 Simplified calculations ................................................................................................................ 5
4.1.4 Full direct calculations ................................................................................................................ 6
4.1.5 Loading software for stability calculations .................................................................................. 6
4.1.6 Stability software installation and use ......................................................................................... 6
4.1.7 Free surface effect ...................................................................................................................... 7
4.1.8 Free surface interactions on stability .......................................................................................... 7
4.1.9 Guarding against and preventing free surface effect.................................................................. 7
4.2 Cargo loading and discharge ............................................................................................................ 8
4.2.1 Liquid cargo ................................................................................................................................ 8
4.2.2 Ballast tanks................................................................................................................................ 8
4.2.3 Consumable tanks ...................................................................................................................... 9
4.2.4 Cargo tanks................................................................................................................................. 9
4.2.5 Anti-roll tanks/flume tanks ........................................................................................................... 9
4.2.6 Anti-heel tanks ............................................................................................................................ 9
4.2.7 Bilges, voids and overflow tanks................................................................................................. 9
4.2.8 Deck cargo – effect of entrapped water ...................................................................................... 9
4.2.9 Watertight integrity ....................................................................................................................10
4.3 Damage stability ..............................................................................................................................10
4.3.1 Specific company instructions for assessing consequences of damage .................................10
4.3.2 Specific company instructions in case of damage ....................................................................10
4.4 Entering dry dock ............................................................................................................................11
4.5 Roll stabilisation systems ................................................................................................................11
4.6 Icing .................................................................................................................................................11
4.7 Anchor handling and towing operations ..........................................................................................11

5 Records....................................................................................................................................................12

6 Related documents .................................................................................................................................12

7 Terms and definitions ............................................................................................................................12

8 Review, approval, revision and identification of changes .................................................................12

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 2 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.
 Vessel Stability
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1 Purpose
The highest standards of operational planning, monitoring and execution are fundamental to the safety of
vessels and their crews, and for the protection of the environment.

In compliance with the ISM Code, requirements of OSM Guidelines and industry best practices referenced in
this document, this procedure should be used in association to management of risk.

2 Scope
Vessel stability is a paramount part of daily vessel management and should be considered and reviewed at
ALL stages of the voyage and during operations.

This procedure applies to the following:

 Vessel stability – instructions to Master;
 Loading software for stability calculations;
 Stability during cargo operations and ballasting;
 Towing, anchor handling and lifting operations.

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 3 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.
 Vessel Stability
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3 Responsibility, authority and accountability

Managing Director has the responsibility, authority and accountability for:
a) Ensuring the requirements of this procedure are implemented, applied and followed.

Vessel Master has the responsibility, authority and accountability for:

a) Ensuring the implementation and application of this procedure onboard the vessel under his/her
command.

Chief Officer has the responsibility, authority and accountability for:

a) Being the designated person for cargo and ballast operations (as required by OSM Guidelines).
b) Providing instruction and training to Junior Bridge Officers in this procedure to enable them to
assume the responsibilities as Bridge Watch Officer during cargo and ballasting operations.

Bridge Watch Officer has the responsibility, authority and accountability for:
a) Assessing vessel stability at all times, for this he/she shall know the instructions from the Master and
have expertise in conducting stability calculations;
b) Being informed of any of ballasting operations, transfers, and loading/unloading operations.

Engine Watch Officer has the responsibility, authority and accountability for:
a) Informing and referring to the Bridge Watch Officer before any ballasting operations, transfers, and
loading/unloading operations; and obtain his/her agreement before starting.
b) Providing instruction and training to Junior Engine Officers in this procedure to enable them to
assume the responsibilities as Engine Watch Officer during cargo and ballasting operations.

All Crew have the responsibility, authority and accountability for:

a) Applying and enforcing the Stop Work Policy in case of any action or event that may affect the
vessel stability.

Operations Manager has the responsibility, authority and accountability for:

a) Ensuring that the requirements and expectations of vessel stability are communicated and
implemented onboard all vessels under his/her jurisdiction.

Contracts Manager has the responsibility, authority and accountability for:

a) Monitoring compliance with this procedure and liaising with the Master to best ensure all practical
means are addressed to support the Master executing his/her duties in respect of this procedure.

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 4 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.
 Vessel Stability
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4 Description

4.1 Instructions to Master

The Master shall review the vessel’s approved Stability Booklet and related stability assessments.

The Master shall ensure that the Stability Booklet and on board loading software are used properly in
accordance with vessel stability instructions to the Master and related rules. The stability program/Loading
software should be approved when being used as the main source of calculations.

Instructions to Master, as indicated in the Stability Booklet, shall be strictly adhered to at all times.

In any situation, the Master has the authority to refuse or stop operations if he determines the situation to be
dangerous or at any time close up to vessel capabilities or operational limits.

Bridge Watch Officer shall be fully capable of carrying out stability calculations.

These instructions shall be highlighted during Master/Bridge Watch Officer handovers.

Records of stability calculations shall be maintained on the vessel in dedicated folder as per Filing System
(SMS section 1 – Vessel Documentation).

4.1.1 Precautions

Compliance with the stability criteria does not ensure immunity against capsizing, regardless of the
circumstances. Nor does it absolve the Master from his/her responsibilities. The Master shall exercise
prudence and good seamanship, having regard to the season of year, weather forecasts and the
navigational zone, and shall take the appropriate action as to the vessels course, speed and operation
warranted by the prevailing circumstances.

4.1.2 Stability assessment

The stability in sailing condition shall be checked for all voyages. Additionally, the Master is to ensure
perioidically that the calculated displacement is in line with the actual displacement of the vessel by comparing
draft mark readings.

The worst case (departure or arrival) shall be taken into account and in case of doubt; both cases have to be
checked. For the purposes of this procedure, a voyage is considered to be a round trip from port and return to
port.

The same applies for stability during towing, anchor handling and during lifting with cranes.

The loading conditions in the Stability Booklet provide representative loading conditions, that should be used
as reference. The Master shall either compare his actual condition with a similar condition in the booklet and
where necessary perform a full calculation or use a simplified stability calculation to estimate the stability of
an actual condition of the vessel.

4.1.3 Simplified calculations

When using simplified calculations, the Master shall ensure that the vessel vertical height of the centre of
gravity (VCG or KG) falls on or below the maximum allowed max Vertical Centre of Gravity (VCG) curves or
tables and that the draft at the load line mark is not exceeded.

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 5 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.
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VCG curves are a set of curves for various combinations of displacements and trims and can be calculated
showing VCG for which all required criteria are satisfied. They do not take into account any free surface
effect so the actual loading case VCG value shall be corrected for the free surface moment before being
compared with the curve.

4.1.4 Full direct calculations

If the Master has any doubts about the simplified assessment or finds actual VCG close to the VCG
maximum, a full direct calculation shall be carried out by manual calculations using tank tables and
hydrostatic data. When loading software is provided on board, it should be used in place of manual
calculations.

Before carrying heavy loads, performing crane or anchor handling operations and any other operation with
potential to have a severe effect on the vessel, special stability calculations shall be carried out to ensure
that the condition fulfils the stability criterion.

Any loading condition calculated by the Master shall comply with the limiting criteria.

4.1.5 Loading software for stability calculations

All vessels (other than crew boats) shall be equipped with loading software for stability calculations. The
software shall match with current applicable statutory and class requirements. In particular, software,
calculations and installation on board shall be subject to Class review and approval.

The Stability software shall be first approved by Class, and then certified by the Class when installed on a
vessel (Class visit on board).
Stability booklet shall be approved by the Class.

4.1.6 Stability software installation and use

The loading software shall be installed on board with a redundancy.

Hardware is not subject to Class approval providing that the redundancy can be demonstrated.

Performance of the loading software is included in class survey scope. Class approval is subject to class
tolerances regarding differences between software results and full direct calculations results.

The system shall be tested against Class approved Loading Conditions on a regular basis to ensure
operational compliance, accuracy and performance standards. After installation, the approved loading
conditions are to be calculated onboard by the vessel’s personnel with a class society surveyor.

Load testing is the process of putting demand on a system or device and measuring its response. Load
testing is performed to determine a system’s behaviour under both normal and anticipated peak load
conditions.

Records of the tests shall be maintained. The time and relevant details of all stability calculations shall be
clearly recorded in the vessel’s logbook.

Software manufacturers may differ between vessel types and therefore the software manufacturer reference
manual and integrated ‘HELP’ menu shall be used for guidance on completing stability calculations and
assessments.

The system shall be used whenever a stability calculation is required and the results compared with the
results from the Stability Booklet.

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 6 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.
 Vessel Stability
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4.1.7 Free surface effect

If a tank is completely filled with liquid, no movement is possible and stability is precisely the same as if the
tank contained solid material. When a quantity of liquid is withdrawn from the tank the situation changes and
the stability of the ship is adversely affected by what is known as the free surface effect.

The adverse effect on the stability is referred to as a loss in metacentric height (GM) or a virtual rise in
Vertical Centre of Gravity (VCG).

The free surface effects of all slack tanks shall be taken into account in any calculations.

When it is intended to introduce or discharge ballast water during a voyage the Master shall prior to
departure ensure that the required stability criteria is maintained at all times due to loss of stability by partially
filled tanks.
The free surface shall be kept to a minimum; if possible only one tank of each kind of liquid shall have a free
surface. The minimum GM shall be maintained as specified in the Stability Booklet.

When a tank is to be ballasted at sea, to counteract the loss of consumables it shall be noted that the tanks
have a complete free surface as soon as ballasting commences and the free surface shall adversely affect
the stability of the vessel before any benefit can be assumed from the weight of ballast water taken on board

Free surface values for different levels can be found in the tanks capacity tables.

4.1.8 Free surface interactions on stability

The maximum free surface moment of each tank shall be used when they are not full (pressed-up), or are
not empty (stripped dry), throughout a given voyage. The influence of trim is usually not taken into account
when hand calculating the free surface moments. Manual calculations are conservative because maximum
free surface correction is used, whereas software calculates real free surface effect.

4.1.9 Guarding against and preventing free surface effect

To guard against and prevent free surface effect the number of partially filled tanks shall be kept to a
minimum. Tanks that are either completely full or completely empty do not have a free surface effect and
therefore do not reduce the vessel’s metacentric height (GM).

Anti-rolling tanks have a free surface effect, which decreases the vessel’s metacentric height (GM). They
should, therefore, always be emptied when the metacentric height is small.

Free surface effects are not only caused by partially-filled tanks. They can, for example, also be caused by
accumulated water on deck. To enable the water to run off quickly, a vessel shall have adequate freeing
ports. Water shall flow easily to the freeing ports which shall always be clear.

When loading deck cargoes, care shall be taken to avoid any obstruction of the freeing ports or areas
necessary for the drainage of pipe stowage positions.

Good drainage of decks shall be maintained at all times because water on deck reduces the stability of the
vessel.

Unless otherwise specified, if the vessel is listing so that there is a danger of getting water on deck the
Master shall make every effort to determine the cause of the list and take immediate action to reduce heel.

When pipe deck cargoes (or other cargoes liable to provide a temporary trap for water) are carried, adequate
areas shall be provided between adjacent stowage racks and between the vessels structure and stowage
racks to ensure free drainage of the pipe stowage positions: such areas shall be in excess of the freeing port
area provided.

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 7 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.
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4.2 Cargo loading and discharge

When loading cargo, the Master shall ensure that the draft at load line mark does not exceed the Plimsol
mark.

Should the value of the Plimsol draft fall above the maximum allowed, corrective action shall be taken to
unburden the vessel as necessary.

Should the value of the vertical height of the centre of gravity (VCG) fall above the maximum allowed,
corrective action shall be taken as follows:
 Check condition of the liquid tanks; they should either be full and pressed up or completely dry;
 Head into sea;
 Seek shelter and alert crew as good judgment dictates.

When loading cargo attention shall be paid to the need for maintaining freeboard at the stern with regard to
the safety of the crew working on deck and to the adverse effect trim by the stern has on the stability of the
vessel.

In addition, it shall be ensured that the stern trim limitation is maintained according the value given by the
instructions in the Stability Book.

Care shall be taken to ensure that the cargo allocated to the ship is capable of being stowed, so that
compliance with the criteria can be achieved.

Before a voyage commences, care shall be taken to ensure that the cargo and sizeable pieces of equipment
have been properly stowed or lashed; to minimise the possibility of both longitudinal and lateral shifting while
at sea under the effect of acceleration caused by rolling and pitching.

Cargo should be arranged, as far as possible, to be unloaded from the top, i.e. deck cargo should be
discharged (heaviest items first) before any under deck cargo.

4.2.1 Liquid cargo

Always prefer loading tanks located at the bottom, but considering departure and arrival conditions.

Try to keep tanks distribution consistent between departure and arrival conditions at sea; E.g: minimise fluid
transfer except for consumables and fuel oil.

Always consider tanks structural limitations and restrictions on loading/unloading systems.

4.2.2 Ballast tanks

Ballast tanks in any condition which are to be full shall be pressed full.

Tanks which are dry should be completely dry: left over levels/quantities shall be carefully estimated and
entered in the stability calculations.

Tanks containing slack liquids should be kept to a minimum.

Minimise free surface moments by keeping tanks full or dry, whenever possible.

When a tank is to be ballasted at sea, to counteract the loss of consumables it should be noted that:
 The tanks shall have a complete free surface as soon as ballasting commences;
 The free surface shall adversely affect the stability of the vessel before any benefit can be assumed
from the weight of ballast water taken on board.

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 8 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.
 Vessel Stability
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4.2.3 Consumable tanks

FO/LO tanks: 96/98% filling when an overflow system is installed.

If there are no overflow system/tanks and for operation reasons, the filling is limited to 80/85%, FSM
correction should be duly taken into account.

Fresh water tanks: 98/100% filling.

4.2.4 Cargo tanks

When liquid cargo is to be loaded or discharged, as soon as pumping has commenced a full free surface
shall exist in those tanks being pumped and the effect this has on the stability of the vessel taken into
account.

4.2.5 Anti-roll tanks/flume tanks

Anti-roll tanks shall be filled for standard sea-state operation and taken in to account for all stability
calculations.

50% filling shall be assumed in absence of information on the system.

Anti-roll tanks shall be dry or filled at 100% for lifting, and/or towing/anchor-handling operations.

4.2.6 Anti-heel tanks

Unless specified in the approved stability documentation, it is not allowed to ballast the ship during crane
movements.

During the lifting procedure the maximum angle of heel is determined in the approved stability
documentation.

When the maximum crane operating angle is nearly reached the crane operation has to stop and the vessel
needs to ballast in a way that the lifting procedure can proceed, without exceeding the maximum specified
angle of heel to either side.

4.2.7 Bilges, voids and overflow tanks

The vessel bilge, overflow tanks and voids spaces shall be kept pumped to a minimum content at all times
consistent with pollution prevention requirements.

4.2.8 Deck cargo – effect of entrapped water

When pipes are carried on deck (or other cargoes liable to provide a temporary trap for water), a volume of
entrapped water shall be assumed.

The effect of the weight of trapped water on the vertical centre of gravity and trim of vessel shall be taken
into account.

The weight of water is included in the cargo dead-weight permitted.

The minimum GM limitations of max VCG limitations shall not be exceeded and shall include the effect of
entrapped water in deck cargoes in the total VCG for the relevant conditions.

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 9 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.
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The quantity of water assumed to be trapped in and around the pipes is equal to a certain percentage of the
net volume of the pipe deck cargo. The net volume shall be taken as the internal volume of the pipes plus
the volume between the pipes.

The percentage of the net volume used to obtain the quantity of trapped water is based on the freeboard
amidships, as follows:
 30% if the summer freeboard amidships to the main deck is equal to or less than 0.015*L;
 10% if the summer freeboard amidships to the main deck is equal to or greater than 0.03*L;
 For intermediate values of the freeboard amidships, the percentage may be obtained by linear
interpolation.

L is Length (see International Load Line Convention).

4.2.9 Watertight integrity

Watertight integrity shall be maintained at all time; this includes, but is not limited to the following:
 Closing external doors;
 Maintaining internal watertight doors closed at sea at all time;
 Keeping any openings on the deck always closed; hatch covers, manholes except when necessary
for operations in port;
 Checking that any devices to prevent progressive flooding are kept closed.

Any other openings that could allow water to enter into the hull or deckhouse, such as air pipes shall be kept
closed when rough weather or sea conditions exist or are anticipated.

Any cross connections between port and starboard tank pairs shall be kept closed at all times when
underway, the number of partially filled tanks shall be kept to a minimum at all times.

All ventilators on cargo deck shall be closed unless the operational condition requires some of them to be
open.

Maintenance of all these watertight closing means shall be observed.

4.3 Damage stability

4.3.1 Specific company instructions for assessing consequences of damage

The Stability Booklet includes general precautions for prevention of unintentional flooding:
 Watertight integrity shall be maintained at all times, any instruction/recommendation regarding
keeping watertight openings closed should be adhered to at all times;
 Loading condition VCG shall be below damage maximum VCG curve;
 Damage control plan should be available, giving the full list and position of all openings.

Proper assessment has to take place to assess which compartments could be flooded and the points of
ingress that may lead to flooding of nearby compartments.

4.3.2 Specific company instructions in case of damage

In case of flooding, proper investigation should take place before any action:
 Any progressive flooding of undamaged spaces shall be prevented;
 Extend of damage shall be established as soon as possible (it may not correspond to any damage
case analysed into Stability Booklet);
 Vessel stability should be assessed based on the actual extent of damage and spaces flooded;

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 10 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.
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 In case of any corrective action (ballasting) to improve the vessel stability condition it should be
verified that the minimum required stability shall be maintained at any stage of the correction.
Special care to cross section valve opening should be considered.

The residual calculated heel in damage condition shall be limited, and water on deck best prevented.

For the preparation of specific operations such as lifting operations, towing or anchor handling operations,
the standard damage conditions requirements can be disregarded. It is supposed that such a specific
operation would be immediately stopped in case of damage to the vessel.

4.4 Entering dry dock

Before docking the vessel, the Master shall check:
 The weight of the vessel: it is recommended that the vessel be kept as light as possible;
 The trim of the vessel: for correct keel docking, set the trim even keel or slightly down by the head;
 The hull fatigue: by keeping bending moments and shearing forces to acceptable levels to prevent
damage to bottom of the vessel.

Specific attention should be given to the tanks that are filled in relation to preparation of the number of keel
blocks supporting the below structure.

The Master shall check that the vessel is in an acceptable stability condition prior to entering the dry dock.
The lightest condition shall be observed.

Before entering a port with threshold (minimum available water) the Master shall check that vessel draft is
not exceeding threshold draft. Trim and speed (squat effect may be observed) shall be considered with
particular care.

4.5 Roll stabilisation systems

The Master shall refer to the vessel specific instructions and limitations as described in the Stability Booklet.

In all loading conditions where the stabilising systems are included, the system shall be tuned to their
working level, according to designer specifications based on vessel rolling period.

For stabilisation tanks, the full free surface loss shall be taken into account when assessing the vessels
stability.

Roll stabilisation systems reduce the stability of the vessel and they shall be inactive for all stability critical
operations.

Stabilisation tanks shall be kept empty or full in such situations.

4.6 Icing
If the vessel is engaged in waters where the possibility of top-side icing may occur the Master shall take
action as deemed necessary, either to remove the ice or at least to keep it to a minimum; bearing in mind
that the topside icing shall adversely affect the stability of the vessel.

If an Ice Class notation is assigned to the vessel, the loading conditions as presented in the Stability Booklet
shall take into account the applicable Class and/or regulatory requirements.

4.7 Anchor handling and towing operations

If vessel is engaged in towing or anchor handling operations, the Master shall refer to Anchor Handling and
Towing Operations.

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 11 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.
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5 Records
 Log Entries
 Verification Calculations
 Stability Booklet records

6 Related documents
 B-GDL-03.0007 – OSM Guidelines
 B-POL-01.0003 – Stop Work Policy
 BOG-PRD-07.0014 - Anchor Handling and Towing Operations (SMS Section 6)
 International Load Line Convention
 Stability Booklet
 Vessel Stability Calculator - (software) instructions

7 Terms and definitions

FO
Fuel Oil

FSM
Free Surface Moment

GM
Metercentric Height

ISM Code
International Safety Management Code

JSA
Job Safety Analysis

LO
Lube (Lubricating) Oil

OSM
Operational Safety Management

TBT
Tool Box Talk

VCG
Vertical Centre of Gravity

8 Review, approval, revision and identification of changes

Reviewed by Approved by Validated by Revision Changes
(job title) (job title) (Nº and date) (chapter/reference)

Revision 00. Original date: 31 July 2012. Revision date: [N/A]. 12 / 12

Procedure prepared by: BOG Operation Manager. Approved by: BOG Managing Director. Validated by: BOG Quality Representative.