Stability Theory

Contents
List stability and stress data required to be supplied to ship under the current Load line Regulations, stating
for each how such information might be used. .............................................................................................. 3
Explain why the information provided by a curve of statical stability, derived from KN values should be
treated with caution ...................................................................................................................................... 4
Discuss the use, limitation and relative accuracy of EACH of the following means of stability assessment ... 4
With regard to the modern shipboard stability and stress finding instrument ................................................. 5
State the hydrostatic and stability data already pre-programmed into the instrument. ................................ 5
Describe the information to be entered into the instrument by the ship’s officer ........................................ 5
Describe the output information ................................................................................................................ 5
List the surveys required by the current Load Line regulations for a vessel to maintain a valid Load line
Certificate. .................................................................................................................................................... 6
List the items surveyed at a periodic Load line survey, describing the nature of the survey for EACH item. .. 6
State with the aid of a labeled sketch, the minimum stability criteria required by the current Load line Rules.
..................................................................................................................................................................... 7
With regard to Load Line rules distinguish a Type A vessel from a Type B vessel and explain why they have
different TABULAR freeboards ................................................................................................................... 7
The current Load line rules permit a reduction of the permissible minimum initial GM for some vessels with
timber deck cargo and the inclusion of the volume of this cargo in the derivation of the cross curves.
Outline the circumstances under which this reduction is allowed and explain why this reduction is permitted
..................................................................................................................................................................... 8
Describe Type ‘A’ vessel under the current Load line Regulations, including the flooding, Stability and
assumed damage requirements for a newly built vessel ................................................................................. 9
Describe the provisions of the current Load Line regulations governing the ability of some Type B vessels to
withstand flooding due to damage and the stability in the final conditions. .................................................... 9
State the general requirement for a TYPE B vessel to be given the same TABULAR freeboard as TYPE A
vessel of the same length ............................................................................................................................ 10
When converting TABULAR FREEBOARD to BASIC FREEBOARD as specified in the Load line Rules a
number of corrections have to be applied .................................................................................................... 10
(a) List the geometric features of the ship which give rise to these corrections ........................................ 10
(b) Explain the reason for each of these corrections and indicate how each correction should be applied to
Tabular Freeboard (actual values not required)........................................................................................ 11
Identify the additional corrections required when converting BASIC FREEBOARD to ASSIGNED
FREEBOARD, explaining the reason for each correction ........................................................................... 12
A ship is loading in a port in a tropical zone for one in the Winter North Atlantic zone during winter months.
Describe the various precautions and considerations which must be borne in mind at the loading port in
order that the voyage is accomplished safely and in accord with the statutory requirements, for example the
Load Line rules ........................................................................................................................................... 14
A vessel assigned timber load lines is to fully load with timber on deck and in holds in a port in a Tropical
Zone, for a destination in the Winter North Atlantic zone, during the winter months ................................... 15
(a) State the minimum statutory requirements for the ships stability throughout the voyage .................... 15
(b) Describe the various causes of any deterioration in the ship’s stability during the voyage .................. 15
A vessel with a high deck cargo will experience adverse effects due to strong beam winds on the lateral
windage areas. Explain how the effects of steady and gusting winds can be determined and state the
minimum stability requirements with respect to wind heeling under the current regulations ........................ 16
Describe the effect of a heavy list on a vessel’s stability ............................................................................. 18
An unstable vessel lying at an angle of loll to starboard has an empty double bottom tank subdivided into
four watertight compartment of equal width. The tank must be ballasted to return the vessel to a safe
condition .................................................................................................................................................... 19
Describe the sequence of action to be taken and the possible effects throughout each stage ..................... 19
Describe how a vessel lying at an angle of loll may be returned to a safe condition ..................................... 20
Explain the effects on the virtual loss of transverse GM due to the free surface effects when the slack tank is
subdivided .................................................................................................................................................. 21
(a) Transversely ...................................................................................................................................... 21
(b) Longitudinally ................................................................................................................................... 21
State the formula to determine the virtual loss of GM due to a free surface liquid within a rectangular tank,
explaining each of the terms used ............................................................................................................... 21
State the purpose of the inclining experiment .............................................................................................. 22
List the circumstances when the inclining experiment is required to take place on passenger vessel ............ 22
Explain why a vessel’s Lightship KG may change over a period of time ..................................................... 22
Describe the precautions to be taken by the ship’s officer before and during the inclining experiment......... 22
Explain why the values of trim and metacentric height in the freely afloat conditions are important when
considering the suitability of a vessel for dry docking ................................................................................. 23
Describe the methods of improving the initial stability if the GM at the critical instant is found to be
inadequate .................................................................................................................................................. 23
Explain why it is beneficial to have small stern trim when entering dry dock .............................................. 24
Describe the two methods of determining the upthrust (P force) during the critical period .......................... 24
Discuss how a vessel’s still water rolling period is affected by changes in the distribution of weight aboard
the vessel .................................................................................................................................................... 25
Describe the different rolling characteristics of a vessel in a stiff condition and a vessel in tender condition25
Explain why a vessel laden to the same draught on different voyages may have different natural rolling
period ......................................................................................................................................................... 26
Explain the term Synchronous rolling and describe the dangers, if any associated with it ............................ 26
State the action to be taken by the ship’s officer when it becomes apparent that the vessel is experiencing
Synchronous rolling .................................................................................................................................... 26
A vessel’s side compartment is flooded as a result of a collision. Describe the counter measures that may be
taken in the event of flooding ...................................................................................................................... 27
Describe the general provisions of the current Passenger Ship Construction Rules governing the ability of a
Class I Passenger vessel to withstand flooding due to damage, and the stability in the final condition ......... 28
Explain the extent of hull flooding assumed when calculating the ship’s ability to survive hull damage .. 28
Discuss the stability problems associated with the Towing vessels and precautionary measures to improve
the stability of such vessels ......................................................................................................................... 31
Explain the meaning of Free Trim and its particular reference to offshore supply vessels ............................ 31
Discuss the stability problem associated with the design and operation of a conventional Oil Rig supply
vessel.......................................................................................................................................................... 32
What are the recommended measures to improve stability of the offshore supply vessels? .......................... 32
Describe the stability problems associated with a conventional Ro-Ro ferry ............................................... 33
What precautionary measures must be adopted to improve stability of Ro-Ro ferries .................................. 33
Describe Stockholm agreement with reference to the stability requirement of Passenger Ro-Ro vessels .. 33
List stability and stress data required to be supplied to ship under the current Load line
Regulations, stating for each how such information might be used.

 General Particulars
Ship’s name, official number, and port of registry tonnage, dimensions, displacement,
deadweight and draught to the Summer Load line
Used to give information to Customs, Port Authorities and Canal Authorities
 General Arrangement Plan
Profile and plan views showing locations of all spaces
Used to locate and identify individual compartments
 Capacities and Centre of Gravity of cargo, fuel, water etc.
Details the capacity, LCG and KG of every space for cargo, fuel, fresh water and ballast
Used to calculate vessel’s LCG and KG and available space for fuel, water, cargo
 Estimated weight and disposition of passengers and crew
Used in Passenger ship transverse and longitudinal stability
 Estimated weight and disposition of deck cargo
Including 15% weight allowance for timber deck cargo
Used in transverse stability calculation of KG and GM and to ensure compliance
 Deadweight scale
Diagram showing the load line to corresponding freeboards and a table showing
displacement, TPC and deadweight for draughts between Light and Load condition
Used when loading cargo (comparing draught to estimated cargo loaded)
 Hydrostatic particulars
Displacement, TPC, MCTC, LCB, LCF, KM
Used for calculation of GM, trim and draughts forward and aft
 Free Surface Information (including an example)
Table of FSMs for each tank (in a RD which is adjusted for liquid of another density)
Used in transverse stability calculations to find fluid KG/GM
 KN tables / Cross curves (including example)
Diagram or table showing GZ for an assumed KG (the KN is the GZ assuming the KG is 0).
Used to obtain GZ (KN tables) and to find the GZ for any angle of heel (Cross curves)
 Pre-worked Ship conditions (Light, ballast, loaded, homogenous load, dry docking)
Includes for each condition:
1. Profile diagram indicating disposition of weights.
2. Statement of light weight plus disposition of weight on board.
3. GM
4. GZ curve
5. Warning of unsafe condition
Used for cargo planning, entering dry dock, loaded/ballast condition providing example to
establish stability when loaded and compliance, and homogeneous loading providing
example on a given cargo distribution to achieve compliance and enable loading plan
 Special Procedures (Cautionary Notes)
This may include procedures to maintain stability such as:
1. Sequence of ballasting during the voyage to maintain adequate stability, particularly to
compensate for fuel/water consumption.
2. Ballasting to compensate for strong winds when carrying high deck cargo.
3. Measures to compensate icing in Arctic waters.
4. Special features regarding the stowage behaviour of a particular cargo.
 Inclining experiment report:
Report showing calculation and other Light Ship information
Used in assessing the accuracy of the Lightship KG given in the stability booklet
 Information as to Longitudinal Stresses (vessels over 150m)
Contains information on Shear Force, bending moment and torsion in comparison with
maximum stress levels for the seagoing/harbour condition.
Used to assess the stresses before/during/after loading/discharging/ballasting
Explain why the information provided by a curve of statical stability, derived from KN
values should be treated with caution

 GZ curves are the best way to assess stability but limited by theoretical values
 No practical account of what may happen in practice at large angle of heel e.g., flooding
through ventilators, shifting of cargo, etc.
 KN values are tabulated for various angles of heel for a range of displacements. These
values are derived based on the fact that it would be convenient to consider the GZ that
would exist if G were at Keel, termed KN
 The KG is assumed to be zero, therefore all KN values need to be corrected in order to take
into account the actual KG
 The GZ value is dependent upon the KG
 To obtain the actual GZ for a given KG, a correction is applied for the actual height of G
 GZ = KN-KG sinθ. KN value must be interpolated between two sets of displacement to
arrive at a desired displacement. KG values dependent upon displacement and the
displacement is dependent upon accuracy of weights onboard including the lightship
displacement and KG
 The lightship KG and displacement may have changed
 GZ values are based upon assumed trim condition which may not be the same as actual
 Complicated by Free trim where the vessel changes trim with heel
 This condition is very much obvious in case of smaller vessel’s like offshore supply vessels
trimming by the stern reducing the water plane area
 Reduction in water plane area reduces stability and therefore the KN values
 Thus the GZ curve obtained using KN values of fixed trim cannot be used with free trim
 Dynamic factors ( synchronous, parametric rolling) cannot be appreciated by inspection of a
GZ curve

Discuss the use, limitation and relative accuracy of EACH of the following means of
stability assessment

Simplified Stability tables e.g. Max KG

Use
 In the ship’s stability booklet as a diagram or a table.
 To assess compliance with statutory minimum stability requirements
 Eliminates the need to use cross curves or GZ curves for different loading conditions

Initial Metacentric Height (GM)

Use
 Determine initial stability of the vessel
 Can assess the vessel’s stability at small angles of heel
 IMO Load Line Regulations states minimum GM values for different types of vessel
 However in order to comply fully with the regulations other aspects are required
With regard to the modern shipboard stability and stress finding instrument

State the hydrostatic and stability data already pre-programmed into the instrument.

 Dimensions and general particulars

 Capacity of all internal spaces
 VCG/LCG/FSM of all internal spaces (cargo, ballast, fuel, FW)
 Hydrostatic particulars – Displacement, draught, TPC, MCTC, LCB, LCF, KM
 Light ship data – Light ship displacement and KG
 KN data
 Stability limits (Loadline, Grain, Timber)
 Simplified Stability Data (e.g., Max KG)
 Stress Limits
 Grain Loading data (Grain loading booklet)
 Wind Heeling Data
 Ice Allowance Data

Describe the information to be entered into the instrument by the ship’s officer

 Location/weight of deadweight items (cargo, fuel, ballast, stores, fresh water, passengers)
 Load Line zone
 R.D. of seawater/dock water
 R.D. of liquids (fuel, ballast, liquid cargo)
 S.F. of bulk cargoes (e.g. grain)

Describe the output information

 Deadweight summary
 Trim and draught (forward, aft, midships, freeboard)
 Heel
 Stability Assessment – GM, GZ curve, dynamical stability etc.
 Simplified Stability diagram and assessment.
 Stress Assessment – Shear force, Bending moment, Torsion.
 Grain loading assessment.
 Local load assessment – e.g., container stack weight
List the surveys required by the current Load Line regulations for a vessel to maintain a
valid Load line Certificate.

 Initial Survey – Conditions of assignment of freeboard

 Annual Survey –within 3 months either way of the anniversary date of the load line
certificate. The surveyor will endorse the load line certificate on completion of annual survey
 Renewal Survey – at intervals not exceeding 5 years

The period of validity may be extended for a period not exceeding 3 months for the purpose of
allowing the ship to complete its voyage to the port of survey.

List the items surveyed at a periodic Load line survey, describing the nature of the survey
for EACH item.

The following are checked for condition and / or weather tightness (hose test as necessary):

 Superstructure / deck house weather tight doors – effective means of closure and of
securing weather tightness (dogs, clamps, hinges, weather tight seal)
 Hatch covers – effective means of closure and securing weather tight (cleats, clamps,
wedges, rubber sealing)
 Side scuttles (portholes) – effective means of closure and of securing weather tight
(clamps, sealing, hinges, deadlight operation)
 Side cargo doors – effective means of closure and of securing water tight (clamps, sealing
arrangements)
 Other deck openings such as sounding pipe covers ullage pipe covers, tank lids, sighting
ports, manholes (deck scuttles) – effective means of closure and of securing water tight
(hinges, clamps, sealing arrangements)
 Air pipes – permanently attached means of closure. Gauze to fuel tanks
 Ventilators – effective means of closure and securing weather tight (unless over a specified
height)
 Freeing ports in bulwark – free movement of flaps
 Scuppers, inlets and discharges – effectiveness of non-return / storm valves
 Access – walkways, ladders, safety rails, bulwarks in good condition
 Deck fittings and appliances for timber load lines
 Load line and draught marks –correctly positioned and visible
 Any changes to hull or super structure which may affect stability (significant increase in
Lightweight of ship)
 Any departure from recorded ‘Condition of Assignment’ (as detailed in ‘Record of
Particulars’)
 Presence of stability information Booklet and / or Loading programme
State with the aid of a labeled sketch, the minimum stability criteria required by the current
Load line Rules.

 Initial GM not less than 0.15 m.r.

 Maximum GZ at least 0.20 m.r.
 Angle of Maximum GZ not less than 30°
 Area between 0° to 30° - not less than 0.055 m.r.
 Area between 0° to 40° (or θf) - not less than 0.090 m.r.
 Area between 30° to 40° (or θf) - not less than 0.030 m.r.

With regard to Load Line rules distinguish a Type A vessel from a Type B vessel and
explain why they have different TABULAR freeboards

TYPE A
Designed to carry only liquid cargo in bulk
Allows a small freeboard i.e., less reserve
buoyancy
The longitudinal hull framing in Type A
vessels results in a high degree of sub-
divisions
Exposed weather deck has high degree of
integrity
Access to under deck compartment is
through small deck openings which have
watertight steel covers
High degree of safety against flooding
because of low permeability of loaded cargo
spaces
High degree of sub-division
TYPE B
Not a Type A vessel
Greater freeboard than Type A
Less degree of sub-division
Exposed weather deck has low degree of
integrity
Access to under deck compartment is
through large hatch openings which have
only weather tight covers
Vulnerable in heavy weather due to flooding
Less degree of sub-division

Type A and B vessels have different tabular freeboards because:

 The structural layout of both vessels are different
 Different types of cargo carried
 Permeability of the cargo tanks in Type A ships are low compared to Type B ships
 In the event of a compartment flooding, oil from cargo tank of Type A vessel will exit the
vessel causing a decrease in displacement and draught and increase in freeboard. In type
B ships, the sea water will enter the space resulting in increase in displacement and
draught and reduction in freeboard
The current Load line rules permit a reduction of the permissible minimum initial GM for
some vessels with timber deck cargo and the inclusion of the volume of this cargo in the
derivation of the cross curves. Outline the circumstances under which this reduction is
allowed and explain why this reduction is permitted

 Must have timber certificate

 Must have Assigned Timber Freeboard
 Must have solid stow of deck cargo full length of deck
 The vessel must have positive stability at all times and should be calculated with regard to:
1. Increase of weight due to absorption of water
2. Ice accretion if applicable
3. Variations in consumables
4. Free surface effects of the liquids in tanks
5. Weight of water trapped in the broken spaces within the timber deck cargo
 The stability calculations should include 15% increase in weight due to water absorption
during the voyage.
 KN values may be increased for additional freeboard but only 75% of the deck cargo
volume may be used for additional reserve buoyancy

The reduction in the minimum permissible GM is due to:

 Deck cargo stowed on full length of freeboard deck acts as additional reserve buoyancy
 The additional reserve buoyancy is applicable only when the deck cargo is well secured
over entire length of the ship’s cargo deck up to at least the standard superstructure height
 Timber deck cargo provides a greater protection for the hatches against the sea
 The KN values may be increased for additional freeboard however only 75% of the timber
volume may be considered as reserve buoyancy
 The principle of inclusion of the timber as reserve buoyancy in the derivation of the
alternative KN data is illustrated in the following figure

G Z
G Z
B
B

Fig. A Fig. B

 In figure A when the vessel is heeled beyond the angle of deck edge immersion, GZ values
are small when reserve buoyancy of the timber is not included i.e., the GZ values are
derived from ship’s ordinary KN values
 In figure B by using KN values which include 75% of the volume of the immersed timber as
reserve buoyancy causes an outward movement of B which increases the GZ values
 This increase in GZ value increases the range of stability and dynamical stability
Describe Type ‘A’ vessel under the current Load line Regulations, including the flooding,
Stability and assumed damage requirements for a newly built vessel

Type ‘A’ ship

 Only liquid cargo in bulk
 A high integrity of the exposed deck and low permeability of loaded compartments
 Small access openings closed by watertight gasketed covers of steel or equivalent material

Flooding requirements (Over 150m in length in summer load condition on even keel)
 Capable of remaining afloat in a satisfactory condition of equilibrium after flooding of any
compartment with an assumed permeability of 0.95
 Machinery space shall be treated as a floodable compartment with an assumed
permeability of 0.85

Stability requirements (Condition of Equilibrium)

 Final waterline after flooding is below the lower edge of any openings through which
progressive flooding may take place
 Final angle of heel not exceed 15° (17° if deck edge not immersed)
 The metacentric height (GM) in the flooded condition must be positive
 The residual stability after flooding
1. Range of stability of 20°
2. Max GZ not less than 0.1m
3. Area under GZ curve at least 0.0175 m.r.

Assumed damage requirements

 Vertical from the base line upwards without limit
 Transverse extent of damage equal to 20% of beam or 11.5m whichever is less
 Longitudinally between transverse bulkhead

Describe the provisions of the current Load Line regulations governing the ability of some
Type B vessels to withstand flooding due to damage and the stability in the final
conditions.

B-60 Flooding requirement

 At the summer draught
 Capable of remaining afloat in the prescribed condition of equilibrium
 After flooding of any single compartment with an assumed permeability 0.95
 Over 150m, machinery space is regarded as floodable with assumed permeability 0.85

B-100 Flooding requirement

 Capable of remaining afloat in the prescribed condition of equilibrium
 After flooding of any 2 fore and aft adjacent compartments with assumed permeability 0.95
 Over 150m, machinery space alone regarded as floodable with assumed permeability 0.85

Stability requirements (Condition of Equilibrium)

 Final waterline after flooding is below the lower edge of any openings through which
progressive flooding may take place
 Final angle of heel not exceed 15° (17° if deck edge not immersed)
 The metacentric height (GM) in the flooded condition must be positive
 The residual stability after flooding
4. Range of stability of 20°
5. Max GZ not less than 0.1m
6. Area under GZ curve at least 0.0175 m.r.
State the general requirement for a TYPE B vessel to be given the same TABULAR
freeboard as TYPE A vessel of the same length

Type B vessels can be given the same tabular freeboard as Type A of same length if the following
criteria are satisfied:
 Type B-100 vessel satisfying the following conditions at summer draught:
1) Steel watertight hatch covers
2) Access to the engine room protected by deckhouse
3) Provided with open rails for 50% of the vessel’s length
4) Crew access between poop and detached bridge by open rail gangway or under
deck passage
5) Shall remain afloat after flooding of any two fore and aft adjacent compartment with
an assumed permeability of 95% at summer draught

When converting TABULAR FREEBOARD to BASIC FREEBOARD as specified in the Load

line Rules a number of corrections have to be applied

(a) List the geometric features of the ship which give rise to these corrections

 These corrections are for Type B vessels

 Has a greater freeboard than type A vessel
 Has lesser degree of sub-division
 Has only weathertight large deck openings
 Access to under deck compartments is through large hatches in Type B vessels
 There are two classifications: Type B-60 and B-100
 Type B-60
1) Any type B ship which is over 100m
2) Steel weathertight hatch covers
3) Qualifies for a 60% reduction in the tabular freeboard of the difference between type
A and type B freeboards
 Type B-100
1) Any B-60 ship over 100m
2) Steel watertight hatch covers
3) Access to the engine room protected by deckhouse
4) Provided with open rails for 50% of the vessel’s length
5) Crew access between poop and detached bridge by open rail gangway or under
deck passage
6) Qualifies for a 100% reduction in the tabular freeboard of the difference between
type A and B freeboards
(b) Explain the reason for each of these corrections and indicate how each correction
should be applied to Tabular Freeboard (actual values not required)

Type B-60 / B-100 correction

 B-60
With steel weathertight hatch covers qualifies for a 60% reduction in the tabular freeboard
of the difference between type A and type B freeboards
 B-100
Qualifies for a 100% reduction in the tabular freeboard of the difference between type A and
B freeboards

Wooden Hatch correction

 Tabular freeboard increased if hatches other than those of the steel pontoon type on the
exposed freeboard deck/raised quarter deck or the forward 25% of the super structure deck
(i.e. Position 1)

Flush deck correction

 Vessel no more than 100m
 Effective length of the superstructure is no more than 35% of ships length
 Tabular freeboard increased

Block co-efficient correction

 Block co-efficient is measured at 85% of vessel’s depth
 Tabular freeboard is increased if block co-efficient exceeds 0.68
Identify the additional corrections required when converting BASIC FREEBOARD to
ASSIGNED FREEBOARD, explaining the reason for each correction

Depth correction
 The standard freeboard depth of a ship under the Rules is L/15
 If the freeboard depth exceeds L/15, freeboard is increased
 If the freeboard depth is less than L/15, the freeboard may be decreased
1. Provided superstructure is at least 0.6L amidships or trunk over entire vessel length

Correction for position of deck line

 Freeboard must be capable of vertical measurement
 A vessel with a rounded gunwale, freeboard must be corrected by the vertical difference
between the actual position of the deck line and the correct position

Superstructure correction
 Freeboard reduced if superstructure of sufficient standard height or trunk of minimum
height and width
 This reduction will vary according to the length of the superstructure/trunk as a percentage
of the vessel’s length
 Reduction proportional to length of superstructure/trunk if not standard height/breadth
 If the superstructure or trunk is of less than the standard height/breadth then the correction
will be reduced proportionally
Sheer correction
 Load Line rules assume a standard sheer for the vessel
 If greater sheer than standard, basic freeboard decreased
 If less than standard, basic freeboard increased
 If the vessel’s amidships superstructure is less than 0.1L, freeboard is not reduced

Bow height correction

 The Load Line rules contain a formula for calculating minimum bow height based on the
vessel’s length and block co-efficient
 Bow height less than the calculated height, freeboard increased

Summer Freeboard Assigned only on Owners request – only freeboard increased

Corrections are then applied to the Assigned Summer Freeboard in order to determine the
Tropical, Winter, Fresh Water and Tropical Fresh water freeboards
A ship is loading in a port in a tropical zone for one in the Winter North Atlantic zone during
winter months. Describe the various precautions and considerations which must be borne
in mind at the loading port in order that the voyage is accomplished safely and in accord
with the statutory requirements, for example the Load Line rules

 Minimum statutory stability requirements

1. Initial GM not less than 0.15 m.r.
2. Maximum GZ at least 0.20 m.r.
3. Angle of Maximum GZ not less than 30°
4. Area between 0° to 30° - not less than 0.055 m.r.
5. Area between 0° to 40° (or θf) - not less than 0.090 m.r.
6. Area between 30° to 40° (or θf) - not less than 0.030 m.r.
 The vessel must comply with the load line regulations throughout the voyage, particularly
to ensure intact reserve buoyancy (Cargo hatches, ventilators, sounding pipes, air pipes,
freeing ports)
 The vessel is going to another load line zone and should be loaded so she does not breach
the load line requirements
 Sufficient bunker reserve for contingency plans
 Loading in a tropical zone the marks cannot be immersed more than the Winter load line
with due allowance for fresh water, stores and bunkers
 If less than 100m in length in the Winter Zone she cannot immerse more than Winter North
Atlantic mark
 Calculate consumption of fresh water and bunkers up to entering the Winter North Atlantic
zone
 Vessel’s stability condition throughout the voyage must take into account ice accretion
 Stow heavy cargo as low as possible to lower G
 Adequate lashing arrangements for deck cargoes particularly for heavy lifts
 Shearing force, bending moments and torsional stresses must be well within limits
 Minimise free surface effects by completely emptying/filling tanks
 Ballast tanks are not to be completely full to allow for freezing liquids
 External fire lines must be drained
 Deck equipment stowed correctly (cranes, derricks etc)
A vessel assigned timber load lines is to fully load with timber on deck and in holds in a
port in a Tropical Zone, for a destination in the Winter North Atlantic zone, during the winter
months

(a) State the minimum statutory requirements for the ships stability throughout the voyage

 Initial GM not less than 0.05 m.r.

 Maximum GZ at least 0.20 m.r.
 Angle of Maximum GZ not less than 30°
 Area between 0° to 30° - not less than 0.055 m.r.
 Area between 0° to 40° (or θf) - not less than 0.090 m.r.
 Area between 30° to 40° (or θf) - not less than 0.030 m.r.

Calculation to assess a vessel’s compliance should include a 15% weight increase in the timber
deck cargo due to water absorption.
Alternative KN tables taking into account the increased freeboard due to a timber deck cargo of a
specified height may be used with an assumed reserve buoyancy of only 75% of the timber deck
cargo due to an assumed permeability 25%.

(b) Describe the various causes of any deterioration in the ship’s stability during the
voyage

 The vessel is loading timber in tropical zone and in most cases the cargo will be in a dry
condition.
 As the vessel progresses towards the destination in the loaded passage, she proceeds to
the WNA area.
 It is possible that the timber cargo may absorb more moisture which may increase the
weight more than 15%. This reduces the GM and therefore GZ curve.
 Free surface effect when fuel and water is consumed from the full tanks which reduced GM
and therefore GZ curve.
 Consumption of fuel, stores, FW during the passage will cause G to rise reducing the GM
and therefore GZ
 During winter seasons, as the vessel moves towards higher latitude, will encounter series of
depression resulting in bad weather.
 Seas on deck will cause raise in G due to added weight and also cause FSE which reduces
GM and GZ curve
 Whilst experiencing heavy seas, if any of the lashing gives way and cargo break loose, it
can result in catastrophic result due to deterioration of the stability of the vessel.
 If the vessel is experiencing severe wind and spray on one side, it can result in
unsymmetrical icing on deck and superstructure
 As a result of this the vessel may list or loll over to due to increase in weight on one side.
 This list or loss will reduce the vessel’s stability by way
1. reduction in GM
2. produces heeling arm
3. reduction in Area under the curve or the Dynamical stability
4. Reduces the range of positive stability of the righting lever curve.
5. Reduces the maximum righting lever.
 If the vessel is lolled over, then the situation is further worsened.
 This is because, if the vessel is experiencing severe weather and is lolled over then wind
and wave motion will further heel the vessel.
A vessel with a high deck cargo will experience adverse effects due to strong beam winds
on the lateral windage areas. Explain how the effects of steady and gusting winds can be
determined and state the minimum stability requirements with respect to wind heeling
under the current regulations

 A vessel with high deck cargo will have considerably reduced stability when subjected to
strong beam winds
 Strong beam winds acting upon large lateral areas of the ship will create an angle of heel
 The lateral area may be a combination of freeboard and height of cargo
 Wind heeling moments are produced by the force (F) over a lever (s) inclining the vessel
 Total wind heeling moment (tm) =
 Heel continues until an equal opposite righting moment is produced

Windage Wind Force (F)

Area (A) C

Lever (s)

Water resistance
B

 GZ at angle of heel =
 Wind heeling moment is represented on a GZ curve by wind heeling (horizontal) arm
 Horizontal as the wind heeling moment is presumed to not change as the vessel heels

Righting Moment

GZ
Wind Heeling Moment

θ heel Heel
 Minimum stability requirements
1. Applies to container ships with
2. Lateral windage area greater than 30% of the beam
3. Shipbuilder must supply GZ curve for worst possible service condition with
4. Total windage area and position of centroid and lever to half the draught
 Steady wind heeling moment (λ) (tm) =
 (F) 48.5 kg/m2 (A) Lateral windage area (s) Distance of centroid from ½ Draught
 Gusting wind heeling moment = steady wind heeling moment x 1.5

 Steady Wind Heel θ1 is not more than 65% of (θde)

 Angle of Dynamic Heel (θdy) not more than (θf)
 S2 is equal to or more than Area S1
Describe the effect of a heavy list on a vessel’s stability

 When a vessel is listed G moves off the centre line directly toward the off centre weight
 Negative GZ is actually a capsizing lever
 Negative GZ up to the angle of list
 Zero GZ at the angle of list
 Positive GZ after the angle of list
 Maximum residual GZ is reduced. (Loss of GZ = GGH x Cos θ)
 Maximum loss of GZ when the vessel is upright (Cos θ = 1)
 Dynamical stability is decreased (lost area under the heeling arm)
 Angle of maximum GZ slightly increased
 Range of stability is reduced.
 Angle of deck edge immersion easily reached on the listed side
 With the ship already listed, the angle of list can be easily increased dangerously by
external (wind and wave) forces
An unstable vessel lying at an angle of loll to starboard has an empty double bottom tank
subdivided into four watertight compartment of equal width. The tank must be ballasted to
return the vessel to a safe condition

Describe the sequence of action to be taken and the possible effects throughout each
stage

An angle of loll is created by a negative GM from a rise in G when in the upright condition causing
an unstable condition and the vessel to heel to port or starboard. The empty double bottom tank
should be ballasted as follows:
 Completely fill the inner low side
a) On commencing filling the free surface will initially increase the angle of loll
b) As the tank is filled the additional weight reduces the negative effect of free surface until
the tank is completely full and free surface is eliminated.
c) With the additional weight of the full tank G has begun to lower
 Completely fill the inner high side
1. On commencing filling the free surface will initially cancel out benefits of the additional
weight on lowering G
2. Once completely filled the free surface will be removed
3. With both inner tanks completely full any listing moment created by one will be removed
by the other.
4. G will continue to lower subsequently increasing GM
 Completely fill the outer low side
1. Filling the outer low side before the outer high side will prevent the vessel suddenly
heeling over with enough momentum to cause a capsizing moment.
2. Filling the outer low side can increase the angle of heel by introducing a listing moment
3. Free surface will be present until the tank is completely full
4. On completely filling the tank G will have been lowered considerably and the angle of loll
to have also decreased
 Completely fill the outer high side
1. Filling the outer high side last allows the danger of a sudden dangerous roll through the
vertical to an angle of loll on the other side to be prevented
2. Free surface will be present until the tank is completely full
3. On completely filling the listing moment created by the full outer low side tank has been
removed
4. With the tanks full I would expect G to be lowered substantially restoring a positive GM
and returning the vessel to the upright condition. If not another tank would need to be
filled

4
2
1
3
Describe how a vessel lying at an angle of loll may be returned to a safe condition

An angle of loll is caused by a rise in G creating a negative GM when in the upright condition
causing an unstable condition and the vessel to heel to port or starboard.

 Ensure heel is due to a negative GM rather than an off centre weight creating a listing
moment
 Alter course to put the ship’s head into the waves eliminating external heeling moment from
wave action which could create a moment large enough to capsize the already vulnerable
vessel
 With consideration to wave and wind heeling moments keep the angle of loll on the same
side to prevent a sudden and violent roll
 Lower G by:
1. Shifting weights lower
2. De-ballasting or transferring from high ballast tanks (high wing tanks)
3. Ballasting segregated low tanks (double bottom tanks) minimizing free surface during
filling
4. Reducing free surface by pressing up lower tanks and completely emptying high tanks
5. Filling one tank at a time to reduce the free surface at any stage
6. Fill the lower tank before the higher tank to prevent the vessel rolling through the vertical
to an angle of loll on the other side with enough momentum to create a capsizing
moment
Explain the effects on the virtual loss of transverse GM due to the free surface effects when
the slack tank is subdivided

(a) Transversely

 Effective length and breadth of the tank remains

 ‘n’ refers to the longitudinal sub-division.
 Area available for the free surface remains
 Free surface effect remains

(b) Longitudinally

 Area available for the free surface is reduced by the longitudinal sub-division
 Free surface effect is reduced and virtual loss of GM is then reduced
 Virtual loss in GM is proportional to the square of the number of subdivision (n2)
 A tank longitudinally sub-divided will therefore suffer less free surface and an increase in
number of sub-division decreases free surface and decreases virtual loss of GM

State the formula to determine the virtual loss of GM due to a free surface liquid within a
rectangular tank, explaining each of the terms used

Free surface correction (FSC) = Loss in GM = L x B3 x RD of liquid in tank

12 x Δ x n2

 (L) Length of tank

 (B) Breadth of tank
 RD of liquid in tank is the relative density of the liquid in the tank
 (Δ) Vessel’s displacement
 (n) Number of longitudinal subdivision of the tank
State the purpose of the inclining experiment

To determine
 Lightship KG
 Lightship LCG
 Lightship displacement

List the circumstances when the inclining experiment is required to take place on
passenger vessel

 When built
 After major modification
 Every 5 years
 If any significant change is found with
1. Light displacement changed by 2%
2. Lightship LCG changed by 1% of ship’s length

Explain why a vessel’s Lightship KG may change over a period of time

Accumulation of
 Debris in enclosed spaces
 Sediments and mud in ballast tanks
 Coagulated residues in bunker tanks and bilges
 Paint coatings on internal and external surfaces
 Redundant spares
 Lost property on passenger ships
Changes to
 Ship’s structure
 Internal furnishing particularly on passenger ships
 Vessel’s equipment e.g., cargo handling gear
Removal of corrosion from ship’s structure

Describe the precautions to be taken by the ship’s officer before and during the inclining
experiment

 Ship initially upright

 Barges cast off
 Mooring lines slacken down
 Gangway removed
 No wind or little by the head or stern
 In tidal conditions at slack water
 Good UKC for increase in draught due to heel
 Loose weights removed or secured
 All fittings/equipment such as derricks/cranes stowed in normal sea going position
 Free surface should be minimized
1. All tanks empty/full
2. Bilges dry
3. Decks free of water
 All personnel not required sent ashore
 Communication between person in charge and control station, the weight handlers and
each pendulum station
Explain why the values of trim and metacentric height in the freely afloat conditions are
important when considering the suitability of a vessel for dry docking

Trim

 The vessel should enter the dry dock with a small stern trim
 Upthrust (P Force) generated when the stern touches the blocks increases as buoyancy
decreases

 Therefore a greater stern trim creates a greater P force

Metacentric Height (GM)

 Virtual loss of GM commences as the ship touches the blocks (Critical Period) and
continues to worsen as P force increases
 Maximum virtual loss of GM occurs at the Critical Instant immediately before taking the
blocks forward and aft as P force is at its greatest
 Must have positive GM at the Critical Instant.
 Righting moment created by the upward acting buoyancy force must be greater than the
capsizing moment created by P force until taking the blocks forward and aft
 A larger capsizing moment will overcome the smaller righting moment and heel the ship

 From the formula, loss of GM is directly proportional to P force and KG

The values of trim and metacentric height of the vessel in the freely afloat conditions are important
for the purpose of dry docking the vessel when calculating the loss of GM due to P force and the
resultant positive or negative value of GM and the value of the righting moment compared to the
capsizing moment at the critical instant.

Describe the methods of improving the initial stability if the GM at the critical instant is
found to be inadequate

 The loss in GM is directly proportional to the KG of the vessel.

 Lower G by
1. Transferring high weights lower
2. Discharging high weights
3. De-ballasting high wing tanks and ballasting double bottom tanks
 Reduce trim
1. Ballasting forward tanks
2. De-ballasting aft tanks
3. Transferring ballast forward from aft tanks
 Derricks, cranes and riggings in stowed position
 Minimise free surface by completely filling/emptying tanks
 Keep minimal stern trim as proposed by the dry dock plan
Explain why it is beneficial to have small stern trim when entering dry dock


 Therefore a smaller stern trim creates a smaller P force
 Stern frame is stronger than the bow and therefore better able to bear the P force
 A trimmed vessel can be aligned with the blocks easier than a vessel on even keel

Describe the two methods of determining the upthrust (P force) during the critical period

1. P force (t) = Reduction in TMD (cm) x TPC

 Throughout the dry-docking procedures the true mean draught of the vessel
reduces.
 The ‘P’ force may be considered to have the same effect on True mean draught as if
weight had been actually discharged. Change in draught = W / TPC

2.
 In the critical period after touching the blocks aft the ship undergoes a change of trim
 The change of trim is the same as if a weight equal to the P force had been
discharged from a position at the aft perpendicular
Discuss how a vessel’s still water rolling period is affected by changes in the distribution
of weight aboard the vessel

 Weights loaded at a large KG will reduce the vessel’s GM due to the increase in the
vessel’s KG
 Loading a cargo with a high R.D at a low KG will increase the GM more than loading a
cargo of a lower R.D at the same height above the keel
 Weight distributed toward the rolling axis will reduce the radius of gyration
 Weight distributed away from the rolling axis will increase the radius of gyration
 The natural rolling period for the vessel is given by

T=2πK
√GM x g
 The above formula shows a change in GM or radius of gyration will change the roll period

Describe the different rolling characteristics of a vessel in a stiff condition and a vessel in
tender condition

The natural rolling period for the vessel is given by

T=2πK
√GM x g

T = period of roll in seconds

g = acceleration due to gravity (9.81m/sec2)
K = Radius of gyration

Stiff condition rolling characteristics

 From the formula the rolling period is proportional to the GM
 Large GM cause a short rolling period
 Greater resistance to being rolled and will roll to lesser angles of heel
 Excessively stable, large righting moments cause the ship to return to the upright very
quickly when heeled
 Generally a ship’s natural rolling period is greater than the wave period. Stiff ships have
shorter rolling period and therefore more vulnerable in abeam sea

Tender condition rolling characteristics

 Large GM cause a long rolling period
 The ship will have less stability, smaller righting moments causing a slow return to the
upright
 Small righting moments offer limited resistance to rolling, causing the ship to be rolled to
larger angles of heel
 The ship will be slow to return to the upright and will tend to remain at the extent of the roll
for a comparatively long time
Explain why a vessel laden to the same draught on different voyages may have different
natural rolling period

 The radius of gyration may vary for every voyage (with same draught) as the distribution of
weight with respect to the rolling axis may vary
 If the weights are moved away from the rolling axis, the radius of gyration is increased
resulting in a longer roll period with the ship will rolling slower
 Moving weights inwards towards the rolling axis will cause the ship to roll faster
 Large GM creates a shorter roll period (stiff ship)
 Small GM creates a longer roll period (tender ships)
 So a change in GM for the same draught will result in change in rolling period as discussed
above

Explain the term Synchronous rolling and describe the dangers, if any associated with it

 Synchronous rolling is the name given to the condition when the ship’s natural roll period is
the same as the apparent wave period
 Occurs when the waves push each time the vessel rolls causing a progressively heavier roll
 Theoretically this could cause the vessel to eventually capsize
 However Synchronism is less likely to happen because:
1. Rolling period increases at large angles of heel
2. The wave period tends to vary over time
3. The ship’s natural rolling period will be greater than the wave period
 Tender ships (long roll period) are less vulnerable in abeam swell than a stiff ship (short roll
period)
 If the sea is forward of the beam the apparent wave period is reduced whilst the sea abaft
the beam increases the apparent wave period
 Therefore the sea on the quarter will increase the likelihood of synchronism
 Dangers associated with Synchronous rolling:
1. Capsizing
2. Cargo shift, especially deck cargo
3. Structural damage to the vessel (racking, surge of liquids)
4. Personal injury
5. Down flooding

State the action to be taken by the ship’s officer when it becomes apparent that the vessel
is experiencing Synchronous rolling

 Alter course changing the apparent wave period

 Alter speed except when the wave is not on the beam
 Alter vertical distribution of the weigh (Ballast) changing GM
 Transfer weight vertically to change the GM
 Change the ship’s radius of gyration by winging out weights
A vessel’s side compartment is flooded as a result of a collision. Describe the counter
measures that may be taken in the event of flooding

 Close all water tight doors

 Use of ship’s pumps to remove water from the flooded compartment
 Restrict ingress of water
 Cross flooding – ballasting the other side of the vessel to bring the ship upright (movement
of weights may also be considered)
 Ballasting, when combined with cross flooding may result in the damaged area being raised
above the water line
 Removal of weight, particularly from the upper parts of the vessel (eg empty swimming
pool)
 Shore up internally to prevent loss of adjacent compartment
 Consider beaching
 Reference should be made to the stability data onboard providing guidance for sustainment
of damage
 In addition the SMS should be brought into operation. This usually involves informing ship
owners of the situation and gaining access to advice from experts associated with
Classification society and / or salvage companies
Describe the general provisions of the current Passenger Ship Construction Rules
governing the ability of a Class I Passenger vessel to withstand flooding due to damage,
and the stability in the final condition

 Bulkhead Deck is the uppermost deck to which watertight bulkheads are built
 Margin line is at least 76mm below the upper surface of the bulkhead deck
 Floodable length is the maximum length of a compartment that can be flooded so the ship
floats at a waterline tangential to margin line depending on the permeability of the
compartment
1. Permeability for cargo and store spaces (60%)
2. Machinery spaces (85%)
3. Passenger spaces (95%)
 The vessel should remain afloat in the event of damage to any compartment
 Factor of sub-division) is determined by ship’s length, passenger number and the proportion
of underwater space used for passenger/crew and machinery spaces
 Permitted length between bulkhead = Floodable length x Factor of sub-division

Explain the extent of hull flooding assumed when calculating the ship’s ability to survive
hull damage

Assumed damage
 Vertical extent is from the keel upward without limit
 Transverse extent is 20% of the beam
 Longitudinal extent of damage is the least of
1. 11m between bulkhead
2. 3m + 3% of the length of the vessel
 If the damage of a lesser extent than indicated above would result in a more severe
condition regarding heel and GM loss, such damage shall be assumed for the purpose of
the calculation.

Assumed flooding
The number of compartments involved in the assumed flooded condition are based upon the
factor of sub-division. Lesser the factor of sub-division, lesser the Permissible length of the
compartment and hence more the number of compartments taken into consideration for assumed
flooding. However at any instant not more than 3 compartments are assumed to be in flooded
condition.

The vessel must be able to withstand the flooding of the following number of compartments
1. Factor of sub-division more than 0.5 Any 1 compartment
2. Factor of sub-division between 0.5 and 0.33 Any 2 adjacent compartments
3. Factor of sub-division 0.33 or less Any 3 adjacent compartments

Provided that where the required factor of sub-division is 0.33 or less the assumed longitudinal
extent of damage shall be increased as necessary so as to include any 2 consecutive main
transverse watertight bulkheads.
Required Stability after Flooding

In the final stage, after any equalisation (cross flooding) measures, the vessel must comply with
the following condition
 Margin line not submerged
 Residual GM at least 50mm
 Final heel not to exceed:
1. 7° (one compartment flooding)
2. 12° if (two or more compartment flooding)
 Positive residual GZ curve with a range of at least 15°
 Area under residual GZ curve at least 0.015 m.r. up to:
1. 22° (one compartment flooding)
2. 27° (two compartment flooding)
3. θf whichever is least
 Maximum residual righting lever to be the greater of:
1. 0.10m
2. Heeling moment + 0.04 m
Displacement

Heeling moment to be the greater of:

1. Crowding of all passengers towards one side
2. Launching of fully loaded davit launch survival craft
3. Wind pressure
Outline the additional factors taken into account to determine the permissible length of
compartments in ships built after 1990

 Permissible length = Floodable length x Factor of Sub-division

 The features of the ship that are considered in determining the length for the purpose of
subdivision calculation includes:
1. Block co-efficient
2. Freeboard ratio
3. Sheer ratio
4. Compartment permeability
5. Vessel length
6. Passenger number
7. The proportion of the underwater space used for passengers/crew and machinery
space
 The permissible length between the compartments is reduced (due to decrease in the
Factor of sub-division) when
1. The length of the ship is more
2. More number of passengers are carried
3. Much of the space below the waterline is used for passenger/crew accommodation
and or machinery space
Discuss the stability problems associated with the Towing vessels and precautionary
measures to improve the stability of such vessels

Stability problems
 All harbour tugs can experience very large athwart ship forces when towing
 Such forces result in large heeling moments causing the vessel to heel over to a large
angle reducing the vessel’s dynamical stability
 Especially when the towline is short and has low elasticity
 Dynamical forces during the towing operations induced (e.g. a sudden surge in the
propulsion unit) and changes in trim caused by the pull on the tow line
 Girting is a sideways pull on the tow line when the ship is pulling away from the tug lying
abeam to the direction of the pull. The heeling moment is a capsizing moment

Precautionary measures
 A large beam/length ratio
 increasing the freeboard and reducing the height of the towing point
 Using long tow lines with high elasticity reducing sudden heeling moments caused by high
peak forces
 Risk of girting can be reduced by using Gog/Bridle rope
 Gog/Bridle rope used to hold the towline down at or near the stern of the tug which ensures
that the tug is brought into line with the direction of the pull avoiding a capsizing moment
 Reducing speed of towed vessel reducing the risk of girting
 Reducing speed of towed vessel also reduces the vessel’s bow wave and the produced
heeling moment on a tug as taking a forward line

Explain the meaning of Free Trim and its particular reference to offshore supply vessels

 For supply vessels KN values are based upon free trim.

 KN values are reduced to take into account the effect of the vessel trimming by the stern
when healed at large angles
 Where reserve buoyancy of the forward superstructure take effect, causing reduction in GZ

Free trim is explained as follows:

 Free trim effect in offshore supply vessels with high forecastle (normally forward
superstructure) and a low working after deck
 When ship is heeled to immerse the after deck line, the forecastle remains well over the
water line
 The water plane area aft has been lost causing F to move forward. The ship trims by the
stern
 As the ship heels further the reserve buoyancy of the forward superstructure takes effect
causing LCB to move forward
 This accompanied by the continuing forward movement of LCF causes the ship to trim
significantly further by the stern as it continues to heel
 This situation leads to the danger of the aft deck flooding
 Stability is greatly reduced due to the reduction in water plane area and hence reduction in
the KN value
 If the KN value has been calculated for fixed trim this will result in an incorrect GZ curve
and will show that the vessel has better stability than it actually has at large angles of heel
beyond the angle of deck edge immersion
 Therefore KN values of the ship should be derived on a free trim basis
 KN tables should have the statement ‘Corrected for Free trim’
Discuss the stability problem associated with the design and operation of a conventional
Oil Rig supply vessel

Loading/Discharging cargo at sea

 Affects the vertical, transverse and longitudinal position of G
 With cargo operations taking place with the vessel rolling and pitching in a seaway
 Liquid cargo with FSE loaded resulting in virtual loss of stability

Excessive Stern Trim

 Created by longitudinal distribution of loaded weight
 Occurring during cargo ops or cable/anchor handling
 Causing immersion of after deck reducing water plane area and critically reducing stability

Water entrapment
 The working deck is often used to carry drill supplies, machinery, pipes etc., some retaining
large amounts of water after shipping seas
 Must be allowed for in stability calculations

Free Trim
 Free trim negatively affects GZ
 Loss of stability after the deck edge immersion due to vessel trimming by stern after heeling

Stabiliser Tanks
 Many vessels are fitted with flume stabilizer tanks
 Counter-productive during cargo ops or cable/anchor handling
 A heeling arm results in water in the stabilizer tank moving to the low side increasing list
 Loss of stability due to significant generated free surface effect

What are the recommended measures to improve stability of the offshore supply vessels?

 Discharge high cargo first

 Use ballast to counteract negative effects on stability from loading/discharging
 Minimise and calculate for initial FSE when ballasting at sea
 Calculate for FSE of liquid cargo being discharged on vessel’s stability
 Load/discharge cargo to maintain adequate trim and/or freeboard at all times
 Adequate drainage should be made between stowage racks and freeing ports
 Use of pipe plugs to prevent water retention
 Allow in stability calculations for the entrapment of water
 Use KN tables ‘Corrected for Free Trim’ for calculating GZ curve
 Calculate vessel’s stability considering FSE from stabiliser tanks
 Test emergency means of discharging stabiliser tanks
 At sea close transverse connections between port and starboard cargo/service tanks
Describe the stability problems associated with a conventional Ro-Ro ferry

 Unrestricted vehicle deck extending the length and breadth of the vessel, vulnerable to FSE
 Substantial loss of stability and capsize after vehicle deck flooding
 Causes of flooding:
1. Damage to bow/ stern door at sea
2. Bow/stern door left open at sea
3. Bow/stern door open and unattended during loading / discharging operations
4. Loss of watertight integrity due to collision
5. Loss of water tight integrity due to a vehicle shift in heavy seas
6. Use of water curtains and inadequate drainage
 Lack of time in port for calculation
 Lack of detailed information about cargo units and disposition
 High KG of cargo units on vehicle deck
 Vulnerability of Ro-Ro units to shifting in heavy weather
 High windage area of Ro-Ro vessels

What precautionary measures must be adopted to improve stability of Ro-Ro ferries

 Automatic draught gauges at stem and stern with remote reading ensuring the flooding of
the vehicle deck in port is avoided
 A loading computer must be available to the ship’s officer in port for rapid calculation of
stability before the departure
 Indicator lights on the bridge to show when shell/loading doors are open/closed
 Heavy Ro-Ro cargo units weighed ashore and the information provided to ship’s officers
 Such units must be secured by chains to the deck
 Increased drainage for vehicle decks
 Stockholm agreement provides enhanced stability requirement for Ro-Ro passenger ferries
with 50cm flood on vehicle deck
 Sub-division on the vehicle deck

Describe Stockholm agreement with reference to the stability requirement of Passenger

Ro-Ro vessels

 Purpose
1. Lays down the stability requirement for Passenger Ro-Ro vessel
2. These upgrades SOLAS 90 standards
3. Takes into account the effect of water accumulation on the vehicle deck after
damage, making the ship safer in heavy seas
4. Applies to all Passenger Ro-Ro vessels operating on scheduled international
voyages between or from designated ports in northern Europe irrespective of Flag

 Requirements
1. Demands that a vessel satisfies with the requirement of SOLAS 90 with a constant
height of water on deck
2. The height of water on vehicle deck is based on a 4.0m significant wave
3. The height of water should be 0.5m if residual freeboard at the damage opening is
0.3m or less
4. The height of water should be 0.0m if residual freeboard at the damage opening is
2m or more
5. Intermediate values can be determined by linear interpolation