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Subdivision length of a ship is the greatest projected moulded length of that part of the ship
at or below deck or decks limiting the vertical extent of flooding, with the ship at the deepest
subdivision draft.
Deepest subdivision draft is the Summer Load draft of the ship. However the ship may be
loaded to deeper drafts like Tropical, Timber, etc.
Light service draft corresponds to the lightest anticipated loading and necessary ballast for
stability and/or immersion. For cargo ships it corresponds to the ballast arrival condition with
10% consumables. For passenger ships it corresponds to the arrival condition with 10%
consumables, a full complement of passengers and crew and their effects, and ballast as
necessary for stability and trim.(MSC.281(85))
Partial subdivision draft is the light service draft plus 60% of the difference between the
light service draft and the deepest subdivision draft.
Permeability of a space is the proportion of the immersed volume of the space which can be
occupied by water.
Weathertight means in any sea conditions water will not penetrate into the ship.
Watertight means having scantlings and arrangements capable of preventing the passage of
water in any direction under the head of water likely to occur in intact and damaged
condition.
Lightweight is the displacement of a ship without cargo, fuel, lubricating oil, ballast water,
fresh water and feedwater in tanks, consumable stores, and passengers and crew and their
effects.
Stability criteria are based on the best State of art concepts, taking into account sound design
and engineering principles and experience gained from operating ships. IMO will periodically
review the code, based on experience and further technical development. Safety of ship in
seaway involves complex hydrodynamic phenomena which upto now have not been adequately
investigated and understood. Hence further research is required.
PURPOSE
Ensure safe operation of ships and minimise risk to ships, personnel on board and environment.
APPLICATION
The Code applies to vessels of length 24m. such as cargo ships, timber carriers, grain
carriers, container ships, cargo ships carrying containers on deck, passenger ships (carrying >
12 passengers SOLAS Reg. I/2), fishing vessels, special purpose ships, offshore supply
vessels, mobile offshore drilling units and pontoons. (Introduction - Para. 1.2)
Pontoon is normally non-self-propelled, unmanned, carries only deck cargo, has CB 0.9, has
breadth/depth ratio > 3, and has small W/T manholes on deck but no hatchways. (Definition -
2.16)
Special purpose ship means a mechanically self-propelled ship carrying > 12 special
personnel who are not passengers or members of the crew, engaged in research, non-
commercial expedition, survey, training of marine personnel, processing of whale, fish and
other living resources of sea, salvage, cable-laying, diving-support, pipe-laying, floating crane
operation, and others as decided by the Flag State. (MSC.266(84))
Various regulations of the SOLAS and Load Line conventions concerning watertight integrity
of a ship should be complied with. (Part B/Chap. 7)
STABILITY BOOK (Reg. II-1/5-1 of SOLAS and Part B/Para. 3.6 of Code)
This may be provided in lieu of the stability book stated above, as decided by the Flag State. It
may contain maximum safe (DWT + FS) moments, maximum safe KG and minimum safe GM
curves for different displacements.
By calculating the KG or GM or (DWT + FS) moments for a given displacement, and comparing
it with the respective curves stated above, it can be ascertained whether the calculated value is
deficient or adequate. If it is deficient then the ship will not comply with the stability criteria and
it is unsafe for going out to sea. Hence suitable adjustments should be made in the distribution of
weights to bring the calculated values within the adequate region of the respective curves. By this
procedure the stability status of ship can be ascertained and rectified without carrying out
detailed stability calculations.
LOADING COMPUTER (Part B/Chap. 4)
Exercise prudence and good seamanship having regard to the season, weather forecasts and
loading zones.
Take appropriate action as to course and speed according to the prevailing circumstances.
Reduce the cargo if ballast has to be carried to avoid excessive GM and thus reduce structural
stresses i.e. avoid a stiff ship.
Properly stow and lash all cargo and equipment.
Towing vessel should have adequate reserve stability to allow for heeling moments due to the
towline. Deck cargo should not endanger the crew or impede the proper functioning of the
towing equipment. The towline should include towing springs and quick release device.
Minimise FSE.
Certain bulk cargoes may have adverse effect on stability. Refer Solid bulk cargoes Code.
Comply with any special precautions prescribed in the stability book.
Close all doors and other openings in adverse weather. These should also be kept closed
during navigation except when opened for work.
It is dangerous to use auto-steering in bad weather as it prevents ready alteration of course
when required.
Reduce speed in heavy weather, particularly if 6 heavy slammings or 25 propeller
emergences during 100 pitching motions are experienced.
Alter speed and/or course in case of following or quartering seas, specially if the length of the
wave is 1 to 1.5 times the length of the ship. This could cause parametric resonance,
broaching to, reduction of stability on wave crest, and excessive rolling, either singularly or
in combination.
Water should not be trapped in deck wells.
Allow for absorption of water by cargo, icing, and consumption of fuel and stores during the
voyage upto the next port, when calculating the departure and arrival stability conditions.
Ship should be upright before departure.
INTACT STABILITY CRITERIA (Part A/Para. 2.2 of Code and Reg. I/27 of MARPOL)
The tanker of DWT 5000 tons delivered 01-02-2002, shall comply with the above
stability criteria for any operating drafts under the worst possible conditions of cargo and
ballast loading, consistent with good operational practice, including intermediate stages of
liquid transfer operations.
Under all conditions the ballast tanks shall be assumed to be slack.
The above criteria should be maintained during all loading and ballasting operations.
These requirements apply to ships of length 24m. carrying timber deck cargo.
Ship should comply with Reg. 41 to 45 of Load Line convention and the Timber Code.
Timber cargo should be loaded on deck for full length and breadth of ship.
Following criteria applies in lieu of intact stability criteria for all ships, and weather criteria :
Area under the GZ curve 0.08 mR upto = 40 or angle of flooding, whichever is less.
Angle of flooding is the angle at which openings in the ship, which cannot be closed
weathertight, immerse under water.
Angle of heel due to steady wind pressure from one side of the ship, as stated in the
Weather Criteria, may be limited to 16, as decided by the Flag State.
Maximum GZ 0.25m.
Excessive GM(F) should be avoided.
Initial GM(F) 0.1m., after allowing for absorption of water by deck cargo and ice
accretion on exposed surfaces.
Heel due to crowding of passengers on one side 10, when calculated on the basis of the
following assumptions :
Weight of each passenger = 75 kg.
C.G. of a standing passenger = 1.0m. above the deck.
C.G. of a sitting passenger = 0.3m. above the seat.
Distribution of luggage to be decided by the Flag State.
Passenger and luggage are in the same space.
4 passengers occupy 1m2.
Heel due to turning 10, when calculated by the following formula :
This criteria supplements the intact stability criteria for all ships.
The ship should be able to withstand the combined effects of beam wind and rolling for each
standard loading condition as described below.
Area b Area a (As shown in the diagram and calculated below)
L Heeling lever due to steady wind pressure from one side of the ship, acting
perpendicular to the ships centreline. It is calculated as follows :
L = (P A Z) (1000 G W) m.
P Wind pressure = 504 Pa.
A Total area of the shipside above the waterline plus the side of the deck cargo (m2).
Z Vertical distance from the centre of area A to the centre of the underwater area or
approximately to the point at half the mean draft (m).
G 9.81 m/sec2
W Displacement (tons).
0 Angle of heel due to lever L. Value of 0 shall be limited as decided by the Flag State.
It may be 16 or 80% of the angle of contraflexture, whichever is less. For timber
carrier the limitation may be 16 only.
1 Assumed angle of roll to windward due to wave action. It is measured from the heeled
position (0) on the leeward side due to steady wind. Its value depends on the moulded
breadth, mean moulded draft, block coefficient, area of the bilge keel and/or bar keel,
GM(F), length of the ship at waterline, and distance between COG and waterline.
Anti-rolling devices if fitted should not be taken into account.
LG Heeling lever due to gust of wind = 1.5 L
C Angle of second intercept between heeling lever LG and GZ curve.
2 50 or angle of downflooding or C, whichever is less.
Angle of downflooding is the angle at which openings in the ship, which cannot be
closed weathertight, immerse under water.
INCLINING TEST (Reg. II-1/5 of SOLAS and Part B/Chap. 8 of Code)
APPLICATION
Cargo ship of length 24m. and all passenger ships shall be inclined on completion to
determine elements of stability.
If alterations are made which materially affect the ships stability, then it shall be re-inclined.
For passenger ship the light displacement and LCG shall be re-calculated every 5 years. If
light displacement has deviated by more than 2% or the LCG has deviated by more than 1%
of its subdivision length, then it shall be re-inclined.
The test should be conducted by the shipyard in presence of the Flag State representatives and
the final results should be reviewed by them.
EXEMPTION
A ship may be exempted from this test if basic stability data is available from a sister ship.
However the ship shall be inclined if its light displacement deviates from that of the sister
ship by more than 1% for ship of length 160m., and by more than 2% for ship of length
50m., and interpolated for other lengths,
OR
if its LCG deviates from that of the sister ship by more than 0.5% of its subdivision length.
Tankers and bulk ore carriers may be exempted from this test if it can be proved by reference
to the existing data of similar ships that the ship will have more than sufficient GM in all
loading conditions.
U-tubes or inclinometers may be used in conjunction with at least one pendulum provided
precautions as stated are taken.
U-tube should be able to show a difference of at least 15 cm. in the levels in the two arms for
inclination of upto 4.
Establish efficient communication.
Carryout 8 movements of weights and final movement should bring the ship back to upright.
GM = (F B T)2
GM(F) = ( 2K T )2 = F T2
K --- Radius of gyration.
T --- Period of roll.
F --- Rolling factor as decided by the Flag State.
ALTERNATE METHOD FOR CALCULATING HEEL DUE TO TURNING
It shall be permanently exhibited on the navigation bridge, control station, cargo control
room, ships office or at other suitable location.
It shall show the locations of the following :
Boundaries of watertight compartments for each deck and hold.
Cross-flooding systems, blow-out plugs, any mechanical means to correct list due to
flooding, and all their valves and remote controls, if any.
Internal watertight closing appliances including, on RO-RO ships, internal ramps or doors
acting as extension of the collision bulkhead, and their local and remote controls, position
indicators and alarms.
Watertight closing appliances which are allowed / not allowed to be opened during
navigation.
Doors in the shell of the ship, and their position indicators, leakage detection and
surveillance devices.
External watertight closing appliances in cargo ships, and their position indicators and
alarms.
Weathertight closing appliances in local subdivision boundaries above the bulkhead deck
and on the lowest exposed weather decks, and their controls and position indicators, if
applicable.
Bilge and ballast pumps, their control positions and associated valves.
Vertical extent of damage in all cases is assumed to be from base line upwards without limit.
Transverse extent of damage is equal to B/5 or 11.5 m, whichever is less.
Only one compartment is assumed to be flooded.
However, under special conditions, throughout the length of the ship, any one transverse
bulkhead is assumed to be damaged, such that two adjacent fore and aft compartments shall
be flooded simultaneously, except that such damage shall not apply to the boundary
bulkheads of a machinery space. Reg. 27(10(a)). In such a case spacing between adjacent
transverse bulkheads shall be 1/3L or 14.5m., whichever is less. Reg. 27(12(f))
After flooding due to the above assumed damage, the ship shall attain the following equilibrium
condition, taking into account sinkage, heel and trim :
Final waterline is below the lower edge of any opening through which progressive flooding
may take place, such as air pipes, ventilators, hatch covers, etc., which are closed by
weathertight covers. It may exclude openings which are closed by watertight covers such as
manholes, flush scuttles, cargo hatch covers used on tankers, remotely operated sliding
watertight doors and sidescuttles of non-opening type.
If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements
shall be made so that progressive flooding cannot thereby extend to compartments other than
those assumed to be floodable.
Angle of heel due to unsymmetrical flooding is 15 to 17.
GM is positive.
Residual range of stability is 20 beyond the position of equilibrium.
Maximum GZ within the residual range is 0.1 m.
Residual area under the GZ curve is 0.0175 mR.
Assumed bottom raking damage for tanker of DWT 20000 tons delivered 06-07-1996
Damage shall be assumed to be located, depending on the length of the tanker, as follows :
The above requirements do not apply if the tanker is in ballast condition without any oil
cargo, other than oil residues.
Transverse bulkheads shall be spaced at a distance at least equal to longitudinal extent of side
damage. Any bulkhead within this distance shall be assumed to be non-existent.
If pipes, ducts and tunnels are situated within the assumed extent of damage, then
arrangements shall be made to prevent progressive flooding of the intact compartments.
Permeability of the flooded space shall be assumed to be 0.6 to 0.95, depending on its utility,
as given in this regulation.
Suction wells may be neglected provided these are not excessive in area. (Interpretation 47)
Final waterline, after taking into account sinkage, heel and trim, is below the lower edge of
any opening through which progressive flooding may take place, such as air pipes and others
which are closed by weathertight covers. It may exclude openings which are closed by
watertight covers such as manholes, flush scuttles, small cargo tank hatch covers, remotely
operated sliding watertight doors and sidescuttles of non-opening type.
Heel after flooding 25, or 30 if the deck edge is not submerged.
Residual range of stability after flooding 20.
After flooding, if the tanker further heels within the residual range, then the unprotected
openings shall not submerge but weathertight openings may submerge.
Maximum residual GZ 0.1m.
Residual area under the curve 0.0175 mR.
Following phenomena in seaway may cause large roll angles and/or accelerations :
A ship exhibiting large righting lever variations between wave trough and wave crest
condition may experience parametric roll or loss of stability or both.
A ship drifting freely without propulsion or steering may be endangered by resonant roll.
A ship in following or quartering seas may not be able to keep constant course despite
maximum steering efforts, which may lead to extreme angles of heel.
Necessary precautions may need to be taken to address the severity of such phenomena.
A.715(17) Code of safe practice for ships carrying timber deck cargoes.
MSC.23(59) Code for the safe carriage of grain in bulk.
MSC.143(77) Amdt. of Reg. 27 of 1988 Protocol of Load Lines Convention.
MSC.172(79) Amdt. of Reg. 27 of 1988 Protocol of Load Lines Convention.
MSC.216(82) Amdt. of chapter II-1 of SOLAS regarding stability.
MSC.266(84) Code of safety for special purpose ships.
MSC.267(85) Code on intact stability, 2008
MSC.281(85) Explanatory notes to sub-division and damage stability regulations of
chapter II-1 of SOLAS.
MSC/Circ.456 Preparation of intact stability information.
MSC/Circ.706 ; Intact stability of existing tankers during liquid transfer operations.
MEPC/Circ.304
MSC/Circ.920 Model loading and stability manual.
MSC.1/Circ.1200 Alternative assessment of the weather criterion.
MSC.1/Circ.1228 Guidance to the master for avoiding dangerous situations in adverse
weather and sea conditions.
MSC.1/Circ.1229 Approval of stability instruments.
MSC.1/Circ.1245 Guidelines for damage control plans.
MSC.1/Circ.1281 Explanatory notes to the Intact Stability Code.