Approximate GM by means of Rolling Period Test

The metacentric height (GM) can be determined approximately by means of a rolling

period test. It is performed by measuring the rolling period of the vessel.

Rolling period test

The metacentric height (GM) can be determined approximately by means of a rolling
period test. It is performed by measuring the rolling period of the vessel.

Stiff vessels have a high metacentric height (GM) and a short rolling period; while
vessels with a low metacentric height (GM) have a long rolling period.
The rolling period test is a frequently used method to determine the stability of smaller
vessels. Rolling period test can be performed at any time and the crew can perform it
themselves.

Roll period is how quickly a vessel returns to upright position while rolling. So
it is the time a ship takes from upright position to going to a particular angle
on port side and then going to a angle on starboard side and then again
returning back to upright position (zero list position) during natural rolling.

For example let us say a ship is rolling to around 20 degrees on both side
and it is rolling in the following cycle.

1) From upright position to 20 Degrees to port side

2) From 20 Degrees port to 20 Degrees to starboard side

3) From 20 Degree starboard to upright position

If the Ship takes 10 seconds for this cycle to complete then rolling period of
the ship is 10 seconds.
 The oscillation is made up of two parts. One part is due to the still
water rolling period of the vessel (the natural period of free oscillation), the
other part is due to the wave period (forced oscillation).
If waves of constant period act upon the ship for a sufficiently long time
then the vessel will ultimately roll in the same period of the waves. If the
period of the waves is not constant then the period of the roll will not be
constant due to the tendency of the ship to revert to the natural period of
rolling.
 The Intact Stability Code
The International Code on Intact Stability 2008 (2008 IS Code), presents mandatory and
recommendatory stability criteria and other measures for ensuring the safe operation of
ships, to minimize the risk to such ships, to the personnel on board and to the
environment. The Code should be of interest to maritime administrations, ship
manufacturers, shipping companies, education institutes and others concerned with
stability criteria.

Purpose of the code on intact stability:

The purpose of the Code on Intact Stability for All Types of Ships
Covered by IMO Instruments, hereinafter referred to as the Code, is
to recommend stability criteria and other measures for ensuring the safe
operation of all ships to minimize the risk to such ships, to the personnel on
board and to the environment.
This Code contains intact stability criteria for the following types of ships and
other marine vehicles of 24 m in length and above unless otherwise stated:
 Cargo ships.
 Cargo ships carrying
 Deck cargo cargo ships carrying grain in bulk .
 Passenger
 Fishing vessels.
 Special purpose ships
 Offshore supply vessels .
 Mobile offshore drilling units
 Pontoons
 Dynamically supported craft
 Containerships
The coastal State may impose additional requirements regarding the design aspects
of ships of novel design or ships not otherwise covered by the Code
Stability data and associated plans should be drawn up in the official language or
languages of the issuing country and the language of the master. If the languages
used are neither English nor French the text should include a translation into one
of these languages.

Each
ship should be provided with a stability booklet, approved by the Administratio
n, which contains sufficient information to enable the master to operate the ship
in compliance with the applicable requirements contained in the Code.
Intact Stability Requirements for the Carriage of Grain
The intact stability characteristics of any ship carrying bulk grain must be shown to
meet, throughout the voyage, three criteria relating to the moments due to grain shift:
(1) the angle of heel due to the shift of grain shall not be greater than 12° or—in the
case of ships constructed on or after 1 January 1994.

The intact stability characteristics of any ship carrying bulk grain shall be shown to meet,
throughout the voyage, at least the following criteria after taking into account in the manner
described in part B of this Code and, the heeling moments due to grain shift:
 The angle of heel due to the shift of grain shall not be greater than 12° or in the case of
ships constructed on or after 1 January 1994 the angle at which the deck edge is
immersed, whichever is the lesser;
 In the statically stability diagram, the net or residual area between the heeling arm curve
and the righting arm curve up to the angle of heel of maximum difference between the
ordinates of the two curves, or 40° or the angle of flooding (01), whichever is the least,
shall in all conditions of loading be not less than 0.075 meter-radians; and
 The initial metacentric height, after correction for the free surface effects of liquids in
tanks, shall be not less than 0.30 meter.
 Before loading bulk grain the master shall, if so required by the Contracting Government
of the country of the port of loading, demonstrate the ability of the ship at all stages of
any voyage to comply with the stability criteria required by this section.
 After loading, the master shall ensure that the ship is upright before proceeding to sea.
 Rolling Ships
Rolling of a floating vessel caused by waves or other external forces.
The three types of rolling are normal rolling (inclination from port to starboar
d), pitching (inclination from bow to stern), and heaving (translational displa
cement in the vertical direction). Simultaneous pitching and heaving in the s
ame or opposite direction as the waves is called fore-and-
aft rolling; simultaneous rolling and heaving with lateral choppiness is calle
d transverse rolling. All types of rolling usually occur simultaneously. Rollin
g is characterized by amplitude, period (frequency), and phase shift of the o
scillations relative to the external force. Resonance may be observed durin
g rolling.

Rolling causes a reduction in the velocity of the ship, negatively affects the
human organism (seasickness), and adversely affects the working of machi
nery and instruments and the utilization of military equipment. During intens
e rolling, the ship may capsize because of external loads not dangerous in t
he absence of rolling. Moderation in rolling is one of the most important feat
ures of the seaworthiness of a ship. The longer the period and the smaller t
he amplitude of rolling, the better the seaworthiness. Ship stabilizers are in
stalled to control rolling. The fundamentals of the general theory of rolling w
ere developed by Academician A. N. Krylov.
 Dry-docking and Grounding
The process of docking and undocking of ships might not seem like an important
operation. However, it’s a process that is carried out more than once, not only by
shipbuilding yards during the construction of a ship, but also as regular part of the ship’s
lifetime. The understanding of the process of docking is specialized, and hence, not
many naval architects or engineers are thorough with the inner details of docking.
Professionals who are specialized in carrying out docking and undocking of ships are
commonly known as Dock Masters.

Stability during Docking:

When the ship enters a dry dock, it must have a positive metacentric height; and is
usually trimmed by stern. The floor of the dry dock is lined with keel blocks, which are
so arranged such that they can bear the weight of the ship. When the ship enters the
dry dock, her centerline is first brought in line with the centerline of the keel blocks by
using a combination of plum lines and Leica theodolite.

The dock gates are then closed and the water is pumped out of the dock in stages.
Since the ship has a trim by stern, the stern of the ship will first sit on the keel blocks.
The rate of pumping out water is reduced as the stern is almost about to touch the keel
blocks. The reason is, it is from this stage of the docking procedure when the stability of
the ship starts getting critical. The interval of time from when the stern takes the blocks
to the moment when the entire ship’s weight is borne by the blocks is called Critical
Period. We will understand the details a little later.

Ships grounding
ship grounding is the impact of a ship on seabed or waterway side.[1] It may be
intentional, as in beaching to land crew or cargo, and careening, for maintenance or
repair, or unintentional, as in a marine accident. In accidental cases, it is commonly
referred to as "running aground."
When unintentional, grounding may result simply in stranding, with or without damage to
the submerged part of the ship’s hull. Breach of the hull may lead to significant flooding,
which in the absence of containment in watertight bulkheads may substantially
compromise the ship's structural integrity, stability, and safety
Causes:
Among the causes of unintentional grounding are:

 Current
 Darkness
 Tide
 Visibility
 Waves
 Wind
 Depth of waterway