Stability Revision

a) Centre of Gravity.
The centre of gravity of a body is the point at which all the mass of the body
may be assumed to be concentrated and is the point through which the force of
gravity is assumed to act vertically downwards.
The point at which the body would balance.
GG
1
= wxd
Final displaceent = !"eters)
w = ass reoved or loaded.
d = distance between CG of the ass and the CG of the body.
#hen a wei$ht is suspended its CG is considered to be at the point of
suspension.
Conclusions%&
The CG of the ship will ove directly towards the CG of any wei$ht
loaded.
The CG of the ship will ove directly away fro the CG of any wei$ht
dischar$ed.
The CG of the ship will ove directly parallel to the CG of any wei$ht
shifted.
The position of the CG of the ship can only be altered by
loading/discharging and shifting weights.
a) 'ist.
'ist% ( ship is said to list when she is inclined by forces within the ship.
)eel% ( ship is said to heel when inclined by external forces. *.$. waves+
wind.
CG is considered to act vertically downwards with a force e,ual to the
wei$ht of the ship. !-G is the vertical CG of the ship. .CG)
The centre of buoyancy / is considered to act vertically upwards with a
force e,ual to the wei$ht of water displaced !-/ is the vertical centre of
buoyancy of the ship. .C/)
To float at rest in still water a vessel ust displace her own wei$ht+ and
The centre of $ravity ust be in the sae vertical line as the centre of
buoyancy.
-"= -/0/" also -"= -G0G".
Metacentre = The vertical throu$h the centres of buoyancy at two
consecutive an$les of heel at a point called the etacentre.
The -" depends upon the ships underwater For.
Stable equilibrium = 1f a ship is inclined she tends to return to the initial
position. The Centre of $ravity ust be below the etacentre. !*.$
2ositive initial etacentre.)
1f oents are ta3en about G there is a oent to return the ship to
upri$ht.!G4) this is called the Moment of Statical Stability)
The oent is e,ual to the product of the force # and the 'en$th of the
ri$htin$ lever G4.
"oent of Statical stability = # 5 G4!tonnes&eter)
GZ = perpendicular distance between the CG and the ertical through the
centre of buoyancy.
(t an$les less than 16 de$rees
G4=G" 5 sin an$le 5 "oent of Statical stability =
# 5 G" 5 sin an$le.
!nstable equilibrium
#hen a ship which is inclined to a sall an$le tends to heel over still
further+ she is said be in unstable e,uilibriu. For this to occur the ship
ust have a ne$ative G". G above ".
The oent of Statical stability is a capsi7in$ oent.
( ship havin$ a sall ne$ative G" need not necessarily capsi7e.
8evelop a an$le of 'oll.
"eutral equilibrium.
#hen G and " are to$ether 7ero G". 1f inclined to a sall an$le she will
tend to reain at that an$le of heel until another external force is applied.
9o oent to brin$ the ship upri$ht or heel her over further.
Correctin$ unstable or 9eutral
The CG of the ship is to be lowered.
1. #ei$hts already onboard the ship lowered.
:. #ei$hts ay be loaded below the CG.
;. #ei$hts ay be dischar$ed fro positions above the CG.
<. Free surfaces within the ship reoved.
The tie period of a ship is the tie ta3en by the ship to roll fro one
side to the other and bac3 a$ain to the initial position.
Stiff Ship
#hen a ship has a lar$e G" :+; eters the ri$htin$ oents at sall
an$les of heel will be coparatively lar$e. 1t will then re,uire lar$er
ri$htin$ oents to incline the ship. #hen inclined she will return ore
,uic3ly to the initial position. The result is the ship will have a
coparatively short tie period and will roll ,uic3ly and perhaps
violently fro side to side.!= seconds)
The CG should be raised within the ship.
Tender Ship.
#hen the G" is coparatively sall+ for exaple >.1? to >.:> the
Ri$htin$ oents at sall an$les of heel will be sall. The ship will thus
be uch easier to incline and will not tend to return so ,uic3ly to the
initial position. The tie period will be lon$ ;>s to ;6s.
The CG should be lowered within the ship.
( tie period of :>s to :6s would be the ost acceptable for those
onboard.
a) .oya$e chan$es in stability.
1. Consuption of fuel and stores
'oss of wei$ht fro double botto tan3s causes a rise in G thereby
reducin$ the etacentric hei$ht and therefore the G4 curve.
:. Free surface effect
The consuption fro full tan3s will create free surface effect
This will reduce the etacentric hei$ht and G4 curve.
!-eep slac3 tan3s to a iniu)
Fillin$ partially full tan3s or copletely eptin$ the tan3 will have the
opposite effect.
;. 8ec3 Car$oes.
These ay $ain wei$ht due to water absorption and ice accretion
Thus raisin$ G and reducin$ the etacentric hei$ht. The G4 curve will
Therefore be adversely effected.
Tiber dec3 car$o can absorb up to 16@ of its own wei$ht.
2ipes can trap considerable aount of water. !Supply boats)
<.Reduction in displaceent.
This will usually be relatively sall.
6. Seas on dec3
This will raise G due to added wei$ht and free surface effect.
?.1cin$
The added wei$ht will cause G to rise.
(ll the effects are adverse.
The stability is exained for the departure condition and also the arrival
condition before initial departure.
'oadline Rules 1AA=.
The desi$n and construction of the ship shall be such as to ensure that her
stability in all probable loadin$ conditions will be sufficient for the
freeboard to be assi$ned to her.
1. The area under the curve of ri$htin$ levers !G4 Curve)
Shall not less than%
1. >.>66 etre&radians up to ;> de$rees
:. >.>A etre&radians up to <> de$rees or any less an$le at which the an$le
of dec3 ed$e iersion would be iersed.
;. >.>; etre&radians between ;> and <> de$rees. Br lesser an$le as in :.
:. The axiu ri$htin$ lever G4 shall not occur at an an$le less than
;> de$rees and the shall be at least >.:>
;. The initial etacentric hei$ht shall not be less than >.16
1n the case of a ship carryin$ tiber dec3 car$o which !() by ta3in$ into
account the volue of tiber dec3 car$o +the initial transverse
etacentric hei$ht shall not be less than >.>6
Special 2rocedures.
1n order that the re,uired iniu bow hei$ht is always aintained the
forward drau$ht not exceedCCC.
Se,uence of ballastin$ to ensure ade,uate stability the voya$e.
#arnin$ about effects of stron$ winds upon ships carryin$ containers or
dec3 car$oes+ especially if tradin$ in the Great 'a3es.
8an$ers of icin$ in artic waters.
(ny special features re$ardin$ the stowa$e or behaviour of car$os to be
carried.


Tu$ Stability.
Girdin$.
This is the sideways pull on a tu$ by the towline when the ship is pullin$
away fro the tu$+ which is lyin$ abea to the direction of pull.
The result of this heelin$ oent ay be lar$e enou$h to capsi7e the
vessel.
The effect is iniised by use of a $ob rope over the towline to brin$ the
stern of the tu$ in line with the direction of pull.
Towline
(nother stability proble encountered by tu$s is when the towline has
a lar$e vertical coponent which ay effect the vessels etacentric
hei$ht !G").
Supply .essel Considerations.
The loadin$ and dischar$in$ at sea will affect the vertical and transverse
CG of the vessel. This will be of particular relevance since the vessel will
be rollin$ and pitchin$ in a seaway.
1. Soe vessel use their own crane which will raise the vessels CG
:. Free surface affect as li,uids are dischar$ed.
;. The wor3in$ dec3 can retain water in pipes and e,uipent. Dp to ;>@
of the volue can be retained.! stability allowance of 1>@ to ;>@ is
usually ade to the calculations)
<. 1cin$ resultin$ in added wei$ht.
Bperation of Stability tan3s.
Counter productive in soe sea conditions for exaple when wor3in$
with car$o or handlin$ wires.
Consider the free surface effect. The stability flue tan3s are often above
the vessels CG they ay need to be duped in critical stability conditions.
Stern tri
Considerable stern tri can develop due to loaded wei$hts lon$itudinally
and when towin$ and anchor handlin$. This can cause the wor3in$ dec3
to becoe awash+ and therefore reduce the waterplane area and reduce
stability !Free Tri)
2recautions.
8ec3 car$o%
1. 8ec3 car$o should not be stowed to bloc3 hatches+ doors+ waterti$ht
closures and freein$ ports+ draina$e.
:. #hen pipe carryin$ ade,uate arran$eents ade to allow for
draina$e. Dse pipe plu$s if possible.
;. *nsure all car$o secured a$ainst oveent before departure.
!1n all loaded condition the iniu freeboard at the stern not less than
>.>>6')
'oadE8ischar$e at Sea
1. 8ischar$e fro the top of the stow first.
:. Consider ballast before ta3in$ onboard any car$o at sea.
;. "iniise free surface effect and chec3 the stability before dischar$in$
the li,uid and bul3 car$os at sea.
<. #hen ballastin$ at sea to counteract the act of reoval of car$o.
*nsure allowance is ade for the adverse initial effect of free surface.
6. 'oad and 8ischar$e in an order to aintain ade,uate stern freeboard.
/allast if necessary.
General 2recautions
1. /eware of the lar$e free surface effect of the stabiliser tan3s. Chec3 the
*er$ency dup valves re$ularly.
:. Close cross&connected tan3s before $oin$ to sea.
;. #hen towin$ it is recoended that dec3 car$o is not carried.
<. 8oors and hatches onto the car$o dec3 3ept closed at sea.
Free Tri.
#hen a supply vessel heels the vessel ay tri rapidly by the stern
/ecause ost of the reserve buoyancy is forward.
This ay cause the after dec3 to becoe flooded therefore reducin$ the
waterplane area and therefore the /". !/"= 1E.) will be saller.
)ence the -" will be saller and the G" thus reducin$ the G4 after the
an$le of 8ec3 ed$e iersion.
1nitial stability calculations assue no chan$e of tri when the vessel is
heelin$. This assuption will overestiate the stability of a supply vessel
so the stability calculations ust be based on free tri durin$ heelin$.
!G4 curves will state corrected for free tri.)




(n$le of 'oll%
(s the an$le of heel increases+ the centre of buoyancy will ove out
further to the low side. 1f the centre of buoyancy oves out to a position
vertically below G+ the capsi7in$ oent will have disappeared.
The an$le of heel at which this occurs is called the angle of loll
(t an an$le of loll the G4 is 7ero. G reains at the centre line of the ship.
1f the ship is heeled beyond the an$le of loll the centre is buoyancy will
Still ove out towards the low side this will create a oent to return
her to the an$le of loll.
The ship will flop around the an$le of loll+ instead of the vertical
1f the centre of buoyancy does not ove out far enou$h to $et vertically
under G+ to create an an$le of loll the ship will capsi7e.
There is always the dan$er that G will rise above " and create a unstable
e,uilibriu.. This will cause capsi7in$ of the ship.
Correctin$ an an$le of loll
1. Chec3 that the list is due to a ne$ative G" rather than a off centre
wei$ht.
:. (n$le of loll is caused by G bein$ too hi$h + effort is to ade towards
lowerin$ it.
;. 1f fillin$ a double botto tan3 ensure it is divided to iniise free
surface tan3. ! or narrow tan3)
;. Fill only one tan3 at a tie.
<.(lways fill tan3 on low side first.
6.#here there are three tan3s fill the centre tan3 first then the low side
tan3s.
?. #here there are four tan3s fill low side centre then low side then centre
hi$h side then hi$h side.
#hen fillin$ a tan3 a tan3 there will be an initial rise in G due to free
surface effect before the added wei$ht causes a reduction in G.
Free Surface *ffect.
8efine virtual loss in G".
'i,uid in a partially filled tan3 oves to the low side as the vessels heels+
1t will have a adverse effect on the vessels stability.
The transverse oveent of the li,uid causes G to ove transversely and
so reduces the G4 to the sae value as if G had oved vertically upwards
to GGv+ which is the virtual loss of G" due to free surface.

Free surface effect can be seen as a reduction in the vessel G"
Free surface effect is not affected by the depth of li,uid in the tan3.
Forula FS*=
1n practice the free surface is calculated by Free Surface "oents. #hich
is not affected by chan$e in displaceent.
Ships stability tables show FS" for each tan3 at an assued R8 usually
1.>>> F#.
This ust be corrected for actual density.
Corrected FS"= Tabulated x (ctual R8
(ssued R8
*ffect of a subdivision.
Subdividin$ a substantially reduces the effect.
9ew FS" = Bri$inal FS" x 1E9s,uared
9 nuber of tan3s created by subdivision.
Factors effectin$ Free surface.
'oss in G"
1. 1ncreases with tan3 len$th
:. 1ncreases with tan3 breadth
;. Reduces with displaceent
<. Reduces with subdivided tan3s
6. 1ncreases with increase density
?. Dnaffected by tan3 position or depth of li,uid in tan3.
#ide tan3 particularly bad for stability e.$. stabili7er tan3.
1nclinin$ *xperient.
To find 'i$htship -G.
Carried out in the li$htship condition !or as near as possible)
-nown wei$hts are shifted transversely across the dec3 and the
inclination of the vessel easured usin$ plubline and battens.
8ia$ra%&
Tan = Bpposite E(dFacent.
Tan heel = GG1EG" so /CE(/
/ut GG1 = wxdE#
So Tan list = wxdE #xG"
/y ta3in$ oents about the 3eel+ allowance is ade for wei$hts on
board the ship to brin$ to the li$ht ship condition.
2recautions%
1. 'ittle wind any wind on the bowEstern
:. Ship floatin$ freely e.$. no bar$es and oorin$ rope slac3ened down
!consider water depth for effect of s,uat.)
;. (ll lose wei$hts secured
<. 9o free surface effect. !#ater boilers at wor3in$ levels.)
6. The ship upri$ht durin$ the coenceent of the experient.
?. (ll surplus persons reoved.
G. *nsure slac3 water
9ote reeber boiler water always part of the li$ht ship -G to wor3in$
levels.
)ydrostatic inforation supplied to ships%
1. "axiu 8eadwei$ht dia$ra or table.
:. "axiu G" dia$ra
;. "axiu -G dia$ra
#ith all ethods the vessel present draft or displaceent is used to
obtain axEin values perissible.
-9 CurvesE!cross curves of stability)
These $ive data on the ri$htin$ levers at various an$les of heel for a ran$e
of displaceents.
The -G of the vessel is assued 7ero + therefore the actual -G ust be
subtracted.
G4= -9&correction.
G4= -9&-G sin an$le.
These fi$ures allow a G4 curve to be draw for the vessel present
condition.
Then the followin$ inforation found
1. Ran$e of stability !approx)
:. (n$le of vanishin$ stability
;. "ax G4 and an$le in occurs
<. (pprox G"
6. (n$le of dec3 ed$e iersion.
G4 CurvesE Statical Stability Curve.
Bbtained by plottin$ ri$htin$ levers over a ran$e of an$les of heel.
Typical G4 curve.
G4
1nforation on Curve.
1. Ran$e of stability% the ran$e of an$les which the vessel has positive
stability.
:. (n$le of vanishin$ stability% an$le of heel the lever is 4ero.
;. "axiu G4 and an$le it occurs.
<. (n$le of dec3 ed$e iersionEpoint of contra flexure. Chan$e fro
curve up to curve down.
6. 1nitial G" !approx) vertical line drawn fro one radian 6G.; upwards.
?. 8ynaical stability% wor3 down to incline the vessel to a particular
an$le. (rea under the curve x 8isplaceent.
G4 curve H lar$eEsall G" !effect of raisin$E lowerin$)
G4 Curve H 4ero G"
G4 Curve& 9e$ative G" !Dnstable)
G4 Curve& 'ist condition !G offcentre)
*ffect of increasin$ Freeboard.
1. 9o effect on G4 curve up to an$le of dec3 ed$e iersion.
:. "ax G4 1ncreased
;. (n$le of ax G4 1ncreased
<. (n$le of dec3 ed$e iersion 1ncreased
6. Ran$e of stability 1ncreased
?. 1nitial G" Dnchan$ed
G. 8ynaical stability 1ncreased after an$le of dec3 ed$e iersion.
8ec3 ed$e iersion delayed due to increased free board.
*ffect of increasin$ bea.
1. "ax G4 1ncreased
:.(n$le ax G4 little chan$e
;.(n$le of dec3 ed$e iersion Reduced
<.(n$le of vanishin$ stability 1ncreased sli$htly
6. Ran$e of stability 1ncreased sli$htly
?. 1nitial G" 1ncreased
G.8ynaical stability 1ncreased
*ffect of tiber car$o
1ncrease in freeboard in solid stow.
8ecrease in G" due to G bein$ raised
*ffect% 'ess stability at saller an$les+ ore at lar$er an$les ran$e of stability
Bften increased.
*ffect of water ti$ht structures
#aterti$ht structure has a siilar effect to increase in freeboard provided
The superstructure is distributed e,ually about the lon$itudinal centre of
buoyancy.!focle to stern)
1f the superstructure is not unifor li3e a supply vessel there will be an increase
of buoyancy at the superstructure end of the vessel as she heels. This will cause
the a shift of the centre of buoyancy towards that end+ causin$ the vessel to tri
in the other end.!Free tri) 1n affects the vessel waterplane area. Reduces
stability. Free tri causes a reduction of the vessels ri$htin$ levers.
*ffect of chan$e in displaceent
The displaceent ay be chan$ed by without affectin$ the position of G by
increasin$ the len$th of the vessel.
)ere there will be no effect on the an$le of dec3 ed$e iersion and little effect
Bn the G4 curve
)owever the displaceent will affect the ri$htin$ oent !#xG4) and also the
dynaical stability !# 5 (rea under curve)
1n practice chan$e of displaceent will affect the G4 curve because of such
factors as chan$e in freeboard and chan$e in waterplane area !-") H these
effects are directly visible on the cross curvesE-9 tables.
'iitations of G4 curves
G4 curves are the best way of assessin$ vessels stability.
'iitations%&
1. 9o account for lar$e an$les of heel+ floodin$ throu$h ventilators+ car$o shift.
:. /ased on assued tri conditions+ which ay not be the actual tri.
;. Free tri where the vessel chan$es its tri as it heels.
#allsided Forula
The oent of Statical stability at lar$e an$les of heel !over 16 de$rees)
G4=sin I !G" 0 J /" tan
:
I)
(t an$les of heel over 16 de$rees the force of buoyancy cannot be considered to
act vertically upwards throu$h ". The centre of buoyancy has oved out
further to the low side.
G4 is no lon$er e,ual G" sin I. Dp to the an$le at which dec3 ed$e iersed
ay be found by #allsided forula.
See 8ia$ra%&
The an$le of loll forula is derived for the #allsided forula.
(t the an$le of loll G4 = 7ero
(n$le of loll caused by a ne$ative G"
I = the an$le of loll
G" = a ne$ative initial G"
/" = the /" when upri$ht.
Kuestion% The difference between an$le of list and an$le of lollL
(n$le of list.
1. G the centroid of a loaded wei$ht has oved off centre.
:. G" positive+ G" will increase at an an$le of list copared to the upri$ht.
;. Stable e,uilibriu.
<. 1n still water the ship will reain at a fixed an$le of heel. !'ist to one side
only)
6. To brin$ upri$ht place a wei$ht at the other side of the ship.
(n$le of 'oll
1. G"= 7ero
:. G reains on the centre line
;. The ship is in neutral e,uilibriu
<. "ore dan$erous situation because if G rises above " she will capsi7e.
6.The an$le of ay be say ; port dependin$ on the external forces actin$ on the
vessel+ she ay suddenly flop fro one side to the other and bac3 a$ain.
?. To iprove the condition G ust be brou$ht below "
"ove wei$hts lower down towards the 3eel
(dd water ballast into db tan3s
Reove wei$hts fro above the ship G
8ia$ra an$le of loll.
*xistence of a effective G" at an an$le of loll.
(fter the position in which the vessel has an an$le of loll G" = 4ero. 1f the
vessel is inclined to a $reater an$le than that of an$le of loll a positive ri$htin$
lever will be produced to return the ship to the an$le of loll+
1. G4 at loll is 7ero
:. G4 at an$le less than an$le of loll is ne$ative
;. G4 at an$les $reater than loll is positive up to an$le of vanishin$ stability.
Ran$e of stability is then easured fro loll to vanishin$ stability
8ia$ra
G" = :x1nitial G" at an$le of loll.
Cos loll
Grain Re$s
The ter $rain includes% & #heat+ /arley+ Rice+ and Seeds etc Car$oes with a low
an$le of repose.
These if not effectively secured will shift in a seaway as the vessel rolls. 8ue to
the friction $rain does not behave li3e li,uid. So a reduction in G" is not $ood
enou$h.
1f the vessel rolls to a lar$e an$le soe of the $rain will shift and when it rolls
bac3 not all the $rain will shift bac3 a$ain. Therefore $rain is potentially ore
ha7ardous than li,uid.
1"B Grain Re$s are based upon the reco$nition that voids in copartents are
bound to occur. /ecause%
1. 8ifficultly in triin$ to fill behind $irders+ hatch ends
:. The car$o settlin$ durin$ the voya$e.
(n assued pattern of $rain shift is therefore calculated in the void spaces above
the $rain. (lso a calculation is ade of the assued $rain shift of unsecured
$rain surfaces in partially filled copartents.
The resultin$ Total $rain )eelin$ oents is then used to deterine the
reduction in the ri$htin$ lever at various an$les of heel.
The loss of ri$htin$ ar is called )eelin$ ar and is plotted as a secondary
curve on the G4 curve dia$ra.
The basis of the rules is to ensure the vessel has ade,uate residual stability after
ta3in$ into account the assued pattern of $rain shift+ then she will be allowed to
load $rain.
1ntact Stability Re,uireents !apply throu$hout the voya$e)
1. (n$le of heel due to $rain shift not to exceed 1: de$rees or an$le of dec3 ed$e
iersion !which ever least).
:. 1n the Statical stability dia$ra+ the net or residual area between the heelin$
ar curve and the ri$htin$ ar curve up to the heel of axiu difference
between the two curves or <> de$rees or an$le of floodin$ which ever is least.
1n all conditions of loadin$ not be less than >.>G6 eter H radians
;. The initial etacentric hei$ht !G") after correction for free surface effects in
tan3s shall not be less than >.;>
Statical Stability 8ia$ra

The heelin$ ar ta3es in to account the transverse shift of the $rain.!Shift of G)
portEstbd.
The vertical shift of G DpwardsEdownwards is allowed for either by
1. (ssue that the CG of the car$o is at the voluetric centre of the space.
:. "ultiply the $rain heelin$ oent by a factor of
1.>? for full copartents
1.1: for partially full copartents.
#hen calculatin$ $rain heelin$ oents it is assued that the $rain shifts
throu$h an an$le of 16 de$rees in a full copartents
(nd :6 de$rees in a partially full copartent.
(ll full copartents should be tried so that as far as possible all spaces
under the dec3 and hatch covers are filled. 1f they are not filled a $rain shift of
;> de$rees.
/oundary surfaces inclined at ;> de$rees or ore to the hori7ontal are assued
to be self&triin$.
1provin$ the condition%
1. 1prove the vessels stability
a) Reduce free surface effect !increase fluid G")
b) 1ncrease solid G" by lowerin$ wei$hts or addin$ wei$hts low down.
:.Reduce Grain Shift.!Full Copartents)
a) Fittin$ shiftin$ boards !'on$itudinal subdivisions)
b) /a$$ed car$o in a saucer
c) 8undlin$ in bul3
2artially filled copartents.
a) Bver stow with other car$o
b) Bver stow with ba$$ed $rain
c) Strappin$ and lashin$ usin$ steal straps and bottle screws
8ocuent of (uthorisation.
The 9ational (dinistration for ships intendin$ to carry bul3 $rain issues this
docuent. *vidence that the ship is capable of coplyin$ with the re$ulations.
Carried onboard with the Grain loadin$ stability boo3let.
Grain loadin$ Stability /oo3let.
Sufficient inforation to allow the aster to deterine in all reasonable loadin$
conditions the heelin$ oent due to $rain shift.
Contents%&
1. Criteria for 'oadline rules and 1"B $rain rules
:. General arran$eent plan+ Stability data includin$ hydrostatic data
-9 tables
Capacities and centroids of copartents
Free surface oents of li,uids
;. Curves or tables of $rain heelin$ os for every copartent
Filled or partly
*ffects of shiftin$ boards etc.
<. Tables of axiu perissible heelin$ osE allow copliance with the
rules.
6. 8etails of Shiftin$ boards etc scantlin$s specs
?. Typical loaded and arrival conditions+ interediate worst conditions.
#or3ed exaples for $rain stowa$e at diff SF. *$ 1.:6+1.6;+1.=1
G. Special instructions necessary to aintain ade,uate stability+ such a ballastin$
tan3s durin$ passa$e.
=. Bther inforation such as Ships particulars+ li$htship displaceent+ -G.

"axiu 2erissible Grain )eelin$ "oents.
Siplified ethod of establishin$ whether the vessel coplies with the stability
re,uireents of the $rain rules.
1. *nter table with 8isplaceent and -G !*xtract the axiu perissible
$rain heel os)
:. 8eterine the Total voluetric heelin$ oent of all car$o spaces!Full or
2artly)
;.Convert to wei$ht heelin$ os by dividin$ by Stowa$e factor.
#ei$ht )." = voluetric )."
S.F
<. Copare total wei$ht heelin$ oent with ax heelin$ o fro the table
to deterine if within liit.
The approx an$le of heel due to $rain shift =
(pprox an$le of heel= total heelin$ o x 1: de$rees.
"ax heelin$ o
#ind heelin$ oents.
'ar$e an$les of heel ay be produced by stron$ bea winds up on lar$e lateral
areas of the ship due to their lar$e freeboard and tiers of containers on dec3.
The wind heelin$ oent is the oent of force tendin$ to incline the vessel.
8ia$ra
Total wind heelin$ oent. = force x winda$e area x distance !centroid area J
draft) 1>>>
The vessel will continue to heel over until an e,ual and opposite force is
produced.
The ri$htin$ oent of e,ual value.
G4 at an$le of heel= heelin$ o
#
#hen the hei$ht of the lateral winda$e area fro the load waterline to the top of
the car$o containers is $reater than ;>@ of the bea of the ship.
Statical stability curve ust be produced in the for of ri$htin$ oents for the
worst condition.
To include 1. Total winda$e area
:. 2osition of centroid and the lever to half drau$ht.

For the worst condition the followin$ inforation is to be included on the curve
of Statical stability.
a) (n$le of heel under steady wind load <=.63$E !Force 1>) applied to the total
winda$e area on lever to id draft.! )

b) The an$le of dynaical heel assuin$ a 16 de$ree roll to windward in
association with a $ustin$ wind 16>@ of steady wind condition.
c) The iniu valve of an$le of dec3 ed$e iersion.
d) The iniu an$le at which pro$ressive floodin$ can occur.
8ia$ra.
Recoended Re,uireents.!'oadline rules)
a)
b)
1f the vessel is to trade in areas where ice aybe expected then the calculation
ust ta3e into account the added wei$ht throu$h ice deposited.