Curse For Marine Surveyors

BASIC COURSE FOR MARINE
SURVEYORS ON STABILITY
Monfalcone, 30 Giugno -1 Luglio 2010
2007
COURAGE ACE
BALLAST WATER EXCHANGE AT SEA
2
LOADING OPERATION IN PORT
3
4
SHIP HYDROSTATIC – ARCHIMEDES’ PRINCIPLE
When a body is partially or completely immersed in a liquid, then it

experiences an
upward buoyant force which is equal to the weight of the fluid displaced
by the immersed part of the body:
S=
where:
■  = volume of the fluid displaced (m3)
■  = density of the liquid (1,026 t/m3 for seawater at 15° and standard
conditions of salinity).
In this way intensity, direction and vector arrow of the upward force can be
determined but not its point of application, known as the centre of thrust.
Since this point is hard to determine and poor in terms of practical
application,
another one is preferred in naval architecture, namely the centre of buoyancy
(centroid of volume of the underwater portion of the hull)[1] intersected by
the
thrust line of action and whose co-ordinates are more easily identifiable.
5
[1] Since the thrust is vertical, the horizontal co-ordinates of the centre of buoyancy and the centre of thrust are the same. It can be shown, on the other hand, that the height of the centre of thrust is always greater than that of the
centre of buoyancy.
SHIP HYDROSTATIC – GENERAL CONDITIONS
OF EQUILIBRIUM
From the study of rigid bodies we know that the following constitutes
a necessary and sufficient condition for the static equilibrium for a
solid object:
■ the sum of all the forces acting on it is zero;
■ the sum of all the moments of these forces at any reference point is
zero.
For a solid object that is partially or completely submerged, only two

forces act:
■ the weight force of the object, called displacement, equal to the sum
of all the weights constituting the ship, acting vertically
downwards and through the centre of gravity of the vessel;
■ the positive buoyancy acting vertically upwards and through the

centre of buoyancy.
6
SHIP HYDROSTATIC – GENERAL CONDITIONS
OF EQUILIBRIUM
For the above-mentioned conditions of equilibrium to be satisfied, it is

therefore necessary that displacement and positive buoyancy :
■ have the same modulus and opposite direction ( F = 0);
■ lie on the same line of action ( M = 0).
7
SHIP HYDROSTATIC – CONDITIONS OF
EQUILIBRIUM
In addition to the general conditions of equilibrium, the stability

conditions also need to be satisfied. There are three conditions of
equilibrium:
■ STABLE (a) : the system returns to the initial position of

equilibrium after slight disturbances from outside forces;
■ UNSTABLE (b): the system moves away from the initial position of
equilibrium equilibrium after disturbances from outside forces;
■ NEUTRAL (c): the system is unaffected by the outside force and is

always in equilibrium in any position.
8
SHIP HYDROSTATIC – EQUILIBRIUM FOR
TOTALLY IMMERSED BODIES
9
If the displacement is equal to the buoyancy and both forces lie on

the same line of action, the body is in equilibrium.
However, there are three different conditions of equilibrium
depending on the reciprocal positions of the centre of gravity and the
centre of buoyancy.
It is clear that if a body is disturbed from its original condition of
equilibrium and is inclined, the sole condition of stable stability is for
the centre of gravity to be under the centre of buoyancy (c).
The other conditions are of unstable (a) and neutral (b) equilibrium.
10
The value of the righting moment is:
Mr= a sin
where a, the height of B above G, remains constant for all

inclinations.
11
PARTIALLY SUBMERGED BODIESSURFACE OF
ISOVOLUME CENTRES OF BUOYANCY
The basic difference, with regard to equilibrium, between totally and

partially immersed bodies is that for the latter the position of the
centre of buoyancy changes together with the waterplane.
A ship floating freely in an upright position with waterline WL, hull
volume  and centre of buoyancy B, is subjected to inclination “”
and moves to waterline WL1, enclosing an isovolume (having the
same buoyancy) hull in respect of the original one.
The centre of buoyancy B moves right and upwards and out of the
transverse vertical plane, passing through B and perpendicular to the
axis of inclination y (intersection of the two waterplanes WL - WL1),
since the floating object is generally not symmetrical in respect of
this plane.
12
PARTIALLY SUBMERGED BODIES SURFACE OF
The movement from the initial position WL to the inclined position WL1 with angle
 occurs by isovolume hulls, having all the same buoyancy, so that the centre of
buoyancy moves from B to B1 with continuity along the trajectory of isovolume
centres of buoyancy in respect of the volume  and the direction of inclination Y.
If we consider the inclinations along the X axis, again bisecting B and lying on the
horizontal plane XY, we will find another curve of isovolume centres of buoyancy
lying, in this case, on the diametrical plane of the hull in respect of the plane YZ.
Due to the infinite lines lying on the plane XY and bisecting B, we will have infinite
curves of isovolume centres of buoyancy combining to form a surface called the
surface of isovolume centres of buoyancy in respect of the hull volume .
13
14
The properties of the curve and therefore of the surface of the

isovolume centres of buoyancy in respect of a given hull volume 
are:
■ at the various inclinations, for a given hull volume  and a given

direction of inclination, the same curve of the isovolume centres
of buoyancy is always obtained;
■ a tangent to the curve of the isovolume centres of buoyancy and
parallel to a generic waterline defines, at the tangent point, the
centre of buoyancy corresponding to that waterline;
15
PARTIALLY SUBMERGED BODIES
SURFACE OF CENTRES OF BUOYANCY
■ the line perpendicular to the curve at points B, B1, B2… defines the
direction of the positive buoyancy passing through that centre of
buoyancy;
■ the curve is convex, i.e. situated entirely above the tangent plane
parallel to the original waterline, in respect of any tangent plane
parallel to a generic waterline.
The above may also be applied to the surface of the isovolume centres of
buoyancy where tangent planes are considered instead of tangents. 16
PARTIALLY SUBMERGED BODIES METACENTRIC
EVOLUTE
Let’s consider a free floating ship of displacement  and hull volume

 = / and apply small isovolume transverse inclinations along the Y
axis, assuming that the isovolume centres of buoyancy obtained lie
on the plane of inclination XZ.
17
EVOLUTE
On this plane XZ lie the corresponding lines of action of the

buoyancies and, while the centres of buoyancy describe the curve of
the isovolume centres of buoyancy relative to the transverse
inclinations along the Y axis, the generic intersections M1 of two
buoyancies corresponding to infinitesimal variations of inclination
describe another line. The latter curve, termed E, is the geometrical
locus of the centres of curvature of the curve of isovolume centres of
buoyancy and is known as the metacentric evolute[1].
18
EVOLUTE
[1] We know from geometry that, given a plane curve s, taking a point A
and a point B very near to A, the intersections of the perpendicular to the
curve at points A and B result in the centre O of an osculating
circumference of radius OA; the circumference overlaps the curve s at
points near A.
It is shown that the centre O and the radius OA, as well as being the centre
and radius of curvature of the osculating circumference, are also the centre
and radius of curvature of the curve s in A.
19
EVOLUTE
The infinitesimal lengths B - B1, B2 - B3, etc. of the curve

corresponding to infinitesimal variations of inclination can be
considered arcs of a circumference whose centre is M, M1, …..Mn.
20
EVOLUTE
The points of the evolute are called metacentric points and

correspond to the centres of buoyancy defined earlier.If, starting
from the upright position of the vessel, we consider infinitesimal
inclinations, the centre of buoyancy B will pass through B1,
describing an infinitesimal trajectory.
The two lines of action of the buoyancy passing through B and B1 will
meet at a point M lying on the plane of symmetry.
21
EVOLUTE
This point is called the initial

transverse metacentre of the hull of
volume  and centre B; as the
inclination increases the metacentric
points leave the diametrical plane
and move on the metacentric
evolute.
The lines of action of the buoyancy
intersect the diametrical plane (line
of action of the buoyancy with
upright ship) at points p called false
metacentres relative to the direction
of inclination Y of the hull of volume
.
Therefore the initial transverse
metacentre of the hull can also be
defined as the limit which the false
metacentres tend to approach as the
inclination  approaches zero.
The segment BM labelled r is known
as the transverse metacentric radius
of the hull of volume  and centre B.
22
RADII
It is shown that the metacentric radius BM of a hull of volume  relative to the

direction of inclination Y[1] is:
Iy
r

where Iy is the moment of inertia of the initial waterplane surface in respect of the
centroid axis parallel to the direction of inclination Y.
It follows that for isovolume inclinations, the volume and buoyancy being constant,
the metacentric radius will vary as a function of the moment of inertia which, in turn,
depends on the axis of inclination and the inclination itself.
The metacentric radius BML of the same hull in respect of the direction X will be:
Ix
R

Considering the L/B ratio of ships it is evident that, Ix and Iy being calculated in
respect of the main axes of inertia of the vessel, they will be the maximum and
minimum values and the moment of inertia in respect of any other axis will be
somewhere between the two:
Ix  I  Iy
Since:
Ix  Iy
therefore:
R  r
23
RADII
[1] The moment of inertia of a plane surface in respect of any axis of

the plane is the product of the elementary area and the square of the
distance from that axis. Therefore:
Iy= x2 da Iy=  y2 da
The waterplane surface varies with the various transverse

inclinations; therefore, once the centre of the new area and the
associated main axes have been established, the moments of inertia
will be calculated in respect of these new axes.
24
RADII
25
SHIP HYDROSTATIC - EQUILIBRIUM STABILITY
FOR FREE FLOATING OBJECTS
Having defined the geometric characteristics and the equilibrium

conditions for a free floating body subject to inclinations in various
directions, we will now analyse the stability conditions for such
equilibrium.
First of all an examination is made of all the transverse isovolume
inclinations, which, for conventional vessels, are intuitively the most
critical in terms of stability.
From the qualitative standpoint, it is noted that for isovolume
inclinations the magnitude of the forces acting, displacement and
buoyancy, will not vary in the modulus; however, as the direction of
application of the buoyancy varies with the shift of the centre of
buoyancy , a torque is created generating a moment.
26
The moment due to the torque (displacement  and buoyancy S) may be

righting (a), zero (b) or heeling (c); the moment depends on the trajectory of
the isovolume centres of buoyancy in relation to the angle of heel.
For infinitesimal inclinations, the action line of the buoyancy will bisect the
initial transverse metacentre, the centre of curvature of the trajectory at the
origin.
The nature of the torque generated depends on the reciprocal positions of the
transverse metacentre of the hull and the centroid of the ship; specifically, it
will be[1]:
■ RIGHTING if the centroid is below the metacentre;

■ ZERO if the centroid coincides with the metacentre;
■ HEELING if the centroid is above the metacentre.
[1] If G is below B (special cases, sailing boats) the equilibrium is always

stable.
27
Using a to indicate the height of the centroid G above the initial

centre of buoyancy B, the equilibrium stability conditions can be
expressed as follows:
■ (r – a)  0 : STABLE EQUILIBRIUM
■ (r – a) = 0 : STABLE, UNSTABLE OR NEUTRAL EQUILIBRIUM[1]
■ (r – a)  0 : UNSTABLE EQUILIBRIUM
[1] For further information it is necessary to esamine the pattern of

the metacentric evolute about the upright position.
28
SHIP HYDROSTATIC – TRANSVERSE STABILITY
TORQUE
We will now examine the general expression of the stability torque

moment with variation of heel and fixed displacement (isovolume
inclinations).
For the sake of simplicity it is assumed that the position of the ship’s
centroid does not vary with variation of heel (absence of mobile or
shifting loads); it is also assumed that the heel does not cause
variations in trim.
29
SHIP HYDROSTATIC – TRANSVERSE STABILITY
TORQUE
The torque generated by the weight  and the buoyancy S, called transverse
stability torque, is:
M=(GE)
With:
P : transverse false metacentre in respect of a generic angle ;
h : false metacentric height above the centre of buoyancy B;
a : height of the centroid above the initial centre of buoyancy
the following formula is obtained:
M = (GP) sin = (h-a) sin
where the variables, with fixed displacement, are:
 : angle of heel;
h = h () : false metacentric height as a function of the angle of heel.
30
SHIP HYDROSTATIC – STABILITY DIAGRAM
In the most general case, the stability torque moment is:

M=(h-a) sin
where h and  are the variables. It is therefore necessary to
determine the value of M each time as a function of the angle .
This problem is tackled with the aid of a mathematical graph; this is
called the transverse static stability diagram (or curve).
The x-axis shows the angles of heel  and the y-axis plots the moments
M or the transverse righting levers or arms (h – a) sen, which differ
from the moments on account of the displacement.
31
The stability diagram depends on the shape of the hull and the load conditions and varies from ship to ship. For
any given vessel, it depends on the weight distribution and displacement (and therefore draught).
The diagram normally shows only the positive angles  up to the angle of vanishing stability c; given the
symmetry of the ship about the longitudinal plane, the part of the diagram for negative angles would be the same
as the positive part.
The points in the diagram where the y co-ordinate is zero are interesting, particularly the points  = 0 and  = c.
Here, the stability torque moment is zero so the ship is in equilibrium, though this equilibrium differs:
 = 0 The vessel is initially upright; if it is given a slight positive heel and left, it will be subjected to
positive torque that will tend to restore it to its initial position; hence this is a position of stable equilibrium;
 = c The vessel heels initially at the angle c, the angle of vanishing stability (between 60° and 90°).
If the ship is given a slight positive heel and left,
it will be subjected to negative torque that will
tend to upset it.
If it is given a negative heel, it
will be subjected to positive torque that will
tend to restore it to its initial position.
Therefore, the position  = c is one of unstable
equilibrium.
32
These conditions appear on the stability diagrams taking the tangents

to the curve at the points of zero moment; if the semi-tangent above
the axis of the X co-ordinates is positive, i.e. inclined in the direction
of increasing , the equilibrium is stable (a), if it is negative the
equilibrium is unstable (b).
Using  to indicate the angle formed by such tangent with the axis of
the X co-ordinates, the following situations may occur:
tg   0 STABLE EQUILIBRIUM
tg  0 UNSTABLE EQUILIBRIUM
tg  = 0 STABLE, UNSTABLE OR NEUTRAL EQUILIBRIUM
33
SHIP HYDROSTATIC –HEEL RESISTANCE
COEFFICIENT
Let’s consider the diagram stability tangent traced from the origin: the value of the Y co-
ordinate of this line for  = 1 rad is:
 (r – a)
This expression is called the heel resistance coefficient and it is an index of the vessel’s ability
to withstand forces upsetting its initial position of stable equilibrium  = 0.
The difference (r – a) is called the transverse metacentric height and represents the height of
the transverse metacentre of the hull above the centre of gravity with the ship upright.
The value measured in a position of equilibrium other than the one previously considered ( =
0) also measures the vessel’s ability to withstand forces upsetting its
initial position and is a coefficient of resistance to heel starting from that position.
dM
d
34
SHIP HYDROSTATIC – RESIDUAL
STABILITY
If we want to subject a vessel already heeled at an angle  to a

further infinitesimal heel d, we need to work on the resistance
forces, particularly on the transverse stability torque.
This work is roughly expressed as the product of the stability torque

moment in the condition  considered and the infinitesimal rotation
d;
dL=Md=(h-a) sin d
represented by the area under the stability curve about the angle
considered.
35
SHIP HYDROSTATIC – RESIDUAL STABILITY
The work necessary to move the ship from the upright position in
stable equilibrium to the heel angle  with the vessel stationary (no
acceleration) in still water without friction will be:
 
L    Md   (h  a ) sin d
0 0
whose measurement, represented by the area of the stability diagram

between = 0 and  = , is known as the residual stability of the ship
in respect of the heel .
The total area under the stability curve up to the angle of vanishing
stability therefore measures the work needed to capsize the vessel,
i.e. the total work that the ship with its stability torque moment is
capable of performing to withstand the external forces acting to
overturn it.
The measurement of this work is known as the total residual stability.
36
SHIP HYDROSTATIC - METACENTRIC METHOD
We have seen that the value of transverse stability torque for any
angle of heel can be calculated exactly using the formula:
M = (h-a) sin
For the solution to hydrostatic problems regarding small angles of

heel and to obtain rough approximations, the foregoing expression
can be simplified.
It is noted, in fact, that for heel angles up to 10° - 12° the trajectory
of isovolume centers of buoyancy may be mistaken, with negligible
error, for an arc of a circumference with centre M and radius r.
37
SHIP HYDROSTATIC - METACENTRIC METHOD
This is akin to assuming that the lines of action of the buoyancy for
such heels (10°-12°) all pass through the initial transverse
metacentre M, instead of through their false metacentres, therefore:
M0=(r-a) sin
where, for a given displacement, only the variable  appears, while r
is constant.
38
STABILITY OF FORM AND WEIGHT
By developing the product that appears at the 2nd member of the

expression:
M=(h-a) sin
we obtain:
M=h sin-a sin
39
STABILITY OF FORM AND WEIGHT
Both terms represent the torque moment; more specifically:
 r sin  : form stability torque containing the term r as a function

only of the geometric elements of the hull (obtainable from the
lines plan);
 a sin  : weight stability torque containing the term “a”, which

depends on the position of the centroid G of the ship and
therefore of the weight distribution on board (obtainable
from the theorem of static moments).
40
SHIP HYDROSTATIC
- REMARKS ON THE STABILITY DIAGRAM
For the same displacement the stability diagram is influenced by

various geometric and mechanical factors, such as the following:
HEIGHT OF SIDES
FORM OF SIDES
POSITION OF CENTROID
BREADTH OF SHIP
41
SHIP HYDROSTATIC - REMARKS ON THE
STABILITY DIAGRAM HEIGHT OF THE SIDES
The height of the sides and therefore the amount of freeboard affect
the stability diagram.
The diagram is the same until the heel is such as to submerge the
ship’s stringer, thereby decreasing the form stability.
42
STABILITY DIAGRAM FORM OF THE SIDES
The form of the sides above the waterline is important in that it

affects the form stability; if the sides are such that the waterplane
area grows with heel, the stability increases and vice versa.
It is noted how, for the three examples, the tangent at the origin is
the same insofar as the initial metacentric radius is the same.
43
STABILITY DIAGRAM POSITION OF THE
CENTROID
The position of the centroid G influences weight stability and

therefore metacentric height; it is clear that it is important to have
the centre of gravity as low as possible.
44
STABILITY DIAGRAM BREADTH OF THE SHIP
The breadth of the waterplane is vital as far as form stability is

concerned; it is an important design parameter, whose value is
determined on the basis of the stability requirements to be obtained.
Ship 1 in particular lacks stable equilibrium, to reach it at an angle of
15°.
45
STABILITY DIAGRAM DISPLACEMENT
Another important parameter – held constant up till now – is the ship’s

displacement; clearly, for any given vessel as its load conditions vary, so will the
stability diagram. We will now look at the effect of displacement and analyze in
particular the pattern of righting levers for both military vessels and cargo
ships.
Navy ships are designed so that the most favourable diagram in terms of
stability is the full load diagram in that the tanks are full so the centre of gravity
is very low; also the hull forms are such as to have the greatest breadth of the
waterplane.
For cargo ships the situation is the opposite in that there is little variation in the
breadth of the waterplane (vertical sides) between the full load draught and the
ballast draught; in addition at full load the weight is up very high (full holds,
containers on deck etc) while in ballast the double bottoms, fuel tanks and
ballast tanks are full.
46
SHIP HYDROSTATIC - VALUE OF THE
METACENTRIC HEIGHTSTIFF OT TENDER
VESSEL
The heel resistance coefficient  (r – a) measures the resistance of the vessel to forces upsetting it at
small angles of heel in still water.
Depending on the degree of resistance, great or little, the ship is said to be stiff or tender.
It would seem advisable to build ships with high (r – a) values so as to reduce heeling to a minimum.
However, it should be stressed that a vessel with excessive stability in still waters tends greatly in
rough seas to maintain its deck parallel to the surface of the water and to follow the continuous
wave motion.
A stiff ship in calm water is therefore “upset” under heavy weather conditions.
On the other hand, the property called platform stability, which is the tendency of the vessel to
maintain its decks parallel to rough seas, is of paramount importance.
This property is indispensable for ferries, ro-ro and cruise ships for passenger comfort and for navy
ships for weapons sighting systems, deck landing of aircraft and the proper operation of equipment
in general.
What is to be avoided, in fact, is not so much shifting or speed, but rather the accelerations
inevitably associated with forces of inertia causing physical discomfort and equipment malfunction.
The stiffer the vessel, the more it tends to roll with a short period and high amplitude; the ship’s
rolling period is obtained from the following formula:
Ig
(sec.) T  2n
(r  a)
where Ig is the mechanical moment of inertia, i.e. of mass, of the ship about its longitudinal axis
passing through its centre of gravity.
It is therefore readily apparent that T depends on the initial metacentric height and not on 47 the
magnitude of heel (isochronous inclinations).
DETERMINATION OF THE SHIP’S CENTRE OF
GRAVITY
– STABILITY TEST
We have seen that the value of (r – a) depends on both geometric (r)

and mechanical (a) factors. While the determination of the former,
using the lines plan, does not pose any problem, there is considerable
uncertainty concerning the exact position of the centroid G.
During the design stage, the centre of gravity is estimated for the
various load conditions by analysing the weights constituting the ship
and their position; however, it is also necessary to carry out a practical
test to determine the centroid with greater precision and to verify the
accuracy of the preliminary calculations as well as the exact
metacentric height in the various load conditions.
The stability test is normally performed:
■ after the ship has been launched;

■ after the ship has been fitted out and is in the desired load condition
(for contractual trials);
■ after the ship has been subjected to major conversions or alterations
(so as to update or amend the stability information);
■ periodically while the ship is in service (passenger vessels).
48
GRAVITY
– STABILITY TEST
The test is carried out in a protected area in still water and windless
conditions, with the vessel perfectly upright in the absence of
significative trim and ensuring that the mooring lines do not interfere
with the inclination.
Before starting it must be checked that there are no shifting loads or

free surface effects (which must be taken into account) and that only
personnel conducting the test are on board.
A crane is to be arranged at the broadest part of the ship so as to

transversely shift the inclining weights. One or more pendulums are
to be used to calculate the heeling angles and heeling moment after
each weight movement.
Once shifted, the weight p will create a torque moment balanced by

the transverse stability torque and the vessel will reach a position 
obtainable from the equality of the moments:
(h-a) sin = p x cos

49
px
ra 
 * tg
GRAVITY
– STABILITY TEST
(h-a) sin = px cos

where x is the transverse shift of the weight p.
The weight p is chosen so that the final inclination  is relatively small
and, consequently, the simplified metacentric method can be applied:
(h-a) sin = px cos
px px
ar
from which, by isolating “a”: ra 
 * tg  * tg
50
GRAVITY
– STABILITY TEST
The only unknown variable is “a”.

The draught marks are used to determine the isovolume upright
draught; this figure is used in the table of hydrostatic properties to
find the displacement D, the initial transverse metacentric radius r,
and the vertical position of the centre of buoyancy ZB.
Since p and x are given and the pendulums are used to measure the
angle of heel , it is simple to obtain the height of the centre of
S
gravity G
tgabove
 the centre of buoyancy and therefore the height of G
l
above the base line.
The pendulums terminate in a pool of water to reduce their
oscillations; tg  is obtained from the expression:
px
ar
 * tg
51
GRAVITY
– STABILITY TEST
Generally the angle found at the end of the test is in the range 1°3°,
both so as to be able to use the metacentric method and so that the
centre of buoyancy does not leave the plane of inclination and the
inclination is purely transverse.
Naturally the test is repeated, shifting the weights to the opposite

side and comparing the results.
The amount of inclining weights needed can be easily predicted

beforehand since:
■ the displacement D of the ship is known approximately;

■ the metacentric height (r – a) is estimated based on the hull forms
and the preliminary index of the weights;
■ the quantity X is slightly less than the breadth of the ship;
■ the desired angle is roughly between 1°3°.
So, for example, if D = 7900 t, the breadth B = 18 m from which x  8

m, (r – a)  0,5 m and the angle   2°, then:
(r  a) 7900 * 0,5
P tg  tg (2)  15,56t 52
x 8
GRAVITY
– STABILITY TEST
Inclining test and lightweight check are to be carried out in compliance with the
following class and statutory requirements:
■ RINA Rules for the Classification of Ships part B ch.3 appendix 1 “Inclining Test
and Lightweight Check”;
■ SOLAS chapter II-1 part B reg.22;
■ Code on Intact Stability for All Types of Ships covered by IMO Instruments (IMO
Resolution A.749 (18) chapter 7 “Determination of lightship displacement
and centres of gravity”; Instructions to Surveyors II– B–2).
RINA Rules Pt B Ch 3 Appendix 1 takes partially into account also the content of the
Code of Intact Stability Chapter 7 - "Determination of Lightship Displacement and
Centres of Gravity".
The Code on Intact Stability for All Types of Ships covered by IMO Instruments (IMO
Resolution A.749 (18)) is a not mandatory instrument and it is to be used as
guidance only.
53
GRAVITY
LIGHTSHIP – LIGHTWEIGHT CHECK
Lightship is a ship complete in all respect, but without consumables,

stores, cargo, and crew and effects, and without any liquids on board
except for machinery and piping fluids, such as lubricants and hydraulics,
which are at operating levels.
RINA may allow a lightweight check to be carried out in lieu of an

inclining test in case of:
A) an individual ship, provided basic stability data are available from the
inclining test of a sister ship and a lightweight check is performed in
order to prove that the sistership corresponds to the prototype
ship (the result of the lightweight check show a deviation from the
displacement of the prototype ship not greater than than 1%);
B) special types of ship, such as pontoons (centre of gravity to be

considered at the level of the deck);
C) special types of ship, such as catamarans (centre of gravity to be

determined by calculation on the basis of a detailed list of weights
and their position). 54
GRAVITY
– STABILITY TEST SOLAS CHAPTER II-1 PART B
REG.22 “Stability information for passenger ships and
cargo ships*”
SOLAS chapter II-1 part B reg.22 “Stability information for passenger ships and cargo ships*”states
the following:
■ Every passenger ship regardless of size and every cargo ship having a length, as defined in the
International Convention on Load Lines in force, of 24 m and upwards, shall be inclined upon its
completion and the elements of its stability determined. The master shall be supplied with such
information satisfactory to the Administration as is necessary to enable him by rapid and simple
processes to obtain accurate guidance as to the stability of the ship under varying conditions of
service. A copy of the stability information shall be furnished to the Administration.
■ Where any alterations are made to a ship so as to materially affect the stability information
supplied to the master, amended stability information shall be provided. If necessary the
ship shall be reinclined.
■ At periodical intervals not exceeding five years, a lightweight survey shall be carried out on all
passenger ships to verify any changes in lightship displacement and longitudinal centre of
gravity. The ship shall be re-inclined whenever, in comparison with the approved stability
information, a deviation from the lightship displacement exceeding 2% or a deviation of the
longitudinal centre of gravity exceeding 1% of L is found or anticipated.
■ The Administration may allow the inclining test of an individual ship to be dispensed with
provided basic stability data are available from the inclining test of a sister ship and it is
shown to the satisfaction of the Administration that reliable stability information for the
exempted ship can be obtained from such basic data, as required by paragraph 1.
■ The Administration may also allow the inclining test of an individual ship or class of ships
especially designed for the carriage of liquids or ore in bulk to be dispensed with when
reference to existing data for similar ships clearly indicates that due to the ship's proportions
and arrangements more than sufficient metacentric height will be available in all probable loading
conditions
* Refer to the Code on Intact Stability for All Types of Ships Covered by IMO Instruments adopted by the Organization by
Resolution A.749 (18). Refer also to: MSC/Circ. 456, Guidelines for the preparation of intact stability information;
MSC/Circ.706, Guidance on intact stability of existing tankers during transfer operations; and MSC/Circ.707, Guidance to
the master for avoiding dangerous situations in following and quartering seas.
55
GRAVITY
– STABILITY TEST REVISED SOLAS CHAPTER II-
1 PART B-1 REG.5 “Intact stability
information”applicable after 1 January 2009
56
GRAVITY
– STABILITY TESTREVISED SOLAS CHAPTER II-1
PART B-1 REG.5 “Intact stability
information”applicable after 1 January 2009
57
GRAVITY
– STABILITY TEST PLANNING OF EXECUTION
Prior to the execution of the inclining test, it is submitted to the

attention of the attending surveyor a detailed calculation, showing
that the below-mentioned requirements are complied with during the
foreseen test.
GENERAL CONDITIONS OF THE SHIP
INCLINING WEIGHTS
PENDULUMS
MEANS OF COMMUNICATIONS
DOCUMENTATION
58
GRAVITY
– STABILITY TEST PLANNING OF EXECUTION
Prior to the test, the RINA Surveyor is to be satisfied of the following:
■ the weather conditions are to be favourable (still water and windless

conditions);
■ the ship is to be moored in a quiet, sheltered area free from extraneous
forces, such as to allow unrestricted heeling. The ship is to be positioned
in order to minimize the effects of possible wind, stream and tide;
■ the ship is to be transversely upright and the trim is to be taken not more
than 1% of the length between perpendiculars. Otherwise, hydrostatic
data and sounding tables are to be available for the actual trim;
■ cranes, derrick, lifeboats and liferafts capable of inducing oscillations are
to be secured (no shifting loads);
■ main and auxiliary boilers, pipes and any other system containing liquids
are to be filled;
■ the bilge and the decks are to be thoroughly dried;
59
GRAVITY
– STABILITY TESTPLANNING OF EXECUTION
■ preferably, all tanks are to be empty and clean, or completely full, in
order to minimize the relevant free surface correction. The number of
tanks containing liquids is to be reduced to a minimum taking into
account the above-mentioned trim. The shape of the tank is to be such
that the free surface effect can be accurately determined and remain
almost constant during the test. All cross connections are to be closed.
In general, the total free surface correction should not be greater than
100 mm: in particular cases, upon authorization of this Head Office,
greater values may be accepted but in any case not exceeding 150 mm.
■ the weights necessary for the inclination are to be already on board,
located in the correct place;
■ all work on board is to be suspended and crew or personnel not directly
involved in the inclining test are to leave the ship;
■ the ship is to be as complete as possible at the time of the test. The
number of weights to be removed, added or shifted is to be limited to a
minimum. Temporary material, tool boxes, staging, sand, debris, etc.,
on board is to be reduced to an absolute minimum.
60
GRAVITY
INCLINING WEIGHTS
The total weight used is preferably to be sufficient to provide a
minimum inclination of 1° and a maximum of 4° of heel to each side.
Test weights are to be compact and of such a configuration that the

VCG (vertical centre of gravity) of the weights can be accurately
determined.
Each weight is to be marked with an identification number and its

weight.
Recertification of the test weights is to be carried out prior to the
incline.
A crane of sufficient capacity and reach, or some other means, is to be

available during the inclining test to shift weights on the deck in an
expeditious and safe manner.
Water ballast is generally not acceptable as inclining weight.
61
GRAVITY
– STABILITY TESTPLANNING OF
EXECUTIONPENDULUMS
The use of three pendulums is recommended but a minimum of two are to be

used to allow identification of bad readings at any one pendulum station.
However, for ships of length equal to or less than 30 m, only one pendulum
can be accepted.
They are each to be located in an area protected from the wind.
The pendulums are to be long enough to give measured deflections, to each

side of upright, of at least 10 cm even due to a partial shifting of the
inclining weights to each side of the vessel.
To ensure recordings from individual instruments are kept separate, it is

suggested that the pendulums be physically located as far apart as practical.
The use of an inclinometer or U-tube is to be considered in each separate

case. It is recommended that inclinometers or other measuring devices only
be used in conjunction with at least one pendulum.
62
GRAVITY
MEANS OF COMMUNICATIONS -
DOCUMENTATION
MEANS OF COMMUNICATIONS
Efficient two-way communications are to be provided between central
control and the weight handlers and between central control and each
pendulum station. One person at a central control station is to have
complete control over all personnel involved in the test.
DOCUMENTATION
The person in charge of the inclining test is to have available a copy of the
following plans at the time of the test:
• hydrostatic curves or hydrostatic data;
• general arrangement plan of decks, holds, inner bottoms,etc.;
• capacity plan showing capacities and vertical and longitudinal centres
of gravity of cargo spaces, tanks, etc. When water ballast is used as
inclining weights, the transverse and vertical centres of gravity for
the applicable tanks, for each angle of inclination, must be available
• tank sounding tables.
• draught mark location;
• docking drawing with keel profile and draught mark corrections63(if
available).
GRAVITY
DETERMINATION OF THE DISPLACEMENT
The Society’s Surveyor is to carry out all the operations necessary for the accurate
evaluation of the displacement of the ship at the time of the inclining test, as listed
below:
■ draught mark readings are to be taken at aft, midship and forward, at starboard
and port sides (additionally freeboard readings may be taken), the vessel is
to be transversally upright (heel not greater than 0.5 °);
■ The mean draught (average of port and starboard reading)is to be calculated for
each of the locations where draught readings are taken and plotted on the ship’s
lines drawing or outboard profile to ensure that all readings are consistent and
together define the correct waterline. The resulting plot is to yield either a
straight line or a waterline which is either hogged or sagged. If inconsistent
readings are obtained, the freeboards/draughts are to be retaken;
■ The specific gravity of the sea water is to be determined.Samples are to be taken
from a sufficient depth of the water to ensure a true representation of the sea
water and not merely surface water, which could contain freshwater from run off
of rain. A hydrometer is to be placed in a water sample and the specific gravity
read and recorded. For large ships, it is recommended that samples of the sea
water be taken forward, midship and aft, and the readings averaged. For
small ships, one sample taken from midship is sufficient. The temperature of
the water is to be taken and the measured specific gravity corrected for deviation
from the standard, if necessary. A correction to water specific gravity is not
necessary if the specific gravity is determined at the inclining experiment site.
Correction is necessary if specific gravity is measured when the sample
temperature differs from the temperature at the time of the inclining (e.g., if
the check of specific gravity is performed at the office).Where the value of the
average calculated specific gravity is different from that reported in the
hydrostatic curves, adequate corrections are to be made to the displacement
curve. 64
GRAVITY
DETERMINATION OF THE DISPLACEMENT
■ all double bottoms, as well as all tanks and compartments which
can contain liquids, are to be checked, paying particular attention to
air pockets which may accumulate due to the ship’s trim and the
position of air pipes.
■ it is to be checked that the bilge is dry, and an evaluation of

the liquids which cannot be pumped, remaining in the pipes,
boilers, condenser, etc., is to be carried out.
■ the entire ship is to be surveyed in order to identify all items

which need to be added, removed or relocated to bring the
ship to the lightship condition. Each item is to be clearly
identified by weight and location of the centre of gravity.
■ the possible solid permanent ballast is to be clearly

identified and listed in the report.
65
GRAVITY
– STABILITY TESTPLANNING OF EXECUTIONTHE
INCLINE
The standard test generally employs eight distinct weight movements as

shown in figure 1. The weights are to be transversally shifted, so as not to
modify the ship’s trim and vertical position of the centre of gravity. After each
weight shifting, the new position of the transverse centre of gravity of the
weights is to be accurately determined.
After each weight movement, the distance the weight was moved (centre to
centre) is to be measured and the heeling moment calculated by multiplying
the distance by the amount of weight moved.
The tangent is calculated for each pendulum by dividing the deflection by the
length of the pendulum.
The resultant tangents are plotted on the graphics shown in figure 2. The
pendulum deflection is to be read when the ship has reached a final position
after each weight shifting.
During the reading, no movements of personnel are allowed.
66
GRAVITY
– STABILITY TEST USE OF BALLAST WATER
IN LIEU OF SOLID WEIGHTS
Where the use of solid weights to produce the inclining moment is demonstrated to be
impracticable, the movement of ballast water may be permitted as an alternative method.
This acceptance would be granted for a specific test only, and relevant test procedure is
to be submitted in advance to RINA Plan Approval Centre for approval.
As a minimal prerequisite for acceptability, the following conditions are to be required:
■ inclining tanks are to be wall-sided (regular shape) and free of large stringers or other
internal members that create air pockets;
■ tanks are to be directly opposite to maintain ship’s trim;
■ specific gravity of ballast water is to be measured and recorded;
■ pipelines to inclining tanks are to be full. If the ship’s piping layout is unsuitable for
internal transfer, portable pumps and pipes/hoses may be used;
■ blanks must be inserted in transverse manifolds to prevent the possibility of liquids

being “leaked” during transfer. Continuous valve control must be maintained during
the test;
■ all inclining tanks must be manually sounded before and after each shift;
67
GRAVITY
– STABILITY TEST USE OF BALLAST WATER
IN LIEU OF SOLID WEIGHTS
■ vertical, longitudinal and transverse centres are to be calculated
for each movement;
■ accurate sounding/ullage tables are to be provided. The ship’s

initial heel angle is to be established prior to the incline in order
to produce accurate values for volumes and transverse and
vertical centres of gravity for the inclining tanks at every angle of
heel. The draught marks amidships (port and starboard) are to be
used when establishing the initial heel angle;
■ Additional verification of the quantity shifted may be achieved by

a flow meter or similar device;
■ the time to conduct the inclining is to be evaluated. If time

requirements for transfer of liquids are considered too long, water
may be unacceptable because of the possibility of wind shifts over
long periods of time.
68
GRAVITY
– STABILITY TEST EVALUATION OF RESULTS
Following the execution of the inclining test, it is to be submitted to

the attention of the attending surveyor a detailed calculation,
showing that the above-mentioned requirements have been complied
with during the foreseen test.
In particular, the RINA attending surveyor is to verify the following:
■ measured pendulums’ deflections, to each side of upright, are

comparable and of at least 100 mm even due to a partial shifting
of the inclining weights to each side of the vessel;
■ it has been achieved a minimum inclination of 1° and a maximum

of 4° of heel to each side;
■ the total free surface correction is not greater than 100 mm: in
particular cases, upon authorization of the Plan Approval
Centre, greater values may be accepted but in any case not
exceeding 150 mm.
69
GRAVITY
– STABILITY TEST FOR PONTOONS
An inclining experiment is not normally required for a pontoon,

provided a conservative value of the lightship vertical centre of
gravity (KG) is assumed for the stability calculations.
The KG can be assumed at the level of the main deck although it is

recognized that a lesser value could be acceptable if fully
documented.
The lightship displacement and longitudinal centre of gravity should

be determined by calculation based on draught and density readings
(lightweight check).
70
GRAVITY
– STABILITY TESTOBJECTIONS AGAINST TEST
Inclination < 1°
Pendulums’ deflections < 100 mm
Pendulums’ deflections non regular and comparable
Weights movements less than those requested
Too many additional weights on board
Too many missing weights to be taken into account
Water ballast and/or consumables tanks partially filled
Free surfaces correction greater than 100-150 mm
OBJECTIONS ARE TO BE RAISED IMMEDIATELY

DURING THE TEST
AGAINST ANY MISTAKE OR IN CASE OF DOUBT
71
GRAVITY
– STABILITY TESTOBJECTIONS AGAINST TEST
It is quite difficult for the Plan Approval Centres to demand a second

inclining test.
A new inclining test takes time and is expensive.
The ship’s delivery from the shipyard could be delayed.
The vessel might be already in service.
72
DYNAMIC STABILITY
We have seen that the total area under the stability curve up to the
angle of vanishing stability constitutes the total residual stability of
the ship. The integral curve for the static stability diagram is called
the dynamic stability curve.
The y co-ordinates of this curve show for each angle, properly scaled,
the area under the static stability curve to the left of the angle
considered from the upright position.
The highest y co-ordinate of the dynamic stability curve measures
the area of the static stability curve (in way of the angle of vanishing
stability).
73
STATIC ANALYSIS OF THE BEHAVIOUR OF A
SHIP SUBJECTED TO HEELING FORCES
Permanent transverse heeling forces can be represented on the stability diagram with
the values of their moments; the latter are in first approximation sinusoidal or
cosinusoidal.
Let’s examine the stability conditions in which a ship is subjected to such forces.
The following considerations approach the problem statically without taking into account
the inertia forces at work or, consequently, the accelerations and kinetic energy.
The analysis is performed graphically, overlapping the stability curve (positive moments)
with the (negative) heeling moment and subtracting the corresponding y co-ordinates;
this yields the residual stability curve.
First we take cosinusoidal torque (curve II). When it is subjected to the heeling moment,
the ship will behave as if its stability diagram were the residual stability curve (III).
The stability properties change as is readily apparent from the analysis of the residual
stability curve:
■ the angle A corresponding to point A where the two curves meet is the new angle of
stable equilibrium (the two moments counterbalance each other);
■ the heel resistance coefficient changes; for  =A, it is represented by the segment
that the tangent to curve III in A bisects on the y co-ordinate corresponding to A + 1
rad;
■ the total residual stability represented by the positive area under diagram III
changes; such area will always be reduced;
■ the angle of vanishing stability is generally reduced.
74
75
HEELED SHIP
Similarly, the effect of

sinusoidal heeling forces is also
considered in the special case
in which the two curves
intersect at point A.
Note that in this case  = 0 is
no longer a stable angle of
equilibrium but is unstable in
that the resistance coefficient is
negative. It will be seen that
this condition describes a
heeled ship.
Thus the residual stability
curve is used to deal with all
static inclination problems.
76
DYNAMIC ANALYSIS OF THE BEHAVIOUR OF A
In the previous section we did not consider the influence of the

accelerations and consequent forces of inertia and potential energy at
work every time a vessel is subjected to variable forces over a short
period.
The analysis is performed using the static stability diagram and
overlapping a cosinusoidal heeling moment (wind gust athwartships)
applied as impelling force.
77
DYNAMIC STABILITY ANGLE
In the initial instant for  = 0 the ship is no longer in equilibrium; due to the heeling
moment it will accelerate and heel at increasing speed. It will reach the angle s with a
certain amount of kinetic energy due to the excess work exerted by the heeling moment
compared to the stability torque (area OMS).
In s, since the moments are equal in absolute value, the acceleration will be eliminated
and then increase again with an opposite sign as heel grows. The figure shows how the
righting moment prevails and reduces the vessel’s acquired kinetic energy (OMS area),
stopping it altogether (area OMS = area SAB) when the work performed by the heeling
moment (area OMSBD) is equal to that performed by the stability torque (area OSABD).
The angle V, called the dynamic stability angle, is that at which the ship stops insofar as
the dynamic energies at work are in equilibrium. The area SAB represents the energy
accumulated by the ship as potential energy; however, the vessel is not in stable
equilibrium and the righting moment prevails over the heeling moment restoring the ship
to the upright position.
Due to the dissipation effect caused by friction

from air and water, the ship will stop in way of
the static equilibrium angle s , after a certain
number of oscillations about such angle.
The behaviour of the vessel can therefore be
compared to that of a pendulum released
from a position other than that of equilibrium.
78
From this analysis the importance of the total residual stability, i.e.
the area under the stability curve, is clear; if A1  A2, the ship will
not find a position of dynamic equilibrium and will overturn due to
the impelling force.
79
ELEMENTS AFFECTING THE STABILITY OF THE
SHIP
– VERTICAL WEIGHT SHIFT
When a weight p is raised vertically by an amount z, the ship's centre

pz
of gravity is raised vertically from
GG1  G to G1 by an amount:

and by indicating with ZG and ZG1 the positions of the centroid in

respect of the base line, and with ZP and ZP’ the initial and final
positions of the weight p, the theorem of static moments will be as
follows:
80
SHIP
 x ZG1=  x Zg -(p x Zp)+ (pXZp)
from which, since Z=Z p-Zp and

GG1 = ZG1-ZG, the foregoing relation is
obtained.
It immediately follows that the the
metacentric height will vary as follows:
(r-a)’ = pz
ra

Whether this amount increases or
decreases
depends on whether the shift is
downwards or upwards. Note in
particular that an upward shift is critical
for stability.
As a result of the weight shift, the
vessel's static stability curve will change
as
follows:
81
SHIP
As a result of the weight shift, the vessel's static stability curve will change as follows:
pz
M a   (h  a ' ) sin   (h  (a  )) sin 

by subtracting from the initial stability curve a sinusoidal moment
ma=p z sin
shown in the figure with the fictitious torque p/–p, obtained assuming the initial centroid
G fixed and applying in the initial position of the weight the forces p and -p, which
counterbalance each other but generate with force p applied to the final position the
inclining moment now introduced.
As is apparent from the residual stability curves, an upward weight shift leads to a
reduction in the heel resistance coefficient, total residual stability and angle of vanishing
stability.
Conversely, a downward weight shift generally brings about an increase in these values.
82
ELEMENTS AFFECTING THE STABILITY
OF THE SHIP – HEELED SHIP
If the weight is shifted far enough upwards so that the centre of

gravity is above the initial transverse metacentre M, the ship will no
longer be in a stable upright position in that r – a < 0.
Accordingly, it is necessary to analyse the behaviour of the vessel
around the upright position, this being influenced by the form of the
metacentric evolute.
83
SHIP
– VERTICAL WEIGHT SHIFT HEELED SHIP
In fact, if the evolute has initially descending branches the ship will be unable
to find any position of stable equilibrium and will capsize.
If, on the other hand, the evolute has initially ascending branches the ship will
list until it finds an angle of stable equilibrium, known as the listing angle,
which is obtained by taking from the centroid G1 the tangent to the evolute
itself.
84
SHIP
Consequently, a heeled ship lists not because of the eccentricity of

the load but because of initial instability. We will see shortly that
there are many causes of listing and that to right the vessel we need
to remove these causes and, in any case, move the loads down so
that the centroid G is below the initial transverse metacentre; if we
were merely to move the load transversely to the other side from
that of inclination, the best we could hope for would be for the vessel
to heel suddenly to that side, albeit at a greater inclination than
previously.
All of the phenomena discussed here can be conveniently studied by
using stability diagrams.
85
SHIP
– TRANSVERSE WEIGHT SHIFT
When the weight p shifts transversely by an amount x, the vessel is

subjected to heeling torque equal to:
M=p x cos 
causing heel . Such inclination will be easy to determine from the
equilibrium of the moments:
p x cos  =  (h-a) sin 
hence:
px
tan  
(h  a)
86
SHIP
– TRANSVERSE WEIGHT SHIFT
If the angle of heel does not

exceed 10°-12°, the simplified
metacentric method may be
used, replacing h with r.
By analysing the residual

stability curve obtained
overlapping the intact stability
diagram with the heeling
moment p x cos , it is plain that
the initial position = 0 is no
longer one of equilibrium.
The angle S will be the new
angle of stable equilibrium used
to measure the total residual
stability and heel resistance
coefficient for the new
condition.
87
SHIP
– SUSPENDED LOADS
A weight p, suspended from any raised point and left free to oscillate,
affects the stability characteristics of the vessel.
Indeed, for any inclination the line of action of this weight passes through
the point of suspension and, for stability purposes, it is as if the load was
applied precisely at this point.
This will be akin to the case of a vertical weight shift and the transverse
static stability curve will be reduced by a sinusoidal inclining force.
Inclining torque may be assumed of the following type:
Mt = p t sin 
where:
■ t sen  is the fictitious torque lever p, -p created by suspension of the

load;
■ t is the height of the point of suspension.
The centre of gravity will be raised by the amount pt/delta (being delta
the ship’s displacement), which also represents the reduction of the
metacentric height.
88
SHIP – SUSPENDED LOADS
89
SHIP
– SUSPENDED LOADS
It is readily apparent from the above that it is vitally important, when

carrying raised weights of a certain magnitude, to secure them with
chains, lashing and other means to reduce swinging.
This is both to limit the reduction in transverse stability when the

vessel is in a critical situation and to prevent the load from damage as
well as from causing damage or injury.
90
SHIP
– SHIFTING LOADS
Where an initially stable and upright ship carries an unlashed load

and the vessel lists for any reason, this may cause considerable
problems to stability. Indeed, when the angle of heel exceeds the
breakout friction angle, the body will start to slide or roll until it hits
an obstacle such as a bulkhead. If this angle is not exceeded, the
load will behave as if it were tightly secured to the ship.
This is akin to the case of a transverse weight shift equivalent to a

cosinusoidal heeling action given by:
mx = p x cos theta
where x is the transverse shift of the weight p.
This transverse shift is sudden and uncontrolled and therefore

dangerous for the crew, structures and equipment; in the event of a
ship carrying heavy loads such as plates or coils, the shifting of such
cargoes may capsize the vessel, particularly in critical sea states.
Consequently, it is vitally important prior to departure to carefully

lash material and cargo that would otherwise be left to move freely in
response to the movements of the ship.
91
SHIP
– BULK LOADS
The presence on board of bulk loads (cereals, grain, coal, minerals)

causes problems similar to those discussed for shifting and liquid
loads.
A small angle of heel, less than the angle of repose, will not cause any
change in stability insofar as the cargo will behave as if it were tightly
secured to the ship.
As soon as such angle is exceeded, the material will begin to shift and
will not return to its original position even if the vessel is restored to
its upright position. This may be dangerous, even for angles less than
the angle of slide, due to the dynamic forces generated by
accelerations arising in very heavy seas.
92
SHIP
– BULK LOADS
The angle of repose is the angle of the pile formed when the bulk
material is poured onto a horizontal surface: it corresponds to the
angle of internal friction of the material.
This angle varies for different materials and is generally around 30°,
though it may decrease markedly in response to the dynamic forces
mentioned above.
93
SHIP
– BULK LOADS
To reduce the danger from the shifting of bulk material, specially

designed self-trimming bulk carriers are used to prevent empty spaces
from developing in the wings of the hold.
Small vessels without self-trimming holds need to be filled to the top
or, otherwise, mobile longitudinal divisions made of wood or plates are
inserted during loading.
In every compartment partially filled with grain, all free grain surfaces
are to be levelled after loading; in every filled hold, the space below
the hatch cover is filled with bagged cargo or weights.
94
SHIP
– LIQUID LOADS
Among the loads constituting the displacement of a ship there are

always liquid cargoes or consumables that may pose stability
problems.
If the liquid were to fill a receptacle or tank completely, it would

behave like a solid load rigidly connected to the hull.
Conversely, if a liquid load of weight P and density G partially fills a
compartment, its fluidity will cause it to deform when the ship lists so
that the free surface remains parallel to the new waterline; thus its
centroid, which always coincides with the centre of volume, will move
in respect of the walls of the compartment and the hull, describing a
curve and causing a shift in the centre of gravity of the ship, varying
depending on the inclination.
The effect of the liquidity of the load on the transverse stability of the
vessel can be compared to a weight P which is free to shift along a
curve g lying on the plane ZX.
We can also assume the load itself suspended at point O, the centre of
curvature of curve g with the ship upright, similar to the case of a
shifting load.
95
SHIP
– LIQUID LOADS
96
SHIP
– LIQUID LOADS
Accordingly, it is assumed that the ship behaves as if its heel

resistance coefficient and the metacentric height, rather than being:
C = (r-a) and (r-a) as for a solidified liquid, were: C’ = (r-a)-pt and
where t is the radius of curvature of curve G at point g, the centroid
of the liquid with the ship upright.
pt
(r  a  )

97
SHIP
– LIQUID LOADS
Since curve g is simply the trajectory of the centre of volume of the

liquid when the ship heels, it will coincide with the trajectory c of the
isovolume centres of buoyancy of the receptacle R whenever it is
likened to a liquid hull whose waterline coincides with the external
liquid level and when in such conditions it is subjected to isovolume
inclinations in direction y.
98
SHIP
– LIQUID LOADS
Therefore t is simply the metacentric radius of the inclinations in direction y of the

internal liquid hull of volume
P
constituting the receptacle R; this metacentric radius is: V
t = i/V 

where i is the moment of inertia of the free surface level of the liquid in respect of
the centroid axis parallel to the ship’s plane of symmetry.
Consequently, it can be said that the reduction in initial stability due to the liquidity
of the load:
does not depend on:
■ the weight p of the liquid cargo;
■ the volume v of the liquid cargo;
■ the height of its free surface in respect of the base line;
■ the distance from the axis of inclination of the ship
does depend on:

■ its density;
■ the moment of inertia i of its free surface level with the ship upright.
The presence of free surface liquid cargo therefore places the ship of metacentric
radius r in the same condition of initial stability as another with the same
displacement and the same value of the term a, but effective metacentric radius :
If Ω = ω then
i  i Iy 99
  r (1  )   r (1  )
Iy  Iy r

SHIP
– LIQUID LOADS
If there is more than one free surface liquid load, then the expression
of the heel resistance coefficient will include the summation of the
products of the individual densities  for the respective moments of
inertia of area i:
C’=(r-a)-i
100
INTACT STABILITY - CLASS REQUIREMENTS
IACS Unified Requirement L1 “Intact stability – matter of class”

requires the following:
All new ships with a length of 24 m and above will be assigned class
only after it has been demonstrated that their intact stability is
adequate for the service intended.
Adequate intact stability means compliance with standards laid down

by the relevant Administration or those of the Classification Society
taking into account the ship’s size and type. The level of intact
stability for ships of all sizes in any case should not be less that that
provided by IMO Resolution A.749 (18) “Code on Intact Stability for
All Type of Ships Covered by IMO Instruments”, chapters 3.1, 3.2 and
4.1 as amended by MSC Resolution 75(69).
101
RINA Rules for the Classification of Ships (Pt.B Ch 3 Sec 1) request that
“all ships equal to or greater than 24 m in length may be assigned
class only after it has been demonstrated that their intact stability is
adequate for the service intended”.
Adequate intact stability means compliance with the requirements

specified in the RINA Rules taking into account the ship’s size and
service.
For classification purposes, for all type of ships, the intact stability
criteria to be complied with are laid down in Part B Chapter 3 Section 2
“Intact Stability” and coincide with those included in “Code on Intact
Stability for All Type of Ships Covered by IMO Instruments”.
For each service notation, specific intact stability criteria are laid down
in the relevant chapter of Part E (for example: tugs, supply vessels,
fire-fighting vessel, cement carrier, etc.).
102
Evidence of approval by the Administration may be accepted for the

purpose of classification.
When the Administration of the State whose flag the ship is entitled to
fly has issued specific rules covering stability, RINA may accept such
rules for classification purposes in lieu of those given in the Part B
chapter 3.
In case of application of the above requirements, an appropriate entry

is made in the classification files of the ship.
103
INTACT STABILITY - STATUTORY
REQUIREMENTS
IMO Resolution MSC.75 (69) “Code on Intact Stability for All Type of Ships
Covered by IMO Instruments” as amended by Resolution MSC 75(69)
supersedes the following IMO recommendations, which application was not
compulsory for statutory certification purposes:
■ Recommendation on intact stability for passenger and cargo ships under

100 metres in length (resolution A.167(ES.IV));
■ Amendments to the recommendation on intact stability for passenger

and cargo ships under 100 metres in length (resolution A.167 (ES.IV))
with respect to ships carrying deck cargoes (resolution A.206(VII));
■ Recommendation on intact stability of fishing vessel (resolution

A.168(ES.IV));
■ Recommendation on a severe wind and rolling criterion (weather

criterion) for the intact stability of passenger and cargo ships of 24
metres in length and over (resolution A.562 (14)).
The Code recommends 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.
104
INTACT STABILITY - STATUTORY REQUIREMENTS
The recommended criteria are relevant to:

■ The minimum area under the righting lever curve (GZ curve) up to 30°(0.055
metre-radian);
■ The minimum area under the righting lever curve (GZ curve) up to 40°(0.09
metre-radian);
■ The minimum area under the righting lever curve (GZ curve) between 30°
and 40° (0.03 metre-radian);
■ The minimum righting lever GZ (0.20 m);
■ The minimum angle at which minimum righting lever GZ occurs (30°);
■ The minimum angle at which it occurs the maximum righting arm (preferably
exceeding 30° but not less than 25°);
■ The minimum initial metacentric height GM (0.15 m);
■ The severe wind and rolling criterion (weather criterion), which refers to the
ability of a ship to withstand the combined effects of beam wind and rolling.
The “Code on Intact Stability” is recalled as a footnote in SOLAS Part B “Subdivision

and Stability” Chapter II-1 regulation 22 “Stability Information for passenger ships
and cargo ships” and, therefore, is not a compulsory instrument to be applied for
statutory certification purposes.
105
INTACT STABILITY - STATUTORY
REQUIREMENTS
MAXIMUM PERMISSIBLE KG OR MINIMUM
PERMISSIBLE GM CURVES
The International Convention for the Safety of Live at Sea (SOLAS)
chapter II-1 part B “Subdivision and stability” and chapter II-1 part B-
1 “Subdivision and damage stability of cargo ships” request that the
master shall be supplied with such reliable information as is
necessary to enable him by rapid and simple process to obtain
accurate guidance as to stability of the ship under varying condition
of service.
The information shall include a curve of minimum operational

metacentric height (GM) versus draught which assures compliance
with the relevant intact and damage stability requirements,
alternatively a corresponding curve of the maximum allowable
vertical centre of gravity (KG) versus draught, or with equivalents of
either of these curves.
106
STATUTORY AND CLASS (ADDITIONAL CLASS
NOTATION DMS) DAMAGE STABILITY
REQUIREMENTS
In the past, followings casualties occurred at sea with heavy loss of

human lives and severe pollution, damage stability requirements have
been developed by the International Maritime Organization for
statutory certification purposes and included in international
conventions, such as for example the International Convention for the
Safety of Live at Sea and the International Convention for the
Prevention of Pollution from Ships.
Nowadays, both international conventions and non-compulsory

statutory instruments request damage stability calculations to be
carried out, depending on the ship type (passenger or cargo ship), the
assigned freeboard (B reduced, tankers having length greater than
150 m, etc.) and the kind of cargo carried (oil, chemical, gas cargo).
For classification purposes, RINA Rules for the Classification of Ships

foresee damage stability requirements only for ships to be assigned
with the additional class notation Damage Stability (DMS), in
compliance with part F ch.10.
107
REQUIREMENTS
Damage stability calculations are required in order to achieve a

minimum degree of safety after flooding.
In order to assess the behavior of the ship after damage, two

approaches have been developed:
■the deterministic approach; and,

■the probabilistic approach,
which are to be applied depending on the ship type as specified in

the applicable statutory instruments and RINA Rules for the
Classification of Ships (Pt. F Ch 10 Sec 11).
108
REQUIREMENTS
DETERMINISTIC APPROACH
The deterministic approach is based on standard dimensions of damage extending anywhere along
the ship’s length or between transverse bulkheads depending on the relevant requirements.
The consequence of such standard of damage is the creation of a group of damage cases, the
number of which, as well as the number of compartments involved in each case, depend on the
ship’s dimensions and internal subdivision.
For each loading condition, each damage case is to be considered, and all the applicable criteria are
to be complied with.
In the past, for statutory certification purposes, different deterministic methods in damage stability
have been developed and included in the following statutory instruments:
■ for passenger ships, the International Convention for the Safety of Live at Sea chapter II-1 part B
Subdivision and stability;
■ for oil tanker, the International Convention for the Prevention of Pollution from Ships, 1973 as
amended;
■ for chemical tankers, the International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk (IBC Code);
■ for gas carriers, the International Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk (IGC Code);
■ for supply vessels, the Guidelines for the design and construction of offshore supply vessel (IMO
Resolution A.469 (XII));
■ for special purpose ships, the Code of Safety for Special Purpose Ships (IMO resolution A.534 (13)
as amended;
■ for ships assigned with a reduced B-type freeboard and tankers having length greater than 150
m, the International Convention on Load Lines 1966 as amended, regulation 27 (damage stability
requirements);
The deterministic methods to be applied for classification purposes coincide with those established
109
by the above-mentioned statutory instruments and are reported in RINA Rules for the Classification
of Ships Pt. F Ch 10 Sec 11.
NOTATION DMS) REQUIREMENTSPROBABILISTIC
APPROACH
The probabilistic concept takes the probability of survival after collision as a

measure of ship safety in the damaged condition, referred to as the attained
subdivision index A.
The damage stability calculations are performed for a limited number of

draughts and relevant GM values in order to draw a minimum GM curve where
the attained subdivision index A achieves the minimum required level of
safety R.
For cargo ships, each case of damage is not required to comply with the
applicable criteria, but the attained index A, which is the sum of the
contribution of all damage cases, is to be equal to or greater than R.
The probabilistic method developed on the basis of the above-mentioned
concepts is detailed in RINA Rules for the Classification of Ships Part F Section
11 App 1 and coincide with that included in International Convention for the
Safety of Live at Sea chapter II-1 part B-1 “Subdivision and damage stability
of cargo ships”.
As a general rule, the probabilistic method applies to cargo ships of a length
not less than 80 m, and for which no deterministic methods apply.
110
PROGRESSIVE FLOODING - OPENINGS
Progressive flooding is the additional flooding of spaces which were not previously
assumed to be damaged. Such additional flooding may occur through openings or pipes
as indicated in the following.
The openings may be listed in the following categories, depending on their means of
closure:
■ UNPROTECTED
Unprotected openings may lead to progressive flooding if they are situated within the
range of the positive righting lever curve or located below the final waterline after
damage.
Unprotected openings are openings which are not fitted with at least weather tight
means of closure.
■ WEATERTIGHT
Openings fitted with weather tight means of closure are not able to sustain a constant
head of water, but they can be intermittently immersed within the positive range of
stability.
Weather tight openings may lead to progressive flooding if they are located below the
final waterline after damage..
■ WATERTIGHT
Internal openings fitted with watertight means of closure are able to sustain a constant
head of water corresponding to the distance between the lowest edge of this opening
and the bulkhead/freeboard deck.
Air pipe closing devices complying with normal classification requirements may not be
considered watertight, unless additional arrangements are fitted in order to
demonstrate that such closing devices are effectively watertight. 111
PROGRESSIVE FLOODING - PIPES
Progressive flooding through pipes may occur when:

■ the pipes and connected valves are located within the assumed damage, and no
valves are fitted outside the damage;
■ the pipes, even if located outside the damage, satisfy all of the following conditions:
a) the pipe connects a damaged space to one or more spaces located outside the
damage;
b) the highest vertical position of the pipe is below the waterline; and,
c) no valves are fitted.
The possibility of progressive flooding through ballast piping passing through the
assumed extent of damage, where positive action valves are not fitted to the ballast
system at the open ends of the pipes in the tanks served, is to be considered.
Where remote control systems are fitted to ballast valves and these controls pass
through the assumed extent of damage, then the effect of damage to the system is to
be considered to ensure that the valves would remain closed (fail safe) in that event.
If pipes, ducts or tunnels are situated within assumed flooded compartments,

arrangements are to be made to ensure that progressive flooding cannot thereby
extend to compartments other than those assumed flooded.
However, RINA may permit minor progressive flooding if it is demonstrated that the
additional flooding of those compartments cannot lead to the capsizing or the sinking
of the ship.
Requirements relative to the prevention of progressive flooding are specified in RINA

Rules for the Classification of Ships Pt C, Ch 1, Sec 10, [5.5]. 112
INFORMATION TO THE MASTER – STABILITY
BOOKLET
CLASS REQUIREMENTS
Each ship is to be provided with a stability booklet, approved by RINA,

which contains sufficient information to enable the Master to operate
the ship in compliance with the applicable requirements contained in
this Section.
Where any alterations are made to a ship so as to materially affect

the stability information supplied to the Master, amended stability
information is to be provided.
If necessary the ship is to be re-inclined.
Stability data and associated plans are to be drawn up in the official

language or languages of the issuing country.
If the languages used are neither English nor French the text is to
include a translation into one of these languages.
113
BOOKLET
STATUTORY REQUIREMENTS
The following statutory instruments include requirements relevant to the

information to be supplied to the master concerning the ship’s stability.
■ International Convention on Load Lines 1966 as amended, regulation 10

“Information to be supplied to the master”;
■ International Convention for the Safety of Live at Sea (SOLAS) chapter

II-1 part B Subdivision and stability reg. 8 “Stability of passenger
ships in damaged conditions” and 22 “Stability information for
passengers ships and cargo ships”;
■ International Convention for the Safety of Live at Sea (SOLAS) chapter

II-1 part B-1 Subdivision and damage stability of cargo ships re.
25-8 “Stability information”;
■ Requirements of MARPOL Convention (Annex I reg. 25 (5)), IBC Code

(chapter II reg.2.2) and IGC Code (chapter 2 reg. 2.2);
114
INFORMATION TO THE MASTER
– STABILITY BOOKLETSTATUTORY
REQUIREMENTS
International Convention on Load Lines 1966 as amended,
reg. 10 “Information to be supplied to the master”
The master of every new ship shall be supplied with

information to arrange for loading and ballasting of his ship in
such a way as to avoid the creation of any unacceptable
stresses in the ship’s structure , provided that this
requirement need not apply to any particular length, design or
class of ship where the Administration considers it to be
unnecessary;
Information shall be provided to the master in a form that is

approved by the Administration or a recognized organisation.
Stability information and loading information also related to

ship strength when required under paragraph (1), shall be
carried on board at all times together with evidence that the
information has been approved by the Administration.
115
INFORMATION TO THE MASTER
– STABILITY BOOKLETSTATUTORY
REQUIREMENTS
International Convention for the Safety of Live at Sea,
chapter II-1 part B “Subdivision and stability”
Reg. 8 “Stability of passenger ships in damaged conditions”

■ 7.1 The master of the ship shall be supplied with the data necessary to maintain
sufficient intact stability under service conditions to enable the ship to
withstand the critical damage.
■ 7.2 The data referred to in paragraph 7.1 to enable the master to maintain sufficient
intact stability shall include information which indicates the maximum permissible
height of the ship’s centre of gravity above keel (KG) , or alternatively the
minimum permissible metacentric height (GM), for a range of draughts or
displacements sufficient to include all service conditions. The information shall
show the influence of various trim taking into account the operational limits.
Reg. 22 “Stability information for passengers’ ships and cargo ships”

■ The master shall be supplied with such information satisfactory to the Administration
as is necessary to enable him by rapid and simple process to obtain accurate
guidance as to stability of the ship under varying condition of service.
Reg. 25-8 “Stability information”

■ The master shall be supplied with such reliable information as is necessary to enable
him by rapid and simple process to obtain accurate guidance as to stability of the
ship under varying condition of service. The information shall include:
■ a curve of minimum operational metacentric height (GM) versus draught which
assures compliance with the relevant intact stability requirements and the
requirements of regulation 25-1 to 25-6, alternatively a corresponding curve of the
maximum allowable vertical centre of gravity (KG) versus draught, or with
equivalents of either of these curves;
■ instructions concerning the operation of cross-flooding arrangements; and
■ all other data and aids which might be necessary to maintain stability after damage.
116
BOOKLET
STATUTORY REQUIREMENTS
MARPOL – IBC CODE – IGC CODE
MARPOL Convention Annex I as amended reg. 25
The master of every new oil tanker and the person in charge of a new
non-self propelled oil tanker to which this Annex applies shall be
supplied in an approved form with:
■ information relative to loading and distribution of cargo necessary
to ensure compliance with the provisions of this regulation; and
■ data on the ability of the ship to comply with damage stability
criteria as determined by this regulation, including the effect of
relaxations that may have been allowed …
IBC Code (chapter 2 reg.2.2.5) and IGC Code (chapter 2 reg. 2.2.5)
■ The master of the ship should be supplied with a loading and

stability information booklet. This booklet should contain
details of typical service and ballast conditions, provisions for
evaluating other conditions of loading and a summary of the ship’s
survival capabilities. In addition, the booklet should contain
sufficient information to enable the master to load and operate the
ship in a safe and seaworthy manner.
117
ENDORSEMENT OF THE STABILITY
DOCUMENTATION IN CASE OF CHANGE OF
CLASS AND/OR FLAG
The procedures to be applied for the endorsement of the stability

documentation, in case of change of class and/or flag, are outlined
in the Instructions to Surveyors part II-A-6 Change of Flag, an
abstract of which is included here below.
TRANSFER OF CLASS WITH CHANGE OF FLAG
The surveyor has to verify that all manuals and booklets required on
board are available, written in a language understood by the crew
members and that no modifications have been carried out to the
ship so that the validity of such manuals/booklets have been
impaired.
For all those manuals and booklets required to be approved by the

flag Administration which are stamped for approval by the previous
flag Administration or an IACS Society on its behalf , the instructions
contained in the following table shall be followed, taking due care of
changing the ship name, owner, management, etc. where necessary.
118
DOCUMENTATION IN CASE OF TRANSFER OF
CLASS WITH CHANGE OF FLAG
119
DOCUMENTATION IN CASE OF TRANSFER OF
CLASS WITH CHANGE OF FLAG
120
FLAG FOR VESSELS
ALREADY CLASSED BY RINA
The surveyor has to verify that all manuals and booklets required on
board are available, written in a language understood by the crew
members and that no modifications have been carried out to the ship
so that the validity of such manuals/booklets have been altered; if not,
the Fleet Services Department has to be contacted prior to issuing the
relevant certificates.
Unless detailed instructions are given by the incoming Administration

or contained in ITS II-C for specific re-approval by RINA Head Office, all
those manuals and booklets required to be approved by the flag
Administration which are stamped for approval by RINA on its behalf,
shall be endorsed with the words “APPROVED ON BEHALF OF THE
GOVERNMENT OF …....” taking due care of changing the ship name,
owner, management, etc. where necessary.
A copy of the endorsed front page shall be sent to RINA Head Office by
the surveyor in charge.
In all other cases, the Fleet Services Department is to be contacted
prior to issuing the relevant certificates.
121
CLASS AND/OR FLAG
NATIONAL REQUIREMENTS
(ITALIAN SAFETY RULES ARTICLE 35, UNITED KINGDOM, ETC.)
Various flag Administrations (for example Italy and United Kingdom)

specifically request that the stability documentation is to be
approved by the Classification Society/Recognized Organization on its
behalf.
In such a case, in case of a change of class and/or flag, the stability

documentation is to be approved by the RINA Head Office and the
documentation existing on board is to be endorsed as
“PROVISIONALLY APPROVED PENDING FINAL APPROVAL BY RINA HEAD
OFFICE/FLAG ADMINISTRATION”.
122
Thank you for your attention!
 Was this course up to your expectations?
 Do you have any suggestions on how to improve our

training?
 Is there anything you specially liked or disliked?
Please feel free to send your comments, complaints and

suggestions to:
marine.services@rina.org
123

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BASIC COURSE FOR MARINE

Monfalcone, 30 Giugno -1 Luglio 2010

When a body is partially or completely immersed in a liquid, then it

■ the sum of all the forces acting on it is zero;

For a solid object that is partially or completely submerged, only two

■ the positive buoyancy acting vertically upwards and through the

For the above-mentioned conditions of equilibrium to be satisfied, it is

■ have the same modulus and opposite direction ( F = 0);

■ lie on the same line of action ( M = 0).

In addition to the general conditions of equilibrium, the stability

■ STABLE (a) : the system returns to the initial position of

■ NEUTRAL (c): the system is unaffected by the outside force and is

If the displacement is equal to the buoyancy and both forces lie on

The value of the righting moment is:

where a, the height of B above G, remains constant for all

The basic difference, with regard to equilibrium, between totally and

The properties of the curve and therefore of the surface of the

■ at the various inclinations, for a given hull volume  and a given

Let’s consider a free floating ship of displacement  and hull volume

On this plane XZ lie the corresponding lines of action of the

The infinitesimal lengths B - B1, B2 - B3, etc. of the curve

The points of the evolute are called metacentric points and

This point is called the initial

It is shown that the metacentric radius BM of a hull of volume  relative to the

[1] The moment of inertia of a plane surface in respect of any axis of

The waterplane surface varies with the various transverse

Having defined the geometric characteristics and the equilibrium

The moment due to the torque (displacement  and buoyancy S) may be

■ RIGHTING if the centroid is below the metacentre;

[1] If G is below B (special cases, sailing boats) the equilibrium is always

Using a to indicate the height of the centroid G above the initial

[1] For further information it is necessary to esamine the pattern of

We will now examine the general expression of the stability torque

In the most general case, the stability torque moment is:

These conditions appear on the stability diagrams taking the tangents

If we want to subject a vessel already heeled at an angle  to a

This work is roughly expressed as the product of the stability torque

whose measurement, represented by the area of the stability diagram

The measurement of this work is known as the total residual stability.

For the solution to hydrostatic problems regarding small angles of

By developing the product that appears at the 2nd member of the

Both terms represent the torque moment; more specifically:

 r sin  : form stability torque containing the term r as a function

 a sin  : weight stability torque containing the term “a”, which

For the same displacement the stability diagram is influenced by

The form of the sides above the waterline is important in that it

The position of the centroid G influences weight stability and

The breadth of the waterplane is vital as far as form stability is

Another important parameter – held constant up till now – is the ship’s

We have seen that the value of (r – a) depends on both geometric (r)

The stability test is normally performed:

■ after the ship has been launched;

Before starting it must be checked that there are no shifting loads or

A crane is to be arranged at the broadest part of the ship so as to

Once shifted, the weight p will create a torque moment balanced by

(h-a) sin = p x cos

(h-a) sin = px cos

The only unknown variable is “a”.

Naturally the test is repeated, shifting the weights to the opposite

The amount of inclining weights needed can be easily predicted

■ the displacement D of the ship is known approximately;

So, for example, if D = 7900 t, the breadth B = 18 m from which x  8

■ SOLAS chapter II-1 part B reg.22;