Notes on

SUBDIVISION AND STABILITY

AMENDED CHAPTER II-1 OF SOLAS CONVENTION

INTERNATIONAL CODE ON INTACT STABILITY, 2008
ANNEX I OF MARPOL CONVENTION
AMENDED 1988 PROTOCOL OF LOAD LINES CONVENTION

Capt. A.K. Prasad

IMPORTANT DEFINITIONS (Reg. II-1/2 of SOLAS)

Subdivision length of a ship is the greatest projected moulded length of that part of the ship
at or below deck or decks limiting the vertical extent of flooding, with the ship at the deepest
subdivision draft.
Deepest subdivision draft is the Summer Load draft of the ship. However the ship may be
loaded to deeper drafts like Tropical, Timber, etc.
Light service draft corresponds to the lightest anticipated loading and necessary ballast for
stability and/or immersion. For cargo ships it corresponds to the ballast arrival condition with
10% consumables. For passenger ships it corresponds to the arrival condition with 10%
consumables, a full complement of passengers and crew and their effects, and ballast as
necessary for stability and trim.(MSC.281(85))
Partial subdivision draft is the light service draft plus 60% of the difference between the
light service draft and the deepest subdivision draft.
Permeability of a space is the proportion of the immersed volume of the space which can be
occupied by water.
Weathertight means in any sea conditions water will not penetrate into the ship.
Watertight means having scantlings and arrangements capable of preventing the passage of
water in any direction under the head of water likely to occur in intact and damaged
condition.
Lightweight is the displacement of a ship without cargo, fuel, lubricating oil, ballast water,
fresh water and feedwater in tanks, consumable stores, and passengers and crew and their
effects.

PREAMBLE OF THE CODE

Stability criteria are based on the best State of art concepts, taking into account sound design
and engineering principles and experience gained from operating ships. IMO will periodically
review the code, based on experience and further technical development. Safety of ship in
seaway involves complex hydrodynamic phenomena which upto now have not been adequately
investigated and understood. Hence further research is required.
PURPOSE

Ensure safe operation of ships and minimise risk to ships, personnel on board and environment.

APPLICATION

The Code applies to vessels of length 24m. such as cargo ships, timber carriers, grain
carriers, container ships, cargo ships carrying containers on deck, passenger ships (carrying >
12 passengers SOLAS Reg. I/2), fishing vessels, special purpose ships, offshore supply
vessels, mobile offshore drilling units and pontoons. (Introduction - Para. 1.2)
Pontoon is normally non-self-propelled, unmanned, carries only deck cargo, has CB 0.9, has
breadth/depth ratio > 3, and has small W/T manholes on deck but no hatchways. (Definition -
2.16)
Special purpose ship means a mechanically self-propelled ship carrying > 12 special
personnel who are not passengers or members of the crew, engaged in research, non-
commercial expedition, survey, training of marine personnel, processing of whale, fish and
other living resources of sea, salvage, cable-laying, diving-support, pipe-laying, floating crane
operation, and others as decided by the Flag State. (MSC.266(84))
Various regulations of the SOLAS and Load Line conventions concerning watertight integrity
of a ship should be complied with. (Part B/Chap. 7)

STABILITY BOOK (Reg. II-1/5-1 of SOLAS and Part B/Para. 3.6 of Code)

It is also required in compliance with Reg. 10 of Load Line convention.

It shall be approved by the Flag State.
It shall be in working language of the ship and other languages as decided by the Flag State.
Refer ISM Code.
For double-hull oil tankers a manual should be provided which should prescribe operational
procedures for loading and unloading cargo, and data regarding GM and FSC during all cargo
operations. (Para. 3.8.2)
It shall contain the following information :
Description of the ship.
Instructions for using the book.
General arrangement plan.
Hydrostatic curves or tables.
Cross curves of stability.
Plans or tables showing the capacity and C.G. of each cargo space.
Sounding tables showing the capacity, C.G. and FSE data of each tank.
Maximum KG or minimum GM curve or table.
Standard loading conditions as follows : (Para. 3.4)
Departure with ballast, and with full stores, fuel, passengers and their luggage.
Arrival in same condition as above but with only 10% fuel and stores remaining.
 Departure fully loaded, with full stores and fuel, with and without deck cargo, with
and without passengers and luggage, and with cargo tanks of a dry cargo ship full and
empty.
Loaded means loaded upto the summer load line or summer timber load line or the
subdivision load line of a passenger ship.
Arrival in same condition as above but with only 10% fuel and stores remaining, and
with 10% increase in weight of timber deck cargo due to water absorption.
Additional conditions if water ballast is necessary when fully loaded.

Description of stability calculations done and assumptions made.

Instructions for operation of cross-flooding arrangements.
Inclining test report.
Guidance for the safe operation of the ship in normal and emergency conditions.
Importance of securing and maintaining all openings in watertight state on RO-RO
passenger ship. If water enters the vehicle deck there will be rapid loss of stability
resulting in rapid capsizing. (Para. 3.8.3)
Particulars and location of permanent ballast, if any, according to an approved plan, such
that it will not shift.

SIMPLIFIED STABILITY BOOK

This may be provided in lieu of the stability book stated above, as decided by the Flag State. It
may contain maximum safe (DWT + FS) moments, maximum safe KG and minimum safe GM
curves for different displacements.

By calculating the KG or GM or (DWT + FS) moments for a given displacement, and comparing
it with the respective curves stated above, it can be ascertained whether the calculated value is
deficient or adequate. If it is deficient then the ship will not comply with the stability criteria and
it is unsafe for going out to sea. Hence suitable adjustments should be made in the distribution of
weights to bring the calculated values within the adequate region of the respective curves. By this
procedure the stability status of ship can be ascertained and rectified without carrying out
detailed stability calculations.
LOADING COMPUTER (Part B/Chap. 4)

It is compulsory for bulk carriers. (Reg. XII/11)

For other ships it may supplement the stability book.
The hardware and software shall be approved.
It should calculate both intact and damage stability.
Data entry may be done manually or by automatic gauging sensors for drafts, tanks, etc.
Operation manual shall be provided.
Facility for printout should be available.
Input/output form in computer and the screen presentation should be similar to stability book.
If any prescribed limitations are not complied with, then a clear warning should be given on
the screen and in printout.
In order to validate the computer program, pre-defined loading conditions from the stability
book should be run on the computer at every annual load line inspection, at every renewal
survey in presence of Flag State surveyor, and also periodically as recommended by the
suppliers. Printouts should be retained on board for future reference.

GENERAL PRECAUTIONS (Part B/Chap. 5 and 6)

Exercise prudence and good seamanship having regard to the season, weather forecasts and
loading zones.
Take appropriate action as to course and speed according to the prevailing circumstances.
Reduce the cargo if ballast has to be carried to avoid excessive GM and thus reduce structural
stresses i.e. avoid a stiff ship.
Properly stow and lash all cargo and equipment.
Towing vessel should have adequate reserve stability to allow for heeling moments due to the
towline. Deck cargo should not endanger the crew or impede the proper functioning of the
towing equipment. The towline should include towing springs and quick release device.
Minimise FSE.
Certain bulk cargoes may have adverse effect on stability. Refer Solid bulk cargoes Code.
Comply with any special precautions prescribed in the stability book.
Close all doors and other openings in adverse weather. These should also be kept closed
during navigation except when opened for work.
It is dangerous to use auto-steering in bad weather as it prevents ready alteration of course
when required.
Reduce speed in heavy weather, particularly if 6 heavy slammings or 25 propeller
emergences during 100 pitching motions are experienced.
Alter speed and/or course in case of following or quartering seas, specially if the length of the
wave is 1 to 1.5 times the length of the ship. This could cause parametric resonance,
broaching to, reduction of stability on wave crest, and excessive rolling, either singularly or
in combination.
Water should not be trapped in deck wells.
Allow for absorption of water by cargo, icing, and consumption of fuel and stores during the
voyage upto the next port, when calculating the departure and arrival stability conditions.
 Ship should be upright before departure.

INTACT STABILITY CRITERIA (Part A/Para. 2.2 of Code and Reg. I/27 of MARPOL)

ALL SHIPS EXCEPT AS STATED BELOW

Area under the GZ curve 0.055 mR upto angle of heel = 30.

Area under the GZ curve 0.09 mR upto = X.
X = 40 or the angle of downflooding, whichever is less.
Angle of flooding is the angle at which openings in the ship, which cannot be closed
weathertight, immerse under water.
Area under the GZ curve 0.03 mR between angle of heel of 30 and X.
GZ 0.2m. for 30.
Maximum GZ should occur at 25, preferably > 30.
Initial GM(F) 0.15m.
GZ curves should be corrected for FSE, which is considered only for tanks which are filled to
<98% of the full condition.

OIL TANKER (Reg. I/27)

The tanker of DWT 5000 tons delivered 01-02-2002, shall comply with the above
stability criteria for any operating drafts under the worst possible conditions of cargo and
ballast loading, consistent with good operational practice, including intermediate stages of
liquid transfer operations.
Under all conditions the ballast tanks shall be assumed to be slack.
The above criteria should be maintained during all loading and ballasting operations.

TIMBER CARRIER (Part A/Para. 3.3)

These requirements apply to ships of length 24m. carrying timber deck cargo.
Ship should comply with Reg. 41 to 45 of Load Line convention and the Timber Code.
Timber cargo should be loaded on deck for full length and breadth of ship.
Following criteria applies in lieu of intact stability criteria for all ships, and weather criteria :
Area under the GZ curve 0.08 mR upto = 40 or angle of flooding, whichever is less.
 Angle of flooding is the angle at which openings in the ship, which cannot be closed
weathertight, immerse under water.
Angle of heel due to steady wind pressure from one side of the ship, as stated in the
Weather Criteria, may be limited to 16, as decided by the Flag State.
Maximum GZ 0.25m.
Excessive GM(F) should be avoided.
Initial GM(F) 0.1m., after allowing for absorption of water by deck cargo and ice
accretion on exposed surfaces.

CONTAINER SHIP AND OTHER CARGO SHIPS CARRYING CONTAINERS ON DECK

(Part B/Para. 2.3)

These requirements apply to container ship of length > 100m.

These may also apply to other cargo ships which have considerable flare or waterplane areas.
Following criteria may apply in lieu of stability criteria for all ships :
Area under the GZ curve 0.009/C mR upto = 30.
Area under the GZ curve 0.016/C mR upto = X.
X = 40 or the angle of flooding, whichever is less.
Angle of flooding is the angle at which openings in the ship, which cannot be closed
weathertight, immerse under water.
Area under GZ curve 0.006/C mR between angle of heel 30 and X.
Area under the GZ curve 0.029/C mR upto angle of flooding.
GZ 0.033/C m. at 30.
Maximum GZ 0.042/C m.
Value of C should be calculated by using the given formula which is based on the
values of the LBP, mean draft, moulded depth, moulded breadth measured at different
depths, KG(F), block coefficient, water-plane area coefficient, length of each coaming,
mean width and height of hatch coamings, etc.

ADDITIONAL REQUIREMENTS FOR PASSENGER SHIP (Part A/Para. 3.1)

Heel due to crowding of passengers on one side 10, when calculated on the basis of the
following assumptions :
Weight of each passenger = 75 kg.
C.G. of a standing passenger = 1.0m. above the deck.
C.G. of a sitting passenger = 0.3m. above the seat.
Distribution of luggage to be decided by the Flag State.
Passenger and luggage are in the same space.
4 passengers occupy 1m2.
 Heel due to turning 10, when calculated by the following formula :

M = 0.2 V2 W (KG - d/2) L

M Heeling moment (kNm)

V Speed (m/s)
W Displacement
d Mean draft
L Length of the ship at the waterline

SHIP CARRYING BULK GRAIN

The ship should comply with the Grain Code. MSC.23(59)

In addition to the information contained in the stability book, as stated above, following
information shall also be provided :
Curves or tables of volumes, vertical distance of the centre of the volumes from the keel
and volumetric heeling moments, for each compartment, filled or partly filled with bulk
grain, including effects of temporary fittings to prevent shifting of grain.
Curves or tables of maximum permissible heeling moments for varying displacements
and varying KGs.
Scantlings of temporary fittings.
Loading instructions and a worked example.
Typical loaded service departure and arrival conditions for three different SFs of cargo
e.g. 1.25, 1.50 and 1.75.

The ship shall comply with the following stability criteria :

Initial GM(F) 0.3m.
Due to assumed shift of grain, angle of heel 12. is obtained by drawing a vertical
ordinate at the intersection of the righting arm (GZ) and heeling arm curves.
For ships built 01-01-1994, 12 or the angle of contraflexture, whichever is less.
Residual area between the righting arm and heeling arm curves 0.075 mR upto = X.
X = 40 or the angle of flooding or the angle of heel of maximum difference between the
ordinates of the two curves, whichever is less.
Angle of flooding is the angle at which openings in the ship, which cannot be closed
weathertight, immerse under water.
Heeling arm curve is obtained by joining the ends of the following vertical ordinates :
Ordinate 0 = (VHM) (SF W). It is drawn at = 0.
Ordinate 40 = 0.8 0. It is drawn at = 40.
VHM is the sum of the volumetric heeling moments of each compartment loaded with
bulk grain, as determined from the stability data.
As decided by the Flag State, the VHM of a filled compartment may be increased by
6% to allow for the vertical shift of C.G. due to assumed void spaces.
 For any partly filled compartment its VHM shall be increased by 12% for the same
reason as stated above.

WEATHER CRITERIA FOR ALL SHIPS (Part A/Para. 2.3)

This criteria supplements the intact stability criteria for all ships.
The ship should be able to withstand the combined effects of beam wind and rolling for each
standard loading condition as described below.
Area b Area a (As shown in the diagram and calculated below)

L Heeling lever due to steady wind pressure from one side of the ship, acting
perpendicular to the ships centreline. It is calculated as follows :
L = (P A Z) (1000 G W) m.
P Wind pressure = 504 Pa.
A Total area of the shipside above the waterline plus the side of the deck cargo (m2).
Z Vertical distance from the centre of area A to the centre of the underwater area or
approximately to the point at half the mean draft (m).
G 9.81 m/sec2
W Displacement (tons).
0 Angle of heel due to lever L. Value of 0 shall be limited as decided by the Flag State.
It may be 16 or 80% of the angle of contraflexture, whichever is less. For timber
carrier the limitation may be 16 only.
1 Assumed angle of roll to windward due to wave action. It is measured from the heeled
position (0) on the leeward side due to steady wind. Its value depends on the moulded
breadth, mean moulded draft, block coefficient, area of the bilge keel and/or bar keel,
GM(F), length of the ship at waterline, and distance between COG and waterline.
Anti-rolling devices if fitted should not be taken into account.
LG Heeling lever due to gust of wind = 1.5 L
C Angle of second intercept between heeling lever LG and GZ curve.
2 50 or angle of downflooding or C, whichever is less.
Angle of downflooding is the angle at which openings in the ship, which cannot be
closed weathertight, immerse under water.
INCLINING TEST (Reg. II-1/5 of SOLAS and Part B/Chap. 8 of Code)

APPLICATION

Cargo ship of length 24m. and all passenger ships shall be inclined on completion to
determine elements of stability.
If alterations are made which materially affect the ships stability, then it shall be re-inclined.
For passenger ship the light displacement and LCG shall be re-calculated every 5 years. If
light displacement has deviated by more than 2% or the LCG has deviated by more than 1%
of its subdivision length, then it shall be re-inclined.
The test should be conducted by the shipyard in presence of the Flag State representatives and
the final results should be reviewed by them.

EXEMPTION

A ship may be exempted from this test if basic stability data is available from a sister ship.
However the ship shall be inclined if its light displacement deviates from that of the sister
ship by more than 1% for ship of length 160m., and by more than 2% for ship of length
50m., and interpolated for other lengths,
OR
if its LCG deviates from that of the sister ship by more than 0.5% of its subdivision length.

Tankers and bulk ore carriers may be exempted from this test if it can be proved by reference
to the existing data of similar ships that the ship will have more than sufficient GM in all
loading conditions.

PRECAUTIONS DURING TEST

Ship should be as complete as possible at the time of the test.

Decks should be free of water.
Preferably the tanks should be empty and clean or otherwise they may be 100 % full. Number
of slack tanks should be minimum.
Pump out the bilges.
Inspect the empty tanks to ensure that they are completely free of liquid.
Moor the ship in a quiet and sheltered place, free from propeller wash of passing ships or
discharges from shore pumps.
Ensure sufficient underkeel clearance so that the ship will not touch bottom during the test.
Record density of water accurately by taking readings at different points along length of ship.
Calculate light ship displacement accurately, allowing for any weights to be added or
removed after the test.
The ship should be able to heel without restriction.
Remove access ramp to the ship.
Slacken all lines connected to the ship e.g. mooring lines, power lines, hoses, etc.
Ship should be upright with all the inclining weights in position.
 Ensure that draft is sufficient so that when the ship inclines there are no abrupt changes in the
waterplane.
Inclination during the test should be 1 to 4.
The inclining weights should be compact so that their Kg can be accurately measured.
Weigh each weight before the test.
Locate the weights on upper deck, as far outboard as possible, without over-loading the deck.
If floating crane is used for shifting the test weights then do not moor it to the ship.
Heeling the ship by liquid transfer may be permitted by the Flag State provided certain
precautions are taken.
Pendulums should be used as follows :
2 to 3 pendulums should be used.
Locate them in any part of ship, longitudinally or transversely, but as far apart as possible.
Protect them from wind.
Length should be 4 to 6m. (different for each pendulum) to give a deflection 15 cm. for
an inclination of upto 4.
Use piano wire and attach it to the top so as to allow unrestricted movement.
Provide a trough filled with liquid to dampen the oscillations.

U-tubes or inclinometers may be used in conjunction with at least one pendulum provided
precautions as stated are taken.
U-tube should be able to show a difference of at least 15 cm. in the levels in the two arms for
inclination of upto 4.
Establish efficient communication.
Carryout 8 movements of weights and final movement should bring the ship back to upright.

ROLLING PERIOD TEST

It applies to ships of length 70m.

The formula given below is used to determine the GM of small ships when either it is not
possible to give approved loading conditions or as a supplement to the given conditions.

GM = (F B T)2

F Factor of approximate value 0.73 to 0.88, depending on the loaded condition of

the ship, as decided by the Flag State.
B Breadth of the ship (m).
T Period of one full roll (sec) i.e. port starboard port, or vice-versa.

ALTERNATE METHOD FOR CALCULATING ROLLING PERIOD

GM(F) = ( 2K T )2 = F T2
K --- Radius of gyration.
T --- Period of roll.
F --- Rolling factor as decided by the Flag State.
ALTERNATE METHOD FOR CALCULATING HEEL DUE TO TURNING

Tan = ( V2 BG) { G R GM(F)}

V --- Ships speed (m/sec).
BG --- Vertical distance between C.G. and C.B.
G --- 9.81 m/sec.
R --- Radius of turning circle (m).

DAMAGE CONTROL INFORMATION (Reg. II-1/19 of SOLAS and MSC.1/Circ.1245)

Damage control plan

It shall be permanently exhibited on the navigation bridge, control station, cargo control
room, ships office or at other suitable location.
It shall show the locations of the following :
Boundaries of watertight compartments for each deck and hold.
Cross-flooding systems, blow-out plugs, any mechanical means to correct list due to
flooding, and all their valves and remote controls, if any.
Internal watertight closing appliances including, on RO-RO ships, internal ramps or doors
acting as extension of the collision bulkhead, and their local and remote controls, position
indicators and alarms.
Watertight closing appliances which are allowed / not allowed to be opened during
navigation.
Doors in the shell of the ship, and their position indicators, leakage detection and
surveillance devices.
External watertight closing appliances in cargo ships, and their position indicators and
alarms.
Weathertight closing appliances in local subdivision boundaries above the bulkhead deck
and on the lowest exposed weather decks, and their controls and position indicators, if
applicable.
Bilge and ballast pumps, their control positions and associated valves.

In addition it shall give the following information :

List of equipment, conditions, and operational procedures to maintain watertight integrity.
List of elements which are vital for survival of ship i.e. closures, security of cargo,
alarms, etc.
Simple way of assessing the ships survivability in case of damage to compartments.

Damage control booklet

It shall contain the following information :

Damage control plan.
General instructions for controlling the effects of damage, such as:
Immediately closing all watertight and weathertight closing appliances.
 Establishing the locations and safety of persons on board.
Sounding tanks and compartments to ascertain the extent of damage.
Repeated soundings to determine rates of flooding.
Cautionary advice regarding the cause of any list, liquid transfer operations to lessen
list or trim, and the resulting effects of creating additional free surfaces and of
initiating pumping operations to control the ingress of water.

A shore-based emergency response system may be used to supplement the booklet.

DAMAGE STABILITY (Reg. 27 of Protocol 1988 of Load Lines Convention)

It applies to ships constructed 01-01-2005. Reg. 2(7)

For type A ship (tanker) of length > 150m. permeability of any floodable compartment is
assumed to be 0.95. Reg. 27(3). Under special conditions this may also apply to type B ships
(other than tankers) of length >100m. Reg. 27(8)
For all ships of length > 150m., permeability of machinery space is assumed to be 0.85. Reg.
27(3 & 10(b))

Initial loading condition Reg. 27(11)

Ship is loaded with homogeneous cargo to its summer loadline.

All cargo compartments are considered to be fully loaded except that liquid cargo
compartments are considered to be 98% full.
KG of the ship is calculated based on principles stated in this regulation.

Damage assumptions Reg. 27(12)

Vertical extent of damage in all cases is assumed to be from base line upwards without limit.
Transverse extent of damage is equal to B/5 or 11.5 m, whichever is less.
Only one compartment is assumed to be flooded.
However, under special conditions, throughout the length of the ship, any one transverse
bulkhead is assumed to be damaged, such that two adjacent fore and aft compartments shall
be flooded simultaneously, except that such damage shall not apply to the boundary
bulkheads of a machinery space. Reg. 27(10(a)). In such a case spacing between adjacent
transverse bulkheads shall be 1/3L or 14.5m., whichever is less. Reg. 27(12(f))

Conditions of equilibrium Reg. 27(13)

After flooding due to the above assumed damage, the ship shall attain the following equilibrium
condition, taking into account sinkage, heel and trim :
Final waterline is below the lower edge of any opening through which progressive flooding
may take place, such as air pipes, ventilators, hatch covers, etc., which are closed by
weathertight covers. It may exclude openings which are closed by watertight covers such as
 manholes, flush scuttles, cargo hatch covers used on tankers, remotely operated sliding
watertight doors and sidescuttles of non-opening type.
If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements
shall be made so that progressive flooding cannot thereby extend to compartments other than
those assumed to be floodable.
Angle of heel due to unsymmetrical flooding is 15 to 17.
GM is positive.
Residual range of stability is 20 beyond the position of equilibrium.
Maximum GZ within the residual range is 0.1 m.
Residual area under the GZ curve is 0.0175 mR.

DAMAGE STABILITY (Reg. I/28 of MARPOL)

This applies to tanker of GT 150 tons delivered > 31-12-1979.

Approved damage stability data shall be supplied to the Master.

Assumed side damage

2/3
Longitudinal 1/3L or 14.5m., whichever is less.
Transverse B/5 or 11.5m., whichever is less.
Vertical Unlimited

Assumed bottom damage

Within 0.3L from FP Any other part

2/3 2/3
Longitudinal 1/3L or 14.5m., whichever is less. 1/3L or 5m., whichever is less.
Transverse B/6 or 10m., whichever is less. B/6 or 5m., whichever is less.
Vertical B/15 or 6m., whichever is less. B/15 or 6m., whichever is less.

Assumed bottom raking damage for tanker of DWT 20000 tons delivered 06-07-1996

Longitudinal 0.6L from FP for tanker of DWT 75000 tons.

0.4L from FP for tanker of DWT < 75000 tons.
Transverse B/3 anywhere in the bottom.
Vertical Breach of outer hull.

Assumed location of damage

Damage shall be assumed to be located, depending on the length of the tanker, as follows :

L > 225m. Anywhere in the tankers length.

225 L > 150 m. Anywhere in the tankers length, without involving the
forward and aft bulkheads of the machinery space, which is
treated as a single floodable compartment.
 L 150m. Anywhere in the tankers length, without involving any
transverse bulkhead, and excluding the machinery space.

The above requirements do not apply if the tanker is in ballast condition without any oil
cargo, other than oil residues.
Transverse bulkheads shall be spaced at a distance at least equal to longitudinal extent of side
damage. Any bulkhead within this distance shall be assumed to be non-existent.
If pipes, ducts and tunnels are situated within the assumed extent of damage, then
arrangements shall be made to prevent progressive flooding of the intact compartments.
Permeability of the flooded space shall be assumed to be 0.6 to 0.95, depending on its utility,
as given in this regulation.
Suction wells may be neglected provided these are not excessive in area. (Interpretation 47)

Stability criteria after damage

Final waterline, after taking into account sinkage, heel and trim, is below the lower edge of
any opening through which progressive flooding may take place, such as air pipes and others
which are closed by weathertight covers. It may exclude openings which are closed by
watertight covers such as manholes, flush scuttles, small cargo tank hatch covers, remotely
operated sliding watertight doors and sidescuttles of non-opening type.
Heel after flooding 25, or 30 if the deck edge is not submerged.
Residual range of stability after flooding 20.
After flooding, if the tanker further heels within the residual range, then the unprotected
openings shall not submerge but weathertight openings may submerge.
Maximum residual GZ 0.1m.
Residual area under the curve 0.0175 mR.

DYNAMIC STABILITY PHENOMENA (Part A/Para. 1.2)

Following phenomena in seaway may cause large roll angles and/or accelerations :
A ship exhibiting large righting lever variations between wave trough and wave crest
condition may experience parametric roll or loss of stability or both.
A ship drifting freely without propulsion or steering may be endangered by resonant roll.
A ship in following or quartering seas may not be able to keep constant course despite
maximum steering efforts, which may lead to extreme angles of heel.

Necessary precautions may need to be taken to address the severity of such phenomena.
A.715(17) Code of safe practice for ships carrying timber deck cargoes.
MSC.23(59) Code for the safe carriage of grain in bulk.
MSC.143(77) Amdt. of Reg. 27 of 1988 Protocol of Load Lines Convention.
MSC.172(79) Amdt. of Reg. 27 of 1988 Protocol of Load Lines Convention.
MSC.216(82) Amdt. of chapter II-1 of SOLAS regarding stability.
MSC.266(84) Code of safety for special purpose ships.
MSC.267(85) Code on intact stability, 2008
MSC.281(85) Explanatory notes to sub-division and damage stability regulations of
chapter II-1 of SOLAS.
MSC/Circ.456 Preparation of intact stability information.
MSC/Circ.706 ; Intact stability of existing tankers during liquid transfer operations.
MEPC/Circ.304
MSC/Circ.920 Model loading and stability manual.
MSC.1/Circ.1200 Alternative assessment of the weather criterion.
MSC.1/Circ.1228 Guidance to the master for avoiding dangerous situations in adverse
weather and sea conditions.
MSC.1/Circ.1229 Approval of stability instruments.
MSC.1/Circ.1245 Guidelines for damage control plans.
MSC.1/Circ.1281 Explanatory notes to the Intact Stability Code.