1.

Synchronous rolling
a. When the rolling period of the vessel is the same as the period of encountering
wave.
b. The vessel heels over and may roll further over with the action of wave. She may
heel beyond a point beyond angle of vanishing stability with negative righting lever
and capsize.
c. Solution:
i. Use ballast water to change the GM, thus the rolling period will not be
synchronized with period of encountering wave.
ii. Alter course to change the period of encountering wave.
iii. Alter ship’s speed to change the period of encountering wave.

d.
2. Parametric rolling
a. Containership with fine bowline and wide full stern
b. The rolling period is equal to or twice the pitching period.
c. When the rolling period is twice the period of encountering wave
d. Wavelength is in the range of vessel length.
i. Large variation in righting lever between wave crest and wave trough may
trigger instability during rolling of the vessel.
e. Result:
i. Heavy stress on ship’s structure
ii. Heavy stress on container securing arrangement.
iii. May result capsizing of the vessel.
f. Solution:
i. Alter course and speed break the synchronization.
ii. Use roll damping device (stabilizer fin whether telescopic or hinged at or
near midship on the shipside)
iii. Use anti-rolling stability tank which transfers water across the ship or
vertically between two tanks for different ship speed.
iv. Use ballast water to change GM, thus the rolling period will change as
well.
 g.
3. Criteria for cargo ship and passenger ship more than 24m in length
a. General
i. Free surface effects for all conditions of loading
ii. Anti-rolling devices if fitted, the ship shall meet the criteria when the
devices are in operation and failure of power or failure of devices will not
cause her to be unable to meet the criteria.
iii. Safe margin of stability at all stages of voyage, regarding addition of
weight (ice accretion, absorption of water by deck cargo) and loss of
weight (fuel and store consumption)
iv. Stability booklet with sufficient information for operation of ship approved
by administration; stability instrument as a supplement to stability booklet
also need to be approved by administration.
v. The limit curve used in the minimum GM or maximum KG diagram shall
be extended for full range of operational trim, unless the administration
considers trim is not significant.
vi. The area under the righting lever (GZ) curve shall not be less than 0.055
meter-radian up to 30° angle of heel.
vii. The area under the righting lever (GZ) curve shall not be less than 0.09
meter-radian up to 40° angle of heel or angle of down flooding if this angle
is less than 40°.
viii. The area under the righting lever (GZ) curve shall not be less than 0.03
meter-radian between 30° and 40°angle of heel or angle of down flooding
if this angle is less than 40°.
ix. The righting lever (GZ) shall be at least 0.2m at angle of heel equal to or
greater than 30°.
x. The max righting lever shall occur at angle of heel not less than 25°.
xi. The GM shall not be less than 0.15m.
b. Wind and rolling criteria
 i. Steady wind heeling lever (I W1) = P x A x Z / 1000 x g x DISP
1. A= projected lateral area
2. Z =vertical distance between center of projected lateral area and
center of underwater lateral area
ii. Gust wind heeling lever (IW2) = (Iw1) x 1.5
iii. Angle of heel due to steady wind (Ɵ0), should not be more than 16° or 80%
of the angle of deck edge immersion, whichever is less.
iv. Angle of roll to windward due to wave action (Ɵ1)
v. Angle of down flooding or 50°, whichever is less (Ɵ2).
vi. Area b to be equal to or greater than Area a.

vii.
4. Special criteria for passenger ship
a. Angle of heel no more than 10° with crowding of passengers to one side.
b. Passenger weight of 75kg, can be increased if approved by administration.
c. The center of gravity for passengers is 1m above deck level for standing passengers,
make allowance for camber and sheer of deck, 0.3m above the seat for seated
passenger.
d. Passengers and luggage shall be in the space correspond to their normal disposal.
e. Passengers without luggage shall be considered to contribute the most unfavorable
passenger heeling moment and/ or GM.
5. Special criteria for timber deck cargo
a. The timber deck cargo shall extend longitudinally between superstructure, if there is
no aft superstructure, the time deck cargo shall extend at least to the aft end of the
aftermost hatchway and transversely for the full beam of ship, with allowance to
rounded gunwale, not exceeding 4% of the breath of the ship and/ or securing the
supporting uprights to remain upright at large angle of heel.
b. The area under the righting lever (GZ) curve shall not be less than 0.080 meter-
radian up to 40° angle of heel or angle of down flooding if this angle is less than
40°.
c. The max righting lever (GZ) shall be at least 0.25m.
d. The GM shall be at least 0.10m throughout the voyage, considering the ice
accretion on exposed deck and water absorption by deck cargo.
 e. The ability of vessel to withstand wind effect, the limiting angle of heel 16° due to
steady wind to be complied with, but the 80% of angle of deck edge immersion can
be ignored.
6. Recommended design criteria for Pontoon
a. Pontoon- non self-propelled, unmanned, carry only deck cargo, Cb 0.9 or greater,
breadth to depth ratio greater than 3, no hatchways in the deck except small
manholes closed with gasketed cover.
b. Intact stability criteria
i. The area under the righting lever (GZ) curve shall not be less than 0.08
meter-radian up to max GZ.
ii. The angle of heel due to wind load 540Pa shall be not exceed an angle
correspond to half the freeboard for relevant loading condition, with wind
heeling lever measured from centroid of windage area to half the draft.
iii. Min range of stability
1. L equal to or less than 100m 20°
2. L equal to or greater than 150m 15°
7. Recommended design criteria for containership more than 100m in length
a. Intact stability
b. The area under the righting lever (GZ) curve shall not be less than 0.009/C meter-
radian up to 30° angle of heel.
c. The area under the righting lever (GZ) curve shall not be less than 0.016/C meter-
radian up to 40° angle of heel or angle of down flooding if this angle is less than
40°.
d. The area under the righting lever (GZ) curve shall not be less than 0.006/C meter-
radian between 30° and 40°angle of heel or angle of down flooding if this angle is
less than 40°.
e. The area under the righting lever (GZ) curve shall not be less than 0.029/C meter-
radian up to angle of flooding.
f. The righting lever (GZ) shall be at least 0.033/C at angle of heel equal to or greater
than 30°.
g. The max righting lever shall be at least 0.042/C.
h. Factor C =dD1/B2 x √d/ KG x (Cb/ Cw)2 x √100/ L
i. d = mean draft
ii. D1 = moulded depth
iii. B2 = moulded breadth
iv. L = length
8. Operational measures for ships carrying timber deck cargo
a. The stability of the ship at all times shall be positive with regard to
i. Increase weight due to ice accretion and water absorption of dried timber.
ii. Water trapped in broken space of timber deck cargo.
iii. Variations in consumable (store, fuel, etc.)
iv. Free surface effect of liquid in tanks
9. General precaution against capsizing
 a. Before commencement of voyage, cargo, cargo handling cranes and equipment
have to be properly stowed and lashed to prevent longitudinal and transverse
shifting due to rolling and pitching.
b. Vessel engaged in towing should have sufficient reserved stability to withstand the
heeling moment caused by tow line. The tow line should have towing springs and
quick release function. Deck cargo to be stowed in a way not to endanger the ship’s
crew on deck and impede the function of tow gear.
c. Slack tanks should be kept to a minimum because of the effect on stability,
including the negative effect of filled pool tanks.
d. Avoid excessive GM which may lead to acceleration forces which affect safe
carriage of cargo, equipment and the ship.
10. Inclining test for lightship parameter
a. Exemption
i. Inclining test of the sister ship is found satisfaction to the administration.
1. Deviation of lightship mass not exceeding 2% of lightship mass of the
lead ship (L<50m)
2. Deviation of lightship mass not exceeding 1% of lightship mass of the
lead ship (L>160m)
3. Deviation of LCG (lightship) should be less than 0.5% (L) of LCG
(lightship) of the lead ship.
ii. Existing data of similar ships show that the proportion and arrangement of
the ship is more than sufficient GM in all loading condition.
iii. In the 5-year lightweight survey of passenger ship,
1. Deviation of lightship mass not exceeding 2% of lightship
displacement
2. Deviation of LCG (lightship) should be less than 1.0% (L)
b. General condition
i.
1.
c. Plans required.
i. Line plan
ii. Hydrostatic curve
iii. General arrangement plan of deck, hold, bottom….
iv. Capacity plan showing VCG, LCG of cargo hold and tanks
v. Tank sounding table
vi. Draught mark location
vii. Docking plan with keel profile and draught mark correction
d. Procedure
i. Initial walk-thru and survey (2 persons to make survey)
1. The ship is as complete as possible. If the mass and the KG of the
added item cannot be determined, it is better to conduct the test after
the item has been added. Items to be added, removed, or relocated on
the ship should be estimated as follow.
a. Estimate high for items to be added high in the ship.
 b. Estimate low for items to be added low in the ship.
c. Estimate low for items to be removed high in the ship.
d. Estimate high for items to be removed low in the ship.
e. Estimate high for items to be relocated high in the ship.
f. Estimate low for items to be relocated low in the ship.
2. The ship should be as upright as possible, with inclining weights no
more than half a degree of list. The actual trim and deflection of keel
to be considered in the hydrostatic data for changing water plane area.
3. The weight should provide an inclination min 1° to max 4° angle of
heel to each side. Test weight shall be compact, checked and
recertified prior to the test.
4. Consider any adverse effect of wind, current and sea results variations
in heeling moments, inability to read draught and excessive/ irregular
oscillation of pendulum.
5. The ship is in a quiet, sheltered area, free from external forces such as
propeller wash from passing ship, discharges from shore pipeline and
pump.
6. Deck is free of water, as water trapped on deck will shift in a similar
manner as liquid in the slack tank.
7. All tanks must be clean and empty or completely full. The number of
slack tanks kept to minimum, consider viscosity of liquid, depth of
liquid, shape of the tank for free surface calculation. The liquid in the
tank will shift to the low side when the ship heels. This shift of liquid
will exaggerate the heel. Full tank must be pressed up to 100% full
other than 98% operational full, by rolling from side to side to remove
any air pocket.

ii. Freeboard/ draught reading

1. At least five freeboard readings of equally spaced to be taken on each
side of the ship or all draft mark to be read on each side of the ship.
This is to determine the waterline and to verify the vertical location of
draught mark.
2. Reading should be read immediately before or after the test with the
weight and personnel carried out the test onboard. This is to determine
the displacement of the ship at the test.
3. Small boat with low freeboard to take accurate reading of the draught.
4. There is sufficient clearance beneath the ship, so the ship will not
touch her bottom during the test and the density of water represents
the floatation water not surface water which may contain freshwater
from rain. The density and temperature of water is to be sampled at
fwd, midship and aft, then recorded and corrected from deviation if
needed.
5. Draught tube increases the accuracy of result by damping out the
wave action.
 6. Ship’s line drawing is based on moulded dimensions. Therefore,
freeboard readings converted to moulded draft; draft mark reading
converted to moulded version for plotting.
iii. The incline
1. Means of communication are adequate.
2. Excess crew/ personnel not involved in the test to be removed from
the ship; Temporary tools and material, unnecessary item be removed
from the ship.
3. The mooring lines, hoses and power line should be slacked down to
allow free heeling. If the ship can be moored to one side only,
preferably to have a two spring lines with bow line and stern line to
maintain control of the ship.
a. The ship is held off the pier by steady wind and/ or current=OK
b. Gusty wind or varying wind will change the heeling moment
may require additional test points for valid result.
c. The ship is pressed against the fenders and camels by wind and/
or current, will change the heeling moment when bearing
against the camel, may require pulling the ship free of the dock
and camel, allow her to drift freely. The pendulum of piano
wire should be long enough to give a measured deflection.
4. Use of three pendulums is recommended but a min of two is required
for identification of and bad readings from pendulum station. They
should be protected from wind. The pendulum of piano wire should be
long enough to give a measured deflection. On a big ship, pendulum
shall be at least 3m in length, recommended length is 4m to 6m,
because the longer the length, the greater the accuracy. The pendulum
is submerged in the trough filled with high-viscosity oil for damping,
and the use of winged plumb bob at the end of the piano wire also
gives damping effect. The wooden batten should be securely fixed in
position from shifting during the test, should be secured close to the
pendulum but not to make contact with it.
5. After shifting the weight, wait for the pendulum to stop swinging,
then mark on the batten at the location of pendulum wire. The
movement of weight is transversely in same direction as not to change
the trim of the ship. The heeling moment is the product of distance the
weight moved and mass of weight moved. The tangent is calculated
for each pendulum by dividing the deflection by the length of
pendulum.
6. The plot is run during the test for each of the average of pendulum
reading with weight movement. The resulting plot should be a straight
line which does not necessary intersect the origin. Any deviation from
a straight line indicates other moment is involve and need to redo the
incline.
7. Plot