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IMO Guidelines on Ship Stability and Capsizing

This document summarizes general precautions against capsizing that ships should take beyond just meeting stability criteria. It advises that masters exercise prudence given weather and navigation conditions. Care should be taken in cargo stowage and securing to minimize shifting. Towing operations require adequate stability reserves and safe deck cargo positioning. The number of partially filled tanks should be minimized for their adverse stability effect, and excessive metacentric heights avoided due to acceleration forces. Bulk cargo effects on stability also require consideration.

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466 views1 page

IMO Guidelines on Ship Stability and Capsizing

This document summarizes general precautions against capsizing that ships should take beyond just meeting stability criteria. It advises that masters exercise prudence given weather and navigation conditions. Care should be taken in cargo stowage and securing to minimize shifting. Towing operations require adequate stability reserves and safe deck cargo positioning. The number of partially filled tanks should be minimized for their adverse stability effect, and excessive metacentric heights avoided due to acceleration forces. Bulk cargo effects on stability also require consideration.

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Him Sati
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Intact Stability (IS) Code - Intact Stability for All Types of Ships Covered by IMO Instruments

Resolution A.749(18) Amended by MSC.75(69) - Annex - Code on Intact Stability for all Types of
Ships Covered by IMO Instruments - Chapter 2 - General Provisions Against Capsizing and
Information for The Master - 2.5 General precautions against capsizing

2.5 General precautions against capsizing

2.5.1. Compliance with the stability criteria does not ensure immunity against capsizing, regardless of
the circumstances, or absolve the master from his responsibilities. Masters should therefore exercise
prudence and good seamanship having regard to the season of the year, weather forecasts and the
navigational zone and should take the appropriate action as to speed and course warranted by the
prevailing circumstances. see footnote

2.5.2. Care should be taken that the cargo allocated to the ship is capable of being stowed so that
compliance with the criteria can be achieved. If necessary, the amount should be limited to the extent
that ballast weight may be required.

2.5.3. Before a voyage commences, care should be taken to ensure that the cargo and sizeable
pieces of equipment have been properly stowed or lashed so as to minimize the possibility of both
longitudinal and lateral shifting, while at sea, under the effect of acceleration caused by rolling and
pitching. see footnote

2.5.4. A ship, when engaged in towing operations, should possess an adequate reserve of stability to
withstand the anticipated heeling moment arising from the tow line without endangering the towing
ship. Deck cargo on board the towing ship should be so positioned as not to endanger the safe
working of the crew on deck or impede the proper functioning of the towing equipment and be
properly secured. Tow line arrangements should include towing springs and a method of quick
release of the tow.

2.5.5. The number of partially filled or slack tanks should be kept to a minimum because of their
adverse effect on stability.

2.5.6. The stability criteria contained in chapter 3 set minimum values, but no maximum values are
recommended. It is advisable to avoid excessive values of metacentric height, since these might lead
to acceleration forces which could be prejudicial to the ship, its complement, its equipment and to
safe carriage of the cargo. Slack tanks may, in exceptional cases, be used as a means of reducing
excessive values of metacentric height. In such cases, due consideration should be given to sloshing
effects.

2.5.7. Regard should be paid to the possible adverse effects on stability where certain bulk cargoes
are carried. In this connection, attention should be paid to the IMO Code of Safe Practice for Solid
Bulk Cargoes.

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