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S E P A C
Le GM-METER
vis-à-vis des autorités et des règlements
Trois textes fondent la justification administrative de l’utilisation du GM-METER
� La résolution A/ES.IV/168 de l’OMCI maintenant OMI, en novembre 1968.
� La résolution MSC 12 (56) de l’OMI adoptée le 18-10-88
� Le chapitre III/29 de la Convention SOLAS
� Le premier texte (annexe 4 du document [1]) explicite le principe de la méthode de
détermination du GM à partir de la mesure de la période propre de roulis et fournit des
coefficients statistiques pour des navires inférieurs à 70 m de longueur, permettant de passer
de la période de roulis au GM. Cette résolution est restée sous la forme d’une proposition de
méthode à destination des administrations nationales et de conseils aux capitaines, à cause
des difficultés pratiques de mise en œuvre.
Elle a été reprise dans le règlement français uniquement comme méthode de substitution à
l’expérience classique de stabilité, pour les petites unités pour lesquels l’absence de
documents hydrostatiques rend impossible la détermination du GM à l’aide d’une
expérience d’inclinaison.
Les difficultés de mise en œuvre et d’interprétation des résultats, qui sont toutes résolues par
notre GM-METER, sont bien explicitées par l’analyse des US Coast Guard (ROLL
PERIOD TEST comments from UNITED STATES COAST GUARD [2]) :
- Il est difficile de mesurer une période de roulis qui soit vraiment la période propre
dés qu’il y a de la houle.
- Le GM n’est qu’un des éléments d’appréciation de la stabilité, et sa seule mesure
est insuffisante pour vraiment apprécier la stabilité.
- Les coefficients réglementaires indiqués pour calculer le GM à partir de la période
propre sont relatifs à des navires typés européens et ne sont pas applicables à
d’autres types de navire.
- Ces coefficients ne tiennent compte que trop grossièrement du chargement des
navires.
Malgré ces objections, L'OMI maintient la recommandation de cette méthode. On trouvera
dans le descriptif du GM-METER comment notre appareil corrige ces défauts et la
justification de l'application de cette méthode aux plus grands navires.
S E P A C
� Le second texte s’est traduit par un amendement à la convention SOLAS modifiant le
paragraphe 7.4 de la règle 8 :
On completion of loading of the ship and prior to its departure, the master shall determine
the ship’s trim and stability and also ascertain and record that the ship is in compliance
with stability criteria in relevant regulation. The Administration may accept the use of an
electronic loading and stability computer or equivalent means for this purpose.
Dans le cadre de l’application de la convention SOLAS, l’Administration Française aaccepté le 9 mai 1990 [3] le GM-METER, comme appareil dont l’usage satisfait a
l’amendement ci-dessus, et à sa demande l’OMI a pris en compte cette équivalence.
� Le dernier texte fait obligation au commandant de disposer d’une aide à la décision en cas
d’avarie qui lui permette de rester maître de la stabilité de son navire. Le GM-METER
fournissant le suivi en temps réel de la stabilité, indiquant les actions appropriées pour
rétablir une situation sécurisée et testant leur efficacité, répond parfaitement à cette
demande.
Ces textes ont été repris comme l’ensemble des annexes de la convention SOLAS dans le
Règlement Français [4].
D’autre part, dans les délibérations des différents comités de l’OMI, il est fait souvent
référence aux avantages d’une surveillance automatique de la stabilité pour certains types de
navire comme les navires RO-RO, les navires de pêche ou les vraquiers. A titre d’exemple,
on pourra se reporter au Compte rendu de la session OMI à Londres du 5 au 9 juillet 2004
pour les vraquiers (Mouvements ou attitudes inhabituels [5])
S E P A C
Le GM-METER TEST
vis-à-vis des autorités et des règlements
L’usage du GM-METER TEST pour effectuer les expériences de stabilité est conforme à la
norme ASTM F 1321 – 90. Celle-ci précise au paragraphe 5.6.9 qu’un tel système est
autorisé mais recommande l’emploi en parallèle d’un pendule traditionnel.
L’utilisation en parallèle avec un pendule est confirmée par les règlements des sociétés de
classification et en particulier par le Règlement Unifié de l’IASC [6] de janvier 2004 qui
demande pour les expériences de stabilité, l’utilisation d’au moins deux moyens de mesure
d’inclinaison, dont un soit un pendule ou un tube en U.
La résolution MSC.75(69) de l’OMI, adoptée le 14-05-1998 (annexe 2 du document [1])
admet aussi l’utilisation d’inclinomètres dans les mêmes conditions et précise au paragraphe
2.6 de son annexe les caractéristiques qu’ils doivent présenter. On rapprochera avec intérêt
ces caractéristiques de celles du GM-METER TEST.
Dans tous les cas, le pendule doit être regardé comme un moyen grossier de vérification
pour déceler un déréglage flagrant du GM-METER, bien improbable d’ailleurs, surtout si un
contrôle préalable a été effectué à l’aide de la cale de contrôle.
Le Bureau Veritas a délivré un Certificat d’Approbation de Type [7] pour le GM-METER
TEST où il atteste de sa conformité à la norme Européenne IEC 60945 qui définie les
caractéristiques de fiabilité des équipements de sécurité des navires, et la validité des
performances annoncées, dans les conditions d’exploitation.
DOCUMENT 1
I:\SLF\48\4-3.doc
For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.
INTERNATIONAL MARITIME ORGANIZATION
IMO
E
SUB-COMMITTEE ON STABILITY AND
LOAD LINES AND ON FISHING VESSELS
SAFETY
48th session
Agenda item 4
SLF 48/4/3
10 June 2005
Original: ENGLISH
REVIEW OF THE INTACT STABILITY CODE
Report of the Intersessional Correspondence Group (part 3)
Submitted by Germany
SUMMARY Executive summary:
This document contains the report of the intersessional
Correspondence Group on Intact Stability Action to be taken:
Paragraph 2
Related documents:
SLF 48/4, SLF 48/4/1, SLF 48/4/2, SLF 47/6/3, SLF 47/6/4,
SLF 47/6/8, SLF 47/6/10, SLF 47/6/12, SLF 47/6/15, SLF 47/6/18,
SLF 47/6/19, SLF 47/6/20, SLF 47/6/22, SLF 47/6/23, SLF 47/6/25,
SLF 47/WP.2 and SLF 47/WP.3
1 Parts of the draft revised text of the IMO resolution A.749(18) (IS Code) is attached at
annex (only Annexes are included. Part A is attached to document SLF 48/4/1 and Parts B and C
are attached to document SLF 48/4/2).
Action requested of the Sub-Committee
2 The Sub-Committee is invited to consider the information provided and to take action as
appropriate.
***
SL
F 4
8/4
/3
AN
NE
X
Pag
e 22
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oc
An
nex
2 �
Det
ail
ed g
uid
an
ce f
or
the
con
du
ct o
f a
n i
ncl
inin
g t
est
1
Intr
od
uct
ion
This
annex
supple
men
ts t
he
incl
inin
g s
tandar
ds
put
fort
h i
n c
hap
ter
7 o
f th
is C
ode.
T
his
annex
conta
ins
import
ant
det
aile
d p
roce
dure
s fo
r co
nduct
ing a
n i
ncl
inin
g t
est
in o
rder
to e
nsu
re t
hat
val
id r
esult
s ar
e
obta
ined
wit
h m
axim
um
pre
cisi
on a
t a
min
imal
co
st t
o o
wn
ers,
sh
ipyar
ds
and t
he
Adm
inis
trat
ion.
A
com
ple
te u
nder
stan
din
g o
f th
e co
rrec
t pro
cedure
s use
d t
o p
erfo
rm a
n i
ncl
inin
g t
est
is i
mper
ativ
e in
ord
er
to e
nsu
re t
hat
the
test
is
conduct
ed p
roper
ly a
nd s
o t
hat
res
ult
s ca
n b
e ex
amin
ed f
or
accu
racy
as
the
incl
inin
g e
xper
imen
t is
conduct
ed.
2
Pre
pa
rati
on
s fo
r th
e in
clin
ing
tes
t
2.1
F
ree
surf
ace
an
d t
an
kage
2.1
.1
If t
her
e ar
e li
quid
s on b
oar
d t
he
ship
when
it
is i
ncl
ined
, w
het
her
in t
he
bil
ges
or
in t
he
tanks,
they
wil
l
shif
t to
th
e lo
w s
ide
when
th
e sh
ip h
eels
. T
his
sh
ift
of
liq
uid
s w
ill
exag
ger
ate
the
hee
l o
f th
e sh
ip.
Unle
ss
the
exac
t w
eight
and d
ista
nce
of
liquid
shif
ted c
an b
e pre
cise
ly c
alcu
late
d,
the
met
acen
tric
hei
ght
(GM
)
calc
ula
ted f
rom
the
incl
inin
g t
est
wil
l be
in e
rror.
F
ree
surf
ace
should
be
min
imiz
ed b
y e
mpty
ing t
he
tan
ks
com
ple
tely
an
d m
akin
g s
ure
all
bil
ges
are
dry
; or
by
co
mple
tely
fil
lin
g t
he
tanks
so t
hat
no s
hif
t o
f
liquid
is
poss
ible
. T
he
latt
er m
ethod i
s not
the
opti
mum
bec
ause
air
pock
ets
are
dif
ficu
lt t
o r
emove
from
bet
wee
n s
truct
ura
l m
ember
s of
a ta
nk,
and t
he
wei
ght
and c
entr
e of
the
liquid
in a
full
tan
k s
hould
be
accu
rate
ly d
eter
min
ed i
n o
rder
to a
dju
st t
he
light-
ship
val
ues
acc
ord
ingly
. W
hen
tan
ks
must
be
left
sla
ck,
it i
s d
esir
able
th
at t
he
sides
of
the
tan
ks
be
par
alle
l ver
tica
l pla
nes
and t
he
tanks
be
regula
r in
shap
e (i
.e.
rect
angula
r, t
rapez
oid
al,
etc.
) w
hen
vie
wed
fro
m a
bove,
so t
hat
the
free
surf
ace
mo
men
t of
the
liquid
can
be
accu
rate
ly d
eter
min
ed.
For
exam
ple
, th
e fr
ee s
urf
ace
mo
men
t of
the
liquid
in a
tan
k w
ith p
aral
lel
ver
tica
l si
des
can
be
read
ily
calc
ula
ted b
y t
he
form
ula
:
SL
F 4
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AN
NE
X
Pag
e 23
I:\S
LF
\48\4
-3.d
oc
Mfs =
lb3/12Q
(m
t)
wher
e:
l
=
length
of
tank (
m)
b
=
bre
adth
of
tank (
m)
Q
=
spec
ific
volu
me
of
liquid
in t
ank (
m³/
t)
(Mea
sure
Q d
irec
tly w
ith a
hydro
met
er).
)(
.
xM
.M
M
corr
ecti
on
su
rfac
e
Fre
efs
fsfs
mdispl
D"!
D$DEED
$D!F"
DD$
!G"
%C
w
her
e:
Mfs
=
free
surf
ace
mom
ent
(mt)
dis
pl
=
dis
pla
cem
ent
(t)
Fre
e su
rfac
e co
rrec
tion i
s in
dep
enden
t of
the
hei
ght
of
the
tank i
n t
he
ship
, lo
cati
on o
f th
e ta
nk,
and
dir
ecti
on o
f hee
l.
As
the
wid
th o
f th
e ta
nk i
ncr
ease
s, t
he
val
ue
of
free
surf
ace
mo
men
t in
crea
ses
by t
he
thir
d p
ow
er.
The
dis
tance
avai
lable
for
the
liquid
to s
hif
t is
th
e p
red
om
inan
t fa
cto
r.
Th
is i
s w
hy
ev
en t
he
smal
lest
am
ount
of
liquid
in t
he
bott
om
of
a w
ide
tank o
r bil
ge
is n
orm
ally
unac
cepta
ble
and s
hould
be
rem
oved
pri
or
to t
he
incl
inin
g e
xper
imen
t.
Insi
gnif
ican
t am
ounts
of
liquid
s in
V-s
hap
ed t
anks
or
void
s
(e.g
. a
chai
n l
ock
er i
n t
he
bo
w),
wher
e th
e p
ote
nti
al s
hif
t is
neg
ligib
le,
may
rem
ain
if
rem
ov
al o
f th
e li
qu
id
would
be
dif
ficu
lt o
r w
ould
cau
se e
xte
nsi
ve
del
ays.
When
bal
last
wat
er i
s use
d a
s in
clin
ing w
eight,
the
actu
al t
ransv
erse
and v
erti
cal
movem
ents
of
the
liquid
should
be
calc
ula
ted t
akin
g i
nto
acc
ount
the
chan
ge
of
hee
l of
the
ship
. F
ree
surf
ace
corr
ecti
ons
as
def
ined
in t
his
par
agra
ph s
hould
not
apply
to t
he
incl
inin
g t
anks.
SL
F 4
8/4
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AN
NE
X
Pag
e 24
I:\S
LF
\48\4
-3.d
oc
2.1
.2
Fre
e su
rfac
e an
d s
lack
tan
ks
- T
he
num
ber
of
slac
k t
anks
should
norm
ally
be
lim
ited
to o
ne
port
/ st
arboar
d
pai
r or
one
centr
elin
e ta
nk o
f th
e fo
llow
ing:
2.1
.2.1
fr
esh w
ater
res
erve
feed
tan
ks;
2.1
.2.2
fu
el/d
iese
l oil
sto
rag
e ta
nk
s;
2.1
.2.3
fu
el/d
iese
l oil
day
tan
ks;
2.1
.2.4
lu
be
oil
tan
ks;
2.1
.2.5
sa
nit
ary t
anks;
or
2.1
.2.6
p
ota
ble
wat
er t
ank
s.
To a
void
pock
etin
g,
slac
k t
anks
should
norm
ally
be
of
regula
r (i
.e.
rect
angula
r, t
rapez
oid
al,
etc.
) cr
oss
sect
ion a
nd b
e 20%
to 8
0%
full
if
they
are
dee
p t
anks
and 4
0%
to 6
0%
full
if
they
are
double
-bott
om
tanks.
T
hes
e le
vel
s en
sure
that
the
rate
of
shif
ting o
f li
quid
rem
ains
const
ant
thro
ughout
the
hee
l an
gle
s
of
the
incl
inin
g t
est.
If
th
e tr
im c
han
ges
as
the
ship
is
incl
ined
, th
en c
onsi
der
atio
n s
hould
als
o b
e giv
en t
o
longit
udin
al p
ock
etin
g.
Sla
ck t
anks
conta
inin
g l
iquid
s of
suff
icie
nt
vis
cosi
ty t
o p
rev
ent
free
mo
vem
ent
of
the
liquid
s, a
s th
e sh
ip i
s in
clin
ed (
such
as
bunker
at
low
tem
per
ature
), s
hould
be
avoid
ed s
ince
the
free
surf
ace
cannot
be
calc
ula
ted a
ccura
tely
. A
fre
e su
rfac
e co
rrec
tion f
or
such
tan
ks
should
not
be
use
d
unle
ss t
he
tanks
are
hea
ted t
o r
educe
vis
cosi
ty.
Com
munic
atio
n b
etw
een t
anks
should
nev
er b
e al
low
ed.
Cro
ss-c
onnec
tions,
incl
udin
g t
hose
via
man
ifold
s, s
hould
be
close
d.
Equal
liq
uid
lev
els
in s
lack
tan
k
pai
rs c
an b
e a
war
nin
g s
ign o
f open
cro
ss c
onnec
tions.
A
bil
ge,
bal
last
, an
d f
uel
oil
pip
ing p
lan c
an b
e
refe
rred
to, w
hen
chec
kin
g f
or
cross
connec
tion c
losu
res.
2.1
.3
Pre
ssed
-up ta
nks
- "P
ress
ed up"
mea
ns
com
ple
tely
fu
ll w
ith no
v
oid
s ca
use
d by tr
im o
r in
adeq
uat
e
ven
ting.
Anyth
ing l
ess
than
100%
full
, fo
r ex
ample
the
98%
condit
ion r
egar
ded
as
full
for
oper
atio
nal
purp
ose
s, i
s not
acce
pta
ble
. P
refe
rably
, th
e sh
ip s
hould
be
roll
ed f
rom
sid
e to
sid
e to
eli
min
ate
entr
apped
air
bef
ore
tak
ing t
he
final
soundin
g.
Spec
ial
care
should
be
taken
when
pre
ssin
g f
uel
oil
tan
ks
to p
reven
t
SL
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e 25
I:\S
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oc
acci
den
tal
poll
uti
on.
A
n
exam
ple
of
a ta
nk
that
w
ould
ap
pea
r "p
ress
ed
up",
but
actu
ally
co
nta
ins
entr
apped
air
, is
show
n i
n f
igure
A2-2
.1.3
.
Fig
ure
A2
-2.1
.3
2.1
.4
Em
pty
tan
ks )
It
is g
ener
ally
no
t su
ffic
ient
to s
imply
pu
mp
tan
ks
un
til
suct
ion
is
lost
. E
nte
r th
e ta
nk
aft
er
pu
mpin
g t
o d
eter
min
e if
fin
al s
trip
pin
g w
ith p
ort
able
pum
ps
or
by h
and i
s nec
essa
ry.
The
exce
pti
ons
are
ver
y n
arro
w t
anks
or
tanks
wher
e th
ere
is a
shar
p d
eadri
se,
since
fre
e su
rfac
e w
ould
be
neg
ligib
le.
Sin
ce
all
empty
tan
ks
should
be
insp
ecte
d,
all
man
hole
s sh
ould
be
open
and t
he
tanks
wel
l ven
tila
ted a
nd
cert
ifie
d a
s sa
fe f
or
entr
y.
A s
afe
test
ing d
evic
e sh
ould
be
on h
and t
o t
est
for
suff
icie
nt
oxygen
and
min
imu
m t
ox
ic l
evel
s.
A c
erti
fied
mar
ine
chem
ist's
cer
tifi
cate
cer
tify
ing t
hat
all
fu
el o
il a
nd
ch
emic
al
tanks
are
safe
for
hum
an e
ntr
y s
hould
be
avai
lable
, if
nec
essa
ry.
2.2
M
oori
ng a
rran
gem
ents
The
import
ance
of
good m
oori
ng a
rran
gem
ents
can
not
be
over
emphas
ized
. T
he
arra
ngem
ent
sele
ctio
ns
wil
l be
dep
enden
t upon m
any f
acto
rs.
Am
ong t
he
most
im
port
ant
are
dep
th o
f w
ater
, w
ind
an
d c
urr
ent
effe
cts.
W
hen
ever
poss
ible
, th
e sh
ip s
hould
be
moore
d i
n a
quie
t, s
hel
tere
d a
rea
free
fro
m e
xtr
aneo
us
forc
es s
uch
as
pro
pel
ler
was
h f
rom
pas
sing s
hip
s, o
r su
dden
dis
char
ges
fro
m s
hore
sid
e pum
ps.
T
he
dep
th
SL
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I:\S
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oc
of
wat
er u
nder
the
hull
should
be
suff
icie
nt
to e
nsu
re t
hat
the
hull
wil
l be
enti
rely
fre
e of
the
bott
om
. T
he
tide
condit
ions
and t
he
trim
of
the
ship
duri
ng t
he
test
should
be
consi
der
ed.
Pri
or
to t
he
test
, th
e dep
th o
f
wat
er s
hould
be
mea
sure
d a
nd r
ecord
ed i
n a
s m
any l
oca
tio
ns
as n
eces
sary
to
ensu
re t
he
ship
wil
l n
ot
conta
ct t
he
bott
om
. I
f m
argin
al,
the
test
should
be
conduct
ed d
uri
ng h
igh t
ide
or
the
ship
moved
to d
eeper
wat
er.
2.2
.1
The
moori
ng a
rran
gem
ent
should
ensu
re t
hat
the
ship
wil
l b
e fr
ee t
o l
ist
wit
ho
ut
rest
rain
t fo
r a
suff
icie
nt
per
iod of
tim
e to
al
low
a
sati
sfac
tory
re
adin
g of
the
hee
ling an
gle
, due
to ea
ch w
eight
shif
t, to
be
reco
rded
.
2.2
.2
The
ship
should
be
hel
d b
y l
ines
at
the
bow
and t
he
ster
n,
atta
ched
to b
oll
ards
and/o
r cl
eats
on t
he
dec
k.
If s
uit
able
res
trai
nt
of
the
ship
can
not
be
achie
ved
usi
ng d
eck f
itti
ngs,
then
tem
pora
ry p
adey
es s
hould
be
atta
ched
as
clo
se a
s p
oss
ible
to t
he
cen
trel
ine
of
the
ship
and a
s nea
r th
e w
ater
line
as p
ract
ical
. W
her
e th
e
ship
can
be
moore
d t
o o
ne
side
only
, it
is
good p
ract
ice
to s
upple
men
t th
e bow
and s
tern
lin
es w
ith t
wo
spri
ng
lin
es i
n o
rder
to m
ain
tain
po
siti
ve
contr
ol
of
the
ship
, as
sh
ow
n i
n f
igu
re A
2.2
.2.1
. T
he
lead
s o
f th
e
spri
ng l
ines
should
be
as l
ong a
s pra
ctic
able
. C
yli
ndri
cal
cam
els
should
be
pro
vid
ed b
etw
een t
he
ship
and
the
dock
. A
ll l
ines
should
be
slac
k, w
ith t
he
ship
fre
e of
the
pie
r an
d c
amel
s, w
hen
tak
ing r
eadin
gs.
Fig
ure
A2
-2.2
.1
2.2
.2.1
If
the
ship
is
hel
d o
ff t
he
pie
r by t
he
com
bin
ed e
ffec
t of
the
win
d a
nd c
urr
ent,
a s
uper
impose
d h
eeli
ng
mom
ent
wil
l ac
t on t
he
ship
thro
ughout
the
test
. F
or
stea
dy c
ondit
ions
this
wil
l not
affe
ct t
he
resu
lts.
SL
F 4
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oc
Gust
y w
inds
or
unif
orm
ly v
aryin
g w
ind a
nd/o
r cu
rren
t w
ill
cause
thes
e su
per
impose
d h
eeli
ng m
om
ents
to
chan
ge,
whic
h m
ay r
equir
e ad
dit
ional
tes
t poin
ts t
o o
bta
in a
val
id t
est.
T
he
nee
d f
or
add
itio
nal
tes
t p
oin
ts
can b
e det
erm
ined
by p
lott
ing t
est
poin
ts a
s th
ey a
re o
bta
ined
.
2.2
.2.2
If
the
ship
is
pre
ssed
agai
nst
the
fender
s by w
ind a
nd/o
r cu
rren
t, a
ll l
ines
should
be
slac
k.
The
cyli
ndri
cal
cam
els
wil
l pre
ven
t bin
din
g b
ut
ther
e w
ill
be
an a
ddit
ional
super
impose
d h
eeli
ng m
om
ent
due
to t
he
ship
bea
ring
agai
nst
th
e ca
mel
s.
T
his
co
ndit
ion
should
be
avoid
ed
wher
e poss
ible
but,
w
hen
use
d,
consi
der
atio
n s
hould
be
giv
en t
o p
ull
ing t
he
ship
fre
e of
the
dock
and c
amel
s an
d l
etti
ng
the
ship
dri
ft a
s
read
ing
s ar
e ta
ken
.
2.2
.2.3
A
noth
er a
ccep
table
arr
angem
ent
is w
her
e th
e co
mbin
ed w
ind a
nd c
urr
ent
are
such
that
the
ship
may
be
contr
oll
ed b
y o
nly
one
line
at e
ither
the
bow
or
the
ster
n.
In t
his
cas
e, t
he
contr
ol
line
should
be
led f
rom
on o
r nea
r th
e ce
ntr
e li
ne
of
the
ship
wit
h a
ll l
ines
but
the
contr
ol
line
slac
k,
the
ship
is
free
to v
eer
wit
h
the
win
d a
nd/o
r cu
rren
t as
rea
din
gs
are
taken
. T
his
can
som
etim
es b
e tr
ouble
som
e bec
ause
var
yin
g w
ind
and/o
r cu
rren
t ca
n c
ause
dis
tort
ion o
f th
e plo
t.
2.2
.3
The
moori
ng a
rran
gem
ent
should
be
subm
itte
d t
o t
he
appro
val
auth
ori
ty f
or
revie
w p
rior
to t
he
test
.
2.2
.4
If a
flo
atin
g c
rane
is u
sed f
or
han
dli
ng i
ncl
inin
g w
eights
, it
should
not
be
moore
d t
o t
he
ship
.
2.3
T
est
wei
gh
ts
2.3
.1
Wei
ghts
, su
ch a
s poro
us
concr
ete,
that
can
abso
rb s
ignif
ican
t am
ounts
of
mois
ture
should
only
be
use
d i
f
they
are
wei
ghed
just
pri
or
to t
he
incl
inin
g t
est
or
if r
ecen
t w
eig
ht
cert
ific
ates
are
pre
sente
d.
Eac
h w
eig
ht
should
be
mar
ked
wit
h a
n i
den
tifi
cati
on n
um
ber
and i
ts w
eight.
F
or
smal
l sh
ips,
dru
ms
com
ple
tely
fil
led
wit
h w
ater
may
be
use
d.
Dru
ms
should
norm
ally
be
full
and c
apped
to a
llow
acc
ura
te w
eight
contr
ol.
In
such
ca
ses,
th
e w
eight
of
the
dru
ms
should
be
ver
ifie
d
in
the
pre
sence
of
the
Adm
inis
trat
ion
repre
senta
tive
usi
ng a
rec
entl
y c
alib
rate
d s
cale
.
2.3
.2
Pre
cauti
ons
should
be
taken
to e
nsu
re t
hat
the
dec
ks
are
not
over
load
ed d
uri
ng w
eight
movem
ents
. I
f
dec
k s
tren
gth
is
ques
tionab
le t
hen
a s
truct
ura
l an
alysi
s sh
ould
be
per
form
ed t
o d
eter
min
e if
ex
isti
ng
fram
ing c
an s
upport
the
wei
ght.
SL
F 4
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e 28
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oc
2.3
.3
Gen
eral
ly,
the
test
wei
ghts
should
be
posi
tioned
as
far
outb
oar
d a
s poss
ible
on t
he
upper
dec
k.
The
test
wei
ghts
should
be
on b
oar
d a
nd i
n p
lace
pri
or
to t
he
sched
ule
d t
ime
of
the
incl
inin
g t
est.
2.3
.4
Wher
e th
e use
of
soli
d w
eights
to p
roduce
the
incl
inin
g m
om
ent
is d
emo
nst
rate
d t
o b
e im
pra
ctic
able
, th
e
movem
ent
of
bal
last
wat
er m
ay b
e per
mit
ted a
s an
alt
ernat
ive
met
hod
. T
his
acc
epta
nce
wou
ld b
e g
rante
d
for
a sp
ecif
ic t
est
only
, an
d a
ppro
val
of
the
test
pro
cedure
by t
he
Adm
inis
trat
ion i
s re
quir
ed.
As
a
min
imal
pre
req
uis
ite
for
acce
pta
bil
ity, th
e fo
llow
ing c
ondit
ions
should
be
requir
ed:
2.3
.4.1
in
clin
ing t
anks
should
be
wal
l-si
ded
and f
ree
of
larg
e st
ringer
s or
oth
er i
nte
rnal
mem
ber
s th
at c
reat
e ai
r
po
cket
s. O
ther
tan
k g
eom
etri
es m
ay b
e ac
cepte
d a
t th
e dis
cret
ion o
f th
e A
dm
inis
trat
ion;
2.3
.4.2
ta
nks
should
be
dir
ectl
y o
pposi
te t
o m
ainta
in s
hip
's t
rim
;
2.3
.4.3
sp
ecif
ic g
ravit
y o
f bal
last
wat
er s
hould
be
mea
sure
d a
nd r
ecord
ed;
2.3
.4.4
pip
elin
es t
o i
ncl
inin
g t
anks
should
be
full
. I
f th
e sh
ip's
pip
ing l
ayout
is u
nsu
itab
le f
or
inte
rnal
tra
nsf
er,
port
able
pum
ps
and p
ipes
/hose
s m
ay b
e use
d;
2.3
.4.5
b
lan
ks
must
be
inse
rted
in
tra
nsf
er m
anif
old
s to
pre
ven
t th
e po
ssib
ilit
y o
f li
quid
s b
eing
"le
aked
" d
uri
ng
tran
sfer
. C
onti
nuous
val
ve
contr
ol
must
be
mai
nta
ined
duri
ng t
he
test
;
2.3
.4.6
al
l in
clin
ing t
anks
must
be
man
ual
ly s
ounded
bef
ore
and a
fter
eac
h s
hif
t;
2.3
.4.7
ver
tica
l, l
ongit
ud
inal
and
tra
nsv
erse
cen
tres
should
be
calc
ula
ted f
or
each
movem
ent;
2.3
.4.8
ac
cura
te s
oundin
g/u
llag
e ta
ble
s m
ust
be
pro
vid
ed.
The
ship
's i
nit
ial
hee
l an
gle
should
be
esta
bli
shed
pri
or
to t
he
incl
ine
in o
rder
to p
roduce
acc
ura
te v
alues
fo
r volu
mes
and t
ransv
erse
and v
erti
cal
centr
es o
f
gra
vit
y
for
the
incl
inin
g
tanks
at
ever
y
angle
of
hee
l.
T
he
dra
ught
mar
ks
amid
ship
s (p
ort
an
d
star
boar
d)s
hould
be
use
d w
hen
est
abli
shin
g t
he
init
ial
hee
l an
gle
;
2.3
.4.9
ver
ific
atio
n o
f th
e quan
tity
shif
ted m
ay b
e ac
hie
ved
by a
flo
w m
eter
or
sim
ilar
dev
ice;
and
SL
F 4
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oc
2.3
.4.1
0
the
tim
e to
conduct
the
incl
inin
g m
ust
be
eval
uat
ed.
If
tim
e re
quir
emen
ts f
or
tran
sfer
of
liquid
s ar
e
consi
der
ed to
o lo
ng,
wat
er m
ay be
unac
cepta
ble
bec
ause
of
the
poss
ibil
ity of
win
d sh
ifts
over
lo
ng
per
iods
of
tim
e.
2.4
P
en
du
lum
s
2.4
.1
The
pen
dulu
ms
should
be
long e
nough t
o g
ive
a m
easu
red d
efle
ctio
n,
to e
ach s
ide
of
upri
ght,
of
a le
ast
15
cm.
Gen
eral
ly,
this
wil
l re
quir
e a
pen
dulu
m l
ength
of
at l
east
3 m
. I
t is
rec
om
men
ded
that
pen
dulu
m
length
s of
4-6
m b
e use
d.
Usu
ally
, th
e lo
nger
the
pen
dulu
m t
he
gre
ater
the
accu
racy
of
the
test
; how
ever
,
exce
ssiv
ely lo
ng pen
dulu
ms
are
use
d on a
tender
sh
ip th
e pen
dulu
ms
may
not
sett
le dow
n an
d th
e
accu
racy
of
the
pen
dulu
ms
would
then
be
ques
tionab
le.
On l
arge
ship
s w
ith h
igh G
M,
pen
dulu
m l
ength
s
in e
xce
ss o
f th
e le
ngth
rec
om
men
ded
above
may
be
requir
ed t
o o
bta
in t
he
min
imu
m d
efle
ctio
n.
In s
uch
case
s, t
he
trough,
as s
how
n i
n f
igure
A2-2
.4.6
, sh
ould
be
fill
ed w
ith h
igh-v
isco
sity
oil
. I
f th
e pen
dulu
ms
are
of
dif
fere
nt
length
s, t
he
poss
ibil
ity o
f co
llusi
on b
etw
een s
tati
on r
ecord
ers
is a
void
ed.
2.4
.2
On s
mal
ler
ship
s, w
her
e th
ere
is i
nsu
ffic
ient
hea
dro
om
to h
ang l
ong p
endulu
ms,
the
15 c
m d
efle
ctio
n
should
be
obta
ined
by i
ncr
easi
ng t
he
test
wei
ght
so a
s to
incr
ease
the
hee
l.
On m
ost
ship
s th
e ty
pic
al
incl
inat
ion i
s bet
wee
n o
ne
and f
our
deg
rees
.
2.4
.3
The
pen
dulu
m w
ire
should
be
pia
no w
ire
or
oth
er m
onofi
lam
ent
mat
eria
l.
The
top c
onnec
tion o
f th
e
pen
dulu
m s
hould
aff
ord
unre
stri
cted
rota
tion o
f th
e piv
ot
poin
t.
An e
xam
ple
is
that
of
a w
asher
wit
h t
he
pen
dulu
m w
ire
atta
ched
susp
ended
fro
m a
nai
l.
2.4
.4
A t
rough f
ille
d w
ith a
liq
uid
should
be
pro
vid
ed t
o d
ampen
osc
illa
tions
of
the
pen
dulu
m a
fter
eac
h w
eight
movem
ent.
It
should
be
dee
p e
nough t
o p
reven
t th
e pen
dulu
m w
eight
from
touch
ing t
he
bott
om
. T
he
use
of
a w
inged
plu
mb
bob
at
the
end
of
the
pen
dulu
m
wir
e ca
n
also
hel
p
to
dam
pen
th
e pen
dulu
m
osc
illa
tions
in t
he
liquid
.
2.4
.5
The
bat
tens
should
be
smooth
, li
ght-
colo
ure
d w
ood,
1 t
o 2
cm
thic
k,
and s
hould
be
secu
rely
fix
ed i
n
posi
tion s
o t
hat
an i
nad
ver
tent
conta
ct w
ill
not
cause
them
to s
hif
t.
The
bat
ten s
hould
be
alig
ned
clo
se t
o
the
pen
dulu
m w
ire
but
not
in c
onta
ct w
ith i
t.
SL
F 4
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e 30
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oc
2.4
.6
A t
ypic
al s
atis
fact
ory
arr
angem
ent
is s
how
n i
n f
igure
A2-2
.4.6
. T
he
pen
dulu
ms
may
be
pla
ced i
n a
ny
loca
tion o
n t
he
ship
, lo
ngit
udin
ally
and t
ransv
erse
ly.
The
pen
dulu
ms
should
be
in p
lace
pri
or
to t
he
sch
edu
led
tim
e o
f th
e in
clin
ing
tes
t.
2.4
.7
It i
s re
com
men
ded
that
incl
inom
eter
s or
oth
er m
easu
ring d
evic
es o
nly
be
use
d i
n c
onju
nct
ion w
ith a
t le
ast
one
pen
dulu
m.
T
he
Adm
inis
trat
ion
may
ap
pro
ve
an
alte
rnat
ive
arra
ngem
ent
when
th
is
is
found
imp
ract
ical
.
Fig
ure
: A
2-2
.4.6
2.5
U
-tu
bes
2.5
.1
The
legs
of
the
dev
ice
should
be
secu
rely
posi
tioned
as
far
as o
utb
oar
d a
s poss
ible
and s
hould
be
par
alle
l
to t
he
centr
elin
e pla
ne
of
the
ship
. T
he
dis
tance
bet
wee
n t
he
legs
should
be
mea
sure
d p
erpen
dic
ula
r to
the
centr
elin
e pla
ne.
T
he
legs
should
be
ver
tica
l, a
s fa
r as
pra
ctic
al.
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2.5
.2
Arr
angem
ents
should
be
mad
e fo
r re
cord
ing a
ll r
eadin
gs
at b
oth
leg
s.
For
easy
rea
din
g a
nd c
hec
kin
g f
or
air
pock
ets,
cle
ar p
last
ic t
ube
or
hose
should
be
use
d t
hro
ughout.
T
he
U-t
ube
should
be
pre
ssure
-tes
ted
pri
or
to t
he
incl
inin
g t
est
to e
nsu
re w
ater
tig
htn
ess.
2.5
.3
The
hori
zonta
l dis
tance
bet
wee
n t
he
legs
of
the
U-t
ube
should
be
suff
icie
nt
to o
bta
in a
lev
el d
iffe
rence
of
at l
east
15 c
m b
etw
een t
he
upri
ght
and t
he
max
imum
incl
inat
ion t
o e
ach s
ide.
2.5
.4
Norm
ally
, w
ater
wo
uld
be
use
d a
s th
e li
quid
in
th
e U
-tube.
O
ther
low
-vis
cosi
ty l
iquid
s m
ay a
lso b
e
consi
der
ed.
2.5
.5
The
tube
should
be
free
of
air
pock
ets.
A
rran
gem
ents
should
be
mad
e to
ensu
re t
hat
the
free
flo
w o
f th
e
liq
uid
in
th
e tu
be
is n
ot
obst
ruct
ed.
2.5
.6
Wher
e a
U-t
ube
is u
sed a
s a
mea
suri
ng d
evic
e, d
ue
consi
der
atio
n s
hould
be
giv
en t
o t
he
pre
vai
ling
wea
ther
condit
ions
(see
4.1
.1.3
):
2.5
.6.1
if
the
U-t
ube
is e
xpose
d t
o d
irec
t su
nli
ght,
arr
angem
ents
should
be
mad
e to
avoid
tem
per
ature
dif
fere
nce
s
along t
he
length
of
the
tube;
2.5
.6.2
if
te
mper
ature
s bel
ow
0°C
ar
e ex
pec
ted,
the
liquid
sh
ould
be
a m
ixtu
re of
wat
er an
d an
an
ti-f
reez
e
addit
ive;
and
2.5
.6.3
w
her
e hea
vy ra
in sq
ual
ls ca
n be
expec
ted,
arra
ngem
ents
sh
ould
be
mad
e to
av
oid
ad
dit
ional
w
ater
ente
ring t
he
U-t
ube.
2.6
In
cli
nom
ete
rs
The
use
of
incl
inom
eter
s sh
ould
be
subje
ct t
o a
t le
ast
the
foll
ow
ing r
ecom
men
dat
ions:
2.6
.1
the
accu
racy
should
be
equiv
alen
t to
that
of
the
pen
dulu
m;
2.6
.2
the
sensi
tivit
y o
f th
e in
clin
om
eter
should
be
such
that
the
non-s
tead
y h
eeli
ng a
ngle
of
the
ship
can
be
reco
rded
thro
ughout
the
mea
sure
men
t;
SL
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2.6
.3
the
reco
rdin
g p
erio
d s
hould
be
suff
icie
nt
to a
ccu
rate
ly m
easu
re t
he
incl
inat
ion.
The
reco
rdin
g c
apac
ity
should
be
gen
eral
ly s
uff
icie
nt
for
the
whole
tes
t;
2.6
.4
the
inst
rum
ent
should
be
able
to p
lot
or
pri
nt
the
reco
rded
incl
inat
ion a
ngle
s on p
aper
;
2.6
.5
the
inst
rum
ent
should
hav
e li
nea
r per
form
ance
over
the
expec
ted r
ange
of
incl
inat
ion a
ngle
s;
2.6
.6
the
inst
rum
ent
should
be
suppli
ed w
ith th
e m
anufa
cture
r's
inst
ruct
ions
giv
ing det
ails
of
cali
bra
tion,
oper
atin
g i
nst
ruct
ions,
etc
.; a
nd
2.6
.7
it s
ho
uld
be
po
ssib
le t
o d
emo
nst
rate
th
e re
quir
ed p
erfo
rman
ce t
o t
he
sati
sfac
tio
n o
f th
e A
dm
inis
trat
ion
du
rin
g t
he
incl
inin
g t
est.
3
Eq
uip
men
t re
qu
ired
Bes
ides
the
physi
cal
equip
men
t nec
essa
ry s
uch
as
the
incl
inin
g w
eights
, pen
dulu
ms,
sm
all
boat
, et
c.,
the
foll
ow
ing a
re n
eces
sary
and s
hould
be
pro
vid
ed b
y o
r m
ade
avai
lable
to t
he
per
son i
n c
har
ge
of
the
incl
inin
g:
3.1
en
gin
eeri
ng s
cale
s fo
r m
easu
ring p
endulu
m d
efle
ctio
ns
(rule
s sh
ould
be
subdiv
ided
suff
icie
ntl
y t
o a
chie
ve
the
des
ired
acc
ura
cy;
3.2
sh
arp p
enci
ls f
or
mar
kin
g p
endulu
m d
efle
ctio
ns;
3.3
ch
alk f
or
mar
kin
g t
he
var
ious
posi
tion
s o
f th
e in
clin
ing
wei
ghts
;
3.4
a
suff
icie
ntl
y l
ong m
easu
ring t
ape
for
mea
suri
ng t
he
movem
ent
of
the
wei
ghts
and l
oca
ting d
iffe
rent
item
s
on b
oar
d;
3.5
a
suff
icie
ntl
y l
ong s
oundin
g t
ape
for
soundin
g t
anks
and t
akin
g f
reeb
oar
d r
eadin
gs;
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3.6
one
or
more
wel
l m
ainta
ined
spec
ific
gra
vit
y h
ydro
met
ers
wit
h r
ange
suff
icie
nt
to c
over
0.9
99 t
o 1
.030,
to
mea
sure
the
spec
ific
gra
vit
y o
f th
e w
ater
in w
hic
h t
he
ship
is
float
ing (
a hydro
met
er f
or
mea
suri
ng
spec
ific
gra
vit
y o
f le
ss t
han
1.0
00 m
ay b
e nee
ded
in s
om
e lo
cati
ons;
3.7
oth
er h
ydro
met
ers
as n
eces
sary
to m
easu
re t
he
spec
ific
gra
vit
y o
f an
y l
iquid
s on b
oar
d;
3.8
gra
ph p
aper
to p
lot
incl
inin
g m
om
ents
ver
sus
tangen
ts;
3.9
a
stra
ight
edge
to d
raw
the
mea
sure
d w
ater
line
on t
he
lines
dra
win
g;
3.1
0
a pad
of
pap
er t
o r
ecord
dat
a;
3.1
1
an e
xplo
sion-p
roof
test
ing d
evic
e to
chec
k f
or
suff
icie
nt
oxygen
and a
bse
nce
of
leth
al g
ases
in t
anks
and
oth
er c
lose
d s
pac
es s
uch
as
void
s an
d c
off
erdam
s;
3.1
2
a th
erm
om
eter
; an
d
3.1
3
dra
ught
tubes
(if
nec
essa
ry).
4
Tes
t p
roce
du
re
The
incl
inin
g e
xper
imen
t, t
he
free
boar
d/d
raught
read
ings
and t
he
surv
ey m
ay b
e co
nduct
ed i
n a
ny o
rder
and
stil
l ac
hie
ve
the
sam
e re
sult
s.
If t
he
per
son c
onduct
ing t
he
incl
inin
g t
est
is c
onfi
den
t th
at t
he
surv
ey w
ill
show
that
the
ship
is
in a
n a
ccep
table
condit
ion a
nd t
her
e is
the
poss
ibil
ity o
f th
e w
eath
er b
ecom
ing
unfa
voura
ble
, th
en i
t is
sugges
ted t
hat
the
incl
inin
g b
e per
form
ed f
irst
and t
he
surv
ey l
ast.
If
the
per
son
conduct
ing t
he
test
is
doubtf
ul
that
the
ship
is
com
ple
te e
nough f
or
the
test
, it
is
reco
mm
ended
that
the
surv
ey b
e per
form
ed f
irst
sin
ce t
his
could
inval
idat
e th
e en
tire
tes
t, r
egar
dle
ss o
f th
e w
eath
er c
ondit
ions.
It
is v
ery i
mport
ant
that
all
wei
ghts
, th
e num
ber
of
peo
ple
on b
oar
d, et
c., re
mai
n c
onst
ant
thro
ughout
the
test
.
4.1
In
itia
l w
alk
th
rou
gh
an
d s
urv
ey
The
per
son r
esponsi
ble
for
conduct
ing t
he
incl
inin
g t
est
should
arr
ive
on b
oar
d t
he
ship
wel
l in
advan
ce o
f
the
sch
edu
led t
ime
of
the
test
to
en
sure
th
at t
he
ship
is
pro
per
ly p
repar
ed f
or
the
test
. I
f th
e sh
ip t
o b
e
incl
ined
is
larg
e, a
pre
lim
inar
y w
alk t
hro
ugh m
ay n
eed t
o b
e done
the
day
pre
ced
ing t
he
actu
al i
ncl
ine.
SL
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e 34
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oc
To e
nsu
re t
he
safe
ty o
f per
sonnel
conduct
ing t
he
wal
k t
hro
ugh,
and t
o i
mpro
ve
the
docu
men
tati
on o
f
surv
eyed
wei
ghts
and d
efic
ienci
es,
at l
east
tw
o p
erso
ns
should
mak
e th
e in
itia
l w
alk t
hro
ugh.
Thin
gs
to
chec
k i
ncl
ude:
all
co
mpar
tmen
ts a
re o
pen
, cl
ean
, an
d d
ry,
tanks
are
wel
l ven
tila
ted a
nd g
as-f
ree,
movab
le
or
susp
ended
ite
ms
are
secu
red a
nd t
hei
r posi
tion d
ocu
men
ted,
pen
dulu
ms
are
in p
lace
, w
eights
are
on
boar
d a
nd i
n p
lace
, a
cran
e or
oth
er m
ethod f
or
movin
g w
eights
is
avai
lable
, an
d t
he
nec
essa
ry p
lans
and
equip
men
t ar
e av
aila
ble
. B
efore
beg
innin
g t
he
incl
inin
g t
est,
the
per
son c
onduct
ing t
he
test
should
:
4.1
.1
consi
der
the
wea
ther
condit
ions.
T
he
com
bin
ed a
dver
se e
ffec
t of
win
d,
curr
ent
and s
ea m
ay r
esult
in
dif
ficu
ltie
s or
even
an
inv
alid
tes
t d
ue
to t
he
foll
ow
ing
:
4.1
.1.1
in
abil
ity
to
acc
ura
tely
rec
ord
fre
eboar
ds
and d
raughts
;
4.1
.1.2
ex
cess
ive
or
irre
gula
r osc
illa
tions
of
the
pen
dulu
ms;
4.1
.1.3
var
iati
ons
in u
nav
oid
able
super
impose
d h
eeli
ng m
om
ents
.
In s
om
e in
stan
ces,
unle
ss c
ondit
ions
can b
e su
ffic
ientl
y i
mpro
ved
by m
ovin
g t
he
ship
to a
bet
ter
loca
tion,
it m
ay b
e nec
essa
ry t
o d
elay
or
post
pone
the
test
. A
ny s
ignif
ican
t quan
titi
es o
f ra
in,
snow
, or
ice
should
be
rem
ov
ed f
rom
the
ship
bef
ore
th
e te
st.
If
bad
wea
ther
condit
ions
are
det
ecte
d e
arly
enough a
nd t
he
wea
ther
fore
cast
does
not
call
for
impro
vin
g c
ondit
ions,
the
Adm
inis
trat
ion r
epre
senta
tive
should
be
advis
ed p
rior
to d
epar
ture
fro
m t
he
off
ice
and a
n a
lter
nat
ive
dat
e sc
hed
ule
d;
4.1
.2
mak
e a
quic
k o
ver
all
surv
ey o
f th
e sh
ip t
o m
ake
sure
the
ship
is
com
ple
te e
nough t
o c
onduct
the
test
and
to e
nsu
re t
hat
all
eq
uip
men
t is
in
pla
ce.
An e
stim
ate
of
item
s w
hic
h w
ill
be
outs
tandin
g a
t th
e ti
me
of
the
incl
inin
g t
est
should
be
incl
uded
as
par
t of
any t
est
pro
cedure
subm
itte
d t
o t
he
Adm
inis
trat
ion.
This
is
requir
ed s
o t
hat
the
Adm
inis
trat
ion r
epre
senta
tive
can a
dvis
e th
e sh
ipyar
d/
nav
al a
rchit
ect
if i
n t
hei
r
opin
ion t
he
ship
wil
l not
be
suff
icie
ntl
y c
om
ple
te t
o c
onduct
the
incl
ine
and t
hat
it
should
be
resc
hed
ule
d.
If t
he
condit
ion o
f th
e sh
ip i
s not
accu
rate
ly d
epic
ted i
n t
he
test
pro
cedure
and a
t th
e ti
me
of
the
incl
inin
g
test
the
Adm
inis
trat
ion r
epre
senta
tive
consi
der
s th
at t
he
ship
is
in s
uch
condit
ion t
hat
an a
ccura
te i
ncl
ine
cannot
be
conduct
ed,
the
repre
senta
tive
may
ref
use
to a
ccep
t th
e in
clin
e an
d r
equir
e th
at t
he
incl
ine
be
conduct
ed a
t a
late
r dat
e;
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4.1
.3
ente
r al
l em
pty
tan
ks
afte
r it
is
det
erm
ined
th
at t
hey
are
wel
l ven
tila
ted a
nd g
as-f
ree
to e
nsu
re t
hat
th
ey a
re
dry
and f
ree
of
deb
ris.
E
nsu
re t
hat
any p
ress
ed-u
p t
anks
are
indee
d f
ull
and f
ree
of
air
pock
ets.
T
he
anti
cipat
ed l
iquid
load
ing f
or
the
incl
ine
should
be
incl
ud
ed i
n t
he
pro
ced
ure
req
uir
ed t
o b
e su
bm
itte
d t
o
the
Adm
inis
trat
ion;
4.1
.4
surv
ey t
he
enti
re s
hip
to i
den
tify
all
ite
ms
whic
h n
eed
to
be
add
ed t
o t
he
ship
, re
mov
ed f
rom
th
e sh
ip,
or
relo
cate
d o
n t
he
ship
to b
ring t
he
ship
to t
he
light-
ship
condit
ion.
Eac
h i
tem
should
be
clea
rly i
den
tifi
ed
by w
eight
and v
erti
cal
and l
ongit
udin
al l
oca
tion.
If
nec
essa
ry,
the
tran
sver
se l
oca
tio
n s
ho
uld
als
o b
e
reco
rded
. T
he
incl
inin
g w
eights
, th
e pen
dulu
ms,
any t
empora
ry e
quip
men
t an
d d
unnag
e, a
nd t
he
peo
ple
on b
oar
d d
uri
ng t
he
incl
inin
g t
est
are
all
amo
ng
th
e w
eigh
ts t
o b
e re
moved
to o
bta
in t
he
light-
ship
condit
ion.
The
per
son c
alcu
lati
ng t
he
light-
ship
char
acte
rist
ics
from
the
dat
a gat
her
ed d
uri
ng t
he
incl
ine
and s
urv
ey a
nd/o
r th
e per
son r
evie
win
g t
he
incl
inin
g t
est
may
not
hav
e bee
n p
rese
nt
duri
ng t
he
test
and
should
be
able
to d
eter
min
e th
e ex
act
loca
tion o
f th
e it
ems
from
the
dat
a re
cord
ed a
nd t
he
ship
's d
raw
ings.
Any t
anks
conta
inin
g l
iquid
s sh
ould
be
accu
rate
ly s
ounded
and t
he
soundin
gs
reco
rded
;
4.1
.4.1
it
is
reco
gniz
ed t
hat
the
wei
ght
of
som
e it
ems
on b
oar
d,
or
that
are
to b
e ad
ded
, m
ay h
ave
to b
e es
tim
ated
.
If t
his
is
nec
essa
ry,
it i
s in
th
e b
est
inte
rest
of
safe
ty t
o b
e o
n t
he
safe
sid
e w
hen
est
imat
ing
, so
th
e
foll
ow
ing r
ule
s of
thum
b s
hould
be
foll
ow
ed:
4.1
.4.1
.1
when
est
imat
ing w
eights
to b
e ad
ded
:
- es
tim
ate
hig
h f
or
item
s to
be
add
ed h
igh
in
the
ship
.
- es
tim
ate
low
for
item
s to
be
add
ed l
ow
in
th
e sh
ip.
4.1
.4.1
.2
when
est
imat
ing w
eights
to b
e re
moved
:
- es
tim
ate
low
for
item
s to
be
rem
ov
ed f
rom
hig
h i
n t
he
ship
.
- es
tim
ate
hig
h f
or
item
s to
be
rem
ov
ed f
rom
lo
w i
n t
he
ship
.
4.1
.4.1
.3
when
est
imat
ing
wei
ghts
to
be
relo
cate
d:
- es
tim
ate
hig
h f
or
item
s to
be
relo
cate
d t
o a
hig
her
po
int
in t
he
ship
.
- es
tim
ate
low
for
item
s to
be
relo
cate
d t
o a
lo
wer
poin
t in
th
e sh
ip.
SL
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4.2
F
reeb
oa
rd/d
rau
gh
t re
ad
ing
s
4.2
.1
Fre
eboar
d/d
raught
read
ings
should
be
taken
to e
stab
lish
the
posi
tio
n o
f th
e w
ater
lin
e in
ord
er t
o d
eter
min
e
the
dis
pla
cem
ent
of
the
ship
at
the
tim
e o
f th
e in
clin
ing t
est.
It
is
reco
mm
ended
that
at
leas
t fi
ve
free
boar
d
read
ings,
appro
xim
atel
y e
qual
ly s
pac
ed,
be
taken
on e
ach s
ide
of
the
ship
or
that
all
dra
ught
mar
ks
(forw
ard,
mid
ship
, an
d a
ft)
be
read
on e
ach s
ide
of
the
ship
. D
raught
mar
k r
eadin
gs
should
be
taken
to
assi
st i
n d
eter
min
ing
the
wat
erli
ne
def
ined
by f
reeb
oar
d r
eadin
gs,
or
to v
erif
y t
he
ver
tica
l lo
cati
on o
f
dra
ught
mar
ks
on s
hip
s w
her
e th
eir
loca
tion h
as n
ot
bee
n c
onfi
rmed
. T
he
loca
tions
for
each
fre
eboar
d
read
ing
should
be
clea
rly
mar
ked
.
The
longit
udin
al
loca
tion
along
the
ship
sh
ould
be
accu
rate
ly
det
erm
ined
and r
ecord
ed s
ince
the
(mould
ed)
dep
th a
t ea
ch p
oin
t w
ill
be
obta
ined
fro
m t
he
ship
's l
ines
.
All
fre
eboar
d m
easu
rem
ents
should
incl
ude
a re
fere
nce
note
cla
rify
ing t
he
incl
usi
on o
f th
e co
amin
g i
n t
he
mea
sure
men
t an
d t
he
coam
ing h
eight.
4.2
.2
Dra
ught
and f
reeb
oar
d r
eadin
gs
should
be
read
im
med
iate
ly b
efore
or
imm
edia
tely
aft
er t
he
incl
inin
g t
est.
Wei
ghts
should
be
on b
oar
d a
nd i
n p
lace
and a
ll p
erso
nnel
who w
ill
be
on b
oar
d d
uri
ng t
he
test
, in
cludin
g
those
who w
ill
be
stat
ioned
to r
ead t
he
pen
dulu
ms,
should
be
on b
oar
d a
nd i
n l
oca
tion d
uri
ng t
hes
e
read
ings.
T
his
is
par
ticu
larl
y i
mport
ant
on s
mal
l sh
ips.
If
rea
din
gs
are
mad
e af
ter
the
test
, th
e sh
ip s
hould
be
mai
nta
ined
in
th
e sa
me
condit
ion
as
duri
ng
the
test
.
Fo
r sm
all
ship
s,
it
may
b
e n
eces
sary
to
counte
rbal
ance
the
list
and t
rim
eff
ects
of
the
free
boar
d m
easu
ring p
arty
. W
hen
poss
ible
, re
adin
gs
should
be
taken
fro
m a
sm
all
boat
.
4.2
.3
A s
mal
l boat
should
be
avai
lable
to a
id i
n t
he
takin
g o
f fr
eeboar
d a
nd d
raught
mar
k r
eadin
gs.
It
should
hav
e lo
w f
reeb
oar
d t
o p
erm
it a
ccura
te o
bse
rvat
ion o
f th
e re
adin
gs.
4.2
.4
The
spec
ific
gra
vit
y o
f th
e fl
ota
tion w
ater
should
be
det
erm
ined
at
this
tim
e.
Sam
ple
s sh
ould
be
taken
fro
m a
suff
icie
nt
dep
th o
f th
e w
ater
to
ensu
re a
tru
e re
pre
senta
tio
n o
f th
e fl
ota
tio
n w
ater
an
d n
ot
mer
ely
surf
ace
wat
er,
whic
h c
ould
conta
in f
resh
wat
er f
rom
run-o
ff o
f ra
in.
A h
ydro
met
er s
hould
be
pla
ced i
n a
wat
er s
ample
and t
he
spec
ific
gra
vit
y r
ead a
nd r
ecord
ed.
For
larg
e sh
ips,
it
is r
eco
mm
end
ed t
hat
sam
ple
s
of
the
flota
tion w
ater
be
taken
forw
ard,
mid
ship
, an
d a
ft a
nd t
he
read
ings
aver
aged
. F
or
smal
l sh
ips,
one
sam
ple
tak
en f
rom
mid
ship
s sh
ould
be
suff
icie
nt.
T
he
tem
per
ature
of
the
wat
er s
hould
be
taken
and t
he
mea
sure
d s
pec
ific
gra
vit
y c
orr
ecte
d f
or
dev
iati
on f
rom
the
stan
dar
d,
if n
eces
sary
. A
corr
ecti
on t
o w
ater
spec
ific
gra
vit
y i
s not
nec
essa
ry i
f th
e sp
ecif
ic g
ravit
y i
s det
erm
ined
at
the
incl
inin
g e
xper
imen
t si
te.
SL
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oc
Corr
ecti
on
is
nec
essa
ry
if
spec
ific
gra
vit
y
is
mea
sure
d
wh
en
sam
ple
te
mper
atu
re
dif
fers
fr
om
th
e
tem
per
atu
re a
t th
e ti
me
of
the
incl
inin
g (
e.g., i
f ch
eck o
f sp
ecif
ic g
ravit
y i
s done
at t
he
off
ice)
.
4.2
.5
A d
raught
mar
k r
eadin
g m
ay b
e su
bst
itute
d f
or
a giv
en f
reeb
oar
d r
eadin
g a
t th
at l
ongit
udin
al l
oca
tion i
f
the
hei
ght
and l
oca
tion o
f th
e m
ark h
ave
bee
n v
erif
ied t
o b
e ac
cura
te b
y a
kee
l su
rvey
whil
e th
e sh
ip w
as
in d
ry-d
ock
.
4.2
.6
A d
evic
e, s
uch
as
a dra
ught
tube,
can
be
use
d t
o i
mpro
ve
the
accu
racy
of
free
boar
d/d
raught
read
ings
by
dam
pin
g o
ut
wav
e ac
tion.
4.2
.7
The
dim
ensi
ons
giv
en o
n a
ship
's l
ines
dra
win
g a
re n
orm
ally
mould
ed d
imen
sions.
In
the
case
of
dep
th,
this
mea
ns
the
dis
tance
fro
m t
he
insi
de
of
the
bott
om
sh
ell
to t
he
insi
de
of
the
dec
k p
late
. I
n o
rder
to
plo
t
the
ship
's w
ater
line
on t
he
lines
dra
win
g,
the
free
boar
d r
eadin
gs
should
be
conver
ted t
o m
ould
ed d
raughts
.
Sim
ilar
ly,
the
dra
ught
mar
k r
eadin
gs
should
be
corr
ecte
d f
rom
extr
eme
(bott
om
of
kee
l) t
o m
ould
ed (
top
of
kee
l) b
efore
plo
ttin
g. A
ny d
iscr
epan
cy b
etw
een t
he
free
boar
d/d
raught
read
ings
should
be
reso
lved
.
4.2
.8
The
mea
n d
raught
(aver
age
of
port
and s
tarb
oar
d r
eadin
gs)
should
be
calc
ula
ted f
or
each
of
the
loca
tions
wher
e fr
eeboar
d/d
raught
read
ings
are
taken
and p
lott
ed o
n t
he
ship
's l
ines
dra
win
g o
r outb
oar
d p
rofi
le t
o
ensu
re t
hat
all
rea
din
gs
are
consi
sten
t an
d t
oget
her
def
ine
the
corr
ect
wat
erli
ne.
T
he
resu
ltin
g p
lot
should
yie
ld e
ith
er a
str
aig
ht
lin
e o
r a
wat
erli
ne
whic
h i
s ei
ther
hogged
or
sagged
. I
f in
consi
sten
t re
adin
gs
are
obta
ined
, th
e fr
eeboar
ds/
dra
ughts
should
be
reta
ken
.
4.3
T
he i
ncli
ne
4.3
.1
Pri
or
to a
ny w
eight
movem
ents
the
foll
ow
ing s
hould
be
chec
ked
:
4.3
.1.1
th
e m
oori
ng a
rran
gem
ent
should
be
chec
ked
to
en
sure
th
at t
he
ship
is
float
ing f
reel
y.
(T
his
should
be
done
just
pri
or
to e
ach r
eadin
g o
f th
e pen
dulu
ms.
)
4.3
.1.2
th
e pen
dulu
ms
should
be
mea
sure
d a
nd t
hei
r le
ngth
s re
cord
ed.
The
pen
dulu
ms
should
be
alig
ned
so t
hat
when
the
ship
hee
ls,
the
wir
e w
ill
be
close
enough t
o t
he
bat
ten t
o e
nsu
re a
n a
ccura
te r
eadin
g b
ut
wil
l not
com
e in
to c
onta
ct w
ith t
he
bat
ten. T
he
typic
al s
atis
fact
ory
arr
angem
ent
is s
how
n i
n f
igure
A2-2
.4.6
.
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\48\4
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4.3
.1.3
th
e in
itia
l posi
tio
n o
f th
e w
eig
hts
is
mar
ked
on
th
e dec
k.
This
can
be
done
by t
raci
ng t
he
outl
ine
of
the
wei
ghts
on t
he
dec
k.
4.3
.1.4
th
e co
mm
unic
atio
ns
arra
ngem
ent
is a
deq
uat
e.
4.3
.1.5
al
l per
sonnel
are
in p
lace
.
4.3
.2
A p
lot
should
be
run d
uri
ng t
he
test
to e
nsu
re t
hat
acc
epta
ble
dat
a ar
e bei
ng o
bta
ined
. T
ypic
ally
, th
e
absc
issa
of
the
plo
t w
ill
be
hee
lin
g m
om
ent
(wei
gh
t ti
mes
dis
tance
) an
d t
he
ord
inat
e w
ill
be
the
tan
gen
t o
f
the
hee
l an
gle
(def
lect
ion o
f th
e pen
dulu
m d
ivid
ed b
y t
he
length
of
the
pen
dulu
m).
T
his
plo
tted
lin
e does
not
nec
essa
rily
pas
s th
rough t
he
ori
gin
or
any o
ther
par
ticu
lar
poin
t fo
r no s
ingle
poin
t is
more
sig
nif
ican
t
than
any o
ther
poin
t.
A l
inea
r re
gre
ssio
n a
nal
ysi
s is
oft
en u
sed t
o f
it t
he
stra
ight
lin
e.
The
wei
gh
t
movem
ents
show
n i
n f
igure
A2-4
.3.2
-1 g
ive
a good s
pre
ad o
f poin
ts o
n t
he
test
plo
t.
Fig
ure
: A
2-4
.3.2
.1
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oc
Plo
ttin
g
all
of
the
read
ings
for
each
of
the
pen
dulu
ms
duri
ng
the
incl
inin
g
exper
imen
t ai
ds
in
the
dis
cover
y o
f bad
rea
din
gs.
S
ince
W(x
)/ta
n 0
should
be
const
ant,
the
plo
tted
lin
e sh
ould
be
stra
ight.
Dev
iati
ons
from
a s
trai
ght
line
are
an i
ndic
atio
n t
hat
ther
e w
ere
oth
er m
om
ents
act
ing o
n t
he
ship
duri
ng
the
incl
inin
g.
Thes
e oth
er m
om
ents
should
be
iden
tifi
ed,
the
cause
corr
ecte
d,
and t
he
wei
gh
t m
ov
emen
ts
repea
ted u
nti
l a
stra
ight
line
is a
chie
ved
. F
igure
s A
2-4
.3.2
-2 t
hro
ugh A
2-4
.3.2
-5 i
llust
rate
exam
ple
s of
how
to d
etec
t so
me
of
thes
e oth
er m
om
ents
duri
ng t
he
incl
inin
g,
and a
rec
om
men
ded
solu
tion f
or
each
case
. F
or
sim
pli
city
, only
the
aver
age
of
the
read
ings
is s
how
n o
n t
he
incl
inin
g p
lots
.
Fig
ure
: A
2-4
.3.2
.2
Fig
ure
: A
2-4
.3.2
.3
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Fig
ure
: A
2-4
.3.2
.4
Fig
ure
: A
2-4
.3.2
.5
4.3
.3
Once
ever
yth
ing a
nd e
ver
yone
is i
n p
lace
, th
e ze
ro p
osi
tion s
hould
be
obta
ined
and t
he
rem
ainder
of
the
exper
imen
t co
nduct
ed a
s quic
kly
as
poss
ible
, w
hil
e m
ainta
inin
g a
ccura
cy a
nd p
roper
pro
cedure
s, i
n o
rder
to m
inim
ize
the
poss
ibil
ity o
f a
chan
ge
in e
nv
iron
men
tal
condit
ion
s d
uri
ng t
he
test
.
4.3
.4
Pri
or
to e
ach p
endulu
m r
eadin
g,
each
pen
dulu
m s
tati
on s
hould
rep
ort
to t
he
contr
ol
stat
ion w
hen
the
pen
dulu
m h
as s
topped
sw
ingin
g.
Then
, th
e co
ntr
ol
stat
ion w
ill
giv
e a
"sta
ndby"
war
nin
g a
nd t
hen
a
"mar
k"
com
man
d.
When
"m
ark"
is g
iven
, th
e bat
ten a
t ea
ch p
osi
tion s
hould
be
mar
ked
at
the
loca
tio
n o
f
the
pen
dulu
m w
ire.
If
the
wir
e w
as o
scil
lati
ng s
lightl
y,
the
centr
e of
the
osc
illa
tions
should
be
taken
as
the
mar
k.
If
any o
f th
e pen
dulu
m r
eader
s does
not
thin
k t
he
read
ing w
as a
good o
ne,
the
read
er s
hould
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oc
advis
e th
e co
ntr
ol
stat
ion a
nd t
he
poin
t sh
ould
be
reta
ken
for
all
pen
dulu
m s
tati
ons.
L
ikew
ise,
if
the
contr
ol
stat
ion s
usp
ects
the
accu
racy
of
a re
adin
g,
it s
hould
be
repea
ted f
or
all
the
pen
dulu
m s
tati
ons.
Nex
t to
the
mar
k o
n t
he
bat
ten s
hould
be
wri
tten
the
num
ber
of
the
wei
ght
movem
ent,
such
as
zero
for
the
init
ial
posi
tion a
nd o
ne
thro
ugh s
even
for
the
wei
ght
movem
ents
.
4.3
.5
Eac
h w
eight
movem
ent
should
be
mad
e in
the
sam
e dir
ecti
on,
norm
ally
tra
nsv
erse
ly,
so a
s not
to c
han
ge
the
trim
of
the
ship
. A
fter
eac
h w
eight
movem
ent,
the
dis
tance
the
wei
ght
was
mo
ved
(ce
ntr
e to
cen
tre)
should
be
mea
sure
d a
nd t
he
hee
ling m
om
ent
calc
ula
ted
by m
ult
iply
ing
th
e d
ista
nce
by
th
e am
ou
nt
of
wei
ght
moved
. T
he
tangen
t is
cal
cula
ted f
or
each
pen
dulu
m b
y d
ivid
ing t
he
def
lect
ion b
y t
he
length
of
the
pen
dulu
m.
The
resu
ltan
t ta
ngen
ts a
re p
lott
ed o
n t
he
gra
ph
. P
rovid
ed t
her
e is
good
ag
reem
ent
amo
ng
the
pen
dulu
ms
wit
h r
egar
d t
o t
he
tan �
thet
a' v
alue,
the
aver
age
of
the
pen
dulu
m r
eadin
gs
may
be
gra
phed
inst
ead o
f plo
ttin
g e
ach o
f th
e re
adin
gs.
4.3
.6
Incl
inin
g d
ata
shee
ts s
hould
be
use
d s
o t
hat
no d
ata
are
forg
ott
en a
nd s
o t
hat
the
dat
a ar
e cl
ear,
conci
se,
and c
onsi
sten
t in
form
and f
orm
at.
Pri
or
to d
epar
ting t
he
ship
, th
e per
son c
onduct
ing t
he
test
and t
he
Adm
inis
trat
ion r
epre
senta
tive
should
init
ial
each
dat
a sh
eet
as a
n i
ndic
atio
n o
f th
eir
concu
rren
ce w
ith t
he
reco
rded
dat
a.
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An
nex
4
�
Det
erm
ina
tio
n o
f sh
ip's
sta
bil
ity
by
mea
ns
of
roll
ing
Per
iod
tes
ts (
for
ship
s u
p t
o
70
m i
n l
eng
th)
1
Rec
ogniz
ing
the
des
irab
ilit
y
of
sup
ply
ing
to
m
aste
rs
of
smal
l sh
ips
inst
ruct
ions
for
a si
mpli
fied
det
erm
inat
ion
of
init
ial
stab
ilit
y,
atte
nti
on
was
giv
en t
o t
he
roll
ing p
erio
d t
ests
. S
tudie
s on t
his
mat
ter
show
ed t
hat
the
roll
ing p
erio
d t
est
may
be
reco
mm
ended
as
a use
ful
mea
ns
of
appro
xim
atel
y d
eter
min
ing
the
init
ial
stab
ilit
y o
f sm
all
ship
s w
hen
it
is n
ot
pra
ctic
able
to g
ive
appro
ved
load
ing c
ondit
ions
or
oth
er
stab
ilit
y i
nfo
rmat
ion, or
as a
supple
men
t to
such
info
rmat
ion.
2
Inves
tigat
ions
com
pri
sing t
he
eval
uat
ion o
f a
nu
mber
of
incl
inin
g a
nd r
oll
ing t
ests
acc
ord
ing t
o v
ario
us
form
ula
e sh
ow
ed t
hat
the
foll
ow
ing f
orm
ula
gav
e th
e bes
t re
sult
s an
d i
t h
as t
he
advan
tage
of
bei
ng t
he
sim
ple
st:
2
r
0)
TfB (G
M%
wher
e:
f =
fa
cto
r fo
r th
e ro
llin
g p
erio
d (
roll
ing c
oef
fici
ent)
as
giv
en i
n 1
.6.4
;
B
= b
read
th o
f th
e sh
ip i
n m
etre
s;
Tr
=
tim
e fo
r a
full
ro
llin
g p
erio
d i
n s
eco
nds
(i.e
. fo
r one
osc
illa
tion "
to a
nd f
ro"
port
- s
tarb
oar
d -
port
,
or
vic
e v
ersa).
3
The
fact
or
"f"
is o
f th
e gre
ates
t im
port
ance
and t
he
dat
a fr
om
the
above
test
s w
ere
use
d f
or
asse
ssin
g t
he
infl
uen
ce o
f th
e dis
trib
uti
on o
f th
e var
ious
mas
ses
in t
he
whole
body o
f th
e lo
aded
ship
.
4
For
coas
ters
of
norm
al s
ize
(excl
udin
g t
anker
s) a
nd f
ish
ing v
esse
ls,
the
foll
ow
ing
aver
age
val
ues
wer
e
obse
rved
:
SL
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oc
f
val
ues
Em
pty
ship
or
ship
car
ryin
g b
alla
st
f ~
0.8
8
Sh
ip
full
y
load
ed
and
wit
h
liquid
s in
ta
nks
com
pri
sing
the
foll
ow
ing
per
centa
ge
of
the
tota
l lo
ad o
n b
oar
d (
i.e.
car
go,
liquid
s,
sto
res,
etc
.)
20%
of
tota
l lo
ad
f ~
0.7
8
10%
of
tota
l lo
ad
f ~
0.7
5
5%
of
tota
l lo
ad
f ~
0.7
3
Double
boom
shri
mp f
ishin
g b
oat
s f
~ 0
.95
Dee
p s
ea f
ishin
g b
oat
s f
~ 0
.80
Boat
s w
ith l
ive
fish
wel
l f
~ 0
.60
The
stat
ed v
alues
are
mea
n v
alues
. G
ener
ally
, obse
rved
f v
alues
wer
e w
ithin
+ 0
.05 o
f th
ose
giv
en a
bove.
5
The
above
f-val
ues
wer
e bas
ed u
pon a
ser
ies
of
lim
ited
tes
ts a
nd,
ther
efore
, A
dm
inis
trat
ions
should
re-e
xam
ine
thes
e in
the
light
of
any d
iffe
rent
circ
um
stan
ces
apply
ing t
o t
hei
r ow
n s
hip
s.
6
It s
hould
be
note
d t
hat
the
gre
ater
the
dis
tance
of
mas
ses
from
the
roll
ing a
xis
, th
e gre
ater
the
roll
ing
coef
fici
ent
wil
l b
e. T
her
efore
it
can b
e ex
pec
ted t
hat
:
6.1
th
e ro
llin
g c
oef
fici
ent
for
an u
nlo
aded
ship
, i.
e. f
or
a holl
ow
body,
wil
l be
hig
her
than
that
for
a lo
aded
ship
; an
d
6.2
th
e ro
llin
g c
oef
fici
ent
for
a sh
ip c
arry
ing a
gre
at a
mount
of
bunker
s an
d b
alla
st -
both
gro
ups
are
usu
ally
loca
ted i
n t
he
double
bott
om
, i.
e. f
ar a
way
fro
m t
he
roll
ing a
xis
- w
ill
be
hig
her
than
that
of
the
sam
e sh
ip
hav
ing a
n e
mpty
double
bott
om
.
7
The
above
reco
mm
ended
roll
ing c
oef
fici
ents
wer
e det
erm
ined
by t
ests
wit
h s
hip
s in
port
and w
ith t
hei
r
consu
mab
le l
iquid
s at
norm
al w
ork
ing l
evel
s; t
hus,
the
infl
uen
ces
exer
ted b
y t
he
vic
init
y o
f th
e quay
, th
e
lim
ited
dep
th o
f w
ater
and t
he
free
surf
aces
of
liquid
s in
ser
vic
e ta
nks
are
cover
ed.
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8
Exper
imen
ts h
ave
show
n t
hat
the
resu
lts
of
the
roll
ing t
est
met
hod g
et i
ncr
easi
ngly
les
s re
liab
le t
he
nea
rer
they
appro
ach G
M-v
alues
of
0.2
0 m
and b
elow
.
9
Fo
r th
e fo
llo
win
g
reas
on
s,
it
is
not
gen
eral
ly
reco
mm
end
ed
that
re
sult
s b
e o
bta
ined
fr
om
ro
llin
g
osc
illa
tions
taken
in a
sea
way
:
9.1
ex
act
coef
fici
ents
for
test
s in
open
wat
ers
are
not
avai
lable
;
9.2
th
e ro
llin
g p
erio
ds
obse
rved
may
not
be
free
osc
illa
tions
but
forc
ed o
scil
lati
ons
due
to s
eaw
ay;
9.3
fr
equen
tly,
osc
illa
tions
are
eith
er i
rreg
ula
r o
r only
reg
ula
r fo
r to
o s
hort
an
in
terv
al o
f ti
me
to a
llo
w
accu
rate
mea
sure
men
ts t
o b
e obse
rved
; an
d
9.4
sp
ecia
lize
d r
ecord
ing e
quip
men
t is
nec
essa
ry.
10
How
ever
, so
met
imes
it
may
be
des
irab
le t
o u
se t
he
ship
's p
erio
d o
f ro
ll a
s a
mea
ns
of
appro
xim
atel
y
judgin
g th
e st
abil
ity at
se
a. If
th
is is
done,
ca
re sh
ould
be
taken
to
dis
card
re
adin
gs
whic
h dep
art
appre
ciab
ly f
rom
the
maj
ori
ty o
f oth
er o
bse
rvat
ions.
F
orc
ed o
scil
lati
ons
corr
espondin
g t
o t
he
sea
per
iod
and d
iffe
ring f
rom
the
nat
ura
l per
iod a
t w
hic
h t
he
ship
see
ms
to m
ove
should
be
dis
regar
ded
. I
n o
rder
to
obta
in s
atis
fact
ory
res
ult
s, i
t m
ay b
e nec
essa
ry t
o s
elec
t in
terv
als
when
the
sea
acti
on i
s le
ast
vio
lent
and i
t
may
be
nec
essa
ry t
o d
isca
rd a
consi
der
able
num
ber
of
obse
rvat
ions.
11
In v
iew
of
the
fore
goin
g c
ircu
mst
ance
s, i
t nee
ds
to b
e re
cogniz
ed t
hat
the
det
erm
inat
ion o
f th
e st
abil
ity b
y
mea
ns
of
the
roll
ing
tes
t in
dis
turb
ed w
ater
s sh
ould
only
be
regar
ded
as
a ver
y a
ppro
xim
ate
esti
mat
ion.
12
The
form
ula
giv
en i
n p
arag
raph 2
above
can b
e re
duce
d t
o:
2
r
0T
FG
M%
and t
he
Adm
inis
trat
ion s
hould
det
erm
ine
the
F-v
alue(
s) f
or
each
ship
.
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13
Th
e d
eter
min
atio
n o
f th
e st
abil
ity
can
be
sim
pli
fied
by
giv
ing
th
e m
aste
r p
erm
issi
ble
roll
ing p
erio
ds,
in
rela
tion t
o t
he
dra
ughts
, fo
r th
e ap
pro
pri
ate
val
ue(
s) o
f F
consi
der
ed n
eces
sary
.
14
The
init
ial
stab
ilit
y
may
al
so
be
more
ea
sily
det
erm
ined
gra
phic
ally
by
usi
ng
the
atta
ched
sa
mple
nom
ogra
m (
figure
A3-1
4)
as d
escr
ibed
bel
ow
:
14.1
T
he
val
ues
for B
and f
are
mar
ked
in t
he
rele
van
t sc
ales
and c
onnec
ted b
y a
str
aight
line
(1).
T
his
str
aight
lin
e in
ters
ects
th
e ver
tica
l li
ne
(mm
) at
th
e p
oin
t M
.
14.2
A
sec
ond s
trai
ght
line
(2)
whic
h c
onnec
ts t
his
poin
t M
and t
he
poin
t on t
he Tr
scal
e co
rres
pondin
g w
ith
the
det
erm
ined
ro
llin
g p
erio
d, in
ters
ects
the
GM
sca
le a
t th
e re
ques
ted
val
ue.
15
Sec
tion 1
6 s
how
s an
exam
ple
of
a re
com
men
ded
form
in w
hic
h t
hes
e in
stru
ctio
ns
mig
ht
be
pre
sente
d b
y
each
Adm
inis
trat
ion t
o t
he
mas
ters
. I
t is
consi
der
ed t
hat
eac
h A
dm
inis
trat
ion s
hould
rec
om
men
d t
he
F-v
alue
or
val
ues
to b
e use
d.
16
Tes
t p
roce
du
re
16.1
T
he
roll
ing p
erio
d r
equir
ed i
s th
e ti
me
for
one
com
ple
te o
scil
lati
on o
f th
e sh
ip a
nd t
o e
nsu
re t
he
most
accu
rate
res
ult
s in
obta
inin
g t
his
val
ue
the
foll
ow
ing p
reca
uti
ons
should
be
obse
rved
:
16.1
.1
The
test
should
be
conduct
ed w
ith t
he
ship
in h
arbour,
in s
mooth
wat
er w
ith t
he
min
imu
m i
nte
rfer
ence
from
the
win
d a
nd t
ide.
16.1
.2
Sta
rtin
g w
ith t
he
ship
at
the
extr
eme
end o
f a
roll
to o
ne
side
(say
port
) an
d t
he
ship
about
to m
ove
tow
ards
the
upri
ght,
one
com
ple
te o
scil
lati
on w
ill
hav
e bee
n m
ade
when
the
ship
has
moved
rig
ht
acro
ss
to th
e oth
er ex
trem
e si
de
(i.e
. st
arboar
d)
and re
turn
ed to
th
e ori
gin
al st
arti
ng poin
t an
d is
ab
out
to
com
men
ce t
he
nex
t ro
ll.
16.1
.3
By m
eans
of
a st
op-w
atch
, th
e ti
me
should
be
taken
fo
r not
less
` th
an ab
out
5 of
thes
e co
mple
te
osc
illa
tions;
the
counti
ng o
f th
ese
osc
illa
tions
should
beg
in w
hen
the
ship
is
at t
he
extr
eme
end o
f a
roll
.
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Aft
er a
llow
ing t
he
roll
to c
om
ple
tely
fad
e aw
ay,
this
oper
atio
n s
hould
be
repea
ted a
t le
ast
twic
e m
ore
.
If p
oss
ible
, in
ever
y c
ase
the
sam
e num
ber
of
com
ple
te o
scil
lati
ons
should
be
tim
ed t
o e
stab
lish
that
the
read
ings
are
consi
sten
t, i
.e.
repea
ting t
hem
selv
es w
ith
in r
easo
nab
le l
imit
s.
Kn
ow
ing
th
e to
tal
tim
e fo
r th
e
tota
l n
um
ber
of
osc
illa
tion
s m
ade,
th
e m
ean
tim
e fo
r one
com
ple
te o
scil
lati
on c
an b
e ca
lcula
ted.
16.1
.4
The
ship
can
be
mad
e to
roll
by r
hyth
mic
ally
lif
ting u
p a
nd p
utt
ing d
ow
n a
wei
ght
as f
ar o
ff m
iddle
-lin
e
as p
oss
ible
; by p
ull
ing o
n t
he
mas
t w
ith a
rope;
by p
eople
runnin
g a
thw
arts
hip
s in
unis
on;
or
by a
ny o
ther
mea
ns.
H
ow
ever
, an
d t
his
is
most
im
port
ant,
as
soon a
s th
is f
orc
ed r
oll
ing h
as c
om
men
ced t
he
mea
ns
by
whic
h i
t has
bee
n i
nduce
d s
hould
be
stopped
and t
he
ship
all
ow
ed t
o r
oll
fre
ely a
nd n
atura
lly.
If
roll
ing
has
bee
n i
nduce
d b
y l
ow
erin
g o
r ra
isin
g a
wei
ght
it i
s pre
fera
ble
that
the
wei
ght
is m
oved
by a
dock
side
cran
e.
If t
he
ship
's o
wn d
erri
ck i
s use
d,
the
wei
ght
should
be
pla
ced o
n t
he
dec
k,
at t
he
mid
dle
-lin
e, a
s
soon a
s th
e ro
llin
g i
s es
tabli
shed
.
16.1
.5
The
tim
ing a
nd c
ounti
ng o
f th
e osc
illa
tions
should
only
beg
in w
hen
it
is j
udged
that
the
ship
is
roll
ing
free
ly a
nd n
atura
lly a
nd o
nly
as
much
as
is n
eces
sary
to a
ccura
tely
count
thes
e osc
illa
tions.
16.1
.6
The
moori
ng s
hould
be
slac
k a
nd t
he
ship
"bre
aste
d o
ff"
to a
void
mak
ing a
ny c
onta
ct d
uri
ng i
ts r
oll
ing.
To c
hec
k t
his
, an
d a
lso t
o g
et s
om
e id
ea o
f th
e num
ber
of
osc
illa
tio
ns
that
can
be
reas
onab
ly c
ounte
d a
nd
tim
ed, a
pre
lim
inar
y r
oll
ing t
est
should
be
mad
e bef
ore
sta
rtin
g t
o r
ecord
act
ual
tim
es.
16.1
.7
Car
e sh
ould
be
taken
to e
nsu
re t
hat
ther
e is
a r
easo
nab
le c
lear
ance
of
wat
er u
nder
the
kee
l an
d a
t th
e si
des
of
the
ship
.
16.1
.8
Wei
ghts
of
reas
onab
le s
ize
whic
h a
re l
iable
to s
win
g (
e.g
. a
life
bo
at),
or
liab
le t
o m
ove
(e.g
. a
dru
m),
should
be
secu
red a
gai
nst
such
movem
ent.
T
he
free
surf
ace
effe
cts
of
slac
k t
anks
should
be
kep
t as
sm
all
as i
s pra
ctic
able
duri
ng t
he
test
and t
he
voyag
e.
16.2
L
imit
atio
ns
to t
he
use
of
this
met
hod
16.2
.1
A l
ong p
erio
d o
f ro
ll c
orr
espondin
g t
o a
GM
O o
f 0.2
0 m
or
bel
ow
indic
ates
a c
ondit
ion o
f lo
w s
tabil
ity.
How
ever
, under
such
cir
cum
stan
ces,
acc
ura
cy i
n d
eter
min
atio
n o
f th
e ac
tual
val
ue
of
GM
O i
s re
duce
d.
SL
F 4
8/4
/3
AN
NE
X
Pag
e 54
I:\S
LF
\48\4
-3.d
oc
16.2
.2
If,
for
som
e re
ason,
thes
e ro
llin
g t
ests
are
car
ried
out
in o
pen
, dee
p b
ut
smooth
wat
ers,
induci
ng t
he
roll
,
for
exam
ple
, by p
utt
ing o
ver
the
hel
m,
then
the
GM
O c
alcu
late
d b
y u
sing t
he
met
hod a
nd c
oef
fici
ent
of
par
agra
ph 1
.6.1
6.1
above
should
be
reduce
d b
y (
figure
to b
e es
tim
ated
by t
he
Adm
inis
trat
ion)
to o
bta
in
the
final
answ
er.
16.2
.3
The
det
erm
inat
ion o
f st
abil
ity b
y m
eans
of
the
roll
ing t
est
in d
istu
rbed
wat
ers
should
only
be
regar
ded
as
a ver
y a
ppro
xim
ate
esti
mat
ion.
If
such
tes
t is
per
form
ed,
care
should
be
taken
to d
isca
rd r
eadin
gs
whic
h
dep
art
appre
ciab
ly f
rom
the
maj
ori
ty o
f oth
er o
bse
rvat
ions.
F
orc
ed o
scil
lati
ons
corr
espondin
g t
o t
he
sea
per
iod a
nd d
iffe
ring f
rom
the
nat
ura
l per
iod a
t w
hic
h t
he
ves
sel
seem
s to
move
should
be
dis
regar
ded
. I
n
ord
er t
o o
bta
in s
atis
fact
ory
res
ult
s, i
t m
ay b
e n
eces
sary
to
sel
ect
inte
rval
s w
hen
the
sea
acti
on i
s le
ast
vio
lent
and i
t m
ay b
e nec
essa
ry t
o d
isca
rd a
consi
der
able
num
ber
of
obse
rvat
ions.
SL
F 4
8/4
/3
AN
NE
X
Pag
e 55
I:\S
LF
\48\4
-3.d
oc
DIA
GR
AM
Fig
ure
14
___________
Document 2
DEPARTMENT OF TRANSPORTATION
UNITED STATES COAST GUARD
NVIC 5-86
1 Aug 1986
NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 5-86
Subj: Voluntary Standards for U.S. Uninspected Commercial Fishing Vessels
1. PURPOSE. The purpose of this circular is to establish voluntary minimum standards for
U.S. uninspected commercial fishing vessels.
…
B. Roll Period Test - The Coast Guard declines to endorse the use of a roll period test in IMO
Resolution A/ES.IV/168 for several reasons.
1. First, a roll period test may be used by the operator to evaluate the vessel's stability while
underway by operators who do not fully understand the limitations of measuring the roll
period to evaluate stability. Measuring the roll period in still water is a case of free oscillation
where the measured roll period is the vessel’s natural roll period. This may or may not be the
case when the vessel rolls in a seaway. If waves of a constant period act upon the vessel for a
sufficiently long period of time, the measured roll period will be that of the waves. If waves of
a constant period are not experienced, the measured roll period may be the natural period of
the vessel or, more likely, a combination of the vessel's natural period of roll and the period of
the seaway.
2. Second, the roll period is only indicative of the vessel's metacentric height (GM) and not
the area under the righting arm curve or other important stability characteristics such as the
maximum righting arm, the angle at which the maximum righting arm occurs or the range of
stability.
3. Third, the data used to develop the nomogram shown in IMO Resolution A/ES.IV/168 was
taken from European fishing vessels and coastal freighters. The Coast Guard is not convinced
that the roll coefficients recommended are appropriate for U.S. fishing vessels considering the
number of fisheries that U.S. fishermen are engaged in and the diversity of hull forms and
arrangements used.
4. Finally, the Coast Guard is concerned that the roll coefficients do not accurately account for
the changes in the roll gyradius as the vessel operates between full load and burned out
conditions. A significant change in the roll gyradius means that the actual GM may be much
different than that indicated from measuring the roll period and calculating the GM based in
the equations given.
…
Document 3
Document 4
Extraits du Règlement français
�
���������������������� ����������������������������������������������� ����������������������������������������������
Article 221-II-1/08
(modifié par arrêté du 09/10/02)
Stabilité des navires à passagers après avarie
(Sous réserve des dispositions de l’article 221-II-1/08-1, les dispositions des paragraphes
2.3.1 à 2.3.4, 2.4, 5 et 6.2 s’appliquent aux navires à passagers construits le 29 avril 1990
ou après cette date.
Les dispositions des paragraphes 7.2, 7.3 et 7.4 s’appliquent à tous les navires à
passagers).
…
7.1 Le capitaine doit être en possession des données nécessaires pour assurer dans les
conditions d’exploitation une stabilité à l’état intact suffisante pour permettre au navire
de satisfaire aux conditions ci-dessus dans les hypothèses d’avarie les plus défavorables
restant dans le cadre défini plus haut. Dans le cas de navires pourvus de traverses
d’équilibrage, le capitaine du navire doit être informé des conditions de stabilité dans
lesquelles les calculs de la bande ont été effectués, et il doit être averti que si le navire se
trouvait, à l’état intact, dans des conditions moins avantageuses, il pourrait prendre une
bande trop importante en cas d’avarie.
7.2 Les données destinées à permettre au capitaine d’assurer une stabilité à l’état
intact suffisante, dont il est question au paragraphe 7.1 doivent comprendre des
renseignements donnant soit la hauteur maximale admissible du centre de gravité du
navire au-dessus de la quille (KG), soit la distance métacentrique minimale admissible
(GM), pour une gamme de tirants d’eau ou de déplacements suffisante pour couvrir toutes
les conditions d’exploitation. Ces renseignements doivent refléter l’influence de diverses
assiettes compte tenu des limites d’exploitation.
7.3 Les échelles de tirants d’eau doivent être marquées de façon bien lisible à l’avant
et à l’arrière de chaque navire. Lorsque les marques de tirants d’eau ne sont pas placées à
un endroit où elles sont facilement lisibles, ou lorsqu’il est difficile de les lire en raison
des contraintes d’exploitation liées au service particulier assuré, le navire doit aussi être
équipé d’un dispositif fiable de mesure du tirant d’eau permettant de déterminer les tirants
d’eau à l’avant et à l’arrière.
7.4 Après le chargement du navire et avant son appareillage, le capitaine doitdéterminer l’assiette et la stabilité du navire et aussi vérifier et indiquer par écrit que le
navire satisfait aux critères de stabilité énoncés dans les articles pertinents. La stabilité
du navire doit toujours être déterminée au moyen de calculs. A cette fin, l’administration
peut accepter l’utilisation d’un calculateur électronique de chargement et de stabilité ou
d’un dispositif équivalent.
8.1 L’administration ne peut accorder de dérogation aux exigences concernant la
stabilité en cas d’avarie, à moins qu’il ne soit démontré que, dans toute condition
d’exploitation, la hauteur métacentrique, à l’état intact, résultant de ces exigences est trop
élevée pour l’exploitation envisagée.
8.2 Des dérogations aux prescriptions relatives à la stabilité en cas d’avarie ne doivent
être accordées que dans des cas exceptionnels et sous réserve que l’administration estime
que les proportions, les dispositions et autres caractéristiques du navire, susceptibles
d’être pratiquement et raisonnablement adoptées dans des circonstances d’exploitation
particulières propres au navire, sont les plus favorables possible du point de vue de la
stabilité en cas d’avarie.
Article 221-II-1/22
(modifié par arrêté du 09/10/02)
Renseignements sur la stabilité des navires à passagers et des navires de charge1
Il est fait application des dispositions du chapitre 211-I.
1 Tout navire à passagers, quelles que soient ses dimensions et tout navire de charge
d’une longueur, telle que définie dans la convention sur les lignes de charge en vigueur,
égale ou supérieur à 24 m, doivent subir, après achèvement, un essai permettant de
déterminer les éléments de leur stabilité. Le capitaine doit recevoir tous les
renseignements jugés satisfaisants par l’administration qui lui sont nécessaires pour lui
permettre d’obtenir, d’une manière simple et rapide, les caractéristiques précises de
stabilité du navire dans les diverses conditions de service; une copie de ces
renseignements sur la stabilité doit être remise à l’administration.
Il peut être accepté que l’essai de stabilité soit effectué peu avant l’achèvement du
navire.
2 Si un navire subit des modifications ayant pour effet de modifier de façon
appréciable les renseignements sur la stabilité fournis au capitaine, des renseignements
mis à jour doivent être fournis. Si nécessaire, un nouvel essai de stabilité est effectué.
3 A des intervalles périodiques ne dépassant pas cinq ans, tous les navires à
passagers doivent être soumis à une visite à l’état lège qui doit permettre de vérifier tout
changement du déplacement à l’état lège ou de la position du centre longitudinal de
gravité. Le navire doit subir un nouvel essai de stabilité chaque fois que l’on constate ou
que l’on prévoit un écart de plus de 2% pour le déplacement à l’état lège ou de plus de 1%
de L pour la position du centre longitudinal de gravité par rapport aux renseignements de
stabilité approuvés.
1 Se reporter à la Recommandation relative à l’état intact des navires couverts par les instruments réglementaires de l’OMI, adoptée par
l’Organisation (résolution A. 749(18)) et telle qu’amendée par la Résolution MSC.75(69). Se reporter aussi à la circulaire MSC/Circ. 456
sur les directives pour l’élaboration des renseignements sur la stabilité à l’état intact, à la circulaire MSC/Circ. 706 sur les directives sur la
stabilité à l’état intact des navires-citernes au cours des opérations de transfert de liquides, et à la circulaire MSC/Circ. 707 sur les
directives destinées à permettre au capitaine d’éviter les situations dangereuses par mer de l’arrière et par mer oblique.
Article 221-III/29
Système d’aide à la décision destiné aux capitaines des navires à passagers
1 Le présent article s’applique à tous les navires à passagers. Les navires à passagers
construits avant le ler juillet 1997 doivent satisfaire aux prescriptions du présent article
au plus tard à la date de la première visite périodique effectuée après le ler juillet 1999.
2 A bord de tous les navires à passagers, un système d’aide à la décision pour la
gestion des situations critiques doit être prévu à la passerelle de navigation.
3 Le système doit, au minimum, consister en un ou plusieurs plans d’urgence
imprimés1. Le ou les plans d’urgence doivent mentionner toutes les situations critiques
susceptibles de se produire, y compris mais sans toutefois s’y limiter, les principaux
groupes de situations critiques ci-après :
.1 incendie ;
.2 avarie du navire ;
.3 pollution ;
.4 actes illicites menaçant la sécurité du navire et la sécurité de ses passagers et de
son équipage ;
.5 accidents du personnel ;
.6 accidents liés à la cargaison ; et
.7 assistance d’urgence à d’autres navires.
4 Les procédures d’urgence énoncées dans le ou les plans d’urgence doivent fournir
aux capitaines une aide à la décision dans toutes les combinaisons possibles de situations
critiques.
5 Le ou les plans d’urgence doivent avoir une structure uniforme et être faciles à
utiliser. Lorsque cela est applicable, l’état de chargement effectif calculé pour assurer la
stabilité du navire à passagers pendant le voyage doit être indiqué aux fins de la maîtrise
des avaries.
6 En plus du ou des plans d’urgence imprimés, l’administration peut accepter
l’utilisation, à la passerelle de navigation, d’un système informatisé d’aide à la décision
qui fournisse toutes les informations contenues dans le ou les plans, procédures, listes de
contrôle d’urgence, etc., et qui puisse présenter une liste des mesures recommandées àexécuter dans les situations critiques susceptibles de se produire.
Document 5
Session OMI à Londres du 5 au 9 Juillet 2004Compte-rendu du Sous-Comité NAV 50
Après l'allocution de bienvenue et d'ouverture du Sous-Comité NAV 50 par Mr MITROPOULOS
Secrétaire Général, les tâches attribuées au Sous -Comité ainsi que les recommandations provenantdes autres Comités sont passées en revue . Deux groupes de travail (WG) et 3 groupes de rédaction(DG) sont établis, les points qui ne sont pas étudiés par les WG ou les DG sont examinés en plénière.
Les documents qui sont adoptés par le sous-comité NAV seront présentés au MSC (Marine SafetyCommittee) de Décembre 2004 pour approbation.
CONSEILS SUR L'ABANDON RAPIDE DES VRAQUIERS
I. Evaluation rapide :
• Mouvement ou attitude inhabituels :En cas d'assiette ou d'inclinaison inhabituelle du navire, ou de changement demouvement, il faudrait suspecter immédiatement une avarie de coque.Des accumulations d'eau inhabituelle sur les ponts peuvent indiquer une assiette ouune inclinaison anormales.Un soudain changement d'inclinaison ou d'assiette indiquera l'envahissement oupeut-être, dans le cas des navires de plus petites dimensions transportant descargaisons plus légères, un ripage de la cargaison.Des mouvements latéraux désordonnés peuvent indiquer un ballottement de grandeampleur, comme ce serait le cas si une cale était envahie.A bord des navires de petites dimensions, le ralentissement de la période de roulis dunavire peut indiquer un excès d'eau à l'intérieur de la coque, qui est une gravemenace pour la stabilité. Les navires munis d'indicateurs GM devraient être enmesure d'identifier toute modification imprévue de la distance métacentrique.L'augmentation du volume d'eau embarqué sur les ponts situés à l'avant du navirepeut indiquer l'envahissement d'un compartiment avant. Il est notoire que leschangements d'assiette et de franc-bord sont difficiles à évaluer depuis unepasserelle située à l'arrière.
Document 6
IACS Rec. 1990/Corr.1 Jan 2004
No. 31
Inclining test unified procedure
1. Introduction
The purpose of this procedure is to achieve a satisfactory accuracy in the determination of the lightship
weight and of the coordinates of its centre of gravity.
This general procedure is a recommendation. Alternative requirements which are considered to be
equivalent to those specified by the following items may be accepted. Acceptance of such equivalents
rests with the Society and, where the inclining test is performed to satisfy a statutory requirement, such
equivalents also may be subject to the acceptance of the Flag Administration.
Where a surveyor of the Society is requested to attend the inclining test, his responsibility is to verify that
the test is conducted according to accepted procedures and that all basic measurements and data are
correctly taken and recorded.
2. General Preparation for the Test
2.1 Information to be submitted
The Instruction, containing the information of date and location of the test, responsible person, stability,
inclining weight, schemes of inclining weight positions etc., should be presented to the Classification
Society before the inclining test.
The following information should be available at the time of the inclining test as necessary:
– General arrangement drawing;
– Tank capacity plan;
– Hydrostatic curves;
– Draft marks locations.
2.2 The inclining test condition
2.2.1 The ship should be as near to completion as possible. Equipment used by the yard on board
should be limited to the utmost extent possible. Prior to the inclining test, lists of all items which are to
be added, removed, or relocated should be prepared. These weights and their locations should be
accurately recorded.
Normally, the total value of missing weights should not exceed 2 percent and surplus weights, excluding
liquid ballast, not exceed 4 percent of the light ship displacement. For smaller vessels, higher percentages
may be allowed.
2.2.2 All objects should be secured in their regular positions. All weights which may swing or shift
must be secured in their known position. If more than one sea stowage position is possible, the actual
stowage position used during the test should be recorded.
2.2.3 The ship should be cleared of residues of cargo, tools, debris, scaffolding and snow. Icing of the
inner and outer surfaces, the underwater hull included, is not permitted.
2.2.4 All bilge water and other extraneous standing liquids must be removed. When draining
individual tanks is impracticable, allowances for such liquids should be at the discretion of the Society.
2.2.5 All service tanks and machinery plant pipings are to be filled as for the working condition.
2.2.6 In general, only the people participating in the inclining test should stay on board the ship.
2.3 Tank contents
2.3.1 Preferably, all tanks should be either full or empty. The number of tanks containing liquids
should be kept to a minimum.
2.3.2 Soundings and density of liquids in tanks should be taken. Shapes of tanks which are partly
filled are to be known in order to determine the free liquid surface effect.
2.3.3 Adequate measures are to be taken to preclude air pockets in completely full tanks. All
connections between tanks are to be closed and all empty tanks are to be adequately dried.
2.4 Mooring Arrangements and Environmental Conditions
2.4.1 Mooring lines should be free of any tension in the transverse direction of the ship during the
reading after each weight shift. No external moments should be brought upon the ship (from mooring
lines, quay, etc.). If possible, the ship should be located in a calm, protected area free from external
forces.
2.4.2 The depth of water under the hull should be sufficient to ensure that the hull will be entirely
free of the bottom. Prior to the test the depth of water should be measured in as many locations as
necessary to positively satisfy this requirement, taking into account tide differences, if applicable.
2.4.3 An ideal mooring arrangement would involve bow and stern lines on both sides of the ship
attached at or near the centre-line. Longitudinal mooring lines should be as long as practicable. More
commonly, a ship may be moored by bow and stern lines on one side only and supplemented by spring
lines. Where a single bow or stern line is proposed, the surveyor should be assured that the ship’s
freedom of movement does not adversely effect the conduct of the experiment.
2.4.4 The ship may be moored by means of other special arrangement approved by the Society.
2.4.5 When tidal currents are present the experiment should normally be conducted at or around slack
tide.
2.4.6 The ship’s gangway should be in the stowed position and any shore gangway removed during
the inclining test. As few cables, hoses, etc., as possible should be connected to shore. Those which are
needed shall be slack.
2.4.7 The test should not be conducted under adverse wind, wave and current conditions where the
accuracy of the results cannot be assured.
2.5 Inclining Weights
2.5.1 For the inclining test, solid inclining weights normally should be used.
2.5.2 Use of water ballast transfer to incline the vessel may be permitted only in cases where it is
impractical to incline the vessel using solid weights. If the transfer of water ballast is to be used, a
detailed procedure, including calculation procedure, is to be submitted to the society for approval prior to
the experiment.
2.5.3 The total weight used should be sufficient to provide a minimum inclination of one degree and
a maximum of four degrees of heel to each side of the initial position. However, in those cases where it
is absolutely impractical to reach a minimum angle of 1 degree by use of solid weights or waterballast a
lesser inclination angle may be accepted, provided that the requirements on pendulum deflection or U-tube
difference in height in 2.6.1 are complied with.
2.5.4 Each weight is to be compact, impervious to water and shaped such that its centre of gravity
may be accurately determined. It is recommended that not fewer than four weights (or sets of weights) be
used, each approximately equal in mass, and that the inclining weights (or sets of weights) be positioned
as symmetrically as possible and parallel to the centre line in places convenient for the shifting of
weights and measurement of the arms.
2.5.5 Each inclining weight should be marked with an identification number. The inclining weights
should have been weighed with a calibrated instrument to the satisfaction of the Surveyor.
2.6 Pendulums and Instruments
2.6.1 The use of three measuring devices is recommended to determine the vessel’s inclination after
each weight shift, however, a minimum of two devices should be used, one of which is to be a pendulum
or U-tube arrangement. The length and arrangement of pendulum/U-tube are to be such as to ensure the
accuracy of the readings of deflection/difference. The minimum deflection/difference, to each side of the
initial position, corresponding to the total weight shift, should be 15cm.
2.6.2 The use of a stabilograph is also acceptable provided the calibration of the instrument has been
verified to the Surveyor's satisfaction prior to the experiment. A trace of the recorded heel pattern is to be
included in the test report.
2.7 Trim and Stability
2.7.1 The vessel should be upright prior to the inclining. However, an initial list of the ship not
exceeding 0.5° is permissible.
2.7.2 Excessive trim should be avoided for certain hull forms where changes in waterplane shape
would occur in the region of the waterline when the ship is heeled. Such features should be taken into
account to select a suitable draught and trim for the test.
2.7.3 The persons conducting the test should be satisfied that the vessel has adequate, positive
stability and acceptable stress levels during the test. The estimated initial metacentric height should be at
least 0.20 m.
3 Inclining Test and Record of Data
3.1 Person in Charge
A competent person should be designated in charge of the preparation and execution of the inclining test.
3.2 Accuracy of Data
Measurement of Inclining Test data is to be as accurate as possible and to the satisfaction of the attending
Surveyor.
3.3 Draught and Water Density Measurements
3.3.1 Draught/freeboard should be measured immediately before and verified after the test, to ensure
that no significant changes in vessel's condition have occurred during the test.
3.3.2 Draughts/freeboards should be measured at fore and aft and midship draught marks at both
sides. If the freeboards are not measured from the upper edge of deck line at side of freeboard deck or at
the same frame locations as the draught marks, the locations and vertical datum must be stated.
3.3.3 A suitable boat with low freeboard should be available for the draught measurements.
3.3.4 To control the correctness of draught measurements, it is recommended to plot two waterlines
by draught readings and by measured values of the freeboard when the latter is available. With correct
measurements, both waterlines are to coincide. In case of non-coincidence of separate points, additional
measurements should be taken.
3.3.5 Sufficient water samples are to be taken at suitable locations and depths to enable and accurate
assessment of water density to be made.
3.4 Weight shifts and Inclination Measurements.
3.4.1 Two recommended procedures of shifting weights are shown in table 1.
Table 1
No. of Weights or Weight Groups
Weight Shifts Four Six
PS SB PS SB
No. 0 2, 4 1, 3 2, 4, 6 1, 3, 5
No. 1 4 1, 2, 3 4, 6 1, 2, 3, 5
No. 2 1, 2, 3, 4 1, 2, 3, 4, 5, 6
No. 3 1 2, 3, 4 6 1, 2, 3, 4, 5
No. 4 1, 3 2, 4 2, 4, 6 1, 3, 5
No. 5 1, 2, 3 4 1, 2, 3, 4, 6 5
No. 6 1, 2, 3, 4 1, 2, 3, 4, 5, 6
No. 7 2, 3, 4 1 1, 2, 4, 6 3, 5
No. 8 2, 4 1, 3 2, 4, 6 1, 3, 5
PS and SB denotes port and starboard sides of ship respectively.
The underlined numbers indicate the last weights or weight groups shifted.
3.4.2 The inclining weight positions should be marked on the deck to ensure that consistency in
placement is achieved. The transverse shift distance is to be as great as practicable and appreciable
changes in longitudinal or vertical position when moving port to starboard and vice versa are to be
avoided.
3.4.3 The pendulum length is to be measured from its point of suspension to the recording batten on
which deflections are read.
3.4.4 Pendulum, or U-tube reading on the recording batten or scale can be registered by either of the
following ways:
a) on the final stable position of the pendulum or liquid column after stopping of ship motions due
to shifting of the inclining weight;
b) by marking the mean value within the range of residual oscillation.
3.4.5 When using other devices, angles of inclination are to be recorded according to instructions
supplied with each device.
3.4.6 Checks should be made in the process of the inclining test for each measuring device. These will,
generally, be a progressive plot of angles of heel against heeling moments which should give a series of
points lying about a straight line passing through (or close to) the origin.
If there is a deviation of points, either between the points for a particular weight movement, or from the
straight line, the deflections and moments should be checked and corrected prior to the next weight
movement.
3.4.7 Personnel should be instructed to remain on their assigned positions while inclination readings are
being taken and a check should be made that all mooring lines, etc., remain slack following each weight
shift until all deflections have been taken and recorded.
3.5 Other Relevant Data
3.5.1 In the case where the inclinations are carried out by means of transfer of water, it has to be
possible to evaluate accurately the weight and the centre of the shifted liquid in relation to the ship's heel
and trim.
3.5.2 The weather conditions, i.e., wind speed and direction relative to the vessel, sea state, air and
water temperatures, etc., during the test are to be recorded.
4 Postponement of the Test
If during the course of an inclining test circumstances arise such that the aforesaid requirements are not
complied with the attending Surveyor should advise the Person in Charge that the results may not be
accepted.
5. Test Report and Analysis of Lightship Data
5.1 The Builder/Owner should incorporate the data gathered during the test into a comprehensive
test report, which may be combined with the analysis of the lightship data. Test readings not used in the
final analysis should still be recorded in the report.
5.2 The Surveyor is to ensure that the data given in the report is consistent with that gathered during
the test and to sign the report.
5.3 The inclining test report and analysis, combined with the report or separately, should be
submitted to the Society for review and acceptance of results as the basis for approval of the stability
information of the ship.
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