Introduction

The Code on Intact Stability for all Types of Ships Covered by IMO Instruments (IMO), hereafter being
referred to as the Code, details the information that must be provided to the master of all ships in order
that stability calculations may be accurately conducted to ensure the ship’s safe operation. A key element
of this information is the Inclining Test Report that details the calculation procedure conducted to
determine the ship’s light KG and displacement.
Stability information to be provided to the Master
Schedule 6 of MSN 1752 (M) (which accompanies the M.S. (Load Line) Regulations 1998), applicable to UK
registered ships, should be consulted by students studying for the MCA examinations.
The inclining experiment explained
Purpose
The inclining experiment is conducted on a ship to determine the value of the KG in the light condition. This
must be determined accurately because the light KG and displacement values are the basis from which the
KG is determined for every other condition. An error in the KG calculated for any condition of loading will
result in all stability parameters dependant on this value being incorrect also i.e. GM, GZ values and
dynamical stability parameters will be in error.
At the same time light displacement and longitudinal position of the centre of gravity (LCG) for the light
condition will also be determined.
Calculation of KG in the inclined condition
It is unlikely that the ship will be in the true light displacement condition when inclined. Often the
experiment will be conducted when the ship is near completion, usually towards the end of the fitting out
stage. Once the KG and displacement has been determined for the inclined condition, any weights that
remain still to come on board, or be removed, must then be accounted for and also the effects of any free
liquid surfaces must be considered for slack tanks present at the time of the experiment.
Derivation of the inclining experiment formula is described as follows.
Prior to starting the experiment the ship must be exactly upright to ensure that the centre of gravity, G, is
on the centre line. Figure shows that if a known weight is then shifted transversely across the deck through
a certain distance in metres, G will move off the centre line to GH, causing the ship to list.

The distance GGH is calculated by the

formula:

GGH = w x d / W ------------------- (1)

If a plumb line is suspended at O such

that it crosses a batten at X, then as the
ship lists a deflection XY will be observed
and can be measured.

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Triangles MGGH and OXY are similar.
In triangle MGGH:
Tan θ = OPP/ADJ = GGH/GM
In triangle OXY:
Tan θ = OPP/ADJ = XY/OX
Therefore:
GGH/GM = XY / OX
so:
GGH/GM = Deflection of the pendulum / Pendulum length

Rearranging this gives:

GM = GGH x Pendulum length/Deflection of the pendulum
-----------------------(2)

Combining formulae (1) and (2) gives:

GM = w x d x Pendulum length/(W x Deflection)

The GM in the inclined condition will be a fluid GM as it will include the effects of any free liquid surfaces in
slack tanks.
Having calculated the effective GM as inclined:
KG = KM - GM
where KM is obtained from the ship’s hydrostatic data for the true mean draught as calculated from the
observed draughts (calculation of the true mean draught is discussed later).
Example 1
A ship initially upright has a displacement of 6420 tonnes and KM of 7.42 m as ascertained from the ship’s
hydrostatic particulars. An inclining weight of 10 tonnes is moved transversely across the deck through a
distance of 12.4 m. Deflection in a pendulum 8.0 metres in length is observed to be 14.2 cm. Calculate the
effective KG of the ship in the inclined condition.
Solution
Calculate GM as inclined:
GM = w x d x Pendulum length / W x Deflection
GM = (10 x 12.4 x 8.0) / (6420 x 0.142) = 1.088 m

Calculate KG as inclined:
KG = KM – GM; KG = 7.420 – 1.088 = 6.332 metres
In practice, more than one pendulum will be used whereby mean deflection values will be used for the
calculation of the GM.

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 Calculation of the ship’s actual light KG and displacement
The IMO Intact Stability Code defines the lightship condition as being:
The ship complete in all respects, but without consumables, stores, cargo, crew and effects, and without
any liquids on board except that machinery and piping fluids, such as lubricants and hydraulics are at
operating levels.
Careful note should be made of this definition as items such as ‘water in the boiler at operating level’ and
its associated free surface moments are often mistakenly removed in the KG calculation when reducing the
inclined condition to the true light displacement values in examination questions.
Example 2
A Ro-Ro vessel is to be inclined at a displacement of 11100 t, KM 11.70 m. During the experiment liquid in
the tanks are as follows:
No. 3 DB (slack) contains 110 t SW ballast (RD 1.025) (free surface moment 800 t×m, basis FW)
N0. 4 DB (slack) contains 38 t of fuel oil (RD 0.88) (free surface moment 670 t×m, basis FW)
The movement of 14 t through a transverse distance of 22.2 m causes a 15.2 cm deflection of a 12 m long
pendulum.
(a) Calculate the effective KG as inclined.
(b) The following changes are required to bring the ship to the light condition:
Discharge: 28 t inclining weights, Kg 16.0 m ; 41 t equipment, Kg 9.0 m
110 t SW ballast, Kg 1.1 m ; 38 t fuel oil, Kg 0.9 m
Load: 19 t machinery, Kg 5.5 m Calculate the lightship displacement and lightship KG.
Solution
(a) Calculate GM as inclined:
GM = w x d x Pendulum length / W x Deflection = (14 x 22.2 x 12) / (11100 x 0.152) = 2.211 m

Calculate KG as inclined: KG = KM – GM; KG = 11.700 –2.211 = 9.489 m

(b) The free surface moments as given are basis FW. These must first be corrected to give values
appropriate to the actual density of the liquid in the slack tanks.
SW ballast (RD 1.025) Actual FSM’s = 800 x 1.025 / 1.000 = 820 t×m
Fuel oil (RD 0.88) Actual FSM’s = 670 x 0.88 / 1.000 = 590 t×m
Take moments about the keel to calculate the lightship KG and displacement.

Compt Weight (t) Kg (m) Moments (t.m.)

Initial Disp + 4 800 9.649 46 315.20
Ballast - 400 3.52 - 1 408.00
Bunkers - 175 3.86 - 675.50
Fresh Water - 85 4.46 - 379.10
Inclining Weights - 52 8.42 - 437.84
Crane + 18 9.85 + 177.30
FSMFO - 860
FSMFW - 810
Σ 4 106 Σ 41 922.06

The Lightship KG is 10.21m ; The Lightship displacement is 4106t

Note: The free surface moments must also be removed, since in the lightship condition, if all the tanks are
empty, no free surface moments can exist!

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Preparations for the inclining test
Before the inclining test can be done the ship’s personnel may be required to assist in the following
preparations:
1) The ship should be moored in quiet sheltered waters free from the effects of passing vessels. There
must be adequate depth of water to ensure that the ship will not contact the bottom during the
inclination.
2) Moorings should be slack and any shore side gangways landed to allow unrestricted heeling.
3) All temporary material and equipment such as toolboxes, staging, welding equipment etc. should be
reduced to an absolute minimum. Excess crew and personnel not directly involved in the test should
be sent ashore.
4) All fittings and equipment such as accommodation ladders, lifeboats and derricks/cranes should be
stowed in their normal seagoing positions.
5) Ideally tanks should be verified as being completely empty or full. The number of slack tanks should be
kept to an absolute minimum. Ideally tanks with rectangular free surfaces should only be slack so that
the free surface effect can be accurately determined. Slack tanks must have the contents accurately
determined with respect to liquid mass and Kg.
6) Decks should be free of water. Any water trapped on deck will move during the test and reduce the
accuracy of the result. Snow and ice must also be removed.
7) The following information must be provided to the person in charge of the inclining test:
a) lines plan;
b) hydrostatic curves or hydrostatic data;
c) general arrangement plan;
d) capacity plan showing the VCG and LCG of all cargo spaces, tanks etc. When the ship is to be
inclined using ballast water transfer the transverse and vertical centres of gravity for the
applicable tanks, for each angle of inclination, must be available;
e) tank sounding tables;
f) draught mark locations; and
g) docking drawing with keel profile and draught mark corrections (if available).

8) Efficient two-way communication must be established between a person in charge of the operation at
the central control station, the weight handlers and each pendulum station.

Precautions taken by the surveyor to ensure accuracy of the calculation

Annex 1 of the Code provides detailed guidance for the conduct of an inclining test and this should be
referred to. The requirements to ensure an accurate result are summarised as follows:
1) The ship should be as complete as possible at the time of the test. The mass and Kg of items remaining
to be fitted must be accurately known, if this is not the case for any item, the test should be conducted
after the item in question has been fitted.
2) The ship must be as upright as possible and have sufficient draught to avoid any significant changes in
water plane area as the ship is listed. A deviation from design trim of up to 1% of LBP is normally
acceptable when using hydrostatic data calculated for a design trim. Otherwise, the hydrostatic data
should be calculated for the actual trim of the ship during the experiment.
3) The mass of the inclining weight(s) used should be sufficient to provide a minimum list of 1º and a
maximum list of 4º to each side. This is to ensure that the formula:
Tan θLIST = GGH / GM

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 remains valid, being applicable to small angles of inclination only. The inclining weights themselves
must be marked with an identification number and their mass. Re-certification of the test weights
should be carried out prior to the inclining.
As an alternative to the use of inclining weights, water ballast transfer may be carried out,
if acceptable to the Administration. This method will be more appropriate on very large
ships.

4) The use of three pendulums (but no less than two) is recommended to allow bad readings at any one
station to be identified. The pendulum weight should be suspended in a trough of hydraulic oil to
dampen movement. The pendulums should be long enough to give a measured deflection to each side
of upright of at least 15 cm. This will require a pendulum length of at least 3 metres. Usually, the
longer the pendulum the greater the accuracy of the test; however, if excessively long pendulums are
used on a tender ship the pendulums may not settle down and the accuracy of the readings will be
questionable. On large ships with a high GM, pendulum lengths in excess of the above recommended
length may be required to obtain the minimum deflection. In such cases the trough should be filled
with a high-viscosity oil.
The pendulum wire should be piano-wire and the top connection should allow unrestricted rotation at
the pivot point (a washer with the pendulum wire attached suspended from a nail would suffice).

5) Battens should be smooth, light coloured wood, 1-2 cm thick, and should be securely fixed in position
to prevent inadvertent movement by the person making the measurements. The batten should be
aligned close to the pendulum wire but not in contact with it. A suitable arrangement is shown in
figure.

6) It is recommended that at least five freeboard readings approximately equally spaced on each side of
the ship be taken or that all draught marks (forward, aft and amidships) be read on each side of the
ship. Draught mark readings should be taken to assist in determining the waterline defined by
freeboard readings, or to verify the vertical location of draught marks on ships where their location
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 has not been confirmed. A small boat should be available for this purpose. Such readings allow
determination of the displacement of the ship immediately prior to the test. Dock water density
readings will also be taken from sufficient depth (not the surface as this may be affected by rain run-
off) to allow the displacement obtained from the hydrostatic data to be corrected for the actual water
density observed.
7) The mean draught (average of port and starboard readings taken in (6) above) should be calculated for
each of the locations where the freeboard and draught readings were taken and plotted on the ship’s
line drawings or outboard profile to ensure that all readings are consistent and together define the
correct waterline. The plot should give a straight line or a waterline that is hogged or sagged whereby
a hog/sag correction must be determined and applied. If inconsistent readings are obtained, the
freeboards/draughts should be retaken.
8) The standard test employs eight distinct weight movements whereby a straight-line plot must be
achieved as illustrated in figure 6.4. If a straight-line plot is not achieved, those weight movements
that did not give an acceptable plot must be repeated.

As well as calculating the lightship displacement and KG, draught and trim readings at the time of the
experiment will be used to determine the ship’s longitudinal centre of gravity for the inclining condition.
This will then be corrected by calculation to obtain the true lightship LCG.
On completion of the test a report will be written and included as part of the ship’s stability data book.

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The occasions when an inclining experiment and lightweight survey must be conducted.
1) Every passenger ship regardless of size and every cargo ship having a length, as defined in the
International Convention on Load Lines, 1966, of 24 m and upwards should be inclined upon its
completion and the elements of its stability determined.
2) Where any alterations are made to a ship so as to materially affect the stability, the ship should be
re-inclined.
3) At periodic intervals not exceeding five years, a light-weight survey should be carried out on all
passenger ships to verify any changes in lightship displacement and longitudinal centre of gravity.
The ship should be re--inclined whenever, in comparison with the approved stability information, a
deviation from the light-ship displacement exceeding 2% or a deviation of the longitudinal centre of
gravity exceeding 1% of L is found, or anticipated.
4) The Administration may allow the inclining test of an individual ship as required by paragraph 1 to
be dispensed with provided basic stability data are available from the inclining test of a sister ship
and it is shown to the satisfaction of the Administration that reliable stability information for the
exempted ship can be obtained from such basic data.
5) The Administration may allow the inclining test of an individual ship or class of ships especially
designed for the carriage of liquids or ore in bulk to be dispensed with when reference to existing
data for similar ships clearly indicates that, due to the ship’s proportions and arrangements, more
than sufficient metacentric height will be available in all probable loading conditions.
6) The inclining test prescribed is adaptable for ships with a length below 24 m if special precautions
are taken to ensure the accuracy of the test procedure.

Annex 3 of the Code details a means of approximately determining the initial stability (GM) of small
ships up to 70 m in length by consideration of the rolling period.

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