Intact Stability - refers to the stability of a vessel in its undamaged condition, typically when it is upright and

floating freely in calm water (product by gravity, ie the forces exerted by weight and water pressure)

The dynamic stability of a ship is the area enclosed within its static stability curve. It gives us the magnitude of
external heeling energy that the ship can absorb before capsizing. (are produced by such actions as rolling,
pitching and heaving)

In 2008, the Maritime Safety Committee, at its eighty-fifth session, adopted the International Code on Intact
Stability, 2008 (2008 IS Code), following extensive considerations by the SLF Sub-Committee and taking into
account technical developments, to update the 1993 Intact Stability Code. MSC 85 also adopted amendments to
the SOLAS Convention and to the 1988 Load Lines Protocol.

Regulation 5 - Code on Intact Stability for All Types of Ships covered by IMO Instruments, adopted by the
Organization by resolution A.749(18), as amended.

The 2008 IS Code consists of two different parts:

Part A - which include the mandatory stability criteria; and
Part B - which provides guidance and recommendations. It is due to come into force for ships constructed
on or after 1st July 2010.
This Code prescribes general intact stability criteria for different types of ships and special criteria for certain types
of ships (passenger ships, oil tankers of 5000 tdw and above, cargo ships carrying timber deck cargoes, cargo ships
carrying grain in bulk and High Speed Crafts).

2008 IS Code presents mandatory and recommendatory stability criteria and other measures for ensuring
the safe operation of ships, to minimize the risk to such ships, to the personnel on board and to the
environment. The 2008 IS Code took effect on 1 July 2010.
The IS Code included fundamental principles such as general precautions against the following:
capsizing (criteria regarding metacentric height (GM) and righting lever (GZ))
weather criterion (severe wind and rolling criterion);
effect of free surfaces and icing; and
watertight integrity
The IS Code also addressed related operational aspects like information for the master, including stability and
operating booklets and operational procedures in heavy weather.

A ship is seaworthy if it fulfils two important stability criteria - Intact , & Damage Stability with the
following criterions/ requirements:
Initial GM or metacentric height should not be less then 0.15 m.
Righting lever GZ should be at least 0.2 m and angle of heel Ѳ ≥ 30̊.
Maximum righting lever should occur at heel >30̊ preferably but not less than 25̊.
The Area of the GZ curve should be at least:
a) 0.055 m radian up to Ѳ = 30̊
b) 0.090 m radian up to Ѳ = 40̊
c) 0.03 m radian between 30̊ and 40̊ or between 30̊ and angle of down flooding.

GM – (Metacentric height) is a measurement of the stability of a floating body. It is calculated as the

distance between the centre of gravity of a ship and its metacentre. A larger metacentric height implies
greater initial stability against overturning.
GZ – (Righting lever) is defined as the horizontal distance, measured in metres, between the centre of
gravity (G) and the vertical line of action of the buoyancy force (Bf) acting through the centre of buoyancy
(B1) when the ship is heeled.
Ѳ - (Angle of Heel) number in degrees of list a vessel has.
As per Chapter 4 Regulation 4.1 of the Code on Intact Stability, the minimum intact stability
requirements for cargo ships 24 meters in length and over-engaged in the carriage of timber deck
cargoes that make use of their timber load line should also comply with the following requirements:

1. The area under the righting lever curve (GZ curve) should not be less than 0.08 meter-radians up to θ =
40° or the angle of flooding if this angle is less than 40°.
2. The maximum value of the righting lever (GZ) should be at least 0.25 m.
3. At all times during a voyage, the metacentric height GMo should not be less than 0.10 m after correction
for the free surface effects of liquid in tanks and, where appropriate, the absorption of water by the deck
cargo and/or ice accretion on the exposed surfaces. (Details regarding ice accretion are given in chapter
5).
4. When determining the ability of the ship to withstand the combined effects of beam wind and rolling
according to 3.2, the 16° limiting angle of the heel under the action of steady wind should be complied
with, but the additional criterion of 80% of the angle of deck edge immersion may be ignored.

Intact Stability Criteria for Tankers

5. The area under the righting lever curve (GZ curve) should not be less than 0.055 metre-radians up to 30°
angle of heel.
6. 2. The area under the righting lever curve (GZ curve) should not be less than 0.09 metre-radians up to 40°
angle of heel or the angle of downflooding if this is less than 40°.

The intact stability characteristics of any ship carrying bulk grain shall be shown to meet, throughout the
voyage, at least the following criteria after taking into account in the manner described in part B of this
Code and, the heeling moments due to grain shift:

 The angle of heel due to the shift of grain shall not be greater than 12° or in the case of ships constructed
on or after 1 January 1994 the angle at which the deck edge is immersed, whichever is the lesser;
 In the statical stability diagram, the net or residual area between the heeling arm curve and the righting
arm curve up to the angle of heel of maximum difference between the ordinates of the two curves, or 40°
or the angle of flooding (01), whichever is the least, shall in all conditions of loading be not less than 0.075
metre-radians; and
 The initial metacentric height, after correction for the free surface effects of liquids in tanks, shall be not
less than 0.30 meter.
 Before loading bulk grain the master shall, if so required by the Contracting Government of the country of
the port of loading, demonstrate the ability of the ship at all stages of any voyage to comply with the
stability criteria required by this section.
 After loading, the master shall ensure that the ship is upright before proceeding to sea.
What is a GZ Curve?
The righting lever curve represents a ship's ability to withstand external heeling moments, e.g.
due to wind and waves. When a ship heels to an angle ϕ, the center of buoyancy is shifted from
the point B0 to the point Bϕ. The center of gravity G may also shift, if there are liquid loads.
It is a curve indicating the transverse distance between the centre of gravity (G) and centre of
buoyancy (B) in a condition when the vessel is heeled to a certain angle. The shipyard provides
the information to calculate GZ for various angles of heel and for various displacements.
GZ is known as the righting arm. The plot of the righting arm GZ calculated as the function of
the heel angle, at constant displacement and vertical centre of gravity KG values, is used to
measure the ship stability at large angles of heels. It is called the curve of statical stability.

The Rawson and Tupper equation for a wall-sided ship (valid from 0 degrees to the angle of deck edge
immersion) states that GZ = GM*sin(a) + (BM/2)*tan^2(a)*sin(a), where a is the heel angle.

The initial GM - The slope of GZ curve at the origin is indicative of ‘Initial stability’ (G0 M).
Maximum righting arm - Is the maximum vertical distance or separation of the GZ curve from
the baseline.
The maximum righting moment - Can be found by multiplying the maximum GZ with
displacement.
The range of positive stability - Is the range in degrees between the upright equilibrium angle
and angle of vanishing stability.
Range of Stability- the angle to the perpendicular through which a vessel may be heeled
without losing the ability to right itself.

Area under the static stability curve – gives the amount of energy that the ship can absorb
from external heeling forces (winds, waves, weight shift) until it capsizes
Angle of Downflooding - means the entry of seawater through any opening into the hull or
superstructure of an undamaged vessel due to heel, trim, or submergence of the vessel.
Angle of Vanishing stability - it is the point where the GZ curve meets the horizontal axis , the
righting lever becomes zero at this point.
The area under GZ curve is a measure of the dynamic stability of a ship. Dynamic Stability at
an angle can be understood as the energy required or work done by an external agency to heel
the ship to that angle.

Dynamical Stability – is the area enclosed within its static stability curve. It gives us the
magnitude of external heeling energy that the ship can absorb before capsizing, or it is the
amount of work done when a ship is inclined by external forces to a given angle of heel. It is equal to all
the force exerted over all the distance through which the ship is heeled, meaning it is equal to the area
under the curve of statical stability up to the given angle. Anything that reduces the statical stability will
also reduce the dynamical stability.
A prominent example is a fishing vessel attempting to lift a laden net over the side while already
being rolled by heavy seas. In any case, a capsizing is likely to be a dynamic event rather than a
static one—a consequence, for example, of the impact from a wind gust.
Generally we should use moments of statical stability (W x GZ) to obtain dynamical stability which is
measured in tonnes – meter – radians
However we usually use the righting lever (GZ), to produce a quantity of meter–radians which can be
converted to actual dynamical stability by multiplying it by the ship’s displacement.

(A radian is a circular measure which is equal to 57.3 degrees.)

Formula of Righting Lever if KN is given :
GZ = KN – KG Sine θ
where:
KN CROSS CURVES OF STABILITY: - ARE SAME AS GZ CURVE WITH ONLY A DIFFERENCE
THAT IT IS PLOTTED FOR AN ASSUMED KG= 0 MTRS. KN BEING THE RIGHTING LEVER
MEASURED FROM THE KEEL.
KN - being the righting lever measured from the keel.
Θ – inclination

GZ = GM*sin(a) + (BM/2)*tan^2(a)*sin(a), where a is the heel angle

With a given a scale or curves of the righting levers or moments, Simpson’s Rules are used by a ship's
officers to check that the area under the ship's GZ curve complies with IMO stability criteria.

a. Simpson’s 1st Rule – Used when the number of intervals is divisible by 2. The multipliers are 1 4 1,
which becomes 1 4 2 4 . . . . 4 1 when there are more than 2 intervals.

b. Simpson’s 2nd Rule – Used when the number of intervals is divisible by 3. The multipliers are 1 3 3 1,
which becomes 1 3 3 2 3 3 2 …. 3 3 1 when there are more than 3 intervals.

Example :
Calculate the dynamical stability of a ship with displacement of 6,250 MT at 40 degrees heel & having the
following righting levers:
Heel: 10° 20° 30° 40°
GZ: 0.17 0.42 0.65 0.85

Solution:
Solve for the Area under the curve:

Since the number of intervals of Heel is divisible by 2, we will use “Simpson’s 1st Rule”; (1 4 2 4 . . . 4 1)
If the number of intervals of Heel is divisible by 3, we will use “Simpson’s 2nd Rule”; (1 3 3 2 3 3 2 . . 3 1 )

GZ x SM = Product of Area
0.00 x 1 = 0
0.17 x 4 = 0.68
0.42 x 2 = 0.84
0.65 x 4 = 2.60
0.85 x 1 = 0.85
______________________
Sum of the Product = 4.97
All Areas

The common interval of Heel is 10, so the length along the base line in terms of circular measure
becomes:
Common Interval is 10, so 10 ÷ 57.3 radians

Area = 10 ÷ 57.3 x 1/3 x 4.97 (Sum of product of All areas)

= 0.174520 x 0.33333333 x 4.97
= 0.2891215

Dynamical Stability = Area x Displacement

= 0.2891215 x 6,250
= 1,807 tonnes–meter-radians