UNIT 2
INCLINING EXPERIMENT
INTRODUCTION
Chapter 2 of 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.
LEARNING OBJECTIVE
On completion of this section, the learner will achieve the
following:
Know the stability information that must be provided for
the master.
Understand the correct procedures for conducting an
inclining experiment.
STABILITY INFORMATION TO BE PROVIDED TO
THE MASTER
The regulations in Chapter 2 of the Code details the
stability information requirements as follows
2.1.1 Stability data and associated plans should be
drawn up in the working language of the ship and any
other language the Administration may require.
Reference is also made to the International Safety
Management (ISM) Code, adopted by the Organization
by resolution A.741(18). All translations of the stability
booklet should be approved.
2.1.2 Each ship should be provided with a stability
booklet, approved by the Administration, which contains
sufficient information to enable the master to operate
the ship in compliance with the applicable requirements
contained in the Code.
The Administration may have additional requirements.
On a mobile offshore drilling unit, the stability booklet
may be referred to as an operating manual. The stability
booklet may include information on longitudinal
strength. This Code addresses only the stability-related
contents of the booklet.
2.1.3 The format of the stability booklet and the
information included will vary dependent on the ship
type and operation. In developing the stability booklet,
consideration should be given to including the following
information:
.1 a general description of the ship;
.2 instructions on the use of the booklet;
.3 general arrangement plans showing watertight
compartments, closures, vents, downflooding angles,
permanent ballast, allowable deck loadings and
freeboard diagrams;
.4 hydrostatic curves or tables and cross-curves of
stability calculated on a free-trimming basis, for the
ranges of displacement and trim anticipated in normal
operating conditions;
5 capacity plan or tables showing capacities and
centres of gravity for each cargo stowage space;
.6 tank sounding tables showing capacities, centres
of gravity, and free surface data for each tank;
.7 information on loading restrictions, such as
maximum KG or minimum GM curve or table that can
be used to determine compliance with the applicable
stability criteria;
.8 standard operating conditions and examples for
developing other acceptable loading conditions using
the information contained in the stability booklet;
.9 a brief description of the stability calculations
done, including assumptions;
.10 general precautions for preventing unintentional
flooding;
.11 information concerning the use of any special
cross-flooding fittings with descriptions of damage
conditions which may require cross-flooding;
.12 any other necessary guidance for the safe
operation of the ship under normal and emergency
conditions;
14 inclining test report for the ship, or:
.14.1 where the stability data are based on a sister ship,
the inclining test report of that sister ship along with the
light-ship measurement report for the ship in question; or
.14.2 where light-ship particulars are determined by
other methods than from inclining of the ship or its sister,
a summary of the method used to determine those
particulars;
.15 recommendation for determination of ship’s
stability by means of an in-service inclining test.
INCLINING EXPERIMENT-PURPOSE
Chapter 7 Regulation 7.1.1 of the Code requires that
every passenger ship regardless of size and every cargo
ship of 24 m or over be inclined on completion in order
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.
Derivation of the inclining experiment
formula
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:
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 .
Triangles MGGH and OXY are similar.
Rearranging this gives:
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:
where KM is obtained from the ship’s hydrostatic data for
the true mean draught as calculated from the observed
draughts
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:
In practice, more than one pendulum will be used
whereby mean deflection values will be used for the
calculation of the GM.
Calculation of the ship’s actual light KG and displacement
Chapter 7 Regulation 7.2.4 of the 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.
Example
A Ro-Ro vessel is to be inclined at a displacement
of 11100 t, KM 11.70 m.
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.
Calculate the effective KG as
inclined.
SAQ
An inclining experiment is performed on a ship in the following condition:
Displacement 12200 t, including 40 t of inclining weights at Kg 16.2 m; KM 13.24 m.
Successive movements of 20 t of weights through a distance of 15 m to port and
starboard cause the following deflections of two pendulums each 14 m in length:
Pendulum 1 Pendulum 2
Movement to port 30.6 cm 30.2 cm
Movement to stbd 29.8 cm 30.0 cm
The following must be accounted for to put the ship in the completed light
displacement condition:
(a) Inclining weights to be discharged.
(b) 26 t of equipment, Kg 10.4 m, to be discharged;
(c) 48 t of contractor’s machinery, Kg 24.0 m, to be discharged;
(d) 16 t of ER machinery to be fitted, Kg 6.0 m;
(e) Labour force on board (40 men), Kg 18.0 m (allow 75 Kg per person).
Calculate the ship’s light KG and displacement.
Enter data
KM = 13.24
Deflections (cm) w= 20
30.60 d= 15
30.20 W= 12200
29.80
30.00 Using GGh = wxd
Total 120.60 W
Mean (cms) 30.15 cm GGh = 0.02459 metres
Mean (m) 0.3015 m
Pendulum length (m) 14.00
Calculate GM as inclined using GM = GGh x length
deflection
GM = 1.142 metres
Calculate KG as inclined using KG = KM - GM
KG = 12.098 metres
Take moments about the keel to obtain light KG and displacement
Item w Kg moments
Ship as inclined 12200 12.098 147597.7
Inclining weights -40 16.200 -648
Equipment -26 10.400 -270.4
Machinery -48 24.000 -1152
ER machinery 16 6.000 96
Labour -3 18.000 -54
LIGHT DISPL/KG 12099 12.032 145569.3
PREPARATION FOR THE INCLINING TEST
Before the inclining test can be done the ship’s personnel
may be required to assist in the following preparations:
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.
Moorings should be slack and any shore side gangways
landed to allow unrestricted heeling.
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.
All fittings and equipment such as accommodation
ladders, lifeboats and derricks/cranes should be stowed
in their normal seagoing positions.
All 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.
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.
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).
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.
The occasions when an inclining
experiment and lightweight survey must be
conducted.
Chapter 7 – Regulations 7.1.1 to 7.1.6 details the occasions on
which a ship must be inclined and is as follows:
7.1.1 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.
7.1.2 Where any alterations are made to a ship so as to
materially affect the stability, the ship should be re-inclined.
7.1.3 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.
7.1.4 The Administration may allow the inclining test of
an individual ship as required by paragraph 7.1.1 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.
7.1.5 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.
7.1.6 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.
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.
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:
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.
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).
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.
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 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.
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 where
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.
The standard test employs eight distinct weight movements
whereby a straight-line plot must be achieved as illustrated in
figure . 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.
