2.abstract of The Thesis

NAVAL ACADEMY “NIKOLA YONKOV VAPTSAROV”
FACULTY OF NAVIGATION
Navigational Department
Cristian Andrei
THE IMPACT OF SHIPS STABILITY ON SAFETY

OF NAVIGATION
ABSTRACT
of the thesis for obtaining the PhD degree
Scientific specialty:
Ship Handling and Navigation
PhD Coordinator:
Associated Professor Blagovest Belev PhD
Assessors:
Prof. Kiril Tenekedjiev PhD
Assoc. Prof. Ivan Yordanov PhD
Varna, 2015
The impact of ships stability on safety of navigation
INTRODUCTION
In recent years, the number of accidents involving loss of ship stability

was on the rise leading to damage of goods, loss of ships and lives. With the
increasing of commodity transported and delivered to destinations as fast as
possible, the speed of the ships increased which required major changes in
ships design and construction in terms of deadweight capacity as well as
hydrodynamic forms.
Presently are occurring modes of ship stability failure that a long period
was treated only experimental. Moreover, a number of factors that in the past
were only suppositions amplified the already known modes of ship stability
failure.
If 25-30 years ago, at different international conferences, in the field of
maritime transport, were presented general aspects related to ship stability
failure modes, those were considered simple opinions about how the ship’s
intact stability could be affected, in different situations, from operational as
well as environmental point of view. Practically, those opinions were treated
with less importance to practical application. Moreover, there were no signs
of encouragement from the competent authorities to implement the opinions
in practice.
In the last ten years, intact ship stability loss has become a significant
problem. Stability failure modes in severe sea conditions, large amplitude
rolling generated by phenomena like parametric rolling, pure loss of stability
broaching or surf-riding, appeared as a major problem especially with
relevance to new ship designs, such as large container vessels. The starting
point, which involved major claims of over $ 100 million, was the incident of
container ship “APL China”, and has proven that such phenomena exists
beyond theory and can carry major risk for safety of ship and safety to
navigation.
Although the theoretical existence of such dangerous phenomena has
been known from before, the attention, from prevention and regulatory point
of view, was paid only recently. Reality has proven that the mentioned
casualty was not an isolated one and a number of vessels were involved in
such situations, became a real danger for safety of navigation, with the result
of loss the cargo and ship and potential risk for loss of lives.
The prediction of causes that lead to loss of intact stability and its
impact on safety of navigation has attracted recently a huge interest
documented in scientific publications and international conferences. In the
same time, the subject has presented a significant interest of national and
international regulatory authorities (Classification societies, International
Maritime Organization), because of the risks involved that could lead to loss
of lives, cargo and ships.
The Classification Society American Bureau of Shipping was the first
international authority that issued rules, in form of a guide, for assessment the
ship’s stability in order to prevent the occurrence of one of the most
dangerous stability failure mode in extreme seas, like parametric rolling.
Despite the fact that the American Bureau of Shipping Guide is issued
in a form of criteria used to determine if a particular vessel is vulnerable to
parametric roll (susceptibility criteria) and how large the roll motions might
be (severity criteria), the methodology of assessment is based on the
calculations that are not accessible for ship’s officers on board vessel. In order
to be implemented as a practical tool, it is necessary a detailed computer
software and thus is needed an additional cost for ships’ owner. As a result,
the assessment methodology remains for the moment just as guidance and
more important with less applicability in practice.
Based on these observations can be considered that there is a necessity
of rethinking the stability problems (arising from actual modes of ship
stability loss) generating new requirements with the positive impact on safety
of navigation that will protect lives, environment, and proprieties.
Considering the above statements, the principal idea underlying this
approach can be described as follows: the instability events could be assumed
as equal to the probability of encountering the critical situation that generate
this instability and assessed from the beginning as a safety to navigation
factor.
The opportunity of this thesis is given by the highlighting of some
aspects that are insufficient approached in practical assessment of dynamic
stability of ships in severe sea conditions as well as the demonstrated
usefulness of theoretical and experimental approaches documented, analysed
and proposed in the thesis.
The present work is important because is approaching the problem of
assessment the ship’s intact stability through the study of dynamic ship
behaviour in severe sea conditions. The work is important not only from the
theoretical point of view but also from practical point of view because it
offers solutions for assessment of dynamic intact stability in a form of
stability criteria (which presently is not covered by any regulations) that can
be used on board vessels by ship’s officers.
The main goal of the thesis is to develop a stability criterion for
assessment the ship stability in waves, for parametric rolling and pure loss of
stability, and to be implemented on board vessels as guidance for ship’s
officers. The current approach represents an attempt to fill the gap between
the current stability regulations issued by IMO and the ship stability failure
modes (like parametric rolling) which are presently not covered by these
2
regulations. The approach is based on interfacing the deterministic analyses of

dynamic ship stability with practicality on board vessel.
The study has relied on the following framework: basic loss of ship
stability causes should be individually addressed where practical findings of
the nature of this causes obtained by deterministic ship stability analyses and
tools have to be exploited. Furthermore, the assessment should not focus on a
single type of ship while appropriate casualties and statistics shall be
incorporated in the procedure. Finally, the practicality has to be satisfactory.
The motivation for the idea driving this approach and the necessity to
address in this thesis the issue of new approaching of assessment the ship
stability comes from a number of observations from the field of ships stability
losses and capsizing. Despite of the regulations in force, referring to intact
ship stability, many ships continued to loss their intact stability and/or
capsize.
The aim of the developed criteria is to help ship’s officers to take an
appropriate decision (avoid ship stability failure) based on the information
derived from ship’s characteristics, loading and environmental conditions for
the intended voyage, prior commencement of the voyage. The proposed
dynamic stability criteria developed in this thesis can be an advisory as well
as a control tool of ship’s behaviour in severe sea conditions.
Thesis objectives has been identified taking into account the necessity
of rethinking the ship stability criteria for new stability failure modes in
severe sea conditions as an issue of improving the safety of navigation in
respect of ship stability. Thus, in the present thesis there are three main
objectives proposed for study.
The first objective is to establish and analyze the causes and factors that
affecting the intact ship stability in severe sea conditions.
The second objective is to develop a methodology for solving solution
problems in respect of ship stability failure modes in severe sea conditions
(for parametric rolling and pure loss of stability) in a form of dynamic
stability criteria.
The third objective is to demonstrate the sufficient practicality of the
developed criteria through applications (supported by various calculations and
technical issues on an extended number of ships) and by implementation the
modality of calculation on board ships.
Stimulated by the mentioned considerations, the thesis has been
structured in 4 chapters. Firstly, a separate introductory chapter is presented
which includes the relevance of the problem as well as the motivation. The
final part includes the proposed objectives.
Chapter 1 aims to outline the importance of ship stability as a part of
seaworthiness concept and the impact on safety of navigation. To have an
image as close to reality about ship stability failure modes, a series of
casualties involving loss of ship stability are presented, based on real case
3
incidents, with emphasis on the factors and causes that are leading to such
incidents. A detailed analysis of the ship stability failure modes in extreme
sea conditions is provided, aiming to present how the ships face up the
problem of stability loss.
The research carried out, introducing the subject of dynamic stability
and reveals a number of possible dangerous situations encountered in heavy
weather conditions (like parametric rolling, pure loss of stability, broaching
and surf-riding) that currently are not covered by any regulations or guidance
for preventing or avoiding such situations. In this respect, is outlined the
present stability criteria, issued by International Maritime Organization,
regarding the assessment of ship intact stability.
The synopsis of current stability criteria is illustrating the details at
which stability requirements are determined, yet will also reveal the
shortcomings of the criteria and the fact that the current stability criteria are
not covering actual demand of safety for intact stability in certain situations.
References of the present regulations are critically discussed and some
conceptually approaches are proposed.
The main part of the thesis is focused on the development of a
sustainable dynamic stability criterion for assessment ship’s intact stability in
waves.
In Chapter 2, is presented a detailed description of the proposed criteria
for assessment ship stability in severe sea conditions, for parametric rolling
and pure loss of stability, divided into a number of steps that forms the levels
of vulnerability and susceptibility of ships for such phenomena.
Illustration of each level of stability criteria is presented, based on a
mathematical model correlated with ship design characteristics and
environmental conditions, aiming to reveal the structure of the new stability
criteria proposed.
A new type of dynamic stability assessment criteria is developed by
producing a diagram (risk map) that provides information about the stability
condition of the ship based on actual loading condition and environmental
factors.
The proposed assessment criteria takes the advantages that combines
efficient tools and methods that can be easy accessed by officers on board
ships.
Chapter 3 is devoted to implementation of proposed criteria in practice,
through applicability for a large number of well-documented ships of different
types, sizes and in different loading conditions. The aim is to demonstrate that
certain categories of ships are vulnerable to dangerous phenomena in rough
sea conditions, which are leading to loss of intact stability, and the proposed
dynamic stability criteria can be a usefully computational tool for ship’s
officers that can give important information and guidance for avoiding such
situations from the beginning of the voyage.
4
In Chapter 4 is proposed a procedure for implementaation on board

ships of the methodology of assessment dynamic stability in waves for
phenomena like parametric rolling and pure loss of stability.
The final part of the thesis is dedicated to general conclusions and
personal contributions and indicates possible future research directions that
can be continued, taken into consideration some situations and factors that
were not considered in the present thesis.
The present work entitled “The impact of ship’s stability on safety of
navigation” is part of the works related to importance of ship stability
assessment. It fits into a very complex system of research concerning the
intact stability of ships, more exactly to modes of ship stability loss and the
possibility of assessment the ship stability to prevent such losses.
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CHAPTER 1
ACTUAL STAGE REGARDING SHIP’S STABILITY LOSS

PROBLEMS AND THE IMPACT ON SAFETY OF NAVIGATION
A classical field of ship safety and safety to navigation is without any

doubt the intact stability of the vessel. With regard to the safety of the vessel,
the stability of a ship is of paramount concern.
Vessel’s intact stability is a fundamental component of seaworthiness
so it is in the interest of all owners, operators, charterers and naval architects
to learn about this topic and ensure that their vessel possesses a satisfactory
level of stability in order to ensure its safety as well as that of the people on
board the ship. A basic principle to have the ship in a seaworthy condition is
among other important things the understanding of ship's stability.
Like in any accident type, for the purpose to adopt the relevant safety
measures and regulations to prevent such an accident in the future or to
minimize the losses, in ship stability casualties it is essentially to keep a
strictly statistic of those casualties. Hence, intact ship stability failure
casualties have to be taken into consideration like separate events in the
statistics. Moreover, the ship stability failure modes have to be identified and
distinguished (between operational and environmental modes of stability loss)
and the proper prevention measures have to be adopted.
A thorough study of research was undertaken on a number of 37 ships
involved in casualties related to intact ship stability failure in severe sea
conditions. Based on this study, it can be assumed that a ship may loose her
stability or may capsize in at least four different ways:
 Pure loss of stability,
 Parametric rolling,
 Dead ship condition,
 Broaching and/or Surf-riding.
Pure loss of stability in waves

First mode of ship stability failure by physical phenomena is related to
the variation of restoring lever in waves; the restoring moment becomes larger
on the wave trough and smaller on the wave crest, thus, the result is the
occurrence of very large roll angles under certain circumstances. The reason
is the changes of ship’s stability while the wave passing by. A possible
scenario for the development of stability failure caused by pure loss of
stability is presented in [23] and is illustrated below: First the ship sailing
with relative high speed in following waves, figure 1.23, and a large wave is
approaching from the stern. If the speed of the large wave is just slightly
6
above the ship speed, the time duration for the large wave to pass the ship
may be long. There is a typical changes of stability caused by relative small
waves (fig. 1.24).
Fig.1.23 Vessel sailing in following waves, large wave approaching from stern
Fig.1.24 Changes of stability caused by small relative waves
Then, the large wave is overtaking the ship (fig. 1.25). Once the crest of
the large wave is near the midship section of the ship and if the time exposure
to the crest of the large wave is long enough, the stability may be significantly
decreased.
Fig.1.25 Large wave is overtaking the ship
In this situation there is a large decrease of the instantaneous GZ curve,

caused by the crest of the large wave (fig. 1.26).
Fig.1.26 Decrease of stability caused by the wave crest
Because the wave speed is just slightly more than ship speed, the
condition of decreased stability may exist long enough for the ship to develop
large heel angle, or even capsize.
As the large wave has passed the ship (fig. 1.27), her stability is
regained and the ship will eventually return to the upright position, if she did
7
not already heel too far. Otherwise, typical changes of stability, caused by
relatively small waves, are encountered.
Fig.1.27: Large wave passed over the ship and the stability is regained
Parametric rolling
Parametric roll behavior may lead to sudden increase in large roll

amplitude angles experienced by the ship typically in longitudinal waves,
caused by parametric roll resonance (the encounter frequency of waves of
length similar or larger than the ships length is comparable to twice the ship’s
roll natural frequency) [6].
Periodic stability variations, occurring with certain frequency (about
twice the roll frequency) are the cause of development the parametric rolling.
This was very well explained in [23] and is illustrated in figure 1.32.
Fig.1.32 Developing of parametric roll [23]
8
If the ship is rolled on the wave trough, due to a wide waterline, the
restoring moment is increased over its magnitude in still water. If the wave
crest is amidship at that time, due to the greater speed of rolling and less
resistance of heeling, the stability is decreased and the ship will roll further
the opposite side.
Finally, the vessel comes again with midship section on the wave
trough, where the stability is again large. This situation leads to a large push
back force and the ship roll more over (because the roll speed was increased
in previous step) which leads to a larger roll angle and the ship reaches its
maximum amplitude roll. The scenarios repeats until the ship capsize or
stabilize up to a certain roll angle.
Analysis of actual intact ship stability criteria
The General Stability Criteria reveals that the regulations are still based
on the same assumptions, according to which the ship indicator of stability
safety is the righting arm curve on calm water.
The assumed Weather Criterion is simply to use, it is based on physical
phenomena / modeling but was adjusted with capsizing casualties in the form
of the wind velocity. In other words, the wind velocity in the weather criteria
does not represent the actual sea state and has rather empirical meanings. In
fact, it concerns only one mode of ships loss and the level of safety is largely
unknown.
Although it considers the dynamics of ship roll motions, at least in a
simplified way, this prescriptive scenario is not suitable to assess phenomena
endangering ships in head, following and quartering waves and it also never
was intended to be used in such a way [89]. The safety level guaranteed to the
ships by the compliance with stability criteria, however, is in general
unknown and it is still a big open problem. From the point of view of ship’s
safety this is however, not the final solution. The evidence is given by the
stability casualties that continue to occur despite the fact the those ships meets
the existing IMO stability criteria.
Conclusions
1. Ships stability is a very important component of seaworthiness concept.

2. Loss of ship stability has a great share and is an important cause of the
maritime casualties with a huge impact on safety of navigation, being a
serious threat in this respect.
3. Any loss of intact stability, due to one of the causes presented in this
chapter, will lead to a dangerous situation that will directly affect the
safety of navigation.
9
4. Present stability regulation are not covering the stability failure modes
in severe sea conditions (like parametric rolling).
Based on the studies and analysis presented in this chapter the

following tasks have to be settled:
1. The necessity of establishing a new set of stability criteria, to show the
vulnerability and behavior of the vessels in severe sea conditions
2. The validation of the stability criteria through calculations on various types
of ships
3. The implementation on board vessel of the procedure for calculation the
dynamic stability as a useful and accessible computational tool for ship’s
officers
In this respect, one of the main tasks of the thesis is to cover this goal:
to develop a method of assessment the intact stability of ships, in a form of
dynamic criteria, to cover the phenomena like pure loss of stability and
parametric rolling.
10
CHAPTER 2
THE CONCEPT AND METHODOLOGY OF THE PROPOSED

DYNAMIC STABILITY CRITERIA
The scope and the principle of the proposed dynamic intact

stability criteria
The scope of the proposed dynamic intact stability criteria in this thesis
is:
 To provide methods to assess particular intact stability failure modes
for ships in severe sea conditions.
 To ensure that the minimum initial value of GM in calm water,
obtained for a specific vessel with a specific hull form, is enough to balances
the crest-trough variation in a particular condition of wave.
The structure of the proposed dynamic intact stability criteria
The suggested intact stability criteria, presented in figure 2.2, is

designed to have a multi-level structure, based on empirical approach and it
has the basis in the simplified determination of stability factors that may be
judged quantitatively in the end.
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SHIP
Intact Stability
Assessment
Actual Loading Condition To

Be Reconsidered
Static Stability Proposed

Dynamic Stability Criteria
IMO Res A749(18) Pure loss of stability Parametric rolling

or Criterion Criterion
IS CODE 2008
LEVEL 1 LEVEL 1
Minimum GM on Minimum GM variation for
Minimum Stability onset of parametric rolling
wave crest
Requirements
In Still Water
LEVEL 2 OK Fail
Maximum GZ on
wave crest
 Minimum GM;
 Minimum area
under GZ curve; LEVEL 2
Fail Areas under GZ curves
 Minimum GZ
value for certain for parametric rolling
angle of heel. LEVEL 3 response
Critical time on wave
crest
OK Fail OK Fail OK Fail
Threshold value of ship’s forward

speed for avoiding pure loss of
stability and parametric rolling
Fig.2.2 Structure of the proposed dynamic intact stability criteria
12
The calculation procedure of the proposed dynamic intact stability

criteria
Modeling of environmental conditions
In order to be assessed the ship’s susceptibility to pure loss of stability

and parametric rolling in longitudinal waves it is necessary to be established
the environmental conditions and especially the parameters of waves
encountered.
The conventional or standard wave, which is taken into consideration
for proposed dynamic intact stability criteria has the trohoidal profile because,
has the closest profile of the wave that is encountered in reality due to wind
action.
Based on [49], another set of environmental conditions can be
designed, where a deterministic relation between the wave spectral period
Tw [s], wind speed U [m/s] and the significant wave height H w [m] is
provided.
If a regression of data is used from [49], then the following relations,
between the above three parameters, are obtained:
H w  0.07915  U 1.5 (2.1)

U 0.75  0.97728  Tw (2.2)
If the eq. (2.1) and (2.2) are combined, then the following relation for
the wave height is obtained
H w  0.07560  Tw2 (2.3)

The relation that ascertain the wave period in correlation with the
wavelength is
2
Tw   0.8  (2.4)
g
Thus, from the eq. (2.3) and (2.4) is obtained a relation of wave height
based on wavelength as
H w  0.04838   (2.5)
The equation (2.1) can be compared with the values of wave height
calculated from the values of wind speed provided from the Beaufort Scale, as
in table 2.2
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Table 2.2 Correlation between wind speed and wave height as per Beaufort Scale
Beaufort Scale 4 5 6 7 8 9 10 11 12
Wind speed 5.5- 8.0- 10.8- 13.9- 17.2- 20.8- 24.5- 28.5- >32.8
U , m/s 7.9 10.7 13.8 17.1 20.7 24.4 28.4 32.6
Wave height 1-2 2-3 3-4 4-5.5 5.5- 7-10 9- 11.5- >14
Hw , m 7.5 12.5 16
In this way, based on the equations (2.1) and (2.5) and the values of
wave height from the table 2.2, we can assume, for our proposed stability
criteria, the following deterministic values of the wave height in correlation
with the wavelength as per table 2.3.
Table 2.3 Assumed relation between wave length and average wave height
Wave length λ, m 50 100 150 200 250 300 350
Wave height H w , m 2.5 4.8 7.25 9.7 12.1 14.5 16.9
For intermediate wave lengths, linear interpolation my be used.

However, the large values of wave heights will be limited by the condition
H w  D  d m , where D is the ship’s depth and d m is the ship’s mean draft.
Stability criterion for parametric rolling
The proposed methodology for the assessment of parametric rolling in

waves is based on the following levels (fig.2.5):
1. Assessment of minimum GM variation for onset of parametric rolling,
2. Assessment of areas under GZ curves for parametric rolling response,
3. Establish a threshold value for ship’s forward speed, in order to avoid
the parametric rolling phenomenon
Minimum value of GM variation for onset of parametric rolling

The calculation of assumed waterlines, based on the considered wave
height is modeled as follows:
 When the wave crest is situated amidship, the waterline is considered a
straight line for the lowest draft, lower waterline – LWL (fig. 2.6).
Fig.2.6 Considered lower water line – LWL - for wave crest amidship
14
 When the wave trough is situated amidship, the waterline is considered

a straight line for the highest draft (upper waterline – UWL), at a
vertical distance defined as the height of the wave, measured from the
lower waterline (fig. 2.7).
Fig.2.7 Considered upper water line – UWL - for wave trough amidship
The above-described simplified way of calculation, is based on the idea

that waterplane variation amidships has less influence on stability changes,
considering the
The draft for lower and upper waterline is calculated from the relation
(2.20), which is a combination between ABS relation used in [3], wave
relation obtained from [166] and quotations from figure 2.9, as follows:
2 ( xi  xc )
d( xc , xi )  dm  xF tan   0.5  H w  cos

(2.20)
Fig. 2.9 Definition of draft in relation with position of wave crest

For our proposed model of stability criteria we considered the wave
crest is exactly at midship position, where xi  xc , and the vessel is
considered in a even keel situation (which means that angle of longitudinal
inclination is zero) thereafter the formula for the draft at upper and lower
waterline will become
dU , L  dm  0.5  H w . (2.21)
Thus, the metacentric height, for upper and lower waterline considered,
can be easily calculated from the relation
GMU , L  BMU , L  KG  VCBU , L . (2.22)
15
Thereafter, the variation of metacentric height can be determined as
GM U  GM L
 GM  . (2.23)
2
The equation of ship rolling in longitudinal waves can be considered in
a way presented by Francescutto in [46], as
I x  D( , )  R( , t )  0 . (2.24)

If the onset of parametric rolling is considered at  (t )  0 , in the
situation of restriction for the moment to analysis of stability, the problem is
simplified and the equation (2.24) can be written in a linearised form as
I x ()  D  GM (t )  0 . (2.25)

If it is considered that the variation of transversal metacentric height is
in a sinusoidal form, then the equation (2.25) becomes a Mathieu type
equation as follows
  GM 
  2  2 1  cos(E t )    0 , (2.26)
 GM 0 
which is a differential equation with periodic coefficients and its solution are
solved through Floquet theory.
Since the occurrence of parametric rolling is fully dependent by the
conditions for wave encounter frequency, large variations of metacentric
height and sufficiently low damping, a threshold value for the onset of
parametric rolling is obtained from equation (2.26) in a reduced form as
2 2
1   GM 1  E 
2  E     2,
  
(2.27)
2    GM 0 2  
which reveals a minimum threshold value in the proximity of the condition
e  2 that can be written as
 GM 4
 , (2.28)
GM 0 
where,  is the total roll damping coefficient,  is the ship natural roll
frequency and GM 0 is the metacentric height for draught corresponding to
actual ship loading condition.
The eq. (2.28) expresses the fact that stability variation is sufficient to
induce parametric rolling. The chances for development of parametric rolling
16
are high when the ratio is large, then the threshold can be expressed as the
 GM
critical minimal value of for which large resonance occurs, as
GM 0
 GM 4
 . (2.29)
GM 0 
In ship’s roll motion, damping is of particular attention and should be
calculated as accurately as possible. An empirical form, for the assessment of
the total roll damping coefficient, can be applied from the model test of Miller
as described in [115]. Through this method, it is calculated the total damping
in roll motion as a sum of two components (the linear and non-linear damping
roll) as follows
  1 2  a , (2.30)
where:
 2 3
L L  Fn   Fn   Fn  
1  Cv  0.00085          2     , (2.31)
B GM 0  Cb   Cb   Cb 

 
 l bk  rb3
2  19.25   Abk   0.0024  L  B   . (2.32)
 rb  L  B  d C
3
  b
in which:
Abk - one sided area of bilge keel (m²)
lbk - length of bilge keel (m)
hbk - height of bilge keel (m)
rbk - distance center line of water plane to turn of bilge (m)
(first point at which turn of bilge starts, relative to water plane)
L - length of ship (m)
B - breadth of ship (m)
d - draft of ship (m)
Cb - block coefficient
Fn - Froude number, ( v / gL )
a - amplitude of roll (radians)
Cv - correction factor for speed, generally is 1.
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The minimum areas under righting moment curves for parametric

rolling response
Based on the relationship between damping coefficient and ratio of

areas under righting moment curves for wave crest and wave trough amidship,
the potential risk regions of parametric roll motions can be determined.
For a ship running in longitudinal seas, an equation of motion may be
described in the following form, as written by Bullian in [30]:
( I x  J x )  D( )    GZ ( , t )  0 , (2.33)

where, ( I x  J x ) are the real and added moments of inertia, D( ) is the
damping force,  is the ship displacement and GZ ( , t ) is the righting arm.
If in the equation (2.33) are considered the damping coefficient, the
ship’s natural roll frequency and the metacentric height, it can be written as
  2  2 f ( , t )  0 , (2.34)
where,  is coefficient of roll damping,  is the natural roll frequency and
f ( , t ) is the time dependent stiffness.
Therefore, the areas under GZ curves for wave crest and wave trough
condition are calculated as follows:

Acrest   GZ L ( )d , (2.36)
0 WL

Atrough   GZU ( )d . (2.37)
0 WL
The modeling of the GZ it is important because it reveals the amplitude
of roll motion. It was assumed that the metacentric height on waves has a
sinusoidal variation given by the relation
GM wave  GM 0 (1   2 cos et ) , (2.40)

where,
GM LWL  GM UWL
1  , is the average variation of GM, (2.41)
2  GM 0
GM UWL  GM LWL
2  , is the amplitude of wave-induced variation in GM.
2  GM 0
Thus, the righting arm could be written in a linearised form as
GZ ( , t )  GM 0 (1   2 cos et ) . (2.43)
18
In longitudinal waves, the frequency of ship rolling is almost the same

with the natural frequency, and the relation that can approximate the rolling
angle is based on Hamamoto [54], as
 (t )  1 cos  t   2 sin  t . (2.44)

In order to find the encounter frequency that leads to parametric rolling
it will be applied the energy balance method in eq. (2.34) as follows
T T T T
2 2
 d     d    1   d     2   cos(E t )d  0. (2.45)
0 0 0 0
By substituting the derivatives of equation (2.44) into equation (2.45) is
obtained the following
T 1 
  2 (12   22 )  T   2  3  1   2 cos 2 t  (12   22 ) sin 2 t  cos( E t ) dt  0.
0 2 
(2.46)
In order to occur the parametric rolling, it is necessary to be fulfilled
the condition that the encounter frequency should be equal to twice the
natural rolling frequency.
In the same time, the equation (2.44) can be rewritten as
 (t )  cr cos( t   ) , (2.47)

where, 0 is the critical roll angle given by the relation
 1 
cr  12   22 and   tan 1  . (2.48)
 2 
Then, from the equations (2.46) and (2.47), 1 and  2 are determined in
a form of equations that describe the critical condition where constant rolling
amplitude is maintained.
2  2 
2 cr   2T   2T  
1  1   sin   1    cos   (2.49)
2    2    2 
 
2  2 
2 cr   2T   2T  
2  1   sin   1    cos   (2.50)
2    2    2 
 
The risk and no risk zones can be determined from the behaviour of 1
and  2 which have to be considered as a function of time (in order that the
rolling angle to increase up to a risky zone and decrease to a no risk zone) as
follows
 (t )  1 (t )cos  t   2 (t )sin  t . (2.51)
19
The risk zones for parametric rolling is specified by the factor

 2 
(   ) 4  2(22  12   2 )(   ) 2  4  12  2   212   4  0 (2.55)
 4 
Based on the value of  from equation (2.55) is determined the rolling
motion as follows:
 If   0 , rolling motion increases;
 If   0 , rolling motion decreases;
 If   0 , rolling motion is critical.
Thus, it can be expressed the condition that leading to capsize, in
longitudinal waves, as follows
    1 
   2  in a capsizing zone, (2.56)
2 T 
    1 
   2  in a risk zone, (2.57)
2 T 
    1 
   2  in a risk free zone. (2.58)
2 T 
In this way, by fitting the results with first-degree polynomials, the risk
zones for parametric rolling may be defined in connection with the area ratio
and damping coefficient as per figure 2.12.
Area ratio
Ac/At
1.00
No risk zone
0.80
0.60
Parametric roll zone

0.40
0.20
Capsizing zone
0.00
0 0.01 0.02 0.03 0.04 0.05 0.06
Damping coefficient-η
-0.20
Fig. 2.12 Potential capsizing and parametric rolling zones related to area ratio and damping
coefficient.
20
The equations for damping coefficients were defined for risk zones as a
function of area ratio as follows:
A
   0.0814 crest  0.0924 , risk free zone; (2.60)
Atrough
 Acrest 
  0.0814 A  0.0924 
 trough 
   , parametric roll zone; (2.61)
A
  0.0870 crest  0.0675
 Atrough 
A
   0.0870 crest  0.0675 , capsizing zone. (2.62)
Atrough
The threshold value of ship’s forward speed for susceptibility to

parametric rolling
The encounter period of longitudinal waves (in head and following

seas) is given by the equation,
1
TE  . (2.66)
1 2 VS
  2  cos 
Tw g Tw
For the condition of parametric roll, the relation that gives the ship’s
speed in longitudinal waves is,
g T2
V pr  (Tw   w ) , for head waves and 1.8    2.0 , (2.69)
2 T
or,
g Tw2
V pr  (  Tw ) , for following waves and 2.0    2.1, (2.70)
2 T
The ship susceptibility for parametric roll development shall be
calculated for the speed range as per relations (2.69) and (2.70) and taking
into consideration the condition that wave length to be equal with ship’s
length. If the ship’s speed does not take the values defined by the relations
(2.69) and (2.70) then the ship is not susceptible to parametric roll and a
further check is not necessary. Thus, in order to avoid parametric rolling the
actual ship’s speed have to be:
Vs max  V pr , (2.75)
21
where, Vs max is the maximum speed of the ship that can be developed in
extreme seas.
Stability criterion for pure loss of stability
The assessment criteria considers the main following aspects:

 Ship actual loading condition, from where can be deducted the critical
KG that leads to critical GM and maximum positive value of GZ on the
wave crest.
 The time expected to be spent by the ship on the wave crest during
possible large inclination of ship can be developed and thus pure loss of
stability phenomenon appears.
Assessment of minimum GM on wave crest
The calculation of GM on the wave crest, is based on the same simple

mode of assessment as used for parametric rolling, considering that when the
wave crest is amidship, the waterline is a straight line for the lowest draft at a
vertical distance equal with half of the mean draft, as represented in figure
2.17.
Fig. 2.17 Considered lower water line – LWL - for wave crest amidship
Thus, the metacentric height for the lower waterline considered, which
is the metacentric height on the wave crest, is calculated with the relation
GM xc  BM L  KG  VCBL . (2.77)
The figure 2.18 illustrates the values of GM as a function of the wave

crest along the ship’s hull.
The value of GM ( x c ) is the minimum value, GM min , that the ship can
encounter on waves and thus, the first level of stability assessment for pure
loss of stability in waves is that GM on the wave crest to be positive
GM ( x c )  0 . (2.78)
22
Fig. 2.18: Illustration of GM curve as a function of wave crest position
Based on this fact we can assume that if this value is negative the ship
is susceptible to develop a potential danger for pure loss of stability.
Assessment of maximum GZ in waves
In our proposed criterion, the vessel was assumed “stuck” on the wave
crest. This situation can be considered similar to a static condition (the vessel
is statically balanced on the free surface) and then the righting lever may be
calculated as transient GZ at that moment and can be modeled, by using of
GZ curve in calm water, as:
GZ xc ( )  GZ0 ( )  (GM 0  GM xc )sin( ) . (2.79)

At this level, the value of the calculated GZ max need to be positive in
order that the ship not to be vulnerable to pure loss of stability, thus
GZ max  0 . (2.80)
If the calculated GZ max is negative then this criterion supports the
conclusion of previous criterion of GM min and ship fails to comply being
possible to be vulnerable to pure loss of stability especially if spend enough
longer duration on the wave crest.
Assessment of the critical period spent by the ship on the wave

crest
This proposed criterion is a extended model of the method presented in

[140], based on the correlation between the time spent by the ship on the
wave crest with the time that it takes to reach a large angle of heel. In the
proposed criterion, the time spend on the wave crest is used as a ratio with the
23
natural roll period of ship as an indication of the possibility to develop large

angles of heel.
The time spent by the ship on the wave crest, during the GM is
negative, is represented in figure 2.19.
Fig. 2.19 The duration spent on wave crest with negative GM
The positions P1 and P2 is indicating the interval of time when the GM

remains negative while the ship is on the wave crest, based on the same
consideration such as used in IS Code 2008 [76].
This interval can be expressed as
P2  P1
t ( xc )  , (2.93)
cw  Vs
where, Vship is the ship’s speed and cw is the wave celerity calculated from
the relation
 g
cw      1.56    1.25   . (2.94)
Tw 2
The distance ( P2  P1 ) may calculated as a fraction of ship’s length and

may be considered as follows:
 For the actual design of containers ships, the flared portions in fore and
aft parts of the hull are extended at almost 1/4 from length. In this respect, the
fraction of ship length considered for the proposed criteria is about half of
ship’s length, figure 2.20.
24
L/4 L/4
L/2
Fig. 2.20 Fractions of the ship’s length, container ship
 For the actual design of car carrier ships, the flared portions in fore part
of the hull is extended at about L/3 from length, whilst in aft part of the hull to
about L/4 from length. In this respect, the fraction of ship length considered
for the proposed criteria is about 0.416 from ship’s length, figure 3.21.
L/3 5L / 12 L/4
Fig. 2.21 Fractions of the ship’s length, car carrier ship
If t ( xc ) represents a short duration, then the stability will be reduced

below zero, only for a short period, and this fact may not be significant. In
case of longer duration of reduced stability below zero, large roll angles may
be developed, leading to a dangerous loss of stability or even to capsize.
Based on the t ( xc ) and the ship natural roll period, is defined the ratio
t ( xc )
 1,which can be used as a possible criterion for indicating the
T
possibility of the ship to develop large roll angles or even capsize during
decreasing of GM to negative values.
The meaning is if this ratio is small, the ship is not susceptible for pure
loss of stability but in the same way, if the ratio is large, approaching to 1, the
ship may have time to develop large rolling angles and to loss stability due to
decrease of GM for a long duration.
25
Conclusions
In the present chapter was presented a proposed dynamic stability

criterion for the assessment of ship instabilities in waves due to phenomena
like pure loss of stability and parametric rolling. The criterion was developed
taken into consideration the main factors that affect the dynamic stability, i.e.
the waves and the characteristics of the ships (loading conditions as well as
hydrostatic particulars).
The proposed criteria is developed in a multi-level scenario. Each level,
give the possibility of assessment the vulnerability of ships to dynamic
instabilities and the possibility to take corrective actions in order to avoid,
from the beginning of the voyage, the exposure of ships to dangerous
phenomena in severe sea conditions.
The first level of the criteria is based on the assessment of minimum
metacentric height (the first indicator of ship’s stability) when the wave crest
is amidships (the most dangerous situation). Thus, the intention of this level is
to find out how much should be the minimum metacentric height in order to
be sufficient against loss of stability in this situation.
As only the value of metacentric height is not revealing all the times the
vulnerability of ships to dangerous phenomena in waves, the second level of
stability criteria is applied. This level is based on the calculation and
assessment of the righting level because it determines the capacity of ships to
regain the stability as well as the amplitude of roll motion.
In the final level, the time spend by the ship on the wave crest is used
as a ratio with the natural roll period of ship for indication the possibility to
develop large angle of inclination. The scope of this level is to provide
informations regarding the duration that the stability of ship is below negative
values as well as the values of vessel’s speed that have to be established in
order to spend less time below negative metacentric height. Thus, if the vessel
fails to comply with the level 1 and level 2, the criteria give the possibility to
take measures, for avoiding such dangerous situations in severe seas, by
establishing threshold values of vessel’s speed calculated basis on actual
loading condition, ship’s dimensions and hydrostatic particulars.
26
CHAPTER 3
VALIDATION OF THE PROPOSED DYNAMIC STABILITY

CRITERIA
Validation of the proposed dynamic stability criteria for an

extended number of ships in full loaded condition
In order to show the sustainability of the proposed dynamic stability

criteria for the assessment of parametric rolling and pure loss of stability, the
sample calculations were extended for a number of 34 ships of different types
and sizes.
Sample calculation for assessment of parametric rolling
Sample calculations, for assessment of parametric rolling, were

performed following the methodology of assessment the minimum value of
GM variation for onset of parametric rolling and calculation of minimum
areas under righting moment curves for parametric rolling response, described
in the proposed stability criteria. The results are illustrated in the Annex III.
The categories and number of ships that failed to comply with Level 1
and Level 2 criterion for parametric rolling are illustrated in Annex IV.
Sample calculation for assessment of pure loss of stability
Sample calculations for assessment of pure loss of stability were

performed following the methodology of calculation the minimum GM on the
wave crest, the maximum GZ in waves and the critical period spent on the
wave crest, described in the proposed stability criteria. The results are
illustrated in the Annex V.
The categories and number of ships that failed to comply with Level 1
criterion for pure loss of stability are illustrated in Annex VI.
For the Level 2 of pure loss of stability criterion, all the ships used for
sample calculations passed the restriction of GZ max  0 . It is important to be
noted, that even the categories of ships that failed to pass the first level of
criterion complied with the second level. This is because, despite the fact that
initial metacentric height has negative value, the ships spent less time on the
wave crest and the time of loss of stability becomes small.
The development of a faster partial stability failure, as the upright
equilibrium is no longer stable, may be the consequence of appearance of an
27
angle of loll. In case of negative stability for large roll angles (even up to 30
degrees) in a wave crest situation a ship can stay in a stable condition, with a
constant heel, but only in a static situation. Because of the dynamic behaviour
of the sea, the roll energy is slowly dissipated and the ship can experience
negative stability on group of wave crests in a row, which results in excessive
rolling over 30 degrees.
However, if the maximum roll angle exceeds large values the danger of
occurring large accelerations is high. The result can be the collapse of cargo
stows and breaking of lashings, which can lead to capsize of the ship.
It can be concluded that the values obtained in the level 1 criterion are
much smaller that from direct calculation and in this case the level 1 criterion
can be considered more conservative than the level 2 criterion.
Conclusions
Comparing the sample calculation results for assessment of parametric

rolling and pure loss of stability it can be observed that there is a great
distinction between categories of ships.
The proposed criteria divides the sample ships used for calculation in
two distinctive groups as follows:
 In the first group are ships like oil tankers, gas carriers, multipurpose
ships and bulk carriers, that complies with the level 1 and level 2 criterion for
parametric rolling and pure loss of stability, and can be considered
conventional ships, not at risk for failures related to stability changes (righting
lever variations) in waves.
This group of ships passed the criteria mainly due to geometry of hull,
because these types of ships have only small bow flares (in case of gas
carriers or multipurpose ships) or have almost wall sided bow (in case of bulk
carriers or oil tankers) as shown in figures 3.45.
 In the second group are ships like container ships, Ro-Ro ships or Pure
Car Carrier ships, which not pass the levels of criteria, and can be considered
with a high risk for stability failures related to righting arm variations in
waves.
This is mainly due to geometric characteristics of the hull (large flared
forms at fore and aft part of the hull with small values of volume below
waterline at lower draughts), which increase vulnerability to parametric
rolling and pure loss of stability.
Another difference between the two groups of ships is of that the first
group includes slow speed ships (tankers, bulk carriers, etc) whilst the second
group of ships contain relatively high speed ships (container ships, Ro-Ro
ships, etc). Based on this observation we can affirm that the waves that are
28
long enough to be capable to induce parametric rolling or pure loss of stability

phenomenon are too fast for the slow speed ships (because the time spend on
the wave crest is considerable limited than in the case of high speed ships). In
this sense, the criteria show no vulnerability to such phenomena for these
types of ships that generally is consistent with operational experience.
On the other hand, it may be noted that, the second group of ships are
vulnerable to stability failures in waves only in extreme weather conditions
with high sea state, where wave height is large. This fact can be a picture that
provides a clear separation of ships that are vulnerable only in high seas states
from the ships that are vulnerable in almost all sea states.
29
CHAPTER 4
THE IMPLEMENTATION ON BOARD SHIPS OF THE PROPOSED

STABILITY CRITERIA
Proposed onboard procedure for calculation and assessment of ship’s

dynamic stability in waves
The proposed methodology for calculation and assessment the ship’s

dynamic stability in waves for phenomena like parametric rolling and pure
loss of stability is based on the idea to be a very easy and useful onboard
computational tool for ship’s officers.
The main aspects taken into consideration when the methodology was
developed were:
 All the necessary data for calculation to be available on board vessel
and easy accessible to ship’s officers.
 To be a not time-consuming methodology.
 To use simple and accurate procedures for calculation.
 The calculation to present relevant parameters based on actual loading
condition in order to assist the Master in his judgment on whether the
ship is vulnerable or not to dangerous phenomena in severe sea
conditions.
 A quick assessment between obtained values and limit values.
 Not involving extra costs from owner’s side.
In order to be a not very sophisticated and time-consuming operation,

the procedure for onboard calculation and assessment of the dynamic stability
in waves can be based on the same principles as the actual existing procedure
for the transverse stability calculations. In this way, the procedure of
calculation can be performed on a series of calculation sheet forms for each
criterion as well as for each level of vulnerability. The proposed procedure for
calculation the dynamic stability in waves for assessment ship’s vulnerability
to parametric rolling and pure loss of stability is presented in the tables 4.2 to
4.4.
30
Table 4.2 Proposed Calculation Sheet Form for assessment of parametric rolling criteria –
Level 1
Calculation Sheet for Parametric Rolling Criteria
Level 1 – Minimum GM variation for onset of parametric rolling
Criteria Actual Comply
1. Hw Table 2.3
2. dm from transverse
stability calculation
3. GMo from transverse
4. KGo from transverse
5. dU Eq.(2.21)
6. dL Eq.(2.21)
7. BMU from hydrostatic
tables equivalent to
dU
8. VCBU from hydrostatic
dU
9. BML from hydrostatic
dL
10. VCBL from hydrostatic
dL
11. GMU Eq.(2.22)
12. GML Eq.(2.22)
13.  GM Eq.(2.23)
14.  Eq.(2.30)
15.  Eq.(2.72)
16.  GM 4

GM 0 
Table 4.3 Proposed Calculation Sheet Form for assessment of parametric rolling criteria –
Level 2
Level 2 – Areas under GZ curves for parametric rolling response
Calculation Sheet for righting levers GZU and GZL
GMo from transverse stability calculation
GMU from Level 1 line (11)
GML from Level 1 line (12)
Angle of 0° 10° 20° 30° 40° 50° 60° 70° 80° 90°
31
heel
1. sinφ
2. GZo
3. GZU
4. GZL
Calculation of Areas under GZL & GZU curves (Acrest & Atrough)
6. S1 1 4 2 4 1 Simpson coefficients
7. S1 x Σ (S1 x GZL)
GZL
9. S1 x Σ (S1 x GZU)
GZU
10. Acrest Ac = 1/3 x 10 x Σ (S1 x GZL) x
π/180
11. Atrough At = 1/3 x 10 x Σ (S1 x GZU) x
π/180
Ship’s position on the parametric rolling risk map
12 Acrest
. Atrough
13  from Level 1 line (15)
.
14 Eq.2.60
. Eq.2.61
Eq.2.62
The results of calculations are then plotted into risk map illustrated by figure
4.2 indicating the ship’s vulnerability to parametric rolling.
Area ratio
Ac/At
1.00 No risk zone
0.80
0.60

0.40
0.20
Capsizing zone
0.00
0 0.01 0.02 0.03 0.04 0.05 0.06
Damping coefficient-η
-0.20
Figure 4.2 Risk map for assessment ship’s vulnerability to parametric rolling
32
Table 4.4 Proposed Calculation Sheet Form for assessment of pure loss of stability criteria
– Levels 1 & 2
Calculation Sheet for Pure Loss of Stability Criteria
Level 1 – Minimum GM on wave crest

12 GML From Level 1 parametric GML >
. rolling 0
Level 2 – Maximum GZ on wave crest

13 GZL Eq.(2.79) GZmax
. >0
Table 4.5 Proposed Calculation Sheet Form for assessment of pure loss of stability criteria
Level 3
Level 3 – Critical time on wave crest
13 P2 – As fraction of ship’s length
. P1
14 T Eq.(2.72)
.
15 Vs Ship’s speed
.
16 t ( xc ) Eq.(2.93)
.
17 t ( xc )
1
. T
As can be seen from the above tables, the proposed procedure for
onboard calculation is simple and accessible.
The results will reveal the fact that the ship indicators of stability safety
are the elements of the righting arm curves for crest and trough conditions
(comparing with actual procedures that analyze only the righting arm curve in
calm sea). Moreover, the results can be considered as enough accurate to
judge the condition of the vessel and the vulnerability to dynamic phenomena
in waves if the vessel will encounter severe sea conditions during the intended
voyage.
33
CONCLUSIONS
This thesis is a contribution to the effort to introduce advanced methods

for assessment of ships intact stability as well as dynamic behaviour of ships
in longitudinal waves encountered during severe sea conditions. The
highlights of the efforts to approach the proposed topic are given by the
theoretical consistency as well as the extensive material developed by
numerical research.
The stability criteria proposed in this thesis, provide a framework to
assess the ship safety with special emphasis on dynamic instabilities in waves
and focused specifically on stability loss scenarios, like parametric rolling and
pure loss of stability, which are clearly related to insufficient stability. The
models of dynamic stability criteria proposed in this thesis can be considered
suitable to be incorporated in the new generation of criteria under
development at International Maritime Organization, because they allow the
assessment of the dynamic behaviour of ship under a certain type of stability
failure mode in waves.
In the present thesis, the author developed a series of original methods,
which constitutes the personal scientific and practical contributions.
Practical scientific contributions can be recorded as follows:
1. Development of dynamic stability criteria for the assessment of
parametric rolling and pure loss of stability of ships in waves
One of the main contributions of this thesis was the assessment of the
two of stability failure modes in waves (parametric rolling and pure loss of
stability) made by development of a new stability criteria. The criteria were
developed based on extensive analysis of field data and taking into
consideration the main factors that affects the dynamic stability, i.e. the waves
and the characteristics of the ships (loading conditions as well as hydrostatic
particulars).
The characteristic of the main influencing environmental factor (height
of waves) was designed, based on an original method, starting from a model
that correlates the height of the wave with the speed of the wind. The
approach started from the idea that these two factors are accessible on board
vessels, to ship’s officers, by measuring the wind speed and convert into wave
height from the Beaufort scale.
For the assessment of dynamic stability in waves, it was chosen the
situation of ship on the wave crest and wave trough in a “frozen” condition.
For these situations, started from mathematical models of roll motions, a
methodology for assessment the stability variation (metacentric height and
righting lever) was developed. Thus, threshold values for assessment
parameters that is characterizing the stability in waves such us, variation of
34
metacentric height, righting lever, area under righting lever curve and time
spend on the wave crest, were established and were used as a criterion.
A threshold value for a certain parameter, the area ratio under righting
lever curves as a function of roll damping coefficient, was developed in form
of a risk map, where zones of danger for occurrence of parametric rolling
were established.
2. The validation of the dynamic stability criteria for ships
vulnerability to parametric rolling and pure loss of stability in waves
Based on the proposed criteria of assessment the dynamic stability of
ships in waves it was studied the vulnerability to such situations. From the
sample calculations carried out, it was determined the category of ships
vulnerable to dynamic instabilities. It was demonstrated that ship’s intact
stability is in strong connection with the design of the hull, in the sense that a
ship with flared forms fore and aft will have less stability on the wave crest
due to decreasing of waterplane area. In this respect, through the developed
criteria, were identified such type of ships which are possible vulnerable to
dynamic instabilities studied.
Practical contribution can be considered as follows:
1. An ample study and analysis regarding the stability failure
modes in severe sea conditions
The study was realized on a number of ships, of different type and
sizes, that encountered extreme sea conditions, involved in loss of stability
casualties. Correlations has been made between casualties and the type and
dimensions of ships, type of cargoes carried, geographical area, period of the
year as well as characteristics of environmental conditions (wind and waves).
Based on this study it was pointed out the possible modes of stability failure
in severe seas as well as the causes and factors involved.
It was revealed that most of the stability failure modes presented can
not be prevented, by officers on board vessel, as the current stability
regulations in force has not providing any guidance in this respect. Based on
this study, a criteria of assessment dynamic instabilities of ships in extreme
sea conditions has been proposed.
4. Development of a practical procedure for calculation dynamic
stability on board ships
Based on the idea to be a very accessible and useful onboard
computational tool for ship’s officers, a practical procedure for calculation of
ship dynamic stability was developed. In order to be a not very sophisticated
and time-consuming operation, the procedure for onboard calculation and
assessment of the dynamic stability in waves is based on a series of
calculation sheet forms for each criterion as well as for each level of
vulnerability provided by the proposed dynamic stability criteria developed in
this thesis.
35
Having in view the personal contributions (practical and scientific), it

can be said that the goal of the thesis has been achieved.
The work studied in this thesis has its own limitations. For the studying
in the future, this work may open up a wealth of opportunities. Part of these
features already started while some of them need further attention. During the
work, there were two main problems addressed: the cohesion between
assessment of stability of ships and the effect it has on the safety of
navigation.
The interesting and important topics brought into attention, in this
work, need further research. The stability failure modes due to phenomena
like parametric rolling and pure loss of stability has been assessed in this
study only in longitudinal seas (i.e. head or following waves). In this respect,
an interesting topic for future research is the effect of quartering waves on
such phenomena, having in view that roll motion and damping can be much
more complicated in these situations.
The calculation of roll damping by Miller’s method is by no means an
absolute reference and a further calculation of roll damping can take into
consideration the applicability of a different method, like for example Ikeda’s
method.
The stability failure modes in waves are rather unpredictable in real
seas when waves are irregular and coming from different directions. Since
parametric rolling or pure loss of stability are not ergodic, the methodology
for assessment has to establish the risk of encountering critical conditions for
the development of these phenomena. This fact can be achieved with large
sample of simulations based on scenario that take into consideration the
mainly navigation routes used during operation process of certain types of
ships (like for example container ships of certain deadweight capacity on the
North Atlantic routes). The results, achieved with accuracy, can be a good
instrument for further development of stability criteria.
A further study concerns the waves and more precisely the assessment
of parametric rolling based on a critical wave group encountered in real seas
scenario. The analysis has to be concentrated on different scenarios of wave
parameters or models (like Gaussian wave model or second order non-linear
wave model) and to check the method’s sensitivity to these variations.
The present work can be a useful tool for maritime organizations to be
used for future development of preventing measures, used as guidance (if not
as regulations) for officers on board vessels, for avoiding ship’s dynamic
instabilities in waves. The study conducted in this thesis aimed to bring
contribution on optimizing the safety of navigation through a new
methodology for assessment of ships stability.
36
Publications related to the thesis
Lamba M. D., Andrei C., Hanzu P.R., The analysis of intact ship stability
regulations, Constanta Maritime University Annals, Year XIII Vol. 18, ISSN
1582-3601, p. 45-48, 2012.
Andrei C., Lamba M. D., Hanzu P. R., Behind the theory of safety against
capsizing and assessing ship stability, Constanta Maritime University Annals,
Year XIII Vol. 18, ISSN 1582-3601, p. 25-30, 2012.
Andrei C., Hanzu P. R., Correlation between safety of navigation and

parametric roll of ships in waves, Constanta Maritime University Annals,
Year XIII Vol. 17, ISSN 1582-3601, p. 27-31, 2012.
Andrei C., Hanzu P. R., Lamba M. D., The influence of liquid free surface on
ship stability, Constanta Maritime University Annals, Year XIV, Vol.19,
ISSN 1582-3601, p. 21-26, 2013.
Andrei C., Blagovest B., A proposed criterion for the assessment of the
parametric rolling of ships in longitudinal waves, Journal of Maritime
Transport and Engineering, Latvian Maritime Academy, Vol.2, No.2, ISSN
2255-758X, p.4-13, December 2013.
Andrei C., Blagovest B., Lamba M. D., Considerations on broaching

phenomenon and its influence on loss of ship stability in following seas,
Constanta Maritime University Annals, Year XIV, Vol.20, ISSN 1582-3601,
p. 13-16, 2014.
Andrei C., Lamba M. D., Surf-riding of a ship in following and quartering

waves and vulnerability to loss of intact stability, Constanta Maritime
University Annals, Year XV, Vol.21, ISSN 1582-3601, p. 11-14, 2014.
Andrei C., Lamba M. D., Shifting of cargo on board ships, a serious threat to
loss of intact stability, Constanta Maritime University Annals, Year XV,
Vol.21, ISSN 1582-3601, p. 15-18, 2014.
37
ANNEX III – CALCULATIONS RESULTS FOR PARAMETRIC

ROLLING CRITERIA WITH SHIPS IN LOADED CONDITION
Table 3.28 Results of calculations for parametric rolling criteria Level 1 & Level 2
Failure Parametric rolling
mode Level 1 Level 2
Ship  GM 4  GM 4 Comply Acrest  Risk

Type GM 0  GM 0  A zone
trough
C1 1.83 1.45 Yes Failed 0.392 0.016 Yes
C2 2.01 1.51 Yes Failed 0.369 0.017 Yes
C3 2.28 1.37 Yes Failed 0.399 0.018 Yes
C4 2.43 1.73 Yes Failed 0.393 0.019 Yes
C5 2.67 1.79 Yes Failed 0.193 0.019 Yes
C6 2.85 1.69 Yes Failed 0.201 0.021 Yes
C7 2.92 2.17 Yes Failed 0.238 0.024 Yes
C8 3.12 2.26 Yes Failed 0.241 0.026 Yes
C9 3.38 2.41 Yes Failed 0.262 0.026 Yes
C10 3.51 3.76 No Yes 0.438 0.035 Yes
R1 1.84 1.30 Yes Failed 0.381 0.021 Yes
R2 1.71 1.36 Yes Failed 0.385 0.022 Yes
R3 1.98 1.81 Yes Failed 0.413 0.026 Yes
R4 2.14 1.92 Yes Failed 0.421 0.027 Yes
R5 2.38 2.04 Yes Failed 0.418 0.031 Yes
R6 2.24 2.17 Yes Failed 0.347 0.031 Yes
PCC1 0.58 2.95 No Yes 0.215 0.031 Yes
PCC2 0.67 3.03 No Yes 0.256 0.035 Yes
PCC3 0.78 3.21 No Yes 0.274 0.037 Yes
OT1 0.24 2.54 No Yes 0.798 0.041 No
OT2 0.27 2.84 No Yes 0.801 0.043 No
OT3 0.21 3.27 No Yes 0.823 0.046 No
OT4 0.23 3.98 No Yes 0.846 0.051 No
OT5 0.16 4.28 No Yes 0.875 0.052 No
38
OT6 0.16 4.31 No Yes 0.881 0.057 No

LG1 0.43 2.61 No Yes 0.698 0.046 No
LG2 0.58 3.47 No Yes 0.711 0.044 No
MP1 0.95 1.25 No Yes 0.756 0.038 No
MP2 1.11 1.90 No Yes 0.813 0.039 No
B1 0.27 2.72 No Yes 0.788 0.038 No
B2 0.26 2.83 No Yes 0.791 0.041 No
B3 0.28 2.92 No Yes 0.791 0.046 No
B4 0.31 3.01 No Yes 0.800 0.051 No
B5 0.29 3.56 No Yes 0.800 0.056 No
2
GM0
1 GMmin
-1
-2
MP1
MP2
C1
C2
C3
C4
C5
C6
C7
C8
C9
C10
R1
R2
R3
R4
R5
R6
PCC1
PCC2
PCC3
OT1
OT2
OT3
OT4
OT5
OT6
LG1
LG2
B1
B2
B3
B4
B5
Fig. 3.24 Variation of GM on wave crest
39
GM0
2 δGM/GM
MP1
MP2
C1
C2
C3
C4
C5
C6
C7
C8
C9
C10
R1
R2
R3
R4
R5
R6
PCC1
PCC2
PCC3
OT1
OT2
OT3
OT4
OT5
OT6
LG1
LG2
B1
B2
B3
B4
B5
Fig. 3.25 Difference between initial GM and ratio of GM variation in waves
Area ratio
Ac/At
1.00
No risk zone
0.80
0.60
0.40
0.20
Capsizing zone
0.00
0 0.01 0.02 0.03 0.04 0.05 0.06
Damping coefficient
-0.20
Fig. 3.26 Position of container ships on the parametric roll risk map
40
Area ratio
Ac/At
1.00
No risk zone
0.80

0.60
0.40
0.20
Capsizing zone
0.00
0 0.01 0.02 0.03 0.04 0.05 0.06
Damping coefficient
-0.20
Fig. 3.27 Position of Ro-Ro ships and PCC ships on the parametric roll risk map
Area ratio
Ac/At
1.00
No risk zone
0.80
0.60

0.40
0.20
Capsizing zone
0.00
0 0.01 0.02 0.03 0.04 0.05 0.06
Damping coefficient
-0.20
Fig. 3.28 Position of oil tanker ships and gas carrier ships on parametric roll risk map
41
Area ratio
Ac/At
1.00
No risk zone
0.80
0.60
0.40
0.20
Capsizing zone
0.00
0 0.01 0.02 0.03 0.04 0.05 0.06
Damping coefficient
-0.20
Fig. 3.29 Position of bulk carrier ships and multipurpose ships on parametric roll risk map
42
ANNEX IV – CATEGORIES OF SHIPS THAT FAILED TO COMPLY

WITH PARAMETRIC ROLLING CRITERIA LEVEL 1 & LEVEL 2
(SHIPS IN LOADED CONDITION)
30
25 Container Ships
Ro-Ro Ships
Number of ships
20 Pure Car Carrier Ships

Oil Tanker Ships
15 Gas Carrier Ships
Multipurpose Ships
10 9
Bulk Carrier Ships
6
5
0 0 0 0 0
0
Category of ships
Fig. 3.32 Categories of ships that failed to comply with Level 1 criterion for parametric rolling
30
25 Container Ships
Ro-Ro Ships
Number of ships

Oil Tanker Ships
10 Multipurpose Ships
10 Bulk Carrier Ships
6
5 3
0 0 0 0
0
Category of ships
Fig. 3.33 Categories of ships that failed to comply with Level 2 criterion for parametric rolling
43
ANNEX V – CALCULATIONS RESULTS FOR PURE LOSS OF

STABILITY CRITERIA WITH SHIPS IN LOADED CONDITION
Table 3.30 Results of calculations for assessment of pure loss of stability criteria
Level 1 & Level 2
Failure mode Pure loss of stability
Level 1 Level 2
Ship Type GM ( xc )  0 Comply GZ max  0 Comply
C1 -0.53 Failed 0.738 Yes

C8 0.18 Yes 1.563 Yes
C9 0.18 Yes 1.571 Yes
C10 0.21 Yes 1.858 Yes
R1 -0.88 Failed 0.251 Yes
PCC1 -0.38 Failed 0.523 Yes
OT1 1.08 Yes 2.916 Yes
OT2 1.24 Yes 3.654 Yes
OT3 1.57 Yes 3.898 Yes
OT4 1.81 Yes 4.418 Yes
OT5 2.13 Yes 4.537 Yes
OT6 2.24 Yes 4.588 Yes
44
LG1 1.74 Yes 3.561 Yes

LG2 1.88 Yes 3.835 Yes
MP1 0.78 Yes 1.186 Yes
MP2 1.57 Yes 2.231 Yes
B1 1.28 Yes 3.436 Yes
B2 1.61 Yes 3.561 Yes
B3 2.54 Yes 3.875 Yes
B4 2.32 Yes 3.936 Yes
B5 3.32 Yes 4.301 Yes
Table 3.31 Calculation of critical period spent on the wave crest, containerships
C1 C2 C3 C4
P2  P1 83.5 83.5 83.5 105 105 105 128 128 128 128 128 128
T 19.43 19.4 19.4 20.5 20.5 20.5 19.0 19.0 19.0 24.7 24.7 24.7
Vs 5 10 15 5 10 15 5 10 15 5 10 15
t ( xc ) 6.1 7.5 9.6 6.7 8.0 9.9 7.2 8.3 9.9 7.3 8.5 10.2
t ( xc ) 0.31 0.38 0.49 0.33 0.39 0.48 0.38 0.40 0.48 0.26 0.34 0.41
T
Table 3.32 Calculation of critical period spent on the wave crest, containerships
C7 C8 C9 C10
P2  P1 142 142 142 160 160 160 160 160 160 174 174 174
T 25.5 25.5 25.5 24.6 24.6 24.6 23.6 23.6 23.6 26.5 26.5 26.5
Vs 5 10 15 5 10 15 5 10 15 5 10 15
t ( xc ) 7.6 8.8 10.5 8.1 9.2 10.8 8.0 9.2 10.7 8.4 9.5 11.0
t ( xc ) 0.30 0.35 0.41 0.33 0.38 0.44 0.34 0.39 0.46 0.31 0.36 0.42
T
45
12
11
Time below negative GM, [s]

10 C1
C2
C3
9
C4
C7
8
C8
C9
7 C10
5
0 5 10 15 20
Ship speed, [knots]
Fig. 3.30 Dependence of time spend on wave crest as a function of ship’s speed, containerships
Table 3.33 Calculation of critical period spent on the wave crest, Ro-Ro ships
R1 R2 R3 R4
P2  P1 46 46 46 50 50 50 53 53 53 61 61 61
T 21.8 21.8 21.8 17.7 17.7 17.7 19.9 19.9 19.9 20.7 20.7 20.7
Vs 5 10 15 5 10 15 5 10 15 5 10 15
t ( xc ) 4.3 5.6 8.2 4.5 5.7 8.1 4.6 5.8 8.0 4.8 6.0 8.0
t ( xc ) 0.20 0.26 0.37 0.25 0.32 0.45 0.23 0.29 0.40 0.23 0.29 0.38
T
Table 3.34 Calculation of critical period spent on the wave crest, Ro-Ro and PCC ships
R5 R6 PCC1 PCC2
P2  P1 68.5 68.5 68.5 74 74 74 78 78 78 80 80 80
T 20.6 20.6 20.6 20.1 20.1 20.1 18.0 18.0 18.0 23.3 23.3 23.3
Vs 5 10 15 5 10 15 5 10 15 5 10 15
t ( xc ) 5.1 6.2 8.0 5.2 6.3 8.1 5.3 6.4 8.1 5.4 6.5 8.2
t ( xc ) 0.24 0.30 0.39 0.26 0.31 0.40 0.30 0.35 0.45 0.23 0.28 0.35
T
46
10
Time below negative GM, [s]

R1
8 R2
R3
R4
7
R5
R6
6 PCC1
PCC2
4
0 5 10 15 20
Ship speed, [knots]
Fig. 3.31 Dependence of time spend on wave crest as a function of ship’s speed, Ro-Ro and PCC
47
ANNEX VI – CATEGORIES OF SHIPS THAT FAILED TO COMPLY

WITH LEVEL 1 OF PURE LOSS OF STABILITY CRITERIA
(SHIPS IN LOADED CONDITION)
30
25 Container Ships
Ro-Ro Ships
Number of ships

Oil Tanker Ships
Multipurpose Ships
10 Bulk Carrier Ships
7
6
5 3
0 0 0 0
0
Category of ships
Fig 3.34 Categories of ships that failed to comply with Level 1 criterion for pure loss of stability
48

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NAVAL ACADEMY “NIKOLA YONKOV VAPTSAROV”

THE IMPACT OF SHIPS STABILITY ON SAFETY

In recent years, the number of accidents involving loss of ship stability

regulations. The approach is based on interfacing the deterministic analyses of

In Chapter 4 is proposed a procedure for implementaation on board

ACTUAL STAGE REGARDING SHIP’S STABILITY LOSS

A classical field of ship safety and safety to navigation is without any

Pure loss of stability in waves

Fig.1.24 Changes of stability caused by small relative waves

Fig.1.25 Large wave is overtaking the ship

In this situation there is a large decrease of the instantaneous GZ curve,

Fig.1.26 Decrease of stability caused by the wave crest

Parametric roll behavior may lead to sudden increase in large roll

Fig.1.32 Developing of parametric roll [23]

Analysis of actual intact ship stability criteria

1. Ships stability is a very important component of seaworthiness concept.

Based on the studies and analysis presented in this chapter the

THE CONCEPT AND METHODOLOGY OF THE PROPOSED

The scope and the principle of the proposed dynamic intact

The structure of the proposed dynamic intact stability criteria

The suggested intact stability criteria, presented in figure 2.2, is

Actual Loading Condition To

Static Stability Proposed

IMO Res A749(18) Pure loss of stability Parametric rolling

OK Fail OK Fail OK Fail

Threshold value of ship’s forward

Fig.2.2 Structure of the proposed dynamic intact stability criteria

The calculation procedure of the proposed dynamic intact stability

Modeling of environmental conditions

In order to be assessed the ship’s susceptibility to pure loss of stability

H w  0.07915  U 1.5 (2.1)

H w  0.07560  Tw2 (2.3)

For intermediate wave lengths, linear interpolation my be used.

Stability criterion for parametric rolling

The proposed methodology for the assessment of parametric rolling in

Minimum value of GM variation for onset of parametric rolling

 When the wave trough is situated amidship, the waterline is considered

The above-described simplified way of calculation, is based on the idea

Fig. 2.9 Definition of draft in relation with position of wave crest

GMU , L  BMU , L  KG  VCBU , L . (2.22)

Thereafter, the variation of metacentric height can be determined as

I x  D( , )  R( , t )  0 . (2.24)

I x ()  D  GM (t )  0 . (2.25)

The minimum areas under righting moment curves for parametric

Based on the relationship between damping coefficient and ratio of

( I x  J x )  D( )    GZ ( , t )  0 , (2.33)

GM wave  GM 0 (1   2 cos et ) , (2.40)

In longitudinal waves, the frequency of ship rolling is almost the same

 (t )  1 cos  t   2 sin  t . (2.44)

 (t )  cr cos( t   ) , (2.47)

 (t )  1 (t )cos  t   2 (t )sin  t . (2.51)

The risk zones for parametric rolling is specified by the factor

Parametric roll zone

The threshold value of ship’s forward speed for susceptibility to

The encounter period of longitudinal waves (in head and following

Stability criterion for pure loss of stability

The assessment criteria considers the main following aspects:

Assessment of minimum GM on wave crest

The calculation of GM on the wave crest, is based on the same simple