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The Code details procedures for safe and secure stowage and timber securing systems. It also includes guidance for ship securing manuals and checklists for safe operations. [1] Because of the increased weight of timber cargoes on a deck, the Code requires the ship's stability to be calculated according to a set list of criteria and guidance. [4]
Simpson's rules are used to calculate the volume of lifeboats, [6] and by surveyors to calculate the volume of sludge in a ship's oil tanks. For instance, in the latter, Simpson's 3rd rule is used to find the volume between two co-ordinates. To calculate the entire area / volume, Simpson's first rule is used. [7]
Ship stability is an area of naval architecture and ship design that deals with how a ship behaves at sea, both in still water and in waves, whether intact or damaged. Stability calculations focus on centers of gravity , centers of buoyancy , the metacenters of vessels, and on how these interact.
In the diagram above, the two Bs show the centres of buoyancy of a ship in the upright and heeled conditions. The metacentre, M, is considered to be fixed relative to the ship for small angles of heel; however, at larger angles the metacentre can no longer be considered fixed, and its actual location must be found to calculate the ship's stability.
The 2008 version of the Code details guidelines on Second Generation Intact Stability for ships, specifically criteria for dynamic stability and damage assessment. [7] The Code is split into two parts. Part A contains mandatory criteria. Part B contains additional guidelines and recommendations. [4]
CargoMax is a stability and load management software application for marine and offshore industries. It is developed and sold by Herbert-ABS Software Solutions, LLC. First released in 1979, [1] CargoMax was one of the first computerized systems for planning and evaluating ship loading; it is currently one of the most-used software applications for this purpose. [2]
A basic tool for calculating a vessel's stability is a static stability diagram, which plots the angle of heel on the horizontal axis and the righting lever (GZ) on the vertical axis. (see metacentric height for details). If the static stability curve never crosses the x-axis, the boat is not stable upside-down.
As an example, one could have a light hull with 50% ballast in a bulb at the bottom of an eight foot fin keel, the other could have a heavy hull with 20% ballast in a 2-foot-deep (0.61 m) full-length keel. The stability characteristics of the two sailboats will be drastically different despite the identical CSF value.