How can you prevent a ship from capsizing?

Free Surface effect should be minimised as it effects immensly to the GM and Righting lever. When a vessel with full tanks heels over, the contents of the tank do not shift. The tank's centre of gravity does not change, so it does not affect the vessel's stability. When a vessel with partially filled spaces heels over, the contents of the spaces will shift. The centre of gravity moves over to the side, making the vessel less stable. To avoid this free surface effect, try to have as few partially filled tanks and compartments as possible. Or divide the tanks with baffles/Longitudnal as it will decrease the free surface affect significantly

Simply comply with your vessel stability booklet as approved by Class. Study this booklet with regards to different loading conditions. Its not only the capability of these vessels but consider its limitations.

In my opinion a few additional important things are to know - Ship design and architecture, use of computerized stability programs, crew training on stability management, adherence to safe operational procedures, weather routing, regular maintenance and integrity checks.

The ships condition is the biggest issue. Older ships crack. Lose ballast or gain to much and the ship rolls. Service old vessels and ensure metal integrity. Welds are good places for cracks. Navigational errors, running into channel walls can stress the ship, causing cracks.

was mir manchmal auff?llt, ist der Glaube, je h?her das GM, desto sicherer ... in Punkto Kentern durchaus richtig, nur dann halt extrem sportlich, weil die Beschleunigungswerte nach oben gehen und damit nicht nur die Belastung auf die Crew, sondern auch auf die Ladung. Letzteres kann zum Versagen der Lashings führen, was letztlich das Schiff auch gef?hrdet.

Following the requirements of the stability booklet and load computer should keep a vessel upright. Shifting cargo, ingress of water, and not adding ballast (if possible) are all reasons which will contribute to capsizing. Water ingress is prevented by closing all hatches, water/weather tight doors, maintaining gaskets, seals and closing devices, keeping freeing ports functional, and changing course at sea to put breaking waves in a favorable location or to prevent synchronous rolling. Preventing shifting of cargo is accomplished by checking lashings, planning favorable weather routes, and utilizing all means to prevent free communication of cargo. Adding ballast should be done if there are any slack or empty tanks as per stability book.

Adjusting cargo or ballast to control stability/trim is not always possible. Cargo mix, ports of discharge, sequence of port calls, other stability factors (bending moment, shear force, torsion moment), lashing forces, HazMat segregation & positions of containers in stacks ashore can limit your ability to make corrections with cargo stowage. Ballast discharge regulations can limit your ability to make corrections with ballasting. You should always aim for your ideal trim and stability conditions with the cargo stowage and make up any difference needed with ballast adjustments. Fill ballast tanks completely to void FSE. The capsizing of the Golden Ray in the Savannah River was a result of not double checking stability calculations.

Computer softwares are good in this. But sometimes stevedoring and commercial purposes may force some captains to take less than correct decisions in this regard. Ships Safety must come first in all circumstances.

One of the best ways to stabilise small boats, however not as effective for large seagoing vessels. Stability calculations, weather conditions and experience will still dictate the course of action hence the fate of the vessel.

The Nautilus System (NTLS) concept which I began to develop in early 2020 is a proposal for a roll motion control and directional stabilizer with the hydrodynamics properties to improve the transversal stability and directional stabilization (weathervane), increasing the vessel resistance to oscillate from lower amplitudes and therefore extending the transversal stability linear GMT variation assumption for a broad range of sea states, which allow floating system such as FPSO and high block coefficients vessels to expand the operational field scenarios safety margin with energy savings and decarbonization.

Distress calls should be made when it is evident that the vessel is at risk for deck edge immersion. Abandon ship planning should be discussed before it is too late.

As we were told in the life saving training, the ship is the best means to save yourself. If the ship does capsize then your only means of escape are the rescue boats. The rescue boats though are smaller and if a big ship capsizes there is risk that they capsize too. Hence we take precautionary actions for ships not capsize such as not having half tanks with liquids in it. They should be either empty or (almost) completely full.

I’m sure that we all must have come across stories of untrained professionals carrying out independent cargo watches on ships. Although not all those stories we hear end up in incidents, it poses a huge risk. It’s unimaginable and a scary scene that no one can afford. Officers involved in stability operations must be properly trained to ensure safety.

Preventing a ship from capsizing involves various factors such as proper weight distribution, stability calculations, and navigating in safe conditions. Ensuring even cargo distribution, maintaining a low center of gravity, and avoiding extreme weather conditions are key precautions. Additionally, following proper loading procedures and adhering to stability guidelines outlined by maritime regulations contribute to preventing capsizing.

Even cargo is the best practice to prevent a ship from capsizing. If a ship capsizes you can only pray that you will be rescued in such a rough sea, even in rescue boats.