RESEARCH ARTICLE | OCTOBER 26 2020

Ferry Ro-Ro 500 DWT vessel stability studi in the effort to

maintain a national shipping system 
Zulfaidah Ariany  ; Budhi Santoso; Suharto; Sarwoko
AIP Conf. Proc. 2278, 020009 (2020)
https://doi.org/10.1063/5.0015262

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 Ferry Ro-Ro 500 DWT Vessel Stability Studi In The Effort
To Maintain A National Shipping System

Zulfaidah Ariany1,a), Budhi Santoso 2,b), Suharto1), Sarwoko1)

1)
Diploma of Naval Architecture in Industrial Department, School of Vocation, Universitas Diponegoro,
JL.Prof. H. Soedarto, SH Tembalang, 50275 Semarang, Central Java, Indonesia
2)
Department of Naval Architecture Engineering Polytecnic of Bengkalis, Riau, Indonesia.

Corresponding author: a) zariany0409@gmail.com

b)
budhisantoso@polbeng.ac.id

Abstract. The stability of the ship is one of the important parameters in ship safety during shipping. This statement is contained
in the statement by the International Maritime Organization (IMO). During the design process of a ship it is necessary to
know the stability characteristics, it is important to know the characteristics of the ship's hull with the characteristics of the
stability of the ship. This paper discusses the characteristics of stability against the design of a new Ferry ro-ro 500
DWT vessel. GZ stability arm for several variations of conditions at sailing and evaluated based on IMO stability criteria A.749
(18) Ch 3. The results of the stability evaluation obtained from the overall condition of ships one to eight have met the IMO
stability criteria A.749 (18) Ch 3. However, it should be noted in conditions four and five even though they meet but the shear
angle value approaches the minimum required. This condition is to be taken into consideration in setting the load above the car

07 December 2024 11:47:16

deck and setting the tank volume when the ship sails.

INTRODUCTION

The development of marine transportation today is very developed. Movement of people between islands is
increasing. People on small islands began to develop. The movement of people is followed by the transfer of their
luggage. The luggage is not only goods, but now people move one island to another carrying a car.
Roro passenger 500 DWT ship is one of the ships that will support the spread of inter-island distribution in
Indonesia. This ship has a different shape with other passenger ships. The special feature of the Roro Ferry boat has
two ram door doors on the bow and stern of the ship. The stability of the ship has become very important on a Ferry
Roro ship due to its large size and car deck. This Roro Ferry ship takes passengers and luggage. One of the
passenger goods is a car that is placed on the car deck. Conditions like this make the Roro Ferry ship vulnerable to
stability, so it is important to know the condition of the stability of the ship during shipping and sufficient amount of
load.
Ship planning using software is increasingly being used, and ship planning is based on risk. This risk-based planning
makes it easy for planners to analyze ship design [3]. The advantage of using the design using software can be
known the impact of each design stage. So that mitigation of ship designs can be carried out early.
The safety of the ship during sailing activities is very important, especially the stability of the ship. Several previous
studies on stability calculations refer to the stability criteria of the International Maritime Organization (IMO). IMO
has regulating the arm's angle of stability that is permitted, i.e. at an angle of less than 25 degrees [1][2]. The
stability of the ship is affected by the characteristics of the vessel's water-immersed form [3]. The addition of
construction outside the bilge with keel bilge will also increase stability [ 5]. The purpose of this study is to find the
value of arm stability that still meets the IMO stability criteria [6]. The benefit of this research is that it can be used
as a reference for related parties in order to facilitate the design of Roro ferry ships.

Climate Change and Sustainability Engineering in ASEAN 2019

AIP Conf. Proc. 2278, 020009-1–020009-6; https://doi.org/10.1063/5.0015262
Published by AIP Publishing. 978-0-7354-4008-1/$30.00

020009-1
 METHOD
This study uses inter-island ferry vessels with a capacity of 500 DWT. Technical data in the form of main
sizes, body plan, drawing general arrangement of the sample vessel can be seen in Table 1 and Figure 1.

TABLE 1. Main Dimension Ferry Ro-Ro 500 DWT Vessel

Main Dimensions Units
LOA 45.50 Meter
LPP 40.15 Meter
B 12.00 Meter
D 3.20 Meter
T 2.15 Meter
Main Engine 2 x 800 HP
Speed 11.00 Knots
Crews 18 Person
Passenger 202 Person
Car 12 Truck
7 Minibus

The following is a picture of the general plan of a 500 DWT ferry. This ferry transports passengers at once with
luggage, and cars. Passengers are on passenger decks, while cars are on deck cars. This 500 DWT Ferry Ship is

07 December 2024 11:47:16

designed to have 5 decks, namely; Double Bottom, Vehicle Deck, Intermediate Deck, Passenger Deck, and
Navigation Deck. The deck of the vehicle is able to accommodate 12 large trucks and 7 minibus that can access and
exit the vehicle deck through the stern or bow where each one is equipped with 2 outdoor vehicles. The purpose of
the Design of 2 pieces of ramp door is to get the flexibility of the port where this ship will lean. Because in general
port terminals in Indonesia are designed for monohull vessels, so if used for monohull vessels with one ramp door in
the middle will not be suitable unless modifications are made to the hull of the ship. This ship was also designed to
load 202 passengers and 18 crew members. Passengers are divided into two VIP passenger locations and Economy.
the passenger VIP room is bedside, while on the intermediate deck there are seats for daylight passengers in the
passenger deck open space where in general most passengers will prefer to be on the open deck to reduce the effects
of seasickness, and also to see the scenery the sea. On the deck of the vehicle there is also an accommodation room
for 6-person crew (6P) for operational convenience. Where for short routes, some crews working around the deck of
the vehicle do not need to go up and down to the accommodation deck. In addition, in the case of ABK emergencies
on the vehicle deck, it will be faster to access the emergency generator and fire extinguishers emergency.

FIGURE 1. General Arrangement Sample Ferry Ro-Ro 500 DWT

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The shape of the ship's hull was designed with the help of Maxsurf software. Modeling the shape of the hull is very
important because the hull shape will later be used as a reference in conducting subsequent analyzes such as
calculation of vessel resistance, stability, and main engine power.

FIGURE 2. Model Sample Ferry Ro-Ro 500 DWT

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FIGURE 3. Line Plans Sample Ferry Ro-Ro 500 DWT

To get the stability arm of the GZ value, this research was carried out in the following stages: The first step was to
determine the variation in the condition of the ship. The ship is divided into 8 conditions. These conditions are
detailed in detail as follows: the condition of the first vessel is empty. The condition of an empty vessel means that
the parameters entered are only the weight of the vessel material. The second condition means the ship is full of
cargo and ready to sail. The condition of three means that the full cargo truck has a position on the car
deck. Condition four means the ship is in a sailing position with full cargo details and 50% tank volume. Condition
five means the ship is sailing with a full truck load, while the condition of the volume is 50%. The condition of six
means that the ship is in a position to depart with the full details of the sedan car, while the condition of the tank
volume is 100%. The condition of seven means the ship is in a sailing condition with the details of the full load of a
sedans car, while the tank volume is 50%. The condition of eight means that the ship sails without cargo on the car
deck. The second stage is the calculation of arm stability on each variation of the condition of the ship calculated
using the Benjamin Spance method through the help of Maxsurf software education. The third stage is evaluating
the results of the stability arm calculation against the IMO 749 stability criteria [6]. At this stage, a combination
of GZ stability arms is obtained that meets the stability criteria.

RESULTS AND DISCUSSION

The calculation results of the GZ stability arm for each condition are shown in figure 4. The calculation of the stable
arm over an empty ship with no charge shows that the max GZ of 4,118 meters occurs at the shaking angle of 46.2
degrees. The condition of the two vessels with tank loads and volumes is 100% full. The calculation result of arm
stability shows max GZ 3,226 meters occurs in 41,8 degree shaky angles. The condition of the three ships with full
truck loads on the car deck, while the full tank conditions are 100%. The calculation result of arm stability shows
max GZ 3,191 meters occurs in 41.8 degree shaky angles. The condition of the four ships with full truck loads on

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the car deck, full small cars, and 50% tank volume. The calculation result of arm stability shows max GZ 2,568
meters occurs at 28,2 degree shaking angle. The condition of five ships with full truck loads on the car deck, while
the tank volume is 50%. The calculation result of arm stability shows max GZ 2,543 meters occurs at degree of 28,2
angle. The condition of the six ships with a full load of small cars over the car deck, while the tank volume is
100%. The calculation result of arm stability shows that the max GZ of 3,419 meters occurs at the degree of 42,7
shaking angle. The condition of the seven ships with a full load of small cars is above the car deck, while the tank
volume is 50%. Results of stability calculations indicate 3, 391 meters occurs at an angle of 42,7 tilt. The condition
of eight ships is sailing without charge on the car deck, while the tank volume is 50%. The calculation results of the
arm stability of the max GZ 3,784 meters occur in the shaky corner of 44,5 degree. Calculation of stability uses the
criteria of IMO Code: A.749 (18) Ch3 - Design criteria applicable to all ships. The corners in the Criteria of
maximum GZ are 25 degrees. Based on the results of calculations using software assistance from eight conditions
that are planned as a whole have fulfilled the IMO requirements. However, it needs to be interpreted in the
conditions of four and five ships full of cargo on a deck car, a shaky corner approaching the threshold. Load is above
a fixed deck car, while fuel and fresh water conditions are reduced. So that the center of gravity will rise, this can
cause the ship's equilibrium point to be disrupted. It is necessary to have a SOP for volume control arrangements at
conditions four and five.

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FIGURE 4. Arm Stability Ferry Ro-Ro 500 DWT

In the detailed stability calculation using Code: A.749 (18) Ch3 - The criteria of design are applicable to all ships as
follows:
1. Calculation Stability According to IMO A.749(18) Ch3 standard with a 0-30degree shaky angle.
Calculation of stability according to the IMO A.749 (18) Ch3 standard with a cornered angle of 0-40
degree.
TABLE 2. Area GZ (0-30 degree) and Area GZ (0-40 degree)
Criteria Area 0 to 30 Criteria Area 0 to 40
Conditions Conditions
Value Units Actual Status Value Units Actual Status
1 31.513 m.deg 697.547 Pass 1 51.566 m.deg 1.088.096 Pass
2 31.513 m.deg 533.948 Pass 2 51.566 m.deg 849.607 Pass
3 31.513 m.deg 530.529 Pass 3 51.566 m.deg 843.306 Pass
4 31.513 m.deg 573.352 Pass 4 51.566 m.deg 820.076 Pass
5 31.513 m.deg 566.518 Pass 5 51.566 m.deg 811.234 Pass
6 31.513 m.deg 561.003 Pass 6 51.566 m.deg 892.868 Pass
7 31.513 m.deg 564.793 Pass 7 51.566 m.deg 893.875 Pass
8 31.513 m.deg 61.821 Pass 8 51.566 m.deg 978.942 Pass

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2. Calculation of stability according to IMO A.749 (18) Ch3 standard with 30-40 degree shaky angles.
Calculation of stability according to IMOA.749(18) Ch3 standard with shaky angle maximum at 30 or greater
degree.

TABLE 3. Area GZ (30-40 degree) and Max GZ at 30 or greater

Criteria Area 30 to 40 Criteria Max GZ at 30 or greater
Conditions Conditions
Value Units Actual Status Value Units Actual Status

1 17.189 m.deg 390.549 Pass 1 00.02 m 4.118 Pass

2 17.189 m.deg 315.659 Pass 2 00.02 m 3.226 Pass
3 17.189 m.deg 312.776 Pass 3 00.02 m 3.191 Pass
4 17.189 m.deg 246.724 Pass 4 00.02 m 2.561 Pass
5 17.189 m.deg 244.716 Pass 5 00.02 m 2.537 Pass
6 17.189 m.deg 331.865 Pass 6 00.02 m 3.419 Pass
7 17.189 m.deg 329.083 Pass 7 00.02 m 3.391 Pass
8 17.189 m.deg 360.732 Pass 8 00.02 m 3.784 Pass

3. Stability calculation according to IMO A.749 (18) Ch3 standard with maximum angle. Stability calculation
according to IMO A.749 (18) Ch3 standard with maximum angle.

07 December 2024 11:47:16

TABLE 4. Maximum GZ and Initial GMt
Criteria Angle of maximum GZ Criteria Initial GMt
Conditions Conditions
Value Units Actual Status Value Units Actual Status

1 25 deg 46.04.00 Pass 1 00.15 m 12.394 Pass

2 25 deg 41.08.00 Pass 2 00.15 m 7.987 Pass
3 25 deg 41.08.00 Pass 3 00.15 m 7.876 Pass
4 25 deg 28.02.00 Pass 4 00.15 m 13.064 Pass
5 25 deg 28.02.00 Pass 5 00.15 m 12.772 Pass
6 25 deg 42.07.00 Pass 6 00.15 m 8.455 Pass
7 25 deg 42.07.00 Pass 7 00.15 m 8.757 Pass
8 25 deg 44.05.00 Pass 8 00.15 m 0,436111111 Pass

The calculation result of the stability arm of the Roro 500 DWT ferry shows the need for a review of the stability of
the ship during the design of the ship. The calculation of stability that has been done provides an illustration that
there is a need to regulate ship loads on the car deck and plan the volume of ballast tanks. So that the ship can be
controlled when carrying out sailing activities.

CONCLUSION

Based on the results of the analysis and discussion that has been conducted in connection with the calculation of ship
stability by taking a sample of 500 DWT roro ferry, some conclusions can be drawn. Calculation of stability from
the condition of ships 1 to 8 as a whole meets the IMO standard A.749 (18) Ch. 3. It needs to be interpreted in

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conditions 4 and 5 where the load is full but the condition of the fuel tank and fresh water is 50% of the 28,2 degree
angle, while the IMO standard is the permeable angle which is allowed at least 25 degrees. In order to be a
consideration in setting the boat load on the car deck and adjusting the volume at the time of sailing.

ACKNOWLEDGMENTS

Thank you, the writer said to the dean of the School of Vocation and the Chancellor of Diponegoro University who
had provided support in this research.

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3. D. Vassalos, "Risk-based Design: From Philosophy to Implementation," The 2nd International Maritime
Conference on Design for Safety, Sakai, Japan, 2004.
4. D. Paroka," Characteristics of Geometry and Its Effect on Stability of Indonesian Ferry Ro-Ro Vessels," SHIP,
Vol. 15, No.1 February 2018. Semarang

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5. Hafida, RA, et al. "Analysis of the Stability of the Roro Passenger Ship 5000 Merak-Bakauheni GT with
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