## 1 Introduction  
The Second-Generation Intact Stability Criteria (SCISC) are used for the dynamic design stability assessment of a ship, are endorsed and adopted by the International Maritime Organisation (IMO), and were finalised at the seventh session of the (IMO) sub-committee, which was held in February 2020 [1]. A final draft of the explanatory notes for evaluating the ship using the SGISC is a working process [2] and is delayed due to the COVID-19 outbreak. In the SGISC, a three-tier assessment pathway is defined, with increased complexity on assessment down the pathway, namely vulnerability criteria one (VC1) (vulnerability criteria one is the simplest stability assessment method available in the SGISC), vulnerability criteria two (VC2) (vulnerability criteria two is the simplest probabilistic stability assessment pathway in the SGISC) and direct stability assessment for five-ship dynamic failure modes. Each path in the SGISC is independent; thus, successful validation of the ships using any individual path is acceptable. The SGISC also addresses the operational aspect through operational measures with the above pathways: simplified operational measures using VC1 and VC2; and probabilistic and deterministic operational measures using the direct stability assessment pathway. The operational measure encompasses operational limitation and operational guidance, where the former limits the conditions in which a ship can operate if it fails to meet the safety standard, while the latter recommends operating parameters for conditions limited by the former [1; 3]. All design assessment pathways in the SGISC require three input factors: the environmental factor, the ship's internal loading conditions and the ship's design parameters. The environmental condition is the most challenging among the considered input factors, especially when developing operational measures (OMs). Accurate environmental data are required to identify operational limitations and operational guidance parameters. Meanwhile, a simplified OM uses a wave scatter table (WST), which is a collection of historical wave data statistics. The SGISC provides no specific directions to incorporate real-time weather data while using the WST for effective OMs [4]. The WST provides the probability of wave occurrence as a function of significant wave height and zero-crossing period. The SGISC recommends using the standard WST (Figure 1) to assess the dynamic behaviour of a ship [1]. BMT UK provides the WSTs for 104 sea areas, as shown in Figure 2[5; 6; 7], including four seasons annually. However, the WSTs are not available for all seasons and all sea areas defined in the globe. The individual WST for the regions and seasons is an example of a local WST. The WST is based on visual observations of the wave's relative motion with respect to the ship's direction, which is reported to the Main Marine Databank of the UK Meteorological Office from ships operating in specific regions. The data are collected randomly at different conditions by different observers over the years. It is worth mentioning  
Figure 1: Existing standard WST (sea areas 8, 9, 15 and 16). that standard WST only covers sea areas 8, 9, 15 and 16, as defined in [8]. The stored wave data are quality controlled and enhanced by the well-validated NMIMET method. The NMIMET method takes into account swell, but the wave period estimates are expected to be less reliable in areas where the swell is a major component of the climate (such as in tropical regions) [8]. In addition, the data do not reflect on areas prone to typhoons or hurricanes, as it is unlikely for a visual observation to be obtained of this region because ships are operated to avoid regions of rough sea. These limitations are barriers to estimating a reasonably acceptable ship's dynamic behaviour using the simplified SGISC. The following paragraph outlines the application of the standard and the modified WSTs on the simplified OM assessment of the SGISC.