New Exam 31 July

STABILITY AND STRUCTURE

(60% pass mark)
Attempt ALL questions
Marks for each part question are shown in brackets
1. A box shaped vessel floating on even keel in dock water of RD 1.014 has the following
particulars:

Length 124.00 m Breadth 20.00 m

Draught 7.800 m MCTC (salt water) 300.1

There is an empty watertight forward end bottom compartment, length 10.00 m, height
6.50 m, extending the full width of the vessel.

Calculate the draughts forward and aft, if this compartment is bilged. (35)

No need to work out the MCTC here as it is given for SW… BUT need to change it for the given
density.

20
124

Bilged TMD
7.800
6.5

10
Q. Is she a box? Y N NFI

Q. Is there any penetration? Y N NFI

Q. Does the CF move? Y N NFI

Q. Is the CF amidships? Y N NFI

L 124.00 l 10.00
B 20.00 b 20.00
Depth 6.50 d 6.50
Draft 7.800 μ 1.000

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 ρ 1.014

Vol before bilging L x B x d

124 x 20 x 7.80

Vol of v/l 19,344 m3

Δ 19,615 t

Find sinkage

Sinkage Vol of bilged compartment x μ

Intact waterplane area

l x b x d x μ
L x B NB: - No penetration

10 x 20 x 6.50 x 1.00 1300

124 x 20  2480

Sinkage   0.524 m

Initial draught 7.800 m

Sinkage   0.524 m
Bilged draught   8.324 m

Find horizontal shift of B

Take moments about the stern

Volume dist Moments

124 x 20 x 8.324 20,644 62.00 1,279,928.0
- 10 x 20 x 6.5 -1,300 119.00 -154,700.0
19344 1,125,228.0

AP to B 1,125,228.0 58.17 m
19,344

Trim mom Δxs 19,615 x ( 62 - 58.17m ) 75,125.5 tm

MCTCSW 300.1
MCTCDW 300.1 x 1.014 296.9
1.025

CoT trim mom 75,125.5 253.0 cms x head

MCTC 296.9

Proportion CoT to F & A draughts

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 CoT F 2.530 1.265 m
2

CoT A 2.530 1.265 m

2

Fwd Aft
Bilged TMD 8.324 8.324
CoT +1.265   - 1.265
Bilged draughts 9.589   7.059

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2. A vessel is upright, starboard side alongside, at a draught of 5.000 m in salt water.

KG 8.50 m

A 38 t generator is to be loaded from a railway truck ashore. The distance of the railway
truck from the vessel’s centreline is 19.30 m. The generator is to be loaded using the
vessel’s crane, the head of which is 25.10 m above the keel.

Using the Hydrostatic Particulars included in the Stability Data Booklet, calculate EACH of
the following:

a) the maximum angle of heel during the loading operation; (15)

b) the maximum angle of heel if the vessel was listed 4° to port prior to loading; (12)

c) the weight of the ballast to transfer from No. 2 DB starboard to No. 2 DB port in
order to achieve the list of 4° port prior to loading (assume both tanks partially full). (8)

Draft 5.000 m

Δ 10,076 t

Condition before comc ops

KM 8.98 m
KG - 8.50 m
GM 0.48 m Therefore stable vessel

wt 38 t

Find GGH and GM for worst condition

tan θ = GGH
GM
Dist about c/l Mom about cl
Wt Kg Mom abt K stbd port stbd port

Δ comc ops 10,076 8.50 85,646 0

wt on crane + 38 25.10 + 954 19.30 733.4

Wt on derrick Σ 10,114 8.56 86,600 733.4

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Find KM worst condition Δ 10114 t

KM 8.97
KG - 8.56
GM 0.41

GGH 733.4 = 0.07251

10114

tan θ = GGH
GM

= 0.07251
0.41

= 0.17686

= 10.0 deg to Stbd

b) Maximum angle of heel if initially listed 4 degrees to port:

Wt Dist from c/l Moment about c/l

P S P S
10076 Tan4x0.48 338.3
38 19.3 733.4
10114 395.2

GGH = 395.2 = 0.03907

10114

Tan θ = GGh = 0.039075 = 5.4 degrees to Stbd

0.41

c) weight to transfer:

w x s = Moment causing list

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w x ( 6.48 x 2) = 338.2 w = 26.1 t

3. A vessel’s loaded particulars in salt water are as follows:

Displacement 16,000 tonne Fluid KG 8.15m

Using the Stability Data Booklet, compare the vessel’s stability with ALL the
minimum stability criteria required by the current Load Line Regulations,
commenting on the result. (35)

Δ 16,000 t
KM 8.33 m
KG fluid 8.15 m
GM 0.18 m
Angle of degree
44.5
flooding s therefore ‘x’ is 40°

GZ
heel ° KN m KG x sin Θ Correction m m
0 0 8.15 x sin 0° 0.00 0.00
12 1.73 8.15 x sin 12° 1.69 0.04
20 2.98 8.15 x sin 20° 2.79 0.19 No need to
30 4.40 8.15 x sin 30° 4.08 0.32 calculate / draw
40 5.60 8.15 x sin 40° 5.24 0.36 curve beyond 50°
50 6.35 8.15 x sin 50° 6.24 0.11
60 6.83 8.15 x sin 60° 7.06 -0.23
75 7.00 8.15 x sin 75° 7.87 -0.87

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 heel ° KN m KG x sin Θ Correction m GZ m
0 0 8.15 x sin 0° 0.00 0.00
12 1.73 8.15 x sin 12° 1.69 0.04
20 2.98 8.15 x sin 20° 2.79 0.19
0.50 30 4.40 8.15 x sin 30° 4.08 0.32
40 5.60 8.15 x sin 40° 5.24 0.36
50 6.35 8.15 x sin 50° 6.24 0.11
60 6.83 8.15 x sin 60° 7.06 -0.23
75 7.00 8.15 x sin 75° 7.87 -0.87
0.40 Angle of Flooding 44.5 deg
GM 0.18 m
GZ (m)

0.30

0.20

GM 0.18 m
0.10

0 10 20 30 40 50 60 70 80 90
57.3 Angle of Heel (°)

i) Check if vessel
complies   0° to 30°

S
Angle ° GZ M Product
0 0 1 0.00
10 0.03 3 0.09
20 0.19 3 0.57
30 0.32 1 0.32
0.98

m
Area = 3/8 x 10 / 57.3 x 0.98 = 0.06 r

m
Requirement 0.055 r complies

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 ii) Check if vessel
complies   0° to 40°

Angle Produc
° GZ SM t
0 0 1 0.00
10 0.03 4 0.12
20 0.19 2 0.38
30 0.32 4 1.28
40 0.36 1 0.36
2.14

= 1/3 x 10 / 57.3 x
Area 2.14 0.12 mr

Requirement 0.09 mr complies

Area between 30° and

iii) Check if vessel complies   40°  

m
Area under curve to 40° 0.12 r
m
Area under curve to 30° 0.06 r
Area under curve to 30° - m
40° 0.06 r
m
Requirement 0.03 r V/l complies

iv) Check if GZ is at least 0.2m 30°   V/l complies

v) Check if max GZ occurs nlt 30° 38˚ V/l complies

vi) Check initial GM ³ 0.15m

GM 0.18 V/l complies

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 Summary;
Actual Load Line Criteria Vessel Complies?
Area 0° - 30° 0.06 mr not less than 0.055 mr Yes
Area 0° - 40° 0.12 mr not less than 0.09 mr Yes
Area 30° - 40° 0.06 mr not less than 0.03 mr Yes
GZ at least 0.2m at or greater than 30° Yes
Max GZ angle 38° not less than 30° Yes
Initial GMF 0.18 m not less than 0.15 m Yes

The vessel meets all the intact stability criteria while she is in this condition. Initial GM is low, a
prudent Master would confirm that she complies with the criteria throughout the voyage for her
‘worst’ condition.

GM as a ratio of beam 0.18 m / 20.42 m, less than 1% beam

The vessel is very tender (a nice GM for this vessel would be ~ 1.57 m).

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4. a) A vessel loads a packaged timber cargo on deck such that there is an increase in the
vessel’s KG and an effective increase in freeboard.

Using a single sketch, show the effect of loading this cargo on the vessel’s GZ curve. (15)

Sketch the vessel’s GZ curve showing the effect of loading this cargo. (15)

Righting lever curve before loading TDC

Righting lever curve after loading TDC,
showing a reduction in GM and an
effective increase in fbd.
GZ values
GZ (m)

increase
due to
increase in GM
freeboard

GM decreases
GZ values
decrease
due to
reduction
in GM

0 10 20 30 40 50 60 70 80 90
57.3
θDEI TDC Angle of Heel (°)
θDEI hull & fcsle only
Make sure you label it…

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4b

GM line Zero GM
GZ curve Zero GM
GM line Positive GM
GZ curve Reduction in KG
GM line Negative GM
GZ (m)

GZ curve Increase in KG

GM positive

0 10 20 30 40 50 60 70 80 90
57.3
GM negative Angle of Heel (°)

Angle DEI - constant

Angle loll

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1. With reference to the International Grain Code (IMO):

(a) describe how the heeling arm curve is derived;

(12)

(b) state the minimum intact stability criteria required;

(10)

(c) describe the measures which may be taken to minimise grain heeling moments.
(12)

(a) The assumed pattern of grain movement within the void empty space is a shift of a
grain surface of 15° from the horizontal for full compartments and 25° from the
horizontal for partially filled compartment.

Shift of grain gives corresponding shift of centre of gravity of the ship and the
horizontal component of shift is GGH.

The heeling arm curve is drawn as a straight line between the values of GG H and
0.8x GGH at 40° of heel.

These values are plotted as λ and λ40 on the vessel’s curve of statical stability.

The value of GGH is obtained by adding together the individual values of volumetric
grain heeling moments. (VHM) for each compartment loaded with grain.

The value is then corrected to the Actual Grain Heeling Moment (AGHM) by dividing
by stowage factor of grain.

To obtain GGH the AGHM is divided by the vessel’s displacement.

Total Volumetric Heeling Moment

λ 0=
Stowage Factor x ∆

(b) The intact stability characteristics of any ship carrying bulk grain shall be shown to
meet, throughout the voyage, at least the following criteria after taking into
account the assumed grain shift:

.1 Angle of heel after assumed grain shift to be not greater than 12º or in the
case of ships constructed after 1/1/1994 the angle at which the deck edge is
immersed, whichever is the lesser.

.2 In the statical stability diagram, the net or residual area between the
heeling arm curve and the righting arm curve up to the angle of heel of
maximum difference between the ordinates of the two curves, or 40º or
the angle of flooding (θF), whichever is the least, shall in all conditions of
loading be not less than 0.075 metre radians.

.3 The initial metacentric height, after correction for the free surface of
liquids in tanks, shall be not less than 0.30 m.

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 Before loading bulk grain the master shall, if so required by the contracting
Government of the country of the port of loading, demonstrate the ability of the
ship at all stages of any voyage to comply with the stability criteria required by this
section.

After loading, the master shall ensure that the ship is upright before proceeding to
sea.

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(c) Minimum number of slack compartments, pre-plan and arrange for slack
compartments to have the smallest grain heeling moment (GHM).

All compartments with grain to be trimmed level to the corners.

Fill the spaces under the deck in a full compartment.

The adverse effect of grain shift is divided into two conditions:

1. Full compartments.
2. Partially filled compartment.

Summary – Reducing / Eliminating GHM

Method How GHM
Long’l division Timber Reduced
Full Saucer Cloth / Bagged grain / Suitable Cargo Reduced
Bundle Cloth / Bulk grain / Top secured Reduced
Long’l division Timber Reduced
Level / Cloth / Platform / Overstow
Partly filled Overstow Zero
bagged grain or suitable cargo
Strap / Lash Crowned / Cloth / Floor / Lashings Zero

Should do the table above as text.

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6a

i) explain why this is likely to have detrimental effects on the vessel’s transverse stability;

Seas on deck will cause,

See below (– GZ reduce by….. etc.)

ii)

g1

M
G will move directly towards the added weight GF
- vertical rise of G, G1
- horizontal shift of G
Virtual rise of G due to FSE G

Added mass will cause a reduction in freeboard

(NB: as the vessel heels, the seas on deck

would be expected to reduce .)

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 GM line GM before seas on deck
GZ curve Before seas on deck

GM after seas on deck (reduced)

GZ curve after seas on deck
GZ values reduced by GGV x sin θ (added weight) Heeling arm curve
GZ values reduced by FSE x sin θ
GZ values reduced due to reduction in freeboard
Residual dynamic stability
GZ (m)

GM before seas on deck

GM after seas on deck

GGH

0 10 20 30 40 50 60 70 80 90
57.3 Angle of Heel (°)
Angle of heel

θDEI before seas on deck GZ values reduced by GGH x cos θ

θDEI after seas on deck

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6b

GM line Negative GM
GZ curve Negative GM
Heeling Arm due to altering course
GZ (m)

Angle of heel due to loll

& alter course

Heeling arm curve due to altering course

0 10 20 30 40 50 60 70 80 90
57.3
GM negative Angle of Heel (°)
Angle loll

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