Advanced Ship Stability

UCNS606 Ship Stability IV
PART A
Unit 1 2 Marks
Angle of heel Define ‘Pivot Point’
when turning, Pivot Point is the point of application of the hydrodynamic forces acting on the ship's
Wind heeling hull. It is the point around which the ship rotates.
1
What is the purpose of the turning circle manoeuvre?
• The purpose of the turning circle manoeuvre is to determine the turning
characteristics of the ship.
• Basic information obtained from the turning test are advance, transfer, tactical
diameter, steady turning diameter, final ship speed and turning rate in the
steady state.
2
What is ‘Advance’ with regards to turning circle?
• Advance is the distance travelled in the direction of the original course by the
centre of gravity of a ship from the position at which the rudder order is given to
the position at which the heading has changed 90° from the original course.
3
What is ‘Transfer’ with regards to turning circle?
• Transfer is the distance travelled by the centre of gravity of the ship in a
direction perpendicular to the original heading of the ship to the position at
which the heading has changed 90° from the original course.
4
What is ‘Tactical diameter’ with regards to turning circle?
• Tactical diameter is the distance travelled by the centre of gravity of a ship from
the position at which the rudder order is given to the position at which the
heading has changed 180° from the original course. It is measured in a direction
perpendicular to the original heading of the ship.
5
What is Steady turning circle radius with regards to turning circle?
Steady turning circle radius is the steady radius of the turning circle when a steady rate
of turn is achieved. This state is usually achieved by the time the ship has altered course
6 between 90º and 180º however this will vary from ship to ship
What are the information obtained from the turning test?
• Basic information obtained from the turning test are advance, transfer, tactical
diameter, steady turning diameter, final ship speed and turning rate in the
steady state.
7
What is ‘drift angle’?
8 • Yaw is the angle between the ship’s fore and aft line and the direction of travel
Advanced Ship Stability

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of the ship’s centre of gravity at any instant during the turn.
What is the IMO standard requirement for the size of tactical diameter in relation to
ship’s length?
9
1 What is the IMO standard requirement for the size of Advance in relation to ship’s
0 length?
State the formula to calculate the centrifugal force, when the ship achieves a steady rate
of turn.
Centrifugal Force = WV2 tonnes
gR
W is ship displacement;
V is ship speed in metres per second;
g = 9.81 m/sec2;
1 R is the radius of the turning circle.
1
1 State the formula to calculate the centripetal force, when the ship achieves a steady rate
2 of turn.
State the formula to calculate the angle of heel when turning, when the ship achieves a
steady rate of turn.
Tan  = V2  BG
1 g  R  GM
3
State the formula to calculate the increase in Draft Due to List/Heel.
1 • Draught when heeled = (½Beam x SineƟ) + (Upright draught x CosƟ)
4
State the formula to calculate the heel due to beam wind.
1 • P.y = W.GM SinƟ or SinƟ = W.GM P.y
5
When the Turning circle manoeuvre is carried out in a ship’s life?
• Turning circles are normally carried out during the sea trials of the vessel prior to
handover from builders to owners. The fact that the manoeuvre may have to be
carried out at sea, for collision avoidance purposes, makes this an essential for
1 the ship's Master and Watchkeeping Officers.
6
1 What is the use of the turning circle diagramme displayed in the bridge?
7
Unit2
Inclining 1 What is the purpose of 'Inclining experiment'?

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experiment • Chapter 2 of the Code on Intact Stability for all Types of Ships, details the
information that must be provided to the master of all ships in order that
stability calculations may be accurately conducted to ensure the ship’s safe
operation.
• A key element of this information is the Inclining Test Report that details the
calculation procedure conducted to determine the ship’s light KG and
displacement.
Which ships are required to conduct the ‘Inclining experiment’

It requires that every passenger ship regardless of size and every cargo ship of 24 m or
over be inclined on completion in order to determine the value of the KG in the light
2 condition.
Define ‘Lightship condition'
Lightship condition:
the ship complete in all respects, but without consumables, stores, cargo, crew and
effects, and without any liquids on board except that machinery and piping fluids, such
as lubricants and hydraulics are at operating levels.
3
What other data are determined during the Inclining experiment apart from light ship
KG
• During the experiment the longitudinal position of the centre of gravity (LCG)
for the light condition will also be determined.
4
State the formulae to calculate GM during inclining experiment
x d x endulum length
GM =
5 WxDeflection of the pendulum
Why the pendulum weight should be suspended in a trough of hydraulic oil?
Trough of oil-plumb weight has vanes to help dampen movement
6
Why the mass of the inclining weight(s) used should be sufficient to provide a
minimum list of 1° and a maximum list of 4°?
1. The mass of the inclining weight(s) used should be sufficient to provide a
minimum list of 1° and a maximum list of 4° to each side. This is to ensure that
GG
the formula: Tan ƟLIST = remains valid, being applicable to small angles of
GM
inclination only.
7
Why the Decks should be free of water, snow or ice when conducting inclining
experiment?
1. Decks should be free of water. Any water trapped on deck will move during the
test and reduce the accuracy of the result. Snow and ice must also be removed.
8
Why all tanks should be verified as being completely empty or full when conducting
9 inclining experiment?

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1. Ideally tanks with rectangular free surfaces should only be slack so that the free
surface effect can be accurately determined.
2. Slack tanks must have the contents accurately determined with respect to liquid
mass and Kg.
1 When is the first inclining experiment conducted for a ship?

0
How many pendulums are used to conduct inclining experiment?
The use of three pendulums (but no less than two) is recommended, one forward, one
1 midships and one aft to allow bad readings at any one station to be identified.
1
Unit 3
Dry docking and What is the use of ‘shores’ during drydocking?
grounding • For ships those have a relatively small percentage of flat bottom area
additional measures must also be taken such as using side shores to support
the ship in the upright condition when in the dry dock.
1
What is P force during drydocking?
the P force takes over supporting the ship and the role of the buoyancy force in
2 supporting the ship reduces
State the formula to calculate ‘ ’ force at Any Stage During Dry-docking
3 P force (t) = Reduction in TMD (cms) x TPC
State the formula to calculate ‘ ’ force, only incritical period During Dry-docking
cms x
4 P= Dist of L foap
what is the 'critical instant' with regard to drydocking
• The maximum loss of GM of concern occurs at the instant immediately prior to
the ship settling on the blocks forward and aft - this time being termed the
critical instant.
5
what is the 'critical period' with regard to drydocking
The interval of time between the stern post landing on the blocks and the ship taking
6 the blocks overall is referred to as the critical period
7 what is Virtual loss of GM during drydocking
State the formula to calculate ‘Loss of G ’ as a Result of a Rise in ‘G’During Dry-
docking
x G
• Virtual loss of GM = W-
8
State the formula to calculate ‘Loss of G ’ as a Result of a all in ‘ ’During Dry-
docking
x
9 GM = W

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ShouldFSC be applied while calculating the loss of stability during drydocking?
1 ShouldFSC be applied while calculating the loss of stability of a vessel when grounded?
1
2 When will be the maximum loss of GM occurs during Dry-docking
1
3 What will happen if the ship should become unstable during the critical period
Unit 4
Bilging What is a bilged ship?
A 'bilged' ship is one that has suffered a breach of the hull through grounding, collision
or other means and a compartment holed below waterline to such an extent that the
water may flow freely into and out of the compartment.
1
State the formula to Calculate the KM of a box-shaped vessel
2 KMBOX = +
What is the difference between Added weight method and Lost buoyancy method
3
What are the effects of bilging an empty amidships compartment?
• The changes in draught and stability when a compartment becomes flooded
due to damage can be investigated by either of two methods:
(1) the lost buoyancy (constant displacement) method, or;
(2) the added weight method.
4
Define ‘ ermeability’
Permeability (μ) is the percentage ratio of the space available for the entry of water
into a compartment.
For an empty compartment μ =100% and
for a compartment, so full that water cannot enter at all if bilging occurred, μ =0%
5
State the formula to calculate ‘sinkage’ due to Bilging
ol of lost buoyancy
6 S = Intact ater plane area
7 When a DB tank below water level get bilged, ho a vessel’s B is affected?
State the formula to calculate permeability if Stowage factor and Broken stowage are
given
• For any compartment μ may be calculated by:
μ = (Broken Stowage/Stowage Factor) x 100%
• Where SF is the stowage factor in cubic metres per tonne and BS is the broken
stowage per tonne of cargo.
8
9 If a forward compartment is bilged, what will happen to a vessel with even keel?
1
0 If a stbd compartment is bilged, what will happen to an upright vessel?

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Unit 5
Shear Forces and define shear force
Bending • Shear force is a force which tends to break or shear a beam across
Moments in (perpendicular to) its major axis.
ships 1
define bending moment
• Bending moment at any point on abeam is the total moment tending to alter
the shape of the beam.
2
Show on a load curve, where maximum shear force values will occur?
it should be evident that the maximum values of shear force will occur at the bulkhead
3 positions
Show on a shear force curve, where maximum bending moment values will occur?
4 The maximum bending moment value of occurs at amidships
Show on a shear force curve, where the Point of inflexion of the bending moment will
occur?
It should be noted that a point of inflexion of the bending moment curve will occur in
5 any position where there is a shear force maximum
What is type 1 Stability Software on a Loading instrument?
Type 1
• Software calculating intact stability only (for vessels not required to meet a
damage stability criterion)
6
Type 2
Software calculating intact stability and checking damage stability on basis of a limit
curve (e g. for vessels applicable to SOLAS Part B-1 damage stability calculations, etc.)
7 or previously approved loading conditions
Type 3
• Software calculating intact stability and damage stability by direct application
of pre-programmed damage cases for each loading condition (for some tankers
etc.)
8
9 Which ships are required to carry a Loading instrument?
What is a passive Calculation system of a Loading instrument?
1 • A passive system requires manual data entry,
0
What is an active Calculation system of a Loading instrument?
1 An active system replaces the manual entry with sensors reading and entering the
1 contents of tanks, etc.,
1 What is an integrated Calculation system of a Loading instrument?

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2 • A third system, an integrated system, controls or initiates actions based on the
sensor- supplied inputs.
PART B
Unit 1 6Marks
Angle of heel Explain the operational conditions that affects Turning ability.
when turning, Operational conditions that affects Turning ability
Wind heeling • Once operational and a vessel has reason to perform a tight turn, e.g. Man
Overboard, it should be realized that a deep laden vessel will experience little
effect from wind or sea conditions, while a vessel in a light ballast condition, may
experience considerable leeway with strong winds prevailing.
• Another feature exists with a vessel that is trimmed by the stern. She will
generally steer more easily, but the tactical diameter of a turn could be expected
to decrease; while a vessel trimmed by the head will still decrease the size of the
circle, but will be more difficult to steer.
• Should the vessel be carrying a list at the time of conducting the circle, the
completion time could expect to be delayed. Also, turning towards the list would
expect to generate a larger turning circle than turning away from the list side,
bearing in mind that a vessel tends to heel in towards the direction of the turn,
once helm is applied.
• It should also be realized that a ship turning with an existing list and not in an
upright condition, especially in a shallow depth, could experience an increase in
draught. Such a situation could also result in reduced buoyancy under the low
side causing a degree of sinkage to take place. This increase in draught would not
be enhanced if the turning action was also being conducted at high speed.
1
State the Environmental Conditions those are required for turning circle maneuver’?
Environmental Conditions required for turning circle maneuver
• IMO prescribes the maximum environmental condition for carrying out the
manoeuvring trials as follows:
1. Wind
• The trials should not be conducted with a true wind speed greater than Beaufort
5 (19 knots).
2. Waves
• The trials should be carried out in sea states less than 4. This means that the
significant wave height should be less than about 1.90 meter, with most
probable peak periods of about 8.8 seconds.
3. Currents
• No specific information on current limitations is given.
• Wind, waves and currents can significantly affect the ship manoeuvrability.
However, the IMO suggests a method to account for environmental effects
during turning tests only.
2 • The effect of the current velocity on the path of a ship during turning circles is

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shown in figure. This type of figures can be used to obtain some information on
current velocity and direction.
State the ‘Manoeuvring Standards’ required for turning circle manoeuvres.

Manoeuvring Standards
1. The standard manoeuvres should be performed without the use of any
manoeuvring aids which are not continuously and readily available in normal
operation.
2. Conditions at which the standards apply
In order to evaluate the performance of a ship, manoeuvring trials should be conducted
to both port and starboard and at conditions specified below:
1. deep, unrestricted water; (IMO standards require that
the water depth should exceed four times the mean
draft of the ship.)
2. calm environment;
3. full load (summer load line draught), even keel
condition; and
4. steady approach at the test speed.
3
4 With a neat diagramme explain ‘Transfer’, ‘Tactical diameter’ and ‘Turning Radius’.

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Steady turning circle radius is the steady radius of the turning circle when a steady rate
of turn is achieved. This state is usually achieved by the time the ship has altered course
between 90º and 180º however this will vary from ship to ship
A ship heels 15° as it makes a turn. If the Draft when upright is 6 m calculate the Draft
when heeled given that the breadth is 10m.
• Draught when heeled = (½Beam x SineƟ) + (Upright draught x CosƟ)
• Draught when heeled = (½ x 10 x Sin 15°) + (6 x Cos 15°)
5
A ship with a transverse metacentric height of 0.40 m has a speed of 21 kts. The centre
of gravity is 6.2 m above keel whilst the centre of lateral resistance is 4.0 m above keel.
6 The rudder is put hard over to port and the vessel turns in a circle of 550 m radius.
A ship with BG 2.2 m has a speed of 15 kts, GM 0.32m. The rudder is put hard over to
7 port and the vessel turns in a circle of 300 m radius. Find the angle of heel due to turning.
A container ship has windage area of 12,000 m2 with its centre 15m above the COB. If
displacement is 75,000t & GM 0.9m, calculate the angle of heel if it experiences a beam
8 wind of 50 knots.
Describe the forces acting on the ship when turning.
Forces acting on the ship when turning
• When the ship is making a turn, then apart of the propeller thrust and water
resistance, also rudder force and transverse hydrodynamic force are active.
• Ship is moving along the curvilinear path with the centre at point O. The distance
between the centre of curvature and the centre of gravity of the ship is radius of
instantaneous turn.
• Ship's centre plane deviates from the tangent to the path of the centre of gravity
by the drift angle.
• The line perpendicular to the ship's centreplane through the centre of rotation,
marks pivot point (PP).
• At this point, there is no transverse velocity in turning; for the crew on board it
appears that the ship rotates around this point.
9 • Transverse velocity is greatest at stern.

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What are the assumptions taken with regards to ‘Severe wind and rolling criterion
1 (weather criterion)’ of ‘Intact stability 2008’?
0 • Assumptions

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• The ability of a ship to withstand the combined effects of beam wind and rolling
is to be demonstrated for each standard condition of loading, with reference to
the figure as follows:
• the ship is subjected to a steady wind pressure acting perpendicular to
the ship's centreline which results in a steady wind heeling lever (l w1);
• from the resultant angle of equilibrium (Ɵ0), the ship is assumed to roll
owing to wave action to an angle of roll (Ɵ1) to windward;
• the ship is then subjected to a gust wind pressure which results in a gust
wind heeling lever (lw2);
• free surface effects are to be accounted for in the standard conditions of
loading.
• Under the assumptions, the following criteria are to be complied with:
• the area "b" is to be equal to or greater than area "a", where:
• Area above the GZ curve and below lw2, between ƟR and the intersection
of lw2 with the GZ curve
• Area above the heeling lever lw2 and below the GZ curve, between the
intersection of lw2 with the GZ curve and Ɵ2.
• the angle of heel under action of steady wind (Ɵ0) is to be limited to 16° or 80%
of the angle of deck edge immersion, whichever is less.
Derive the formulae to calculate heel due to beam wind.
CALCULATING HEEL DUE TO BEAM WIND

• Beam winds cause a thrust, called windage, on above-water obstructions. The
term ‘wind force’ is not used here as it can be confused with ‘Beaufort Wind
Force’ as used in Meteorology. The term ‘Area of windage’ may be used to
denote the area that results in windage.
• Windage is experienced by all ships, especially when in ballast when the
freeboard is high. Container ships (with full stacks of boxes above deck), car
carriers, cruise line ships, etc have a large windage area whether loaded or in
ballast.
• P = 2(1O-5) Aw(Ws)2
• Where P = windage in tonnes
• Aw = Windage area in m2
• Ws = Wind speed in knots
1 • Wind Heeling Moment = P.y tonne metres
1 • Wind Heeling Lever = P.y W
metres

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• Righting Lever to counter this = GZ metres
P.y
• Equating above, GZ = W metres
• For small angles, GZ = GM SinƟ
• So P.y = W.GM SinƟ or SinƟ = W.GM P.y
This formula can be used for calculating small values of angle of heel.
A ship's speed is 12 knots. The helm is put hard over and the ship turns in a circle of
1 radius 488 m. GM = 0.3 m and BG = 3 m. Assuming that 1 knot is equal to 1852km/hour,
2 find heel due to turning.
1 A ship steaming at 10 knots turns in a circle of radius 366 m. GM = 0.24 m. BM = 3.7 m.
3 Calculate the heel produced.
1 A ship turns in a circle of radius 100 m at a speed of 15 knots. BG = 1 m. Find the heel if

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4 the GM = 0.6 m.
A ship with a transverse metacentric height of 0.40 m has a speed of 21 kts. The centre
1 of gravity is 6.2 m above keel whilst the centre of lateral resistance is 4.0 m above keel.
5 The rudder is put hard over to port and the vessel turns in a circle of 550 m radius.
Unit2
Inclining Explain why there should be no significant tide during the Inclining experiment
experiment 1
On which occasions an Inclining Experiment and Lightweight Survey must be conducted?
The Occasions when an Inclining Experiment and Lightweight Survey must be
Conducted
1. Every passenger ship regardless of size and every cargo ship having a length of 24
m and upwards should be inclined upon its completion and the elements of its
stability determined.
2. Where any alterations are made to a ship so as to materially affect the stability,
the ship should be re-inclined.
3. At periodic intervals not exceeding five years, a light-weight survey should be
carried out on all passenger ships to verify any changes in lightship displacement
and longitudinal centre of gravity.
4. The ship should be re-inclined whenever a deviation from the light-ship
displacement exceeding 2% or a deviation of the longitudinal centre of gravity
exceeding 1% of L is found, or anticipated.
5. The Administration may allow the inclining test of an individual ship to be
dispensed with provided basic stability data are available from the inclining test
of a sister ship and it is shown to the satisfaction of the Administration that
reliable stability information for the exempted ship can be obtained from such
basic data.
6. The Administration may allow the inclining test of an individual ship or class of
ships especially designed for the carriage of liquids or ore in bulk to be dispensed
with, when existing data for similar ships clearly indicates that, due to the ship's
proportions and arrangements, more than sufficient metacentric height will be
available in all probable loading conditions.
7. The inclining test prescribed is adaptable for ships with a length below 24 m if
special precautions are taken to ensure the accuracy of the test procedure.
• Annex 3 of the Code details a means of approximately determining the initial
stability (GM) of small ships up to 70m in length by consideration of the rolling
period.
2
List the items that are to be stowed in their normal seagoing positions during the
Inclining experiment
Preparations for the Inclining Test
1. The ship should be as complete as possible at the time of the test.
2. There must be adequate depth of water to ensure that the ship will not contact
the bottom during the inclination.
3 3. The ship should be moored in a quiet, sheltered area free from external forces

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such as propeller wash from passing ships.
4. The ship should be moored as to allow unrestricted heeling.
5. There should be no significant tide. Any tide will prevent moorings from being
maintained slack. If under-keel clearance is small the effect of squat may lead to
erroneous draught readings. Ideally the experiment should be conducted in a
sheltered dock.
6. All temporary material and equipment such as toolboxes, staging, welding
equipment etc. should be removed.
7. All fittings and equipment such as accommodation ladders, lifeboats and
derricks/cranes should be stowed in their normal seagoing positions.
8. All tanks should be verified as being completely empty or full.
9. The number of slack tanks should be kept to an absolute minimum and their FSC
accurately determined.
10. Ideally tanks with rectangular free surfaces should only be slack so that the free
surface effect can be accurately determined.
11. Slack tanks must have the contents accurately determined with respect to liquid
mass and Kg.
12. Decks should be free of water. Any water trapped on deck will move during the
13. Her draft should be such that abrupt changes will not occur in her water plane,
when inclined.
14. An accurate list is to be made of any items of weight yet to be placed onboard
and those to be removed from the ship together with their KG and LCG.
Derive the inclining experiment formula to calculate KG with suitable diagramme

Derivation of the inclining experiment formula
Prior to starting the experiment the ship must be exactly upright to ensure that the
centre of gravity, G, is on the centre line. Figure shows that if a known weight is then
shifted transversely across the deck through a certain distance in metres, G will move off
the centre line to GH, causing the ship to list.
The distance GGH is calculated by the formula: GGH = wxd W
----------(1)
• If a plumb line is suspended at O such that it crosses a batten at X, then as the
ship lists a deflection XY will be observed and can be measured.
• Triangles MGGH and OXY are similar.
• In triangle MGGH :Tan Ɵ = ADPP = GG GM
• In triangle XY: Tan Ɵ = ADPP = XYX
GG
• Therefore: GM = XYX
GG
• So TanƟ = GM = Deflection of the pendulum
Pendulum length
GG xPendulum length
• Rearranging this gives: GM = Deflection of the pendulum -----(2)
w x d xPendulum length
• Combining formulae (1) and (2) gives: GM = WxDeflection of the pendulum
4 • If there is no slack tanks at the time of inclining, the GM in the inclined condition

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will be a solid GM.
then the KG as inclined = KM - GM
• If there were slack tanks at the time of inclining, the GM in the inclined condition
will be a fluid GM.
then the KGF as inclined = KM - GM
• KM is obtained from the ship’s hydrostatic data for the true mean draught as
calculated from the observed draughts.
5 Write short note on the pendulum, used in the Inclining experiment

Write short note on the necessity to determine the value of light ship KG?
Precaution necessary when conducting the inclining test
11. As an alternative to the use of inclining weights, water ballast transfer may be carried
out, if acceptable to the Administration. This method will be more appropriate on very
large ships.
12. The use of three pendulums (but no less than two) is recommended, one forward,
one midships and one aft to allow bad readings at any one station to be identified.
13. The pendulum wire should be piano-wire and the top connection should allow
unrestricted rotation at the pivot point (a washer with the pendulum wire attached
suspended from a nail would suffice). The pendulum weight should be suspended in a
trough of hydraulic oil to dampen movement.
6 14. The pendulums should be long enough to give a measured deflection to each

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side of upright of at least 15 cm. This will require a pendulum length of at least 3
metres. Usually, the longer the pendulum the greater the accuracy of the test;
however, if excessively long pendulums are used on a tender ship the pendulums
may not settle down and the accuracy of the readings will be questionable.
15. The pendulums should be located as far apart as practicable and should be
protected from wind.
Unit 3
Dry docking and Derive the formula to calculate ‘Loss of GM’ as a Result of a Fall in ‘M’ with suitable
grounding 1 diagramme
Explain the following statement: ‘The greater the trim when dry-docking, the
greater is the required GM before entering the dry-dock’
2
M.V. VIJAY enters a SW drydock drawing 3 m fwd& 5.2 m aft. KG 9 m. Calculate the force
3 'P' at the critical instant
A ship of 6000 tonnes displacement enters a drydock trimmed 0.3 m by the stern. KM =
7.5 m, KG = 6 m and MCTC = 90 tonnes m. The centre of flotation is 45 m from after
4 perpendicular. Find the effective metacentric height at the critical instant.
A ship of 5000 tonnes displacement enters a drydock on an even keel. KM = 6 m, KG = 5.5
m and TPC = 50 tonnes. Find the virtual loss of meta-centric height after the ship has
5 taken the blocks and the water has fallen another 0.24 m.
A ship of 5000 tonnes displacement enters a drydock trimmed 0.45 m by the stern. KM =
7.5 m, KG = 6.0 m and MCTC = 120 tonnes m. The centre of flotation is 60 m from aft.
Find the effective metacentric height at the criticalinstant, assuming that the KM is
6 7.575m at the critical instant.
A ship being drydocked has a displacement of 1500 tonnes. TPC = 5 tonnes, KM = 3.5 m,
GM = 0.5 m, and has taken the blocks fore and aft at 3 m draft. Find the GM when the
7 water level has fallen another 0.6 m.
A ship of 8000 tonnes displacement takes the ground on a sand bank on a falling tide at
an even keel draft of 5.2 metres, KG 4.0 metres. The predicted depth of water over the
sand bank at the following low water is 3.2 metres. Calculate the GM at this time
8 assuming that the KM will then be 5.0 metres and that the mean TPC is 15 tonnes.
A ship of 6000 tonnes displacement is 120 m long and is trimmed 1 m by the stern. KG =
5.3 m, GM = 0.7 m and MCTC = 90 t m. Is it safe to dry-dock the ship in this condition?
9 (Assume that the centre of flotation is amidships.)
A box-shaped vessel 150 m long, 10 m beam and 5 m deep, has a mean draft in salt
1 water of 3 m and is trimmed 1m by the stern, KG = 3.5 m. State whether it is safe to
0 drydock this vessel in this condition.
Unit 4
Bilging Discuss the Added weight method and lost buoyancy (constant displacement) method
1 used in Bilging calculations.

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During Bilging calculations how you will choose between the Added weight method and
lost buoyancy (constant displacement) method?
• The two methods of calculation will give identical answers for the final draughts,
trim and righting moment. Despite giving different values for GM (and GML),
when the GM values are allied to the appropriate displacement value for the
damaged condition they will give equal values of righting moment; remembering
that the righting moment is the true measure of a vessels initial stability and not
GM alone!
• The lost buoyancy (constant displacement) approach is considered more
appropriate when the damage is extensive and the floodwater is very much
part of the sea. Because damage stability legislation assumes worst case
scenarios. all damaged stability calculations are conducted using this method.
• The added weight method may be considered more appropriate when the
breach of the hull is small and the floodwater is more contained so that the
effect of the water introduced is the same as that if it were introduced into an
intact ship. Pumps may be able to limit the amount of water admitted and a level
below the external waterline may be maintained.
2
Explain how water-plane area is calculated for an amidships compartment extending the
3 full breadth of the vessel is bilged. Permeability 25%.
Prove the following: If KM changes and KG is assumed to remain constant, any change in
KM will be the same as the change in GM
• We must now consider the change in the vessel’s initial stability. Consider the
change in effective water plane area in figure
• In this case the part of water plane area of the bilged compartment has been
lost. Since:
BM= and for a box-shaped vessel: BMBOX =
• BM will reduce directly as a result of the reduced water plane area. V, the
volume of displacement of the vessel, has not changed, since if displacement
remains constant; so does the volume of displacement.
• In addition, because the draught has increased due to the sinkage, KB will
increase. KB =
• This is still valid for the bilged condition since the KB of each of the end
compartments will be the same. Since: KM = KB + BM; it is most probable that
KM will change as a result of the increasing KB and the decreasing BM; the
changes in both unlikely to be the same.
If KM changes and KG is assumed to remain constant, any change in KM will be the
same as the change in GM, being either an increase or decrease.
4
A box shaped vessel is floating on an even keel in salt water and has the following
particulars:
Length 220.00 m, Breadth 30.00 m, Draft 12.80 m. KG 9.50 m
5 There is an empty amidships watertight compartment of 16.00 m length that extends the

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full width of the vessel.
Calculate the Draft if this compartment becomes bilged.
A box-shaped vessel, length 100 m, breadth 20 m, depth 8 m is on an even keel Draft of
4.00 m in SW and has a KG of 4.00 m. An empty amidships DB tank, length 25 m, breadth
6 20 m and depth 1.00 m is bilged. Calculate the new Draft.
A box-shapped vessel, length 200 m, breadth 20 m, depth 14 m is on an even keel Draft
in SW of 8.00 m with a KG of 6.00 m. An empty amidships deep tank, length 25 m,
breadth 20 m extending from the bottom shell to a height of 8.5 m above the keel is
7 bilged. Calculate the final Draft.
A box shaped vessel 110m long & 16m wide floats in SW at 4m even keel draft. An empty
central compartment 16m long & 10m wide is bilged. Calculate the KM before and after
8 bilging
Explain with suitable diagrammes, the procedure to calculate the list when an amidships
side compartment is bilged
• Consider a box-shaped vessel with side compartments amidships as in the above

figure. F is the centre of flotation initially on the centre line. The vessel is floating
upright on an even keel when a side compartment becomes bilged. The volume
of buoyancy lost is shown.
• The vessel will sink to regain the buoyancy lost. Figure below illustrates the
shape of the buoyancy gained.
• Because the water plane area has changed shape the centre of flotation moves
off the centre line of the vessel (F to F,). This causes the axis of rotation of the
9 water plane area to move off the centre line as already discussed.

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• Figure shows the vessel after it has experienced sinkage but before it lists.
• The transfer of the volume of buoyancy (b to bi) causes thea centre of buoyancy,
B, to move off the centre line (and upwards) to B1 The horizontal component of
this shift creates the listing lever, which is equal to GX.
• The vessel will now list over to the bilged side
TanƟLIST = ADPP = XM
GX
= BB
XM
• Where XM is the GM in the bilged condition.
• Because of the symmetry of a box-shaped vessel BBH is equal to the movement
of the centre of flotation off the centre line (FF1) that is found by taking
moments of area of the water plane area about one edge.
• Therefore: TanƟLIST = GMBB
BI GED
• Note: When calculating list arising from the loading, discharging or shifting of
weights the formula:
• TanƟLIST = GG GM
is used.
• In this instance, GGH is the cause of the list, which represents the distance that
the centre of gravity of the ship is off the centre line at the time for which the list
is being calculated.
• When calculating the list caused by the bilging of a side compartment the
formula:
• TanƟLIST = GMBB BI GED
• Here the list is being caused by the horizontal component of the movement of
the centre of buoyancy and the GM is that which applies to the vessel s damaged
condition.
1 Explain with suitable diagrammes, the procedure to calculate the Drafts when an end

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0 compartment becomes bilged
1 Explain with suitable diagrammes, the procedure to calculate the draft when an extreme
1 end compartment with a watertight flat (100% permeability) is bilged
Explain with suitable diagrammes, the procedure to calculate the righting moment, when
1 an amidships compartment extending the full breadth and depth of the vessel becomes
2 bilged
1 Explain with suitable diagrammes, the procedure to calculate the change in GM when an
3 empty amidships compartment with a watertight flat (double bottom) is bilged.
1 Explain with suitable diagrammes, the procedure to calculatethe moment of inertia of a
4 water plane area of a box-shaped vessel with a bilged side compartment.
1 Explain with suitable diagrammes, the procedure to calculate the change in GM whena
5 Filled DB tank is Bilged.
Explain with suitable diagrammes, the procedure to calculate the change in GM whena
Centralised DB tank is Bilged.
Unit 5
Shear Forces and State the S AS regulation regarding ‘ oading instrument’.
Bending Regulation 11
Moments in Loading instrument
ships • (Unless provided otherwise, this regulation applies to bulk carriers regardless of
their date of construction)
1. Bulk carriers of 150 m in length and upwards shall be fitted with a
loading instrument capable of providing information on hull girder shear
forces and bending moments, taking into account the recommendation
adopted by the Organization.
2. Bulk carriers of 150 m in length and upwards constructed before 1 July
1999 shall comply with the requirements of paragraph 1 not later than
the date of the first intermediate or periodical survey of the ship to be
carried out after 1 July 1999.
3. Bulk carriers of less than 150 m in length constructed on or after 1 July
2006 shall be fitted with a loading instrument capable of providing
information on the ship’s stability in the intact condition. The computer
software shall be approved for stability calculations by the
Administration and shall be provided with standard conditions for testing
purposes relating to the approved stability information.
1
Explain the types of Stability Software used in ‘ oading instruments’
Types of Stability Software
• Three types of calculations performed by stability software are acceptable
depending upon a vessel’s stability requirements:
Type 1
• Software calculating intact stability only (for vessels not required to meet a
2 damage stability criterion)

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Type 2
• Software calculating intact stability and checking damage stability on basis of a
limit curve (e g. for vessels applicable to SOLAS Part B-1 damage stability
calculations, etc.) or previously approved loading conditions and
Type 3
• Software calculating intact stability and damage stability by direct application of
pre-programmed damage cases for each loading condition (for some tankers
etc.)
What are the Pre-programmed input data to be entered in ‘ oading instrument’?

Examples of Pre-programmed input data include the following:
1 Hydrostatic data Displacement, LCB. LCF. VCB. KMt and MCT ver
2 Stability data KN or MS(Residual stability arm) values at appr

limits
3 Compartment data Volume. LCG, VCG, TCG and FSM/ Grain heeling
3
What are the output data from ‘ oading instrument’?
Examples of output data include the following
1 Hydrostatic data Displacement. LCB. LCF, VCB

draughts, trim.
2 Stability data FSC (free surface correction)

heeling moments, derived st
criteria

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3 Compartment data Calculated Volume, LCG, VCG
compartment's contents
5 How will you ensure that the loading programme working correctly?
What are the Periodical testing required for stability calculation program of a ‘ oading
instrument’
Periodical Testing
• It is the responsibility of the ship’s master to check the accuracy of the onboard
computer for stability calculations at each Annual Survey by applying at least one
approved test condition. If a Society surveyor is not present for the computer
check, a copy of the test condition results obtained by the computer check is to
be retained on board as documentation of satisfactory testing for the surveyor's
verification.
• At each Special Survey this checking for all approved test loading conditions is to
be done in presence of the surveyor.
• The testing procedure shall be carried out.
6
List the System Requirements and Data Representation on modern stress loading
7 programs
Explainthe procedure to calculate SF values from load curve with suitable diagramme
Producing the Curve of Shear Forces

The shear force at any position is defined as being the algebraic sum of the loads acting to
the left (or right) of the position in question and is measured in tonnes.
• Integrating the load curve will produce the curve of shear forces.
• The maximum shear force values will arise at the positions where the loads change
direction, being at the bulkhead positions.
• Consider the aforementioned definition of shear force. For our purposes this
definition of shear force can be modified to read as being the area under the load
curve to the left of the point in question.
• Therefore; SF at AP - 0 tonnes (since there is no area to the left of the AP under the
curve!)
• Placing a sheet of paper over the curve and moving it to the right at 5 metre
8 intervals, calculate the net area to the left of the edge of the sheet for each point

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in question.
• SF at 5 m foap (forward of After Perpendicular) = 2t/m x 5m=10 tonnes.
• Now calculate the SF value at 10 m foap (by moving the paper further to the right
and revealing more of the curve to the left.
• SF at 10 m foap = 2 t/m x 10 m = 20 tonnes.
• SF at 15 m foap (Bulkhead 3/2) = 2 t/m x 15 m = 30 tonnes.
• At 20 m foap there is area revealed above and below the

baseline and this is treated as positive and negative as per the
load scale.
• SF at 20 m foap =(2 t/m x 15 m) + (-4 t/m x 5 m) = 10 tonnes.
Continuing with this method gives:
• SF at amidships (22.5 m foap) = (2t/m x 15 m) + (-4 t/m x 7.5
m) = 0 t
• SF at 25 m foap = (2 t/m x 15 m) + (-4 t/m x 10 m) =-10
tonnes.
• SF at 30 m foap (bulkhead 2/1) = (2 t/m x 15 m) +(-4 t/m x 15
m) = -30 t
• SF at 35 m foap = (2t/m x 15 m) + (-4 t/m x 15 m) + (2 t/m x 5
m) = -20t
• SF at 40 m foap - (2 t/m x15 m)+ (-4 t/m x15 m) + (2 t/m x 10
m) = -10t
• SF at 45 m foap = (2t/m x 15 m) + (-4 t/m x 15 m) + (2 t/m x 15
m) = 0

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From AP(m)
0 5 10 15 20 22.5 2
SF(t) 0 10 20 30 10 0 -
Explainthe procedure to calculate BM values from SF curve with suitable diagramme
Producing the Curve of Bending Moments
• The bending moment values are calculated in exactly the same way as the
shear force values, by considering the areas under the shear force curve to the
left of the position in question.
• The area of a triangle is given by:
• Area = ½ Base x Perpendicular height
• Area of a trapezium is given by: Area = x base
The bending moment values are calculated as follows:
• BM at AP= 0 tonnes (since there is no area to the left of the AP under the SF
curve!)
• Placing a sheet of paper over the curve and moving to the right as far as the
first bulkhead position (Bulkhead 3/2), calculate the areas as before.
BM 5 m foap = ½ x 5 m x10t
= 25 t-m
BM 10 m foap
=½ x10mx20t = 100 t-m
BM 15 m foap (bulkhead3/2)
= ½ x 15 m x 30t = 225 t-m
• Once past bulkhead 3/2 it is necessary to consider the area of a trapezium
formed by the area under the shear force curve to the right of the bulkhead as
seen in the figure.
t t
• BM 20 m foap = 225 + x 5m)=325 t-m
• BM at amidships (22.5 m foap) = ½ x 22.5 x 30 = 337.51 m
• BM at 25 m foap = 337.5 t-m + (½ x 2.5 m x -10t) = 325 t-m
(Since we know the area from 0 to 22.5 m foap, being 337.5t-m)
• BM at 30 m foap (bulkhead 2/1) = 337.5 + (½ x 7.5 m x -30 t) = 225 t-m
- t - t
• BM at 35 m foap = 225 + x 5 m) = 100 t-m
(Since we know the area from 0 to 30 m foap, being 225 t-m)
9 • BM at 40 m foap

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- t - t
= 225 + x10 m)
• = 25t-m
• BM at FP = 0 t-m
From AP(m)
0 5 10 15 20 22.5 25
BM(t-m) 0 25 100 225 325 337.5 325

1 Sketch a load curve, a shear force curve and bending moment curve to same scale
0 showing the places of maximum values of shear force and bending moment
1 A box shaped vessel has L = 100 m, B = 20 m and floats at a Draft of 4.0 m when light in
1 FW. It has five equal holds. Nos. 2 and 4 are each loaded with 1000 t, trimmed level.
A box shaped barge is 45 m long, 8m wide and floats at a Draft of 3.0 m in FW when
1 empty. It is subdivided into three equal compartments. 90 t of cargo is loaded into No.2
2 hold and trimmed level. Construct the load curve
A vessel of length 30 m and beam 7 m is of rectangular cross-section. It has a light Draft
1 of 2.0 m in FW and has three holds of equal length. 60 t of cargo is uniformly distributed
3 between holds Nos. 1 and 3. Construct the load curve
A box shaped barge with three equal holds is 45 m long and 9 m wide. The Draft in FW is
1 3.0 m when empty. 180t is loaded, being uniformly distributed between the two end
4 compartments. Construct the luoad curve
1 A box vessel has L = 48 m, B = 8 m and draws 3.0 m in FW when empty. It has four equal
5 holds. Nos. 1 and 4 are each loaded with 480 t. Construct the load curve.
PART C
Unit 1 10Marks
Angle of heel (a) Describe any one type of ‘passive system’ methods Adopted to Minimise a Ship’s
when turning, 1 Rolling Motion at Sea with suitable diagrammes. Or

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Wind heeling (b) Describe any one type of ‘active system’ methods Adopted to Minimise a Ship’s
Rolling Motion at Sea with suitable diagrammes.
BILGE KEEL
• Bilge keels form the simplest method of controlling roll. They consist of narrow
steel strips extending along a portion of the length of the hull.
• Bilge keels are employed in pairs (one for each side of the ship).
• Bilge keels increase the
hydrodynamic resistance when a vessel
rolls, thus limiting the amount of roll a
vessel has to endure.
• Bilge keels should be fitted
throughout the length of the parallel
mid-body of the ship at the turn of the
bilge. Roll amplitudes may be reduced
by up to 35% and are therefore a very
cost-effective means of limiting roll
amplitude.
• Bilge keels should always be fitted to ships having a large well-rounded bilge
radius, whereas ships having a more square bilge shape will be more resistant to
rolling.
• They are mounted at the turn of the keel and project no further than the breadth
and depth of the ship thereby preventing contact damage.
• They are attached to the hull by a relatively weak joint, such as riveting to a
second fixing which is welded to the hull, or by stitch welding allowing the keel
to be torn off without further hull damage. Size of bilge keels depend upon the
ship.
• The web should not be so deep so as to sustain damage due to force of water
during rolling.
• In addition the ends of the keel should be tapered or well-rounded so that they
blend smoothly with the lines of the hull, this reduces eddies which could lead to
vibration and/or erosion damage.

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Active Systems
(These include active tank systems and stabilising fins.)
• Active tanks
• These tanks have a positive means of directing water to one side or the other.
• There are two tanks, one each side of the ship and the level of water is
controlled by a pump or pumps acting in response to a gyro controlled roll
sensing system.
• In the systems illustrated in the figure, water is distributed so that the greatest
quantity will be in the tank on the high side at the extent of the roll.
• (a) Water is pumped from one tank to the other so as to keep the greater
quantity in the higher tank.
• (b) This system is similar to (a) but each tank has its own pump to add and
remove water from the tank as the ship rolls.
• (c) Water level is controlled indirectly by means of air pressure above the water
in each tank, the tanks are open to the sea at the bottom.

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•
(a)With a neat diagramme explain advance, transfer, tactical diameter, steady turning
diameter, Tactical diameter angle and Yaw. Or
(b)Draw and label the turning circle diagramme displayed in the bridge.
• Advance is the distance travelled in the direction of the original course by the
centre of gravity of a ship from the position at which the rudder order is given to
the position at which the heading has changed 90° from the original course.
• Steady turning circle radius is the steady radius of the turning circle when a
steady rate of turn is achieved. This state is usually achieved by the time the ship
2 has altered course between 90º and 180º however this will vary from ship to

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ship.
• Yaw is the angle between the ship’s fore and aft line and the direction of travel
of the ship’s centre of gravity at any instant during the turn.

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(a)Derive the formula to calculate the angle of heel when turning with suitable
diagrams. Or
(b)Draw and label the reference figure given in ‘intact stability 8’ and explain the
criteria those are to be complied, to demonstrate the ability of a ship to withstand the
combined effects of beam wind and rolling for each standard condition of loading.
3
(a)Compare the effect of ship parameters on turning circle Manoeuvre of a full bodied
ship (Cb=0.8) such as a Tanker and a slender ship (Cb=0.6) such as a Container ship of
the same length with suitable diagramme
Or
(b)Compare the effect of ship’s turning circle anoeuvrefor ° and 5° rudder angles
for a turn at a constant rpm for slow ahead and for same ship conducting a turn at a
constant rpm for full ahead with suitable diagrammes.
Effect of ship parameters on turning performance:
Comparison of a full bodied ship (Cb=0.8) such as a Tanker and a slender ship (Cb=0.6)
4 such as a Container ship of the same length.

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1. Two ships have nearly the same transfer
2. Tactical diameter for both ships is almost the same
3. Radius of the steady turning circle is much smaller for tanker
4. Drift angle is much larger for tanker
5. Pivot point is closer to the bow in tanker

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Following is the result of a ship’s Turning circle Manoeuvre for 20° and 35° rudder angles.
The advance and transfer can be measured from the scale for both 20° and 35° turns. it
may be surprising to note that the turning circles are virtually identical for the slow
ahead turn and full ahead turn.
• a turn at a constant rpm for slow ahead
• same ship conducting a turn at a constant rpm for full ahead

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Unit2
Inclining (a)Explain why there is fluctuation in a ship's lightweight over a period of time?
experiment Fluctuations in a ship's lightweight over a period of time
Over the years in service, there will be increases in the lightweight due to:
• Accretion of paintwork. Formation of oxidation or rust.
• Build up of cargo residue. Sediment in bottom of oil tanks. Mud in bottom of
ballast tanks. Dunnage.
• Gradual accumulation up of rubbish. Lashing material.
• Retrofits on accommodation fittings and in navigational aids.
• Barnacle attachment or animal growth on the shell plating.
• Vegetable growth on shell plating.
• Additional engine room spares.
1 • Each item in the above list will change the weight of an empty ship. It can also

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be accumulative.
• One example of increase in lightweight over a period of years is the 'Herald of
Free Enterprise,' which capsized in 1987. At the time of capsize it was shown
that the lightweight had increased by 270t, compared to when newly built.
• Regular dry-docking of the ship will decrease the animal and vegetable growth
on the shell plating. It has been known to form as much as 5 cm of extra weight
around the hull.
• Regular tank-cleaning programmes will decrease the amount of oil sediment
and mud in the bottom of tanks. Regular routine inspections should also
decrease the accumulation of rubbish.
Over years in service, there will also be decreases in the lightweight due to:
• Oxidation or corrosion of the steel shell plating, and steel decks exposed to the
sea and to the weather. Wear and tear on moving parts.
• Galvanic corrosion at localities having dissimilar metals joined together.
• Corrosion and loss of weight is prevalent and vulnerable in the boot topping
area of the side-shell of a vessel, especially in way of the machinery spaces.
Feedback has shown that the sideshell thickness can decrease over the years
from being 18 mm thickness to being only 10 mm in thickness. This would
result in an appreciable loss of weight.
• Wear and tear occurs on structures such as masts and derricks, windlass,
winches, hawse pipes and capstans.
• These additions and reductions will all have their own individual centres of
gravity and moments of weight. The result will be an overall change in the
lightweight itself, plus a new value for the KG corresponding to this new
lightweight.
• It has been documented that the lightweight of a vessel can amount to an
average addition of 0.5% of the lightweight for each year of the ship's life.
• The above indicate that sometimes the lightweight will increase, for example
due to plate renewal or animal and vegetable growth. Other times it will
decrease, for example due to wear and tear or build up of corrosion. There will
be fluctuations. It would seem judicial to plan for an inclining experiment
perhaps every 5 years. This will re-establish for the age of the ship exactly the
current lightweight.
•
Or
(b)Explain the precautions necessary when conducting the inclining experiment?
Precaution necessary when conducting the inclining test
1. The ship must be upright at the commencement of the test
2. he ship’s trim should be such that the deviation from her designed trim does
not exceed 1% of L.
3. Moorings should be slack and any shore side gangways landed to allow
unrestricted heeling.
4. Excess crew and personnel not directly involved in the test should be sent

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ashore.
5. There must be no significant wind, especially on the beam, which might cause
the ship to heel.
6. Access ramps should be removed and power lines hoses etc. connected to
shore should be minimized.
7. It is recommended that at least five freeboard readings approximately equally
spaced on each side of the ship be taken or that all draught marks (forward, aft
and amidships) be read on each side of the ship to determine her displacement
accurately.
8. The mean value of specific gravity of the water should be obtained accurately
by taking water samples forward, midships and aft, at a sufficient depth.
9. The test weight used should be compact such that their VCGs can be accurately
determined. Their weight to be recoded. Ideally, six equal weights are placed
on deck, three on each side, at measured equal distances off the centre line.
10. The mass of the inclining weight(s) used should be sufficient to provide a
minimum list of 1° and a maximum list of 4° to each side. This is to ensure that
GG
the formula: an ƟLIST = G remains valid, being applicable to small angles of
inclination only.
11. As an alternative to the use of inclining weights, water ballast transfer may be
carried out, if acceptable to the Administration. This method will be more appropriate
on very large ships.
12. The use of three pendulums (but no less than two) is recommended, one forward,
one midships and one aft to allow bad readings at any one station to be identified.
13. The pendulum wire should be piano-wire and the top connection should allow
unrestricted rotation at the pivot point (a washer with the pendulum wire attached
suspended from a nail would suffice). The pendulum weight should be suspended in a
trough of hydraulic oil to dampen movement.
14. The pendulums should be long enough to give a measured deflection to each
side of upright of at least 15 cm. This will require a pendulum length of at least
3 metres. Usually, the longer the pendulum the greater the accuracy of the
test; however, if excessively long pendulums are used on a tender ship the
pendulums may not settle down and the accuracy of the readings will be
questionable.
15. The pendulums should be located as far apart as practicable and should be
protected from wind.
(a)Explain the Preparations necessary for the Inclining experiment

Preparations for the Inclining Test
• The ship should be as complete as possible at the time of the test.
• There must be adequate depth of water to ensure that the ship will not contact
the bottom during the inclination.
• The ship should be moored in a quiet, sheltered area free from external forces
2 such as propeller wash from passing ships.

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• The ship should be moored as to allow unrestricted heeling.
• There should be no significant tide. Any tide will prevent moorings from being
maintained slack. If under-keel clearance is small the effect of squat may lead
to erroneous draught readings. Ideally the experiment should be conducted in
a sheltered dock.
• All temporary material and equipment such as toolboxes, staging, welding
equipment etc. should be removed.
• All fittings and equipment such as accommodation ladders, lifeboats and
derricks/cranes should be stowed in their normal seagoing positions.
• All tanks should be verified as being completely empty or full.
• The number of slack tanks should be kept to an absolute minimum and their
FSC accurately determined.
• Ideally tanks with rectangular free surfaces should only be slack so that the
free surface effect can be accurately determined.
• Slack tanks must have the contents accurately determined with respect to
liquid mass and Kg.
• Decks should be free of water. Any water trapped on deck will move during the
• Her draft should be such that abrupt changes will not occur in her water plane,
when inclined.
• An accurate list is to be made of any items of weight yet to be placed onboard
and those to be removed from the ship together with their KG and LCG.
Or
(b)Explain the Inclining experiment procedure in detail with suitable diagramme
Inclining experiment procedure
• The initial position of the pendulum is noted against each batten. Using a shore
crane, one weight is shifted port to starboard and the deflection noted on each
pendulum. A second weight is shifted port to starboard and the deflection on
the pendulums noted again. The third weight is also then shifted port to
starboard and the deflection of each pendulum noted. All the three shifted
weights are then returned to their original position on the port side and the
deflection, if any, on the pendulums noted. This entire procedure is then
repeated with the three weights from the starboard side.
• The standard test employs eight distinct weight movements. A plot is then
made ith the heeling moment x d on the X axis and tan Ɵ
(deflection/length of plumb line) on the Y axis.
• The plot of all readings on each pendulum should lie on a straight line. If a
straight-line plot is not achieved, those weight movements that did not give an
acceptable plot must be repeated.
• By taking moments about the keel, allowance is then made for any weights on
board, including the inclining weights, which do not form part of the light ship,
equipment those are yet to fitted and S if any, to obtain her ‘Light ship G’.
• As well as calculating the lightship displacement and KG, draught and trim

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readings at the time of the experiment ill be used to determine the ship’s
longitudinal centre of gravity for the inclining condition. This will then be
corrected by calculation to obtain the true lightship LCG.
• On completion of the test a report will be written and included as part of the
ship’s stability data book.
(a)M.V. Hindship' was floating with all compartments empty except as follows: No. 2
(P&S) DB tanks full with water ballast No. 1 DB tank contained 100 tonnes of H.F.O. An
inclining experiment was conducted in this condition. A weight of 10 tonnes KG 10.2 m,
shifted transversely through a distance of 17.6 m, caused a deflection of 8.3 cms in
plumb line 8.5 m in length. Calculate the GM (Solid) and the KG of the light ship.
• Light Displacement of M.V. 'Hindship'= 5499.8 t

• Water ballast in No. 2 (P & S) = 404.8 x 1.025 = 414.92 t
• H.F.O. in No. 1 DB tank = 100.00 t
• Inclining weight = 10.00 t
• Displacement at the time of Inclining Experiment = 6024.72 t
3 • KM for displacement of 6024.72 t = 11.113 m

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x d x endulum length x . x8.5
• GM as inclined = WxDeflection of the pendulum = . x . 8
= 2.992m
• KG as inclined = 11.113-2.992= 8.121m
• Volume occupied by 100t of HFO = 100/0.95=105.263m3
• Volume of the No. 1 DB tank= 157.6m3
• Hence No. 1 DB tank is slack
• FSM of No. 1 DB tank= 419x0.95= 398.05t-m
Take moments about the keel to calculate the lightship KG and displacement
Weights (t) KG (m) Moments (t-m)

Displacement 6024.72 8.121 48926.751
No. 2 DB tanks (-) 414.92 0.65 (-) 269.7
No. 1 DB tank (-) 100.0 1.14 (-) 114.0
FSM for No. 1 DB tank (-) 398.05
Inclining Wt (-) 10.0 10.2 (-) 102.0
Light ship 5499.8 8.735 48043.001
Lightship displacement = 5499.8 t (Ans)
Lightship KG = 8.735 m (Ans)
Or
(b)An inclining experiment is to be carried out on a ferry- near completion. The ship is
upright and has a displacement of 14260 tonnes with a KM of 10.92m.
During the experiment 14 persons will be on the vehicle deck (allow 75kg/person; Kg
2.90 m).
The vessel has the following tank contents:
No. 4 DB ballast tank 436t. Kg 2.50m (tank full) No. 7 Fuel oil tank 128t. Kg 1.68m (tank
full) Fresh Water Tank 66t, Kg 4.30m (fsm 1020 t)
The vessel is inclined using weights totalling 50 t (Kg 2.90 m) and the plumb lines are
secured to the vehicle deck having an effective length of 7.62 m. The inclining weights
are shifted a number of times through a transverse distance of 4.60 m and the mean
horizontal deflection of the plumb line was found to be 28.2 cms. If a Marine Escape
System of weight 62 t is still to be fitted at Kg 10.40 m, calculate EACH of the following:
(i) the vessel’s G as inclined;
(ii) the vessel’s lightship G and displacement.
(a)An inclining experiment is performed on a ship in the following condition:
Displacement 12200 t, including 40 t of inclining weights at Kg 16.2 m; KM 13.24 m.
Successive movements of 20t of weights through a distance of 15m to port and
starboard cause the following deflections of two pendulums each 14m in length:
Pendulum 1 Pendulum 2
Movement to port 30.6 cm 30.2 cm
Movement to stbd 29.8 cm 30.0 cm
The following must be accounted for to put the ship in the completed light
displacement condition:
4 (i) Inclining weights to be discharged;

CAPT/A.ELEMARY
(ii) 26 t of equipment, Kg 10.4 m, to be discharged;
(iii) 8 t of contractor’s machinery, g . m, to be discharged;
(iv) 16 t of ER machinery to be fitted, Kg 6.0 m;
(v) Labour force on board (40 men), Kg 18.0 m (allow 75 Kg per person).
alculate the ship’s light G and displacement. r
(b)A ship is to be inclined at a displacement of 11163 tonnes.

Free surface moments exist in a rectangular double bottom tank containing diesel oil of
relative density 0.88. The tank is 16 m long. 18 m wide and the sounding is 2.2 m.
The movement of 11 t through a transverse distance of 19.6 m causes a 7 cm deflection
of a 9 m long pendulum. If KM is 10.16 m. calculate the KG in the inclined condition.
The following changes are required to bring the ship to the light condition:
Discharge: t inclining eights. g . m, t builder’s equipment. g .8 m, he
diesel oil in the double bottom
Load: 18 t machinery. Kg 5.4 m
Calculate the lightship displacement and KG.
(a)During the course of an inclining experiment in a ship of 4000 tonnes displacement,
it was found that, when a mass of 12 tonnes was moved transversely across the deck,
it caused a deflection of 75 mm in a plumb line which was suspended from a point 7.5
m above the batten. KM = 10.2 m KG = 7m. Find the distance through which the mass
was moved.
Or
(b)A ship of 8000 tonnes displacement is inclined by moving 4 tonnes transversely
through a distance of 19 m. The average deflections of two pendulums, each 6 m long,
was 12 cm 'Weights to load' to complete this ship were 75t centred at KG of 7.65 m
'Weights to discharge' amounted to 25t centred at KG of 8.16 m.
(i)Calculate the GM and angle of heel relating to this information, for the ship as
inclined.
(ii)From Hydrostatic Curves for this ship as inclined, the KM was 9 m. Calculate the
5 ship's final Lightweight and KG.
(a)A ship of 8000 tonnes displacement is inclined by moving 4 tonnes transversely
through a distance of 19 m. The average deflections of two pendulums, each 6 m long,
was 12 cm 'Weights on' to complete this ship were 751 centred at KG of 7.65 m
'Weights off' amounted to 251 centred at KG of 8.16 m.
(i)Calculate the GM and angle of heel relating to this information, for the ship as
inclined.
(ii)From Hydrostatic Curves for this ship as inclined, the KM was 9 m. Calculate the
ship's final Lightweight and KG at this weight.
Or
As a result of performing the inclining experiment it was found that a ship had an initial
metacentric height of 1 m. A mass of 10 tonnes, when shifted 12 m transversely, had
listed the ship 3y degrees and produced a deflection of 0.25 m in the plumb line. Find
6 the ship's displacement and the length of the plumb line.
Unit 3

CAPT/A.ELEMARY
Dry docking and (a)Explain the Sequence of Events During Dry-Docking with a suitable diagrammes.
grounding Or
(b)Explain with a suitable diagramme, why it is essential that the righting moment
afforded by the upward acting buoyancy force remains greater than the capsizing
moment afforded by the upthrust of the P force acting at the keel at all times prior to
1 the ship touching the blocks forward and aftduring Dry-docking.
(a)The following details are of a ship preparing to dry-dock:
displacement: 6600 tonnes KM: 7.2 m KG: 6.4 m MCTC: 110;
present trim: 2.25 m by stern LCF: 65 m forward of AP.
Calculate the change of trim required before entering dry-dock in order that an
effective GM of 0.5 m is achieved at the instant of taking the blocks fore and aft.
Or
(b)Calculate, from the following details of a ship about to dry-dock:
(a) the GM at the instant the vessel takes the blocks fore and aft;
(b) theDraft fore and aft at the same instant.
Displacement: 14,400 t Length BP: 168 m
KM = 9.32 m
KG = 8.70 m
Drafts: Forward 6.84 m Aft 8.40 m
MCTC: 262
LCF: 88 m forward of AP
2 TPC: 39 (average for the range of Drafts concerned)
(a)MV. Hindship' displacing 9540 tonnes and trimmed 0.78 m by the stern is to be
drydocked for bottom inspection. KG 7.826 m, FSC 0.164 m. Calculate:-
The GM (Fluid) of the vessel before entering dry dock.
The virtual GM of the vessel when her keel takes the blocks all along the length of the
vessel.
The ford and after draft, at which the virtual GM of the vessel becomes zero.
Or
(b)MV Hindship at a draft of F 3.82m A 5.46m, in water of density 1.015 is being
docked. KG 8.38m, FSC 0.12m. Assuming the KM, MCTC, LCF and FSC remain
unchanged over the range of drafts involved, calculate:
The virtual GM of the vessel on taking blocks all over
Her righting movement at a heel of 2°, at the critical instant
The fore and aft drafts at which her virtual GM becomes nil.
i. The virtual GM of the vessel on taking blocks all over
ii. Her righting movement at a heel of 2°, at the critical instant
iii. The fore and aft drafts at which her virtual GM becomes nil.
F 3.82 m
A 5.46m
M 4.64m
Trim 1.64 m by stern
3 • LCF for TMD 4.64 m = 73.008m

CAPT/A.ELEMARY
dA – d
• TMD = dA – [ LB
x LCF foap]
5. – .8
• TMD = 5.46 – [ x . 8] = 0.836m
.
• Hydrostatic particulars in water of density 1.015
8 .5 x . 5
• Displacement = . 5
= = 8875.1 t
. x . 5
• MCTC = . 5
= 162.392m
• LCF = 73.012 m
• KM = 9.176m
• KG = 8.380m
• GM (Solid) = 0.796m
• FSC = 0.120m
• Initial GM (Fluid) = 0.676m
• Calculating Virtual loss of GM on taking the blocks all over
cms x . x
• P= = = 364.766 t
Dist L foap .
•
(a)A ship about to be dry-docked displacing 9l00 t, KG 7.32 m, KM 8.56 m, is floating

upright. A double bottom tank of rectangular cross section contains oil of relative
density 0.9 and is slack. The tank is 18 m long, with a total breadth of 15 m, and has a
centre-line division.
The Drafts are: Forward 3.14 m, Aft 5.20 m Length BP 120 m
LCF: 63 m forward of APMCTC: 195
Calculate:
(i) the effective GM when the ship is afloat;
(ii) the GM at the instant the vessel takes the blocks fore and aft.
Or
A vessel which is about to enter dry-dock is required to have a minimum GM of 0.60 m
on taking the blocks overall.
Displacement: 20300 t LCF: 98 m forward of AP.
MCTC 310 KG (Solid) 9.20 m KM 10.38 m
Present trim: 3.05 m by the stern.
Allowing for a free surface effect on GM of 0.14 m for slack tanks, calculate the trim
4 necessary before entering the dry dock.
(a)M.V. VIJAY has W = 10333 t in SW, KG = 8 m, FSM = 970 tm. Find the maximum trim
with which she may enter a SW drydock, if the GM at the critical instant is to be not
less than 0.3 metre. 26 Or
(b) M.V.Vijay enters a SW drydock drawing F3.4m, A5.8m. KG 8.0m. Find the virtual
GM when the level of water has fallen one metre after the stern has taken to the
5 blocks
(a)M.V.
Vijay in SW, while drawing F4.8m, A8.0m runs aground lightly on a sandy shoal, during
6 a fall of tide. External soundings indicate that the depth of water near the after

CAPT/A.ELEMARY
perpendicular is 1 m more than near the forward perpendicular. If KG is 7.5 m & FSM is
1300 tm, find;
(i) the drop in water level at which the ship would sit overall on the sea-bed;
(ii) the virtual GM when the ship sits overall on the sea-bed; 38
Or
(b)M.V.Hindship sailed from port in condition No.8. Soon after departure she grounded
on an isolated rock, without damage to the hull. The drafts were then observed to be F
5.90m A 9.30m. Calculate the following:
The upthrust provided by the rock
The position with respect to AP, where the grounding occurred
The virtual GM of the ship then 42
Unit 4
Bilging (a) A box-shaped vessel floating on an even keel in salt water has the following
particulars; length 110 m, breadth 22 m and Draft 5.00 m. There is an empty amidships
bottom compartment 20 m in length extending the full breadth of the vessel with a
watertight flat 4.80 m above the keel. Calculate the change in GM if this compartment
becomes bilged.17
Or
(b)A box-shaped vessel is floating on an even keel in salt water and has the following
particulars: length 100 m, breadth 20 m and Draft 5.50 m. There is an empty amidships
bottom compartment of 18 m length that extends the full breadth of the vessel with a
watertight flat 6.20 m above the keel. Calculate the change in initial GM if this
1 compartment becomes bilged.
(a)A box shaped vessel 100m long and 25m wide floats at 5m SW draft. KG 10m. A DB
tank amidships 20m long, 25m wide and 1.8m high, full of SW gets bilged. Find the GM
before and after bilging. 41
Or
(b)A box-shaped vessel 220 x 36 m is afloat in SW at an even keel draft of 10 m. KG = 12
m. An empty DB tank 1.8 m high, 20 m long & 18 m wide, situated centrally, is bilged.
2 Find the GM before and after bilging.
(a)A box-shaped vessel has length 75 m, breadth 12 m and is floating on an even keel
Draft in salt water of 2.5m. In this condition the KG is 3.00 m. An empty forward end
compartment of length 6 m extending the full breadth and depth of the vessel is
bilged. Calculate the Drafts in the flooded condition. 49
Or
(b)A box-shaped vessel has length 100 m, breadth 18 m and is floating on an even keel
Draft in salt water of 4.0 m. In this condition the KG is 6.8 m. An empty forward end
compartment of length 10 m below a watertight flat 3 m above the keel and extending
3 the full breadth of the vessel is bilged. Calculate the Drafts in the flooded condition.
(a)A box shaped vessel 180m long & 18m wide floats at an even keel draft of 8m in SW.
The forward-most compartment has a DB tank, 15m long, 18m wide and 1.5m high full
of SW, gets bilged. Find the new drafts F&A 50
4 Or

CAPT/A.ELEMARY
(b) (a)A box shaped vessel 160m long & 20m wide floats at an even keel draft of 7.6m
in SW. The forward-most DB tank, 16m long, 20m wide and 1.2m high full of SW, gets
bilged. Find the new drafts F&A
(a)A box shaped vessel, length 100 m, breadth 18 m, is on an even keel Draft of 7.50 m
in salt water. KG 4.0 m. An empty amidships compartment, length 15 m on one side of
a centreline longitudinal bulkhead is bilged. Calculate the list given that the second
moment of area (the moment of inertia) of the waterplane in the damaged condition is
44730 m4.
Or
A box shaped vessel, length 100 m, breadth 10 m, on an even keel Draft of 5 m, has a
centreline longitudinal bulkhead. KG 3 m. Calculate the angle of heel developed when
5 an empty amidships compartment, length 20 m is bilged on one side of the bulkhead
(a)A box-shaped vessel floating upright on an even keel in saltwater has the following
particulars: Length 120 m Breadth 25 m Draft 6.00 m KG 5.80 m. The vessel has
a centre line watertight bulkhead with an empty amidships side compartment of 20m
length. Calculate the angle of list when this compartment becomes bilged.76
Or
A vessel 200 m long & 20 m wide is box-shaped and afloat in SW at an even keel draft
of 8 m. A DB tank amidships on the starboard side is rectangular, 12 m long, 10 m wide,
and 1.2m deep & empty. Calculate the list if this tank is now bilged, given that KG = 7.5
6 m and FSM of the other tanks of the ship = 820 tm.
Unit 5
Shear Forces (a)A box-shaped barge is 36 m long and has light displacement = 198 t. It has four
and Bending identical holds into which cargo is loaded and trimmed level as follows: 135 t in No:
Moments in 1,162 t in No: 2, 162 t in No: 3 and 135 t in No: 4. Draw the SF & BM curves to
ships scale.State the maximum values of SF and BM and the points in the length where they
occur.
Or
(b)A rectangular barge of length 40 m and light displacement 200 t, has five identical
holds into which bulk cargo is loaded and trimmed level as follows: 360 t in No: 1, 720 t
in No: 2, 720 t in No: 4 and 360 t in No: 5. No: 3 hold is left empty. Draw the SF & BM
diagrams to scale.State the maximum values of SF and BM and the points in the length
1 where they occur.
(a)A box shaped vessel has length 80 m and breadth 10 m and is floating in the light
condition at a Draft of 3.0 m in water RD 1.010. It is divided into four holds of equal
length. Cargo is loaded as follows:
No. 1 120 tonnes,
No. 2 120 tonnes,
No. 3 empty,
No. 4 160 tonnes.
Construct the curves of shear force and bending moment, calculating the maximum
2 values and stating the positions where they occur.17

CAPT/A.ELEMARY
Or
(b)A box vessel L = 80 m, B = 12 m, Draft 3.0 m in FW when light, has five holds of equal
length. Cargo is loaded as follows:
No.1 Empty
No.2 150 t
No.3 Empty
No.4 50 t
No.5 50 t
Construct the curves of loads SF and BM. State the maximum values of SF and BM and
the points in the length where they occur.
(a)A box-shaped vessel 100 m long, 15 m wide, light displacement 1200 t, has five
identical holds. 3000 t of bulk cargo is loaded and trimmed level: 1500 t in No: 2 and
1500 t in No4. Construct the curves of Load, shear force and bending moment.Identify
the positions where the maximum shearing forces and bending moments occur.
Or
In the light condition a box-shaped vessel is 45 m in length, 8 m in breadth and floats at
a Draft of 3.0 m in fresh water. The vessel has three holds each 15 m in length. 90
tonnes of bulk cargo is loaded into number 2 hold and is trimmed level. For the loaded
condition construct the following:
a. load curve;
b. curve of shear forces,
c. curve of bending moments.
d. Identify the positions where the maximum shearing forces and bending
3 moments occur.7
(a)Explain in detail, the IACS guidelines for loading instrument.
Or
b What are the IA S guidelines ‘ unctional requirements’ of loading programme of
loading instrument?
Functional requirements:
• 1. The calculation program shall present relevant parameters of each loading
condition in order to assist the Master in his judgement on whether the ship is
loaded within the approval limits. The following parameters shall be presented
for a given loading condition:
– deadweight data;
– lightship data;
– trim;
– draft at the draft marks and perpendiculars;
– summary of loading condition displacement, VCG, LCG and, if
applicable, TCG;
– downflooding angle and corresponding downflooding opening;
– compliance with stability criteria: Listing of all calculated stability
criteria, the limit values, the obtained values and the conclusions
(criteria fulfilled or not fulfilled).
4 • 2. If direct damage stability calculations are performed, the relevant damage

CAPT/A.ELEMARY
cases according to the applicable rules shall be pre-defined for automatic check
of a given loading condition.
• 3. A clear warning shall be given on screen and in hard copy printout if any of
the loading limitations are not complied with.
• 4. The data are to be presented on screen and in hard copy printout in a clear
unambiguous manner.
• 5. The date and time of a saved calculation shall be part of the screen display
and hard copy printout.
• 6. Each hard copy printout shall contain identification of the calculation
program including version number.
• 7. Units of measurement are to be clearly identified and used consistently
within a loading calculation.
(a)Explain the procedure for constructing the curves of Load, shear force and bending
moment with suitable sketches.
Or
(b) Explain in details what are Sheer force & Bending moment and how they affect the
5 ship with suitable sketches
(a)A rectangular barge of length 40m and light displacement 200t, has five identical
holds, into which bulk cargo is loaded and trimmed level as follows: 360t in No.1, 720t
in No.2, 720t in No.4 and 360t in No.5. No.3 hold is left empty. Construct the curves of
Load, shear force and bending moment.State the maximum values of SF and BM and
the points in the length where they occur.
Or
A box shaped vessel 100m long, 15m wide, light displacement has five identical holds,
into which 3000t bulk cargo is loaded and trimmed level as follows: 1500t in No.2,
1500t in No.4. Construct the curves of Load, shear force and bending moment.State the
6 maximum values of SF and BM and the points in the length where they occur.

CAPT/A.ELEMARY

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UCNS606 Ship Stability IV