Stability & Structure - April 2009

Question 1:

A vessels present particulars are:

Forward draught - 8.180m, Aft draught 9.420m, at an upriver berth in fresh water.
The vessel is to proceed downriver to cross a sand bar at the river entrance where the relative density of
the water is 1.020.
During the river passage the following items of deadweight will be consumed:
60t
21t
21t
18t

of Heavy Fuel Oil from

of Diesel Oil from
of Diesel Oil from
of Fresh Water from

No 3 D.B. Center tank

No 4 D.B. Port tank
No 4 D.B. Starboard tank
After Fresh Water tank

(a) Using the Stability Data Booklet, calculate the clearance of the vessel over the bar if the depth of
water over the sand bar is 9.500m.
(35)
(b) State the maximum clearance over the sand bar if the vessel is brought to an even keel
condition by internal transfer of ballast.
( 5)
Phase 1: Find the draft at the LCF so that the tables can be interrogated to determine , MCTC and LCB
and then the LCG of the vessel.
Mean Draft =

8.180+9.420 = 8.8m
2

Use mean draft to enter the tables to find LCF = 65.74m

T@LCF= TAFT +/- (trim X LCF) = 9.42-(1.24 X 65.74) = 8.83m
LBP
137.5
Data (Check =F.W)
8.83 - 8.80 = 0.3
8.90 - 8.80

MCTC
LCB

[(18,620 18,383) X 0.3] + 18,383 = 18,454.1t

[( 206.3 205.1 ) X 0.3] + 205.1 = 205.46
[( 69.18 69.22 ) X 0.3] + 69.22 = 69.21m

LCG = LCB (trimcm X MCTC)

= 69.21 ( 124-205.46 ) = 67.83m

18,454.1

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Phase 2 Loading Table:

Stability & Structure - April 2009

Use the loading table to remove the various consumed masses to determine the final LCG.
(t)
18,454.1
-60.0
-21.0
-21.0
-18.0
18,334.1
LCG =

mass
moment

LCG (m)
67.83
57.015
35.661
35.502
28.669

18,334.1
1,246,310.24

Moment (tm)
1,251,741.60
-3,420.90
-748.88
-745.54
-516.04
1,246,310.24

= 67.98m

Phase 3 :
Trim = ( LCB LCG ) X ___
MCTC

i)
ii)
iii)

TAFT = T@LCF +/- ( trim X LCF )

LBP
Do we know the T on arrival?
Do we know , and are we in SW?
Do we know , and are we in DW?

Convert to

= 18,334.1
1.020

= 17,974.61m3

17,974.61 - 17911 = 0.27

18,147
- 17911
LCB
LCF
MCTCFW
T@LCF

[ ( 69.27 [ ( 65.81 [ ( 202.9 [ ( 8.7

-

69.31 ) X 0.27 ] + 69.31

65.87 ) X 0.27 ] + 65.87
202.6 ) X 0.27 ] + 202.6
8.6 ) X 0.27 ] + 8.7

= 69.30m
= 65.85m
= 202.68
=
8.63m

MCTCFW = 202.68 ; MCTCDW = 202.68 X 1.020 = 206.73

Trim = (69.30 67.98 ) X 18,334.1 = 117.07 cm
206.73

1.17m

TAFT = 8.63 + (1.17 X _65.85 ) = 9.19m Clearance = depth @ bar TAFT = 9.5m 9.19m = 0.31m
137.5
If the vessel was on an even keel the clearance would be depth @ bar T@LCF = 9.5m 8.63m = 0.87m

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Stability & Structure - April 2009

Question 2:

A vessel is floating in salt water and is about to drydock.

The vessels particulars are:
Length 137.5m, KG 8.34m
Present draughts: Forward 5.420m, Aft 6.560m
(a) Using the Hydrostatic Particulars included in the Stability Data Booklet, calculate the vessels
effective GM at the critical instant.
(25)
(b) Describe methods of improving the initial stability if the GM at the critical instant is found to be
inadequate.
(10)

Phase 1: Find the draft at the LCF so that the tables can be interrogated to determine , MCTC and LCF
and hence force P.
Mean draft = 5.420 + 6.560 = 5.99m
2
Using mean draft, enter the tables to find LCF
5.99 - 5.90 = 0.9
6.00 - 5.90
LCF

[( 68.39 68.43 ) X 0.9] + 68.43 = 68.39m

T@LCF = TAFT ( trim X LCF ) = 6.56 (1.14 X 68.39 ) = 5.99m

LBP
137.5
Data (Check =S.W)
5.99 - 5.90 = 0.9
6.00 - 5.90

MCTC
LCF

P = Trimcm

[(12,297 12,073) X 0.9] + 12,073 = 12,274.6t

[( 169.8 168.5 ) X 0.9] + 168.5 = 169.67
[( 68.39 68.43 ) X 0.9] + 68.43 = 68.39m
X MCTC = 114 X 169.67
LCF
68.39

P = 282.82 t

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Stability & Structure - April 2009

Phase 2 Use a Loading table to remove the force P from the keel to obtain the effective KG and
effective displacement.
(t)
12,274.6
-282.82

KG (m)
8.34
0

Moment (tm)
102,370.16
0

11,991.78

102,370.16

Effective KG = 102,370.16 = 8.54m

11,991.78
Using effective of 11,991.78t, enter the tables to find KM
11,991.78 - 11,848 = 0.64
12,073
- 11,848

KM

[ ( 8.55

- 8.59 ) X 0.64 ] + 8.59 = 8.56m

Effective GM = KM KG = 8.56 8.54

Effective GM = 0.02m

Initial stability may be improved by removing masses from high up in the vessel, by discharging cargo, or
emptying swimming pools.
Masses can be removed from high up in the vessel and moved down in the vessel.
Ballast may be added low down in the vessel.
The trim can be reduced to reduce the P force.

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Stability & Structure - April 2009

Question 3:

A vessel is floating in dock water of RD 1.013

Present draughts:
Forward 7.940m
Midship (Port) 8.610m Midship (Starboard) 8.550m

Aft 9.120m

The draught marks are displaced as follows:

Forward: 1.66m aft of the FP
Aft: 2.14m forward of the AP
The midship draught marks are not displaced.
The Stability Data Booklet provides the necessary hydrostatic data for the vessel.
By completion of the Worksheet Q3 and showing any additional calculations in the answer book,
determine the vessels displacement.

8.568 - 8.5 = 0.68

8.6 - 8.5

TPC
LCF

[(18,359 18,119) X 0.68] + 18,119 = 18,282.2t

[( 24.13 24.08 ) X 0.68] + 24.08 = 24.11t
[( 65.87 65.95 ) X 0.68] + 65.95 = 65.90m

MCTC @ 9.068 and 8.068

9.068 9.000 = 0.68
9.100 9.000

MCTC1 [( 213.0 212.7 ) X 0.68 ] + 212.7 = 212.90

MCTC2 [(201.0 - 199.6 ) X 0.68 ] + 199.6 = 200.55

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Stability & Structure - April 2009

Worksheet Q3

Draught Survey Report

meters
7.940

Draught Forward
FP Correction

Dist marks displaced X Obs trim

Dist between marks

1.66 X 1.18
133.7

0.015

Draught at FP

7.925

Draught Aft

9.120

AP Correction

Dist marks displaced X Obs trim

Dist between marks

2.14 X 1.18
133.7

0.019

Draught at AP

9.139

True Trim

1.214

Draught M Port

8.610

Draught M Stbd

8.550

Draught Midships
Mean
Amidships line
correction
Draught at
amidships
Corrected
midship Draught
TPC

8.580
Dist marks displaced XTrue trim
LBP

0.000
8.580

DFP + (6 X dM ) + dAP
8
24.11t

7.925 + (6 X 8.580 ) + 9.139

8
LCF foap

8.568
65.90m
Tonne

Displacement
1st trim correction
2nd trim correction

18,282.2
Dist of CF from midshipsXtrimXTPC
LBP
50xTrue trim2x(MCTC2-MCTC1)
LBP

2.85X121.4X24.11
137.5
50x1.2142x(212.9-200.55)
137.5

6.62
18,214.91

Corrected
18,214.91 x 1.013
1.025

Dock water

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60.67

18,001.66t

Question 4:

Stability & Structure - April 2009

(a) Distinguish between the causes of an angle of loll and an angle of list.

(8)

(b) Describe the dangers to a vessel at an angle of loll in a seaway.

(12)

(c) Distinguish between the method of correction of an angle of list and the method of correction of an
angle of loll.
(10)

(a) An angle of loll occurs when the center of gravity is on the centerline, but above the metacenter.
An angle of list occurs when the center of gravity is off the centerline and below the metacenter.
These scenarios occur due to incorrect loading of the vessel.
(b) A vessel at an angle of loll in a seaway will have an irregular flopping motion and the following
could occur:
i)
ii)
iii)
iv)
v)
vi)

Capsize
Structural damage
Loss of deck cargo
A shift of deck cargo
Injury to crew
Crew discomfort, leading to fatigue

(c) A vessel with an angle of list can be brought upright by simply counter balancing on the opposite
side as GM is already positive.
An angle of loll must be corrected carefully by, for example, taking on ballast in a side tank on
the side on which the vessel is lolled, this will prevent the vessel flopping to the other side and
will start to reduce the KG of the vessel. The tank should be fully topped up prior to filling the
next inboard tank. Once the vessel has a positive GM, the vessel can be counter ballasted to
bring it upright.

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Stability & Structure - April 2009

Question 5:

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 that may be taken to minimize grain heeling moments.

(13)

(a)
A draught survey is carried out. This gives displacement from which it is possible to use the hydrostatic
data to find KM and KN.
An ullage survey gives the volume of the grain, kg of the grain and the volumetric heeling moment from
the ullage tables. This allows the KG of the vessel to be calculated, and the total volumetric heeling
moment.
The vessels GZ curve is plotted using GZ= KN-KGsin
Calculate 0 (the grain heeling lever at 00 heel) = Total grain volumetric heeling moment
Stowage factor X Displacement

Calculate 40 = 0 X 0.8
0 and 40 are plotted on the same axis as the vessels GZ curve and a straight line is drawn between
them. This is the Grain Heeling Arm Curve.
(b)
GM 0.3m
The intersection between the GZ curve and the Grain Heeling Arm Curve should occur at or before 120
The area between the GZ curve, the Grain Heeling Arm Curve and the lesser of:
i)
ii)
iii)

A vertical through 400

A vertical through the angle of down flooding
A vertical through the greatest difference of ordinates

Must be 0.075 mRad

The vessel must be upright prior to departure.

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Question 6:

Stability & Structure - April 2009

Explain for a Type A ship, the corrections to be applied to the Tabular Freeboard in order to obtain the
Assigned Freeboard, clearly indicating the reason why the freeboard has been increased or decreased in
each case.
Tabular freeboard is given for a particular vessel length in the Load line Regulations.
A correction may be applied to the tabular freeboard for block coefficient. If the Cb is greater than 0.68,
then the freeboard must be increased. This is because a high block coefficient vessel has less residual
buoyancy than a low Cb vessel.
At this point the vessels basic freeboard is determined.
The following corrections are applied to the basic freeboard to obtain the assigned freeboard:

Bow Height The freeboard may be increased if the bow height does not meet the minimum
requirements. The reason for this correction is because vessels must meet the minimum bow height
requirements.
Superstructure and Trunking the freeboard may be reduced if the superstructure and trunking meet
the requirements for a reduction in freeboard as stated in the load line regulations. This is because the
superstructure / trunking provides additional buoyancy and protection to the deck.
Sheer the vessels freeboard may be reduced if, when compared to the standard template, there is an
excess of sheer and vice versa. This is because excess sheer provides additional buoyancy and protection
to the deck.
Deck line a reduction in freeboard may be allowed when applying a deck line correction. This is
because the correction takes into account the difference between the deck line and the actual height of
the deck.
Depth a correction for depth is applied. If L/D <15 then freeboard may be increased, this is because, in
the event of bilging, the deep draft vessel will sink further.

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