Stability Talkie Talkie

List stability and stress data required to be supplied to ship under
the current Load line Regulations, stating for each how such
information might be used.

The load line regulations require the master of the ship is to be provided with information
relating to the stability of the ship. This usually takes the form of Stability Information
Booklet which contains all that is needed to safely manage the vessels stability.

The required information is as outlined as below:-

1) General Particulars
This includes the ships name, official number, and port of registry, tonnage, dimensions,
displacement, deadweight and draught to the Summer Load line. Useful as a reference in
supplying information to various official organizations such as Port Authorities, canal
authorities etc
2) General arrangement Plan
This usually consists of a profile and plan views of the ship showing the location of all
compartments, tanks, store rooms and accommodation. Used to locate and identify
individual compartments.
3) Capacities and Centre of Gravity of cargo, fuel, water, stores etc:
This will show the capacity and the longitudinal and vertical centre of gravity of every
compartment available for the carriage of cargo, fuel, stores, fresh water and water
ballast.
This information is required for
a) transverse stability calculations (to calculate ships KG) and
b) Longitudinal Stability calculations (to calculate ships LCG).
Also used to calculate the space available for items of deadweight such as fuel, water,
cargo etc.
4) Estimated weight and disposition of passengers and crew:
Of particular relevance to the passenger ships. For use in transverse and longitudinal
stability.
5) Estimated weight and disposition of deck cargo including 15% allowance for timber
deck cargo)
For use in transverse stability calculations involving calculation of the ships KG and
GM. Used effectively so as to ensure vessel complies with the load line regulations
throughout the voyage..
6) Deadweight scale
A diagram showing the load line mark and load line corresponding to the various
freeboards, together with a scale showing displacement, TPC and deadweight for a range
of draughts between Light and Load condition.
Particularly useful when loading cargo (eg., comparing draught to estimate cargo loaded)
7) Hydrostatic particulars (Displacement, TPC, MCTC, LCB, LCF, KM)
A diagram or table showing the hydrostatic particulars of the ship such as
Displacement, TPC, MCTC, LCB, LCF, KM et.
Particularly useful for a variety of stability calculations including transverse stability and
longitudinal stability (eg., worksheets for the calculation of GM, trim and draughts
forward and aft)
8) Free Surface Information (including an example)
Usually in the form of Free Surface Moments (FSM) for each tank in which liquids
can be carried. The FSM given will be for a stated relative density of liquid (often 1.00)
which will need to be adjusted if the liquid is of another density.
Used in transverse stability calculations in order to find the ships fluid KG and fluid
GM.
There should also be a worked example.
9) KN tables / Cross curves (including an example)
This will take the form of a diagram or table showing the righting levers for an
assumed KG (the KN is the GZ of the vessel assuming the KG is zero). There should
also be a worked example showing how a GZ curve can be obtained using the tables /
cross curves.
KN tables are used to obtain the value of GZ (as GZ =KN=-KGsin)
Cross curves are used to find the GZ of the vessel for any angle of heel.
10) Pre-worked Ship conditions (Light ships, Ballast Arr/Dep, Service loaded Arr/Dep,
homogenous loaded Arr/Dep, Dry docking etc)
To include for each condition:
a) a profile diagram indicating disposition of weights.
b) Statement of light weight plus disposition of weight on board.
c) Metacentric height (GM)
d) Curve of statical stability (GZ curve)
e) Warning of unsafe condition.

Very useful in cargo planning since it is easier to use a ship condition similar to
the proposed load condition. Also useful where the ships tables are presented in a form unfamiliar
to the ships officer who can now follow the method of calculation normally used on that vessel.
Dry dock: Enables officer to plan the stability condition for entering dry dock.
Loaded: Provides officer an example to establish stability condition of the vessel
when loaded with relation to draught, trim, displacement, stress (SF & BM) and
also compliance with the loadline criteria.
Ballast: Provides officer an example to establish stability condition of the vessel
when in ballast condition with relation to draught, trim, displacement, stress (SF &
BM) and also compliance with the loadline criteria..
Homogeneous loaded: Provides an example on cargo distribution for a given cargo to
achieve a required stability criteria so as to enable the officer to plan for loading
of various cargoes.
11) Special Procedures (Cautionary Notes)
Sometimes known as Cautionary notes. These may take the form of procedures to
maintain stability such as the partial or complete filling of spaces designated for
cargo, fuel, fresh water etc. Examples of this are:
f) Sequence of ballasting during the voyage to maintain adequate stability,
particularly to compensate for fuel/water consumption
g) Ballasting to compensate for strong winds when carrying containers or other
deck cargo.
h) Measures to compensate icing in Arctic waters
i) Any special features regarding the stowage behaviour of a particular cargo.
12) Inclining experiment report:
This will take the form of a report on the details of the inclining test showing the
calculation and other Light Ship information.
Useful in assessing the accuracy of the Lightship KG given in the stability booklet
(which may change over time)

13) Information as to Longitudinal Stresses for vessels over 150m in length
This applies to vessels over 150 mtrs in length and contains information on the
determination of the longitudinal stresses such as Shear Force, bending moment
and torsion. This will usually be in the form of comparison with maximum stress
levels for the Seagoing condition and the Harbour condition.
In this way the ships officer can assess the magnitude of the stresses before ,
during and after any loading, discharging or ballasting operations whether in
harbour or in a seaway.

List the surveys required by the current Loadline Regulations for a
vessel to maintain a valid Load line Certificate.

1) Initial Survey Load line Assignment
2) Periodic Surveys:
Annual Survey within 3 months either way of the anniversary date of the
load line certificate.
The surveyor will endorse the load line certificate on
satisfactory completion of annual survey.to be carried out
every year
Renewal Survey at interval not exceeding 5 years

The period of validity of the load line certificate may be extended for a period not exceeding
3 months for the purpose of allowing the ship to complete its voyage to the port in which it is
to be surveyed.

List the items surveyed at a periodic Load line survey, describing the
nature of the survey for EACH item.

The preparation for a load line survey will involve ensuring that the hull is watertight below
the freeboard deck and weather tight above it (cargo tank lids on tankers must be watertight).

The following are checked for condition and / or weather tightness (hose test as necessary):
1) Superstructure / deck house weather tight doors effective means of closure and of
securing weather tightness (dogs, clamps, hinges, weather tight seal)
2) Hatch covers effective means of closure and securing weather tight (cleats, clamps,
wedges, rubber sealing)
3) Side scuttles (portholes) effective means of closure and of securing weather tight
(clamps, sealing, hinges, deadlight operation).
4) Side cargo doors effective means of closure and of securing water tight (clamps,
sealing arrangements)
5) Other deck openings such as sounding pipe covers ullage pipe covers, tank lids,
sighting ports, manholes (deck scuttles) effective means of closure and of securing
water tight (hinges, clamps, sealing arrangements)
6) Air pipes permanently attached means of closure. Gauze to fuel tanks.
7) Ventilators effective means of closure and securing weather tight (unless over a
specified height).
8) Freeing ports in bulwark free movement of flaps.
9) Scuppers, inlets and discharges effectiveness of non-return / storm valves.
10) Access walkways, ladders, safety rails, bulwarks in good condition.
11) Deck fittings and appliances for timber loadlines.
12) Loadline and draught marks measurements, correctly positioned and clearly
visibility (clarity)
13) Any changes to hull or super structure which may materially affect stability (eg
significant increase in Lightweight of ship).
14) Any departure from recorded Condition of Assignment (as detailed in Record of
Particulars)
15) Presence of stability information Booklet and / or Loading Computer.

A vessel assigned Timer load lines is to fully load with timber on deck
and in holds in a port in a Tropical Zone, for a destination in the Winter
North Atlantic zone, during the winter months.

(a) State the minimum statutory requirements for the ships stability
throughout the voyage.

1)
Initial GM not less than 0.05 mtrs
The maximum righting lever (GZ) atleast 0.20 mtrs
Angles of Maximum GZ not be less than 30 degs
Area under the curve
0 to 30 degs not less than 0.055 mr
0 to 40 degs or f whichever is lesser not less than 0.09 mr
Between 30 degs and 40 degs or f not less than 0.03 mr

2) Stability calculations to assess a vessels compliance with minimum stability criteria
should include a 15% increase in the weight of the timber deck cargo due to water
absorption.
3) Alternative KN tables taking into account for the increased freeboard due to timber deck
cargo of a specified height may be used. However such tables must assume a reserve
buoyancy is only 75% of the deck timber because of the permeability of the timber deck
cargo (assumed permeability 25%).

(b) Describe the various causes of any deterioration in the ships
stability during the voyage.

1) The vessel is loading timber in tropical zone and in most cases the cargo will be in a dry
state condition.
2) As the vessel progresses towards the destination in the loaded passage, she proceeds to
the WNA area.
3) It is possible that the timber cargo may absorb more moisture which may increase the
weight more than 15%. This reduces the GM and therefore GZ curve.
4) Free surface effect when fuel and water is consumed from the full tanks which reduced
GM and therefore GZ curve.
5) Consumption of fuel, stores, FW during the passage will cause G to rise thereby reducing
the GM and therefore GZ curve
6) During winter seasons, as the vessel moves towards higher latitude, will encounter series
of depression resulting in bad weather.
7) Seas on deck will cause raise in G due to added weight and also cause FSE which reduces
GM and GZ curve
8) Whilst experiencing heavy seas, if any of the lashing gives way and cargo break loose, it
can result in catastrophic result due to deterioration of the stability of the vessel.
9) If the vessel is experiencing severe wind and spray on one side, it can result in
unsymmetrical icing on deck and superstructure
10) As a result of this the vessel may list or loll over to due to increase in weight on one side.
11) This list or loss will reduce the vessels stability by way
a) reduction in GMi
b) produces heeling arm
c) reduction in Area under the curve or the Dynamical stability
d) Reduces the range of positive stability of the righting lever curve.
e) Reduces the maximum righting lever.
12) If the vessel is lolled over, then the situation is further worsened.
13) This is because, if the vessel is experiencing severe weather and is lolled over then wind
and wave motion will further heel the vessel.

An unstable vessel lying at an angle of loll to starboard has an empty
double bottom tank subdivided into four watertight compartment of
equal width. The tank must be ballasted to return the vessel to a safe
condition.

Describe the sequence of action to be taken and the possible effects
throughout each stage.

An angle of loll is caused due to the vessel being in an unstable condition with negative GM
when upright and the vessel may heel to port or starboard.

1. Since the angle of loll is caused by G being too high, efforts is to be directed towards
lowering it
2. As a first means of correcting measure, one should look towards lowering weight and
reducing the free surface effect where possible.
3. Since the vessel has an empty double bottom tank subdivided into four water tight
compartment of equal width following ballasting sequence must be carried out to return
the vessel to a safe condition:
SEQ. 1: Ballast the inner low side completely marked A on the following figure.
SEQ. 2: Ballast the inner high side completely marked B
SEQ. 3: Ballast the outer low side completely marked C
SEQ. 4: Ballast the outer high side completely marked D

SEQ 1:

1. The first sequence is to ballast the inner low side tank marked A.
2. While filling up the tank, due to the introduction of more free surfaces the situation
will initially worsen.
3. Moreover an increase in the initial list will happen due to the off centre weight.
4. However as the tank starts to fill further, the G will start lowering down and the list
will start to reduce.
SEQ 2:
1. The second sequence is to fill the inner high side tank B.
2. The condition of the vessel while filling up this tank is some what similar to SEQ 1.
3. In this sequence although there is free surface effect initially, the KG of the vessel
will decrease as the tank is filled up due to concentration of weight at the lower part
of the ship.
4. As the tank is finally filled, the free surface effect is eliminated and the KG will
reduce even further thereby improving the vessels stability.

SEQ 3:

1. Fill up the outer low side tank marked C .
2. The purpose is to further reduce the KG and improve the stability of the vessel.
3. One of the main reason to lower KG is to have positive GM so as to eliminate the
angle of loll.
4. As the tank is filled up it will have free surfaces initially.
5. However by now tank A and B are filled fully which has reduced the KG
considerably.
6. Filling this tank will in effect create only starboard listing moment as angle of loll
will most probably would have been eliminated due to filling tank A and B.

SEQ 4:
C
A
B
D
1. This will be the final sequence of ballasting which will be the outer high side tank
marked D.
2. By filling up this tank the GM is further improved and the port moment produced by
this tank will offset the starboard moment produced by filling tank C.
3. The G of the vessel will be lowered sufficiently and the ship should be completely
upright condition when this tank if completely filled.

DONTs:
1. Do not fill the outer high side tank first because the added weight may cause the
vessel to suddenly and violently roll over to the other side with a possibility of the
moment of the roll carrying the ship over past the angle of vanishing stability and
therefore capsizing the vessel.
2. This is because generally at loll the port list moments is equal to the starboard list
moments and there is no list. It is only with the case of list it is prudent to fill the
high side tank.
3. Even if the vessel does not capsize, such a sudden roll may result in injury to
personnel or shift of cargo with its implications on ships stability.

Describe how a vessel lying at an angle of loll may be returned to a safe
condition.

An angle of loll is caused due to the vessel being in an unstable condition with negative GM
when upright and the vessel may heel to port or starboard.

1) Ensure that the heel is due to the negative GM rather than off centre weight.
2) That is to ensure that the port listing moment is equal to the starboard listing moment.
3) Since the angle of loll is caused by G being too high, effort is to be directed towards
lowering it.
a) This can be done by shifting weight onboard.
b) If the vessel has high ballast tanks then these may be emptied by discharging the
ballast from high side tank first. Once the high side tank is emptied then empty
the lower side tank.
4) One should look towards lowering the weights and reducing free surface effect where
possible i.e., by pressing up tanks.
5) Should it be necessary to fill the double bottom, it is important to choose a divided tank
first so as to minimize the free surface effect
6) One tank should be filled at a time and always fill the lower side first. This will probably
cause an initial increase in the list because of the off centre weight and generated free
surface effect, but after that the list will start to reduce as G is lowered.
7) Where a double bottom is subdivided into three equal water tight compartments, then
a) it is logical to fill the centre tank first since the added weight will cause the G to
move vertically downwards and the heel will therefore reduce as the tank fills.
b) Neither it will cause the vessel to roll over to the high side since the added weight
is not off centre.
c) Fill the low side tank completely
d) Finally fill the high side tank. By the time this tank is completely full the vessel
will be in upright condition as the vessels stability is improved by this time and
GM being positive.
8) Where there are four athwart ship tank the order recommended is:
a) Ballast the inner low side first.
b) Ballast the inner high side completely
c) Ballast the outer low side completely
d) Ballast the outer high side completely
9) Prior considering any of the above, if the vessel is at sea where the ship is lolled over
then following shall be carefully observed.
a) Alter course to put the ships head into the predominant waves.
b) It is essential that the ship stays in lolled to the same side.

Explain why the information provided by a curve of statical stability,
derived from KN values should be treated with caution

1) GZ curves are the best way of assessing a ships stability but they do have limitations as
they are based upon theoretical values.
2) This is because no account is taken of what may happen in practice at large angle of heel
e.g., flooding through ventilators, shifting of cargo, etc.
3) The KN values are tabulated for various angles of heel for a range of displacements.
These values are derived based on the fact that it would be convenient to consider the GZ
that would exist if G were at Keel, termed KN.
4) The KG of the vessel is assumed to be zero, therefore all KN valued need to be corrected
in order to take into account the actual KG of the vessel.
5) The GZ value is predominantly dependant upon the KG.
6) Hence in order to obtain the actual GZ for a given value of KG, a correction need to be
made for the actual height of G above the keel.
7) GZ =KN-KGsin. KN value must be interpolated between two sets of displacement to
arrive at a desired displacement. KG values dependant upon displacement and the
displacement is dependant upon accuracy of weights onboard including the lightship
displacement and KG.
8) The lightship KG and displacement is no longer the same that was calculated when the
ship was built.
9) GZ values are based upon an assumed trim condition which may not be the vessels
actual trim, although some vessels have different KN tables for different trim conditions.
10) A further complication is that of Free trim where the vessel changes its trim as it heels.
11) This condition is very much obvious in case of smaller vessels like offshore supply
vessels. Trimming by stern on such vessels will reduce the water plane area especially
when vessels low stern goes into the water and the aft deck floods.
12) Reduction in water plane area reduces the vessels stability and therefore the KN values
for that angle of heel.
13) Thus the GZ curve obtained using KN values of fixed trim, then the curve obtained will
be incorrect one and will tend to show that the vessel has better stability.
14) Water shipped on deck will not be accounted for. Such water will change the vessels KG
creating free surface moment as the vessel rolls in seaway.
15) Also dynamic factors such as synchronous rolling, parametric rolling and loss of stability
cannot be appreciated by inspection of a curve of statical stability such as righting lever
or righting moment curve.

Describe the effect of a heavy list on a vessels stability.

1) When a vessel is listed the G lies off the centre line to port or starboard.
2) GZ is actually capsizing lever with a negative GZ when the vessel is upright.
3) GZ is negative till the angle of list.
4) At angle of list GZ is zero.
5) If the ship is heels beyond angle of list, positive GZ is produced and it is now a righting
moment.
6) Maximum residual GZ is reduced. The loss of GZ due to list =GG
H
x Cos
7) As Cos = 1, the loss of GZ is maximum when the ship is upright.
8) Area under the curve (dynamical stability) is decreased due to losing the area under the
heeling arm curve.
9) Angle of maximum GZ value is increased by a small amount.
10) Range of stability is reduced.
11) No change in the angle of deck edge immersion but it is easily reached on the listed side
when acted upon by the external forces.
12) Since the ship is already listed, external forces can easily heel the ship to more dangerous
angle of heel on the listed side.

(If this question forms part of a question where they have asked to show the GZ curve with list
condition, only the above answer will suffice. If asked as a stand alone question then curve need
to be drawn)

Discuss the use, limitation and relative accuracy of EACH of the
following means of stability assessment.

Simplified Stability tables (eg., Max KG)

Use:
(a) These are incorporated in the ships stability booklet either as a diagram or a table.
(b) A quick assessment of the ships stability as to whether or not all statutory criteria are
complied with is achieved by means of a single diagram or table
(c) Eliminates the need to use cross curves or GZ curves for different loading conditions.
(d) Three methods of presentation are:
- Maximum deadweight moment or table
- Maximum permissible KG diagram or table.
- minimum permissible GM diagram or table.

Initial Metacentric Height (GM)
Use:
(a) Used to determine the initial stability of the vessel i.e., the stability of the vessel at small
angles of heel.
(b) IMO Load Line Regulations stipulates the minimum value of Initial GM for different
type of vessel.
(c) Hence at a glance of initial GM for that type of vessel, once can ascertain the stability
condition of the vessel. However in order to comply fully with the regulations there are
other aspect which needs to be complied with.

Explain the meaning of Free Trim and its particular reference to
offshore supply vessels.

Free trim is the sudden and significant moment suffered by the Off shore supply vessels after a
certain angle of heel due to the shift of LCB and LCF forward. The bow is up and the stern in
trimmed down. This effect is explained as follows:

1. Free trim effect is observed in Off shore supply vessels with high forecastle (normally
forward superstructure) and a low working after deck.
2. When ship is heeled over to immerse the after deck line, the forecastle remains well over
the water line.
3. The water plane area aft on the low side has been lost causing the F to move forward. The
ship starts to trim by the stern.
4. As the ship progressively heels further the reserve buoyancy of the forward
superstructure takes effect, volume of buoyancy being transferred from the high side aft
where it is not being used to the low side on the heeled side.
5. This causes the LCB to move forward.
6. This accompanied by the continuing forward movement of the LCF causes the ship to
trim significantly further by the stern as it continues to heel.
7. This situation leads to danger of after deck being flooded.
8. The stability of the vessel is greatly reduced due to the reduction in the water plane area
and hence reduction in the KN value.
9. If the ships KN value has been calculated for fixed trim they will result in an incorrect
GZ curve and will tend to show that the vessel has better stability than it actually has at
large angles of heel.
10. Fixed trim KN data will give greater GZ values than what the ship will actually have
when heeled beyond the angle of deck edge immersion - stability will be overestimated.
11. Therefore it is preferable that the KN values of the ship be derived on a free to trim basis
and the KN tables should have the statement Corrected for Free trim.

A vessel with a high deck cargo will experience adverse affects due to
strong beam winds on the lateral windage areas.
Explain how the effects of steady and gusting winds can be determined
and state the minimum stability requirements with respect to wind
heeling under the current regulations

1. A vessel with high deck cargo may have their stability considerably reduced when
subjected to strong beam winds.
2. A heel angle will be produced by the strong beam winds acting upon large lateral areas of
the ship.
3. This lateral area may be a combination of high freeboard and tiers of containers on deck.
4. The wind heeling moments are the moments produced by this force, multiplied by a
heeling lever, tending to incline the vessel. (moments produced by wind X heeling lever)
5. The components of wind heeling moments are:
a) Wind Force (F) Force per unit area (kgs/m
2
).
b) Windage area (A) Area (m
2
).
c) Lever (d) Distance of centriod of windage area from
the centriod of buoyancy (B)

6. Heeling moments =Force x distance =FAd 1000 tonnes. Metres.
7. The vessel will continue to heel until an equal and opposite force is produced i.e.,
righting moments of equal value to the heeling moments, resulting in a steady angle of
heel.

Righting moments =Wind Heeling moments
x GZ = FAd
1000

8. Therefore GZ loss at angle of heel = Heeling Moment
= FAd 1000 x

9. The GZ loss due to wind heeling produces a heeling arm
10. The wind heeling moments are usually represented by a straight horizontal line on the
curve of statical stability.
11. This is due to the presumption that the wind heeling moments do not change as the vessel
heels.
12. In practice the wind heeling moments will tend to reduce as the vessel heels due to the
inclination of the windage area reducing the heel force. However for the purpose of
stability it is assumed that the wind heeling force remains constant throughout, resulting
in the horizontal heeling arm across the curve.

MIMINUM STABILITY REQUIREMENTS:

1. Applies to container ships.
2. Where the height of the lateral windage area from the load water line to the top of the
containers is great than 30% of the beam, the regulations require that the ship builder
produces a curve of righting moments for the worst possible service conditions together
with the total windage area, the position of its centroid and the lever to half draught.
3. Steady wind Heeling Moment () = F.A.d 1000 (t.m.), where F = 48.5 kgs/m
2
.
4. Wind force is dynamic which is equal to Gusting wind 50%.
5. Gusting wind heeling moment = Steady wind Heeling Moment () x 1.5
6. Therefore Heel arm maximum =GZ loss x 1.5.
7. From the following curve , it is required that
a) Steady wind heel
1
is not more than 65% of the Angle of deck edge
immersion (
de
).
b) Angle of dynamic Heel (
dy
) not more than Angle of progressive
flooding (
f
)
c) Area S2 is equal to or more than Area S1 upto
f

With regard to the modern shipboard stability and stress finding
instrument:

(a) State the hydrostatic and stability data already pre-programmed
into the instrument.
1) hips dimensions and general particulars.
2) Capacity of all internal spaces.
3) VCG / LCG / FSM of all internal spaces (cargo spaces, ballast tanks fuel , FW etc)
4) Hydrostatic particulars Displacement, draught, TPC, MCTC, LCB, LCF, KM
5) Light ship data Light ship displacement and KG.
6) KN data
7) Stability limits (Loadline, Grain, Timber etc)
8) Simplified Stability Data (e.g., MAX KG)
9) Structural Stress Limits
10) Grain Loading data (as in grain loading booklet)
11) Wind Heeling Data
12) Ice Allowance Data

(b) Describe the information to be entered into the instrument by the
ships officer.

1) Location and weight of individual items of deadweight cargo, fuel, ballast, stores, fresh
water, passengers etc.
2) Loadline zone
3) R.D. of seawater / dock water
4) R.D. of liquids fuel, ballast, liquid cargo etc.
5) S.F. of bulk cargoes (e.g. grain)

(c) Describe the output information

1) Deadweight summary.
2) Trim and draught (forward, aft, midships, freeboard)
3) Heel
4) Stability Assessment Gm, GZ curve, dynamical stability etc.
5) Simplified Stability diagram and assessment.
6) Stress Assessment Shear force, Bending moment, Torsion.
7) Grain loading assessment.
8) Local load assessment e.g., container stack weight

The stress data is usually given as a percentage of the maximum allowable at that particular
point along the length of the vessel. Hence two variables are the actual stress encountered and
the corresponding strength of the vessel at that point which resists that particular stress.

State the purpose of the inclining experiment.

The purpose of performing inclining experiment on vessel is to determine the value of the KG in
the lightship condition. The determination of light ship KG is required because the light KG
changes over a period of time. Moreover the lightship KG and displacement value are the basis
from which the KG is determined for every other condition. An error in the KG calculated for
any condition of loading will result inaccuracy in all stability parameters dependant on this value
GM, GZ values and dynamical stability.

Also during the experiment, the LCG for light condition will also be determined.

Describe the precautions to be taken by the SHIPs OFFICER before
and during the inclining experiment.

1) The ship must be moored in quiet sheltered waters free from the effects of passing
vessels.
2) There must be adequate depth of water under the keel so that the bottom of the ship does
not touch the sea bed on inclination.
3) There should little or no wind. If there is any wind the ship should be head on or stern to
it.
4) The ship should be floating free. There should be no barges alongside.
5) Moorings should be slackened right down.
6) Shore side gangway if any must be landed to allow unrestricted heeling.
7) All loose weights must be removed or secured.
8) All fittings and equipments such as accommodation ladder , derricks/cranes should be
stowed in their normal sea going positions.
9) Free surface should be minimized. All tanks should be verified as being completely
empty or full. Bilges should be dry.
10) Deck should be free of water. Any water trapped on deck will move during the test and
reduce the accuracy of the result.
11) The ship should be upright at the commencement of the experiment.
12) All personnel not directly concerned with the experiment should be sent ashore.
13) In tidal conditions, conduct experiment at slack water.
14) Efficient two way communication must be established between a person in charge of the
operation and the central control station, the weight handlers and each pendulum station.

Explain why a vessels Lightship KG may change over a period of time.
1) Accumulation of debris in enclosed spaces
2) Accumulation of sediments and mud in ballast tanks
3) Accumulation of coagulated residues in bunker tanks and bilges
4) Accumulation of paint coatings on internal and external surfaces
5) Accumulation of redundant spares
6) Accumulation of lost property on passenger ships
7) Changes to ships structure
8) Changes to internal furnishing particularly on passenger ships
9) Changes in vessels equipment e.g., cargo handling gear
10) Removal of corrosion from ships structure

List the circumstances when the inclining experiment is required to take
place on passenger vessel.

1) When the vessel is built.
2) When any major modifications are made to the ship so as to materially affect the stability.
3) Every 5 years.
4) If any significant change is found Light displacement changed by 2% or Lightship LCG
changed by 1% of ships length.

State the formula to determine the virtual loss of GM due to a free
surface liquid within a rectangular tank, explaining each of the terms
used

The formula to determine the virtual loss of GM due to free surface liquid is given by

Free surface correction (FSC) =Loss in GM = L x B
3
x RD of liquid in tank
12 x x n
2

Where

L = Length of the rectangular tank. Loss of GM is directly proportional to the length
of the tank so will be the value of free surface moments (loss of GM).
B = Breadth of the rectangular tank. From the formula it can be seen that breadth
of the tank is the most critical factor which determines the amount of loss in
GM i.e., loss of GM is directly proportional to the cube of the breadth of the
tank.
Density = Relative density of liquid filled in the tank. Loss of GM is directly
proportional to the RD of the liquid, greater the density of the liquid, greater
the loss in GM.
= Displacement of the vessel. Greater the displacement of the vessel lesser the
loss of GM and vice versa.
12 = It is part of the formula. The free surface correction can also be given by
Free Surface Moments (FSM)
Displacement
FSM = Moments of Inertia of the free surface liquid x RD of the liquid
= L x B
3
x RD of liquid
12
n = number of longitudinal subdivision of the tank. The longitudinal subdivision
of the tank greatly reduces the FSC as it is indirectly proportional to the
square of number of subdivision. Further it can be seen that if the tank is
divided into two equal subdivisions then the FSC will reduce by a quarter and
3 equal divisions will reduce the loss by one ninth and so on

Explain the effects on the virtual loss of transverse GM due to the free
surface effects when the slack tank is subdivided

(a) Transversely:

3
12 x x n
2

1. Although the tank is transversely sub divided yet the effective length and breadth of the
tank still remains the same.
2. One should not mistake n in the formula for transverse sub-division as it refers to the
longitudinal sub-division.
3. The area available for the free movement of the liquid still remains the same.
4. The free surface effect remains the same as it was before.
5. The following diagram shows an example of tank transversely subdivided into two equal
parts.

(b) Longitudinally

3
12 x x n
2

L
1. Longitudinal subdivision of the tank greatly reduces the free surface effect and hence the
loss of GM.
2. AS it can be seen from the formula, that the Loss in GM is inverse proportional to the
square of the number of subdivision (n
2
).
3. For example, if the tank is divided into two equal subdivisions then the FSC will reduce
by a quarter and 3 equal divisions will reduce the loss by one ninth and so on.
4. The following figure illustrates an example of tank longitudinally divided into two equal
parts.

Explain why a vessel laden to the same draught on different voyages
may have different natural rolling period.

Rolling period (T) in seconds is the time taken for the ship to complete one complete oscillation
i.e., the time it takes for the ship to roll from one side back through the upright to the extent of its
roll on the other side and back again. (port starboard port).

(1) The natural rolling period in still water is given by the formula:
T =2 K
GM x g
Where
T =period of roll in seconds
g =acceleration due to gravity (9.81 mtrs / sec
2
)
K =Radius of Gyration.
GM =Metacentric height of the ship.
2) Radius of Gyration is the distance from the centre of gravity or the rolling axis at
which the total weight (W) would have to be concentrated in order to give the ship
same moment of inertia as it actually has.
3) For any particular ship the Radius of Gyration can be changed by altering the distribution
of deadweight about the rolling axis. (affects the moments of inertia)
4) If the weights are moved away from the rolling axis, the radius of gyration is increased
resulting in the longer period of roll and the ship will roll slower (moving weight
outwards towards the side of the ship is known as winging out weights)
5) Conversely, moving weights inwards towards the rolling axis will cause the ship to roll
faster.
6) The roll period varies inversely as the GM. Hence larger the GM, shorter the rolling
period (stiff ship) and smaller the GM, longer the rolling period (tender ships).
7) Also the roll period will change when weights are loaded, discharged or shifted, since
both the GM and the moment of inertia (measure of distribution of weight about the
rolling axis) will be affected.

From the above statement it can be seen that although the laden vessel has the same draught for
different voyages, yet its rolling period will change because of the following reasons:
B
n
n

CHANGE IN GM FOR THE SAME DRAUGHT:
1) For the same draught, the GM of the vessel may not necessarily be the same. GM
of the vessel varies with concentration of weight distributed on the ship with
reference to the keel.
2) A vessel loaded with high density cargo (low SF) will have large GM (reduction
in KG) compared to when loaded with low density cargo both resulting in same
draught.
3) It is possible that the vessel may have loaded slightly less cargo but may have
bunker tanks fully filled which cause the G to move down resulting in increase
GM.
4) Also the KG of the cargo loaded has direct effect on the resultant GM of the
vessel (For example a vessel with more deck cargo will have less GM)
5) So the change in GM for the same draught will result in change in rolling period
as discussed above.

DISTRIBUTION OF WEIGHT WITH RESPECT TO ROLLING AXIS:
1) The Radius of Gyration may vary for every voyage (with same draught) as the
distribution of weight with respect to rolling axis may vary.
2) Hence the rolling period will change for each voyage.

However it should be borne in mind that the period of roll is not affected by the amplitude or
magnitude of the roll.

Describe the different rolling characteristics of a vessel in a stiff
condition and a vessel in tender condition.

The natural rolling period for the vessel is given by
T =2 K
GM x g
Where
2
)

Stiff Ship:
1) A stiff ship is one with a very large GM caused by the KG being too small.
2) This occurs if too much weight is placed low down within the ship.
3) The ship will be excessively stable, righting moments will be so large as to cause the ship
to return to the upright very quickly when heeled.

Rolling characteristics:
a) It can be seen from the above formula that the rolling period is inversely proportional to
the GM of the vessel.
b) Since the stiff ships have large GM, the rolling period will be short.
c) The ship will offer greater resistance to being rolled and will be rolled to lesser angles of
heel.
d) Generally a ships natural rolling period is greater than the wave period. Since stiff ships
have shorter rolling period they are more vulnerable in the beam sea.

Tender Ships:
1) A tender ship is one with a very small GM caused by KG being too large.
2) This occurs if too much weight is placed high up within the ship.
3) The ship will have less stability, righting moments as compared to the stiff ship.
4) This causes the ship to be sluggish and slow return to the upright.

Rolling characteristics:
a) Because of small righting moments the ship will only offer limited resistance to being
rolled, causing the ship to be rolled to larger angles of heel.
b) Also from the Rolling period formula, Rolling period varies inversely as GM.
c) Since the tender ships have small GM, their rolling period will be long.
d) The ship will be slow to return to the upright and will tend to remain at the extent of the
roll for a comparatively long time.

The Radius of Gyration also has effect on the ships rolling characteristics. However in both
Stiff and Tender ship it varies with the circumstances as the distribution of weight with
respect to rolling axis is not the same at all times.

Discuss how a vessels still water rolling period is affected by changes in
the distribution of weight aboard the vessel.

The distribution of weight aboard the vessel can be discussed with respect to following factors:

(1) Distribution of weight with respect to the Keel of the vessel (KG of the weight)
(2) The relative density of the weight distributed.
(3) Distribution of weight with respect to the rolling axis.

Distribution of weight with respect to the Keel of the vessel (KG of the weight)

If the weight is distributed high up within the vessel, then the resultant GM if the vessel will be
reduced due to increase in the resultant KG of the vessel. (because the KG of the weight
distributed will be more).

The relative density of the weight distributed.
The relative density or the SF of the weight distributed will contribute a major factor in
determining the GM of the vessel. For example, if a high density cargo is loaded in a ship then
the GM of the vessel will increase as compared to loading a low density cargo in the same hold.

Thus it can be seen that both the above factors are affecting the GM of the vessel.

Distribution of weight with respect to the rolling axis

The distribution of weight with respect the to rolling axis affects the Radius of Gyration. If
weights are distributed inwards towards the rolling axis then the Radius of Gyration is reduced .
Conversely if the weights are distributed away from the rolling axis the radius of gyration is
increased.

The natural rolling period for the vessel is given by
T =2 K
GM x g
Where
2
)

Using the above formula in conjunction with the explanation of above section it can be seen that:

1) The distribution of weight aboard the vessel can change the GM of the vessel.
2) The Rolling period varies inversely as the GM and hence change in GM changes
the rolling period.
3) Also distribution of weight with respect with the rolling axis affects the Radius of
Gyration. Therefore the distribution of weight is such that if the Radius of
Gyration is increased then the rolling period is increased as it is directly
proportional and vice versa.

Explain the term Synchronous rolling and describe the dangers, if any
associated with it.

Synchronism is the name given to the condition when the ships natural period of roll is the same
as the apparent period of wave.

1) When this occurs the waves give the ship a push each time she rolls (like a swing)
causing her to roll more and more heavily.
2) Theoretically this could cause the vessel to eventually capsize.
3) However Synchronism is less likely to happen as the rolling period of the ship increases
with the angle of roll at large angles of heel.
4) Moreover the period of sea waves tends to vary over time.
5) The ships natural rolling period will be greater than the wave period.
6) Ships which has a long natural rolling period are less vulnerable in a beam swell than the
stiff ships with their short periods of roll.
7) If the sea is forward of the beam the apparent period of waves will be reduced whilst the
sea abaft the beam will increase the apparent period of waves.
8) Therefore the sea on the quarter will increase the likelihood of synchronism.

Dangers associated with Synchronous rolling:
a) Danger of capsizing the vessel.
b) Heavy roll may cause shift of cargo, especially deck cargo which is at greater distance
from the rolling axis.
c) The vessel will then roll in a fashion dictated by righting moment, heeling the vessel
excessively to the listed side and increasing the chances of subsequent shift of. Cargo.
d) The dynamical stability of the vessel will be greatly reduced under these circumstances
and there is always a risk of capsizing.
e) Structural damage to the vessel (racking, surge of liquids).
f) Personal injury.
g) Down flooding.

State the action to the taken by the ships officer when it becomes
apparent that the vessel is experiencing Synchronous rolling.

1) Alter course, ideally towards the wave since this shortens the apparent period of the
waves.
2) Alter speed except when the wave is not on the beam.
3) Alter vertical distribution of the weight so as to change the GM.
4) Alter the vertical and transverse distribution of the weight aboard the vessel so as to
change the ships radius of gyration. E.g., winging out weights.
5) The later two measures can be achieved by ballasting, deballasting or shifting other
items of deadweight such as fuel or fresh water.

Describe the methods of improving the initial stability if the GM at the
critical instant is found to be inadequate.

The major considerations that should be borne in mind during dry docking are
1) that the P force is kept to an acceptable level and
2) that the Ship maintains an acceptable positive GM during the critical period.

Loss of GM = P X KG (OR) P X KM
P
If it is found that the GM at critical instant is found to be inadequate the following measures to be
taken to improve the initial stability.

1) The loss in GM is directly proportional to the KG of the vessel. Hence lower the effective
KG of the vessel by lowering the weights within the vessel, discharging weights from the
high up or taking on an acceptable amount of ballast in the double bottom tanks.
2) Empty the high wing tanks if possible.
3) Stow derricks, cranes and riggings in stowed position.
4) Eliminate or minimize free surface effects by topping up or emptying slack tanks where
possible.
5) Keep minimum stern trim as recommended by the dry docking plan. Smaller the trim,
smaller the P force and hence smaller the loss of GM.

Explain why the values of trim and metacentric height in the freely
afloat conditions are important when considering the suitability of a
vessel for drydocking.

Trim:

1) The trim of the vessel plays a very vital roll in vessels dry docking.
2) The vessel should enter the dry dock with a small stern trim as recommended by the dry
docking plan available on the ship.
3) P force or the upthrust generated at the block when the vessels stern first touches the
block continues to increase as the buoyancy force is reduced.
4) The formula for calculation of the P force is given by
P = Change of Trim X MCTC
LCF
5) From the formula it can be seen that greater the stern trim more the P force.
6) Although the stern frame is designed to take force exerted on it during dry-docking, there
is a maximum limit that must not be exceeded.
7) If the P force is exceeded then it will lead to structural damage.

Metacentric Height (GM):

1) Loss of stability (Loss of GM) commences as soon as the ship touches the block aft and
continue to worsen as the value of the P force increases.
2) The maximum loss of GM occurs at the instant immediately prior to the ship settling on
the blocks forward and aft known as Critical Instant.
3) The vessel must have positive stability (positive GM) at this critical instant.
4) It is essential that the righting moment afforded by the upward acting buoyancy force
(remaining due to pumping out of dock water) remains greater than the capsizing
moment afforded by the upthrust of P force acting at the keel at all times prior to the ship
touching the blocks forward and aft.
5) If this is not so, then the ship will become unstable resulting in negative GM and would
topple over in the dock.
6) Therefore the metacentric height of the vessel when she is in freely afloat condition is
very important when considering the suitability of the vessel for dry-docking.
7) The formula for loss of GM at critical instant is given by
P
8) From the formula it can be seen that loss of GM is directly proportional to the P force and
the KG of the vessel.

Hence the values of trim and metacentric height of the vessel in the freely afloat conditions are
important for the purpose of dry docking the vessel.

Describe the two methods of determining the upthrust (P force) during
the critical period.

The two methods of calculating the P force are
a) Calculation of P force at any stage during dry-docking process.
b) Calculation of P force during the critical period when dry-docking.

Calculation of P force at any stage during dry-docking process.
1) Throughout the dry-docking procedures the true mean draught of the vessel
reduces.
2) This situation is similar to the vessel rising out of water due to weights being
discharged.
3) Rise in cms is given by the formula w(t) TPC.
4) The P force may be considered to have the same effect on True mean draught
as if weight had been actually discharged.
5) Therefore reduction in TMD (cms) = P force (t)
TPC
6) Transposing this formula we can find that
P force (t) = Reduction in TMD (cms) x TPC
7) This formula can be used at any draught before or after the critical instant since
what is being found is the loss in buoyancy due to the reduction in the draught.

Calculation of P force during the critical period when dry-docking.

a) In the period between the ship touching the block aft (start of critical period) and
touching the blocks forward and aft (critical instant) the ship undergoes a change of trim.
b) The change of trim at any stage during the critical period may be considered to be the
same as the change of trim that would have occurred when a weight w has been
discharged from a position at the aft perpendicular equivalent to the upthrust P in tones.
c) The formula to find change of trim is given by
COT (cms) =Trimming Moment = w x LCF
MCTC MCTC
d) If the P force is considered to have the same effect as a weight discharged at the aft
perpendicular, then
COT (cms) = P x LCF
MCTC
e) Transposing the above formula we can find P as given under
P force at any instant during critical period = COT(cms) x MCTC
LCF foap

Explain why it is beneficial to have small stern trim when entering dry
dock.

Small:
1) Smaller the trim, smaller the P force at the CI and therefore smaller the loss of GM prior to
taking the blocks fore and aft.
The formula for calculating the P force is given by COT(cms) x MCTC
LCF foap

P
2) It can be clearly seen from above two formulas that small trim will apparently reduce the P
force exerted during docking and subsequently the loss of GM

Stern:
Stern frame is stronger than the bow and therefore better able to bear the P force when the vessel
is touching the blocks.

Trim:
It is much easier to align the vessels keel over the keel blocks in the DD than if the vessel had
gone on E.K and also because of the declivity of the DD.

A ship is loading in a port in a tropical zone for one in the Winter North
Atlantic zone during winter months.
Describe the various precautions and considerations which must be
borne in mind at the loading port in order that the voyage is
accomplished safely and in accord with the statutory requirements, for
example the Load Line rules.

1) The primary consideration is to have the vessel complying with the load line regulations
throughout the voyage for ensuring intact reserve buoyancy - Cargo hatches, ventilators,
sounding pipes, air pipes, freeing port)
2) Since the vessel is going to another Load line zone, the vessel should be loaded in such a
way she does not breach the load line requirements.
3) Although she is loading in Tropical zone, yet she cannot immerse the marks more than a
lever i.e., Winter load line +due allowance for consumables +bunkers.
4) To calculate the bunker consumption and FW consumption up to a point on the vessels
intended route where it enters the winter load line zone.
5) Also the loading should be in such a way that the vessel will have adequate stability.
for timber ships not less than 0.05 m.
The maximum righting lever (GZ) at least 0.20 mtrs

6) If the ship is less than 100 mtrs in length she cannot immerse more than winter north
atlantic mark when in winter zone.
7) Vessel need to have sufficient bunker reserve to meet bad weather and contingencies.
8) All derricks and cranes must be stowed in position.
9) Eliminate free surface effects by emptying or pressing the tanks if possible.
10) Adequate lashing arrangements for deck cargoes particularly for heavy lifts.
11) Stow heavy cargo as low as possible to bring down G.
12) Vessels loading and stability condition throughout the voyage must take into account ice
accretion.
13) Fire lines and steam lines must be drained.
14) Shearing force, bending moments and Torsional stresses must be well within limits.

Describe Type A vessel under the current Load line Regulations,
including the flooding, Stability and assumed damage requirements
for a newly built vessel.

According Regulations 27 of Loadline Regulations a type A ship is defined as one which:
1) is designed to carry only liquid cargoes in bulk.
2) Has a high integrity of the exposed deck with only small access openings to cargo
compartments, closed by watertight gasketed covers of steel or equivalent material
3) Has a low permeability of loaded compartments.
4) Has high degree of sub-divisions.

Flooding requirements:
1) If the vessel is over 150 mtrs in length and has an empty compartment when fully loaded
at the Summer loadline, the ship should be capable of remaining afloat after flooding of
such a compartment with an assumed permeability of 0.95 and shall remain afloat in a
satisfactory condition of equilibrium.
2) If the vessel is over 150 mtrs in length then the machinery space shall be treated as a
floodable compartment, with an assumed permeability of 0.85.

Stability requirements: - Condition of Equilibrium
1) The final waterline after flooding, taking into account sinkage, heel and trim, is
below the lower edge of any openings such as air pipes, top of a ventilator
coaming, door sill and openings which are closed by means of weathertight
doors or hatch covers through which progressive flooding may take place.
2) The angel of heel due to unsymmetrical flooding does not exceed 15 degs.
3) If no part of the deck is immersed, an angle of upto 17 degs may be accepted.
4) The metacentric height (GM) in the flooded condition must be positive and must
be atleast 0.05m.
5) The vessel must have adequate residual stability after flooding
6) The right lever curve must have a minimum range of stability of 20 degs.
7) The maximum righting lever (GZ) must be atleast 0.1 mtrs within this range
of stability.
8) The residual area under the righting lever curve within this range shall not be
less than 0.0175 mr.

Damage assumptions:
1) The vertical extent of damage in all cases is assumed to be from the base line upwards
without limits. - Keel to deck
2) The transverse extent of damage is equal to 20% of beam or 11.5 mtrs which ever is
lesser.
3) Longitudinally Between transverse bulkhead (B-100 to include one bulkhead other than
machinery space bulkhead)

Describe the provisions of the current Load Line regulations governing
the ability of some Type B vessels to withstand flooding due to damage
and the stability in the final conditions.

1) A type B ship is one which is not a Type A ship not designed to carry liquid cargoes in
Bulk.
2) Has a greater freeboard than type A vessel.
3) Has lesser degree of sub-division.
4) Has large deck openings which are only weather tight.
5) Access to under deck compartments in Type B vessels is through large hatches.

There are two classification of Type B vessels viz., Type B-60 and Type B-100

Type B-60:
1) Any type B ship which is over 100 mtrs long.
2) Has hatchways closed by weather tight steel covers
3) Since provided with steel hatch covers, qualifies for a reduction in the tabular freeboard
of 60% the difference between type A and type B freeboards, hence the term B-60.
4) Flooding requirement
a) When loaded in accordance with the initial condition of loading, shall be able to
withstand the flooding of any single compartment with an assumed permeability
of 0.95 and shall remain afloat in a satisfactory condition of equilibrium..
b) If the vessel is over 150 mtrs in length then the machinery space is regarded as a
floodable compartment with assumed permeability of 85%

Type B 100
(a) Any type of B 60 ship over 100 mtrs long.
(b) Provided with steel hatch covers which are water tight.
(c) Access to the engine room from deck protected by house.
(d) Provided with open rails for 50% of the length of the vessel and not bulwark.
(e) Crew access by gangway or under deck passage.
(f) Qualifies for a reduction in the tabular freeboard of 100% the difference between type A
and type B freeboards, hence the term B-100.
(g) Flooding requirement:
a. When loaded in accordance with the initial condition of loading, shall be able to
withstand the flooding of any two fore and aft adjacent compartment with an
assumed permeability of 0.95 and shall remain afloat in a satisfactory condition
of equilibrium..
b. If the vessel is over 150 mtrs in length then the machinery space is regarded as a
floodable compartment with assumed permeability of 85%

Condition of Equilibrium Applicable all class of Type B vessels.
1) The final waterline after flooding, taking into account sinkage, heel and trim, is below
the lower edge of any openings such as air pipes, top of a ventilator coaming, door sill
and openings which are closed by means of weathertight doors or hatch covers through
which progressive flooding may take place.
2) The angel of heel due to unsymmetrical flooding does not exceed 15 degs.
3) If no part of the deck is immersed, an angle of upto 17 degs may be accepted.
4) The metacentric height (GM) in the flooded condition must be positive and must be
atleast 0.05m.
5) The vessel must have adequate residual stability after flooding
6) The right lever curve must have a minimum range of stability of 20 degs.
7) The maximum righting lever (GZ) must be atleast 0.1 mtrs within this range of stability.
8) The residual area under the righting lever curve within this range shall not be less than
0.0175 mr.

When converting tabular freeboard into assigned Freeboard as
specified in the Load Line rules a number of corrections have to be
applied. With the aid of simple sketches describe each of the corrections
and indicate how each may be applied.

A tabular freeboard is the freeboard that would be assigned to a standard ship built to the highest
recognized standards having specific characteristics as laid down in the Load Line regulations.

The following corrections required to be applied in order to convert Tabular freeboard to assigned
freeboard.

Type B-60 / B-100 correction For type B vessels only:
1) If the ship qualifies for the reduction in tabular freeboard, either 60% or 100% then this
correction is applied.
2) Qualification requires provision of steel hatches, subdivision, improved water freeing
arrangements, crew protection etc.

Wooden Hatch correction for type B vessels only:
The tabular freeboard is increased if the vessel has hatches other than those of the steel pontoon
type on the exposed freeboard deck / raised quarter deck or the forward 25% of the super
structure deck (i.e., Position 1)

Flush deck correction only Type B ships:
1) This correction is applicable if :
a) The length of the vessel is less than or equal to 100 mtrs and
b) The effective length of the superstructure is less than or equal to 35% of ships
length.
2) The tabular freeboard in this case is increased.

Block co-efficient correction:
1) The block co-efficient is measured at 85% of the vessels moulded depth.
2) Modified tabular freeboard is increased if the block co-efficient of the vessel exceeds
0.68.
3) Freeboard is multiplied by (0.68 +C
b
) 1.36.

Depth correction:
1) The standard freeboard depth of a ship under the Rules = L 15
2) If the freeboard depth is more than L 15, then the freeboard is increased
3) If the freeboard depth is less than L 15, the freeboard may be decreased provided that
the superstructure is alteast 0.6 L amidship or trunk over entire length of the vessel.

Correction for position of deck line:
1) Freeboard must be capable of vertical measurement.
2) If the vessel is having a rounded gunwale, then the freeboard must be corrected by the
vertical difference between the actual position of the deck line and the correct position.

Superstructure correction:
1) Freeboard will be reduced if:
(a) The ship is with sufficient standard height superstructure (OR)
(b) Has sufficient water tight trunking to a minimum height and width.
2) This reduction will vary according to the length of the superstructure / trunk as a
percentage of the vessels length.
3) If the superstructure or trunk is of less than the standard height / breadth then the
correction will be reduced proportionally.
4) If it is not of sufficient height (or) % length (or) width then no reduction in freeboard.

Sheer correction:
1) Load line regulations assume a standard sheer for the vessel.
2) If the vessel has a greater sheer than standard, the basic freeboard is decreased.
3) If the vessel has a lesser sheer than the standard, the basic freeboard is increased.
4) No reduction in freeboard if the vessel does not have superstructure covering 10% length
forward and aft of midship.

Bowheight correction:

1) The load line rules contains a formula for calculating the minimum bow height based on
the vessels length and block co-efficient.
2) If the bow height is les than the calculated height, freeboard is increased accordingly.

Summer Freeboard: - Assigned only upon Owners request only increase in freeboard.
Freeboards may also be increased at the owners request (or) where there are openings or cargo
port holes below the freeboard deck

Corrections are then applied to the Assigned Summer Freeboard in order to determine the
Tropical, Winter, Fresh Water and Tropical Fresh water freeboards.

When converting TABULAR FREEBOARD to BASIC FREEBOARD
as specified in the Load line Rules a number of corrections have to be
applied.

(a) List the geometric features of the ship which give rise to these
corrections.
The ship which are required for these corrections are Type B vessels.

1) A type B ship is one which is not a Type A ship not designed to carry liquid
cargoes in Bulk.
2) Has a greater freeboard than type A vessel.
3) Has lesser degree of sub-division.
4) Has large deck openings which are only weather tight.
5) Access to under deck compartments in Type B vessels is through large hatches.
There are two classification of Type B vessels viz., Type B-60 and Type B-100

Type B-60:
1) Any type B ship which is over 100 mtrs long.
2) Provided with steel hatch covers which are weather tight.
3) Since provided with steel hatch covers, qualifies for a reduction in the tabular
freeboard of 60% the difference between type A and type B freeboards, hence the
term B-60.
Type B 100
1) Any type of B 60 ship over 100 mtrs long.
3) Access to the engine room from deck protected by house.
4) Provided with open rails for 50% of the length of the vessel and not bulwark.
5) Crew access by gangway or under deck passage.
6) Qualifies for a reduction in the tabular freeboard of 100% the difference between
type A and type B freeboards, hence the term B-100.

(b) Explain the reason for each of these corrections and indicate how each correction should
be applied to Tabular Freeboard (actual values not required)

Type B-60 / B-100 correction
B-60 : Since provided with steel hatch covers, qualifies for a reduction in the tabular
freeboard of 60% the difference between type A and type B freeboards, hence the
term B-60.
B-100: Qualifies for a reduction in the tabular freeboard of 100% the difference between
type A and type B freeboards, hence the term B-100.

Wooden Hatch correction:
The tabular freeboard is increased if the vessel has hatches other than those of the steel pontoon
type on the exposed freeboard deck / raised quarter deck or the forward 25% of the super
structure deck (i.e., Position 1)

Flush deck correction:
1) This correction is applicable if :
a) The length of the vessel is less than or equal to 100 mtrs and
b) The effective length of the superstructure is less than or equal to 35% of ships
length.
2) The tabular freeboard in this case is increased.

Block co-efficient correction:
1)The block co-efficient is measured at 85% of the summer draught.
2) Modified tabular freeboard is increased if the block co-efficient of the vessel
exceeds 0.68.
3) Freeboard is multiplied by (0.68 +C
b
) 1.36.

State with the aid of a labeled sketch, the minimum stability criteria
required by the current Load line Rules.

The maximum righting lever (GZ) atleast 0.20 mtrs

The current Load line rules permit a reduction of the permissible
minimum initial GM for some vessels with timber deck cargo and the
inclusion of the volume of this cargo in the derivation of the cross
curves.
Outline the circumstances under which this reduction is allowed and
explain why this reduction is permitted.

1) The vessel must have timber certificate.
2) Must have Assigned Timber Freeboard.
3) Must have solid stow of deck cargo full length of deck.
4) The vessel must have positive stability at all times and should be calculated with regard to:
a) the increase of timber weight due to
absorption of water.
Ice accretion if applicable.
b) variations in consumables.
c) Free surface effects of the liquids in tanks.
d) Weight of water trapped in the broken spaces within the timber deck cargo especially
logs.
5) The stability calculations should include 15% increase in weight due to water absorption
during the voyage.
6) KN values may be increased for additional freeboard BUT only 75% of the deck cargo
volume may be used for additional reserve buoyancy.

The reason for reduction in the minimum permissible GM is as follows:
1) The deck cargo secured stowed on full length of freeboard deck acts as additional reserve
buoyancy.
2) The additional reserve buoyancy is applicable only when the deck cargo is well secured
and covers the entire length of the ships cargo deck up to alteast standard superstructure
height.
3) The timber cargo also provides a greater degree of protection for the hatches against the
sea.
4) The KN values may be increased for additional freeboard however only 75% of the
timber volume must be considered as reserve buoyancy.
5) The principle of inclusion of the timber as reserve buoyancy in the derivation of the
alternative KN data is illustrated in the following figure.

From the above diagram
1) In figure A when the vessel is heeled beyond the angle of deck edge immersion, GZ
values are small when reserve buoyancy of the timber is not included i.e., the GZ values
are derived from ships ordinary KN values.
2) In figure B we can see that by using KN values which include 75% of the volume of the
immersed timber as reserve buoyancy caused an outward movement of B which
increased the GZ values.
3) This increase in GZ value increases the range of stability of the vessel and the dynamical
stability.

Z G
B

Z G
B
Fig A
Fig B
With regard to Load Line rules distinguish a Type A vessel from a Type
B vessel and explain why they have different TABULAR freeboards.

TYPE A TYPE B
1) Designed to carry liquid cargo in bulk Other than Type A vessels which are not
designed to carry liquid cargo in bulk
2) Allows a small freeboard i.e., less reserve
buoyancy.
Has a greater freeboard than Type A
3) The longitudinal hull framing in Type A
vessels results in a high degree of sub-
divisions
Has less degree of sub-division.
4) Exposed weather deck has high degree of
integrity.
Exposed weather deck has low degree of
integrity as compared to Type A vessel
Access to under deck compartment is
through small deck openings which are
watertight steel covers
Access to under deck compartment is through
large hatch openings which are only weather
tight.
5) High degree of safety against flooding
because of low permeability of loaded
cargo spaces.
Vulnerable in heavy weather to flooding
6) Has high degree of sub-division Less degree of sub-division

Type A vessel and Type B vessel have different tabular freeboard because:
1) The structural layout of both vessels are different
2) Types of cargo carried are different.
3) Moreover the permeability of the cargo tanks in Type A ships are low as
compared to the Type B ship.
4) Therefore in an event of flooding of a compartment, oil from cargo tank of Type
A vessel will run out causing decrease in displacement and increase in freeboard,
whereas in case of type B ship, the sea water will enter the cargo space resulting
in increase in draught and reduction in freeboard.

State the general requirement for a TYPE B vessel to be given the same
TABULAR freeboard as TYPE A vessel of the same length.

A type B vessel can be given the same TABULAR freeboard as Type A vessel of same length if
the following criteria are satisfied:

Any Type B-60 ships of over 100 mtrs long (Type B-100) satisfying the following conditions at
summer draught:
6) Access to the engine room from deck protected by house.
7) Provided with open rails for 50% of the length of the vessel and not bulwark.
8) The weather deck must be fitted with a protected raised catwalk or under deck
ways to allow safe access for the crew.
9) Shall remain afloat after flooding of any two fore and aft adjacent compartment
with an assumed permeability of 95% at summer draught

Identify the additional corrections required when converting BASIC
FREEBOARD to ASSIGNED FREEBOARD, explaining the reason for
each correction.

Depth correction:
4) The standard freeboard depth of a ship under the Rules = L 15
5) If the freeboard depth is more than L 15, then the freeboard is increased
6) If the freeboard depth is less than L 15, the freeboard may be decreased provided that
the superstructure is alteast 60% of length admidship position or trunk over entire length
of the vessel.

Correction for position of deck line:
3) Freeboard must be capable of vertical measurement.
4) If the vessel is having a rounded gunwale, then the freeboard must be corrected by the
vertical difference between the actual position of the deck line and the correct position.

Superstructure correction:
5) Freeboard will be reduced if:
(a) The ship is with sufficient standard height superstructure (OR)
(b) Has sufficient water tight trunking to a minimum height and width.
6) This reduction will vary according to the length of the superstructure / trunk as a
percentage of the vessels length.
7) If the superstructure or trunk is of less than the standard height / breadth then the
correction will be reduced proportionally.
8) If it is not of sufficient height or % length or width then no reduction in freeboard.

Sheer correction:
5) Load line regulations assume a standard sheer for the vessel.
6) If the vessel has a greater sheer than standard, the basic freeboard is decreased.
7) If the vessel has a lesser sheer than the standard, the basic freeboard is increased.
8) If the vessels amidships superstructure is less than 10% length, then there is
reduction in freeboard.

Bowheight correction:

3) The load line rules contains a formula for calculating the minimum bow height based on
the vessels length and block co-efficient.
4) If the bow height is les than the calculated height, freeboard is increased.

Summer Freeboard: - Assigned only upon Owners request only increase in freeboard.
Freeboards may also be increased at the owners request or where there are no openings or cargo
port holes below the freeboard deck

Corrections are then applied to the Assigned Summer Freeboard in order to determine the
Tropical, Winter, Fresh Water and Tropical Fresh water freeboards.

Describe the general provisions of the current Passenger Ship
Construction Rules governing the ability of a Class I Passenger vessel to
withstand flooding due to damage, and the stability in the final
condition.

General Requirements:
1) Margin line is the water line and must be atleast 76mm below the upper surface of the
bulkhead deck.
2) Floodable length depends upon the permeability of the compartment.
(a) Permeability for cargo and store spaces =60%
(b) Machinery spaces =85%
(c) Passenger spaces =95%
3) The vessel should remain afloat in the event of damage to any compartment.
4) Factor of sub-division (to determine max spacing between transverse bulkhead) varies
inversely with the ships length, the number of passenger and the proportion of under
water space used for passenger / crew and machinery space.
5) Greater degree of subdivision (or small factor of subdivision) must be provided when
(a) The vessel is long
(b) The number of passengers is large
(c) Much space below the waterline is used for passenger / crew accommodation
and/or machinery space.
6) Permitted length between bulkhead = Floodable length x Factor of sub-division.

Assumed damage:
1) Vertical extent is from keel to deck
2) Transverse extent must be 20% of the Beam of the vessel.
3) Longitudinal extent of damage must be:
a) 11 mtrs between bulkhead (OR)
b) 3m +3% of the length of the vessel, WHICHEVER IS THE LEAST

Assumed Flooding:
The vessel must be able to withstand the flooding of the following number of compartments (final
waterline at, or below margin line)
1) Factor of sub-division more than 0.5 THEN Any one compartment
2) Factor of sub-division between 0.5 and 0.33 THEN Any 2 adjacent compartments
3) Factor of sub-division 0.33 or less THEN Any 3 adjacent compartments

Required Stability after Flooding:

In the final stage, after any equalization (CROSS FLOODING) measures, the vessel must comply
with the following condition:

1) Residual GM atleast 50mm.

2) Final heel not to exceed:
a) 7 degs with one compartment flooding (OR)
b) 12 degs if two or more compartment is flooded.

3) Positive residual GZ curve with a range of atleast 15 degs

4) Area under residual GZ curve to be at least 0.015 mr up to:
Either
a) 22 degs for one compartment flooding (OR)
b) 27 degs for two compartment flooding (OR)
c) Angle of progressive flooding f
WHICHEVER IS LEAST

5) Maximum residual righting lever to be at least either:
a) 10 cms (OR)
b) Heeling moment +0.04 m WHICHEVER IS GREATER
Displacement

6) The heeling moments to be calculated from:
a) Crowding of all passengers towards one side (OR)
b) Launching of fully loaded davit launch survival craft, (OR)
c) Wind pressure
WHICHEVER IS BIGGEST

With reference to the current Passenger Ship Construction and Survey
Regulations

(a) Explain the extent of hull flooding assumed when calculating the
ships ability to survive hull damage.

In order to arrive at the minimum required stability for the Passenger vessel after suffering
flooding of compartment, the following two factors are taken into consideration:

1) Assumed Flooding
2) Assumed damage.

Assumed Flooding
The number of compartments involved in the assumed flooding conditions are based upon the
Factor of sub-division. Lesser the factor of sub-division , lesser the Permissible length of the
compartment and hence more the number of compartments taken into consideration for assumed
flooding. However at any instant not more than 3 compartments are assumed to be in flooded
condition.

The vessel must be able to withstand the flooding of the following number of compartments:
1) Factor of sub-division more than 0.5 THEN Any one compartment
2) Factor of sub-division between 0.5 and 0.33 THEN Any 2 adjacent compartments
3) Factor of sub-division 0.33 or less THEN Any 3 adjacent compartments

Assumed damage:
1) Vertical extent is from keel to deck
2) Transverse extent must be 20% of the Beam of the vessel.
3) Longitudinal extent of damage must be:
a) 11 mtrs between bulkhead (OR)
b) 3m +3% of the length of the vessel, WHICHEVER IS LEAST
4) If the damage of lesser extent than indicated above would result in a more
severe condition regarding heel and GM loss, such damage shall be assumed
for the purpose of the calculation.

(c) Outline the additional factors taken into account to determine the
permissible length of compartments in ships built after 1990.

Permissible length of the compartment having its centre at a point in the length of the ship means
the product of the floodable length at that point and the factor of sub division of the ship.

Permissible length =Floodable length x Factor of Sub-division.

The features of the ship that are considered in determining the length for the purpose of
subdivision calculation includes:
1) Block co-efficient of the vessel
2) Freeboard ratio
3) Sheer Ratio
4) Compartment permeability
5) Length of the vessel
6) Number of passengers.
7) The proportion of the underwater space used for passengers / crew and machinery space

The permissible length between the compartments is reduced (due to decrease in the Factor of
sub-division) when
1) The length of the ship is more
2) More number of passengers are carried
3) Much of the space below the waterline is used for passenger/crew accommodation and or
machinery space.

Describe Stockholm agreement with reference to the stability requirement of Passenger Ro-Ro
vessels.

Purpose of Stockholm agreement:
1) Lays down the stability requirement for Passenger Ro-Ro vessel.
2) Agreement concluded after the disaster of Estonia
3) Signed between nine northern European states in 1996.
4) These upgrades SOLAS 90 standards.
5) Takes into account the effect of water accumulation on the vehicle deck after damage ,
making the ship safer in heavy seas.
6) Applies to all Passenger Ro-Ro vessels operating on scheduled international voyages
between or from designated ports in northern Europe irrespective of Flag.

Requirements by the Agreement:
1) Demands that a vessel satisfies with the requirement of SOLAS 90 with a constant height
of water on deck.
2) The height of water on vehicle deck is based on a 4.0 mtr significant wave.
3) The height of water should be
a) 0.5mtrs if the residual freeboard at the damage opening is 0.3 mtrs or less
b) 0.0 mtrs if the residual freeboard at the damage opening is 2.0 mtrs or more
4) Intermediate values can be determined by linear interpolation

Describe the stability problems associated with a conventional Ro-Ro
ferry.

The stability of vehicle ferries poses particular problems due to the following:

Free Surface Effect:
(a) Because the vehicle deck usually extends over the length and breadth of the
vessel without restriction, this type of vessel is especially vulnerable to the
effects of free surface
(b) Such vessel may rapidly lose all stability and capsize if the vehicle deck becomes
flooded.
(c) Causes of such flooding include
Damage to bow or stern door at sea
Bow or stern door left open at sea
Bow or stern door open and unattended during loading / discharging
operations.
Loss of watertight integrity due to collision with another vessel or
rocks.
Loss of water tight integrity due to shift of a vehicle in heavy seas.
Use of water curtains (coupled with inadequate drainage)

Inadequate Stability Information due to:
1) Speed of turnaround in port.
2) Lack of detailed information about cargo units and disposition

Other factors:
1) High KG of cargo units on vehicle deck
2) Vulnerability of Ro-Ro units to shifting in bad weather.
3) High windage area of Ro-Ro vessels.

What precautionary measures must be adopted to improve stability of
Ro-Ro ferries

1) Automatic draught gauges at the stem and stern with remote readout should ensure that
flooding of the vehicle deck in port is avoided.
2) A loading computer must be available to the ships officer in port for rapid calculation of
stability before the vessel sails.
3) Indicator lights must be provided on the bridge to show when shell/loading doors are open /
closed.
4) Heavy Ro-Ro cargo units must be weighed ashore and the information provided to ships
officers. Such units must be secured by chains to the deck before departure.
5) Increased drainage requirements for vehicle decks.
6) Stockholm agreement provides enhanced stability requirement for Ro-Ro passenger ferries
with 50 cms of water on vehicle deck.
7) Provision of some form of sub-division on the vehicle deck.

Discuss the stability problem associated with the design and operation
of a conventional Oil Rig supply vessel.

The stability of the Offshore supply vessel poses particular problem due to the following:

Loading and/or Discharging cargo at sea:
1) Affects the vertical, transverse and longitudinal position of the G of the vessel.
2) This is of particular relevance since cargo operations may be taking place as the vessel is
rolling and pitching in a seaway.
3) The cargo is often in liquid form (water, fuel, mud etc) which will result in virtual loss of
stability due to FSE during the cargo handling operation.

Excessive Stern Trim
1) Occurs through longitudinal distribution of loaded weight.
2) It may occur during an ill advised discharge / load, or when working with cables/anchors.
3) Considerable stern trim develops during these stages.
4) This may cause the working deck to become awash thereby reducing the water plane area
and critically reducing the vessels stability.

Water entrapment
The working deck is often used to carry drill supplies, machinery, pipes etc., some of which have
been found to retail large amount of water due to seas on the after deck. An allowance for such
volume of water entrapped must be made in the stability calculation.

Free Trim
1) Free trim affects the GZ curve of the vesse.
2) There is a reduction in the stability after the angle of deck edge immersion due to vessel
trimming by stern due to rolling.
3) This is caused by the after deck becoming awash and reducing the waterplane area when
the vessel is heeled in a seaway.

Stabiliser Tank
1) Many vessels are fitted with flume stabilizer tanks
2) These can be counter productive in some sea conditions for example when working cargo
or working cables overside.
3) This is because a heeling arm is produced which results in water in the stabilizer tank
moving to the low side in passive flume tanks thereby increasing the list.
4) Further more they will generate a significant FSE which will reduce the vessels stability
and should be allowed for.

What are the recommended measures to improve stability of the
Offshore supply vessels.

1) Discharge from top of stow first.
2) Consider the use of ballast to counteract any negative effects on stability or loading or
discharging.
3) When ballasting at sea to counteract removal of cargo, due account should be taken of the
adverse initial effect of free surface on the vessels stability.
4) If necessary remove a sufficient quantity of highest deck cargo first.
5) Minimise free surfaces by keeping the number of slack tanks to a minimum.
6) When liquid cargo is being discharged, due account should be taken of the FSE on the
vessels stability.
7) Load/discharge in such an order so as to maintain adequate trim and / or freeboard at all
times.
8) When stowing deck cargo, adequate arrangements for drainage should be made between
stowage racks to the freeing ports.
9) Consideration should be given to the use of pipe plugs.
10) Allowance should be made in stability calculations for the entrapment of water.
11) In the calculation of the vessels statical stability curve, use KN tables that have been
Corrected for Free Trim
12) When stabilizer tanks are in use, the free surface effects should be taken into account in
stability calculations.
13) The means of dumping the contents of such tanks in an emergency should be tested.
14) Where port and starboard cargo or service tanks are cross connected such connections
should be closed at sea.

Discuss the stability problems associated with the Towing vessels and
precautionary measures to improve the stability of such vessels.

1) All harbour tugs can experience very large athwart ship forces when towing.
2) Such forces will often result in a large heeling moment which causes the vessel to heel
over to a large angle thereby reducing the vessels dynamical stability.
3) This particularly the case when the towline is short and has low stretch characteristics.
4) Other factors affecting the stability includes the dynamical forces during the towing
operations induced (eg., a sudden surge in the propulsion unit) and changes in trim
caused by the pull on the tow line.
5) GIRTING:
a. A stability problem particularly to conventional tugs is the phenomena
called Girting
b. This is a sideways pull on the tug by the tow line when the ship is
pulling away from the tug, which is lying abeam to the direction of the
pull.
c. The resultant heeling may be so large to capsize the vessel.

PRECAUTIONARY MEASURES:
1) Various aspects in the tugs design are usually incorporated so as to reduce the effect of
heeling moment on the overall stability of the vessel
2) These include giving the vessel a large beam / length ratio, increasing the freeboard,
reducing the height of the towing point etc.,
3) The use of long tow line with good shock absorbing capabilities (high stretch) will help
to reduce sudden heeling moments caused by high peak forces in the towline.
4) The danger of girting can be minimised by the use of GOG rope (also known as GOB or
BRIDLE).
5) This rope is used to hold the towline down at or near the stern of the tug which ensures
that the tug is brought into line with the direction of the pull and a capsizing moment is
avoided.
6) Slowing down the large vessel will also reduce the danger of girting.
7) Such an action will also reduce the vessels bow wave and therefore the heeling moment
on any tug as it takes a line under the bow.

A vessels side compartment is flooded as a result of a collision. Describe
the counter measures that may be taken in the event of such flooding.

There are a number of measures that can be taken in the case of damage and flooding, including:
1) Close all water tight doors.
2) Use of ships pumps to remove water from the flooded compartment.
3) Take measures to restrict ingress of water (eg other vessel to stay in place initially and /
or use of collision patch.
4) Cross flooding ballasting the other side of the vessel to bring the ship upright
(movement of weights may also be considered).
5) Ballasting aft also as to raise forward section of the vessel or movement of weight to
achieve similar effect. When combined with cross flooding this may result in the damage
area of the hull being raised above the water line.
6) Removal of weight, particularly from the upper parts of the vessel (eg empty swimming
pool) Transhipment of items of deadweight to other vessels may also be considered.
7) Shore up internally to prevent loss of adjacent compartment.
8) If all else fails consider beaching.
Throughout the above, reference should be made to the stability data onboard providing guidance
for such circumstances.
In addition the SMS should be brought into operation. This usually involves informing ship
owners of the situation and gaining access to advice from experts associated with Classification
society and / or salvage association.

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