Académique Documents
Professionnel Documents
Culture Documents
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)
2)
3)
4)
5)
10)
11)
12)
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
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.
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
Transverse stability calculations (to calculate ships KG) and
Longitudinal Stability calculations (to calculate ships LCG).
Also used to calculate the space available for items of deadweight such as fuel, water, cargo etc.
Estimated weight and disposition of passengers and crew:
Of particular relevance to the passenger ships. For use in transverse and longitudinal
stability.
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.
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)
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)
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.
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13)
14)
15)
16)
17)
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List the surveys required by the current Loadline Regulations for a vessel to
maintain a valid Load line Certificate.
1)
2)
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 weather 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.
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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
The maximum righting lever (GZ)
Angles of Maximum GZ
Area under the curve
0 to 30 degs
0 to 40 degs or f whichever is lesser
Between 30 degs and 40 degs or f
2)
3)
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.
Alternative KN tables taking into account 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)
2)
3)
4)
5)
6)
7)
8)
9)
10)
11)
The vessel is loading timber in tropical zone and in most cases the cargo will be in a dry state
condition.
As the vessel progresses towards the destination in the loaded passage, she proceeds to the WNA
area.
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.
Free surface effect when fuel and water is consumed from the full tanks which reduced GM and
therefore GZ curve.
Consumption of fuel, stores, FW during the passage will cause G to rise thereby reducing the GM
and therefore GZ curve
During winter seasons, as the vessel moves towards higher latitude, will encounter series of
depression resulting in bad weather.
Seas on deck will cause raise in G due to added weight and also cause FSE which reduces GM a
nd GZ curve
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.
If the vessel is experiencing severe wind and spray on one side, it can result in unsymmetrical
icing on deck and superstructure
As a result of this the vessel may list or loll over to due to increase in weight on one side.
This list or loss will reduce the vessels stability by way
a)
reduction in GMi
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12)
13)
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.
If the vessel is lolled over, then the situation is further worsened.
This is because, if the vessel is experiencing severe weather and is lolled over then wind and
wave motion will further heel the vessel.
Since the angle of loll is caused by G being too high, efforts is to be directed towards lowering it
As a first means of correcting measure, one should look towards lowering weight and reducing
the free surface effect where possible.
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
D
B
A
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SEQ 1:
1.
2.
3.
4.
SEQ 2:
1.
2.
3.
4.
The first sequence is to ballast the inner low side tank marked A.
While filling up the tank, due to the introduction of more free surfaces the situation will
initially worsen.
Moreover an increase in the initial list will happen due to the off centre weight.
However as the tank starts to fill further, the G will start lowering down and the list will start
to reduce.
The second sequence is to fill the inner high side tank B.
The condition of the vessel while filling up this tank is some what similar to SEQ 1.
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.
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.
2.
3.
4.
5.
6.
7.
SEQ 4:
1.
2.
3.
DONTs:
1.
2.
3.
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4)
5)
6)
7)
8)
9)
Ensure that the heel is due to the negative GM rather than off centre weight.
That is to ensure that the port listing moment is equal to the starboard listing moment.
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.
One should look towards lowering the weights and reducing free surface effect where possible
i.e., by pressing up tanks.
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
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.
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.
Where there are four athwartship 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
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.
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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.
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When a vessel is listed the G lies off the centre line to port or starboard.
GZ is actually capsizing lever with a negative GZ when the vessel is upright.
GZ is negative until the angle of list.
At angle of list GZ is zero.
If the ship is heels beyond angle of list, positive GZ is produced and it is now a righting moment.
Maximum residual GZ is reduced. The loss of GZ due to list = GGH x Cos
As Cos = 1, the loss of GZ is maximum when the ship is upright.
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 (e.g., Max KG)
Use:
(a)
(b)
(c)
(d)
These are incorporated in the ships stability booklet either as a diagram or a table.
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
Eliminates the need to use cross curves or GZ curves for different loading conditions.
Three methods of presentation are:
- Maximum deadweight moment or table
- Maximum permissible KG diagram or table.
- Minimum permissible GM diagram or table.
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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 offshore 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.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Free trim effect is observed in offshore supply vessels with high forecastle (normally forward
superstructure) and a low working after deck.
When ship is heeled over to immerse the after deck line, the forecastle remains well over the
water line.
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.
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.
This causes the LCB to move forward.
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.
This situation leads to a danger of after deck being flooded.
The stability of the vessel is greatly reduced due to the reduction in the water plane area and
hence reduction in the KN value.
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.
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.
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.
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21 February 2015
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.
2.
3.
4.
5.
6.
7.
8.
A vessel with high deck cargo may have their stability considerably reduced when subjected to
strong beam winds.
A heel angle will be produced by the strong beam winds upon large lateral areas of the ship.
This lateral area may be a combination of high freeboard and tiers of containers on deck.
The wind heeling moments are the moments produced by this force, multiplied by a heeling lever,
tending to incline the vessel.
The components of wind heeling moments are:
a)
Wind Force (F) Force per unit area (kgs/m2).
b)
Windage area (A) Area (m2).
c)
Lever (d)
Distance of centriod of windage area fromthe centriod of buoyancy (B)
x GZ
FAd
1000
Heeling Moment
FAd 1000 x
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21 February 2015
9.
10.
11.
12.
3.
4.
5.
6.
7.
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With regard to the modern shipboard stability and stress finding instrument:
(a)
1)
2)
3)
4)
5)
6)
7)
8)
9)
10)
11)
12)
(b)
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)
1)
2)
3)
4)
5)
6)
7)
8)
Deadweight summary.
Trim and draught (forward, aft, midships, freeboard)
Heel
Stability Assessment Gm, GZ curve, dynamical stability etc.
Simplifies Stability diagram and assessment.
Stress Assessment Shear force, Bending moment, Torsion.
Grain loading assessment.
Load line 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.
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21 February 2015
The ship must be moored in quiet sheltered waters free from the effects of passing vessels.
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.
There should little or no wind. If there is any wind the ship should be head on or stern to it.
The ship should be floating free. There should be no barges alongside.
Moorings should be slackened right down.
Shore side gangway if any must be landed to allow unrestricted heeling.
All loose weights must be removed or secured.
All fittings and equipments such as accommodation ladder , derricks/cranes should be stowed in
their normal sea going positions.
Free surface should be minimized. All tanks should be verified as being completely empty or full.
Bilges should be dry.
Deck should be free of water. Any water trapped on deck will move during the test and reduce the
accuracy of the result.
The ship should be upright at the commencement of the experiment.
All personnel not directly concerned with the experiment should be sent ashore.
In tidal conditions, conduct experiment at slack water.
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.
Constant of the vessel keep changing due to accumulated sludge in fuel tanks, mud and rust in
ballast tanks (unpumpables)
Various stores remaining unconsumed might add to the constant.
Any structural changes will affect the light ship KG and light ship displacement
Lightship KG for a passenger vessel will change considerably over a period of time mainly
because of the left over baggage etc will accumulate over a period of time and add to the constant
considerably.
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21 February 2015
List the circumstances when the inclining experiment is required to take place
on passenger vessel.
1)
2)
3)
4)
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 B3 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 B3 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 subdivision then the FSC will
reduce by a quarter and 3 equal division will reduce the loss by one ninth and so on.
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21 February 2015
Explain the effects on the virtual loss of transverse GM due to the free surface
effects when the slack tank is subdivided
(a) Transversely:
Free surface correction (FSC) = Loss in GM = L x B3 x RD of liquid in tank
12 x x n 2
1.
2.
3.
4.
5.
Although the tank is transversely sub divided yet the effective length and breadth of the tank still
remains the same.
One should not mistake n in the formula for transverse sub-division as it refers to the
longitudinal sub-division.
The area available for the free movement of the liquid still remains the same.
The free surface effect remains the same as it was before.
The following diagram shows an example of tank transversely subdivided into two equal parts.
(b) Longitudinally
Longitudinal subdivision of the tank greatly reduces the free surface effect and hence the loss of
GM.
AS it can be seen from the formula, that the Loss in GM is inverse proportional to the square of
the number of subdivision (n2).
For example, if the tank is divided into two equal subdivision then the FSC will reduce by a
quarter and 3 equal division will reduce the loss by one ninth and so on.
The following figure illustrates an example of tank longitudinally divided into two equal parts.
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21 February 2015
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).
2)
3)
4)
5)
6)
7)
(1) The natural rolling period in still water is given by the formula:
T=2K
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.
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.
For any particular ship the Radius of Gyration can be changed by altering the distribution of
deadweight about the rolling axis.
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)
Conversely, moving weights inwards towards the rolling axis will cause the ship to roll faster.
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).
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:
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.
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21 February 2015
However it should be borne in mind that the period of roll is not affected by the amplitude or magnitude
of the roll.
Rolling characteristics:
It can be seen from the above formula that the rolling period is inversely proportional to the GM
of the vessel.
Since the stiff ships have large GM, the rolling period will be short.
The ship will offer greater resistance to being rolled and will be rolled to lesser angles of heel.
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.
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21 February 2015
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)
(2)
(3)
Distribution of weight with respect to the Keel of the vessel (KG of the weight)
The relative density of the weight distributed.
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 to the 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=2K
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.
Using the above formula in conjunction with the explanation of above section it can be seen that:
1)
2)
3)
The distribution of weight aboard the vessel can change the GM of the vessel.
The Rolling period varies inversely as the GM and hence change in GM changes the rolling
period.
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.
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21 February 2015
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)
2)
3)
4)
5)
6)
7)
8)
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.
Theoretically this could cause the vessel to eventually capsize.
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.
Moreover the period of sea waves tends to vary over time.
The ships natural rolling period will be greater than the wave period.
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.
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.
Therefore the sea on the quarter will increase the likelihood of synchronism.
State the action to the taken by the ships officer when it becomes apparent
that the vessel is experiencing Synchronous rolling.
1)
2)
3)
4)
5)
Alter course, ideally towards the wave since this shortens the apparent period of the waves.
Alter speed except when the wave is not on the beam.
Alter vertical distribution of the weight so as to change the GM.
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.
The later two measures can be achieved by ballasting, deballasting or shifting other items of
deadweight such as fuel or fresh water.
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21 February 2015
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)
2)
3)
4)
5)
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.
Empty the high wing tanks if possible.
Stow derricks, cranes and riggings in stowed position.
Eliminate or minimize free surface effects by topping up or emptying slack tanks where possible.
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)
2)
3)
4)
5)
6)
7)
The trim of the vessel plays a very vital roll in vessels dry docking.
The vessel should enter the dry dock with a small stern trim as recommended by the dry docking
plan available on the ship.
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.
The formula for calculation of the P force is given by
P=
Change of Trim X MCTC
LCF
From the formula it can be seen that greater the stern trim more the P force.
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.
If the P force is exceeded then it will lead to structural damage.
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.
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.
The vessel must have positive stability (positive GM) at this critical instant.
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21 February 2015
4)
5)
6)
7)
8)
That is to say that 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.
If this is not so, then the ship will become unstable resulting in negative GM and would topple
over in the dock.
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.
The formula for loss of GM at critical instant is given by
Loss of GM
=
P X KG
(OR) P X KM
P
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)
b)
c)
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.
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.
The formula to find change of trim is given by
COT (cms) = Trimming Moment = w x LCF
MCTC
MCTC
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21 February 2015
d)
e)
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
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.
1.
2.
3.
4.
5.
6.
7.
The critical period during drydock is between when the ship touches the blocks aft and eventually
comes to rest on the blocks along its entire length.
During the critical period prior to taking the block fully forward and aft, the P force will be acting
at a single point on the stern frame of the ship.
The stern frame is strengthened to accept the force exerted on it during the dry-docking but there
will be a maximum limit that must not be exceeded.
If the P force becomes too large, structural damage will occur.
It is usual to have acceptable near light conditions for dry-docking.
An obvious method to limit the P force during critical period is to keep the initial trim by stern
small.
The formula for calculating the P force during the critical period is given by
P=
8.
9.
10.
11.
12.
13.
14
P X KG
(OR) P X KM
P
From the above formula, clearly greater the trim, greater the P force; greater the P force, greater
the loss of GM.
If the loss of GM results in negative GM then the ship will fall over in the dock before the shores
were properly set up.
Thus it is beneficial to have small stern trim on entering dry-dock so as to avoid structural
damage due to excessive P force and to have effective control over the ships stability by having
positive stability at all times till the vessel sits on the blocks fore and aft.
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21 February 2015
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)
2)
3)
4)
5)
6)
7)
8)
9)
10)
11)
12)
13)
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)
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.
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.
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.
Also the loading should be in such a way that the vessel will have adequate stability throughout
the voyage.
If the ship is less than 100 mtrs in length she cannot immerse more than winter north atlantic
mark when in winter zone.
Vessel need to have sufficient bunker reserve to meet bad weather and contingencies.
All derricks and cranes must be stowed in position.
Eliminate free surface effects by emptying or pressing the tanks if possible.
Adequate lashing arrangements for deck cargoes particularly for heavy lifts.
Stow heavy cargo as low as possible to bring down G.
Vessels loading and stability condition throughout the voyage must take into account ice
accretion.
Shearing force, bending moments and Torsional stresses must be well within limits.
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21 February 2015
Describe Type A vessel under the current Load line Regulations, including
the flooding, Stability and assumed damage requirements for a newly built
vessel.
A type A ships any ship designed to carry liquid cargoes in bulk such as tankers, chemical carriers, LPG
and LNG carriers.
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.
Flooding requirements:
1)
2)
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.
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.
2)
3)
4)
5)
6)
7)
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.
If pipes, ducts or tunnels are situated within the assumed extent of damage penetration,
arrangements shall be made so that progressive flooding cannot thereby extend to compartments
other than those assumed to be floodable in the calculation for each case of damage.
The angel of heel due to unsymmetrical flooding does not exceed 15 degs.
If no part of the deck is immersed, an angle of upto 17 degs may be accepted.
The metacentric height (GM) in the flooded condition must be positive and must be atleast
0.05m.
The vessel must have adequate residual stability after flooding
The right lever curve must have a minimum range of stability of 20 degs.
The maximum righting lever (GZ) must be at least 0.1 mtrs within this range of stability.
The area under the righting lever curve within this range shall not be less than 0.0175 mr.
Damage assumptions:
1)
2)
3)
The vertical extent of damage in all cases is assumed to be from the base line upwards without
limits. - Keel to deck
The transverse extent of damage is equal to 20% of beam or 11.5 mtrs which ever is lesser.
Longitudinally Between transverse bulkhead (B-100 to include one bulkhead other than
machinery space bulkhead)
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21 February 2015
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)
2)
3)
4)
5)
A type B ship is one which is not a Type A ship not designed to carry liquid cargoes in Bulk.
Has a greater freeboard than type A vessel.
Has lesser degree of sub-division.
Has large deck openings which are only weather tight.
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.
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 weather tight.
(c)
Access to the engine room from deck protected by house.
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21 February 2015
(d)
(e)
(f)
(g)
a.
b.
Provided with open rails for 50% of the length of the vessel and not bulwark.
Crew access by gangway or under deck passage.
Qualifies for a reduction in the tabular freeboard of 100% the difference between type A and type
B freeboards, hence the term B-100.
Flooding requirement:
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..
If the vessel is over 150 mtrs in length then the machinery space is regarded as a floodable
compartment with assumed permeability of 85%
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21 February 2015
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 at least 60% of length amidship position or trunk over entire length of the
vessel.
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21 February 2015
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)
If the vessels amidships superstructure is less than 10% length, then there is
reduction in
freeboard.
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21 February 2015
The load line rules contains a formula for calculating the minimum bow height based on the
vessels length and block co-efficient.
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.
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)
2)
3)
4)
5)
A type B ship is one which is not a Type A ship not designed to carry liquid cargoes in Bulk.
Has a greater freeboard than type A vessel.
Has lesser degree of sub-division.
Has large deck openings which are only weather tight.
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.
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21 February 2015
Type B 100
1)
Any type of B 60 ship over 100 mtrs long.
2)
Provided with steel hatch covers which are weather tight.
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)
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21 February 2015
State with the aid of a labeled sketch, the minimum stability criteria required
by the current Load line Rules.
Initial GM
The maximum righting lever (GZ)
Angles of Maximum GZ
Area under the curve
0 to 30 degs
0 to 40 degs or f whichever is lesser
Between 30 degs and 40 degs or f
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)
2)
3)
4)
a)
b)
c)
d)
5)
6)
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21 February 2015
Fig A
Fig B
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21 February 2015
With regard to Load Line rules distinguish a Type A vessel from a Type B
vessel and explain why they have different TABULAR freeboards.
1)
2)
3)
4)
5)
6)
TYPE A
Designed to carry liquid cargo in bulk
Allows a small freeboard i.e., less reserve
buoyancy.
The longitudinal hull framing in Type A
vessels results in a high degree of subdivisions
Exposed weather deck has high degree of
integrity.
Access to under deck compartment is
through small deck openings which are
watertight steel covers
High degree of safety against flooding
because of low permeability of loaded
cargo spaces.
Has high degree of sub-division
TYPE B
Other than Type A vessels which are not
designed to carry liquid cargo in bulk
Has a greater freeboard than Type A
Has less degree of sub-division.
Exposed weather deck has low degree of
integrity as compared to Type A vessel
Access to under deck compartment is through
large hatch openings which are only weather
tight.
Vulnerable in heavy weather to flooding
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:
a)
Provided with steel hatch covers which are weather tight.
b)
Access to the engine room from deck protected by house.
c)
Provided with open rails for 50% of the length of the vessel and not bulwark.
d)
The weather deck must be fitted with a protected raised catwalk or under deck ways to allow safe
access for the crew.
e)
Shall remain afloat after flooding of any two fore and aft adjacent compartment with an assumed
permeability of 95% at summer draught
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21 February 2015
4)
6)
The heeling moments to be calculated from:
Crowding of all passengers towards one side (OR)
Launching of fully loaded davit launch survival craft, (OR)
Wind pressure
WHICHEVER IS BIGGEST
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21 February 2015
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)
2)
Assumed Flooding
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 (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
Assumed damage:
Assumed damage:
4)
Vertical extent is from keel to deck
5)
Transverse extent must be 20% of the Beam of the vessel.
6)
Longitudinal extent of damage must be:
11 mtrs between bulkhead (OR)
3m + 3% of the length of the vessel
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)
Permissible length of the compartment having its centre at a point in the length if 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
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21 February 2015
4)
5)
6)
7)
Compartment permeability
Length of the vessel
Number of passengers.
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 subdivision) 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.
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21 February 2015
Automatic draught gauges at the stem and stern with remote readout should ensure that flooding
of the vehicle deck in port is avoided.
A loading computer must be available to the ships officer in port for rapid calculation of stability
before the vessel sails.
Indicator lights must be provided on the bridge to show when shell/loading doors are open /
closed.
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.
Increased drainage requirements for vehicle decks.
Stockholm agreement provides enhanced stability requirement for Ro-Ro passenger ferries with
50 cms of water on vehicle deck.
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:
a)
Affects the vertical, transverse and longitudinal position of the G of the vessel.
b)
This is of particular relevance since cargo operations may be taking place as the vessel is rolling
and pitching in a seaway.
c)
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
a)
Occurs through longitudinal distribution of loaded weight.
b)
It may occur during an ill advised discharge / load, or when working with cables/anchors.
c)
Considerable stern trim develops during these stages.
d)
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, and 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
Free trim affects the GZ curve of the vessel.
a)
There is a reduction in the stability after the angle of deck edge immersion due to vessel trimming
by stern due to rolling.
b)
This is caused by the after deck becoming awash and reducing the waterplane area when the
vessel is heeled in a seaway.
Stabiliser Tank
Many vessels are fitted with flume stabilizer tanks
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21 February 2015
These can be counter productive in some sea conditions for example when working cargo or working
cables overside.
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.
Further more they will generate a significant FSE which will reduce the vessels stability and should be
allowed for.
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Discuss the stability problems associated with the Towing vessels and
precautionary measures to improve the stability of such vessels.
a)
Where port and starboard cargo or service tanks are cross connected such connections should be
closed at sea.
b)
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.
This is particularly the case when the towline is short and has low stretch characteristics.
c)
Other factors affecting the stability includes the dynamical forces during the towing operations
induced (e.g., a sudden surge in the propulsion unit) and changes in trim caused by the pull on the
tow line.
GIRTING:
A stability problem particularly to conventional tugs is the phenomena called Girting
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.
The resultant heeling may be so large to capsize the vessel.
PRECAUTIONARY MEASURES:
a)
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
These include giving the vessel a large beam / length ratio, increasing the freeboard, reducing the
height of the towing point etc.,
b)
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.
c)
The danger of girting can be minimised by the use of GOG rope (also known as GOB or
BRIDLE).
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.
d)
Slowing down the large vessel will also reduce the danger of girting.
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.
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21 February 2015