Q1

Comp Ulg m3 RD or S.F. tonnes Kg Vert M VHM

Initial Δ 28,427.0 9.200 261,528
Ballast FP 2,018.63 1.025 -2,069.1 7.949 -16,447
Ballast 1 P 858.81 1.025 -880.3 1.907 -1,679
Ballast 1 S 858.81 1.025 -880.3 1.907 -1,679
Ballast 2 P 1,047.30 1.025 -1,073.5 1.496 -1,606
Ballast 2 S 1,047.30 1.025 -1,073.5 1.496 -1,606
Ballast 3 P 1,001.00 1.025 -1,026.0 1.491 -1,530
Ballast 3 S 1,001.00 1.025 -1,026.0 1.491 -1,530
Ballast 4 P 1,039.46 1.025 -1,065.4 1.498 -1,596
Ballast 4 S 1,039.46 1.025 -1,065.4 1.498 -1,596
Ballast 5 P 998.28 1.025 -1,023.2 2.874 -2,941
Ballast 5 S 998.28 1.025 -1,023.2 2.874 -2,941
AP 558.85 1.025 -572.8 12.699 -7,274
FSM AP 11,780.33 1.025 -12,074.8
1H Full 12,604.79 1.330 9,477.3 10.584 100,308 3,521.93
2H Full 14,911.39 1.330 11,211.6 10.270 115,143 4,246.32
3H 8.12 9,195.96 1.330 6,914.3 7.251 50,136 32,061.30
4H 6.52 11,306.11 1.330 8,500.8 8.055 68,474 27,397.78
5H Full 13,238.40 1.330 9,953.7 10.693 106,435 3,071.28

61,706.0 10.494 647,524 70,298.61

AHM TVHM
SF

70,298.61
1.33

AHM 52,856.10 tm

Total AHM 52,856.10

Δ 61,230
10.49 10.500 46,933
10.40 10.400 48,288
0.09 0.100 - 1,355

10.49 47,069

Δ 61,814
10.49 10.500 47,328
10.40 10.400 48,695
0.09 0.100 - 1,367

10.49 47,465

KGF 10.490
61,706 61,814 47,465
61,230 61,230 47,069
476 584 396

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Approx heel 52,856 x 12˚
47,392

Approx heel 13.4 ˚

V/L does not comply with the minimum criteria specified in the IMO Grain Code
IF
The vessel is upright on sailing

From tables find MPHM for Δ 61,706.0

KGF 10.49
MPHM 47,392.000

V/L does not comply with rules 52,856 < 47,392

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Q2

(a)

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832902603.docx 4
Add to calculated draft.

LCG 39.72 m foap using Excel.

Some got 39.95 m foap.

Others got LCG 40.27 m foap – all depends on rounding off

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3. A box-shaped vessel floating at an even keel in salt water has the
following particulars:

Length: 112.00 m Breadth: 19.00 m Draught: 5.000 m

An amidship watertight compartment 14.00 m long, extending the full

breadth and depth of vessel, is holed below the waterline.

Calculate EACH of the following:

(a) the final draught; (10)

(b) the change in GM. (20)

So, assume this is an empty compartment(?)

Is she a box after bilging? Yes / No / NFI

Is there any penetration? Yes / No / NFI

V es s el B ilg e d s e c t io n
L 112 m l 14 m
B 19 m b 19 m
d 5 m d e p th 5 m

V 1 0 ,6 4 0 .0 m 3 V lo s t 1 ,3 3 0 .0 m 3
D 1 0 ,9 0 6 .0 t

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S in k a g e V o l o f lo s t b u o y a n c y x μ
In t a c t a re a o f w a t e rp la n e

14 x 19 x 5.00 x 1.00
(1 1 2 - 1 4 x 1 ) x 1 9

S in k a g e 0.714 m

In it ia l d ra u g h t 5.000 m
S in k a g e 0.714 m
B ilg e d d ra u g h t 5.714 m

B e fo re b ilg in g

KB d 5 .0 0 0 2 .5 0 0 m
2 2

B e fo re b ilg in g

KB d 5 .0 0 0 2 .5 0 0 m
2 2

BMT i LB 3 112 x 193 6 .0 1 7 m

V 12 V 1 2 x 1 0 ,6 4 0

KMT 2 .5 0 0 + 6 .0 1 7 8 .5 1 7 m

A ft e r b ilg in g

KB d 5.714 2.857 m
2 2

BMT i LB 3 (1 1 2 -1 4 ) x 1 9 3 5.265 m
V 12 V 12 x 10,640

KMT 2.857 + 5.265 8.122 m

B e fo re b ilg in g K M T 8.517 m
A ft e r b ilg in g K M T 8.122 m K B in c re a s e B M d e c re a s e
\ C h a n g e in s t a b ilit y -0 . 3 9 5 m D e c re a s e

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4. (a) A standard cargo vessel is slow steaming head to wind (hove to) in a
large sea.

Describe and explain the effects that the movement of the sea along the
length of the ship will have on the ship’s statical stability compared to (15)
when it is in a calm sea state.
(b)
Sketch and label the effects of EACH of the following wave conditions on
the same axis, on a curve of statical stability:

• Flat calm sea;

• Crest of waves at the bow and stern;

(20)
• Trough of waves at the bow and stern.

a) Numerous Candidates simply ignored the specifics of the question and

discussed following seas causing surf riding and broaching whilst others
discussed rolling in its various guises and even wind heel.

Mostly generalised explanations providing little detail at the required level

with focus being on troughs and crests amidships causing fluctuations in
stability rather than at the bow and stern.

OK correct – So make sure reference change in IWPA at the ends

This is the flat length zone of the vessel and there won’t be much, if any,
variation in the size/shape of the IWPA here and therefore little to no
effect on ship stability.

Of course, we could rip the Q apart.

What is a standard cargo vessel?
Large sea? – Length of the sea relative to the vessel? NFI – mental…

Describe and explain – well what is it a description or an explanation?

(a) Use a sketch to buttress your description and explanation...

The standard cargo vessels underwater hull geometry
A ship's hull is a very complicated 3D shape where the form of the hull and
underwater geometry change throughout the vessel’s length.
What effect will this have on the vessel’s statical stability?
So, what will happen to the GM & righting levers?

We need to compare the waterline for the still water condition with the
waterline when the crest is forward and the effect this will have on the KM,
any change in KM will reflect the change in GM (KG is constant).

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With the crest forward the IWPA increases compared to the still water condition
and the transverse movement of B increases - BM will increase – KM increases,
GM increases.

With the crest aft there will be a similar effect.

Crest amidships, as the vessel is approximately box shaped amidships there is

little variation in the IWPA in this area, negligible change.

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5. A multipurpose vessel, assigned timber load lines, loads
THREE different cargoes to the maximum respective load
waterline on successive voyages:

• Timber, including timber deck cargo;

• Grain;

• General cargo.

(a) State the minimum effective metacentric height allowed by

the current regulations, for EACH of the above fully loaded (6)
conditions.

(b)
Explan why EACH of the above conditions have different (16)
metacentric height requirements.
(c)
State, giving reasons, whether the natural roll period of the (8)
ship when loaded in the above THREE conditions would vary.

(a)

Timber including timber deck cargo

From IS Code
3.3 Cargo ships carrying timber deck cargoes
Cargo ships carrying timber deck cargoes shall comply with the requirements of
2.2 and
2.3 unless the Administration is satisfied with the application of alternative
provision 3.3.2.
2.2.4 The initial metacentric height GM0 shall not be less than 0.15 m.
Alternative Criteria
3.3.2.3 At all times during a voyage, the metacentric height GM0 shall not be
less than 0.1 m, taking into account the absorption of water by the deck cargo
and/or ice accretion on the exposed surfaces (details regarding ice accretion are
given in part B, chapter 6 (Icing considerations)).

So the Examiner should accept either 0.15 m or 0.10 m! But the Examiner is
inferring in part (b) that he was looking for the ‘smaller’ GM

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Grain
From the Grain Code

7 Stability requirements

7.1 The intact stability characteristics of any ship carrying bulk grain shall be
shown to meet, throughout the voyage, at least the following criteria after
taking into account in the manner described in part B of this Code and,
in figure A 7, the heeling moments due to grain shift:

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

General Cargo
2.2.4 The initial metacentric height GM0 shall not be less than 0.15 m.

5(b)
Explain why they have different GM’s.

MR
Part b) Candidates’ answers expose their shallow depth of knowledge. Many
unable to link the characteristics of the loaded cargo with variations in minimum
GMi. Occasionally a Candidate employed a sketch of statical stability to buttress
their argument which was welcomed.

I am not sure what he wanted here (curves) tbh.

Timber Deck Cargo (wrt GM of not less than 0.10 m.

Ships intended for the carriage of timber deck cargo are assigned a smaller
freeboard as the deck cargo provides protection against the impact of waves.
(see IMO website Ship Design and Stability (imo.org).
The TDC also provides additional reserve buoyancy and an effective increase the
vessel’s freeboard.
GM for the vessel loaded with a TDC should not exceed 3% of the vessel’s beam
(to avoid excessive acceleration forces).

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Grain
The tendency of grain, when carried in its bulk natural state, to shift within the
cargo space of a ship moving in a seaway represents a potential hazard to vessel
and crew.
In the past vessel’s loaded with grain were lost and these were several cases
where severe lists from shifting grain caused ships to return to port for correction
of their trim.
The IMO Grain Rules are based on the recognition that in a compartment
nominally filled with grain there exists a void space between the surface of the
grain and the crown or deckhead of the loaded compartment.
The Grain Rules require demonstration by calculation that at all times during a
voyage the ship will have sufficient intact stability to provide adequate residual
dynamic stability after taking into account the adverse heeling effects caused by
an assumed pattern of grain movement in the void spaces lying directly above
the grain surfaces.
The grain shift will cause the vessel to list, causing loss of stability.

General Cargo

I would suggest that everyone has a look at the ‘Explanatory Notes to the IS
Code, 2008.
Chapter 3 Origin of the present stability criteria.

From statistical analysis by the IMO of various casualties the Sub committee
drew up minimum intact stability criteria for still water conditions.
This was done notwithstanding the fact that if a ship sails in a seaway, the curve
of static stability levers changes.
The curve could be characterised using a minimum set of parameters, amongst
them a minimum GM0 of 0.15 m.

(c) The natural rolling period when loaded in the three conditions would most
likely vary.

Reasons
Rolling Period T(Sec) =

A natural roll period varies with both the GM and ‘C’

GM Rolling period is inversely proportional to the GM
Large GM – shorter rolling period

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 Small GM - longer roll period.

‘C’ - Is the coefficient describing the ship’s transverse gyration radius. The
deeper the draught, the smaller the value of ‘C’ and the shorter the roll period.

This factor is also modified by the waterline length with longer ships
experiencing shorter roll periods for the same Breadth to depth ratio.

The vessel’s radius of gyration will also vary with the transverse and vertical
distribution of deadweight.
Winging out weights will increase the vessels natural rolling period.
Weights concentrated towards the vessel’s centreline will reduce the vessel’s
natural rolling period.

MR
Few, if any, recognised that both grain and timber cargoes are loaded across the
full breadth of the same vessel leaving GMi as the only variable.

So with the grain cargo &TDC there is no way to wing out weights.

Breadth 20.42 Breadth 20.42

draft 5 draft 10
L 137.5 L 137.5
GM 0.5 GM 0.5

c 0.373 0.023 B 0.043 Lw1 increase draft c reduces

d 100

c 0.373 + 0.023 20.42 - 0.043 137.5 0.407807 c 0.373 + 0.023 20.42 - 0.043 137.5 0.360841
5 100 10 100

C reduces RP reduces

rp 2C B rp 2C B
root gm root gm

rp 2 0.407807 20.42 23.5535 rp 2 0.360841 20.42 20.84091

0.707107 0.707107

increase draft shorter rp - faster roll.

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6. (a) Describe the inclining experiment procedure to find the Lightship (12)
KG.

(b)
Identify and explain a recommended mooring arrangement which (5)
would not unduly influence the integrity of the results of the
inclining experiment.

(c)
List and explain SIX possible reasons why a vessel’s Lightship KG (18)
may change over a period of time.

See the IS Code Annex 2

8.4 Test Procedure
8.4.1
Procedures followed in conducting the inclining test and lightweight survey
should be in accordance with the recommendations laid out in annex 1
(Detailed guidance for the conduct of an inclining test) to this Code.
8.4.1.1
Freeboard/draught readings should be taken to establish the position of
the waterline in order to determine the displacement of the ship at the time of
the inclining test. It is recommended that at least five freeboard readings,
approximately equally spaced, be taken on each side of the ship or that all
draught marks (forward, midship and aft) be read on each side of the ship.
Draught/freeboard readings should be read immediately before or
immediately after the inclining test.
8.4.1.2
The standard test employs eight distinct weight movements. Movement
No.8, a recheck of the zero point, may be omitted if a straight line plot is
achieved after movement No.7. If a straight line plot is achieved after the
initial zero and six weight movements, the inclining test is complete and the
second check at zero may be omitted. If a straight line plot is not achieved,
those weight movements that did not yield acceptable plotted points should be
repeated or explained.
8.4.2 A copy of the inclining data should be forwarded to the Administration
along with the calculated results of the inclining test in an acceptable report
format, if required.
8.4.3 All calculations performed during the inclining test and in preparation of
an inclining test report may be carried out by a suitable computer program.
Output generated by such a program may be used for presentation of all or
partial data and calculations included in the test report if it is clear, concise, well
documented, and generally consistent in form and content with
Administration requirements.

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ANNEX 1
DETAILED GUIDANCE FOR THE CONDUCT OF AN INCLINING TEST
4 TEST PROCEDURE
The inclining experiment, the freeboard/draught readings and the survey may be
conducted in any order and still achieve the same results. If the person
conducting the inclining test is confident that the survey will show that the ship
is in an acceptable condition and there is the possibility of the weather becoming
unfavourable, then it is suggested that the inclining be performed first and the
survey last. If the person conducting the test is doubtful that the ship is complete
enough for the test, it is recommended that the survey be performed first since
this could invalidate the entire test, regardless of the weather conditions. It is
very important that all weights, the number of people on board, etc., remain
constant throughout the test.

This is the answer…

4.1 Initial walk through and survey
4.2 Freeboard/draught readings
4.3 The incline
4.3.1 Prior to any weight movements the following should be checked:
.1 the mooring arrangement should be checked to ensure that the ship is
floating freely (this should be done just prior to each reading of the
pendulums);
.2 the pendulums should be measured and their lengths recorded.
.3 the initial position of the weights is marked on the deck. This can be
done by tracing the outline of the weights on the deck;
.4 the communications arrangement is adequate; and
.5 all personnel are in place.
see Annex for more – not sure how much to include.

Move the weights measured distances transversely.

Measure the deflection of the pendulum
By using this information, the GM when inclined is calculated.
Applying basic naval architecture principles, the ship’s VCG is determined.
(Taking moments about the keel, removing deadweight items and allowing
for light ship items not in their correct position or not on board)

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