TOPIC MAPPING FOR SEAM 6

TOPICS/ PERFORMANCES AS PER IMO Model Courses Ref LO

7.01 and/or 7.03
T28, T41,
A II/2 F1 C11 - KUP 1 OPERATING PRINCIPLES OF B33, B34, B38
MARINE POWER PLANTS
A1, V143
KUP 2 SHIPS' AUXILIARY MACHINERY.
KUP 3 GENERAL KNOWLEDGE OF MARINE
ENGINEERING TERMS

OPERATING PRINCIPLES OF MARINE POWER PLANTS

1. Draught, trim and stability (20 hours)

– given the draughts forward, aft and amidships, calculates the draught
to use with the deadweight scale, making allowance for trim, defl
ection and density of the water
- lists the contents of a muster list and emergency instructions
– given a ship’s hydrostatic data, the weight and the intended disposition
of cargo, stores, fuel and water, calculates the draughts, allowing for trim,
defl ection and water density
– calculates changes of draught resulting from change in distribution of
masses
– calculates changes of draught resulting from change in water density
– calculates the quantity of cargo to move between given locations to
produce a required trim or maximum draught
 – calculates how to divide a given mass between two given locations to
produce a required trim or maximum draught after loading
– calculates the locations at which to load a given mass so as to leave the
after draught unchanged
– given a ship’s hydrostatic data and the disposition of cargo, fuel and water,
calculates the metacentric height (GM)
– calculates the arrival GM from the conditions at departure and the
consumption of fuel and water
– identifi es when the ship will have the worst stability conditions during the
passage
– calculates the maximum weight which can be loaded at a given height T4, T14, T15,
above the keel to ensure a given minimum GM T21, T34, B3,
– constructs a GZ curve for a given displacement and KG and checks that the B198
ship meets the minimum intact stability requirements
– determines the list resulting from a change in distribution of masses
– determines the expected maximum heel during the loading or discharging
of a heavy lift with the ship’s gear
– calculates the increased draught resulting from the heel
– plans the loading and movement of cargo and other deadweight items to
achieve specified draughts and/or stability conditions in terms of required
statical and dynamic stability
IMO MODEL COURSE NOTES:

Required performance:
Note that trainees must be familiar with the content and application of the stability
and trim calculations from IMO model course 7.03. This knowledge is considered so
fundamental for much of the management level content within this course that
there is merit in reviewing the operational level content quickly before covering the
additional elements required at management level. The learning time has been
reduced for many elements on the basis that trainees will be reviewing rather than
learning much of this content at this level. It may be necessary for some trainees to
refresh their knowledge of such techniques before
undertaking this management level content
Effect on trim and stability of cargoes and cargo operations (20 hours)

The time allotted to cargo calculations is based on the assumption that trainees
have covered the necessary theoretical work in ship stability and strength to enable
them to make calculations based on ship’s data.

When calculating draughts and trim, solutions are simplified, especially when using
calculators or computers, by the consistent use of signs. The convention signs used
are:

loading + discharging -
by the head + by the stern -
forward of + abaft -
starboard + port -
hogging + sagging –

If a loading instrument is available, trainees should be given the opportunity to use

it to familiarize themselves with the type of input required and the output provided
by it.

Manufacturers’ illustrations and descriptions can be used in addition to or in place

of the instrument if trainees do not have access to one.

Under a requirement of MARPOL every vessel over 500gt is required to have a

shipboard oil pollution emergency plan (SOPEP) and this plan should be periodically
exercised. The trainees understand their likely roles in the ship’s plan.
 F2 C1 – KUP 3 USE OF STABILITY AND TRIM DIAGRAMS T16
R1
AND STRESS-CALCULATING EQUIPMENT INCLUDING R2
AUTOMATIC DATA-BASED EQUIPMENT AND KNOWLEDGE A1
A 37
OF LOADING CARGOES AND BALLASTING IN ORDER TO V7
KEEP HULL STRESS WITHIN ACCEPTABLE LIMITS

1. Shear forces, bending moments and torsional moments (8 hours)\

R1
– states that the carriage of loading calculators in large ships carrying
dry or liquid cargo in bulk is a requirement of the classification
societies
– states that the maximum permissible values of shear force and
bending moment in harbour and at sea are laid down by the
classification societies
– states that maximum torsional moments are also laid down for some
container ships
– describes the use of typical cargo loading instruments and lists the
information obtainable from them
– interprets the information regarding stress limits provided to the ship
– explains that harbour stress limits should not be exceeded during
loading, discharging or ballasting operations and that it is not sufficient
just to finish within the limits
– explains that sufficient information to arrange for the loading and
ballasting of the ship in such a way as to avoid the creation of
unacceptable stresses should be on board, unless the Administration
considers it unnecessary for that ship
 – plans the loading and discharge of a ship to ensure that maximum
allowable stress limits are not exceeded

2. Compliance with the minimum freeboard requirements of the Load

Line Regulations (6 hours)
R1, R4, R5
– uses the chart of zones and seasonal areas to determine the load lines
which apply for all stages of a particular passage
– plans the loading, discharge and consumption of deadweight items to
determine the minimum departure freeboards and maximum quantities to
load in one or more loading ports to ensure that the vessel is not
overloaded at any stage of a voyage through multiple load line zones and
seasonal zones

3. Use of automatic data-based (ADB) equipment (2 hours)

– provides an understanding of information obtained from ship stress
indicators and loading programmes
– uses stress indicators and loading programmes in planning for the safe
carriage of dry and liquid cargoes
– advantages and limitations of analogue and digital stability and loading
programmes

4. Knowledge of loading cargoes and ballasting in order to keep hull

stress within acceptable limits (6 hours)
R64 R65
– explains the importance of devising a cargo stowage plan and loading/
unloading plan
– states that the officer in charge should always refer to the loading
manual to ascertain an appropriate cargo load distribution, satisfying the
imposed limits on structural loading
– explains the stages of development of a safe cargo loading or unloading
 plan
– explains that in any event if the cargo needs to be distributed differently
from that described in the loading manual, calculations must always be
made to determine, for any part of the voyage, that still water shear force
(SWSF), still water bending moments (SWBM) and local loading limits are
not exceeded
– explains the reason to keep the hull stress levels below the permissible
limits by the greatest possible margin
– explains that when making a plan for cargo operations, the officer in
charge must consider the ballasting operation, to ensure:
– correct synchronization is maintained with the cargo operations
– that the de-ballasting/ballasting rate is specially considered against the
loading rate and the imposed structural and operational limits
– that ballasting and de-ballasting of each pair of symmetrical port and
starboard tanks is carried out simultaneously

IMO MODEL COURSE NOTES

Stability and trim diagrams and stress-calculating equipment (22 hours)

Shear force, bending moments and torsional moments (8 hours)

The load curve is given by the difference between the weight and buoyancy curves.

Conventions on the sign of the load and hence on which side of the axis to plot the
value vary between authors. The convention chosen is not important, but it is
recommended that the chosen one is used consistently to avoid confusing trainees.

During the instruction the following properties of the curves should be pointed out
to trainees:
● the total area under the weight curve equals the total area under the buoyancy
curve;
● the area under the load curve above the axis equals the area below the axis;
● the maximum values of shear force occur where the load curve crosses the axis;
● the maximum values of bending moment occur where the shear-force curve
crosses the axis; and
● the shear force and bending moment are zero at each end.
The classification society requirement for the carriage of a loading instrument for
calculating
shear forces and bending moments is commonly satisfied by the provision of a
personal computer with approved programs on discs. In addition to calculating
shear forces and bending moment, programs normally include the calculation of
transverse stability, draught and trim. Other facilities to assist with cargo planning
are also provided.
The program is arranged to perform a self-check on starting up, with a warning
being given to the user if data corruption has occurred. A new copy of the master
disc can be made and run to rectify that fault. If a printer is connected, a hard copy
of results can be obtained.

Torsion

Torsional stresses tend to produce twisting of the ship’s hull about the longitudinal
centreline,
All ships experience torsional stresses when subject to oblique sea waves. At a
particular instant, the sea may be attempting to roll the forward end to starboard
while the after end is trying to roll to port. The ship’s structure is designed to
withstand this wave-induced torsion.
For most ships, normal cargo operations do not induce torsional stresses but in
container ships it is possible that an excess of weight to one side at one bay is
balanced by an excess to the other side at another bay, thus setting up a torsional
stress.
Because of their very large hatch openings, container ships are particularly liable to
structural damage, such as cracking at hatch corners, resulting from torsional stress.
The classification societies state maximum permissible cargo torsion values. They
also recommend that uneven transverse distributions of weights should be avoided
and that excess torsion should be monitored for each load condition by means of
calculation sheets and graphical representation. If the torsional moments exceed
the permissible level, water ballast can be added at appropriate positions to reduce
them.

An example of part of a calculation sheet is shown in Figure 1.

The levers for each row are printed on the sheet, the weights are entered and the
products are calculated. The resulting moment for each bay is found and recorded,
with the correct sign.

An example of loading is shown in Figure 2 (below).

The accumulated moment for each group of bays is plotted on a graph, as Figure 3.

Column 2 shows a total listing moment of 1450 metre-tonnes to starboard and an

excessive torsional moment at bays 25 to 31.

Water ballast is added or the anti-heeling tanks are adjusted to reduce the listing
moment to zero and at the same time to reduce the excessive torsional moment. In
this case, a moment of 1450 metre-tonnes to port has been introduced at bays
21/23.
Columns 1 and 2 are amended to take account of the ballast and are shown as
columns 3

and 4. The graph is then re-drawn.

 F3 C1 – KUP 1. FUNDAMENTAL PRINCIPLES OF SHIP T4, T5, T17,
T28, T35, T44,
CONSTRUCTION, TRIM AND STABILITY B3, B29, B35,
B118, B144,
B206
1. Shipbuilding materials (3 hours)
A4, V85,
V120, V121,
(Note that this content is not directly required by the STCW Code but is
V122, V141
recommended to be included in training courses)
– states that steels are alloys of iron, with properties dependent upon the type
and amounts of alloying materials used
– states that the specifications of shipbuilding steels are laid down by
classification societies
– states that shipbuilding steel is tested and graded by classification society
surveyors, who stamp it with approval marks
– explains that mild steel, graded A to E, is used for most parts of the ship
– states why higher tensile steel may be used in areas of high stress, such as the
sheer strake
– explains that the use of higher tensile steel in place of mild steel results in a
saving of weight for the same strength
– explains what is meant by:
– tensile strength
– ductility
– hardness
– toughness
– defi nes strain as extension divided by original length
– sketches a stress-strain curve for mild steel
– explains:
– yield point
– ultimate tensile stress
– modulus of elasticity
– explains that toughness is related to the tendency to brittle fracture
– explains that stress fracture may be initiated by a small crack or notch in a
plate
– states that cold conditions increase the chances of brittle fracture
– states why mild steel is unsuitable for the very low temperatures involved in the
containment of liquefied gases
– lists examples where castings or forgings are used in ship construction
– explains the advantages of the use of aluminium alloys in the construction of
Superstructures
– states that aluminium alloys are tested and graded by classification society
surveyors
– explains how strength is preserved in aluminium superstructures in the event of
fire
– describes the special precautions against corrosion that are needed where
aluminium alloy is connected to steelwork

2. Welding (3 hours)

(Note that this content is not directly required by STCW 2010 but is
recommended
to be included in training courses)
– describes the process of manual electric arc welding
– explains the purpose of flux during welding
– describes briefly the automatic welding processes, electro-slag, TIG and MIG
– describes butt, lap and fillet welds
– describes the various preparations of a plate edge for welding
– explains what is meant by a full-penetration fillet weld
– explains what is meant by ‘single pass’, ‘multipass’ and ‘back’ run
– explains how welding can give rise to distortion and describes measures which
are taken to minimize it
– describes the use of tack welding
– describes weld faults:
– lack of fusion
– no inter-run penetration
– lack of reinforcement
– lack of root penetration
– slag inclusion
– porosity
– overlap
– undercut
– states that classification societies require tests on weld materials and
electrodes before approving them
– discusses the electrode type and process of welding high tensile steels
– describes gas cutting of metals
– briefly describes the testing of welds:
– visual
– radiographic
– ultrasonic
– magnetic particle
– dye penetrant

3. Bulkheads (4 hours)

– states that transverse bulkheads serve to subdivide a ship against flooding and
spread of fi re, to support decks and superstructures and to resist racking stresses
– distinguishes between watertight, non-watertight and oil-tight or tank
bulkheads
– defi nes:
– margin line
– bulkhead deck
– watertight
– weathertight
– states that cargo ships must have:
– a collision bulkhead, watertight up to the freeboard deck, positioned not
less than 5% of the length of the ship (or 10 metres, whichever is the
less) and not more than 8% of the length of the ship from the forward
perpendicular
– an afterpeak bulkhead enclosing the stem tube and rudder trunk in a
watertight compartment
– a bulkhead at each end of the machinery space
– explains that cargo ships require additional bulkheads, as laid down by
classification society rules, according to their length or as required by SOLAS
– describes the construction of a watertight bulkhead and its attachments to
sides, deck and tank top
– describes how watertightness is maintained where bulkheads are pierced by
longitudinal, beams or pipes
– states the rule regarding penetrations of the collision bulkhead
– states that watertight fl oors are fi tted directly below main watertight
bulkheads
– explains that oil-tight bulkheads and bulkheads forming boundaries of tanks
are built with heavier scantlings than watertight bulkheads
– describes how bulkheads are tested for tightness
– gives examples of non-watertight bulkheads
– explains the purpose of wash bulkheads in cargo tanks or deep tanks
– states longitudinal bulkheads serve to subdivide liquid cargoes, provide
additional longitudinal support and reduce free surface effect
– distinguishes between Cofferdam, Flat plate and Corrugated bulkhead
construction
– explains the use of cross ties in tanker construction

4. Watertight and weathertight doors (3 hours)

Explains the general design and construction features of SOLAS compliant

vessels in terms of watertight integrity

– explains the possible effects of sustaining damage when in a less favourable

condition
– states that the number of openings in watertight bulkheads of passenger
ships should be reduced to the minimum compatible with the design and
working of the ship

– categorizes watertight doors as:

class 1 — hinged doors
class 2 — hand-opened sliding doors
class 3 — sliding doors which are power-operated as well as hand-operated
– states that all types of watertight doors should be capable of being closed
with the ship listed to 15° either way
– describes with sketches the arrangement of a power-operated sliding
watertight door
– describes with sketches a hinged watertight door, showing the means of
securing it
– states that hinged watertight doors are only permitted above a deck at least
2.0 metres above the deepest subdivision load line

Cargo Vessels

– distinguishes between ships of Type ‘A’ and Type ‘B’ for the purposes of
computation of freeboard
– describes the extent of damage which a Type ‘A’ ship of over 150 metres
length should withstand
– explains that a Type ‘A’ ship of over 150 metres length is described as a
‘onecompartment ship’
– describes the requirements for survivability of Type ‘B’ ships with reduced
freeboard assigned
– summarizes the equilibrium conditions regarded as satisfactory after
flooding

All ships

– states that openings in watertight bulkheads must be fitted with watertight

doors
– explains that weathertight doors in superstructure openings are similar to
hinged watertight doors
– states that drills for the operating of watertight doors, side scuttles, valves
and
other closing mechanisms must be held weekly
– states the requirements for watertight openings to be closed at sea
– discusses procedures for ensuring that all watertight openings are closed
 – states that all watertight doors in main transverse bulkheads, in use at sea,
must be operated daily
– states that watertight doors and their mechanisms and indicators, all valves
the
closing of which is necessary to make a compartment watertight and all
valves
for damage-control cross-connections must be inspected at sea at least once
per week
– states that records of drills and inspections are to be entered in the log,
with a
record of any defects found

5. Corrosion and its prevention (4 hours)

– explains what is meant by corrosion

– explains what is meant by corrosion of metals and gives examples of where
this is likely to occur
– describes the formation of a corrosion cell and defines anode, cathode and
electrolyte
– states that corrosion takes place at the anode while the cathode remains
unaffected
– describes the galvanic series of metals in seawater
– given the galvanic series, states which of two metals will form the anode in
a corrosion cell
– explains the differences in surface condition or in stress concentration can
give rise to corrosion cells between two areas of the same metal
– states that corrosion can be controlled by:
– applying a protective coating to isolate the steel from the air or from
seawater electrolyte
– using cathodic protection to prevent steel from forming the anode of a
corrosion cell
– explains that cathodic protection can only be used to protect the
underwater hull or ballasted tanks
– states that both of the methods mentioned above are normally used
together
– explains what mill scale is and states that it is cathodic to mild steel
– describes the treatment of steel in a shipyard and the use of holding
primers (shop primers)
– explains that the required preparation of steelwork depends upon the type
of paint to be applied
– states that many modern paints, such as epoxy and polyurethane, need to
be applied to a very clean shot-blasted surface
– states that paints consist mainly of a vehicle, a pigment and a solvent, and
explains the purpose of each
– explains the suitability of the following paint types for various applications
as:
– drying oils
– oleo-resins
– alkyd resins
– polymerizing chemicals
– bitumen
– describes the action of anti-fouling paint
– describes the use of self-polishing anti-fouling paint
– explains the ban on harmful types of anti-fouling paint
– describes typical paint schemes for:
– underwater areas
– boot topping
– topsides
– weather decks
– superstructures
– tank interiors
– states the safety precautions to take when using paints
– describes the system of cathodic protection using sacrificial anodes
– lists the metals and alloys which may be used as anodes
– explains why anodes of magnesium and of magnesium alloy are not
permitted
in cargo/ballast tanks and in adjacent tanks in tankers
– states that good electrical contact between the anode and the hull or tank
 is essential
– explains why the anodes are insulated from the hull
– describes the impressed-current system of hull protection
– explains that the system is adjusted for optimum protection, often
automatically, by use of a reference cell
– states that electrical connection with the hull via slip rings and brushes on
the rudder stock and propeller shaft ensures protection of the rudder and
propeller
– explains that, as the underwater paintwork deteriorates, higher currents
are required for protection
– states that too high a current can result in damage to paintwork and a
chalky deposit on areas of bare metal, which has to be removed before
repainting can be carried out
– states that a protective shield of epoxy resin is applied for about 1 metre
around the anodes to withstand the alkaline conditions there

6. Surveys and dry-docking (2 hours)

– states the frequency of classifi cation society surveys

– states that intervals between dry-dockings may be extended up to 2.5 years
where a ship has high-resistance paint and an approved automatic
impressed-current cathodic protection system
– states that continuous hull survey, in which all compartments are examined
over a 5-year period, may replace the special surveys
– explains all types of survey a ship is subjected to, including but limiting to:
Initial Survey, Renewal Survey, Periodical Survey, Intermediate Survey, Annual
Survey, Inspection of the outside of the ships bottom, Additional Survey
– explains the harmonized system of ship survey and certifi cation
– explains Condition Assessment Scheme (CAS) for oil tankers and Condition
Assessment Programme (CAP)
– lists the items inspected at annual survey as:
– protection of openings: hatches, ventilators, cargo doors, side scuttles,
overside discharges and any other openings through which water might
enter
 – guardrails
– water-clearing arrangements, freeing ports, scuppers
– means of access to crews quarters and working areas
– states that the inspections listed above are also required for the annual
inspection under the International Convention on Load Lines
– lists the items to examine in dry-dock as:
– shell plating
– cathodic protection fi ttings
– rudder
– stem frame
– propeller
– anchors and chain cable
– describes the examinations to be made of the items listed above
– describes the cleaning, preparation and painting of the hull in dry-dock
– calculates paint quantities, given the formula for wetted surface area as:
S = 2.58 √ ∆ L
where S = surface area in m2
∆ = displacement in tonnes
L = length of ship in metres

7. Stability (83 hours)

Approximate calculation of areas and volumes

– states the trapezoidal rule for the area under a curve in terms of the
number of
ordinates, the interval and the ordinate values
– uses the trapezoidal rule to fi nd the area under a curve defi ned by given
ordinates
– states Simpson’s first rule as
A = h (y1 + 4y2 + y3 )/3
where: A = area under curve
h = interval length
y1 , y2 , y3 are ordinates
– writes down the repeated fi rst rule for any odd number of ordinates
– uses Simpson’s fi rst rule to fi nd the area under a curve defi ned by an odd
number of ordinates
– states that the area is exact for a linear, quadratic or cubic curve but an
approximation otherwise
– states Simpson’s second rule as
A = 3h (y + 3y2 + 3y3 + y4)/8
where: A = area h = interval length
y1 , y2, y3, y4 are ordinates
– writes down the repeated second rule for 7, 10, 13, etc., ordinates
– uses Simpson’s second rule to fi nd the area under a curve defined by a
suitable number of given ordinates
– states that the area is exact for linear, quadratic or cubic curves
– states that the first rule has smaller errors than the second and should be
used
in preference where possible
– states that errors can be reduced by using a smaller interval
– states the 5, 8, –1 rule as A = h (5y1 + 8y2 – y3) / 12
where: A = area between first and second ordinates
h = interval length
y1, y2, y3, are ordinates
– uses Simpson’s rules to fi nd the area under a curve defi ned by any number
of
ordinates
– explains that the volume of a body may be calculated by using Simpson’s
rules
with cross-sectional areas as ordinates
– calculates the volume of a ship to a stated draught by applying Simpson’s
rules
to given cross-sectional areas or waterplane areas
– uses Simpson’s first, second and 5, 8, -1 rules to approximate areas and
volumes of ship structure and GZ curves with any number of ordinates and
intermediate ordinates

Effects of density
– given the density of the water in the dock, calculates the displacement for a
particular draught from the seawater displacement for that draught extracted
from hydrostatic data
– calculates the TPC for given mean draught and density of the dock water
– discusses the use of the Fresh Water Allowance and how to determine this
for
a ship
– states that FWA only applies when the ship is floating at or near its summer
load line
– explains why the density of the water in the dock should be taken at the
same
time as the draughts are read
– describes the statical and dynamic effects on stability of the movement of
liquids with a free surface
– calculates the virtual reduction in GM for liquids with a free surface in
spaces
with rectangular and triangular waterplanes
– deduces from the above objective that halving the breadth of a tank
reduces
the free surface effect to one eighth of its original value
– deduces that the subdividing a tank at the centre reduces its free surface
effect
to one quarter of that of the undivided tank
– states that the quantity ‘inertia x density of liquid’ is called the ‘free surface
moment’ of the tank, in tonne-metres
– states that information for calculating free surface effect is included in tank
capacity tables
– states that the information may be given in one of the following ways:
– inertia in metre4
– free surface moments for a stated density of liquid in the tank
– as a loss of GM, in tabulated form for a range of draughts (displacements)
for a stated density of liquid in the tank
– corrects free surface moments when a tank contains a liquid of different
density from that stated in the capacity table
– given a ship’s displacement and the contents of its tanks, uses the
information
from ship’s stability information to calculate the loss of GM due to slack tanks
– given a ship’s departure conditions and the daily consumption of fuel,
water and stores, calculates the GM allowing for free surfaces on arrival at
destination

Stability at moderate and large angles of heel

– states that the formula GZ = GM sinθ does not hold for angles in excess of
about 10º
– states that the initial KM is calculated from
KM = KB + BM
– uses a metacentric diagram to obtain values of KM, KB and BM for given
draughts
– states that the transverse BM = I/V
where: I = second moment of area of the waterplane about the centre line;
V = underwater volume of the ship
– states that for a rectangular waterplane I = LB3
/12
where: L is the length of the waterplane;
B is the breadth of the waterplane
– shows that, for a box-shaped vessel,
KM = (B2
/12d) + (d/2)
where: d = draught
– states that, for moderate and large angles of heel, values of GZ found
by calculating the position of the centre of buoyancy are provided by the
shipbuilder for a range of displacements and angles of heel for an assumed
position of the centre of gravity
– uses cross-curves of stability and KN curves to construct a curve of statical
stability for a given displacement and value of KG, making correction for any
free surface moments
– explains how to use the initial metacentric height as an aid to drawing the
curve
– identifies from the curve the approximate angle at which the deck edge
immerses
– describes the effect of increased freeboard on the curve of statical stability
for
a ship with the same initial GM
– states that the righting lever, GZ, may be found from the wall-sided formula
up
to the angle at which the deck edge is immersed
– given the wall-sided formula:
GZ = (GM + BM/2tan2
θ) sinθ
and other relevant data, calculates the value of GZ for a stated angle of heel
– shows that, for small angles of heel, the term BM/2tan2 θ is negligible,
leading to the usual expression for GZ at small angles
of heel
– uses the wall-sided formula for calculating the angle of loll of an initially
unstable ship
– compares the result in the above objective with that obtained by
connecting a
curve of statical stability
– states that cross-curves and KN curves are drawn for the ship with its centre
of
gravity on the centre line
– demonstrates how to adjust the curve of statical stability for a ship with a
list
– describes the effect when heeled to the listed side on:
– the maximum righting moment
– the angle of vanishing stability
– the range of stability
– states that cross-curves and KN curves are drawn for the ship at the
designed
trim when upright
– states that righting levers may differ from those shown if the ship has a
large
trim when upright

Simplified stability data

– states that stability information may be supplied in a simplified form,

consisting of:
– a diagram or table of maximum deadweight moment
– a diagram or table of minimum permissible GM
– a diagram or table of maximum permissible KG all related to the
displacement or draught in salt water
– states that a deadweight moment is mass in tonnes x vertical height of the
mass above the keel
– states that free surface moments are to be added to the deadweight
moments
when using the diagram of maximum deadweight moment
– states that if, for a stated displacement or draught, the total deadweight
moment or KG is less than the maximum permissible value, the ship will have
adequate stability
– reads the maximum permissible deadweight moment from a curve of
deadweight moment for a given displacement
– given the masses loaded, their heights above the keel and the free surface
moments of slack tanks, calculates the deadweight moment and uses the
result with the diagram of deadweight moment to determine if the stability is
adequate
– uses the diagram of deadweight moment to calculate the maximum mass
that can be loaded in a given position to ensure adequate stability during a
voyage, making allowance for the fuel, water and stores consumed and for
any resulting free surface
– states that curves of maximum KG or minimum GM to ensure adequate
stability in the event of partial loss of intact buoyancy are provided in
passenger ships
Trim and list

– defi nes longitudinal centre of gravity (LCG) and longitudinal centre of

buoyancy
(LCB)
– states that a ship trims about the centre of fl otation until LCG and LCB are
in
the same vertical line
– states that the distance of the LOB from amidships or from the after
perpendicular is given in a ship’s hydrostatic data for the ship on an even keel
– explains that the LCG must be at the same distance from amidships as LCB
when the ship fl oats on an even keel
– shows on a diagram of a ship constrained to an even keel the couple that is
formed by the weight and buoyancy forces when LCG is not the same
distance
from amidships as LCB
– states that the trimming moment = displacement x the horizontal distance
between LCB (tabulated) and LCG (actual) = ∆ x GG1
where GG1
is the horizontal distance between the position of LCG for the evenkeel
condition and the actual LCG
– states that trim = (∆ x GG1
)/MCT 1cm
– states that if the actual LCG is abaft the tabulated position of LCB, then the
trim will be by the stern, and vice versa
– given the initial displacement, initial position of LCG, masses loaded or
discharged and their LCGs, calculates the fi nal position of LCG
– using a ship’s hydrostatic data and a given disposition of cargo, fuel, water
and
stores, determines the trim, the mean draught and the draughts at each end
– calculates the mass to move between given positions to produce a required
trim or draught at one end
– calculates where to load a given mass to produce a required trim or draught
at
one end
– calculates how to divide a loaded or discharged mass between two
positions
to produce a required trim or draught at one end
– calculates where to load a mass so as to keep the after draught constant
– states that calculated draughts refer to draughts at the perpendiculars
– given the distance of draught marks from the perpendiculars and the length
between perpendiculars, corrects the draughts indicated by the marks
– given draughts forward, aft and amidships, states whether or not the ship is
hogged or sagged and the amount
– corrects the draught amidships for hog or sag
– given the forward and after draughts, the length between perpendiculars
and
hydrostatic data, calculates the correction for trim to apply to the
displacement
corresponding to the draught amidships
– states that a second correction for trim, using Nemoto’s formula, may be
applied to the displacement
– given Nemoto’s formula, calculates the second correction to displacement
– calculates the maximum list during loading or discharging a heavy lift, using
a
ship’s derrick, given the relevant stability information and the dimensions of
the
derrick
– calculates the minimum GM required to restrict the list to a stated
maximum
when loading or discharging a heavy lift
– calculates the quantities of fuel oil or ballast to move between given
locations
to simultaneously correct a list and achieve a desired trim
– explains how to distinguish between list and loll and describes how to
return
the ship to the upright in each case
– by making use of curves of statical stability, including those for ships with
zero
or negative initial GM, determines the equilibrium angle of heel resulting
from a
transverse moment of mass

Dynamical stability

– defi nes dynamical stability at any angle of heel as the work done in
inclining
the ship to that angle
– states that the dynamical stability at any angle is given by the product of
displacement and the area under the curve of statical stability up to that
angle
– given a curve of statical stability, uses Simpson’s rules to fi nd the area in
metre-radians up to a stated angle
– states that dynamical stability is usually expressed in tonne-metres
– explains that the dynamical stability at a given angle of heel represents the
potential energy of the ship
– states that the potential energy is used partly in overcoming resistance to
rolling and partly in producing rotational energy as the ship returns to the
upright
– states that the rotational energy when the ship is upright causes it to
continue
rolling
– states that, in the absence of other disturbing forces, the ship will roll to an
angle where the sum of the energy used in overcoming resistance to rolling
and
the dynamical stability are equal to the rotational energy when upright
– states that a beam wind exerts a force equal to the wind pressure
multiplied by
the projected lateral area of the portion of the ship and deck cargo above the
waterline
– explains that a heeling moment is formed, equal to the force of the wind
multiplied by the vertical separation between the centres of the lateral areas
of
the portions of the ship above and below the waterline
– states that the heeling lever equals the heeling moment divided by the
ship’s
displacement
– states that a steady wind will cause a ship to heel to an angle at which the
righting lever is equal to the heeling over
– states that a ship under the action of a steady wind would roll about the
resulting angle of heel
– on a curve of righting levers, indicates the angle of equilibrium under the
action
of a steady wind and the areas which represent the dynamical stability at
angles of roll to each side of the equilibrium position
– by reference to dynamical stability, describes the effect of an increase in
wind
pressure when a vessel is at its maximum angle of roll to windward
– summarizes the recommendation on severe wind and rolling criterion for
the
intact stability of passenger and cargo ships
– by reference to a curve of righting levers and dynamical stability, describes
the effect of a listing moment on the rolling of the ship about the equilibrium
position

Approximate GM by means of rolling period tests

R96

– states that, for ships up to 70m in length, the GM can be verifi ed in still
water
by causing the ship to roll and noting the rolling period
– defi nes the rolling period as the time taken for one complete oscillation
from
the extreme end of a roll to one side, right across to the extreme on the other
side and back to the original position
– states that for small angles of roll in still water, the initial metacentric
height,
GMo is given by:
GMo = [fB/Tr]2
where: f = rolling factor
B = breadth of the ship
Tr = rolling period in seconds
– states that the formula may be given as:
GMo = F/Tr2
where the F-value is provided by the Administration
– summarizes the procedures for determining a ship’s stability by means of
the
rolling period test
– given values of F and T and the equation GMo = F/T2
, calculates GMo
– states the limitations of the method
– states that when construction is completed, a ship undergoes an inclining
test
to determine the displacement and position of the centre of gravity, KG and
LCG, in the light ship condition
– states that the displacement and KM are calculated from the observed
draughts and the ship’s lines plans, making allowance for density of water
and
trim
– states that the position of the centre of buoyancy is calculated to enable
the
LCG for the light ship to be determined
– describes how an inclining test is carried out
– given the mass and the distance through which it was moved, the
displacement, length of the plumb line and the defl ection, calculates the KG
– states that the values obtained in a test are corrected for masses to be
removed and added to obtain the KG and LCG for the light ship
– states that, at periodical intervals not exceeding fi ve years, a light ship
survey
must be carried out on all passenger ships to verify any changes in light ship
displacement and longitudinal centre of gravity
– states that the ship must be re-inclined whenever, in comparison with the
approved stability information, a deviation from the light ship displacement
exceeding 2% or a deviation of the longitudinal centre of gravity exceeding
1%
of L is found or anticipated

Intact Stability Code

R96

– describes the general precautions to be taken against capsizing

– states the recommended criteria for passenger and cargo ships of all types
– given the initial metacentric height and the GZ curve, determines whether
the
ship meets the recommended criteria
– states that stability information should comprise:
– stability characteristics of typical loading conditions
– information to enable the Master to assess the stability of the ship in all
loading conditions differing from the standard ones
– information on the proper use of anti-rolling devices, if fi tted
– information enabling the Master to determine GMo by means of a rolling
test corrections to be made to GMo for free surface liquids
– for ships carrying timber deck cargoes information setting out changes
in deck cargo from that shown in the loading conditions, when the
permeability of the deck cargo is signifi cantly different from 25%
– for ships carrying timber deck cargoes, indications of the maximum
permissible amount of deck cargo
– states that criteria are laid down for ships carrying timber deck cargoes
– discusses the use of the weather criterion and how to assess whether a
vessel
complies with this
– states the additional criteria recommended for passenger ships
– states that the information includes a curve or table giving, as a function
of the draught, the required initial GM which ensures compliance with the
recommendations on intact stability

Intact stability requirements for the carriage of grain

– states the intact stability requirements for the carriage of grain

– states that before loading bulk grain the Master may be required to
demonstrate that the ship will comply with the stability criteria at all stages
of
the voyage
– states that the ship must be upright before proceeding to sea
– states that grain loading information includes:
– curves or tables of grain heeling moments for every compartment, whether
fi lled or partly fi lled
– tables of maximum permissible heeling moments or other information
suffi cient to allow the Master to demonstrate compliance with the
requirements
– details of the requirements for temporary fi ttings and the provisions for
the
bundling of bulk grain
– typical loaded service departure and arrival conditions and, where
necessary, intermediate worst service conditions
– a worked example for the guidance of the Master
– loading instructions in the form of notes summarizing the requirements of
SOLAS chapter VI
– explains what are volumetric heeling moments
– states that heeling moment = volumetric heeling moment / stowage factor
– states how the vertical shift of grain surfaces is taken into account in fi lled
compartments and in partly fi lled compartments
– calculates the heeling arm, λO, from:
λO = Volumetric heeling moment
(stowage factor x displacement)
– draws the heeling-arm curve on the righting-arm curve for a given ship and
KG,
corrected for free surface liquid, and:
– determines the angle of heel
– using Simpson’s rules, calculates the residual dynamical stability to the
angle laid down by regulation 4 of SOLAS chapter VI
– compares the results of the calculations in the above objective with the
criteria set out in regulation 4 and states whether the ship complies with the
requirements or does not comply

Rolling of ships

– describes the effect on GM of rolling

– explains how increase of draught and of displacement infl uence rolling
– describes how the distribution of mass within the ship affects the rolling
period
– explains what synchronization is and the circumstances in which it is most
likely to occur
– describes the actions to take if synchronization is experienced
– describes how bilge keels, anti-rolling tanks and stabilizer fi ns reduce the
amplitude of rolling
– states that a ship generally heels when turning
– states that, while turning, the ship is subject to an acceleration towards the
centre of the turn
– states that the force producing the acceleration acts at the underwater
centre
of lateral resistance, which is situated at about half-draught above the keel
– states that the force in the above objective is called the centripetal force,
given
by F = Mv2
/r
where: M = mass of the ship in tonnes
v = speed in metres per second
r = radius of turn in metres
F = centripetal force in kilonewtons
– explains how the force acting at the centre of lateral resistance can be
replaced
by an equal force acting through the centre of gravity and a heeling couple
equal to the force x vertical separation between the centre of lateral
resistance
and the centre of gravity,
Mv2
KG – d cosθ
r2
– states that the ship will heel until the resulting righting moment equals the
heeling couple, i.e.
M x g x GM sinθ = Mv2
KG – d cosθ
r2
where: g = acceleration due to gravity
θ = angle of heel
– given the relevant data, calculates the angle of heel from
tanθ = v2 x KG – d
2
g x GM x r

Dry-docking and grounding

– states that for dry-docking a ship should:

– have adequate initial metacentric height
– be upright
– have a small or moderate trim, normally by the stern
R1
– states that part of the weight is taken by the blocks as soon as the ship
touches, reducing the buoyancy force by the same amount
– states that the upthrust at the stern causes a virtual loss of metacentric
height
– explains why the GM must remain positive until the critical instant at which
the
ship takes the blocks overall
– derives the formula for the upthrust at the stern
P = (MCT x t)
L
where: P = upthrust at the stern in tonnes
t = change of trim in cm
L = distance of the centre of fl otation from aft
– explains that a ship with a large trim will develop a large upthrust, which
may
damage the stern frame, trip the blocks or lead to an unstable condition
before
taking the blocks overall
– by taking moments about the centre of buoyancy, shows that, for a small
angle
of heel, θ,
righting moment = ∆ x GM sinθ – P x KM sinθ
where GM is the initial metacentric height when afl oat
– shows that the righting lever is that for the ship with its metacentric height
reduced by (P x KM)
∆
– by using the equation in the above objective and KM + KG + GM, shows that
righting moment = (∆ – P) x GM sinθ – P x KG sinθ
– shows that the righting lever is that for a ship of displacement (∆ – P) and
with
metacentric height reduced by (P x KG)
∆–P
– explains that the righting moment remains positive providing ∆ x GM is
greater
than P x KM or equivalently, (∆ – P) x GM is greater than P x KG
– calculates the minimum GM to ensure that the ship remains stable at the
point
of taking the blocks overall
– calculates the maximum trim to ensure that the ship remains stable on
taking
the blocks overall for a given GM
– calculates the virtual loss of GM and the draughts of the ship after the level
has
fallen by a stated amount
– calculates the draughts on taking the blocks overall
– explains that the stability of a ship aground at one point on the centre line
is
reduced in the same way as in dry-docking
– states that when grounding occurs at an off-centre point, the upthrust
causes
heel as well as trim and reduction of GM
– explains that the increase in upthrust as the tide falls increases the heeling
moment and reduces the stability

Shear force, bending moments and torsional stress

– explains what is meant by shearing stress

– states that the shear force at a given point of a simply supported beam is
equal
to the algebraic sum of the forces to one side of that point
– explains that, for a beam in equilibrium, the sum of forces to one side of a
point
is equal to the sum of the forces on the other side with the sign reversed
– explains what is meant by a bending moment
– states that the bending moment at a given point of a beam is the algebraic
sum
of the moment of force acting to one side of that point
– states that the bending moment measured to opposite sides of a point are
numerically equal but opposite in sense
– draws a diagram of shear force and bending moment for simply supported
beams
– states that the bending moment at any given point is equal to the area
under
the shear-force curve to that point
– uses the above objective to show that the bending-moment curve has a
turning
point where the shear force has zero value
– explains that shear forces and bending moments arise from differences
between weight and buoyancy per unit length of the ship
– states that the differences between buoyancy and weight is called the load
– draws a load curve from a given buoyancy curve and weight curve
– states that the shear force at any given point is equal to the area under the
load
curve between the origin and that point
– draws a diagram of shear force and bending moment for a given
distribution of
weight for a box-shaped vessel
– explains how wave profile affects the shear-force curve and bending-
moment
curve
– states that each ship above a specified length is required to carry a loading
manual, in which are set out acceptable loading patterns to keep shear forces
and bending moments within acceptable limits
– states that the classification society may also require a ship to carry an
approved means of calculating shear forces and bending moment at
stipulated
stations
– demonstrates the use of a loading instrument
– states that the loading manual and instrument, where provided, should be
used to ensure that shear forces and bending moments do not exceed the
permissible limits in still water during cargo and ballast handling
– explains what is meant by a torsional stress
– describes how torsional stresses in the hull are set up
– states that wave-induced torsional stresses are allowed for in the design of
the
ship
– states that cargo-induced torsional stresses are a problem mainly in
container
ships
– states that classification societies specify maximum permissible torsional
 moments at a number of specified cargo bays
– given details of loading, calculates cumulative torsional moments for stated
positions
– describes the likelihood of overstressing the hull structure when loading
certain
bulk cargoes

IMO MODEL COURSE NOTES:

FUNDAMENTAL PRINCIPLES OF SHIP CONSTRUCTION, TRIM

AND STABILITY (102 hours)

Shipbuilding materials (3 hours)

It is not the intention that officers have knowledge of ship design practice or a
detailed knowledge of materials. The focus of teaching should be so that they can
explain why various kinds of steel are used in different areas of a ship and
understand the advantages and disadvantages of alloys in common use, and how
they are maintained.
High tensile steel (HTS) has a low corrosion margin and poor resistance to fatigue
failures.
However, due to a lighter weight of material, compared with mild steel, for the
equivalent strength it has been widely used in ship construction.
Brittle fracture occurs when a normally elastic material fractures without any sign
of deformation before failure. The structure may not even be highly stressed at the
time. The fracture is often initiated at a small notch in a plate edge or at a small
fault in a weld. The tendency to brittle fracture is much greater at low
temperatures and there is a temperature, depending upon the particular properties
of the steel, above which it will not occur. The classification societies specify the use
of grade E steel, which has high notch ductility, for those parts of ships above a
certain length where thick plates subject to high stresses are found.
Welding (3 hours)

If the training institute has an engineering department with welding facilities, the
opportunity to use their expertise and equipment should be taken.

Bulkheads (4 hours)

The subdivision of passenger ships is dealt with in subject area 3.4.2.1, Ship
Construction and Damage Control.

Watertight and Weathertight Doors (3 hours)

The provisions of SOLAS for drills and inspections of watertight doors and related
damage control devices have been included with the details of construction and
operation.

Corrosion and its prevention (4 hours)

Trainees should not be required to remember the galvanic series for seawater. It
should be used for reference when dealing with corrosion cells and the suitability of
metals as anodes for sacrificial anodes.

Many paints contain poisonous substances and release toxic fumes as solvents
evaporate.
The vapours of most paint solvents will produce flammable or explosive mixtures
with air in poorly ventilated spaces.
The risks are greatest when using spray equipment in enclosed spaces. Personnel
must wear breathing apparatus, sources of ignition must be excluded and
ventilation must be provided while work is in progress. Precautions for entering
enclosed spaces should be taken after painting has been completed until the paint
has thoroughly dried and no risk of release of vapour remains. Manufacturers’
instructions regarding protective clothing and safety precautions should be
followed.
Surveys and dry-docking (2 hours)

This section deals with the surveys and inspections required by classifi cation
societies. The requirements for survey under international conventions are dealt
with in subject module 3.2,
Maritime Law. The annual inspection required by the International Convention on
Load Lines, 1966, is usually carried out by a classifi cation society surveyor, acting
on behalf of the flag State Administration. The inspection is similar to that required
for the classifi cation society’s annual survey. The hardeners that are used in two-
pack (or bi-pack) polyurethane and epoxy paints are toxic
and may also cause allergic reactions following contact with skin. Protective
clothing and disposable gloves should always be worn when working with these
paints.

Stability (83 hours)

Calculations on box-shaped vessels have been introduced at a number of places in

this syllabus. They are included to illustrate basic principles and to aid trainees’
understanding of actual ships’ data. The appendix to this instructor manual
contains stability data and capacity tables for use in the preparation of exercises.
Instructors should make a collection of data for other ships as the opportunity
arises. The application of the principles of stability to determining the fi nal
draught, trim and initial GM for a given complete distribution of cargo
is included in the function, Cargo Handling and Stowage.

Approximate calculation of areas and volumes

This section covers the use of the trapezoidal rule and Simpson’s rules for
the calculation of areas. The derivation of Simpson’s rules and their use for
fi nding moments or second moments of area has not been included. The
calculation of volume where the given ordinates are areas is covered.
The use of Simpson’s rules is required for finding areas under a GZ curve, for
checking compliance with recommendations on intact stability. Trainees
should also be able to apply them for calculating areas of decks and
volumes of compartments aboard ship.

Effects of density
In tidal estuaries the density of the water may vary considerably according
to the state of the tide. When checking draughts or freeboard near
completion of loading it is essential to check the density at the same time:
using a density obtained earlier in the day could lead to appreciable error.
The term ‘inertia’ and the abbreviation ‘I’ are used in keeping with common
practice. They may also appear in a ship’s hydrostatic data. Strictly, it is the
transverse second moment of area of the tank which is involved. Trainees
should understand the concept of second moments of area but the method
of determining them in general is not required. The formula for a
rectangular surface should be known.

Stability at moderate and large angles of heel

The equation BM = I / V has been quoted partly to show that the BM is a
function of the ship’s dimensions and state of loading and partly to explain
the typical behaviour of KM as the draught is increased from light ship
conditions. Use is also made of the equation in the treatment of damage
stability. The proof of the equation is not required.
GZ curves will normally be constructed from KN curves, but trainees should
be able to correct a GZ curve when the value of KG differs from that used in
drawing the curve, either by drawing a new curve or by superimposing the
curve of GG1sin (angle of heel) on the GM should be used as an aid to
constructing the curve at small angles should not be expected
to deduce the GM from a given curve.
Figure 1 shows a ship with its centre of gravity, G1, at a distance GG1
horizontally from the centreline. When inclined to an angle θ, the righting
lever is G1Z1
G1Z1 = GZ – GY
= GZ – GG1 cos θ
The values of GZ derived from KN curves can be reduced to GG1 cos θ
before plotting or the curve GG1
cos θ can be superimposed on the GZ curve, as shown in Figure 2.
A list reduces the righting levers and the range of stability when heeled
towards the listed side. When heeled in the opposite direction, righting
levers are increased.

Simplified stability data

Simplified stability data were originally intended for use in small ships, but
data in that form may also be found in some larger ships. Each of the
several different presentations shows the ship’s stability as adequate or
inadequate to meet the recommended criteria for intact stability for
passenger and cargo ships under 100 metres in length or, in the case of
larger ships, the criteria laid down by the Administration.

Data necessary to maintain suffi cient intact stability under service

conditions to enable the ship to withstand the critical damage assumptions
of SOLAS would be provided in passenger ships.

Trim and list

Trim calculations using moments about the centre of flotation or trimming

 tables were covered in IMO model course 7.03, Officer in charge of a
navigational watch. These methods are suitable only in cases where the
change in displacement is sufficiently small so that there are no large
changes in the position of the centre of flotation or the value of MCT. When
large changes in displacement are involved, as, for example, in planning the
loading of a ship, the following method should be used.

Figure 3 shows a ship on an even keel with longitudinal centres of buoyancy

and gravity indicated. The weight and buoyancy forces form a couple,
called the trimming moment, equal to the product of the displacement and
the horizontal separation between B and G, in this case acting to trim the
ship by the stem. The ship will trim until the centre of buoyancy of the new
underwater volume is in the same vertical line as G, which is fixed.

The trim is given by trimming moment/MCT 1cm where the MCT is taken
for the displacement of the ship.

The position of the longitudinal centre of buoyancy (LCB), for an even-keel

condition, depends upon the ship’s draught and is given in the hydrostatic data as a
distance, either from the after perpendicular or from amidships.
The position of the longitudinal centre of gravity is found by taking moments of
mass, about the after perpendicular or about amidships, of the light ship and all of
its contents. The LCG for the light ship is included in the hydrostatic data, LCGs of
tanks and holds are given in the capacity plans or can be measured from the profi le
plan.
To fi nd the draughts at each end, the trim is divided in the usual way, according to
the proportionate distances of the perpendiculars from the centre of fl otation, and
applied to the ship’s true mean draught.
When a ship is hogged or sagged there is a difference between the mean draught
calculated from the draughts at the ends and the draught amidships. The difference
is the amount of hog or sag. Taking the case of a hip with a sag, the draught
amidships is greater than the mean draught. The ship’s displacement lies between
the values obtained for the two draughts and corresponds to some intermediate
draught.
A weighted average of the mean draught and draught amidships is used. The
commonly used values are:
corrected draught = ¾ x draught amidships + ¼ x mean draught;
or corrected draught = l x draught amidships + 3 x mean draught.
These amount to applying ¼, in the fi rst case, or 3, in the other, of the hog or sag to
the amidships draught.
A method known as the mean of mean of means is sometimes used. The mean of
the forward and after draughts is found, the mean of that and the draught
amidships is found and the mean of that with the draught amidships again gives
the required draught. The result is the same as for the fi rst equation above.

Nemoto’s Formula

When utmost accuracy is required, as in draught surveys for quantity loaded or

discharged, a second correction for trim, using Nemoto’s formula, may be applied
to the displacement. It is usually only applied when the trim exceeds 1% of the
ship’s length.correction (tonnes) = t2 x 50 = dM L dZ
where: t is the trim in metres
L is the length between perpendiculars in metres
d is the mean draught
dM = MCT 1cm at (d + 0.5)m – MCT 1cm at (d - 0.5)m dZ
The correction is always added to the displacement.
Dynamical stability

In calculating the area under a GZ curve to a given angle, using Simpson’s rules, the
interval between ordinates may be expressed in degrees.
The calculated area would be expressed in metre-degrees, which can be converted
to metreradians, if required, by dividing by 57.3. The dynamical stability is the area
under the curve in metre-radians multiplied by the ship’s displacement in tonnes.
The result is expressed in metre-tonnes, the radians being omitted since they are
dimensionless. Usually, it is areas under the GZ curve which are required for
checking stability criteria which, depending upon the ship’s data, may be expressed
in metre-degrees or metre-radians.
The area under the GZ curve to a given angle represents not only the work done in
heeling the ship to that angle but also the potential energy available to return the
ship to the upright.
By the principle of conservation of energy, the potential energy is converted into
rotational energy as the ship moves towards the upright. When upright, all of the
energy is in the form of rotational energy, so the ship continues to roll until an
angle is reached where the area under the curve is equal to that rotational energy.
The energy used in overcoming friction between hull and water and in creating
turbulence reduces the angle to which the ship will roll.
The wind exerts a horizontal force on the above-water area of the ship and deck
cargo which can be considered to act at the centre of the projected area. That force
is resisted by the water acting on the underwater area on the other side, usually
considered to act at about half the draught. The two forces form a couple inclining
the ship until the righting moment is equal to the inclining couple. In the
Recommendation on a Severe Wind and Rolling Criterion for the
Intact Stability of Passenger and Cargo Ships of 24 metres in Length and Over, no
allowance is made for a reduction in the projected lateral area or the vertical
separation between the centres of areas, above and below the waterline, as the
ship heels. The wind pressure used in the recommendation corresponds
approximately to storm force 10 on the Beaufort scale.
List should always be removed before sailing and cargo should be adequately
secured to prevent a shift producing a listed condition while on passage
Approximate GM by means of rolling period tests

The method is described in The Intact Stability Code.

The purpose of the inclining test is to determine the displacement and position of
the ship’s centre of gravity in an accurately known condition. It is usually carried
out when the ship is as nearly complete as possible, small corrections being made
for any components still to be fitted or shipyard stores aboard at the tie to obtain
values for the light ship condition.
The draughts and water density are carefully measured for use with the ship’s lines
plan to calculate the displacement, the height of the transverse metacentre above
the base (KM) and the position of the longitudinal centre of buoyancy.
The test consists of moving weights across the deck under controlled conditions and
measuring the resultant angle of list. The angles are deliberately kept small and are
measured by long pendulums suspended down holds or engine-room skylights.
The mean value of GM calculated from the deflections is subtracted from the KM to
give the vertical height of the centre of gravity. Since the centre of gravity and
centre of buoyancy are in the same vertical line for a ship in equilibrium, the
position of the LCG can be calculated from the previously determined LCB.
Recommendations on intact stability for passenger and cargo ships under 100
metres in length
The recommendations are contained in R43. Instructors should refer to the stability
requirements of the Administration for ships of 100 metres in length and over.
Intact stability requirements for the carriage of grain
The SOLAS Convention deals with the carriage of grain. The intact stability
requirements are laid down, and the loading information required for determining
the stability. The method of calculating intact stability is illustrated.

Rolling of ships

A mathematical treatment of rolling is not required. Trainees should know that the
natural rolling period is inversely proportional to the square root of the GM. Rolling
in a seaway is a forced oscillation, the period depending upon the period of
encounter of the waves or swell as well as the natural rolling period; when the
period of wave encounter equals the natural rolling period, synchronization occurs.
Very heavy rolling can be induced by a moderate sea. An alteration of course or
speed, or both, changes the encounter period of the sea and breaks the
synchronization.

The equation in this objective produces a result in force units (kilonewtons in this
case), hence the balancing heeling couple must be expressed in the same units in
the equation in the objective relating to the righting moment equaling the heeling
couple, by multiplying the usual mass moment by g, the acceleration due to gravity.
In the unusual event of the centre of gravity falling below half draught the heel
would be
towards the turn.

Dry-docking and grounding

When dealing with stability during dry-docking, it is simplest to consider the

righting moment when heeled by taking moments about the centre of buoyancy,
which produces the equation:
righting moment = ∆ x GM sin θ – P x KM sin θ
directly.
The righting level GZ, is given by the equation:
GZ = (GM – P x KM) sin θ, ∆
which is the righting lever for the ship with its GM reduced by P x KM ∆
By making use of KM = KG ÷ GM, the alternative expression for righting lever can be
obtained.
This approach has the advantage of showing that, although different values of GM
are obtained, the value of the righting moment is the same in each case. The value
of P for which
GM — 0 is also the same for both expressions.
The stability of a ship grounded at a point on the centreline is treated in exactly the
same way as the dry-docking problem. A ship grounded forward, say, on a falling
tide, would experience a reducing righting lever and the point could be reached at
which it became zero.
Providing the ship did not touch bottom elsewhere, it would fl op over to an angle
of loll or possibly capsize.
When grounded at a point off the centreline, a heeling moment is also produced.
Considering the case where only heeling moment is involved, at the point of capsize
the upthrust from the bottom becomes zero, therefore the ship would not capsize
until heeled to its angle of vanishing stability when afl oat. In most circumstances,
cargo would have shifted, water entered through non-watertight openings or the
ship would have slid off before reaching that angle. When the grounding force
causes trim as well as heel the angle of vanishing stability may be much smaller.
It should be recalled that buoyancy is provided by the vertical component of water
pressure on the ship’s hull. When a ship is grounded on fi rm sand or a bottom of
similar nature, water is unable to exert any pressure on the grounded portion and
there is a loss of buoyancy compensated by an increased upthrust from the ground.
If a ship is grounded over the whole of its bottom there is a large loss of buoyancy
for any drop in water level, however small.
Stability is not a problem in that circumstance but the fact that nearly all the
weight of the ship is supported by the ground must be considered when deciding
how to refloat her.

F3 C1 – KUP 2 EFFECT ON TRIM AND STABILITY OF A SHIP T4

B1, B2, B3,
IN THE EVENT OF DAMAGE TO AND CONSEQUENT B4, B5, B6,
FLOODING OF A COMPARTMENT AND B9, B10, B11,
B14, B15,
COUNTERMEASURES TO BE TAKEN B20, B22,
B23, B29,
B30,
B31, B32,
1. Effect of flooding on transverse stability and trim (9 hours) B35, B37,
B39, B43,
Passenger vessels B44, B46,
B47, B48,
– explains what is meant by ‘floodable length’ B49, B52,
– defines: B53, B54,
– margin line B64, B84,
– bulkhead deck B85,
B96, B103,
– permeability of a space
B107, B111,
– explains what is meant by ‘permissible length of compartments’ in
114, B115,
passenger B118, B126,
ships B131, B132,
– describes briefly the significance of the Criterion of Service Numeral B133, B135,
– explains the significance of the factor of subdivision B137, B144,
– states the assumed extent of damage used in assessing the stability B145, B147,
of passenger ships in damaged condition B148, B149,
– summarizes, with reference to the factor of subdivision, the extent of B154, B159,
damage which a passenger ship should withstand B160, B169,
– describes the provisions for dealing with asymmetrical flooding B170, B171,
B174, B176,
– states the requirements for the final condition of the ship after
B178, B179,
assumed
B180, B183,
damage and, where applicable, equalization of flooding B184, B185,
– states that the Master is supplied with data necessary to maintain B186, B187,
sufficient intact stability to withstand the critical damage B199, B204,
– explains the minimum residual stability requirements in the damaged B205, B206,
condition with the required number of compartments flooded B207, B211,
– discusses the use of the damaged stability information required to be B213
provided to the Master of a passenger vessel

Cargo ships

– distinguishes between ships of Type A and Type B for the purpose of

computation of freeboard
– describes the extent of damage that a Type A ship of over 150m in
length
should be able to withstand
– explains that a Type A ship of over 150m in length is described as a
one
compartment ship
– describes the requirements for the survivability of Type B ships with
reduced
assigned freeboard
– summarizes the equilibrium conditions regarded as satisfactory after
floding
– states that damage to compartments may cause a ship to sink as a
result of:
– insufficient reserve buoyancy leading to progressive flooding
– progressive flooding due to excessive list or trim
– capsizing due to a loss of stability
– structural failure

Calculation of vessel condition after flooding

– states that, in the absence of hull damage, the stability is calculated

in the
usual way using the added mass and making allowance for free surface
liquid
– states that free surface moments for any rectangular compartment
that is
fl ooded by salt water can be approximated bymoment = length x
(breadth)3
x 1.025 / 12
– states that virtual loss of GM = moment flooded displacement
– states that when a compartment is holed the ship will sink deeper in
the water until the intact volume displaces water equivalent to the
mass of the ship and its contents
– explains that the loss of buoyancy of a holed compartment is equal
to the mass of water which enters the compartment up to the original
waterline
– states that the volume of lost buoyancy for a loaded compartment is
equal to the volume of the compartment x the permeability of the
compartment
– calculates the permeability of cargo, given its density and its stowage
factor
– states that if the lost buoyancy is greater than the reserve buoyancy
the ship will sink
– states that the centre of buoyancy moves to the centre of immersed
volume of the intact portion of the ship
– states that when a compartment is holed the ship’s displacement and
its centre of gravity are unchanged
– explains that a heeling arm is produced, equal to the transverse
separation of G and the new position of B for the upright ship
– states that the area of intact waterplane is reduced by the area of the
flooded spaces at the level of the flooded waterline multiplied by the
permeability of the
space
– states that if the flooded space is entirely below the waterline there
is no
reduction in intact waterplane
– calculates the increase in mean draught of a ship, given the TPC and
the
dimensions of the flooded space, using increase in draught
= volume of lost buoyancy
area of intact waterplane
– states that the height of the centre of buoyancy above the keel
increases by about half the increase in draught due to fl ooding
– states that a reduction in waterplane area leads to a reduction in the
second moment of area (I)
– uses the formula BM = I/V to explain why the BM of a ship is
generally less
when bilged than when intact
– states that change in GM is the net result of changes in KB and BM
– explains why the GM usually decreases where:
– there is a large loss of intact waterplane
– there is intact buoyancy below the flooded space
– the flooded surface has a high permeability
– explains why the bilging of empty double-bottom tanks or of deep
tanks that are wholly below the waterline leads to an increase in GM
– calculates the reduction in BM resulting from lost area of the
waterplane, given the following corrections:
– second moment of lost area about its centroid / displaced volume;
this is Lb³ for a rectangular surface
12 V
where: L is length of the lost area
b is breadth of the lost area
V is displaced volume = displacement
density of water
original waterplane area / intact waterplane area x lost area x
(distance from centreline)2 / displaced volume
this is original waterplane area
intact waterplane area x L x b x d2 / V
for a rectangular surface, where d is the distance of the centre of the
area from
the centreline
– deduces that the second correction applies only in the case of
asymmetrical flooding
– calculates the shift (F) of the centre of flotation (CE) from the
centreline, using
F=axd
A–a
where: a is the lost area of waterplane
A is the original waterplane area
d is the distance of the centre of lost area of waterplane from the
centreline
– shows that the heeling arm is given by
heeling arm = lost buoyancy (tonnes)/displacement x transverse
distance from new CF
– constructs a GZ curve for the estimated GM and superimposes the
heelingarm curve to determine the approximate angle of heel
– uses wall-sided formula to determine GZ values
– uses wall-sided formula to calculate angle of heel
– states that, for small angles of heel, θ,
tanθ = heeling arm/GM
– explains how lost area of waterplane affects the position of the
centre of
flotation

Effect of flooding on trim

– calculates the movement of the centre of flotation (CF), given:

movement of CF = moment of lost area about original CF/intact
waterplane area
– explains how the reduction in intact waterplane reduces the MCT
1cm
– calculates the reduction of BML, given the following corrections:
second moment of lost area about its centroids / displaced volume;
this is bL3
for a rectangular surface
12 V
 where: L is length of lost area
b is breadth of lost area
V is displaced volume = displacement
density of water
Original waterplane area / intact waterplane area x lost area x
(distance from CF)2
/displaced volume
This is original waterplane area/intact waterplane area x bld2
/v
– for a rectangular surface, where d is the distance of the centre of
area from the
original centre of fl otation
– calculates the reduction of MCT 1cm, given, reduction of MCT 1cm =
(displacement x reduction of GM)/100 x ship’s length
– states that the trimming moment is calculated from:
trimming moment = lost buoyancy x distance from new CF
where the lost buoyancy is measured in tonnes
– given the dimensions of a bilged space and the ship’s hydrostatic
data, calculates the draughts in the damaged condition
– describes measures which may be taken to improve the stability or
trim of a damaged ship

2. Theories affecting trim and stability (2 hours)

– describes the static and dynamic effects on stability of liquids with a free
surface
– identifies free surface moments and shows its application to dead-
weight
moment curves
– interprets changes in stability which take place during a voyage
– describes effect on stability of ice formation on superstructure
 – describes the effect of water absorption by deck cargo and retention of
water on deck
– describes stability requirements for dry-docking
– demonstrates understanding of angle of loll
– states precautions to be observed in correction of angle of loll
– explains the dangers to a vessel at an angle of loll
– describes effects of wind and waves on ships stability
– lists the main factors which affect the rolling period of a vessel
– explains the terms synchronous and parametric rolling and pitching and
describes the dangers associated with it
– describes the actions that can be taken to stop synchronous and
parametric effects

IMO MODEL COURSE NOTES:

EFFECT ON TRIM AND STABILITY IN THE EVENT OF DAMAGE AND STABILITY (11
hours)

The methods of calculating transverse stability, list and trim in a damaged

condition are based upon the principles used in the textbook T4 but the problem
has been approached in a way more applicable to the use of a ship’s hydrostatic
data, although still confined to compartments with roughly rectangular
waterplanes.

Flooding of compartments

The requirements for the watertight subdivision of passenger ships are set out in
SOLAS.
Depending upon the type of service and its size, the ship will be required to
withstand the flooding of one, two or three adjacent main compartments.
The International Convention on Load Lines, lays down requirements for the
survivability of ships of type ‘A’, if over 150 metres in length, and for ships of type
‘B’ which are over 100 metres in length and are assigned freeboards less than the
tabular freeboards for type ‘B’ ships.
Classifi ation society rules stipulate the minimum number of bulkheads to be fitted
in dry cargo ships, depending upon length, but do not specify that they should be
fitted in such a way that the ship could withstand flooding of a main compartment.
Amendments to the SOLAS Convention provide regulations governing the
subdivision and damage stability of cargo ships. They apply to ships over 100
metres in length intended primarily for the carriage of dry cargoes, but exclude
those ships already covered by other damage stability regulations in IMO
instruments.
The regulations are based on consideration of the probability of the location and
extent of damage and the probability of survival after damage. The probabilities of
survival conditional upon each possible damage configuration for compartments,
singly or in adjacent groups, are summed for the summer draught and for a
draught intermediate between light and loaded. The average of the two sums gives
a value known as the “attained subdivision index, A” which must not be less than
the “required subdivision index, R”, which is a function of the length.
Effect of flooding on transverse stability
When a space is flooded without free communication with the sea, the stability can
be calculated by taking account of the mass of water and the free surface effect.
Examples would be the accumulation of water in tween-decks as a result of
firefighting, or flooding through a crack in the hull or through a fractured pipe. The
ship’s hydrostatic data for the increased displacement are applicable for the
calculations.
If a compartment is holed so that water can flow freely in and out of it, that
compartment can be considered as part of the sea and no longer part of the ship.
The buoyancy of the space up to the water level before damage is lost and the
waterplane area of the ship is reduced by the waterplane area of the damaged
compartment. These changes give rise to changes in the hydrostatic data needed to
calculate the transverse stability and trim. The mass of
the ship and its centre of gravity remain unaltered. Such a treatment is known as
the ‘lost buoyancy method’ and is the one used in this course and in the textbook
T4.
The lost buoyancy, expressed in tonnes, is the mass of water which could enter the
space up to the original waterplane, i.e. the volume x permeability x density of
water in which the ship is floating.
The lost waterplane area is the area of the bilged compartment at the original
waterplane. If the compartment is completely contained below the waterline, e.g. a
double-bottom tank, there is no loss of waterplane area provided the tank top
remains intact. The original waterplane
area may be given in the ship’s data or it can be calculated from
waterplane area = 100 x TPC
1.025
Of the two corrections in this objective, the fi rst is the second moment of lost
waterplane area about its own centroid, the second a correction to give the loss
about the new centroid of the intact waterplane. In the case of symmetrical
flooding, the second correction is zero.
For wing compartments, the second correction is very much greater than the fi rst,
even for compartments extending half the breadth of the ship.
Generally, the displacement of the ship and the position of the centre of gravity will
remain
unchanged after bilging. However, if a tank containing a liquid is bilged, the weight
of the tank contents is lost, causing a reduction in displacement and a shift in the
position of the ship’s centre of gravity. The lost buoyancy would be comparable
with the lost weight, causing a similar shift in the centre of buoyancy with the
result that there would be little change of draught, trim or list. The loss of
waterplane area would result in a reduction of GM.

Permeability

The permeability of a space is the percentage or fraction of the space which could
be
occupied by water. The lost buoyancy equals the permeability x the volume. If a
cargo was
stowed solidly, with no space for water in infi ltrate, it would occupy
1
density m3
lt
The space occupied in the hold by one tonne is its stowage factor, so the space
available to
water = stowage factor –

1
density m3
lt
The proportion of the stow which could be occupied by water, i.e. the permeability,
equals
stowage factor –

1
density
stowage factor

For example, a cargo has a stowage factor of 1.2 m3

/t and a density of 2.5 t/m3
11
density = 2.5 = 0.4m3
lt
1.2-0.4 0.8 permeability = 1.2 =
1.2 = 0.67
Notice, if a cargo has a permeability of 0.4 but only occupies half of the
compartment, the
permeability of the whole compartment is 0.4 x 0.5 + 0.5 = 0.7.
The loss of waterplane area is taken to be permeability x waterplane area of the
compartment,
but if the water level is above the top of the cargo the whole area is lost.

Angle of heel

Buoyancy is lost at the damaged compartment and an equal amount of buoyancy is

gained at the position of the new centre of fl otation. The transverse shift in the
ship’s centre of buoyancy is, therefore, lost buoyancy x transverse distance from
centre of fl otation divided by the displacement. On the assumption that the centre
of gravity is still on the centreline, the shift in buoyancy is the heeling arm.
The angle of heel would be given by the intersection of the GZ curve for the
damaged
ship with the heeling-arm curve BB1
cos θ. Since KN curves for the damaged condition
are not available, the GZ curve has to be constructed, using values for the intact
ship at a displacement corresponding to the damaged draught and a KG chosen to
give the modified value of GM. The angle of heel read from the curve will be
approximate. If the angle is small it can be calculated from, tan θ = BB1
/GM

Effect of flooding on trim (9 hours)

Similar calculations are necessary to find the longitudinal position of the centre of
flotation after damage, and the reduction of BML. The change in GML is used to
calculate the change in MCT 1cm.
Buoyancy has been lost at the damaged compartment and replaced at the centre of
flotation, hence the trimming moment is the product of lost buoyancy and the
distance from the centre of the damaged compartment to the new centre of
flotation. The change of trim and the draught at each end are then calculated in the
usual way.
Flooding of a compartment near an end of the ship causes a large shift in the centre
of flotation away from the damaged end and a large reduction in MCT 1cm.
Combined with the sinkage due to lost buoyancy, this may produce a large increase
in draught at the damaged end. The original trim of the ship will influence the
chances of the ship surviving the damage.
A ship already trimmed towards the damaged end is more vulnerable than one on
an even keel or trimmed the other way.

F3 C1 – KUP 2 KNOWLEDGE OF IMO RECOMMENDATIONS T4

B1, B2, B3,
CONCERNING SHIP STABILITY B4, B5, B6,
B9, B10, B11,
 1. Responsibilities under the international conventions and codes (2 B14, B15,
hours) B20, B22,
B23, B29,
– states minimum stability requirements required by Load Line Rules B30,
B31, B32,
1966 R1
B35, B37,
– states the minimum stability requirements and recommendations of
B39, B43,
the Intact B44, B46,
Stability Code B47, B48,
– explains the use of the weather criterion B49, B52,
– demonstrates correct use of IMO grain regulations B53, B54,
– explains how grain heeling moment information is used B64, B84,
– describes the requirements for passenger ship stability after damage B85,
B96, B103,
NOTES: B107, B111,
114, B115,
B118, B126,
Instructors should refer to the IMO publications referenced in the detailed B131, B132,
teaching syllabus. B133, 135,
B137, B144,
B145, B147,
B148, B149,
B154, B159,
B160, B169,
B170, B171,
B174