Stability & Construction OICNW & OICEW

CARIBBEAN MARITIME INSTITUTE

Officer in Charge of Navigation Watch & Engine Watch
Stability & Construction
Exam Paper Class 2008

Question 1

Distinguish between the following:

(i) Tender and, Stiff ship; [10]]

(ii) Transverse Metacentre and transverse movement of B; [8]
(iii) Height of the Metacentre (KM) and righting lever [8]

Illustrate clearly with suitable sketches

Solution
(i) STIFF SHIPS:-

A stiff ship is one which has a relatively large metacentric height (GM). She will have
an excessive righting moment and will tend to right herself violently when inclined.
Her period of roll may be rather small and she will be liable to roll heavily and
quickly in a seaway. This will cause her to be uncomfortable at sea and there is a
risk that she may strain herself; or cause her cargo to shift or to be damage. Such a
condition is not usually dangerous, but should be avoided whenever possible, for
obvious reasons. This relatively large GM, is a result of G being lowered (KG is too
small), say by loading excessive weights low down in the vessel.

TENDER SHIPS:-

A tender ship is one with a relatively small metacentric height(GM). She will have a
small righting moment and a comparatively long period of roll. She will have an
easy motion in a sea way and may be quite safe, provided that her GM and
freeboard sufficient to give her an adequate range of stability.

When GM is relatively small G is too high up (KG is too large but G is still below M). G
is allowed to rise, whether by loading excessive weights high up, or by burning fuel
or using water out of tanks low down.

(ii) The transverse metacentre is a point through which the centre of buoyancy, B, acts
vertically upwards as the vessel is inclined and B shifts towards the low side. Most
texts define the transverse metacentre (M) as the intersection of the line of force
through B when the ship is erect and the line of force through B when the ship is
given a small inclination.

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When a vessel is inclined, the centre of buoyancy will move since it is the centre of
volume of the immerse portion of the vessel, and a wedge of buoyancy has been
transferred from one side of the vessel to the other.

(iii) KM ( Linear distance M is from the keel ), KM is known as height of the metacentre,
and is only dependent on the draft of a given ship.

The righting lever GZ is the horizontal distance between the vertical forces acting
through B and G. If GZ is positive it will be on the low side and the vessel will be
stable.

Question 2

“The GM of a vessel is important”

(i) Define GM and explain the above statement. [10]

(ii) Show with the use of a simple sketch its relationship to the centre of buoyancy of the
vessel. [5]
(iii) What is meant by the stability of a vessel? [5]

Solution
(i) GM is the distance between the centre of gravity and the metacentre. It has a definite
relationship with GZ and since it is easier to find than the latter, it is often used for
calculating stability at small angles of heel. is a measure of the initial stability of a
vessel.

(ii) Diagram.
(iii) Stability is the ability or tendency of a vessel to return to its original or upright
position after it has been forcibly inclined or being heeled by external forces.

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Question 3

(i) Define centre of buoyancy. [5]

(ii) Explain the significance of the centre of buoyancy when considering a ship
stability. [15]
Illustrate with suitable sketches.
Solution
(i) The centre of buoyancy B, ; that point at which all the vertical upward forces of
support (buoyancy) can be considered to act; or, it is the centre of volume of the
immerse portion of the vessel. That is, it is the centre of gravity of the water which
has been displaced. This force of buoyancy always acts vertically and upwards and is
an upward force on a floating object created by the pressure of the liquid on the
object.
(ii) When a vessel is inclined, the centre of buoyancy will move to the low side, since it
is the centre of volume of the immerse portion of the vessel, The line of forces,
through B and G separate, a righting tendency or a couple is created exerting a force
which tends to rotate the ship back to an erect position.
It is this movement of B which results in a tendency of the vessel to return to its
original position. The intensity of this tendency is a measure of the stability of the
vessel.

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Question 4

A vessel arrives at port X at the mouth of a river. Her displacement is 12000 t and arrival draft
5.77 m in RD 1.020. She is to cross a bar upriver before entering port Y. The depth at the bar is
6.0 m and DR 1.005. If her TPC is 25, find the minimum quantity of cargo to off-load at port X
so that she may cross the bar with an under-keel clearance of 0.5 m.
FWA = w = 12000 = 12 cm
40 x TPC 40x25

Change of draft = Change of RD x FWA

.025
= (1.020 – 1.005) x 12
.025
= 7.2 cm = .072 m
Depth of water over bar = 6.0 m
Under-keel clearance = 0.5 m
Max draft to arrive at bar = 5.5 m
Change of draft due to RD = 0.072 m
Max draft on dep. port X = 5.428 m
Draft on arrival port X = 0.342 m
Required mean rise at port X = 34.2 cm

TPC at Port X = 25 x 1.020 = 24.88 tcm-1

1.025
Cargo to discharge = rise x TPC
= 34.2 x 24.88
= 850.9 t

Hence, required to discharge 851 t at port X.

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Question 5
A vessel of 11 000 t displacement has KG 6.3 m. A jumbo derrick is used to shift a weight of
250 t from the lower the lower hold (KG 3 m) to the UD (KG 8.5 m). The head of the derrick is
19.5 m. above the keel. Find the KG of the ships:

(a) When the weight is hanging by the derrick and

(b) When the shifting is over.

This problem is to be worked in two stages.

Stage 1: As soon as the weight is lifted off the tank-top, the COG of the weight shifts from the
LH to the derrick head.

KG of weight when in LH = 3.0 m

Height of derrick head above keel = 19.5 m
Hence, d = 16.5 m

GG2 = wd = 250 x 16.5 = 0.375 m

W 11 000

Original KG = 6.300 m
GG2 = 0.375 m
KG2 or new KG = 6.675 m

Hence KG at the end of stage 1 = 6.675 m answer (a).

Stage 2: As soon as the weight is placed on the upper deck, the COG of the weight shifts from
the derrick head to the UD.

Height of derrick head above keel = 19.5 m

KC of weight when on UD = 8.5 m
Hence, d = 11.0 m

GG2= wd = 250 x 11 = 0.250 m

W 11 000

New KG (end of stage 1) = 6.675 m

GG2 = 0.250 m
Final KG (end of stage 2) = 6.425 m

KG when shifting is over = 6.425 m answer (b)

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Question 6
On a ship of 10 000 t displacement, KG 7.75 m, the following changes took place:
1000 t of cargo discharged from No.2 LH, KG 4.0 m.
2000 t of cargo discharged from UD, KG 9.8 m.
500 t of FW taken into peak tanks, KG 6.5 m.
500 t of fuel oil taken into No.4 DBT, KG 0.5 m.
500 t of cargo shifted from No.2 TD to No.2 LH, through a vertical distance of 8 m.
Find the final KG of the ship. [20]
___________________________________________________________________
Weight (t) KG Moment by Keel (tm)
Remarks Loaded Disch (m) Loaded Disch
___________________________________________________________________
Ship 10,000 – 7.75 77,500 –
2LH Cargo – 1,000 4.0 – 4,000
UD Cargo – 2,000 9.8 – 19,600
Peaks FW 500 – 6.5 3,250 –
HFO 4 DBT 500 – 0.5 250 –
Total 11,000 3,000 81,000 23,600
3,000 23,000
Final W = 8,000 57,400
500 t shifted 8 m down (–) 4,000
Final moment = 53,400
Final KG = Final moment = 53,400 = 6.675 m
Final W 8,000

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Question 7

(i) With the aid of a diagram explain the effect of slack tank on the stability of a ship. [10]
(ii) On a ship of 10000 t displ, No 3 DB tank containing SW. is slack, If the tank is 20 m long
and is 18 m wide from shipside to shipside, calculate the FSC caused. [10]

FSC = i di = 1 b3 × di
W 12 W
= 20 × 183 × 1.025
12 × 10 000
= 0.996 m

Question 8

A ship of W 10 000 t, KM 7.0 m, KG 6.0 m works cargo as follows:

Load 800 t in No 2 LH (KG 3.75) 4 m to port of the centre line.

Loads 600 t in No 4 LH (KG 6.0 m) 8 m to starboard of the centre line.

Discharges 400 t from upper deck (KG 10.0 m) 2 m to port of the centre line.

If her free surface moment is 4400 tm, find the final list. [25]

To find the FLM

Remarks Weight (t) dist off CL Listing mom (tm)

Loaded Disch (m) Port Stbd

Cargo No 2 LH 800 -- 4 m to P 3200 --

Cargo No 4 LH 600 -- 8 m to S -- 4800
Cargo UD -- 400 2 m to P -- 800
Total 3200 5600
-3200
FLM = 2400 tm

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The next step is to find the final fluid GM.

Remarks Weight Moment by keel

Loaded Disch KG Loaded Disch

Ship 10,000 -- 6.0 60,000 --

Cargo 2 LH 800 -- 3.75 3,000 --
Cargo 4 LH 600 -- 6.0 3,600 --
Cargo UD -- 400 10.0 -- 4,000
Total 11,400 400 66,600 4,000
- 400 - 4,000
11,000 t Final 62,600 tm

Final KG = 62,600 = 5.691 m

11,000

FSC = FSM = 4400 = 0.4 m

W 11000
KM = 7.000 m
Final KG = 5.691 m
Solid GM = 1.309 m
FSC = 0.400 m
Fluid GM = 0.909 m

To find the list

Tan θ = FLM = 2400 = 0.24002
W.GM 11000X0909

Hence, θ = 13.5° OR 13°30’ to stbd.

Question 9
From a ship of W 8000 t, KM 8.6 m, KG 8.0 m, some deck cargo was washed overboard
(KG 10 m, 8 m from the centre line). If the resultant list is 3º, find the quantity of cargo lost.
[15]
Ans. = 31.7 t.

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Question 10

A ship leaves port on a ten (10) days ocean voyage with a displacement of 9040 tonnes,
KG 5.50m, KM 6.45m.(constant)
During the voyage her daily consumption is as follows:

 Fuel oil 45 tonnes at 0.6m above the keel;

 Fresh water 12 tonnes at 8.5 m above the keel.
 Stores 10 tonnes at 9.4m above the keel.

It is anticipated that the consumption of fuel and fresh water will produce a free surface
moment of 560 t-m

Calculate the Fluid GM on arrival.

[20]
___________________________________________________________________
Weight (t) KG Moment by Keel (tm)
Remarks Loaded Disch (m) Loaded Disch
___________________________________________________________________
Ship 9040 – 5.50 49720 –
Fuel oil – 450 0.6 – 270
FW – 1200 8.5 – 10,200
Stores -- 100 9.4 -- 940
FSM 560
Total 9,040 1,750 49720 11,970
1,750 11,970
Final W = 7,290 Final Mom. 37,750

Final KG = Final moment = 37,750 = 5.18 m

Final W 7,290
Fluid GM = KM – Fluid KG
6.45 – 5.18 = 1.27m

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Question 11

Define the following terminology: as it relates to a ship;

i. Hull deflection (hogging nd Sagging); [6]
ii. Camber [3]
iii. Reserve buoyancy; [4]
iv. Gross tonnage (GRT); [4]
v. Watertight as given in the load line rules 1968 [3]

Illustrate using sketches where necessary

Question 12

(a) Sketch a typical GZ curve for a stable ship and indicate the features that may be found
from it. [7]
(b) The ship in (a) is now further loaded with deck cargo. Show on the same curve how the
GZ might change due to this. [8]
© A ship is at a certain draught and displacement.
Sketch two GZ curves on the same axes to show this ship in a stiff and a tender [10]

Question 13

(i) Define terms list. (Illustrate using sketches.) [4]

(ii) A ship is listed 5 ½ to port. How much cargo must be loaded at the
o

distance of 6.0 m to starboard of the centre-line in order to bring

the ship upright if the initial displacement is 6000 t and GM is 0.48
m. [16]

solution

Calculating GGh
GGh = Tan ǿ x GM tan 5½0 x 0.48 = 0.046 m

Therefore, initial listing moment = W x GGh

= 6000 x 0.046 = 276 t-m

To countertact the listing moment; w x d = 276 , w x 6 = 276

Therefore; w = 46 tonnes

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Question 14

A ship which has just been completed has a light KM of 10.30 metres and a displacement of
3780 tonnes. A weight of 12 tonnes is moved across the deck for a distance of 11 metres; when
a plumb-line, suspended 8.0 metres above the batten, moves out 8 centimetres. Find the ship’s
light KG.
[15]
GM = w x d x length of plumb
W deflection of plumb line

GM = 12 x 11 x 8.0 = 3.49 KM - GM = KG
3780 0.08 10.30 – 3.49 = 6.81m

Question 15
A ship of 5124 tonnes displacement has the following righting levers;-

Angles of heel: 10° 20° 30° 40° 50° 60° 70°

Corresponding GZ 0.12 0.33 0.48 0.52 0.39 0.18 -0.09 metres

Draw a curve of moments of statical stability and find from this:-

(a) The moment of statical stability at 24° of heel.
(b) The maximum moment of statical stability and the angle at which this occurs,
(c) The range of stability.

Question 16

The centre of flotation of a ship is amidships and her length is 120 metres. Her T.P.C. is 16 and
her M.C.T.1C. is 115. Where, with relation to amidships, must a weight of 140 tonnes be loaded,
if the draft aft is not to change? [15]

Dist = MCTC x L = 115 x 120 = 14.4m fwd.

TPC x l 16 x 60

Question 17

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A ship is 140 metres long and floats at drafts of 6.38 metres forward and 7.06 metres aft. Her
T.P.C. is 22.1, M.C.T.1C. is 186 and F is 2.0 metres forward of amidships. She next takes in 310 t
of water ballast at 6.0 metres abaft amidships and then sails for her next port. On the voyage,
she uses 370 t of oil from 15 metres abaft amidships; 25 t of stores from 51 metres forward of
amidships’ and 48 t of fresh water from 3 metres abaft amidships. Find her draft on arrival.
[20]
Solution

Weights dist. From F moments

310t (+) 8m aft 2480 by stern
370t (-) 17m aft 6290 by head
25t (-) 49m fwd. 1225 by stern
48t (-) 5m aft 240 by head
-----------------------------------------------------------------------------
133T (-) 2825 by head

Bodily sinkage = net weight disch. = 133 = 6cm

TPC 22.1

Change of trim = R trimming moments = 2825 = 15.2 cm [head]

MCTC 186

Change of draft for trim; fwd = 68 x 15.2 = 7.4 cm

140
Aft = 72 x 15.2 = 7.8 cm
140

Original draft fwd 6.38m aft. 7.06m

Bodily sinkage -0.06m -0.06m
6.32m 7.00m
Change due to trim + 0.074m - 0.078m
New drafts 6.394m 6.922m

Question 18

(a) Sketch a curve of statical stability for a ship that is in an unstable condition and that has
an angle of loll of 15o where the range of positive stability beyond the angle of loll is 55o.

[8]

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(b) A ship at sea develops an angle of loll and has an empty longitudinally subdivided
double tank. Explain the procedure that should be followed to remedy the situation
stating any precaution that you may consider necessary to ensure that the ship is
returned safety to a stable condition. [12]

Solution
(b)
(i) Alter course to put the ship’s head in the predominant waves.
(ii) Check that port and starboard listing moments are the same. (to determine if the
vessel is loll or list)
(iii) Check for slack tanks.(reduce free effect if possible)
(iv) Take action to lower G (reduce KG)
(v) Ballast tank on the low side first then the high side.

Question 19
(a) Describe briefly the function of the stern frame.
(b) Label the stern frame shown below.

Solution

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The Stern Frame serves the purpose of supporting the tail shaft and rudder. The stern frame
strengthens the after end of the ship. Stern frames are fabricated in a number of ways. They
may be forged, cast or made from steel plates. Stern frames are to be strengthened at intervals
by transverse webs.

Stern frames are attached to the adjoining structure and the lower part of the stern frame is to
be extended forward to provide connection to the flat plate keel.

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Rudder
Stock

Steering Flat

FW Tank Floors
Rudder
Trunk

Propeller Aft Peak

Post Bulkhead

Rudder

Rudder
Post

Question 20

With the aid of sketches define the following principal dimensions:

i. Forward perpendicular
ii. Moulded draft
iii. Length between perpendicular [LBP]
iv. Statutory freeboard

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v. Moulded breadth

Length Overall

SLWL

LBP

Registered Length

Forward perpendicular is vertical line through the point where the summer load waterline
meets the forward side of the stem.

Length Between Perpendicular (LBP) is the length in metres of the ship between the forward
and after perpendiculars measured along the summer load waterline.

Moulded beam is the extreme breadth in metres of the vessel measured inside the shell
platings.

Moulded draft is the vertical distance in metres from the waterline to the top of the keel.

Statutory Freeboard is the vertical distance from the upper edge of the summer load line to the
upper edge of the deck line. It is the vertical distance from the waterline to the upper edge of
the uppermost continous deck when the vessel is floating at her summer draft.

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Moulded Breadth

SLWL Registered Depth

Moulded Depth

Moulded Draft

Question 21
Compare and Illustrate by means of labelled half mid-section sketches each
of the following framing systems:
(i) transverse;
(ii) longitudinal;

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Deck Stringer
Beam

Sheer Strake
Deck Girder
Beam Knee

Frame
Pillar
Centre Girder
Side Girder Tank Side Bracket

Bilge Strake

Margin Plate
Plate Floor
Garboard Strake

Transverse system of framing is to be found in ships which are relatively short. The system
consists of closely spaced transverse frames. These ships are not subjected to very great
hogging or sagging stresses. A transverse system of framing provides great resistance to racking
stresses. Figure 3.4 shows the transverse system of framing.

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Figure 3.5. The longitudinal system of framing

Longitudinal system of framing is to be found in ships which are relatively long. These ships can
be subjected to very great hogging and sagging stresses. A longitudinal system of framing
provides great resistance to hogging and sagging stresses. The system consists of longitudinal
frames throughout the bottom, sides and deck of the vessel with widely spaced web frames to
hold the longitudinal in place and provide transverse stiffening. Figure 3.5 shows the
longitudinal system of framing.

Question 22
Illustrate and describe EACH of the following with labelled sketches:
(a) A bilge keel;
(b) A duct keel ;
(c) Tank side bracket.

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Frame

Tank side Bracket

Bilge Keel

Margin Plate Bilge Strake

Floor

Solution
Bilge Keels are fitted to minimize rolling. They are attached to a bar which is welded to the shell
plating. This is done so that they would not compromise the watertight integrity of the hull if
damaged. In modern vessels stabilizers are fitted instead of bilge keels.

Tank side brackets connect the frames to the floor and provide resistance to racking stresses.

Question 23
(a) Enumerate the purpose(s) of bulkheads, and state the minimum number of bulkhead a
vessel should be fitted.
(b) How is strength given to a bulkhead?
(c) Label the diagram

Solution

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(a) Bulkheads are fitted to a vessel for the following reasons:

1. Transverse Bulkheads provide great transverse strength to resist racking.

2. Longitudinal bulkheads resist the stress due to hogging and sagging.

3. Watertight bulkheads extending to the freeboard deck provide watertight

compartments to restrict flooding and prevent the vessel foundering in the event of
bilging.

4. Bulkheads also confine fire to a particular zone of the vessel should one break out.

(b) Strength is given to bulkheads by fitting them with stiffeners. According to the Ship
Construction Rules, there is no set spacing for the stiffeners generally, but those on the
collision bulkhead are to be 610 mm apart and those on the after peak bulk head are to
be 760 mm apart

(c) According to the Ship Construction Rules all ships must be fitted with:

 A collision bulkhead. This is the first bulkhead from forward.

 After peak bulkheads enclosing the stern tube in a watertight compartment.
 A bulkhead at each end of the machinery space.
 Additional bulkheads depending on the length of the vessel.

Question 24

With the aid of simple sketches differentiate between a balanced rudder and an un-
balanced rudder.

Rudders come in mainly two forms, balanced or unbalanced. A balanced rudder has up to one
third of its area forward of it turning axis.

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An unbalanced rudder has all its area aft of the turning axis. The rudder consists of pintiles and
gudgeons. The top pintile is the locking pintile and prevents any vertical movement of the
rudder.

Unbalanced
rudder . Balanced rudders

Question 25
Labeled the diagram

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