STABILITY AND OPERATIONS

No 79 (February 20)

Q1

(a) (i) Relative Density – is the ratio of the density of a substance

compared to the density of Fresh Water

It can be seen that units cancel out top and bottom and
Relative Density has no units.

(ii) Archimedes Principle - An immersed or partially immersed

body experiences an upthrust (Force of Buoyancy) which is
equal to the weight of water displaced, which is equal to the
weight of the body.

(b)
8.055 m

T DWA 0.144 m
7.911 m

Sinkage

S – T 0.161 m

7.800 m
S 0.050 m
7.750 m

To Calculate the FWA

FWA = ∆s
4 x TPC

= 15 240
4 x 22.65

FWA = 180 mm

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 The FWA is 180 mm

To Calculate the DWA

DWA = FWA x (1025 ~  DW)

25

= 180 x (1025 - 1005)

25

DWA = 144 mm = 0.144 m

To Calculate the TPCDW

TPCDW = TPCSW x ρDW

ρSW
= 22.65 x 1.005
1.025

TPCDW = 22.21 t

To Calculate S - T

S – T = 1/48 x SD = 7.750 = 0.150 m

48

S – T = 0.161 m

To Calculate Sinkage

Required Sinkage = Required Draught – Present Draught

= 8.055 - 6.900

Required Sinkage = 0.255 m = 25.5 cm

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 To Calculate the Total Weight to Load

Total Weight to Load = Sinkage x TPCDW

= 25.5 x 22.21

Total Weight to Load = 566.4 t

To Calculate the Cargo to Load

Cargo to Load = Total Weight to Load + Ballast Discharged

= 566.4 + 200

Cargo to Load = 766.4 t

The Cargo to Load is 766.4 tonnes

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 Q2

Note to Students – It always pays to check the whole question

before starting. Part (a) (i) could easily be calculated using the
“Single Weights” method, but part (a) (ii) requires the initially
listed condition to be used in the calculation. This is best all done
using the “Multiple Weights” method.

a) (i)

By Multiple Weights
From HP using TMD 6.200 m in FW by Inspection:

∆ is 12 437 t

Taking moments about the Keel

Weight (t) Kg (m) Moments (t.m.)

Loaded Disch’d Loaded Discharged
12 437 7.08 88 053.96
80 18.00 1 440.00
FSM 989.00
12 517 0 90 482.96 0.00
-0 -0.00
Σ 12 517 Σ 90 482.96

To Calculate the Final KG

KGf = Σ Moments about the Keel = 90 482.96 = 7.23m

Σ Weights 12 517

Finding the KM using the Hydrostatic Tables

12 517
a
b
12 437 12 658

c
KM 8.46 m 8.43 m

KM = 8.46 - ( 80 x 0.03) = 8.45 m

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 ( 221 )

To Calculate the Lifted GMf

KM 8.45 m
KGf - 7.23 m
GMf 1.22 m The Lifted GMf is 1.22 m

Taking Moments about the Centreline

Weight (t) Distance from CL Moments about C.L.

(m) (t.m.)
Load Disch P S Port Stbd
12 437
80 14.00 1120.00
12 513 80 0.0 1120.00
-0 -0.00
Σ 12 513 Σ 1120.00

GGh =  Moments about centreline = 1120 = 0.0895 m to

Stbd
 Weights 12 513

To Calculate the List

Tan θ° = GGh = 0.0895 = 0.0669

GMf 1.22

θ° = 4.2° to Stbd

The Final List is 4.2° to Starboard

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(ii)

Taking Moments about the Centreline

Weight (t) Distance from CL Moments about C.L.

(m) (t.m.)
Load Disch P S Port Stbd
12 437 0.0464 577.08
80 14.00 1120.00
12 513 0 577.08 1120.00
-0 -577.08
Σ 12 513 Σ 542.92

GGh =  Moments about centreline = 542.92 = 0.4337 m to

Stbd
 Weights 12 513

To Calculate the List

Tan θ° = GGh = 0.4337 = 0.0356

GMNEW 1.22

θ° = 2.0° to Stbd

The Final List is 2.0° to Starboard

b) The elimination of FSE will:

 Remove the virtual rise in G caused by the free movements;

 Increase the Effective Metacentric Height (GM) of the vessel;

Since Tan θ° = GGh

GMNEW

 The increase in GM will reduce the Tan θ°;

 Therefore reduce the maximum angle of list;

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 Q3

(a) After Perpendicular (AP)

The perpendicular at the after end of the vessel which coincides with
where the axis of the rudder stock is cut by the waterline when the
vessel is at even keel at a draught equivalent to 85% of the vessel’s
moulded depth.

(b) (i) Midships = LBP = 137.5 = 68.75 m foap

2 2

(ii) From the HP (By inspection):

LCB 70.46 m foap

KB 3.06 m

(iii) Since at EK, LCB = LCG, therefore LCG is 70.46 m foap

KG is given in question at 8.10 m

(iv) From the HP (By inspection):

LCF 68.43 m foap

LCF is always on the waterline

Note to Students – Since the AP hasn’t been included in the

supplied diagram, the rudder and rudder stock have been drawn
in, with the AP passing through the centre of the rudder stock.

Since the FP hasn’t been included either, where the waterline

crosses the bow has been taken as the FP for the purpose of
finding midships in this instance.

Midships was drawn in halfway between these, and once the LCB,
LCG, and LCF have been found, they have been placed in fore and
aft of the midships line as the distance foap dictates.

The correct heights must also be used. The draught is half the
ship’s depth, so must be drawn in half way between the deck and
the keel. The heights of KB and KG above the keel positioned
relative to the keel, waterline and deck.
F is on the waterline as always.

YOU CANNOT JUST MARK THESE POSITIONS ANYTHERE!

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Section B
Q4.
A Very Large Crude Carrier (VLCC) is to transfer crude oil at sea.
The operation is to be undertaken as a side-by-side, Ship to Ship transfer
(STS transfer).
(a) List TEN physical preparations to be made on deck prior to run-in
and mooring
(10)
(b) State FIVE circumstances when transfer operations should be
stopped as a precautionary measure.
(10)
3.(a)
 Primary fenders are floating in their proper place? Fender
pennants are in order?
 Secondary fenders are in place, if required?
 Over side protrusions on side of berthing are retracted?
 Cargo manifold connections are ready and marked?
 Adequate lighting is available?
 Power is on winches and windlass and they are in good
order?
 Rope messengers, rope stoppers and heaving lines are
ready for use?
 All mooring lines are ready?
 All mooring personnel are in position?
 Communications are established with mooring personnel?
 The anchor on opposite side to transfer is ready for
dropping?
3. (b)
 movement of the oil tankers alongside reaches the
maximum permissible and risks placing excessive strain on
the moorings;
 under adverse weather and/or sea conditions;
 either oil tanker experiences a power failure;
 there is a failure of the main communication system
between the oil tankers and there are no proper standby
communications;
 any escape of oil into the sea is discovered;
 there is an unexplained pressure drop in the cargo system;
 fire danger is discovered;

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  any oil leakage is discovered from hoses, couplings, or the
oil tanker’s deck piping;
 overflow of oil onto the deck occurs caused by over-filling
of a cargo tank;
 any faults or damage threatening the escape of oil are
discovered; and
 there is a significant, unexplained difference between the
quantities of cargo delivered and received.
(PICK ANY 5)
Q5

A bulk carrier is operating in the North Sea area. With reference to

MARPOL 73/78 (as amended):
(a) Explain the term cargo residues;
(2)
(a) Cargo residues means the remnants of any cargo which are
not covered by other Annexes to the present Convention and
which remain on the deck or in holds following loading or
unloading, including loading and unloading excess or spillage,
whether in wet or dry condition or entrained in wash water but
does not include cargo dust remaining on the deck after
sweeping or dust on the external surfaces of the ship. (Marpol
Annex 5 regulation 1)

(b) list the criteria that must be complied with if the cargo residues
contained in wash water are to be discharged into the sea from this
vessel; (8)
North Sea is a special area under annex 5
Discharge of the following garbage into the sea within special
areas shall only be permitted while the ship is en route and as
follows:
Cargo residues contained in hold washing water do not include
any substances classified as harmful to the marine environment
according to the criteria set out in appendix I of this Annex;
Solid bulk cargoes as defined in regulation VI/1-1.2 of the
International Convention for the Safety of Life at Sea (SOLAS),
1974 , as amended, other than grain, shall be classified in
accordance with appendix I of this Annex, and declared by the

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shipper as to whether or not they are harmful to the marine
environment*;
Cleaning agents or additives contained in hold washing water do
not include any substances classified as harmful to the marine
environment taking into account guidelines developed by the
Organization;
Both the port of departure and the next port of destination are
within the special area and the ship will not transit outside the
special area between those ports;
No adequate reception facilities are available at those ports
taking into account guidelines developed by the Organization;
and
Where the conditions of subparagraphs 2.1 to 2.5 of this
paragraph have been fulfilled, discharge of cargo hold washing
water containing residues shall be made as far as practicable
from the nearest land or the nearest ice shelf and not less than
12 nautical miles from the nearest land or the nearest ice shelf.

(c) (i) state the name of the document that this discharge should be
recorded in;
(2)
(ii) list the information that should be included for the entry; (6)

(c) (i) Garbage record book PART II (For all cargo residues as
defined in regulation 1.2 (Definitions)

(ii) Date/ Time, / Position of the ship (latitude/longitude) / HME

Yes/No / Estimated amount discharged Into sea (m3) / Start and
stop positions of the ship for discharges into the sea /
Certification/ Signature

(d) state the applicable criteria for cargo residues NOT contained in wash
water.
(2)
(d) Discharge prohibited

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 Q6.

The International Management Code for the Safe Operation of Ships and
Pollution Prevention (the ISM Code) requires a Safety Management
System to be developed and implemented.
List FIVE functional objectives of a Safety Management System as
required by the ISM Code.
(10)

The objectives of the Code are to ensure safety at sea, prevention

of human injury or loss of life, and avoidance of damage to the
environment, in particular, to the marine environment, and to
property.
1.4 Functional requirements for a Safety Management System
(SMS)
Every Company should develop, implement and maintain a Safety
Management System (SMS) which includes the following
functional requirements:

 a safety and environmental protection policy;

 instructions and procedures to ensure safe operation of
ships and protection of the environment in compliance with
relevant international and flag State legislation;
 defined levels of authority and lines of communication
between, and amongst, shore and shipboard personnel;
 procedures for reporting accidents and non-conformities
with the provisions of this Code;
 procedures to prepare for and respond to emergency
situations; and
 procedures for internal audits and management reviews.
(Note, the question is probably meant to ask for requirements)

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