Stability Discussion Questions and Answers

General Stability
Define dynamical stability?
Dynamical stability is found from the vessels righting moment curve (𝐺𝑍𝑥∆) and is given by the area
under the curve up to the point being considered and represents the energy needed to heel the vessel
to that point.

What information can be extracted from a GZ Curve?

1. GM
2. Angle of deck edge immersion
3. Max righting lever
4. Angle of vanishing stability
5. Range of stability
6. Area of stability
7. Determine if vessel is upright
8. Could determine if carrying timber deck cargo

How is the effect of icing on a vessels stability determined?

By considering the icing allowances found in the ship stability book which are 30kg per m squared for
horizontal surfaces and 15kg per meter squared for vertical surfaces. Note; in less severe conditions, half
icing allowances can be used.

Explain how an increase in the beam of a vessel can improve a vessels stability and why such
improvement is more pronounced at smaller angles of heel.
Increasing a vessels beam increases the inertia of the waterplane by a factor of the beam cubed and
increases BM by a factor of the beam squared, resulting in an immediate increase in GM. However the
increase in bean reduces the angle of deck edge immersion and so the stability improvements are more
pronounced at smaller angles.

What factors affect the shape and size of a curve of statical stability
1. GM
2. Angle of deck edge immersion

Action in the event of a collision

1. Close all watertight doors
2. Take measures to restrict ingress of water (leave vessels in place initially, collision patch)
3. Use pumps to remove water.
4. Cross flooding – ballast ship to bring upright
5. Ballast aft to lift bow out the water. Combined with cross flooding this may lift damaged section
of hull out of the water.
6. Removal of weight from vessel particularly from upper part.
7. Shore up internally to prevent loss of adjacent compartments
8. If all else fails consider beaching.

What is the use of information contained a vessels stability book?

1. General particulars – for general use in assessing stability and cargo carrying capacity.
2. General arrangement plan – location of spaces used for items of deadweight.
3. Capacities and centres of gravity – calculation of transverse and longitudinal stability and
assessment of deadweight.
 4. Estimated weight and disposition of crew – calculation of stability and assessment of deadweight.
5. Estimated weight and disposition of deck cargo
6. Deadweight scale – displacement, TPC, MCTC – assessment of cargo to load and deadweight.
7. Hydrostatic particulars – Displacement, TPC, MCTC, LCB, LCF, KM
8. Free surface information
9. KN Tables – creating curves of statical stability and compliance with loadline regulations.
10. Pre-worked conditions – to provide guidance on assessing stability
11. Instructions on special conditions – eg filling of cargo or fuel spaces etc to maintain adequate
stability.
12. Inclining experiment report – helps assess changes in vessels condition over time.
13. Information on longitudinal stress to assess sheer, BM, torsional stress etc.

What information should be provided in the stability book for pre-worked conditions?
1. Free surface information – FSM table for each tank. Given for standard RD of liquid which needs
to be adjusted for other densities. Used to calculate fluid KG and GM. Should be example.
2. KN tables and cross curves – diagram showing righting levers for assumed KG (KN is GZ assuming
KG is zero). Should be worked example of how to create a GZ curve from the tables. KN tables
are used to obtain value of GZ. Cross curves are used to find GZ of vessel for any angle of heel.
3. Pre-worked conditions such as lightship, ballast, service loaded – including; profile diagram with
disposition of weights, GM, GZ curve, warning of unsafe condition.
4. Drydock – to assist in planning for entering drydock.
5. Loaded – provides example to establish stability condition of the vessel when loaded in relation
to draft, trim, displacement, stress, and compliance with loadline criteria.
6. Ballast – as for loaded except in ballast condition.
7. Homogenous loaded – gives example on cargo distribution for a given cargo to achieve a required
stability criteria so as to enable the officer to plan for loading various cargoes.
8. Special procedures – contain procedures to maintain stability in various situations. Gives
sequence of ballasting during voyage to compensate for FW and fuel consumption, ballasting to
compensate for strong winds, measures to compensate in arctic waters.
9. Inclining experiment report – details of inclining test, including lightship information.

Use, Limitations and relative accuracy of:

Simplified Stability Tables – quick assessment of whether vessel complies with stability criteria. For
upright calculations only. Sufficient accuracy for initial assessment but not allowance is made for a
change in G.

Curves of statical stability based on KN tables – more detailed graphical representation of a vessels
stability. Require understanding for correct interpretation and takes longer to assess if vessel is within
requirements. They take into account changes of hull shape with angle of heel, however they are
normally calculated in the even keel condition, or in some cases at a predetermined trim. They remain
accurate up to the angle of progressive flooding. Vessels with low freeboard or uneven distribution of
freeboard require modified K data called free to trim corrections ie, offshore supply vessels.

Initial GM – gives quick assessment of the vessels stability. Gives little indication of overall stability
criteria and no indication of max righting lever or statical stability. This is the least accurate method of
assessing a vessels stability as it only allows one aspect of the vessels compliance to be assessed.

Righting lever based on wall sided formula – Highly accurate and quick way of assessing stability and
whether it complies with regulations. It assumes the vessel is box shaped and cannot be applied after
angle of deck edge immersion. 2nd most accurate method within limits stated.
Rolling period – provides approximation for GM and loaded KG of vessel. Requires accurate timing, calm
water and atmospheric conditions. Second least accurate method after initial GM method.

Describe stability problems associated with towing vessels?

1. Large athwartship forces experienced with towing.
2. Cause vessel to heel over to large angle reducing dyamical stability.
3. More pronounced when towline is short and not very stretchy.
4. Sudden surges in propulsion can affect stability.
5. Changes in trim caused by pull on tow line.
6. Tugs can experience girting or girding. Tug ends up being towed sideways by the vessel it is
supposed to be towing. Can lead to capsize. More pronounced when tow hook is near midships.
Precautionary measures to be taken?
1. Use long tow line with good stretch or shock absorbing hook.
2. Use of gob rope.
3. Reduce height of towing point.
4. Slow down the tow.
5. Giving the vessel a large beam length ratio.
6. Increase the freeboard.

Free Surface
What is the effect of subdividing a tank longitudinally into equal compartments on a vessels free surface
correction?
The FSC is reduced by a factor of the number of compartments created squared.

What is the effect of transverse subdivision of a tank on a vessels FSC?

There is no effect.

What are the factors effecting virtual loss of GM due to FSM?

1. Length of the tank
2. Breadth of the tank cubed
3. Density of the liquid
4. Displacement of vessel

Explain the effect when a slack tank is equally divided longitudinally and transversely?
1. The virtual loss of GM due to FSE is reduced by the number of equal compartments created
squared when tank is divided longitudinally.
2. There is no effects when the tank is divided transversely.

Explain purpose of FSM’s supplied in hydrostatic particulars

FSM’s are easily corrected for density by multiplying by the relative density of the liquid in the tank,
these corrected FSM’s care then applied in a loading table in the moment’s column to calculate the
vessels transverse stability.

Sketch graph to show the way in which the effective KG of the ship will change from instant of starting
to fill an initially empty double bottom tank with freshwater until the tank is full
Heel Due to Turning
As a vessel turns a centrifugal force acts through the COG in an outward direction on a turn. This force
is opposed by centripetal force acting through B. The combination of the forces with the lever B to G
vertically cause a heeling moment. This heeling moment is opposed by the vessels righting moment, B
to G horizontally (GZ) multiplied by the weight of the ship. The vessel will heel until the righting moment
equals the heeling moment.

Inclining Experiment
The purpose of the inclining experiment is to find the lightship KG which is used for all stability
computer calculations.

When must an inclining experiment be carried out?

1. On Completion of a new build
2. After major structural alterations
3. Every 5 years for RoRo passenger ferries
 4. A passenger ship must undergo a lightship check every 5 years. If the LCG has changed by 1% or
displacement by 2% or more, then it must complete an inclining experiment.

Explain why a vessels lightship KG may change over a period of time?

1. Buildup of paint
2. Corrosion/rust
3. Minor structural alterations
4. Sludge buildup in tanks
5. Unaccounted for stores
6. Water absorbtion
7. Marine growth

List the precautions to be taken in preparing for an inclining experiment

1. Vessel should be as near to lightship as possible.
2. Should be a calm environment with no current, waves or wind.
3. Sufficient certified weights available to cause a 2⁰ list
4. 2 pendulums on inclinometers in different positions.
5. Tanks should be empty or contain enough fluid to prevent pocketing.
6. Crew and non-essential personnel should not be on the ship.
7. Vessel should be freely floating
8. Mooring lines must be slack
9. Vessel must not be resting on fenders
10. Cranes and machinery must be in at sea condition.
11. Gangways stowed in at sea position
12. Oil bath should be used to dampen pendulum

Rolling Periods and Synchronous Rolling

Explain why a vessel at the same draft on different voyages may have different rolling period?
The formula for roll period is:
2𝜋𝑘
𝑇=
√𝑔 𝐺𝑀
K is the radius of gyration and depends on masses relative to the centre line. Moving masses outboard
increases radius and roll period. GM is dependant on masses relative to the keel. Moving masses down
increases GM but decreases roll period. Location of masses varies from voyage to voyage, even with
the same draft, thus causing different roll periods.

What is synchronous rolling?

Is when the natural roll period of the vessel is the same as the encounter frequency of a wave system.
The vessel can synchronise with the waves causing it to roll to ever larger angles. The dangers are:
1. Capsize
2. Structural Damage
3. Loss of deck cargo
4. Shift in cargo
5. Injury to personel
6. Crew discomfort leading to fatigue

What actions should a ships officer take when encountering synchronous rolling?
1. Alter course immediately
 2. Change natural roll period of vessel if required to go back to original course

Offshore Supply Vessels

What is meant by the term ‘free to trim’ and its particular relevance to offshore supply vessels?
Free the trim is the term used when calculating KN values for a vessel so that it is free to adapt its
equilibrium trim.

From Fig 1 it can be seen that as the vessel heels beyond deck edge immersion to WL2 the vessel gains
buoyancy towards the bow (b+). This causes the overall centre of buoyancy to move forward from B to
B1 which causes the vessel to trim by the stern.

Fig 2 – shows a plan view of the vessel heeled beyond deck edge immersion with WL2 in the fixed and
free to trim conditions. It can be seen that in the free to trim condition there is a reduction in
waterplane area. The reduction in waterplane area reduces the waterplane inertia, BM, GM and GZ
values.

What are the stability problems in association with the design and operation of offshore supply vessels
Operational Considerations are:
1. The need to maintain appropriate stability whilst loading and discharging in a seaway. The
vessel must be neither too stiff nor too tender to allow cargo operations to take place. The
design of the vessel may incorporate passive stabilizers to help dampen the roll period.
2. The need to consider FSE due to mud. This is overcome in the design by using multiple small
tanks.
 3. The need to consider FSE in pipes carried on deck which is overcome by capping.
4. The need to maintain enough reserve stability to cope with loads incorrectly placed and of an
incorrect mass.
5. Consider stability when discharging out of sequence.
6. Overall the master must be aware of the roll period of the vessel with regard to cargo work on
deck.

Guidance to Surveyors for wind heeling of container vessels

1. Calculate Wind Heeling Moment (WHM) (Where C = centroid of windage area)

𝑊𝑖𝑛𝑑𝑎𝑔𝑒 𝐴𝑟𝑒𝑎 𝑥 48.5𝑘𝑔/𝑚2 𝑥𝐷𝑖𝑠𝑡 𝐹𝑟𝑜𝑚 𝑇⁄2 𝑡𝑜 𝐶

𝑊𝐻𝑀 =
1000
2. Take into account gusts

𝐺𝑢𝑠𝑡𝑠 = 𝑊𝐻𝑀𝑥1.5

3. Plot vessels righting moment curve 𝐺𝑍𝑥∆ On the same axis plot WHM and 1.5WHM

ɵ= Angle of statical stability (angle vessel would heel to with steady wind) Should be equal to or less
than 0.65 deck edge immersion.
ɵ1= 15 degrees less than ɵ
ɵ2= Angle downflooding
For compliance area A must be less than or equal to Area B.
Area A represents the energy applied to a vessel to cause it to heel through a combination of gusts and
rolling.
Area B represents the vessels ability to absorb energy when heeled to the angle of downflooding.

Loadline regulations
1. GM ≥ 0.15m or ≥ 0.05 if the vessel is carrying timber deck cargo
2. Max GZ must be at or beyond 30⁰
3. GZ at 30⁰ ≥ 0.2m
4. Area from 0-40⁰ or angle downflooding ≥ 0.09mrad
5. Area from 30-40⁰ or angle of dowflooding ≥ 0.03mrad
6. Area from 0-30⁰ ≥ 0.055mrad

Define a ‘Type B’ Ship?

A ‘Type A’ vessel is designed to carry liquid cargo in bulk. It must have small watertight steel gasketted
closures. It must have high integrity of the deck and low permeability of cargo spaces. A ‘Type B’ vessel
is any other vessel other than ‘Type A’.

Explain for a Type A ship the corrections to be applied to the tabular freeboard to obtain the assigned
freeboard?
1. Bow Height Correction – The FB is increased if necessary until the minimum now height is met.

2. Deck Edge Correction – The deck edge correction taking into account the difference in height
between the deck edge and the actual height of the deck and allows a reduction in FB.

3. Sheer Correction – The vessels sheer is compared to a standard template. If there is an excess
of sheer then the vessels FB may be reduced because the additional sheer provides additional
buoyancy and protection of the deck.

4. Superstructure and Trunking – a vessels FB may be reduced if the superstructure/trunking meet

the requirements stated in the loadline regulations for a reduction in FB because the
superstructure provides additional buoyancy and protection of deck.
Explain why a vessel carrying timber on deck may be allowed a smaller GM that is usual for a cargo
vessel.
As timber deck cargo becomes immersed, GZ values increase relative to a vessel without timber deck
cargo. There is also a greater angle of effective deck edge immersion on a vessel carrying a timber deck
cargo. These factors lead to:
1. A greater max righting lever
2. A later angle of vanishing stability
3. An increased area underneath the GZ curve
It is for these reasons that a vessel carrying timber deck cargo may be allowed a smaller GM.
What are requirements for Type A vessel to withstand flooding?
1. If >150m and FB < type B (loaded in accordance with initial condition of loading) – vessel should
remain afloat after any compartment is flooded (assumed permeability of 0.95 and 0.85 for
machinery space).
2. Final WL must be below point at which progressive flooding can take place.
3. Max angle heel = 15⁰ (or 17⁰ if deck edge not immersed)
4. GM positive
5. Arrangements in place to stop flow of water between compartments with pipes and ducts.
6. GZ curve min range of 20⁰ beyond point of equilibrium with max GZ of at least 0.1m. Area
under curve or this area should be at least 0.0175mrad.
7. Assigning authority will satisfy itself that that there is adequate stability during intermediate
stages of flooding.

What requirements need to be met in order for a Type B vessel to be given a reduction in freeboard
and what extent of flooding should it be able to survive.
B-60 – reduction not exceeding 60% of difference between tabular FB from table A and B.
Requirements:
1. Vessel must be > 100m
2. Hatchways and hatch covers must comply with requirements for reducing FB.
3. Freeing arrangements must comply with requirements.
4. Crew protection must comply with requirements.
The vessel should remain afloat if one compartment is flooded with permeability of 0.95. If the ship is
>150m machinery space is considered to have permeability of 0.85m

B100 – 100% reduction

1. Machinery casings protected as per requirements for Type A
2. Free arrangements comply with Type A requirements
Shall remain afloat with one compartment flooded at permeability of 0.95. If ship is >150m then
machinery space is considered to have permeability of 0.85. Any one transverse bulkhead will be
flooded such that two adjacent fore and aft compartments shall be flooded but this does not apply to
the machinery space bulkhead.

What are the survival damage requirements for Type A and B vessels?
1. Vertical extent – from base line without limit.
2. Transverse – one fifth of breadth at summer loadline or 11.5m whichever is least.
3. Longitudinally – damage confined to one compartment unless otherwise required.
4. If damage of lesser extent results in more severe condition then lesser extent shall be assumed.

What are the timber loadline requirements?

 1. Superstructure – forecastle of at least standard height and length of at least 0.07L. If ship is
<100m a poop of at least standard height, or raised quarter deck with either deckhouse or a
strong steel hood of at least the same total height shall be fitted aft.
2. Double bottom tanks – within the midship half-length of the ship shall have adequate WT
longitudinal subdivision.
3. Bulwarks – perminant bulwarks of 1m in height and stiffened on the upper edge and supported
by strong bulwark stays attached to the deck and provided with necessary freeing ports, or with
efficient rails of the same height and or specifically strong construction.
4. Stowage and lashing – in accordance with current loadline regs.
5. Stability – provision to be made for safe margin of stability at all stages of the voyage. Giving
due regard to additions in weight such as from ice or water absorption and to losses of weight
from use of water and fuel.
6. Protection of crew and access to machinery spaces – provide guardrails or lifelines not more
than 330mm apart vertically on each side of the deck cargo to a height of at least 1m above
cargo.
7. Steering arrangements – should be protected from damage by cargo and be accessible.
Efficient provision to be made for steering in the event of breakdown of main steering
arrangements.

Grain Regulations
Describe compliance from first principles
1. Complete draft survey and find; ∆, KM and KN
2. Complete ullage survey and find; Vol of grain, KG, and VHM
3. Calculate KG of the vessel
4. Calculate 𝐺𝑍 = 𝐾𝐺 𝑥 𝑠𝑖𝑛𝜃
5. Plot vessel GZ curve
𝑇𝑜𝑡𝑎𝑙 𝑉𝐻𝑀
6. Calculate grain heeling lever at 0⁰ 𝜆0 = 𝑆𝐹 𝑥 ∆
7. Calculate grain heeling lever at 40⁰ 𝜆40 = 0.8 𝑥 𝜆0
8. Plot both on vessel GZ curve and draw a straight line between them. This is the grain heeling
arm curve
For Compliance:
1. GM must be ≥ 12⁰ or angle DEI whichever is earlier
2. The area bounded by the GZ curve, the grain heeling arm curve and:
A vertical line through 40⁰
A vertical line through the angle downflooding
A vertical line through the maximum difference in
ordinates, whichever is the least.
This area must be ≥ 0.075 Rad
3. The vessel must be upright prior to departure
4. The master is required to be able to prove compliance from first principles

Describe the measures which may be taken to minimise grain heeling moments?
1. Top-up part filled compartments
2. Empty part filled compartments
3. Redistribute part filled compartments.
4. The physical movements of grain can be reduced by; bagging, sorcering, shifting boards, and
overstowing.

Drydocking
The critical period is the time from stern touching down to bow touching down on blocks.
The critical instant is the instant just before the bow touches down. This is when the vessel is most
unstable.

Describe methods of improving initial stability if GM at critical instant is not adequate?

1. Take on ballast
2. Move weights down
3. Discharge masses from high up
4. Reduce FSE by pressing or emptying tanks
5. Note: Reducing the trim will reduce the up thrust and therefore the loss of GM at the critical
instant

Describe the measures to be taken to ensure stability is adequate when the dock is flooded prior to the
vessel leaving Drydock?

1. Ensure that the vessel is returned to the same stability condition as arrival. In particular take on
ballast which may have been discharged.
2. If the vessel has undergone major structural alterations then the stability at the critical instant
will need to be recalculated and the vessels ballast changed to ensure the correct GM and trim.

Describe checks made during loadline survey

1. All statutory certificates and certificate of class valid. Loadline certificate to be endorsed for
annual survey.
2. Stability documentation available including damage stability and loading information.
3. Operation of loading computer verified.
4. Check no unapproved changes have been made to hatch covers, coamings and securing and
sealing devices since previous survey
 5. Check documentation on Bow, Side and stern doors – Report C11 provides information on door
arrangements including operation and CCTV.
6. Hull Survey – condition of hull and closing appliances, check the following; hatchways, weather
decks, side plating above WL, casings, skylights, flush deck scuttles, deckhouses,
superstructures, widows, side scuttles and deadlights, chutes and other openings, scuppers,
sanitary discharges and valves, guard rails and bulwarks, freeing ports, gangways and lifelines,
and permanent fittings for timber deck cargo.
7. Examine and operate all wethertight and watertight doors locally and remotely.
8. Check condition of watertight bulkhead penetrations.
9. Collision and other watertight bulkheads examined.
10. Bow, inner bow, side and stern doors – check sealing including gaskets and retaining bars.
Tightness of doors to be confirmed.
11. Deck – vents, air pipes, weld connections to deck. Special requirements for ships allowed to sail
with reduced freeboards.
12. Hatch covers and coamings – gaskets checked and all covers mechanically operated and found
to be weathertight. Securing devices and cross joint cleats found to be effective and fastening
correctly.
13. Draining from enclosed spaces on the freeboard deck satisfactory.
14. Check draught/freeboard marks.

Explain the virtual loss of GM during drydocking

Critical period – part of the weight of ship is being borne by blocks. Creates an upthrust at the stern
which increases as the water level drops. This upthrust creates a virtual loss of GM. It is essential that a
positive GM be maintained during the critical period or the vessel may heel over and slip off the blocks.

The sketch shows a ship during the critical period. P is the upthrust at the stern and LCF is distance of
𝑇𝑟𝑖𝑚 𝑥 𝑀𝐶𝑇𝐶
LCF from the AP. P is calculated with the following formula 𝑃 = 𝐿𝐶𝐹
Diagram shows vessel during the critical period with the forces acting when heeled by an external
force.
Ships displacement acts down through G.
P is the upthrust of the blocks on the keel.
∆-P is the residual buoyancy force acting up through centre of buoyancy
The effective righting moment is (∆-P) x (G1 Z1). Loss of GM results in the vertical rise of G to G1. Loss
𝑃𝑥 𝐾𝐺
of GM = ∆−𝑝

Explain why the KM in the freely floating condition, prior to drydocking, should not be used in the
calculation of the GM at the critical instant.
KM to be used in calculating the GM at the critical should be for the true mean draft at the critical
instant. This is difficult to determine as it cannot be obtained without knowing the TMD at the critical
instant, but this cannot be obtained without first knowing the KM at the critical instant.
If KM in freely floating condition is used, then the GM calculated for the critical instant will be incorrect
and over estimate the vessels stability.

Explain why it is usual for a vessel to enter drydock with a stern trim
1. To pivot the vessel
2. Ships are constructed to withstand forces that develop during docking.
3. To allow side shores to be positioned.
4. There is a gradual transfer of weight and thus a more gradual reduction in the loss of stability.

Describe the practical measures that can be taken to improve stability prior to drydocking if it is found
to be inadequate
1. Reduce the trim – transfer water, fuel or ballast forward. Discharge of ballast aft. Add
additional ballast forward.
2. Increase the GM – reduce FSM but consolidating liquids, lower weights, ballast low or empty
high ballast tanks.

Angle of Loll
Describe how an initially instable vessel regains a positive GM?
As a vessel heels from the upright position to an angle of loll the effective WP beam increases. This
causes an increase in the WP inertia whilst the underwater volume remains the same. Therefore the
𝐼
BM will increase as 𝐵𝑀 = ∇. At angle of loll the increase in BM will have caused the metacentre to rise
to such an extent that GM becomes positive.

What are the dangers of an angle of loll in a seaway?

A vessel at an angle of loll in a seaway may experience large angles of heel with irregular roll periods.
This can cause the following dangers:
1. Capsize
2. Structural Damage
3. Loss of deck cargo
4. Shift of cargo
5. Injury of personnel
6. Crew discomfort leading to fatigue.

What is the difference between an angle of loll and an angle of list?

An angle of loll occurs when the centre of gravity is above the metacentre and on the centreline.
Whereas an angle of list occurs when the centre of gravity is below the metacentre but off the
centreline.

A vessel has an angle of loll to port. There is a STBD, CENT, and PORT DB tanks. Explain the sequence of
filling to correct.
The port tank is ballasted first. This will reduce the chance of the vessel flopping to starboard. The tank
must be fully pressed to reduce FSE before starting to fill the centre tank. During this process the
centre of gravity will move downwards but off the centre line causing the vessel to have a combined
loll and list which will be greater than the initial angle of loll. The centre tank is ballasted and
completely filled to reduce FSE before ballasting the starboard tank. As the centre tank is ballasted, the
centre of gravity will move further down and start to move towards the centre line causing the angle
of heel to reduce. Lastly the starboard tank is completely ballasted, bringing the centre of gravity down
even further and onto the centreline which will bring the vessel upright.
Note. If the vessel heels too much during the ballasting of the port tank, counter ballast in the
starboard tank will reduce the heel but there must always be substantially more ballast in the port
tank in ensure the vessel doesn’t flop to starboard.
Note. If the vessel is in a calm environment the sequence of ballasting that could be used would be
centre tank, then port tank then starboard tank.

Explain difference between angle of deck edge immersion and angle of flooding stating typical values
from the stability data booklet.
Angle of flooding is the angle at which a non-watertight opening is submerged and the vessel begins to
flood.

Passenger Ship Construction

Explain the factor of subdivision

The function of the factor of subdivision is to divide the floodable length into a number of
compartments. For example a factor of subdivision of 0.33 would subdivide a floodable length into 3
compartments.

Describe the use of subdivision loadlines

Subdivision loadlines are used for vessels which have different factors of subdivision depending on
their area of operation or configuration (RoRo passenger ferries may have varying accommodation
capacities). The vessel may sail at the appropriate subdivision loadline indicated by the letter ‘C’ which
will always be lower than the summer loadline.

What is the purpose of the Stockholm agreement

To improve the survivability of RoRo passenger ferries. It applies to RoRo passenger ferries and covers
all European waters.

State the extent of assumed hull damage when calculating the vessels ability to survive hull damage
1. Longitudinal extent – 3m plus 3% length, or 11m, or 10% length, whichever is least. If factor of
subdivision is less than 0.33 then length is increased as necessary to include 2 bulkheads.
2. Transverse extent – 20% of beam (at deepest load WL).
3. Vertical Extent – From base line upward without limit.
4. If lesser damage could result in a worse condition than that damage is used.
What criteria should a passenger vessel meet if to be deemed satisfactory after the assumed hull
damage?
1. GZ has range of at least 15⁰ beyond equilibrium angle.
2. Area under curve at least 0.015mrad from equilibrium angle to lesser of; angle at which
flooding occurs or 22⁰ for one compartment standard or 27⁰ for 2 or more standard.
3. There is a positive GZ after applying the greatest heeling moment due to crowding of all
passengers to one side, or launching of all fully laden davit launched survival craft on one side,
or wind pressure of 120n/m₂ on one side, using GZ = Heeling moment/Displacement +0.04. This
lever must not exceed 0.10m.
4. For symmetrical flooding the GM is at least 50mm.
5. For asymmetrical flooding the list for one compartment is not greater than 7⁰ or 12⁰ for more
than one compartment.
6. The margin line is not submerged.
7. At intermediate stages of flooding the max GZ is at least 0.05m with 7⁰ range, and the margin
line is not submerged unless partial subdivision above the bulkhead deck limits the list to 20⁰.

RoRo Ferries

Outline design and operational considerations concerning RoRo passenger ferries.

Design Considerations
1. Bow doors compromise WT integrity. Inner and outer doors should be fitted.
2. Wide and open car decks can lead to severe loss of GM if they become flooded. Use of
retractable transverse bulkheads, sponsons, large scuppers to drain water into heavily
compartmented bilges.
3. Require shallow draughts which limits KB and reduces stability. Increasing beam will increase
BM and stability.
4. Vessel needs to stay upright during loaded so requires automatic transverse ballast system.
5. Use of active stabilisers to reduce roll angle and increase roll period.
Operational Considerations
1. Heave goods vehicles need to be weighed and other weights of vehicles and passengers
estimated in order to determine final GM. Vehicles carrying hazardous goods need to be
separated.
2. Use transverse ballasting system during loading to keep vessel upright.
3. HGVs need to be lashed to deck.
4. Check displacement from draft marks and compare to that calculated from loading plan. If large
difference assume excess is in highest deck for purpose of calculating GM.
5. System of reporting bow doors are closed.
6. Master to be aware of possible interaction effects with other vessels leaving and entering port.
7. Master to be aware of heel due to turning at high speed with possible shift of vehicles.