THEORY QUESTIONS, MARKER FEEDBACK & SAMPLE SOLUTIONS

v. 221007

Question Page Question Page Question Page

2015 July Q4 2 2018 March Q4 46 2020 October Q4 91
2015 July Q5 3 2018 March Q5 47 2020 October Q5 93
2015 July Q6 4 2018 March Q6 49 2020 October Q6 95
2015 December Q4 5 2018 July Q4 50 2020 December Q4 96
2015 December Q5 7 2018 July Q5 52 2020 December Q5 97
2015 December Q6 9 2018 July Q6 54 2020 December Q6 98
2016 March Q4 11 2018 October Q4 55 2021 March Q4 99
2016 March Q5 13 2018 October Q5 57 2021 March Q5 101
2016 March Q6 14 2018 October Q6 58 2021 March Q6 103
2016 July Q4 16 2018 November Q4 60 2021 July Q4 106
2016 July Q5 18 2018 November Q5 62 2021 July Q5 108
2016 July Q6 20 2018 November Q6 63 2021 July Q6 110
2017 March Q4 22 2019 March Q4 65 2021 July Q7 114
2017 March Q5 24 2019 March Q5 67 2021 October Q4 116
2017 March Q6 26 2019 March Q6 68 2021 October Q5 118
2017 July Q4 28 2019 July Q4 69 2021 October Q6 120
2017 July Q5 29 2019 July Q5 71 2021 October Q7 122
2017 July Q6 30 2019 July Q6 73 2021 December Q4 124
2017 October Q4 32 2019 November Q4 75 2021 December Q5 126
2017 October Q5 33 2019 November Q5 77 2021 December Q6 127
2017 October Q6 34 2019 November Q6 80 2021 December Q7 129
2017 December Q4 35 2020 July Q4 82 2022 March Q4 132
2017 December Q5 37 2020 July Q5 84 2022 March Q5 134
2017 December Q6 39 2020 July Q6 85 2022 March Q6 137
2018 February Q4 40 2020 August Q4 86 2022 March Q7 139
2018 February Q5 42 2020 August Q5 88 2022 July Q4 141
2018 February Q6 44 2020 August Q6 90

Page 1
2015 July Q4

(a)

If KG increases, then GM and GZ decrease. The effect on GZ grows with roll angle, the reduced GM manifests itself
in the GZ curve having a shallower initial gradient. The increase in freeboard results in an increased angle of deck
edge immersion, and angle of peak GZ, and generally high GZ at moderate to large roll angles. You could also
expect an increase in the angle of vanishing stability. The effective rise in freeboard will partially offset the increase
in KG, at least it will at moderate to large roll angels. The combine picture will be variable (from ship to ship). It is
easy to see why a significant number of students showed effects independently.

(b)

Expected to draw three curves, each annotated with GM, and with loll for the instance when KG rises. The
examiner is expecting to see a typical curve for a vessel with neutral stability (baseline curve), unstable vessel
lolling, and lastly an upright and stable vessel.

Page 2
2015 July Q5

“2015 July Q5 and 2018 October Q5 are identical”

(a)

Source grain volumetric heeling moment (GVHM) date from grain hold data tables. Calculate grain mass heeling
moments (GMHM) by dividing grain volumetric heeling moment by stowage factor. Calculate the grain mass
heeling arm at zero degrees’ heel (λ0) by dividing the total grain mass heeling moment by the ships loaded mass
displacement. Calculate the grain mass heeling arm at forty degrees heel (λ40) by scaling λ0 by 80%. Plot λ0 and
λ40 over the righting arm curve. The heeling arm curve should be straight but sloping.

(b)

After loading, the master shall ensure that the ship is upright before proceeding to sea. The initial metacentric
height, after correction for the free surface effects of liquids in tanks, shall be not less than 0.30 m. The angle of
heel due to the shift of grain shall not be greater than 12° or in the case of ships constructed on or after 1 January
1994 the angle at which the deck edge is immersed, whichever is the lesser. The net or residual area between the
heeling arm curve and the righting arm curve up to the angle of heel of maximum difference between the ordinates
of the two curves, or 40° or the angle of flooding (θ1), whichever is the least, shall in all conditions of loading be not
less than 0.075 [Link].

(c)

The likelihood of grain shift can be reduced by several methods; however, the assumed volumetric heeling
moments cannot be altered. Assumed volumetric heeling moments are a function of a ship’s design, and no
account is taken of the crews’ actions to mitigate grain shift through bundling of bulk grain etc. Assumed grain
heeling moments can only be reduced by filling grain holds to 100% or emptying grain holds. Grain shift can be
dramatically reduced by;

• Overstowing (stowing bagged grain on top)

• Bundling of bulk grain
• Use of saucers, Strapping or lashing
• Installing of grain tight partial centreline divisions
• As the examiner often remarks ‘this is an exam on stability and structures’ not cargo operations, hence
detail on the measures should not be necessary in this context.

Page 3
2015 July Q6

“2015 July Q6 and 2017 July Q4 are identical”

(a)

Shipping water on the weather deck will increase mass

displacement marginally, the increase in mass displacement
is unlikely to cause a significant change in ship stability.
However, there will theoretically be a slight reduction in the
angle of deck edge immersion. Shipped water could
potentially have a dramatic effect on KG and TCG (GGH).
Free surface effect from the shipped water will cause an
effective rise in KG and therefore an effective reduction in
GM. A bias of shipped water on either the port or starboard
side will induce list.

List and an effective rise in KG are both detrimental to ship stability. Both factors will cause reductions in GZ, angle
of vanishing stability, range, righting moment and dynamical stability.

(b)

Curves of statical stability (GZ curves) do not account for

heeling forces; however, a heeling leaver curve can be
superimposed over a righting leaver curve to determine
the combined heel and loll angle.’ Heel angle in a turn is a
function of a ship’s speed squared, and of turn radius. The
heeling angle can be reduced by increasing the radius of
turn and by reducing the speed of turn.

Page 4
2015 December Q4

(a)

Through small angles of roll the meter centre is essentially fixed, because there is minimal shift in CoB as the vessel
rolls. The examiners want candidates to talk about the waterplane inertia, because of its links to shift in CoB as a
vessel rolls. At small angles of roll the waterplane inertia is approx. constant, at large roll angles the shape of
waterplane and the waterplane inertia changes significantly, hence M shifts significantly, and hence GM is no
longer proportional to GZ.

(b)

The formulae will be accurate for vessels with vertical (wall) sides and high block and water plane coefficients of
form. The formula is invalidated by deck edge immersion and turn of bilge emersion. Typically Deck edge
immersion occurs before turn of bilge emersion, hence GZ can only be calculated up to the deck edge immersion
angle with confidence in accuracy.

Page 5
(c)

“Identical question asked in 2017 July Q5”

The energy required to roll a vessel between two angles. The area under the righting moment curve between two
angles is equal to ‘dynamical stability’. The area under the curve of statical stability between two angles is directly
proportional to ‘dynamical stability’.

(d)

When a vessel rolls there is inevitably a change in the centre of buoyancy, centre of flotation, and waterplane
inertia. Hence a resultant change in pitch, trim, draughts, initial metacentric height, GZ, dynamical stability and
deck edge immersion etc. The trim of a vessel with roll is dependent on the stern overhang, bow flare and general
hull curvature. Vessels typically trim by the stern when rolling, this leads to a general improvement in stability
given an increase in waterplane area and initial metacentric height. If a vessel trims by the bow when rolling, there
will be a general reduction in stability given a decrease in waterplane area and initial metacentric height. See ‘large
angle stability’ theory lesson for more info.

Page 6
2015 December Q5

(a)

The Longitudinal Centre of Floatation, found at the longitudinal geometric centre of the water plane. This is the
point about which the vessel rotates when she trims.

(b)

“2019 November Q6 and 2015 December Q5 are very similar”

Arithmetic Mean Draught, AMD, draught at amidships, average of end draughts. The draught at amidships varies
with trim even when vessel mass and water density is unchanged. Therefore, the draught at amidships may not be
truly representative of a vessel’s condition.

True mean Draught, TMD, draught at the centre of floatation, the point about which a vessel will pitch. The
draught at the centre of flotation remains constant for a typical range of operational trim. The draught at the
centre of flotation only varies with vessel mass or water density. Therefore, the draught at the centre of flotation is
likely to more accurately represent a true vessel condition.

AMD and TMD will be identical for a vessel on an even keel.

Page 7
(c)

Holds containing timer have a low permeability, hence sinkage due to bilging is lower, and loss in waterplane
inertia is lower, therefore impact of bilging is less. Also, secured timber deck cargo provides extra reserves of
buoyancy (effective rise in freeboard), resulting in improved stability at moderate to large roll angles (improved
GZ). Furthermore, flooding and FSE due to shipped water will also be lower because of the cargo’s low
permeability. Identical question asked in 2015 December Q5(c), 2017 July Q5(c) and 2020 December Q6(c).

(d)

An increase in beam at the waterline will result in an increase in waterplane inertia, and hence an increase in BM
and resultantly an increase in initial metacentric height (GM). The increase in GM will cause the initial gradient of
the GZ curve to increase, leading to a rise in GZ at small angles of roll. Note, an increase in beam will also result in a
reduction in the deck edge immersion angle. The reduction in DEI will offset the improvements in stability at
moderate to large roll angles, hence improvements are less pronounced at large roll angles.

Identical question asked in 2015 December Q5(d), 2017 July Q5(d) and 2020 December Q6(d).

Page 8
2015 December Q6

Based on the examiner’s comments, I don’t believe the examiner wants candidates to provide values, i.e. quote
exact criteria. The following has been extracted from ‘PATTERSON, C.J. and J.D. RIDLEY, 2014. Ship stability,
powering and resistance’;

Tabulated freeboard – Basic freeboard (correction applied for Cb) – Assigned freeboard (other corrections applied)

Page 9
Page 10
2016 March Q4

(a)
Reference MSN 1752. The area under the curve of righting levers (GZ curve) shall not be less than;
• 0.055 metre-radians up to an angle of 30 degrees.
• 0.09 metre-radians up to an angle of 40 degrees or the angle at which the lower edge of any openings in
the hull, superstructures or deckhouses which cannot be closed weathertight, are immersed if that angle is
less;
• 0.03 metre-radians between the angles of heel of 30 degrees and 40 degrees or such lesser angle as is
referred to in the above subparagraph.
The righting lever (GZ) shall be at least 0.20 metres at an angle of heel equal to or greater than 30 degrees.
The maximum righting lever shall occur at an angle of heel not less than 30 degrees.

Page 11
The initial transverse metacentric height shall not be less than 0.15 metres. In the case of a ship carrying a timber
deck cargo which complies with the above subparagraph, considering the volume of timber deck cargo, the initial
transverse metacentric height shall not be less than 0.05 metres.
(b)
At the loaded draught the vessel will have a smaller freeboard hence;
• Reduction in reserve buoyancy,
• Reduction in deck edge immersion angle,
• Reduction in angle at which the lower edge of any openings in the hull, superstructures or deckhouses
which cannot be closed weathertight, are immersed
• Reduction in area under the GZ curve between moderate and large roll angles (15 to 40 degrees)
• Reduction in peak GZ and angle of peak GZ
• Reduction and angle of vanishing stability
• Reduction in Range of positive stability

(c)
Simpsons’ rule, either the 1-4-1 or 1-3-3-1, may be used to determine the area under a curve of righting levers.
Whichever version of the rule is used, the ordinate spacing (roll angle increments) should be equal and no more
than 10 degrees. The smaller the ordinate spacing, the more accurate the calculation of area. An adaptation of the
1-4-1 rule to account for not three but five data points would be a sensible compromise between accuracy and
burden of work.
• The process of using Simpsons’ 1-4-1 rule;
• Using the GZ curve, determine GZ a 0, 9, 18, 27 and 36 degrees (9 degree ordinate spacing).
• Multiply the determined GZ values by their respective Simpson multiplier (1, 4, 2, 4 and 1).
• Sum the products of GZ and ‘Simpson multiplier’.
• Multiply the total product area by the ordinate spacing (9 degrees).
• Divide the answer by three to calculate the area under the curve in units of [Link].
• Convert the final answer into units of [Link] by dividing by 57.3 degrees.

Page 12
2016 March Q5

“2020 July Q5 and 2016 March Q5 are identical”

“At first glance, you may think this question concerns ice accretion, in fact, this question is much broader”

The primary consideration is to have the vessel comply with the load line regulations throughout the voyage by
ensuring there is enough intact reserve buoyancy.

Since the vessel is going to another Load line zone, the vessel should be loaded in such a way she does not breach
the load line requirements at any point during the passage. Although the vessel is loading in Tropical zone, she
cannot immerse the winter mark by more than an allowance for consumables (fresh water and bunkers) during
passage from the Tropical port to the winter zone.

Also the loading should be in such that the vessel will have adequate stability during the entire passage. The
minimum stability criteria is detailed below (provide the criteria in the exam).

If the ship is less than 100m in length she cannot immerse more than winter north Atlantic mark when in winter
zone.

The vessel needs to have sufficient bunker reserve to meet bad weather and contingencies.

All derricks and cranes must be stowed in position.

To improve stability crew should eliminate free surface effects by emptying or pressing the tanks if possible.

To ensure cargo does not shift crew should ensure adequate lashing arrangements for deck cargoes particularly for
heavy lifts.

To improve stability crew should stow heavy cargo as low as possible to bring down centre of gravity.

Vessel’s loading and stability condition throughout the voyage must take into account ice accretion.

Fire lines and steam lines must be drained.

Shearing force, bending moments and Torsional stresses must be well within limits.

Page 13
2016 March Q6

(a)

“The question is flawed, a vessel’s curve of statical stability is not influenced by strong beam winds”. A large
freeboard and a large number of containers on deck will increase the exposed lateral area of the vessel to the
wind. A large number of containers on the deck will also increase the wind heeling lever. The combined effect of
a large exposed lateral area and a large wind heeling lever is a large heeling moment and large resultant heel
angle. Superimposing a lever of wind heeling force on a plot of GZ enables both heel and residual dynamical
stability to be determined.

Area proportional to residual

dynamical stability

Wind heeling lever,

‘Correction applied for roll angle’

Heel angle due Righting lever

to beam wind ‘GZ’

Page 14
(b)

The worst-case scenario is that the tanks are short, wide and
initially pressed, and that the vessel’s mass on departure is
low (ballasted departure condition). During the voyage tanks
will become slack and FSE causes a virtual rise in KG, in
conjunction with a real rise in KG due to reduced mass low
down.

(c)

“2016 March Q6c and 2019 March Q4c are identical”

An increase in beam will result in an increase in waterplane inertia,

and consequently an increase in BM and GM. An increase in GM will
result in a steeper initial GZ curve gradient, and an overall
improvement in peak GZ, angle of vanishing stability and range of
stability. The increase in beam will cause a less marked improvement
in stability at moderate to large roll angles. The increase in beam will
cause a reduction in the angle of deck edge immersion, and
consequently a reduction in the angle of peak GZ. The above
statements assume no change in KG, draught or freeboard.

Page 15
2016 July Q4

(ai)
TPC is a function of water plane area and density of displaced water. As draught changes the vessel’s cross section
in plan view (water plane area) also changes. Typically, as draught increases so does waterplane area and hence so
does the TPC.
(aii)
TPC is a function of water plane area and density of displaced water. As water density changes so does TPC. TPC
increases proportionally with an increase in water density and vice versa. The relationship is complicated by the
fact that a vessel’s draught will also change with water density, resulting in a change in water plane area.
(bi)
Midship is approximately equal to TMD, however error increases with trim. Therefore, change in midship draught
is approximately equal to true sinkage. Midships draught may be used to determine approximate TPC values before
and after loading. The mean of the two approximate TPC values may then be used to estimate the approximate
cargo mass loaded through multiplication by approximate sinkage (change in midship draught). The process is
fundamentally flawed, furthermore the level of inaccuracy may vary significantly from case to case. If the vessel is
trimmed. TPC may also vary significantly over the change in draughts, hence, a mean TPC may yield an inaccurate
result even if based on true mean draughts. The method is only suitable for fine tuning cargo loading, and not for
assessing total cargo mass loaded.

Page 16
(bii)
Average mean draught (draught at midship) is approximately equal to true mean draught (draught at the
longitudinal centre of flotation). Mass displacement at the initial and final average mean draught can therefore be
used to estimate cargo mass loaded. If a vessel is on an even keel and hogging and sagging are minimal, then this
method will yield relatively accurate results. However, if a vessel is trimmed and/or hogging/ sagging then this
method will result is varied levels of accuracy. The process is fundamentally flawed.
(biii)
The method will account for trim, and therefore be more accurate than using average mean draught. However, the
method makes no account of hogging/ sagging, so is fundamentally flawed. If hogging and sagging are minimal,
then this method will yield very accurate results. If determining an accurate measure of cargo loaded is essential,
then this method is inappropriate. If, however there is minimal financial implications, then this method is
appropriate.
(biv)
The standardised draught survey process includes an allowance for hogging/sagging (a weighting is applied to
draughts), a correction for hydrostatics taken at true midships draught, and furthermore a correction for trim. If
draught and water density measurements are accurate then the calculated mass displacement will also be accurate
(+/- 0.5%). Draught surveys are routinely carried out on vessels carrying Bulk cargo given uncertainty regarding
cargo density, stowage factor and load rate.

Page 17
2016 July Q5

“2016 July Q5 and 2019 March Q6 are near identical”

(a)
Tabulated freeboard for a Type 'A' vessel is significantly less than the tabulated freeboard for a Type 'B' vessel of
the same length because Type ‘A’ vessels are inherently safer by design;
Type ‘A’ vessels have smaller deck openings in the main deck than Type ‘B’ vessel. Small opening result in
increased structural strength and reduced likelihood of ingress of shipped salt water.
Type ‘A’ vessels have a greater level of transverse and longitudinal watertight subdivision than Type ‘B’ vessels.
Greater subdivision results in reduced extents of bilging.
Type ‘A’ vessels are better equipped to control the ingress of water after bilging than Type ‘B’ vessels. Cargo
pumps can be used for controlling ingress of water.
Liquid cargo has a lower permeability than dry cargo, hence there will be less ingress of water after bilging on a
Type ‘A’ vessel. Less ingress of water will result in greater intact waterplane area and hence stability post bilging.
Cargo shift is less likely on a Type ‘A’ vessel, with the exception of free surface effects, which can be accurately
accounted for and mitigated by careful consideration of fluid deadweight distribution.
Arguably, crew on Type B cargo vessels, more frequently to go out onto the weather deck during a passage to check
cargo, cargo securing arrangements, and hatch covering closing arrangements. Crew on type B cargo vessels are
therefore more vulnerable to being washed overboard.

Page 18
The following is supporting information only, it is not directly relevant to the question posed;
Post 8th June 2000, If the ship is over 150 metres in length, the machinery space shall be treated as a
floodable compartment, but with a permeability of 0.85.
A Type B vessel which is over 100 mtrs long that is provided with steel hatch covers that are weather tight
qualifies for a reduction in the tabular freeboard of 60% the difference between type A and type B
freeboards, hence the term B-60.’
A Type B vessel which is over 100 mtrs qualifies for a reduction in the tabular freeboard of 100% the
difference between type A and type B freeboards, hence the term B-100, in the following circumstances;
• Provided with steel hatch covers that are weather tight (Type B-60 criteria).
• Access to the engine room from deck protected by house.
• Provided with open rails for 50% of the length of the vessel and not bulwark.
• Crew access by gangway or under deck passage.
Type B-100 cargo vessels built post 8th June 2000, when loaded in accordance with the initial condition of
loading, shall be able to withstand the flooding of any two fore and aft adjacent compartment with an
assumed permeability of 0.95 and shall remain afloat in a satisfactory condition of equilibrium. The
machinery space alone is treated as a floodable space with an assumed permeability of 0.85.
(b)
“2018 October Q6 and 2016 July Q5b is identical. See suggested solution to 2015 December Q6”

Page 19
2016 July Q6

“2016 July Q6 and 2018 November Q5 are identical, and 2020 December Q5 is near identical”
(a)
The virtual loss of GM due to free surface is a function of tank length, tank breadth, tank fluid density and vessel
mass displacement. The virtual loss of GM is most markedly influenced by tank breadth. With narrow tanks, the
transverse shift in fluid as the vessel rolls is considerably less than with wide tanks, and consequently the virtual
loss of GM considerably less. Virtual loss of GM is directly proportional to tank length, tank fluid density and vessel
mass displacement, however it is proportional to the cube of tank breadth. Tank breadth drives the virtual loss of
GM.
𝑖𝑖 × 𝑏𝑏 3
𝐹𝐹𝐹𝐹𝐹𝐹 ′𝑣𝑣 𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 𝑖𝑖𝑙𝑙𝑙𝑙𝑙𝑙 𝑖𝑖𝑖𝑖 𝐺𝐺𝑀𝑀′ = × 𝜌𝜌𝑇𝑇
12 × ∆
(bi)
Subdividing a rectangular tank with a longitudinal bulkhead down the centre (splitting the tank into two tanks, one
port and one starboard) will quarter the virtual loss in GM due to free surface. A longitudinal bulkhead within the
tank will dramatically restrict the transvers shift of fluid within the tank.
(bii)
Subdividing a rectangular tank with a transvers bulkhead (splitting the tank into two tanks, one forward and one
aft) will have no impact on the virtual loss in GM due to free surface. A transverse bulkhead within a tank will not
restrict the transvers shift of fluid within the tank.

Page 20
(c)
As the tank is filled the added mass of ballast will reduce the vessels KG. However, FSM will also be introduced,
causing a virtual increase in the vessels KG. The two factors will counter each other. Initially there will be a net rise
in the vessels effective KG, but ultimately the vessels KG will be lower.

Page 21
2017 March Q4

“2017 March Q4 and 2017 October Q4 are identical”

(a)
Compliance with stability regulations can be quickly and reasonably accurately determined with Simplified stability
tables. Simplified stability tables eliminate the need to use cross curves of stability (GZ curves). The simplified
stability tables are incorporated into the ship’s stability booklet, occasionally the data is shown in a graph. There
are three ways of presenting simplified stability date, as maximum deadweight moment (inc. FSM), as maximum
permissible effective KG, or as minimum permissible effective GM. There are several limitations; Simplified stability
tables do not account for actual trim, and trim may significantly affect accuracy. Furthermore, simplified stability
tables do not provide a detailed picture of compliance with stability regulations, the tables only allow for an overall
pass/fail appraisal.

Page 22
(b)
A curve of statical stability based on KN tables may be accurate up to the angle of down flooding, assuming KN
values allows for trim (free to trim), no shifting of cargo, no waves, and the vessels initial trim and assumed trim
(for KN data) are identical. A curve of statical stability based on KN tables may be used to determine moderate to
large angles of list, heel, loll, and combined roll angles. The curve can also be used to determine compliance with
stability regulations (e.g. load Line and Grain regulations). KN tables are unlikely to account for the vessels actual
trim, and this discrepancy could have a significant impact on the accuracy of the resultant GZ curve.
(c)
Initial metacentric height (GM) may be used to calculate list and heel, and more generally as a measure of stability
at small angles of roll. GM is only valid up to an angle of approximately 10 degrees of roll. Angles of heel and list
calculated with initial GM may be invalid if more than 10 degrees. GM is one of several measures of stability,
alone, it can not be used to judge stability/ seaworthiness of a vessel.
(d)
The Wall Sided Formula may be used to calculate approximate GZ. The wall sided formula is based upon box vessel
geometry. The formulae will be accurate for vessels with vertical sides and high block and water plane coefficients
of form. The formula is invalidated by deck edge immersion and turn of bilge emersion. Typically Deck edge Deck
edge immersion occurs before turn of bilge emersion, hence GZ can only be calculated up to the deck edge
immersion angle with confidence in accuracy. A GZ curve determined using the wall sided formula may be used to
determine angles of list, heel, loll and combined roll angles assuming there are less than the deck edge immersion
angle.

(e)
Roll period is a function of initial metacentric height and radius of mass gyration. Radius of mass gyration is a
measure of a ships mass distribution about its roll axis. A long roll period transpires when either a ship has a large
radius of mass gyration or a small initial metacentric height. A short roll period transpires when either a ship has a
small radius of mass gyration or a large initial metacentric height. Stability can only be assessed using roll period if
assumptions can be confidently made about radius of mass gyration. Roll period can not be used as a measure of
stability/ seaworthiness, it can only be used as an indicator.

Page 23
2017 March Q5

“2017 March Q5 and 2018 March Q4 are identical”

“This is not a question about the grain regulations, despite the obvious association for part(a), and the
understandable association for part(b)”
(a)
Grain shift will cause a rise in KG, but more significantly, cause the vessel CoG to shift off the centreline (GGh) and
for the vessel to duly list. The induced list is likely to cause grain in other holds to shift, resulting in a dramatic final
list and reduction in stability.
The rise in KG will cause the vessels GM to reduce, reducing the initial gradient of the GZ curve. The rise in KG will
also cause a general reduction in GZ through all roll angles, the impact increasing with roll angle, and at its
maximum at 90 degrees. The vessels peak GZ, angle of vanishing stability, range of stability, and dynamic stability
will all be reduced because of the rise in KG.

Page 24
However, it is the transvers shift of the vessel’s centre of gravity that will have the largest impact on stability, and
the GZ curve. The curve will shift downwards, and its origin will be a negative GZ equal in magnitude to the vessels
new GGh. The GGh will also cause a general reduction in GZ through all roll angles, the impact decreasing with roll
angle, and at its maximum at 0 degrees roll, and minimum at 90 degrees roll.
The angle of deck edge immersion and angle of down flood will not be influenced by grain shift, unless the grain
also shifts longitudinally causing a change in vessel trim.

(b)
“Question near identical to 2017 October Q5.”
Increasing GM (reducing effective KG) will result in a reduced
angle of list, but it will do nothing to correct the inherent
listing moment. Increasing the GM will effectively reduce
the vessels sensitivity to the listing moment and generally
increase the vessels reserve of stability post cargo shift. The
GZ curve will have a steeper initial gradient, and therefore
intersect the x-axis at a smaller roll angle. The reduction in
effective KG will cause a general improvement in GZ through
all roll angles, the impact increasing with roll angle, and at its
maximum at 90 degrees. The vessels peak GZ, angle of
vanishing stability, range of stability, and dynamic stability
will all be increased because of the reduction in effective KG.
The angle of deck edge immersion and angle of down flood
will not be influenced by the reduction in effective KG.

Page 25
2017 March Q6

2018 March Q6 2018 February Q4 and 2017 March Q6 are similar.”

a)
“This is a very big question; I have answered it largely from the crew’s perspective. What do the crew need to do,
and what can the crew expect to happen during the experiment.”
Alter ship condition in readiness for the experiment - The ship must be made ready for an inclining experiment. It is
typically the crew’s responsibility to ready the ship. The Inclining officer will provide guidance on what constitutes
an acceptable ship condition. Guidance will cover the loading condition, mooring arrangement, access & egress
arrangements, ship systems (isolation and tagging-out), stores, provisions, draught mark access & visibility,
manning levels, and ongoing works onboard.
Survey Deadweight– The ship will be surveyed to determine the mass, centre of gravity, and FSE of deadweight.
The survey will also identify missing lightship items, specifically their mass, centre of gravity, and FSE.
Weigh and position inclining, righting and trimming weights – Preferably solid ballast will be used (such as dock
blocks) to both trim and right the vessel prior to the inclining experiment and list the vessel during the experiment.
Rig pendulums (and water levels if to be used) – Typically two large pendulums will be used to measure list, and a
third smaller pendulum will be used by the inclining officer to monitor the ships condition during the experiment.
Page 26
Measure ship draughts – Ships draughts will be accurately measured using a small boat with a low freeboard. The
ships mooring arrangements must not impede the ships roll and pitch whilst draughts are measured.
Measure dock water density – The dock water density will be accurately determined by taking multiple samples of
dock water and measuring the density with a calibrated hydrometer.
Shift incline weights and measure the ships response using pendulums (and water levels if to be used) – Typically
four or six weights are used to incline a ship, resulting in eight or twelve weight shifts in total. The ships mooring
arrangements must not impede the ships roll and pitch whilst pendulum deflections are measured.
Determine the ships as-inclined GM using data from the draught survey, water density survey, incline weight shits,
and pendulum readings.
Determine the ships as-inclined KG using the calculated as-inclined GM and the ships as-inclined KM. The as-
inclined KM can be found from published hydrostatics at the ships as-inclined true mean draught. The ships as-
inclined true mean draught can be determined using data from the draught survey.
Determine the ships lightship mass and KG using the calculated as-inclined KG, as-inclined mass displacement, and
data from the deadweight survey.
(b)
If a ship is to be inclined in tidal conditions, then the experiment should be conducted at slack water. A ship must
be floating freely whilst pendulum deflection (or water levels) are measured. Mooring arrangements must not
impeded the free floating of the ship. Tidal current may move a ship, and cause mooring lines to tighten, and tight
mooring lines may restrict/influence the pitch and roll of the ship. Tight mooring lines will induce extra listing and
trimming moment, and therefore invalidate calculations.
(c)
Approved alterations, additions and removals to the ships structure and outfit. Unapproved alteration, additions
and removals to the ships structure and outfit. Accumulation of paint. Removal or rust. Erosion.

Page 27
2017 July Q4

“2017 July Q4 and 2015 July Q6 are identical”

Page 28
2017 July Q5

(a)
“Identical question asked in 2015 December Q4”
(b)
The initial transverse metacentre is the intersection point between the line of action of buoyancy and the
centreline of the vessel at small angles of inclination (typically up to around ten degrees). Within this range, the
position of the metacentre can be assumed to remain constant. The initial metacentric height is the vertical
distance between the centre of gravity and the initial metacentre. A positive value indicates that M is above G, and
that the vessel is stable. A negative value indicates that M is below G, and the vessel is unstable. A value of zero
indicates that M and G coincide, and that the vessel has neutral stability. The initial metacentric height is a
measures of small angle transverse stability.
(c)
“Identical question asked in 2015 December Q5. In this instance, the markers report provides greater clarity on
expectations.”
(d)
“Identical question asked in2015 December Q5”

Page 29
2017 July Q6

(a)
As a vessel makes contact with submerged dock blocks an upward reaction force is generated, known as up-thrust
(or suing load). The up-thrust compensates for the reduction in buoyancy caused by draining of the dock (or lock).
As more water is drained (or pumped) out of the dock (or lock) the up-thrust increases to compensate. The
reactionary up-thrust acts at the keel, and is equivalent to removing mass from the bottom of the vessel. When
mass is removed from the bottom of a vessel the centre of gravity of the vessel increases, and increase in the
vertical centre of gravity causes a decrease in the initial metacentric height (GM). Therefore, a vessel will
experience a virtual loss in GM during a docking evolution because a virtual rise in KG. The rise in KG and loss in
GM is ‘virtual’ because the vessels mass has in fact not changed, only the apparent mass and centre of gravity have
changed.
(b)
The reactionary force at the critical instant will cause a virtual loss in mass displacement, virtual rise in the vessel
centre of gravity, and an actual reduction in displaced underwater volume. Theoretically GM should be calculated
accounting for the actual displaced underwater volume and the corresponding KM at the critical instant. In
practice, vessels are typically dry docked in a near lightship condition, and KM typically increases with the virtual
loss in mass displacement; therefore, assuming a fixed KM (KM in the free-floating condition) is typically pessimistic
and is hence a safe assumption.
(c)
When entering dry dock, a ship should have a small stern trim relative to the dock floor. Stern trim ensures suing at
the aft cut-up. The aft cut-up is a strong region of ship structure. Trim by the head would cause a ship to sue by the
bow, the bow structure could be damaged by the reactionary force.

Page 30
(d)
Reduce required change of trim during the critical period by adding mass forward, removing mass aft, or shifting
mass forward. The fastest solution will typically involve pumping salt water ballast forward. OR Decrease the
vessels KG in the free floating condition by adding weight low down, removing weight from up high, or by reducing
free surface effect by minimising the number of slack tanks. The fastest solution typically involves redistributing
salt water ballast.

Page 31
2017 October Q4

“2017 October Q4 and 2017 March Q4 are identical”

Page 32
2017 October Q5

(a)

After loading, the master shall ensure that the ship is upright before proceeding to sea.

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

The angle of heel due to the shift of grain shall not be greater than 12° or in the case of ships constructed on or
after 1 January 1994 the angle at which the deck edge is immersed, whichever is the lesser.

The net or residual area between the heeling arm curve and the righting arm curve up to the angle of heel of
maximum difference between the ordinates of the two curves, or 40° or the angle of flooding (θ1), whichever is the
least, shall in all conditions of loading be not less than 0.075 metreradians.

(b)

Near identical to 2017 March Q5. This question is specifically about grain, rather than a generic cargo, however the
impact is identical.

Page 33
2017 October Q6

‘2017 October Q6 and 2020 August Q6 are identical’

‘2022 July Q4a is also on the topic of RoRo vehicle ferries, but the question is broken-down, and this provides
greater insight into exactly what knowledge the examiners want candidates to demonstrate’

FSE has been the primary cause of numerous losses of ships, especially RoRo vessels. For operational reasons,
there is typically a lack of watertight subdivision on RoRo vessel vehicle decks. Hence, FSE will be considerable if a
vehicle deck is awash with water.

The vehicle deck can flood as a result of;

• Freeing ports being immersed post bilging. Closing devices must be fitted to the freeing ports to prevent
water entering via the ports.
• Failure of bow or stern door. Sensors, alarms and CCTV are used to check bow and stern doors are closed, and
watertight integrity is maintained.
• Accumulating of Firefighting water or failure of a salt water system. Freeing ports and/or pumps are fitted to
prevent the accumulation of large quantities of firefighting water.
• Ingress of shipped sea water. The stern/ bow of the vehicle deck may be open, and sea water may be shipped
if there are large wave heights. Freeing ports and/or pumps are fitted to prevent accumulation of large
quantities shipped sea water.
For operational reasons, the vessels have bow and stern doors for fast turn-around in port. Hence, breach of
watertight integrity is more probable.

Compartment permeability is typically high. Hence, a breach of watertight integrity will cause considerable
flooding.

For operational reasons, the vessels typically have a wide stern. Hence, the vessels are often prone to slamming in
heavy seas.

There is significant likelihood and significant consequences of both shifting vehicles, and vehicle’s own cargo
shifting. There are potential stability and structural consequences. Securing of vehicles may be time prohibitive.

The vessels typically operate in congested waters. Hence, evasive manoeuvres are more commonplace. Heel
during an evasive turn may be large and could result in shifting of cargo.

The exposed lateral area of the vessel to wind is typically high. Hence, wind-heeling angles can be significant,
increasing the likelihood of cargo shifting and the compromise of manoeuvring ability.

Passenger evacuation times are long. Many of the passenger are likely to unfamiliar with the vessel, I will therefore
not know what to do in an emergency.

Page 34
2017 December Q4

(a)

‘Questions 2017 December Q4(a), 2021 October Q6(a) and 2021 December Q6(a) are similar.’

The root cause of list is a net off-centre weight. An angle of list occurs when the centre of gravity of the vessel is off
the centreline of the vessel. This may be due to uneven loading or a cargo shift. This creates an imbalance in the
line of action of buoyancy and gravity, which causes the vessel to roll until the line of action of buoyancy shifts into
alignment with the line of action of gravity. GZ will be zero when gravity and buoyancy are in alignment.

The root cause of loll is a negative initial metacentric height (GM). Loll is caused by the centre of gravity being
above the initial metacentre; as the vessel rolls over G effectively moves outboard of B inducing a negative GZ. The
vessel rotates under the action of a negative GZ until the centre of buoyancy shifts into alignment with the centre
of gravity. GZ will be zero when gravity and buoyancy are in alignment.

(b)

Ship safety is directly proportional to freeboard, low freeboard on the heel side of the vessel will increase the
amount of shipped water on the deck, increase danger to crew on deck, and increase likelihood of water ingress.

A ship at a large a large angle of list is more likely to ship sea water in a seaway because of reduced freeboard on
the low side of the vessel. Shipping seas over one side of the vessel will increase KG and induce a TCG. The
increase in KG and induced TCG will result in combined list and heel, and possibly and loll, the ship’s angle of
inclination will be increased and more shipping of seas will be incurred. The situation will go from bad to worse.

At large roll angles power can be lost resulting in the ship being beam on to the waves. Beam on to wind and
waves will cause increase heel.

At a large angle of heel there will be reduced reserves of dynamical stability.

Page 35
(c)

An angle of list occurs when the centre of gravity of the vessel is off the centreline of the vessel. This may be due
to uneven loading or a cargo shift. This creates an imbalance in the line of action of buoyancy and gravity, which
causes the vessel to roll until the line of action of buoyancy shifts into alignment with the line of action of gravity.
Load weight on the high side of the vessel, or shift weight to the high side of the vessel to move the vessel centre of
gravity into alignment with the centreline.

The centre of gravity is above the initial metacentre; the vessel therefore has a negative GM and is unstable. The
vessel rotates under the action of a negative GZ until the centre of buoyancy aligns with the centre of gravity.
When correcting loll, extreme care must be taken to avoid moving the centre of gravity towards the high side of the
vessel, or upwards. Masses must therefore be moved or added to the low side of the vessel. This will lower the
centre of gravity and convert the angle of loll to an angle of list. Care must be taken with adding ballast to ensure
that the free surface effect is minimal, and any moved masses should not be moved using the ship’s own cranes to
avoid the danger of rising the centre of gravity by suspending loads.

Page 36
2017 December Q5

“2020 July Q6 and December 2017 Q5 are identical”

(a)

It is possible for water to freeze on decks, superstructure, deck cargo, rigging and even the hull in extreme cold
weather.

It shall be assumed that there is 30 kg/m2 of ice on all exposed horizontal surfaces, and 15 kg/m2 of ice on exposed
vertical surfaces on one side of the vessel. The KG of ice should be based on the vertical position of each surface.

With regard to icing of rails, wires etc. the mass of ice on lateral areas should be increased by 5%, and the vertical
moment of ice on lateral areas should be increased by 10%.

The accretion (addition) of ice on a vessel causes an increase in mass displacement, and hence increase in draught
and reduction in freeboard. A reduction in freeboard causes a reduction in the angle of deck edge immersion and
the angle of down flood.

Ice forms predominately above a vessel’s centre of gravity, the ‘top-weight’ causes a vessel’s centre of gravity to
rise, and hence initial metacentric height (GM) to reduce. The rise in KG causes a general reduction in GZ. The
reduction in GM causes a reduction in the initial gradient (slope) of the GZ curve.

Ice accretion is rarely symmetric about the centreline, typically there will be a port or starboard bias due to
apparent wind conditions. A greater build-up of ice on one side of a vessel will cause the vessel’s centre of gravity
to move off-centre resulting in list, a general reduction in GZ, and an initial negative GZ.

The net effect of ice accretion, particularly if asymmetric, is reduced stability by all measures.

The effect of icing on a vessel’s stability may be determined by calculating the vessel’s revised mass, centre of
gravity, and GZ. And from a plot of GZ curve, the vessel’s stability may be measured, and compressions made with
vessel’s stability metrics prior to icing.

Page 37
(b)

“Post the July 2020 exam the examiner remarked that candidates did not label/ identify the three curves.
Presumably they are expecting to see the initial GZ curve, a curve that shows the effect of a rise in KG and
reduction in freeboard, and lastly a curve showing listing arm. This is not what the question asked for, a curve, not
a series of curves was asked, arguably the baseline curve is only needed for comparison, to help identify changes in
stability.”

Increase in vessel mass leading to reduced freeboard, reduced freeboard leading to reduced angle of deck edge
immersion.

Increased top-weight leading to increased KG and reduced GM. Increased KG leading to a general reduction in GZ,
impact increasing with roll angle. The reduction in GM causes a reduction in the initial gradient (slope) of the GZ
curve.

A greater build-up of ice on one side of a vessel will cause the vessel’s centre of gravity to move off-centre resulting
in list, a general reduction in GZ, and an initial negative GZ.

The net effect of ice accretion, particularly if asymmetric, is reduced stability by all measures, including (not
mentioned thus far) reserves of dynamical stability.

List induced / GZ reduced / Deck edge immersion angle reduced / range

reduced / angle and value of peak GZ reduced / Dynamic stability reduced /
GM reduced. Similar impact to suspending cargo over the quay from the
vessel’s crane during a loading operation.

Page 38
2017 December Q6

(a)

‘2021 October Q5b and 2017 December Q6a are identical’

Roll period is a function of initial metacentric height and radius of mass gyration. Radius of mass gyration is
measure of a ships mass distribution about its roll axis.

A long roll period transpires when either a ship has a large radius of mass gyration or a small initial metacentric
height. A short roll period transpires when either a ship has a small radius of mass gyration or a large initial
metacentric height.

The composition of deadweight may vary significantly, causing variation in initial metacentric height and radius of
mass gyration.

(b)

If a vessel with positive stability is inclined and released, then it will roll about the upright position. The time it takes
to roll from the maximum angle to starboard, all the way to port, and back to the maximum angle to starboard
again is known as the roll period. The number of complete rolls per second is known as the roll frequency. Every
vessel, in a particular loading condition, has a frequency at which the vessel rolls – the natural frequency. The
amplitude, or roll angle, may vary, but the frequency will be constant.

As the vessel rolls, energy is lost from the vessel into the surrounding fluid. This is lost in the form of skin friction
and drag from bilge keels. This has the effect of “damping” the motion, which means that over time, the amplitude
of the motion decreases.

If the vessel is rolling as a result of wave action, then the force causing the vessel to roll is constantly being applied
and removed. The frequency of this depends on the wave frequency. If the wave frequency is the same, or similar
to, the natural frequency of the hull, then it is possible that a heeling moment from the wave is applied to the hull
at the extreme roll angle. This will have the effect of progressively increasing the maximum roll angle.

This effect is known as synchronous roll. The vessel will continue to roll, with the angle getting larger and larger
each time. In effect, the vessel resonates with the waves. This may cause the cargo to shift, and cause damage to
the superstructure and injury to the crew. In exceptional conditions, it could potentially cause down flooding and
capsize.

(c)

In the event of synchronous roll, you should change the frequency at which the waves hit the beam, by changing
the heading and possibly speed of the vessel. An alternative approach (although not having an immediate affect) is
to alter the ship’s GM (adjust tank states, move solid cargo vertically) and or radius of mass gyration (wing in or out
masses).

Page 39
2018 February Q4

2018 March Q6, 2018 February Q4 and 2017 March Q6 are similar.”

(a)

The purpose of an inclining experiment is to determine the lightship mass displacement and Centre of Gravity. The
new lightship particulars are used to update the ships loading computer and stability guidance material. The new
lightship particulars can also be used to review growth and estimate future growth in mass displacement and
Centre of Gravity.

(bi)

The vessel will loll if the GM is negative, however we need the vessel to list. We need to induce a small angle of list
and use the measured list to determine the vessels initial metacentric height. We will have to estimate the vessels
as-inclined GM based on the published lightship and the deadweight presently on board. Once we have calculated
the actual as-inclined GM we can update the loading computer and stability information on board to reflect the
present-day reality.

(bii)

The lightship mass and CoG is determined by comparing the as-inclined vessels with an accurate inventory of
weights onboard. Light ship condition = As-inclined condition ~ weights inventory. If the inventory is inaccurate
then the calculated lightship will be inaccurate.

Page 40
(biii)

The vessel must not hit the sea/ river/ dock/ lock floor whilst inclined, the ship must be able to float freely, and not
be impeding. The vessels will draw more water when it heels, this will reduce clearance at the turn of bilge.

(biv)

If a ship is to be inclined in tidal conditions, then the experiment should be conducted at slack water. A ship must
be floating freely whilst pendulum deflection (or water levels) are measured. Mooring arrangements must not
impeded the free floating of the ship. Tidal current may move a ship, and cause mooring lines to tighten, and tight
mooring lines may restrict/influence the pitch and roll of the ship. Tight mooring lines will induce extra listing and
trimming moment, and therefore invalidate calculations.

(bv)

The inventory of weights (and FSM) on board must be accurate, it is difficult to accurately determine the mass, CoG
and FSM of water in bilges, hence it is better to empty bilges.

Page 41
2018 February Q5

“Asked to ‘state the effect…’, meaning; give the relevant points briefly, you don’t need to make a lengthy discussion
or give minor details”

(ai)

An increase in KG will result in a decrease in GM, and a decrease in GM will result in an increase in the angle of heel
list.

(aii)

An increase in KG will result in a decrease in GM, and a decrease in GM will result in an increase in the angle of loll.

(bi)

The critical period begins with a vessel grounding at the aft cut-up, and ending with the bow touching down on the
dock blocks. Winging out weights will increase the vessels Radius of mass gyration, which will increase its roll
period and roll frequency. Winging out weights will not impact either the length of the critical period, or vessel
stability during the critical period.

(bii)

Roll period is a function of initial metacentric height and radius of mass gyration. Winging out weights on a vessel
will increase its radius of mass gyration, and hence increase its rolling period.

Page 42
(ci)

Increasing stern trim will cause an increase in the reactionary force (P) at the critical instant. An increase in the
reactionary force will cause a virtual increase in the vessels KG. The virtual increase in KG will cause a virtual
reduction in GM at the critical instant.

(cii)

To maximise cargo loading a vessel should complete loading on an even keel. An increase in stern trim with loading
would reduce cargo carrying capacity in circumstances where under keel clearance is limited.

(ciii)

True mean draught is not affected by trim (assuming regular operational levels of trim) because true mean draught
is draught in way of the axis of pitch.

(di)

Virtual loss in metacentric height (GM) is also known as Free Surface Correction (FSC) . FSC is a function of Free
Surface Moment (FSM) and vessel mass displacement. FSC is inversely proportional to vessel mass displacement.
An increase in vessel mass displacement will cause a proportional decrease in the FSC (virtual loss in GM).

(dii)

All else equal, namely vessel GM and listing moment, an increase in vessel mass displacement will cause a decrease
in the angle of heel list.

Page 43
2018 February Q6

“2018 February Q6 and 2021 December Q5 are identical.”

(a)

Timber deck cargo is considered to add extra freeboard to a vessel. Increased freeboard results in;

• No change to the initial GZ curve gradient (assuming GM remains constant)

• Increase in deck edge immersion angle (due to increase freeboard)
• Increase in GZ values at moderate to large roll angles (due to higher deck edge immersion angle)
• Increase in area beneath the GZ curve (due to higher GZ values)
• Increase in angle of vanishing stability (due to higher GZ values)

Timber deck cargo, and water abortion by the timber deck cargo, will cause an increase in KG, resulting in;

• Reduced initial GZ curve gradient due to lowing of GM

• No change in deck edge immersion angle (assuming no change in ship mass, draught and freeboard)
• Decrease in GZ, with impact increasing with roll angle
• Decrease in area beneath the GZ curve (due to lower GZ values)
• Decrease in angle of vanishing stability (due to lower GZ values)

Water absorption by deck cargo will in also cause an increase in the vessel mass, causing an increase in draught and
decrease in freeboard. The decrease in freeboard due to added mass will partly offset the increase in considered
freeboard. The above need to be considered in the collective; changes in mass, KG and considered freeboard will
partly offset. The following sketch shows exaggeration of the effect of a timber deck cargo with considered increase
freeboard.

Page 44
(b)

“2018 February Q6(b), 2019 July Q4(c), 2018 February Q6(b) and 2021 December Q5(b) are identical.”

Stability calculations to assess a vessel’s compliance with minimum stability criteria should include a 15% increase
in the weight of the timber deck cargo due to water absorption. The 15% increase in weight could be realised if the
vessel were to load at a tropical port, in which case the cargo will most likely be in a dry condition, and then
progress to a WNA port, which case the cargo weight may increase by more than 15% due to water absorption.
Alternative KN tables considering the increased freeboard due to timber deck cargo of a specified height may be
used. However, such tables must assume reserve buoyancy is only 75% of the deck timber because of the
permeability of the timber deck cargo (assumed permeability 25%). Where credit is given for the buoyancy of a
timber deck cargo the curve of righting levers (GZ) must be drawn both with and without this credit.

Reference MSN 1752.

The area under the curve of righting levers (GZ curve) shall not be less than;
• 0.055 metre-radians up to an angle of 30 degrees.
• 0.09 metre-radians up to an angle of 40 degrees or the angle at which the lower edge of any openings in
the hull, superstructures or deckhouses which cannot be closed weathertight, are immersed if that angle is
less;
• 0.03 metre-radians between the angles of heel of 30 degrees and 40 degrees or such lesser angle as is
referred to in the above subparagraph.
The righting lever (GZ) shall be at least 0.20 metres at an angle of heel equal to or greater than 30 degrees.
The maximum righting lever shall occur at an angle of heel not less than 30 degrees.
The initial transverse metacentric height shall not be less than 0.05 metres.

Page 45
2018 March Q4

“Identical to 2017 March Q5. Part ‘b’ is also identical to 2017 October Q5.”

Page 46
2018 March Q5

Page 47
(a)

This question seems too basic; and given that this question was ‘well answered by most’, I assume that this is
indeed a very basic question.

(ai)

The force due to gravity acts at the centre of mass. Change in the mass of deadweight and/or distribution of
deadweight will cause a change the vessel’s overall CoG. For instance, filling a forepeak tank with ballast will
increase LCG.

(aii)

Buoyancy force acts at the centre of displaced underwater volume. Changes in draught, heel list and trim cause
changes in CoB. For instance, shifting ballast aft will cause a change of trim by the stern, and result in the CoB
shifting aft.

(aiii)

The LCF is at the geometric centre of the waterplane area. Typically, a change of draught will result in a change in
waterplane area, and hence a change in LCF. One change in ship condition that may affect the LCF is the addition
of mass, which would cause an increase in draught and likely increase in waterplane area, and likely shift in LCF.

(b)

A change in water density will bring about a change in the vessel’s displaced underwater volume. There will
certainly be a difference in true mean draught, and subsequently a change in MCTC and LCB. The change in LCB
and MCTC will bring about a change in trim. The change in water density will not affect the vessels mass or CoG.

(c)

MCTC is a measure of a vessel’s sensitivity to trimming moments. MCTC is a function of mass displacement and
initial longitudinal metacentric height. Published MCTC values typically account for the vessel displacing either FW
or SW. and therefore, account for an equivalent mass displacement in either SW of FW. If a vessel is in dock water,
then the actual mass displacement must be found and applied. Either the entire MCTC may be corrected for actual
dock water density, or the equivalent FW or SW mass displacement scaled for dock water density.

(d)

This is the angle of heel at which the edge of the deck starts to be immersed. With most vessels, GZ gets
progressively larger as the vessel starts to heel. This is seen as a gently increasing slope, or gradient, on the GZ
curve. When the deck edge is immersed, the rate at which GZ grows reduces as the underwater geometry starts to
change quickly. This is seen as a “point of inflection” on the curve, or the point at which the curve stops increasing
in steepness.

(e)

GMl is a function of the waterplane inertia about the pitch axis, whereas GMt is a function of waterplane inertia
about the roll axis. The waterplane area is distributed far closer the roll axis than the pitch axis, hence the
longitudinal inertia of the waterplane area, and consequently the GMl are far greater than the transverse
equivalent. This is very evident when we compare BMt and BMl calculations for box shaped vessels.

BMT = (L x B3) / (12 × ∇), BML = (L3 x B) / (12 × ∇)

Length cubed will be far greater than beam cubed, hence BMl will be far greater than BMt.

Page 48
2018 March Q6

“2018 March Q6, 2018 February Q4 and 2017 March Q6 are similar. In addition to previous notes on the purpose
of an ‘inclining experiment’; The incline itself should not be considered in isolation. An ‘Inclining experiment’ is set
of surveys and tests. The ship’s lightship KG may only be determined if the ship’s as-inclined mass displacement is
known and there is an accurate inventory of weights and centres.”

Page 49
2018 July Q4

Page 50
(a)

‘Based on the old syllabus, and MSIS003 Part 8’

The process of determining heel due to a steady wind;

• Calculate and plot GZ and the wind heeling lever.

o The formulae for calculating GZ is;

o The wind heeling lever can be calculated by dividing the wind heeling moment my mass
displacement. The formulae for calculating the wind heeling moment is;

o It shall be assumed that the wind pressure is 48.5 Kg/m2 (incorrectly referred to a ‘force’ in the
formulae, approximately Beaufort wind force 10), and that the wind heeling lever extends from
the centre of the exposed lateral area (Area) to below the static waterline, specifically to half
the draught.
• Identify the heel angle of equilibrium (this is the point where the two curves intersect)
• Calculate and plot the wind heeling lever during a gust (50% increase in the wind pressure)
• Identify the heel angle of equilibrium during a gust (point where the GZ curve intersects the revised
wind heeling lever curve)

Process of determining the angle of dynamic heel;

• A vessel will roll into the wind due to wave action during a lull in wind speed, and therefore store
potential energy. Stored potential energy and energy from a proceeding gust will then cause a large
angle of dynamic heel. It shall be assumed that a vessel will roll back 15 degrees into the wind during a
lull in wind speed. During the proceeding gust, it shall be assumed that the vessel rolls with the wind,
the concept of energy balance is used to find the angle of dynamic heel.
• Calculate the area in green, between the gust wind heeling curve and the GZ curve, between heel angle
of equilibrium due to a steady wind pressure of 48.5 Kg/m2, and a roll back through 15 degrees. This
area (in green) is proportional to potential energy. The area in red, shall be equal to the area in green.
The right-hand roll integer of the area in red the is angle of dynamic heel. An iterative process is
required to find the right-hand roll integer of the area in red, such as the area in red is equal to the area
in green.

(b) ‘Based on the old syllabus, and MSIS003 Part 8’

The heel angle in the event of a steady beam wind shall be no more than 65% of the Deck edge immersion angle.

The angle of dynamic heel shall be no more than the angle down flood (lower edge of any opening in the hull,
superstructure or deckhouse which cannot be closed weathertight).
Page 51
2018 July Q5

(a)

’Stiff condition’

A large GM and small radius of mass gyration causes a short and aggressive roll period and typically low roll
amplitudes.

Vessels with a small length to beam ratio are more likely to have a large GM, and if coupled with deadweight
concentrated on the centreline, could have a comparatively small radius of mass gyration.

RoRo vessels and containerships are more prone to being ’too’ stiff because of their large beam.

RoRo vessels are also prone to being ‘too’ stiff if the heaviest trailers and tugs are loaded near the centreline and
on the lowest vehicle decks.

Bulkers are prone to being ‘too’ stiff if carrying very dense cargo. Dense cargo stowed low down and near the
centreline could cause a high GM.

Page 52
Cargo shift is less likely due to the low roll amplitude, but of increased likelihood due to large accelerations and
decelerations in roll.

Cargo shift could cause damage to the cargo, damage to the ship’s structure, and injury to crew and passengers.

Cargo shift would also cause reduced reserves of stability.

(b)

‘Tender condition’

A small GM and large radius of mass gyration causes a long and gentle roll period and high roll amplitudes.

Narrow vessels are more likely to have a small BM, and if coupled with nearly full wing tanks and ballast tanks,
could have a large radius of mass gyration and high KG. Vessels in a ballasted condition are therefore prone to a
high radius of mass gyration.

Cargo shift is more likely due to large roll angles, but of decreased likelihood due to small accelerations and
decelerations in roll.

Cargo shift could cause damage to the cargo, damage to the ship’s structure, and injury to crew and passengers.

Cargo shift would also cause reduced reserves of stability. The vessel is likely to have small reserves of stability
before cargo shift, and therefore possibly insufficient reserves of stability post cargo shift.

Vessels with large amounts of deck cargo are more prone to having a high KG, and therefore a low GM.

Vessels with swimming pools, helicopters, lots of superstructure decks are also prone to having a high KG, and
therefore a low GM.

Liquification of bulk cargo, ice accretion, and firefighting water will also cause a high KG and therefore a low GM.

Cargo stowed off centre will cause a large radius of mass gyration, and longer roll periods. This could be the case
on RoRo vessels, and potentially on container ships. Although there is often greater opportunity for planning cargo
loading on a container ship to control both KG and radius of mass gyration.

Page 53
2018 July Q6

“2019 March Q5 and July 2018 Q6 are identical.”

Offshore supply vessels are prone to parametric roll and pitch in a seaway when dynamically positioned (DP) for
discharging to floating platforms at sea.

The vessels have significant flare and high freeboard at the bow so that the moderately small vessels can weather
heavy seas.

The vessels also have a low freeboard astern so that deck cargo has a relatively low centre of gravity. Most cargo is
stowed on the weather deck astern for easy discharge at DP to floating platforms.

The vessels are typically head on to the waves during operations with floating platforms to reduce the heel from
waves to a minimum.

Pitch during discharge operations at DP can cause the stern of the vessel to become awash, making lifting
operations high risk for crew on deck.

Pitch by the stern typically causes an increase in stability, however if the stern is immersed, stability will deteriorate
dramatically. Hence transverse stability and longitudinal stability can fluctuate significantly, leading to parametric
roll and possibly parametric pitch.

Parametric roll and pitch escalate until inevitable course change is brought about. The forced change in course
results in waves being encountered at a different angle of attack.

Large roll and pitch amplitudes during discharge operations at DP make crew on deck vulnerable, vulnerable to
being struck by suspended cargo and shipped sea water.

Stability calculating must allow for the vessel to trim as it rolls, otherwise the calculations could be dangerously
misleading. A vessels underwater shape changes significantly as she rolls, mainly as a result of large stern
overhangs, large bow flare and large freeboard. This makes the centre of buoyancy move forward or aft, and hence
a trimming moment is generated. Historically, this movement in B was excessively time-consuming to calculate, so
the trim was assumed to be fixed. Older stability books will give cross curves and large angle stability information
assuming fixed trim with roll. For decades now, stability calculations have routinely accounted for free trim,
however calculations are still static, and therefore published stability information does not truly reflect how
dangerous operations are for offshore supply vessels at DP.

Page 54
2018 October Q4

(a)

Side compartment bilging has the following impact on stability; The transverse centre of buoyancy (TCB) will shift
away from the bilged edge, inducing a list toward the bilged side of the vessel. The vessel will have a negative
righting lever when upright, given the shifting of the TCB from the centreline, always away from the bilged edge of
the vessel. Furthermore, the transverse centre of floatation (TCF) will shift away from the bilged edge, list and
heeling moment will therefore cause a more dramatic impact on draught and freeboard on the bilged side of the
vessel.

Forward end compartment bilging has the following impact on stability; The longitudinal centre of buoyancy (LCB)
will shift aft of amidships, resulting in trim by the head. Trim by the head will cause an increase in draught forward,
and significantly, a reduced freeboard forward. Furthermore, the longitudinal centre of floatation (LCF) will shift aft
of amidships, therefore there will be a bias of trim forward (draught forward more affected than draught aft by the
trim).

There is likely to be a significant overall reduction in freeboard

forward on the bilged side of the vessel due to the following; parallel
sinkage, listing moments & list, trimming moments and trim by the
head, shifting of the axis of pitch and axis of roll. The reduced
freeboard will result in a reduced deck edge immersion angle.

“There will very likely be a change in the vessel’s transverse initial

metacentric height, however more damage details are needed to say
more on the matter.”

Page 55
(b)

“There are several options, but more detail is needed to specify which option is best/ practicable”

Ship crew should both reduce trim by the head and reduce list, ideally without increasing the vessel’s true mean
draught and KG. Options (broadly from best to worst) are listed below;

Option 1 - Seal the hull breach/ system breach, thereby reinstating the vessel’s watertight integrity, then pump out
the flood water.

Option 2 - Shift ballast aft and towards the intact side of the vessel. This action will reduce trim by the head and
list. The combined effect will be an increase in forward freeboard on the bilged side of the vessel. Thereby
resulting in an increase in deck edge immersion angle and furthermore, reducing listing arm. Reducing listing arm
will result in a lesser reduction in GZ through all angles of roll.

Option 3 - Load ballast aft on the intact side of the vessel. This action will cause an increase in parallel sinkage
(detrimental), and possibly induce extra FSE, but will have a similar general impact as option 2.

Option 4 – Discharge ballast forward on the bilged side of the vessel. This action will cause a decrease in parallel
sinkage (beneficial), and possibly induce extra FSE, but will have a similar general impact as option 2.

Option 5 – Cross flood the sister compartment. This action will increase trim by the head (detrimental) but would
correct list (beneficial). The combined effect may be beneficial, but stability during cross flooding may be
dramatically reduced.

Option 6 – Jettison forward deck cargo on the bilged side of the vessel. This action will reduce top weight, and
therefore cause a reduction in KG (beneficial) but will have a similar general impact as option 2. It may not be
possible to safely jettison cargo.

Page 56
2018 October Q5

“2018 October Q5 and 2015 July Q5 are identical”

Page 57
2018 October Q6

(ai) “October 2018 Q6a(i) and 2016 July Q5 are very similar.”

(aii)

“The required ‘condition of equilibrium’ is common to Type A, Type B, Type B-60 and Type B-100 vessels… however
based on the markers report, the examiners ae clearly expecting students to state the required ‘condition of
equilibrium’ and not just the enhanced standards for the Type A vessels over 150m.”

Page 58
The condition of equilibrium is as follows;

The condition of equilibrium shall be regarded as satisfactory provided the following conditions are fulfilled;

(b)

“October 2018 Q6b and 2016 July Q5b are identical. See sample solution to 2015 December Q6 due to large
overlap.”

Page 59
2018 November Q4

“Similarities with 2018 July Q4.”

(a)

Wind heeling moment may be calculated using the following formulae;

It shall be assumed that the steady wind ‘Force’ is 48.5 Kg/m2 (incorrectly referred to a ‘Force’ in the formulae, it is
in fact ‘pressure’, and it equates to approximately Beaufort wind force 10).

It shall be assumed that the ‘Lever’ (lever of wind force) extends from the centre of the ‘Area’ (exposed lateral area
to the wind) to below the static waterline, specifically to half the draught.

The wind heeling moment during a gust is assumed to be 50% greater than the regular static wind heeling moment.

Page 60
(b)

A wind ‘heeling lever’ can be calculated by dividing a wind heeling moment my mass displacement.

The wind ‘heeling lever’ due to a steady wind and the wind ‘heeling lever’ due to a gust may be superimposed over
a GZ curve (righting lever curve) to determine static heel angles (steady and gusting), and a dynamic heel angle
(worst case heel angle post an lull in wind speed and during the subsequent gust). See sample solution to July 2018
Q4 for further information.

(c)

“Similarities with 2017 December Q5b”

Increase in vessel mass leading to reduced freeboard, reduced freeboard leading to reduced angle of deck edge
immersion.

Increased top-weight leading to increased KG and reduced GM. Increased KG leading to a general reduction in GZ,
impact increasing with roll angle. The reduction in GM causes a reduction in the initial gradient (slope) of the GZ
curve.

A greater build-up of ice on one side of a vessel will cause the vessel’s centre of gravity to move off-centre resulting
in list, a general reduction in GZ, and an initial negative GZ.

List induced / GZ reduced / Deck edge immersion angle reduced / range reduced / angle and value of peak GZ
reduced / Dynamic stability reduced / GM reduced. Similar impact to suspending cargo from the ship’s crane
during a loading operation.

The net effect of ice accretion, particularly if asymmetric, is reduced stability by all measures at small, medium and
large roll angles.

Page 61
2018 November Q5

“2016 July Q6 and 2018 November Q5 are identical, and 2020 December Q5 is near identical”

Page 62
2018 November Q6

‘2018 November Q6 and 2020 October Q6 are identical’

The following information is cribbed from MSN 1752.

Type B-60 ship – Extent of flooding

The ship will remain afloat in the ‘condition of equilibrium’ post the following extent of flooding;

The vertical extents of flooding shall be assumed to be from the baseline upwards without limit.

The transverse extent of flooding is equal to one fifth of the breadth of the ship (B) or 11.5m, whichever is the
lesser, measured inboard from the side of the ship perpendicularly to the centreline at the level of the summer
load waterline.

Ship constructed before 8th June 2000 – when the ship is loaded to the summer load waterline it will remain afloat,
after flooding of any single compartment other than the machinery space. Compartments are to have an assumed
permeability of 95%. If the ship is greater than 225m in length, then the machinery space shall be considered a
floodabale compartment with a permeability of 85%.

Ships constructed after 8th June 2000 – As above, with one exception, If the ship is greater than 150 in length, then
the machinery space shall be considered a floodabale compartment with a permeability of 85%.

If damage of a lesser extent than that specified in subparagraphs above results in a more severe condition, such
lesser extent shall be assumed.

Type B-100 – Extent of flooding

The ship will remain afloat in the ‘condition of equilibrium’ post the following extent of flooding;

The vertical and transvers extents of flooding shall be as per Type B-60 vessels.

Ship constructed before 8th June 2000 – when the ship is loaded to the summer load waterline it will remain afloat,
after flooding any two adjacent fore and aft compartments, neither of which is the machinery space.
Compartments are to have an assumed permeability of 95%. If the ship is greater than 225m in length, then the
machinery space shall be considered a floodabale compartment with a permeability of 85%.

Ship constructed after 8th June 2000 – As above, with one exception, the machinery space is a floodable
compartment with an assumed permeability of 85%, but the machinery space shall not be flooded in conjunction
with adjacent fore and aft compartment

Page 63
The ‘condition of equilibrium’

Acceptable ‘condition of equilibrium’ post flooding;

Page 64
2019 March Q4

(a)

A reduction in draught will result in a reduction in KB. A reduction in draught will also result in decrease in
underwater volume, and this will lead to an increase in BM, assuming waterplane area is constant. The net effect
of KB reducing, and BM increasing, is case specific. For a real ship, KB will typically decrease more than the BM
increases with a reduction in draught, hence there will be a
net reduction in KM, and therefore a net reduction in GM. The
above statements assume no change in KG, beam or
freeboard. And the final statement regarding real ship change
in GM assumes that waterplane area is constant with a
reduction in draught. A reduction in GM will result in a
shallower initial GZ curve gradient, and an overall reduced
peak GZ, angle of vanishing stability and range of stability. If
freeboard and beam are constant, then the angle of deck
edge immersion angle will be unaffected.

“Take a moment to look at the published KM and KB values

for MV SQA, you will see how trends vary depending on the
range of draughts being examined.”

Page 65
(b)

Increasing total FSM, increasing FSE, increasing KG and decreasing GM; All these actions are analogous. All stability
measures will be reduced, except for the angle of deck edge immersion. A increase in KG will result in a shallower
initial GZ curve gradient, and an overall reduction in peak GZ, angle of vanishing stability, range of stability and
dynamical stability. The above statements assume no change in draught, freeboard or beam.

(c) “2016 March Q6c and March 2019 Q4c are identical”

Page 66
2019 March Q5

“2019 March Q5 and July 2018 Q6 are identical.”

Page 67
2019 March Q6

“2016 July Q5 and Match 2019 Q6 are near identical similar”

Page 68
2019 July Q4

Page 69
(a)

Transverse dynamic stability - The energy required to roll a vessel between two angles. The area under the righting
moment curve between two angles is equal to ‘dynamical stability’. The area under the curve of statical stability
between two angles is directly proportional to ‘dynamical stability’. Transverse dynamic stability is a holistic
(broad) measure of ship stability.

Transverse statical stability – GM, GZ and righting moment are static measures of transvers stability, they provide a
snap shot of a vessel’s ability to return upright at small angles of roll (GM, between zero and ten degrees)) or at a
specific roll angles (GZ, or righting moment, at any specific roll angle).

(b)

The following information can be extracted from a statical stability curve (GZ curve);

• Condition of stability; if the vessel is stable, has neutral stability or is unstable.

• Whether the ship is upright, listing, lolling, or has combined list & loll. “Heel angle cannot be determined
from a GZ curve, unless a heeling lever is overlaid”.
• Transverse centre of gravity (TCG, GGH). (if applicable)
• The Initial transverse metacentric height (GM). “Often the GM will be calculated, and then the curve’s
initial gradient modified accordingly, so that the tabulated GM and the GZ curve are synchronised”.
• The approximate angle of deck edge immersion.
• GZ (righting lever) at different angles of roll.
• The maximum righting lever.
• The angle of maximum righting lever.
• The angle of vanishing stability (theoretical, no account for down flood).
• The range of stability (theoretical, no account for down flood).
• Areas under the GZ curve (proportional to dynamic stability, and used as a broad measure of stability).

(c) “2019 July Q4(c) and 2018 February Q6(b) are identical.”

Page 70
2019 July Q5

“Part (b) is a calculation question, hence not covered here.”

Page 71
(a)

“I have assumed that the vessel is initially stable an upright.”

“It is assumed that the tank does not extend along the vessel’s entire length”

Tank empty – Typical shape GZ curve, starting at 0,0, and forming a bell shape.

Tank 5% full – Assumed that the mass of extra water has a very minimal impact on draught and freeboard, and
therefore no noticeable impact on the angle of deck edge immersion or angle of peak GZ. It is Assumed that FSE
attributable to the tank is comparatively large, and that structure within the tank does not impede shifting of fluid
within the tank. Given the breadth of the tank, there is a large FSE, this cause a large virtual loss in GM, and a
general reduction in GZ that increases with roll angle (GZcorrection = GGV x sinθ). The reduced GM will cause the GZ
curve to have a shallower initial gradient.

Tank 100% full – There will be no FSE from the ballast when the tank is 100% full. It is assumed that ballast water
causes a marked increase in mass displacement, hence increase in draught, decrease in freeboard, and decrease in
the angle of deck edge immersion. It is also assumed that the mass of ballast water causes a marked decrease in
the vessel’s KG and therefore an increase in the vessel’s GM. The increased GM will cause the GZ curve to have a
steeper initial gradient. The reduced KG will cause a general increase in GZ, with the increases getting greater with
roll angle (GZcorrection = GGV x sinθ).

“The following curves have been calculated using KN data for a real vessel, with an exaggerated change in mass and
FSE. The Angle of peak GZ and angle of deck edge immersion are ‘near’ identical for the baseline and 5% curves.
Data for down flood has been omitted.”

Page 72
2019 July Q6

With reference to ‘MSN 1752 (M), regulation 32, Schedule 6’ and ‘MSIS 3’.

For each pre-worked condition information relating to the stability of the ship shall include;

• A profile diagram that indicates the disposition of weights.

• A statement of lightweight and disposition of weights on board.
• A statement on assumed icing, assumed passenger crowding, assumed wind heeling moments, and or
assumed heeling moment from fully loaded survival craft(s). (If applicable)
• A ‘Container Stowage Plan’ showing the disposition and identification arrangement of every container. The
size and maximum laden and unladen weight of the various types of container should be indicated. (if
applicable)
• A ‘Tabular Statement’ giving the vertical and longitudinal geometric centres of each container in its stowed
position. (If applicable)
• Total deadweight mass and centre.
• Light mass and centre.
• Loaded mass and centre.
• True mean draught, mean draught, trim, draught aft and draught forward.
• KM, KG, GMsolid, FSC, and GMeffective.
• Curve of statical stability (GZ curve).
• A statement showing the elements of stability in the condition compared to the relevant criteria, and a
warning of unsafe condition. (if applicable)
• A statement of instructions on appropriate procedures to maintain adequate stability in each case where
special procedures are applied such as partial or complete filling of spaces designated for cargo, fuel, fresh
water or other purposes. (if applicable)
• Guidance on trim, and/or the maximum draught forward to maintain a minimum bow height. (if applicable)
• Guidance on the sequence of ballasting to ensure adequate stability throughout the voyage (if applicable).
• Warning about effects of strong winds, especially if trading in the Great Lakes (applicable to ships carrying
containers or deck cargoes). (if applicable)

Page 73
 • Warning about the dangers of icing if engaged in Arctic Waters. (if applicable)
• Guidance on special features regarding the stowage or behaviour of cargo to be carried. (if applicable)
• Guidance on the manner to load the ship to avoid the creation of unacceptable stresses in the structure.
The maximum permissible stresses should also be indicated. (if applicable).

The pre-worked conditions enable relatively fast calculation of actual stability by hand, or sense checking of
calculations completed by the loadicator, and/or periodic verification of the loadicator accuracy.

The loading computer and Stability Booklet should complement each other, using the same terminology and layout
where practical.

Pre-worked conditions enable new crew to quickly familiarise themselves with standard loading conditions and
typical stability characteristics.

Page 74
2019 November Q4

Page 75
(a)

(bi)

“The curves may coincidently be the same up to the angle of deck edge immersion, but likely, they will be subtly
different. All vessels typically pitch with roll, even at small angles of roll.”

Beyond the angle of deck edge immersion there will be a significant change in the trending movement of B as roll
angle increases. This will cause a dramatic change in trending GZ as roll angle increases.

If the aft deck is immersed then the vessels CoB will shift forward, this will cause a trimming moment by the stern.

The longitudinal waterplane inertia will also reduce if the aft deck is immersed, leading to a reduction in MCTC.

The increasing trimming moment by the stern, and the increased sensitivity to trimming moments, will jointly cause
a large increase in stern trim with roll.

Until the deck edge immersion angle is reached, the pitch with roll will be modest, and there will be minimal
difference between ‘fixed’ and ‘free to trim’ curves of statical stability

(bii)

“The curves are both unusual because of the particularities of a typical OSV form, namely as a result of large stern
overhang, large bow flare , large forward freeboard, and small after freeboard.”

Page 76
2019 November Q5

(a)

A ship is assumed lost if the ‘Margin Line’ is submerged post damage. The ‘Margin Line’ is 76mm below the
freeboard deck (BHD deck).

‘Floodable Length’ varies along the length of a vessel. Floodable length is the length of compartment that if
flooded would cause the ship to sink down to the ‘Margin Line’. The ‘Floodable Length’ is greater around
amidships, because damage around amidships causes mainly parallel sinkage. ‘Floodable Length’ is shorter at the
fore and aft ends of a vessel because flooding in either case causes both parallel sinkage and trim.

Passenger space distribution aboard a vessel directly affects passenger safety. Passenger space distribution below
the ‘Margin Line’ is measured using the ‘Criterion of Service numeral’.

Danger to life is partly a function of Passenger space distribution aboard, and the number of passengers aboard,
where the number of passengers aboard is partly a function of vessel length. ‘Factor of Subdivision’ is calculated
using both the ‘Criterion of Service numeral’ and vessel length. The factor of Subdivision is used to calculate the
‘Permissible Length’.

Page 77
‘Permissible Length’ varies along the length of a vessel. Permissible length is equal to ‘Floodable Length’ multiplied
by the ‘Factor of Subdivision’. ‘Permissible Length’ is always less than ‘Floodable Length’.

The ‘Factor of Subdivision’ is always less than 1 (unity), therefore ‘Permissible Length’ is always less than the
‘Floodable length’. In theory if a compartment were to be flooded the margin line would not be submerged.

The ‘Factor of Subdivision’ is also used to calculate the ‘Compartment Standard’. The ‘Permissible Length’ is
divided into either 1, 2 or 3 compartments depending upon the ‘Compartment Standard’. The ‘Compartment
Standard’ is equal to the reciprocal of the ‘Factor of Subdivision’ (1/F) rounded down to the nearest whole number.
The ‘Compartment Standard’ ensures that the vessel can flood multiple adjacent compartments without immersing
the ‘Margin line’.

(b)

Regular seasonal load lines are often largely irrelevant to the daily operation of a passenger ship. The regular
operational draughts of a passenger ship may be significantly lower than the seasonal load lines.

Passenger ships may also operate in one of several modes of operation which limit the potential injury and loss of
life following bilging.

For the above reasons, a ship intended for alternating modes of operation may, if the owners desire, have one or
more additional load lines assigned and marked to correspond with the subdivision draughts which the
Administration may approve for the alternative service configurations. Each service configuration so approved
shall comply with subdivision and stability regulations independently of the results obtained for other modes of
operation.

In no case shall any subdivision load line mark be placed above the deepest load line in salt water as determined by
the strength of the ship or the International Convention on Load Lines in force.

Whatever may be the position of the subdivision load line marks, a ship shall in no case be loaded so as to
submerge the load line mark appropriate to the season and locality as determined in accordance with the
International Convention on Load Lines in force.

A ship shall in no case be so loaded that when it is in salt water the subdivision load line mark appropriate to the
particular voyage and service configuration is submerged.

(c)

“The question is seemingly asking about ‘Extent of damage’, ‘Standard of damage’ and ‘Flooding assumptions’.
However, the marker report suggests that the marking scheme is broader and includes minimum GM etc. in the
equilibrium condition.”

Assumed service condition

The ship shall be assumed to be in the worst service conditions as regards stability which is likely to be experienced
having regard to the intended service of the ship, or damage calculations shall be made over the operational
draught range as a basis for a curve of required metacentric heights.

Assumed damage

“Extent of damage - The combined longitudinal, transvers and vertical extent of hull breach, this may be considered
as a ‘damage envelope’”

The longitudinal extent of damage in all cases is assumed to be the lesser of; 3m +3% of length, 11.5m, or 3
adjacent compartments (if the vessel’s ‘Compartment Standard’ is 3). The vertical extent of damage in all cases is
assumed to be from the base line upwards without limits (Keel to deck). And the transverse extent of damage is
equal to 20% of beam. A lesser extent of damage shall be considered if the outcome if more onerous.

“Standard of damage – How the ‘extent of damage’ is to be applied. For instance, is the ‘extent of damage’ to be
applied over the entire length of the vessel, is it to exclude the main machinery space, is it to include only
Page 78
compartments with a certain permeability, is it to exclude the collision bulkhead. And is application a function of
vessel length, passenger numbers carried, or vessel class/type/category.”

Where the ship is fitted with decks, inner skins or longitudinal bulkheads of sufficient tightness to restrict the flow
of water, regard shall be had to such restrictions in the calculation.

“Flooding assumptions – The assumptions to be made after damage to the vessel; such as the effectiveness of cross
flooding arrangements, the loss or retention of cargo, the buoyancy afforded by superstructure, and the
consideration of consequential flooding into small watertight compartments.”

Stability requirements post damage (Ships constructed after 29th April 1990)

(d)

The Stockholm Agreement is applicable to Ro-Ro passenger vessels operating regular scheduled domestic services
in European waters where there is a significant wave height equal to or in excess of 1.5 meters.

The Stockholm agreement goes above and beyond the general stability standards Ro-Ro passenger vessels owing to
the prevailing sea conditions and other local conditions specific to European water.

The Stockholm Agreement aims to improve the survivability of Ro-Ro passenger vessels operating in European
waters, by including assessment of more service states and higher significant wave heights.

The Community wishes to avoid by all appropriate means shipping accidents involving ro-ro passenger ships and
resulting in loss of life. The survivability of ro-ro passenger ships following collision damage, as determined by their
damage stability standard, is an essential factor for the safety of passengers and crew and is particularly relevant
for search and rescue operations; the most dangerous problem for the stability of a ro-ro passenger ship with an
enclosed ro-ro deck, following collision damage, is the one posed by the effect of a build-up of significant amounts
of water on that deck. (Directive 2003/25/EC OF the European Parliament and Of the Council)

Page 79
2019 November Q6

(a)

GM is a function KB, BM and KG. BM is a function of waterplane inertia and underwater volume. BM is directly
proportional to beam squared. An increase in beam will cause a dramatic increase in BM, and in turn, a dramatic
increase in GM. The above assumes length, draught and KG remain constant. The larger a vessels beam, the
greater the shift on centre of buoyancy with roll, and hence the higher the metacentre.

(b) ‘2019 November Q6b and 2015 December Q5b are very similar.’

Arithmetic Mean Draught, AMD, draught at amidships, average of end draughts. The draught at amidships varies
with trim even when vessel mass and water density is unchanged. Therefore, the draught at amidships may not be
truly representative of a vessel’s condition.

True mean Draught, TMD, draught at the centre of floatation, the point about which a vessel will pitch. The
draught at the centre of flotation remains constant for a typical range of operational trim. The draught at the
centre of flotation only varies with vessel mass or water density. Therefore, the draught at the centre of flotation is
likely to more accurately represent a true vessel condition.

AMD and TMD will be identical for a vessel on an even keel.

Page 80
(c)

As a vessel rolls, the shifting of fluid within slack tanks and holds will cause a vessel’s centre of gravity to shift
upwards, and horizontally towards the low side of the vessel simultaneously; from Gsolid to Gactual. As can be seen in
the sketch, this causes a reduction in righting lever (horizontal separation of the lines of force due to buoyancy and
weight, GZ). The vertical and horizontally shift in G can be model by a single vertical shift in G, known as Free
Surface Correction (FSC). The modelled rise in G is ‘virtual’, and akin to a virtual loss in GM.

Page 81
2020 July Q4

Page 82
(a)

“In some damage scenarios the ‘added mass’ method may be more accurate than the ‘Constant displacement’
method. If the examiner is accepting of the ‘added mass method’ in relation to (a)(i) and (a)(iv), then the examiner
should be accepting of the ‘added mass’ method for (a)(ii) and (a)(iii)”.

“The following sample solutions assume that the ‘added mass’ method is only relevant to (a)(i) and (a)(iv), this has
been inferred from the markers report.”

(ai)

Added mass method - The added mass of flood water will cause the centre of gravity to shift forward, causing a
trimming moment by the head. The mass of flood water is also likely to cause a change in the vessels effective KG,
but this will have minimal impact on MCTC, trim and end draughts.

Constant displacement method - There will be no change in the vessel’s centre of gravity. The flood water is not
entrained, the flood water will exert no weight of FSE on the vessel.

(aii)

The vessel will sit deeper in the water (either due to added mass, or lost buoyancy), and the extra displaced water
up high (in way of the new waterline) will cause a rise in KB.

(aiii)

The centre of flotation is at the centre of the waterplane area.

Added mass method – Water plane area is not affected by flooding. The CoF will be at amidships.

Constant displacement method – Loss of waterplane area forward will cause the CoF to shift aft, to halfway
between the forward bulkhead and the stern.

(aiv)

Added mass method - The entrained flood water will cause an increase in the vessel’s mass displacement.

Constant displacement method – The flood water is not entrained, the flood water will exert no weight on the
vessel, there will be no change in the vessel’s mass displacement.

(b)

“Assuming ‘constant displacement.”

MCTC is a function of GML, mass displacement and length between perpendiculars. And GML is a function of KB,
BML and KG. GML is most influenced by BML.. BML is a function of longitudinal waterplane inertia and displaced
underwater volume. BML is most influenced by the longitudinal waterplane inertia. Post bilging, the intact
waterplane inertia will be greatly reduced, and ultimately MCTC will be greatly reduced. if MCTC were assumed
constant It may be very optimistic, one could expect an under estimation of trim, and therefore an under
estimation of draught forward, and over estimation of freeboard forward.

(c)

If post bilging, there is either a pocket of buoyancy high up, or a pocket of buoyancy low down, then the KB of the
bilged vessel will either be less than half the bilged draught of more than half the bilged draught respectively.
Pockets of buoyancy, or pockets of lost buoyancy, cause a bias in KB. For example, if a double bottom tank were
bilged there would be a pocket of buoyancy above the tank that would cause the overall centre of buoyancy to be
greater than half the bilged draught.

Page 83
2020 July Q5

“2020 July Q5 and 2016 March Q5 are identical.”

Page 84
2020 July Q6

“July 2020 Q6 is identical to 2017 December Q5.”

Page 85
2020 August Q4

(a)

There are facts, but varied outcomes based upon the bilged vessel’s particulars.

GM is a function of KB, BM and KG (GM=KB+BM-KG).

It is assumed that KG is not affected by bilging. Regardless of the bilging scenario, it is assumed that flood water
has no impact on a vessel because it is not entrained by the vessel. It is also assumed that no vessel mass is lost
because of bilging.

If the vertical extent of bilging is limited by a watertight flat below the initial waterline, then there will be no impact
on waterplane area, waterplane inertia, or BM. If the vertical extent of bilging is limitless or bilging is above a
watertight flat, then there will be a reduction in waterplane area, waterplane inertia and BM.

Page 86
All bilging scenarios cause a rise in true mean draught, but not necessarily a rise in KB. If there is no limit in the
vertical extent of bilging, then the bilged KB will be equal to half the bilged true mean draught. If lost volume is in
the double bottom, then the bilged KB will be more than half the bilged true mean draught. If lost volume is above
the double bottom, then bilged KB will be less than half the bilged true mean draught.

In summary - If the vertical extent of bilging is unlimited, then there will be a rise in KB and loss in BM, and typically
an overall reduction in GM. If bilging is limited to below a watertight flat then there will be a rise in KB and no
impact on BM, and therefore an increase in GM. If bilging is above a watertight flat then there is typically an
overall modest rise in KB (dependent on vessel particulars) and a loss in BM, and overall a reduction in GM.

(b)

Bilging a side compartment will cause an increase in KB, a reduction in BM, typically an overall reduction in GM, and
a horizontal shift of the centre of buoyancy (CoB) and centre of flotation (CoF) away from the bilged side of the
vessel.

Horizontal shift of the CoB will induce list toward the bilged side of the vessel, and the vessel will list about the new
CoF, causing a potentially dramatic draught heeled, and reduction in freeboard on the bilged side of the vessel.

Cross flooding will return the CoB to the Centreline and therefore eliminate list, but it could also theoretically cause
a further reduction in waterplane inertia and ultimately a reduction in GM. Cross flooding will also cause an
increase in draught, decrease in freeboard, and decrease in the angle of deck edge immersion.

Page 87
2020 August Q5

With reference to MSN 1752 (M), regulation 32, Schedule 6; the information relating to the stability of a ship to be
provided for the master shall include the particulars specified below.

General Particulars

The ship’s name, official number, port of registry, gross and register tonnages, principal dimensions, displacement,
deadweight and draught to the summer load line.

General particulars are used in dialogue between the ship’s crew and both shore personnel and the crew of other
ships, in instances where only high-level ship data is required.

General arrangement

A profile view and, if necessary, plan views of the ship drawn to scale showing all compartments, tanks, storerooms
and crew and passenger accommodation spaces, with their position relative to mid-ship.

A general arrangement aide’s ship familiarisation by new crew, passengers and visitors. Furthermore, a general
arrangement is often used as a visual aide during dialogue.

Inclining test report

The inclining test report details the latest calculated lightship particulars.

Lightship particulars are incorporated in to the majority of stability calculations.

Tank, hold, and vehicle deck data

The capacity and the longitudinal and vertical centre of gravity of every compartment available for the carriage of
cargo, fuel, stores, feedwater, domestic or water ballast. In the case of a vehicle fe

rry, the vertical centre of gravity of compartments designated for the carriage of vehicles shall be based on
the estimated centres of gravity of the vehicles and not on the volumetric centres of the compartments.

Passenger and crew data

The estimated total weight and the longitudinal and vertical centre of gravity of the passengers and their effects,
and the crew and their effects.

Deck cargo data

The estimated weight and the disposition and centre of gravity of the maximum amount of deck cargo which the
ship may reasonably be expected to carry on an exposed deck. In the case of deck cargo, the arrival condition shall
include the weight of water likely to be absorbed by the cargo. (For timber deck, cargo the weight of water
absorbed shall be taken as 15 per cent of the weight when loaded.)

Tank, hold, deck cargo, vehicle deck, crew and passenger deck data is used as an aide to planning loading
operations, and assessing the stability of loading conditions.

Page 88
Annotated load line diagram (deadweight scale)

A diagram or scale showing the load line mark and load lines with particulars of the corresponding freeboards; and
the displacement, tonnes per centimetre immersion, and deadweight corresponding to a range of mean draughts
extending between the waterline representing the deepest load line and the waterline of the ship in light condition.

A deadweight scale may be used to quickly determine total deadweight mass on board at any given salt-water
draught.

Upright hydrostatic particulars

A diagram or tabular statement showing the hydrostatic particulars of the ship, including the heights of the
transverse metacentre and the values of the moment to change trim one centimetre. These particulars shall be
provided for a range of mean draughts extending at least between the waterline representing the deepest load line
and the waterline of the ship in light condition. Where a tabular statement is used, the intervals between such
draughts shall be sufficiently close to permit accurate interpolation.

Upright hydrostatic particulars are used to calculate small angle transvers stability characteristics, as well as trim
and draught.

FSE data and example calculation

The effect on stability of free surface in each tank in the ship in which liquids may be carried, including an
example to show how the metacentric height is to be corrected.

KN Data and example calculation of righting levers

A diagram or table showing cross curves of stability for a range of mean draughts extending at least between
the waterline representing the deepest load line and the waterline of the ship in light condition. In the case of a
ship carrying timber deck cargo, the volume of the timber deck cargo, or a part thereof, may be taken into account
in deriving a supplementary curve of stability appropriate to the ship when carrying such cargo. An example shall
be included to show how a curve of righting levers (GZ) may be obtained from the cross curves of stability.

Pre-worked information relating to stability conditions

The pre-worked conditions enable relatively fast calculation of actual stability particulars by hand, or sense
checking of calculations done by computer. Pre-worked conditions also enable new crew to quickly familiarise
themselves with standard loading conditions and typical stability characteristics. Furthermore, pre-worked
conditions also enable new crew to equant themselves with perhaps different methods of stability data
presentation.

Page 89
2020 August Q6

‘2017 October Q6 and 2020 August Q6 are identical’

Page 90
2020 October Q4

(a)

There may be both the addition and removal of mass, and changes to Free Surface Effect during a voyage.

There may be accretion of ice, shipping of water on deck, and absorption of water by deck cargo during a voyage.
In each scenario there will be added top weight, and if water is shipped on deck there will also be additional free
surface effect. In summary, KG will effectively rise. A rise in KG is detrimental to stability.

There will be consumption of fuel and stores during a voyage. Fuel and fresh water are stowed low down on
vessels; hence consumption of fuel and fresh water will cause a rise in KG. Change in fuel and freshwater tank
states will also bring about changes in Free surface effect. If fuel and freshwater tanks are full on departure, then
there will be creation of free surface effect, resulting in an effective rise in KG.

Ballast water exchange, and ballasting to compensate for fuel consumption will, at least temporarily, cause a net
change in vessel mass and Free Surface Effect.

Shifting of cargo (such a grain) could also cause a transvers shift in the vessel’s Centre of gravity, bringing about a
state of list. List will cause a general reduction in stability measures.

The addition and removal of mass will affect draught and freeboard. A reduction in freeboard brought about by an
increase in mass, will cause a decrease in the angle of deck edge immersion, and generally a reduction in reserve
buoyancy and ultimately all other measures of stability.

The addition and removal of mass is also likely to bring about a change in trim. Stability can be greatly affected by
trim. Trim by the stern typically results in improved stability, whereas trim by the bow typically results in reduced
stability.

Changes in sea state will also cause variation in stability from one second to the next. And beam winds will reduce
a vessel’s reserves of stability.

“It is envisaged that the examiner is expecting a focus on addition and removal of mass, and shifting of cargo during
a passage”

Page 91
(b)

GZ (m)

0 Angle of roll (degrees)

Assumptions and outcome during the voyage.

• Assumed minimal net change in mass displacement, hence minimal change in the angle of deck edge
immersion.
• Assumed rise in KG due to creation of extra FSE, extra top weight, or reduced weight low down. Resulting in
a net rise in KG and fall in the initial GM. The initial GZ curve gradient will reduce, and in general GZ will
increasingly reduce as roll angle increases (GGv x sin θ).
• Assumed shift of cargo, asymmetric accretion of ice, or uneven consumption of fuel and fresh water cause
a transvers shift of the CoG from the centreline. The transverse shift of G will cause list.
• There will be a general reduction in stability measures, including dynamic stability.

Page 92
2020 October Q5

(a)

An Initial Survey - Performed before a ship enters service. The survey is required for load line assignment. The
survey includes a complete inspection of the ship’s structure and equipment to ensure the ship complies with the
applicable Convention requirements.

An Annual Survey - Performed within three months either way of each annual anniversary date of the load line
certificate. The survey is to ensure that;

Alterations have not been made to the hull or superstructures which would affect the calculations
determining the position of the load line;

The fittings and appliances for the protection of openings, guard rails, freeing ports and means of access to
crew’s quarters are maintained in an effective condition;

The freeboard marks are correctly and permanently indicated; and

The information required by regulation 10 of Annex I is provided to the master of the ship.

A renewal survey – Performed at intervals not exceeding five years (except where regulation 17(3) and regulations
18(4) and (7) apply) to ensure the ship complies with the applicable Convention requirements.

Reference has been made to ‘The Merchant Shipping (International Load Line Convention) (Amendment)
Regulations 2018’.

(b)

Enclosed space access and egress; visually survey and test effectiveness of watertight and weathertight doors (Inc.
side cargo doors, stern doors and bow doors) and hatches to enclosed spaces (including tank covers). Movable
parts should be well greased, and rubber gaskets should be visually checked for cracks. A chalk test or hose test
may be used to ensure there is adequate contact between the door and the gasket.

Ventilators and Air pipes; visually survey closing mechanism on tank air pipes and ventilation openings in the
weather deck. Movable parts should be well greased, and rubber gaskets should be visually checked for cracks. It a
flame gauze I fitted to an air pipe, this should be visually surveyed as well.

Locking bars and locking pins; visually survey and test effectiveness of locking mechanisms on doors, hatches, vent
covers etc.

Portable beams for securing cargo; visually survey for signs of corrosion, erosion, and defamation that may
influence fitness for purpose.

Scuppers and freeing ports; survey scuppers and freeing pots to ensure that they are in working order, that they
are not blocked, and that appropriate plugs are available for temporarily blocking (e.g. during bunkering
operations).
Page 93
Overboard discharges; visually survey and test closing of non-return valves to ensure they are well maintained and
functional.

Side scuttles (ports) and deadlights below the freeboard deck; visually survey and test scuttles/ports/deadlights for
watertight integrity, as per watertight doors.

Guardrails, bulwarks and stanchions; visually survey for signs of corrosion, erosion, and defamation that may
influence fitness for purpose.

Load Line markings and draught marks; all markings should be clearly visible, marine growth should be removed,
and if necessary rust removed and markings repainted before the survey. The location of the markings will be
verified as correct.

Load Line records and supporting information; all relevant documentation must be available for inspection/
reference. Keys should be available for the ship’s office etc.

Structural arrangement and outfitting; survey to ensure no departure from the conditions of assignment that may
materially affect the vessels safety. Conditions of assignment are detailed in the record of particulars.

Page 94
2020 October Q6

‘2018 November Q6 and 2020 October Q6 are identical’

Page 95
2020 December Q4

The correction for block coefficient, length to depth ratio, position of deck line, superstructures and trunks, sheer
profile and bow height are very similar for Type A and Type B vessels. See sample solutions for 2015 December Q6
and 2021 July Q6.

Page 96
2020 December Q5

2016 July Q6, 2018 November Q5 and 2020 December Q5 are near identical, only part ‘c’ is unique to this question.

c)

Free surface moment is independent of ship displacement, free surface moment is purely based on the geometry of
the free surface within the tank (inertia of the free surface area), and the density of the fluid within the tank. A free
surface moment can be factored into stability calculations with ease, with only necessity to correct for density.
Whereas, a Free surface correction would need to be multiplied by the baseline ships displacement, and then
corrected for fluid density before being factored into stability calculations.

Page 97
2020 December Q6

a)

The angle of deck edge immersion is the roll angle at which the freeboard deck (or part thereof) is immersed. The
angle of flooding is the roll angle at which openings in the hull, superstructures or deckhouses which cannot be
closed weathertight are immersed. MV ALPHA, mass displacement 10000t in salt water, angle of deck edge
immersion .35.3 degrees, angle of flooding 57.8 degrees. MV BETA, draught of 10.0m, angle of deck edge
immersion 26.4 degrees (calculated), angle of flooding 67.3 degrees.

b)

When vessel rolls beyond the angle of loll it’s centre of buoyancy (B) moves outboard of its line of force due to
gravity, causing a small positive righting moment acting to return the vessel back to the angle of loll. The
movement in B causes a rise in the metacentre and in turn a small positive GM. Note, the initial GM is negative,
whereas the GM at the angle of loll is positive.

c) ‘Identical question asked in 2015 December Q5(c), 2017 July Q5(c) and 2020 December Q6(c).’

d) ‘Identical question asked in 2015 December Q5(d), 2017 July Q5(d) and 2020 December Q6(d).’

Page 98
2021 March Q4

Page 99
(a)

As a vessel turns, a centripetal force acts

inwards towards the centre of the turn,
approximately through the centre of
buoyancy of the vessel. Also, an equal and
opposite force called the centrifugal force
acts at and through the centre of gravity, out
of the turn. This creates a couple which
generates a heeling moment out of the turn.
The vessel will heel about the centre of
flotation due to the heeling moment caused
by the centrifugal and centripetal forces.

(b)

‘Curves of statical stability (GZ curves) do not account for heeling forces; however, a heeling leaver curve can be
superimposed over a righting leaver curve to determine the heel and residual righting leaver and residual dynamic
stability.’

The heel angle corresponds with the intersection of the righting arm and heeling arm curves.

The vessel will experience a ‘apparent’ reduction in righting arm.

The vessel will experience a ‘apparent’ reduction in dynamic stability, the vessel’s residual dynamic stability will be
proportional to the area between the righting arm and heeling arm curves.

(c)

See part (b). ‘Apparent’ reduction in righting arm, the angle of vanishing stability, the range of stability, the peak
GZ, and the dynamic stability.

Page 100
2021 March Q5

(a)

• Approved and unapproved alterations, additions, and removals to the ships outfit.
• Accumulation/removal of paint.
• Removal of rust.
• Erosion.

(bi)

There will be free surface effect associated with slack tanks, calculating accurate free surface effects can be
prohibitive, but less so for tanks with a rectangular shape because of their simple geometry. Any error in calculated
FSE will translate to an error in the ship’s calculated light KG. A ‘worst case’ FSE may be assumed for ‘curved’ tanks,
this is pessimistic, and consequently safe, but it is not accurate. If only rectangular tanks are slack, then the issue is
largely evaded, resulting in more accurate calculation of lightship KG.
Page 101
(bii)

Mooring lines and shore connections should be minimised and slack, and the brow or gangway should not be
resting on the vessel. The vessel must be floating freely and unrestricted by mooring lines whilst list is measured
using pendulums etc. Tight lines would limit the vessel’s ability to float freely during pendulum readings and
therefore invalidate results.

(biii)

The vessel must be floating freely whilst list is measured using pendulums etc. The wash etc. of passing vessels
could influence the vessel’s list, and therefore invalidate results.

(biv)

Wind on the vessel will impose a heeling moment, adding to or offsetting the listing moment induced by the
moving of incline weights athwartships. This would invalidate the calculation of GM from pendulum readings
because the pendulums will measure combined list and heel, and not just list. The Mooring lines could also go tight
as the ship moves on/off the berth or along the berth.

(bv)

The mass and CoG of all deadweight must be accurately determined for the light mass and light KG to be accurately
calculated. And likewise, data on missing or incorrectly positioned lightship items must be accurately determined
and factored into the calculation of light mass and light KG. Any variance from the light condition must be
identified and accurately accounted for. Any error in estimating variance from the light condition will result in error
in the calculated light condition, hence the ship should ideally be in the light condition.

(bvi)

Small angle transverse stability theory is used to determine the as-inclined vessel’s GM, and then lightship KG. The
theory is only accurate for small angles of roll, and hence the calculated as-inclined GM etc. would be inaccurate if
induced list angles were more than 4 degrees of roll. The maximum roll angle is a function of ship form and
draught, there is not a one-size-fits-all maximum angle of roll. In practice, a compromise is made between
acceptable pendulum deflection and acceptable list angles. Pendulum deflection must be large enough to reduce
the sensitivity to human errors and environmental factors.

Page 102
2021 March Q6

This is a broad question.

Description of a Type A ship

A Type A ship is a ship which Is designed to carry only liquid cargo in bulk. A Type A ship has a high integrity of
exposed decks, with only small access openings to cargo compartments, closed by watertight gasketed covers of
steel or equivalent material. Type A ships has a low permeability of loaded cargo compartments.

Ore-bulk-oil (OBO) ships are not Type A, but are in fact Type B ships. They occasionally carry liquid cargo in bulk to
increase their uterlisation by reducing the number of empty (ballast) voyages, but they do not have a high integrity
of exposed decks.

Intact stability requirements - Generic

‘Reference has been made directly to the 2008 IS Code’

The area under the curve of righting levers (GZ curve) shall not be less than;

o 0.055 metre-radians up to an angle of 30 degrees

o 0.09 metre-radians up to an angle of 40 degrees or the angle at which the lower edge of any
openings in the hull, superstructures or deckhouses which cannot be closed weathertight, are
immersed if that angle is less;
o 0.03 metre-radians between the angles of heel of 30 degrees and 40 degrees or such lesser angle
as is referred to in the above subparagraph.

The righting lever (GZ) shall be at least 0.20 metres at an angle of heel equal to or greater than 30 degrees.

The maximum righting lever shall occur at an angle of heel not less than 25 degrees (30 degrees in MSN 1752)

Intact stability requirements - Oil tankers of 5000t deadweight and above

There are ‘special’ criteria for oil tankers of 5000t deadweight and above. These ships shall comply with regulation
27 of Annex 1 to MARPOL 73/78.

The difference between ‘generic’ and ‘special’ criteria is subtle and relates only to the angle of heel for maximum
righting lever (arm). “The maximum righting arm shall occur at an angle of heel preferably exceeding 30° but not
less than 25°”.

Page 103
Damage stability (old syllabus)

Reference should be made to MSN 1752 (M), and The Merchant Shipping (Load Line) Regulations 1998, as
amended by the Merchant Shipping (Load Line) (Amendment) Regulations 2000.

Extent of damage for Type A and Type B cargo vessels built before 8th June 2000.

1) The longitudinal extent of damage in all cases is assumed to be any one ‘empty’ compartment between
transverse bulkheads when fully loaded at the summer loadline.
2) The ship should be capable of remaining afloat after flooding of such a compartment with an assumed
permeability of 0.95 and shall remain afloat in a satisfactory condition of equilibrium.
3) If the vessel is over 225m in length then the machinery space shall be treated as a floodable compartment,
with an assumed permeability of 0.85.
4) The vertical extent of damage in all cases is assumed to be from the base line upwards without limits. -
Keel to deck
5) The transverse extent of damage is equal to 20% of beam or 11.5m, whichever is lesser.

Extent of damage for Type A and Type B cargo vessels built after 8th June 2000.

1) The longitudinal extent of damage in all cases is assumed to any one compartment with an assumed
permeability of 0.95.
2) If the ship is over 150m in length, the machinery space shall be treated for these purposes as a floodable
compartment, but with a permeability of 0.85.
3) The vertical extent of damage in all cases is assumed to be from the base line upwards without limits. -
Keel to deck
4) The transverse extent of damage is equal to 20% of beam or 11.5m, whichever is lesser.

Condition of Equilibrium for Type A, Type B, Type B-60 and Type B-100 cargo vessels.

1) The final waterline after flooding, taking into account sinkage, heel and trim, is below the lower edge of any
openings such as air pipes, top of a ventilator coaming, door sill and openings which are closed by means
of weathertight doors or hatch covers through which progressive flooding may take place.
2) If pipes, ducts or tunnels are situated within the assumed extent of damage penetration, arrangements
shall be made so that progressive flooding cannot thereby extend to compartments other than those
assumed to be floodable in the calculation for each case of damage.
3) The angel of heel due to unsymmetrical flooding does not exceed 15 degs.
4) If no part of the deck is immersed, an angle of upto 17 degs may be accepted.
5) The metacentric height (GM) in the flooded condition must be positive and must be at least 0.05m.
6) The vessel must have adequate residual stability after flooding
7) The right lever curve must have a minimum range of stability of 20 degs.
8) The maximum righting lever (GZ) must be at least 0.1 mwithin this range of stability.
9) The area under the righting lever curve within this range shall not be less than 0.0175 mr.

Page 104
Damage stability (new syllabus)

This is a big topic, see SOL for details, click here (SQA Stability MCM/ Chief mate study resources / Bk.10 )

Page 105
2021 July Q4

(a)

As a vessel contacts submerged dock blocks an upward reaction force is generated, known as up-thrust (or suing
load or P). The up thrust compensates for the reduction in buoyancy caused by draining of the dock (or lock). As
more water is drained (or pumped) out of the dock (or lock) the up-thrust increases to compensate. The up thrust
causes an effective reduction in mass displacement. The vessel’s mass is unchanged, but the mass of displaced
water reduces.

Page 106
(b)

The reactionary up-thrust acts at the keel and is equivalent to removing mass from the bottom of the vessel. When
mass is removed from the bottom of a vessel the centre of gravity of the vessel increases, causing a decrease in the
initial metacentric height (GM). Therefore, a vessel will experience a virtual loss in GM during a docking evolution
because a virtual rise in KG. The rise in KG and loss in GM is ‘virtual’ because the vessels mass has in fact not
changed, only the apparent mass, apparent centre of gravity, and the metacentre have changed.

(c)

There are three ways of determining P at intermediate moments during the critical period.

P = Reduction in TMD x TPC

“the change in TMD must be measured in centimetres, and the TPC should be for dock water at the initial TMD”

P = CoT x MCTC / LCF

“The change of trim from the free-floating condition must be measured in centimetres, and MCTC should be for
dock water at the initial TMD, and LCF should also be at initial TMD”

P = Initial mass displacement – Mass displacement at new TMD

“This approach will be the most accurate because TPC and MCTC change during the critical period, and because the
suing point will move forward during the critical period”

(d)

When entering dry dock, a ship should have a small stern trim relative to the dock blocks. Stern trim ensures suing
at the aft cut-up. The aft cut-up is a strong region of ship structure. Trim by the head would cause a ship to sue by
the bow, the bow structure could be damaged by the reactionary force (P).

A vessel that docks by the stern first will be easier to control during draining of the dock, it will be easier to subtly
modify the ships position during draining of the dock to ensure close alignment with the dock blocks.

From a stability and structural strength standpoint, docking level with the dock blocks is ideal, but it may prove
difficult to ensure that the ship is in close aligned with the dock blocks at the instant the ship touches the dock
blocks. And once the ship is in contact with the dock blocks it will be verry difficult to subtly improve its alignment
with the dock blocks.

Page 107
2021 July Q5

Page 108
(a)

The primary consideration is to have the vessel comply with the load line regulations throughout the voyage by
ensuring there is enough reserve buoyancy. This is achieved by ensuring that the relevant load line is not
immersed. Since the vessel is going to another Load line zone, the vessel should be loaded in such a way that she
does not breach the load line requirements at any point during the passage. Although the vessel is loading in a
Tropical zone, she cannot immerse the winter mark by more than an allowance for consumables (fresh water and
bunkers etc.) during passage from the Tropical port to the winter zone. If the ship is less than 100m in length, then
then WNA load line will drive the loading condition

(b)

Stability characteristics will change during a passage due to consumption of fuel and freshwater etc, and due to
ballast changes (ballast water exchange, and ballasting to compensate for consuming FW and fuel). The vessel must
have adequate stability during the entire passage. The general criteria regarding righting lever curve properties and
the general severe wind and rolling criterion (weather criterion) should be complied with at all times during the
passage. Damage stability requirements should also be complied with, this can be checked by using tables of
maximum permissible KG, on minimum permissible GM. To improve stability, crew should eliminate free surface
effects by emptying or pressing tanks if possible. To improve stability, crew should also stow heavy cargo as low as
possible to bring down centre of gravity. The vessel’s loading and stability condition throughout the voyage must
consider ice accretion. Where possible, crew should prevent ice from accumulating.

(c)

Crew on exposed weather decks could be susceptible, in the winter zone, and during the winter months, to shipped
water, ice on decks and shifting cargo. The risks to crew on exposed weather decks must be assessed and
mitigated by either removing the hazards or reducing the severity and likelihood of harm to crew.

(d)

All derricks and cranes must be stowed in position. Fire lines and steam lines must be drained. The vessel needs to
have sufficient bunker reserve to meet bad weather and contingencies. Shearing force, bending moments and
Torsional stresses must be within limits.

(e)

To ensure cargo does not shift during the passage, crew should ensure adequate lashing arrangements are in place.
Securing arrangements may need to be reviewed, and altered during a passage as weather and sea conditions
change.

Page 109
2021 July Q6

(a)

A Type A ship is a ship which Is designed to carry only liquid cargo in bulk. A Type A ship has a high integrity of
exposed deck, with only small access openings to cargo compartments, closed by watertight gasketed covers of
steel or equivalent material. Type A ship has a low permeability of loaded cargo compartments.

Ore-bulk-oil (OBO) ships are not Type A, but are in fact Type B ships. They occasionally carry liquid cargo in bulk to
increase their uterlisation by reducing the number of empty (ballast) voyages, but they do not have a high integrity
of exposed decks.

Page 110
(b)

A Type B ship is a ship which does not come within the provisions regarding a type A ship.

(c)

Tabulated freeboard for a Type 'A' vessel is significantly less than the tabulated freeboard for a Type 'B' vessel of
the same length because Type ‘A’ vessels are inherently safer by design.

• Type ‘A’ vessels have smaller deck openings in the main deck than Type ‘B’ vessel. Small opening result in
increased structural strength and reduced likelihood of ingress of shipped salt water.
• Type ‘A’ vessels have a greater level of transverse and longitudinal watertight subdivision than Type ‘B’ vessels.
Greater subdivision results in reduced extents of bilging.
• Type ‘A’ vessels are better equipped to control the ingress of water after bilging than Type ‘B’ vessels. Cargo
pumps can be used for controlling ingress of water.
• Liquid cargo has a lower permeability than dry cargo, hence there will be less ingress of water after bilging of a
Type ‘A’ vessel. Less ingress of water will result in greater intact waterplane area and hence better stability
post bilging.
• Cargo shift is less likely on a Type ‘A’ vessel, except for free surface effects, which can be accurately accounted
for and mitigated by careful consideration of fluid deadweight distribution.
• Arguably, crew on Type B cargo vessels, more frequently to go out onto the weather deck during a passage to
check cargo, cargo securing arrangements, and hatch covering closing arrangements. Crew on type B cargo
vessels are therefore more vulnerable to being washed overboard.

(d)

Block coefficient – The higher a vessel’s block coefficient the greater the vessels parallel sinkage in the event of
bilging. The greater the parallel sinkage, the greater the reduction in reserves of buoyancy post bilging. Increased
sinkage due to a high block coefficient is compensated for by an increase in assigned freeboard.

Depth – The greater a vessel’s depth the greater the vessels lost buoyancy in the event of bilging. The greater the
lost buoyancy, the greater the parallel sinkage, and the greater the reduction in reserves of buoyancy post bilging.
Increased sinkage due to a large depth is compensated for by an increase in assigned freeboard.

Position of deck line – For practical reasons, the deck line on a vessel may not correspond with the vessel’s
freeboard deck. In such circumstances the assigned freeboard is adjusted to ensure there is no actual impact on
reserves of buoyancy.

Sheer and bow hight –The freeboard deck of a vessel is not necessarily parallel with the baseline along the entire
length of the vessel. In fact, the freeboard deck is often higher at the bow, and potentially lower at the stern.
Increase or reduction in freeboard at the bow (forward sheer) and stern (aft sheer) influences a vessels seakeeping
and sea worthiness. Assigned freeboard is adjusted to account for sheer and bow height to ensure sufficient
seakeeping and sea worthiness.

The following has been extracted from ‘PATTERSON, C.J. and J.D. RIDLEY, 2014. Ship stability, powering and
resistance’

Page 111
Page 112
Page 113
2021 July Q7

‘The following has been cribbed from the 2008 Intact stability Code’

(a)

A ‘passive’ system requires manual data entry, whereas an ‘active’ system replaces partly the manual entry with
sensors reading and entering the contents of tanks, etc.

(b)

Type 1 – Software calculating intact stability only, for vessels not required to meet a damage stability criterion.

Type 2 – Software calculating intact stability and ‘checking’ damage stability on basis of a limit curve (limit of
maximum KG or minimum permissible GM).

Type 3 – Software calculating intact stability and damage stability by direct application of pre-programmed damage
cases for each loading condition.

Type 1 stability instruments only calculate intact stability and make no conclusions on stability post damage.
Whereas Type 2 stability instruments do make conclusions on stability post damage, but only through scrutiny of
published limiting KG and GM data. Whereas Type 3 stability instruments directly calculate damage stability and
conclude findings, based on pre-programed damage cases.

Page 114
(c)

(d)

Some stability instruments use only pre-programmed data from the approved stability booklet as the basis for
stability calculations. These stability instruments mirror typical hand calculations, that incorrectly assume many
hydrostatic particulars do not change with pitch and roll. Other stability instruments use hull form models as their
basis for stability calculations. These stability instruments perform iterative calculations to determine hydrostatic
particulars at equilibrium. These stability instruments are pre-programmed with balancing tolerances to limit the
number of iterative calculation and in turn curtail computation time to within acceptable limits. Tighter balancing
tolerances result in increased accuracy and slower calculation time, and vice versa.

Regardless of the type of stability instrument, there will be differences between the designed ship and the built
ship. This means there will always be a discrepancy between calculated stability and actual stability. Inaccurate
data, tank soundings etc., entered into the stability instrument will cause stability calculations to be inaccurate.
Both ‘passive’ systems and ‘active’ systems are susceptible. It is common for ship stability calculations to include a
‘Ships Constant’, a figure which accounts for errors in the ship’s lightship condition and the cumulative effect of all
unaccounted dead weights onboard the ship, e.g. stores, spare parts, tools and personal possessions of ship’s crew
and passengers. The ‘Ships Constant’ is an estimate, and contrary to the name, it is not constant. An inaccurate
‘Ships constant’ will cause inaccurate calculation of stability.

Page 115
2021 October Q4

Page 116
(ai)

Volume displacement will increase to offset the reduction in density of displaced water.

Archimedes’ law of flotation states that a partly or wholly immersed object will experience an upthrust that is equal
to the weight of water it displaces. The weight of displaced water is the product of acceleration due to gravity,
volume displacement and fluid density. A ship’s weight will not change when shifting from a salt water to a dock
water environment, therefore there will be no change in the weight of displaced water. However, if the density of
displaced water is reduced, then the volume displacement must increase to compensate.

(aii)

A ship’s draught will increase when moving from a salt water to a dock water environment, this will cause an
increase in the ship’s KB. KB is the distance between the keel and the centre of underwater volume, an increase in
draught will cause an increase in displaced volume up high ( in way of the original waterline), causing a rise in the
ship’s centre of underwater volume.

(aiii)

Typically, a ship’s LCB will move aft when the ship is moved from a salt water to a dock water environment. LCB is
the distance between the aft perpendicular (typically) and the centre of underwater volume. An increase in
draught will cause an increase in displaced volume in way of the original waterline, causing a shift in the ship’s
centre of underwater volume toward the stern.

(aiv)

Typically, a ship’s LCF will move aft when the ship is moved from a salt water to a dock water environment. LCF is
the distance between the aft perpendicular (typically) and the centre of floatation. The centre of flotation is the
geometric centre of the waterplane area. An increase in draught will cause an increase in waterplane area, and
typically in increase in the bias of centroid towards the stern. The trend will be exaggerated on ships with a large
stern overhang, and the trend may be opposite for ships with a large bow flare.

(b)

A change in water density will cause a change in volume displacement. A change in volume displacement will cause
a probable shift in centre of buoyancy, and consequently a change in trimming moment. A change in volume
displacement will also cause a change in MCTC (a measure of ship sensitivity to trimming moment). Ergo the
change in LCB and MCTC will cause a probable change in trim. A stern trim is likely to increase with a reduction in
density of displaced water.

(c)

Dynamic stability is the energy required to roll a ship between two angles. Dynamic stability is equal to the area
beneath a righting moment graph (moment of statical stability graph) between two angles. Righting arm (GZ) is
directly proportional to righting moment (moment of statical stability), therefore the area beneath a righting arm
graph (GZ curve) between two angles is directly proportional to dynamic stability between the two angles.

(d)

The initial transvers metacentric height(GM) is the vertical distance between the centre of gravity and the
metacentre at small (initial) angles of roll. A positive value indicates that M is above G, and that the vessel is stable.
A negative value indicates that M is below G, and the vessel is unstable. A GM of zero indicates that the vessel has
neutral stability. In general, GM is a measure of a ship’s ability to return upright from small angles of heel, and
measure of a ships sensitivity to heeling moments and listing moments.

Page 117
2021 October Q5

(a)

A ship’s waterplane area will change as it passes a wave in head or following seas, therefore it’s waterplane inertia
will change, and intern it’s BM and GM over time. The effects won’t just be felt at small angles, but at all angles of
roll. The most dramatic effect will be experienced when wavelength matches ship length, and the effect increases
with wave height. The position of a wave along the length of a ship also has a dramatic effect on the ship’s
stability. Suppose a ship were balanced on a wave crest, with its stern emerging from the water, in this
circumstance the ship would experience a dramatic reduction in waterplane inertia and therefore stability. Small
vessels e.g., supply vessels, fishing vessels, and large motor yachts, are particularly prone to dramatic reductions in
stability in a seaway because they are less likely to bridge high waves, more likely to contour high waves, and
therefore occasionally be precariously balanced on a wave crest in head or following seas. In extreme
circumstance, a vessel could alternate between being in a stable and unstable condition of stability.

(b)

‘2021 October Q5b and 2017 December Q6a are identical’

Roll period is a function of initial metacentric height and radius of mass gyration. Radius of mass gyration is a
measure of a ship’s mass distribution about its roll axis.

A long roll period transpires when either a ship has a large radius of mass gyration or a small initial metacentric
height. A short roll period transpires when either a ship has a small radius of mass gyration or a large initial
metacentric height.

The composition of deadweight may vary significantly, causing variation in initial metacentric height and radius of
mass gyration.

Page 118
(ci)

A large GM and small radius of mass gyration causes a short and aggressive roll period and typically low roll
amplitudes.

(cii)

A small GM and large radius of mass gyration causes a long and gentle roll period and high roll amplitudes.

(ciii)

A vessel with a ‘small’ negative GM will roll to an angle of loll. In a seaway a vessel with a ‘small’ negative GM may
loll to port and then to starboard and then to port etc. flip-flopping from side to side very quickly. This could both
have a dramatic effect on directional stability and cause cargo to shift. A cargo shift would cause combined list and
loll, steadying the situation, but also likely worsening the situation.

Page 119
2021 October Q6

(a)

‘Questions 2017 December Q4(a), 2021 October Q6(a) and 2021 December Q6(a) are similar.’

The root cause of list is a net off-centre weight. An angle of list occurs when the centre of gravity of the vessel is off
the centreline of the vessel. This may be due to uneven loading or a cargo shift. This creates an imbalance in the
line of action of buoyancy and gravity, which causes the vessel to roll until the line of action of buoyancy shifts into
alignment with the line of action of gravity. GZ will be zero when gravity and buoyancy are in alignment. Pure list is
experienced when a ship has either a positive initial transverse metacentric height (GM), or neutral stability (GM
equal to zero).

The root cause of loll is a negative initial metacentric height (GM). Loll is caused by the centre of gravity being
above the initial metacentre; as the vessel rolls over G effectively moves outboard of B inducing a negative GZ. The
vessel rotates under the action of a negative GZ until the centre of buoyancy shifts into alignment with the centre
of gravity. GZ will be zero when gravity and buoyancy are in alignment.

Page 120
(b)

At best, the vessel will fluctuate between a moderate loll to port and a moderate loll to starboard, and after a short
period of time (perhaps 15 to 60 seconds) settle at a small roll on one side. However, in some circumstances, the
roll through upright can be catastrophic.
At worst, a vessel may be lost in a seaway post rolling through the upright. The momentum of roll can cause a
vessel to roll beyond the angle of equilibrium, and for the deck to subsequently become awash with water, and
possibly for the vessel to down flood.
A ship at an angle of loll is more likely to ship sea water in a seaway because of low freeboard on the low side of the
vessel. Shipping seas over one side of the vessel will increase KG and induce a listing moment. The increase in KG
and induced listing moment will result in combined list and loll, the ship’s angle of inclination will be increased, and
more shipping of seas will be incurred. The situation could go from bad to worse.
At large roll angles power can be lost resulting in the ship being beam on to the waves. Beam on to wind and
waves will cause combined heel and loll.
(c)

Load ballast in the port (low side) tank first, then the centre tank, and finally the starboard (high side) tank.

This sequence of ballasting will lower the ship’s centre of gravity and convert the angle of loll to an angle of list and
ultimately return the vessel to an upright and stable condition.

Care must be taken when ballasting to ensure that added free surface effect is minimal. Slack double bottom tanks
should be pressed in preference to empty double bottom tanks. Added free surfaces could potentially cause a net
reduction in GM during the operation, worsening circumstances.

During the recovery operation the vessel will experience combined list and loll, and very likely an increased angle of
roll. The increase angle of roll could cause shipping of heavy seas on the low side of the vessel. Shipping sea water
could dramatically reduce stability further.

This suggested sequence of ballasting during the recovery operation reduces the likelihood of the vessel rolling
through upright, a circumstance that could be catastrophic during the early stages of recovery when there is still a
sizable negative GM.

Page 121
2021 October Q7

(a)

A ship’s heel and list will fluctuate as it passes a wave in head or following seas. This is because a ship’s GM will
vary as waves pass down her length. The variation in GM is caused by changes in waterplane and underwater
‘parameters’ with ship pitch and with wave position. A ship will therefore experience a change in list angle over
time, which is driven by the wave frequency. Parametric roll occurs when the frequency of the list change is the
same, or very similar to, the natural roll frequency of the ship. When this happens the ship starts to resonate in
roll, with the list converted to a dynamic heel, which gets larger and larger. Parametric roll is most likely to occur in
head seas, where the wavelength is greater than or equal to the ship’s length, and when the wave encounter
frequency is around twice the natural roll frequency of the ship.

(b)

Parametric roll may be cyclic. A ship may converge on resonate circumstances, experience parametric roll briefly,
and then the parametric roll will cause a change in the frequency of wave encounter, and this will cause the
parametric roll to cease, and then the cycle may start again with convergency on resonate circumstances.

(c)

Alteration of ship speed, course, GM and reduction in listing moment can prevent Parametric roll, or rather the
recurrence of parametric roll. However, only minor changes in course and speed may be safe in heavy weather,
and changes in GM and listing moment may not be opportune. If the ship has stabilisers or anti-roll tanks, then
these may be used to actively alter the natural roll frequency of the ship, changing the circumstances required for
Parametric roll to occur or be sustained.

Page 122
(di)

Crew may be injured in falling or being hit by flying objects.

(dii)

The ship structure and fittings may be damaged due to large accelerations and decelerations in the six degrees of
freedom (roll, pitch, yaw, heave, sway and surge). The ship could also ship considerable amounts of water on the
exposed decks, causing reduced stability. The ship could also be flooded if watertight integrity of hatches, doors,
windows, vents etc is breached.

(diii)

Cargo securing arrangements could fail, cargo could then shift and possibly be damaged or lost overboard (deck
cargo). Shifting cargo could induce list, reducing ship stability further.

Page 123
2021 December Q4

(a)

Compliance with stability regulations can be quickly and reasonably accurately determined with ‘Simplified Stability
Tables’. Simplified Stability Tables eliminate the need to use cross curves of stability (GZ curves) etc. to check
compliance stability regulations . There are three ways of presenting simplified stability date, as maximum
deadweight moment (inc. FSM), as maximum permissible effective KG, or as minimum permissible effective GM.

The method of use is dependent on the format of simplified stability data. If for instance data is provided for
maximum permissible effective KG (limiting KG), then the crew need only calculate the ship’s mass displacement
and effective KG, and then check to ensure that the actual effective KG is less than the published limiting KG at the
ship’s mass displacement. Note, ‘Simplified Stability Tables’ can only be used if the ship is upright.

Page 124
(b)

‘A ship’s waterplane area and underwater shape changes significantly as she rolls, particularly if the ship has a large
stern overhang, large bow flare, large forward sheer, and small aft sheer. Changes in waterplane area and
underwater shape causes pitch with roll. Historically, the longitudinal movement in centre of buoyancy etc. was
excessively time-consuming to calculate, so the trim was assumed to be fixed. Older stability books will give cross
curves and large angle stability information assuming that the trim is fixed.’

(bi), (bii) & (biii)

In some instances, the assumption that trim does not change with roll results in pessimistic cross curves of stability
(KN data), and therefore an underestimation of GZ, which is pessimistic, and therefore safe. However, this is not
always the case, and furthermore the trend may vary with draught.

Often stern trim is more favourable than bow trim regarding stability. The assumption that the ship is on an even
keel may therefore be pessimistic if the ship is trimmed by the stern. And the assumption may be optimistic if the
ship is trimmed by the head.

For decades it has been routine to provide KN data based on free trim. However, it was once very arduous
(prohibitively) to calculate KN data based on free trim, so it was only done when critical, in instances where not to
do so would be irresponsible, because the consequences would be dangerous. The free trim calculations were
performed for ships with a large stern overhang, large bow flare, large forward sheer, and small aft sheer, such as
offshore supply vessels routinely at DP in head seas.

(c)

With reference to MSN 1752 (M), regulation 32, Schedule 6;

For each pre-worked condition information relating to the stability of the ship shall include;

• A profile diagram that indicates the disposition of weights.

• A statement of lightweight and disposition of weights on board.
• Initial Metacentric height (GM).
• Curve of statical stability (GZ curve).
• A statement showing the elements of stability in the condition compared to the relevant criteria, and a
warning of unsafe condition (if applicable).
• A statement of instructions on appropriate procedures to maintain adequate stability in each case where
special procedures are applied such as partial or complete filling of spaces designated for cargo, fuel, fresh
water or other purposes.

Ship conditions to be included are;

• light condition - If the ship has permanent ballast, such diagram and statements shall be provided for the
ship in light condition both with and without such ballast;
• Ballast condition both on departure and on arrival. It is to be assumed that on arrival oil fuel, fresh water,
consumable stores and the like are reduced to 10 per cent of their capacity;
• Departure and arrival condition when loaded to the Summer load line with cargo filling all spaces available
for cargo. Cargo shall be taken to be homogeneous except where this is clearly inappropriate, for example,
in cargo spaces which are intended to be used exclusively for the carriage of vehicles or of containers.
• Service loaded conditions both on departure and on arrival.

The pre-worked conditions enable relatively fast calculation of actual stability particulars by hand, or sense
checking of calculations done by computer. Pre-worked conditions also enable new crew to quickly familiarise
themselves with standard loading conditions and typical stability characteristics. Furthermore, pre-worked
conditions also enable new crew to equant themselves with perhaps different methods of stability data
presentation.

Page 125
2021 December Q5

“2018 February Q6 and 2021 December Q5 are identical.”

“2018 February Q6(b), 2019 July Q4(c), 2018 February Q6(b) and 2021 December Q5(b) are identical.”

Page 126
2021 December Q6

a) ‘Questions 2017 December Q4(a), 2021 October Q6(a) and 2021 December Q6(a) are similar.’

List is an angle of roll caused by the ship’s centre of gravity being offset from the centreline. Loll is an angle of roll
cause by the ship’s centre of gravity being above the initial metacentre. See questions 2017 December Q4(a) and
2021 October Q6(a) for more detail.

b)

The horizontal distance between G and Z is the righting leaver, or in the case of (bii), the capsizing lever.

Page 127
Page 128
2021 December Q7

a)

When a mass is suspended from a ship’s crane the ship’s centre gravity will move towards the ship’s crane head.
Even a comparatively small mass suspended from a ship’s crane can cause a very noticeable rise in the ship’s KG
and listing moment. A rise in KG will cause a reduction in GM, and hence an increase in sensitivity to listing
moments. So, a listing moment coupled with a reduced GM will cause a very noticeable list, perhaps even a
problematic list angle. Suspending a heavy piece of project cargo from a ship’s crane could cause a very dramatic
rise in KG and very large listing moment, the net affect could be disastrous, particularly if the ship is in a light
condition, and therefore initially low on stability. At best, list could be exceptionally large, at worst the ship could
experience combined list and loll, causing an astonishingly large and dangerous roll angle towards the quey.

b)

Stability should be improved before the lift commences. One option may be to minimise or ideally eliminate free
surface effects, this would cause a reduction in ship KG, which would counter the rise in ship KG when the cargo is
suspended from the crane. Another option would be to induce a counter listing moment before the lift
commences, this option needs to be fully assessed, particularly if the cargo is to be loaded on the outboard side of
the ship (ship side furthest from the quay). If the cargo is to be loaded ultimately on the outboard side, then list
outboard could be larger than list towards the quay if the ship has an initial counter listing moment applied.

Page 129
c)

The following sketch is for the initial condition, before and during the lifting operation. The solid curve is for before
the lift, the dotted curve is for during the lift when the cargo is suspended over the quay.

The following sketch is for the ‘improved’ condition, before and during the lifting operation. The KG has been
reduced and a counter GGh applied. The solid curve is for before the lift, and the dotted curve is for during the lift
when the cargo is suspended over the quay.

The following sketch shows the original and the improved curves of statical stability when the cargo is suspended
over the quay. The lower curve is the original, the upper curve is the improved. The improved curve has a steeper
initial gradient (because of the lowered centre of gravity) and a smaller offset from the x-axis due to the counter
listing moment induced prior to the operation commencing. The improved condition has a smaller maximum list.

Page 130
The question only asks for candidates to show the effect of improving the ship’s initial metacentric height. The
following sketch shows the original and the improved curves of statical stability when the cargo is suspended over
the quay. The lower curve is for the original condition, and the upper curve is for the improved condition
(improved initial metacentric height).

The new curve has a steeper initial gradient due to the

reducing of initial KG and the resultant increase in
initial GM. The new curve still intersects the y-axis at
the same point because there has been no change in
the initial listing arm. The improved curve has larger
GZ values because of the decreased KG, the decrease
in KG causes GZ to increase as roll angles increase.
The new curve intersects the x-axis earlier,
representing a reduced angle of list.

Page 131
2022 March Q4

(a) There will be no change in ships initial

transverse metacentric height (GM), the
ship’s sensitivity to listing moments and
heeling moments will not be affected.

However, the transverse shift of cargo will

cause a transverse shift in the ship’s centre
of gravity (GGh), causing a negative righting
lever (GZ) when upright. The negative
righting lever will result in the ship ceasing
to be in equilibrium when upright. The
vessel will be acted upon by a listing
moment (the product of GGh and
displacement).

Page 132
b) At the angle of list
equilibrium will be restored
to the ship. The line of force
due to buoyancy will have
moved into alignment with
the line of force due to
gravity. The ship will have a
righting lever (GZ) of zero at
the angle of list. The ship will
roll about the angle of list,
always returning to the angle
of list post the state of
equilibrium being disrupted
by heeling forces.

c) If the ship is rolled beyond

the angle of list by a heeling
force then the line of force due
to buoyancy will shift outboard
of the line of force due to
gravity, causing a positive
righting lever (GZ), and
subsequently a righting
moment, a righting moment
that will offset the heeling
moment, and will return the
ship to the angle of list once
the heeling moment has
dispelled.

Page 133
2022 March Q5

Page 134
a)
Transverse shift of cargo; this will shift the Centre of
gravity off the centreline and be reflected by the GZ curve
being offset below the angle axis by GGH (TCG).
Furthermore, there will be a general reduction in GZ
because of GGH, however the reduction will reduce as roll
angle increases. The tangent to the GZ curve at small
angles and the deck edge immersion angle (point of GZ
curve inflection) will be unchanged. The peak GZ, angle of
Peak GZ, angle of vanishing stability, dynamic stability and
range of stability will all reduce. The range of stability will
between the angle of list and the reduced angle of
vanishing stability.

Page 135
b)

Increase in beam; an increase in beam will result in an increase

in waterplane inertia, and consequently an increase in BM and
GM. An increase in GM will result in a steeper initial GZ curve
gradient, and an overall improvement in peak GZ, dynamic
stability, angle of vanishing stability and range of stability. The
increase beam will also cause a decrease in the angle of deck
edge immersion and angle typically the angle of folding. A
reduction in deck edge immersion angle will cause an
inflection in the GZ curve at a shallower angle of roll. The
above statements assume no change in KG, draught, or
freeboard.

Top curve – impact of increasing beam

Middle curve – baseline GZ curve
Bottom curve – impact of reducing beam (curve not needed)

c)

Increasing total FSM, increasing FSE, increasing KG and

decreasing GM; All these actions are analogous. All stability
measures will be reduced, except for the angle of deck edge
immersion. A decrease in GM will result in a shallower initial
GZ curve gradient, and an overall reduction in peak GZ,
angle of vanishing stability, range of stability and dynamical
stability. The above statements assume no change in
draught, freeboard, or beam.

Page 136
2022 March Q6

a)

A Type B vessel which is over 100 mtrs long that is provided with steel hatch covers that are weather tight qualifies
for a reduction in the tabular freeboard of 60% the difference between type A and type B freeboards, hence the
term ‘B-60.’

A Type B-60 ship will remain afloat in the ‘condition of equilibrium’ post the following extent of flooding;

The vertical extents of flooding shall be assumed to be from the baseline upwards without limit.

The transverse extent of flooding is equal to one fifth of the breadth of the ship (B) or 11.5m, whichever is
the lesser, measured inboard from the side of the ship perpendicularly to the centreline at the level of the
summer load waterline.

Ship constructed before 8th June 2000 – when the ship is loaded to the summer load waterline it will
remain afloat, after flooding of any single compartment other than the machinery space. Compartments
are to have an assumed permeability of 95%. If the ship is greater than 225m in length, then the machinery
space shall be considered a floodabale compartment with a permeability of 85%.

Ships constructed after 8th June 2000 – As above, with one exception, If the ship is greater than 150 in
length, then the machinery space shall be considered a floodabale compartment with a permeability of
85%.

If damage of a lesser extent than that specified in subparagraphs above results in a more severe condition,
such lesser extent shall be assumed.

Page 137
b)

The Type B-100 ship will remain afloat in the ‘condition of equilibrium’ post the following extent of flooding.

The vertical and transvers extents of flooding shall be as per Type B-60 vessels.

Ship constructed before 8th June 2000 – when the ship is loaded to the summer load waterline it will
remain afloat, after flooding any two adjacent fore and aft compartments, neither of which is the
machinery space. Compartments are to have an assumed permeability of 95%. If the ship is greater than
225m in length, then the machinery space shall be considered a floodabale compartment with a
permeability of 85%.

Ship constructed after 8th June 2000 – As above, with one exception, the machinery space is a floodable
compartment with an assumed permeability of 85%, but the machinery space shall not be flooded in
conjunction with adjacent fore and aft compartment

c)

Acceptable ‘condition of equilibrium’ post flooding.

Page 138
2022 March Q7

a)

‘The following has been cribbed from MSIS 43, Part A, Chapter 3, Section 3.1.’

‘Passenger ships shall comply with the general intact stability criteria regarding righting lever curve properties and
the weather criterion.’

The angle of heel on account of crowding of passengers to one side shall not exceed 10 degrees.

The angle of heel on account of turning shall not exceed 10 degrees.

A minimum weight of 75 kg shall be assumed for each passenger. The height of the centre of gravity for passengers
shall be assumed equal to 1.0m above deck level for passengers standing upright and 0.30m above the seat in
respect of seated passengers. The mass and distribution of the luggage shall be approved by the MCA. Passengers
and luggage shall be considered to be in the spaces normally at their disposal. Passengers without luggage shall be
considered as distributed to produce the most unfavourable combination of passenger heeling moment and/or
initial metacentric height, which may be obtained in practice, when assessing compliance with the criterion for
passenger crowding to one side and criterion for heel in a turn. In this connection, a value higher than four persons
per square metre is not necessary.

bi)

‘The following has been cribbed from MSIS 43, Part A, Chapter 3, Section 3.3.’

‘Cargo ships carrying timber deck cargoes shall comply with the general intact stability criteria regarding righting
lever curve properties and the weather criterion unless the MCA is satisfied with the application of the following
alternative provision.’

‘The alternative provisions apply to all ships of 24m in length and over engaged in the carriage of timber deck
cargoes. Ships that are provided with, and make use of, their timber load line shall also comply with the
requirements of regulations 41 to 45 of the 1966 Load Line Convention. Regulations 41 to 45 relate to special
requirements for ships assigned timber freeboard.’

Page 139
The alternative provision is as follows.

The area under the righting lever curve (GZ curve) shall not be less than 0.08 metre-radians up to ϕ = 40° or
the angle of flooding if this angle is less than 40°.

The maximum value of the righting lever (GZ) shall be at least 0.25 m.

At all times during a voyage, the metacentric height GM shall not be less than 0.1 m, taking into account
the absorption of water by the deck cargo and/or ice accretion on the exposed surfaces (details regarding
ice accretion are given in MSIS 43, part B, chapter 6).

When determining the ability of the ship to withstand the combined effects of beam wind and rolling
(weather criterion), the 16° limiting angle of heel under action of steady wind shall be complied with, but
the additional criterion of 80% of the angle of deck edge immersion may be ignored.

bii)

‘The following has been cribbed from MSIS 43, Part A, Chapter 3, Section 3.3.2’

The alternative criteria may be applied provided that the cargo extends;

Longitudinally between superstructures, where there is no limiting superstructure at the after end, the
timber deck cargo shall extend at least to the after end of the aftermost hatchway

Transversely for the full beam of ship, after due allowance for a rounded gunwale, not exceeding 4% of the
breadth of the ship and/or securing the supporting uprights and which remains securely fixed at large
angles of heel.

c)

‘The following has been cribbed from MSIS 43, Part B, Chapter 2, Section 2.3.’

These requirements apply to containerships greater than 100m in length. They may also be applied to other cargo
ships in this length range with considerable flare or large water plane areas. The MCA may apply the following
criteria instead of the general intact stability criteria regarding righting lever curve properties and the weather
criterion.

The recommended intact stability criteria for container ships greater than 100m in length is as follows.

The area under the righting lever curve (GZ curve) should not be less than 0.009/C metre-radians up to ϕ =
30° angle of heel, and not less than 0.016/C metre-radians up to ϕ = 40° or the angle of flooding ϕf if this
angle is less than 40°.

Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30° and 40°
or between 30° and ϕf, if this angle is less than 40°, should not be less than 0.006/C metre-radians.

The righting lever GZ should be at least 0.033/C m at an angle of heel equal or greater than 30°.

The maximum righting lever GZ should be at least 0.042/C m.

The total area under the righting lever curve (GZ curve) up to the angle of flooding ϕf should not be less
than 0.029/C metre-radians.

‘The criterion varies according to specific ship design features and loading condition, it is therefore bespoke. Each
criterion is a function of a form factor ‘C’, and the form factor accounts for the following vessel design features and
loading parameters.

Draught, depth, KG, block coefficient, waterplane coefficient, length of hatch coamings, height of hatch
coamings, length, breadth, breadth at waterline, and breadth of waterline at half draught.

The criteria was empirically developed with the data of containerships less than 200 m in length, the criteria should
be applied to ships beyond such length with special care.’

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a)

Large open cargo decks – Trapped flood water or firefighting water on the cargo decks will cause a large free
surface effect, which could be catastrophic for the ship. The ship could become unstable and capsize from water
on the cargo decks.

Large bow, stern and/or quarter doors - Large bow, stern and/or quarter doors are of great concern to watertight
integrity, should one fail to close effectively, or be damaged at sea, then there could be flooding of cargo decks,
and subsequent capsize and sinking of the ship.

High lateral windage area - A high lateral windage area could result in the ship being unable to withstand the
combined effects of beam wind and roiling in a seaway. The energy from beam winds coupled with potential
energy from roll to windward owing to wave action could cause the to roll to an extreme angle and consequently
down flood.

High permeability of cargo spaces - The high permeability of cargo spaces means that should the spaces be bilged,
there would be a large loss of buoyancy and waterplane inertia, resulting in a large sinkage, and a large reduction
in stability.

Nature of Cargo – Many of the loaded vehicles on the cargo decks will have flammable fuel (petrol, diesel, LPG or
LNG) in their tanks and potentially be carrying dangerous goods. There is a high risk of cargo shifting, cargo
igniting, and spillages of flammable liquids from cargo onto the deck.

b)

The following graph shows the impact of trapped water water on a cargo deck, combined with the impact of cargo
shifting transversely.

GOT TO HERE

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