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PAST STABILITY THEORY BY AMIT K SEN
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INCLINING EXPERIMENT
TO FIND LIGHT SHIP KG
INCLIN INCLING G EXPERI EXPERIMEN MENT T CARRIE CARRIED D OUT OUT IN THE THE LIGHTS LIGHTSHIP HIP CONDI CONDITIO TION N NEAR AS POSSIBLE. WEIGHTS ARE SHIFTED TRANSVERSLY TRANSVERSLY ACROSS TH AND THE INCLINATION OF THE V/L IS MEASURED USING PLUMB LINE HORIZONTAL BATTENS. BY TAKING MOMENTS ABOUT THE KEEL, ALLOW IS MADE FOR WEIGHT IGHTS S ON BOA BOARD TO BRI BRING THE THE SHIP HIP TO LIGH LIGH CONDITION. THE ONLY WEIGHT WHICH IS THE PART OF LIGHT SHIP BOILER WATER UPTO WORKING LEVEL. THE RO-RO AND PASSANGER HAVE THIS TEST WHEN THEY BUILT AND AFTER EVERY FIVE YEARS. TAN HEEL (θ °)
= BC/AB = GGi/GM ∴ GM= GGixAB BC GRAIN RULES
Any bulk cargo having angle of repose less than 36* known as grain. After comple loading it has to be secured before commencement of voyage. If it is not effectively s grain become very dangerous become it liable to shift transversely as v/l rolls. Grain d act like a liquid due to friction so simple reduction of GM is not sufficient. If the v heavily to a large angle grain will shift to one side but with the return roll it may not a back?
Sign fact up to vote this void title spaces in PRINCIPLES: The IMO grain rules is based on the thatonthe Useful of Not useful compartments are bound to occur. This happens because the difficulty in trimming o and also because of the cargo settling during the voyage. Therefore during calcula allowance is made for grain shift. So the resulting “TOTAL GRAIN HEELING” is
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PAST STABILITY THEORY BY AMIT K SEN
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The initial GM, after correction for free surface effect, shall not less than 0.30m. POINTS TO REMEMBER
Heeling arm take care of the transverse shift of grain. Vertical component allowed for either by the following, (a) If KG of cargo is taki account then multiply grain heeling moment by 1.06 for full compartment and by 1 partially filled compartment. compartment. When calculating grain-heeling moments, assume that the grain will shift through 15 compartment and 25 in partially full compartments. All full compartments should be trimmed, if they are not trimmed, a grain shift o assumed
IMPROVING CONDITION
After loading if vessel fails to confirm with the requirement of grain rules. The situat be handled by either improving improving vessel’s stability stability or reducing grain grain shift.
STABILITY MEASURES:
Reducing free surface effect by pressing up employing tanks. This results in incr fluid GM. Increase the solid GM by lowering weights or by adding weight low down (e.g. f double bottom tank).
CARGO MEASURES. The shift can be reduced in full compartment by: Sign up to vote on this title Fitting of temporary longitudinal subdivision (shifting Useful boards). Not useful Use of bugged cargo in a saucer. Bundling in bulk.
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PAST STABILITY THEORY BY AMIT K SEN
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docume document nt should should be kept kept onboar onboard d along along with with ship’ ship’ss “GRAI “GRAIN N LOADI LOADING NG STA BOOKLET” as guidance for Master to load grain. GRAIN LOADING STABILITY BOOKLET:
Grain loading stability booklet includes the following information. Details of required stability criteria as given by IMO. General arrangement plan and stability for the vessel. Curve or table of grain heeling moment for every compartment, filled or p filled. Effect of temporary filling such as shifting boards. Tables of maximum permissible heeling moments. Details of shifting board, saucer and bundling in bulk and overstowing arrange Typical loaded departure and arrival calculation. Worked example for grain stowing at 1.25, 1.53 and 1.81m/t. Instruction for maintaining adequate stability throughout the voyage. Other information supplied under ship’s particular. WT HEELING MOMENT= VOL. HEELING MOMENT STOWAGE FACTOR APPROX. ANGLE OF HEEL = TOTAL HEELING MOMENT X 12
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 5
JUNE 94
Describe the various effects on a ship behavior, which can be expected as a entering shallow water.
When there is limited UKC the restriction in the velocity of the water flow which causes in pressure. This reduces the buoyancy force of the v/l. since the weight of the ship unc the v/l will tend to sink further thereby increasing draught in order to resolve equil There is also likely to be a change in trim because the LCB is likely to change thereby c a trimming moment. EFFECTS: 1. 2. 3. 4. 5.
Vessels Vessels take longer longer to to answer answer helm. helm. Response Response to to engine engine movement movementss becomes becomes sluggish. sluggish. Vibrat Vibration ionss will will be set up. Extremely Extremely difficult difficult to correc correctt a sheer. sheer. When When a ship ship is neari nearing ng an extreme extreme shallo shallow w depth of water water such as shoal. shoal. She is li take a sudden sheer, first towards it and then away. 6. The bow waves waves and astern astern waves waves of ship ship increas increasee in height. height. 7. The trough trough which which normally normally exist the the quarter quarter become become deeper and and the after of the the ship downwards towards the bottom. 8. Increa Increase se of of time time due due to to squat squat.. 9. The increase increase in the propeller propeller speed, speed, increase increase efficiency efficiency of the rudder but will will not i the ship’s speed. 10. Transverse thrust of the propeller will will change. 11. Minimum RPM to maintain steerage steerage is more than normal. 12. Color of water water changes. changes. Sign up to vote on this title
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 6 JUNE 94 (a) Identify the main factors, factors, which effects the rolling rolling period of a vessel.
1. The period period of roll varies varies invers inversely ely as the GM, the larger larger the GM the shorter shorter the period. 2. The period period of rolling rolling varies directl directly y with the radius radius of gyration. gyration. In other words words la radius of gyration the larger the period of roll. 3. The period period of roll will change change when weights weights are loaded, loaded, discharg discharged ed or shifted, shifted, sin the GM and the moment of inertia will be effected. 4. The amplitu amplitude de of the the roll does does not affect affect the period period of roll. roll.
(b) Explain the term synchronous rolling and describe the dangers if any associated w
This occurs when the natural period of roll is equal to the apparent period of wave. Wh occurs the wave gives the ship a push each time she rolls (like a swing) causing her more and more heavily. This effect is known as synchronous rolling. DANGERS:
1. 2. 3. 4. 5. 6.
Possib Possible le dang danger er of capsiz capsizes es.. Cargo Cargo shift shifting ing due due to heavy heavy rolli rolling. ng. Possible Possible cargo cargo damage damage and structu structural ral damage, damage, personn personnel el injury. injury. Danger Dangerss of free free surfa surface ce effe effect. ct. Possible Possible machinery machinery / Nav. Nav. Aids Aids damage. damage. Ship is is more more vulnerabl vulnerablee if engine engine break break down down occurs. occurs.
(C) Describe the action which may be taken by the ship’s officer officer when it becomes ap that the vessel is experiencing synchronous rolling. Sign up to vote on this title Useful Not useful 1. Alter Alter course this this will alter the apparent apparent period period of the waves, waves, an alteration alteration of course the is likely to be particularly effective, as it reduces the apparent period of the wave
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 5 NOV 94
Outline the purpose of a shipboard stress finding system including details of the inp and the output obtained. INPUT DATA:
1. 2. 3. 4. 5. 6.
Weights Weights for individu individual al compartme compartment nt fed in manuall manually y – SF for bulk cargoe cargoes. s. In case of liquid liquid cargo, cargo, the volum volumee or ullage ullage and densi density ty is fed. fed. Other detail detailss including including bunkers, bunkers, FW and ballast ballast onboard onboard,, stores and consta constant. nt. Density Density of of water water in which which vessel vessel is floatin floating. g. Maximum Maximum limit limiting ing draught draught where where applica applicable. ble. Load Load line line zone zone..
OUTPUT DATA:
1. 2. 3. 4.
Vessel’s Vessel’s displa displacemen cementt with summar summary y of weight weight distributi distribution. on. Vess Vessel el’s ’s DWT DWT and and FSM FSM.. Hydrostatic data, draught, trim, list, KG, KM, KM, GM, GZ GZ curve and dynamical dynamical stabilit SF and BM’s and torsion torsional al stresses. stresses. Maximum Maximum allowe allowed d and actual at each each stations stations seagoing and harbour conditions. 5. Heel. Heel. Grain Grain load loading ing ass assesm esment ent.. 6. Local load assesmen assesmentt (contain (container er slack slack weight) weight).. PURPOSE: ♦ ♦ ♦
The data obtained may be stored for future storage requirement. Various condition (storage plan) may be available for quick refrence tomost s Sign up to vote on this title condition Not line usefulregs. withou Useful Output info. Can be checked immediately for compliance with load
PURPOSE OF A SHIPBOARD STRESS FINDING SYSTEM:
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 6.
MARCH’ 96
a) What is is meant by by squat and and explain explain how does it occur. SQUAT:
This is a term used to define changes in draught and trim which occurs when the depth o beneath the vessel is less less than one and a half time the draught of the vessel vessel when travell significant speed. CAUSES: When there is a limited clearance under the keel the restriction increa velocity of water flow which causes a drop in pressure thereby reducing the buoyancy f the vessel. This effect is increased still further when vessel is in the confined channel si velocity of water flow must increase due to further restriction. Since the weight of the vessel remains unchanged the ship will have to sink thereby increasing her draught in order to restore equilibrium. There is likely to is a ch trim since the LCB likely to change therefore creating a trimming moment. Where greater than LCB there will be a trimming moment at astern, where LCF is less than LC will be a trimming moment by the head and where LCF = LCB there will be no tri effect and maximum squat will be of equal value at fwd and aft. b) List the the factors, factors, which effect the the magnitude magnitude of of squat. squat.
1. 2. 3. 4. 5. 6. 7. 8.
Spee Speed d of of the the shi ship. p. Drau Draugh ghtt / wat water er rat ratio io.. Prop Propel elle lerr revolu revoluti tion on.. Form Form of bow bow wave waves. s. Length Length / breadt breadth h ratio ratio.. Bloc Block k coco-ef effi fici cien ent. t. Change Change width width / bea beam m rati ratio. o. Init Initia iall trim trim..
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PAST STABILITY THEORY BY AMIT K SEN
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The vessel takes long to answer her helm and response to engine movement b sluggish. 7. It will be extremel extremely y difficult difficult to correct correct a yaw or sheer with with any degree degree of rapidity. rapidity. 8. The moving moving vessels vessels bow wave, wave, stem wave wave and trough increas increasee in amplitude. amplitude. SIGNS OF SQUAT
1. 2. 3. 4. 5. 6.
Spee Speed d decr decrea ease ses. s. RPM RPM dec decre reas ases es.. Vibr Vibrat atio ion n may may occu occur. r. Steering Steering is affect affected ed vessel vessel become become sluggish sluggish to maneuve maneuver. r. Ship made waves waves increa increase se in in amplit amplitude. ude. Ship wake changes changes color color and becomes becomes muddy.
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PAST STABILITY THEORY BY AMIT K SEN
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Q.NO: 5 MARCH 95
(a) Describe three types of resistance affecting affecting a vessel forward motion motion through the FRICTIONAL RESISTANCE:
This has two element skin friction and viscous friction. Skin friction is due to the fric water against the hull; its value increases with ship’s speed, length, wetted surface ar surf surfac acee roug roughn hnes ess. s. On the the othe otherr hand hand visc viscou ouss fric fricti tion on is due due to seaw seawat ater er de temper temperatu ature re (great (greater er in cold cold weath weather) er).. Hence Hence foulin fouling g and deteri deteriora oratin ting g hull hull sur increase skin friction and so reduce the vessel speed. WAVE MAKING RESISTANCE
Only occurs at the interface between two mediums, as the vessel moves through th pressure changes are generated in the water adjacent to the hull, hence an increase in ahead produces a bow wave whilst a decrease in pressure along the side of the ship c trough. The energy transmitted by these wave devices from the vessel and hence incre resistance to forward motion. Waves making resistance is influenced by the ship’s fo varies directly proportional to speed and inversely as the vessel length.
EDDY MAKING RESISTANCE:
Although the flow of water close to the hull is stream lined a little further away the turbulent. The agitated water whirls round in eddies which are absorbing energy from th to vote in on this title designed Also certain parts of the ship together with the shape ofSign theupastern a poorly Useful ship with cause further eddying, the smoother the flow around theuseful less the eddy Not resistance. When the depth of water is limited eddy-making resistance will increases small under keel clearance will create greater turbulence around the hull?
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PAST STABILITY THEORY BY AMIT K SEN
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REDUCING FORM RESISTANCE:
Here the bulb service to alter the flow of water around the bulb so reducing turbulence in this case the bulb is well below the surface and more appropriate for the large tanker careers in loaded condition. These vessels have a bluff body due to their relatively large which results in an increase in frictional and form resistance EDDY MAKING RESISTANCE:
As the vessel moves through the water the bulb alters the flow of water around the reducing turbulence and eddying. This is more appropriate to the loading tankers and bulk careers which have large bluff bodies due to large beams which increases both and form resistance FRICTIONAL RESISTANCE:
Increases frictional resistance particularly relevant when vessel proceeding at reduce where wave making resistance is much less.
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 5 NOV’ 97
Describe the stability problems associated with the operations of an oilrig supply vesse A. LOADING OR DISCHARGIN DISCHARGING G CARGO CARGO AT SEA: SEA:
This will effect the vertical and transverse position of the center of gravity of the vessel of particular relevance since cargo operations may be taking place as the vessel is rolli seaway. Some v/l use their own crane or derrick, which will significantly raise the v center of gravity. There may also be change in free surface effect as the vessel disc liquids such as water, oil and mud at platforms. The working deck is also used to car supplies machinery, pipelines etc. some of which have been found to retain large amo water (up to 30% of volume of pipes and space between pipes). Accordingly an allo between 10% - 30% is made in stability calculations. calculations. These vessels may be subject they are small and vulnerable to added weight. B. OPERATI OPERATION ON OF STABIL STABILISER ISER TANK: TANK:
Many of these vessels are fitted with stabilizer tanks, these can be counter productive i sea conditions, for example when working cargo or dealing with cables a –ve heeling ar be produced. In addition they represents free surface effects and the weight is often ship’s center of gravity, they may need to be emptied during critical stability stages.
C. ASTER ASTERN N TRIM TRIM::
Sign to vote on this title discharge Either through longitudinal distribution of loaded weight orup occurring during Usefulcan Not usefulReduction o when working with cables / anchors, considerable astern develop. trim plane area can critically critically reduce stability. stability.
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 5
MARCH’ 99
Describe the structural aspects of fire protection incorporated in the constructio passenger ship to contain fire within a limited space.
These rules cover many aspects of fire detection, restriction and extinguishing in pa constructional requirements apply to passenger ships tankers and cargo ships over 500 to FOLLOWING PRINCIPLES FORMS THE BASIS OF CONSTRUCTIONAL REQUIREMENT:
1. The use of thermal thermal and structur structural al boundaries boundaries to divide divide the ship ship into main main vertical vertical zon 2. Thermal Thermal and structural structural boundarie boundariess are use to separate separate the accommodat accommodation ion spaces spaces f rest of the ship. 3. The use of combustib combustible le martial martial to be restricted restricted.. Any fire should should be detected, detected, cont extinguish where it occurs. 4. Access Access must be provided provided to enable enable fire fire fighting fighting and a protected protected means means of escape. escape. 5. Where flammable flammable cargo vapor exists the possibility possibility of its ignition must be minimize 6. Any fire should should be detected, detected, contain contained ed and extinguis extinguished hed where where it occurs. occurs.
A. MAIN VERTICAL VERTICAL ZONE ZONE AND HORIZO HORIZONTAL NTAL ZONE: ZONE:
1. For ship carrying carrying more than 36 passenge passenger, r, the hull, superstr superstructur ucturee and deckhouses deckhouses sub-divided into main vertical zones by class “A” division (the main length and brea to exceed 40 mtrs). 2. As far as practica practicable, ble, the bulkhea bulkhead d forming forming the boundaries boundaries of the main main vertical vertical zon the bulkhead shall be in line with watertight sub-division. Bulkhead situated imme Sign up to vote on this title below the bulkhead deck. deck. Useful Not or useful 3. Such bulkhead bulkhead shall shall be extended extended from from deck to deck and to the shell shell other boundar boundar 4. The use of combus combustibl tiblee materials materials should should be kept kept to an absolut absolutee minimum. minimum. 5. Passen Passenger ger vessel vessel carryi carrying ng not more more than than 36 person person main main verti vertical cal zone by class class
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PAST STABILITY THEORY BY AMIT K SEN
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C. BULKHEADS BULKHEADS WITHIN WITHIN A MAIN VERTICAL VERTICAL ZONE:
For ships carrying more than 36 passengers all bulkheads, which are not required to be c division shall be at least class B or C division. D. PROTECTION PROTECTION OF STAIRW STAIRWAYS AYS AND LIFTS:
1. Stairways and lifts are to be steel framed framed and within enclosures enclosures formed by class A di 2. Self-clos Self-closing ing doors with with positive positive means means of closure closure should be fitted fitted at all openings openings an effective as the bulkhead in which fitted for fire containment. 3. Control stations stations such as radio room, bridge etc, must be surrounded by class “A” div 4. Corridors Corridors usually usually “A” “A” standard standard otherwis otherwisee at least least “B” standard. standard. 5. Skylights Skylights in machiner machinery y space should should have means means of closing from from outside. outside. The sp also steel shulters permanently attach. 6. Two means means of escape escape from each compart compartment ment or space space bounded bounded by vertical vertical zone bul
E. OPENING OPENING IN IN “A” CLASS CLASS BULKH BULKHEAD EADS: S:
1. Opening Opening in “A” class class bulkhead bulkhead must must be good for for fire resisti resisting ng purposes. purposes. 2. Doors Doors in ““ class class bulkhead bulkheadss must also also be as fire resista resistant nt as the bulkhe bulkhead ad and sh capable of being opened from either side by one person. 3. Fire doors doors should should be self-clos self-closing ing even even if inclined inclined 3.5 degrees degrees.. 4. Boundary Boundary bulkheads bulkheads and deck separat separating ing the accommoda accommodation tion from from holds or cargo sp machinery spaces must also be A-60 class fire resisting divisions.
F. VENTI VENTILA LATI TION ON SYSTE SYSTEM: M: Sign up to vote on this title
Not useful 1. Ventil Ventilati ation on system system other other than than cargo cargo and machin machinery ery spaces spaces must have two inde Useful control points where all machinery can be stopped in the event of fire. 2. Machinery space space ventilation ventilation must be capable of being stopped stopped from outside the the spac
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. NO. 5 JUNE 99
A v/l operating in severe s evere winter condition may suffer from non-symmetrical ice accre decks & super structure. Describe the effects on the overall stability of the v/l, m particular reference to the v/l’s curve of statical stability.
Due to the severe ice accretion two main problems occurs. Rise of C.O.G. “G”. List due to uneven ice accretion. RISE OF “G”.
All exposed horizontal surfaces should be assumed to carry an ice weight of 30 kg /m vertical surfaces should be assumed to carry an ice weight of 15 kg/m. therefore the ad on top would rise the “G” and reduces its metacentric height GM. Ships with small init would become instable. LIST:
Formation of ice will be more on the windward side than leeward side. It results in distribution of weight causes the ship to list one side, the listing arm produces a loss of arm and effects the the v/l GZ curve.
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 5
MARCH’ 2000
A. With reference to merchant shipping (grain) regs. 1985 describe how the heelin curve is derived.
The assumed pattern of grain movement within the void empty space is a shift of surface of 50 deg. from the horizontal for full compartments and 25 deg. from the ho for partially filled compartment. Shift of grain gives corresponding shift of C.O.G. of t and horizontal component of shift is GGh. The heeling arm curve is drawn as a straig between the values of GGh and 0.8xGGh at 40 deg. of heel (^0 and ^40) the value obtain by adding together the individual values of volumetric grain heeling moments. for each compartment loaded with grain the value is then corrected to actual GHM by d by stowage factor of grain. To obtain GGh the actual GHM is divided by the displacement. VOL GHM = VOL. X DIST. ACTUAL GHM = VOL. X DIST. , BUT VOL =WEIGHT. S.F S.F ACTUAL GHM = DIST x DISP.
DIST GGh = ACTUAL GHM DISP.
^0 = ASS. TTL. VOLUMETRIC HEELING MOMENTS STOWAGE FACTOR x DISPLACEMENT ^40 = ^0 x 0.8
B. State the minimum intact stability criteria required by the above regulations. Sign up to vote on this title
Useful The angle of heel due to grain shift shall not exceed 12 deg. Ode (whichever Not useful is least). In the statical stability diagram the net or residual area between the heeling arm curve righting arm curve upto the angle of heel of maximum difference between the two cur
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PAST STABILITY THEORY BY AMIT K SEN
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C. Expl Explai ain n how how the the adve advers rsee effe effect ctss of the the trans ransve vers rsee shif shiftt of Grai Grain n surf surfac acee compensated.
The adverse effect of grain shift is divided into two conditions. 1. Full Full comp compar artm tmen ents ts 2. Partia Partially lly fill filled ed compa compartm rtment ent 1. FULL FULL COMP COMPART ARTME MENT NTS S A. LONGIT LONGITUDN UDNAL AL DIMENSIO DIMENSIONS: NS:
Longitudinal divisions (e.g. shifting boards) may be used to reduce grain shift, these m grain tight and fitted on the centerline. In a tween deck they must be extended from d deck head in a hold extending from deck head to 0.6m below the lowest void formed assumed shift.
B. BAGGED BAGGED GRAIN GRAIN IN IN SAUCE SAUCER R
May be used in instead of longitudinal divisions. In a way of Hatch Square a sauce hollow is left in a bulk grain surface. A separation cloth is laid over the surface and rem space is filled with bagged grain or other suitable cargo. The bags are to be sound, we and securely closed and tightly stowed against the coamings and any portable beam depth of the saucer varies between 1.2 m – 1.8 m dependant upon the breadth of the ves is measured from the deck line downwards.
C. BULK BANDLE OR BANDLING BANDLING IN BULK: BULK: Sign up to vote on this title
Useful The useful is covered This is an alternative to filling the saucer with bagged saucer grain. Not tarpaulin of specified strength, this is then filled with bulk grain the sides and ends of ta are then drawn together over the upper surface and secured together tightly.
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PAST STABILITY THEORY BY AMIT K SEN
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2. PARTIAL PARTIALLY LY FILL FILLED ED COMP COMPART ARTMEN MENTS TS A. LONGIT LONGITUDIN UDINAL AL DIVISIO DIVISION: N:
This shall extend 1/8 of the maximum breadth of the compartment above and below th surface.
B. OVER OVERS S TO TOWI WING NG::
The grain surface is covered with a separation cloth or dunnage platform and bagged g other suitable cargo stowed to height of 1/16 of the maximum width of the free grain su 1.2 m which ever is greater. A longitudinal division may be used to limit the width of t grain surface and thus the height of the over stowing. The division must extend at leas above the surface and 1/8 of the maximum breadth of the compartment above and bel surface.
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PAST STABILITY THEORY BY AMIT K SEN
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C. STRAPIN STRAPING G OR LASHING LASHING::
The grain surface is trimmed with a slight crown and covered with tarpaulins or sep cloths then a timber platform then lash or steel straps which are secured to the lower below the grain surface before loading. The lashing or steel strap secured tightly by buckles winch tightness tightness and wrenches. wrenches.
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PAST STABILITY THEORY BY AMIT K SEN
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Q.NO. 6
JUNE 96
a) A vessel carrying carrying timber timber deck cargo cargo of substantial substantial height height has a small small negative negative G has a gale force wind on its beam. Drawn labeled curve of statical stability f condition.
b) The v/l has an empty D.B.TK. D.B.TK. subdivi subdivided ded into four water water tight tight compartm compartment entss up to vote Describe on this title the seque width. The v/l must be ballast to return to a safe Sign condition. actions to be taken and the possible affects through each stage the v/l useful Useful Not(assume head to wind).
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO 4 DEC’ 1992
A v/l assign with timber load line is fully load with timber on deck. And in the hol port in tropical zone for a destination in the winter north Atlantic zone during the months.
a) State the minimum minimum statutory statutory requirements requirements for the ship’s ship’s stability stability through through out the v
We have to load in such a way that the v/l is having adequate stability at all tim complying with minimum load line requirement. GM 0.15m MAX. GZ 0.20m ANGLE OF MAX. GZ 30DEG AREA UNDER GZ CURVE 0 30 0.055 m.r AREA UNDER GZ CURVE 0 40 0.090 m.r AREA UNDER GZ CURVE 30 40 0.03 m.r If it’s a timber ship GM not less than 0.05 m.
b) Describe Describe the various causes causes of any deterioratio deterioration n in the ship’s stabili stability ty during the v
Consumption of fuel, stores and fresh water during a voyage causes “G” to rise t reducing the GM and therefore GZ curve . Free surface effect when the fuel and water are consumed from full tanks, which redu and therefore GZ curve. Absorption of water and moisture by deck cargo, timber cargo absorbs water moistu 15% of its own weight which raise “G” and thus reduce GM & GZ curve. Reduction in displacement, there is a small change in displacement causes small cha v/l’s stability. Cease on deck, this will cause raise in “G” due to added weight and also cause FSE Sign up to vote on this title reduce GM and GZ curve. Icing on super structure riggings, a v/l trading in the winter monthinNot theuseful winter North A Useful zone she is subjected to ice accretion on the top of the exposed deck, cargo and super st which cause added weight which raise “G” thereby reduce GM & GZ curve.
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PAST STABILITY THEORY BY AMIT K SEN
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c) Draw specimen specimen of of stabilit stabilityy curve to to show the effect effect of :.
A transverse shift of cargo while maintains a +ve GM. Developing a –ve GM without a transverse shift of cargo.
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 5
MARCH 1989
A ship is loading in a port in a tropical zone for one in the winter North Atlant during winter months. Describe the various precautions and considerations, which m borne in mind at the loading port in order that the voyage is, accomplished safely accordance with the statutory requirements for example the load line rules.
1. The prime prime consid considera eratio tion n is to have have the v/l complyi complying ng with load load line line rules rules through through voyage for ensuring intact reserve buoyancy. (Cargo hatches, ventilators, sounding air pipes, freeing port) 2. Even Even though though the v/l is loading loading in a tropica tropicall zone zone she cannot cannot immers immersee her load load than a level i.e., winter load line + due allowance for consumables + bunkers. 3. Calculate Calculate the the bunker consump consumption tion and F.W consum consumption ption up to a point point on the v/l’s i route where it enters the winter load line zone. 4. Also we we have to load in in such a way that that the v/l is having having adequa adequate te stabilit stability y at all tim complying with minimum load line requirements. GM < 0.15 m, MAX. GZ < 0.20 m, ANGLE OF MAX GZ < 30 DEG. AREA UNDER GZ CURVE 0 30 < 0.055 m.r AREA UNDER GZ CURVE 0 40 < 0.090 m.r AREA UNDER GZ CURVE 30 40 < 0.03 m.r If the v/l is a timber ship GM is not less than 0.05 m. 5. Bear in mind mind if the ship is less less than 100 m in length length she cannot cannot immerse immerse more tha North Atlantic mark mark when in winter zone zone (WNA mark is 50mm below below the winter lo 6. Vessel Vessel needs to have suffici sufficient ent bunker bunker reserve to meet bad weathe weatherr and contingencie contingencie 7. All derric derricks ks and cranes cranes must must be stowed stowed in position position.. 8. Eliminate Eliminate free free surface surface effects effects by emptying emptying or pressing pressing the tanks tanks if possible. possible. 9. During During the voyage voyage FS can be produc produced ed due to the consum consumpti ption on of fuel fuel so con from a slack tank first before start consuming full tank. Sign up to vote this title 10. Adequate lashing arrangements arrangements for deck cargoes particularly foron heavy lifts. lifts. 11. Stow heavy cargo as low as possible to bring “G” down. down . Useful Not useful 12. Secure both the anchors prior to departure. 13. Take into account banding moments and sheer sheer force.
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 6 JUNE’ 1993
A fully cellular type of container ship is particularly subject to tortional stresses expla
a) The caus causes es of such such str stress esses. es. b) How the the design design is arranged arranged to overcome overcome them. them.
a) Torsion Torsion in the effect effect on the structure structure when when it is subjected subjected to torque torque (i.e. turning turning fo such a body is not free to rotate then a twisting stress will be induced in the body. A are subjected to a degree of torsion when waves are on the bow or quarter h container v/l are subjected to torsion even more when the v/l is upright. The causes a 1. IN A SEA SEAW WAY:
When encountering waves at an oblique angle the standard calculation to asses hor bending and torsional stress is based on the assumptions that the ship is supported standard wave where the angle of encounter is 45 deg and the wave length is approxima length of the v/l and the wave height 1/20 th of the length, the ship is supported at the b astern. The effect of the uneven wave encounter produces tortional stress or twisting v/l’s structure.
2. IN PO PORT:
Even when the container v/l is upright but the uneven distribution of the weight ab center line causes twisting moments.
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PAST STABILITY THEORY BY AMIT K SEN
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b) The torsion stresses are resisted by longitudinal members and this is the case in ships, the longitudinal strength provided by; Substantially sized hatch coamings. Longitudinally hatch girders. Heavy hatch covers. Increased scantlings of the weather deck and sheer strake. Strongbox girder provided in wing tanks. The box formed by deck stringers / sheer strake (torsion box) is significantly stro resist in particular, being furthest away from the axis of rotation. Strong longitudinally framed D.B. are provided.
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 5
JUNE’1995
a) Itemizes Itemizes the contents contents of of an approved approved ship’s ship’s stabili stability ty book. book.
1. Genera Generall partic particula ulars rs (e.g., (e.g., ship’s ship’s name, name, port port of regist registry, ry, GT, NRT, NRT, LOA. LOA. Breadt Breadt Draft to summer load lines. 2. Genera Generall arra arrange ngemen mentt plan plan.. 3. Capacitie Capacitiess and C.O.G. C.O.G. (cargo spaces, spaces, fuel, fuel, F.W, Ballast Ballast tanks, tanks, stores stores etc.) etc.) 4. Estimated Estimated weight weight and and dispositio disposition n of passenger passengerss and crew. crew. 5. Esti Estima mate ted d weig weight ht and and disp dispos osit itio ion n of dk carg cargo o (inc (inclu ludi ding ng 15% 15% allo allowa wanc ncee fo dk.cargo) 6. Dead weight weight scale scale (displac (displacemen ement, t, DWT, DWT, TCP, TCP, MCTC) MCTC) 7. Hydrostat Hydrostatic ic partic particulars ulars (Displace (Displacement, ment, TPC, MCTC, LCB, LCF, LCF, KM) KM) 8. Free surface surface inform information ation (including (including an exampl example) e) 9. KN tables tables cross cross curves curves (inclu (including ding an example example)) 10.Pre-worked ship conditions (light ship. Ballast. Arr / Dep, service loaded Arr. Homogenous loaded Arr./Dep. Dry Docking etc.). To include for each condition diagram indicating disposition of weights, statements of light weights plus dispos weight onboard, Metacentric height (GM curve) statical stability (GZ curves). War usage conditions. 11. Special procedures (cautionary notes) 12. Inclining experiment experiment report. 13. Information for longitudinal stresses stresses (For v/ls over 150 m in length). 14. Loading / Discharging / Ballasting Ballasting sequence for long vessels. 15. Worked KG example of “icing”. 16. Maximum Draught Forward Forward and Aft. 17. Wind heeling moment for high high deck cargoes. 18. Maximum height of deck cargoes. cargoes. Sign up to vote on this title 19. Damage stability stability conditions. Useful Not useful A. Flooding and damage damage stability requirements for for type A and type B ships. ships. B. Flooding and damage stability stability requirements requirements in the flooded conditions. conditions.
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PAST STABILITY THEORY BY AMIT K SEN
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b) Give example example of special special cautionary cautionary notes notes for the Master, Master, which may may be includ book.
1. 2. 3. 4. 5.
Required Required minimum minimum bow height always always maintained maintained the Forward Forward draught draught should should not e Sequence Sequence of Ballasti Ballasting ng to enable adequat adequatee stability stability throughout throughout the the voyage. voyage. Warning Warning against against large large angle of of heel, produce produced d by strong strong beam wind. wind. Dangers Dangers of icing icing if the vessel vessel is is trading trading in severe severe winter winter conditions conditions.. Incase Incase of Timber deck deck cargo absorpt absorption ion of water water should be consid considered ered up to 15% of weight. 6. Special Special precaut precautions ions when loading loading bulk bulk grain. grain. 7. Recommende Recommended d minimum minimum draught draught for heavy heavy weather weather conditio conditions. ns. 8. In case of vehicle vehicle ferry, ferry, the KG of the compartmen compartmentt for carriage carriage of vehicles vehicles shall b on the the esti estima mate ted d cent center er of grav gravit ity y of vehi vehicl clee and and not not the the volu volume metr tric ic KG compartment. 9. Informatio Information’s n’s to to enable enable free free surfac surfacee effect. effect. 10. Any special features regarding regarding the stowage or behavior of cargoes.
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 4 JUNE’ 1993
A sea s ea going vessel generally has to be ballsted in the total absence of cargo c argo and pos other times. State the factors which determines the weight and distribution of water required for any given passage and explain why these consideration are important. CONSIDERATIONS:
Considerations, which determine the weight and distribution of the water, ballast as follo 1. The main factor factor taking taking the ballast ballast is to improve improve the stabili stability ty of the vessel vessel (GM). (GM). 2. To mak makee an ade adequ quat atee trim trim.. 3. To corr correc ectt the the list list.. 4. To minimiz minimizee the stres stresss force force or bending bending moments. moments. 5. To redu reduce ce tort tortion ional al stre stresse sses. s. 6. To sub-merg sub-merged ed the the propeller propeller and ruder ruder adequat adequately. ely. 7. To redu reduce ce the windag windagee area area.. 8. Sea Stat Statee and weath weather er condi conditio tions. ns. 9. To incr increa ease se the the roll rolling ing peri period. od. 10. To alter draught in a seaway. seaway. 11. To make minimum minimum Fwd. Draught. Draught. 12. To reduce air draught. 13. Bulbous Bulbous bow. 14. To reduce / eliminate eliminate free surface effect. effect. 15. To maintain +ve. +ve. Stability . 16. Trim by the astern for directional directional stability. stability.
IMPORTANCE: Signtoupmake to vote her on this titleworthy in g In the total absence of cargo vessel must be ballasted sea Not useful minimum quantity of ballast should be about 25% to Useful 30% of loaded DWT. her distribution must be arrange to keep sheer force and bending moment with in acceptab IMO regula regulatio tion n for Tanker Tankerss and Bulk Bulk carrie carriers rs in ballas ballastt condit condition ionss requir requires es a
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. NO. 5 NOV’ 96 Describe with the aid of one or more sketches, the effect on dynamical stability of during during bad weathe weatherr of a transve transverse rse and vertica verticall shift shift of solid solid bulk bulk cargoe cargoess trimmed level.
Bulk cargoes are liable liable to shift, during bad weather weather even if it is properly trimmed trimmed and e comp compar artm tmen entt is full full,, it is assu assume med d that that the the grai grain n shif shifts ts thro throug ugh h an angl anglee of 15 compartment and through 25’ in partially full compartment (if full compartment is not properly a shift of 30’ is assumed). This is because difficulty difficulty in trimming the cargo pro filled behind the hatch side girders, and hatch end beams and also cargo settling dur voyage. This results in: 1. Angles of list, which which will reduce GZ, lever and also range of positive stability . Dynamical stability = Displacement x Area under the curve. As area under the curve is reduced so the dynamical stability will also be reduced (Tra shift of Grain) 2. Due to vertical vertical shift shift of cargo the the GM is reduced reduced which reduces reduces the the stability. stability.
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PAST STABILITY THEORY BY AMIT K SEN
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Q.NO.6
MARCH’90
A. Explain clearly why the values of trim and the matecentric height in the freely condition are important when considering suitability of a vessel for Dry Docking.
1. When a ship enter enterss a Dry Dry Dock she she should should be in stable stable equili equilibrium brium,, upright upright and slightly by the stern. 2. Once inside inside the dry dock, dock, pumping pumping out commence commencess and the water level level in the doc gradually. 3. As the vessel vessel is trimmed trimmed slightly slightly by the astern, astern, the astern astern will will take the blocks blocks first Fwd end can be adjusted in order to align the ship correctly over the keel bloc preventing her from capsizing capsizing the trim is very very important. 4. After the the astern astern has taken the the blocks part part of the ship’s weight weight gets gets transferr transferred ed to the say “P” tons. 5. This is equival equivalent ent to the discharg dischargee of weight from from the astern, astern, both both the KG and LCG discharged weight is 0 meter. 6. This This resu result ltss in in : a) Decrease Decrease in the the hydrostat hydrostatic ic draught. draught. b) Decrease in the trim trim by the astern . c) Virtual Virtual rise rise of C.O.G. C.O.G. of the the ship ship and virtual virtual loss loss of GM. GM. 7. The value value of “P” at the astern astern frames frames increases increases as the the water level level drops and the the ship steadily increasing virtual loss of GM. 8. Therefore Therefore it is very important important that that the vessel has has +ve. stability stability until the vessel vessel has ta blocks overall. B. Describe how to determine the Metacentric height.
1. During During the critic critical al period period up toDocking vote on thismay title be calcul The virtual loss of GM at any time during the process Sign of Dry either of two formulas. Useful Not useful P x KG/W-P OR Px KM/W During the critical period the “P” acts only at the after perpendicular of the ship,
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 3 JUNE’ 88
If the calculated Metacentric height during Dry Docking is found to be in adequate. E clearly the practical measures that can be taken to remedy this, prior to Dry Docking.
1. Reduces Reduces the trim trim to the minimum minimum so that the critica criticall period reduces reduces signifi significant cantly. ly. 2. When When the the vess vessel el takes takes the the bloc blocks ks,, the the “G” “G” will will rise rise due due to the the “P” “P” forc force, e, wh vertically upwards, from keel blocks. 3. Therefore, Therefore, calcul calculate ate the maximum maximum trim taking taking into account account the virtual virtual loss loss of GM n than 0.2 m, so that the vessel can have the adequate GM when she is sitting on the 4. Any free surface surface in the the tanks should should be removed removed or reduced reduced to as little little as possible possible e emptying the tanks or pressing it up to the full conditions. 5. Sound all the the tanks before before entering entering the Dock, Dock, to be aware of quantities quantities aboard aboard and the soundings in the sounding book. 6. Empty Empty the wing tanks if possible. possible. Stow Stow derricks, derricks, cranes cranes and riggings in stowed stowed posi arrange the deck cargo, or cargo in between deck if any, to L.H, Ballast the D.B. tks up).
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PAST STABILITY THEORY BY AMIT K SEN
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Q.NO.4 DEC’ 91
A. Describe with the aid of labeled sketch the following initial stability condition applied to a freely floating vessel in upright conditions; A. STABLE STABLE b) UNSTABL UNSTABLE E AND c) NATURAL NATURAL
STABLE: A ship is said to be in stable equilibrium if she inclined and she tend to return to its position, the C.O.G. C.O.G. must be below Metacentric Metacentric height & ship ship must have positive positive GM.
UNSTABLE: When a ship, which is inclined to a small angle, tends to heel over still further then the said to be in an unstable equilibrium. The ship must have negative GM.
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PAST STABILITY THEORY BY AMIT K SEN
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NEUTRAL: When a ship is heeled and the initial response is nil. The ship has zero GM.
B. Draw a diagram of this vessel heeled to a small angle by an external force to the righting levers associated with the three above conditions:
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Useful Not useful C. On the set of axis draw draw representative representative curves curves of righting righting levers for the the three condi
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PAST STABILITY THEORY BY AMIT K SEN
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Q.NO. 5 MARCH’ 92 A. Describe the precautions necessary to be taken before and during the experiment of the vessel to determine the light KG.
1. There should be little or no wind, wind, if there is any wind wind the ship should should be head or aste 2. The ship should should be floating floating freely, freely, there there should should be no barges barges alongs alongsid idee and the m ropes should be slackening right down. 3. There should should be plenty plenty of water water under under the keel keel so the bottom bottom of the ship ship does not to seabed on inclination. 4. All loose loose weights weights must must be removed removed or secured secured.. 5. The ship ship must be upright upright at the the commencem commencement ent of the experi experiment ment.. 6. All persons persons not directly directly concern concern with with the experiment experiment should should be sent ashore. ashore. 7. In tidal tidal water water conduct conduct experime experiment nt at slack slack water. water. 8. Remove Remove all all free free surfa surface ce effec effect. t.
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PAST STABILITY THEORY BY AMIT K SEN
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B. Describe the inclining experiment and explain the calculations involved in it.
Before the stability of the ship in any particular condition of loading can be determin initial condition must be known, in order to find the KG for the light ship the in experiment is performed. The experiment is carried out by the builders when the ship is to the light condition as possible, weights are shifted transversely across the deck a inclination is measured by using the plumb lines and horizontal battens. Usually two or three plumb lines are used and each is attached at the centerline of the sh height of about 10-m above the batten. A weight is shifted across the deck transversely the ship to list and little time is allowed for the ship to settle down and then deflection plumb line along the batten is noted, if the weight now returned to its original position will return to upright In the above figure let the mass of W tons are shifted across the deck through a distance meters. This will cause the C.O.G. of the ship to move from G to Gi the ship will then Signlines up to will vote on this be titledeflected al bring Gi vertically under M i.e., Q degrees list, the plumb thus Useful must useful batten from B to C. since since AC is the new vertical vertical so angle also be Q. BAC Not GM = w x D / W x AB / BC AB = Length of plumb line & BC = Deflection KM will be given by the Naval Architect
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PAST STABILITY THEORY BY AMIT K SEN
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Q.NO 5 JULY’ 92
Two vessels of similar size each with a right handed propeller are proceeding in deep on parallel course with the faster vessel slightly astern of, and to starboard of the othe to. Describe with the aid of diagrams the possible interaction effects between the two and the actions that should be taken onboard onboard each vessel, until the faster vessel is p clear.
SITUATION 1 In figure (1) A and B are two vessels of same size on parallel courses and vess Sign up to vote on this title overtaking vessel A. Useful The effect is that, the water runs at an angle with the bow overtaking vessel B and the of Not useful of the vessel A resulting a bow in moment for both the vessels. The action in this situation is that, the vessel B will alter her course to stbd. and vessel
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PAST STABILITY THEORY BY AMIT K SEN
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SITUATION 3 In this situation the astern of the overtaking v/l is near to the bow of v/l A. the effect is t flow of water runs at an angle with the rudder of the overtaking v/l B and the bow of th resulting a bow in moment for both v/l which can arise a dangerous situation. The best action is to use the helm as follow V/l B put her helm to stbd. V/l A put her helm to port.
When both v/l are in a confined channel then following action should be taken.
1. Establ Establish ished ed commun communica icatio tions ns.. 2. Lead Lead ship ship slow slow down down.. 3. Overta Overtakin king g ship ship speed speed up. 4. Maximu Maximum m distan distance ce apart. apart. 5. Deep Deep water ater.. 6. Wide Wide sect section ion of channe channel. l. 7. Straig Straight ht sect section ion of chan channel nel.. 8. Comp Compet eten entt helm helmsm sman an.. 9. Both Both stee steerin ring g moto motors rs ON. ON. 10. No other traffic traffic in vicinity .
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 6
MARCH’ 93
With reference to the current passenger ship construction and survey regulations. A. Explain the extent of hull hull flooding assumed when calculating the ship’s ship’s ability to sur hull damage.
1. Longitudin Longitudinal al extent extent of the damage damage is taken taken 3 m plus 3% 0f the the v/l length length or 11 m or the vessel length whichever is least. 2. The transver transverse se extent extent of the damage damage is taken taken as 20% of of the ship’s ship’s breadth. breadth. 3. The vertical vertical damage damage of the ship ship is taken from base base line upwards upwards without without limit. limit.
B. State the minimum stability requirements requirements in the damaged damaged conditions for v/l other tha 1990 ships.
1. At all stages stages of floodin flooding g there shall shall be a +ve. +ve. residual residual stabilit stability. y. 2. In general general the the margin margin line line should should not be submerged. submerged. 3. When flooding is symmetrical symmetrical the margin line shall not be submerged, submerged, at the the final there should be a residual GM of at least 0.05 m. 4. When When floo floodi ding ng is unsy unsymm mmet etri rica call at the the fina finall stag stagee of floo floodi ding ng and and afte afterr eq measures if any, have been taken the angle of heel is not to exceed 7’ and the margin not to be submerged at no time should the maximum angle of heel be such as to en the safety of the ship. 5. Rang Rangee of stabi abilit lity in the dam damaged aged cond condiition tion shal shalll be to the sat satisfa isfact ctio io administration. M 1381 refers: In the final condition maximum GZ to be least 0.10 range not less than 7’ 6. Residu Residual al GM GM at at least least 0.05m 0.05m
Signdeter upermin tomine voteeonthe this permis title issib C. Out line the additi additiona onall factor factor taken into account account to det perm sible le compartments in ships built after 1990. Useful Not useful
FLOODABLE LENGTH:
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PAST STABILITY THEORY BY AMIT K SEN
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PERMISSIBLE LENGTH
Permissible length of a compartment having its center at any point in the length of t means the product of the foldable length at that point and the factor of sub-division of th PERM. LENGTH = FLOODABLE LENGTH X FACTOR OF SUB-DIVISION In other words there is a greater degree of sub-division when the vessel is long, the passengers are large, and much of the space below the water line is used for passenger accommodation and or machinery space.
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PAST STABILITY THEORY BY AMIT K SEN
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Q. NO. 6 DEC’90 A. State the surveys required in order that an international load line certificate valid.
1. Annual survey.
2. Renewal survey every 5 years.
B. List the items and state the nature of the exam. Required for each item at these sur
Preparation should be commenced three months before the expected date of the surveys 1. Check Check all access access opening openingss at ends of enclo enclosed sed struct structure ure are in good good condit condition ion,, clamps, and hinges should be free and well greased. 2. Check all cargo cargo hatches and access access to holds for water tightnes tightness, s, especially especially battening battening such as cleats and wedges. 3. Securi Securing ng of of porta portable ble beams beams.. 4. Tarpaulin Tarpaulinss must be be in good condit condition ion and and two for each each hold. hold. 5. Check all all machine machinery ry space space openings openings on on exposed exposed decks. decks. 6. Check all all ventilator ventilator opening openingss are provided provided with with water water tight closin closing. g. 7. All air pipes pipes must be provided provided with permanentl permanently y attached attached satisfacto satisfactory ry means for and openings. 8. Check all all manhole manholess and flush flush scuttle scuttless are water water tight. tight. 9. Inspect Inspect cargo cargo ports below below free free board deck deck for water water tightness tightness.. 10. Non-return valves on over board discharge are operating operating satisfactorily. 11. Side scuttles must have internal internal water tightness. 12. All freeing ports to be in in good working condition. 13. All guard rails and bulwarks in satisfactory satisfactory condition. 14. Rigged lifelines required to be filled in certain certain areas. 15. De-rust and paint the deck line, load line marks and draft marks. marks. Sign up to vote on this title
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PAST STABILITY THEORY BY AMIT K SEN
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Q.NO 6 JULY 92 A. List the Grain loading information required to be provided to a ship under the Grain rules.
1. A document document of authorizat authorization ion should should be issued issued for any ship ship intending intending to carry carry bulk G the vessel’s national administration. 2. Details of required stability stability criteria criteria as given in the load line rules and IMO Grain rul 3. General General arrangement arrangement plan plan and stability stability data for the vessel, vessel, including including hydrostati hydrostaticc dat curves / KN tables, capacities and centroids of compartments and free surface e moments. 4. Curves on tables tables for grain heeling moments for every compartment compartment filled or partly 5. Tables Tables of maximu maximum m permissi permissible ble heeling heeling moments. moments. 6. Securing Securing arrangemen arrangements ts by using shifting shifting boards, boards, saucers, saucers, bundling bundling in bulk, over arrangement. 7. Conditions Conditions for typical typical loaded, departure, departure, arrival arrival and intermediat intermediate, e, worst, service service con with worked examples for Grain with stowing at 1.25, 1.53 and 1.81 m / ton. 8. Especial Especial instructi instruction on for maintaini maintaining ng adequate adequate stability stability throughout throughout the voyage, voyage, in filling ballast tanks. 9. Other informat information ion such as ship’s ship’s particulars particulars,, light ship displacem displacement ent and KG. B. Explain how the information supplied s upplied is used to determine weather or not the Grain stowage satisfies the stability requirements.
1. Enter the table table with the the vessel displa displaceme cement nt and KG and extract extract the maximum maximum perm Grain heeling moment. 2. Heeling the total volumetric volumetric heeling moment (m) of all cargo cargo spaces spaces full and partiall 3. Convert Convert to weight weight heelin heeling g moment moment by dividing dividing by by stowage stowage factor factor Sign up to vote on this title WT. HEELING MOMENT = V.H.M. / S.F. Useful Not useful 4. Compare total total weight heeling moment moment with with value ofmaximum maxi mumheeling heeli ng moment from to determine if within limit the approximate angle of heel due to Grain shift can be determine by using the following formula:
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