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STABILITY AND OPERATIONS

No 47 (Oct 14)
Q1
(a)
.

Charted Depth
UKC
Required draught
Present draught
Required draught
Required Rise

10.50 m
1.50 m
9.00 m
9.50 m
9.00 m
0.50 m = 50 cm

Cargo to Discharge =
=
Cargo to Discharge =

Rise x TPC
50

x 24.6

1 230.0t

The cargo to Discharge is 1 230.0t

(b)

To Calculate the FWA


FWA =

s
4 x TPCSW

21 789
4 x 24.6

221.4mm

To Calculate DWA
DWA =

DWA =

FWA (1025 - DW)


(
25
)
221.4 (1025 1008)
(
25
)
150.57mm

SQA Stability and Operations Past Papers


No 47 Oct 2014

151 mm

0.151 m

09/12/2014
APR & PE

To Calculate the new draught


draughtSW
DWA
draughtDW

9.000 m
0.151 m
9.151 m

The draught on arrival at the berth will be 9.151 m

(c)

To Calculate the load/discharge


Discharge
Load
Net Discharge

750 t
200 t
550 t

To Calculate the TPCDW


TPCDW

TPCDW

TPCSW

DW
SW

24.6

1008
1025

24.19t

To Calculate the Rise


Rise

Rise

Weight Discharged
TPCDW

550
24.19

22.7 cm

0.227 m

To Calculate the new draught


DraughtARRIVAL
Rise
DraughtFINAL

9.151 m
0.227 m
8.924 m

The Final draught will be 8.924 m


SQA Stability and Operations Past Papers
No 47 Oct 2014

09/12/2014
APR & PE

(a)

(i)

Density is defined as mass per unit volume. It is expressed in tonnes


/m3 for seafaring purposes.

(ii)

Freeboard is the distance measured between the sea surface and the
deck line.

SQA Stability and Operations Past Papers


No 47 Oct 2014

09/12/2014
APR & PE

Q2

(a)

Finding the and LCB using the Hydrostatic Tables


By inspection:

= 17 639t

LCB

= 69.45 m foap

If the vessel is at even keel, then the LCG = LCB therefore the LCG is
69.45 m foap

To Calculate LCG by Taking Moments about the After Perpendicular

Weights (t)
Loaded
Discharged
17 639
998
745
552
18 191
2358
-1 743
16 448

LCG (m)
69.45
72.00
58.00
75.90

Moments about the AP (tm)


Loaded
Discharged
1 225 028.55
71 856.00
43 210.00
41 896.80
1 266 925.35
151 380.00
-115 066.00
1 151 859.35

LCG = Moments about the AP = 1 151 859.35 = 70.03 m foap


Weights
16 448
From the Hydrostatic Tables using of 16 448 tonnes
EK draught
MCTC
LCB
LCF

7.800 m
196.8
69.67 m foap
66.51 m foap

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No 47 Oct 2014

09/12/2014
APR & PE

LCB = 69.67m
AP

70.93m

LCG = 70.03m

FP

CF
LCF = 66.51 m

LBP - LCF =
(139 66.51) = 72.49m
LBP = 139m

To Calculate the Change of Trim

CoT

= x (LCB ~ LCG) = 16 448x (69.67 ~ 70.03)


MCTC
196.8

= 30.1 cms = 0.301 m by the head

To Calculate the Change of Draught due to Change of Trim


CoDf due to CoT = CoT x LBP LCF = 0.301 x (139 66.51) = + 0.157m
LBP
139

CoDa due to CoT = CoT x LCF


LBP

= 0.301 x 66.51
139

= - 0.144m
check

0.301m

To find the Final Draughts

EK draughts
CoD due to CoT
Final draughts

The final draughts are:

Fwd
7.800m
+ 0.157m
7.957m

Aft
7.800m
- 0.144m
7.656m

FWD 7.957 m
AFT 7.656 m

SQA Stability and Operations Past Papers


No 47 Oct 2014

09/12/2014
APR & PE

(b)

To Calculate the CoT Required

Trimold 0.301 m by the Head


Trimreqd 0.500 m by the Stern
CoTreqd 0.801 m
=
80.1cm by the Stern

To Calculate the Amount of Cargo to shift


w

CoT x MCTC
s
80.1 x 196.8
(130.50 5.50)
126.1 t

The vessel would require 126.1t of ballast to be transferred from


the Fore Peak to the Aft Peak.

SQA Stability and Operations Past Papers


No 47 Oct 2014

09/12/2014
APR & PE

Section B
Q3
(a) From BLU Code Appendix 3 (Supplement to IMSBC Code)
1 Is the depth of water at the berth, and the air draught, adequate for the cargo
operations to be completed?
2. Are mooring arrangements adequate for all local effects of tide, current, weather,
traffic and craft alongside?
3. In emergency, is the ship able to leave the berth at any time?
4. Is there safe access between the ship and the wharf? Tended by ship/terminal .
. . . . . . . . . . . . . . (Cross out as appropriate)
5. Is the agreed ship/terminal communications system operative? Communication
method . . . . . . . . . . . . . . Language . . . . . . . . . . . . . . . . . . . . . . . . . . Radio
channels/phone numbers . . . . . . . .
6. Are the liaison contact persons during operations positively identified? Ship
contact persons . . . . . . . . . . . . . . . . . Shore contact person(s) . . . . . . . . . . . . . . .
Location . . . . . . . . . . . . . . . . . . . . . . . . . . .
7. Are adequate crew on board, and adequate staff in the terminal, for emergency?
8. Have any bunkering operations been advised and agreed?
9. Have any intended repairs to wharf or ship whilst alongside been advised and
agreed?
10. Has a procedure for reporting and recording damage from cargo operations
been agreed?
11. Has the ship been provided with copies of port and terminal regulations,
including safety and pollution requirements and details of emergency services?
12. Has the shipper provided the master with the properties of the cargo in
accordance with the requirements of chapter Vi of SoLAS?
13. Is the atmosphere safe in holds and enclosed spaces to which access may be
required, have fumigated cargoes been identified, and has the need for monitoring of
atmosphere been agreed by ship and terminal?
14. Have the cargo handling capacity and any limits of travel for each
loader/unloader been passed to the ship/terminal? Loader . . . . . . . . . . . . . . . . . . . .
. . . . . . . . Loader . . . . . . . . . . . . . . . . . . . . . . . . . . . . Loader . . . . . . . . . . . . . . . . .
15. Has a cargo loading or unloading plan been calculated for all stages of
loading/deballasting or unloading/ballasting? Copy lodged with . . . . . . . . . . . . . . . .
16. Have the holds to be worked been clearly identified in the loading or unloading
plan, showing the sequence of work, and the grade and tonnage of cargo to be
transferred each time the hold is worked?
17. Has the need for trimming of cargo in the holds been discussed, and have the
method and extent been agreed?
18. do both ship and terminal understand and accept that if the ballast programme
becomes out of step with the cargo operation, it will be necessary to suspend cargo
operation until the ballast operation has caught up?
19. Have the intended procedures for removing cargo residues lodged in the holds
while unloading, been explained to the ship and accepted?
20. Have the procedures to adjust the final trim of the loading ship been decided
and agreed? Tonnage held by the terminal conveyor system . . . . . . . . . . . . . . . . . .
SQA Stability and Operations Past Papers
No 47 Oct 2014

09/12/2014
APR & PE

21. Has the terminal been advised of the time required for the ship to prepare for
sea, on completion of cargo work?

(b) STCW Chapter 8 part 5


100. The officer in charge of the deck watch shall:
i. make rounds to inspect the ship at appropriate intervals;
ii. pay particular attention to:
- the condition and securing of the gangway, anchor chain and moorings, especially
at the turn of the tide and in berths with a large rise and fall, if necessary, taking
measures to ensure that they are in normal working condition;
- the draught, under-keel clearance and the general state of the ship, to avoid
dangerous listing or trim during cargo handling or ballasting;
- the weather and sea state;
- the observance of all regulations concerning safety and fire protection;
- the water level in bilges and tanks;
- all persons on board and their location, especially those in remote or enclosed
spaces; and
- the exhibition and sounding, where appropriate, of lights and signals;
iii. in bad weather, or on receiving a storm warning, take the necessary measures to
protect the ship, persons on board and cargo;
iv. take every precaution to prevent pollution of the environment by the ship;
v. in an emergency threatening the safety of the ship, raise the alarm, inform the
master, take all possible measures to prevent any damage to the ship, its cargo and
persons on board, and, if necessary, request assistance from the shore authorities
or neighbouring ships;
vi. be aware of the ships stability condition so that, in the event of fire, the shore firefighting authority may be advised of the approximate quantity of water that can be
pumped on board without endangering the ship;
vii. offer assistance to ships or persons in distress;
viii. take necessary precautions to prevent accidents or damage when propellers are
to be turned; and
ix. enter, in the appropriate log-book, all important events affecting the ship.
During the cargo watch, as well as the normal duties expected of an officer of the
watch (OOW), the cargo officer should:
Monitor the cargo operation to make sure it is proceeding as planned and
detailed in the checklist
monitor the ballasting operations against the plan
make sure that no damage or stress is caused by cargo loading operations
OOW should remain especially vigilant where cargoes are sensitive to water
damage regarding suspending operations in rain

SQA Stability and Operations Past Papers


No 47 Oct 2014

09/12/2014
APR & PE

Q4
(a) COSWP Chapter 13
manholes and other deck accesses should be kept closed when not being
used; guard-rails should be erected and warning signs posted when they are
open;
spillage of oil, grease, soapy water etc, should be cleaned up as soon as
practicable;
areas made slippery by snow, ice or water should be treated with sand or
some other suitable substance;
the presence of temporary obstacles should be indicated by appropriate
warning signs;
litter and loose objects, e.g. tools, should be cleared up;
Trip hazards should be highlighted
Adequate lighting, glare free, free of shadow areas
Unattended openings fenced, lighting not switched off when left
Fencing properly maintained and horizontal 1m high with lower rail 0.5m
Walkways should not be obstructed by lashing equipment
Walkways under lifting areas should be shut down and signs posted
.
(b) Duties of the OOW at mooring stations:
Be aware of mooring plan and risk assessment attend pre-arrival briefing
Communications with bridge, arrange and check
Check power on deck
Assemble crew, check PPE, brief on operation, tasks and hazards
Inspect ropes/wires/stoppers/equipment to be used visually and arrange preparation
Check machinery and controls for operation
During operations maintain control and direction as well as all round awareness,
particularly regarding crew positions with respect to bights and snap-back zones.

SQA Stability and Operations Past Papers


No 47 Oct 2014

09/12/2014
APR & PE

Q5
(a)

Regulation 12 Ozone Depleting Substances (ODS)


Regulation 13 Nitrogen Oxides (NOx)
Regulation 14 Sulphur oxides (SOx) and particulate matter
Regulation 15 Volatile organic compounds (VOCs)
Regulation 16 Shipboard incineration
(b)
Annex 6 regulation 2
Emission control area means an area where the adoption of special mandatory
measures for emissions from ships is required to prevent, reduce and control air
pollution from NOx or SOx and particulate matter or all three types of emissions and
their attendant adverse impacts on human health and the environment. Emission
control areas shall include those listed in, or designated under, regulations 13 and
14 of this Annex.
(c)
Annex VI: Prevention of air pollution by ships (Emission Control Areas)
Date of Entry into

Special Areas

Adopted #

Baltic Sea (SOx)


North Sea (SOx)
North American
(SOx, and NOx
and PM)
United States
Caribbean Sea
ECA
(SOx, NOx and
PM)

26 Sept 1997
22 Jul 2005

19 May 2005
22 Nov 2006

19 May 2006
22 Nov 2007

26 Mar 2010

1 Aug 2011

1 Aug 2012

26 Jul 2011

1 Jan 2013

1 Jan 2014

Force

In Effect From

(d) Regulation 16
2 Shipboard incineration of the following substances shall be prohibited:
1 residues of cargoes subject to Annex I, II or III or related contaminated packing
materials;
2 polychlorinated biphenyls (PCBs);
3 garbage as defined by annex V, containing more than traces of heavy metals.
4 refined petroleum products containing halogen compounds.
5 sewage sludge and sludge oil either of which is not generated on board the ship;
and.
6 exhaust gas cleaning system residues.

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No 47 Oct 2014

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09/12/2014
APR & PE

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