TRIM & STABILITY BOOKLET - LOADING MANUAL SAMPLE by Alpha Marine Consulting Ltd.

M/V “VSLNAME” IMO No: 9999999

TRIM & STABILITY BOOKLET LOADING MANUAL

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PLAN HISTORY DESCRIPTION Issued as Final Booklet

DATE 01/01/2019

REV. 0

TOTAL TWO HUNDRED AND THIRTY (230) SHEETS WITH COVER

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TITLE:

TRIM & STABILITY BOOKLET â&#x20AC;&#x201C; LOADING MANUAL

SHIP TYPE:

250,000 DWT ORE CARRIER

SHIP NAME: CHECKED BY: DRAWN BY:

IMO NO.:

VSLNAME ZY GK

DWG NO.: REV. NO.:

xxxx-LMN-0 0

ALPHA MARINE CONSULTING P.C.

HULL NO.:

DATE: SIZE:

8184 9999999 01/01/2019 A4 / A3

MARINE CONSULTANTS & SURVEYORS T: +30 211 8881000, F: +30 211 8881039 mail@alphamrn.com | www.alphamrn.com

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 3 OF 230

TABLE OF CONTENTS

PAGE GENERAL PARTICULARS ..................................................................................... 5

1.1.

GENERAL ................................................................................................................ 5

1.2.

PRINCIPAL DIMENSIONS....................................................................................... 5

1.3.

DISPLACEMENT AND DEADWEIGHT ................................................................... 5

1.4.

FREEBOARDS AND DEADWEIGHTS .................................................................... 6

INSTRUCTIONS TO THE MASTER ........................................................................ 7

2.1.

GENERAL PRECAUTIONS AGAINST CAPSIZING ................................................ 7

2.2.

CARRIAGE OF CEMENT CARGOES ..................................................................... 8

2.3.

FIXED BALLAST ...................................................................................................... 8

2.4.

OPERATIONAL PROCEDURES RELATED TO WEATHER CONDITIONS ........... 9

GENERAL NOTES ................................................................................................ 10

UNIT CONVERSIONS ........................................................................................... 13

SYMBOLS, ABBREVIATIONS AND UNITS ......................................................... 14

STABILITY CRITERIA ........................................................................................... 15

6.1.

GENERAL CRITERIA ............................................................................................ 15

6.2.

SEVERE WIND AND ROLLING CRITERION (WEATHER CRITERION) .............. 16

6.3.

DRAUGHT AND TRIM REQUIREMENTS FOR TANKERS ................................... 19

6.4.

DECK CARGO ....................................................................................................... 20

6.5.

ADDITIONAL STABILITY CRITERIA FOR THE CARRIAGE OF CEMENT

CARGOES WITH ANGLE OF REPOSE BETWEEN 30O AND 35O ....................... 21 NOTES ON THE EFFECTS OF FREE SURFACES .............................................. 23

USE OF CROSS CURVES OF STABILITY........................................................... 24

MAXIMUM PERMISSIBLE VCG ............................................................................ 25

10.

CAPACITIES AND CENTERS OF TANKS ........................................................... 37

11.

LOADING CONDITIONS ....................................................................................... 40

SUMMARY TABLE OF LOADING CONDITIONS .................................................. 40

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PAGE APPENDIX HYDROSTATIC PARTICULARS ..................................................................................... 119 CROSS CURVES OF STABILITY ................................................................................... 121 LIGHTWEIGHT DISTRIBUTION ...................................................................................... 122 DOWNFLOODING ANGLE CURVE ................................................................................ 123

FRAME SPACING TABLE ............................................................................................... 124 CORRECTION TO DISPLACEMENT DUE TO TRIM ...................................................... 129 CORRECTION TO DISPLACEMENT DUE TO DEFLECTION ........................................ 136 ALLOWABLE BENDING MOMENTS & SHEAR FORCES .............................................. 143 CARGO HOLD MASS DIAGRAMS .................................................................................. 144 LOADING STABILITY CALCULATION EXAMPLE .......................................................... 145

LOADING STABILITY CALCULATION FORM ................................................................ 147 SHEAR FORCE AT LONG. BHD & SIDE SHELL CALCULATION & EXAMPLE ............ 149 VOLUME TABLES ........................................................................................................... 155

INCLINING EXPERIMENT REPORT............................................................................... 160

TANK ARRANGEMENT................................................................................................... 161

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1. GENERAL PARTICULARS

1.1.

GENERAL

Ship’s Name:

VSLNAME

Ship’s Type: Flag: Port of Registry:

Call Sign: IMO Number: Classification: Built by:

1.2.

Year Built:

PRINCIPAL DIMENSIONS

Length O.A.:

Length B.P.:

Breadth (mld.): Depth (mld.):

Summer Load Draught (extr.): 1.3.

DISPLACEMENT AND DEADWEIGHT

Lightship Weight:

Displacement at S.L.D.: Deadweight at S.L.D.:

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1.4.

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FREEBOARDS AND DEADWEIGHTS

Upper Deck

Deck Line TF F

Max. Displacement =

Summer Draught = abv. Bottom of Keel

SUMMER

WATER ZONE

Freeboard (Deck Line):

(mm)

Draught (extr.): (mm) Displacement:

(MT)

Deadweight:

(MT)

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TROPICAL

FRESH

TROPICAL FRESH

WINTER

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2. INSTRUCTIONS TO THE MASTER

2.1.

GENERAL PRECAUTIONS AGAINST CAPSIZING

The provision of adequate stability at all times remains the Master’s responsibility.

Compliance with the stability criteria does not insure immunity against capsizing regardless of the circumstances or absolve the Master from his responsibilities. Masters should therefore exercise prudence and good seamanship having regard to the season of the year, weather forecasts and the navigational zone and should take the appropriate action as to speed and course warranted by the prevailing circumstances. Care should be taken that cargo allocated to the ship is capable of being stowed so that compliance with the criteria can be achieved. If necessary, the amount of cargo should be limited to the extent that ballast weight may be required.

Before a voyage commences care should be taken to ensure that the cargo and sizable pieces of equipment have been properly stowed or lashed so as to minimize the possibility of both longitudinal and lateral shifting while at sea under the effect of acceleration caused by rolling and pitching.

A ship, when engaged in towing operations, should not carry deck cargo except that a limited amount, properly secured which would neither endanger the safe working of the crew on deck nor impede the proper functioning of the towing equipment may be accepted. The number of partially filled or slack tanks should be kept to a minimum because of their adverse effect on stability.

When it is intended to introduce or discharge water ballast during a voyage, this should be done by filling or emptying one tank at a time with the exception of tanks symmetrical about the ship’s centerline, which should be filled or emptied simultaneously.

The stability criteria contained in Section 6 set minimum values but no maximum values are recommended. It is advisable to avoid excessive values of metacentric height since these might lead to acceleration forces which could be prejudicial to the ship, its complement, its equipment and to safe carriage of the cargo.

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CARRIAGE OF CEMENT CARGOES

2.2.

FIXED BALLAST

2.3.

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2.4.

PAGE 9 OF 230

OPERATIONAL PROCEDURES RELATED TO WEATHER CONDITIONS

All doorways and other openings, through which water can enter into the hull or deckhouses, forecastle etc., should be suitably closed in adverse weather conditions and accordingly all appliances for this purpose should be maintained on board and in good condition. Weathertight and watertight hatches, doors etc., should be kept closed during navigation, except when necessarily opened for the working of the ship and should always be ready for immediate closure and be clearly marked to indicate that these fittings are to be kept closed except for access. All portable deadlights should be maintained in good condition and securely closed in bad weather.

Any closing devices provided for vent pipes to fuel tanks should be secured in bad weather. Reliance on automatic steering may be dangerous as this prevents ready changes to course, which may be needed in bad weather. In all conditions of loading necessary care should be taken to maintain a seaworthy freeboard.

In severe weather, the speed of the ship should be reduced if excessive rolling, propeller emergence, shipping of water on deck or heavy slamming occurs. Six heavy slammings or 25 propeller emergences during 100 pitching motions should be considered dangerous.

Special attention should be paid when a ship is sailing in following or quartering seas because dangerous phenomena such as parametric resonance, broaching to, reduction of stability on the wave crest and excessive rolling may occur singularly, in sequence or simultaneously in a multiple combination, creating a threat of capsize. Particularly dangerous is the situation when the wavelength is of the order of 1.0 - 1.5 times the ship’s length. A ship’s speed and/or course should be altered appropriately to avoid the abovementioned phenomena.

Water trapping in deck wells should be avoided. If freeing ports are not sufficient for the drainage of the well, the speed of the ship should be reduced or its course changed or both. Freeing ports provided with closing appliances should always be capable of functioning and are not to be locked.

Masters should be aware that steep or breaking waves may occur in certain areas or in certain wind and current combinations (river estuaries, shallow water areas, funnel shaped bays, etc.). These waves are particularly dangerous, especially for small ships. Masters should also know that stability can be adversely affected by influences such as beam wind on ships with large windage area, icing on topsides and deck cargo and rolling characteristics.

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3. GENERAL NOTES

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4. UNIT CONVERSIONS

The use of S.I. (System International) is strongly recommended. To convert from

To obtain

0.03937

Millimeters

Inches

25.40

0.3937

Centimeters

Inches

2.54

3.2808

Meters

Feet

0.3048

35.315

Cubic meters

Cubic feet

0.0283

2.2046

Kilograms

0.0009842

Kilograms

0.9842 2.4998

0.45359

Metric tons (1000 kgs.)

Long tons (2240 lbs.)

1.016

Metric tons / cm

Long tons / inch

(of immersion)

1016.047

Long tons x feet

Moment to change trim one centimeter

Moment to change trim one inch

Meters x radians

Feet x degrees

0.0053 0.0283

35.316

Cubic meters

Cubic feet

35.8795

Cubic meters / M. tons

Cubic feet / Long tons

To obtain

To convert from

0.4

Metric tons x meters

187.9767

Pounds

Long tons (2240 lbs.)

8.2014

Multiply by

0.122

0.0278709 Multiply by

RELATIONS BETWEEN WEIGHT AND VOLUME 10 mm cubed

= 1 cubed centimeter

1 cubic centimeter of fresh water (S.G. 1.0)

= 1 gram

1000 cubic centimeters of fresh water (S.G. 1.0)

= 1 Kilogram

1 cubic meter of fresh water (S.G. 1.0)

= 1 Metric ton

1 cubic meter of sea water (S.G. 1.025)

= 1.025 Metric tons

1 Metric ton of sea water (S.G. 1.025)

= 0.975 cubic meters

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5. SYMBOLS, ABBREVIATIONS AND UNITS

Except as otherwise noted, the symbols, abbreviations and units used in this booklet are as follows: (m)

Length B.P.: Vessel’s Length between Perpendiculars

(m)

B, Breadth (mld.): Vessel’s moulded Breadth

(m)

Depth (mld.): Vessel’s moulded Depth

(m)

Dk, Draught (extr.): Vessel’s extreme Draught

(m)

Length O.A.: Vessel’s Overall Length

T, d, Draught (mld.): Vessel’s moulded Draught CB : Block Coefficient

(m)

DispS, Δ: Vessel’s Displacement in Salt Water

(MT)

Lightship, Lightweight: Vessel’s Light Weight

(MT)

DWT : Vessel’s Deadweight in Salt Water

(MT) (m)

KGo: Vertical Center of Gravity, measured from the Base Line, corrected for free surface effects

(m)

TCG : Transverse Center of Gravity measured from the Center Line

(m)

LCG : Longitudinal Center of Gravity measured from Amidships (+Fwd, -Aft)

(m)

KG, VCG : Vertical Center of Gravity measured from the Base Line

LCB : Longitudinal Center of Buoyancy measured from Amidships (+Fwd, -Aft)

(m)

LCF : Longitudinal Center of Flotation measured from Amidships (+Fwd, -Aft)

(m)

TPC : Tonnes per cm immersion

MCT : Moment to change Trim, one cm

MCH : Moment to change Heel, one degree Heel: Vessel’s Heel (+Starboard, -Port)

(MT/cm) (MT-m/cm) (MT-m/deg) (deg) (m)

KM(T), KMT: Transverse Metacentre above Base Line

(m)

GM: Metacentric Height

(m)

GZ: Righting Lever for actual Center of Gravity

(m)

KN : Righting Lever shown in Cross Curves

(m)

Trim: Vessel’s Trim, positive by stern

I: Inertia FSM: Free Surface Moment

(m4) (MT-m)

SG, γ: Specific Gravity of Liquid in Tank

(MT/m3)

S.W.B.M.: Still Water Bending Moment

(MT-m)

S.W.S.F.: Still Water Shear Force

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(MT)

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6. STABILITY CRITERIA

6.1.

GENERAL CRITERIA

In any sailing condition, it must be ensured that the ship’s stability complies at least with the following minimum criteria (according to IMO Resolution A.749(18)): The area under the righting lever curve (GZ curve) should not be less than: -

0.055 meter-radians up to θ = 30 deg angle of heel

0.090 meter-radians up to θ = 40 deg or the angle of flooding θf if this is less than 40 deg

0.030 meters-radians between the angles of heel of 30 and 40 deg or between 30 deg and θf, if this angle is less than 40 deg.

The righting lever GZ should be at least 0.20 m at an angle of heel greater than or equal to 30 deg.

The maximum righting arm should occur at an angle of heel preferably exceeding 30 deg but not be less than 25 deg.

The initial metacentric height should not be less than 0.15 m.

GM o

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θf

57.3

Angle of heel (deg )

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

6.2.

PAGE 16 OF 230

SEVERE WIND AND ROLLING CRITERION (WEATHER CRITERION)

This criterion supplements the stability criteria given above. The ability of a ship to withstand the combined effects of beam wind and rolling should be demonstrated for each standard condition of loading with reference to the figure below as follows: The ship is subject to a steady wind pressure acting perpendicular r to the ship’s centerline which results in a steady wind heeling lever (lw1).

From the resultant angle of equilibrium, the ship is assumed to roll owing to wave action to an angle of roll (θ1) to windward. Attention should be paid to the effect of steady wind so that excessive resultant angles of heel are avoided.

The ship is then subjected to a gust wind pressure which results in a gust wind heeling lever (lw2).

Under these circumstances, area “b” should be equal to or greater than area “a”.

lw2

lw1

θ2

θo

θc

Angle of heel

θ1

The angles in figure above are defined as follows: angle of heel under action of steady wind; angle of roll to windward due to wave action; angle of downflooding (θf) or 500 or θc, whichever is less;

θ0 = θ1 = θ2 =

where: θf =

θc =

angle of heel at which openings in the hull, superstructures or deckhouses which cannot be closed weathertight immerse. In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as open; angle of second intercept between wind heeling lever (lw2) and GZ curve.

The wind levers (lw1) and (lw2) referred to above are constant values at the angles of inclination and should be calculated as follows:

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lw 1 

PAZ (m) 1000 g Δ

PAGE 17 OF 230

lw 2  1.5lw 1 (m)

and

where:

A= Z= Δ= g=

504 N/m2. The value of P used for ships in restricted service may be reduced, subject to the approval of the Administration; projected lateral area of the portion of the ship and deck cargo above the waterline (m2); vertical distance from the centre of A to the centre of the underwater lateral area or approximately to a point at one half the draught (m); displacement (t); 9.81 m/s2

The angle of roll (θ1) referred to above should be calculated as follows:

θ1  109 k X1 X2 rs where:

factor as shown in the following table; factor as shown in the following table; factor as follows: 1.0 for a round-bilged ship having no bilge or bar keels; 0.7 for a ship having sharp bilges; as shown in the following table for a ship having bilge keels, a bar keel or both.

X1 = X2 = k=

r = 0.73 ± 0.6 x OG/d where:

OG = distance between the centre of gravity and the waterline (m) [(+) if the centre of gravity is above the waterline, (-) if it is below] d= mean moulded draught of the ship (m) s= factor as shown in the following table

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Values of factor X1

Values of factor X2 X1 1.00 0.98 0.96 0.95 0.93 0.91 0.90 0.88 0.86 0.82 0.80

Values of factor k Ak x 100 LxB 0.0 1.0 1.5 2.0 2.5 3.0 3.5 > 4.0

s 0.100 0.098 0.093 0.065 0.053 0.044 0.038 0.035

(in seconds)

A C=

T <6 7 8 12 14 16 18 > 20

1.00 0.98 0.95 0.88 0.79 0.74 0.72 0.70

2CB

X2 0.75 0.82 0.89 0.95 0.97 1.00

Values of factor s

Rolling period: T  where:

CB < 0.45 0.50 0.55 0.60 0.65 > 0.70

B/d < 2.4 2.5 2.6 2.7 2.8 2.9 3.0 3.1 3.2 3.4 > 3.5

PAGE 18 OF 230

0.373+0.023(B/d)-0.043(L/100)

The symbols in the above tables and formula for the rolling period are defined as follows: waterline length of the ship (m) moulded breadth of the ship (m) mean moulded draught of the ship (m) block coefficient total overall area of bilge keels or area of the lateral projection of the bar keel or sum of these areas (m2) GM = metacentric height corrected for free surface effects (m)

L= B= d= CB = Ak =

For this vessel it is:

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DRAUGHT AND TRIM REQUIREMENTS FOR TANKERS

6.3.

PAGE 19 OF 230

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DECK CARGO

6.4.

PAGE 20 OF 230

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ADDITIONAL STABILITY CRITERIA FOR THE CARRIAGE OF CEMENT CARGOES WITH ANGLE OF REPOSE BETWEEN 30O AND 35O

6.5.

PAGE 21 OF 230

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7. NOTES ON THE EFFECTS OF FREE SURFACES

Provided that a tank is completely filled with liquid no movement of the liquid is possible and the effect on the ship’s stability is precisely the same as if the tank contained solid material. Immediately a quantity of liquid is withdrawn from the tank the situation is changed completely and the stability of the ship is adversely affected by what is known as the “free surface effect”.

For all conditions the initial metacentric height should be corrected for the effect of free surfaces of liquids in tanks. Tanks which are taken into consideration when determining the free surface correction may be in one of the two categories: Tanks with filling levels fixed (e.g. liquid cargo, water ballast). The free surface correction should be defined for the actual filling level to be used in each tank.

Tanks with filling levels variable (e.g. consumable liquids such as fuel oil, diesel oil and fresh water, and also liquid cargo and water ballast during liquid transfer operation). Except as permitted in some cases*, the free surface correction should be the maximum value attainable between the filling limits envisaged for each tank, consistent with any operating instructions.

*Where water ballast tanks, including anti-rolling tanks and anti-heeling tanks, are to be filled or discharged during the course of a voyage, the free surface effects should be calculated to take account of the most onerous transitory stage relating to such operations. Also for ships engaged in liquid transfer operations, the free surface corrections at any stage of the liquid transfer operations may be determined in accordance with the filling level in each tank at that stage of the transfer operation.

The corrections to the initial metacentric height and to the righting level curve should be addressed separately as follows: In determining the correction to initial metacentric height, the transverse moment of inertia of the tanks should be calculated at 00 angle of heel according to the categories mentioned above.

The adverse effect of free surfaces on the stability is referred to as a “loss in GM” or as an “effective rise in VCG” and is calculated as follows: Loss in GM (m) =

Σ(Ι x γ) Δ

where: I= Inertia of each slack tank in m4 γ= Specific gravity of liquid in tank in MT/m3 Δ= Displacement of vessel in MT. The righting lever curve may be corrected based on the moment of inertia, calculated at 0o angle of heel, modified at each angle of heel calculated (see below).

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8. USE OF CROSS CURVES OF STABILITY

The purpose of Cross Curves of Stability is to enable Statical Stability Curves (Curves of Righting Levers) to be drawn for the vessel in any loading condition. After the calculation of KGo and, if necessary, the correction due to free surfaces, the righting arm GZ for each angle of inclination θ is obtained from the following formula: GZ = KN – KGo x sinθ - |TCG| x cosθ where: Righting lever shown in cross curves. Actual center of gravity above keel (corrected for free surface effects) Righting lever for actual center of gravity Transverse center of gravity measured from the center line

ΚΝ = KGο = GΖ = TCG =

After calculating the righting arm GZ for several angles of inclination it is possible to draw the statical stability curve GZ-θ.

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G Mo

57.3

Angle o f h eel

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9. MAXIMUM PERMISSIBLE VCG

Due to the fact that the stability criteria relate to the characteristics of the Statical Stability Curve, they may be expressed as functions of the value of the vertical position of the centre of gravity (VCG) for a particular vessel and for a given displacement. Therefore, the applicable stability criteria may be taken into consideration in providing a diagram or tables of limiting values of VCG.

The Master can determine whether the ship meets the required stability criteria in any loading condition by following the steps described below: Write down all weights (cargo, fuel, water, etc.) along with their vertical centers of gravity and free surface moments. Next calculate the vessel’s VCG by adding all vertical moments and dividing the sum by the displacement of the ship.

STEP 2.

Correct the VCG found above for free surface effects as shown in the respective paragraph.

STEP 3.

Compare the corrected VCG to the value of the max. allowable VCG tables or curves at the specific displacement. If the actual value of VCG is within the allowable limits, then the loading condition under consideration complies with the stability criteria and no detailed calculations are necessary. If, however, the actual value of VCG exceeds the allowable limits, then the stability criteria are not complied with and the Master should decide on an alternative loading condition which can be shown to comply with these criteria.

STEP 1.

Note: The maximum permissible VCG values, presented in the following pages, are calculated against intact stability requirements and are valid for the vessel in the upright position.

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LIMITING

VCG

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CALCULATION

APPLIED CRITERIA Code

Name Area of GZ Curve 0ψ- 30ψ Area of GZ Curve 0ψ- 40ψ Area between 30ψ and 40ψ Value of GZ at 30ψ Angle of Maximum GZ Initial Minimum GM Weather (AreaB - AreaA)

Units

0.055 0.090 0.030 0.200 25.00 0.150 0.000

(mxRAD) (mxRAD) (mxRAD) (m) (Deg) (m) (mxRAD)

AREA30 AREA40 AREA3040 GZAT30 GZMAX25 GoMINIT AREAAB

Limit

Parameter 1 =

X from Amid (m) Z from BL (m)

PROFILE CURVE

FLOODING CURVE Displacement (MT) Flooding Angle (deg)

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Wind Area (m2)

Wind Lever (m)

= Distance from Wind Area center to UnderWL Center

Draught (m)

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Wind Area (m2)

Wind Lever (m)

= Distance from Wind Area center to UnderWL Center

Draught (m)

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Wind Area (m2)

Wind Lever (m)

= Distance from Wind Area center to UnderWL Center

Draught (m)

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Wind Area (m2)

Wind Lever (m)

= Distance from Wind Area center to UnderWL Center

Draught (m)

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Wind Area (m2)

Wind Lever (m)

= Distance from Wind Area center to UnderWL Center

Draught (m)

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Wind Area (m2)

Wind Lever (m)

= Distance from Wind Area center to UnderWL Center

Draught (m)

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Limiting VCG's for each of the Applied Criteria VCGlim (m)

AREA30

Limiting VCG in (m) AREA40 AREA3040 GZAT30 GZMAX25 GoMINIT

DISP (MT)

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Limiting VCG's for each of the Applied Criteria AREA30

Limiting VCG in (m) AREA40 AREA3040 GZAT30 GZMAX25 GoMINIT

Limiting VCG's for each of the Applied Criteria VCGlim Limiting VCG in (m) (m) AREAAB

DISP (MT)

VCGlim (m)

DISP (MT)

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Limiting VCG's for each of the Applied Criteria VCGlim Limiting VCG in (m) (m) AREAAB

DISP (MT)

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LIMITING VCG CURVE 30

VCG (m)

10 30000

80000

130000

180000

DISPLACEMENT (MT)

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230000

280000

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10. CAPACITIES AND CENTERS OF TANKS

Vertical centers of gravity are measured from the Base Line. Longitudinal centers of gravity are measured from amidships. The negative (-) sign means that the item is located abaft amidships. The positive (+) sign means that the item is located forward of amidships.

LOCATION

TOTAL

LOCATION (FRAME NUMBER)

CAPACITY 100% FULL (CUBIC METERS)

WATER BALLAST TANKS

(FRAME NUMBER)

CAPACITY 100% FULL (CUBIC METERS)

L.C.G.

SUBTOTAL TOTAL

ALPHA MARINE CONSULTING

V.C.G.

(METERS)

CARGO HOLDS (incl. Hatches)

Notes: 1. 2. 3. 4.

(METERS)

WEIGHT

L.C.G.

(METRIC TONS)

METERS

V.C.G.

FREE SURFACE MOMENT METERS (METERS^4)

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

LOCATION VOID SPACES S.G. = 1.025

(FRAME NUMBER)

CAPACITY 100% FULL (CUBIC METERS)

PAGE 38 OF 230

WEIGHT

L.C.G.

(METRIC TONS)

METERS

V.C.G.

FREE SURFACE MOMENT METERS (METERS^4)

SUBTOTAL ST.C.F.W.T. (C)

(FRAME NUMBER)

CAPACITY 100% FULL (CUBIC METERS)

TOTAL

LOCATION

LOCATION (FRAME NUMBER)

FUEL OIL TANKS

WEIGHT

L.C.G.

(METRIC TONS)

METERS

V.C.G.

FREE SURFACE MOMENT METERS (METERS^4)

FRESH WATER TANKS

TOTAL

SUBTOTAL F.O. O/F T. (S) TOTAL

ALPHA MARINE CONSULTING

CAPACITY 100% FULL (CUBIC METERS)

WEIGHT 90% FULL (METRIC TONS)

L.C.G. METERS

V.C.G.

FREE SURFACE MOMENT METERS (METERS^4)

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

DIESEL OIL TANKS

LOCATION (FRAME NUMBER)

CAPACITY 100% FULL (CUBIC METERS)

WEIGHT 90% FULL (METRIC TONS)

LOCATION

CAPACITY 100% FULL (CUBIC METERS)

PAGE 39 OF 230

L.C.G. METERS

V.C.G.

FREE SURFACE MOMENT METERS (METERS^4)

TOTAL

LUBE OIL TANKS

TOTAL

LOCATION (FRAME NUMBER)

MISCELLANEOUS TANKS

TOTAL

METERS

V.C.G.

FREE SURFACE MOMENT METERS (METERS^4)

(FRAME NUMBER)

L.C.G.

ALPHA MARINE CONSULTING

CAPACITY 100% FULL (CUBIC METERS)

L.C.G. METERS

V.C.G.

FREE SURFACE MOMENT METERS (METERS^4)

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

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11. LOADING CONDITIONS

ALPHA MARINE CONSULTING

Docking Condition

Ballast Departure

MT MT MT MT MT MT MT MT m m (-by bow) m (- mid +) m m m MT x m m m m (-full imm.) % max % max % max % max

S A

Light Ship Cargo Ballast Fresh Water Bunkers Constants Deadweight Displacement dm t LCG VCG KM GM FSM VCGo GoM Prop. Immersion SF SF at Long.Bhd. SF at S.Shell BM Intact Stability

Light Ship plus Constants

Units

Item

SUMMARY TABLE OF LOADING CONDITIONS Ballast Arrival

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APPENDIX

HYDROSTATIC PARTICULARS ..................................................................................... 119 CROSS CURVES OF STABILITY ................................................................................... 121 LIGHTWEIGHT DISTRIBUTION ...................................................................................... 122 DOWNFLOODING ANGLE CURVE ................................................................................ 123 FRAME SPACING TABLE ............................................................................................... 124

CORRECTION TO DISPLACEMENT DUE TO TRIM ...................................................... 129 CORRECTION TO DISPLACEMENT DUE TO DEFLECTION ........................................ 136 ALLOWABLE BENDING MOMENTS & SHEAR FORCES .............................................. 143 CARGO HOLD MASS DIAGRAMS .................................................................................. 144 LOADING STABILITY CALCULATION EXAMPLE .......................................................... 145 LOADING STABILITY CALCULATION FORM ................................................................ 147

SHEAR FORCE AT LONG. BHD & SIDE SHELL CALCULATION & EXAMPLE ............ 149 VOLUME TABLES ........................................................................................................... 155 INCLINING EXPERIMENT REPORT ............................................................................... 160

TANK ARRANGEMENT................................................................................................... 161

ALPHA MARINE CONSULTING

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PAGE 119 OF 230

HYDROSTATIC PARTICULARS

Trim (Positive by Stern) : Heel (Positive Starboard) : Keel Plate Thickness : Sea Water Density : ____________________________________________________________________ HYDROSTATIC QUANTITIES Dk Draught extreme (m) DispS Displacement salt water (MT) LCB Longitudinal center of Buoyancy (m) LCF Longitudinal center of flotation (m) TPC Tonnes per cm immersion (MT) MCT Moment to change Trim (MT‐m) KMT Transverse metacentre above base (m) Dk DispS LCB LCF TPC MCT KMT (m) (MT) (m) (m) (MT) (MT‐m) (m) Dk DispS LCB LCF TPC MCT KMT (m) (MT) (m) (m) (MT) (MT‐m) (m)

ALPHA MARINE CONSULTING

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PAGE 120 OF 230

Dk DispS LCB LCF TPC MCT KMT (m) (MT) (m) (m) (MT) (MT‐m) (m)

ALPHA MARINE CONSULTING

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PAGE 121 OF 230

CROSS CURVES OF STABILITY Calculations Performed with Fixed Trim Note : KG assumed at 0.000 m above Base Line Trim (Positive by Stern) : Keel Plate Thickness : ____________________________________________________________________ Displacement Heel (degrees) (MT)

ALPHA MARINE CONSULTING

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PAGE 122 OF 230

LIGHTWEIGHT DISTRIBUTION

Length (m)

TOTAL

Weight (MT)

Xfor (m)

ALPHA MARINE CONSULTING

LCG(amid) (m)

Xaft (m)

Q (MT/m)

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 123 OF 230

DOWNFLOODING ANGLE CURVE

Heel (degrees)

IMMERSED OPENING (down flooding point): Displacement (MT)

ALPHA MARINE CONSULTING

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PAGE 124 OF 230

FRAME SPACING TABLE

FR No X from Mid X from AP FrDist (m) (m) (m)

ALPHA MARINE CONSULTING

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FR No X from Mid X from AP FrDist (m) (m) (m)

ALPHA MARINE CONSULTING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

FR No X from Mid X from AP FrDist (m) (m) (m) FR No X from Mid X from AP FrDist (m) (m) (m)

PAGE 126 OF 230

ALPHA MARINE CONSULTING

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ALPHA MARINE CONSULTING

PAGE 128 OF 230

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

ALPHA MARINE CONSULTING

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PAGE 129 OF 230

CORRECTION TO DISPLACEMENT DUE TO TRIM

S A

CORRECTION TO DISPLACEMENT DUE TO TRIM (MT) BOW TRIM (M)

ALPHA MARINE CONSULTING

DRAUGHT

STERN

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

ALPHA MARINE CONSULTING

S A

CORRECTION TO DISPLACEMENT DUE TO TRIM (MT) BOW TRIM (M)

DRAUGHT

PAGE 130 OF 230

STERN

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

DRAUGHT

ALPHA MARINE CONSULTING

S A

CORRECTION TO DISPLACEMENT DUE TO TRIM (MT) BOW TRIM (M)

DRAUGHT

PAGE 131 OF 230

CORRECTION TO DISPLACEMENT DUE TO TRIM (MT)

STERN

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

ALPHA MARINE CONSULTING

BOW TRIM (M)

S A

PAGE 132 OF 230

STERN

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

ALPHA MARINE CONSULTING

S A

CORRECTION TO DISPLACEMENT DUE TO TRIM (MT) BOW TRIM (M)

DRAUGHT

PAGE 133 OF 230

STERN

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

ALPHA MARINE CONSULTING

S A

CORRECTION TO DISPLACEMENT DUE TO TRIM (MT) BOW TRIM (M)

DRAUGHT

PAGE 134 OF 230

STERN

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

CORRECTION TO DISPLACEMENT DUE TO TRIM (MT) BOW TRIM (M)

S A

ALPHA MARINE CONSULTING

DRAUGHT

PAGE 135 OF 230

STERN

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PAGE 136 OF 230

CORRECTION TO DISPLACEMENT DUE TO DEFLECTION

CORRECTION TO DISPLACEMENT DUE TO DEFLECTION (MT) SAGGING DEFLECTION (M)

S A

DRAUGHT

ALPHA MARINE CONSULTING

HOGGING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

CORRECTION TO DISPLACEMENT DUE TO DEFLECTION (MT) SAGGING DEFLECTION (M)

S A

DRAUGHT

PAGE 137 OF 230

ALPHA MARINE CONSULTING

HOGGING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 138 OF 230

CORRECTION TO DISPLACEMENT DUE TO DEFLECTION (MT) SAGGING DEFLECTION (M)

S A

DRAUGHT

ALPHA MARINE CONSULTING

HOGGING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 139 OF 230

CORRECTION TO DISPLACEMENT DUE TO DEFLECTION (MT) SAGGING DEFLECTION (M)

S A

DRAUGHT

ALPHA MARINE CONSULTING

HOGGING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 140 OF 230

CORRECTION TO DISPLACEMENT DUE TO DEFLECTION (MT) SAGGING DEFLECTION (M)

S A

DRAUGHT

ALPHA MARINE CONSULTING

HOGGING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 141 OF 230

CORRECTION TO DISPLACEMENT DUE TO DEFLECTION (MT) SAGGING DEFLECTION (M)

S A

DRAUGHT

ALPHA MARINE CONSULTING

HOGGING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 142 OF 230

S A

CORRECTION TO DISPLACEMENT DUE TO DEFLECTION (MT) SAGGING DEFLECTION (M)

DRAUGHT

ALPHA MARINE CONSULTING

HOGGING

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PAGE 143 OF 230

ALLOWABLE BENDING MOMENTS & SHEAR FORCES

Max.Permissible S.W.B.M. Hogging Sagging (MT-m) (MT-m)

Fr. No.

Max.Permissible S.W.S.F. Positive Negative (MT) (MT)

SEA GOING

HARBOUR

ALPHA MARINE CONSULTING

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CARGO HOLD MASS DIAGRAMS

ALPHA MARINE CONSULTING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 145 OF 230

LOADING STABILITY CALCULATION EXAMPLE

LOADING CONDITION: STEP 1.

VCG

(MT)

(m)

Vert. Moment (MT-m)

LCG (m)

Long. Moment (MT-m)

M KMT = KG = GM =

STEP 2.

KMT - KG =

STEP 3.

STEP 4.

ALPHA MARINE CONSULTING

TCG (m)

Trans. Moment (MT-m)

Weight

Description

FSM (MT-m)

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STEP 5.

STEP 6.

STEP 7.

STEP 8.

STEP 9.

ALPHA MARINE CONSULTING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 147 OF 230

LOADING STABILITY CALCULATION FORM

LOADING CONDITION: STEP 1.

VCG

(MT)

(m)

Vert. Moment (MT-m)

LCG

Long. Moment (MT-m)

M KMT - KG =

KMT = KG = GM =

STEP 2.

STEP 3.

STEP 4.

ALPHA MARINE CONSULTING

TCG

Trans. Moment (MT-m)

Weight

(m)

Description

____m ____m ____m

(m)

FSM (MT-m)

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 148 OF 230

STEP 5.

STEP 6.

STEP 7.

STEP 8.

STEP 9.

ALPHA MARINE CONSULTING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 149 OF 230

SHEAR FORCE AT LONG. BHD & SIDE SHELL CALCULATION & EXAMPLE

ALPHA MARINE CONSULTING

PAGE 150 OF 230

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

ALPHA MARINE CONSULTING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 151 OF 230

LONGITUDINAL BHD SHEAR FORCE CALCULATION (BLANK FORM)

FL (Allowable)

ALPHA MARINE CONSULTING

SHEAR FORCE AT LONGITUDINAL BULKHEAD Dmid = Trim=

S A

Daft = Dfore = Fr. No. Position a SF Uncorr. Cargo Hold b Weight c Breadth m d Length m Mid SF Length (SFL.) e Draught at SFL. f Buoyancy c*d*e*SW j Pc Res. Force |b‐f| k KL Coeff. l ΔQs corr j*k Ship over SFL. has excess Hold over SFL. has excess Inclination of SFL. m Sign factor of ΔQs n SF Corrected a+m*l Applied SF Corrected

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LONGITUDINAL BHD SHEAR FORCE CALCULATION (EXAMPLE)

FL (Allowable)

ALPHA MARINE CONSULTING

SHEAR FORCE AT LONGITUDINAL BULKHEAD Dmid = Trim=

S A

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 153 OF 230

SIDE SHELL SHEAR FORCE CALCULATION (BLANK FORM)

FL (Allowable)

ALPHA MARINE CONSULTING

SHEAR FORCE AT SIDE SHELL Dmid = Trim=

S A

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 154 OF 230

SIDE SHELL SHEAR FORCE CALCULATION (EXAMPLE)

FL (Allowable)

ALPHA MARINE CONSULTING

SHEAR FORCE AT SIDE SHELL Dmid = Trim=

S A

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 155 OF 230

VOLUME TABLES COMPARTMENT: (POSITION: ) NET VOLUME = CUBIC METERS KG = TRIM = 0.0 HEEL = 0.0

HEIGHT VOLUME LCG TCG VCG (m) (m3) (m) (m) (m) ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐

ALPHA MARINE CONSULTING

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COMPARTMENT: (POSITION: ) NET VOLUME = CUBIC METERS KG = METERS TRIM = HEEL =

HEIGHT VOLUME LCG TCG VCG (m) (m3) (m) (m) (m) ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐

ALPHA MARINE CONSULTING

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PAGE 157 OF 230

COMPARTMENT: (POSITION: ) NET VOLUME = CUBIC METERS KG = METERS TRIM = HEEL =

HEIGHT VOLUME LCG TCG VCG (m) (m3) (m) (m) (m) ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐

ALPHA MARINE CONSULTING

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COMPARTMENT: (POSITION: ) NET VOLUME = CUBIC METERS KG = METERS TRIM = HEEL =

HEIGHT VOLUME LCG TCG VCG (m) (m3) (m) (m) (m) ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐

ALPHA MARINE CONSULTING

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PAGE 159 OF 230

COMPARTMENT: (POSITION: ) NET VOLUME = CUBIC METERS KG = METERS TRIM = HEEL =

HEIGHT VOLUME LCG TCG VCG (m) (m3) (m) (m) (m) ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐

ALPHA MARINE CONSULTING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

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INCLINING EXPERIMENT REPORT

ALPHA MARINE CONSULTING

M/V “VSLNAME” TRIM & STABILITY BOOKLET - LOADING MANUAL

PAGE 230 OF 230

TANK ARRANGEMENT

ALPHA MARINE CONSULTING