Loading and stability information booklet ppt

$.N0.2952 p- 2 PREFACE This stability information shows that the ship complies with definite intact stability requirements in all designed conditions and gives the data deemed necessary

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HISTORY DATE ; May 29, 1997

PRELIMINARY LOADING & STABILITY INFORMATION BOOKLET {DWG.NO.C02-060(1)} has

been prepared to seek the approval of Nippon Kaiji Kyokai (Class NK)

ĐATE ;July 28, 1997

PRELIMINARY LOADING & STABILITY INFORMATION BOOKLET {DWG.N0.C02-060(1)} has

been approved by Nippon Kaiji Kyokai(Class NK)

DATE ;Oct 15, 1997-

LOADING & STABILITY INFORMATION BOOKLET (DWG.NO.C02-060} has been prepared

as finished plan that is based PRELIMINARY LOADING & STABILITY INFORMATION

BOOKLET (DWG NO C02-060(1)} on the result of inclining test

$.N0.2952 p- 2 PREFACE

This stability information shows that the ship complies with definite intact stability requirements in all designed conditions and gives the data deemed

necessary for the calculation and evaluation of stability to the master in order

that he can take suitable measures for securing the stability in any service

condition

navigation and adequate stowage of cargo

The standard loading conditions indicated in this booklet are the base of the ship’s design However, there are many kinds of other complicated factors involved

in actual operation or cargo loading

For practical application, therefore, these standard conditions stated in the

booklet should be used as a reference to obtain appropriate value in consideration

of the actual conditions expected from the past experiences

In such case, please be sure that the calculation method and various design

restriction stated in the booklet should be strictly observed

When you use this booklet, please refer also to the plans and drawings mentioned

below

(1) GENERAL ARRANGEMENT (2) CAPACITY PLAN AND DEADWEIGHT SCALE (3) TANK CAPACITY, -CENTER OF GRAVITY CURVES AND SOUNDING TABLE (4) MIDSHIP SECTION

(5) CONSTRUCTION PROFILE AND DECK PLAN (6) PUMPING PLAN

(7) DAMAGED STABILITY CALCULATION (8) OTHER OPERATION MANUAL

1-3 FLOW CHART OF LOADING «++ +++e++eeees ¬ ¬ 8

1~ 5 LOADING NOTE- + + - + -+ AC ees neaee ll

LONGITUDINAL STRENGTH

CAHPTER ~ 6 DISPLACEMENT CALCULATION DATA

CHAPTER ~ | GENERAL

S.NQ2552P- & 1-1 PRINCIPAL PARTICULARS

DATE

N2

1~2 NOTATION USED IN THIS BOOKLET

Aft draft at A.P

Mean draft Displacement with appendages Moulded displacement without appendages (+) Denotes trim by the stern

(-) Denotes trim by the bow

Longitudinal center of gravity from midship

(+) Denotes aft’d of midship

(-) Denotes for’d of midship

Longitudinal center of buoyancy from midship

(+)&(-) sign denotes same as MID.G

Longitudinal center of floatation from midship

(+)&(-) sign denotes same as MID.G

Moment of change trim one centimeter

Tons per one centimeter immersion

Vertical center of gravity from base line

Vertical center of buoyancy from base line

Transverse metacenter height from base line

Longitudinal metacenter height from base line

1-3 FLOW CHART OF LOADING

TRIM & STABILITY

CALCULATION

NO

S.N0.2952 P¬ Ð

1-4 NOTICE ON CONCERNING STABILITY

result of inclining experiment which was carried out upon completion of the ship on

Oct 13, 1997 at SHIN KURUSHIMA DOCKYARD CO.,LTD HIROSHIMA SHIPYARD

under the supervision of NIPPON KAIJI KYOKAI in order to give the master guidance

as to the stability of the ship under service condition

In this booklet, stability of this ship for all standard conditions are judged and complying in accordance with the requirements of the PART U [INTACT STABILITY]

(IMO regulation A167 and A562) and CHAPTER 33 in PART C [DAMAGE CONTROL FOR DRY CARGO VESSELS] (SOLAS regulation CHAPTER II-1 in PART B-1) in RULES AND REGULATIONS FOR THE CONSTRUCTION AND CLASSIFICATION OF SHIP As for criteria of PART-U 2.2 and 2.3 (INO A167 and A562),see to CHAPTER-1 (1-6 INTACT STABILITY RULES AND

REGULATIONS)

In the actual loading condition, weight distribution of cargo and ballast should

be so planned that the ship’s stability can meet the above requirements

Curve of minimum permissible GoM curve of minimum operational height (GoM) versus

draft which assures compliance with the above requirments, see to “CHAPTER-1

(1-8 CURVE OF MINIMUM PERMISSIBLE GoM CURVE).In case of other loading without

standard loading condition, it is necessary to check the stability by this curve GoM for all standard loading conditions are in allowable range, so that there is

no anxiety under the normal service conditions, although the master’s attention is

drawn to the folling matters

the service conditions should be measured

(3) As the buoyancy of the Hatch cover, Hatch coaming, and under upper deck has

been taken into consideration in the stability calculation, closure of

weathertight doors and hatches should be carefully checked before the ship

put to sea

curve for the loading condition Therefore it is recommendable to keep the vessel upright at all times

(5) The stability during cargo handling or ballasting is very important

especiallity when the vessel is loading/unloading the officers should check

and confirm whether the vessel can maintain adequate stability during cargo

handling or ballasting

(6)

(7)

§.N0.2952 P- 40

Before departure from a port, it should be confirmed whether the stability

on arrival condition is sufficient or not

If not, the ballast filling operation should be carried out to maintain adequate stability during the voyage.In that case, care should be paid to

The tank filling and/or discharging operations should be carried out while the vessel has still adequate stability to withstand the free surface effect

of the partly filled (or slack) tanks

In case of bagged grain loading, the loading should be checked in compliance

with “DWG.NO.C02-043 (TRIM AND STABILITY CALCULATION FOR GRAIN LOADING)”.

SHIPBUILDER

! SHIN KURUSHIMA DOCKYARD CO., LTD TAIHEI SHIPYARD:

€ } SHOWS THE DECK NAME DESCRIBED IN FINISHED PLAN

oe LOADING NOTE (2) , A 1NO.2952 P- I2

€ ) SHOWS THE DECK NAME DESCRIBED IN FINISHED PLAN

7 ALLOWABLE DESIGNED y IN CARGO HOLDS IN STANDARD LOADING CONDITIONS

W = MEIGHT DF CARGOES FOR THE HOLD (T)

V = VOLUME OF THE HOLD EXCLUDING ITS HATCHWAY (M3)

8 MINIMUM BOW DRAUGHT AT ROUGH SEA CONDITION IN REGARD TO FORWARD

BOTTOM STRENGTH

9 CAR LOADING ~-~ ALLOWABLE DESIGNED WHEEL LOADS (T) PER AXLE -ï

AND UNIFORM LOADS ¢T/M2) ON * MARKED CAR DECKS

ALLOWABLE DESIGNED SHEARING - FORCE CKN) IN STILL WATER

ALLOWABLE SHEARING FORCE (T)

ALLOWABLE SHEARING FORCE (T)

IN ALTERNATE LOADING ALLOWABLE SHEARING FORCE (T)

ON THE LONGITUDINAL BULKHEAD

$.N0.2952 P= 14 1~B(1) STRENGTH BASE

3) UPPER DECK HATCH COVER

ONE(1)TIER OF 20° (20LT) AND/OR 40° (30LT) CONTAINER

4) FORKLIFT ON TANK TOP & 2? DECK IN HOLD (PORT USE ONLY)

TOTAL WEIGHT 9.0 t INCLUDING CARGO

1-6 INTACT STABILITY RULES AND REGULATIONS

(1) NK RULES PART-U 2,2 “GENERAL STABILITY REQUIREMENT”

IMO RESOLUTION A 167 (ES IV)

a) The area under the righting lever curve(GZ curve) should not be less than 0.055 meter-radians up to @=30° angle of heel and not less than 0.090 meter~radians up to @ =40° or the angle of down flooding @ f*

if this angle is less than 40°

Additionally, the area under the righting lever curve(GZ curve)

between the angle of heel of 30° and 40° or between 30° and @ f+,

if this angle is less than 40° , should not be less than 0.030 meter-

‘radians

b) The righting lever GZ should be at least 0.20 m at angle of heel equal

to or greater than 30°

c) The maximum righting arm should occur at an angle of heel preferably

exceeding 30° but not less than 25°

d) The initial metacentric height GoM should not be less than 0.15 m

Remarks :- 8 f* is an angle of heel at which opening in the hull

superstructures or deck houses which can not be closed

In applying this criterion, small opening through which progressive flooding can not take place need not be considered as open

$.N0.2952 P- 76

The way to calculate areas Al,A2 should be done by the way of following

l.mesure the length of GZ1~G2Z7

2.use “Simpson’s formula”

The area under the 6Z curve between the angle of 0° and 30°

The area under the GZ curve between the angle of 30° and 40°

or 6f

The angle of heel of 40° or downflooding angle

IMO RES0LUTION A 562(14)

wind and rolling should be demonstrated for each standard condition

of loading, with reference to the figure, as follows:

to the ship’s centreline which result in a steady wind heeling lever (lwl)

to rol] owing to wave action to an angle of roll(@1) to windward

Attention should be paid to the effect of steady wind so that

excessive resultant angles of heel are avoided ¥1

.3 The ship is then subjected to a gust wind pressure which results

in a gust wind heeling lever (1w2)

»4 Under these circumatances, area “b” should be equal to or greater

than area “a”

-5 Free surface effects should be accounted for in the standard

condition of loading, e.g according to appendix 1 to resolution

A 167(ES 1)

limited to a certain angle to the satisfaction of the Administration

As a guide, 16° or 80% of the angle of deck edge immersion,

whichever is less, is suggested (Refer to Chapter 4-1 Stability

Report for IMO A-562(14))

The angle in the above figure are defined as follows:

61 = angle of roll to windward due to wave action

92

gf

angle of downflooding (@f) or 50° or 6c whichever is less

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

6c = angle of second intercept between wind heeling lever lw2 and GZ curves

$.N0.2352 P- /9

constant values at all angle of inclination and should be caléulated as

follows:

lwl = P.A.Z / 4 (m) and 1w2 = 1.5 lwl (m) where : P = 0.0514 (t/ni) +2

A = Projected lateral area of the portion of the ship and

deck cargo above the waterline (nf) **

Z = Vertical distance from the center of A to the center of the underwater lateral area or approximately to a point

at one half the draught (m)

4 = Displacement (t)

81 = 109 k.XI,X2.V r.s (degrees) where : XI= factor as shown in table 1

X2= factor as shown in table 2

k = factor as follows :

k = 1.0 for round-bilged ship having no bilge or bar keels

k = 0.7 for a ship having sharp bilges

k = as shown in table 3 for a ship having bilge keels

a bar keel or both

r ='0.73 + 0.6 0G/d

with: 0G = distance between the center of gravity and the

waterline (m) (+ if center of gravity is above the waterline, - if it is below)

d = mean moulded draught of the ship (m)

s = factor as shown in table 4

*2 : The value of P used for ships ia restricted service may be reduced

subject to the approval of the Administration

*3 : The angle of roll for ships provided with antirolling devices should

be determined without taking into account the operation of these

devices

CHAPTER 4-5(2) FOR CONDITIONS WITH CONTAINERS ON DECK

NK RULES PART-U 2.2 AND 2.3 STANDARD CALCULATION FORM

(1) NK RULES PART-U 2.2 (IMO RESOLUTION A 167)

CALCULATION OF AREA Al & A2

§.N0.2952 P~ /2

L = waterline length of the ship (m)

B = moulded breadth of the ship (m)

d = mean moulded draught of the ship (m)

Cb = block coefficient = Dispt(N)/(LBd x 1.025)

Ak = total overall area of bilge keels, or area of the lateral

projection of the bar keel, or-sum of these area (m) = 17.213 m

GM = metacentric height corrected for free surface effect (m)

1-9 LONGITUDINAL STRENGTH AND ALLOWABLE VALUE

1-9-1 GENERAL DESCRIPTIONS

The longitudinal strength is generally the most important factor in order to

ensure the safety of the hull

It is requested to keep the longitudinal bending moment (B.M.) and shearing

force (S.F.) through any part of hull within the allowable limit for the hull

strength

B.M and §.F of the hull on navigation consist of longitudinal bending moment

(Ms) and the shearing force (Fs) in still water which are determined by the

loading condition, and also longitudinal bending moment (Mw) and shearing force

(Fw) in waves which are induced by waves

Therfore, in order to keep B.M and S.F within allowable limit, care should naturally be paid so as to avoid over stresses by the wave effect when opearting the ship

Moreover, it is a matter of importance to select such loading conditions that Ms

and Fs are within the adequat limit values

Some loading conditions are shown in chapter-3 as “Standard loading conditions”, which are prepared according to the ship opeartion plans

As those loading conditions are verified reasonable on not only longitudinal strength but also any other aspects, it is desireble to use these standard

loading conditions when operating the ship

When necessary is happened to use other loading condition on the actual

about longitudinal strength according to the process shown in 1-3 and using

simplified method of calculation described in chapter~2 Then, it should be

specially noted to keep remarks on loadings shown in 1-9-2

$.N0.2352 P- 24

1-9-3 OCEAN GOING AND HARBOR CONDITION

Allowable values of longitudinal strength are given about two conditions, namely

in ocean going and at harbor

Usually, the ship is operated on loading conditions so that longitudinal bending

moment and shearing force in still water are within the allowable values

¥hen some loading conditions are used only in the area of no wave effects such

as harbor area, you can adopt the allowable values for harbor conditions

Namely, the ship is prohibited to navigate on such loading conditions as

calculated based on the allowable values for harbor conditions

Moreover, even the loading conditions for loading or unloading at harbor should

be calculated based on the allowable values for ocean going, if it is considered that the ship goes out of harbor for avoiding gale weather, or the ship is under high waves at harbor

1-10 STRESS ON HULL $.N0.2952 P- 26

(1) Longitudinal bending stress (0)

The section modulus (Z) of the 0.3L~0.7L calculated on the basis of the built

scantlings is as follows:

Zact (deck side) = 2.789 (m3)

Longitudinal bending stresses (0) under various conditions of the ship on the basis of the above section modulus are as follows:

(i) The positive allowable value for longitudinal still water beeing moment of

the ship (Ms) is 230000 kN.m, and its corresponding longitudinal bending stress (gs) is as follows:

230000

—— = 82 (kN/mm 2)

providing thst loading is properly done

(ii) In case where the ship sails through ocean, wave induced bending moment acts

on the ship and the corresponding bending stress is added to the above (i)

In case where longitudinal wave bending moment (Mw(+)= 257630 kN.m) specified

in the Rules is added the bending stress is as follows:

gS noone xem = 175 (kN/nm)

(iii) The bending stress (ag port) corresponding to the allowable ( 358815 kN.m)for

longitudinal still water bending moment in harbour condition is as follows:

358815

(2) Shearing stress (¢)

The shearing stress (r),in case where the wave induced shearing foce specified

in the Rules acts on the ship; is 110 kN/mm 2 (11.21 Kg/mm2) or below providing that loading is properly done

1- 11 SUMMARY OF STANDARD LOADING CONDITION

S.N0 2852 P- ?8

SUMMARY TABLE

SUM-RRY TRBLE

STOWAGE FACTOR CFIS/LT)

1-12 FREEBOARD AND DEADWEIGHT 2982 Po 3/

CHAPTER - 2 CALCULATION METHOD OF STABILITY AND

LONGITUDINAL STRENGTH

S.N0.2952 P= 34 2-1 HOW TO CALCULATE THE DISPLACEMENT FROM DRAFT READING

Upon taking measurement of drafts at fore, midship and aft, port and starboard and also the specific gravity of sea water at the depth of approximately one half

of the draft, ship’s displacement shall be calculated in the sequence as specified following

The equivalent draft is calculated from the draft measured at fore and aft draft

marks under the following corrections

(1)

(2)

(3)

Correction of fore and aft draft for trim

See to “CAPTER-6 (6-1 POSITION OF DRAFT MARK) and (6-2 DRAFT CORRECTION

TABLE)”

Correction for defrection

fore draft(df) + aft draft (da)

'Defrection(8 ) = -T— ~e~=~=~=~~rr~~~==r-~——~—- - midship draft (dmid)

2

( >0: Hogging, ô < 0: Sagging )

Mean draft(dc) : Hogging = (df + da)/2 - (3/4) 6= 1/8 (df + 6dmid + da)

Sagging = (df + da)/2 + (3/4) 6 = 1/8(df + Gdmid + da)

Correction of mean draft for trim See to “CHAPTER-2 (2-2 HOW TO CALCULATE THE TRIM CORRECTION)” and “CHAPTER-6 (6-5 TRIM CORRECTION TABLE)”

Displacement at the equivalent draft is calculated from the hydrostatic

table and it should be corrected for the specific gravity of sea water to obtain from the actual displacement

(Example of calculation)

2-2 HOW TO CALCULATE THE TRIM CORRECTION

Calculation method of trim correction as follows ;

When you are going to obtain the ship’s displacement in trimmed condition by

using hydro static table, you must be correct mean draft of fore, midship and

aft to get the draft equivalent to this displacement

Hereon, it must be considered of the mean draft that is the draft corrected for defrection

deq (m) = de + Ct

= Inclination of MTC at draft Z(m) to be obtained from

2-3 HOW TO CALCULATE THE EACH CONDITION $.N0.2952 P~ 3ø TRIM CALCULATION

Trim explanation is made as the reference for “CHAPTER 2-9 SAMPLE OF CALCULATION

SHEET”

(1) Enter the weight of cargo, Fuel oil, Diesel oil, Fresh water or Ballast

water in each tanks and constants etc into column “WEIGHT” in unit of

metric tons

(2) Sum up the above mentioned weights in column “WEIGHT” as the deadweight, and then add the light weight of the ship

Total weight indicate the displacement

(3) Multiply the values in column “WEIGHT” and “MID.G” which is the distance

from midship to the longitudinal center of gravity of each compartment

Enter the results into column “MID.G M’T” as the moment of each weight about

midship

(4) Divide the total of column “MID.G M’T” indicated in the bottom line, by the

displacement

‘Result is to be entered in the bottom line of column “MID G”

That shows the distance from midship to center of gravity “MID.G”

corresponding to the calculated condition

(5) Read the draft, MID.B, MID.F and MTC corresponding to the above displacement

from “CHAPTER-6 (6-4 HYDRO STATIC TABLE)”

(6) Trim and draft will be calculated by above data as follows

MID.F = Longitudinal center of floatation from midship

When MID.B or MID.F have minus(-) sign, it indicated that their positions are forward from the midship