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(I) SHIP DATA
1 MAIN DIMENSIONS ......................................................................................................................................... 3
2 GENERAL ARRANGEMENT .......................................................................................................................... 4
3 NOMENCLATURES ......................................................................................................................................... 5
4 GUIDANCE TO THE MASTER....................................................................................................................... 6
5 INTACT STABILITY GUIDELINES ............................................................................................................ 10
6 HYDROSTATIC DATA ................................................................................................................................. 17
7 CROSS CURVES DATA ................................................................................................................................. 19
8 TANK ARRANGEMENT ................................................................................................................................ 22
9 INCLINING TEST ........................................................................................................................................... 23
10 LIGHT WEIGHT CALCULATION............................................................................................................... 26

(II) INTACT STABILITY

2 LOADING CONDITION ................................................................................................................................. 29

2.1 LIGHT CONDITION ............................................................................................................................... 30
2.2 FULLY LOADED DEPARTURE ............................................................................................................ 35
2.3 50% FULLY LOADED DEPARTURE .................................................................................................. 45
2.4 FULLY LOADED ARRIVAL .................................................................................................................. 55





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4. GUIDANCE TO THE MASTER

4.1 General
1. The contents in this booklet are compiled to provide sufficient data and
information for the Master at his convenience to determine the desired scheme
of loading.
It is therefore important that all cargoes, fuel oil, fresh water, ballast water,
etc. are to be loaded with consideration to the proper trim and stability, and
the distribution of the load in a well-controlled manner so as to enable the
vessel to navigate under favorable stress conditions.
In this booklet several standard loading conditions are provided, but for any
other loading condition, the Master is expected to carry out his own
calculations in regard to the trim and stability of the vessel for compliance
with the Stability criteria stated elsewhere in this booklet.
2. When loading cargo, attention should be paid to the need for maintaining the
freeboard at the stern of having regard to the safety of the crew working on
deck and also to the adverse effect of trim by the stem on the stability of the
vessel.
3. All doors and hatches etc., opening on to the exposed cargo deck should be
kept closed and secured at sea (except for access) and it should be ensured that
the disposition of the deck cargo does not impede the operation of these
fittings.
4. When loading deck cargoes, care should be taken to avoid any obstruction of
the freeing ports or areas necessary for the drainage to the freeing ports.
5. When cargo is discharged at sea, great care must be taken to maintain the
vessel in a stable condition during the discharging operation. Attention should
also be paid to the trimming of the vessel during unloading: -
a. It should be noted that when liquid cargo is to be discharged, as soon as
pumping commences, a full free surface will exist in those tanks being
pumped and the effect of this on the stability of the vessel should be taken
into account.
b. When a tank is to be ballasted at sea to counteract the removal of cargo
from the vessel, it should be noted that: -
I. The tank will have a complete free surface as soon as filling
commences and,
II. That this free surface will adversely affect the stability of the vessel.

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1. It is therefore most important that before any filling commences, a quantity of

the highest deck cargo should be unloaded to lower the vertical center of
gravity of the vessel.
Similar precautions should be adopted when loading cargo at sea.
2. Where port and starboard tanks are cross connected, such connections should
be closed when the vessel proceeds to sea to avoid significant reduction in
stability.
3. Tanks containing slack liquids should be kept to a minimum.
4. Compliance with the stability criteria does not ensure 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.
5. Before any stage of a voyage commences care should be taken to ensure that
the cargo and sizeable pieces of equipment have been properly stowed and
lashed so as to minimize the possibility of both longitudinal and lateral
shifting while at sea, under the effect of acceleration caused b rolling and
pitching.

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4.2 Operational procedures related to weather conditions

a. All doorways and other openings through which water can enter into the
hull or deckhouses, forecastles, etc., should be suitably closed in adverse
weather conditions and accordingly all appliances for this purpose should
be maintained and in good condition.
b. Watertight 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. Hence
covers and slush deck scuttles in fishing vessels should be kept properly
secured when not in use during fishing operations. All portable deadlights
should be maintained in good condition and securely closed in bad
weather.
c. Any closing devices provided for vent pipes to fuel tanks should be
secured in bad weather.
d. Reliance on automatic steering may be dangerous as this prevents ready
changes to course which may be needed in bad weather.
e. In all conditions of loading of necessary care should be taken to maintain a
seaworthy freeboard.
f. In severe weather, the speed of the ship should be reduced if excessive
rolling, propeller emergency, shipping of water on deck or heavy slamming
occurs. Six heavy slamming or 25 propeller emergencies during 100
pitching motions should be considered dangers.
g. 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 wave length is of the order of 1.0 – 1.5 ship’s
length. A ship’s speed and/or course should be altered appropriately to
avoid the above-mentioned phenomena.
h. 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 course changed, or both. Freeing ports provided with closing
appliances should always be capable of functioning and are not to be
locked.
i. Masters should be aware that steep or breaking waves may occur in certain
areas, or in certain wind and current combinations (river estuaries, shallow

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water area, funnel shaped bays, etc.). These waves are particularly
dangerous, especially for small ships.
j. Use of operational guidelines for avoiding dangerous situations in severe
weather conditions or an on-board dangerous computer-based system is
recommended. The method should be simple to use.

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5. INTACT STABILITY GUIDELINES

A. The following stability criteria are extracts from IMO A18/Res.749

Chap.3.1.2 :

3.1.2 Recommended general criteria

3.1.2.1 The area under the righting lever curve (GZ curve) should not be less
than 0.055 meter-Radians up to ș = 30˚ angle of heel and not less than 0.09
meter radians up to ș = 40˚ or the Angle of flooding ș f [See footnote 1] if this
angle is less than 40˚. Additionally, the area Under the righting lever curve (GZ
Curve) between the angles of heel of 30˚ and 40˚ or Between 30˚ and ș f, if this
angle is less than 40˚, should not be less than 0.030 meter-radians.
3.1.2.2 The right lever GZ should be at least 0.20 m at an angle of heel equal
to or greater than 30˚.
3.1.2.3 The maximum righting arm should occur at an angle of heel perfectly
exceeding 30˚ but not less than 25˚.
3.1.2.4 The initial metacentric height GMଜ should not be less than 0.15 m.
The following additional criteria are recommended for passenger ships:
3.1.2.5 The angle of heel on account of crowding of passengers to one side
should not exceed 10°.
3.1.2.6 The angle of heel on account of turning should not exceed 10° when
calculated using the following formula:
V2 § d·
M R = 0.02 Δ¨ KG − ¸
L © 2¹

where:
MR : heeling moment in metre-tons
V : service speed in m./sec.,
L : length of ship at waterline in m.,
Δ : displacement in metric tons,
d : mean draught in m.,
KG : height of centre of gravity above keel in m.

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Heeling lever for towing operations according IMO MSC.415(97)

2.8.2 The self-tripping heeling lever is calculated as provided below:
1- A transverse heeling moment is generated by the maximum transverse thrust exerted
by the ship's propulsion and steering systems and the corresponding opposing
towline pull.
2- The heeling lever HLij, in (m), as a function of the heeling angle ij, should be
calculated according to the following formula:
HLij = 0.5 * BP *(h* COS ij – r SIN ij) / DISPL. SHB 0
Where,
BP = bollard pull in ton
r = towline arm: distance between towing point and centre of effort = 3.165m ((FROM
GA)
DISPL. = displacement
h = vertical distance, in m, between the towing hook and the centre of the propeller
h = 3.95 – VCB (FROM GA) ????!!!!!!

- Residual dynamic stability from first intercept up to first intercept + 40ၨ or

downflooding > 0.09 meter-radius

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B. The following stability (weather criteria) are extracted from IMO

A18/Res. 749 Chap.3.2:
3.2 Severe wind and rolling criterion (weather criterion)
3.2.2 Recommended weather criterion
3.2.2.1 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.1 as follows:
1. The ship is subjected to a steady wind pressure acting perpendicular to the
ship’s centerline, which results in a steady wind heeling level (Iw1).

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2. From the resultant angle of equilibrium (ș0), the ship is assumed to roll owing
to wave action to an angle of roll (ș1) to windward. Attention should be paid
to the effect of steady wind so that excessive resultant angles of heel are
avoided; [See footnote 2]
3. The ship is then subjected to a gust wind pressure which results in a gust wind
heeling Lever (lw2);
4. Under these circumstances, area “b” should be equal to or greater than area
“a”;
5. Free surface effects should be accounted for in the standard conditions of
loading;

The angles in the above figure.1 are defined as follows:

ș0 = angle of heel under action of steady wind (see 3.2.2.1.2 and
footnote [see foot note2)
ș1 = angle of roll to windward due to wave action
ș2 = angle of downflooding (șf) or 50˚ or șc, whichever is less,
Where:
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șf = angle of heel at which openings in the hull superstructures or

deckhouses which cannot be closed weather tight immerse. In applying this
criterion, small openings through which progressive flooding cannot take place
and need not be considered as open.
șc = angle of second intercept between wind heeling lever lw2 and GZ
curves.
3.2.2.2 The wind heeling levers lw1 and lw2 referred to in 3.2.2.1.1 and 3.2.2.1.3
are constant Values at all angles of inclination and should be calculated as
follows:
lw1 = (PAZ / 1000gǻ) (m) and
lw2 = 1.5 lw1 (m)
Where:
P = 504 N/m2. The value of P used for ships in
restricted service may be reduced subject to the approval of the Administration;
A = projected lateral area of the portion of the ship
and deck cargo above the waterline (m2);
Z = 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);
ǻ = displacement (t)
g = 9.81 m/s2
3.2.2.3 The angle of roll (ș1) [See footnote 3] referred to in 3.2.2.1.2 should
be calculated as follows:
ș1 = 109k.X1.X2 (r.s) 1/2 (degrees)
Where:
X1 = factor as shown in table 1
X2 = factor as shown in table 2
k = factor as follows:

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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 OG/d
OG = distance between the centre of gravity and the
waterline (+ if centre 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.
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Rolling period T = (2C B / (GM)1/2) (seconds)

Where:
C = 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:
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
Ak = 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
effect (m).

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6. Hydrostatic Properties
Draft is from Baseline.
No Trim, No heel, VCG = 0.000

LCF Displ LCB VCB LCF TPcm MTcm KML KMT

Draft (MT) (m) (m) (m) (MT/cm) (MT-m (m) (m)
(m) /deg)
0.100 0.348 12.414a 0.068 12.303a 0.072 0.835 137.470 1.071
0.200 1.491 12.176a 0.136 11.984a 0.158 2.209 84.904 2.141
0.300 3.527 11.969a 0.204 11.715a 0.250 3.920 63.680 3.238
0.400 6.533 11.795a 0.273 11.500a 0.351 6.061 53.150 4.367
0.500 10.587 11.637a 0.342 11.267a 0.461 8.794 47.585 5.545
0.600 15.762 11.487a 0.411 11.050a 0.577 11.884 43.194 6.793
0.700 21.858 11.341a 0.478 10.885a 0.638 14.770 38.713 6.102
0.800 28.487 11.216a 0.542 10.778a 0.681 17.192 34.574 5.414
0.900 35.491 11.120a 0.603 10.630a 0.724 19.876 32.084 4.904
1.000 42.896 11.029a 0.663 10.519a 0.761 22.282 29.759 4.545
1.100 50.713 10.939a 0.723 10.358a 0.802 25.193 28.460 4.303
1.200 59.019 10.836a 0.783 9.998a 0.864 30.536 29.641 4.203
1.300 68.239 10.665a 0.846 9.196a 0.974 43.108 36.192 4.201
1.400 78.133 10.478a 0.910 9.172a 1.002 45.185 33.131 4.061
1.500 88.279 10.326a 0.973 9.146a 1.028 46.949 30.468 3.962
1.600 98.644 10.201a 1.033 9.116a 1.044 48.737 28.305 3.805
1.700 109.147 10.096a 1.093 9.099a 1.055 50.316 26.411 3.651
1.800 119.733 10.008a 1.151 9.110a 1.061 51.351 24.570 3.501
1.900 130.357 9.936a 1.208 9.131a 1.064 52.115 22.904 3.372
2.000 141.011 9.876a 1.264 9.150a 1.066 52.842 21.469 3.270
2.100 151.692 9.825a 1.320 9.168a 1.069 53.579 20.235 3.189
2.200 162.402 9.783a 1.374 9.186a 1.072 54.347 19.172 3.126
2.300 173.141 9.747a 1.429 9.205a 1.074 55.149 18.248 3.076
2.400 183.893 9.716a 1.483 9.211a 1.076 55.718 17.358 3.038
2.500 194.666 9.688a 1.536 9.232a 1.079 56.590 16.654 3.010
2.600 205.468 9.665a 1.590 9.252a 1.082 57.477 16.026 2.990
2.700 216.300 9.645a 1.643 9.273a 1.085 58.405 15.469 2.977
2.800 227.164 9.628a 1.696 9.294a 1.088 59.350 14.968 2.970
2.900 238.060 9.613a 1.749 9.316a 1.091 60.335 14.520 2.968
3.000 248.989 9.601a 1.802 9.339a 1.094 61.360 14.118 2.971
3.100 259.952 9.590a 1.854 9.363a 1.097 62.428 13.758 2.978
3.200 270.950 9.582a 1.907 9.388a 1.101 63.540 13.435 2.989
Water Specific Gravity = 1.025.
Note:
-- DECK OPENINGS ARE NOT CONSEDARED IN TABLES.

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϭϳ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
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Hydrostatic Properties at Trim = 0.00, Heel = 0.00

Long. Location in m
15.0a 14.0a 13.0a 12.0a 11.0a 10.0a 9.0a
D
r
3.0 a
LCB m f
t
@
LCF m L
2.5 C
F
VCB m

Displ.MT 2.0

MT/cm Imm.

1.5
Mom/Deg Trim

KML
1.0

KMT

0.5

VCB m x 1 -1.0 0.0 1.0 2.0 3.0

Displ.MT x 100 0.0 1.0 2.0 3.0
MT/cm Imm. x 1 0.0 1.0 2.0
Mom/Deg Trim x 10 -1.0 0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0
KML x 100 0.0 0.5 1.0 1.5
KMT x 1
0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
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 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
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7. Cross Curves of Stability

Righting Arms(heel) for VCG = 0.00
Trim zero at heel = 0 (RA Trim = 0)

Displ (MT) 5.000s 10.000s 15.000s 20.000s 25.000s 30.000s

0.348 0.101s 0.284s 1.794s 2.272s 2.354s 2.373s
1.491 0.202s 0.574s 1.431s 2.025s 2.211s 2.293s
3.527 0.305s 0.797s 1.332s 1.778s 2.070s 2.216s
6.533 0.413s 0.884s 1.286s 1.632s 1.924s 2.138s
10.587 0.491s 0.909s 1.253s 1.551s 1.818s 2.044s
15.762 0.514s 0.905s 1.224s 1.501s 1.749s 1.961s
21.858 0.501s 0.884s 1.197s 1.468s 1.701s 1.900s
28.487 0.468s 0.856s 1.172s 1.440s 1.665s 1.858s
35.491 0.430s 0.824s 1.147s 1.413s 1.636s 1.826s
42.896 0.400s 0.792s 1.121s 1.388s 1.611s 1.802s
50.713 0.380s 0.760s 1.093s 1.363s 1.588s 1.782s
59.019 0.368s 0.731s 1.063s 1.337s 1.567s 1.765s
68.239 0.362s 0.708s 1.033s 1.313s 1.548s 1.751s
78.133 0.353s 0.687s 1.001s 1.286s 1.528s 1.739s
88.279 0.341s 0.665s 0.970s 1.256s 1.507s 1.725s
98.644 0.328s 0.643s 0.941s 1.225s 1.484s 1.711s
109.147 0.317s 0.622s 0.915s 1.195s 1.460s 1.695s
119.733 0.305s 0.604s 0.892s 1.169s 1.436s 1.675s
130.357 0.295s 0.587s 0.871s 1.146s 1.413s 1.647s
141.011 0.286s 0.572s 0.853s 1.126s 1.390s 1.613s
151.692 0.279s 0.559s 0.837s 1.108s 1.364s 1.572s
162.402 0.273s 0.548s 0.823s 1.093s 1.333s 1.527s
173.141 0.269s 0.539s 0.811s 1.077s 1.298s 1.481s
183.893 0.265s 0.532s 0.801s 1.054s 1.261s 1.433s
194.666 0.263s 0.527s 0.792s 1.027s 1.220s 1.384s
205.468 0.261s 0.523s 0.779s 0.994s 1.176s 1.334s
216.300 0.260s 0.521s 0.759s 0.957s 1.130s 1.283s
227.164 0.259s 0.517s 0.732s 0.916s 1.080s 1.229s
238.060 0.259s 0.502s 0.698s 0.871s 1.029s 1.175s
248.989 0.259s 0.476s 0.656s 0.821s 0.975s 1.119s
259.952 0.247s 0.435s 0.605s 0.765s 0.917s 1.061s
270.950 0.207s 0.377s 0.541s 0.700s 0.854s 1.000s
Displ (MT) 35.000s 40.000s 45.000s 50.000s 55.000s 60.000s
0.348 2.360s 2.326s 2.280s 2.234s 2.218s 2.249s
1.491 2.331s 2.346s 2.349s 2.341s 2.321s 2.293s
3.527 2.302s 2.354s 2.376s 2.374s 2.354s 2.323s
6.533 2.262s 2.334s 2.372s 2.383s 2.375s 2.355s
10.587 2.203s 2.299s 2.355s 2.383s 2.393s 2.389s
15.762 2.131s 2.254s 2.332s 2.381s 2.409s 2.425s
21.858 2.068s 2.207s 2.308s 2.377s 2.426s 2.457s
28.487 2.024s 2.166s 2.283s 2.373s 2.439s 2.473s
35.491 1.991s 2.136s 2.261s 2.368s 2.440s 2.473s
42.896 1.968s 2.114s 2.245s 2.357s 2.431s 2.462s
50.713 1.951s 2.101s 2.236s 2.344s 2.413s 2.442s
59.019 1.938s 2.093s 2.227s 2.327s 2.391s 2.418s
68.239 1.931s 2.090s 2.219s 2.311s 2.369s 2.394s
78.133 1.925s 2.086s 2.208s 2.293s 2.345s 2.367s
88.279 1.918s 2.075s 2.189s 2.269s 2.316s 2.336s
98.644 1.906s 2.055s 2.164s 2.239s 2.283s 2.303s
109.147 1.886s 2.029s 2.132s 2.204s 2.248s 2.267s
119.733 1.858s 1.995s 2.095s 2.166s 2.210s 2.231s

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 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
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130.357 1.824s 1.956s 2.054s 2.125s 2.171s 2.194s
141.011 1.783s 1.912s 2.010s 2.081s 2.130s 2.155s
151.692 1.737s 1.865s 1.963s 2.036s 2.087s 2.116s
162.402 1.687s 1.815s 1.914s 1.989s 2.043s 2.077s
173.141 1.634s 1.761s 1.862s 1.941s 1.999s 2.037s
183.893 1.580s 1.706s 1.809s 1.891s 1.953s 1.997s
194.666 1.526s 1.649s 1.754s 1.840s 1.907s 1.956s
205.468 1.472s 1.594s 1.699s 1.788s 1.860s 1.915s
216.300 1.419s 1.539s 1.644s 1.736s 1.812s 1.873s
227.164 1.364s 1.485s 1.592s 1.685s 1.764s 1.830s
238.060 1.309s 1.430s 1.540s 1.636s 1.719s 1.789s
248.989 1.252s 1.376s 1.488s 1.589s 1.677s 1.752s
259.952 1.197s 1.322s 1.438s 1.542s 1.636s 1.716s
270.950 1.139s 1.270s 1.390s 1.500s 1.599s 1.685s
Water Specific Gravity = 1.025.

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϮϬ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
Es>Z,/dd͗DK,D&Kh

Cross Curves

Displacement in Metric Tons

0.0 50.0 100.0 150.0 200.0 250.0 300.0
A
2.5 r
m
5 s
i
n
10 m

15 2.0

20

25
1.5

30

35

40 1.0

45

50
0.5

55

60

0.0

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϮϭ

 %/
                                        

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 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
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9. INCLINING TEST REPORT

LIGHTSHIP SURVEY CONDITION

d tĞĚŶĞƐĚĂLJϬϴͬϬϳͬϮϬϮϬ
>Kd/KEK&d^d^ port of El-Zayatia
KdED SUPPLY BOAT "MANZONI"
t/EEtd,Z >D
tdZdDWZdhZ ϮϬ
tdZWd, ^h&//Ed
^͘'K&tdZ ϭ͘ϬϮϱdͬDϯ

PERSONS INVOLVED IN TESTS

1. Housam Al Din Hassan Owner representative

2. Mohamed Fouad MARINE CONSULTANT
3. Abdelmeguid Abdelsalam CLASS SURVEYOR
(INTERTEK MARITIME BUREAU)

DRAFTS
Z&d
 D
&d ^ͬ^ ϭ͘ϱϱ
&d Wͬ^ ϭ͘ϱϱ
D/^,/W ^ͬ^ ϭ͘ϱϯ
D/^,/W Wͬ^ ϭ͘ϱϯ
&KZ ^ͬ^ ϭ͘ϱϬ
&KZ Wͬ^ ϭ͘ϱϬ

AVERAGE DRAFT
ǀĞƌĂŐĞĚƌĂĨƚĂĨƚ;WͿ ϭ͘ϱϱϬ D
ǀĞƌĂŐĞĚƌĂĨƚ 1.525 D
ǀĞƌĂŐĞĚƌĂĨƚĨŽƌĞ;&WͿ ϭ͘ϱϬϬ D
dZ/D 0.050 D
>t> ϭϵ͘Ϭϱϰ D
 ϲ͘ϬϬϬ D

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϮϯ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
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MOVED LOADS
dKd>td͘K&>K;ϲ
ĚƌƵŵƐϮϬϬͲůŝƚĞƌǁĂƚĞƌͿ 1.200 dKE
<'K&>K^ 3.740 D
>'K&>K^ 4.13 D
WZ^KE^KEKZ;ϲWͿ 0.45 dKE
<'K&WZ^KE^KEKZ 4.25 D
>'K&WZ^KE^KEKZ 5.00 D

PENDULUM
>E'd, >' s' d'
/dD >Kd/KE
D D D D
WEh>hD &Z͘ϭϵ Ϯ͘ϴ ϵ͘ϱ ϲ͘Ϭϱ Ϭ

HYDROSTATIC DATA AT TEST CONDITION

Z&d 1.524 D
/^W>͘ 90.85 d
< 0.988 D
Dd 2.939 D
>& 9.131 D
> 10.268 D
<D 3.927 D

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϮϰ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
Es>Z,/dd͗DK,D&Kh

HYDROSTATIC DATA AT TEST CONDITION

Floating Status

Draft FP 1.515 m Heel zero GM(Solid) 1.082 m

Draft MS 1.524 m Equil No F/S Corr. 0.000 m
Draft AP 1.534 m Wind Off GM(Fluid) 1.082 m
Trim aft 0.06 deg. Wave No KMt 3.928 m
LCG 10.267 m VCG 2.846 m TPcm 1.03
Displacement 90.85 MT WaterSpgr 1.025

Loading Summary

Item Weight LCG TCG VCG

(MT) (m) (m) (m)
Light Ship 90.85 10.267 0.000 2.846
Displacement 90.85 10.267 0.000 2.846

Fixed Weight Status

Item Weight LCG TCG VCG

(MT) (m) (m) (m)
LIGHT SHIP 90.85 10.267 0.000 2.846
Total Weight: 90.85 10.267 0.000 2.846

Displacer Status

Item Status Spgr Displ LCB TCB VCB Eff

(MT) (m) (m) (m) /Perm
HULL.C Intact 1.025 90.85 10.265 0.000 0.988 1.000
SubTotals: 90.85 10.265 0.000 0.988

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϮϱ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
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GM CALCULATION
dKd>
d^d t/',d /^dE Dd > y ƚĂŶƉŚŝ ĚŝƐƉů͘ 'D
dKE D d͘D D DD  dKE D
ϭ Ϭ͘Ϯ Ϯ͘ϴ Ϭ͘ϱϲ Ϯ͘ϴ ϭϱ͘ϰ Ϭ͘ϬϬϱϱ ϵϬ͘ϴϱ ϭ͘ϭϮϬϳϮϴ
Ϯ Ϭ͘ϰ Ϯ͘ϴ ϭ͘ϭϮ Ϯ͘ϴ ϯϮ͘ϱ Ϭ͘ϬϭϭϲϬϳ ϵϬ͘ϴϱ ϭ͘ϬϲϮϭϬϲ
ϯ Ϭ͘Ϯ Ϯ͘ϴ Ϭ͘ϱϲ Ϯ͘ϴ ϭϳ Ϭ͘ϬϬϲϬϳϭ ϵϬ͘ϴϱ ϭ͘ϬϭϱϮϰϴ
ϰ Ϭ͘ϰ Ϯ͘ϴ ϭ͘ϭϮ Ϯ͘ϴ ϯϭ Ϭ͘ϬϭϭϬϳϭ ϵϬ͘ϴϱ ϭ͘ϭϭϯϰϵϴ
ϱ Ϭ͘ϰ Ϯ͘ϴ ϭ͘ϭϮ Ϯ͘ϴ ϯϲ͘ϱ Ϭ͘ϬϭϯϬϯϲ ϵϬ͘ϴϱ Ϭ͘ϵϰϱϳϭϭ
ϲ Ϭ͘Ϯ Ϯ͘ϴ Ϭ͘ϱϲ Ϯ͘ϴ ϭϰ Ϭ͘ϬϬϱ ϵϬ͘ϴϱ ϭ͘ϮϯϮϴϬϭ
ϳ Ϭ͘ϰ Ϯ͘ϴ ϭ͘ϭϮ Ϯ͘ϴ ϯϮ͘ϴ Ϭ͘Ϭϭϭϳϭϰ ϵϬ͘ϴϱ ϭ͘ϬϱϮϯϵϭ
ϴ Ϭ͘Ϯ Ϯ͘ϴ Ϭ͘ϱϲ Ϯ͘ϴ ϭϲ͘Ϯ Ϭ͘ϬϬϱϳϴϲ ϵϬ͘ϴϱ ϭ͘Ϭϲϱϯϴϰ
 sZ''D ϭ͘Ϭϴ

WEIGHT TO BE EXCLUDED
t/',d >' s' d'
/dD
dKE D D D
WZ^KE^ Ϭ͘ϰϱϬ ϱ͘ϬϬϬ ϰ͘ϮϱϬ Ϭ
^,/&dt/',d^ ϭ͘ϮϬϬ ϰ͘ϭϮϴ ϯ͘ϳϰϬ Ϭ
dKd> ϭ͘ϲϱϬ ϰ͘ϯϲϲ ϯ͘ϴϳϵ Ϭ

DETERMNATION OF LIGHT WEIGHT , KG & LCG

t/',d >' >D s' sD
/dD
dKE D d͘D D d͘D
/^W>DEd ϵϬ͘ϴϱϬ ϭϬ͘Ϯϲϳ ϵϯϮ͘ϳϱϳ Ϯ͘ϴϰϲ Ϯϱϴ͘ϱϳϵϱ
y>h
t/',d ϭ͘ϲϱϬ ϰ͘ϯϲϲ ϳ͘ϮϬϰ ϯ͘ϴϳϵ ϲ͘ϰϬϬϱ
>/',d^,/W ϴϵ͘ϮϬϬ ϭϬ͘ϱϰ  Ϯ͘ϵϳϬ 

>/',d^,/W
t/',d с ϴϵ͘ϮϬ dKE
>'  с ϭϬ͘ϱϰ D
<'  с Ϯ͘ϵϳ D

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϮϲ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
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WZd//
/Edd^d/>/dz

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϮϴ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
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Ϯ͘>K/E'KE/d/KE

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϮϵ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
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Ϯ͘ϭ͘>K/E'KE/d/KE
>/',d^,/W












 

(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϯϬ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
Es>Z,/dd͗DK,D&Kh
Floating Status

Draft FP 1.433 m Heel zero GM(Solid) 0.947 m

Draft MS 1.516 m Equil Yes F/S Corr. 0.000 m
Draft AP 1.599 m Wind Off GM(Fluid) 0.947 m
Trim aft 0.47 deg. Wave No KMt 3.917 m
LCG 10.540 m VCG 2.970 m TPcm 1.03
Displacement 89.20 MT WaterSpgr 1.025

Loading Summary

Item Weight LCG TCG VCG

(MT) (m) (m) (m)
Light Ship 89.20 10.540 0.000 2.970
Displacement 89.20 10.540 0.000 2.970

Fixed Weight Status

Item Weight LCG TCG VCG

(MT) (m) (m) (m)
LIGHT SHIP 89.20 10.540 0.000 2.970
Total Weight: 89.20 10.540 0.000 2.970

Displacer Status

Item Status Spgr Displ LCB TCB VCB Eff

(MT) (m) (m) (m) /Perm
HULL.C Intact 1.025 89.20 10.557 0.000 0.979 1.000
SubTotals: 89.20 10.557 0.000 0.979















(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϯϭ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
Es>Z,/dd͗DK,D&Kh


Righting Arms vs. Heel - IMO RESOLUTION A.749 (18)

Righting Arms vs Heel Angle

Heel Angle Trim Angle Origin Depth Righting Arm Area Notes
(deg) (deg) (m) (m) (m-Rad)
0.00 0.47f 1.433 0.000 0.000 Equil
5.00s 0.50f 1.418 0.079 0.003
10.00s 0.61f 1.369 0.141 0.013
15.00s 0.78f 1.287 0.189 0.028
20.00s 1.01f 1.175 0.226 0.046
25.00s 1.21f 1.070 0.237 0.066
30.00s 1.54f 0.861 0.226 0.087
35.00s 1.80f 0.668 0.199 0.105
40.00s 2.11f 0.453 0.147 0.121
45.00s 2.45f 0.226 0.069 0.130
48.62s 2.71f 0.058 0.002 0.133
50.00s 2.81f -0.007 -0.027 0.132 RaZero
55.00s 3.15f -0.241 -0.135 0.125
60.00s 3.48f -0.473 -0.253 0.108
65.00s 3.78f -0.701 -0.376 0.081
70.00s 4.06f -0.924 -0.502 0.043
75.00s 4.31f -1.142 -0.630 -0.007
80.00s 4.53f -1.350 -0.756 -0.067
85.00s 4.69f -1.547 -0.879 -0.139
90.00s 4.80f -1.730 -0.998 -0.220

















(/2%285%8,/',1*66$/$+6$/(0677+)/2252)),&(12&$,52(*<37
7HOϯϮ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
Es>Z,/dd͗DK,D&Kh





Righting Arms vs. Heel - IMO RESOLUTION A.749 (18)

Heel angle (Degrees)

0.0s 50.0s
A
r
m
Righting Arm s
i
n
R. Area m

Equilibrium 0.0

GMt

-0.5

-1.0








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7HOϯϯ

 ^EDZ/EE'/EZ/E'ΘKE^h>dEz>͘>͘
Es>Z,/dd͗DK,D&Kh


IMO RESOLUTION A.749 (18)

Limit Min/Max Actual Margin Pass

(1) Area from 0.00 deg to 30.00 >0.0550 m-R 0.087 0.032 Yes
(2) Area at 30.00 deg >0.0150 m-R 0.087 0.072 Yes
(3) Area from 0.00 deg to 40.00 or Flood >0.0900 m-R 0.121 0.031 Yes
(4) Area from 30.00 deg to 40.00 or Flood >0.0300 m-R 0.034 0.004 Yes
(5) Righting Arm at 30.00 deg >0.200 m 0.226 0.026 Yes
(6) GM at Equilibrium >0.150 m 0.947 0.797 Yes
(7) Area from 0.00 deg to MaxRA at 15.00 >0.0600 m-R 0.066 0.006 Yes
(8) Area from 0.00 deg to MaxRA at 30.00 >0.0600 m-R 0.066 0.006 Yes

























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Loading Condition – FULLY LOADED DEPARTURE

Floating Status

Draft FP 2.128 m Heel zero GM(Solid) 0.610 m

Draft MS 2.386 m Equil Yes F/S Corr. 0.048 m
Draft AP 2.645 m Wind Off GM(Fluid) 0.561 m
Trim aft 1.48 deg. Wave No KMt 3.060 m
LCG 10.121 m VCG 2.450 m TPcm 1.08
Displacement 180.30 MT WaterSpgr 1.025

Loading Summary

Item Weight LCG TCG VCG

(MT) (m) (m) (m)
Light Ship 89.20 10.540 0.000 2.970
Deadweight 91.10 9.711 0.000 1.941
Displacement 180.30 10.121 0.000 2.450
4.25
Fixed Weight Status
Item Weight LCG TCG VCG
(MT) (m) (m) (m)
LIGHT SHIP 89.20 10.540 0.000 2.970
CREW EFFECT 0.30 10.000 0.000 2.400
PASS 1.35 10.000 0.000 3.500
PROVISION 0.50 10.000 0.000 2.400
Total Fixed: 91.40 10.527 0.000 2.973

Tank Status
FUEL OIL (SpGr 0.870)
Tank Load Weight LCG TCG VCG
Name (%) (MT) (m) (m) (m)
FOT1.P 90.00% 10.61 5.231 -2.262 1.959
FOT1.S 90.00% 10.61 5.231 2.262 1.959
FOT2.P 90.00% 12.25 9.264 -2.058 1.849
FOT2.S 90.00% 12.25 9.264 2.058 1.849
FOT3.P 90.00% 12.25 12.758 -2.058 1.849
FOT3.S 90.00% 12.25 12.758 2.058 1.849
Subtotals: 90.00% 70.22 9.264 0.000 1.882

FRESH WATER (SpGr 1.000)

Tank Load Weight LCG TCG VCG
Name (%) (MT) (m) (m) (m)
FWT1.P 89.99% 3.06 1.045 -2.143 2.233
FWT1.S 89.99% 3.06 1.045 2.143 2.233
FWT2.P 90.00% 6.28 16.382 -1.695 1.923
FWT2.S 90.00% 6.28 16.382 1.695 1.923
Subtotals: 90.00% 18.68 11.357 0.000 2.025

All Tanks
Load Weight LCG TCG VCG
(%) (MT) (m) (m) (m)
Totals: 90.00% 88.90 9.704 0.000 1.912

Displacer Status
Item Status Spgr Displ LCB TCB VCB Eff
(MT) (m) (m) (m) /Perm
HULL.C Intact 1.025 180.30 10.146 0.000 1.470 1.000
SubTotals: 180.30 10.146 0.000 1.470

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Righting Arms vs. Heel - IMO RESOLUTION A.749 (18)

Righting Arms vs Heel Angle

Heel Angle Trim Angle Origin Depth Righting Arm Area Notes
(deg) (deg) (m) (m) (m-Rad)
0.00 1.48f 2.126 0.000 0.000 Equil
5.00s 1.47f 2.118 0.050 0.002
10.00s 1.44f 2.095 0.102 0.009
15.00s 1.42f 2.052 0.159 0.020
20.00s 1.48f 1.982 0.203 0.036
25.00s 1.59f 1.921 0.216 0.055
30.00s 1.79f 1.816 0.200 0.073
35.00s 1.95f 1.727 0.167 0.089
40.00s 2.14f 1.628 0.120 0.102
45.00s 2.34f 1.517 0.063 0.110
49.88s 2.55f 1.395 0.000 0.112 RaZero
50.00s 2.55f 1.392 -0.002 0.112
55.00s 2.76f 1.256 -0.072 0.109
60.00s 2.97f 1.110 -0.145 0.100
65.00s 3.16f 0.956 -0.221 0.084
70.00s 3.33f 0.795 -0.297 0.061
75.00s 3.48f 0.629 -0.373 0.032
80.00s 3.62f 0.457 -0.449 -0.004
85.00s 3.73f 0.283 -0.526 -0.046
90.00s 3.79f 0.112 -0.601 -0.096


















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Righting Arms vs. Heel - IMO RESOLUTION A.749 (18)

Heel angle (Degrees)

0.0s 50.0s
A
r
m
Righting Arm s
i
n
R. Area m

Equilibrium

GMt 0.0

-0.5









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IMO RESOLUTION A.749 (18)

Limit Min/Max Actual Margin Pass

(1) Area from 0.00 deg to 30.00 >0.0550 m-R 0.073 0.018 Yes
(2) Area at 30.00 deg >0.0150 m-R 0.073 0.058 Yes
(3) Area from 0.00 deg to 40.00 or Flood >0.0900 m-R 0.102 0.012 Yes
(4) Area from 30.00 deg to 40.00 or Flood >0.0300 m-R 0.029 0.00 Yes
(5) Righting Arm at 30.00 deg >0.200 m 0.200 0.000 Yes
(6) Absolute Angle at MaxRA >25.00 deg 25.00 0.00 Yes
(7) GM at Equilibrium >0.150 m 0.563 0.413 Yes
(8) Area from 0.00 deg to MaxRA at 15.00 >0.0600 m-R 0.055 0.00 Yes
(9) Area from 0.00 deg to MaxRA at 30.00 >0.0600 m-R 0.055 0.00 Yes

























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HEELING MOMENT
HEELING MOMENT CALCULATION IS CARRIED OUT ACCORD. TO THE FOLLOWING:

1)BEAM WIND EFFECT: referred to in 3.2.2.1.1 and 3.2.2.1.3, IMO A18/Res.

749 Chap.3.2
H.MT = .19*A*V^2*L/(DISPL.*1000000)
WHERE
H.MT HEELING MOMENT IN T.M
A = projected lateral area of the portion of the ship and deck cargo above the waterline
V = 504 N/m2. The value of P used for ships in restricted service may be reduced subject
to the approval of the Administration (100 KM /HR=53.96654 KN.)
L = 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)
DISPL. = displacement (t)


A V2 L PHI COS PHI COS 2 DISPL. H.ARM H.MT
COND.
M^2 KN^2 M DEG MN M TM
FLD 52.09 2912.329 2.9475 0 1 1 1.7951 0.04733 8.533

DISPL. H.MT GM TAN PHI PHI ” 10
CONDITION T TM M DEG.
FLD 180.3 8.53314 0.561 0.084363 4.8222 YES


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2) HEELING MOMENT DUE TO TURNING:

H.MT= 500*D/LWL*(KG
500* -.5T)

WHERE
H.MT HEELING MOMENT
D DISPLACEMENT
LWL LOAD WATER LINE
KG CG ABOVE BL
T DRAFT
GM META CENTRIC HEIGHT


D LWL KG d HMT GM TAN PHI PHI DEG. ” 10
COND. T M M M KG.M M
FLD 180.3 19.27 2.450 2.386 5880.57 0.561 0.05814 3.32732 YES
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3) HEELING MOMENT DUE TO CROWDING OF PASSENGERS: referred to in 3.1.2.6

V2 § d·
M R = 0.02 Δ¨ KG − ¸ in MT
L © 2¹

d DISPL. V KG MR GM TAN PHI PHI ” 10
M TON M/S M M DEG.
FLD 2.386 180.3 6.68778 2.450 10.520 0.561 0.13339082 7.59788 YES

TOTAL (HEELING MOMENT AND HEELING ARM)
H.M H.M H.M TOT. H.M. DISPL. H. ARM GM TAN PHI PHI
COND M.TON M.TON M.TON M.TON TON M M DEG.
B.WIND TURN. CROWD.
FLD 8.53314 5.880568 10.52067 24.9343757 180.3 0.13829 0.561 0.246513 13.85

PHI 0.0 10 20 30 40 50 60 70 90
COS.PHI 1 0.984808 0.93969262 0.86603 0.76604 0.64279 0.5 0.342 0
FLD. H.ARM 0.138294 0.136193 0.12995368 0.11977 0.10594 0.08889 0.069147 0.0473 0





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Heeling lever for towing

HLij = 0.5 * BP *(h* COS ij – r SIN ij) / DISPL.

Where, Zero
BP = 4.752 ton
r = towline arm: distance between towing point and centre of effort = 3.165m (FROM
GA)
DISPL. = 180.3 ton
h = vertical distance, in m, between the towing hook and the centre of the propeller
h = 3.95 – VCB (FROM GA)
Heel Angle Righting Arm Heeling Arm HT
(deg) (m)
0 0 0.032682
5 0.05 0.028922
10 0.102 0.024942
15 0.159 0.020773
20 0.203 0.016445
25 0.216 0.011993
30 0.2 0.007449
35 0.167 0.002848
40 0.12 -0.00177
45 0.063 -0.00638
49.88 0 -0.01083
ANGLE OF EQUILPRIAM AT 2.6 DEG.


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Loading Condition – 50%FULLY LOADED DEPARTURE

Floating Status

Draft FP 1.820 m Heel zero GM(Solid) 0.855 m

Draft MS 2.012 m Equil Yes F/S Corr. 0.060 m
Draft AP 2.204 m Wind Off GM(Fluid) 0.795 m
Trim aft 1.10 deg. Wave No KMt 3.281 m
LCG 10.247 m VCG 2.426 m TPcm 1.07
Displacement 140.59 MT WaterSpgr 1.025

Loading Summary

Item Weight LCG TCG VCG

(MT) (m) (m) (m)
Light Ship 89.20 10.540 0.000 2.970
Deadweight 51.39 9.739 0.000 1.483
Displacement 140.59 10.247 0.000 2.426

Fixed Weight Status

Item Weight LCG TCG VCG

(MT) (m) (m) (m)
LIGHT SHIP 89.20 10.540 0.000 2.970
CREW EFFECT 0.30 10.000 0.000 2.400
PASS 1.35 10.000 0.000 3.500
PROVISION 0.30 10.000 0.000 2.400
Total Fixed: 91.20 10.528 0.000 2.974

Tank Status
FUEL OIL (SpGr 0.870)
Tank Load Weight LCG TCG VCG
Name (%) (MT) (m) (m) (m)
FOT1.P 50.00% 5.90 5.340 -2.232 1.476
FOT1.S 50.00% 5.90 5.340 2.232 1.476
FOT2.P 50.00% 6.81 9.268 -2.026 1.334
FOT2.S 50.00% 6.81 9.268 2.026 1.334
FOT3.P 50.00% 6.80 12.761 -2.025 1.334
FOT3.S 50.00% 6.80 12.761 2.025 1.334
Subtotals: 50.00% 39.01 9.299 0.000 1.377

FRESH WATER (SpGr 1.000)

Tank Load Weight LCG TCG VCG
Name (%) (MT) (m) (m) (m)
FWT1.P 50.00% 1.70 1.054 -2.120 1.855
FWT1.S 50.00% 1.70 1.054 2.120 1.855
FWT2.P 50.00% 3.49 16.351 -1.638 1.412
FWT2.S 50.00% 3.49 16.351 1.638 1.412
Subtotals: 50.00% 10.38 11.339 0.000 1.558

All Tanks
Load Weight LCG TCG VCG
(%) (MT) (m) (m) (m)
Totals: 50.00% 49.39 9.728 0.000 1.415

Displacer Status
Item Status Spgr Displ LCB TCB VCB Eff
(MT) (m) (m) (m) /Perm
HULL.C Intact 1.025 140.59 10.269 0.000 1.266 1.000
SubTotals: 140.59 10.269 0.000 1.266

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Righting Arms vs. Heel - IMO RESOLUTION A.749 (18)

Righting Arms vs Heel Angle

Heel Angle Trim Angle Origin Depth Righting Arm Area Notes
(deg) (deg) (m) (m) (m-Rad)
0.00 1.10f 1.818 0.000 0.000 Equil
5.00s 1.09f 1.811 0.070 0.003
10.00s 1.10f 1.784 0.140 0.012
15.00s 1.13f 1.734 0.208 0.027
20.00s 1.18f 1.659 0.272 0.048
25.00s 1.29f 1.553 0.328 0.075
30.00s 1.51f 1.419 0.353 0.105
30.42s 1.54f 1.407 0.353 0.107 MaxRa
35.00s 1.79f 1.268 0.337 0.135
40.00s 2.08f 1.109 0.290 0.163
45.00s 2.36f 0.941 0.221 0.185
50.00s 2.63f 0.766 0.136 0.201
55.00s 2.90f 0.586 0.038 0.208
56.79s 2.99f 0.521 0.001 0.209 RaZero
60.00s 3.15f 0.403 -0.069 0.207
65.00s 3.36f 0.219 -0.181 0.196
70.00s 3.55f 0.035 -0.294 0.176
75.00s 3.72f -0.147 -0.407 0.145
80.00s 3.85f -0.327 -0.517 0.105
85.00s 3.95f -0.502 -0.622 0.055
90.00s 4.03f -0.673 -0.722 -0.004

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Righting Arms vs. Heel - IMO RESOLUTION A.749 (18)

Heel angle (Degrees)

0.0s 50.0s
A
r
m
Righting Arm s
i
n
R. Area m

Equilibrium

GMt
0.0

-0.5

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IMO RESOLUTION A.749 (18)

Limit Min/Max Actual Margin Pass

(1) Area from 0.00 deg to 30.00 >0.0550 m-R 0.105 0.050 Yes
(2) Area at 30.00 deg >0.0150 m-R 0.105 0.090 Yes
(3) Area from 0.00 deg to 40.00 or Flood >0.0900 m-R 0.163 0.073 Yes
(4) Area from 30.00 deg to 40.00 or Flood >0.0300 m-R 0.058 0.028 Yes
(5) Righting Arm at 30.00 deg >0.200 m 0.353 0.153 Yes
(6) Absolute Angle at MaxRA >25.00 deg 30.42 5.42 Yes
(7) GM at Equilibrium >0.150 m 0.798 0.648 Yes
(8) Area from 0.00 deg to MaxRA at 15.00 >0.0700 m-R 0.105 0.063 Yes
(9) Area from 0.00 deg to MaxRA at 30.00 >0.0550 m-R 0.105 0.050 Yes

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HEELING MOMENT
HEELING MOMENT CALCULATION IS CARRIED OUT ACCORD. TO THE FOLLOWING:

1)BEAM WIND EFFECT: referred to in 3.2.2.1.1 and 3.2.2.1.3, IMO A18/Res.

749 Chap.3.2
H.MT = .19*A*V^2*L/(DISPL.*1000000)
WHERE
H.MT HEELING MOMENT IN T.M
A = projected lateral area of the portion of the ship and deck cargo above the waterline
V = 504 N/m2. The value of P used for ships in restricted service may be reduced subject
to the approval of the Administration (100 KM /HR=53.96654 KN.)
L = 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)
DISPL. = displacement (t)

A V2 L PHI COS PHI COS 2 DISPL. H.ARM H.MT

COND.
M^2 KN^2 M DEG MN M TM
50% FLD 61.3 2912.329 2.845 0 1 1 1.39974 0.068943 9.693

DISPL. H.MT GM TAN PHI PHI ” 10
CONDITION T TM M DEG.
50% FLD 140.59 9.69267 0.795 0.086721 4.9563 YES

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2) HEELING MOMENT DUE TO TURNING

H.MT= 500*D/LWL*(KG -.5T)

WHERE
H.MT HEELING MOMENT
D DISPLACEMENT
LWL LOAD WATER LINE
KG CG ABOVE BL
T DRAFT
GM META CENTRIC HEIGHT

TAN PHI
D LWL KG d HMT GM PHI DEG. ” 10
COND. T M M M KG.M M
50% FLD 140.59 19.12 2.426 2.012 5220.65 0.795 0.04671 2.674302 YES


3) HEELING MOMENT DUE TO CROWDING OF PASSENGERS: referred to in 3.1.2.6

V2 § d·
M R = 0.02 Δ¨ KG − ¸ in MT
L © 2¹

d DISPL. V KG MR GM TAN PHI PHI ” 10
M TON M/S M M DEG.
50% FLD 2.012 140.59 6.68778 2.426 9.3400 0.795 0.08356555 4.77685 YES

TOTAL (HEELING MOMENT AND HEELING ARM)

H.M H.M H.M TOT. H.M. DISPL. H. ARM GM TAN PHI PHI
COND M.TON M.TON M.TON M.TON TON M M DEG.
B.WIND TURN. CROWD.
50%FLD 9.69267 5.220654 9.340042 24.2533678 140.59 0.17251 0.795 0.216995 12.24

PHI 0.0 10 20 30 40 50 60 70 90
COS.PHI 1 0.984808 0.93969262 0.86603 0.76604 0.64279 0.5 0.342 0
50%FLD. H.ARM 0.172511 0.16989 0.16210762 0.1494 0.13215 0.11089 0.086256 0.059 0


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Heeling lever for towing

HLij = 0.5 * BP *(h* COS ij – r SIN ij) / DISPL.

Where,
BP = 4.752 ton
r = towline arm: distance between towing point and centre of effort = 3.165m (FROM
GA)
DISPL. = 140.59 ton
h = vertical distance, in m, between the towing hook and the centre of the propeller
h = 3.95 – VCB (FROM GA)

Heel Angle Righting Arm Heeling Arm HT

(deg) (m)
0 0 0.04536
5 0.07 0.040526
10 0.14 0.035383
15 0.208 0.029971
20 0.272 0.02433
25 0.328 0.018505
30 0.353 0.012538
30.42 0.353 0.012032
35 0.337 0.006477
40 0.29 0.000366
45 0.221 -0.00575
50 0.136 -0.01182
55 0.038 -0.0178
56.79 0.001 -0.01991
ANGLE OF EQUILPRIAM AT 2.5 DEG.


AREA BETWEEN GZ CURVE AND HA CURVE = 6.17 • 0.09 m-rad

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Loading Condition – FULLY LOADED ARRIVAL

Floating Status

Draft FP 1.746 m Heel zero GM(Solid) 0.965 m

Draft MS 1.631 m Equil Yes F/S Corr. 0.044 m
Draft AP 1.516 m Wind Off GM(Fluid) 0.921 m
Trim fwd 0.66 deg. Wave No KMt 3.731 m
LCG 10.465 m VCG 2.767 m TPcm 1.04
Displacement 100.88 MT WaterSpgr 1.025

Loading Summary

Item Weight LCG TCG VCG

(MT) (m) (m) (m)
Light Ship 89.20 10.540 0.000 2.970
Deadweight 11.68 9.896 0.000 1.214
Displacement 100.88 10.465 0.000 2.767

Fixed Weight Status

Item Weight LCG TCG VCG
(MT) (m) (m) (m)
LIGHT SHIP 89.20 10.540 0.000 2.970
CREW EFFECT 0.30 10.000 0.000 2.400
PASS 1.35 10.000 0.000 3.500
PROVISION 0.10 10.000 0.000 2.400
Total Fixed: 91.00 10.529 0.000 2.976

Tank Status
FUEL OIL (SpGr 0.870)
Tank Load Weight LCG TCG VCG
Name (%) (MT) (m) (m) (m)
FOT1.P 10.00% 1.18 5.975 -2.114 0.876
FOT1.S 10.00% 1.18 5.975 2.114 0.876
FOT2.P 10.00% 1.36 9.291 -1.895 0.767
FOT2.S 10.00% 1.36 9.291 1.895 0.767
FOT3.P 10.00% 1.36 12.783 -1.894 0.767
FOT3.S 10.00% 1.36 12.783 1.894 0.767
Subtotals: 10.00% 7.80 9.507 0.000 0.800

FRESH WATER (SpGr 1.000)

Tank Load Weight LCG TCG VCG
Name (%) (MT) (m) (m) (m)
FWT1.P 10.01% 0.34 1.117 -1.988 1.428
FWT1.S 10.01% 0.34 1.117 1.988 1.428
FWT2.P 10.00% 0.70 16.216 -1.453 0.787
FWT2.S 10.00% 0.70 16.216 1.453 0.787
Subtotals: 10.00% 2.08 11.267 0.000 0.997

All Tanks
Load Weight LCG TCG VCG
(%) (MT) (m) (m) (m)
Totals: 10.00% 9.88 9.877 0.000 0.842

Displacer Status
Item Status Spgr Displ LCB TCB VCB Eff
(MT) (m) (m) (m) /Perm
HULL.C Intact 1.025 100.88 10.485 0.000 1.048 1.000
SubTotals: 100.88 10.485 0.000 1.048

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Righting Arms vs. Heel - IMO RESOLUTION A.749 (18)

Righting Arms vs Heel Angle

Heel Angle Trim Angle Origin Depth Righting Arm Area Notes
(deg) (deg) (m) (m) (m-Rad)
0.00 1.48f 2.126 0.000 0.000 Equil
5.00s 1.47f 2.118 0.050 0.002
10.00s 1.44f 2.095 0.102 0.009
15.00s 1.42f 2.052 0.159 0.020
20.00s 1.48f 1.982 0.203 0.036
25.00s 1.59f 1.921 0.216 0.055
30.00s 1.79f 1.816 0.200 0.073
35.00s 1.95f 1.727 0.167 0.089
40.00s 2.14f 1.628 0.120 0.102
45.00s 2.34f 1.517 0.063 0.110
49.88s 2.55f 1.395 0.000 0.112 RaZero
50.00s 2.55f 1.392 -0.002 0.112
55.00s 2.76f 1.256 -0.072 0.109
60.00s 2.97f 1.110 -0.145 0.100
65.00s 3.16f 0.956 -0.221 0.084
70.00s 3.33f 0.795 -0.297 0.061
75.00s 3.48f 0.629 -0.373 0.032
80.00s 3.62f 0.457 -0.449 -0.004
85.00s 3.73f 0.283 -0.526 -0.046
90.00s 3.79f 0.112 -0.601 -0.096

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Righting Arms vs. Heel - IMO RESOLUTION A.749 (18)

Heel angle (Degrees)

0.0s 50.0s
A
r
m
Righting Arm s
i
n
R. Area m

Equilibrium

GMt 0.0

-0.5

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IMO RESOLUTION A.749 (18)

Limit Min/Max Actual Margin Pass

(1) Area from 0.00 deg to 30.00 >0.0550 m-R 0.134 0.079 Yes
(2) Area at 30.00 deg >0.0150 m-R 0.134 0.119 Yes
(3) Area from 0.00 deg to 40.00 or Flood >0.0900 m-R 0.207 0.117 Yes
(4) Area from 30.00 deg to 40.00 or Flood >0.0300 m-R 0.072 0.042 Yes
(5) Righting Arm at 30.00 deg >0.200 m 0.418 0.218 Yes
(6) Absolute Angle at MaxRA >25.00 deg 32.85 7.85 Yes
(7) GM at Equilibrium >0.150 m 1.257 1.107 Yes
(8) Area from 0.00 deg to MaxRA at 15.00 >0.0700 m-R 0.134 0.101 Yes
(9) Area from 0.00 deg to MaxRA at 30.00 >0.0550 m-R 0.134 0.079 Yes

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HEELING MOMENT
HEELING MOMENT CALCULATION IS CARRIED OUT ACCORD. TO THE FOLLOWING:

1)BEAM WIND EFFECT: referred to in 3.2.2.1.1 and 3.2.2.1.3, IMO A18/Res.

749 Chap.3.2
H.MT = .19*A*V^2*L/(DISPL.*1000000)
WHERE
H.MT HEELING MOMENT IN T.M
A = projected lateral area of the portion of the ship and deck cargo above the waterline
V = 504 N/m2. The value of P used for ships in restricted service may be reduced subject
to the approval of the Administration (100 KM /HR=53.96654 KN.)
L = 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)
DISPL. = displacement (t)
COS
A V2 L PHI PHI COS 2 DISPL. H.ARM H.MT
COND.

M^2 KN^2 M DEG MN M TM

FLA 69.31 2912.329 2.8285 0 1 1 1.00438 0.108006 10.9

TAN
DISPL. H.MT GM PHI PHI ” 10
CONDITION T TM M DEG.
FLA 100.88 10.8956 0.921 0.11727 6.6885 YES


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2) HEELING MOMENT DUE TO TURNING:

H.MT= 500*D/LWL*(KG -.5T)

WHERE
H.MT HEELING MOMENT
D DISPLACEMENT
LWL LOAD WATER LINE
KG CG ABOVE BL
T DRAFT
GM META CENTRIC HEIGHT

D LWL KG d HMT GM TAN PHI PHI DEG. ” 10

COND. T M M M KG.M M
FLA 100.88 18.96 2.767 1.631 5191.65 0.921 0.05588 3.198246 YES


3) HEELING MOMENT DUE TO CROWDING OF PASSENGERS: referred to in 3.1.2.6

V2 § d·
M R = 0.02 Δ¨ KG − ¸ in MT
L © 2¹

d DISPL. V KG MR GM TAN PHI PHI ” 10

M TON M/S M M DEG.
FLA 2.012 140.59 6.68778 2.426 9.2882 0.921 0.09996882 5.70882 YES

TOTAL (HEELING MOMENT AND HEELING ARM)

H.M H.M H.M TOT. H.M. DISPL. H. ARM GM TAN PHI PHI
COND M.TON M.TON M.TON M.TON TON M M DEG.
B.WIND TURN. CROWD.
FLA 10.8956 5.191649 9.288151 25.3754418 100.88 0.25154 0.921 0.273117 15.28

PHI 0.0 10 20 30 40 50 60 70 90
COS.PHI 1 0.984808 0.93969262 0.86603 0.76604 0.64279 0.5 0.342 0
FLA. H.ARM 0.251541 0.247719 0.23637109 0.21784 0.19269 0.16169 0.12577 0.086 0


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Heeling lever for towing

HLij = 0.5 * BP *(h* COS ij – r SIN ij) / DISPL.

Where,
BP = 4.752 ton
r = towline arm: distance between towing point and centre of effort = 3.165m (FROM
GA)
DISPL. = 100.88 ton
h = vertical distance, in m, between the towing hook and the centre of the propeller
h = 3.95 – VCB (FROM GA)

Heel Angle Righting Arm Heeling Arm HT

(deg) (m)
0 0 0.06835
5 0.05 0.061593
10 0.102 0.054367
15 0.159 0.046728
20 0.203 0.038732
25 0.216 0.030442
30 0.2 0.021921
35 0.167 0.013232
40 0.12 0.004443
45 0.063 -0.00438
49.88 0 -0.01296
ANGLE OF EQUILPRIAM AT 6 DEG.


AREA BETWEEN GZ CURVE AND HA CURVE = 5.09 • 0.09 m-rad

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