TRIM AND STABILITY BOOKLET LOADING MANUAL

M/V ALBATROS

Number of pages:128

Date: November , 2001

Doc. No.: MC - 002 -A386

Page No.

I.            GENERAL PARTICULARS 5

II.         PRECAUTIONS 7

III.       PERMISSIBLE STILL WATER SHEAR FORCES AND BENDING MOMENTS 11

IV.      PRACTICAL GUIDELINES OF GRAVITY OF THE CARGO HOLDS 13

V.         CAPACITIES AND CENTRES OF GRAVITY OF THE CARGO HOLDS 17

• BULK CARGO 18

No. 1 Cargo Hold 19

No. 2 Cargo Hold 20

No. 3 Cargo Hold 21

No. 4 Cargo Hold 22

• GENERAL CARGO 23

No. 1 Cargo Hold 24

No. 2 Cargo Hold 25

No. 3 Cargo Hold 26

No. 4 Cargo Hold 27

• TIMBER ON DECK 28

VI. CAPACITIES AND CENTRES OF GRAVITY OF THE TANKS 29

VII. CONSTANT WEIGHTS AND ICE ACCRETION 33

VIII. DETAILS OF THE DEPARTURE BUNKERS 35

IX. DETAILS OF THE ARRIVAL BUNKERS 38

X. LOADING CONDITIONS SUMMARY TABLES 41

XI. LOADING CONDITIONS 47

1. Lightship (Harbour condition) 48

2. Ballast - Departure (100% Bunkers) 51

3. Ballast - Arrival (10% Bunkers) 54

4. Homegeneous Cargo SF = 1.4663m³/t - Departure 57

5. Homegeneous Cargo SF = 1.4663m³/t - Arrival 60

6. Loading Condition No. 5 including Ice Accretion 63

7. Homegeneous Cargo SF = 1.6474m³/t; Cargo on Deck - Departure 66

8. Homegeneous Cargo SF = 1.6474m³/t; Cargo on Deck - Arrival 69

9. Loading Condition No.8 including Ice Accretion 72

11.Timber in Holds and on Deck; SF = 2.32 m³/t - Departure 75

12.Timber in Holds and on Deck; SF = 2.32 m³/t - Arrival 78

13. Loading Condition No.11 including Ice Accretion 81

14. Timber in Holds SF = 2.32m³/t; Wet Timber on deck - Arrival 84

Page No.

XII. TABLE OF MAXIMUM PERMISSIBLE KG 87

XIII. FREE SURFACES MOMENT 89

XIV. FREEBOARD MARK / DEADWEIGHT TABLE 92

XV. HYDROSTATICS PARTICULARS 94

XVI. TABULATION OF THE CROSS CURVES OF STABILITY , KN 107

• Without timber on deck 108
• With timber on deck 109

XVII. CORRECTION OF THE DISPLACEMENT DUE TO TRIM 110

XVIII. TABLE FOR DRAUGHT CORRECTION 113

XIX. IMO WEATHER CRITERION 116

Without cargo on deck and without ice 117

Without cargo on deck but with ice 118

Cargo on deck without ice 119

Cargo on deck but with ice 120

Timber on deck without ice 121

Timber on deck but with ice 122

XX. FLOODING ANGLE AND DECK IMMERSION ANGLE 123

XXI. METRIC CONVERSIONS 125

XXII. STOWAGE FACTOR CONVERSIONS 127

Ship's name : Albatros

Code letters: YQEF

Hull number: 1163

Register number:

IMO number: 773502

Port of registry:

Owner: NAVAL ACADEMY , CONSTANTA

Builder: BRAILA SHIPYARD, ROMANIA

Delivery: July 1977

Dimensions:

Length overall: LOA = 130.260 m [ 427' 4 5/16'' ]

Length between perpendiculars: LBP = 121.000 m [ 396' 11 ¾'' ]

Registered length: L = 121.190 m [ 397' 7 ¼'' ]

Moulded breadth: B = 17.700 m [ 58' 0 7/8'' ]

Registered breadth: B = 17.730m [ 58' 2 1/16'' ]

Moulded depth: D = 10.200m [ 33' 5 9/16'' ]

Registered depth: D = 10.240m [ 33' 7 1/8'' ]

Summer draught [extreme]: d = 8.118m [ 26' 7 5/8'' ]

Summer deadweight: DW = 8703.7 T [ 8566.6 LT ]

[SG = 1025 T/m³]

Full load displacement: DISP = 12342.3 T [ 12147.9 LT ]

[SG = 1025 T/m³]

Light displacement: LIGHT = 3638.6 T [ 3581.3 LT ]

Longitudinal centre of gravity: LCG = 48.730 m from AP

Vertical centre of gravity: VCG = 7,988m above BL

Gross tonnage: GT = 6015

Net tonnage: NT = 3535

Classification:

1. Compliance with the stability criteria does not ensure immunity against capsizing, regardless of the circumstances, or absolve the master from his responsibilities. Master should therefore exercise prudence and good seamanship, having regard to the season of the year, weather forecasts and the navigational zone and should take appropriate action as to speed and course warranted by the prevailing circumstances.

2. Care should be taken that the cargo allocated to the ship is capable of being stowed so that compliance compliance with the criteria can be achieved. If necessary, the amount should be limited to the extent that ballast weight may be required.

3. Before a voyage commences care should be taken to ensure that the cargo and sizeable 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.

4. The number of partially filled or slack tancks should be kept to a minimum because of their adverse effect on the stability.

5. 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.

6. Weathertight and watertight hatches, doors, etc., should be kept closed during navigation.

7. Any closing devices provided for vent pipes to fuel tanks should be secured in bad weather.

8. In all conditions of loading, necessary care should be taken to maintain a seaworthy freeboard.

9. 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 slamming or 25 propeller emergencies during 100 pitching motions should be considered dangerous.

10. 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.

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

12. Master 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.

13. Use of operational guidelines for avoiding dangerous situations in severe weather conditions or the on-board computer-based system.

14. Before a voyage commence care should be taken to ensure that the cargoes, ballast water and bunkers are so stowed, that it is achieved the compliance with the following intact stability criteria according to IMO Resolution A.749(18) as amended by Resolution MSC 75(69):

• The area under the righting lever curve (GZ curve) should not be less than 0.055 meter-radians up to 30^o angle of heel and not less than 0.09 meter-radians up to 40^o or the angle of flooring if this angle is less than 40^o. Additionally, the area under the righting lever curve (GZ curve) between the angle of heel of 30^o and 40^o or between 30^o and the angle of flooding, if this angle is less than 40^o should not be less than 0.03 meter-radians.
• The righting lever GZ should be at least 0.20 meters at an angle of heel greater or equal than 30^o.
• The maximum righting arm should occur at an angle of heel preferably exceeding 30^o but not less than 25^o.
• The initial metacentric height GM should not be less than 0.15 meters.
• The ship must also comply with the severe wind and rolling criterion (weather criterion): Weather criterion K > 1.

For all loading conditions, the initial metacentric height and the righting levers curves should be corrected for the effect of free surfaces of liquids in tanks, according to Chapter XIII.

To comply with all these criteria, the master must be sure that the vertical centre of gravity increased with the free surface correction is less than the permissible KG value (see Chapter XII).

15. When the ship operates in areas where ice accretion is likely to occur, adversely affecting the ship's stability, icing allowances must be included in the analysis of conditions of loading (see Chapter VII).

16. The ship can carry timber on deck provided the complying with the following conditions:

• The area under the righting lever curve (GZ curve) should not be less than 0.08 meter-radians up to 40^o angle of heel or the angle of flooding if this angle is less than 40^o.
• The maximum value of the righting lever GZ should be at least 0.25 metres.
• At all times during the voyage, the metacentric height should not be less than 0.10 metres after correction for the free surface effects of liquid in tanks and, where appropriate, the absorption of water by the deck cargo and/or ice accretion on the exposed surfaces.
• In the arrival condition, it should be assumed that the weight of the timber deck cargo has increased by 10% due to water absorption.
• When determining the ability of the ship to withstand the combined effects of beam wind and rolling according to 3.2 Resolution A 749(18), the 16^o limiting angle of heel under action of steady wind should complied with, but the additional criterion of 80% of the angle of deck edge immersion may be ignored.
• The stowage of timber deck cargoes should comply with the provision of chapter 3 of the Code of Safe.
• Ballasting should be carried out before the loading of timber cargoes commence;
• No ballasting should be carried out after departure; deballasting should be carried out after the unloading of timber deck cargoes is finished;
• When timber deck cargoes are carried and it is anticipated that some formation of ice will take place,an allowance should be made in the arrival condition for the additional weight.
• The amount of timber deck cargoes should be not more than 750 tonnes and the stack height above deck should be not less than 3.0 metres.

17. The ship can carry general cargo on deck not more than 840 tonnes with the vertical centre of gravity not more than 12.750 metres.

18. The Master must ensure that the necessary calculations are carried out at each intermediate step so that:

• Adequate intact transverse stability is maintained.
• The permissible still water bending moments and shear forces are not exceeded.

19. If there is any difficulty in establishing a safe ballast exchange sequence, or there is any doubt in the interpretation of the stress limits imposed on the ship, no attempt should be made to exchange water ballast at sea.

20. For cargo or ballast conditions (including the partial loading during the harbour operations), the longitudinal strength must be checked using the multipoint loading instrument. The loading and ballasting must be made in such a way as to avoid the creation of unacceptable stresses in the ship's structure, i.e., the values of still water bending moments and shear forces must always be less than the permissible values.

21. Heavy packages may be carried in the holds after the estimation for each individual case. The permitted specific pressure for double bottom is 9.5 T/M². The permitted specific pressure for deck and hatch covers is 2.0 T/M² and for tweendeck is 3.0 T/M².

22. Bulk cargoes shall be loaded and trimmed reasonably level, as necessary to the boundaries of the cargo space to minimize the risk of shifting and to ensure that adequate stability will maintained through the voyage.

According to Romanian Register of Shipping fax no. 17/I/2173 dated 09.11.2001 the permissible still water shear forces and bending moments are as follows:

Loading condition 4: HOMOGENEOUS CARGO, SF = 1.4663 M³/T - DEPARTURE

On the displacement sheet we calculate it and its centre of gravity:

• D = 12342.50 T
• LCG = 60.95 M
• VCG = 6.50 M

At the displacement of 12342.5 tonnes the following values are determinated by linear interpolation from Chapter XV - HYDROSTATIC PARTICULARS:

Corresponding draught, d₀ = 8.12 M

Transverse metacentre height, TKM = 7.53 M

Longitudinal centre of buoyancy, LCB = 61.42 M

Longitudinal centre of flotation, LCF = 58.59 M

Moment to change trim one cm, MCT = 141.70 T ∙ M

Trimming lever - the distance between LCB and LCG; trimming lever = LCB - LCG.

• When LCG is aft of LCB the trim will be by the stern.
• When LCG is forward of LCB the trim will be by the head.

Trimming lever = 61.42 - 60.95 = 0.47 M

Trim, TR

Draught on aft perpendicular, d_aft:

Draught on fore perpendicular, d_fore:

d_{fore =} d_aft - TR [M]

d_fore = 8.32 - 0.41 = 7.91 M

METACENTRIC HEIGHT (SOLID), GM_SOLID

GM_SOLID = TKM -VCG [M]

GM_SOLID = 7.53 - 6.50 = 1.03 M

CORRECTED METACENTRIC HEIGHT (FLUID), GM_FLUID

GM_FLUID = GM_SOLID - CORR_GM [M], where:

• CORR_GM is the free surfaces correction

CORR_GM = TOTAL FSM_GM/D [M]

TOTAL FSM_GM = 1567. T ∙ M

CORR_GM = 1567. / 12342.5 = 0.12 M

GM_FLUID = 1.03 - 0.12 = 0.91 M

EFFECTIVE KG

KG_CORR = VCG + CORR_GM [M]

KG_CORR = 6.50 + 0.12 = 6.62 M

To comply with IMO Resolution A.749 (18), the Master must be sure that the vertical centre of gravity, increased with the free surfaces correction, is less than the permissible KG value (see Chapter XII).

KG_PERMISSIBLE = 7.17 M

KG_CORR < KG_PERMISSIBLE ; 6.62 M < 7.17 M

From Chapter XIX - IMO WEATHER CRITERION by double linear interpolation for corresponding draught

d₀ = 8.12 M and KG_CORR = 6.62 M, K = 5.534 > 1.

To calculate the righting levers curve the following formula is to be used:

GZ_Θ^º_SOLID = KN - VCG ∙ SIN Θ^º

GZ_Θ^º_LICHID = GZ_Θ^º_SOLID - CORR_GZΘº ,

CORR_GZΘº = TOTAL FSM_GZΘº / D, where:

• KN values will be found by interpolation from Chapter XVI - TABULATION OF THE CROSS CURVES OF STABILITY, KN.
• CORR_GZΘº is the free surfaces correction for GZ levers from Chapter XIII - FREE SURFACES MOMENT.

The criteria according to IMO Resolution A.749 (18) are evaluated as follows:

Actual Value Minimum Required Value

Area under curve up to 30º 0.131 M - radian ≥ 0.055 M - radian

Area under curve up to 40º 0.229 M - radian ≥ 0.090 M - radian

Area between 30º and 40º 0.099 M - radian ≥ 0.030 M - radian

GZ corresponding to 30º 0.498 M ≥ 0.200 M

Angle corresponding to GZ_max 50.3º ≥ 25º

Initial metacentric height (fluid) 0.910 M ≥ 0.150 M

Weather Criterion 5.534 > 1.000

CHAPTER V