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CHAPTER 6
DETAILED CAPACITY CALCULATION AND
MASS ESTIMATION
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
The capacity plan is to know the cargo volumes in holds and the disposition of tanks
and their position of centre of gravities. The mass of crew and effects and water
ballast necessary for the design are known. Knowing the density of the various
liquids, the volume required is calculated. The hold capacity can be calculated by
subtracting the sum of the wing tank capacity and double bottom volume from the
total under deck capacity. With the capacity determined, it is possible to calculate the
stowage factor.
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
The light ship mass is split up into various components and their masses are
estimated using empirical formulae and summed up. Mathematically,
ΔLS = ΔSE + ΔWO + ΔEP,
Where,
ΔSE = Steel mass
ΔWO = Wood & outfit mass
ΔEP = Engine plant mass
ΔSE = Δ7SE [1+ 0.5 (CB0.8 –0.7)] + 840 t (addition for Ice Class 1A, taken
from parent ship)
Δ7SE = KE1.36
K = 0.029 –0.035
E = L (B + T) + 0.85L (D-T) + 250
= 19030.44
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
= 3173.9t
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
The longitudinal position of the basic hull weight is assumed to be located at mid of
length over all, as ship is highly strengthened in fwd and aft to meet with operational
requirements.
Table 6.5
Determination of COG of Steel Mass
ITEM MASS(t) LCG from AP(m) VCG keel(m)
Super structure 634.6 36.89 30.78
Longitudinal continuous material 25083.3 125.6 10.96
TOTAL 25717.9 123.41 11.45
The engine plant mass is divided into propeller mass, propeller shaft mass,
main engine mass, & remainder mass
Table 6.6
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
Table 6.7
Determination of COG of Light Ship
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
Available capacity
Cargo Capacity = 174294.17 m3
Ballast water Capacity = 50841.42m3
HFO tank Capacity = 7152.1 m3
DFO tank Capacity = 797.4 m3
Boiler fuel tank Capacity = 379.42 m3
LO tank Capacity = 247 m3
Capacity of FW tank = 32 m3
Capacity of washing water tank= 132.44 m3
All the available capacities of tanks is more than the required, hence the design
is satisfactory.
129
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
CHAPTER 7
DETAILED TRIM AND
STABILITY CALCULATIONS
130
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
For small angles of inclination (heel) of the order of 4 or 5 degrees, the waterlines
before inclination and after inclination intersect at the same point on the vertical
centreline of the vessel, keeping the emerged and immersed volume of water equal.
The center of buoyancy has moved off the vessel’s centerline as the result of
inclination, and the lines along which the resultants of weight and buoyancy act are
separated by a distance, “GZ”, the righting arm. A vertical line through the centre of
buoyancy will intersect the original vertical through the centre of buoyancy, which is
in the vessel’s centreline plane, at a point “M” called the transverse metacentre. For
small angles of inclination, the point “M”, will remain practically stationary with respect
to the vessel’s centreline. The distance “GM", between the vessel’s centre of gravity
‘G’ and M’ when angle of heel is zero degrees, is the transverse metacentric height
(often called “Initial Stability” ) and is used as an index of stability for the preparation
of stability curves. The position of the transverse metacentre varies with the draft.
The transverse met centric position for small angles of inclination above the keel
point “K”, denoted as “KM".
The location of the metacentre has neither to do with the nature nor the distribution of
weights onboard. On the other hand, the vertical centre of gravity position above the
keel point “K”, denoted as “KG”, depends on the nature & distribution of oil, water
etc.
The centre of gravity of a vessel decreases directly when the positioning of weights is
lower and increases when positioning of weights is higher.
The transverse metacentric height is given by the relation:
GM = KMT – KG
If the displacement of the vessel in the light condition is known, the position of centre
of gravity “KG” , can be calculated by taking the vertical moments (weight of the
item * centre of gravity of the item) of all items on board and dividing the sum of these
moments by the total weight, i.e., displacement. Corresponding to this displacement,
the draft is determined and the “KMT" value obtained from the Hydrostatic Curves or
tables.
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
The motion of the liquid in a partially filled tank reduces the vessel’s stability because,
as the vessel is inclined, the centre of gravity of the liquid shifts towards one side.
This shift in the liquid causes the vessel’s centre of gravity to move towards the
lower side, reducing the righting arm and thus the stability is adversely affected by
the “free surface effect". The sum of the free surface moments of all liquid items in
tanks, not pressed full, is divided by the displacement of the vessel to obtain the Free
Surface Correction, described in page no. 21, denoted as “GG0 ". The new vertical
centre of gravity is denoted as “G” and its position above keel,”KG "is given by the
simple relation,
KGO =KG + GG0
To maintain positive stability, the transverse metacentre must lie above the centre of
gravity i.e., the metacentric height must always be positive and its value must be able
to comply with statutory requirements.
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
The longitudinal metacentre, like the transverse, is substantially fixed with respect to
the vessel for moderate angles of inclination if there is no abrupt change in the shape
of the vessel in the vicinity of waterline, and its distance above the vessels center of
gravity is called the longitudinal metacentric height.
The draft “T”, corresponding to the displacement, obtained from the Hydrostatic
Curves or Tables, is the draft at the longitudinal centre of flotation, denoted as “LCF”.
The longitudinal centre of gravity “LCG” is obtained by dividing the net longitudinal
moment by the displacement. If the longitudinal centre of buoyancy “LCB” position
does not coincide with “LCG” position, the vessel will “trim“, i.e., the draft at the fore
end of waterline “Tf " and the draft at the aft end “T a " will not be equal. If the “LCG”
is forward of the “LCB”, the vessel will trim by forward and if the “LCB” is forward of
the “LCG” , the vessel will trim by aft.
The total trim, denoted as “t”, is given by:
Positive “t” implies trim by aft & negative “t” implies trim by forward. The “LCB”,
“LCF”, and “MCT1cm" (moment to change trim by 1cm) are all obtained from the
Hydrostatic Tables
The drafts at the extreme ends of waterline are given by the algebraic relation:
Ta = T + t * LCF / LWL
Tf = T + t * (LCF-LWL) / LWL
The position of “LCG” depends on whether the weights are placed more concentrated
in the forward or aft of the vessel, in which case the vessel will trim by forward or aft,
respectively. Hence, the distribution of cargo, oil, freshwater, etc. must be uniform to
keep the trim as little as possible and towards aft. It must be noted that if it is not
possible to avoid trim, then trim by aft is more recommendable than trim by forward.
In the departure condition the trim, if present, must be, as far as possible, by aft.
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
The ability of a ship to withstand the combined effects of beam wind & rolling should
be demonstrated for each standard condition of loading.
The ship is subjected to a steady wind pressure acting perpendicular to the ship’s
centreline which results in a steady wind heeling lever (lw1)
1. From the resultant angle of equilibrium (θ0), the ship is assumed to roll owing to
wave action to an angle of roll (θ1) to windward.
2. The ship is then subjected to a gust wind pressure which results in a gust wind
heeling lever (lw2)
3. Under these circumstances, area “ b” should be greater than or equal to area “a”.
4. Free surface effect should be accounted for in the standard conditions of loading.
The wind heeling levers lw1 and lw2 are constant values at all angles of inclinations
and should be calculated as follows:
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
Where:
P= 504 N/m2
A= Projected lateral area of the portion of the ship above waterline in m2.
Z= Vertical distance from the centre of the projected lateral area (A) to the
centre of underwater lateral area or approximately to a point at one half
the draft in metres.
Δ= Displacement of the ship in tonnes.
g= Acceleration due to gravity (g = 9.81 m/s2)
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
Values of factor X1
B/d ≤ 2.4 2.5 2.6 2.7 2.8 2.9 3.0 3.1 3.2 3.4 ≥ 3.5
X1 1.00 0.98 0.96 0.95 0.93 0.91 0.90 0.88 0.86 0.82 0.80
Values of factor X2
Cb ≤ 0.45 0.50 0.55 0.60 0.65 ≥ 0.70
X2 0.75 0.82 0.89 0.95 0.97 1.00
Values of factor k
Ak × 100 / L × B 0.00 1.00 1.50 2.00 2.50 3.00 3.50 ≥ 4.00
K 1.00 0.98 0.95 0.88 0.79 0.74 0.72 0.70
Values of factor s
T ≤ 6.00 7.00 8.00 12.00 14.00 16.00 18.00 ≥ 20.00
S 0.100 0.098 0.093 0.065 0.053 0.044 0.038 0.035
(Intermediate values in tables should be obtained by linear interpolation)
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146
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
(Tables 7.14)
CROSS CURVES OF STABILITY(KN) TABLES
Trim= -1.5m (Aft)
Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o
25000 4.88 9.28 12.19 13.91 15.97 16.88 17.10 17.35 16.65 15.14
40000 4.036 7.803 10.69 12.66 15.16 16.54 17.219 17.36 16.6 15.03
55000 3.194 6.323 9.191 11.42 14.35 16.19 17.336 17.38 16.5 14.91
70000 2.7 5.397 8.039 10.37 13.7 15.93 17.117 17.12 16.3 14.74
85000 2.387 4.8 7.2 9.491 13.15 15.63 16.71 16.73 16 14.54
100000 2.185 4.391 6.601 8.798 12.68 15.19 16.212 16.27 15.6 14.33
115000 2.052 4.102 6.176 8.277 12.26 14.65 15.662 15.78 15.2 14.11
130000 1.953 3.904 5.881 7.895 11.77 14.05 15.079 15.29 14.9 13.9
145000 1.885 3.771 5.677 7.621 11.23 13.41 14.475 14.79 14.5 13.69
160000 1.832 3.679 5.538 7.432 10.66 12.73 13.855 14.28 14.1 13.49
175000 1.8 3.615 5.449 7.26 10.09 12.03 13.22 13.77 13.8 13.3
190000 1.783 3.576 5.392 7.018 9.511 11.34 12.571 13.24 13.4 13.1
147
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
(Tables 7.15)
(Tables 7.16)
148
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
(Tables 7.17)
(Tables 7.18)
149
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
(Tables 7.19)
(Tables 7.20)
150
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
(Tables 7.21)
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
17.5 60
50
40
70
30
15 80
20
12.5
15
10.
10
7.5
5.0 5
2.5
25000 40000 55000 70000 85000 100000 115000 130000 145000 160000 175000 190000
DISP (t)
Fig 7.1
CROSS CURVES (EVEN KEEL CONDITION)
152
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
1) The area under the righting lever (GZ) curve shall not be less than 0.055
m-radians upto an angle of heel of 30°.
30
30
∫
0
(KN – KG Sinθ) dθ = 0.055
30 30
∫
0
KN dθ - ∫
0
KG Sinθ dθ = 0.055
30 30
∫
0
KN dθ - KG ∫0
KG Sinθ dθ = 0.055
30
KG = ∫ KN dθ − 0.055
0
30
∫ Sinθ dθ
0
30
KG1 = ∫ KN dθ − 0.055
0
m Condition (1)
1 – Cos30
(2) The area under the righting lever (GZ) curve shall not be less than 0.09
m-radians to an angle of either 40° or an angle of (θf) (Flooding angle)
if that be less
40
∫ GZ
0
dθ = 0.09 m – radians (assuming Flooding angle (θf) is more than
40°)
Similarly as above, we can arrive at
40
1 – Cos40
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
KG3 = ∫ KN dθ − 0.03
30
m Condition (3)
Cos30 – Cos40
4) The maximum righting lever (GZ) shall be at least 0.2 metre at an angle of heel
equal to or greater than 30°
5) Maximum righting lever (GZ) should occur at an angle exceeding 30° but not
less than 25° (say maximum righting lever (GZ) occur at 25°)
∂ (GZ) 25 =0
∂θ
∂ (KN – KG Sinθ) 25 =0
∂θ
∂ KN 25 – KG ∂ Sinθ) 25 =0
∂θ ∂θ
KG = ∂ KN 1
∂θ Cos25
KG5 = KN30 – KN20 1 Condition (5)
10 * π Cos25
180
6) The initial metacentric height shall be not less than 0.15 metre
GM = 0.15 m
KMT - KG = 0.15 m
154
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
(Tables 7.22)
COMPUTATIONS OF IMO ENVELOP
DISP KMT KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin
TRIM – 2.0m (For’d)
25000 66.23 41.39 35.69 28.11 31.54 12.96 66.08 12.96 53.27
40000 46.13 36.99 32.78 27.21 29.92 15.76 45.98 15.76 30.37
5500 52.59 32.58 29.88 26.31 28.29 18.54 52.44 18.54 34.05
70000 30.74 29.37 27.74 25.60 26.99 21.03 30.59 21.03 9.71
8500 40.98 26.91 26.07 25.00 25.89 23.13 40.83 23.13 17.85
100000 24.83 25.12 24.75 24.30 24.95 24.55 24.68 24.30 0.53
115000 23.53 23.70 23.64 23.60 24.10 25.15 23.38 23.38 0.15
130000 22.40 22.58 22.61 22.70 23.12 24.48 22.25 22.25 0.15
145000 21.37 21.76 21.63 21.50 22.04 22.78 21.22 21.22 0.15
160000 20.90 21.09 20.73 20.30 20.90 20.37 20.75 20.30 0.60
175000 20.60 20.41 19.83 19.10 19.75 17.83 20.45 17.83 2.77
190000 20.41 19.74 18.94 17.90 18.60 15.74 20.26 15.74 4.67
(Tables 7.23)
COMPUTATIONS OF IMO ENVELOP
DISP KMT KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin
TRIM - 1.5m (For’d)
25000 65.72 41.39 35.69 28.11 31.54 13.02 65.57 13.02 52.70
40000 46.41 36.99 32.78 27.21 29.91 15.77 46.26 15.77 30.64
5500 36.43 32.58 29.92 26.41 28.29 18.54 36.28 18.54 17.89
70000 30.75 29.37 27.74 25.60 26.99 21.02 30.60 21.02 9.73
8500 27.21 26.98 26.07 24.90 25.90 23.12 27.06 23.12 4.09
100000 25.14 25.12 24.75 24.30 24.96 24.54 24.99 24.30 0.84
115000 23.51 23.70 23.64 23.60 24.11 25.16 23.36 23.36 0.15
130000 22.43 22.65 22.61 22.60 23.14 24.50 22.28 22.28 0.15
145000 21.39 21.76 21.67 21.60 22.06 22.82 21.24 21.24 0.15
160000 20.93 21.09 20.73 20.30 20.92 20.42 20.78 20.30 0.63
175000 20.60 20.49 19.83 19.00 19.77 17.87 20.45 17.87 2.73
190000 20.41 19.74 18.98 18.00 18.62 15.76 20.26 15.76 4.65
155
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
(Tables 7.24)
(Tables 7.25)
COMPUTATIONS OF IMO ENVELOP
DISP KMT KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin
TRIM - 0.5m (For’d)
25000 66.54 41.39 35.65 28.01 31.52 13.02 66.39 13.02 53.52
40000 46.57 36.99 32.78 27.21 29.91 15.77 46.42 15.77 30.80
5500 36.55 32.58 29.92 26.41 28.30 18.54 36.40 18.54 18.01
70000 30.84 29.37 27.78 25.70 27.00 21.01 30.69 21.01 9.83
8500 27.25 26.98 26.12 25.00 25.91 23.10 27.10 23.10 4.15
100000 24.87 25.12 24.79 24.40 24.98 24.51 24.72 24.40 0.47
115000 23.50 23.77 23.68 23.60 24.14 25.15 23.35 23.35 0.15
130000 22.50 22.65 22.65 22.70 23.18 24.54 22.35 22.35 0.15
145000 21.46 21.83 21.71 21.60 22.10 22.88 21.31 21.31 0.15
160000 20.94 21.09 20.77 20.40 20.97 20.51 20.79 20.40 0.54
175000 20.62 20.49 19.88 19.10 19.82 17.92 20.47 17.92 2.70
190000 20.41 19.82 19.02 18.00 18.67 15.79 20.26 15.79 4.62
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
(Tables 7.26)
(Tables 7.27)
COMPUTATIONS OF IMO ENVELOP
DISP KMT KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin
TRIM - 0.5 m (Aft )
25000 67.11 41.39 35.65 28.01 31.50 13.02 66.96 13.02 54.09
40000 46.64 36.99 32.78 27.21 29.90 15.78 46.49 15.78 30.86
5500 36.65 32.58 29.92 26.41 28.30 18.54 36.50 18.54 18.11
70000 30.93 29.45 27.78 25.60 27.01 21.01 30.78 21.01 9.92
8500 27.32 26.98 26.12 25.00 25.92 23.08 27.17 23.08 4.24
100000 24.92 25.19 24.79 24.30 24.99 24.49 24.77 24.30 0.62
115000 23.49 23.77 23.72 23.70 24.16 25.14 23.34 23.34 0.15
130000 22.58 22.73 22.70 22.70 23.21 24.56 22.43 22.43 0.15
145000 21.58 21.83 21.71 21.60 22.14 22.92 21.43 21.43 0.15
160000 20.96 21.16 20.82 20.40 21.01 20.57 20.81 20.40 0.56
175000 20.63 20.49 19.92 19.20 19.85 17.98 20.48 17.98 2.65
190000 20.42 19.82 19.02 18.00 18.70 15.84 20.27 15.84 4.58
157
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
(Tables 7.28)
(Tables 7.29)
COMPUTATIONS OF IMO ENVELOP
DISP KMT KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin
TRIM - 1.5m (Aft )
25000 67.57 41.31 35.65 28.11 31.48 13.02 67.42 13.02 54.55
40000 46.80 36.99 32.78 27.21 29.88 15.79 46.65 15.79 31.01
5500 36.72 32.58 29.92 26.41 28.29 18.55 36.57 18.55 18.17
70000 31.02 29.45 27.78 25.60 27.01 20.99 30.87 20.99 10.03
8500 27.39 27.06 26.16 25.00 25.93 23.06 27.24 23.06 4.33
100000 24.97 25.19 24.83 24.40 25.01 24.46 24.82 24.40 0.57
115000 23.49 23.85 23.72 23.60 24.18 25.10 23.34 23.34 0.15
130000 22.60 22.73 22.74 22.80 23.23 24.55 22.45 22.45 0.15
145000 21.68 21.91 21.76 21.60 22.16 22.94 21.53 21.53 0.15
160000 20.99 21.16 20.82 20.40 21.03 20.59 20.84 20.40 0.59
175000 20.65 20.56 19.96 19.20 19.88 18.02 20.50 18.02 2.63
190000 20.44 19.82 19.06 18.10 18.73 15.87 20.29 15.87 4.57
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
(Tables 7.30)
159
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
Step - 1 Identify the loading condition and associated deadweight items and the
centres of gravity (KG & LCG).
Step - 2 Displacement for this condition along with the vertical (KG) and
longitudinal (LCG) centre of gravity is given by the sum of deadweight
items and the Lightship weight
Step - 3 Determine the LCB, T, & LCF from the hydrostatics tables and above
parameters w.r.t to the corresponding trim.
Step - 4 From the above graphs read off the trim at which LCB = LCG and also
the corresponding LCF & T. This is the trim at which the ship will float in
equilibrium. Cross check the displacement & LCB at this trim & draft
and continue the iteration till sufficient accuracy of results are obtained
satisfying the conditions -Total Weight of the ship = Displacement and
LCG=LCB .
Step - 5 From the trim obtained by the above calculate the draft forward and
draft aft.
Step-6 Metacentric Height (GM) is given by the difference between KMt &KG
and expressed as GM = KMt – KG(m).
Step-7 Applying Free Surface correction for partially filled tanks to get the
final GM
G0 M = GM – GG0. .
Step – 8 The GM obtained through the above calculations should satisfy the
maximum permissible KG min permissible GM as specified by the IMO
criteria for intact stability.
Step – 9 The metacentric height calculated above is valid for smaller angles of
heel. For larger angles of heel the righting lever (GZ) is to be
considered.
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
Step – 10 From the GZ values obtained for the different angles of heel plot a
curve of Angle of Heel versus GZ. From this curve calculate the areas
under different angles to satisfy the IMO intact stability criteria
Step – 11 Finally, the weather criteria as per IMO requirements is to be found
satisfactory for different loading conditions.
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(Tables 7.33)
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163
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
According to IMO a ship has to be examined for the following four loading conditions.
1) Ship in the fully loaded departure condition, with cargo homogeneously
distributed throughout all cargo spaces and with full stores and cargo.
2) Ship in the fully loaded arrival condition, with cargo homogeneously distributed
throughout all cargo spaces and with 10 % stores.
3) Ship in ballast in the departure condition, without cargo but with full stores and
fuel.
4) Ship in ballast in the arrival condition, without cargo and with 10 % stores and
fuel remaining.
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Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION - 1
FULLY LOADED DEPARURE CONDITION
SL.NO ITEM WEIGHT LCG L.MOM VCG V.MOM FSM
t m tm m tm tm
1 CREW & EFFECT 5.76 36.89 212.49 30.78 177.29 0.00
2 PROVISION STORE 9.97 36.89 367.79 28.00 279.16 0.00
3 CH1(P) 13526.12 69.77 943717.31 13.53 183008.39 15475.16
4 CH1(S) 13526.12 69.77 943717.31 13.53 183008.39 15475.16
5 CH2(P) 15901.85 109.25 1737276.57 13.45 213879.82 18504.95
6 CH2(S) 15901.85 109.25 1737276.57 13.45 213879.82 18504.95
7 CH3(P) 14311.66 149.63 2141453.77 13.45 192491.83 16654.46
8 CH3(S) 14311.66 149.63 2141453.77 13.45 192491.83 16654.46
9 CH4(P) 15621.22 189.63 2962252.76 13.45 210105.47 18178.39
10 CH4(S) 15621.22 189.63 2962252.76 13.45 210105.47 18178.39
11 CH5(P) 12344.41 225.39 2782305.71 13.4 165785.38 13350.11
12 CH5(S) 12344.41 225.39 2782305.71 13.4 165785.38 13350.11
13 HFO tank1(p) 370.87 23.72 8797.11 2.28 845.60 476.06
14 HFO tank1(s) 370.87 23.72 8797.11 2.28 845.60 476.06
15 HFO tank2(p) 114.98 50.05 5754.67 1.60 184.52 82.29
16 HFO tank2(s) 114.98 50.05 5754.67 1.60 184.52 82.29
17 HFO tank 3(p) 2045.06 71.64 146509.43 1.57 3213.03 4654.40
18 HFO tank 3(s) 2045.06 71.64 146509.43 1.57 3213.03 4654.40
19 HFO tank4(p) 798.39 95.20 76006.57 1.54 1232.13 1855.66
20 HFO tank4(s) 798.39 95.20 76006.57 1.54 1232.13 1855.66
21 Boiler fuel tank1(P) 176.62 44.10 7789.65 1.90 334.73 350.44
22 Boiler fuel tank1(S) 176.62 44.10 7789.65 1.90 334.73 350.44
23 Diesel oil tank 1(P) 332.12 35.90 11923.00 2.28 757.24 662.15
24 Diesel oil tank 1(S) 332.12 35.90 11923.00 2.28 757.24 662.15
25 lo tank(P) 108.93 47.47 5170.76 1.60 174.81 82.29
26 lo tank(s) 108.93 47.47 5170.76 1.60 174.81 82.29
27 Waste water tank (P) 64.90 8.38 543.62 4.00 259.58 2.86
28 Waste water tank (S) 64.90 8.38 543.62 4.00 259.58 2.86
29 Fresh water tank(P) 15.68 8.38 131.35 10.2 159.94 1.68
30 Fresh water tank(S) 15.68 8.38 131.40 10.2 159.94 1.68
31 Aft peak tank(P) 400.00 -5.63 -2253.72 18.96 7584.76 696.39
32 Aft peak tank(S) 400.00 -5.63 -2253.72 18.96 7584.76 696.39
33 Ice load 395.2 146.37 57845.42 24.39 9638.93 0.00
TOTAL 152676.52 142.22 21713182.87 12.90 1970129.8 182054.57
165
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION -1
FULLY LOADED DEPARURE CONDITION
DISPLACEMENT 184371.32 t
VERTICAL CENTRE OF GRAVITY (KG/VCG) 12.86 m
LONGITUDINAL CENTRE OF GRAVITY (LCG) 136.24 m
LONGITUDINAL CENTRE OF BUOYANCY (LCB) 136.24 m
FROM HYDROSTATICS THE TRIM IS 1.90 cm
CORRESPONDING MEAN DRAFT 16.86 m
LONGITUDINAL CENTRE OF FLOTATION (LCF) 129.14 m
MOMENT TO CHANGE TRIM BY 1cm (MCT1cm) 2361.41 tm
METACENTRIC RADIUS (KMT) 20.47 m
BASELINE DRAFT AFT (TAFT) 16.87 m
BASELINE DRAFT FORD (TFORD) 16.85 m
DRAFT AFT AT DRAFT MARKS 16.87 m
DRAFT FOR'D AT DRAFT MARKS 16.85 m
TRANSVERSE METACENTRIC HEIGHT (GMT) GMT = KMT - KG 7.61 m
FREE SURFACE (FSM) CORRECTION (GG0) GG0 = FSM/DISP 0.99 m
CORRECTED METACENTRE (G0MT) G0MT = GMT - GG0 6.62 m
VERTICAL CENTRE OF GRAVITY WITH FSM
(KG0) KG0 = KG + GG0 13.85 m
G0Z = KN - KG0 *
RIGHTING ARM LEVER (G0Z) SIN(θ) m
166
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION -1
FULLY LOADED DEPARURE CONDITION
167
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION -1
FULLY LOADED DEPARURE CONDITION
4.8
4.4
4.0
3.6
RIGHTING LEVER GZ (m)
3.2
2.8
2.4
2.0
1.6
1.2
0.8
0.4
θ
5 10 15 20 30 40 50 60 70 θ 80
θ
ANGLE OF HEEL(deg)
Fig 7.2
168
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION-2
FULLY LOADED ARRIVAL CONDITION (50% STORE)
SL.NO ITEM WEIGHT LCG L.MOM VCG V.MOM FSM
t m tm m tm tm
1 CREW & EFFECT 5.76 36.89 212.49 30.78 177.29 0.00
2 PROVISION STORE 4.90 36.89 180.76 28.00 137.20 0.00
3 CH1(P) 13526.12 69.77 943717.31 13.53 183008.39 15475.16
4 CH1(S) 13526.12 69.77 943717.31 13.53 183008.39 15475.16
5 CH2(P) 15901.85 109.25 1737276.57 13.45 213879.82 18504.95
6 CH2(S) 15901.85 109.25 1737276.57 13.45 213879.82 18504.95
7 CH3(P) 14311.66 149.63 2141453.77 13.45 192491.83 16654.46
8 CH3(S) 14311.66 149.63 2141453.77 13.45 192491.83 16654.46
9 CH4(P) 15621.22 189.63 2962252.76 13.45 210105.47 18178.39
10 CH4(S) 15621.22 189.63 2962252.76 13.45 210105.47 18178.39
11 CH5(P) 12344.41 225.39 2782305.71 13.43 165785.38 13350.11
12 CH5(S) 12344.41 225.39 2782305.71 13.43 165785.38 13350.11
13 Slop tank(P) 861.00 50.99 43902.02 13.84 11916.24 210.43
14 Slop tank(S) 861.00 50.99 43902.02 13.84 11916.24 210.43
15 HFO tank1(P) 185.44 23.72 4398.56 2.28 422.80 476.06
16 HFO tank1(S) 185.44 23.72 4398.56 2.28 422.80 476.06
17 HFO tank2(P) 57.49 50.05 2877.34 1.60 92.26 82.29
18 HFO tank2(S) 57.49 50.05 2877.34 1.60 92.26 82.29
19 HFO tank 3(P) 1022.53 71.64 73254.71 1.57 1606.52 4654.40
20 HFO tank 3(S) 1022.53 71.64 73254.71 1.57 1606.52 4654.40
21 HFO tank4(P) 399.19 95.20 38003.29 1.54 616.06 1855.66
22 HFO tank4(S) 399.19 95.20 38003.29 1.54 616.06 1855.66
23 Boiler fuel tank1(P) 88.31 44.10 3894.82 1.90 167.36 350.44
24 Boiler fuel tank1(S) 88.31 44.10 3894.82 1.90 167.36 350.44
25 Diesel oil tank 1(P) 166.06 35.90 5961.55 2.28 378.62 662.15
26 Diesel oil tank 1(S) 166.06 35.90 5961.55 2.28 378.62 662.15
27 lo tank(P) 54.46 47.47 2585.38 1.60 87.40 82.29
28 lo tank(S) 54.46 47.47 2585.38 1.60 87.40 82.29
29 Waste water tank (P) 32.45 8.38 271.81 4.00 129.79 2.86
30 Waste water tank (S) 32.45 8.38 271.81 4.00 129.79 2.86
31 Fresh water tank(P) 7.84 8.38 65.67 10.20 79.97 1.68
32 Fresh water tank(S) 7.84 8.38 65.70 10.20 79.97 1.68
33 Aft peak tank(P) 825.00 -5.63 -4648.30 18.96 15643.56 696.39
34 Aft peak tank(S) 825.00 -5.63 -4648.30 18.96 15643.56 696.39
35 Ice load 395.2 146.37 57845.42 24.39 9638.93 0.00
TOTAL 151215.91 142.40 21533384.64 13.24 2002776.36 182475.43
169
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION-2
FULLY LOADED ARRIVAL CONDITION (50% STORE)
DISPLACEMENT 182910.71 t
VERTICAL CENTRE OF GRAVITY (KG/VCG) 13.14 m
LONGITUDINAL CENTRE OF GRAVITY (LCG) 136.35 m
LONGITUDINAL CENTRE OF BUOYANCY (LCB) 136.35 m
FROM HYDROSTATICS THE TRIM IS -2.30 cm
CORRESPONDING MEAN DRAFT 16.74 m
LONGITUDINAL CENTRE OF FLOTATION (LCF) 129.21 m
MOMENT TO CHANGE TRIM BY 1cm (MCT1cm) 2355.33 tm
METACENTRIC RADIUS (KMT) 20.49 m
BASELINE DRAFT AFT (TAFT) 16.73 m
BASELINE DRAFT FORD (TFORD) 16.75 m
DRAFT AFT AT DRAFT MARKS 16.73 m
DRAFT FOR'D AT DRAFT MARKS 16.75 m
TRANSVERSE METACENTRIC HEIGHT (GMT) 7.35 m
FREE SURFACE (FSM) CORRECTION (GG0) 1.00 m
CORRECTED METACENTRE (G0MT) 6.35 m
VERTICAL CENTRE OF GRAVITY WITH FSM (KG0) 14.14 m
G0Z = KN - KG0 *
RIGHTING ARM LEVER (G0Z) SIN(θ) m
170
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION-2
FULLY LOADED ARRIVAL CONDITION (50% STORE)
171
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION-2
FULLY LOADED ARRIVAL CONDITION (50% STORE)
4.8
4.4
4.0
3.6
RIGHTING LEVER GZ (m)
3.2
2.8
2.4
2.0
1.6
1.2
0.8
0.4
θ θ
5 10 15 20 30 40 50 60 70 80
θ
ANGLE OF HEEL(deg)
Fig 7.3
172
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION - 3
BALLAST DEPARTURE CONDITION (50% STORE)
SL.NO ITEM WEIGHT LCG L.MOM VCG V.MOM FSM
t m tm m tm tm
1 2 3 4 5 6 7 8
1 CREW & EFFECT 5.76 36.89 212.49 30.78 177.29 0.00
2 PROVISION STORE 4.90 36.89 180.76 28.00 137.20 0.00
3 HFO tank1(p) 185.44 23.72 4398.56 2.28 422.80 476.06
4 HFO tank1(s) 185.44 23.72 4398.56 2.28 422.80 476.06
5 HFO tank2(p) 57.49 50.05 2877.34 1.60 92.26 82.29
6 HFO tank2(s) 57.49 50.05 2877.34 1.60 92.26 82.29
7 HFO tank 3(p) 1022.53 71.64 73254.71 1.57 1606.52 4654.40
8 HFO tank 3(s) 1022.53 71.64 73254.71 1.57 1606.52 4654.40
9 HFO tank4(p) 399.19 95.20 38003.29 1.54 616.06 1855.66
10 HFO tank4(s) 399.19 95.20 38003.29 1.54 616.06 1855.66
11 Boiler fuel tank1(P) 88.31 44.10 3894.82 1.90 167.36 350.44
12 Boiler fuel tank1(S) 88.31 44.10 3894.82 1.90 167.36 350.44
13 Diesel oil tank 1(P) 166.06 35.90 5961.55 2.28 378.62 662.15
14 Diesel oil tank 1(S) 166.06 35.90 5961.55 2.28 378.62 662.15
15 lo tank(P) 54.46 47.47 2585.38 1.60 87.40 82.29
16 lo tank(s) 54.46 47.47 2585.38 1.60 87.40 82.29
17 Waste water tank (P) 32.45 8.38 271.81 4.00 129.79 2.86
18 Waste water tank (S) 32.45 8.38 271.81 4.00 129.79 2.86
19 Fresh water tank(P) 7.84 8.38 65.67 10.20 79.97 1.68
20 Fresh water tank(S) 7.84 8.38 65.70 10.20 79.97 1.68
21 Aft peak tank(P) 300.00 -5.63 -1690.29 18.96 5688.57 696.39
22 Aft peak tank(s) 300.00 -5.63 -1690.29 18.96 5688.57 696.39
23 Wing ballast tank1(P) 298.33 50.96 15203.46 12.49 3724.64 12.47
24 Wing ballast tank1(S) 298.33 50.96 15203.46 12.49 3724.64 12.47
25 Wing ballast tank2(P) 2390.57 73.20 174989.93 12.50 29882.16 37.30
26 Wing ballast tank2(S) 2390.57 73.20 174989.93 12.50 29882.16 37.30
27 Wing ballast tank3(P) 2933.79 113.15 331957.89 12.50 36672.33 47.57
28 Wing ballast tank3(S) 2933.79 113.15 331957.89 12.50 36672.33 47.57
29 Wing ballast tank4(P) 2640.41 153.53 405368.55 12.50 33005.09 42.81
30 Wing ballast tank4(S) 2640.41 153.53 405368.55 12.50 33005.09 42.81
31 Wing ballast tank5(P) 2882.01 193.53 557741.63 12.50 36025.17 46.73
32 Wing ballast tank5(S) 2882.01 193.53 557741.63 12.50 36025.17 46.73
33 Wing ballast tank6(P) 2575.32 233.25 600695.03 13.01 33498.24 41.26
34 Wing ballast tank6(S) 2575.32 233.25 600695.03 13.01 33498.24 41.26
35 Ballast tank 1(P) 1694.27 119.65 202719.89 1.54 2614.72 3791.36
173
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
DISPLACEMENT 86620.42 t
VERTICAL CENTRE OF GRAVITY (KG/VCG) 9.81 m
LONGITUDINAL CENTRE OF GRAVITY
(LCG) 136.75 m
LONGITUDINAL CENTRE OF BUOYANCY
(LCB) 136.75 m
FROM HYDROSTATICS THE TRIM IS 142.30 cm
CORRESPONDING MEAN DRAFT 8.60 m
LONGITUDINAL CENTRE OF FLOTATION
(LCF) 136.60 m
MOMENT TO CHANGE TRIM BY 1cm
(MCT1cm) 1906.03 tm
METACENTRIC RADIUS (KMT) 26.88 m
BASELINE DRAFT AFT (TAFT) 9.31 m
BASELINE DRAFT FORD (TFORD) 7.89 m
DRAFT AFT AT DRAFT MARKS 9.31 m
DRAFT FOR'D AT DRAFT MARKS 7.89 m
TRANSVERSE METACENTRIC HEIGHT
(GMT) GMT = KMT - KG 17.07 m
FREE SURFACE (FSM) CORRECTION
(GG0) GG0 = FSM/DISP 0.72 m
CORRECTED METACENTRE (G0MT) G0MT = GMT - GG0 16.35 m
VERTICAL CENTRE OF GRAVITY WITH
FSM (KG0) KG0 = KG + GG0 10.53 m
174
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION – 3
BALLAST DEPARTURE CONDITION (50% STORE)
m
AREA UNDER CURVE UPTO 300 2.25 radians
m
AREA UNDER CURVE UPTO 400 3.72 radians
m
AREA UNDER CURVE BETWEEN 300 & 400 1.47 radians
MAXIMUM RIGHTING LEVER (G0Z) 8.94 m
ANGLE AT WHICH MAX G0Z OCCURS 41.33 degrees
PROJECTED LATERAL WINDAGE AREA (A) 4421.77 m2
COG OF WINDAGE AREA ABOVE HALF
DRAFT (Z) 13.24 m
STEADY WIND HEELING LEVER (lw1) 0.03 m
GUST WIND HEELING LEVER (lw2) 0.05 m
ANGLE OF HEEL DUE TO WIND (θ0) 0.21 degrees
ANGLE OF ROLL (θ1) 17.48 degrees
GUST WIND LEVER 2ND INTERCEPT (θc) 99.06 degrees
ADOPTED UPPER LIMIT FOR AREA (b) (θ2) 50.00 degrees
ANGLE OF DOWNFLOODING (θf) 57.11 degrees
ANGLE OF DECK EDGE IMMERSION (θd) 31.81 degrees
NET AREA BELOW GUST WIND HEELING m
ARM "a" 0.80 radians
NET AREA ABOVE GUST WIND HEELING m
ARM "b" 5.19 radians
175
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION – 3
BALLAST DEPARTURE CONDITION (50% STORE)
9.6
8.8
8.0
7.2
RIGHTING LEVER GZ (m)
6.4
5.6
4.8
4.0
3.2
2.4
1.6
0.8
θ θ
5 10 15 20 30 40 50 60 70 80
θ
ANGLE OF HEEL(deg)
Fig 7.4
176
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION - 4
177
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
DISPLACEMENT 85716.46 t
VERTICAL CENTRE OF GRAVITY (KG/VCG) 10.25 m
LONGITUDINAL CENTRE OF GRAVITY (LCG) 136.72 m
LONGITUDINAL CENTRE OF BUOYANCY
(LCB) 136.72 m
FROM HYDROSTATICS THE TRIM IS 143.60 cm
CORRESPONDING MEAN DRAFT 8.52 m
LONGITUDINAL CENTRE OF FLOTATION
(LCF) 136.63 m
MOMENT TO CHANGE TRIM BY 1cm (MCT1cm) 1902.31 tm
METACENTRIC RADIUS (KMT) 27.11 m
BASELINE DRAFT AFT (TAFT) 9.24 m
BASELINE DRAFT FORD (TFORD) 7.80 m
DRAFT AFT AT DRAFT MARKS 9.24 m
DRAFT FOR'D AT DRAFT MARKS 7.80 m
TRANSVERSE METACENTRIC HEIGHT (GMT) GMT = KMT - KG 16.86 m
GG0 =
FREE SURFACE (FSM) CORRECTION (GG0) FSM/DISP 0.73 m
G0MT = GMT -
CORRECTED METACENTRE (G0MT) GG0 16.13 m
VERTICAL CENTRE OF GRAVITY WITH FSM KG0 = KG +
(KG0) GG0 10.98 m
RIGHTING ARM LEVER (G0Z) G0Z = KN - KG0 m
178
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
* SIN(θ)
LOADING CONDITION – 4
BALLAST ARRIVAL CONDITION (10% STORE)
179
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
LOADING CONDITION – 4
BALLAST ARRIVAL CONDITION (10% STORE)
9.6
8.8
8.0
7.2
RIGHTING LEVER GZ (m)
6.4
5.6
4.8
4.0
3.2
2.4
1.6
0.8
θ θ
5 10 15 20 30 40 50 60 70 80
θ
ANGLE OF HEEL(deg)
Fig 7.5
180
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
181
Department of Ship Technology, CUSAT, B.Tech (NA$SB), Batch – XXIX
182