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LOADING AND STABILITY
INFORMATION BOOKLET NI Ny || it nụ lị| ï |B bụi lÍ i P | LT] Bi I SS RE hit a & ~FINISHED PLAN-— soe oe am see emt [a ai [a ai a os [a a ee ee ge] BST Irltd 3 ad SS % v LIST NO %L C- II ` lai» ik] feb so et là a ae ca, Re
C02 [GENERAL MANAGER Oe ` SCALE ~
| ASST.GENERAL NK at
| MANAGER 2
, MANAGER ca ` SHIN KURUSHIMA DOCKYARD CO.,LT
060 ASSTMANAGER ` J Fa ewe, IF EHIME JAPAN DRAWN ENGINEERING DIVISION
DWG NO| DATE Oct /S, 1997
A4x22IP,
Trang 3HISTORY DATE ; May 29, 1997
PRELIMINARY LOADING & STABILITY INFORMATION BOOKLET {DWG.NO.C02-060(1)} has
been prepared to seek the approval of Nippon Kaiji Kyokai (Class NK)
ĐATE ;July 28, 1997
PRELIMINARY LOADING & STABILITY INFORMATION BOOKLET {DWG.N0.C02-060(1)} has
been approved by Nippon Kaiji Kyokai(Class NK)
DATE ;Oct 15, 1997-
LOADING & STABILITY INFORMATION BOOKLET (DWG.NO.C02-060} has been prepared as finished plan that is based PRELIMINARY LOADING & STABILITY INFORMATION
Trang 4$.N0.2952 p- 2 PREFACE
This stability information shows that the ship complies with definite intact stability requirements in all designed conditions and gives the data deemed
necessary for the calculation and evaluation of stability to the master in order
that he can take suitable measures for securing the stability in any service condition
This booklet contains various information and data necessary for the ship s safe
navigation and adequate stowage of cargo
The standard loading conditions indicated in this booklet are the base of the ship’s design However, there are many kinds of other complicated factors involved
in actual operation or cargo loading
For practical application, therefore, these standard conditions stated in the
booklet should be used as a reference to obtain appropriate value in consideration
of the actual conditions expected from the past experiences
In such case, please be sure that the calculation method and various design restriction stated in the booklet should be strictly observed
When you use this booklet, please refer also to the plans and drawings mentioned
below
(1) GENERAL ARRANGEMENT
(2) CAPACITY PLAN AND DEADWEIGHT SCALE
(3) TANK CAPACITY, -CENTER OF GRAVITY CURVES AND SOUNDING TABLE (4) MIDSHIP SECTION
(5) CONSTRUCTION PROFILE AND DECK PLAN (6) PUMPING PLAN
Trang 5eee CONTENTS) 44%
Page
CHAPTER - 1 GENERAL
1-1 PRINCIPAL PARTICULARS + + - + + + «n1 ĐK 1 H1 k1 1Ÿ 6
1 - 2 NOTATION USED IN THI§ BO0KLET :+ -©‹-©-<5ố5⁄ sees 7
1-3 FLOW CHART OF LOADING «++ +++e++eeees ¬ ¬ 8
1l ~ 4 NOTICE ON CONCERNING STABILITY ———_— _ 9
1~ 5 LOADING NOTE- + + - + -+ AC ees neaee ll
1-6 INTACT STABILITY RULES AND REGULATIONS .ẹ.}.} 15
1-7 LENGTH CURVE OF THE SHIP AT WATERLINE : -+ ° 21
1-8 CURVE OF MINIMUM PERMISSIBLE GoM-++++++++seeees 22
1-9 LONGITUDINAL STRENGTH AND ALLOWABLE VALUE s+trreees 23
1-10 STRESS ON HULL + + + ° + + {cọ SA 1 k1 Ỳ 1Ÿ ¬ %6
1-11 SUMMARY OF STANDARD LOADING CONDITION sre ee eens 27
1 -12 FREEBOARD AND DEADWEIGRT < < } c c1 1m K8 toes 31
CHAPTER - 2 CALCULATION METHOD OF STABILITY AND
LONGITUDINAL STRENGTH
2~- 1 HOW TO CALCULATE THE DISPLACEMENT
FROM DRAFT READING ++ + + + << {c2 km RE mm 1 6V 34
2 — 2 HOW TO CALCULATE THE TRIM CORRECTION :-:+ *©+==° 37
2 ~ 3 HOW TO CALCULATE THE EACH CONDITION -++++++eeeeeee 38
2~ 4 HOW TO CALCULATE THE STABILITY seecrrrcsseceeeeeeses 39
2 ~ 5 HOW TO CALCULATE THE PROPELLER IMMERSION -+-+++++ 41
2- 6 HOW TO USE THE TRIMMING TABLE creer rereeeseeeeeeeee 42
2- 7 HOW TO CALCULATE THE LONGITUDINAL STRENGTH «+++++ 43
2 - 8 Sn AND Bn TABLE FOR CALCULATION POINT 47
2~ 9 SAMPLE OF CALCULATION SHEET crete creessereeesereeee 58
CHAPTER - 3 CALCULATION OF STANDARD LOADING CONDITION
3-1 GENERAL mm nC 66
3 - 2 CALCULATION CONDITION 67
3 - 3 CALCULATION BASE — e emcee emer eres errs eerevaracvar 68
3 - 4 CONSTANTS sree creer eater cence nena ren ccrarerereseesee 69
3 ~ 5 TRIM,STABILITY AND LONGITUDINAL STRENGTH
CALCULATION 0F STANDARD LOADINGS - + + + ch nh nỉ 70
CHAPTER ~ 4 STABILITY DATA
4~ 1] STABILITY REPORT FOR NK RULE PART-UZ.2 AND U2.3
(IMO RESOLUTION A 167 AND A.562) crccrsseseeceseeee 100
4 - 2 ROLLING PERIOD TABLE + + - cc c c Ăn SH n1 1 112 106
4 ~ 3 STABILITY CROSS CURVE AND TABLE +: -+++++r«= =5 55+ 108
4 - 4 ANGLE OF DOWNFLOODING TABLE + + + se nh Ÿ 112
4-6 LATERAL PROJECTED AREA AND CENTER OF GRAVITY
(INCL.WIND VEL0CITY-FORCE TABLE] ‹©-© << << << + 113
4 — 6 RIGHTING LEVER [GZ] CURVE + +-+ -+- << << se 123
4 - 7 CORRECTION OF GM FOR FREE SURFACE EFFECT OF
Trang 6$.Ñ0.2952 P~ 4
CHAPTER ~ 5 CAPACITY DATA PAGE
5 - 1 TANK ARRANGEMENT - vn 135
5 - 2 CARG0 HOLD CAPACITY TABLE +‹-<+*6cccc che 136
5 - 3 TANK CAPACITY TABLE ey 138
5 - 4 PALLET STOWAGE PLAN «+: 140
5 - 5 STEEL COIL STOWAGE PLAN 141
5 - 6 ALUMINUM INGOT STOWAGE PLAN vee 142
5 - 7 CONTAINER STOWAGE PLAN v++eeeeesesees ¬ teen ees 143
5 ~ 8 CURVE OF HOLD & TANK CAPACITY,MID.G, KG, C.L.G AND
MOMENT 5/2670 v1 j1 1 Ằ& 6Ÿ 1A 144
CAHPTER ~ 6 DISPLACEMENT CALCULATION DATA
6-1 POSITION OF DRAFT MARK «ccc c ccc ensccecnnssscscanee 178
6 - 2 DRAFT CORRECTION TABLE - - ° ° + + *+ Án 6 no HO mê Đo i0 BÊ 6 đê n nên 178
6 - 3 SPECIFIC GRAVITY CORRECTION TABLE +++++++++++> ¬
6 - 4 HYDRO STATIC TABLE aoe eee see Ae eererersene mẽ 180
6 5 TRIM CORRECTION TABLE as 188
CHAPTER - 7 OTHER DATA
7 - 1 CONVERSION RATE AND SPECIFIC GRAVITY <++++eeeeeeees 192
7 - 2 PROPELLER IMMERSION TABLE +++++ +eseeeeeeeeeeeeees 193
7 - 3 FRAME DISTANCE TABLE ceceessccesecececereeseeseaves 195
1 ~ 4 TRIMMING TABLE ccceccce eee c reece tee cersecssevceaes 196
Trang 8S.NQ2552P- & 1-1 PRINCIPAL PARTICULARS
S.NO0 nt eer te S.NO 2952
KIND OF SHIP tt teens GENERAL CARGO SHIP
LENGTH ¢):) nh ng 113.22 m
LENGTH tp) ttt tt etre 105.40 m
BREADTH (Bmld) j= 19.60 m
DEPTH (D mld) tt tt eters 13.20
DRAFT (Sumerex) tt ttt eee 7.309 m
DISPLACEMENT (at Summer) = — se hs hs 12021 t
DEADWEIGHT (at Summer) shs nhe hen 8761 +
GROSS TONNAGE = = = = — seeeereres 7760
NET TONNAGE = = < 2595
COMPLEMENTS ttt tits 20 P
“MAIN ENGINE
TYPE & NUMBER —tttererece B&W 6L35MC x 1 set
OUTPUT (CO) ớ 3883 kw ( 5280 ps) x 210 rpm
(CSO (B5%MCO)) ++-+ + ©=- 3301 kw ( 4488 ps) x 199 rpm
SERVICE SPEED 2 seecerees 13.3 knots
CLASS NOTATION NK NS* MNS*
NATIONALITY ttt teeters PANAMANIAN
PORT OF REGISTRY = =—«—-—-_—_ st tteereees PANAMA
OWNER ttt etn ASAHI MARINE (PANAMA) S.A
OFFICIAL NUMBER — ceerserere 26580-TJ
CALL SIGN sẽ h9 th nh 3FUV7
BUILDER ttt tt tens SHIN KURUSHIMA DOCKYARD CO.,LTD
BUILDUNG PLACE == — *srerehrnh HIROSHIMA PREF JAPAN
DATE
KEEL LAID titties Apr 18, 1997
LAUNCHING = =—-—_ tt titties July 22, 1997
DELIVERY = = = = — sseereres November” 1997
Trang 91~2 NOTATION USED IN THIS BOOKLET DRAFT DRAFT (equivalent) DRAFT (fore) DRAFT (aft) DRAFT (mean) DISPT DISPT (N) TRIM MID G MID B MID F M.T.C T,P.C KG KB TKM LKM (M) : (M) : (M): (M): (t): (t): (M) : (M) : (Mw): (M): (t~M): (t): (Mw): (M) : (MD: (M):
Draft measured from bottom of keel : Draft of equivalent to displacement
Fore draft at F.P
Aft draft at A.P
Mean draft
Displacement with appendages
Moulded displacement without appendages (+) Denotes trim by the stern
(-) Denotes trim by the bow
Longitudinal center of gravity from midship
(+) Denotes aft’d of midship
(-) Denotes for’d of midship
Longitudinal center of buoyancy from midship
(+)&(-) sign denotes same as MID.G
Longitudinal center of floatation from midship
(+)&(-) sign denotes same as MID.G
Moment of change trim one centimeter
Tons per one centimeter immersion
Vertical center of gravity from base line
Vertical center of buoyancy from base line
Transverse metacenter height from base line
Trang 101-3 FLOW CHART OF LOADING STANDARD LOAD ENG CREATE LOADING CONDITION ” A” TRIM & STABILITY
CALCULATION CHAPTER O-2 CRITERIA Z—=O>Om 0O2Z>moi SF & BM CALCULATION AT EACH CAL POINT
Trang 111-4 NOTICE ON CONCERNING STABILITY
This [LOADING & STABILITY INFORMATION BOOKLET] has been prepared based on the
result of inclining experiment which was carried out upon completion of the ship on
Oct 13, 1997 at SHIN KURUSHIMA DOCKYARD CO.,LTD HIROSHIMA SHIPYARD
under the supervision of NIPPON KAIJI KYOKAI in order to give the master guidance as to the stability of the ship under service condition
In this booklet, stability of this ship for all standard conditions are judged and complying in accordance with the requirements of the PART U [INTACT STABILITY]
(IMO regulation A167 and A562) and CHAPTER 33 in PART C [DAMAGE CONTROL FOR DRY CARGO VESSELS] (SOLAS regulation CHAPTER II-1 in PART B-1) in RULES AND REGULATIONS FOR THE CONSTRUCTION AND CLASSIFICATION OF SHIP As for criteria of PART-U 2.2 and 2.3 (INO A167 and A562),see to CHAPTER-1 (1-6 INTACT STABILITY RULES AND
REGULATIONS)
In the actual loading condition, weight distribution of cargo and ballast should
be so planned that the ship’s stability can meet the above requirements
Curve of minimum permissible GoM curve of minimum operational height (GoM) versus
draft which assures compliance with the above requirments, see to “CHAPTER-1
(1-8 CURVE OF MINIMUM PERMISSIBLE GoM CURVE).In case of other loading without
standard loading condition, it is necessary to check the stability by this curve GoM for all standard loading conditions are in allowable range, so that there is
no anxiety under the normal service conditions, although the master’s attention is
drawn to the folling matters
(1) Free surface of liquids in tanks should be minimized as far as possible
(2) In order to check the calculated GoM, the rolling period of the ship under
the service conditions should be measured
(3) As the buoyancy of the Hatch cover, Hatch coaming, and under upper deck has
been taken into consideration in the stability calculation, closure of weathertight doors and hatches should be carefully checked before the ship
put to sea
(4) A steady heel of the vessel causes less stability than that shown on the GZ
curve for the loading condition Therefore it is recommendable to keep the vessel upright at all times
Trang 12(6)
(7)
§.N0.2952 P- 40
Before departure from a port, it should be confirmed whether the stability on arrival condition is sufficient or not
If not, the ballast filling operation should be carried out to maintain adequate stability during the voyage.In that case, care should be paid to
the following (7)
The tank filling and/or discharging operations should be carried out while the vessel has still adequate stability to withstand the free surface effect
of the partly filled (or slack) tanks
In case of bagged grain loading, the loading should be checked in compliance
Trang 13SHIPBUILDER
LOADING NOTE (1) $.N0.2952 P- 77
! SHIN KURUSHIMA DOCKYARD CO., LTD TAIHEI SHIPYARD:
4 ALLOWABLE DESIGNED CARGO” WEIGHT (T/M2) OF UNIFORM LOADING ON DECKS
DECK H 0L D NUMBER NAME 1 2 3 4 5 6 7 8 g 107 11 “(CINNER BOTTOM)[10.0010.00 ` (2ND DECK 7] 3.90] 3.90)
€ > SHOWS THE DECK NAME DESCRIBED IN FINISHED PLAN
3
4
ALLOWABLE DESIGNED CARGO WEIGHT (T/M2) OF UNIFORM LOADING ON HATCH COVER
DECK “= HOLD NUMBER
NAME 1 2 3 4 5 6 7 8 9 10 42
C2ND DECK >} 3.90) 3.90
€ } SHOWS THE DECK NAME DESCRIBED IN FINISHED PLAN
ALLOWABLE DESIGNED CONTAINER STACK WEIGHT (T>) PER POST IN CARGO HOLDS
(20' CONTAINER)
DECK HOLD NUMBER
NAME 1 2 5 & 5 6 7 8 9 10 11
€ 3 SHOWS THE DECK NAME DESCRIBED IN FINISHED PLAN (40’ CONTAINER)
DECK HOLD NUMBER
NAME 1 2 | 3 4 5 6 7 B 9 10 11
CC} SHOWS THE DECK NAME DESCRIBED IN FINISHED PLAN ALLOWABLE DESIGNED CONTAINER STACK WEIGHT ¢T) PER POST ON HATCH COVER
(20' CONTAINER)
DECK HOLD NUM BER
NAME i 2 3 4 5 6 7 8 9 10 11
(UPPER DEEK 2| 508 | 508
C ) SHOWS THE DECK NAME DESCRIBED IN FINISHED PLAN €40' CONTAINER)
DECK HOLD NUMBER
NAME 1 2 3 4 5 é 7 gs | 9 10] 11
CUPPER DECK )| Zó2 | 262
Trang 14
oe LOADING NOTE (2) , A 1NO.2952 P- I2
‹
5 ‘ALLOWABLE DESIGNED STEEL COIL WEIGHT (T) IN + MARKED CARGO HOLDS
ea id =
D E €K : WSTEEL EBILTTERNB: OF HOLD NOM BE Reh,
`)! Á ME ` |⁄EIGHT 'CT2| 7 DUNNAGE 1 2] 3 |4 |5 |6 |7 |8 9 410 11
CÍNNER BOTTOM) 25.0 1 3 * | # TT” pee cee ee
€ ) SHOWS THE DECK NAME DESCRIBED IN FINISHED PLAN
# K WITH A KEY COIL ON THE STEEL COILS
6 ALLOWABLE DESIGNED FORK LIFT WEIGHT (T3 IN * MARKED CARGO HOLDS - ì te
DEC K STDTAL WHEEL LOADS HOLD NUMBER
NAME WELGHTCTOIPER AXLE (T) 3741516 [7 18) 9[10 11
CINNER BOTTOM# 9.0 °| | 8.5 x]
(2Nb DECK lý ; 9,0 vũ i} 8.5 * | *
" €2 Hous THE DECK NAME DESCRIBED IN FINISHED PLAN
iy ®ð
# K SHOWS PORT USE ONLY
7 ALLOWABLE DESIGNED y IN CARGO HOLDS IN STANDARD LOADING CONDITIONS
CASE NUMBER OF HoLD NUMBER
LOADING COND 1 2 5 4 s 6 7 8 9 10 11
T7 =8 W/V
W = MEIGHT DF CARGOES FOR THE HOLD (T)
V = VOLUME OF THE HOLD EXCLUDING ITS HATCHWAY (M3)
8 MINIMUM BOW DRAUGHT AT ROUGH SEA CONDITION IN REGARD TO FORWARD BOTTOM STRENGTH
' BOW DRAUGHT = (M)
9 CAR LOADING ~-~ ALLOWABLE DESIGNED WHEEL LOADS (T) PER AXLE -ï AND UNIFORM LOADS ¢T/M2) ON * MARKED CAR DECKS
WHEEL LOADS [UNIFORM CAR DECK NUMBER _ ({#)
PER AXLE (T)L0AD(T/H2) 1]2 |5 |4 |5 | á | 7 |} 8 |9 | 1Ø 11 12 13 14
ue Gite t i ( t t '
# NUMBERED FROM LOWEST CAR DECK
Trang 1510 ALLOWABLE DESIG
11
12
NED LONGITUDINAL BENDING MOMENT(KN-M) IN STILL WATER
vi eile “> @] SQUARE #
#D—-R- Nö-HUỆG; “HĐMENTY SAGG MOMENT) [8 | FD):
0.5[ -~- | 450⁄00017_ 100/000 | j :4ZT-9d “STATION FROH.A.P- -_ F22 : H a FR NO ‘RSG FL _ễ 11,000 | 112000 |+ 3 woo FS - FC “oe FL OTHERS NIL
ALLOWABLE DESIGNED SHEARING - FORCE CKN) IN STILL WATER
ALLOWABLE SHEARING FORCE (T)
IN STILL WATER *
ALLOWABLE SHEARING FORCE (T) IN ALTERNATE LOADING
Trang 16$.N0.2952 P= 14 1~B(1) STRENGTH BASE
1) TANK TOP
a) UNIFORM LOAD 10.0 t/m2 ( 98 kN/m2 )
b) STEEL COIL 25 t x 1 LAYER WITHOUT KEY COIL
COIL BREADTH : 1.5 0
DUNNAGE : 3 rows
2) =2%> DECK & 2*° DECK HATCH COVER IN HOLD
UNIFORM LOAD 3.9 t/m2 ( 38 kN/m2 )
3) UPPER DECK HATCH COVER
ONE(1)TIER OF 20° (20LT) AND/OR 40° (30LT) CONTAINER 4) FORKLIFT ON TANK TOP & 2? DECK IN HOLD (PORT USE ONLY)
Trang 171-6 INTACT STABILITY RULES AND REGULATIONS
(1) NK RULES PART-U 2,2 “GENERAL STABILITY REQUIREMENT” IMO RESOLUTION A 167 (ES IV)
a) The area under the righting lever curve(GZ curve) should not be less than 0.055 meter-radians up to @=30° angle of heel and not less than 0.090 meter~radians up to @ =40° or the angle of down flooding @ f* if this angle is less than 40°
Additionally, the area under the righting lever curve(GZ curve) between the angle of heel of 30° and 40° or between 30° and @ f+,
if this angle is less than 40° , should not be less than 0.030 meter- ‘radians
b) The righting lever GZ should be at least 0.20 m at angle of heel equal
to or greater than 30°
c) The maximum righting arm should occur at an angle of heel preferably
exceeding 30° but not less than 25°
d) The initial metacentric height GoM should not be less than 0.15 m
Remarks :- 8 f* is an angle of heel at which opening in the hull superstructures or deck houses which can not be closed
weathertight immerse -
Trang 18$.N0.2952 P- 76
The way to calculate areas Al,A2 should be done by the way of following l.mesure the length of GZ1~G2Z7
2.use “Simpson’s formula”
A=
= Al (m-deg)/ 57.3 (m-rad.)
similarly, A=
(confer the following figure)
GZ1 * Al: A2: of: GZ GZ2 1b/3 (GZ5 + GZ6 x 4 + G27) (m-deg.) A2 (m-deg)/ 57.3 (m-rad.) la/3 (G21 + GZ2 x 4 + GZ3 x 2 + 624 x 4 + GZ5) (m-deg.) @f Omax- bịllib
The area under the 6Z curve between the angle of 0° and 30°
The area under the GZ curve between the angle of 30° and 40°
or 6f
Trang 19A) 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, as follows:
-1 The ship is subjected to a steady wind pressure acting perpendicular
to the ship’s centreline which result in a steady wind heeling lever (lwl)
.2 From the resultant angle of equilibrium(@ 0), the ship is assumed
to rol] owing to wave action to an angle of roll(@1) to windward Attention should be paid to the effect of steady wind so that excessive resultant angles of heel are avoided ¥1
.3 The ship is then subjected to a gust wind pressure which results
in a gust wind heeling lever (1w2)
»4 Under these circumatances, area “b” should be equal to or greater than area “a”
-5 Free surface effects should be accounted for in the standard condition of loading, e.g according to appendix 1 to resolution A 167(ES 1)
*1 The angle of heel under action of steady wind (@0) should be
limited to a certain angle to the satisfaction of the Administration As a guide, 16° or 80% of the angle of deck edge immersion,
whichever is less, is suggested (Refer to Chapter 4-1 Stability
Report for IMO A-562(14))
§ | : GZ fanaa Ee eed ST Tlwl lw2 802 6c Angle of heel a 09 81 1
Figure~Severe wind and rolling
The angle in the above figure are defined as follows:
080 angle of heel under action of steady wind (see A.2 and footnote)
61 = angle of roll to windward due to wave action 92
gf
angle of downflooding (@f) or 50° or 6c whichever is less angle of heel at which openings in the hull, superstructures or deckhouses which cannot be closed weathertight immerse In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as open
Trang 20$.N0.2352 P- /9
B) The wind heeling levers lwl and lw2 referred to in A).1 and A).3 are
constant values at all angle of inclination and should be caléulated as follows:
lwl = P.A.Z / 4 (m) and 1w2 = 1.5 lwl (m) where : P = 0.0514 (t/ni) +2
A = Projected lateral area of the portion of the ship and deck cargo above the waterline (nf) **
Z = Vertical distance from the center of A to the center of the underwater lateral area or approximately to a point
at one half the draught (m)
4 = Displacement (t)
C) The angle of roll(6 1)*3 referred to in A).2 should be calculated as follows:
81 = 109 k.XI,X2.V r.s (degrees) where : XI= factor as shown in table 1
X2= factor as shown in table 2 k = factor as follows :
k = 1.0 for round-bilged ship having no bilge or bar keels k = 0.7 for a ship having sharp bilges
k = as shown in table 3 for a ship having bilge keels a bar keel or both
r ='0.73 + 0.6 0G/d
with: 0G = distance between the center of gravity and the waterline (m) (+ if center of gravity is above the waterline, - if it is below)
d = mean moulded draught of the ship (m) s = factor as shown in table 4
*2 : The value of P used for ships ia restricted service may be reduced subject to the approval of the Administration
*3 : The angle of roll for ships provided with antirolling devices should be determined without taking into account the operation of these
devices
** REFER TO CHAPTER 4-5(1) FOR CONDITIONS WITHOUT CONTAINERS ON DECK
Trang 21(1) NK RULES PART-U 2.2 (IMO RESOLUTION A 167)
CALCULATION OF AREA Al & A2
8§_ => 0° ~ 30 6 — 30° ~ 40° or @f AREA Al AREA A2 ANGLE | GZ s |GZxs ANGLE GZ s GZ xs 621 1 GZ5 1 672 4 GZ6 4 623 2 G77 1 624 4 T0TAL 675 1 TOTAL x 1b/3 TOTAL TOTAL x 1b/3 / 57.3 TOTAL x la/3 TOTAL x la/3 / 57.3
Trang 22§.N0.2952 P~ /2
Table 1 Table 2 Table 3 Table 4
Values of factor X1 Values of factor X2 Values of factor k Values of factor 5
B/d Xt Cb X2 Ak.100/L.B k T § S 2.4 1.00 S 0.45 0.75 0.0 1.00 S 6 0 100 2.5 0.98 0 50 0 82 1.0 0.98 7 0 098 2.6 0.96 0.55 0.89 1.5 0.95 8 0.093 2.7 0.95 0.60 0.95 2.0 0.88 12 0 065 2.8 0 93 0 65 0.97 2.5 0.79 14 0.053 2.9 0.91 2 0.70 1.00 3.0 0.74 16 0.044 3.0 0.90 3.5 0.72 18 0.038 3.1 0 88 2 4.0 0.70 2 20 0 035 3.2 0 86 3.3 0.84 3.4 0 82 2z 3.5 0.80
(Intermediate values in tables 1-4 should be obtained by linear interpolation ) Rolling period T = 2.C.B / J GM (seconds)
Where : C = 0.373 + 0.023(B/d) - 0.043(L/100)
The symbols in the above table 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 = Dispt(N)/(LBd x 1.025)
Ak = total overall area of bilge keels, or area of the lateral
Trang 23MS ee eS on $.N0.2952 P- 2) INE (mì: AT: WATEEL “LENGTH OF THE SHIP
Trang 251-9 LONGITUDINAL STRENGTH AND ALLOWABLE VALUE 1-9-1 GENERAL DESCRIPTIONS
The longitudinal strength is generally the most important factor in order to
ensure the safety of the hull
It is requested to keep the longitudinal bending moment (B.M.) and shearing
force (S.F.) through any part of hull within the allowable limit for the hull
strength
B.M and §.F of the hull on navigation consist of longitudinal bending moment
(Ms) and the shearing force (Fs) in still water which are determined by the
loading condition, and also longitudinal bending moment (Mw) and shearing force
(Fw) in waves which are induced by waves
Therfore, in order to keep B.M and S.F within allowable limit, care should naturally be paid so as to avoid over stresses by the wave effect when opearting the ship
Moreover, it is a matter of importance to select such loading conditions that Ms
and Fs are within the adequat limit values
Some loading conditions are shown in chapter-3 as “Standard loading conditions”, which are prepared according to the ship opeartion plans
As those loading conditions are verified reasonable on not only longitudinal strength but also any other aspects, it is desireble to use these standard
loading conditions when operating the ship
When necessary is happened to use other loading condition on the actual
operation, it is requested to check whether these conditions are adequate
about longitudinal strength according to the process shown in 1-3 and using
Trang 261-9-2 ALLOWABLE VALUE OCEAN GOING OCEAN GOING
Cp ALLOWABLE BENDING ALLOWABLE SHEARING
MAX (KN.m) |MIN (KN.m) | MAX (KN) MIN (KN)
FR 27 11000 -11000 0 3L 230000 ~100000 FR 46 31 FR 93 11000 ~11000 0.7L 230000 ~100000 FR 106 54 FR 136 11000 ~11000 FR 144 11000 ~11000 IN HARBOUR OCEAN GOING
Cp ALLOWABLE BENDING ALLOWABLE SHEARING
- (FR N0 ) MOMENT (MS) F0RCE (FS)
: MAX (KN m) |MIN (KN m) | MAX (KN) MIN (KN)
FR 27 13633 -13901 9 3L 358815 241938 FR 46 31 FR 93 13682 -13648 0.7L 358815 -241938 FR 106 54 FR 136 13556 -13319 FR 144 12255 -12139 Cp > CALCULATION POINT
MS > STILL WATER BENDING MOMENT
FS ; STILL WATER SHEARING FORCE
Trang 271-9-3 OCEAN GOING AND HARBOR CONDITION
Allowable values of longitudinal strength are given about two conditions, namely
in ocean going and at harbor
Usually, the ship is operated on loading conditions so that longitudinal bending
moment and shearing force in still water are within the allowable values ¥hen some loading conditions are used only in the area of no wave effects such as harbor area, you can adopt the allowable values for harbor conditions
Namely, the ship is prohibited to navigate on such loading conditions as
calculated based on the allowable values for harbor conditions
Trang 281-10 STRESS ON HULL $.N0.2952 P- 26
(1) Longitudinal bending stress (0)
The section modulus (Z) of the 0.3L~0.7L calculated on the basis of the built scantlings is as follows:
Zact (deck side) = 2.789 (m3)
Longitudinal bending stresses (0) under various conditions of the ship on the basis of the above section modulus are as follows:
ơ # TT —¬~-=—- x mm =.—— (kN/na 2 )
z(mŸ) 1000 2789
(i) The positive allowable value for longitudinal still water beeing moment of the ship (Ms) is 230000 kN.m, and its corresponding longitudinal bending stress (gs) is as follows:
230000
—— = 82 (kN/mm 2)
In other words, the bending stress in calm sea is 82 kN/mm 2 or less
providing thst loading is properly done
(ii) In case where the ship sails through ocean, wave induced bending moment acts on the ship and the corresponding bending stress is added to the above (i)
In case where longitudinal wave bending moment (Mw(+)= 257630 kN.m) specified in the Rules is added the bending stress is as follows:
Ms + Mw(+) 487630
gS noone xem = 175 (kN/nm)
(iii) The bending stress (ag port) corresponding to the allowable ( 358815 kN.m)for
longitudinal still water bending moment in harbour condition is as follows: 358815
o port £ -——-¬~====—~ = 129 (kN/mm2)
(2) Shearing stress (¢)
The shearing stress (r),in case where the wave induced shearing foce specified
Trang 30S.N0 2852 P- ?8 SUMMARY TABLE
CONDITION NUFBUR A-01 A-02 B-01 8-02 | 8-03
LIGHT DOCKING BALLAST CONDITION
LOADING CONDITION CONDITION | CONDITION DEPARTURE |NAVIGATION| ARRIVAL
STOWAGE FACTOR CFT3/L7D
LIGHT We IGHT c1) 3280
CONSTANTS (1T) 0 75 75 78 75
FUEL OIL 1) 0 67 678 339 67
DIESEL OIL c1? 0 12 114 S1 12
FRESH WATER eT) 9 73 182 90 73
WATER BALLAST (1) 0 604 2273 2273 2037 CARGO ct DISPLRCEFENT ct) 3260 4091 6582 6094 5524 EQUIVALENT 2.21 2.72 4.22 3.93 3.59 ORAFT FORE 0.97 2.36 2.53 3.10 2-78 <p AFT 3.61 3.13 8 04 4.83 |” 4.48 MEAN 2.29 2.75 4.29 3.97 3.63 TRIM cM) 2-64 0.77 3-51 1.73 1-70 T.P.C 1) 16.04 18.31 16.93 16.81 16.68 ae cm) 4.24 ~1 27 2.61 -0.05 0.07 Boe cm -3-03 -3.02 -2 86 ~2-9t -2- 96 HBG cm) 7.27 1.75 5.47 2.88 3.03 ".T.C CT-H) 89.65 93 26 102 44 100.61 98.54 @ F cm) -3-01 -2.93 ~2.08 -2.33 -2.57 T.KM cM) 14.26 12.18 9 25 9.80 10.10 KG cM) 9.45 8.54 6 26 6.17 6.29 GN ¢M) 4.81 3 62 2.99 3.43 43.81 G G0 cm) Q- 00 0.41 0.25 0.28 9-32 GoM cM) 4.81 3.21 2.74 3.14 3.49
fñNGLE GF DƠwN FL CDEG) 90.0 87.3 72.8 7504 78.6
PROPELLER ItPERSION Cx) 32-63 19 48 99 21 66-05 56-47 FORE DRfF 1⁄LPP - on 0.92 2.24 2.40 2.94 2.84 TRIW⁄LPP cz) 2-50 0.73 3.33 1.64 1.61 È| mx.G cm 1-26 1.06 2.18 2.22 2.07 a | 6 tmx oz CDEG 3 19.54 22.77 53.23 54.31 54 46 | RANGE cĐEG2 46.00 55 S4 90 00 90 00 90 00
_ | io ies YES YES YES
@ | tro n-ssz YES TES TES
8 SHEARING FORCE YES YES YES
a
BENO ING MOMENT YES YES YES
Trang 31
SUM-RRY TRBLE
COND] TION NUMBUR c-01 c-02 c-03 0-01 0-02 | 0-03
FfULL LŨAD (H0H0.} FULL LOAD (PLYWOOD)
LOADING CONDITION DEPARTURE |NAVIGATION| ARRIVAL |DEPARTURE |NAVIGATION| ARAT VAL
STOWAGE FACTOR CFIS/LT)
LIGHT WEIGHT CT) 3260 CONSTANTS 1) 15 75 7 15 75 75 FUEL OIL €T) 678 339 67 678 339 67 DIESEL OIL ct) 114 57 12 114 5? 12 FRESH WATER ¢T) 182 90 73 182 90 73 WATER BALLAST (1T) 1749 1749 2132 1287 1287 1287 HOMG CARGO S963 5963 5963 CARGO PLYWOOD 6369 6369 6369 c1) OISPLACEMENT c1) 12021 11533 11582 11945 (14527 t1123 EQUIVALENT 7.31 7.04 7.07 7.27 7.00 6.82 DRAF T FORE 6.25 6 64 7.11 3.82 6.21 6.46 em AFT 8.28 7.41 7.04 8.58 7.73 7.15 MEAN 7.27 7.03 7 08 7.20 6.97 6.81 TRIM cM) 2.03 0.77 -0 O07 2 76 1.52 0.69 TPAC oT) 18.38 18.24 18 26 18 36 18 22 18.13 to ‹H” 0.69 ~0 80 -1.71 1.46 -0.0I -1.01 a 8 cM) -t.48 -t.64 -L 63 -1.50 -1.67 -1,78 HBG cH) 2.17 9.84 -0- 08 2.88 1 66 0.77 H.T.C CI-M) 128.57 125 79 126.11 128.16 125.37 123 48 SF cM) 2.57 2.21 2.25 2.52 2.15 1.89 1.KH cn) 8.09 8.09 8.09 8.09 8.09 8.10 KG cm) 7.46 7 46 2 45 7.38 7 38 7 46 om cm) 0.63 0.63 0 64 0.71 0.71 0.64 6 G0 cm 0.14 0.15 0.14 0.14 0.15 0.15 com cm) 0.49 0 48 0 50 0.57 0 56 0.49
ANGLE OF DOWN FL CDEG) 50 7 52.4 52.2 50 9 52.6 53.8
PROPELLER IMMERSION (x) 160.58 136.74 126 60 168.79 145.51 129.62 FORE DRAFT/LPP (4) 5.93 6 30 6.75 §.52 5.89 6.13 TRIM/LPP cz) 1.93 0.73 -0 07 2.82 1.44 0.65 E| tk cm 1.08 1.10 1.12 IH- 1.17 1.12 3 @ MAX GZ CDEG ) 50.68 542.36 52.19 $Q-94 $2.63 S2 46 : RANGE CDEG) 90 00 90 00 30 00 90.00 90 00 90.00
_ | H0 8-187 YES YES YES YES YES YES
@| wo a-sez TES TES YES TES YES TES
3 SHEARING FORCE YES YES YES YES yes yes
° BENDING FOENT YES YES YES YES YES YES
Trang 32
S-NQ 2952 P-30
SUMMARY TABLE
COND} TION NUMBUR E-0I E-02 E-03
FULL LOAD-STEEL COIL
LOADING CONDITION DEPARTURE |NAVIGATION] ARRIVAL
STOWAGE FACTOR CFT°/LT)
LIGHT WEIGHT C13 3280
CONS TANTS eT) 718 75 +5
FUEL OIL CT1) 678 339 67 DIESEL O!t CT) 114 5? 12 FRESH WATER ct) 182 90 73 WATER BALLAST qT) 404 404 236 STEEL COIL 7308 7308 7308 CARGO ¢T> DISPLACEMENT c1) 12021 11533 11031 EQUIVALENT 7.31 1.04 6.77 DRRF T FORE- - 6.35 6.74 6.57 en AFT 8.19 7.32 6 95 MEAN 7.27 1.03 6.76 TRIM cM) 1.84 0.58 0 38 T.P.C c1) 18.38 18.24 18.10 SG cm? 0.49 ~1.01 -1.39 0 B cM) -1,48 -1,B4 -1.81 HBG cM) 1.97 0.83 0: 42 MTC CT 128.57 125 79 122.95 Or <M) 2.57 2.2L 1.82 T.KH cm) 8.08 8.09 8-11 KG cm) 4.65 4.54 4.57 GM cM) 3.44 3.55 3.54 6 GO cm) 0.18 0.18 0.19 GoM cm) 3.26 3.37 3.35
ANGLE OF DOWN FL CDEG) 50.7 52.4 54.1
PROPELLER IFFERSION C#) 158.11 134 27 124.14 FORE DRAFT/LPP c#) 6.02 6.39 6 23 TRItVLFP cn) 1.75 0.55 0 36 ề MAX GZ cm 3.23 3.39 3.44 § 9 MX G7 (DEC) 50.68 52 36 54.14 ùn | RANGE CDEG2 80 00 90 00 90 00
„| H0 m6? YES YES YES
Š| mo a-sez TES TES TES
g SHEARING FORCE YES YES YES
a
BENDING MOMENT YES YES YES
Trang 33
DECK LINE | I ' Tr _ 7b ' F + 315 Ki» va § 182 1 W DEADWEIGHT
SEASON Summer Tropical Tropical Fresh Winter
Fresh : Depth m 8.030 Freeboard m 0.721 0 569 0 406 0 558 0 873 Draft (Ext.) m 7.309 7,461 7.624 7 472 7.157 Displacement t 12021 12300 12294 12020 11742 Light weight t 3260 Deadweight t 8761 9040 9034 8760 8482 Deadweight LT 8623 8897 8891 8622 8348
(1 Long ton = 1.01605 Metric ton)
Trang 36S.N0.2952 P= 34
2-1 HOW TO CALCULATE THE DISPLACEMENT FROM DRAFT READING
Upon taking measurement of drafts at fore, midship and aft, port and starboard and also the specific gravity of sea water at the depth of approximately one half of the draft, ship’s displacement shall be calculated in the sequence as specified following
The equivalent draft is calculated from the draft measured at fore and aft draft
marks under the following corrections (1)
(2)
(3)
Correction of fore and aft draft for trim
See to “CAPTER-6 (6-1 POSITION OF DRAFT MARK) and (6-2 DRAFT CORRECTION TABLE)”
Correction for defrection
fore draft(df) + aft draft (da)
'Defrection(8 ) = -T— ~e~=~=~=~~rr~~~==r-~——~—- - midship draft (dmid) 2
( >0: Hogging, ô < 0: Sagging )
Mean draft(dc) : Hogging = (df + da)/2 - (3/4) 6= 1/8 (df + 6dmid + da)
Sagging = (df + da)/2 + (3/4) 6 = 1/8(df + Gdmid + da)
Correction of mean draft for trim See to “CHAPTER-2 (2-2 HOW TO CALCULATE THE TRIM CORRECTION)” and “CHAPTER-6 (6-5 TRIM CORRECTION TABLE)”
Trang 37(Example of calculation)
Aft draft Midship draft Fore draft
Measured Port side 4.84 m 3.91 m 3.00 m
@ | draft at Starb’d side 4.84 m 3.93 m 3.00 m
draft mark lưeạn (A) 4.840 m 3.920 m (B) 3.000 m
@ | Apparent trim (B) - (A) 1.840 m by the stern
Draft correction - ® (From CHAPTER 6-2) 0.102 m 0.000 m 0.011m @/|O + ® 4.942 m 3.920 m 2.989 m ® | Factor m _ 6 1, ®|@ x 6® sp 4.942 m ¡| 23.520m |; 2.989 m Xe @ | Mean draft 1/8/2°.® (dc) 3.931 m
Actual trim 1 953 m by the stern
@ | Trim correction (From CHAPTER 6-5) (Ct) ~0 036 m
@ | Equivalent draft @ + @® - 3.895 m
@ | Displacement at draft that is 3.89 m 6022 t- -;
® [ÍT.P.Cjat draft that is 3.89m 7 -1,., (16.80) t Yet?
@ | Displacement at draft that is 3.895 m 6030 t
@ | Measured specific gravity of sea water 1.022 t/m
® | Correction factor of §.G 0.997073,
@ | Actual displacement @ x đồ 6012 t
Where : Trim correction (Detail)
MID F ~2.331
Ci(m) = trim x = 1.953 x ~-~- = -0.043
LPP 105 40
Lpp Trim (MTC)Z+a - (MTC) Z~-a
C2(m) = — x x 2x 2 TPC Lpp 2a 1 105 40 1.953 101.24 - 100.00 Am — x (—=- x “em ne 2 16.81 105 40 0.2 = 0.007 _ Ct(m) = Cl + C2 = -0.043 + 0.007 = -0.036 Remarks: “a” = 0.100 (m)
The values of MID.F & TPC are values at draft that is 3.931 m
“(MTC)Zta* = 3.931 + 0.100 = 4.031 (m)
= 3.931 - 0.100 = 3.831 (m)
Trang 38$.N0.2952 Pˆ 3ó
Aft draft Midship draft | Fore draft
Measured Port side m m m
@ | draft at Starb’d side m m m
draft mark Mean (A) n m (B) m
@ | Apparent trim (B) - (A) m by the stern
@ | ma TH , , : @@ : 8 m m " ® | Factor 1 6 1 ®|@ x © m m m @ | Mean draft 1/8 Y @ (dc) m ® | Actual trim m
@ | Trim correction (From CHAPTER 6-5) (Ct) m
@ | Equivalent draft @ + @ m
@ | Displacement at draft that is m t
@ | T.P.C.at draft that is m t
@ | Displacement at draft that is m t
@ | Measured specific gravity of sea water t/m3
@® j Correction factor of $.6
@ | Actual displacement @ x ® t
Where : Trim correction (Detail)
MID F
Ci(m) = trim x - = x ———— =
Lpp
1 Lpp Trim G@MTC)7+a - (MTC) Z-a
C2(m) = - x - x ( - ».>¬>—==-nnnnnn
2 TPC Lpp 2a
1 -
Bonen YX ceoae x ( wore }2 x ——-=~e———~——-
2 ~ 0.2
Ctím) = Cl + C2 = + =
Remarks; “a” = 0.100 (m)
The values of MID.F & TPC are values at draft that is m
“(MTC)7+a” = + 0.100 = (m)
Trang 392-2 HOW TO CALCULATE THE TRIM CORRECTION
Calculation method of trim correction as follows ;
When you are going to obtain the ship’s displacement in trimmed condition by using hydro static table, you must be correct mean draft of fore, midship and aft to get the draft equivalent to this displacement
Hereon, it must be considered of the mean draft that is the draft corrected for defrection
deq (m) = de + Ct
Where ; deq = Equivalent draft
dc Mean draft of corrected for defrection
Ct it Correction of mean draft for trim
Ct(m) = Cl + C2 MID F (m) Cl(m) = trim(m) x Lpp (m) 1 Lpp (m) Trim(m) d(MTC) C2(m) = x x ¢ )2x 2 TPC (m) Lpp (m) dz Where ; d (MTC)
= Inclination of MTC at draft Z(m) to be obtained from
dz hydrostatic tables as follows
(MTC)7+a - (MTC)Z-a
2a
(MTC) Z+a (MTC)Z+a = MTC at draft(Z+a) (t-m)
(MTC)Z-a = MTC at draft(Z-a) (t-m)
a = Usually use 0.1
(MTC) Za
Trang 402-3 HOW TO CALCULATE THE EACH CONDITION $.N0.2952 P~ 3ø TRIM CALCULATION
Trim explanation is made as the reference for “CHAPTER 2-9 SAMPLE OF CALCULATION
SHEET”
(1) Enter the weight of cargo, Fuel oil, Diesel oil, Fresh water or Ballast
water in each tanks and constants etc into column “WEIGHT” in unit of metric tons
(2) Sum up the above mentioned weights in column “WEIGHT” as the deadweight, and then add the light weight of the ship
Total weight indicate the displacement
(3) Multiply the values in column “WEIGHT” and “MID.G” which is the distance from midship to the longitudinal center of gravity of each compartment
Enter the results into column “MID.G M’T” as the moment of each weight about
midship
(4) Divide the total of column “MID.G M’T” indicated in the bottom line, by the
displacement
‘Result is to be entered in the bottom line of column “MID G”
That shows the distance from midship to center of gravity “MID.G” corresponding to the calculated condition
(5) Read the draft, MID.B, MID.F and MTC corresponding to the above displacement
from “CHAPTER-6 (6-4 HYDRO STATIC TABLE)”
(6) Trim and draft will be calculated by above data as follows
Trimming moment Displacement x (MID.G - MID B)
Trim = = (in meter)
MTC x 100 MTC x 100
(Lpp/2) + (MID F)
df = (Corresponding draft) - —————————— x Trim (in meter))
Lpp
da = (Fore draft) + Trim (in meter)
dm = (df + da)/2 - (in meter)
Where : MID.B Longitudinal center of buoyancy from midship
MID.F = Longitudinal center of floatation from midship
df = Draft at F.P
da = Draft at A.P
dm = Mean draft of “df” and “da”
MTC = Moment to change trim one(1) centimeter