INDEX

ITEM Page No

INDEX..............................................................................................................................1
GENERAL PARTICULARS............................................................................................2
INSTRUCTIONS TO THE MASTER..............................................................................3
OPERATIONAL PROCEDURES RELATED TO HEAVY WEATHER
CONDITIONS..................................................................................................................4
GENERAL PRECAUTIONS AGAINST CAPSIZING...................................................6
DESIGN CRITERIA APPLICABLE TO CARGO SHIPS...............................................7
METRIC CONVERSIONS..............................................................................................8
EFFECT OF LIQUID IN TANKS....................................................................................9
HOW TO CALCULATE THE SHIP’S LOADING CONDITION................................10
EXAMPLE SHOWING THE USE OF CROSS CURVES............................................12
AREA UNDER GZ CURVE UP TO 40 DEGREES CONDITION No 2......................14
AREA UNDER GZ CURVE UP TO 30 DEGREES CONDITION No 2......................14
AREA UNDER GZ CURVE BETWEEN 30 AND 40 DEGREES CONDITION No 2
.........................................................................................................................................14
HYDROSTATIC PARTICULARS.................................................................................15
CROSS CURVES TABLES............................................Error! Bookmark not defined.
TANKS AND CARGO HOLDS DATA.........................................................................21
LOADING CONDITIONS.............................................................................................30
INCLINING EXPERIMENT REPORT……………......................................................66
 GENERAL PARTICULARS
VESSEL'S NAME : "ZIAD STAR"

FLAG : THE KINGDOM OF CAMBODIA

CALL SIGN : XUGN8

PORT OF REGISTRY : PHNOM PEHN

L.B.P. : 106.00 (M)

BREADTH : 17.40 (M)

DEPTH : 8.950 (M)

DRAUGHT : 7.073 (M)

FREEBOARDS (SUMMER) : 1912 (MM)

BUILT :

BUILDERS : ONOMICHI DOCKYARD CO

PLACE OF BUILT : JAPAN

CLASSIFICATION SOCIETY : I.N.S.B.

LIGHT SHIP WEIGHT : 2338.50 (T)

L.C.G. : 8.15 (M)
V.C.G. : 7.54 (M)

NOTES: 1. ( + ) MEANS AFT OF AMIDSHIP

( - ) MEANS FWD OF AMIDSHIP

2. LIGHTSHIP WEIGHT EXCTRACTED FROM THE GRAIN STABILITY

BOOKLET APPOVED BY THE HELLENIC REGISTER OF SHIPPING ON
19/3/1976.
 INSTRUCTIONS TO THE MASTER

In this manual the Master can find all necessary information for
assessing the stability of the ship for any loading condition (other than
those specified in this booklet) and to ensure that the stability criteria set
by I.M.O. RES. A-167 are complied with.

Compliance with the stability criteria does not insure immunity against
circumstances, or absolve the Master from his responsibilities. The
provision of adequate stability at all times remains the Master’s
responsibility. Master should therefore exercise prudence and good
seamanship, considered the season of year, weather forecasts and the
navigational zone and take appropriate actions as to speed and course,
according to the prevailing circumstances.

Care should be taken to ensure that cargo loaded on board is

capable of being stowed so that compliance with the criteria can be
achieved. Before a voyage commences care should be taken to ensure
that the cargo and equipment have been properly stowed or lashed so
as to minimize the possibility of both longitudinal and lateral shifting at
sea under the effect of acceleration caused by rolling and pitching.

Masters should know that stability can be adversely affected by

influences such as beam wind on ships with large windage area, icing
on top sides and deck cargo, water trapped on deck, rolling
characteristics and following seas.

When it is intended to introduce or discharge water ballast during a

voyage, this should be done by filling or emptying one tank at a time
with the exception of tanks symmetrical about the ship’s centerline
which should be filled or emptied simultaneously.
OPERATIONAL PROCEDURES RELATED TO HEAVY
WEATHER CONDITIONS
 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.

Weathertight 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. Hatch covers and flush 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.

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

Fish should never be carried in bulk without first being sure that the
portable divisions in the holds are properly installed.

Reliance on automatic steering may be dangerous as this prevents

ready changes to course which may be needed in bad weather.

In all conditions of loading necessary care should be taken to

maintain a seaworthy freeboard.

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

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.
 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 the course changed, or both. Freeing ports provided with
closing appliances should always be capable of functioning and are not
to be locked.

Masters 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, especially for small ships.

Use of operational guidelines for avoiding dangerous situations in

severe weather conditions or an on-board computer based system is
recommended. The method should be simple to use.
 GENERAL PRECAUTIONS AGAINST CAPSIZING

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.

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

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.

A ship, when engaged in towing operations, should possess an

adequate reserve of stability to withstand the anticipated heeling
moment arising from the tow line without endangering the towing ship.
Deck cargo on board the towing ship should be so positioned as not to
endanger the safe working of the crew on deck or impede the proper
functioning of the towing equipment and be properly secured. Tow line
arrangements should include towing springs and a method of quick
release of the tow. The number of partially filled or slack tanks should
be kept to a minimum because of their adverse effect on stability.

The stability criteria contained in chapter 3 set minimum values, but

no maximum values are recommended. It is advisable to avoid
excessive values of metacentric height, since these might lead to
acceleration forces which could be prejudicial to the ship, its
complement, its equipment and to safe carriage of the cargo. Slack
tanks may, in exceptional cases, be used as a means of reducing
excessive values of metacentric height. In such cases, due
consideration should be given to sloshing effects.

Regard should be paid to the possible adverse effects on stability

where certain bulk cargoes are carried. In this connection, attention
should be paid to the IMO Code of Safe Practice for Solid Bulk
Cargoes.
 DESIGN CRITERIA APPLICABLE TO CARGO SHIPS

Recommended general intact stability criteria

1. The area under the righting lever curve (GZ curve) should not be
less than 0.055 metre-radians up to θ = 30 degrees angle of heel
and not less than 0.09 metre-radians up to θ = 40 degrees or the
angle of downflooding θf1 if this angle is less than 40 degrees.
Additionally, the area under the righting lever curve (GZ curve)
between the angles of heel of 30 degrees and 40 degrees or
between 30 degrees and θf, if this angle is less than 40 degrees,
should not be less than 0.03 metre-radians.

2. The righting lever GZ should be at least 0.20 m at an angle of heel

equal to or greater than 30 degrees.

3. The maximum righting arm should occur at an angle of heel

preferably exceeding 30 degrees but not less than 25 degrees.

4. The initial metacentric height GMo should not be less than 0.15 m.

1
qf is an 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.
 METRIC CONVERSIONS

METRIC EQUIVALENTS
TO CONVERT
MULTIPLY BY TO OBTAIN
FROM
0.0393700 milimeters inches 25.4000000
0.3937000 centimeters inches 2.5400000
3.2808000 meters feet 0.3048000
2.2046000 kilograms pounds 0.4535900
0.0009842 kilograms tons 1016.047000
0.9842000 metric tonnes tons 1.0160000
metric tonnes per tons per
2.4999800 centimeter inch 0.4000000
immersion
moment to change immersion
moment to
8.2014000 trim 1 centimeter change trim 1 0.1220000
187.976700 meter - radians feet -inch
degrees 0.0053000
35.8795000 cubic meters / tonnes cubic feet / tons 0.0278709
TO MULTIPLY
TO OBTAIN CONVERT BY ABOVE
FROM

RELATION BETWEEN WEIGHT AND VOLUME

1000 mm3 = 1 cm3
1 cm3 of FRESHWATER (S.G.=1.000) = 1 gram
1000 cm3 of FRESHWATER (S.G.=1.000) = 1 kg (1000 grams)
1 m3 of FRESHWATER (S.G.=1.000) = 1 tonne (1000 kilograms)
1 m3 of SALTWATER (S.G.=1.025) = 1.025 tonnes
1 tonne of SALTWATER (S.G.=1.025) = 0.975 m3

1 m3 = 35.316 ft3
1 ft3 = 0.0283 m3
1/(m3/ tonnes) = tonnes / m3
 EFFECT OF LIQUID IN TANKS

1. Provided that a tank is filled completely with liquid, no movement of

the liquid is possible and the effect on the ship’s stability is precisely
the same as if the tank contained solid material. Immediately as a
quantity of liquid is withdrawn from the tank, the liquid is free to
move, as the ship heels and the stability of the ship is affected
adversely by what is known as the “Free Surface Effect”.

2. For all conditions, the Initial Metacentric Height and the Stability
Curves should be corrected for the effect of Free Liquid Surfaces in
accordance with the assumptions following:

(A) Tanks which are taken into consideration when determining the
effect of liquids on the Stability at all Angles of Inclination should
include single tanks for each kind of liquid (including those for
water ballast) which according to the service conditions can
simultaneously have free surfaces.

(B) I. For the purpose of determining the above correction the tanks
assumed slack should be those which have the largest Moment
of Inertia about an axis through the centroid and parallel to the
ship’s centerline, in any loading condition.

II. For each tank the maximum possible Inertia is taken, then:

  T 
SUM  INERTIA OF TANK ( M 4 )  DENSITY OF LIQUID IN TANK  3  
  M 
LOSS OF GM ( METERS) 
DISPLACEMENT OF THE SHIP ( TONNES )
 HOW TO CALCULATE THE SHIP’S LOADING
CONDITION

 Enter the weight for each item of DEADWEIGHT.

 Multiply each item in column WEIGHT by L.C.G to obtain

LONGITUDINAL MOMENT.
L.C.G. denotes the horizontal distance between Center of Gravity
of each item and amidships. The Positive Sign (+) means that the
item is located abaft amidships.

 Multiply each item by V.C.G. to obtain VERTICAL MOMENT.

VCG denotes the height of Center of Gravity of each item above
keel line.

 Sum the entries in columns WEIGHT, LONGITUDINAL

MOMENT and VERTICAL MOMENT.

 The sum of weights is the DEADWEIGHT.

 Add LIGHTSHIP and respective moments.

 The sum of the DEADWEIGHT and LIGHTSHIP is the

DISPLACEMENT.

 Calculate the final L.C.G. and V.C.G of the ship by the following
formulae:
TOTAL LONGITUDINAL MOMENT
L.C.G. 
DISPLACEMENT

TOTAL VERTICAL MOMENT

V .C.G. 
DISPLACEMENT

 Calculate draft at L.C.F, L.C.B, L.C.F, M.C.T and K.M.T

corresponding to the displacement using HYDROSTATIC
PARTICULARS.
L.C.B. denotes the horizontal distance between Center of
Buoyancy and Amidships, L.C.F is the distance between Center of
Flotation and Amidships. The Negative Sign (-) means that these
items are located forward amidships.
  Deduct L.C.G. from L.C.B, that is: G.B=L.C.G-L.C.B
If G.B is zero, the ship floats on even keel, if negative the ship trims
by bow.

 Ship’s trim can be found by the formula:

DISPLACEMENT  G.B
TRIM  ( in meters)
M.C.T  100

 Draft obtained as follows:

L .B .P
 L.C.F
DRAFT AFT  ( DRAFT AT L.C.F )  2  TRIM
L . B . P.

DRAFT FWD  ( DRAFT AFT )  ( TRIM )

MEAN DRAFT  0.5  ( DRAFT AFT  DRAFT FWD )

where, L.B.P is the length between perpendiculars

 Deduct V.C.G from K.M.T, that is: G.M.= (K.M.T) – (V.C.G), where
G.M. is the meracentric height.

 Sum free surface moments for all tanks which are not completely
full or completely empty, and correct metacentric height G.M using
the following formula:
  T 
SUM  INERTIA OF TANK ( M 4 )  DENSITY OF LIQUID IN TANK  3  
  M 
LOSS OF GM ( METERS) 
DISPLACEMENT OF THE SHIP ( TONNES )

 Accordingly the metacentric height considering the free surface

effect, GM’, is :

GM’=(G.M) - (LOSS OF G.M.)

and virtual center of gravity is:

KG’=(K.G) + (LOSS OF G.M.)

 Calculate statical stability curve and check required criteria.

EXAMPLE SHOWING THE USE OF CROSS CURVES

The purpose of the cross curves is to enable Statical Stability Curves

(Curves of righting levers) to be drawn for the ship in any sailing
condition e.g.:

Assume the displacement of the ship to be 4086.20 Tons and the

vertical center of gravity (V.C.G) to be 5.40 M above the base (bottom of
keel) as in condition No 3.
SUM( I o  SG)
 INITIAL METACENTRIC HEIGHT  GM  KM  KG 
DISPLACEMENT
where,

KM= height of transverse metacentric above base= 9.03 M

SG= specific gravity of liquid in each tank.
KG= KG SOLID = 5.40m.
SUM(I o  SG )
 Free Surface Correction  F.S.C  0.17m
DISPLACEMENT

 KG (FLUID)=KG (SOLID) + FSC = 5.40 + 0.17 =5.57 m

 GM= 3.46 m

 RIGHTING LEVER GZ’=GZ(KG=0)-GG’ (SINQ), at any angle of heel

where,

GZ(KG=0) , cross curves coordinate for assumed KG=0 above base

line. In this case cross curves coordinate is given in the vessel’s
cross curves plan for KG=6M above base line Therefore it has to
be computed by the formula:
GZ(KG=0)=GZ(KG=6M)+6M (SINQ)
Note that GZ(KG=6M) is cross curve ordinate for KG=6m as per
vessel’s cross curves plan.

GG’= KG (SOLID)+FSC (difference of virtual KG, corrected for

free surface effects).
 CONDITION’S KG’= 5.570 M
CROSS CURVES KG= 6.00 M
RIGHTING ARM G’Z=GZ-GG’ SIN Q
Θ 15 30 35 40 45

SIN Θ 0.259 0.500 0.574 0.643 0.707

GZ(KG=0) 2.688 4.774 5.268 5.737 6.175

.
KGcor.x SIN Θ 1.441 2.784 3.194 3.579 3.937

GZcor. 1.247 1.990 2.075 2.157 2.238

Then the Statical Stability Curve can be drawn.

 AREA UNDER GZ CURVE UP TO 30 DEGREES
CONDITION No 3
THETA GZ' (m) FACTOR CAPE
0 0.000 1 0.000
15 1.247 4 4.989
30 1.989 1 1.990
SUM (0-30)= 6.979

-Area under GZ Curve up to 30.deg=15/3 * 0.0175 *SUM (0-30)=

0.609 M RAD

AREA UNDER GZ CURVE BETWEEN 30 AND 40

DEGREES CONDITION No 3

THETA GZ' (m) SIMPSON CAPE

30 1.990 1 1.990
35 2.075 4 8.298
40 2.157 1 2.157
SUM (30-40)= 12.446

-Area under GZ Curve 30-40.deg=5/3 * 0.0175 *SUM (30-40)=

0.362M RAD

AREA UNDER GZ CURVE UP TO 40 DEGREES

CONDITION No 3
-Area under GZ Curve up to 40.deg = Area under GZ Curve up to
30.deg +Area under GZ Curve 30-40.deg=0.609+0.362=0.971M RAD.
 HYDROSTATIC PARTICULARS

(the hydrostatic particulars attached herewith were extracted from the vessel’s
Grain Stability Booklet approved by the Hellenic Register of Shipping on the
19th March, 1976)
 HYDROSTATIC DATA

DRAFT ABOVE KEEL IN METRES

DISPL. DISPLACEMENT IN METRIC TONNES
M.C.T. MOMENT TO CHANGE 1 CM TRIM (METRIC TONNES*METRES)
L.C.B. LONGITUDINAL CENTRE OF BUOYANCY FROM AMIDSHIPS IN METRES
L.C.F. LONGITUDINAL CENTRE OF FLOTATION FROM AMIDSHIPS IN METRES
K.M.T. TRANSVERSE METACENTRE ABOVE BASE LINE IN METRES

DRAFT DISPL. M.C.T. L.C.B L.C.F KMT

1.80 1264.80 28.64 0.60 0.98 8.50
1.90 1341.85 28.92 0.62 1.01 8.18
2.00 1418.90 29.20 0.65 1.04 7.87
2.10 1496.50 29.47 0.67 1.07 7.63
2.20 1574.10 29.73 0.69 1.09 7.38
2.30 1605.50 29.95 0.71 1.11 7.18
2.40 1727.00 30.17 0.73 1.14 6.98
2.50 1805.35 30.38 0.74 1.14 6.82
2.60 1883.70 30.58 0.76 1.14 6.66
2.70 1963.85 30.78 0.77 1.14 6.53
2.80 2044.00 30.98 0.79 1.14 6.40
2.90 2123.80 31.16 0.80 1.14 6.29
3.00 2203.60 31.34 0.82 1.13 6.19
3.10 2282.65 31.54 0.83 1.11 6.10
3.20 2361.70 31.73 0.84 1.09 6.02
3.30 2441.75 31.94 0.84 1.06 5.95
3.40 2521.80 32.14 0.85 1.03 5.88
3.50 2602.85 32.36 0.85 0.99 5.82
3.60 2683.90 32.58 0.86 0.94 5.77
3.70 2765.35 32.86 0.86 0.87 5.73
3.80 2846.80 33.14 0.86 0.79 5.68
3.90 2928.70 33.47 0.85 0.68 5.64
4.00 3010.60 33.80 0.85 0.58 5.61
4.10 3093.30 34.23 -4.16 0.45 5.59
4.20 3176.10 34.65 0.83 0.31 5.57
4.30 3259.55 35.15 0.81 0.15 5.55
4.40 3343.00 35.65 0.79 -0.02 5.54
DRAFT DISPL. M.C.T. L.C.B L.C.F KMT
4.50 3426.50 36.24 0.76 -0.25 5.53
4.60 3510.00 36.82 0.74 -0.47 5.52
4.70 3595.55 37.46 0.71 -0.60 5.52
4.80 3681.10 38.10 0.68 -0.73 5.52
4.90 3767.45 38.73 0.65 -0.90 5.52
5.00 3853.80 39.37 0.61 -1.06 5.52
5.10 3939.90 39.99 0.57 -1.20 5.51
5.20 4026.00 40.60 0.53 -1.34 5.54
5.30 4113.00 41.17 0.49 -1.46 5.55
5.40 4200.00 41.73 0.45 -1.58 5.57
5.50 4287.20 42.22 0.40 -1.68 5.58
5.60 4374.40 42.71 0.36 -1.78 5.60
5.70 4465.55 43.15 0.31 -1.86 5.62
5.80 4556.70 43.58 0.27 -1.95 5.64
5.90 4645.80 43.99 0.23 -2.03 5.66
6.00 4734.90 44.40 0.19 -2.11 5.68
6.10 4827.45 44.85 0.12 -2.17 5.71
6.20 4920.00 45.30 0.05 -2.22 5.73
6.30 5011.40 45.75 -0.02 -2.28 5.75
6.40 5103.20 46.20 -0.09 -2.33 5.78
6.50 5195.40 46.65 -0.17 -2.38 5.81
6.60 5288.00 47.12 -0.25 -2.42 5.84
6.70 5381.00 47.58 -0.33 -2.46 5.86
6.80 5474.40 48.05 -0.41 -2.49 5.88
6.90 5568.10 48.52 -0.49 -2.52 5.90
7.00 5662.10 48.99 -0.60 -2.55 5.92
7.10 5756.20 49.47 -0.69 -2.58 5.94
7.20 5850.40 49.95 -0.78 -2.61 5.96
TANKS AND CARGO HOLDS DATA
 TABLE OF GZ VALUES FOR ASSUMED KG = 0.00 M

DISPL. : DICPLACEMENT IN METRIC TONNES

MAXIMUM PERMISSIBLE KG SATIFSY THE FOLLOWING CRITERIA:

1.AREA UNDER GZ CURVE = .055 M-RAD FROM 0.0 TO 30.0 DEGREES

2.AREA UNDER GZ CURVE = .090 M-RAD FROM 0.0 TO 40.0 DEGREES

3.AREA UNDER GZ CURVE = .030 M-RAD FROM 30.0 TO 40.0 DEGREES

4.RIGHTING ARM GZ = 0.200 M AT THE ANGLE OF 30.0 DEGREES

6.SLOPE OF GZ CURVE = 0.15 M/RAD AT 0.0 DEGREES

DISPL GZ IN METRES FOR THE FOLLOWING ANGLES OF HEEL

(TONNES) 10 20 30 40 50 60 75
1300 1.40 2.78 3.79 4.33 4.81 5.24 5.22
1400 1.36 2.67 3.70 4.30 4.81 5.24 5.22
1500 1.32 2.59 3.64 4.28 4.81 5.24 5.22
1600 1.28 2.52 3.57 4.26 4.81 5.24 5.21
1700 1.24 2.45 3.53 4.24 4.81 5.24 5.20
1800 1.20 2.38 3.48 4.23 4.81 5.23 5.19
1900 1.16 2.32 3.46 4.22 4.81 5.22 5.18
2000 1.13 2.26 3.44 4.21 4.80 5.21 5.16
2100 1.10 2.22 3.39 4.18 4.79 5.20 5.15
2200 1.08 2.18 3.35 4.16 4.77 5.18 5.14
2300 1.06 2.14 3.31 4.14 4.75 5.15 5.12
2400 1.04 2.11 3.27 4.11 4.73 5.13 5.11
2500 1.03 2.08 3.23 4.09 4.72 5.11 5.10
2600 1.02 2.06 3.19 4.07 4.69 5.05 5.08
2700 1.00 2.04 3.16 4.05 4.67 5.00 5.06
2800 0.99 2.02 3.13 4.04 4.65 4.98 5.04
2900 0.98 2.00 3.10 4.01 4.64 4.97 5.02
3000 0.98 1.99 3.08 4.00 4.62 4.95 5.00
 DISPL GZ IN METRES FOR THE FOLLOWING ANGLES OF HEEL
(TONNES) 10 20 30 40 50 60 75
3100 0.97 1.98 3.07 3.99 4.61 4.93 4.98
3200 0.96 1.96 3.06 3.98 4.60 4.91 4.96
3300 0.96 1.96 3.05 3.97 4.58 4.89 4.94
3400 0.96 1.96 3.04 3.95 4.56 4.87 4.92
3500 0.96 1.96 3.03 3.94 4.54 4.85 4.91
3600 0.96 1.96 3.02 3.90 4.50 4.83 4.90
3700 0.96 1.96 3.01 3.86 4.46 4.81 4.88
3800 0.96 1.96 3.00 3.83 4.43 4.78 4.86
3900 0.97 1.96 2.98 3.80 4.39 4.75 4.84
4000 0.97 1.96 2.96 3.76 4.35 4.72 4.82
4100 0.98 1.97 2.95 3.72 4.30 4.69 4.80
4200 0.98 1.98 2.95 3.70 4.27 4.66 4.78
4300 0.98 1.98 2.94 3.67 4.23 4.63 4.76
4400 0.98 1.99 2.93 3.63 4.19 4.60 4.75
4500 0.99 2.10 2.92 3.61 4.16 4.57 4.74
4600 0.99 2.10 2.91 3.58 4.13 4.54 4.73
4700 1.00 2.10 2.90 3.56 4.10 4.51 4.72
4800 1.01 2.12 2.89 3.54 4.07 4.49 4.71
4900 1.03 2.14 2.88 3.51 4.04 4.45 4.69
5000 1.05 2.17 2.87 3.49 4.00 4.41 4.67
5100 1.07 2.20 2.86 3.47 3.97 4.37 4.65
5200 1.09 2.23 2.85 3.44 3.94 4.33 4.62
5300 1.12 2.26 2.84 3.42 3.90 4.29 4.59
5400 1.15 2.29 2.83 3.40 3.88 4.25 4.56
5500 1.18 2.32 2.82 3.38 3.84 4.20 4.53
5600 1.21 2.35 2.81 3.36 3.81 4.15 4.49
5700 1.24 2.38 2.80 3.35 3.78 4.10 4.45
5800 1.28 2.41 2.80 3.34 3.76 4.05 4.41
 TANKS AND CARGO HOLDS DATA
(the hydrostatic particulars attached herewith were extracted from the vessel’s
Grain Stability Booklet approved by the Hellenic Register of Shipping on the
19th March, 1976)
 TANKS DATA

DIESEL OIL TANKS S.G.= 0.850 T/M3

CENTRES OF FREE
CAPACITY GRAV. SURFACE
WEIGHT
COMPARTMENT FRS No FULL 100 (M4)
(MT) (M) MOMENT
(M3)
L.C.G V.C.G ( T-M )

D.B. TANK No 4 (C) 37 65 106.73 90.72 -5.36 0.615 185.88 158.00

D.B. TANK No 6 (C) 25 37 43.04 36.58 -17.80 0.615 66.94 56.90
SETTLING TANK No16 8 14 9.17 7.79 -30.64 5.767 4.47 3.80
SERVICE TANK No14 14 16 2.42 2.06 -28.06 5.759 0.56 0.48

TOTAL 161.36 137.16 -10.46 0.985 257.86 219.18

MISCELLANEOUS
S.G. = 0.850 T/M3
TANKS

CENTRES OF FREE
CAPACITY GRAV. SURFACE
WEIGHT
COMPARTMENT FRS No FULL 100 (M4)
(MT) (M) MOMENT
(M3)
L.C.G V.C.G ( T-M )

TANK No 7 OVERFLOW 20 23 11.09 9.43 -23.92 0.888 11.84 10.06

TOTAL 11.09 9.43 -23.92 0.888 11.84 10.06

 LUB.OIL TANKS S.G. = 0.900 T/M3

CENTRES OF FREE
CAPACITY GRAV. SURFACE
WEIGHT
COMPARTMENT FRS No FULL 100 (M4)
(MT) (M) MOMENT
(M3)
L.C.G V.C.G ( T-M )

TANK NO 11 L.O 15 18 7.59 6.83 -27.05 0.90 4.59 4.13

TANK NO 15 L.O 8 16 3.79 3.41 -28.64 0.92 1.39 1.25

TOTAL 11.38 10.24 -27.58 0.91 5.98 5.38

FRESH WATER
TANKS S.G. = 1.000 T/M3

CENTRES OF FREE
CAPACITY GRAV. SURFACE
WEIGHT
COMPARTMENT FRS No FULL 100 (M4)
(MT) (M) MOMENT
(M3)
L.C.G V.C.G ( T-M )

TANK No 8 18 23 17.37 17.37 -24.49 0.89 17.09 17.09

STERN TANK AFT 4 38.83 38.83 -36.76 5.62 121.76 121.76
AFT PEAK TANK 4 8 43.05 43.05 -33.47 4.97 159.23 159.23

TOTAL 99.25 99.25 -33.19 4.51 298.08 298.08

DIRTY WATER TANK S.G. = 0.960 T/M3

CENTRES OF FREE
CAPACITY WEIGHT GRAV. SURFACE
(M4)
COMPARTMENT FRS No FULL 100 ( M.T ) (M) MOMENT
( M3 ) L.C.G V.C.G ( T-M )

TANK No 9 18 20 6.28 6.03 -25.50 0.89 5.03 4.83

TOTAL 6.28 6.03 -25.50 0.89 5.03 4.83

 WATER BALLAST
TANKS S.G. = 1.025 T/M3

CENTRES OF FREE
CAPACITY GRAV. SURFACE
WEIGHT
COMPARTMENT FRS No FULL 100 (M4)
(MT) (M) MOMENT
(M3)
L.C.G V.C.G ( T-M )

FOREPEAK 109 F.E 117.35 120.28 34.04 3.439 20.06 20.56

D.B. TANK No. 1 (P&S) 91 109 149.48 153.22 24.61 1.038 203.02 208.10
D.B. TANK No. 3 (P&S) 61 91 173.76 178.10 9.95 0.637 221.37 226.90
D.B. TANK No. 5 (P&S) 25 61 201.36 206.39 -9.39 0.637 266.20 272.86
D.B. TANK No. 2 (C) 65 91 99.11 101.59 11.65 0.615 143.22 146.80

TOTAL 741.06 759.59 11.696 1.159 853.87 875.22

TRIM AND STABILITY BOOKLET-M/V “ADMIRAL” PAGE: 29

HOLDS DATA

CARGO HOLDS (S.F. = 1.000 M3/T)

(S.G. = 1.000 T/M3)

CENTRES OF
CAPACITY GRAV. FREE SURFACE
WEIGHT
COMPARTMENT FRS No FULL 100 (M4)
(MT) (M) MOMENT
(M3)
L.C.G V.C.G ( T-M )

HOLD 1 68 109 1485.75 1485.75 17.08 4.08 0.00 0.00

HOLD 2 25 68 1848.85 1848.85 -8.56 3.88 0.00 0.00
TOTAL HOLD 25 109 3334.60 3334.60 2.86 3.97 0.00 0.00
TWD 1 68 109 890.00 890.00 17.45 8.10 0.00 0.00
TWD 2 19 68 1137.00 1137.00 -9.94 7.82 0.00 0.00
TOTAL TWD 19 109 2027.00 2027.00 2.09 7.94 0.00 0.00

TOTAL 5361.60 5361.60 2.57 5.47 0.00 0.00

PAGE 30

LOADING CONDITIONS
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