APPROVED

DATE:11 Apr 2019 SEELETTER E-81740-107440

I
NDI
ANREGI
STEROFSHI
PPI
NG
MUMBAI

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INCLINING EXPERIMENT

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PROCEDURE

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FOR

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M.V.JALAMURTI
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07

DWG NO: SIMT-JM-01-001

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PREPARED BY:
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J KIRAN KUMAR
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NAVAL ARCHITECT
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FOR MARINO DESIGN & ENGINEERING SOLUTIONS

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(MDES)
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 TABLE OF CONTENTS

INCLINING TEST 3

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1. PRINCIPLE DIMENSIONS 6

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2. SHIFTING WEIGHT AND PENDULUM ARRANGEMENT 6

2.1 Arrangement of pendulum and it's length 6

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2.2 The sequence of weight transfer 6

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3. CONDITION WHEN TEST 7

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4. DRAUGHT & ACTUAL DISPLACEMENT WHEN TEST 7

4.1 Draught & displacement calculation sheet 7

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4.2 Specific gravity of sea water 8

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4.3 Corrected displacement for specific gravity 8

4.4 Arrangement sketch of draught scale

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5. STATE OF SHIP AT TEST 9
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6. LIST OF SURPLUS WEIGHT 9

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7. LIST OF MISSING WEIGHT 10

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8. RECORD OF PENDULUM READING 11

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9. CORRECTION FOR FREE SURFACE 12

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PROGRESSIVE PLOT OF
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TANGENT OF HEEL ANGLE AGAINST HEELING MOMENT
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10.1 Plot for No.1 pendulum 13

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10.2 Plot for No.2 pendulum 13

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 INCLINING TEST

Purpose and objective

An inclining test has to be carried out for all passenger vessels and every cargo
ship having a length of 24 m and upwards (acc. to International Convention on
Loadlines, 1966) upon its completion or after a major conversion.

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An inclining test is carried out to determine the ships lightship weight and the
position of the centre of gravity (longitudinal, vertical and transversal).

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Lightship condition is a vessel complete in all respects, without consumables,
stores, cargo, crew and effects and without any liquids on board except machinery and

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piping fluids. Due to this all additional, missing and weights to be repositioned have
to be recorded accurately.
During the inclining test as a minimum eight distinct weight movements have

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to be conducted. The eighth movement is a recheck of the zero point.

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(Related Regulation: ILLC ’66, Reg. 10, SOLAS II-1, Reg. 22, IMO.Res.A.749)

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Procedure of the inclining test

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a. Condition of the vessel

The vessel is complete. All temporary material (e.g., tool boxes, staging etc.)
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and personal not directly involved in the inclining test will be removed from onboard
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the ship.
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The decks of the inclined vessel are free of water.

Slack tanks will be kept to an absolute minimum.
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The vessel will be kept as upright as possible; with inclining weights in the
initial position. The actual trim will be considered in the hydrostatic data.
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In order to avoid excessive errors caused by significant changes in the water

plane area during heeling, hydrostatic data for the actual trim and the maximum
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anticipated heeling angles are checked beforehand.

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The total mass used for inclination is around 12000 Kg to provide a minimum
inclination of one degree and an absolute maximum of four degrees of heel to each
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side.
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(Related Regulation: IMO.Res.A.749(18), Chap. 7.3.2. 1-10)

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b. Mooring Arrangement
As the mooring arrangement affects the results of an inclining experiment
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strongly, great importance has been given to record the readings during the inclining
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test, and ensured that the vessel can move freely.

The ship will be moored in a calm area, with enough water depth and no
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passing ships during the test.

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(Related Regulations: IMO.Res.A.749(18), Annex 1, Reg. 2.2)

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 c. Draft Readings
To obtain exact results the draft readings are taken immediately before or after
the inclining test on each side of the vessel at all draught marks (at least aft, midship
and forward).
While the draft readings are taken all weights should be onboard and in
place and all personal who will be onboard the ship during the inclining test should be

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onboard and in place.
Normally the water around a vessel is not that calm that an exact draft reading

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can be taken in one observation. If the water is moved more readings should be made
and the average value used.

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(Related Regulation: IMO.Res.A.749(18), Annex 1, Reg. 4.2.2)

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d. Measurement of sea water density and temperature

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Shortly after the draught readings are taken the density and temperature of the
flotation water are taken. For reasons of accuracy the sample will be taken from a

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sufficient depth to ensure a true representation of the flotation water.
The specific density of seawater determined shortly after the sample is taken

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to ensure that the sample temperature can not change significantly. Otherwise a

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correction of the specific gravity would be necessary.

(Related Regulation: IMO.Res.A.749(18), Annex 1, Reg. 4.2.4)

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e. Measurement devices for inclination

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Two pendulums are used to allow identification of bad readings at any one
pendulum stations.
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The pendulums are located in Cargo Tanks 1 and 4.

The pendulums are 3000 mm long to give a measured deflection, to each side
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of upright, of at least 75 cm.

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(Related Regulation: IMO.Res.A.749(18), Chap. 7.3.2.10)

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f. Tanks
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During an inclining test slack tanks would be reduced to an absolute minimum.

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Due to the fact that the determination of free surfaces of partially filled tanks
may be doubtful, and furthermore an exact mass measurement and determination of
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the centres of gravity for a trimmed vessel is very difficult, it is made sure that all
tanks would be empty and clean.
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(Related Regulation: IMO.Res.A.749(18), Chap. 7.3.2.5 and Annex 1, Reg. 2.1)

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 g. Additional weights / Missing weights/ Weights to be repositioned

All additional, missing and weights to be relocated would be recorded

accurately.

Each item should be clearly identified by mass, vertical and, if necessary, transversal

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location.
If the mass of items onboard during the test, or to be added afterwards, has to

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be estimated, the following rules regarding the centre of gravity are observed.
• When estimating mass to be added:

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Estimate high for items to be added high in the ship
Estimate low for items to be added low in the ship
• When estimating mass to be removed:

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Estimate low for items to be removed from high in the ship

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Estimate high for items to be removed from low in the ship
• When estimating mass to be relocated:

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Estimate high for items to be relocated to a higher point in the ship
Estimate low for items to be relocated to a lower point in the ship

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The inclining weights, pendulums (incl. equipment), any temporary equipment

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and the persons onboard during the inclining test are among the mass to be removed
to obtain the light ship condition. 0
(Related Regulation: IMO.Res.A.749(18), Annex 1, Reg. 4.1)
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h. Shifting of weights
The ship will be inclined by shifting solid weight blocks.
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The solid inclining weights are marked with an identification number and
weight.
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The accurate position (longitudinal vertical and transversal) is recorded after

each shift.
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The test weights would be positioned as far outboard as possible on the upper deck.
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i. Calculation and possible source of error

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A lot of influences can arise the possibility of errors during the conduction and
the evaluation of an inclining test.
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The following which are the most common mistakes are taken care.
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The measured heeling angle during the test will be between 1° and 4°.
Partly filled tanks would be limited.
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The amount of additional weights would be limited.

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All “movable weights” belonging to the vessel would be in normal “operation

position”.
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The trim level of the vessel during test can be freely chosen.
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 1. PRINCIPAL DIMENSIONS :
Ship's Name: M.V.JALAMURTI
Length over all: 49.12 M

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Length between perpendiculars: 47.00 M

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Breadth Moulded: 8.75 M
Depth Moulded: 2.90 M

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Designed Draught: 2.55 M
Displacement (in lightship

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230 Tonnes
condition estimated only)

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GMt (estimated only) 3.5 M
GT 400

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Ship’s state: Ship is ready to ply.

2. SHIFTING WEIGHT AND PENDULUM ARRANGEMENT da

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2.1 Arrangment of Pendulum and it's length :
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No Location Pendulum length

1 Cargo Tank 3 3000 mm
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2 Slop Tank 3000 mm

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2.2 Weight shift procedure

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Distance through which the weights are moved on deck is 8m.

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 3. CONDITIONS AT TEST :

Date of test: 10-4-2019

Place for test: Chennai port

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Weather and Wind: Calm

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Temperature and atmosphere:

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Temperature of sea water:

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Witness class: IRS

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Representatives of owner: MDES

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4. DRAUGHT & ACTUAL DISPLACEMENT AT TEST

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4.1 Draught etc.(Unit for draught in meter and for displacement in metric ton)

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All the draught are extreme to bottom of keel plate

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The registered below drafts are those after the end of shift No.8.
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Item Port Starboard Mean Remark
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Fore draught at draught mark Tf

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Midship draught at draught mark Tm

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Aft draught at draught mark Ta

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Thickness of keel plate tk

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Length between Draft Marks LFA=LPP-LMF-LMA

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"+"to be
Length from fore draft mark to F.P LMF
after F.P
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"+"to be
Length from Mid-draft mark to Mid LMM
after Mid
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"+"to be
Length from aft draft mark to A.P LMA
before A.P
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Apparent trim ta=Ta-Tf

Correction of fore draught ΔTf=- LMF×ta/LFA

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Correction of Midship draught ΔTm=-LMM×ta/LFA

ΔTa=LMA×ta/LFA
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Correction of aft draught

Thickness
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Draught at F .P Tf1=Tf+ΔTf -tk

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keel plate
Draught at Midship Tm1=Tm+ΔTm -tk
to
be
Draught at A .P . Ta1=Ta+ΔTa -tk
reduced
Mean of fore and aft draught T ' =( Tf1+Ta1)/2

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 Deflection ΔT=Tm1 - T '

Correction of deflection ΔT ' =3/4 × ΔT

Corrected mean draught T=T ' +ΔT ' Extreme

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Longitudinal center of floatation LCF
From

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Tons per 1cm immersion TPC above
draft
Displacement to above draught D

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Trim ta1=Ta1-Tf1
ΔD1=-

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Change of displacement due trim
100ta1×LCF×TPC/LPP

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Corresponding displacement D1=D+ΔD1

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4.2 Specific gravity of sea water:

(measured by Hydrometer in place) da

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4.3 Corrected displacement for specific gravity :

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Actual displacement
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× / 1.025= T
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4.4 Arrangement sketch of draught scale

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 5. STATES OF SHIP AT THE TEST
Use D1 to find LCB,KM and MTC0
Displacement: t

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Trim: m

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Longitudinal center of buoyancy from Midship: ( LCB ) m

Transverse Metacenter above base line : ( KM ) m

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Moment to change trim 1cm : (MTC) t-m

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6. LIST OF SURPLUS WEIGHT (Items to Go Off)

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Sounding Density Weight
Item of surplus
No m S.G V.C.G Moment L.C.G Moment
weight
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TCG
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t/m3 Mton m t-m M t-m

LIQUID TANKS
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Persons on board
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Inclining Weights
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Test equipment in
Cargo Tank 4
Test equipment in
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Cargo Tank 1
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 7 LIST OF MISSING WEIGHT (Items to Go On)

Weight Status

No Item of missing weight V.C.G Moment L.C.G Moment

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ton m t-m M t-m TCG

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Total
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8. RECORD OF PENDULUM READING

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Pendulum : No.1 Pendulum : No.2
Position : At Fr. 21 in Cargo Tank 3 Position : At Fr. 78 in SLOP TANK

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Pendulum Length : 3000 mm Pendulum Length : 3000 mm
weight shift
Readings

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No.
Heeling Heeling

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Initial Final Diff TanѲ Initial Final Diff TanѲ
Moment Moment

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2

7
3

10
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0-
5

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 9. CORRECTION FOR FREE SURFACE

Items sounding Weight Specific Gravity Volume F.S.M

Liquid Tanks (m) (t) (t/m3) (m3) (t-m)

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SUM(F.S.M) = 0.000

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GG0=SUM(F.S.M) / Displacment= m

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10. PROGRESSIVE PLOT OF TANGENT OF HEEL ANGLE AGAINST HEELING MOMENT

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After readings are taken a plot of tangent of heel angle against heeling moment for both
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pendulums is drawn.
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Typical plot is shown below

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Heeling angles tangent (starboard)

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Heeling moment (port)
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Heeling moment (starboard)
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Heeling angles tangent (port)

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 10.1 Plot for No.1 Pendulum (Heel moment vs. tangent of heel angle)

Plot data:

Initial 1 2 3 4 5 6 7 8

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TanѲ

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Heel Moment

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10.2 Plot for No.2 Pendulum (Heel moment vs. tangent of heel angle)

Plot data:

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Initial 1 2 3 4 5 6 7 8

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TanѲ 0
Heel Moment
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 9
PRODUCED BY AN AUTODESK STUDENT VERSION

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W2

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W4

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AP3
FP2
AP1 SP1

PRODUCED BY AN AUTODESK STUDENT VERSION

PRODUCED BY AN AUTODESK STUDENT VERSION

WING TANK 1 (PORT)

800 x 800
HATCH
1 PERSON BLR
FRESH WATER

0
PROVISION HATCH HATCH
FP1 TANK STORES GALLEY CARGO OIL TANK 3 (PORT) CARGO OIL TANK 2 (PORT) CARGO OIL TANK 1 (PORT) SLOPE TANK 1
ENGINEER (PORT)

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COMMON STORE
MESS ROOM TOILET
TOILET
AP2
STEERING GEAR
HATCH HATCH HATCH HATCH
COMPARTMNET FORE PEAK
MASTER
HATCH FUNNEL
DN STORE

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(900 X 1000)
5
1 PERSON
0 5 10 15 20 21 22 23 HATCH
24 25 26 27 28 29 HATCH
30 31 32 33 HATCH
34 36 HATCH
38 40 42 44 46 50 52 54
HATCH
PUMP ROOM

CREW CREW
2 PERSONS

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2 PERSONS

SLOP TANK 1
FP1 CARGO OIL TANK 4 (STBD) CARGO OIL TANK 3 (STBD) CARGO OIL TANK 2 STBD) (STBD)
1 PERSON 1 PERSON
BLR
UP

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HATCH
600x600mm

WING TANK 2 (STBD)

WING TANK 3 (STBD) WING TANK 1 (STBD)

17 W3
W1

MAIN DECK PLAN

FOOT AREA OF EACH

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WEIGHT SET IS 2000 X 800
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PRODUCED BY AN AUTODESK STUDENT VERSION

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