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# Department of Ship Technology, CUSAT, B.

## Tech (NA\$SB), Batch – XXIX

CHAPTER 6
DETAILED CAPACITY CALCULATION AND
MASS ESTIMATION

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## 6. DETAILED CAPACITY CALCULATIONS

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.

## 6.1 Final estimates of consumables, stores and cargo

Range = 3800 nm
Speed = 15.0 Knot (open water)
= 5.0 Knot (Most severe Ice conditions)
∴Max Hours of travel, H = 760 Hrs
Hours in port = 48 Hrs
No of officers = 21
No of crew = 23

## Volume of heavy fuel oil (VHFO)

Specific fuel consumption, SFC = 182 g / KWh.
(Assumed for a slow speed large bore diesel engine)
Brake power, PB = 38250 KW
Mass of heavy fuel oil, MHFO = SFC × PB × H / 1000000 +20%
20% allowance has been taken into account.
= 6449 t
Volume of HFO, VHFO = MHFO /0.90 = 7154 m3
Volume of diesel oil (VDO)
Auxiliary engines
Type: SKU CUIN-1200N305, Model 1400 GQKA
Number: 3
Manufacturer: Cummins
Rated output: 1400 kW
Rated capacity: 1200 kW (1750 kVA) 60 Hz or 1166.7 kW (1458.3 kVA) 50 Hz
SFC 220 g /KWh
PAUX 4200KW

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## Mass of diesel oil, MDO = SFC × PAUX × H/1000000

= 747 t
Volume of diesel oil, VDO = MDO/0.95
= 786 m3

## Volume of boiler fuel oil (VBO)

Boiler is selected of capacity 2000KW
Mass of boiler oil, VBO = SFC × P × H/1000000
SFC = 220 g /KWh
= 355 t
Volume of boiler oil = 355/0.95 = 373 m3

## Volume of lubricating oil (VLO)

Mass of lube oil, MLO = 0.03 (MHFO + MDO +MBO)
= 216.6 t
Volume of lube oil = 216.6/0.9 = 241 m3
Volume of fresh water, (VFW)
Consumption of fresh water = 20 litres / person / day
Mass of fresh water, M FW = 29.6 t
Volume of fresh water, VFW = 29.6 m3

## Volume of washing water (VWW)

Consumption 120 liters /person/ day for officers
60 liters /person/ day for crew
Mass of washing water, MWW = 131.3 t
Volume of washing water, VWW = 131.3 m3

## The capacities of tanks/compartments are determined using the computer

software AutoCAD 2007. Offset. The values are found by creating different regions,
and the “mass prop” command. Tables 6.1, 6.2, 6.3 and 6.4 indicate the moulded
capacities (exclusive of camber volume) of respective tanks/compartments along with
their location and centres of gravity. In all the above tables LCG is measured from
AP, VCG from base line and TCG from the centre line

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## Table 6.1 Capacity of cargo Tanks

S.No. Item Fr.No. Vol Weight LCG VCG TCG FSM
m^3 (98%vol) m m m tm
1 CH1(P) 70-114 16049.03 13526.12 69.77 13.53 -10.43 15475.16
2 CH1(S) 70-114 16049.03 13526.12 69.77 13.53 10.43 15475.16
3 CH2(P) 114-164 18867.88 15901.85 109.25 13.45 -10.69 18504.95
4 CH2(S) 114-164 18867.88 15901.85 109.25 13.45 10.69 18504.95
5 CH3(P) 164-209 16981.09 14311.66 149.63 13.45 -10.69 16654.46
6 CH3(S) 164-209 16981.09 14311.66 149.63 13.45 10.69 16654.46
7 CH4(P) 209-259 18534.91 15621.22 189.63 13.45 -10.69 18178.39
8 CH4(S) 209-259 18534.91 15621.22 189.63 13.45 10.69 18178.39
9 CH5(P) 259-314 14646.90 12344.41 225.39 13.43 -9.32 13350.11
10 CH5(S) 259-314 14646.90 12344.41 225.39 13.43 9.32 13350.11
11 Slop tank(P) 64-70 2067.29 1722.05 50.99 13.84 -9.86 210.43
12 Slop tank(S) 64-70 2067.29 1722.05 50.99 13.84 9.86 210.43
Total 174294.17 146854.61 164747.01

## Table 6.2 Capacity of Ballast Tanks

S.No. Item Fr.No. Vol Weight LCG VCG TCG FSM
m^3 (98%vol) m m m tm
1 Aft peak tank(s) AE -16 1039.12 1026.48 -5.63 18.96 -7.26 696.39
2 Aft peak tank(s) AE -16 1039.12 1026.48 -5.63 18.96 7.26 696.39
3 Wing ballast tank1(P) 64-70 302.00 298.33 50.96 12.49 -20.85 12.47
4 Wing ballast tank1(S) 64-70 302.00 298.33 50.96 12.49 20.85 12.47
5 Wing ballast tank2(P) 70-114 2420.00 2390.57 73.20 12.50 -21.18 37.30
6 Wing ballast tank2(S) 70-114 2420.00 2390.57 73.20 12.50 21.18 37.30
7 Wing ballast tank3(P) 114-164 2969.90 2933.79 113.15 12.50 -21.18 47.57
8 Wing ballast tank3(S) 114-164 2969.90 2933.79 113.15 12.50 21.18 47.57
9 Wing ballast tank4(P) 164-209 2672.91 2640.41 153.53 12.50 -21.18 42.81
10 Wing ballast tank4(S) 164-209 2672.91 2640.41 153.53 12.50 21.18 42.81
11 Wing ballast tank5(P) 209-259 2917.49 2882.01 193.53 12.50 -21.18 46.73
12 Wing ballast tank5(S) 209-259 2917.49 2882.01 193.53 12.50 21.18 46.73
13 Wing ballast tank6(P) 259-314 2607.02 2575.32 233.25 13.01 -18.12 41.26
14 Wing ballast tank6(S) 259-314 2607.02 2575.32 233.25 13.01 18.12 41.26
15 Ballast tank 1(P) 131-164 1715.13 1694.27 119.65 1.54 -11.19 3791.36
16 Ballast tank 1(S) 131-164 1715.13 1694.27 119.65 1.54 11.19 3791.36
17 Ballast tank 2(P) 164-209 2584.94 2553.50 153.53 1.54 -11.29 6007.23
18 Ballast tank 2(S) 164-209 2584.94 2553.50 153.53 1.54 11.29 6007.23
19 Ballast tank 3(P) 209-259 2821.47 2787.16 193.53 1.54 -11.29 6556.91
20 Ballast tank 3(S) 209-259 2821.47 2787.16 193.53 1.54 11.29 6556.91
21 Ballast tank 4(P) 259-314 2096.42 2070.92 228.34 1.56 -18.12 4390.36
22 Ballast tank 4(S) 259-314 2096.42 2070.92 228.34 1.56 18.12 4390.36
23 FP tank(P) 314-fe 1274.32 1258.82 257.31 9.14 -3.88 1034.51
24 FP tank(S) 314-fe 1274.32 1258.82 257.31 9.14 3.88 1034.51
Total 50841.42 50223.19 45409.75

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## S.No Item Fr .No. Vol weight LCG VCG TCG FSM

t(98%
m^3 vol) m m m tm
1 HFO tank1(P) 21-46 398.36 370.87 23.72 2.28 -5.18 476.06
2 HFO tank1(S) 21-46 398.36 370.87 23.72 2.28 5.18 476.06
3 HFO tank 2(P) 67-70 123.50 114.98 50.05 1.60 -8.21 82.29
4 HFO tank 2(S) 67-70 123.50 114.98 50.05 1.60 8.21 82.29
5 HFO tank3(P) 70-114 2196.6 2045.1 71.64 1.57 -9.91 4654.40
6 HFO tank3(S) 70-114 2196.6 2045.1 71.64 1.57 9.91 4654.40
7 HFO tank4(P) 114-131 857.56 798.39 95.20 1.54 -11.19 1855.66
8 HFO tank4(S) 114-131 857.56 798.39 95.20 1.54 11.19 1855.66
9 Boiler fuel tank1(P) 59-64 189.71 176.62 44.10 1.90 -7.56 350.44
10 Boiler fuel tank1(S) 59-64 189.71 176.62 44.10 1.90 7.56 350.44
11 Diesel oil tank 1(P) 46-59 398.70 371.19 35.90 2.28 -5.18 662.15
12 Diesel oil tank 1(S) 46-59 398.70 371.19 35.90 2.28 5.18 662.15
13 Lo tank(P) 64-67 123.50 108.93 47.47 1.60 -8.21 82.29
14 Lo tank(S) 64-67 123.50 108.93 47.47 1.60 8.21 82.29
15 Waste water tank (P) 9---21 66.22 64.90 8.38 4.00 -2.25 2.86
16 Fresh water tank(S) 9---21 66.22 64.90 8.38 4.00 2.25 2.86
17 Waste water tank (P) 9---21 16.00 15.68 8.38 10.20 -3.10 1.68
18 Fresh water tank(S) 9---21 16.00 15.68 8.38 10.20 3.10 1.68
Total 8740.3 8133.2 16335.64

## Description No. Location Volume LCG VCG TCG

Azipod room 1 -11 – 21 7714 5.58 17.75 0
Engine Room 1 21 – 64 21716 30.3 12.47 0
Cofferdam 1 70 – 71 688 53.9 11.67 0
Chain Locker(P&S) 2 314 – 322 528 254.5 21.2 0
Forecastle deck 1 314-349 1093.4 259.07 25.26 0
Deck house 1 21-64 9472 36.89 30.78 0
Total 41211

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## GROSS TONNAGE (GT) = 84919

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## NET TONNAGE (NT) = K2 VC (4 d / 3 D )2 + K3 ( N1 + N2 / 10)

In which formula
a) The factor (4 d / 3 D)2 shall not be taken as greater than unity.
b) The term K2 VC(4 d / 3 D )2 shall not be taken as less than "0.25 GT" ;
c) "NT" should not be taken as less than "0.3 GT"
VC, Total volume of cargo spaces =170160.17m3 (excluding slop tank
volume)
K2 = 0.2 + 0.02 * log10 (Vc) = 0.3046,
D = Moulded depth amidships in metres. D = 23.76 m.
d = Moulded draft amidships, d =16.75 m.
K3 = 1.25 [(GT + 10000) / 10000] = 11.86
N1 = Number of passengers in cabins with not more than 8 berths.
N2 = Number of other passengers.
N 1 + N2 = Total number of passengers the ship is permitted to carry as in the
ship’s Passenger certificates.
When N1 + N2 is less than 13, N1 + N2 shall be taken as zero (no passengers hence
zero)
In the expression for Net Tonnage, K3 (N1 + N2 / 10) = 0
a) Since d = 16.75, the expression (4 d / 3 D )2 =0.8835
b) In the expression for Net Tonnage, K2 VC (4 d / 3 D )2 = 45792.5 > 0.25 GT
∴The term K2VC (4d / 3D) 2 is taken as 45792.5
c) NT = K2VC (4d / 3D) 2 + K3 (N1 + N2/10)
= 45792.5 + 0
= 45792.5 > 0.30 GT (24723.18)
∴Net Tonnage is taken as 45792.5

## NET TONNAGE (NT) = 45793

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## 6.3 Final Mass Estimation

6.3.1 Introduction

## At the initial stages of design, dimensions of superstructures and deckhouses

were not known. Lightship mass was calculated by taking rough values or giving
allowance for masses of these quantities. After designing the general arrangement
plan, the lightship mass is estimated more accurately, using actual values wherever
possible and empirical formulae when the actual mass is not known.
6.3.2 Procedure

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

## 6.3.3 Steel 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

## E = 1500 – 40000 for tankers

Take K = 0.035
7
Δ
SE = 23126.95
8
CB = Block Coefficient at 0.8D
= CB + (1- CB) (0.8D – T) /3T
= 0.846
ΔSE = 25717.9 t

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## 6.3.4 Wood and Outfit Mass

ΔOU = Co× L × B + 100 t (approx additional weight for
Co =0.24 [Ref37]

= 3173.9t

## 6.3.5 Engine Plant mass

ΔEP = Weight of Main engine & generator + Weight of
transformer, frequency convertor &MSB + Weight of Pod +
Weight of Auxiliary machinery (3*Cummins Model 1400
GQKA) + Weight of boiler& pump etc
= 975 + 174 + (662*2) + (3 x 60) + 150
= 2803 t
Light ship weight = ΔSE + ΔOU + ΔEP,
= 31694.8 t

## 6.4 Distribution of Masses to Find Centre of Gravity

LCG is measured from AP and VCG from keel.
6. 4.1 Steel Mass
Steel mass can be divided into mass of superstructure and that of continuous
material.
Volume of superstructure = 9472 m3
∴Mass of superstructure = 0.067 × 9472
= 634.6 t
∴Mass of continuous material = Mass of steel – Mass of super structure
= 25717.9 – 634.6
= 25083.3 t
Mass of superstructure is assumed to act at its centroid (LCG = 36.89, VCG
= 30.78)
(Calculated by AutoCAD Drawing with some geometrical assumptions)

## COG of continuous material:

VCG hull = 0.01D (46.6 + 0.135(0.81 – CB)(L/D)2) + 0.008D(L/B – 6.5), L ≤
120 m

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## = 0.01D (46.6 + 0.135(0.81 –CB)(L/D)2), 120 m < L

= 10.96 m

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.

## LCG hull = 125.6 m

LCG = 125.6 m from AP
VCG = 10.96 m from keel

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

## LCG of Steel mass = 123.41 m

VCG of Steel mass = 11.45 m
6. 4.2 Engine plant mass

The engine plant mass is divided into propeller mass, propeller shaft mass,
main engine mass, & remainder mass

Table 6.6

## Item Mass (t) LCG(m) VCG(m)

Main engine 975 21.27 7.00
Electric equipment 174 6.30 16.70
Pod and propeller 1324 0.00 7.93
Aux engine 180 33.90 6.50
Boiler and pump 150 34.00 8.00
Total 2803 11.79 8.06

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## VCG = D + 1.25, L ≤ 125 m

= D + 1.25 + 0.01(L-125), 125 < L ≤ 250 m
= D + 2.50, 250 m < L
= 26.26m

## LCG = (25% Wo at LCGM, 37.5% at LCG dh, and 37.5% at amidships)

LCG = 66.09 m

Table 6.7
Determination of COG of Light Ship

## ITEM MASS(t) LCG from AP(m) VCG keel(m)

Steel 25717.9 125.6 11.45
Wood & Outfit 3173.9 66.09 26.26
Engine Plant 2803 11.79 8.06
TOTAL 31694.8 107.46 12.63

## 6.5 Required capacity:

Volume of HFO, = 7154 m3
Volume of diesel oil, = 786 m3
Volume of boiler oil, = 373 m3
Volume of lube oil = 241 m3
Volume of fresh water, = 30 m3
Volume of washing water, = 131 m3
Volume of washing water = 168096 m3

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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.

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CHAPTER 7
DETAILED TRIM AND
STABILITY CALCULATIONS

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## 7.1 TRANSVERSE STABILITY

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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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

## G0M = KMT -KG0 = GM - 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.

## 7.2 LONGITUDINAL STABILITY

The longitudinal stability of a vessel usually poses no problem as the longitudinal
metacentric position is much higher than the center of gravity position The
longitudinal metacentre is similar to the transverse metacentre except that it involves
longitudinal inclinations. Since vessel is usually not symmetrical forward and aft, the
center of buoyancy at various even keel waterlines doesn’t always lie in a fixed
transverse plane, but may move forward and aft with changes in draft. For a given
even keel waterline, the longitudinal metacentre is defined as the intersection of a
vertical line through the center of buoyancy in the even keel position with a vertical
line through the position of the center of buoyancy after the vessel has been inclined
longitudinally through small angles.

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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.

## DRAFTS AND TRIM:

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:

## t = T a - Tf = ((LCB – LCG) X Displacement ) / (100 X MCT1cm )

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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## 7.3 WEATHER CRITERION ACCORDING TO IMO RES. A 749 (18)

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.

## θ0 = Angle of heel under action of steady wind.

θ1 = Angle of roll to windward due to wave action
θ2= Angle of down flooding ( θf ) or 50 degrees or θc , whichever is less
θf= Angle of heel at which openings in the hull, superstructures or
deckhouses which cannot be closed watertight,
θc= Angle of second intercept between wind heeling lever ( lw2 ) and GZ
curves.

The wind heeling levers lw1 and lw2 are constant values at all angles of inclinations
and should be calculated as follows:

## lw1 = P * A * Z / (1000 * g * Δ (m)

lw2 = 1.5 * lw1

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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)

## The angle of roll (θ1) should be calculated as follows

θ1= 109 * k * X1 * X2 * √(r * s) (degrees)
Where,
X1, X2, k & s are factors given in tables 7.1 below.
k is a factor depending on type of bilge construction.
r = 0.73 + 0.6 OG/d
OG = distance between centre of gravity and the waterline in metres (+ ve if center
of gravity is above WL, -ve, if it is below)
d= mean draught of the ship (m)
Rolling period T = 2CB / √ GM (s)
Where
C= 0.373 + 0.023 (B/d) - 0.043 (L / 100).
The symbols in the above tables 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 draft of the ship (m)
CB = block coefficient
Ak= total overall area of bilge keels, or area of the lateral projection of the
bar keel, or sum of these areas (m2)
GM= metacentric height corrected for free surface effect (m)

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## Table 7.1 Table for X1, X2, K and s

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)

136
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

## WINDAGE AREA TABLE

Table 7.2
VCG Above
Draught wind area
Base line Half draught
m m2 m m
2 6126 14.12 13.12
4 5604 15.16 13.16
6 5086 16.2 13.2
8 4574 17.23 13.23
10 4064 18.26 13.26
12 3553 19.3 13.3
14 3024 20.4 13.4
16 2485 21.58 13.58
18 1935 22.87 13.87
20 1381 24.42 14.42

## DOWNFLOODING ANGLE, DECK IMMERSION & DRAFT PARTICULARS

Table 7.3
Draft(m) Deck Immersion(Deg) Down Flooding(Deg)
2 41.76 53.67
4 39.07 51
6 36.09 47.98
8 32.9 44.54
10 29.46 40.69
12 25.78 36.31
14 21.8 31.38
16 17.67 25.87
18 13.3 19.79
20 8.77 13.22

137
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

## 7.3 Hydrostatic table for trimmed condition

Hydrostatic properties(trim=-2m Fwd)
(Tables 7.4)

## Draft Disp LCB KB(m) LCF(m) TPC KMT MCT1cm

(m) (t) (m) (m) (m) (t) (m) (tm)
2.5 24468.24 155.004 1.525 142.971 101.345 66.928 1548.395
3 29593.65 152.858 1.777 142.279 103.101 57.897 1597.984
3.5 34798.1 151.223 2.032 141.586 104.508 51.156 1639.369
4 40065.6 149.917 2.287 141.007 105.645 45.91 1674.926
4.5 45386.27 148.841 2.543 140.504 106.625 41.744 1708.454
5 50751.13 147.94 2.799 140.13 107.416 38.367 1735.657
5.5 56152.38 147.167 3.055 139.679 108.093 35.629 1757.739
6 61586.52 146.486 3.311 139.215 108.729 33.374 1779.278
6.5 67052.07 145.875 3.567 138.769 109.34 31.502 1800.326
7 72545.2 145.323 3.823 138.423 109.821 29.882 1816.731
7.5 78060.64 144.823 4.08 138.056 110.244 28.509 1830.302
8 83596.86 144.362 4.336 137.69 110.655 27.34 1843.58
8.5 89153.5 143.935 4.592 137.335 111.048 26.331 1857.01
9 94728.45 143.537 4.848 136.995 111.415 25.441 1870.65
9.5 100324.2 143.163 5.104 136.686 111.89 24.72 1888.178
10 105948 142.813 5.36 136.435 112.516 24.178 1907.989
10.5 111604.2 142.483 5.617 136.19 113.164 23.727 1927.81
11 117291.7 142.173 5.875 135.993 113.77 23.329 1946.383
11.5 123008.3 141.881 6.133 135.739 114.267 22.923 1963.325
12 128741.8 141.599 6.391 135.356 114.476 22.44 1976.977
12.5 134483.4 141.324 6.649 134.973 114.622 21.993 1990.494
13 140231.6 141.056 6.906 134.64 114.724 21.591 2002.334
13.5 145994.6 140.791 7.163 133.896 115.379 21.275 2046.421
14 151806.6 140.506 7.422 132.798 116.548 21.066 2116.947
14.5 157680 140.198 7.682 131.643 117.819 20.926 2191.395
15 163615.7 139.868 7.943 130.786 118.827 20.813 2249.991
15.5 169583 139.544 8.205 130.536 119.27 20.679 2273.857
16 175572.6 139.232 8.468 130.301 119.735 20.57 2299.595
16.5 181586.6 138.933 8.73 130.075 120.224 20.488 2326.966
17 187624.7 138.644 8.992 129.871 120.698 20.424 2354.047
17.5 193686.4 138.367 9.255 129.721 121.166 20.379 2380.585

138
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.5)

## Draft Disp LCB KB(m) LCF(m) TPCI KMT MCT1cm

(m) (t) (m) (m) (m) (t) (m) (tm)
3.25 31599.62 149.628 1.859 141.599 103.949 55.241 1625.639
3.75 36842.45 148.443 2.116 141.023 105.196 49.079 1662.71
4.25 42142.74 147.475 2.374 140.481 106.255 44.269 1697.086
4.75 47490.26 146.664 2.631 140.099 107.089 40.369 1726.188
5.25 52877.73 145.978 2.889 139.75 107.868 37.276 1752.775
5.75 58301.68 145.378 3.146 139.298 108.538 34.747 1774.643
6.25 63757.94 144.838 3.404 138.839 109.165 32.651 1795.957
6.75 69243.34 144.347 3.661 138.479 109.678 30.852 1813.709
7.25 74752.78 143.903 3.918 138.154 110.144 29.336 1829.361
7.75 80284.26 143.494 4.175 137.789 110.563 28.049 1842.715
8.25 85836.49 143.113 4.432 137.421 110.97 26.948 1856.126
8.75 91407.94 142.756 4.689 137.079 111.336 25.973 1869.536
9.25 96998.39 142.418 4.945 136.709 111.73 25.138 1884.785
9.75 997714.5 142.097 5.202 136.407 112.24 24.475 1903.077
10.25 108252.9 141.794 5.459 136.158 112.889 23.98 1923.026
10.75 113927 141.508 5.717 135.945 113.498 23.544 1941.562
11.25 119630.9 141.238 5.975 135.752 114.098 23.171 1959.88
11.75 125363.1 140.982 6.234 135.467 114.539 22.762 1976.069
12.25 131108.8 140.731 6.493 135.081 114.702 22.283 1989.626
12.75 136861.4 140.486 6.751 134.73 114.812 21.849 2001.721
13.25 142624.7 140.241 7.008 133.977 115.285 21.468 2037.257
13.75 148428.5 139.974 7.267 132.832 116.339 21.191 2106.034
14.25 154291.1 139.681 7.527 131.681 117.596 21.026 2180.104
14.75 160217.1 139.364 7.789 130.731 118.686 20.903 2243.462
15.25 166177.2 139.05 8.052 130.48 119.13 20.756 2267.105
15.75 172159.9 138.747 8.314 130.221 119.578 20.633 2291.442
16.25 178165.3 138.456 8.577 129.977 120.048 20.535 2317.666
16.75 184194.9 138.174 8.839 129.761 120.524 20.459 2344.74
17.25 190247.1 137.904 9.102 129.588 120.969 20.401 2369.932
17.75 196322.3 137.644 9.365 129.444 121.43 20.363 2396.183

139
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.6)

## Draft Disp LCB KB(m) LCF(m) TPCI KMT MCT1cm

(m) (t) (m) (m) (m) (t) (m) (tm)
3 28421.75 147.703 1.688 141.508 103.22 60.071 1606.082
3.5 33633.71 146.702 1.947 141.019 104.677 52.758 1650.095
4 38911.13 145.895 2.207 140.479 105.854 47.195 1685.187
4.5 44240.76 145.214 2.466 140.051 106.745 42.681 1715.841
5 49611.11 144.637 2.724 139.715 107.537 39.112 1743.032
5.5 55021.22 144.136 2.983 139.372 108.322 36.277 1769.846
6 60467.59 143.687 3.242 138.921 108.978 33.931 1791.422
6.5 65944.84 143.273 3.5 138.526 109.527 31.936 1810.312
7 71446.74 142.895 3.758 138.207 109.999 30.244 1826.247
7.5 76972.29 142.547 4.016 137.888 110.465 28.828 1841.844
8 82520 142.222 4.273 137.52 110.885 27.62 1855.36
8.5 88087.75 141.913 4.531 137.166 111.26 26.559 1868.589
9 93674.54 141.619 4.788 136.793 111.652 25.64 1883.746
9.5 99281.05 141.336 5.045 136.417 112.052 24.854 1899.278
10 104910.4 141.064 5.303 136.129 112.607 24.256 1918.131
10.5 110571 140.805 5.561 135.905 113.232 23.784 1937.132
11 116261.6 140.56 5.819 135.707 113.826 23.373 1955.1
11.5 121982.2 140.328 6.078 135.509 114.428 23.024 1973.509
12 127729.2 140.105 6.337 135.19 114.784 22.599 1988.805
12.5 133486.3 139.885 6.596 134.826 114.905 22.13 2001.421
13 139252.7 139.664 6.854 134.147 115.305 21.714 2032.291
13.5 145054.7 139.419 7.113 132.903 116.214 21.363 2096.204
14 150907.7 139.143 7.374 131.72 117.375 21.139 2168.875
14.5 156823.7 138.841 7.636 130.679 118.547 21.005 2237.159
15 162776.9 138.538 7.899 130.426 118.989 20.84 2260.644
15.5 168752.5 138.246 8.161 130.166 119.44 20.706 2284.753
16 174750.9 137.964 8.424 129.899 119.892 20.593 2309.569
16.5 180772.2 137.691 8.687 129.657 120.355 20.503 2335.796
17 186816 137.428 8.95 129.48 120.794 20.432 2360.686
17.5 192881.8 137.176 9.213 129.31 121.235 20.383 2385.606

140
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.7)

## Draft Disp LCB KB(m) LCF(m) TPCI KMT MCT1cm

(m) (t) (m) (m) (m) (t) (m) (tm)
3.25 30444.82 144.624 1.781 140.874 104.008 57.082 1631.835
3.75 35692.51 144.044 2.042 140.482 105.37 50.538 1672.785
4.25 41002.5 143.549 2.303 140.002 106.404 45.382 1705.515
4.75 46355.65 143.12 2.563 139.666 107.194 41.223 1732.636
5.25 51748.71 142.743 2.822 139.332 107.987 37.965 1759.905
5.75 57181.39 142.403 3.081 138.998 108.776 35.362 1786.779
6.25 62649.86 142.086 3.341 138.576 109.379 33.152 1806.995
6.75 68144.41 141.79 3.599 138.254 109.849 31.257 1822.89
7.25 73662.38 141.513 3.858 137.938 110.319 29.68 1838.718
7.75 79203.98 141.252 4.116 137.619 110.79 28.356 1854.52
8.25 84767.76 141.002 4.374 137.258 111.189 27.205 1867.958
8.75 90350.84 140.759 4.632 136.88 111.575 26.193 1882.802
9.25 95953.56 140.521 4.89 136.503 111.974 25.33 1898.221
9.75 101576.5 140.288 5.148 136.123 112.378 24.591 1913.928
10.25 107223.6 140.061 5.406 135.864 112.966 24.05 1932.737
10.75 112901 139.845 5.664 135.667 113.56 23.598 1950.614
11.25 118608.3 139.639 5.923 135.466 114.159 23.215 1968.819
11.75 124345.6 139.442 6.182 135.267 114.761 22.891 1987.147
12.25 130106.2 139.25 6.442 134.922 115.001 22.436 2001.181
12.75 135875.9 139.056 6.701 134.313 115.337 21.982 2028.095
13.25 141679.1 138.837 6.961 133.082 116.229 21.597 2091.036
13.75 147529.2 138.583 7.222 131.779 117.203 21.285 2158.241
14.25 153435.3 138.298 7.484 130.629 118.41 21.119 2230.903
14.75 159381.7 138.007 7.747 130.374 118.851 20.936 2254.333
15.25 165350.4 137.726 8.01 130.113 119.301 20.785 2278.334
15.75 171341.8 137.456 8.273 129.845 119.759 20.663 2302.92
16.25 177356.3 137.193 8.536 129.574 120.208 20.558 2328.059
16.75 183392 136.939 8.799 129.376 120.625 20.472 2351.746
17.25 189449.3 136.694 9.063 129.201 121.064 20.41 2376.56
17.75 195528.7 136.459 9.326 129.03 121.503 20.369 2401.516

141
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.8)

## Draft Disp LCB KB LCF(m) TPCI KMT MCT1cm

(m) (t) (m) (m) (m) (t) (m) (tm)
3 27279.53 142.111 1.62 140.721 103.33 62.414 1613.25
3.5 32493.33 141.856 1.881 140.331 104.697 54.362 1654.319
4 37775.54 141.616 2.143 139.953 106.062 48.566 1695.229
4.5 43111.65 141.39 2.404 139.618 106.85 43.672 1722.266
5 48487.52 141.174 2.664 139.282 107.645 39.899 1749.545
5.5 53903.09 140.967 2.924 138.952 108.437 36.918 1776.63
6 59358.37 140.767 3.183 138.626 109.231 34.521 1803.726
6.5 64845.38 140.572 3.443 138.303 109.702 32.392 1819.625
7 70355.94 140.382 3.702 137.984 110.17 30.629 1835.36
7.5 75890.09 140.195 3.961 137.668 110.642 29.157 1851.225
8 81447.98 140.012 4.219 137.35 111.118 27.917 1867.294
8.5 87027.59 139.829 4.478 136.972 111.506 26.803 1882.211
9 92626.64 139.645 4.736 136.591 111.897 25.854 1897.268
9.5 98245.7 139.46 4.994 136.208 112.3 25.042 1912.955
10 103885 139.273 5.252 135.828 112.707 24.346 1928.631
10.5 109549.3 139.089 5.511 135.627 113.294 23.849 1946.179
11 115243.1 138.913 5.77 135.425 113.893 23.426 1964.328
11.5 120967.1 138.744 6.029 135.225 114.493 23.069 1982.568
12 126721.3 138.579 6.289 135.021 115.098 22.768 2001.059
12.5 132494.7 138.415 6.548 134.475 115.374 22.274 2024.188
13 138299 138.225 6.809 133.262 116.248 21.852 2086.143
13.5 144150.1 137.997 7.07 131.962 117.216 21.507 2153.103
14 150051.9 137.733 7.333 130.581 118.275 21.246 2224.796
14.5 155991.5 137.455 7.596 130.323 118.714 21.043 2248.117
15 161953.5 137.188 7.86 130.061 119.164 20.875 2272.053
15.5 167938.2 136.929 8.123 129.792 119.621 20.736 2296.582
16 173946 136.678 8.387 129.515 120.087 20.626 2321.736
16.5 179975.3 136.435 8.65 129.293 120.481 20.523 2344.106
17 186025 136.199 8.913 129.095 120.896 20.446 2367.689
17.5 192095.3 135.972 9.177 128.922 121.335 20.393 2392.556
18 198188.9 135.752 9.44 128.745 121.777 20.36 2417.764

142
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.9)

## Draft Disp LCB KB LCF(m) TPCI KMT MCT1cm

(m) (t) (m) (m) (m) (t) (m) (tm)
3.25 29317.84 139.24 1.725 140.172 104.018 59.026 1635.527
3.75 34566.14 139.353 1.987 139.795 105.385 51.967 1676.506
4.25 39878.98 139.394 2.248 139.565 106.505 46.541 1711.708
4.75 45237.7 139.395 2.509 139.232 107.303 42.13 1739.176
5.25 50636.16 139.36 2.769 138.902 108.095 38.695 1766.251
5.75 56074.25 139.299 3.029 138.575 108.889 35.961 1793.301
6.25 61549.88 139.224 3.289 138.348 109.55 33.664 1816.155
6.75 67053.02 139.139 3.548 138.033 110.023 31.688 1832.157
7.25 72579.7 139.043 3.807 137.715 110.492 30.046 1847.861
7.75 78130.05 138.937 4.066 137.396 110.968 28.671 1863.918
8.25 83704.41 138.823 4.325 137.062 111.433 27.475 1881.491
8.75 89299.99 138.701 4.584 136.684 111.826 26.43 1896.656
9.25 94915.28 138.57 4.842 136.296 112.226 25.538 1912.089
9.75 100550.7 138.432 5.101 135.915 112.629 24.773 1927.712
10.25 106205.9 138.289 5.359 135.593 113.034 24.127 1942.05
10.75 111886.8 138.147 5.618 135.386 113.628 23.662 1959.898
11.25 117597.3 138.008 5.877 135.184 114.227 23.268 1978.072
11.75 123338.2 137.871 6.137 134.981 114.832 22.936 1996.541
12.25 129108.8 137.737 6.397 134.634 115.421 22.591 2020.912
12.75 134914.4 137.579 6.658 133.441 116.269 22.13 2081.269
13.25 140766.4 137.38 6.92 132.145 117.233 21.749 2148.172
13.75 146668.8 137.142 7.183 130.77 118.284 21.456 2219.585
14.25 152606.4 136.883 7.447 130.277 118.581 21.164 2242.066
14.75 158561.4 136.63 7.711 130.011 119.026 20.976 2265.786
15.25 164539.1 136.384 7.974 129.741 119.483 20.821 2290.255
15.75 170539.9 136.146 8.238 129.465 119.948 20.695 2315.341
16.25 176562.9 135.914 8.502 129.235 120.36 20.586 2337.833
16.75 182605.9 135.689 8.765 129.013 120.753 20.493 2360.189
17.25 188668.7 135.471 9.029 128.816 121.167 20.425 2383.695
17.75 194753.4 135.261 9.293 128.639 121.61 20.381 2408.884

143
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

## Hydrostatic properties(trim=1.0m aft)

(Tables 7.10)
Draft Disp LCB KB LCF(m) TPCI KMT MCT1cm
(m) (t) (m) (m) (m) (t) (m) (tm)
3.5 31380.52 136.674 1.836 139.631 104.705 56.076 1657.579
4 36661.96 137.078 2.097 139.359 105.968 49.754 1694.931
4.5 41999.22 137.356 2.357 139.174 106.954 44.726 1728.454
5 47380.45 137.545 2.617 138.851 107.753 40.734 1755.864
5.5 52801.48 137.662 2.877 138.525 108.546 37.597 1782.888
6 58261.31 137.729 3.137 138.269 109.263 35.036 1807.122
6.5 63753.55 137.767 3.397 138.072 109.867 32.873 1828.488
7 69272.72 137.779 3.656 137.764 110.345 31.037 1844.639
7.5 74815.65 137.766 3.915 137.442 110.819 29.505 1860.609
8 80382.83 137.732 4.174 137.1 111.306 28.203 1878.286
8.5 85973.32 137.68 4.433 136.772 111.751 27.064 1895.788
9 91585.11 137.613 4.692 136.389 112.154 26.082 1911.476
9.5 97216.93 137.531 4.951 136.003 112.554 25.243 1926.882
10 102868.3 137.437 5.209 135.651 112.925 24.513 1941.152
10.5 108538.8 137.335 5.468 135.352 113.368 23.924 1955.836
11 114236.2 137.231 5.727 135.145 113.963 23.49 1973.688
11.5 119963.7 137.127 5.987 134.941 114.565 23.122 1991.999
12 125721.5 137.022 6.247 134.667 115.226 22.801 2014.88
12.5 131525 136.897 6.508 133.626 116.298 22.433 2076.806
13 137378 136.73 6.77 132.327 117.25 22.013 2143.237
13.5 143281.1 136.521 7.034 130.96 118.294 21.685 2214.39
14 149222.5 136.285 7.299 130.359 118.63 21.356 2241.542
14.5 155174.4 136.049 7.563 129.966 118.895 21.089 2259.871
15 161145.2 135.819 7.827 129.691 119.347 20.916 2284.013
15.5 167139.1 135.594 8.091 129.414 119.812 20.773 2309.023
16 173155.6 135.375 8.354 129.179 120.236 20.653 2331.857
16.5 179192.6 135.163 8.618 128.955 120.634 20.551 2354.064
17 185249.3 134.956 8.882 128.735 121.025 20.468 2376.282
17.5 191325.8 134.755 9.146 128.533 121.443 20.41 2400.047
18 197424.1 134.56 9.41 128.358 121.88 20.371 2425.301

144
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.11)

## Draft Disp LCB KB LCF(m) TPCI KMT MCT1cm

(m) (t) (m) (m) (m) (t) (m) (tm)
3.25 28222.31 133.461 1.692 139.318 103.856 60.911 1632.914
3.75 33466.98 134.364 1.951 139.145 105.344 53.459 1677.285
4.25 38776.08 135.007 2.211 138.976 106.452 47.655 1711.875
4.75 44136.33 135.479 2.47 138.788 107.402 43.092 1744.97
5.25 49540.18 135.823 2.73 138.473 108.204 39.467 1772.498
5.75 54983.43 136.07 2.989 138.185 108.96 36.573 1797.969
6.25 60460.91 136.253 3.248 137.999 109.594 34.158 1819.576
6.75 65969.39 136.39 3.508 137.8 110.185 32.142 1840.747
7.25 71504.73 136.487 3.767 137.491 110.672 30.434 1857.435
7.75 77064.52 136.547 4.026 137.14 111.172 29 1875.07
8.25 82648.5 136.576 4.285 136.813 111.628 27.752 1892.594
8.75 88255.15 136.581 4.544 136.475 112.077 26.681 1910.549
9.25 93883.38 136.563 4.802 136.095 112.484 25.759 1926.354
9.75 99531.35 136.526 5.061 135.729 112.865 24.964 1940.795
10.25 105197.5 136.474 5.32 135.393 113.218 24.267 1954.554
10.75 110883.7 136.411 5.579 135.111 113.704 23.736 1969.638
11.25 116598 136.342 5.838 134.903 114.301 23.331 1987.597
11.75 122342.2 136.269 6.098 134.661 114.933 22.98 2008.307
12.25 128132.7 136.177 6.359 133.723 116.165 22.671 2069.978
12.75 133985 136.045 6.622 132.518 117.276 22.301 2138.809
13.25 139888.8 135.867 6.887 131.147 118.306 21.935 2209.282
13.75 145834 135.657 7.152 130.457 118.727 21.585 2241.527
14.25 151789.4 135.445 7.416 130.03 118.904 21.257 2258.887
14.75 157756.3 135.232 7.681 129.647 119.218 21.023 2278.215
15.25 163743.6 135.023 7.945 129.363 119.676 20.863 2302.818
15.75 169753.3 134.818 8.209 129.121 120.106 20.728 2325.884
16.25 175783.9 134.619 8.473 128.898 120.516 20.615 2348.289
16.75 181834.7 134.425 8.737 128.678 120.908 20.522 2370.23
17.25 187904.9 134.235 9 128.452 121.303 20.449 2392.699
17.75 193995.4 134.05 9.264 128.25 121.717 20.397 2416.523

145
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.12)

## Draft Disp LCB KB LCF(m) TPCI KMT MCT1cm

(m) (t) (m) (m) (m) (t) (m) (tm)
3.5 30298.54 131.147 1.813 138.819 104.549 57.756 1653.89
4 35573.57 132.279 2.07 138.744 105.872 51.019 1694.255
4.5 40907.19 133.113 2.328 138.598 106.917 45.754 1728.601
5 46290.19 133.74 2.586 138.406 107.849 41.618 1761.352
5.5 51716.49 134.214 2.845 138.111 108.642 38.307 1788.486
6 57178.69 134.577 3.104 137.914 109.295 35.581 1810.456
6.5 62672.77 134.861 3.362 137.73 109.92 33.344 1831.959
7 68197.34 135.085 3.621 137.522 110.509 31.467 1853.327
7.5 73749.46 135.257 3.88 137.189 111.026 29.876 1871.753
8 79326.65 135.38 4.139 136.851 111.499 28.506 1889.44
8.5 84926.93 135.466 4.397 136.517 111.956 27.332 1907.394
9 90549.97 135.521 4.656 136.179 112.405 26.326 1925.303
9.5 96194.42 135.549 4.915 135.814 112.803 25.456 1940.59
10 101857.5 135.554 5.174 135.47 113.154 24.692 1954.286
10.5 107538.3 135.541 5.433 135.138 113.527 24.046 1967.992
11 113240.9 135.513 5.692 134.87 114.042 23.563 1983.52
11.5 118972 135.477 5.951 134.65 114.647 23.18 2002.292
12 124746.7 135.42 6.212 133.75 115.857 22.847 2061.301
12.5 130587.9 135.321 6.475 132.648 117.197 22.552 2132.689
13 136491.8 135.178 6.74 131.345 118.329 22.209 2204.787
13.5 142440.5 134.997 7.006 130.557 118.824 21.834 2241.474
14 148400.7 134.81 7.271 130.129 118.995 21.474 2258.94
14.5 154370 134.621 7.536 129.696 119.2 21.173 2276.829
15 160352.9 134.43 7.8 129.32 119.549 20.964 2297.119
15.5 166356 134.241 8.064 129.065 119.977 20.813 2319.959
16 172380.2 134.056 8.328 128.839 120.389 20.686 2342.378
16.5 178424.5 133.875 8.592 128.623 120.79 20.582 2364.449
17 184489.1 133.699 8.856 128.395 121.187 20.499 2386.75
17.5 190573.4 133.526 9.12 128.169 121.581 20.433 2409.34
18 196678.1 133.356 9.384 127.939 122.015 20.388 2435.023

146
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

## 7.4 CROSS CURVES (KN) TABLES

(Tables 7.13)
CROSS CURVES OF STABILITY(KN) TABLES
Trim= -2m (Aft)
Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o
25000 4.88 9.28 12.20 13.92 15.97 16.88 17.10 17.35 16.65 15.14
40000 4.034 7.801 10.69 12.67 15.16 16.54 17.219 17.36 16.6 15.02
55000 3.192 6.32 9.189 11.41 14.35 16.19 17.335 17.38 16.5 14.91
70000 2.698 5.394 8.035 10.37 13.69 15.93 17.114 17.12 16.3 14.74
85000 2.385 4.797 7.195 9.486 13.14 15.63 16.704 16.72 15.9 14.54
100000 2.184 4.387 6.596 8.792 12.68 15.18 16.205 16.27 15.6 14.32
115000 2.05 4.099 6.171 8.271 12.25 14.64 15.654 15.78 15.2 14.11
130000 1.952 3.9 5.876 7.89 11.76 14.04 15.071 15.28 14.9 13.89
145000 1.882 3.768 5.673 7.616 11.22 13.4 14.466 14.78 14.5 13.69
160000 1.83 3.677 5.535 7.428 10.65 12.72 13.845 14.27 14.1 13.49
175000 1.799 3.613 5.447 7.253 10.07 12.02 13.208 13.76 13.8 13.29
190000 1.783 3.575 5.388 7.008 9.498 11.32 12.557 13.23 13.4 13.09

(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)

## CROSS CURVES OF STABILITY(KN) TABLES

Trim= -1.0 m (Aft)
Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o
25000 4.88 9.28 12.19 13.91 15.96 16.87 17.10 17.35 16.65 15.14
40000 4.037 7.805 10.69 12.66 15.16 16.53 17.219 17.37 16.6 15.03
55000 3.196 6.326 9.193 11.42 14.35 16.2 17.336 17.39 16.5 14.92
70000 2.701 5.4 8.042 10.37 13.7 15.93 17.12 17.13 16.3 14.75
85000 2.388 4.802 7.204 9.496 13.15 15.64 16.715 16.74 16 14.55
100000 2.185 4.394 6.605 8.804 12.68 15.19 16.219 16.28 15.6 14.33
115000 2.053 4.105 6.181 8.283 12.26 14.66 15.669 15.79 15.2 14.12
130000 1.954 3.907 5.886 7.9 11.78 14.06 15.087 15.3 14.9 13.9
145000 1.887 3.773 5.681 7.625 11.24 13.42 14.484 14.8 14.5 13.7
160000 1.833 3.681 5.541 7.436 10.67 12.74 13.865 14.29 14.1 13.5
175000 1.8 3.616 5.45 7.267 10.1 12.05 13.232 13.78 13.8 13.3
190000 1.783 3.576 5.395 7.027 9.523 11.35 12.585 13.25 13.4 13.11

(Tables 7.16)

## CROSS CURVES OF STABILITY(KN) TABLES

Trim= -0.5m (Aft)
Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o
25000 4.88 9.28 12.18 13.90 15.96 16.87 17.10 17.34 16.66 15.15
40000 4.038 7.807 10.69 12.66 15.15 16.53 17.218 17.37 16.6 15.03
55000 3.197 6.33 9.194 11.42 14.35 16.2 17.335 17.39 16.5 14.92
70000 2.703 5.404 8.047 10.38 13.7 15.93 17.122 17.13 16.3 14.75
85000 2.39 4.806 7.209 9.501 13.16 15.64 16.72 16.74 16 14.55
100000 2.187 4.397 6.61 8.811 12.69 15.2 16.225 16.28 15.6 14.34
115000 2.054 4.108 6.185 8.291 12.27 14.67 15.675 15.8 15.2 14.12
130000 1.956 3.911 5.89 7.907 11.79 14.07 15.094 15.3 14.9 13.91
145000 1.889 3.777 5.685 7.631 11.25 13.43 14.492 14.8 14.5 13.7
160000 1.834 3.685 5.544 7.44 10.68 12.75 13.874 14.3 14.1 13.5
175000 1.8 3.618 5.453 7.274 10.11 12.06 13.243 13.79 13.8 13.31
190000 1.783 3.576 5.397 7.035 9.533 11.36 12.598 13.27 13.4 13.12

148
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.17)

## CROSS CURVES OF STABILITY(KN) TABLES

Trim= 0 m (Even keel)
Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o
25000 4.88 9.29 12.18 13.90 15.96 16.87 17.10 17.34 16.66 15.15
40000 4.04 7.809 10.69 12.66 15.15 16.53 17.219 17.37 16.6 15.04
55000 3.199 6.332 9.195 11.42 14.35 16.2 17.336 17.39 16.5 14.93
70000 2.705 5.406 8.05 10.38 13.7 15.93 17.125 17.13 16.3 14.76
85000 2.392 4.808 7.214 9.505 13.16 15.64 16.725 16.75 16 14.56
100000 2.188 4.4 6.615 8.817 12.69 15.2 16.23 16.29 15.6 14.35
115000 2.055 4.112 6.191 8.297 12.28 14.67 15.682 15.8 15.2 14.13
130000 1.959 3.916 5.896 7.913 11.8 14.08 15.101 15.31 14.9 13.91
145000 1.891 3.78 5.689 7.636 11.26 13.44 14.499 14.81 14.5 13.71
160000 1.836 3.687 5.547 7.444 10.69 12.76 13.882 14.3 14.2 13.51
175000 1.801 3.621 5.455 7.28 10.12 12.07 13.253 13.79 13.8 13.31
190000 1.784 3.577 5.398 7.042 9.543 11.38 12.61 13.28 13.4 13.12

(Tables 7.18)

## CROSS CURVES OF STABILITY(KN) TABLES

Trim= 0.5 m (For’d)
Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o
25000 4.88 9.29 12.18 13.89 15.95 16.86 17.10 17.34 16.66 15.15
40000 4.042 7.81 10.69 12.65 15.15 16.53 17.218 17.37 16.6 15.04
55000 3.201 6.335 9.197 11.42 14.35 16.2 17.334 17.39 16.5 14.93
70000 2.706 5.409 8.054 10.38 13.7 15.94 17.126 17.14 16.3 14.76
85000 2.394 4.811 7.219 9.51 13.16 15.64 16.728 16.75 16 14.56
100000 2.19 4.403 6.62 8.823 12.7 15.21 16.235 16.29 15.6 14.35
115000 2.056 4.116 6.197 8.304 12.28 14.68 15.687 15.81 15.3 14.13
130000 1.961 3.919 5.901 7.919 11.8 14.08 15.107 15.31 14.9 13.92
145000 1.893 3.783 5.694 7.642 11.27 13.44 14.505 14.81 14.5 13.71
160000 1.838 3.689 5.551 7.449 10.7 12.77 13.889 14.31 14.2 13.51
175000 1.802 3.623 5.457 7.283 10.13 12.08 13.261 13.8 13.8 13.32
190000 1.784 3.578 5.4 7.047 9.552 11.39 12.62 13.28 13.4 13.13

149
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.19)

## CROSS CURVES OF STABILITY(KN) TABLES

Trim= 1.0 m (For’d)
Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o
25000 4.88 9.29 12.17 13.88 15.94 16.86 17.10 17.34 16.66 15.15
40000 4.043 7.812 10.68 12.65 15.15 16.53 17.218 17.36 16.6 15.04
55000 3.202 6.338 9.198 11.41 14.35 16.19 17.333 17.39 16.5 14.93
70000 2.708 5.413 8.057 10.38 13.7 15.94 17.128 17.14 16.3 14.76
85000 2.396 4.814 7.224 9.515 13.16 15.65 16.732 16.75 16 14.57
100000 2.191 4.407 6.626 8.83 12.7 15.21 16.239 16.3 15.6 14.35
115000 2.058 4.12 6.204 8.312 12.28 14.68 15.692 15.81 15.3 14.14
130000 1.964 3.923 5.907 7.927 11.81 14.09 15.112 15.32 14.9 13.92
145000 1.895 3.787 5.699 7.648 11.28 13.45 14.511 14.82 14.5 13.71
160000 1.84 3.692 5.555 7.455 10.71 12.78 13.896 14.32 14.2 13.52
175000 1.803 3.625 5.46 7.287 10.13 12.09 13.268 13.81 13.8 13.32
190000 1.785 3.58 5.402 7.051 9.559 11.39 12.629 13.29 13.4 13.13

(Tables 7.20)

## CROSS CURVES OF STABILITY(KN) TABLES

Trim= 1.5 m (For’d)
Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o
25000 4.89 9.29 12.16 13.88 15.94 16.85 17.11 17.34 16.66 15.16
40000 4.044 7.813 10.68 12.65 15.14 16.52 17.218 17.36 16.6 15.05
55000 3.203 6.34 9.198 11.41 14.35 16.19 17.331 17.39 16.5 14.94
70000 2.71 5.416 8.06 10.39 13.71 15.94 17.129 17.14 16.3 14.77
85000 2.398 4.817 7.228 9.52 13.17 15.65 16.735 16.76 16 14.57
100000 2.192 4.41 6.631 8.836 12.71 15.22 16.243 16.3 15.6 14.36
115000 2.059 4.124 6.21 8.319 12.29 14.69 15.696 15.82 15.3 14.14
130000 1.966 3.927 5.913 7.934 11.82 14.09 15.117 15.32 14.9 13.92
145000 1.897 3.79 5.704 7.654 11.28 13.45 14.517 14.82 14.5 13.72
160000 1.841 3.694 5.559 7.46 10.72 12.78 13.903 14.32 14.2 13.52
175000 1.804 3.627 5.463 7.29 10.14 12.09 13.275 13.82 13.8 13.33
190000 1.785 3.582 5.403 7.055 9.565 11.4 12.638 13.3 13.5 13.14

150
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.21)

## CROSS CURVES OF STABILITY(KN) TABLES

Trim= 2.0 m (For’d)
Disp(t) 5o 10o 15o 20o 30o 40o 50o 60o 70o 80o
25000 4.89 9.29 12.16 13.87 15.93 16.85 17.11 17.33 16.66 15.16
40000 4.046 7.814 10.68 12.64 15.14 16.52 17.218 17.36 16.6 15.05
55000 3.206 6.343 9.198 11.41 14.35 16.19 17.329 17.39 16.5 14.94
70000 2.712 5.419 8.064 10.39 13.71 15.94 17.129 17.14 16.3 14.77
85000 2.399 4.82 7.233 9.524 13.17 15.65 16.737 16.76 16 14.57
100000 2.194 4.413 6.637 8.844 12.71 15.22 16.247 16.3 15.6 14.36
115000 2.059 4.129 6.216 8.326 12.29 14.69 15.7 15.82 15.3 14.14
130000 1.969 3.932 5.919 7.941 11.82 14.1 15.121 15.33 14.9 13.93
145000 1.9 3.794 5.709 7.661 11.29 13.46 14.521 14.83 14.5 13.72
160000 1.843 3.697 5.563 7.464 10.72 12.79 13.907 14.33 14.2 13.53
175000 1.806 3.629 5.466 7.292 10.15 12.1 13.281 13.82 13.8 13.33
190000 1.786 3.584 5.404 7.056 9.57 11.41 12.645 13.31 13.5 13.14

151
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

## 7.5 COMPUTATIONS OF IMO ENVELOP

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

0

## But for an angle of θ, righting lever is given by

GZ = KN – KG Sinθ

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

## KG2 = ∫ KN ∂θ − 0.09 m Condition (2)

0

1 – Cos40

153
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

## COMPUTATIONS OF IMO ENVELOP

The area under the righting lever (GZ) curve shall not be less than 0.03 m-radians
between the angles of heel of 30° and 40° or between 30 and (θf) degrees, if it is less
than 40 degrees

## Assuming (θf) (Flooding angle) is more than 40°

40

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°

## KG4 = KN30 – 0.20 Condition (4)

Sin30

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

## KG6 = KMT – 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)

## COMPUTATIONS OF IMO ENVELOP

DISP KMT KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin
TRIM - 1.0 m (For’d)
25000 66.87 41.39 35.69 28.11 31.52 12.96 66.72 12.96 53.91
40000 46.46 36.99 32.78 27.21 29.91 15.77 46.31 15.77 30.69
5500 36.44 32.58 29.92 26.41 28.30 18.54 36.29 18.54 17.90
70000 30.81 29.37 27.74 25.60 26.99 21.01 30.66 21.01 9.80
8500 27.24 26.98 26.07 24.90 25.90 23.11 27.09 23.11 4.13
100000 24.84 25.12 24.75 24.30 24.97 24.52 24.69 24.30 0.54
115000 23.51 23.70 23.68 23.70 24.13 25.16 23.36 23.36 0.15
130000 22.47 22.65 22.65 22.70 23.16 24.53 22.32 22.32 0.15
145000 21.41 21.76 21.67 21.60 22.08 22.85 21.26 21.26 0.15
160000 20.94 21.09 20.77 20.40 20.95 20.47 20.79 20.40 0.54
175000 20.61 20.49 19.88 19.10 19.80 17.90 20.46 17.90 2.71
190000 20.41 19.82 18.98 17.90 18.65 15.78 20.26 15.78 4.63

(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

156
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.26)

## COMPUTATIONS OF IMO ENVELOP

DISP KMT KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin
TRIM - 0 m
25000 67.35 41.39 35.65 28.01 31.52 13.02 67.20 13.02 54.33
40000 46.73 36.99 32.78 27.21 29.90 15.78 46.58 15.78 30.95
5500 36.57 32.58 29.92 26.41 28.30 18.54 36.42 18.54 18.03
70000 30.86 29.45 27.78 25.60 27.00 21.01 30.71 21.01 9.85
8500 27.30 26.98 26.12 25.00 25.92 23.09 27.15 23.09 4.21
100000 24.89 25.19 24.79 24.30 24.98 24.50 24.74 24.30 0.59
115000 23.49 23.77 23.68 23.60 24.15 25.15 23.34 23.34 0.15
130000 22.55 22.65 22.70 22.80 23.19 24.55 22.40 22.40 0.15
145000 21.50 21.83 21.71 21.60 22.12 22.90 21.35 21.35 0.15
160000 20.95 21.16 20.77 20.30 20.99 20.55 20.80 20.30 0.65
175000 20.62 20.49 19.92 19.20 19.84 17.94 20.47 17.94 2.68
190000 20.42 19.82 19.02 18.00 18.69 15.81 20.27 15.81 4.61

(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)

## COMPUTATIONS OF IMO ENVELOP

DISP KMT KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin
TRIM - 1.0 m (Aft )
25000 66.60 41.31 35.65 28.11 31.48 13.02 66.45 13.02 53.58
40000 46.81 36.99 32.78 27.21 29.89 15.78 46.66 15.78 31.03
5500 36.71 32.58 29.92 26.41 28.30 18.54 36.56 18.54 18.17
70000 30.94 29.45 27.78 25.60 27.01 21.00 30.79 21.00 9.94
8500 27.36 27.06 26.12 24.90 25.93 23.07 27.21 23.07 4.29
100000 24.95 25.19 24.79 24.30 25.00 24.48 24.80 24.30 0.65
115000 23.48 23.77 23.72 23.70 24.17 25.12 23.33 23.33 0.15
130000 22.57 22.73 22.70 22.70 23.22 24.55 22.42 22.42 0.15
145000 21.63 21.83 21.76 21.70 22.15 22.93 21.48 21.48 0.15
160000 20.97 21.16 20.82 20.40 21.02 20.58 20.82 20.40 0.57
175000 20.64 20.56 19.92 19.10 19.87 18.00 20.49 18.00 2.64
190000 20.43 19.82 19.06 18.10 18.72 15.85 20.28 15.85 4.58

(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

158
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.30)

## COMPUTATIONS OF IMO ENVELOP

DISP KMT KG1 KG2 KG3 KG4 KG5 KG6 KGmax GMmin
TRIM - 2.0 m (Aft )
25000 67.12 41.31 35.61 28.01 31.46 13.02 66.97 13.02 54.10
40000 46.86 36.99 32.74 27.11 29.88 15.80 46.71 15.80 31.06
5500 36.82 32.66 29.92 26.31 28.29 18.55 36.67 18.55 18.27
70000 31.06 29.45 27.78 25.60 27.01 20.99 30.91 20.99 10.07
8500 27.41 27.06 26.16 25.00 25.94 23.05 27.26 23.05 4.36
100000 25.02 25.19 24.83 24.40 25.02 24.43 24.87 24.40 0.62
115000 23.49 23.85 23.72 23.60 24.18 25.07 23.34 23.34 0.15
130000 22.62 22.80 22.74 22.70 23.24 24.54 22.47 22.47 0.15
145000 21.73 21.91 21.76 21.60 22.18 22.93 21.58 21.58 0.15
160000 21.01 21.16 20.86 20.50 21.05 20.60 20.86 20.50 0.51
175000 20.66 20.56 19.96 19.20 19.89 18.04 20.51 18.04 2.62
190000 20.45 19.89 19.06 18.00 18.74 15.89 20.30 15.89 4.56

159
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

## 7.6 STEP BY STEP GUIDE TO THE TRIM AND STABILITY CALCULATIONS

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.

160
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

## Determination of COG of Cargo holds

(Tables 7.31)
S.No. Item Fr.No. Weight LCG VCG TCG FSM
(98%vol) m m m tm
1 CH1(P) 70-114 13526.12 69.77 13.53 -10.43 15475.16
2 CH1(S) 70-114 13526.12 69.77 13.53 10.43 15475.16
3 CH2(P) 114-164 15901.85 109.25 13.45 -10.69 18504.95
4 CH2(S) 114-164 15901.85 109.25 13.45 10.69 18504.95
5 CH3(P) 164-209 14311.66 149.63 13.45 -10.69 16654.46
6 CH3(S) 164-209 14311.66 149.63 13.45 10.69 16654.46
7 CH4(P) 209-259 15621.22 189.63 13.45 -10.69 18178.39
8 CH4(S) 209-259 15621.22 189.63 13.45 10.69 18178.39
9 CH5(P) 259-314 12344.41 225.39 13.43 -9.32 13350.11
10 CH5(S) 259-314 12344.41 225.39 13.43 9.32 13350.11
11 Slop tank(P) 64-70 1722.05 50.99 13.84 -9.86 210.43
12 Slop tank(S) 64-70 1722.05 50.99 13.84 9.86 210.43

161
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

(Tables 7.33)

## S.No. Item Fr.No. Weight LCG VCG TCG FSM

t(98%vol) m m m tm
1 Aft peak tank(s) AE -16 1026.48 -5.63 18.96 -7.26 696.39
2 Aft peak tank(s) AE -16 1026.48 -5.63 18.96 7.26 696.39
3 Wing ballast tank1(P) 64-70 298.33 50.96 12.49 -20.85 12.47
4 Wing ballast tank1(S) 64-70 298.33 50.96 12.49 20.85 12.47
5 Wing ballast tank2(P) 70-114 2390.57 73.20 12.50 -21.18 37.30
6 Wing ballast tank2(S) 70-114 2390.57 73.20 12.50 21.18 37.30
7 Wing ballast tank3(P) 114-164 2933.79 113.15 12.50 -21.18 47.57
8 Wing ballast tank3(S) 114-164 2933.79 113.15 12.50 21.18 47.57
9 Wing ballast tank4(P) 164-209 2640.41 153.53 12.50 -21.18 42.81
10 Wing ballast tank4(S) 164-209 2640.41 153.53 12.50 21.18 42.81
11 Wing ballast tank5(P) 209-259 2882.01 193.53 12.50 -21.18 46.73
12 Wing ballast tank5(S) 209-259 2882.01 193.53 12.50 21.18 46.73
13 Wing ballast tank6(P) 259-314 2575.32 233.25 13.01 -18.12 41.26
14 Wing ballast tank6(S) 259-314 2575.32 233.25 13.01 18.12 41.26
15 Ballast tank 1(P) 131-164 1694.27 119.65 1.54 -11.19 3791.36
16 Ballast tank 1(S) 131-164 1694.27 119.65 1.54 11.19 3791.36
17 Ballast tank 2(P) 164-209 2553.50 153.53 1.54 -11.29 6007.23
18 Ballast tank 2(S) 164-209 2553.50 153.53 1.54 11.29 6007.23
19 Ballast tank 3(P) 209-259 2787.16 193.53 1.54 -11.29 6556.91
20 Ballast tank 3(S) 209-259 2787.16 193.53 1.54 11.29 6556.91
21 Ballast tank 4(P) 259-314 2070.92 228.34 1.56 -18.12 4390.36
22 Ballast tank 4(S) 259-314 2070.92 228.34 1.56 18.12 4390.36
23 FP tank(P) 314-fe 1258.82 257.31 9.14 -3.88 1034.51
24 FP tank(S) 314-fe 1258.82 257.31 9.14 3.88 1034.51

162
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

## Determination of COG of Consumable.

(Tables 7.32)
S.No Item Fr.No. Weight LCG VCG TCG FSM
(98%vol) m m m tm
1 HFO tank1(P) 21-46 370.87 23.72 2.28 -5.18 476.06
2 HFO tank1(S) 21-46 370.87 23.72 2.28 5.18 476.06
3 HFO tank 2(P) 67-70 114.98 50.05 1.60 -8.21 82.29
4 HFO tank 2(S) 67-70 114.98 50.05 1.60 8.21 82.29
5 HFO tank3(P) 70-114 2045.06 71.64 1.57 -9.91 4654.40
6 HFO tank3(S) 70-114 2045.06 71.64 1.57 9.91 4654.40
7 HFO tank4(P) 114-131 798.39 95.20 1.54 -11.19 1855.6
8 HFO tank4(S) 114-131 798.39 95.20 1.54 11.19 1855.6
9 Boiler fuel tank1(P) 59-64 176.62 44.10 1.90 -7.56 350.44
10 Boiler fuel tank1(S) 59-64 176.62 44.10 1.90 7.56 350.44
11 Diesel oil tank 1(P) 46-59 371.19 35.90 2.28 -5.18 662.15
12 Diesel oil tank 1(S) 46-59 371.19 35.90 2.28 5.18 662.15
13 Lo tank(P) 64-67 108.93 47.47 1.60 -8.21 82.29
14 Lo tank(s) 64-67 108.93 47.47 1.60 8.21 82.29
15 Waste water tank (P) 9---21 64.90 8.38 4.00 -2.25 2.86
16 Waste water tank(S) 9---21 64.90 8.38 4.00 2.25 2.86
17 Fresh water tank (P) 9---21 15.68 8.38 10.20 3.10 1.68
18 Fresh water tank(S) 9---21 15.68 8.38 10.20 3.10 1.68

163
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

## 7.8 DETAILED TRIM AND STABILITY CALCULATIONS

This is calculated and compared for both the full load and ballast conditions

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.

## Trim calculations are based upon capacity and longitudinal position of

centre of gravity. Apart from conditions stated above, the following conditions in
MARPOL also have to be satisfied.
1) The moulded draught amidships(dm) in meters (without taking into consideration
any ship’s deformation) shall not be less than:
dm = 2.0 + 0.02L;
dm = 6.58 m
2) The draughts at the forward and after perpendiculars shall correspond to those
determined by the draught amidships (dm), in association with the trim by the
stern of not greater than 0.015L.

164
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

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

FULLY LOADED DEPARURE CONDITION

## DEADWEIGHT 152676.52 142.22 21713182.87 12.90 1970129.84 182054.57

LIGHTSHIP WEIGHT 31694.80 107.46 3405923.21 12.63 400305.32 0.00
DISPLACEMENT 184371.32 136.24 25119106.08 12.86 2370435.16 182054.57

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

FULLY LOADED DEPARURE CONDITION

## ANGLE (°) 5° 10° 20° 30° 40° 50° 60°

SIN(θ) 0.09 0.17 0.34 0.5 0.64 0.77 0.87
KN (m) 1.79 3.59 7.14 9.78 11.66 12.88 13.49
G0Z (m) 0.55 1.25 2.45 2.89 2.83 2.26 1.49

## AREA UNDER CURVE UPTO 300 0.90 m radians

0
AREA UNDER CURVE UPTO 40 1.39 m radians
0 0
AREA UNDER CURVE BETWEEN 30 & 40 0.49 m radians
MAXIMUM RIGHTING LEVER (G0Z) 2.92 m
ANGLE AT WHICH MAX G0Z OCCURS 33.60 degrees
PROJECTED LATERAL WINDAGE AREA (A) 2247.40 m2
COG OF WINDAGE AREA ABOVE HALF DRAFT (Z) 13.71 m
STEADY WIND HEELING LEVER (lw1) 0.01 m
GUST WIND HEELING LEVER (lw2) 0.02 m
ANGLE OF HEEL DUE TO WIND (θ0) 0.16 degrees
ANGLE OF ROLL (θ1) 18.66 degrees
GUST WIND LEVER 2ND INTERCEPT (θc) 75.20 degrees
ADOPTED UPPER LIMIT FOR AREA (b) (θ2) 40.41 degrees
ANGLE OF DOWNFLOODING (θf) 40.41 degrees
ANGLE OF DECK EDGE IMMERSION (θd) 25.84 degrees
NET AREA BELOW GUST WIND HEELING ARM "a" 0.38 m radians
NET AREA ABOVE GUST WIND HEELING ARM "b" 1.42 m radians

167
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

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

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

FULLY LOADED ARRIVAL CONDITION (50% STORE)

## DEADWEIGHT 151215.91 142.40 21533384.64 13.24 2002776.36 182475.43

LIGHTSHIP WEIGHT 31694.80 107.46 3405923.21 12.63 400305.32 0.00
DISPLACEMENT 182910.71 136.35 24939307.85 13.14 2403081.68 182475.43

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

## ANGLE (°) 5° 10° 20° 30° 40° 50° 60°

SIN(θ) 0.09 0.17 0.34 0.5 0.64 0.77 0.87
KN (m) 1.79 3.60 7.17 9.85 11.74 12.95 13.55
G0Z (m) 0.52 1.19 2.36 2.77 2.68 2.05 1.23

170
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

FULLY LOADED ARRIVAL CONDITION (50% STORE)

## AREA UNDER CURVE UPTO 300 0.88 m radians

0
AREA UNDER CURVE UPTO 40 1.35 m radians
0 0
AREA UNDER CURVE BETWEEN 30 & 40 0.47 m radians
MAXIMUM RIGHTING LEVER (G0Z) 2.79 m
ANGLE AT WHICH MAX G0Z OCCURS 33.15 degrees
PROJECTED LATERAL WINDAGE AREA (A) 2280.95 m2
COG OF WINDAGE AREA ABOVE HALF
DRAFT (Z) 13.69 m
STEADY WIND HEELING LEVER (lw1) 0.01 m
GUST WIND HEELING LEVER (lw2) 0.02 m
ANGLE OF HEEL DUE TO WIND (θ0) 0.16 degrees
ANGLE OF ROLL (θ1) 18.82 degrees
GUST WIND LEVER 2ND INTERCEPT (θc) 72.80 degrees
ADOPTED UPPER LIMIT FOR AREA (b) (θ2) 40.78 degrees
ANGLE OF DOWNFLOODING (θf) 40.78 degrees
ANGLE OF DECK EDGE IMMERSION (θd) 26.15 degrees
NET AREA BELOW GUST WIND HEELING
ARM "a" 0.36 m radians
NET AREAABOVE GUST WIND HEELING
ARM "b" 1.36 m radians

171
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

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

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

## 36 Ballast tank 1(S) 1694.27 119.65 202719.89 1.54 2614.72 3791.36

37 Ballast tank 2(P) 2553.50 153.53 392026.42 1.54 3932.39 6007.23
38 Ballast tank 2(S) 2553.50 153.53 392026.42 1.54 3932.39 6007.23
39 Ballast tank 3(P) 2787.16 193.53 539384.36 1.54 4292.22 6556.91
40 Ballast tank 3(S) 2787.16 193.53 539384.36 1.54 4292.22 6556.91
41 ballast tank 4(P) 2070.92 228.34 472882.25 1.56 3232.91 4390.36
42 Ballast tank 4(S) 2070.92 228.34 472882.25 1.56 3232.91 4390.36
43 FP tank(P) 1258.82 257.31 323902.48 9.14 11508.25 1034.51
44 FP tank(S) 1258.82 257.31 323902.48 9.14 11508.25 1034.51
45 Sloptank(P) 861.00 50.99 43902.02 13.84 11916.24 210.43
46 Sloptank(S) 861.00 50.99 43902.02 13.84 11916.24 210.43
47 Ice load 395.2 146.37 57845.42 24.39 9638.93 0.00
TOTAL 54925.62 153.64 8439032.20 8.18 449100.84 62166.26

## DEADWEIGHT 54925.62 153.64 8439032.20 8.18 449100.84 62166.26

LIGHTSHIP
WEIGHT 31694.80 107.46 3405923.21 12.63 400305.32 0.00
DISPLACEMENT 86620.42 136.75 11844955.41 9.81 849406.16 62166.26

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

BALLAST DEPARTURE CONDITION (50% STORE)

## ANGLE (°) 5° 10° 20° 30° 40° 50° 60°

SIN(θ) 0.09 0.17 0.34 0.5 0.64 0.77 0.87
KN (m) 2.38 4.77 9.45 13.12 15.60 16.68 16.71
G0Z (m) 1.43 2.98 5.87 7.86 8.86 8.57 7.55

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

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

## BALLAST ARRIVAL CONDITION (10% 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 0.98 36.89 36.15 28.00 27.44 0.00
3 HFO tank1(p) 37.09 23.72 879.71 2.28 84.56 476.06
4 HFO tank1(s) 37.09 23.72 879.71 2.28 84.56 476.06
5 HFO tank2(p) 11.50 50.05 575.47 1.60 18.45 82.29
6 HFO tank2(s) 11.50 50.05 575.47 1.60 18.45 82.29
7 HFO tank 3(p) 204.51 71.64 14650.94 1.57 321.30 4654.40
8 HFO tank 3(s) 204.51 71.64 14650.94 1.57 321.30 4654.40
9 HFO tank4(p) 79.84 95.20 7600.66 1.54 123.21 1855.66
10 HFO tank4(s) 79.84 95.20 7600.66 1.54 123.21 1855.66
11 Boiler fuel tank1(P) 17.66 44.10 778.96 1.90 33.47 350.44
12 Boiler fuel tank1(S) 17.66 44.10 778.96 1.90 33.47 350.44
13 Diesel oil tank 1(P) 33.21 35.90 1192.24 2.28 75.72 662.15
14 Diesel oil tank 1(S) 33.21 35.90 1192.24 2.28 75.72 662.15
15 lo tank(P) 10.89 47.47 517.08 1.60 17.48 82.29
16 lo tank(s) 10.89 47.47 517.08 1.60 17.48 82.29
17 Waste water tank (P) 6.49 8.38 54.36 4.00 25.96 2.86
18 Waste water tank (S) 6.49 8.38 54.36 4.00 25.96 2.86
19 Fresh water tank(P) 1.57 8.38 13.13 10.20 15.99 1.68
20 Fresh water tank(S) 1.57 8.38 13.14 10.20 15.99 1.68
21 Aft peak tank(P) 600.00 -5.63 -3380.58 18.96 11377.13 696.39
22 Aft peak tank(s) 600.00 -5.63 -3380.58 18.96 11377.13 696.39
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

177
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

## 36 Ballast tank 1(S) 1694.27 119.65 202719.89 1.54 2614.72 3791.36

37 Ballast tank 2(P) 2553.50 153.53 392026.42 1.54 3932.39 6007.23
38 Ballast tank 2(S) 2553.50 153.53 392026.42 1.54 3932.39 6007.23
39 Ballast tank 3(P) 2787.16 193.53 539384.36 1.54 4292.22 6556.91
40 Ballast tank 3(S) 2787.16 193.53 539384.36 1.54 4292.22 6556.91

## 41 Ballast tank 4(P) 2070.92 228.34 472882.25 1.56 3232.91 4390.36

42 Ballast tank 4(S) 2070.92 228.34 472882.25 1.56 3232.91 4390.36
43 FP tank(P) 1258.82 257.31 323902.48 9.14 11508.25 1034.51
44 FP tank(S) 1258.82 257.31 323902.48 9.14 11508.25 1034.51
45 Slop tank(P) 1722.00 50.99 87804.04 13.84 23832.48 210.43
46 Slop tank(S) 1722.00 50.99 87804.04 13.84 23832.48 210.43
47 Ice load 395.2 146.37 57845.42 24.39 9638.93 0.00
TOTAL 54021.66 153.89 8313209.87 8.86 478471.40 62166.26

## DEADWEIGHT 54021.66 153.89 8313209.87 8.86 478471.40 62166.26

LIGHTSHIP
WEIGHT 31694.80 107.46 3405923.21 12.63 400305.32 0.00
DISPLACEMENT 85716.46 136.72 11719133.08 10.25 878776.72 62166.26

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)

BALLAST ARRIVAL CONDITION (10% STORE)

## ANGLE (°) 5° 10° 20° 30° 40° 50° 60° 70

SIN(θ) 0.09 0.17 0.34 0.5 0.64 0.77 0.87 0.94
KN (m) 2.39 4.80 9.49 13.15 15.63 16.72 16.74 15.97
G0Z (m) 1.40 2.93 5.76 7.66 8.60 8.27 7.19 5.65

## AREA UNDER CURVE UPTO 300 2.21 m radians

0
AREA UNDER CURVE UPTO 40 3.63 m radians
0 0
AREA UNDER CURVE BETWEEN 30 & 40 1.42 m radians
MAXIMUM RIGHTING LEVER (G0Z) 8.66 m
ANGLE AT WHICH MAX G0Z OCCURS 41.64 degrees
PROJECTED LATERAL WINDAGE AREA (A) 4441.91 m2
COG OF WINDAGE AREA ABOVE HALF DRAFT
(Z) 13.24 m
STEADY WIND HEELING LEVER (lw1) 0.04 m
GUST WIND HEELING LEVER (lw2) 0.06 m
ANGLE OF HEEL DUE TO WIND (θ0) 0.21 degrees
ANGLE OF ROLL (θ1) 22.74 degrees
GUST WIND LEVER 2ND INTERCEPT (θc) 100.15 degrees
ADOPTED UPPER LIMIT FOR AREA (b) (θ2) 50.00 degrees
ANGLE OF DOWNFLOODING (θf) 57.22 degrees
ANGLE OF DECK EDGE IMMERSION (θd) 31.96 degrees
NET AREA BELOW GUST WIND HEELING ARM
"a" 1.33 m radians
NET AREA BELOW GUST WIND HEELING ARM
"b" 5.06 m radians

179
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

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

## SUMMARY RESULTS OF ALL LOADING CONDITIONS

(Tables 7.34)
SL.
LC - 1 LC - 2 LC - 3 LC - 4
1 Lighship weight t 31694.80 31694.80 31694.80 31694.80
2 Deadweight t 152676.52 151215.91 54925.62 54021.66
3 Displacement t 184371.32 182910.71 86620.42 85716.46
4 VCG m 12.86 13.14 9.81 10.25
5 LCG m 136.24 136.35 136.75 136.72
6 LCB m 136.24 136.35 136.75 136.72
7 Trim cm 1.90 -2.30 142.30 143.60
8 Mean Draft (T) m 16.86 16.74 8.60 8.52
9 LCF m 129.14 129.21 136.60 136.63
10 MCT1cm t.m 2361.41 2355.33 1906.03 1902.31
11 KMT m 20.47 20.49 26.88 27.11
12 GMT m 7.61 7.35 17.07 16.86
13 GG0 m 0.99 1.00 0.72 0.73
14 G 0 MT m 6.62 6.35 16.35 16.13
m
15 Area upto 300 rad 0.90 0.88 2.25 2.21
m
16 Area upto 400 rad 1.39 1.35 3.72 3.63
m
17 Area between 300 & 400 rad 0.49 0.47 1.47 1.42
18 Max G0Z m 2.92 2.79 8.94 8.66
19 Angle at max G0Z deg 33.60 33.15 41.33 41.64
2
20 Windage Area (A) m 2247.40 2280.95 4421.77 4441.91
21 COG of windage area (Z) m 13.71 13.69 13.24 13.24
Steady wind heeling lever
22 (lw1) m 0.01 0.01 0.03 0.04
23 Gust wind heeling lever (lw2) m 0.02 0.02 0.05 0.06
24 Angle of heel due to wind (θ0) deg 0.16 0.16 0.21 0.21
25 Angle of roll (θ1) deg 18.66 18.82 17.48 22.74
26 Gust wind 2nd intercept (θc) deg 75.20 72.80 99.06 100.15
27 Adopted upper limit (θ2) deg 40.41 40.78 50.00 50.00
28 Angle of downflooding (θf) deg 40.41 40.78 57.11 57.22
29 Angle of deck immersion (θd) deg 25.84 26.15 31.81 31.96
m
30 Area "a" rad 0.38 0.36 0.80 1.33
m
31 Area "b" rad 1.42 1.36 5.19 5.06

181
Department of Ship Technology, CUSAT, B.Tech (NA\$SB), Batch – XXIX

182