PRELIMINARY TRIM AND STABILITY BOOKLET

FOR

July 2003

Prepared by
 CONTENTS

Item

SECTION - I

General Particulars
Abbreviations
Guidance to the Master
Brief Description of Theory
Stability Criteria
Capacity Plan
Approximation of Lightship Condition

SECTION - II

Hydrostatic
Cross Curve of Stability

SECTION - III

Loading Conditions

Without solid ballast:

Condition 1: Lightship with personnel and armament without store

Condition 2: Full load, departure with personnel, stores and armament (100% fuel and fresh water)

Condition 3: Full load with ballast, departure with personnel, stores and armament
(100% fuel and fresh water)
With solid ballast:
Condition 4: Lightship, personnel and armament without store

Condition 5: Full load, departure with personnel, stores and armament (100% fuel and fresh water)

Condition 6: Full load with ballast, departure with personnel, stores and armament
(100% fuel and fresh water)
 SECTION I
GENERAL INFORMATION
 GENERAL PARTICULARS

Name of ship

Length o.a. 38.75 m

Length b.p. 37.50m

Breadth mld 7.60 m

Depth mld 4.50 m

Draft (mean) 1.77 m

Accomodation Persons 35

Block coefficient ?

Displacement ?

Dead weight ?

Purpose of the vessel Patrol boat

Output of main engine ?

Ship speed 26 knot

 ABBREVIATIONS

W Displacement in metric tons (t)

w Weight shifted during inclining experiment (t)
Ta Draught at aft perpendicular, above lower edge keel (m)
Tf Draught at forward perpendicular, above lower edge keel (m)
T Mean draft above underside of keel amidship (m)
t Total trim = Ta - Tf
LCF Longitudinal centre of floatation, i.e. the centre of gravity of the water line area from aft
perpendicular or midship.
VCB Vertical centre of buoyancy over base line (m)
KB Same as VCB
LCG Longitudinal centre of gravity from aft end or midship
BGL Trim lever = LCB - LCG(m)
VCG Vertical centre of gravity over base line (m)
KG Same as VCG
KG' KG corrected for free surface effects (m)
KMT Transverse metacentric height (m)
GM Transverse metacentric height corrected for free surface effects (m)
GZ Righting lever (m)
f Angle of heel (deg.)
Rad Radian (1 rad = 360/2Pi = 57.3 deg.)
GG1 Correction to KG (or GM) for the effect of free surface
MCT Moment to change trim one m (tm/m).
TPC Weight in tons to change the mean draught by 1 m (t/m), Same as Water Plane Area
Inertia Transverse moment of inertia of free surfaces in tanks(m4)
3
SG Specific gravity (t/m )
FSM Free surface moment (t x m)
Lpp Length between perpendiculars (m)
W x KG Vertical displacement moment
W x KG' Vertical displacement moment corrected for free surface effects.
 GUIDANCE TO THE MASTER

1. Stability guidance (intact stability) : In order to ensure that the ship is in a condition which
complies with the IMO stability criteria, loading conditions should be carried out as described in these
instructions.

2. Loading or discharging cargo : When cargo oil is loaded/ discharged, great care must be
taken to maintain the ship in a stable condition. If necessary, ballasting should be carried out to
counteract the effect of loading/discharging.

Further :

2.1 Necessary ballasting should be carried out before taking in cargo to attain as even keel as
possible.

2.2 When liquids are to be discharged a full free surface will exist in those tanks being discharged, as
soon as pumping commences and the effect of this on the stability should be taken into account.

2.3 When a tank is to be ballasted at sea to counteract the consumption of fuel etc., it should be
noted that:

(a) The tank will have a complete free surface as soon as ballasting commences.

(b) This free surface will adversely affect the stability before any benefit can be assumed
from the weight of water taken on board.
3. General Precautions

3.1 Compliance with the stability criteria indicated in this booklet does not ensure immunity against
capsizing regardless of the circumstances or absolve the master from his responsibilities. The master
should therefore exercise prudence and good seamanship having regard to the season of the year,
weather forecasts and the navigational zone and should take the appropriate action as to speed and
course warranted by the prevailing circumstances.

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

3.3 Before a voyage commences care should be taken to ensure that sizable pieces of equipment
have been properly stowed and lashed so as to minimize the possibility of both longitudinal and lateral
shifting while at voyage, under the effect of acceleration caused by rolling and pitching.

3.4 Doors and hatches etc., which open onto the exposed cargo deck should be kept closed and
secured at sea (except for access).
 BRIEF DESCRIPTION OF THEORY

Introduction

It is essential for trim and stability calculations that accurate information about weight and centers of
gravity for all items can be obtained. Furthermore it is most important that the trim lever BGL is taken with
correct sign.

BGL will be positive when G is situated abaft B and negative when G is situated foreward of B.

Trim by stern should be taken positive and trim by head negative. After summation of all weights
(including light ship) and their moments about aft perpendicular as well as above base line the total LCG
and KG are obtained by dividing the sum of the moments by the sum of the weights. The sum of the
weights is equal to the displacement in tons.

Trim

At the actual displacement, T, LCB, LCF & MCT can be obtained form the hydrostatic tables by
interpolation.'

The trim lever is derived as :

BGL = LCB-LCG (m) and the total trim as :

W x BGL
t = ------------------------
MCT
The draughts aft and forward are derived as :

Ta = T - t/2
Tf = T + t/2

If Ta and Tf are known the mean draught can be found as :

T = (Ta + Tf)/2.

In the above expressions the trim (t) must be inserted with correct sign (plus or minus).
Stability
The VCG or KG found by dividing the sum of the vertical moments by the sum of the weights is the so
called solid KG. For stability calculations, however, the virtual KG (KG') must be used. This figure is
obtained from KG by making a correction for the effect of free surface in tanks.

Correction for free surfaces

Provided a tank is completely filled with liquid no movement of the liquid is possible and the effect on the
stability of the ship is precisely the same as if the tank contained solid material.

Immediately a quantity of liquid is withdrawn from the tank the situation changes completely and the
stability of the ship is adversely affected by what is known as the "free surface effects". This adverse
effect on the stability is also referred to as a "loss in GM' or as a virtual rise in KG and is calculated as
follows :

Sum of "free surface moments" of slack tanks

GG1 = -----------------------------------------------------------------------
Displacement in tons

The "free surface moment" (FSM) of a slack tank is the transverse moment of inertia of the free surface
(Inertia) multiplied by the specific gravity (SG) of the liquid in the tank.

KG corrected for free surfaces is then found as

KG = KG + GG1

The initial metacentric height is derived as

GM = KMT - KG (m)

where KMT is obtained from the hydrostatic tables.

Further, it should be remembered that such methods always does not accurately predict the damages
caused to stability by a free surface. When such effects appears to be unrealistically large, it is advised to
consult the IMO guideline for computing the effect of free surfaces.
The righting lever at a certain angle of heel () is derived as :

GZ = KN - KG x sin  (m)
Where KN is obtained from the KN - tables at the actual displacement and angle of heel.

To obtain sufficient information to draw a GZ curve the righting lever should be calculated at different
angles of heel.

The result of the calculations must comply with the stability criteria mentioned in the following page.

A simplified method to check if the stability of the vessel at a given condition complies with the criteria is
to compare the actual KG with the values given in the table of maximum allowable KG (IMO Res A.167).

Sign Convention: Unless otherwise specified in the report, positive trim means trim by stern. LCG
and LCB is positive for foreward of amidship.
 STABILITY CRITERIA

IMO RES A.167

The IMO stability criteria for passenger and cargo vessels, known as IMO Res A 167 requires the
following conditions to be satisfied in any sailing condition:

A. Area under curve up to 30 degrees to be not less than 0.055 m-radian.

B. Area under curve up to f degrees to be not less than 0.09 m-radian.
C. Area between 30 degrees and f degrees to be not less than 0.03 m-radian
D. GZ to be at least 0.20 m at angles equal to or greater than 30 degrees and f degrees
E. Maximum righting arm to occur at an Angle of heel preferably exceeding 30o but not less than
25o
F. Initial GM to be not less than 0.15 m.

f, 40 degrees or any lesser angle at which the lower edges of any openings in the hull superstructure or
deckhouses which lead below deck and cannot be closed weathertight, would be immersed.
 INCLINING TEST RESULTS FOR LIGHTSHIP CONDITION

VESSEL IDENTIFICATION
OWNER

PRINCIPAL PARTICULARS
LENGTH (O.A.) 38.75 m
LENGTH (B.P.) 37.50 m
DEPTH 4.50 m

INCLINING TEST CONDITION

Draft Aft 1465 mm
Draft Fore 1815 mm
Mean Draft 1640 mm
Trim 350 mm

Corresponding hydrostatic data (from

calculation for 350 mm trim by aft)
Displacement 191 tons
LCB 1367 mm aft of amidship
LCF 264 mm aft of amidship
KMT 3.61 m

PENDULUM INFORMATION
Aft pendulum 2420 mm long aft of engine room
Fore pendulum 1964 mm long at recreation room

Weight Distance Deflection Deflection

Test shifted of shifting of aft of aft Average Average
No. (Tons) (m) pendulum Tan pendulum Tan  Tan  GM (m) GM (m)
1 1.815 6.35 175 0.072314 119 0.060591 0.066453 0.908035
2 3.270 6.35 301 0.124380 230 0.117108 0.120744 0.900373
3 4.092 6.35 370 0.152893 278 0.141548 0.147221 0.924073 1.013101
4 1.763 6.35 108 0.044628 107 0.054481 0.049555 1.182783
5 3.093 6.35 220 0.090909 188 0.095723 0.093316 1.101956
6 4.092 6.35 300 0.123967 260 0.132383 0.128175 1.061384

CALCULATION FOR VALUE OF KG

KM 3.610 m
GM 1.013101 m
KG 3.354 m
 TANK CAPACITY PLAN

VESSEL IDENTIFICATION
OWNER

PRINCIPAL PARTICULARS
LENGTH (O.A.) 38.75 m
LENGTH (B.P.) 37.50 m
DEPTH 4.50 m

WEIGHT FREE-SURFACE
TANK IDENTIFICATION (TONS) LCG (m) VCG (m) MOMENT (ton-m)
Fresh Water Tanks (aft peak) 4.000 -17.113 1.450 1.294
Fresh Water Tanks (Fr 49-51, 3.000 -14.875 1.600 0.829
wings)
Fresh Water Tanks (Fr 49-53) 4.500 -14.350 1.550 1.077
Fuel Oil Tank (Fr 45-48, C/L) 5.500 -12.138 1.475 0.651
Fuel Oil Tank (Fr 44-48, P&S) 9.000 -12.284 1.455 2.069
Fuel Oil Tank (Fr 35-38, C/L) 4.000 -4.900 1.300 0.722
Fuel Oil Tank (Fr 35-38,P&S) 7.200 -4.900 1.325 1.610
Fuel Oil Tank (Fr 23-28, P&S) 18.000 3.500 1.400 0.416
Fuel Oil Tank (Fr 26-28, C/L) 4.800 2.313 1.475 0.070
Lub oil Tank (Fr 42-44, P&S) 1.500 -9.888 1.400 0.334
Lub oil Tank (Fr 33-35, P&S) 1.000 3.238 0.800 3.114
Kit store 2.000 13.750 4.500 0.000
Dry provision store 5.000 12.000 1.500 0.000
Boatswain store 5.000 13.750 4.500 0.000
Miscellaneous store (Fr 18-23) 3.000 7.000 1.500 0.000
Forward Magazine store 5.000 7.000 1.500 0.000
Aft Magazine store 5.000 -15.000 3.000 0.000
Compliments 2.800 2.000 6.250 0.000
Miscellaneous 5.000 0.000 4.000 0.000
Total 277.948 -2.435 2.541 12.186

(*) +VE FOR FOREWARD OF AMIDSHIP