ROBERT ALLAN LTD. NAVAL ARCHITECTS Final Trim and Stability Book “SAFI PORT” ASD 24/40 Class Tug (Hull Eregli 43) Project 204-167 December, 2015 Rev. 2 Prepared for: Medmarine Holding, Istanbul Prepared by: Robert Allan Ltd. Naval Architects and Marine Engineers 230 - 1639 West 2nd Avenue Vancouver, BC V6J 1H3 Canada Page 1 of 123 BUREAU VERITAS Register : ............................. 27463D Document checked for INTACT STABILITY purposes under the condition stated on the ATTACHED REPORT N° Istanbul, 16-Dec-2015 [Electronic document] SEE LETTER TPO/15/0364/AOD
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ROBERT ALLAN LTD. NAVAL ARCHITECTS
Final Trim and Stability Book
“SAFI PORT” ASD 24/40 Class Tug (Hull Eregli 43)
Project 204-167 December, 2015
Rev. 2
Prepared for:
Medmarine Holding, Istanbul
Prepared by:
Robert Allan Ltd. Naval Architects and Marine Engineers
230 - 1639 West 2nd Avenue Vancouver, BC V6J 1H3 Canada
Page 1 of 123
BUREAU VERITAS Register : .............................27463DDocument checked for INTACT STABILITYpurposes under the condition stated on theATTACHED REPORT N°
Istanbul, 16-Dec-2015
[Electronic document]
SEE LETTER TPO/15/0364/AOD
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Page Number
Contents 100. GENERAL 5 101. Vessel Description 6 102. Principal Particulars 6 103. Units Used in this Stability Booklet 7 104. Coordinate System 7 105. Draft Marks and Reference Points 8 106. Summary of Intact Stability Conditions 9
200. NOTES TO MASTER 10 201. Notes on Stability Calculation Methods 13 202. Good Seamanship 13 203. Alternative Conditions 14 204. Down-Flooding Points 14 205. Downflooding Angle & Deck Immersion Angle vs. Vessel Draft Graph 16 206. Notes on Free Surface 18 207. Minimum Standards for Intact Stability 18
500. HYDROSTATIC PROPERTIES AND CROSS-CURVES OF STABILITY 82
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Page Number
600. TANK CAPACITIES 95
700. SAMPLE CALCULATION 101
800. MAXIMUM VCG CALCULATION 108
900. WINDAGE AREA AND MOMMENT ARM 122
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100. GENERAL
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100. GENERAL 101. Vessel Description
The ASD 24/40 Class Tug (Eregli hull no.43) is a 24.4 metre, twin screw, Z-drive harbour tug. It is designed to assist large ships in berthing and unberthing, of large ships. The vessel was designed by Robert Allan Ltd., and was constructed at Eregli Gemi Ibsa, Turkey The intent of this trim and stability book is to show that the vessel meets the stability criteria in Section 207.
102. Principal Particulars
Ship's name: SAFI PORT
Type: ASD 24/40 Class Tug IMO Number: 9755567
Flag State: Turkey
Call Sign: TCA3576
Length overall: 24.39 metres (excluding fenders)
Breadth, moulded: 9.15 metres
Depth, least moulded: 4.04 metres above baseline
Maximum draft: 3.002 metres above baseline
Displacement at max draft: 391.20 tonnes
Maximum Bollard Pull: 392KN (40MT)
Frame spacing: 610 mm
Amidships: located at Fr.20
Normal complement: 5 crew
Permanent ballast: None
Classification: BV 1 HULL MACH Tug Fire Fighting Ship E Unrestricted Nav-igation AUT-UMS
Lightship weight 297.02 tonnes LCG, and VCG 0.678 m (aft Fr.20), 3.173 m (above BL)
Gross tonnage: 195
Net tonnage: 58
Shipyard: Eregli Shipyard
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Hull number: Hull 43
103. Units Used in this Stability Booklet
Weights and displacement Metric Tonnes (Mt)
Vertical centre of gravity (VCG or KG) metres (m)
Longitudinal centre of gravity (LCG) metres (m)
Transverse centre of gravity (TCG) metres (m)
Longitudinal centre of buoyancy (LCB) metres (m)
Longitudinal centre of floatation (LCF) metres (m)
Displacement (MT) 297.02 391.19 326.48 391.19 326.48 391.19 326.48Aft Trim between draft marks (m) 0.189 0.128 -0.049 0.128 -0.049 0.128 -0.049Fwd Draft (from Baseline) (m) 2.39 2.928 2.690 2.928 2.690 2.928 2.690Aft Draft (from Baseline) (m) 2.58 3.056 2.641 3.056 2.641 3.056 2.641Starboard List (deg) 1.34 0.41 0.19 0.41 0.19 0.410 0.190Minimum Freeboard to margin line (m) 1.102 0.70 1.101
Intact Stability - Normal Operation Intact CriteriaArea from 0 to 30 degrees - 0.20 0.24 - - - - > 0.055 m-radArea from 0 to 40 degrees or Downflooding - 0.29 0.36 - - - - > 0.09 m-radArea from 30 to 40 degrees or Downflooding - 0.09 0.12 - - - - > 0.03 m-radAngle from 0 degrees to MaxRA or D/F - 26.64 28.61 - - - - > 25 deg.Righting Arm at 30 degrees or MaxRA - 0.57 0.74 - - - - > 0.20 mGM Upright 1.99 1.88 1.90 > 0.15 m
BV Weather Criteria Weather CriteriaResidual Ratio from Roll to abs. 50 deg. Or Flood - 3.33 4.44 - - >1Absolute angle at PreRoll - 1.71 1.85 - - <16 degAngle from PreRoll to 80% deck/margin immersio - 6.43 10.31 - - >0
BV Tow Heel (aft towing) Tow Heel CriteriaArea from Equilibrium to 40 degrees - - - 0.093 0.122 > 0.011 m-radArea from Equilibrium to Downflooding - - - 0.090 0.155 > 0.011 m-radArea from Equilibrium to Maximum Righting Arm - - - 0.041 0.058 > 0.011 m-rad
BV Tow Heel (fwd towing) Tow Heel CriteriaArea from Equilibrium to 40 degrees - - - 0.054 0.078 > 0.011 m-radArea from Equilibrium to Downflooding - - - 0.052 0.099 > 0.011 m-radArea from Equilibrium to Maximum Righting Arm - - - 0.020 0.032 > 0.011 m-rad
200. NOTES TO MASTER This Stability Document is based on an inclining experiment of the subject vessel performed on July 24th, 2015 at Eregli Shipyard, Turkey. (see Section 300). This stability document is in compliance with the following:
- Bureau Veritas Rules - Part B, Chap. 3, Sec. 2.2 - Intact Stability - IMO IS Code (2008) - Part A, Chap. 2, 2.2 – General Intact Stability - Bureau Veritas Rules - Part B, Chap. 3, Sec. 2.3 - Weather Criterion - IMO IS Code (2008) – Part A, Chap. 2, 2.3 – Weather Criterion - Bureau Veritas Rules - Part D, Chapter 14, Section 2.2 - Tug Stability - Bureau Veritas Rules - Part D, Chap. 16, Sec. 2.1 - Fi-Fi Stability
It must be emphasised that the conditions provided in this booklet are only to be regarded as guiding conditions. Immediately before the start of a new voyage the master has therefore to determine the vessel's trim and stability to ensure that all requirements concerning the stability are fulfilled. Since the lightship TCG is 36mm off centreline to starboard side, in order to reduce the list at departure condition, the starboard fresh water tank is limited to 60% full at depar-ture condition. The load draft is advised to be less than 3.002m, which is the maximum draft of the loading condition that was checked with all stability criteria in section 207. FO_aft.S, FO_fwd.S and FW.S tanks are empty and port side of these tanks are filled 20% in order to reduce the list at arrival loading conditions. Aft and fore peak tanks are not used in any loading conditions. For towing condition:
When engaged in towing, large external heeling moments may be applied to the tug especially if the tow lead forms a large angle with the horizontal axis of the tug. Such a condition would be further aggravated in adverse conditions of weather and tide and could produce a dangerous condition which might eventually result in the tug capsizing. At the commencement of a tow it is important to ensure that the load placed upon the tow line and towing winch is applied gradually, particular regard being taken of the relative thrust of the tug and the resistance of the tow. For towing operations only the departure and arrival conditions are presented in this book, and compliance with BV criteria has been assessed. As such, towing operations should only be conducted between these two drafts (loadings), and should not be under-taken at the deeper load drafts.
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The stability criteria contained in this report set minimum values, but no maximum values are recommended. It is advisable to avoid excessive values of metacentric height, since these might lead to acceleration forces which could be prejudicial to the ship, its complement, its equipment and to safe carriage of the cargo. Slack tanks may, in exceptional cases, be used as a means of reducing excessive values of metacentric height. In such cases, due consideration should be giv-en to sloshing effects. Operational precautions in heavy weather All doorways and other openings, through which water can enter into the hull or deckhouses, forecastle, etc., should be suitably closed in adverse weather conditions and accordingly all ap-pliances for this purpose should be maintained on board and in good condition. Weathertight and watertight hatches, doors, etc., should be kept closed during navigation, except when necessarily opened for the working of the ship and should always be ready for immediate closure and be clearly marked to indicate that these fittings are to be kept closed except for access. Hatch covers and flush deck scuttles in fishing vessels should be kept properly secured when not in use during fishing operations. All portable deadlights should be maintained in good condition and securely closed in bad weather. Any closing devices provided for vent pipes to fuel tanks should be secured in bad weather. Ship handling in heavy weather In all conditions of loading necessary care should be taken to maintain a seaworthy freeboard. In severe weather, the speed of the ship should be reduced if propeller emergence, shipping of water on deck or heavy slamming occurs. Special attention should be paid when a ship is sailing in following, quartering or head seas be-cause dangerous phenomena such as parametric resonance, broaching to, reduction of stability on the wave crest, and excessive rolling may occur singularly, in sequence or simultaneously in a multiple combination, creating a threat of capsize. A ship.s speed and/or course should be al-tered appropriately to avoid the above-mentioned phenomena. Reliance on automatic steering may be dangerous as this prevents ready changes to course which may be needed in bad weather. Water trapping in deck wells should be avoided. If freeing ports are not sufficient for the drain-age of the well, the speed of the ship should be reduced or the course changed, or both. Freeing ports provided with closing appliances should always be capable of functioning and are not to be locked. Masters should be aware that steep or breaking waves may occur in certain areas, or in certain wind and current combinations (river estuaries, shallow water areas, funnel shaped bays, etc.). These waves are particularly dangerous, especially for small ships. In severe weather, the lateral wind pressure may cause a considerable angle of heel. If anti-heeling measures (e.g., ballasting, use of anti-heeling devices, etc.) are used to compensate for heeling due to wind, changes of the ship.s course relative to the wind direction may lead to dan-gerous angles of heel or capsizing. Therefore, heeling caused by the wind should not be compen-sated with anti-heeling measures, unless, subject to the approval by the Administration, the ves-sel has been proven by calculation to have sufficient stability in worst case conditions (i.e. im-
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proper or incorrect use, mechanism failure, unintended course change, etc.). Guidance on the use of anti-heeling measures should be provided in the stability booklet. Use of operational guidelines for avoiding dangerous situations in severe weather conditions or an on-board computer based system is recommended. The method should be simple to use.
201. Notes on Stability Calculation Methods
The results presented in this Stability Booklet been calculated using GHS software.
GHS is an advanced naval architectural software program which produces accurate results based on individual hydrostatics calculations for each condition rather than on the traditional method of using tabulated Hydrostatics and Cross-Curves values applied to a weight total.
For this reason, a possible cross-check of the results presented in this Stability Booklet with the tabulated Hydrostatics and Cross-Curves from Section 500 may result in slight discrepancies, in particular:
- trim obtained from BG, Displacement, and MCT values for each condition may differ
from the actual Trim value therein, since the program takes into account the shift of liquids in tanks due to trim, as well as calculating the actual LCB of the hull at the trim angle for each loading condition
- similarly the Righting Levers (GZ) shown in the presented conditions may differ from that obtained by using KG, Free Surface, and tabulated KN values since the program takes into account the actual shift of liquids in tanks due to heel (and trim) as well as calculating an actual Centre of Buoyancy for each heel angle. The difference between actual free surface shift and the traditional calculation can be very significant for large tanks at large heel an-gles due to "topping" of the tank. The effect that trim can play on Righting Levers can al-so be significant at large angles of heel, particularly upon deck edge submergence.
In view of the above, it should be understood that the Hydrostatics and Cross-Curves included in this Stability Booklet, as required by the Regulatory Bodies, can be used in the traditional manner, but may produce slightly different results when applied to conditions presented herein. The volume for Hydrostatics and KN calculations have included all buoyant bodies – hull, skeg and two Z-Drivers, and deducted Box cooler (P&S) and Fi-Fi Sea Chest (P&S), in GHS model, Bottom plate is 8mm, shell thickness is 10mm, skeg bottom plate is 12mm.
202. Good Seamanship
Compliance with the stability criteria does not ensure immunity from capsizing, nor absolve the Master from his responsibilities. The Master should therefore exercise prudent judgement and
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good seamanship having regard for the season, weather forecast and navigational zone; and should take the appropriate action as to speed and course depending on the prevailing circum-stances.
Care should be taken that the cargo allocated to the ship is capable of being stowed so that com-pliance with the criteria can be achieved. If necessary, the amount should be limited to the ex-tent that ballast weight may be required.
Before a voyage commences, care should be taken to ensure that any sizeable pieces of equip-ment have been properly stowed and/or lashed, to minimize the possibility of both longitudinal and transverse shifting due to rolling and pitching accelerations while at sea.
A ship, when engaged in towing operations, should not carry deck cargo, except that a limited amount, properly secured, which would neither endanger the safe working of the crew on deck nor impede the proper functioning of the towing equipment, may be acceptable. The number of partially filled or slack tanks should be kept to a minimum due to their adverse effect on stability.
203. Alternative Conditions
When actual loading conditions differ from those included in this Stability Booklet, calculate the vessel's stability to assure that an adequate margin of safety is maintained with respect to compliance with the minimum regulatory requirements of Section 207.
The sample calculations in Section 700 are intended to aid personnel in determining with long-hand methods the trim, stability, and heel characteristics for specific conditions which may vary from those included in this Booklet. These calculations will be provided in the Final Stability Booklet.
204. Down-Flooding Points
The angle of down-flooding for each intact condition is given on the condition sheets. The down-flooding points are:
1. P&S Engine room air relief louvre : - longitudinal: 3.05 m aft of midship (Frame 20) - transverse: 2.582 m off centreline - vertical: 5.597 m above baseline
Note: - Vessel Displacement given for zero trim and heel only - Baseline draft is used here, not maximum navigational draft. - For intermediate displacement, drafts, or trims, d/I angles to be determined by interpolation
Trim = 0/18.91m
Trim = Aft 0.5/18.91m
Trim = 0/18.91m
DECK IMMERSION ANGLE vs. VESSEL DRAFT
ASD 24/40 Class Tug
Trim = Fwd 0.5/18.91m
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0
16.0
18.0
20.0
2.50 2.60 2.70 2.80 2.90 3.00 3.10
D/I
Ang
le (
degr
ees)
Vessel Draft (m above BL)
ASD 24/40 Class TugVessel Draft vs. Deck Immersion Angle
Trim = 0/18.91m Trim = Aft 0.5/18.91mTrim = Fwd 0.5/18.91m
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206. Notes on Free Surface
When tanks are completely full or empty, no movement of the liquid is possible and so no ef-fect on the vessel's stability occurs. When tanks are partially filled the stability of the vessel is adversely affected by what is known as "FREE SURFACE EFFECT". This effect on vessel's stability is traditionally re-ferred to as a "loss in GM" or as a "virtual rise in KG". As per the BV Rules Part B, Chapter 3, and Section 2.4 – Effects of Free Surfaces of Liquids in Tanks, the corrections to the initial metacentric height (GM) and to the righting lever curve (GZ) are calculated separately as follows:
-In determining the correction to GM, the transverse moments of inertia of the tanks are to be calculated at 0 degrees angle of heel according to the tanks’ categories. For tanks with fixed filling level, the free surface correction is to be defined for the actual filling level to be used in each tank. For tanks with variable filling level, the free surface correction is to be the maximum value attainable among the filling limits envisaged for each tank, con-sistent with any operating instructions. For each type of consumable liquid, the maximum free surface correction was applied to at least one pair of wing tanks or one centreline tank and all large tanks as defined by BV Rules Part B, Chapter 3, Section 2.4 - The righting lever curve (GZ) was corrected by the actual moment of fluid transfer for each angle of heel calculated
207. Minimum Standards for Intact Stability
General Requirement (Criteria regarding righting lever curve properties & metacentric height ) Bureau Veritas Part B, Chap. 3, Sec. 2.2 & IMO IS Code (2008) - Part A, Chap. 2, 2.2 - Area under GZ curve to 30 degrees > 0.055 m-rad - Area under GZ curve to 40 degrees or D/F angle ≥ 0.09 m-rad - Area under GZ curve from 30 to 40 degrees or D/F angle ≥ 0.03 m-rad - Righting lever (GZ) at angle of 30 degrees or greater ≥ 0.20 m - The maximum righting arm should occur at an angle of heel exceeding 30 degrees but not
less than 25 degrees - Initial metacentric height (GM) ≥ 0.15 m
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Towing Operation – BV Rules for Steel Ships, Part D, Chapter 14, Section 2 [2]
Towling heeling arm = T ×H × c
9.81 × ∆cos θ [m]
Towling heeling moment = T ×H × c
9.81cos θ [MT-m]
Where:
T = Maximum bollard pull [KN] H = Vertical distance between the towing fitting and half draft [m] c = 1.00 (azimuth propulsion)
Area under GZ curve from equilibrium angle to GZmax, D/F angle, or 40 degrees (whichever is less) ≥ 0.011 m-rad
Towing from the forward winch: T = Maximum bollard pull = 392.4 kN (40MT) c = 1 for ships with azimuth propulsion H = 6.056m – 0.5 x 3.002m (Condition #2, Departure) H = 6.056m - 0.5 x 2.662m (Condition #3, Arrival, 10% Consumables) Towline Heeling moment = 182.2 x cos θ, MT-m (Condition #2) = 189.0 x cos θ, MT-m (Condition #3) Towing from the aft winch: T = Maximum bollard pull = 392.4 kN (40MT) c = 1 for ships with azimuth propulsion H = 5.118m – 0.5 x 3.002m (Condition #2, Departure) H = 5.118m - 0.5 x 2.662m (Condition #3, Arrival, 10% Consumables) Towline Heeling moment = 144.68 x cos θ, MT-m (Condition #2) = 151.48 x cos θ, MT-m (Condition #3)
Fire Fighting Operation – BV Rules for Steel Ships, Part D, Chapter 16, Section 2 [1]
Fire monitor heeling moment = ∑ ⁄
. [MT-m]
Where:
Ri = Reaction force of water jet from each monitor [kN] hi = Vertical distance between the location of each monitor and half draft [m] S = Thrust from manoeuvring thruster(s) [KN] e = Vertical distance between manoeuvring thruster axis and keel [m] T = Draft [m]
Equilibrium angle < 5 deg
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ROBERT ALLAN LTD.NAVAL ARCHITECTS AND MARINE ENGINEERS
Suite 230 - 1639 WEST 2nd AVENUE, VANCOUVER, B.C., CANADA
Total Heeling Moment (Both Monitors Operating) = 40.65 MT-m*cosθ
Arrival Condition - 10% Consumables
ASD 24/40 Tug204-167Medmarine HoldingBV FiFi Monitor Heeling Moment Calculation
Departure Condition
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300. REPORT OF INCLINING EXPERIMENT
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BUREAU VERITAS Section ...................27463D
REVIEWEDonly for parts concerning Classification.All particulars not shown on this drawing and concerningClassification to be as per Rules.
Istanbul, 22-Oct-2015
[Electronic document] The plan approval officeSee Report TPO/15/0331/AOD
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ROBERT ALLAN LTD. NAVAL ARCHITECTS
Project: 204-167 Rev.2
Inclining Experiment Report
For
“SAFI PORT” ASD 24/40 Class Tug
Hull Eregli 43
Document No.: 204-167-43-11101R2
Prepared For:
Client's Reference: Medmarine Holding,
Istanbul
Prepared By:
Professional Engineer of Record: Tolga Acar Hongling Zhang, P.Eng.
Revision History
2 Updated with 610 mm frame spacing
TA HZ HZ HZ Aug.05, 2015
1 First Issue TA HZ HZ HZ Jul.31, 2015
Rev. Description By CheckedP. Eng. of
Record Approved Issue Date
Class Approval Status
Client Acceptance Status Rev. Approval Agency Initials Date Rev. Design Phase Initials Date
Confidentiality: Confidential
All information contained in or disclosed by this document is proprietary and the exclusive intellectual property of Robert Allan Ltd. This design information is reserved for the exclusive use of Medmarine Holding, all further use and sales rights attached thereto are exclusively reserved by Robert Allan Ltd., and any reproduction, communication or distribution of this information is prohibited without the prior written consent of Rob-ert Allan Ltd. Absolutely no modifications or alterations to this document may be made by any persons or party without the prior written consent of Robert Allan Ltd.
Robert Allan Ltd. is an ISO 9001:2008 Registered Company
BUREAU VERITASStamped document, refer to 1st page
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Project 204-167
INCLINING EXPERIMENT REPORT
VESSEL NAME: SAFI PORT
VESSEL DESCRIPTION: RAmparts 2400SX Class Tug
CLIENT: Medmarine Holding, istanbul
DATE: Jul. 24, 2015
LOCATION: Eregli Shipyard wharf, Zonguldak
IN ATTENDANCE: total 6 persons onboard during experiment
VESSEL CONDITION: Tankage: Sounding (mm) Volume (L) Weight (kg)Aftpeak, Centre EmptyForepeak, Centre EmptyFuel Oil Aft Tank, Port EmptyFuel Oil Aft Tank, Starboard EmptyFuel Oil Double Bottom Tank, Centre EmptyFuel Oil Forward Tank, Port 1680 3774 3283Fuel Oil Forward Tank, Starboard EmptyFresh Water Tank, Port EmptyFresh Water Tank, Stbd. EmptyFoam Tank, Port EmptyFoam Tank, Stbd. EmptyBlack Water Tank, Starboard EmptyHydraulic Oil Tank, Port EmptyHydraulic Oil Tank, Starboard EmptyLube Oil Tank, Port EmptySludge Tank, Centre Empty
(m) (m) (m)1. Forward draft mark - Port 3.120 2.414at fr.36 - Stbd 3.120 2.4142. Aft draft mark - Port 4.490 2.727at fr. 5 - Stbd 4.480 2.717
AVERAGE DRAFTS ABOVE BASELINE AS INCLINED 2.753 m above baseline (at frame 3)(waterline established by using GHS software) 2.699 m above baseline (at frame 9)(waterline established by using record of freeboards 2.637 m above baseline (at frame 15)
2.543 m above baseline (at frame 23)2.475 m above baseline (at frame 30)
HEEL AS INCLINED: 0.004 deg. port
TRIM - AS INCLINED: 0.325 m aft (determined with GHS)
LCG - AS INCLINED: 0.844 m aft of origin, (determined with GHS)
TCG - AS INCLINED: 0.010 m port side (determined with GHS)
DISPLACEMENT - AS INCLINED: 310.88 tonnes (determined with GHS)
KM - AS INCLINED: 5.121 metres (determined with GHS)
2. Draft mark reference line: 1.763 m below baseline at fr.5, and 0.706 m below baseline at fr.36
2.753
2.699
2.637
2.543
2.475
Notes:
2.414
2.722
Notes:1. Origin located at frame 20
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Page 28 of 123
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Project 204-167
RECORD OF No. 1 PENDULUM SHIFTS
SHIFT DISTANCE MOMENT TOTAL TOTAL TOTALMOVED MOMENT DEFLECTION TAN f
Distances in METERS.----Specific Gravity = 1.025.-----------Area in m.-Rad.
Note: The Center of Gravity shown above is for the Fixed Weight of297.52 MT. As the tank load centers shift with heel andtrim, the total Center of Gravity varies. The righting armsshown above include the effect of the C.G. variation.The free surface adjustment is for the difference between theformal and the true free surface at the initial heel.
LIM-------------BV GENERAL STAB. CRIT. CRITERION------Min/Max--------Attained(1) Area from abs 0.412 deg to abs 30 > 0.0550 m.-Rad 0.2043 P(2) Area from abs 0.412 deg to abs 40 or Flood > 0.0900 m.-Rad 0.2918 P(3) Area from abs 30 deg to abs 40 or Flood > 0.0300 m.-Rad 0.0875 P(4) Angle from abs 0.412 deg to MaxRA or Flood > 25.00 deg 26.64 P(5) Righting Arm at 30 deg or MaxRA > 0.200 m. 0.570 P(6) GM Upright > 0.150 m. 1.884 P--------------------Relative angles measured from 0.412s---------------------
Page 41 of 123
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
CONDITION #2: DEPARTURE CONDITION
0 5 10 15 20 25 30 35 40 45 50 55 60
Degrees of Heel --> Starboard
-.10
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
M.
GM = 1.884
Righting Arm
0.00
0.10
0.20
0.30
0.40
M.-Rad
Righting Area
-2.0
-1.0
0.0
1.0
2.0
3.0
M.
0 5 10 15 20 25 30 35 40 45 50 55 60
Flood Pt. Height
Page 42 of 123
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
CONDITION #2: DEPARTURE CONDITION
HEELING MOMENT CAUSE BY WIND~~~~~~~~~~~~~~~~~~~~~~~~~~~~HEELING MOMENT specification
Distances in METERS.----Specific Gravity = 1.025.-----------Area in m.-Rad.
Note: The Center of Gravity shown above is for the Fixed Weight of297.52 MT. As the tank load centers shift with heel andtrim, the total Center of Gravity varies. The righting armsshown above include the effect of the C.G. variation.The free surface adjustment is for the difference between theformal and the true free surface at the initial heel.
Note: The Residual Righting Arms shown above are in excess of thewind heeling arms derived from these moments (in m.-MT):
LIM--------------------STABILITY CRITERION------------Min/Max--------Attained(1) Res. Ratio from Roll to abs 50 deg or Flood > 1.000 3.331 P(2) Angle from PreRoll to 80% Dk Imm Angle > 0.00 deg 6.43 P(3) Absolute Angle at PreRoll < 16.00 deg 1.71 P-----------------------------------------------------------------------------
Page 44 of 123
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
CONDITION #2: DEPARTURE CONDITION
10 0 10 20 30 40 50
Degrees of Heel --> Starboard
-0.4
-0.2
0.0
0.2
0.4
0.6
M.
Righting Arm
Heeling Arm
-.05
0.00
0.05
0.10
0.15
0.20
0.25
0.30
0.35
M.-Rad
Righting Area
Heeling Area
-2.0
-1.0
0.0
1.0
2.0
3.0
M.
10 0 10 20 30 40 50
Flood Pt. Height
80% DeckImm
Page 45 of 123
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
Distances in METERS.----Specific Gravity = 1.025.-----------Area in m.-Rad.
Note: The Center of Gravity shown above is for the Fixed Weight of297.34 MT. As the tank load centers shift with heel andtrim, the total Center of Gravity varies. The righting armsshown above include the effect of the C.G. variation.The free surface adjustment is for the difference between theformal and the true free surface at the initial heel.
LIM-------------BV GENERAL STAB. CRIT. CRITERION------Min/Max--------Attained(1) Area from abs 0.191 deg to abs 30 > 0.0550 m.-Rad 0.2414 P(2) Area from abs 0.191 deg to abs 40 or Flood > 0.0900 m.-Rad 0.3640 P(3) Area from abs 30 deg to abs 40 or Flood > 0.0300 m.-Rad 0.1226 P(4) Angle from abs 0.191 deg to MaxRA or Flood > 25.00 deg 28.61 P(5) Righting Arm at 30 deg or MaxRA > 0.200 m. 0.741 P(6) GM Upright > 0.150 m. 1.903 P--------------------Relative angles measured from 0.191s---------------------
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
CONDITION #3: ARRIVAL CONDITION - 10% CONSUMABLES
0 5 10 15 20 25 30 35 40 45 50 55 60
Degrees of Heel --> Starboard
0.0
0.2
0.4
0.6
0.8
1.0
M.
GM = 1.903
Righting Arm
0.00
0.10
0.20
0.30
0.40
0.50
M.-Rad
Righting Area
-2.0
-1.0
0.0
1.0
2.0
3.0
4.0
M.
0 5 10 15 20 25 30 35 40 45 50 55 60
Flood Pt. Height
Page 50 of 123
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
CONDITION #3: ARRIVAL CONDITION - 10% CONSUMABLES
HEELING MOMENT CAUSE BY WIND~~~~~~~~~~~~~~~~~~~~~~~~~~~~HEELING MOMENT specification
Distances in METERS.----Specific Gravity = 1.025.-----------Area in m.-Rad.
Note: The Center of Gravity shown above is for the Fixed Weight of297.34 MT. As the tank load centers shift with heel andtrim, the total Center of Gravity varies. The righting armsshown above include the effect of the C.G. variation.The free surface adjustment is for the difference between theformal and the true free surface at the initial heel.
Note: The Residual Righting Arms shown above are in excess of thewind heeling arms derived from these moments (in m.-MT):
20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
CONDITION #3: ARRIVAL CONDITION - 10% CONSUMABLES
LIM--------------------STABILITY CRITERION------------Min/Max--------Attained(1) Res. Ratio from Roll to abs 50 deg or Flood > 1.000 4.443 P(2) Angle from PreRoll to 80% Dk Imm Angle > 0.00 deg 10.31 P(3) Absolute Angle at PreRoll < 16.00 deg 1.85 P-----------------------------------------------------------------------------
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
Distances in METERS.----Specific Gravity = 1.025.-----------Area in m.-Rad.
Note: The Center of Gravity shown above is for the Fixed Weight of297.52 MT. As the tank load centers shift with heel andtrim, the total Center of Gravity varies. The righting armsshown above include the effect of the C.G. variation.The free surface adjustment is for the difference between theformal and the true free surface at the initial heel.
Note: The Residual Righting Arms shown above are in excess of theoverturning arms derived from these moments (in m.-MT):
Stbd heeling moment = 144.68Cos(heel)
Note: Angle of MaxRA refers to the absolute Righting Arm curve.
LIM---------------BV CRIT. ON TOWING OPERATION--------Min/Max--------Attained(1) Area from Equilibrium to 40 deg > 0.0110 m.-Rad 0.0927 P(2) Area from Equilibrium to Flood > 0.0110 m.-Rad 0.0904 P(3) Area from Equilibrium to MaxRA0 > 0.0110 m.-Rad 0.0408 P--------------------Relative angles measured from 0.000 ---------------------
Page 58 of 123
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
Distances in METERS.----Specific Gravity = 1.025.-----------Area in m.-Rad.
Note: The Center of Gravity shown above is for the Fixed Weight of297.34 MT. As the tank load centers shift with heel andtrim, the total Center of Gravity varies. The righting armsshown above include the effect of the C.G. variation.The free surface adjustment is for the difference between theformal and the true free surface at the initial heel.
Note: The Residual Righting Arms shown above are in excess of theoverturning arms derived from these moments (in m.-MT):
Stbd heeling moment = 151.48Cos(heel)
Note: Angle of MaxRA refers to the absolute Righting Arm curve.
LIM---------------BV CRIT. ON TOWING OPERATION--------Min/Max--------Attained(1) Area from Equilibrium to 40 deg > 0.0110 m.-Rad 0.1217 P(2) Area from Equilibrium to Flood > 0.0110 m.-Rad 0.1546 P(3) Area from Equilibrium to MaxRA0 > 0.0110 m.-Rad 0.0576 P--------------------Relative angles measured from 0.000 ---------------------
Page 62 of 123
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
Distances in METERS.----Specific Gravity = 1.025.-----------Area in m.-Rad.
Note: The Center of Gravity shown above is for the Fixed Weight of297.52 MT. As the tank load centers shift with heel andtrim, the total Center of Gravity varies. The righting armsshown above include the effect of the C.G. variation.The free surface adjustment is for the difference between theformal and the true free surface at the initial heel.
Note: The Residual Righting Arms shown above are in excess of theoverturning arms derived from these moments (in m.-MT):
Stbd heeling moment = 182.20Cos(heel)
Note: Angle of MaxRA refers to the absolute Righting Arm curve.
LIM---------------BV CRIT. ON TOWING OPERATION--------Min/Max--------Attained(1) Area from Equilibrium to 40 deg > 0.0110 m.-Rad 0.0538 P(2) Area from Equilibrium to Flood > 0.0110 m.-Rad 0.0524 P(3) Area from Equilibrium to MaxRA0 > 0.0110 m.-Rad 0.0201 P--------------------Relative angles measured from 0.000 ---------------------
Page 66 of 123
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
Distances in METERS.----Specific Gravity = 1.025.-----------Area in m.-Rad.
Note: The Center of Gravity shown above is for the Fixed Weight of297.34 MT. As the tank load centers shift with heel andtrim, the total Center of Gravity varies. The righting armsshown above include the effect of the C.G. variation.The free surface adjustment is for the difference between theformal and the true free surface at the initial heel.
Note: The Residual Righting Arms shown above are in excess of theoverturning arms derived from these moments (in m.-MT):
Stbd heeling moment = 189.00Cos(heel)
Note: Angle of MaxRA refers to the absolute Righting Arm curve.
LIM---------------BV CRIT. ON TOWING OPERATION--------Min/Max--------Attained(1) Area from Equilibrium to 40 deg > 0.0110 m.-Rad 0.0778 P(2) Area from Equilibrium to Flood > 0.0110 m.-Rad 0.0989 P(3) Area from Equilibrium to MaxRA0 > 0.0110 m.-Rad 0.0322 P--------------------Relative angles measured from 0.000 ---------------------
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20/11/15 15:25:06 Robert Allan LtdGHS 14.50 INTACT STABILITY - ASD 24/40 CLASS TUG
Distances in METERS.---Specific Gravity = 1.025.-----------------
Note: The Center of Gravity shown above is for the Fixed Weight of297.52 MT. As the tank load centers shift with heel andtrim, the total Center of Gravity varies. The righting armsshown above include the effect of the C.G. variation.The free surface adjustment is for the difference between theformal and the true free surface at the initial heel.
Note: The Residual Righting Arms shown above are in excess of theoverturning arms derived from these moments (in m.-MT):
Distances in METERS.---Specific Gravity = 1.025.-----------------
Note: The Center of Gravity shown above is for the Fixed Weight of297.34 MT. As the tank load centers shift with heel andtrim, the total Center of Gravity varies. The righting armsshown above include the effect of the C.G. variation.The free surface adjustment is for the difference between theformal and the true free surface at the initial heel.
Note: The Residual Righting Arms shown above are in excess of theoverturning arms derived from these moments (in m.-MT):
Total Tanks---------> 14.94 0.984a 0.039s 1.228 27.98Distances in METERS.-----------------------------------------Moments in m.-MT.
SUMMARY OF LOADING4.4 Cu.M. (10%) SALT WATER 7.4 Cu.M. (10%) FUEL OIL1.8 Cu.M. (10%) FRESH WATER 1.5 Cu.M. (10%) FOAM0.4 Cu.M. (10%) SEWAGE 0.1 Cu.M. (10%) HYDR OIL0.0 Cu.M. (10%) LUBE OIL 0.3 Cu.M. (10%) SLUDGE
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ROBERT ALLAN LTD. NAVAL ARCHITECTS
700. SAMPLE CALCULATIONS
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700. SAMPLE STABILITY CALCULATION
The following example calculations represent the manual method forcalculating stability conditions, other than those presented in section 400,from the data provided in this book.
Condition #2: Departure Condition at 3.002m Draft
701. Draft and Trim
A) Draft Readings: Fwd Aftport 3.616 4.787 mstbd 3.652 4.851 m
Reference point of fwd draft marks is 0.706 m under baseline @Fr36Reference point of aft draft marks is 1.763 m under baseline @Fr5
B) Corresp Drafts Above Base: Fwd Aftport 2.910 3.024 mstbd 2.946 3.088 mmean 2.928 3.056 m
Mean hydrostatic draft = (Da+Df)/2= (2.928+3.056)/2 = 2.992 m above baseline
Trim = Da - Df = 3.056-2.928 = 0.128 m aft (between marks)
C) Draft at LCF:The LCF draft is calculated using proportional triangles.
Approximate location of LCF (based on Sec. 500 Hydrostatic tables) 1.079 diff1 diff2Location of aft draft reading 9.150 8.071Location of fwd draft reading -9.760 10.839Total distance between readings 18.910(distances measured from midships, positive aft of midships)
If trim is by the stern: Draft at LCF = draft fwd + (diff2*trim)/dist between readings
If trim is by the bow: Draft at LCF = draft aft + (diff1*trim)/dist between readings
Therefore:Draft at LCF = 2.928+10.839*0.128/18.91 3.001 metres above base line
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702. Displacement and Hydrostatics
Displacement and hydrostatic information is obtained from the datacontained in section 500 as follows:
LCF draft = 3.00 m Disp = 390.78 Mt VCB = 1.835 m KMt = 4.884 m MCT = 2.920 Mt-m/cm LCB = 0.624 m LCF = 1.079 m (note: hydrastatic data from section 500)
703. Calculate LCG
Trimming Moment = Trim (cm) * MCT /1 cm = 0.128*2.920*100 = 37.38 Mt-m
If trim aft:LCG = LCB + (trim moment / disp)
If trim fwd:LCG = LCB - (trim moment / disp)
Therefore:LCG = 0.624+37.38/390.78LCG = 0.72 m
704. Free Surface Corrections
Free surface moments for the various tanks are provided in the tank calibrationtables (section 600).
From these tables the tank loads, centers, and free surface correctioncan be obtained.
Free surface correction (Fsc) = total free surface moment / displacement of vessel
The free surface correction is then applied as a virtual rise in the centerof gravity; KGf = KGs + Fscor as a reduction in metacentric height. GMf = GMs - Fsc
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705. Stability Condition for ASD 24/40 Class Tug ( Departure Condition)
From hydrostatics:Draft LCF 3.00 mTrim 0.128 m @ 18.91 -dist. between readingsLCB 0.624 m LCF 1.079 m MCT /1 cm 2.920 mt-m/cmKMt 4.884 m
Calculating:Trim 0.128 m (positive aft) Fsmom = 27.1 mt-mDraft aft 3.056 m Fsc=FSM/Displ.= 0.07 mDraft fwd 2.928 m GM(s)=KMt-VCG = 1.95 m
GM(f)=GM(s)-Fsc = 1.88 m
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706. Calculation of Angle of Downflooding
As mentioned in section 204 the downflooding points are considered to bethe engine room air intake louvre P&S and the engine room relief air louvre P&S.
Before the righting areas are calculated for any stability condition,the angle of downflooding should be determined. If the angle of downflooding occurs at some angle less than 40 degrees, then thethe righting areas will be calculated to this angle as mentioned insection 207.
Based on Vessel draft vs downflooding angle, at 3.001m draft at 0.128m aft trim. The downflooding point is 39.28 degs
Since the downflooding angle is 39.28 degs, less than 40 degrees, it is necessary to determinethe area under the RA curve to 39.28 degs
Page 105 of 123
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707. Calculation of Righting arms
KG = 2.93 mFsc = 0.07 mKGf = KG+FSC= 3.00 m
Obtain KN values, at heel increments, from cross curves in section 500.Then calculate GZ = KN - KGf X SIN(theta)
Distances in METERS.---Specific Gravity = 1.025.---d = degrees.
Page 112 of 123
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23/11/15 10:16:40 Robert Allan LtdGHS 14.50 ASD 24/40 CLASS TUG
LIM---------BV GENERAL STAB. CRIT. CRITERION----------Min/Max(1) Area from 0 deg to abs 30 > 0.0550 m.-Rad(2) Area from 0 deg to abs 40 or Flood > 0.0900 m.-Rad(3) Area from abs 30 deg to abs 40 or Flood > 0.0300 m.-Rad(4) Angle from 0 deg to MaxRA or Flood > 25.00 deg(5) Righting Arm at abs 30 deg or MaxRA > 0.200 m.(6) GM Upright > 0.150 m.-----------------------------------------------------------------
Page 113 of 123
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23/11/15 10:16:40 Robert Allan LtdGHS 14.50 ASD 24/40 CLASS TUG
Total wind heeling moment to port------------------> 19.17Distances in METERS.-----Pressure in MT/Sqm.------------Moment in m.-MT
MAXIMUM VCG vs. DISPLACEMENT with ROLLHeeling moment is present from: wind
Trim = Fwd 0.500/18.910 at zero heel (trim righting arm held at zero)Displacement --- Margins ---METRIC TONS Max VCG LIM1 LIM2 LIM3--------------------------------------
--------------------------------------Heeling moment is present from: wind
Trim = zero at zero heel (trim righting arm held at zero)Displacement --- Margins ---METRIC TONS Max VCG LIM1 LIM2 LIM3--------------------------------------
--------------------------------------Heeling moment is present from: wind
Trim = Aft 0.500/18.910 at zero heel (trim righting arm held at zero)Displacement --- Margins ---METRIC TONS Max VCG LIM1 LIM2 LIM3--------------------------------------
Distances in METERS.---Specific Gravity = 1.025.---d = degrees.
LIM---------------BV WEATHER CRITERION----------------Min/Max(1) Res. Ratio from Roll to abs 50 deg or Flood > 1.000(2) Angle from PreRoll to 80% Dk Imm Angle > 0.00 deg(3) Absolute Angle at PreRoll < 16.00 deg-----------------------------------------------------------------
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23/11/15 10:16:40 Robert Allan LtdGHS 14.50 ASD 24/40 CLASS TUG
*** MAXVCG ACCORDING TO FiFi CRITERION ***HEELING MOMENT = 40.65 TM
MAXIMUM VCG vs. DISPLACEMENTHeeling moment is present from: user specification
Trim = Fwd 0.500/18.910 at zero heel (trim righting arm held at zero)Displacement --- Margins ---METRIC TONS Max VCG LIM1 LIM2 LIM3--------------------------------------
--------------------------------------Heeling moment is present from: user specification
Trim = zero at zero heel (trim righting arm held at zero)Displacement --- Margins ---METRIC TONS Max VCG LIM1 LIM2 LIM3--------------------------------------
--------------------------------------Heeling moment is present from: user specification
Trim = Aft 0.500/18.910 at zero heel (trim righting arm held at zero)Displacement --- Margins ---METRIC TONS Max VCG LIM1 LIM2 LIM3--------------------------------------
LIM-----------BV CRIT. ON TOWING OPERATION------------Min/Max(1) Area from Equilibrium to 40 deg > 0.0110 m.-Rad(2) Area from Equilibrium to Flood > 0.0110 m.-Rad(3) Area from Equilibrium to MaxRA0 > 0.0110 m.-Rad-----------------------------------------------------------------
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23/11/15 10:16:40 Robert Allan LtdGHS 14.50 ASD 24/40 CLASS TUG
*** MAXVCG ACCORDING TO TOWING CRITERION ***\HEELING MOMENT = 151.48 TM , TOWING FROM AFT WINCH
MAXIMUM VCG vs. DISPLACEMENTHeeling moment is present from: user specification
Trim = Fwd 0.500/18.910 at zero heel (trim righting arm held at zero)Displacement --- Margins ---METRIC TONS Max VCG LIM1 LIM2 LIM3--------------------------------------
--------------------------------------Heeling moment is present from: user specification
Trim = zero at zero heel (trim righting arm held at zero)Displacement --- Margins ---METRIC TONS Max VCG LIM1 LIM2 LIM3--------------------------------------
--------------------------------------Heeling moment is present from: user specification
Trim = Aft 0.500/18.910 at zero heel (trim righting arm held at zero)Displacement --- Margins ---METRIC TONS Max VCG LIM1 LIM2 LIM3--------------------------------------
LIM-----------BV CRIT. ON TOWING OPERATION------------Min/Max(1) Area from Equilibrium to 40 deg > 0.0110 m.-Rad(2) Area from Equilibrium to Flood > 0.0110 m.-Rad(3) Area from Equilibrium to MaxRA0 > 0.0110 m.-Rad-----------------------------------------------------------------
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ROBERT ALLAN LTD. NAVAL ARCHITECTS
900. WINDAGE AREA AND MOMENT ARM
Page 122 of 123
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Draft Displ. Windage Centre of Centre ofArea Pressure Pressure
from aboveWaterline Baseline
m MT m2 m mArrival - 10% Consumables 2.66 326.5 90.9 2.3 5.0Departure 3.00 391.2 83.0 2.2 5.2
Condition
Windage Area & Centre of Area Above Baseline vs. Vessel Draft