STABILITY INFORMATION BOOKLET REGINA LASKA. Category 1 under MGN 280 (M) with up to 6 persons on board. Document Ref: YPDS/RL/

Transcription

1 STABILITY INFORMATION BOOKLET REGINA LASKA Category 1 under MGN 280 (M) with up to 6 persons on board Approval Stap Docuent Ref: YPDS/RL/ th June 2013 Stuart M Roy, Naval Architect Yacht & Powercraft Design Services Ltd 9 Upper Spinney, Warsash, Southapton, SO31 9JW Tel. 44 (0) Eail. info@yacht-designer.co.uk

2 Contents Page No. General Particulars... 2 Arrangeent of Sections.. 3 Section 1: Operational Inforation... 4 Arrangeent of Tanks and Ballast... 5 Sail Plan... 6 Angles of Deck Edge Iersion and Downflooding. 7 Notes on Stability for the Guidance of the Master... 8 Maxiu Steady Heel Angle to Prevent Downflooding in Gusts.. 9 Curves of Maxiu Steady Heel Angle to Prevent Downflooding in Squalls.. 10 Exaples Showing the Use of the Maxiu Steady Heel Angle Curves 11 Section 2: Technical Data and Loading Conditions.. 12 Freeboard Marks Tank Capacities. 13 Loading Condition 1 - Depart Port Stability Curve for Condition 1 15 Stability Data for Condition Loading Condition 2 - Arrive Destination Stability Curve for Condition 2 18 Stability Data for Condition Section 3: Reference Inforation Hydrostatic Curves & Tabulated Data Cross Curves & Tabulated Data. 24 Notes on the Use of Cross Curves.. 27 Inclining Experient & Lightship Deterination. 28 Tank Calibrations.. 31 Notes on the Use of Free Surface Moents.. 36 Appendices: 1. Beaufort Scales of Wind Speeds and Corresponding Pressures Metric/Iperial Conversions Calculation Software Details

3 General Particulars Vessel s Nae: REGINA LASKA Class: Hallberg-Rassy 46 HIN Nuber: Official Nuber: Port of Registry: Owner s Nae Owner s Address: Builder: SE-HRM-46099L697 TBA Lerwick Karolina Örn Schulz and Leon Schulz High Ridge 43, Triq F. Vidal Ibragg, SWQ 2472 Malta E-ail: leon@reginasailing.co Phone: Mob: Hallberg-Rassy S Ellös Sweden Date of Construction: 1997 Classification Society: Geranischer Lloyd 100 A5 Diensions (taken fro Designer s Lines Plan): Length Overall: Length BP: Maxiu Bea: Depth aidships to u/s of bulwark capping Displaceent Fully Laden: Draught Fully Laden: Miniu Freeboard aidships to u/s capping: Gross Tonnage (if registered): kg TBA tonnes Area of operation: MCA Category 1 Up to 150 iles fro a safe haven Standard of Survivability: Intact Stability only Maxiu Nuber of persons on board: 6 (when in coercial use) 2

4 Arrangeent of Sections This booklet is arranged in sections so that the ost essential ites are brought to the user s attention first. Section 1 Operational Inforation This section contains guidance intended to ensure that the level of stability ay be judged with reference to a recoended axiu steady angle of heel to prevent downflooding in gusts and squalls. Section 2 Technical Data and Loading Conditions This section shows detailed loading conditions upon which the recoended heeling angles are based. Section 3 Reference Inforation This section contains basic inforation, which is necessary for the calculations in Sections 1 and 2. Appendices It is not necessary for the skipper to refer to this part except that the Beaufort Scale and the etric/iperial conversion table ay be found to be useful. 3

5 SECTION 1 Operational Inforation 4

6 Arrangeent of Tanks and Ballast Tankage and Ballast No. Ite Aount Units 1 FW Tank 920 litres 2 Fuel Tank 660 litres 3 Hot Water Tank 40 litres 4 Sewage Holding Tank Fwd Heads 57 litres 5 Sewage Holding Tank Aft Heads 57 litres 6 Fixed Ballast 6.6 tonnes Datu Positions Draughts are referred to the Baseline (USK). All other vertical locations are also referred to the Baseline. All longitudinal locations are referred to the FP, aft Ste, positive forward, negative aft. FP is at the intersection of the bow and DWL. The DWL is parallel to the base at above. AP is at the intersection of the underside of the hull aft and the DWL. Tri is defined as: Draught Aft Draught Forward Design Tri = rake of keel = zero. 5

7 Sail Plan Ref. Sail Area ( 2 ) Height of Centroid above BASE () M Full Mainsail M1 Main Reef M2 Main Reef M3 Main Reef G Full Genoa G1 Genoa Reef G2 Genoa Reef G3 Genoa Reef S Staysail SS Stor Staysail Note: This yacht has in-ast roller furling for the ainsail and roller furling for the genoa, aking the sail areas infinitely variable to suit the conditions. The Sail Plan shows typical exaples of the sail sets that could be used. 6

8 Angles of Deck Edge Iersion and Downflooding No. DESCRIPTION AREA OF CLEAR OPENING ANGLES OF IMMERSION (deg.) ANGLES OF IMMERSION (deg.) c 2 100% Consuables 10% Consuables 1 Deck Edge at aft FP 2 Copanionway Hatch * Forward Edge 3 Copanionway Door Botto of Sill 4 Engine Air Intakes 10.5 N/A N/A Critical downflooding is deeed to occur when the lower edges of openings having an aggregate area (in 2 ) greater than: displaceent (in tonnes) /1500 are iersed. i.e. departure /1500 = = 139 c 2 arrival /1500 = = 129 c 2 Thus ite 4 in the list above is not regarded as critical and it is the iersion of the Copanionway Hatch Forward Top Edge (ite 2 above * ) which defines the critical downflooding angles referred to in this booklet. The aster should note that the presence of the vents as listed above significantly reduces the ability of this vessel to withstand downflooding and with these openings securely closed the safety of the vessel is enhanced considerably. While the engine air inlet needs to reain open, any extractor vents fro the galley, accoodation and the heads copartents should be closed at sea, except in the ost settled conditions. Also please note: All opening portlights and hatches should be closed and locked at sea. 7

9 Notes on Stability for the Guidance of the Master 1. The stability characteristics of this vessel qualify it for operation in Category 1 with up to 6 persons on board. This category is defined as Up to 150 iles fro a Safe Haven. 2. Copliance with the stability criteria indicated in this booklet does not ensure iunity against capsizing regardless of the circustances or absolve the aster fro his responsibilities. Masters should therefore exercise prudence and good seaanship having regard to the season of the year, experience of the crew, weather forecasts and navigational zone, and should take appropriate action as to the speed, course and sail setting warranted by the prevailing conditions. 3. Before a voyage coences care should be taken to ensure that sizeable ites of equipent have been properly stowed to iniize the possibility of both longitudinal and transverse shifting under the effect of accelerations caused by pitching and rolling, or in the event of a knockdown to 90 degrees. 4. In adverse weather conditions and when there is the possibility of encountering a severe gust, squall or large breaking wave, all exposed doors, hatches, skylights, vents, etc. should be closed and securely fastened to prevent the ingress of water. Stor boards etc. should be erected and fitted. 5. The aount of sail carried is at the discretion of the Master and his decision will have to take into account any factors. In assessing the risks of downflooding, the Master should be guided by Figures 1 and a) Figure 1 shows the axiu recoended steady heel angle to prevent downflooding in gusts. Operation of the vessel at a greater heel angle would result in downflooding if it were to encounter the strongest possible gust in the prevailing turbulent airstrea, which could exert a heeling oent equal to twice that of the ean wind. b) Figure 2 shows the axiu recoended steady heel angle to prevent downflooding in squalls. Operation of the vessel at a greater heel angle would result in downflooding if it were to encounter the heeling effects of a squall arising fro a stor cell or frontal syste which ay result in a heeling oent any ties greater than that of the ean wind. For this reason the Master should have regard to the axiu steady heel angle curves presented for a range of squall speeds. 7. By using the readings fro his inclinoeter and aneoeter a Master is able to deterine the degree of risk of capsize in gusts or squalls which ay occur in the prevailing weather syste. He ay then decide to shorten sail together with other actions he considers necessary. 8. Additional care should be taken when sailing with the wind fro astern as, in the event of the vessel broaching or a gust striking the vessel on the bea, the heeling effects of the wind ay be increased to a dangerous level when the preceding heel angle was sall. 8

10 ` MCA Stability Inforation Booklet Maxiu Steady Heel Angle to Prevent Downflooding in Gusts Angle of equilibriu - derived wind heeling ar (gust) GZ Angle of equilibriu - derived wind heeling ar (steady) Max GZ = at 76.4 deg. Hatch Fwd Top S = 109 deg GZ f Heel to Starboard deg. Maxiu recoended steady heel angle 39.5 degrees Figure 1 GUSTING CONDITIONS When sailing in a steady wind the vessel heels to the angle at which the heeling ar curve intersects the GZ curve. When struck by a gust the heel angle will increase to the intersection of the gust heeling ar curve with the GZ curve. The heeling oent increases in proportion to the square of the apparent wind speed. Operation of the vessel at a ean heel angle not greater than 39.5 degrees ensures significant downflooding openings would not be iersed if it were to encounter the strongest gust in the prevailing turbulent airstrea which could exert a heeling oent equal to twice that of the ean wind. i.e. ean apparent wind has increased in velocity by 1.4. Note: The 100% consuables (Departure) condition is shown above, as it is the slightly ore onerous one. 9

11 Curves of Maxiu Steady Heel Angle to Prevent Downflooding in Squalls Figure 2 SQUALL CONDITIONS Curves of axiu steady heel angle indicate the range of ean or steady heel angles beyond which the vessel will suffer downflooding in the event of a squall. Operation of the vessel in cyclonic conditions particularly in the hours of darkness, where severe squalls are iinent requires the recoended axiu steady heel angle to be reduced depending on the ean apparent wind speed in accordance with the curves presented above. 10

12 Exaples showing the use of the Maxiu Steady Heel Angle Curves Exaple A The yacht is reaching, with a steady apparent wind speed of 13 knots. The ean heel angle is 15 degrees. Forecasts and visible cuulo-nibus clouds suggest squalls ay be iinent. By plotting the heel angle and wind speed (point A in diagra above) the indication is that the vessel will be in danger of heeling to the downflooding angle in squalls of 30 knots. In order to increase safety fro downflooding, say, to withstand squalls of up to 45 knots, sails should be handed or reefed to reduce the ean heel angle to 6.4 degrees (point A above) or less. Exaple B The yacht is beating in gusty conditions with a ean apparent wind speed of 27 knots. The ean heel angle is 20 degrees. No squalls are expected. The heel angle is significantly less than 39.5 degrees, the axiu recoended steady heel angle, and there is therefore a good safety argin against downflooding in a strong gust. Plotting these values of wind speed and heel angle (point B above) also indicates that the vessel would not be vulnerable to downflooding in a squall unless it resulted in a wind speed in excess of about 50 knots. There is thus no need to reduce sail area on the grounds of stability. 11

13 SECTION 2 Technical Data and Loading Conditions 12

14 Freeboard Mark Depth fro underside of keel to top of ain deck aidships (LBP/2) Maxiu fully laden draught aidships (LBP/2) Miniu freeboard aidships (LBP/2) A Freeboard Mark, with diensions 300*25, is on the side of the hull at aidships, with the top of the ark at below the underside of the teak capping, as shown in the following diagra: Tank Capacities For locations, see diagra on page 5. For calibration tables see Section 3. No. TANK Capacity 3 Weight kg LCG fro Ste () VCG above BASE () Max. FSM kg. 1 FW Tank Fuel Tank Hot Water Tank Sewage Holding Tank Fwd Heads 5 Sewage Holding Tank Aft Heads

15 Condition 1 - Depart Port, 100% Consuables Daage Case - Intact Free to Tri Specific Gravity = Fluid analysis ethod: Use corrected VCG Ite Nae Quantity Unit Mass Total Mass Long. Ar Trans. Ar Vert. Ar Total FSM FSM Type kg kg kg..fixed Ites Coplete Yacht - Unladen User Specified Lead Ballast 100% User Specified Total Fixed Ites Tankage Fuel Tank 96% Maxiu FW Tank 96% Maxiu Hot Water Tank 100% Maxiu Fwd Sewage Tank 10% Maxiu Aft Sewage Tank 10% Maxiu Total Tanks 90.18% Load Ites when on Charter Skipper and Crew User Specified Personal Luggage User Specified Stores User Specified Bottled Drinks User Specified Dinghy User Specified Additional Gear User Specified Total Load Ites Total Loadcase FS correction VCG fluid Draught Aft Draught Forward Mean Draught Tri GM Solid GM Fluid by the stern N.B. As the tank volues are not syetrical about the centreline of the vessel (due to the hot water and sewage tanks on the starboard side) there is a sall difference between the port and starboard stability characteristics. As heeling to starboard gives the ost onerous situation, the Loading Conditions presented in this booklet are for the vessel heeled to STARBOARD. 14

16 Stability Curve for Condition Angle of equilibriu - derived wind heeling ar (gust) GZ Angle of equilibriu - derived wind heeling ar (steady) Max GZ = at 76.4 deg. Hatch Fwd Top S = 109 deg Max. Recoended Steady Heel Angle Heel to Starboard deg. Range of stability Critical downflooding angle Maxiu recoended steady heel angle degrees (Required: > degrees) degrees (Required: > 60 degrees) 39.5 degrees (Required: > 15 degrees) Stability Data for Condition 1 Heel to Starboard (deg) GZ Area under GZ curve.rad Displaceent kg Draft at FP n/a Draft at AP n/a Tri (+ve by stern) n/a WL Length Bea ax extents on WL Wetted Area ^ Waterpl. Area ^ Prisatic coeff. (Cp) Block coeff. (Cb) LCB fro zero pt. (+ve fwd) LCF fro zero pt. (+ve fwd) Max deck inclination deg Tri angle (+ve by stern) deg Stability Data for heel angles degrees follow on next page: 15

17 Heel to Starboard (deg) GZ Area under GZ curve fro zero heel.rad Displaceent kg Draft at FP Draft at AP Tri (+ve by stern) WL Length Bea ax extents on WL Wetted Area ^ Waterpl. Area ^ Prisatic coeff. (Cp) Block coeff. (Cb) LCB fro zero pt. (+ve fwd) LCF fro zero pt. (+ve fwd) Max deck inclination deg Tri angle (+ve by stern) deg Key Points Key point Type Iersion angle Eergence angle deg deg Margin Line (iersion pos = ) 29.1 n/a Deck Edge (iersion pos = ) 31.1 n/a Hatch Fwd Top S Downflooding point Hatch Fwd Top P Downflooding point Copanionway Sill S Downflooding point Copanionway Sill P Downflooding point

18 Condition 2 - Arrive Destination, 10% Consuables Daage Case - Intact Free to Tri Specific Gravity = Fluid analysis ethod: Use corrected VCG Ite Nae Quantity Unit Mass Total Mass Long. Ar Trans. Ar Vert. Ar Total FSM FSM Type kg kg kg..fixed Ites Coplete Yacht - Unladen User Specified Lead Ballast 100% Maxiu Total Fixed Ites Tankage Fuel Tank 10% Actual FW Tank 10% Actual Hot Water Tank 100% Actual Fwd Sewage Tank 96% Actual Aft Sewage Tank 96% Actual Total Tanks 18.13% Load Ites when on Charter Skipper and Crew User Specified Personal Luggage User Specified Stores User Specified Bottled Drinks User Specified Dinghy User Specified Additional Gear User Specified Total Load Ites Total Loadcase FS correction VCG fluid Draught Aft Draught Forward Mean Draught Tri GM Solid GM Fluid by the stern

19 Stability Curve for Condition Angle of equilibriu - derived wind heeling ar (gust) G Z Angle of equilibriu - derived wind heeling ar (steady) Max GZ = at 74.5 deg. Hatch Fwd Top S = deg Max. Recoended Steady Heel Angle Heel to Starboard deg. Range of stability Critical downflooding angle Maxiu recoended steady heel angle degrees (Required: > degrees) degrees (Required: > 60 degrees) 39.9 degrees (Required: > 15 degrees) Stability Data for Condition 2 Heel to Starboard (deg) GZ Area under GZ curve.rad Displaceent kg Draft at FP n/a Draft at AP n/a Tri (+ve by stern) n/a WL Length Bea ax extents on WL Wetted Area ^ Waterpl. Area ^ Prisatic coeff. (Cp) Block coeff. (Cb) LCB fro zero pt. (+ve fwd) LCF fro zero pt. (+ve fwd) Max deck inclination deg Tri angle (+ve by stern) deg Stability Data for heel angles degrees follow on next page: 18

20 Heel to Starboard (deg) GZ Area under GZ curve fro zero heel.rad Displaceent kg Draft at FP Draft at AP Tri (+ve by stern) WL Length Bea ax extents on WL Wetted Area ^ Waterpl. Area ^ Prisatic coeff. (Cp) Block coeff. (Cb) LCB fro zero pt. (+ve fwd) LCF fro zero pt. (+ve fwd) Max deck inclination deg Tri angle (+ve by stern) deg Key Points Key point Type Iersion angle Eergence angle deg deg Margin Line (iersion pos = ) 30.3 n/a Deck Edge (iersion pos = ) 32.4 n/a Hatch Fwd Top S Downflooding point Hatch Fwd Top P Downflooding point Copanionway Sill S Downflooding point Copanionway Sill P Downflooding point

21 SECTION 3 Reference Inforation 20

22 Hydrostatic Curves & Data S.G. = K is at under side of keel aidships. Draught is to underside of keel aidships. 1. Level Tri: Fixed Tri = 0 (+ve by stern) MTc 2.13 Iersion (TPc) KML Draft 2.1 KMt 2.07 KB 2.04 LCF LCB 2.01 Displaceent Displaceent kg Long. centre fro zero pt. (+ve fwd) KB KM trans KM long Iersion tonne/c Moent to tri tonne. Draught Aidships Displaceent kg Wetted Area ^ Waterpl. Area ^ LCB fro zero pt. (+ve fwd) LCF fro zero pt. (+ve fwd) KB BMt BML GMt GML KMt KML Iersion (TPc) tonne/c MTc tonne

23 Hydrostatic Curves & Data (cont.) S.G. = K is at under side of keel aidships. Draught is to underside of keel aidships. 2. Tri by the Stern: Fixed Tri = 0.3 (+ve by stern) MTc 2.13 Iersion (TPc) KML Draft 2.1 KMt 2.07 KB 2.04 LCF LCB 2.01 Displaceent Displaceent kg Long. centre fro zero pt. (+ve fwd) KB KM trans KM long Iersion tonne/c Moent to tri tonne. Draught Aidships Displaceent kg Wetted Area ^ Waterpl. Area ^ LCB fro zero pt. (+ve fwd) LCF fro zero pt. (+ve fwd) KB BMt BML GMt GML KMt KML Iersion (TPc) tonne/c MTc tonne

24 Hydrostatic Curves & Data (cont.) S.G. = K is at under side of keel aidships. Draught is to underside of keel aidships. 3. Tri by the Bow: Fixed Tri = -0.3 (-ve by the bow) MTc 2.13 Iersion (TPc) KML Draft 2.1 KMt 2.07 KB 2.04 LCF LCB 2.01 Displaceent Displaceent kg Long. centre fro zero pt. (+ve fwd) KB KM trans KM long Iersion tonne/c Moent to tri tonne. Draught Aidships Displaceent kg Wetted Area ^ Waterpl. Area ^ LCB fro zero pt. (+ve fwd) LCF fro zero pt. (+ve fwd) KB BMt BML GMt GML KMt KML Iersion (TPc) tonne/c MTc tonne

25 Cross Curves and Tabulated Data Specific gravity = 1.025; (Density = 1025 kg/^3); VCG = 0 ; TCG = 0 1. Level Tri: Fixed Tri = 0 (+ve by stern) deg. 80 deg. 90 deg. 60 deg. 100 deg. 50 deg. 110 deg deg. 120 deg deg. 130 deg deg deg deg. 140 deg. 150 deg. 160 deg. 170 deg. 180 deg Displaceent (intact) kg Displaceent (intact) kg 10.0 deg deg deg deg deg deg deg deg deg Displaceent (intact) kg deg deg deg deg deg deg deg deg deg

26 Cross Curves and Tabulated Data (cont.) Specific gravity = 1.025; (Density = 1025 kg/^3); VCG = 0 ; TCG = 0 2. Tri by the Stern: Fixed Tri = 0.3 (+ve by stern) deg. 80 deg. 90 deg. 60 deg. 100 deg. 50 deg. 110 deg deg. 120 deg deg. 130 deg deg deg deg. 140 deg. 150 deg. 160 deg. 170 deg. 180 deg Displaceent (intact) kg Displaceent (intact) kg 10.0 deg deg deg deg deg deg deg deg deg Displaceent (intact) kg deg deg deg deg deg deg deg deg deg

27 Cross Curves and Tabulated Data (cont.) Specific gravity = 1.025; (Density = 1025 kg/^3); VCG = 0 ; TCG = 0 3. Tri by the Bow: Fixed Tri = -0.3 (-ve by the bow) deg. 70 deg. 90 deg. 60 deg. 100 deg. 50 deg. 110 deg deg. 30 deg. 120 deg. 130 deg deg deg deg. 140 deg. 150 deg. 160 deg. 170 deg. 180 deg Displaceent (intact) kg Displaceent (intact) kg 10.0 deg deg deg deg deg deg deg deg deg Displaceent (intact) kg deg deg deg deg deg deg deg deg deg

28 Notes on the Use of Cross Curves curves for displaceents of to kg are presented for angles of heel at intervals between 10 and 180 degrees. The hull, ain deck, superstructure, coachroof and enclosed deck structures (see Figure 1 below) are assued to be watertight at all angles of heel. The ast has not been included. To obtain righting ar (GZ) curves at a given displaceent, the following equation should be used: GZ = - KG x sin(heel angle) (See Figure 2 below) This enables the value of GZ to be calculated at each of the heel angles presented, and subsequently plotted as in the loading conditions presented herein. Figure 1 Figure 2 27

29 Inclining Experient & Lightship Deterination (Worksheet) 28

30 29

31 Flotation Data for Inclining Test Draft Aidships Displaceent kg Heel deg -0.2 Draft at FP Draft at AP Draft at LCF Tri (+ve by stern) WL Length Bea ax extents on WL Bea on WL of station with ax area Iersed depth aidships Wetted Area ^ Waterpl. Area ^ LCB fro zero pt. (+ve fwd) LCF fro zero pt. (+ve fwd) Iersion (TPc) tonne/c MTc tonne RM at 1deg = GMt.Disp.sin(1) kg Max deck inclination deg Tri angle (+ve by stern) deg

32 Tank Calibrations 1. FW Tank Fluid Type = Fresh Water Specific gravity = 1 Pereability = 95 % Tri = 0 (+ve by stern) FW Tank % Full LCG Capacity Ullage Sounding Soundings & Ullage Capacity kg Centre of Gravity Free Surface Moent kg. TCG FSM VCG Sounding Ullage % Full Capacity ^3 Capacity kg LCG TCG VCG FSM kg

33 2. Fuel Tank Fluid Type = Diesel Specific gravity = 0.84 Pereability = 95 % Tri = 0 (+ve by stern) ` Fuel Tank % Full TCG LCG 40 Capacity 30 Ullage 20 Sounding 10 FSM VCG Soundings & Ullage Capacity kg Centre of Gravity Free Surface Moent kg. Sounding Ullage % Full Capacity ^3 Capacity kg LCG TCG VCG FSM kg

34 3. Hot Water Tank Fluid Type = Fresh Water Specific gravity = 1 Pereability = 95 % Tri = 0 (+ve by stern) Hot Water Tank % Full 100 FSM 80 VCG 60 TCG LCG 40 Capacity 20 Ullage Sounding Soundings & Ullage Capacity kg Centre of Gravity Free Surface Moent kg. Sounding Ullage % Full Capacity ^3 Capacity kg LCG TCG VCG FSM kg

35 4. Sewage Holding Tank Fwd Heads Fluid Type = Sewage Specific gravity = 1 Pereability = 95 % Tri = 0 (+ve by stern) Fwd Sewage Tank % Full LCG 40 Capacity Ullage 20 Sounding FSM VCG TCG Soundings & Ullage Capacity kg Centre of Gravity Free Surface Moent kg. Sounding Ullage % Full Capacity ^3 Capacity kg LCG TCG VCG FSM kg

36 5. Sewage Holding Tank Aft Heads Fluid Type = Sewage Specific gravity = 1 Pereability = 95 % Tri = 0 (+ve by stern) Aft Sewage Tank % Full 100 FSM 80 VCG 60 TCG LCG 40 Capacity 20 Ullage Sounding Soundings & Ullage Capacity kg Centre of Gravity Free Surface Moent kg. Sounding Ullage % Full Capacity ^3 Capacity kg LCG TCG VCG FSM kg

37 Notes on the Use of Free Surface Moents Provided a tank is copletely filled with liquid no oveent of the liquid is possible and the effect on the ship s stability is precisely the sae as if the tank contained solid aterial. Iediately a quantity of liquid is withdrawn fro the tank the situation changes copletely and the stability of the ship is adversely affected by what is known as a free surface effect. This adverse effect on the stability is referred to as a loss in GM or as a virtual rise in VCG and is calculated as follows: Loss in GM due to = Free Surface Inertia ( 4 ) x Density of Liquid in Tank (Tonnes/ 3 ) Free Surface Effect Displaceent of Vessel (Tonnes) = Free Surface Moent (Tonne.) Displaceent of Vessel (Tonnes) The free surface oents listed in the Tank Capacities Table refer to isolated tanks. If tanks are cross-coupled the free surface oents will be considerably greater. Cross connection valves should therefore reain closed when the vessel is at sea. 36

38 APPENDICES 37

39 Appendix 1 Beaufort Scale of Wind Speeds and Corresponding Pressures Beaufort General Liits of Pressure Nuber Description Speed in Knots kg. per sq. etre 1 Light Air 1 to Light Breeze 4 to Gentle Breeze 7 to Moderate Breeze 11 to Fresh Breeze 17 to Strong Breeze 22 to Near Gale 28 to Gale 34 to Strong Gale 41 to Stor 48 to Violent Stor 56 to Hurricane 64 and over 68 and over 38

40 Appendix 2 Metric/Iperial Conversion Unit Conversion Tables MULTIPLY BY TO CONVERT FROM TO OBTAIN inches c inches feet kg lbs kg Tons (2240 lbs) Tonnes (1000 KG) Tons (2240 lbs) Tonnes per c Tons per inch Tonnes etres units (MCTC) Ton feet units (MCTI) Metre Radians Foot Deg MULTIPLY BY TO CONVERT FROM TO OBTAIN 25.4 inches 2.54 inches c feet lbs kg Tons (2240 lbs) kg Tons (2240 lbs) Tonnes (1000 KG) Tons per inch Tonnes per c Ton feet units (MCTI) Tonnes etres units (MCTC) Foot Deg Metre Radians 10 cubed = 1 cubic centietre 1 cubic centietre F.W. S.G. 1.0 = 1 grae 1000 cubic centietres F.W. S.G. 1.0 = 1 kilograe 1 cubic etre F.W. S.G. 1.0 = 1 tonne (1000 kilos) 1 cubic etre S.W. S.G = tonnes 1 tonne S.W. S.G = cubic etres 1 cubic etre = cubic feet 1 cubic foot = cubic etres 39

41 Appendix 3 Software Version and Settings The data and plots for this vessel were calculated using the following software: Maxsurf Stability Advanced 18.02, build: 22 Model file: C:\Docuents and Settings\Owner\My Docuents\Leon Schulz HR46\Maxsurf and Stability\HR46 - Stability Model Highest precision: Triing: Skin thickness: 509 sections on applied. Longitudinal datu: User defined at FP, aft Ste Vertical datu: Baseline, at USK projected. Analysis tolerance - ideal (worst case): Disp.%: (0.100) Tri% (LCG-TCG): (0.100) Heel% (LCG-TCG): (0.100) 3D Stability Model: 40