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Correcting an Angle of Loll

Correcting an Angle of Loll



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Published by manindarkumar

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Published by: manindarkumar on Apr 08, 2011
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Correcting an angle of loll(MAR Rev. 18/09/01)1
During the course of a voyage the stability of the ship should beclosely monitored. It is recommended that a calculation of 
fluid GM 
and a corresponding GZ curve be produced for the
worst anticipated condition
. Calculations should be done for bothdeparture and anticipated arrival conditions, these beingadjusted to suit any changes that may take place as the voyageprogresses.An angle of loll situation may arise in ships carrying timber deck cargoes. Deck cargoes will absorb moisture causing G torise. Fuel and water will also be consumed from low down inthe ship raising G further due to the removal of weight from lowdown in the ship and the introduction of free surfaces in tanksthat may have been initially full. These effects should beaccounted for. Poor tank management may cause excessive freesurface moments, leading to a similar loss of stability.Unfortunately things do not always go to plan and mistakes maybe made in calculations. Any number of things might happensuch as a collision or a fire where water is introduced into acompartment for fire fighting purposes.Whatever the cause, a situation might arise whereby you findthat the ship is lying at an unexpected angle of inclination.It is not possible to ascertain easily whether a ship is
and since the remedial action for each case is verydifferent it is essential that the cause of the inclination becarefully investigated.
Correcting an angle of loll(MAR Rev. 18/09/01)2
The following procedures should be carefully observed:
1. A
lter course to put the ship¶s head into thepredominantwaves
If the ship is in a lolled situation it is essential that the ship stayslolled to the same side. Wave action may cause the ship to rollthrough the vertical to loll on the other side. This is a dangeroussituation since the ship will heel from the vertical of it¶s ownaccord and the momentum it will have in lolling over to theother side may be sufficient to capsize it. In any event, the shipwill initially heel beyond the angle of loll before settling at theangle of loll whereby cargo shift may result which will worsenthe situation further.
heck that port and starboard listing moments arethe same
By verifying tank soundings and checking for cargo shift itshould be possible to account for any listing moments that maycause the ship to be in a listed situation. If it is calculated thatthere are no net listing moments then a case of instability maybe assumed and the ship will be lying at an angle of loll.
heck for slack tanks
In carrying out (2) above it should also be evident if there areexcessive free surface moments causing a loss of GM sufficientenough to make the ship unstable. In this case a loll situationmay be confirmed.
Correcting an angle of loll(MAR Rev. 18/09/01)3
ake action to lower G (reduce KG)
It would be impractical to consider shifting weights on boardusing ship¶s lifting equipment at sea. If the ship has high ballasttanks that are full then these may be emptied,
discharging ballast from the high side tank first - the greater vertical distance between G of the ship and g of the weight beindischarged will ensure that the greatest lowering of G will takeplace in the first instance
.Once the high side tank is empty the one on the low side maythen be emptied.

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