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1.

INTRODUCTION

Upon request from XXX, The Department of Marine Technology, UTM has
carried out an Inclining Experiment and Stability Analysis on a 15.0 m Fishing Research
Boat (the boat), XXX, owned and operated by XXX. The boat was constructed by
Sumber Samudera Sdn. Bhd. in 1995.

This report presents the results of inclining experiment and stability analysis that
have been carried out by UTM. Its aim is to provide XXX with all necessary technical
information related to stability of the boat, as part of the required documentation to be
submitted to Jabatan Laut Malaysia for the purpose of registration and approval. All
experiment and analysis were carried out in accordance to the Standard Naval
Architecture procedure. The calculations were carried out based on the information, and
drawings provided by XXX with minimum amendment whenever necessary.

2. GENERAL PARTICULARS

The boat is used for fishing research purpose using stern trawler as it main fishing
mode. The boat is propelled by one single screw in-board engine and equipped with all
necessary facilities for 8 researchers/passengers and 3 crews. The speed of the boat
during its operation is approximately 10 knots.

2.1 Principal Dimension

The boat has its Principal Dimension as follows: -

Length Overall (LOA) : 16.00 m


Length Between Perpendiculars (LBP) : 14.26 m
Breadth Moulded (B) : 4.50 m
Depth Moulded (D) : 2.15 m
Draft at Full load (T) : 1.60 m
Maximum Speed (v) : 10 Knots

2.2 Lines Plan

The hull has a typical traditional fishing boat shape with Vee shape at forward
section, round bilge within midship region and U shape toward the aft section. The Lines
Plan drawing of the boat (scaled 1 : 50) is enclosed in Annex A.
2.3 General Arrangement

The General Arrangement drawing of the boat (as supplied by XXX) is enclosed in
Annex B. The boat is designed to accommodate 8 researchers/passengers and 3 crews.
The main engine is fitted at aft of midship with fuel tank of approximately 2.4 tonnes
capacity and fresh water tank of approximately 2 tonnes are both fitted at aft of midship.
The deckhouse was designed with adequate height to shelter the passenger and crew from
weather and located at forward of midship.

2.4 Hydrostatic Data

The hydrostatics particulars of the boat have been calculated (using Tribon Ship
Design Software) at several trim waterlines (as per lines plan drawing) up to 2.7 m draft.
The hydrostatics data and curves as enclosed in Annex C, comprised of all necessary
data required for stability calculation including Cross Curve of stability (KN curves) at
various heel angle and drafts.

3. INCLINING EXPERIMENT

4.1 Introduction

There has been no previous record on the boat’s weight and centre of gravity. It is
therefore necessary to conduct an inclining experiment in order to determine the correct
displacement and centre of gravity (KG and LCG) of the boat. The result of the inclining
experiment will then be used for the stability analysis at several anticipated or required
loading conditions. The procedure and results of the inclining experiment that has been
carried out is explained in the following sections.

3.2 Location and Condition

The inclining experiment was conducted near to LKIM slipway at Kuala Nerus
River, Kuala Terengganu dated on 12th. May 2001 during high tide from 9.00 am to 12.00
pm. The boat was anchored freely against the current and considerable care has been
taken to ensure the boat is free from any unnecessary heeling restraint. The water and
wind condition is relatively calm with little disturbance from passing by boats. Water
density was measured as 0.972 tonne/m3.
3.3 Inclining Weight

The estimation of the inclining weight is based on an angle of heel,  preferably


within 2 to 3 degrees. Based on observed draft, the displacement,  is approximately 36
tonnes and KG for the boat as inclined is at 1.9 m above keel. With the KM value of 2.9
m above keel (from hydrostatics data), The GM is located approximately at 1 m above
keel. The inclining weight, w required for the test with the weight movement, d estimated
to be approximately 3.0 m is determined as follow;

wd
GM 
  tan 
GM    tan 
Therefore, w 
d
1.0  36.0  tan 2 0

3.0
 0.419 tonnes

Therefore, approximately 420 kg of weight are required to be moved port and


starboard in order to heel the boat up to 2 degree. The weight is divided into three weight
groups for one side W1, W2 and W3, each weighting 140 kg.

3.4 Preparation

The measurement was done using pendulums, which were located at three
different points (forward, middle and aft) as shown in Figure 1. 18 sandbags, weighing
47 kg each were used as the inclining weights (9 bags on each side weighing
approximately 423 kg). They were grouped into six piles identified as W1 to W6 each
group weighing 141kg. The locations of the sandbags piles are shown in Figure 2.

The size of fuel and fresh water tanks including the sounding level were measured
prior to the inclining experiment. 7 personnel were involved during the experiment and
the weight and position (LCG and VCG) of every personnel were measured and recorded.

3.5 Data Measurement

Prior to the inclining experiment the draft level was measured at four locations
along the boat as indicated in Figure 3 and the draft at Perpendiculars and midship is
given below,

Draft at Forward Perpendicular : 1463.0 mm


Draft at After Perpendicular : 2012.0 mm
Draft at Midship : 1738.0 mm
The sequences of weights movements are given in Tables 1. Weights W1, W2
and W3 were shifted athwart ships to port consecutively and then returned to their
original position. This procedure was repeated for weights W4, W5 and W6 to starboard
side and back.

Table 1: Movement of Inclining Weights

Shift Weight Direction Weight Distance of Moment


No. Identity of Shift (tonnes) Shift (m) (tonnes-m)
1 W1 S to P 0.141 3.000 0.423
2 W2 S to P 0.141 3.000 0.423
3 W3 S to P 0.141 3.000 0.423
4 W3 P to S 0.141 3.000 0.423
5 W2 P to S 0.141 3.000 0.423
6 W1 P to S 0.141 3.000 0.423
7 W4 P to S 0.141 3.000 0.423
8 W5 P to S 0.141 3.000 0.423
9 W6 P to S 0.141 3.000 0.423
10 W6 S to P 0.141 3.000 0.423
11 W5 S to P 0.141 3.000 0.423
12 W4 S to P 0.141 3.000 0.423

The pendulum readings were noted after each weight shift and these are indicated
in Table 2.

Table 2 : Pendulum Movement and Deflection Readings

Total Pendulum Movement Pendulum Deflection


Shift Total Mmt (mm) (mm)
No. (tonnes-m) Aft Center Forward Aft Center Forward
1 0.423 51.0 53.0 50.0 51.0 53.0 50.0
2 0.846 100.0 103.0 96.0 49.0 50.0 46.0
3 1.269 149.0 153.0 156.0 49.0 50.0 60.0
4 -0.846 -98.0 -102.0 -92.0 51.0 51.0 64.0
5 -0.423 -50.0 -50.0 -46.0 48.0 52.0 46.0
6 0.000 0.0 0.0 -2.0 50.0 50.0 44.0
7 -0.423 -51.5 -53.0 -45.0 51.5 53.0 47.0
8 -0.846 -102.5 -111.0 -97.0 51.0 58.0 52.0
9 -1.269 -153.0 -160.0 -143.0 50.5 49.0 46.0
10 0.846 102.5 111.0 98.0 51.0 49.0 45.0
11 0.423 54.0 53.0 44.0 48.5 58.0 54.0
12 0.000 0.0 0.0 2.0 54.0 53.0 42.0
* -ve means movement from port to starboard
The lengths of the aft, center and forward pendulums were 3675 mm, 3830 mm
and 3310 mm respectively.
3.6 Analysis

wd
From the pendulum readings in Table 3, three graphs verses tancan be

plot. See Figure 4.

From theory, the graph must be linear and pass troughs at zero point. Then,
compare the general equation with inclining equation, it found that the slope of the graph
is the GMFluid value.

General equation,

Y  mX  c
Where, m = slope of the graph
c = intersection with y-axis

Inclining equation,

wd
 GM. tan 

3.7 Result

From the inclining graph (shown in Figure 4), the GMFluid value for aft, center
and forward are 0.862 m, 0.861 m and 0.805 m respectively. From the result, its found
that results from aft and center pendulum are most reliable compared the result from
forward pendulum. There must be some error while taking the reading.

The main error is because of the pendulum was touched the Bekas while reading.
It became difficult to get the actual reading. It was also quite difficult to read the
pendulum deflection accurately because the pendulum was sometimes swinging in wind,
which was blowing from the bow direction. It is therefore decided to discard the reading
from the forward pendulum and rely on result from aft and center pendulum.

The GMFluid value of the aft and center pendulum were obtained as 0.862 m and
0.861 m. Those are called the GMFluid value because it was including the free surface
effect in the tank. It was note that diesel fuel tank was not completely emptied or full
during the experiment. So, its must corrected using formulation as follow.

The tank measurement (L x B) 1.95 m x 1.18 m and contains oil 0.74 m deep.
Volume of oil = 1.34 m3

2nd moment of area, i = 1.95 x 1.183


12
= 0.267 m4

Free surface correction = i x 



= 0.007 m

Hence, after deduction with free surface correction, GMSolid for aft and center
pendulums are 0.856 m and 0.854 m respectively.

So that, the means of the aft and center pendulums was the GMSolid value of the
boat, which was obtained as 0.855 m.

From hydrostatic particulars as enclosed in Annex C, the hydrostatic data


associated with the boat as inclined are as follows, corrected for density :-

Table 3 Hydrostatic data (as inclined)

TLCF  MCTC KMT LCB LCF


(m) (tonnes) (tonnes-m) (m) (m from St. 0) (m from St. 0)
1.73 35.695 0.414 2.963 6.715 6.491

From hydrostatic data as above, KGSolid value will simply calculated by using
formulation as follows :-

KGSolid = KMT - GMSolid


KGSolid = 2.963 - 0.855
= 2.108 m above baseline (as per lines plan drawing)
= 1.908 m above keel

To find LCG,

Trim = 0.032 m by stern

Trim = Distance LCB  LCG x 


MCTC x 100
Distance LCB  LCG = 0.039 m

Comparing with LCB position, LCG = 6.676 m from St. 0


= 0.5 m aft 
4. Static Analysis

4.1 Loading Condition

Various load conditions has been calculated such as Lightship, Departure,


Operation and Arrival.

To get the Lightship condition of the boat, a calculation to remove fresh water,
fuel, inclining weights and the person that involved in experiment from the boat as
inclined has been done. It found that the displacement for Lightship condition is 30.023
tonnes. The location of center of gravity for the boat is 0.137 m from midship and 1.896
m from keel. Where, the length of GMsolid is 0.970 m.

The same type of calculation also has been done to get the others condition such
as Departure, Operation and Arrival. From those calculations, it found that the
displacement for Departure, Operation and Arrival are 35.951 tonnes, 34.084 tonnes and
32.465 respectively. When the boat start to departure from the port, the location of center
of gravity is 0.325 m from midship and 1.875 m from keel. While Operation, the location
of center of gravity for the boat is 0.073 m from midship and 1.878 m from keel. Where,
when it arrived, the location of center of gravity is 0.149 m from midship and 1.881 m
from keel. The length of GMsolid for Departure, Operation and Arrival are 0.912 m, 0.915
m and 0.936 m respectively.

The full calculation for every condition is presented in tabulated form as in


Annex D.

4.2 GZ Calculation

The righting arm (GZ) values will be calculated by using Cross Curve of stability
(KN curves). From KN curves, KN value at various displacements such as Lightship,
Departure, Operation and Arrival can be determined. The righting arm (GZ) values can
be determined by using formulation as below :-

GZ = KN – KG sin 

The righting arm (GZ) values were calculated at various angle of up to 90 degrees
heel. The result is presented in tabulated form as in Table 4. The righting arm (GZ) curve
is shown Figure 5.
Table 4 KN and GZ values at various angle

KN (m) GZ (m)
θ
Lightship Departure Operation Arrival Lightship Departure Operation Arrival
0 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
10 0.550 0.525 0.525 0.525 0.183 0.165 0.160 0.159
20 1.000 1.000 1.000 1.000 0.276 0.290 0.281 0.280
30 1.400 1.400 1.400 1.400 0.342 0.362 0.348 0.347
40 1.800 1.750 1.750 1.763 0.440 0.416 0.398 0.409
50 2.050 2.000 2.013 2.025 0.429 0.410 0.401 0.412
60 2.225 2.175 2.175 2.200 0.392 0.378 0.354 0.376
70 2.325 2.265 2.275 2.300 0.336 0.315 0.299 0.321
80 2.300 2.250 2.250 2.275 0.216 0.206 0.179 0.201
90 2.150 2.125 2.125 2.150 0.034 0.050 0.022 0.044

(tonnes) 29.969 35.951 34.084 32.645
KGsolid (m
above 2.116 2.075 2.103 2.106
baseline)
KGsolid (m
above 1.896 1.875 1.878 1.881
keel)
GMsolid
(m) 0.970 0.912 0.915 0.936

4.3 Stability Assessment

The static stability assessments were carried out based on IMO requirement (IMO
– A167 Intact Stability Criteria) for small boat. The result indicated that the boat fulfills
all the stability criteria required, thus the boat is Statically Stable. The result is presented
in tabulated form as in Table 5.
Table 5 Stability Assessment

CRITERIA IMO L-Ship Comment Departure Comment Operation Comment Arrival Comment
Area Under Curve 0-30 deg
>= 0.055 0.111 Comply 0.113 Comply 0.109 Comply 0.109 Comply
(m.rad)
Area Under Curve 0-40 deg
>= 0.090 0.182 Comply 0.183 Comply 0.174 Comply 0.174 Comply
(m.rad)
Area Under Curve 30-40 deg
>= 0.030 0.071 Comply 0.069 Comply 0.065 Comply 0.065 Comply
(m.rad)
GZ maximum (m) >= 0.20 0.450 Comply 0.420 Comply 0.410 Comply 0.410 Comply
Angle at GZ max (deg) >= 30 43.0 Comply 45.0 Comply 50.0 Comply 46.0 Comply
GM (m) >= 0.35 0.98 Comply 0.92 Comply 0.91 Comply 0.93 Comply
5. Conclusions

Department of Marine Technology, UTM has completed an Inclining Experiment


and Stability Analysis on a 15.0 m Fishing Research Boat (the boat), XXX, owned and
operated by XXX. The result from Inclining Experiment indicated that KGsolid, LCG and
Displacement for the boat as inclined are 1.908 m from keel, 0.5 m from midship and
35.695 tonnes. After the stability Analysis has completed, it found that the boat is
statically stable.
2530.0 mm
2667.0 mm 3100.0 mm

3310.0 mm

3830.0 mm Pendulum
3675.0 mm

Pendulum

Pendulum
Water Line

Figure 1 Pendulum Locations

8010.0 mm
3913.5 mm
3076.0 mm
2238.5 mm

W1 W2 W3

6450.0 mm 5450.0 mm
Group - B 3000.0 mm Group - C
Group - A Group - D
3150.0 mm 1700.0 mm

W4 W5 W6

Figure 2 Positions of inclining weights


2610.0 mm
2230.0 mm
1965.0 mm

600.0 mm 495.0 mm 470.0 mm 550.0 mm Water Line


P1 P2 P3 P4
1738.0 mm 1463.0 mm
2012.0 mm

Base Line as in Lines Plan FP


OC
AP

Figure 3 Draft Measurement Positions


a. Aft Pendulum

0.040

0.020
wd/Disp.

0.000
-0.060 -0.040 -0.020 0.000 0.020 0.040 0.060
-0.020
y = 0.8623x
-0.040
tan(Heel)

b. Middle Pendulum

0.040

0.020
wd/Disp.

0.000
-0.050 -0.040 -0.030 -0.020 -0.010 0.000 0.010 0.020 0.030 0.040 0.050
-0.020
y = 0.8605x
-0.040
tan(Heel)

c. frd Pendulum

0.060

0.040
wd/disp.

0.020

0.000
-0.060 -0.040 -0.020 0.000 0.020 0.040 0.060
-0.020
y = 0.8052x
-0.040
tan(fai)

Figure 4 Inclining Graph (aft, center and forward)


GZ-Curve For Various Loading Conditions

0.50

0.45

0.40
Righting Lever GZ (m)

0.35

0.30

0.25

0.20

0.15

0.10

0.05

0.00
0 10 20 30 40 50 60 70 80 90 100
Heel Angle (deg)

Lightship Departure Operation Arrival

Figure 5 GZ Curve
Tonnage Measurement 1/6

1. INTRODUCTION

Following to the submission of Stability Assessment Report, XXX has further requested
The Department of Marine Technology, UTM to carry out all necessary calculation and
preparation for report on Tonnage measurement of the 15.0 m Fishing Research Boat (the
boat), XX.

This report presents the results of Tonnage Calculation of the boat that have been carried
out by UTM. Its aim is to provide XXX with all necessary technical information related
to tonnage measurement, as part of the required documentation to be submitted to Jabatan
Laut Malaysia for the purpose of registration and approval of the vessel. All calculation
were carried out in accordance to the requirement/method specified in the rule
“Peraturan-Peraturan Perkapalan Dagang (Tanan) 1985” and whenever necessary the
Standard Naval Architecture procedure were adopted. The calculations were carried out
based on the information and drawings provided by XXX.

2. GENERAL PARTICULARS

The 15.0m boat was built by Sumber Samudera Sdn. Bhd. in 1995 and currently owned
and operated by XXX. The boat is used for fishing research purpose using stern trawler
as it main fishing mode. The boat is propelled by one single screw in-board engine and
equipped with all necessary facilities for 8 researchers/passengers and 3 crews. The speed
of the boat during its operation is approximately 10 knots.

2.1 Principal Dimension

The boat has its Principal Dimension as follows: -

Length Overall (LOA) : 16.00 m


Length Between Perpendiculars (LBP) : 14.26 m
Breadth Moulded (B) : 4.50 m
Depth Moulded (D) : 2.15 m
Draft at Full load (T) : 1.60 m
Maximum Speed (v) : 10 Knots

2.2 Lines Plan

The hull has a typical fishing boat shape with Vee shape at forward section, round bilge
within midship region and U shape toward the aft section.. The Lines Plan drawing of the
boat (scaled 1 : 50) is enclosed in Annex A (A1 : Lines Plan Drawing).
Tonnage Measurement 2/6

2.3 General Arrangement

The General Arrangement drawing of the boat XXX is also enclosed in Annex A (A2 :
General Arrangement Drawing). The boat is designed to accommodate 8
researchers/passengers and 3 crews. The main engine is fitted at aft of midship with fuel
tank of approximately 2.4 tonnes capacity and fresh water tank of approximately 2 tonnes
are both fitted at aft of engine room. The deckhouse was designed with adequate height to
shelter the passenger and crew from weather and located at forward of midship.

3. METHOD OF TONNAGE CALCULATION

The tonnage measurement for this vessel has been carried out based on the requirement
specified in Part III of the rule applicable for all vessel having length less than 24
metres. Detail calculation procedures are in accordance to Schedule 4 and Appendices 1
to 5 of the rule. Detail calculation is shown Annex B and C of this report and summary
of the calculation procedures are presented below :-

3.1 Gross and Registered Tonnage

For a vessel less than 24 m in length the Gross Tonnage and Registered Tonnage shall be
specified. The Gross Tonnage is a sum of the following:-

- Underdeck Tonnage
- Between deck space
- Closed space on or above upper deck
- Hatchway Tonnage
- Propelling Machinery Tonnage on or above upper deck.

The Registered Tonnage is the Gross Tonnage deducted by the sum of the following;

- Space for Master Accommodation


- Space for Crew accommodation (except storage of fresh water and
other provision).
- Wheel house and Chart room
- Space for Chain Lockers, steering gear, anchor gear and capstan
- Space for safety or Batteries
- Workshops and store room
- Space for donkey engine and boiler
- Space for main pump
- Space for water ballast
- Tonnage allowance for machinery space

3.2 Rule Dimensions and Definition

The length of the vessel used in all the calculation is accordance to the definition
specified in Appendix 1 to Schedule 4 – Rule 1. Other dimension including breadth and
Tonnage Measurement 3/6

depth as well as the definition of other related parts of the vessel are refered to Part 1
(general) paragraph 2 of the rule. The rule dimension are as follow;

Length : 16.00 m
Breadth Moulded : 4.50 m
Depth Moulded : 2.15 m
Draft at Full load : 1.60 m

3.3 Area and Volume

For the purpose of calculating the under deck volume, the vessel’s hull is divided into 10
stations having equal spacing. The volume of the transom section is calculated separately
while the volume of the aft peak is considered negligible. Although the calculation of
sectional area and volume may not be exactly following the steps specified in Appendix 1
to Schedule 4 – Rule 1, it has been done in accordance to the standard Naval Architecture
calculation procedure using either simpson’s first or second rule for integration.

The offset data used in the calculation of sectional area are measured from each station
after necessary deduction for floors and side framing as specified by the rule in Appendix
2 to Schedule 4 (Table I and II). Figure 1 illustrates the deduction at three different
regions of the vessel and the deduction value is as indicated in Table 1 below;

Table 1 : Deduction for Floor and Side Framing

Deduction for Dedction For Side


Region
Floor Framing
25 % of Foremost (St 8 to 10) 877 mm 356 mm
15 % of Aftermost (St 0 to 1) 877 mm 356 mm
The Rest (St 2 to 7) 584 mm 356 mm

The area and volume of the under deck are calculated using the standard integration
procedure while the deckhouse volume is calculated by normal method (Length x Mean
Breadth x Mean Height). The detail calculation of area and volume is included in Annex
B (B1 : Calculation of Area and Volume).

3.4 Underdeck, Deckhouse and Gross Tonnage

The tonnage of under deck and deckhouse is the under deck and deckhouse volume
multiply with 2.83 ton/m3. Detail Calculation is shown in Annex B (B2 : Under deck and
Deckhouse Tonnage). Gross tonnage is the sum of all mentioned in section 3.1 above and
detail as indicated in Annex B (B3 : Gross Tonnage).
Tonnage Measurement 4/6

Deduction at Midship Region (Stn 2-7)

Keel Top

Deduction at Aftmost Region (Stn 0 -1)

Deduction at Foremost Region (Stn 8-10)

FIGURE 1 : Deduction For Floor and Side Framing


Tonnage Measurement 5/6

3.5 Compartment Tonnage For Deduction

In order to determine the registered tonnage it is essential to determine the tonnage of


every compartment that need to be deducted from gross tonnage. The deductions include
several compartments under deck and deckhouse. For each compartment located under
deck, the transverse sectional area at three positions within each compartment were
deduced from interpolation of sectional area curve shown in Annex C (C1 : Sectional
Area Curve). The volume of each compartment under deck was then calculated using the
standard integration method as in section 3.3 and detail calculation is shown in Annex C
(C2 : Compartment Tonnage). The compartment above deck (deckhouse) was calculated
directly.

3.6 Registered Tonnage

Registered tonnage is the gross tonnage deducted by the sum of all item mentioned in
section 3.1. However for this vessel the deductions only include space for
accommodation (Master and crew), deckhouse, chain locker (for peak) and machinery
compartment. The detail can be found in Annex C (C3 : Registered Tonnage).

4. RESULT

The result of tonnage calculation are shown in Table 2 and Table 3 below;

Table 2 : Gross Tonnage

NO. Tonnage Tons


1 Under Deck 19.56
2 Between Deck Spaces NA
3 Closed Space on or Above Upper Deck 12.19
4 Hatchway Tonnage NA
5 Propelling Machinery Tonnage on or above upper deck NA
Total Gross Tonnage 31.75
Tonnage Measurement 6/6

Table 3 : Registered Tonnage

Item Tons
Gross Tonnage 31.75
No Deduction

Space for Master and Crew Accommodation (except


1
storage of fresh water and other provision). 10.80

2 Deck House, Wheel house and Chart room 12.19

Space for Chain Lockers, steering gear, anchor gear and


4 0.42
capstan (Located at Fore peak)

5 Space for safety or Batteries N.A


6 Workshops and store room N.A
7 Space for donkey engine and boiler N.A
8 Space for main pump N.A
9 Space for water ballast N.A
10 Machinery and Auxiliary space 5.28
Total Deduction 28.69
Registered Tonnage 3.06

5. CONCLUDING REMARK

The Tonnage Calculation of a 16m Fishing Research Vessel XX has been carried out by
UTM in accordance to the rule specified in the “Peraturan-Peraturan Perkapalan
Dagang (Tanan) 1985”. The area and volume used for tonnage measurement were based
on the Lines Plan and General Arrangement Drawings provided by XXX. All
calculations were carried out using the standard Naval Architecture calculation
procedure. The Gross Tonnage and Registered Tonnage of the vessel is 31.75 tons and
3.06 tons respectively.