JAAR SHIP'S COP} PPROV subject fuone of 27 Ave co INTACT STABILITY BOOKLET for (Senpsvava IMPERIA eos (ABS ID : 8131352) Prepared By: SEAKRAFT Design Services Bik.15, Lorong 8 Toa Payoh, #06-02 Braddell Tech. Singapore 319262 Tel : +65 6254 2938 Fax : +65 6254 9829 Email : seakraft@starhub.net.sq (Revision I dated 1" August, 2007)‘Metric Conversions & Relation Between and Volume ‘Notes on Free Surface Effects & Ballasting Notes to Master & Code on Intact Stability (IMO A749 (18), Chapter 3) nS: Loaded Arrival with 200t Deck Cargo Condition RCCDING ANGLE CURVE — SEE RS LETTE Maximum Draft Condition is not an operation condition Conditions 2 - 5 include severe wind heeling criterion. PDFICATION WEIGHT ESTIMATE RePcRT | — n 29 ion 4 : Loaded Departure with 200t Deck Cargo Condition 36 a SFE ABS LETERM/V DEA SURVEYOR + M/V DEA SURVEYOR (ABS ID : 8131352) ~ex OCEAN SERVICE NOMIS SHIPPING INTERNATIONAL PTE. LTD. ‘American Bureau of Shipping = 62.500M 55.900M = 12.200M 5.500M Load : 4.612M Weight : 1159.06 tonnes LOG : 26.642m FWD of AP vCG + 4.566m above baseline NOTED AS PART OF DOCUMENT 27 Aug 2007M/V DEA SURVEYOR ~ Righting lever of the vessel EN - Cross Curve ordinate ~ After Perpendicular of Vessel. NOTE: AP is at Frame 0 of Vessel” ~ Longitudinal position of center of floatation of vessel (m) from AP ~ Longitudinal position of centre of buoyancy of vessel (m) from AP ~ Longitudinal centre of gravity of vessel (m) from AP - Vertical center of buoyancy of vessel (m) ~ Vertical centre of gravity from bottom of vessel (m) - Transverse centre of gravity from Centreline of vessel (m) ~ Longitudinal metacentre of vessel (m) ~ Metacentre height of vessel (m) ~ Longitudinal projected area ~ Distance of centroid of projected area to half draft value ~ Waterplane area ~ Specific gravity ~ Sounding measured from bottom of tanks in centimeters (cm) ~ Loading in percentage of tank volume ~ Load in tonnes of tank content (MT) MOT SOCUMENT ~ Free surface moment of tank (MT-M) at actual condition 17 AUG OT ~ Corresponding trim in metre between draft mark % ~ Draft at comesponding LCF position = ORIGIN - Draft at Origin of vessel at Frame No. 0 |OF KEEL DRAFT - Extreme draft value corresponding to extreme displacementTO CONVERT FROM = Millimetres. 25.400 ‘2540 0.3048 0.45359 ‘Tons (2240 Ibs) 1016.047 “Tons (2240 Ibs) 1.016 ‘Tons per inch 04000 (of immersion) Moment to change ‘Trim one Inch (foot ton units) Feet degrees (CM OF FRESHWATER (S.G. 1.0) = | GRAMME IBIC CM OF FM. (S.G. 1.0) = 1KILOGRAMME (1000 GRAMMES) METRE OF F.W. (S.G. 1.0) = 1 TONNE (1000 KILOS) METRE OF S.W. (S.G. 1.025) = 1.025 TONNES E OF SALTWATER (S.G. 1.025) = 0.975 CUBIC METRES NOTED AS PART OF BOCUNENT METRE = 35.316 CUBIC FEET FOOT = 0.0283 CUBIC METRES 27 AVE “7 aes:M/V DEA SURVEYOR tank is completely filled with liquid, no movement of the liquid is possible and the effect on the is precisely the same as if the tanks contain solid material. after a quantity of liquid is withdrawn from the tank the situation changes completely and the vessel is adversely affected by what is known as the "Free Surface Effect”. effect on the stability is referred to as a "Loss in GM" or as a "Virtual Rise in V.C.G" and is Free Surface Moment (tonnes metres) me Surface Effects = Displacement of vessel (tonnes) effects of all oil fuel, fresh water and service tanks are taken into account in the departure and and are the maximum values for each tank. ‘moment is given for the S.G. of the liquid normally contained in the tank. in the given specific gravity, the free surface moment can be corrected as follows: ‘Surface Moment (new) = SG. (old) ‘intended to introduce or discharge ballast water during a voyage the master should, prior to ensure that the required stability criteria would be maintained at all times. NOTED AS PART OF DOCUMENTM/V DEA SURVEYOR with the stability criteria indicated on the previous page does not ensure immunity against fing, regardless of the circumstances, or absolve the master from his responsibilities. Masters therefore, exercise good seamanship having regard to the season of the year. weather forecasts ‘navigational zone, and should take the appropriate actioa as to speed and course warranted by jing circumstances. should be taken to ensure that the cargo allocated to the vessel is capable of being stowed, so that with the criteria can be achieved. If the necessary, the amount should be limited to the that ballast weight may be required. ‘a voyage commences, care should be taken to ensure that the cargo and sizeable pieces of have been properly stowed or lashed, $0 as to. minimize the possibility of both longitudinal shifting while at sca, under the effect of acceleration caused by rolling and pitching. tsea, except with the vessel in such a condition as provides sufficient GM to cover the loss due to, and with adequate margin in hand. cases, where the GM figures have been corrected for free surface, the maximum inertia values ‘used, thus all losses calculated are the worst losses. hhatches and openings on the exposed main deck should be kept closed and secured at sea. NOTED AS PART OF DOCUMENT 27 Ave 70M/V DEA SURVEYOR ION A.749(18) CODE ON INTACT STABILITY FOR ALL TYPES COVERED BY IMO INSTRUMENTS 3- DESIGN CRITERIA APPLICABLE TO ALL SHIPS intact stability criteria for all ships criteria are recommended for passenger and cargo ships. general criteria ‘The area under the righting lever curve (GZ curve) should not be less than 0.055 metre-radians up angle of hee! and not jess than 0,09 metre-radians up to @ = 409 or the angle of flooding Of* if is less than 409. Additionally, the area under the righting lever curve (GZ curve) between the sl of 309 and 409 or between 309 and 6f, if this angle is less than 40, should not be less than jangle of heel at which openings in the hull, superstructures or deckhouses which cannot be closed immerse. In applying this criterion, small openings through which progressive flooding place need not be considered as open. “The righting lever GZ should be at least 0.20 m at an angle of heel equal to or greater than 309. ‘maximum righting arm should occur at an angle of heel preferably exceeding 309 but not less ships with a particular design and subject 10 the prior agreement of the flag Administration, the accept an angle of heel Ons less than 25° but in no case less than 15°, provided that the area the righting lever curve is not less than the value obtained, in m.rad, from the following A=0,055 + 0,001 (30° - Omex) 43 the angle of heel in degrees at which the righting lever curve reaches its maximum. initial metacentric height GMo should not be less than 0,15 m. ‘addition for passenger ships, the angle of heel on account of crowding of passengers to one side in paragraphs 3.5.2.6 to 3.5.2.9 should not exceed 10a. {addition for passenger ships, the angle of heel on account of turning should not exceed 109 when using the following formula: . NOTED AS PART OF =0.02*(Vo"*2)*disp*(KG - d/2)/L. . DOCUMENT eervice speed in m/s, 27 AUS 2097 ‘= height of centre of gravity above keel in m ‘Where anti-olling devices are installed in a ship, the Administration should be satisfied that the ‘can be maintained when the devices are in operation.MV DEA SURVEYOR A number of influences such as beam wind on ships with large windage area, icing of topsides, pped on deck, rolling characteristics, following seas, etc. adversely affect stability and the is advised to take these into account, so far as is deemed necessary. Provisions should be made for a safe margin of stability at all stages of the voyage, regard being additions of weight, such as those due to absorption of water and icing (details regarding ice B= are given in chapter 5) and to losses of weight such as those due to consumption of fuel and ® For ships carrying oil-based pollutants in bulk, the Administration should be satisfied that the en in 3.1.2 can be maintained during all loading and ballasting operations. ‘See also general recommendations of an operational nature given in section 2.5. supplements the stability criteria given in section 3.1. The more stringent criteria of section ove and the weather criterion should govern the minimum requirements for passenger or cargo ‘min length and over. ability of a ship to withstand the combined effects of beam wind and rolling should be for each standard condition of loading, with reference to the figure as follows: ssabjected to a steady wind pressure acting perpendicular to the ship's centreline which results aad heeling lever (Iw!). nt angle of equilibrium (Go), the ship is assumed to roll owing to wave action to an angle ss windward. Attention should be paid to the effect of steady wind so that excessive resultant ‘are avoided *; ‘under action of steady wind (00) should be limited to a certain angle to the satisfaction Asa guide, 169 or 80% of the angle of deck edge immersion, whichever is less, is subjected to a gust wind pressure which results in a gust wind heeling lever (Iw2); nces, area "b* should be equal to or greaterthan arca "a"; ects (section 3.3) should be accounted for in the standard conditions of loading as set out NOTED AS PART OF DOCUMENT 27 Aus 2007 tie[ NOTED AS PART OF DOCUMENT 27 AUG 207 = Figure 1 - Severe wind and rolling ‘inthe above figure are defined as follows: ple of heel under action of steady wind (see 3.2.2.1.2 and footnote) ‘of roll to windward duc to wave action ple of downflooding (8f) or 50¢ or 8c, whichever is less, gie of second intercept between wind heeling lever Iw? and GZ curves.M/V DEA SURVEYOR ‘The wind heeling levers Iwl and Iw2 referred to in 3.2.2.1.1 and 3.2.2.1.3 are constant values at all inclination and should be calculated as follows: = P*A*Z/(1000*g*disp) (m) and = 151w! (m) 504 N/m2. The value of P used for ships in restricted service may be reduced subject to the ‘of the Administration; ‘Projected lateral area of the portion of the ship and deck cargo above the waterline (m*); vertical distance from the centre of A to the centre of the underwater lateral area or angle of roll (61)* referred to in 3.2.2.1.2 should be caiculated as follows: Bae stig with sak rlting devices skpuid be determined without taking ito account the 1of these devices. *X1*X2*squarerooi(r*s) (degrees) NOTED AS PART OF DOCUMENT 27 Aue 207 sharp bilges :=as shown in table 3 fora ship having bilge keels, a bar keel or both 1£=0.73 +/- 0.6 OGid 0G = distance between the centre of gravity and the waterline (m) (+ if centre of ‘gravity is above the waterline, - if itis below) d=mean moulded draught of the ship (m) ‘== factor as shown in table 4,MIV DEA SURVEYOR Table 2 Values of factor X2 & x2 <45 0.75 050 0.82 O55 0.89 0.60 0.95 065 0.97 2070 1.0 Table4 Values of factors NOTED AS PART OF DOCUMENT 27 AUB 2007 values in tables 1-4 should be obtained by linear interpolation). T= 2*C*B/squareroot(GM) (seconds) ‘= 0.373 + 0.023 (B/d) - 0.043 (L/100). in the above tables and formula for the rolling period are defined as follows: ‘waterline length of the ship (m) moulded breadth of the ship (m) ‘mean moulded draught of the ship (m) block coefficient total overall area of bilge keels, or area of the lateral projection of the bar keel, or sum of these areas (m’) ‘metacentric height corrected for free surface effect (m).M/V DEA SURVEYOR EXAMPLE SHOWING USE OF CROSS-CURVES (KN) ‘of the Cross Curve is to enable siatical stability Curves to be drawn for the barge 2.9. Assume the displacement of the ship to be 2044.54 tonnes, the vertical 3.727 metros above (bottom of keel) as free surface moment $21.640 m.t. as No2 RIGHTING LEVER Gz = KN-KG SIN@ NOTED AS PART OF DOCUMENT WHEN KN = Cross Curve ordinate AND KG = Contre of gravity above keol 27 Aue 70 (corrected for Free Surtace Effects) nize - 8.727 + (921.647/2044.54) ke= 4.178M S AND @ = ANGLE OF INCLINATION 0 DEG. ‘SINO_[_KGSIN (GZ=(KN-KG SINA) 0 (0.000 (0.000 0.000, 10 0.174 0.725 0.304 20 0.342 4.429 0.567 30 0.500 2.089 0.832 40, 0.643, 2.685 1.030 50. 0.766 ‘3.200 0.985 60. 0.866 3.618 0.794 ‘hat the values of GZ in actual calculation may differ from above due to the fact the influence of trim and actual free surface at each angle of heel has ‘account by the computer. However, as the values used in this example always the maximum free surtace moment, the result will always be lower than in the hus always safer the GZ vaiues in the last column a Statical Stability Curve can be drawn for the displacement ezcuRVE . 10 30. ANGLE OF HEEL (NEG)M/V DEA SURVEYOR Hydrostatic Properties Tor (m) wT 23.6381 23.5201 2. 23: NOTED AS PART OF DOCUMENT 27 AUG 7007 * ABS’ ‘SINGAPOREM/V DEA SURVEYOR Hydrostatic Properties at zero, Heel = 0.00 NOTED AS PART OF * DOCUMENT 27 AUG ™o7 mOr 9 sa043M/V DEA SURVEYOR Cross Curves of Stability Cross Curves Displacement in Metric Tons 500.0 10000 «15000-20000 ©5000 suieitisirririptisrierertirr sree tie iiss ii iay EA r a) —E os Eso , a) m SS NOTED AS PART OF Doc T 27 AUG 207MIV DEA SURVEYOR TANK CAPACITY TANK STATUS - 98% CAPACITYMIV DEA SURVEYOR TANK CAPACITY TANK STATUS - 98% CAPACITY Toad Weight 98.00% 38.00% 12.76) [96.00% | 12.76 | 98.00% 78.82) nt 98.00%] 70.28} 96.00% ‘98.00% | 39.22] 96.00%| 39.32 38. 94 31.94] 38.00% | 283.08 Toad Weight 522 ‘96.00% | 522. 96.00% 98.00% 59.01 3.23 a 29.19 69.13] ell = fee a Beane!) GRESSSS | Ri)MN DEA SURVEYOR —— Maximum VCG vs. Displacement © at zero heel (Trim righting arm held at zoro) NOTED AS PART OF DOCUMENT 27 aus 2m Ss = Max. VCG vs. Displacement 00.0 1000.0 15000 2000.0 2800.0 eeitissitiititieiirisi tities tte ii a oozM/V DEA SURVEYOR LIGHTSHIP CONDITION NOTED AS PART OF DOCUMENT 27 Ave 2007M/V DEA SURVEYOR LIGHTSHIP CONDITION NOTED AS PART OF DOCUMENT 27 Aue morBALLAST DEPARTURE CONDITION (98% CONSUMABLES) NOTED AS PART OF DOCUMENT 27 Aue 2007M/W DEA SURVEYOR BALLAST DEPARTURE CONDITION 3E.00%| 38.00% 7a30% 10.00%, (98% CONSUMABLES) NOTED AS PART OF DOCUMENT 27 AUG 707M/NV DEA SURVEYOR DOCUMENTMIV DEA SURVEYOR NOTED AS PART OF DOCUMENT 27 Aus 207NOTED AS PART OF DocumenT 27 Aue 2007 = ABS: POREM/V DEA SURVEYOR SEVERE WIND AND ROLL NOTED AS PART OF DOCUMENT for load condition without gust is 1.16¢ 27 aus 207 te.| 5) | 25.8001, §.925s, 9.400[ 5.490] Vim) <16.00 deg 1.61 14.39 Yes Res. Ratio from Roll to Abs 50.00 deg or Flood >1.000 2719 1719 Yes Righting Arms vs. Heel Heel angle (Degrees) 30.0 200 100p 008 1008 2008 3008 40.08 50.08 60.08 E fut ull ul uly fo ok E r boom Fio E 1 a boom Fos Foo NOTED AS PART OF DOCUMENT 27 Avs 2007 SINGAPOREBALLAST ARRIVAL CONDITION (10% CONSUMABLES) NOTED AS PART OF DOCUMENT 27 AUG 2007 ABS"M/V DEA SURVEYOR BALLAST ARRIVAL CONDITION (10% CONSUMABLES) NOTED AS PART OF DOCUMENT 27 Ava 2007M/V DEA SURVEYOR Status -T WATER (SpGr 1. (Cu) —(m) __} (i), —{MT-m) 20.37% 18258) 28.8877 FS PABESD] DOCUMENT 27, avs 2007M/V DEA SURVEYOR ‘Status | Spor fs P= [2027 m [Het 2.648) Sarma aft 1.143/55.900_ | Wave (27.0631 m vee 1 (WaterSpgr ‘Arms vs Heel Angle rim ‘Origin Depth | Fighting on (m) (m) ni gdanaaseseses NOTED AS PART OF DOCUMENT 27 Aus 207 & ARe:.00s MV DEA SURVEYOR " Righting Arms vs. Heel ‘Heol angle (Degrees) 10.0s 200s 3005 400s 50.08 Jiuutei . u 60.05 SINGAPORE NOTED AS PART OF DOCUMENT 27 AUG 2007 = aRSs: 3 3- wanM/V DEA SURVEYOR SEVERE WIND AND ROLL Heeling Moment Derivation Wind Velocity at 10 meters = 53.4 knots from port, CD= 1.200 TPA | ‘Am Pressure ‘Moment (ov?) _(m) (mm) (MT ime) (MT) _ ULL 00] 2368 S51 0.040) 365eT DK wo 6.640 7.922 0.053 14.165) OK} 245) ATT 7.18 0.052 | 9.942] 20) 9.031 10.37. 0.057 18.689 106) 4.624 5.906, 0.088, 3.014] =r 34 6.249 0.055) 1.361 i neta ‘Residual Righting Arms shown above are in excess of the “wind hooling arms derived from this moment (in m-MT): heeling moment = 125.62 NOTED AS PART OF DOCUMENT 27 Ave 207 YS amm:MW DEA SURVEYOR O A.749 - SEVERE WIND & ROLL CRITERION” Min/Max = Actual = Margin Pass olute Angle at Equilibrium <16.00 deg 3.53 1247 Yes Ratio from Roll to Abs 50.00 deg or Flood >1.000 2255 1.255 Yes Righting Arms vs. Heel Heel angle (Degrees) 30.0p 20.0p 10.0p 0.03 10.05 200s 30.08 40.08 50.08 60.05 oliiifiia baie ale lef nelle 5 = ea-> TITTTTTTT ¢ 3 & 3 eS TEE & NOTED AS PART OF DOCUMENTM/V DEA SURVEYOR LOADED DEPARTURE CONDITION WITH 170T DECK CARGO (98% CONSUMABLES) "NOTED AS PART OF DOCUMENT 27 Aug 2007 =MN DEA SURVEYOR LOADED DEPARTURE WITH 170T DECK CARGO (98% CONSUMABLES) 27 AUB 7007 We . & ° SWNGAPORENOTED AS PART OF DOCUMENT MV DEA SURVEYOR 27 AUG 200% as DIRTY (SpGr 1.025) Name Toad Weight tec Tos vos Ee 10.00% | O86] 13.5637 —, " a 10.00%, 0.86] 13.563t| 0.0098. 2 en All Tanks: tas] Wea | tec) rea veo om Totals: —__ | 83.73%) ‘FP sssi| —Thass Sas] aaaMIV DEA SURVEYOR NOTED AS PART OF DOCUMENT 27 Aus 2007 YS am.MNV DEA SURVEYOR Righting Arms vs. Heel Heel angle (Degrees 00s 100s 2005" "0dr soe S00: sate ula tinnimiiiiiiiiasiiianindiiandnipag LA r Fm ros poo4 a) boom bosTE } MN DEA SURVEYOR SEVERE WIND AND ROLL Heeling Moment Derivation Wind Velocity at 10 meters = 53.4 knots from port, CD= 1.200 Part TPA We arm (rm ES} __ Total wind heeling moment 65.067 to starboard Floating Status Dratt FP ‘3.507 m ‘Heel B2 a 1.304 Draft MS 4254 ‘Equil to = pe 0.005 a [Draft AP mm Wind ‘53.4 Knots: Gh 1.233 m Trim ait 1.260755.900__| Wave No. {kat 5.130 m [Lee 28.0581 m veG 393m 5.90 Displacement | 2,189.02 MT WaterSpgr_| 1.025 Residual Righting Arms vs Heel Angle Heel Angle | Trim Angie | Origin Depth | Residual Arm | Area Flood Pt Notes} (cea) (deg) (m (m) (rm-Rad) Naga if 1538 43579 0.665 0.000) 2606 (7 7 1.358 4.373, 0575, 0.054) 3.306 (1) i t 4401 0.458, -0.098| 3.956; i 175s) 675s Tare |Z 71.755 | 16.755 2175s) 26.753) 31 36.755 | 40.525 | 1.758 46.755 | 0.955 (2) 50.005 | 0.789 0.220 1449 (5.008. 4.464] 0.709) 0385] = Note: Residual Righting Arms shown above are in excess of the wind heeling arms derived from this moment (in m-MT): ‘Stbd heeling moment = 97.60 Roll angle is 24.40 Equilibrium for load condition without gust is 1.163 NOTED AS PART OF DOCUMENT 27 Ave 707M/V DEA SURVEYOR Min/Max Actual Margin Pass Limit (1) Absolute Angle at Equilibrium <16.00 deg 175 14.25 Yes (2) Res. Ratio trom Roll to Abs 50.00 deg or Flood >1.000 2157 = 1457 Yes Righting Arms vs. Heel Heol angle (Degrees) 90.0p 2.0p 10.0p 00s 10.05 20.0 20.05 400 500s 6005 Hroiitlitiaulina)iiiieulnml ancl saat 3 3- was> NOTED AS PART OF DOCUMENT 27 Ave 707 SINGAPOREM/V DEA SURVEYOR LOADED ARRIVAL CONDITION WITH 170T DECK CARGO (10% CONSUMABLES) NOTED AS PART OF DOCUMENT a7 AUG 7007 i = ABS: SINGAPOREM/V DEA SURVEYOR LOADED ARRIVAL WITH 170T DECK CARGO (10% CONSUMABLES) Fluid Name Tegend | Weight | Load ut) NOTED AS PART OF ‘SALT WATER 53.30) 66.27% DOCUMENT | FRESH WATER ‘28.89| 10.00% | FUEL O1L 59.03) 17.89% 27 Aus 007 TOBE OIL 7.43) Sa.63% [DIRTY Bat SB00% Fixed Weight Status Tem Weight UCG TCS ‘VCG (ur) (m) (ey (ry) LIGHT SHIP 1,159.06) 26 64a aon 4.566u) CREW & EFFECTS: 400 44 6601 0.000] 7.520u DECK CARGO AFT 85.00) '5.000F 10.000] G.500u! DECK CARGO MID 85.00) 21.000f 0.000] 6.500u) IG 101 665, '36 500! 0.000] 5.700u 1 ENGRS SPARE GEARS: 5.00 '30.610F 10.000 9.0704) PROVISIONS 0.40 41.050" 0.000) 6.470u Total Fixed: THEN 25.039 0.000) 4.842eee . NOTED AS PART OF M/V DEA SURVEYOR DOCUMENT Tank Status. 27 Ave 27 SALT WATER (SpGr 1. te. Tank Toad Weight | LCG Te 3 Name (9) ur) (m = (m FPTK.C 7 98.00% | 53.30) 53.11 WETKS.S iS 66.27% | 53.30, 53.1041 0.0063 3.667 256 FRESH WATER (SpGr 1.000) Tank ny Weig tee ToS Name [FWTKTP 0.1128 43425 ‘TCG (my O07 0.0078 TCS Fsu am Totals: | x —“er08| — Sa aa0 “Sores T5247MNV DEA SURVEYOR Displacer Status . Tem ‘Status | Spor Displ tes 8 vee Eft (m) iPerm, Intact 7.025; 1,502.17| 25.860 1.624[ 7. ‘otal: a 7,502.17| 25.8601] 0.0738| 1.624] Name jet (rm) (@)_DOWNFLD - VENT FAN (S) 25.8001, 5.9258, 9.400) et a “IMO A749 (18)" Limit MinMax Actual, «= Margin Pass (1) Area from 0.00 deg to 30.00 0.0550 m-R 0.245 0.190 Yes (@) Area from 0.00 deg to 40.00 or Flood >0.0900 m-R 0393 0.303 Yes (8) Area from 30.00 deg to 40.00 or Flood 30.0900mR , 0.148.118 Yes. (4) Righting Arm at 30.00 deg or MaxRA- >0.200 m 0.863 0663 Yes (6) Angle from 0.00 deg to MaxRA >25.00 deg 31.72 672 Yos (6) GM Upright >0.150m 1.495 1345 Yes NOTED AS PART OF DOCUMENT 27 aus 2007MN DEA SURVEYOR Righting Arms vs. Heel Heel angle (Degrees) on ett eae cca ea ony Hope cic tercitc teen tietne NOTED AS PART OF DOCUMENT 27 AUG 2007 ¥aBs: “SINGAPORE B 3- was>—————————— M/V DEA SURVEYOR SEVERE WIND AND ROLL Heeling Moment Derivation Wind Velocity at 10 motors = 53.4 knots from port, CD= 1.200 Pa iA We am a (ma) (m) (n HULL 265) 2358 3647 0.040) 34.138, [DKHSET 340] 6.404) 7.793 (0.052 73.011 IDKHSEZ 745) 6.241 7.630 0.052, 9.687, [WHSE 32.0 8.794 10.184, (0.056 18.349) DKSTR 705) 4.388 3.777 | 0.047, 2.908) [FUNNEL 31 6.730) 8.120 0.053; 1.328 ‘Total wind hoeling moment 80.222 to starboard Floating Status [Bratt FP Zs m Heel (pea 14m [Draft MS 3itim Equil .__|0.102m [Draft AP 4116 m. Wind 53.4 Knots [GM(Fluid) [1.433 m trim ait 1.689155.900 _| Wave No. KM 5.994 m. [LCG 25.3731 m VEG _ 4.591 m TPom 6.24 [Displacement | 7,502.17 MT | WaterSpgr_| 1.025 Residual Righting Arms shown above are in excess of the wind heeling arms derived from this moment (in m-MT): ‘Stbd heeling moment = 120.33 Roll angle is 25.63 Equilibrium for load condition without gust is 2.838 NOTED AS PART.OF DOCUMENT 27 Aue 7007M/V DEA SURVEYOR “IMO A.749 - SEVERE WIND & ROLL CRITERION” Limit Min/Max ‘Actual Margin Pass 8 prog Angle at Equilibrium <16.00 deg 3.68 1232 Yes Res. Ratio from Roli to Abs 50.00 deg or Flood 1.000 2.255 1255 Ves Righting Arms vs. Heel Heet: 200 2009 100p ose"“togs safe "3005 4005 500s 60s iHumuntiiuiliuifuiuliuiilianiimiituiilnusiliy 99 Fighting Arm———x a) Hecing Ar Eom R. Area Foo Equtbeum———o E i Food Pt ———7 E * Eas oo NOTED AS PART OF DOCUMENT 27 aus mor