fvs stability book draft

7/30/2019 Fvs Stability Book Draft

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RM D D RA FT 4 Sep tember 2003

Page 1 of 50 pages

Consultant Book date:..

FREEBO ARD AN D STABI LITY

INFORMATION

V ESSEL N AM E

FI SH I N G N U M B ER .

M A RIT IM E A N D C O A ST G U A RD A G EN C Y

ST A B ILITY IN FO RM A T IO N A P PRO V A L D ET A ILS:

Fi l e N o . C M

D ate o f approva l .. Ap prova l Stam p*

Rev iew o f f i ce and Surveyor

* M odif icat ion s to vessel arrangements, equipm ent, method of f ishing or loading may render this

appr oval i nvali d and m ay also endanger t he vessel.


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Ar rangem ent of Parts

This bo ok is arranged i n par ts so that the m ost essent ia l m at ters are brou ght to the u ser 's at tent ion

first.

Part I - W ork ing Instruct ions

This part conta ins gu id ance in tended to ensure tha t the l eve l o f stab i l i t y do es no t fal l b e low them in im um legal standard and that sat isfac tory f reeboard is m aintained . The Skipper shoul d study th ispart careful ly .

Part I I - Sim pl i f ied Check on Freeboard and Stabi l i ty

This par t contains a method for mak ing a s impl i f ied check on f reeboard and s tabi l i ty us ing theh ighest a l l ow ab le cent re o f g rav i ty (M aximum Permissible KG) m e t h o d . Reference to the basicin form ation i n Par t IV m ay be n ecessary .

Part III - Vo yage Cycl es

This part show s the voyage cyc les up on w h ich the W ork ing Ins truc t i ons are based. The Skipp er isexpected to study the distr ibution of weights shown in each loading condit ion so that he mayassure him self that in any act ual loadin g condit ion t he freeboard and stabi l i ty are adequate.

Part IV Reference Infor mation

This par t contains basic in form at ion th at m ay be n ecessary for the calcu lat ion s in Par t I I.

Part V - Background Inf orm ation

This part conta ins on l y b ackgroun d i n fo rm ation fo r the use o f those fami l i a r w i th stab i l i t y andfreeboard calc ul at ion s. I t is no t necessary for the Skip per to refer to thi s part except that theim per ia l /m etr ic convers ion fac tors and the stow age rates m ay be foun d useful .


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CONTENTS

Page: Title:2 Ar rangem ent o f par ts

3 Contents4 G eneral Par t iculars5 De f i n i t i ons9 Prof i le and P lan of the V essel10 Sta tem ent by the O w ner and Sk ipp er11 Signatures o f N ew O w ners and Sk ipp ers

12 Part I W orking Instruct ions

20 Part I I Sim pli f ied Check on Freeboard and Stabi l i ty

21 N o tes on t he M ax i mum Perm i ssi b l e K G M e thod22 Cond i t i on Tab le23 U se o f t he M ax i mum Perm i ssi b l e K G Cur v es24 M ax i mum Perm i ssi b l e K G Cur v es

25 Part I I I(A) Voyage Cycle wh en trawl ing. Catch - w et f ish stow ed in bu lkw i th ice

26 Vo yage Cyc le assum pt ions27 Load ing cond i t i on s , stab i l i t y c r i ter i a , m in im um bo w he igh t and f reeboard (ru le

extracts)34 Typ ica l l ayout

38 Part I II (B) Vo yage Cycle ..*

39 Part I V Reference Info rm ation

40 Rela ti on sh ip - D raught m ark da tum s to hyd rostat i c da ta, D efin i t i on o f K andRake of Keel (R.O .K.)

42 Capac i t ies , Centres of Grav i ty and Free Sur face M om ents43 D e fi n i t i on and Sum m ary o f Fi sh i ng G ear44 Record o f M ino r A l te rat i ons to the Vesse l

45 Part V Background Inform at ion

46 H ydros ta ti c Tab les47 K N T ab l es48 Inc l i n in g Test and L igh tsh ip D er i vat i on49 M etr i c /Impe r ia l and Imp er ial /M etr i c Con version Fac tors50 Typ ical Stow age Rates

* Inc lude a l l a l te rnat i ve voyage cyc les


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G EN ERAL PARTICU LARS

V e sse l N am e O f fi c i al N u m b e r

Vesse l Type H u l l M a te r i al

Fish in g M ethod (s)

Por t o f Regist ry F ish in g nu m ber

* Re gi st er ed d i m e n si o n s L = B = D =(from vessel s Cert i f ic ate of Registry)

* Leng th O veral l (LO A) = Leng th Be tw een Perpend i cu la rs (LBP) =

* B re ad th M o u l d ed = D e pth M o u l d ed =

* Freeboard amid sh ips i n the D eepest Fo reseeab le O perat i ngCon di t ion (vesse ls o f less than 24 m Regis tered length) =

* M ax im um p ermi ssib l e op erat i ng d raugh t (m ou l ded) amid sh ip s (vesse l s =w i th a reg i ste red l eng th o f 24 m and above o n l y . Th i s occu rs i n sa i l i ngc o n d i t io n n u m b e r Correspon d ing d raugh t i nd i ca ted by d raugh t m arks fo r th i s cond i t i on =

Bu i l de r s N ame and Ad dress Bu i l de r s Yard N um ber

O w n e r s N a me an d A d d re ss

D ate o f Kee l Lay

D a te o f con t rac t (vesse l s 24m and abov e com p le ted a fte r 1999 )

Co nsu l tant deta i l s:

* See ove r fo r de f i n i t i ons


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D ef in i t ions (for t he infor mat ion of the Consul tant only)

The Cod e o f Sa fe W ork ing P rac t i ce fo r the Co nst ruc t i on and U se o f 15 met re(LO A) to less than 24 m etre (L) Fishing Vessels:

Extracts f rom Ch apter 1 sect ion 2:

1 .2 .4 Am idsh ips i s the m id- length o f Length Between Perpend icu lars (LBP);

1 .2 .7 "B readth (B )" i s the max im um breadth o f the vesse l , m easured to the m oul ded l i n e o f thefram e in a vessel w i th a m etal shel l an d to the o uter sur face of the h ul l in a vessel w i th ashel l c on struc ted of any oth er mater ia l ;

1 . 2 .17 D ep th means t he m ou l ded dep th ;

1 .2 .18 D raught m eans the ver ti ca l d i s tance f rom the m oul ded base l i ne am id-sh ips to theop eratin g w ater l in e of a vessel ;

1 .2 .26 "F reeboard" m eans the d i s tance measured ver t i cal l y d ow nw ards f rom the upp er edge o f thef reeboard deck to the w ater l i ne ;

1 .2 .27 Freebo ard deck m eans the l ow est com ple te deck abov e the deepest operat i ng w ater l i nef rom w hich f i sh in g i s und er taken. In vesse ls f i t ted w i th tw o o r m ore com ple te decks, theCer t i fy i ng A utho r i t y m ay accept a l ow er deck as the f reeboard deck prov i ded tha t the deck i ssi tuated abov e the deep est operat ing w ater l in e;

1.2.30 " Length overal l (LO A)"m eans the overal l length f rom the foreside o f the forem ost f i xedperm anent s truc ture to the af tsid e of th e af term ost fi xed perm anent s truc ture o f the vessel ;

1.2.3 1 Length (L) in relat io n to a vessel , m eans the registered length show n on the vessel s registerand as def ined i n Th e M erchant Ship pin g (F ishi ng V essels - Ton nage) Regulat ion s19 88 , SIN o . 1 9 0 9 ;

1.2.32 Length betw een perpendicu lars (LBP) is the ITC 69 def in i t io n w hich m eans 96 % of the totallength on a w ater l ine of a vessel at 85% of the least m oul ded d epth m easured f rom the top ofthe keel , or the length from the fore-side of the stem to the axis of the rudder stock on thatw ater l ine, i f that be greater. In vessels designed w i th a rake of keel the w ater l ine o n w hich th isis m easured sho uld be paral le l to the designed w ater l ine. The forw ard perpendicu lar and theafter perpendicu lar are pos i tion ed at the forw ard and af ter ends of LBP respect ively ;

1 .2 .42 M ou ld ed depth m eans the ver ti ca l d i stance m easured a t the mi d po in t o f LBP f rom the topof the kee l to the top o f the f reeboard deck b eam at side . In w oo d and com po si te vesse ls thed is tance i s measured f rom the l ow er edge o f the kee l rabbet . W here the fo rm a t the l ow erpar t of the mi dship section is of a hol l ow character , or w here th ick garboards are fi t ted, thed is tance i s measured f rom the po in t where the l i ne o f the f l a t o f the bot tom cont inuedin w ards cuts the s ide o f the k eel . In v essels:

i ) hav ing roun ded gunw ales the m oul ded depth shou ld be m easured to the po in t o fintersect ion of the moulded l ines of the deck and s ide shel l p lat ing, the l inesex tend i ng as though the gunw ale w ere o f angu lar design ; and

i i ) w here the f reeboard deck is stepped and the ra ised par t of the deck extends over the

po i n t at w h i c h t he m ou l d ed dep th i s t o be de te rm i ned , the m ou l d ed dep th shou l d be


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measured to a l i ne o f re ference ex tend ing f rom the l ower par t o f the deck a long al i ne p ara l l e l w i th the ra i sed p art ;

Fish in g Vesse l (EC D i rec t i ve on H armo nised Safe ty Regim e) Regula t ions 199 9 (and 2 00 3

amend m ents) w h i ch im p lem en ts The Tor rem o l i no s Pro toco l o f 19 93 re l a ti ng to Regu la ti onsfo r the Cons t ruc t i on and Equ ipmen t o f Fishing Vessels equal to and exceeding 24m inlength

Extracts f rom Chap ter 1 Regulat ion 2:

(5) "Th e length (L)" shal l be taken as 96 per cent of the total length on a w ater l in e at 85 per cent ofthe least moulded depth measured from the keel l ine, or as the length from the foreside of thestem to the axis of the rud der stock o n th at w ater l in e, i f that be greater. In vessels designed w ithrake of keel the w ater l ine o n w hich this length is m easured shal l be paral lel to the designedw ater l i ne .

(6) "Th e forw ard and after perpen di cul ars" shal l be taken at the forw ard and after end s of the length(L). The forw ard p erpendicular shal l be co inc id ent w i th the foreside o f the stem o n the w ater l ineon w hich the length is measured.

(7) "Th e breadth (B)" is the m axim um breadth of the vessel , m easured ami dship s to the m ou ldedl in e of the fram e in a vessel w i th a m etal shel l and to th e ou ter surface of the hul l in a vesselw i th a shel l o f any other m ater ial .

(8) (a) "Th e m ou ld ed dep th" is the vert ical di stance m easured from the keel l in e to the top ofthe w ork ing deck beam at side.

(b) In vessels hav ing roun ded gunw ales, the m oul ded depth shal l be m easured to the po intof intersection of the moulded l ines of the deck and side shel l plat ing, the l ines extending as

thou gh the gunw ale w ere of angular design.(c) W here the w orkin g deck is stepped and the raised part of the deck extends over thepo int at w hich the m ou lded depth is to be determ ined, the mo uld ed depth shal l be m easured toa l ine o f reference extendin g f rom the low er part of the deck along a l ine p aral le l w i th the ra isedpart.

(9) "The depth (D )" is the m ou lded depth ami dship s.

(10 ) "D eepest operating w ater l ine" is the w ater l ine re lated to the m axim um p ermissib le operat ingdraught .

(11 ) "A m idships" is the m id-length of L.

(12 ) "M idship section" is that section of the hul l defined by the intersection of the m ould ed sur faceof the hul l w i th a vertical plane perpen dicu lar to the w ater l ine and centrel in e planes passingthrough am idships.

(13 ) "Keel l ine" is the l in e paral lel to the slop e of keel passing am idship s throu gh:

(a) the top of the keel or l ine of intersect ion of the ins ide of shel l p lating w i th the keelw here a bar keel extends abo ve that l ine of a vessel w i th a m etal shel l , or

(b) the rabb et low er l in e of the keel of a vessel w i th a shel l of w oo d or a com po si te vessel ;o r

(c) the in tersection of a fai r extension of the ou tsid e of the shel l contou r at the bo ttom w iththe centre l ine of a vessel w i th a shel l o f m ater ial other than w ood and m etal .

(14 ) "B asel i ne" is the ho rizon tal l in e intersection at am idship s the keel l in e.


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(15 ) "W ork ing deck" is general ly the low est com plete deck above the deepest op erat ing w ater l inefrom w hich f ishin g is un der taken. In vessels f i t ted w i th tw o o r m ore com plete decks, theAd m inis trat ion m ay accept a low er deck as a w ork ing d eck prov id ed that the deck is si tuatedabove the deepest op erat ing w ater l ine.

The M erchant Sh ip p in g (Tonn age) Regu la ti on s 1997 as amend ed

G ives def i n i t i ons fo r Registered dimensions appl icable to vessels 15m LO A and above:

"amidships" means the mid-point of the length;

"breadth" means the maximum breadth of the ship, measured amidships to the mouldedline of the frame in a ship with a metal shell and to the outer surface of the hull in a shipwith a shell of any other material;

"length" means the greater distance of the following distances -

(a) the distance between the fore side of the stem and the axis of the rudder stock;or

(b) 96 per cent of the distance between the fore side of the stem and the aft side ofthe stern;

the points and measurements being taken respectively at and along a waterline at 85 percent of the least moulded depth of the ship. In the case of a ship having a rake of keel thewaterline shall be parallel to the designed waterline;

"length overall" means the distance between the foreside of the foremost fixed permanentstructure and the afterside of the aftermost permanent structure and "fixed permanentstructure" includes any portion of the hull which is capable of being detached, but which isfixed in place during the normal operation of the vessel. It does not include functionalarrangements such as safety rails, bowsprits, pulpits, stemhead fittings, rudders, steeringgear, outdrives, outboard motors, propulsion machinery, diving platforms, boardingplatforms, rubbing strips and fenders, other than where such functional arrangements aredesigned to replace any part of the hull that has been removed;

"moulded depth", and in the case of a ship of less than 24 metres "depth", means thevertical distance measured from the top of the keel of a metal ship, or in wood andcomposite ships from the lower edge of the keel rabbet, to the underside of the upperdeck at side, or, in the case of a ship which is not fully decked, to the top of the upperstrake or gunwale, provided that -

(a) where the form at the lower part of the midship section is of a hollow character,or where thick garboards are fitted, the distance is measured from the point wherethe line of the flat of the bottom continued inwards cuts the side of the keel;

(b) in the case of a glass reinforced plastic ship where no keel member is fittedand the keel is of open trough construction, the distance is measured from the topof the keel filling, if any, or the level at which the inside breadth of the trough is 100millimetres, whichever gives the lesser depth;


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(c) in ships having rounded gunwales, the distance is measured to the point ofintersection of the moulded lines of the deck and side shell plating, the linesextending as though the gunwales were of angular design; and

(d) where the upper deck is stepped and the raised part of the deck extends overthe point at which the moulded depth is measured, the distance is measured to a

line of reference extending from the lower part of the deck along a line parallel withthe raised part; and for the purposes of this definition -

(i) "upper deck" means the uppermost complete deck exposed to weatherand sea, which has permanent means of weathertight closing of allopenings in the weather part thereof, and below which all openings in thesides of the ship are fitted with permanent means of watertight closing. In aship having a stepped upper deck, the lowest line of the exposed deck andthe continuation of that line parallel to the upper part of the deck is taken asthe upper deck; and

(ii) "weathertight" means that in any sea conditions water will not penetrateinto the ship;


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Vessel profile, weather deck and arrangement

RSW Centre

Tank

K

RSW Tanks P&S

S.G.

WB.

S

WB.

P

O.F.D.B Tank under

O.F.D.B Tank under

FishHold

Net store

OF. Tank

OF. Tank

Net store at CL.

OF. Tks P&S

Stern

Tks.W.B. P&S

O.F.D.B Tanks P&S

Fish

Hold

Aft Peak(Dry)

RSW Tank S

RSW Tank P

Engine room

F.W D.B Tanks S

F.W D.B Tanks P

ForePeak

W.B.

Dk.

Str.Accommodation

RSW

Centre

Tank

0 Metres

Engine room

F.W D.B Tanks P&S

Wheelhouse

Fwd.Store

5

ForePeak

W.B.

NOTE Sketches should be provided, drawn to Scale, showing the names of all Spaces Compartments,

Tanks, Storerooms and Machinery and Accommodation areas These sketches should also indicate theposition of all closing appliances to spaces that have been assumed intact for the purpose of the stability

information. It may be useful to utilise an A3 page size (folded) to contain the required information


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STATEM EN T BY THE O W N ER & SKIPPER

M .F.V

The loadin g/operat ing con di t ion s set out in par t II I of th is freeboard and stabi l i ty inform ation boo k incon jun ct ion w i th the other inform ation contained therein, are based on the w orst foreseeable serv icecon di t io ns in respect of the w eights and d ispo si t ion of f i sh carr ied in the hol d o r on d eck, ice in thehol d, fuel , w ater and other consumables.

O w ner' s nam e...........................................(BLOCK CA PITALS)

Signature.................................................

D ate.......................................................

Ski pp er's nam e..........................................(BLOCK CA PITALS)

Signature.................................................

D ate.......................................................

NO T E S

1. The Skip per is ob l iged to ensure that his op erat ion of the vessel does no t render the abov e statem ent inval id .

2 . Shou ld any a l te rat i on be m ade i n the vesse l ' s perm anent st ruc ture or equ ip m ent so as to a ffec t i t s w ater t i gh tor w eather t i gh t i n tegri t y , o r i n the am oun t or d i spos i t i on o f t he vesse l ' s w e ight , the M ar i tim e and Coastguard

Agen cy shou ld be no t i fi ed , and the a l te rat i on recorded i n the bo ok .

3. On change of ownership or Skipper the new Owner/Skipper should endorse the above statement bycompleting and signing the appropriate part of the table Signatures of New Owners and Skippersoverleaf.

4. Having regard to the above statement, when the booklet is produced, the naval architect/consultantshould ensure that the Owner is consulted to ensure that the assumptions made for all loading

conditions are correct.


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PART I

W O RKING IN STRU CTIO N S


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W O RKIN G IN STRU CTIO N S*

N o t eW here po ssib l e the ins truc t ion s sho uld con tain suf f ic ient basic in form at ion to en able the vesselto be sa fe l y op erated, under no rm al cond i t i ons, w i thou t re ference to o ther par ts o f the bo ok .

1 . O per at i on .

The vo yage cyc les sho w n in Par t II I are the assum ed load ing con di t io ns for th e vessel . Thevesse l m us t no t be l oaded, un l oaded or o pera ted i n a w ay tha t reduce s stab i l i t y andf reeboard w i thou t f i r st check ing (using the m ethod in p art I I) tha t these w i l l remain above them in im a. The w e ight o f each i tem o f deadw eight and i t s l oca t i on , as show n on the pro f i l e andin the tab le , shou ld be s tud ied together w i th the Summary o f s tab i l i t y and Summary o ff reeboard .

2 . M a xi m u m D e ad w e ig h t.

The m axim um deadw eight (i .e. the w eight of fuel , w ater, stores, f i sh etc . that the em pty

vesse l can car ry ) shou ld be l im i ted to . tonnes. Th i s m ay be expec ted to occu r w henthe vesse l depar ts f rom the fi sh in g ground s as sho w n in Con d i t i on N o. (page N o. . )and cor respon ds to a m in im um f reeboard am idsh ips f rom the .. deck o f .. mm .

3 . B o w H e i gh t

The fo rw ard d raught (as i nd i ca ted b y the fo rw ard draught m arks) shou ld no t exceed m etres, so as to m ain tain an acceptab le bo w he igh t o f m et res , to the f reeboard d eckat side at the forw ard perp end icu lar (FP) .

4 . M axim um D r augh t a t t he Ste rn

The draught at the s tern ( indicated by the af ter draught marks) should not exceed ..met res , cor respond ing to a min imum ver t i ca l d i s tance o f met res measured f rom thew aterl in e to the f reeboard d eck at sid e at the af ter perpend icul ar (AP).

5 . I c e i n H o l d .

The quant i t y o f i ce i n the ho ld on depar ture f rom por t mus t no t exceed . . . . . . . . . . tonnes an dshou ld no t be less than ton nes. I t m ust be stow ed in pou nds , num bers .. to a l eve ltha t does not exceed m et res f rom the deckhead.

6 . Stow age o f ca tch genera l .

Catch must be secured at all stages of loading to prevent the possibility of cargo shift dueto vessel motions. Details of securing arrangements for all anticipated catches should berecorded as below and within Section IV reference information, as necessary.

* The instructions listed under this heading are examples. Those necessary for any particular vessel willdepend upon the vessels inherent freeboard and stability characteristic and the possible variations ofloading in service. In preparing the voyage cycles the naval architect/consultant should consider the effect

of possible variation in the cycles and provide instructions accordingly where limitations are necessary.


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7 . Catch - Bu lk ed w i th I ce , e tc .

N ot m or e t han k i t s/ tonnes sho uld be lo aded and the height o f stow age restr ic ted to m et res f rom the deckhead. Permanent stanch io ns i n the f i sh h o ld shou ld be m arkedto show th i s l oad i ng l i m i t .

8 . Catch Boxed/B inned w i th I ce , e tc .N ot m ore than b oxes/b ins /tonnes o f catch shou ld b e l oaded and the he igh t o f stow agerestr ic ted to metres f rom the deckhead. Permanent s tanchions in the f ish hold shouldbe m ark ed t o show th i s l oad i ng l i m i t .

9 . Catch - Ind ustria l f ish.

D ue to the l ow stow age ra tes o f i n du st r i al ca tches (examp les are gi ven i n the Tab le o fStow age Rates on page 50) par t of the ho ld m ust be lef t emp ty . Ei ther ,

a an ul lage of .. m etres m ust be m aintained betw een the deckhead and thesur face of the catch, or

b the fore/aft par t of the ho ld sho uld be c losed of f by a secure temp oraryt ransverse bu l khead erec ted comple te f rom the bot tom o f the ho ld to thedeckhead. The sect ion of hold that is avai lable for loading should be f i l led toa max im um leve l o f ..met res f rom the deckhead.

Som e ind ustr ia l catches m ay shi f t in a f lu id m anner , produ c ing a f ree sur face ef fec t . Torest ri c t th i s e ffect , .. l on g i tud in a l po und bo ard d i v i sion s mu st be p rov ided and secure l yerec ted com ple te from the bot tom o f the ho ld to the deckhead.

Transverse pounding is advantageous as a secondary safety measure and should be usedw henever possib l e .

It may also be necessary to detail the sequence of pound erection and filling to ensurethat effective control of the catch is maintained during loading

Before start ing to lo ad, check that the f ish h ol d b i lge st rum s and s lushw el l gr id s are c lear andthat the ho ld p um pin g system w orks proper l y . Check b i l ges regu lar l y , and p um p c lear. D ono t load catch on top of b i l ge w el ls/suct io ns. Access sho uld b e maintained to a l lowblockages to suctions to be cleared as necessary.

1 0 . Catch - D eck Stow age.

a * Prov i s ion has not been m ade fo r deck stow age o f catch . Catch l anded ondeck shou ld b e stow ed be low as soon as possib le and p r io r to l and in g fu r ther ca tch .

b* Prov is ion has been m ade for the stow age of .. tonn es of f i sh on deckbetw een .. and .. to a m ax im um he ight o f .. met res. Th i s w e ight andhe ight shou ld n o t be exceeded.

1 1 . R.S.W . (or C .S.W .) Tank s

Careful control of the filling and emptying of RSW or CSW tanks and the discharge ortransfer of water ballast may be required in relation to the quantity of consumables onboard, eg oil fuel and fresh water. The adverse effects of free surfaces on stability shouldbe highlighted for any conditions where large tanks are likely to be part filled.

* T he app r op r i a te st at em en t shou l d be i nc l uded


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1 2 . M a xi m u m Li f t.

a I t i s recom m ended tha t the m ax im um w eight o f .. tonnes, w h ich m ay bel i f ted at the gantry , .. metres above the deck , is no t exceeded . This l i f t w i l l redu cethe vessel s VC G by ..m etres and is al lo w able as a transient con di t io n o nly .

b T he max i mum we i gh t wh i c h may be l i f t ed w i t h one de r r i c k i n t he t oppedpo si t i on w i th a w ork in g out reach o f .. met res i s .. tonnes , w i th the vesse l i nCon d i t i on num ber .. . and i n ca lm co nd i t i on s. A stat i c hee l o f degrees w i l lresul t f rom th is l i f t .

c T he max i m um w e i gh t w h i c h m ay be l i f ted w i t h bo th de r ri c k s i n t he t opped

pos i ti on w i th a w ork i ng o ut reach o f .. m et res i s .. tonnes, w i th the vesse l i nCond i t i on n um ber.. Th is l i f t w i l l reduce the vesse l s VCG by ..met res andis a l l ow ab le as a t ransien t cond i t i on on l y .

d T he max i mum we i gh t wh i c h may be l i f t ed w i t h one de r r i c k a t 45o a t aw ork ing o ut reach o f .. m et res i s .. tonnes w i th the vesse l i n C on d i t i onnu m ber ..and in ca lm cond i t i ons . A stat i c hee l o f degrees w i l l resu l t f rom

this l i f t .e T he max i mum we i gh t wh i c h may be l i f t ed w i t h bo th de r r i c k s a t 45 o at aw ork ing o ut reach o f .. m etres i s .. tonnes w i th the vesse l i n Con d i t i onnum ber .. Th is l i ft w i l l reduce the vesse l s VCG by ..met res and i s a l l ow ab leas a transient con di t i on o nl y .

1 3 . O i l F u el *

The qu ant i ty o f fue l o n d eparture from /ar r i val a t / por t / g round s shou ld be n ot m ore than /less than .. ton nes. The af ter tank / forw ard tank / pai r o f tankssho uld be u sed f i rst .

1 4 . Fresh W ater *

The q uant i t y o f Fresh W ater on depar ture f rom / a r ri va l a t / por t / g rounds shou ld b e notm ore than / l ess than .. ton ne s. The a f te r tank / fo rw ard tank / pa i r o f tank sshou l d beused f i rst.

1 5 . W ater Bal l ast * * .

W hen w ater bal last tanks have to be f i l led they shou ld b e pressed fu l l . They shoul d b e f i l ledor em pt ied o ne tank (or one pai r of p or t and s tarboard tanks) at a tim e.

1 6 . Stab i l i se r Tank (i f fi t ted ) * * * .

This tank is des igned to reduce uncomfor tably h igh levels of s tabi l i ty and should be usedon ly w i th in the l im i ts i nd i ca ted i n the l oad ing cond i t i ons and in accordance w i th theInstruc t io ns on i ts use.

* See also the footnotes under, Voyage Cycle Assumptions.** See also instruction No:11 RSW (or CSW) tanks

*** Where the loading conditions show water in the stabiliser tank, the maximum free surface correctionshould be applied


16/52



1 7 . W ater on the D eck o f Enc lo sed F ish W ash in g Spaces.

Loo se w ater o n d eck can cause a signi f icant lo ss of s tabi l i ty d ue to i ts abi l i ty for t ransversem ovem ent . In the event o f a sign i f i cant bu i l d u p o f w ater occur r i ng i n the processing spaces ,the w ater sup pl y sho ul d be stopp ed im m ediately un t i l the deck has been c leared. The ef fec tof lo ose w ater , (say) 75 m m deep, in the p rocessin g space(s) is sho w n in re lation to Co nd i t ion

N o. .. . ..(page .) (i nc l ude a f ree sur face cond i t ion based upo n the w ors t seago ing cond i t ion i n w h ic h p rocessing o f the ca tch is l i ke ly to take p lace).

1 8 . C on t r o l o f F ree W a ter i n H o lds .

The accum ula t i on o f f ree w ater i n the h o ld m us t be avo id ed as th i s w i l l cause loss o f stab i l i t ydu e to i t s t ransverse m ovem ent . N on-w ater ti gh t poun d d i v i sions w i l l no t ef fec ti ve l y p reventth i s. Check bi lge levels f requent ly and pump out as necessary , the funct ioning of the holdbi lge alarm sho ul d a lso b e ver i f ied at the star t of each t r ip.

1 9 . W atert igh t In tegri t y .

The levels of stabi l i ty sho w n in Par t I I I are ent i re ly dep enden t upo n w ater being ex c luded

f rom w i th in the m ain hu l l and w eather ti gh t deck st ruc tures* . O pen doorw ays, ha tchw ays,etc breach th i s w ater t ight integr i ty leav ing the vessel vul nerable to caps ize w hen sudd enlyhee led, o r w hen tak ing sea onbo ard . D oo rs ha tches and s im i l a r open ings , l ead in g w i th inw eather t ight st ruc tures sho ul d therefore be kep t c losed at sea w hen no t in u se.

2 0 . W i nc h i ng and hau l i ng O per at i ons

The W inch i ng and Propu ls ion capab i l i t y o f th i s vesse l i s such tha t max im um w arp p u l l s o f :

.Ton nes can b e exer ted (po r t ) .Ton nes can be exer ted (centre)

.Tonn es can be exer ted (starbo ard)

The tow ing b locks are si tua ted:

.m etres above the d eck (por t ) .m et res above the deck (centre) .m etres above the d eck (starboard)

In cer ta in c i rcumstances and/or condi t ions such forces may be suf f ic ient to br ing aboutCapsize of th is vessel . Care sho uld be taken w hen h aul in g gear and ship pin g the catch,un equa l l oad in g on w arps m ay generate sign i f i cant heel ang les. Par ti cu la r care sho u ld b etaken w hen f reeing snags, or w hen the tow ing w arps are c lose to the ver tical and the

w in ches are op eratin g at signi f icant load. The stabi l i ty of the vessel when operating inthese cond it ion s may be substantial ly reduced.

2 1 . Ic ing-up (inc lu de the s tatemen ts be low tha t a re app l icab le to the vesse l )

a In w in ter there i s a ri sk o f i c i n g-up i n m ore N or thern w aters. N o prov i sion has beenmade for the loss of s tabi l i ty and f reeboard that ic ing-up causes and i ts ef fec ts should beavo i ded . Betw een the 1st N ovem ber and 30 th Ap r i l i nc lu si ve the vesse l m ust no t op eratew i th in the p roh ib i ted area tha t i s show n o n the maps over lea f.

* As well as the main hull, any structures above the main deck which have been assumed intact in thederivation of the vessels stability (KN curves) should be stated. See also sketch on page 9


17/52



D iagram show ing pr ohib ited area for n ew and exist ing vessels (15 24m in length) and exist ingvessels (bui l t pr io r t o 1 January 199 9) of length 24m and above:

45 N

61 N

28W

Diagram showing prohibited area for new vessels (built after 1 January 1999) of length 24m and

above:

43 N

48W

59 N32W

62 N

27W15W

62 N

4W

60 N

6030' N5W 56 N

Note This page should be included when none of the vessels loading conditions show the effect of ice onthe upperworks of the vessel. The diagram that is appropriate to the length and age of the vessel should beincluded, only.

Prohibited area 1 November to 30 April inclusive


18/52



Ic ing-up. (Cont inu ed)

b In w in ter there i s a r i sk o f i c i ng -up i n m ore N or thern* w aters.

N ew and Ex is tin g V essels of less than 2 4m in Registered Length and ex is tin g vessels24 m Registered Length and abo ve:

The e f fec t o f fu l l and ha l f - i c i ng i s shown in Load ing Cond i t i ons Nos . . . . . ..(en te r de ta i ls o f cond i t ions in w h ich fu l l o r ha l f i c ing load s have been add ed)

N ew vessels exceedin g 24m Registered Length:

The e f fec t o f i c i ng i s show n i n Load in g Con d i t i on s N os. . . .. .. (enter detai ls ofcond i t i on s i n w h ich i c i ng l oads have been added )

N ote action to avoid o r reduce ic ing m ust be taken as soon as i t i s expected orexper ienced.

D iagram show ing icin g al low ances that are applicable to new and exist ing vessels (15 24m inlength) and exist ing vessels (bui l t p r io r t o 1 January 1 999 ) of length 24 m and above:

45N

28W

61N

6630' N

10W

63N

For vesse ls en teri ng th i s a rea betw een 1 N ovem ber and 30 Ap r i l i n c lus i ve , stab i l i t yc ond i t i ons shou l d be i nc l uded w i t h i n t he book t hat c on tai n t he f u l l i c i ng a l l ow anc eof 30 kg/m 2 for a l l exposed hor izontal sur faces and 15 kg/m 2 for a l l exp osed ver t icalsurfaces (a si lho ue tte).

The height of the centre of gravity shall be calculated according to the heights ofthe respective areas and in the case of the projected lateral area the effect ofsundry booms, rails, wires, etc., which will not have been included in the areacalculated shall be taken into account by increasing by 5 per cent the weight dueto the lateral area and the moment of this weight by 10 per cent.

* The above and following maps show only the North Atlantic, but in the event that a vessel may operate in

another part of the world where icing-up may be experienced (ie: Areas north of the European, Asian andNorth American continents, the Bering and Okhotsk seas and Tatar strait and South of latitude 60oS)

appropriate notes and additional conditions should be added as necessary.

A

A

B


19/52



For vessels enter ing th is area betw een 1 N ov em ber and 30 Ap r i l in c lu sive, stabi l i tycond i t i ons shou ld be i nc lu ded w i th in the book tha t conta in the ha l f i c i ng a l l ow anceof 15 kg /m 2 for a l l expo sed h or izo ntal sur faces and 7.5 kg/m 2 for a l l expo sed ver t icalsurfaces.

D iagram show ing icin g al low ances that are applicable to new vessels (bui l t after 1 January 19 99)of length 24m and above:

43 N

48W

32 W

59N

27W

62N

15 W

60N

4W

62 N

6030' N

5W

28W

11W

63N

56N

For vessels enter ing th i s area (the N or ther n Region) betw een 1 N ovem ber and30 A p r i l i nc l us i v e , s t ab i l i t y c ond i t i ons s hou l d be i nc l uded w i t h i n t he bookthat conta in an i c i ng a l l owance o f 30 kg /m 2 for al l expo sed w eather decksand gangw ays and 7.5 kg/m 2 for the projected lateral area of each side of thevesse l abo ve the w ater l i ne .In add i t i o n the p rojected lateral area of di scon tinu ou s surfaces of rai l , spars(except masts) and rigging of vessels having no sails and the projected lateral

area of other smal l objects shal l be computed by increasing the total projectedarea of con tinu ou s surfaces by 5 per cent and th e static m om ents of thi s area by10 p er cent .

For vesse ls en teri ng th i s area betw een 1 N ovem ber and 3 0 A pr i l i nc lus i ve ,stab i l i t y cond i t i ons shou ld be i nc lu ded w i th in the book tha t conta in an i c i n ga l l ow ance o f 40 kg /m 2 for a l l exposed w eather decks and gangw ays and 10 .0kg/m 2 for the p rojec ted l ateral area of each s ide o f the vessel abo ve thew aterl i ne

B

C

D

C

C

D


20/52



PART II

M AXIM U M PERM ISSIBLE KG:

SIM PLIFIED CH ECK

O N

FREEBO ARD AN D STA BILITY


21/52



N O TES O N THE M AXIM U M PERMI SSIBLE KG M ETH O D

Condit ion Table

O n page 22 a b l ank Con d i t i on t ab l e i s show n and t h i s has t o be c om p l e ted t o o b tai n t he K G o f t hevessel re levant to the operat ing condi t ion being cons idered, i .e. the height of the centre of grav i ty

G o f the vesse l (and a l l i t car ri es- the d eadw eight ), above a da tum po i n t K ( the posi t i on o f w h ich i sshow n on page 40) . In i t i al l y on l y the w e ight , ver ti ca l cent re o f g rav i ty (V .C.G. ) , ver ti ca l mo m entand f ree sur face mom ent co lum ns need be comp le ted. The remain in g co lum ns m ust be com ple tedi f the longi tu din al centre of grav i ty (L.C.G.) has to be taken in to accoun t . Such a table is sho w ncom ple ted i n each o f the l oad ing co nd i t i on s deta i l ed i n Par t II I.

W eights and Centr es of Liquid s

The max imum weight wh ich can be car r i ed i n each tank and the cent re o f g rav i ty , bo th ver t i ca l l yabove po in t K and long i tud in a l l y , are show n i n the tab les on p age 42. W here a tank i s par tl y f i l l ed ,the actual w eight of the contents sho uld b e est im ated, or taken from tank cal ibrat ion tables. TheV.C.G . m ay be taken as tha t fo r the fu l l tank , o r de termi ned f rom tank ca l i b ra t i on tab les. The L .C.G .

m ay be taken as that of the fu l l tank, or determi ned f rom tank cal ibrat ion tabl es.

W eight s and Centr es of Soli ds

O ther w eights, such as those of f i shin g gear , equip m ent, beam s, f ish, ice, bo xes, stores, c rew andthei r ef fec ts sho ul d be in c lu ded . I f do ub t ex ists as to the w eight or centre of grav i ty of an i tem , anexaminat ion of the loading condi t ions in Par t I I I and the reference data in Par t IV should prov ideguid ance as to l i k ely f igu res.

M inor alterat ion s to t he vessel

W here m ino r a l te rat i ons have been carr i ed ou t w h ich do not j ust i fy rev i sion o f the bo ok (refer toM CA for conf i rm ation on th i s po in t ), these sho u ld have been recorded on page 44 and to ta l l ed . The

to tal s shou ld be i nc lu ded in the Con d i t i on tab le .

Free surface eff ects

Free sur face ef fec ts, that is the lo ss of t ransverse stabi l i ty du e to l iqu id s m ov ing w i th i n tank s ore l sew here , o r l oo se f i sh and ent ra ined w ater mo v ing w i th in the po und ed areas as m ay happen w i thsom e ind ust r i al ca tches, a re taken in to account i n the f ree sur face m om ent co lum n o f the Cond i t i ontable. For each tank con tain in g l iqu id , w here the sur face is below the top o f the tank, a f ree sur facem om ent shou ld be ob tained f rom the tank tab les on page 42 o r f rom tank ca l i b ra ti on tab les (i favai lab le). Sim i l ar ly w hen in du str ia l catch is car r ied, the f ree sur face m om ents for those areas of theho ld w h ich m ust be po und ed o f f w hen stow ing the ca tch , are to be i nc l uded in the free sur facem om ent co lu m n. The e f fec ts o f f ree sur faces shou ld be add ed to the KG tha t has been ca l cu la ted fo r

the v essel an d al l i t carr ies (KG SO LID ) and th i s w i l l g i ve KG FLUID

KG (ie Ver t ical centre of gravity o f the vessel above datum K)

The KG of the vessel, KG(SOLID) = Sum of vertical moments of weight about K / Displacement ofthe vessel.

However, to take account of the free surface effects of fluids, a fluid KG is determined thus,

KG (FLUID ) = KG(SOLID) + Sum o f f ree su r f ac e m om en tsVesse l D isp lacement

For acceptable stabi l i ty the KG (FLUID) m ust no t exceed the M ax imu m Permissib le KG (see over ).


22/52



LCG (ie Longi tudinal Centre of Gr avi ty)

The LCG o f the vesse l = Sum of l ong i tud in a l mo m ents o f w e ight abou t a da tum (genera l l y theafter perpend icul ar (AP) see def in i t ion s page 5 )/D isplacemen t of the vessel

Free sur face ef fec ts on the LCG po si t ion can be i gno red.

M aximum Permissible KG

T h i s i s t he max i m um v a l ue abov e w h i c h t he K G (FLUID ) m ust no t r i se and i s de termin ed f rom the notesand d i agram on p ages 23 and 24 .

CON DITION TABLE

ItemWeight

(T)

V.C.G*

Above K(m)

Vertical

Moment(Tm)

Free Surface

Moment(Tm)

L.C.G*

From A.P.(m)

Longl.

Moment(Tm)

Col 1 Col 2 Col 3Col 4

(C.2 x C.3)Col 5 Col 6

Col 7

(C.2 x C.6)

OilFuel

- D.B. P & S

- AFT P & S

Fresh Water P & S

Water Ballast - F.P.

Stern P & S

Minor Tanks

Stores

Crew andEffects

R.S.W. - Centre

Fishing gear, nets,

beams, etc.

Hold - fish

Ice Locker

Minor alterations to vessel

Deadweight (total)

Lightship

Displacement (total)

Free surface moment correction (FSM) Total FSM (col 5) / Displacement

KGSOLID = VCG of Displacement (total)

KGFLUID = KGSOLID + FSM correctionFor satisfactory stability KG FLUID must be less thanthe Maximum permissible KG (see sketch on page

24)

*Where centres of Gravity for the full tanks are to be used, irrespective of actual contents, these should beinserted beforehand for the benefit of the user


23/52



Trim Correction

The table for the calculation of trim need only be inserted if the curves for Maximum PermissibleKG are based on trim, instead of LCG as presented on page 24

TRIM CALCULATION

From the Hydrostatic data on page 46 and for a trim = ..m

At a vessel displacement of Tonnes

Longitudinal centre of buoyancy LCB = m forward of the AP

Moment to change trim one centimetre MCT = Tm

From table on preceding page LCG of vessel = m forward of the AP

Trim correction:

= [Displacement x (L.C.G. L.C.B.)] / 100 x M.C.T.1cm = m

Actual Trim = Trim + Trim correction

U SE O F TH E M AXI M U M PERM ISSIBLE KG CU RVES (see ov erleaf)

M e th o d : -

1 W here the vessel is no t heav i ly t r im m ed, i .e. such that the LCG or t r im l ies w i th in the rangeof values sho w n o n the curves, a qu ick check can b e m ade by pl ot t ing the vessel sd i sp lacem ent and KG (FLUID) on the d iagram for tha t cond i t i on . I f the po in t p lo t ted l i es be lowthe low est curve, the stabi l i ty and f reeboard are acceptable.

2 I f the p lo t ted po in t l i es w i th in the range o f curves or abov e, then the stab i l i t y and /orf reeboard depend u pon the posi t i on o f L.C.G. and hence t r im.

For the vesse l i n a Cond i t i on w i th a va lue o f LCG or t r im , the max imum permiss ib le KGw i l l be be tw een t he two c u r v es hav i ng LCG o r t r i m v a l ues abov e and b e l ow the Cond i t i on LCG o r t ri m .

A t the Cond i t i on d i sp lacem ent , values o f m ax im um perm issib l e KG are l i f ted from these tw ocurves. Then ei ther take the lesser value, or for greater accuracy in terpol ate accordi ng to theac tua l LCG o r t ri m .

The m ax im um perm issib le KG m ust no t be l ess than KG (FLUID)

Exam pl e :-

Supp ose the Con d i t i on tab le g i ves d i sp lacem ent = 381 tonnes and KG (FLUID) 3.35m .

1 T he p l o t o f d i sp l ac em en t = 381 t onnes and K G (FLUID ) = 3 .35m l i es abov e the l ow est cu r v eand i t i s therefore necessary to take accoun t of the pos i t ion o f LCG an d h ence t r im .

2 Co l um ns 6 and 7 o f t he Cond i t i on t ab l e m ust then be c om p l e ted t o de te rm i ne LCG . (LCG i sthen u sed in the above tab le to d e termi ne t r im) .

Supp ose LCG or t r im i s ca l cu la ted as 10.22 / m .

At the Cond i t i on d i sp lacemen t o f 381 tonn es, the curve o f :

L C G o r t ri m = 1 0 . 0 m / m g i ve s a m a x i m u m p e rm i ssi b l e KG = 3 . 3 9 m , a n d th e c u rv e o f LC G o rtr i m = 1 0 . 5 m / .m g i ve s a m a xi m u m p e rm i ssi b l e K G = 3 . 4 8 m .


24/52




25/52



In th is exam ple the KG (FLUID) = 3 .35m . i s no t h i ghe r than e i the r v al ue , and t he Cond i t i on i stherefore acceptable for s tabi l i ty and f reebo ard.

H ow ever fo r g reater accuracy , by i n te rpo la t i on ,

Max permissible KG = (10.22 - 10.0) (3.48 - 3.39) + 3.39 = 3.43m when LCG/trim =10.22m/m(10.5 - 10.0)

Maximum Permissible KG Curves

Example.L.C.G. = 10.22m fwd. of the A.P.

KG (max) = 3.43m

Example, Displacement = 381 tonnes

DeficientStability

AcceptableStability

KG in metres

3.2 3.4 3.6 3.8

30

36

34

32

28

26

Draught-bottomo

fkeel

amidshipsindecimetres

L.C.BforwardofA.P.

inmetres

MCTintonnemetres

Displacementintonnes

Deadweight

intonnes

0

50

100

150

400

350

300

10.4

10.5

10.6

10.7

10.8

2.1

2.2

2.3

2.4

2.5

2.6

2.7

2.8

2.9

3.0

L.C.G=10.5m

L.C.G

=10.0m

L.C.G=9.5m

L.C.G=9.0m

ExampleKG(fluid)=3.35m

N o t e 1 For N otes on usage, see prev iou s pageN o t e 2 The hydrostat ic scales are for the vessel f loat ing at an actual tr im, but are suff ic iently

accurate for th is check .

N o t e 3 In l ieu of curves, the data m ay be presented in a tabul ar form at

Footnotes

The hor izonta l sect ions of the curves represent a l im i ta t ion on s tern f reeboard, ie the knuck les represent the combinat ionso f d i sp l acemen t and L . C . G . wh i ch g i ve t he m i n i mum recommended s t e rn f reeboard . A s i m i l a r l i m i t a t i on cou l d bei nco rpo ra t ed , f o r bow he i gh t w here head t r i ms occu r , f o r a ft f reeboard w here a ft t r i ms occu r o r f o r m i n i mu m f reeboardrequ i remen t s .

I f cu rves a re p rov i ded f o r co ns tan t t ri m ra the r t han L . C .G . t hen t he Cond i t i on t ab l es shou l d b e f o l l ow ed by a t r i mca l cu l a ti on as show n on t he p rev i ou s page and t he scal es f o r LCB & M TC1cm i nc l ud ed as above .

O w ners, o r nava l a rch i t ec t s, may op t f o r a si ng l e cu rve t o s i mp l i f y t he p resen t a ti on . W here such a cu rve i s co r rec t f o r on l ya s ing le L.C.G. or t r im, that L .C.G or t r im should be s ta ted, and i t must be apparent that there i s a suf f i c ient marg in ofstab i l i t y to ensure c om pl iance w i th the cr i teria over the operat ing range of L .C.G . or t r im. A l ternat ive ly , an envelope curv e

can be show n f o r w h i ch t he app l i cab l e range o f L. C . G . o r t r i m shou l d be s ta ted .


26/52


27/52



V O Y A G E C Y C LE A SSU M PT IO N S

1 Voyage D u r at i on

. d ays betw een depar ture f rom por t and ar r i val on the f i sh in g groun ds. d ays on the f i sh ing groun ds

. d ays betw een depar ture f rom the f i sh in g ground s and ar ri va l i n por t

2 Ice

. tonn es o f c rushed b lo ck / fl ake /tube i ce are taken o n d eparture f rom por t and stow edin . pou nds to a l ev e l o f . m et res (f rom the deckhead).

The ice i s assum ed to m el t at the fo l lo w in g rate (percentages per day ).

unu sed i cei c e m i x ed w i t h f i sh i n t he

r at i o1 :2 * (by w e i gh t )

O n th e o u tw ard p art o f th e vo yage -----------------------

O n t he f i sh i ng g r ounds

O n the hom ew ard p a rt o f the v oy age

3 . O i l Fu e l* *

The vesse l i s assum ed to d epart f rom por t w i th . tonn es o f o i l fue l ( i e 98% of the tankcapac i ty ) and to arr i ve i n po r t w i th . tonn es (i e 10 % of the tank capac i ty ). Th i scor respon ds to a consum pt ion rate o f . ton nes per day b etw een po r t and the grounds ,and . tonnes per day w h i l s t on the groun ds , fo r the . day voyage.

4 Fresh W ater * *

The vessel is assum ed to dep ar t f rom po r t w i th . tonn es of f resh w ater (ie 98 % of thetank capac i ty ) and to ar r ive in po r t w i th . tonn es (ie 10 % of the tank capac i ty ) . Thiscor respon ds to a con sum pt ion rate o f . ton nes per day fo r the . day v oyage.

5 Stores

The vessel is assum ed to d epar t f rom po r t w i th . tonn es of stores of w hich .tonn es are consum able , and to arr i ve i n p or t w i th . tonnes , cor respo nd i ng to a

consum pt ion rate o f . tonn es per day fo r the . day voyage.

* A greater proportion of fish may be appropriate to shorter voyages, etc, as decided by the Owner.

**The assumption stated is the basic one to be made. Limitations on the usage of oil fuel or fresh water areconsidered to be undesirable and should be avoided wherever possible.


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LOA D IN G CO N D ITIO N S, Stabi l i ty Cri ter ia and Freeboard (new and exist ing f ishing vessels of upto 24m in Registered Length and existing fi shin g vessels, (bui lt pri or 1 January 199 9) of RegisteredLength 24 m and above). For the infor mat ion of the Consul tant only.

Loading con di t ions

A stabi l i ty statemen t and d iagram sho uld be prov i ded for the usual con di t io n of the vessel . A l i st ofcond i t i ons i s g i ven b e low how ever, par ti cu la r vesse ls m ay be sub j ec t to d i f fer i ng con d i t i on s to thoseappro pr iate at the t im e the stabi l i ty c r i ter ia w ere establ ished, e.g. h i gher catch w eights on d eck, and,w here such hazards are an t i c i pa ted, add i t i on a l cond i t i ons shou ld be i n c luded:

(a) in the l ightship con di t io n:the vesse l sho u ld be assum ed to be em pty except fo r system f l u ids . The w e ight and po si t i onof the centre of grav i ty of any p erm anent bal last and f ishin g gear sho uld be in di cated;

(b) in each o f the fo l low ing c i rcum stances so far as they m ay be appl i cable to the vessel in i tsforeseeable operat ing condi t ions:

(i ) on depar ture f rom po r t:

the vessel sho ul d b e assum ed to b e loaded , ready fo r depar ture;(i i ) on ar r ival at f i shin g groun ds:

as sub -paragraph (i ) abo ve bu t w i th fu el , w ater , i ce and s tores approp r iately redu ced;

(i i i ) on ar r ival at f i shi ng groun ds:as sub -paragraph (i i ) above bu t w i th the appropr ia te i c i ng-up a l l ow ance;

( i v ) on depar ture f rom f i sh in g ground s:

vesse l l oaded w i th i t s max imum catch but account taken o f the consumpt ion o f fue l ,w ater, i ce and stores;

v ) on depar ture f rom f i sh in g ground s:as sub -paragraph (i v ) abov e bu t w i th the app ropr ia te i c i ng -up a l l ow ance;

(v i ) on depar ture f rom f i sh in g ground s:as sub -paragraph (i v ) abov e but w i th on l y 20 % of i t s m ax im um catch ;

(v i i ) on depar ture f rom f i sh in g ground s:as sub -paragraph (v i ) abov e bu t w i th he app ropr ia te i c i ng -up a l l ow ance;

(v i i i ) on arr i va l a t po r t w i th max im um catch :account shou ld be taken o f the con sum pt ion o f fue l , w ater , i ce and s tores;

(i x ) on ar ri v a l a t po r t w i t h 20% m ax i mum c a tc h :accoun t shou ld be taken o f the con sum pt ion o f fue l , w ater , i ce and stores;

(x) i f any par t of the catch norm al ly rem ains on deck, fur ther statem ents and diagrams

apper ta in ing to that condi t ion in a l l the appropr iate c i rcumstances set out in sub-paragraph s (iv ) to (ix ) inc lu sive sho ul d be p rov id ed;

(x i ) i f abo ve deck fish ho pp ers or other ar rangem ents for hold i ng catch pr ior to stow age areprov ided and the capac i ty exceeds 1 .5 m 3 , then co nd i t i ons based o n ( i i ) and (v i ) above,w i th the hop pers fu l l , sho u ld be prov i ded fo r the i n fo rm ation o f the Sk ipp er .

The total free surface correction for the effect of liquid in tanks should be applied to each loadingcondition set out in the foregoing provisions of this paragraph. The free surface correction shouldtake into account the amounts of fuel, lubricating oil, feed and fresh water in the vessel in eachsuch loading condition.

W here prov i sion is m ade in a p ar ticul ar area of the vessel for the w ashin g and c leanin g of the catchw hi ch co ul d lead to an accum ulat io n o f loo se w ater a fur ther statement and diagram shou ld beprov ided appro pr iate to that cond i t ion w hi ch takes into acco un t the adverse effec ts of such lo ose

w ater , i t being assum ed that :


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(i ) the amo unt o f l oo se w ater on deck i s de term ined by the si ze and d i spos i t i on o f theretain i ng dev i ces (see also W ork i ng Ins truc t ion s i tem 17 ); and

(i i ) in a l l other respects the vessel is load ed in accord ance w i th (iv ) or (v i ) abov e, w hi chever isthe less favourab le w i th regard to the vessels stabi l i ty .

Stability Criteria

Vessels should, for the operating conditions and circumstances set out above including icingallowances when applicable, and in all foreseeable operating conditions, satisfy the followingstability criteria after due correction for the free surface effects of liquids in tanks:

a) the area under the curve of righting levers (GZ curve) should not be less than:

i) 0.055 metre-radians up to an angle of 30 degrees;ii) 0.090 metre-radians up to an angle of 40 degrees or such lesser angle of

heel at which the lower edges of any openings in the hull, superstructures,deckhouses or companionways, being openings that cannot be closed

weathertight, are immersed;iii) 0.030 metre-radians between the angles of heel of 30 degrees and 40degrees or such lesser angle as defined in (ii) above;

b) the righting lever (GZ) should be at least 0.20 metres at an angle of heel equal toor greater than 30 degrees;

c) the maximum righting lever (GZ) should occur at an angle of heel not less than 25degrees;

d) in the upright position the transverse metacentric height (GM) should not be lessthan 0.35 metres;

For vessels engaged on single or twin boom fishing the values of dynamic stability, righting leverand metacentric height given in paragraphs 3.1.2.1 a), b) and d) respectively should be increasedby 20%.

Freeboard

Every vessel should be so designed, constructed and operated as to ensure that in allforeseeable operating conditions the freeboard will be adequate to provide:

i) compliance with the stability criteria set out in this section;ii) appropriate safety for the crew working on deck;

iii) appropriate safety to the vessel from the entry of water into enclosed spaceshaving regard to the closing appliances fitted

The minimum freeboard at any point along the freeboard deck should be not less than:

Hmin = LBP/40 (where LBP is length between perpendiculars)

The minimum freeboard criteria should be checked at the time of initial build, flag in or aftersubstantial modifications have been made to the vessel. At renewal survey the minimumfreeboard should be not less than that required to comply with the stability criteria or 300mm,whichever is greater.


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Where a vessel is fitted with bulwarks of at least 1 metre high, extending at least 0.15L abaft theforward perpendicular, the minimum bow height of the freeboard deck above the deepestoperational waterline at the forward perpendicular should be not less than:

Hfmin = 0.75 + 6.6LBP/240

Where the bulwark height is less than 1 metre, the minimum bow height should be increasedaccordingly.

Hfmin may, in cases where a weathertight forecastle is fitted that extends at least 0.07LBP abaftthe forward perpendicular, be measured to the top of the forecastle deck plating.

The minimum freeboard aft (measured at the after perpendicular) should not be less than:

Hamin = 0.24 + LBP/37.5

For vessels with shelters, that do not meet the minimum freeboard requirement, then suchshelters should be of weathertight construction up to the next deck level (ie. with weathertightdoors and hatches, no permanent openings or freeing ports but with suitable drainage beingprovided).

Additionally for vessels with particular modes of operation, in which the application of the aboveminimum freeboard criteria are considered to be unrealistic, then the arrangements may bespecially considered and accepted by the Certifying Authority provided that equivalent safety ismaintained.

In such circumstances the coaming heights of doors, hatches, ventilators and air pipes wouldneed to be raised above the rule minimum by an amount equivalent to the freeboard deficiency.

The freeboards on existing vessels will continue to be accepted providing they are maintained inaccordance with The Fishing Vessels (Safety Provisions) Rules 1975.


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LOADING CONDITIONS, Stabi l i ty Criter ia, Freeboard, Flooding of Fish Holds, Part icular FishingM ethods, Severe W ind and Roll ing and W ater on D eck - (new f ishing vessels of Registered Length24m and above). For t he inform at ion of the Consul tant only.

(1) The number and type of operating conditions to be considered shall be to the satisfaction of theMCA and shall include the following, as appropriate:

(a) departure for the fishing grounds with full fuel, stores, ice, fishing gear, etc.;

(b) departure from the fishing grounds with full catch;

(c) arrival at home port with full catch and 10 per cent stores, fuel, etc.; and

(d) arrival at home port with 10 per cent stores, fuel, etc. and a minimum catch which shallnormally be 20 per cent of full catch but may be up to 40 per cent provided the MCA issatisfied that operating patterns justify such a value.

In addition for vessels operating in the Northern Region, in the period 1 November to 30 April, thefollowing operating conditions shall also be considered:

(e) operating condition (b), (c) or (d), whichever produces the lowest values of the stability

parameters contained In the stability criteria listed below, shall be calculated includingallowances for ice accretion as outlined earlier in the book (within the working instructions).

(f) for purse seiners, depart from fishing grounds with the fishing gear, no catch and 30%stores, fuel, etc., including allowance for ice accretion as outlined earlier in the book (within theworking instructions).

(2) In addition to the specific operating conditions given in paragraph (1) the MCA shall also besatisfied that the minimum stability criteria given below are met under all other actual operatingconditions including those which produce the lowest values of the stability parameterscontained in these criteria. The MCA shall also be satisfied that those special conditionsassociated with a change in the vessel's mode or areas of operation which affect the stabilityconsiderations of this section are taken into account.

(3) Concerning the conditions referred to in paragraph (1), the calculations shall include thefollowing:

(a) allowance for the weight of the wet fishing nets and tackle, etc. on the deck;

(b) allowance for ice accretion, if anticipated;

(c) homogeneous distribution of the catch, unless this is inconsistent with practice;

(d) catch on deck, if anticipated, in operating conditions referred to in paragraph (l)(b)and (c) and paragraph (2);

(e) water ballast if carried either in tanks which are especially provided for this purposeor in other tanks also equipped for carrying water ballast; and

(f) allowance for the free surface effect of liquids and, if applicable, catch carried.

Stability criteria

(1) The following minimum stability criteria shall be met unless the MCA is satisfied that operatingexperience justifies departures therefrom. Any departure from the required minimum criteria, shall besubject to the procedure of Article 4 of EU directive 2002/35/EC.

(a) the area under the righting lever curve (GZ curve) shall not be less than 0.055 metre-radians upto 30 degrees angle of heel and not less than 0.090 metre-radians up to 40 degrees or theangle of flooding qf if this angle is less than 40 degrees. Additionally, the area under the rightinglever curve (GZ curve) between the angles of heel of 30 degrees and 40 degrees or between 30degrees and qf, if this angle is less than 40 degrees shall not be less than 0.030 metre-radians.qf is the angle of heel at which openings in the hull, superstructure or deckhouses which c annot


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rapidly be closed weathertight commence to immerse. In applying this criterion, small openingsthrough which progressive flooding cannot take place need not be considered as open;

(b) the righting level GZ shall be at least 200 millimetres at an angle of heel equal to or greater than30 degrees,

(c) the maximum righting lever GZ max shall occur at an angle of heel preferably exceeding 30

degrees but not less than 25 degrees;

(d) the initial metacentric height GM shall not be less than 350 millimetres for single deck vessels.In vessels with complete superstructure the metacentric height may be reduced to thesatisfaction of the MCA but in no case shall be less than 150 millimetres. Reduction in themetacentric height, if allowed by MCA, shall be subject to the procedure of Article 4 of EUdirective 2002/35/EC.

(2) Where arrangements other than bilge keels are provided to limit the angles of roll, the MCA shallbe satisfied that the stability criteria given in paragraph (1) are maintained in all operating conditions.

(3) Where ballast is provided to ensure compliance with paragraph (1), its nature and arrangementshall be to the satisfaction of the MCA. In vessels with a length of less than 45 m, such ballast shall

be permanent. Where ballast is permanent, it shall be solid and fixed securely in the vessel. TheMCA may accept liquid ballast, stored in completely filled tanks which are not connected to anypumping system of the vessel. If liquid ballast is used as permanent ballast to ensure compliancewith paragraph (1), details shall be included in the Certificate of Compliance and in the stabilitybooklet. Permanent ballast shall not be removed from the ship or relocated without the approval ofthe MCA.

Freeboard and minimum bow height

Bow height

The bow height shall be sufficient, to prevent the excessive shipping of water. For vessels operating

in restricted areas not more than 10 miles from the coast, the minimum bow height shall be to thesatisfaction of the MCA, and be determined taking account of the seasonal weather conditions, thesea states in which the vessel will operate, the type of vessel and its mode of operation.

For vessels operating in all other areas:

1. where, during the fishing operations, the catch has to be stowed into the fish holds viahatchways, which are situated on an exposed working deck forward of the deckhouse orsuperstructure, the minimum bow height shall be calculated in accordance with the method ofcalculation, contained in recommendation 4 in attachment 3 to the Final Act of the Torremolinosconference; (See Guidance on a method of calculation of bow height below)

2. where, during the fishing operations, the catch has to be stowed into the fish holds via

hatchways, which are situated on an exposed working deck protected by a deckhouse orsuperstructure, the minimum bow height shall be in accordance with regulation 39 of annex I tothe International Loadline Convention 1966, but should not be less than 2000 mm. In this respectthe maximum permissible operating draught is to be regarded in place of the assigned summerfreeboard.

Maximum permissible operating draught

A maximum permissible operating draught shall be approved by the MCA and shall be such that, inthe associated operating condition, the stability criteria detailed above are satisfied.

Subdivision and damage stability

Vessels of 100 metres in length and over, where the total number of persons carried is 100 or more,

shall be capable, of remaining afloat with positive stability, after the flooding of any one compartmentassumed damaged, having regard to the type of vessel, the intended service and area of operation.


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Calculations are to be carried out in accordance with the guidance in recommendation 5 inattachment 3 to the Final Act of the Torremolinos conference;

Bulwarks, rails and guards

Efficient bulwarks or guardrails shall be fitted on all exposed parts of the working deck and on

superstructure decks if they are working platforms. The height of bulwarks or guardrails above deckshall be at least 1 metre. Where this height would interfere with the normal operation of the vessel, alesser height may be approved by the MCA.

The minimum vertical distance from the deepest operating waterline to the lowest point of the top ofthe bulwark, or to the edge of the working deck if guard rails are fitted shall ensure adequateprotection of the crew from water shipped on deck, taking into account the sea states and theweather conditions in which the vessel may operate, the areas of operation, type of vessel and itsmethod of fishing. The freeboard measured amid ships from the edge of the working deck fromwhich fishing is undertaken, shall not be less than 300 mm or not less than the freeboardcorresponding with the maximum permissible draught, whichever is the greater. For vessels withsheltered working decks, which are so arranged that water will not enter the sheltered working

spaces no minimum freeboard other than the one corresponding with the maximum permissibledraught is required.

Guidance on a method of calculation of bow height

The bow height is defined as the vertical distance from the deepest waterline to the top of thehighest exposed deck measured at the forward perpendicular

The determination of the bow height (HB) required may be based upon the following formula:

HB = K1 L(1 + L/K2)

Where L is the length of the vessel in metres, and

K1 and K2 are the coefficients depending upon areas of operation and L as follows:

Area of operation L K1 K2

Extreme conditions withL = or > 24m but < 110m 0.09 -270

significant wave height

up to and including 8m

L = or > 110m 4.959/L 600

Extreme conditions withL = or > 24m but < 110m 0.117 -220

significant wave heightabove 8m

L = or > 110m 5.991/L 1484

The designer should consult with MCA to establish which of the above is applicable for the vesselconsidering expected sea and weather conditions in particular fishing areas.

Where the bow height is obtained by sheer, this should extend from the stem for a length of atleast 0.15L abaft of the forward perpendicular. Where it is obtained by fitting a forecastle, suchforecastle should extend from the stem at least 0.07L abaft the forward perpendicular. However,

where the length of the forecastle exceeds 0.15L due consideration should be given to the fittingof a bulkhead with adequate closing appliances. If no such bulkhead is fitted adequatearrangements should be provided for removing water from the open forecastle.


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Where a bulwark is fitted this may be taken into account for a height of 1 metre provided that thebulwark extends from the stem to a point at least 0.15L abaft the forward perpendicular.

When a vessel is always trimmed by the stern in service conditions, the minimum trim may beallowed in the calculation of the bow height.

Flooding of fish-holdsThe angle of heel at which progressive flooding of fish-holds could occur through hatches whichremain open during fishing operations and which cannot rapidly be closed shall be at least 20degrees unless the stability criteria detailed above can be satisfied with the respective fish-holdspartially or completely flooded.

Particular fishing methods

Vessels engaged in particular fishing methods where additional external forces are imposed on thevessel during fishing operations, shall meet the stability criteria detailed above increased, ifnecessary, to the satisfaction of the MCA.

Vessels engaged in beam trawling shall comply with the following increased stability criteria:

(a) the criteria for areas under the righting lever curve and for the righting levers as given in (1)(a)and (b) above shall be increased by 20%;

(b) the metacentric height shall not be less than 500mm

(c) the criteria as given under (a) shall be applicable only to vessels with an installed propulsionpower not exceeding in kilowatts as given in the following formulas:

- N = 0.6 Ls2 for vessels with a length of 35 m or less, and

- N = 0.7 Ls2 for vessels with a length of 37 m and over,

- at intermediate length of the vessel the coefficient for Ls has to be obtained by interpolation inbetween 0.6 and 0.7,

-Ls is the overall length according to the tonnage certificate.

If the installed propulsion power exceeds the values for the standard propulsion power given inthe above formulas the criteria as mentioned under (a) shall be increased directly proportional tothe higher propulsion power.

The MCA shall be satisfied that the above increased stability criteria for beam trawlers are met inall of the operating conditions that have been detailed above.

For the calculation of the stability, the derrick booms shall be assumed to be hoisted up to anangle of 45 degrees with the horizontal.

Severe wind and rolling

Vessels shall be able to withstand, to the satisfaction of the MCA, the effect of severe wind androlling in associated sea conditions taking account of the seasonal weather conditions, the seastates in which the vessel will operate, the type of vessel and its mode of operation. The relevantcalculations shall be carried out in accordance with the IMO Code on Intact Stability for all types ofShips.

Water on deck

Vessels shall be able to withstand, to the satisfaction of the MCA, the effect of water on deck, takingaccount of the seasonal weather conditions, the sea states in which the vessel will operate, the typeof vessel and its mode of operation.


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C O N D I TIO N N o .

TITLE of CO N D ITION

Sketch o f vesse l show ing w here D eadw eight i tem s are l oca ted:

K

RSW Tanks P&S

RSW Centre

Tank

OF. Tank

WB.

S

S.G.

WB.

P

O.F.D.B Tank under

Fish

Hold

O.F.D.B Tank under

OF. Tank

Net store

Net store at CL.

OF. Tks P&S

Stern

Tks.

W.B. P&S

O.F.D.B Tanks P&S

FishHold

Aft Peak

(Dry)

RSW Tank S

RSW Tank P

Engine room

F.W D.B Tanks P

F.W D.B Tanks S

Fore

PeakW.B.

Dk.

Str.Accommodation

RSWCentre

Tank

Engine room

F.W D.B Tanks P&S

Wheelhouse

Fwd.Store

Fore

Peak

W.B.

For cond i t io n table see over leaf

Not es for Sketch and condi t ion tab le

* I t i s recom m ended that an ext reme af t pos it ion, such as the A.P be used as the longi tu d in a l datum , thu sperm i t t i ng t he use o f a s i ng l e moment co l umn w i t hou t t he comp l i ca t i on o f summi ng pos i t i ve and nega t i vem om ents (apart perhaps f rom stern tanks). W here am idship s i s used as the datum , forw ard and aft shou ld bedeemed pos i t i ve and n egat i ve respec t i ve l y , and separa te m om ent co l um ns p rov i ded .

For tanks s tate the nature o f the con tents and any rest r i c ted or par t ia l usage

I f a co l ou r co de i s adop t ed f o r i nd i ca ti ng t he con t en t s o f t anks et c ., the f o l l ow i ng co l ou rs shou l d be u sed , b row nfor fue l o i l , b lue for f resh w ater , green for sea water and R.S.W . and y e l low for i ce. The prof i le (and p lan v iew i fcons i de red necessary ) shou l d be m arked up i n acco rd ance w i t h t h i s co l ou r code

A.P. F.P.


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Condit ion Table

ITEM CodeWeight

(T)

V.C.G*

Above K(m)

Vertical

Moment(Tm)

Free Surface

Moment(Tm)

L.C.G*

From A.P.(m)

Longl.

Moment(Tm)

Col 1 Col 2 Col 3 Col 4Col 5

(C.3 x C.4)Col 6 Col 7

Col 8(C.3 x C.7)

Oil

Fuel- D.B. P & S

- AFT P & S

Fresh Water P & S

Water Ballast - F.P.

Stern P & S

Minor Tanks

Stores

Crew andEffects

R.S.W. -Centre

RSW P&S

Fishing gear, nets,beams, etc.

Hold - fish

Ice Locker

Minor alterations to vessel

Deadweight (total)

Lightship

Displacement (total)

Free surface moment correction (FSM) Total FSM (col 6) / Displacement (total)

KGSOLID = VCG of Displacement (total)

KGFLUID = KGSOLID + FSM correction


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Condi t ion N o. .

SAILIN G STATE

* D raught a f t ( to the un ders ide o f kee l a t t he a ft d raught m arks) =

* D r augh t f o r w a r d (t o t he und e r si de o f kee l a t t he f o r w a r d d r augh t m ar ks) =

* M ean d r augh t (t o t he und e r si de o f kee l am i dsh i ps L . B .P .) =

* I nd i ca t ed t r i m (= d r augh t a f t - d r augh t f o r w a r d ) =

* A c t u a l t ri m (= i n d i c a te d t ri m r ak e o f k e e l ) =

T ransverse m etacent r i c he igh t cor rec ted for f ree sur face, G M (Flu i d) =

F t he ang l e a t w h i ch t he l ow er edge o f any op en i ng w i t hou t W . T . c l osu r e i m m er ses =

Angle of heel in degrees

30

0.4

0.3

0.2

0.1

0

0 10 20

0.9

0.8

0.7

0.6

0.5

Rightinglever, GZ

in metres

InitialGM(

fluid)

40 50 60 70

57.3

F

* The datums from which trim and draught are measured should be clearly stated. The relationshipbetween the datum for draught marks and the datum for hydrostatic data, the draught mark positions, F.P.,

A.P., Amidships and K should be explained in Part IV by means of a sketch (see diagram on page 40)


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SU M M ARY O F STABILITY M in im um

Required*

Actua l

value

A r ea unde r r i gh t i ng l eve r (G Z ) cu r ve up t o 3 0 o 0 . 0 5 5 m . R .

Area under r i gh t i ng l ever (GZ) curve up to the l esser o f 40 o an d

F * * 0 . 0 9 0 m . R .

A r ea unde r r i gh t i ng l eve r (G Z ) cu r ve f rom 30 o t o the l esser o f 4 0 o

a nd F * *0 . 0 3 0 m . R .

M a x i m u m r i gh t i n g l ev e r (G Z ) b e t w e e n 3 0 o a n d 9 0 o 0 . 2 0 m

A n g l e o f hee l a t w h i ch m ax i m um r i gh t i ng l eve r (G Z ) occu r s 25 o

T r ansve r se m e t acen t r i c he i gh t [ G M ( Fl u i d ) ] 0 . 35m

SU M M ARY O F FREEBO ARD M i n i m u m

Required

Actua l

Value

B ow he i gh t , f rom t op o f f reeboa r d / f o r ecast l e deck t o w a te r l i ne a t the

F.P.M i n i m um Fr eeboa r d fr om t op o f the f reeboa r d d eck a t si de t o t he

w a t e rl i ne a t . .

F reeboa r d a f t fr om t op o f t he . deck a t si de t o t he w a te r l i ne a t

the A .P.

* For vessels engaged in single or twin boom fishing, all criteria except the angle of heel at which maximumGZ occurs, are to be increased. See stability criteria pages 28 and 30.An increase in criteria appropriate tothe size and age of the vessel should be utilised

** Reference to F can b e om i t ted w hen d ow n f l ood i ng do es no t occu r a t a hee l ang l e o f l ess t han 40 o


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PART III (B)

VO YAG E CYCLE ..

N o t e s

In view of the seasonal nature of some fisheries and the greater versatility built into some modern vessels

as regards fishing gear and stowage methods, in some cases it will be necessary to provide severalvoyage cycles. The pattern should follow that of Part III(A) and be self-contained for the convenience ofthe user. For example, a change from trawling to seining may require the removal of trawling gear and the

fitting of seining gear thus modifying the lightship and all subsequent conditions. (In such cases thederivation of the alternative lightship should be itemised as the first loading conditions of the alternativevoyage cycle.) A second example would be that of a vessel normally boxing the catch with ice, but with the

alternative of industrial catches with a much better lower stowage rate, and hence substantial differences infreeboard, stability and trim. However where the provision of a complete voyage cycle would require therepetition of loading conditions identical to those in earlier voyage cycles a simple cross reference will

suffice.

Where particular pound erection or tank filling or emptying sequences are necessary these should be

detailed in the Working Instructions and need not be repeated in the voyage cycle, apart from a crossreference thereto.


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PART IV

REFEREN CE IN FO RM ATIO N


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Section throughkeel amidships

Aft draughtmark datum

FWD draught markdatum

Aft draught

Forward DraughtAft Draught

Line of undersideofkeel

Lineofundersideofkeel

'a' metres

Base Line

AP

FPAP

Base Line

Design Base Line

K

Design Base Line

(Hydrostatic Data)

Hydrostatic Data should be related to the DraughtMark readings, underside of keel amidships and

design base line amidships.

Detail showing Base Line, passing

through lowest point of keel

K

Example Showing Relationship Between DraughtMark datums and Datum for Hydrostatic information.

N o t e s

1 Rake of keel = .m over L.B.P.2 K is at the bottom of the keel on the centreline at amidships (the mid point of L.B.P)3 Amidships is . mm. forward of frame ..4 The datum for longitudinal measurement is the A.P.5 The datum for vertical measurement is the design base line (hull moulded line amidships)


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Example showing calculations for trim and moulded draught amidships from fore and aftdraught mark readings. Vessel assumed to be trimmed by the stern, hydrostatic dataassumed to be based on moulded draft amidships

Waterline

bottomofkee

lline

Amidshipsdraught

marksdraught

marks

L/2L/2

FPAP

ponmlk

jihgf

edcba

Rake of keel/LBP = f/L = slope of keel line = SK

Slope of Waterline = (m-o)/(c+d) = SW

j = SK x e, i = SK x L/2 = f/2, h = SK(c+L/2), g = SK(L-a), p = o-(SW x e) = Draught at FP

Forward draught mark reading = o, After draught mark reading = m+g,

K = o+ SW(L/2+d), Draught at AP = k+g, n = o+(SW x d)

Bottom of keel (BOK) draught amidships = n+i

Draught for hydrostatics (Draught moulded amidships) = BOK draught amidships X mm

Trim = k-p

If the vessel dimensions are substituted within the above equations, simple relationships betweenthe draught mark readings, Trim and the draught for hydrostatic data may be obtained.


43/52



CA PACI TIES, CEN TRES AN D FREE SU RFACE M O M EN TS

Capaci ty OIL FUEL(S. R. = 1 . 1 9 m 3/t o n n e)(S. G . = 0 . 8 4 )

(m 3) ( tonnes)

L.C.G.F rom A . P .

(m )

V . C. G . A b o v edesign b ase

l ine (m )

Free SurfaceM o m e n t

( tonnes.m)

D .B. Tank Port ( f rs .. )

D .B. Tank Starbo ard ( f rs )

Af ter Tank Port ( f rs )

Af ter Tank Starboard ( frs )

FRESH W ATER (S. R. = 1 . 00 m 3/t o n n e) , (S.G . = 1 .0 0 )

D .B. Tank Port ( f rs )

D .B. Tank Starbo ard ( f rs )

W ATER BALLAST (S. R. = 0 . 976 m 3/t o n n e) , (S.G . = 1 .0 2 5 )

Fore Peak Tank

Stern Tan k Po rt ( f rs )

Stern Tank Starboard ( f rs)

M INO R TANKS

To t a l

STO RES

Forw ard Store ( f rs ) ---------

D eck Store ( f rs ) ---------

CREW AN D EFFECTS---------

R.S.W . (S. R. = 0 . 976 m 3/t o n n e) , (S.G . = 1 .0 2 5 )

R.S.W . Cent re ( f rs )

R.S.W . Port ( f rs)

R.S.W . Starboard ( f rs )

H O LD

F i sh & I ce m i xed(S. R. = 1 . 2 5 m 3/t o n n e)

---------

Bu l k F i sh w i t hou t i ceS. R. = 1 . 0 7 m 3/t o n n e

IC E LO CKERS (S. R. = 1 . 56 m 3/t o n n e fo r c ru sh ed b l o ck i c e)

N o s . 1 , 2 & 3 i n n e r , o u t e r, P & S ---------

N o . 1 c e n t re P & S ---------

Notes

Stowage rates and SG are typical figures only, the correct figures should be used as appropriate.Only 100% capacities have been shown however owners may wish to indicate additional data eg: 98%

capacities for oil fuelWhere free surface moments other than the maximum, are to be shown, the r

fvs stability book draft

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