INTRODUCTION
Upon request from XXX, The Department of Marine Technology, UTM has
carried out an Inclining Experiment and Stability Analysis on a 15.0 m Fishing Research
Boat (the boat), XXX, owned and operated by XXX. The boat was constructed by
Sumber Samudera Sdn. Bhd. in 1995.
This report presents the results of inclining experiment and stability analysis that
have been carried out by UTM. Its aim is to provide XXX with all necessary technical
information related to stability of the boat, as part of the required documentation to be
submitted to Jabatan Laut Malaysia for the purpose of registration and approval. All
experiment and analysis were carried out in accordance to the Standard Naval
Architecture procedure. The calculations were carried out based on the information, and
drawings provided by XXX with minimum amendment whenever necessary.
2. GENERAL PARTICULARS
The boat is used for fishing research purpose using stern trawler as it main fishing
mode. The boat is propelled by one single screw in-board engine and equipped with all
necessary facilities for 8 researchers/passengers and 3 crews. The speed of the boat
during its operation is approximately 10 knots.
The hull has a typical traditional fishing boat shape with Vee shape at forward
section, round bilge within midship region and U shape toward the aft section. The Lines
Plan drawing of the boat (scaled 1 : 50) is enclosed in Annex A.
2.3 General Arrangement
The General Arrangement drawing of the boat (as supplied by XXX) is enclosed in
Annex B. The boat is designed to accommodate 8 researchers/passengers and 3 crews.
The main engine is fitted at aft of midship with fuel tank of approximately 2.4 tonnes
capacity and fresh water tank of approximately 2 tonnes are both fitted at aft of midship.
The deckhouse was designed with adequate height to shelter the passenger and crew from
weather and located at forward of midship.
The hydrostatics particulars of the boat have been calculated (using Tribon Ship
Design Software) at several trim waterlines (as per lines plan drawing) up to 2.7 m draft.
The hydrostatics data and curves as enclosed in Annex C, comprised of all necessary
data required for stability calculation including Cross Curve of stability (KN curves) at
various heel angle and drafts.
3. INCLINING EXPERIMENT
4.1 Introduction
There has been no previous record on the boat’s weight and centre of gravity. It is
therefore necessary to conduct an inclining experiment in order to determine the correct
displacement and centre of gravity (KG and LCG) of the boat. The result of the inclining
experiment will then be used for the stability analysis at several anticipated or required
loading conditions. The procedure and results of the inclining experiment that has been
carried out is explained in the following sections.
The inclining experiment was conducted near to LKIM slipway at Kuala Nerus
River, Kuala Terengganu dated on 12th. May 2001 during high tide from 9.00 am to 12.00
pm. The boat was anchored freely against the current and considerable care has been
taken to ensure the boat is free from any unnecessary heeling restraint. The water and
wind condition is relatively calm with little disturbance from passing by boats. Water
density was measured as 0.972 tonne/m3.
3.3 Inclining Weight
wd
GM
tan
GM tan
Therefore, w
d
1.0 36.0 tan 2 0
3.0
0.419 tonnes
3.4 Preparation
The measurement was done using pendulums, which were located at three
different points (forward, middle and aft) as shown in Figure 1. 18 sandbags, weighing
47 kg each were used as the inclining weights (9 bags on each side weighing
approximately 423 kg). They were grouped into six piles identified as W1 to W6 each
group weighing 141kg. The locations of the sandbags piles are shown in Figure 2.
The size of fuel and fresh water tanks including the sounding level were measured
prior to the inclining experiment. 7 personnel were involved during the experiment and
the weight and position (LCG and VCG) of every personnel were measured and recorded.
Prior to the inclining experiment the draft level was measured at four locations
along the boat as indicated in Figure 3 and the draft at Perpendiculars and midship is
given below,
The pendulum readings were noted after each weight shift and these are indicated
in Table 2.
wd
From the pendulum readings in Table 3, three graphs verses tancan be
plot. See Figure 4.
From theory, the graph must be linear and pass troughs at zero point. Then,
compare the general equation with inclining equation, it found that the slope of the graph
is the GMFluid value.
General equation,
Y mX c
Where, m = slope of the graph
c = intersection with y-axis
Inclining equation,
wd
GM. tan
3.7 Result
From the inclining graph (shown in Figure 4), the GMFluid value for aft, center
and forward are 0.862 m, 0.861 m and 0.805 m respectively. From the result, its found
that results from aft and center pendulum are most reliable compared the result from
forward pendulum. There must be some error while taking the reading.
The main error is because of the pendulum was touched the Bekas while reading.
It became difficult to get the actual reading. It was also quite difficult to read the
pendulum deflection accurately because the pendulum was sometimes swinging in wind,
which was blowing from the bow direction. It is therefore decided to discard the reading
from the forward pendulum and rely on result from aft and center pendulum.
The GMFluid value of the aft and center pendulum were obtained as 0.862 m and
0.861 m. Those are called the GMFluid value because it was including the free surface
effect in the tank. It was note that diesel fuel tank was not completely emptied or full
during the experiment. So, its must corrected using formulation as follow.
The tank measurement (L x B) 1.95 m x 1.18 m and contains oil 0.74 m deep.
Volume of oil = 1.34 m3
Hence, after deduction with free surface correction, GMSolid for aft and center
pendulums are 0.856 m and 0.854 m respectively.
So that, the means of the aft and center pendulums was the GMSolid value of the
boat, which was obtained as 0.855 m.
From hydrostatic data as above, KGSolid value will simply calculated by using
formulation as follows :-
To find LCG,
To get the Lightship condition of the boat, a calculation to remove fresh water,
fuel, inclining weights and the person that involved in experiment from the boat as
inclined has been done. It found that the displacement for Lightship condition is 30.023
tonnes. The location of center of gravity for the boat is 0.137 m from midship and 1.896
m from keel. Where, the length of GMsolid is 0.970 m.
The same type of calculation also has been done to get the others condition such
as Departure, Operation and Arrival. From those calculations, it found that the
displacement for Departure, Operation and Arrival are 35.951 tonnes, 34.084 tonnes and
32.465 respectively. When the boat start to departure from the port, the location of center
of gravity is 0.325 m from midship and 1.875 m from keel. While Operation, the location
of center of gravity for the boat is 0.073 m from midship and 1.878 m from keel. Where,
when it arrived, the location of center of gravity is 0.149 m from midship and 1.881 m
from keel. The length of GMsolid for Departure, Operation and Arrival are 0.912 m, 0.915
m and 0.936 m respectively.
4.2 GZ Calculation
The righting arm (GZ) values will be calculated by using Cross Curve of stability
(KN curves). From KN curves, KN value at various displacements such as Lightship,
Departure, Operation and Arrival can be determined. The righting arm (GZ) values can
be determined by using formulation as below :-
GZ = KN – KG sin
The righting arm (GZ) values were calculated at various angle of up to 90 degrees
heel. The result is presented in tabulated form as in Table 4. The righting arm (GZ) curve
is shown Figure 5.
Table 4 KN and GZ values at various angle
KN (m) GZ (m)
θ
Lightship Departure Operation Arrival Lightship Departure Operation Arrival
0 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
10 0.550 0.525 0.525 0.525 0.183 0.165 0.160 0.159
20 1.000 1.000 1.000 1.000 0.276 0.290 0.281 0.280
30 1.400 1.400 1.400 1.400 0.342 0.362 0.348 0.347
40 1.800 1.750 1.750 1.763 0.440 0.416 0.398 0.409
50 2.050 2.000 2.013 2.025 0.429 0.410 0.401 0.412
60 2.225 2.175 2.175 2.200 0.392 0.378 0.354 0.376
70 2.325 2.265 2.275 2.300 0.336 0.315 0.299 0.321
80 2.300 2.250 2.250 2.275 0.216 0.206 0.179 0.201
90 2.150 2.125 2.125 2.150 0.034 0.050 0.022 0.044
∆
(tonnes) 29.969 35.951 34.084 32.645
KGsolid (m
above 2.116 2.075 2.103 2.106
baseline)
KGsolid (m
above 1.896 1.875 1.878 1.881
keel)
GMsolid
(m) 0.970 0.912 0.915 0.936
The static stability assessments were carried out based on IMO requirement (IMO
– A167 Intact Stability Criteria) for small boat. The result indicated that the boat fulfills
all the stability criteria required, thus the boat is Statically Stable. The result is presented
in tabulated form as in Table 5.
Table 5 Stability Assessment
CRITERIA IMO L-Ship Comment Departure Comment Operation Comment Arrival Comment
Area Under Curve 0-30 deg
>= 0.055 0.111 Comply 0.113 Comply 0.109 Comply 0.109 Comply
(m.rad)
Area Under Curve 0-40 deg
>= 0.090 0.182 Comply 0.183 Comply 0.174 Comply 0.174 Comply
(m.rad)
Area Under Curve 30-40 deg
>= 0.030 0.071 Comply 0.069 Comply 0.065 Comply 0.065 Comply
(m.rad)
GZ maximum (m) >= 0.20 0.450 Comply 0.420 Comply 0.410 Comply 0.410 Comply
Angle at GZ max (deg) >= 30 43.0 Comply 45.0 Comply 50.0 Comply 46.0 Comply
GM (m) >= 0.35 0.98 Comply 0.92 Comply 0.91 Comply 0.93 Comply
5. Conclusions
3310.0 mm
3830.0 mm Pendulum
3675.0 mm
Pendulum
Pendulum
Water Line
8010.0 mm
3913.5 mm
3076.0 mm
2238.5 mm
W1 W2 W3
6450.0 mm 5450.0 mm
Group - B 3000.0 mm Group - C
Group - A Group - D
3150.0 mm 1700.0 mm
W4 W5 W6
0.040
0.020
wd/Disp.
0.000
-0.060 -0.040 -0.020 0.000 0.020 0.040 0.060
-0.020
y = 0.8623x
-0.040
tan(Heel)
b. Middle Pendulum
0.040
0.020
wd/Disp.
0.000
-0.050 -0.040 -0.030 -0.020 -0.010 0.000 0.010 0.020 0.030 0.040 0.050
-0.020
y = 0.8605x
-0.040
tan(Heel)
c. frd Pendulum
0.060
0.040
wd/disp.
0.020
0.000
-0.060 -0.040 -0.020 0.000 0.020 0.040 0.060
-0.020
y = 0.8052x
-0.040
tan(fai)
0.50
0.45
0.40
Righting Lever GZ (m)
0.35
0.30
0.25
0.20
0.15
0.10
0.05
0.00
0 10 20 30 40 50 60 70 80 90 100
Heel Angle (deg)
Figure 5 GZ Curve
Tonnage Measurement 1/6
1. INTRODUCTION
Following to the submission of Stability Assessment Report, XXX has further requested
The Department of Marine Technology, UTM to carry out all necessary calculation and
preparation for report on Tonnage measurement of the 15.0 m Fishing Research Boat (the
boat), XX.
This report presents the results of Tonnage Calculation of the boat that have been carried
out by UTM. Its aim is to provide XXX with all necessary technical information related
to tonnage measurement, as part of the required documentation to be submitted to Jabatan
Laut Malaysia for the purpose of registration and approval of the vessel. All calculation
were carried out in accordance to the requirement/method specified in the rule
“Peraturan-Peraturan Perkapalan Dagang (Tanan) 1985” and whenever necessary the
Standard Naval Architecture procedure were adopted. The calculations were carried out
based on the information and drawings provided by XXX.
2. GENERAL PARTICULARS
The 15.0m boat was built by Sumber Samudera Sdn. Bhd. in 1995 and currently owned
and operated by XXX. The boat is used for fishing research purpose using stern trawler
as it main fishing mode. The boat is propelled by one single screw in-board engine and
equipped with all necessary facilities for 8 researchers/passengers and 3 crews. The speed
of the boat during its operation is approximately 10 knots.
The hull has a typical fishing boat shape with Vee shape at forward section, round bilge
within midship region and U shape toward the aft section.. The Lines Plan drawing of the
boat (scaled 1 : 50) is enclosed in Annex A (A1 : Lines Plan Drawing).
Tonnage Measurement 2/6
The General Arrangement drawing of the boat XXX is also enclosed in Annex A (A2 :
General Arrangement Drawing). The boat is designed to accommodate 8
researchers/passengers and 3 crews. The main engine is fitted at aft of midship with fuel
tank of approximately 2.4 tonnes capacity and fresh water tank of approximately 2 tonnes
are both fitted at aft of engine room. The deckhouse was designed with adequate height to
shelter the passenger and crew from weather and located at forward of midship.
The tonnage measurement for this vessel has been carried out based on the requirement
specified in Part III of the rule applicable for all vessel having length less than 24
metres. Detail calculation procedures are in accordance to Schedule 4 and Appendices 1
to 5 of the rule. Detail calculation is shown Annex B and C of this report and summary
of the calculation procedures are presented below :-
For a vessel less than 24 m in length the Gross Tonnage and Registered Tonnage shall be
specified. The Gross Tonnage is a sum of the following:-
- Underdeck Tonnage
- Between deck space
- Closed space on or above upper deck
- Hatchway Tonnage
- Propelling Machinery Tonnage on or above upper deck.
The Registered Tonnage is the Gross Tonnage deducted by the sum of the following;
The length of the vessel used in all the calculation is accordance to the definition
specified in Appendix 1 to Schedule 4 – Rule 1. Other dimension including breadth and
Tonnage Measurement 3/6
depth as well as the definition of other related parts of the vessel are refered to Part 1
(general) paragraph 2 of the rule. The rule dimension are as follow;
Length : 16.00 m
Breadth Moulded : 4.50 m
Depth Moulded : 2.15 m
Draft at Full load : 1.60 m
For the purpose of calculating the under deck volume, the vessel’s hull is divided into 10
stations having equal spacing. The volume of the transom section is calculated separately
while the volume of the aft peak is considered negligible. Although the calculation of
sectional area and volume may not be exactly following the steps specified in Appendix 1
to Schedule 4 – Rule 1, it has been done in accordance to the standard Naval Architecture
calculation procedure using either simpson’s first or second rule for integration.
The offset data used in the calculation of sectional area are measured from each station
after necessary deduction for floors and side framing as specified by the rule in Appendix
2 to Schedule 4 (Table I and II). Figure 1 illustrates the deduction at three different
regions of the vessel and the deduction value is as indicated in Table 1 below;
The area and volume of the under deck are calculated using the standard integration
procedure while the deckhouse volume is calculated by normal method (Length x Mean
Breadth x Mean Height). The detail calculation of area and volume is included in Annex
B (B1 : Calculation of Area and Volume).
The tonnage of under deck and deckhouse is the under deck and deckhouse volume
multiply with 2.83 ton/m3. Detail Calculation is shown in Annex B (B2 : Under deck and
Deckhouse Tonnage). Gross tonnage is the sum of all mentioned in section 3.1 above and
detail as indicated in Annex B (B3 : Gross Tonnage).
Tonnage Measurement 4/6
Keel Top
Registered tonnage is the gross tonnage deducted by the sum of all item mentioned in
section 3.1. However for this vessel the deductions only include space for
accommodation (Master and crew), deckhouse, chain locker (for peak) and machinery
compartment. The detail can be found in Annex C (C3 : Registered Tonnage).
4. RESULT
The result of tonnage calculation are shown in Table 2 and Table 3 below;
Item Tons
Gross Tonnage 31.75
No Deduction
5. CONCLUDING REMARK
The Tonnage Calculation of a 16m Fishing Research Vessel XX has been carried out by
UTM in accordance to the rule specified in the “Peraturan-Peraturan Perkapalan
Dagang (Tanan) 1985”. The area and volume used for tonnage measurement were based
on the Lines Plan and General Arrangement Drawings provided by XXX. All
calculations were carried out using the standard Naval Architecture calculation
procedure. The Gross Tonnage and Registered Tonnage of the vessel is 31.75 tons and
3.06 tons respectively.