TRIM AND STABILITY BOOKLET

NAME OF BOAT : SIMPSON

SIMPSON-I

In Accordance with IMO RES.A 749 (18) and

3rd Schedule of Merchant Shipping (Load Line) Rules – 1979

& AP IVRules 2017

04-05-2019 00 As submitted to Port

DATE REV STATUS / MODIFICATONS
OWNER: M/s. SIMPSON OFFSHORE SERVICES LLP
AMITH
KAKINADA. PREPARED
DRAWING: TRIM AND STABILITY BOOKLET CHECKED SAI
REVIEWED RAJU AVL

PROJECT No. VMC/P01916

Drawing No.VMC/P01916/017

No. OF PAGES
PAGES: 30
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TABLE OF CONTENTS Page No.

General Particulars 3
General Arrangement Plan 4
General Notes 5
General Instructions to Master Against Capsizing 6
Conversion Tables 8
General Intact Stability Criteria 9
Notes on Stability 10
Weather Criteria According to IMO Res. A 749 (18) 13
Glossary of terms Used in Stability Booklet 16
Hydrostatic Particulars 17
Cross Curves of Stability 18
Computations of IMO Envelop 20
LOADING CONDITIONS

Condition - 1: Lightship Condition 23

Condition - 2: Departure from Port With 98% Stores 26
Condition – 3: Departure from site With 50% stores 29
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GENERAL PARTICULARS

Name of the Barge : SIMPSON-I

Official No. : To be registered

Type of ship : Work Boat

Port of Registry : KAKINADA

M/s. SIMPSON OFFSHORE SERVICES LLP,

Owner's Name & Address :
KAKINADA.

Length Overall : 11.15 m

Breadth (moulded) : 03.72 m

Depth : 01.20 m

Draft (Loaded) : 00.71 m

Gross Tonnage : 09

Net Tonnage : 03

Complement : 12 Passengers

Displacement at Loaded draft : 4.15 t

Deadweight at Loaded draft :

1.50 t
Main Engines : Kirloskar Oil Engines
180 BHP @2100 RPM,
Sr No’s: 6H7006/1800029
Gear Box : Kirloskar, Ratio :2:1
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GENERAL NOTES:

1) LCB, LCG, LCF are computed with reference to Fr.0 (A.P).

2) VCG/KG, VCB/KB are measured w.r.t Baseline.

3) Trim by Forward is denoted as negative (-ve).

4) Trim by Aft is denoted as positive (+ve).

5) Heel by port side is positive (+ve)

6) Heel by stbd side is negative (-ve)

7) Frame spacing is 500 mm throughout.

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General Instructions to Master against Capsizing

1. The fact that the vessel’s stability has been calculated for several conditions of loading which
it normally operates and that such calculations have proven that the stability is good and in
excess of the IMO requirements and the fact that the calculations are checked for approval
does not mean that the vessel is now immune against capsizing. A stamped and approved
copy of this booklet must be on board the vessel at all times. The following measures
should be considered as preliminary guidance on matters influencing safety and stability.

2. Compliance with the stability criteria does not ensure immunity against capsizing, regardless
of the circumstances, or absolve the master from the responsibilities. Masters should
therefore exercise prudence and good seamanship having regard to the season of the year,
weather forecasts and the navigational zone and should take appropriate action as to speed
& course warranted by the prevailing circumstances.

3. The number of partially filled or slack tanks shall be kept to a minimum because of their
adverse effect on stability.

4. The stability criteria recommended in IMO Res. A.749 (18), Ch.3.0 set minimum values,
but no maximum values are recommended. It is advisable to avoid excessive values of
meta centric height, since these lead to acceleration forces that could be prejudicial to the
vessel, its complement, and its equipment.
5. All doorways and other openings, through which water can enter into the hull or deckhouse
etc., should be suitably closed in adverse weather conditions and accordingly all appliances
for this purpose should be maintained on board and in good condition.

6. Closing devices provided for vent pipes to fuel tanks should be secured in bad weather.
In all conditions of loading care should be taken to maintain a seaworthy freeboard.
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7. Weather tight and watertight hatches, doors, etc., should be kept closed during navigation,
except when necessarily opened for the working of the vessel and should always be ready
for immediate closure and be clearly marked to indicate that these fittings are to be kept
closed except for access. Hatch covers & flush deck scuttles should be kept properly secured
when not in use. All portable deadlights should be maintained in good condition and
securely closed in bad weather.

8. Special attention should be paid when a vessel is sailing in following or quartering seas because
dangerous phenomena such as parametric resonance, broaching to, reduction of stability on the
wave crest, and excessive rolling may occur singularly, in sequence or simultaneously in a
multiple combination, creating a threat of capsize. Particularly dangerous is the situation when
the wavelength is of the order of 1.0 to 1.5 vessel’s length. A ship’s speed and/or course should
be altered appropriately to avoid the above mentioned phenomena. Water trapping in deck
wells should be avoided. Freeing ports with closing appliances should always be capable of
functioning and are not to be locked.

9. Masters should be aware that steep or breaking waves may occur in certain areas, or in
certain wind and current combinations.

10. A ship, when engaged in towing operations, should not carry deck cargo, except that a
limited amount, properly secured, which would neither endanger the safe working of the
crew on deck nor impede the proper functioning of the towing equipment, may be accepted.
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CONVERSION TABLES

Multiply by To Convert from To Obtain

0.03937 Millimeters (mm) Inch 25.4
0.3937 Centimeters (cm Inch 2.54
3.2808 Meter (m) Feet 0.3048
35.316 Cubic Meter Cubic Feet 0.0283
2.2046 Kilogram (kg) Pound (lb) 0.45359
0.0009842 Kilogram Long Ton (2240 lbs) 1016.047
0.9842 Metric Tonne Long Ton 1.016
2.4998 Tonne per cm immersion Tonne per inch immersion 0.4
8.2014 Tonne meter /cm Moment to Ton foot/inch Moment to 0.122
change trim change trim
187.9767 Meter radian Feet degree 0.0053
To Obtain To Convert from Multiply by above

Relation between Weight and Volume

10 cubic mm = I cubic cm (cbcm)

1 cbcm of fresh water (SG = 1.00) = 1 gram
1000 cbcm of fresh water (SG = 1.00) = 1 kg
1 cubic meter (cbm) of fresh water (SG = 1.00) = 1 tonne
1 cbm of salt water (SG = 1.025) = 1.025 tonne
1 tonne of salt water = 0.975 cbm
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GENERAL INTACT STABILITY CRITERIA

STATICAL STABILITY (GZ) CURVE

1. The area under the righting lever curve (GZ Curve) should not be less than 0.055 meter-radian up to 300
angle of heel and not less than 0.09 meter-radian up to 400 angle of heel or the down-flooding angle (the
angle of heel at which openings in the hull, superstructure or deckhouse which cannot be closed
weather-tight immerses) if this angle is less than 400. Additionally the area under the GZ curve between
the angles of heel 300 & 400 or between 300 & down-flooding angle if this angle is less than 400 should
not be less than 0.03 meter-radian.
2. The righting lever GZ should be at least 0.20 m at an angle of heel equal to or greater than 300.
3. The maximum righting lever arm should occur at an angle of heel preferably exceeding 300 but not less
than 250.
4. The initial metacentric height G0 M should not be less than 0.15 m.
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NOTES ON STABILITY

A vessel may be inclined in any direction. Any inclination may be considered as made up of an inclination in
the athwart ship plane and an inclination in the longitudinal plane. The athwart ship inclination, called heel or
list is referred as transverse stability and the longitudinal inclination, called trim is referred as longitudinal
stability. The transverse stability of a vessel is more consequential and important.

TRANSVERSE STABILITY

For small angles of inclination (heel) of the order of 4 or 5 degrees, the waterlines before inclination and after
inclination intersect at the same point on the vertical centerline of the vessel, keeping the emerged and
immersed volume of water equal. The center of buoyancy has moved off the vessel’s centerline as the result of
inclination, and the lines along which the resultants of weight and buoyancy act are separated by a distance,
“GZ”, the righting arm (Ref page no. 29). A vertical line through the centre of buoyancy will intersect the
original vertical through the centre of buoyancy, which is in the vessel’s centerline plane, at a point “M” called
the transverse metacentre. For small angles of inclination, the point “M”, will remain practically stationary with
respect to the vessel’s centerline. The distance “GM", between the vessel’s centre of gravity ‘G’ and M’ when
angle of heel is zero degrees, is the transverse metacentric height (often called “Initial Stability” ) and is used as
an index of stability for the preparation of stability curves. The position of the transverse metacentre varies with
the draft. The transverse metacentric position for small angles of inclination above the keel point “K”, denoted
as “KM".
The location of the metacentre has neither to do with the nature nor the distribution of weights onboard. On the
other hand, the vertical centre of gravity position above the keel point “K”, denoted as “KG”, depends on the
nature & distribution of oil, water etc.

The centre of gravity of a vessel decreases directly when the positioning of weights is lower and increases when
positioning of weights is higher.

The transverse metacentric height is given by the relation:

GM = KMT – KG
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If the displacement of the vessel in the light condition is known, the position of centre of gravity “KG”, can be
calculated by taking the vertical moments (weight of the item * centre of gravity of the item) of all items on
board and dividing the sum of these moments by the total weight, i.e., displacement. Corresponding to this
displacement, the draft is determined and the “KMT" value obtained from the Hydrostatic Curves or tables from
page no. (24-28).
The motion of the liquid in a partially filled tank reduces the vessel’s stability because, as the vessel is inclined,
the centre of gravity of the liquid shifts towards one side. This shift in the liquid causes the vessel’s centre of
gravity to move towards the lower side, reducing the righting arm and thus the stability is adversely affected by
the “free surface effect". The sum of the free surface moments of all liquid items in tanks, not pressed full, is
divided by the displacement of the vessel to obtain the Free Surface Correction, described in page no.21,
denoted as “GG0 ". The new vertical centre of gravity is denoted as “G” and its position above keel;”KG "is
given by the simple relation,

KGO =KG + GG0

The transverse metacentric height (corrected) is given by,

G0M = KMT -KG0 = GM - GG0

To maintain positive stability, the transverse metacentre must lie above the centre of gravity i.e., the metacentric
height must always be positive and its value must be able to comply with statutory requirements.
LONGITUDINAL STABILITY

The longitudinal stability of a vessel usually poses no problem as the longitudinal metacentric position is much
higher than the center of gravity position.
The longitudinal metacentre is similar to the transverse metacentre except that it involves longitudinal
inclinations. Since vessel is usually not symmetrical forward and aft, the center of buoyancy at various even
keel waterlines doesn’t always lie in a fixed transverse plane, but may move forward and aft with changes in
draft. For a given even keel waterline, the longitudinal metacentre is defined as the intersection of a vertical
line through the center of buoyancy in the even keel position with a vertical line through the position of the
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center of buoyancy after the vessel has been inclined longitudinally through small angles. The longitudinal
metacentre, like the transverse, is substantially fixed with respect to the vessel for moderate angles of
inclination if there is no abrupt change in the shape of the vessel in the vicinity of waterline, and its distance
above the vessels center of gravity is called the longitudinal metacentric height.

DRAFTS AND TRIM:

The draft “T”, corresponding to the displacement, obtained from the Hydrostatic Curves or Tables, is the draft
at the longitudinal centre of flotation, denoted as “LCF”. The longitudinal centre of gravity “LCG” is obtained
by dividing the net longitudinal moment by the displacement. If the longitudinal centre of buoyancy “LCB”
position does not coincide with “LCG” position, the vessel will “trim“, i.e., the draft at the fore end of
waterline “Tf " and the draft at the aft end “T a " will not be equal. If the “LCG” is forward of the “LCB”, the
vessel will trim by forward and if the “LCB” is forward of the “LCG”, the vessel will trim by aft.
The total trim, denoted as “t”, is given by:

t = T a - Tf = ((LCB – LCG) X Displacement ) / (100 X MCT1cm )

Positive “t” implies trim by aft & negative “t” implies trim by forward. The “LCB”, “LCF”, and “MCT1cm"
(moment to change trim by 1cm) are all obtained from the Hydrostatic Tables.
(Ref. Page No. 24-28)

The drafts at the extreme ends of waterline are given by the algebraic relation:

Ta = T + t * LCF / LBP

Tf = T + t * (LCF-LBP) / LBP

The position of “LCG” depends on whether the weights are placed more concentrated in the forward or aft of
the vessel, in which case the vessel will trim by forward or aft, respectively. Hence, the distribution of cargo,
oil, freshwater, etc. must be uniform to keep the trim as little as possible and towards aft. It must be noted that if
it is not possible to avoid trim, then trim by aft is more recommendable than trim by forward. In the departure
condition the trim, if present, must be, as far as possible, by aft.
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WEATHER CRITERION ACCORDING TO IMO RES. A 749 (18)

The ability of a ship to withstand the combined effects of beam wind & rolling should be demonstrated for each
standard condition of loading, with reference to figure given below
As follows:
1. The ship is subjected to a steady wind pressure acting perpendicular to the ship’s centreline which results in
a steady wind heeling lever (lw1)
2. From the resultant angle of equilibrium (0), the ship is assumed to roll owing to wave action to an angle of
roll (1) to windward.
3. The ship is then subjected to a gust wind pressure which results in a gust wind heeling lever (lw2)
4. Under these circumstances, area “b” should be greater than or equal to area “a”.
5. Free surface effect should be accounted for in the standard conditions of loading.
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The angles shown in the figure are defined as follows:

0 = Angle of heel under action of steady wind.
1 = Angle of roll to windward due to wave action
2= Angle of down flooding ( f ) or 50 degrees or c , whichever is less
f= Angle of heel at which openings in the hull, superstructures or deckhouses which cannot be
closed weather tight, immerse
c= Angle of second intercept between wind heeling lever (lw2) and GZ curves.

The wind heeling levers lw1 and lw2 are constant values at all angles of inclinations and should be calculated as
follows:

lw1 = P * A * Z / (1000 * g *  (m)

lw2 = 1.5 * lw1
Where:
P= 504 N/m2
A= Projected lateral area of the portion of the ship above waterline in m2.
Z= Vertical distance from the centre of the projected lateral area (A) to the centre of underwater
lateral area or approximately to a point at one half the draft in meters.
= Displacement of the ship in tonnes.
g= Acceleration due to gravity (g = 9.81 m/s2)

The angle of roll (1) should be calculated as follows

1= 109 * k * X1 * X2 * (r * s) (degrees)
Where,
X1, X2, k & s are factors given in tables 7.1, 7.2, 7.3, 7.4 respectively.
k is a factor depending on type of bilge construction.
r = 0.73 + 0.6 OG/d

OG = distance between centre of gravity and the waterline in meters (+ ve )if center of gravity is above WL, -
ve, if it is below)
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d= mean draught of the ship (m)

Rolling period T = 2CB /  GM (s)
Where
C= 0.373 + 0.023 (B/d) - 0.043 (L / 100).
The symbols in the above tables and formula for the rolling period are defined as follows:
L= waterline length of the ship (m)
B= moulded breadth of the ship (m)
d= mean moulded draft of the ship (m)
CB = block coefficient
Ak= total overall area of bilge keels, or area of the lateral projection of the bar keel, or sum of these
areas (m2)
GM= metacentric height corrected for free surface effect (m)

Table 7.1 - Values of factor X1

B/d  2.4 2.5 2.6 2.7 2.8 2.9 3.0 3.1 3.2 3.4  3.5
X1 1.00 0.98 0.96 0.95 0.93 0.91 0.90 0.88 0.86 0.82 0.80

Table 7.2 - Values of factor X2

Cb  0.45 0.50 0.55 0.60 0.65  0.70
X2 0.75 0.82 0.89 0.95 0.97 1.00

Table 7.3 - Values of factor k

Ak  100 / L  B 0.00 1.00 1.50 2.00 2.50 3.00 3.50  4.00
K 1.00 0.98 0.95 0.88 0.79 0.74 0.72 0.70

Table 7.4 - Values of factor s

T  6.00 7.00 8.00 12.00 14.00 16.00 18.00  20.00
S 0.100 0.098 0.093 0.065 0.053 0.044 0.038 0.035
(Intermediate values in tables should be obtained by linear interpolation)
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GLOSSARY OF TERMS USED IN HYDROSTATIC PARTICULARS TABLE

1. Draft (T): Vertical distance in meters between Baseline & the Waterline.

2. Displacement (): The mass of volume of water, in tonnes, displaced by the ship & is
equal to the mass of the ship.

3. Transverse Metacentric Height (KMT) Height of transverse metacentre above the baseline in meters.

4. Longitudinal Centre of Flotation (LCF) The horizontal distance of the point about which the ship trims.
This is measured in meters and from aft extreme.

5. Tonnes per Centimeter Immersion (TPCI) The increase in displacement per centimeter increase in draught
and is expressed in tonnes.

6. Moment to change Trim (MCT1cm) The turning moment, in tonne meters, required to trim the vessel
by one centimeter.

7. Longitudinal Center of Buoyancy (LCB) The horizontal distance of the point through which
the total force of buoyancy of the ship acts. This is expressed from
aft extreme and is measured in m.

8. Vertical Center of Buoyancy (VCB) The vertical distance of the point through which the
total force of buoyancy of the ship acts. This is
expressed from baseline and is measured in m.
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HYDROSTATIC PARTICULARS

Trim = 0.00 m (Even Keel) Water Density = 1.019 t/m3

Draft Displ.ment TPCI MCT 1cm LCB LCF KMt VCB
m t t tm m m m m
0.10 1.621 0.150 0.142 5.327 5.178 1.952 0.056
0.15 1.827 0.157 0.149 5.320 5.169 1.968 0.072
0.20 2.033 0.164 0.155 5.313 5.160 1.981 0.088
0.25 2.239 0.171 0.162 5.306 5.151 1.994 0.100
0.30 2.445 0.178 0.168 5.299 5.142 2.007 0.112
0.35 2.651 0.185 0.175 5.292 5.133 2.020 0.124
0.40 2.857 0.192 0.181 5.285 5.124 2.033 0.136
0.45 3.063 0.199 0.188 5.278 5.115 2.046 0.148
0.50 3.269 0.206 0.194 5.271 5.106 2.059 0.160
0.55 3.475 0.213 0.201 5.264 5.097 2.072 0.172
0.60 3.681 0.220 0.207 5.257 5.088 2.085 0.184
0.65 3.887 0.227 0.214 5.250 5.079 2.098 0.196
0.70 4.093 0.234 0.220 5.243 5.070 2.111 0.208
0.75 4.299 0.241 0.227 5.236 5.061 2.124 0.220
0.80 4.505 0.248 0.233 5.229 5.052 2.140 0.232
0.85 4.711 0.255 0.240 5.222 5.043 2.156 0.244
0.90 4.917 0.262 0.246 5.215 5.034 2.172 0.256
0.95 5.123 0.269 0.253 5.208 5.025 2.188 0.268
1.00 5.329 0.276 0.259 5.201 5.016 2.204 0.280
1.05 5.535 0.283 0.266 5.194 5.007 2.220 0.292
1.10 5.741 0.290 0.272 5.187 4.998 2.236 0.304
1,15 5.947 0.297 0.279 5.180 4.989 2.252 0.316
1.20 6.153 0.304 0.285 5.173 4.980 2.268 0.328
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CROSS CURVES OF STABILITY

If a ship is inclined, the centre of buoyancy “B” shifts from the centre plane to a position “B1”, as indicated in
the figure below. The resultant buoyancy force then acts on the outer side of the centre of gravity “G” and an
upright moment will exist. This moment consists of the buoyancy (Total weight of the loaded ship “W”)
multiplied by the upright lever “GZ”. “GZ” can be obtained as below:
GZ = KN - KG Sin
If free surface exists in any tank the value of KG must be increased or GM must be reduced as described in '
Notes on use of Free surface moments ' on Page no. 21.
For every loading condition, the GZ curve is drawn based on above equation. The GZ curve must be
satisfactory with regard to the requirements defined in Page no. 9.

CROSS CURVES OF STABILITY (KN) TABLES

Trim = 0.00 m (even keel)
Disp’l (t) 00 50 100 150 200 300 400 500 600 700

5 0.000 0.239 0.478 0.575 0.671 0.856 0.958 1.056 1.162 1.117
10 0.000 0.229 0.457 0.558 0.658 0.841 0.916 1.028 1.124 1.105
15 0.000 0.221 0.441 0.539 0.636 0.821 0.879 0.998 1.102 1.075
20 0.000 0.213 0.426 0.522 0.618 0.786 0.851 0.951 1.082 1.021
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Example showing use of Cross Curves of Stability (KN values)
Purpose: The purpose of the Cross Curves of Stability is to enable the drawing of curves of
Statically Stability for the vessel at any sailing condition.
Example: Consider displacement of 52.7 t loading Cond. No. 2 - Page no (45-48). The Vertical
Centre of Gravity (KG) of the vessel to be 2.03 m.
Definition: KN =Ordinate from the Cross Curves of Stability for above displacement.
KG (VCG) =1.792 m, GGO = 0.088 m
 = Angle of heel in degrees. KGO = 1.88 m.
GOZ (m) = Righting Lever (KN- KGO x Sin).
(deg) KGO x Sin KN GOZ

5 0.164 a 0.288 0.12

10 0.326 b 0.566 0.24
15 0.486 c 0.833 0.35
20 0.643 d 1.081 0.44
30 0.940 e 1.439 0.51
40 1.208 f 1.651 0.46
50 1.440 g 1.764 0.36

1. Area upto 300 = (3/8) * (10/57.3) * (3b + 3d + e) m. radians

2. Area upto 400 = (1/3) * (10/57.3) * (4b + 2d + 4e + f) m. radians
3. Area between 300 and 400 = Area upto 400 – Area upto 300 m. radians
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COMPUTATIONS OF IMO ENVELOP

1) The area under the righting lever (GZ) curve shall not be less than 0.055 m-radians upto an angle
of heel of 30.

30

i.e.  GZ d = 0.055 m-rad.

0

But for an angle of, righting lever is given by

GZ = KN – KG Sin

30

 (KN – KG Sin) d = 0.055

0
30 30

0
KN d - 
0
KG Sin d = 0.055
30 30


0
KN d - KG 
0
Sin d = 0.055
30

KG =  KN d  0.055
0
30

 Sin d
0
30

KG1 =  KN d  0.055 m Condition (1)

0

1 – Cos30
(2) The area under the righting lever (GZ) curve shall not be less than 0.09 m-radians an
angle of either 40 or an angle of (f) (Flooding angle) if that be less

40

 GZ d = 0.09 m – radians (assuming Flooding angle (f) is more than 40)

0
Similarly as above, we can arrive at
40

KG2 =  KN   0.09 m Condition (2)

0

1 – Cos40
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COMPUTATIONS OF IMO ENVELOP

3) The area under the righting lever (GZ) curve shall not be less than 0.03 m-radians between the angles of
heel of 30 and 40 or between 30 and (f) degrees, if it is less than 40 degrees
Assuming (f) (Flooding angle) is more than 40
40

KG3 =  KN d  0.03 m Condition (3)

30

Cos30 – Cos40

4) The maximum righting lever (GZ) shall be at least 0.2 meter at an angle of heel equal to or greater
than 30
i.e. GZ at 30 = 0.2 m

KG4 = KN30 – 0.2 Condition (4)

Sin30

5) Maximum righting lever (GZ) should occur at an angle exceeding 30 but not less than 25 (say
maximum righting lever (GZ) occur at 25)

 (GZ) 25 = 0
 
 (KN – KG Sin) 25 = 0
 
 KN 25 – KG  Sin) 25 = 0
  
KG =  KN 1
 Cos25
KG5 = KN30 – KN20 1 Condition (5)
10 *  Cos25
180

6) The initial metacentric height shall be not less than 0.15 meter

GM = 0.15 m

KMT - KG = 0.15 m

KG6 = KMT – 0.15 m

Values of KN are read from the Cross Curves of stability given in Page No. (27-32)
KGmax = Least value of KGi for that draught of the vessel.
GMmin = KMT - KGmax.
 Trim and Stability Booklet SIMPSON-I
Proj. No.: VMC/P01916 Drg. No.: VMC/P01916/017 Page 22 of 30

The minimum GM & max KG values for each loading condition are calculated from the table
given above .
It is found that for all loading conditions , the available KG is below the Max permissible KG & the available
GM is above the min permissible GM.
Hence the requirements are satisfied for all loading conditions .Please refer the table of summary of loading
conditions given in page no 40.
Trim and Stability Booklet SIMPSON-I
Proj. No.: VMC/P01916 Drg. No.: VMC/P01916/017 Page 23 of 30

LOADING CONDITION 1 – LIGHTSHIP CONDITION

FLOATING POSITION / calculation method: free trim

Draught 0.35 m
KM 2.02 m

KG 0.40 m
GM0 1.62 m

LIGHTSHIP & DEADWEIGHT

----------------------------------------------
DES MASS LCG TCG VCG
t m m m
----------------------------------------------
Lightweight 2.651 5.292 0.00 0.40
Deadweight 0.0 0.00 0.00 0.00
Total weight 2.651 5.292 0.00 0.40
Trim and Stability Booklet SIMPSON-I
Proj. No.: VMC/P01916 Drg. No.: VMC/P01916/017 Page 24 of 30
Trim and Stability Booklet SIMPSON-I
Proj. No.: VMC/P01916 Drg. No.: VMC/P01916/017 Page 25 of 30

PLOT OF STABILITY CURVE

Righting lever (m)

0.6

0.4

0.2

0
0 10 20 30 40 50
Heeling angle (deg)

--------------------------
HEEL AREA GZ
deg mrad m
--------------------------
0.0 0.000 0.00
5.0 0.007 0.16
10.0 0.028 0.31

15.0 0.060 0.43

20.0 0.101 0.50
30.0 0.196 0.57

40.0 0.294 0.54

50.0 0.381 0.44
--------------------------
STABILITY CRITERIA
-----------------------------------------------------------------------------
RCR TEXT REQ ATTV UNIT STAT
------------------------------------------------------------------------------
AREA30 Area under GZ curve upto 300 0.055 0.196 mrad OK
AREA40 Area under GZ curve upto 400 0.090 0.294 mrad OK
AREA3040 Area under GZ curve bet 300&400 0.030 0.098 mrad OK
GZ0.2 Max GZ > 0.2 0.200 0.571m OK
MAXGZ25 Max. GZ at an angle > 250 25.000 32.168 deg OK
GM0.15 GM > 0.15 m 0.150 1.62 m OK
IMOWEATHER IMO weather criterion 1.000 1.746 OK
Trim and Stability Booklet SIMPSON-I
Proj. No.: VMC/P01916 Drg. No.: VMC/P01916/017 Page 26 of 30

LOADING CONDITION 2 – FULLY LOADED DEPARTURE (98% STORES)

FLOATING POSITION / calculation method: free trim

Draught 0.71 m
KM 2.11 m

KG 0.80 m
GM0 1.31 m

LIGHTSHIP & DEADWEIGHT

----------------------------------------------------------------------------
NAME DES MASS FILL LCG VCG
t % m m

CONTENTS

CREW & EFFECTS 0.45 6.77 1.15

Passengers 0.75 6.50 1.90
FUELSER fuel service (P) 0.30 98.0 4.12 1.08
-------------------------------------------------------------------------
TOTAL 1.50 6.11 1.51

LIGHTSHIP & DEADWEIGHT

----------------------------------------------
DES MASS LCG TCG VCG
t m m m
----------------------------------------------
Lightweight 2.651 5.292 0.00 0.40
Deadweight 1.50 6.11 0.00 1.51
Total weight 4.15 5.59 0.00 0.80
Trim and Stability Booklet SIMPSON-I
Proj. No.: VMC/P01916 Drg. No.: VMC/P01916/017 Page 27 of 30
Trim and Stability Booklet SIMPSON-I
Proj. No.: VMC/P01916 Drg. No.: VMC/P01916/017 Page 28 of 30

PLOT OF STABILITY CURVE

Righting lever (m)

0.5

0.4

0.3

0.2

0.1

0
0 10 20 30 40 50
Heeling angle (deg)
--------------------------
HEEL AREA GZ
deg mrad m
--------------------------
5.0 0.005 0.12
10.0 0.021 0.24
15.0 0.047 0.35
20.0 0.081 0.44
30.0 0.166 0.51
40.0 0.252 0.46
50.0 0.324 0.36
--------------------------
STABILITY CRITERIA
INTACT STABILITY ACC. TO RELEVANT RULES
-----------------------------------------------------------------------------
RCR TEXT REQ ATTV UNIT STAT
------------------------------------------------------------------------------
AREA30 Area under GZ curve upto 300 0.055 0.166 mrad OK
AREA40 Area under GZ curve upto 400 0.090 0.252 mrad OK
AREA3040 Area under GZ curve bet 300&400 0.030 0.086 mrad OK
GZ0.2 Max GZ > 0.2 0.200 0.508 m OK
MAXGZ25 Max. GZ at an angle > 250 25.000 30.144 deg OK
GM0.15 GM > 0.15 m 0.150 1.31 m OK
IMOWEATHER IMO weather criterion 1.000 2.111 OK
Trim and Stability Booklet SIMPSON-I
Proj. No.: VMC/P01916 Drg. No.: VMC/P01916/017 Page 29 of 30

------------------------------------------------------------------------------

LOADING CONDITION 3 – LOADING CONDITION WITH 50% STORES

FLOATING POSITION / calculation method: free trim

Draught 0.71 m
KM 2.11 m

KG 0.79 m
GM0 1.32 m

LIGHTSHIP & DEADWEIGHT

----------------------------------------------------------------------------
NAME DES MASS FILL LCG VCG
t % m m

CONTENTS

CREW & EFFECTS 0.45 6.77 1.15

Passengers 0.75 6.50 1.90
FUELSER fuel service (P) 0.15 98.0 4.12 1.08
-------------------------------------------------------------------------
TOTAL 1.35 6.33 1.51

LIGHTSHIP & DEADWEIGHT

----------------------------------------------
DES MASS LCG TCG VCG
t m m m
----------------------------------------------
Lightweight 2.651 5.292 0.00 0.40
Deadweight 1.35 6.33 0.00 1.51
Total weight 4.00 5.64 0.00 0.79
Trim and Stability Booklet SIMPSON-I
Proj. No.: VMC/P01916 Drg. No.: VMC/P01916/017 Page 30 of 30

PLOT OF STABILITY CURVE

Righting lever (m)

0.5

0.4

0.3

0.2

0.1

0
0 10 20 30 40 50
Heeling angle (deg)
--------------------------
HEEL AREA GZ
deg mrad m
--------------------------
5.0 0.006 0.14
10.0 0.024 0.26
15.0 0.051 0.37
20.0 0.088 0.46
30.0 0.175 0.53
40.0 0.265 0.49
50.0 0.342 0.38
--------------------------
INTACT STABILITY ACC. TO RELEVANT RULES
-----------------------------------------------------------------------------
RCR TEXT REQ ATTV UNIT STAT
------------------------------------------------------------------------------
AREA30 Area under GZ curve upto 300 0.055 0.175 mrad OK
AREA40 Area under GZ curve upto 400 0.090 0.265 mrad OK
AREA3040 Area under GZ curve bet 300&400 0.030 0.090 mrad OK
GZ0.2 Max GZ > 0.2 0.200 0.526 m OK
MAXGZ25 Max. GZ at an angle > 250 25.000 30.908 deg OK
GM0.15 GM > 0.15 m 0.150 1.32 m OK
IMOWEATHER IMO weather criterion 1.000 1.899 OK
-----------------------------------------------------------------------------