Stress Calculating Programs - System Requirements

and Data Representation

It is a statutory requirement of the International Load Line Convention
that, “The Master of every new vessel be supplied with sufficient
information, in an approved form, to enable him to arrange for the
loading and ballasting of his ship in such a way as to avoid the
creation of any unacceptable stresses in the ship's structure."
Where the Master feels that he has insufficient information
regarding the structural limitations or requires advice on the
interpretation of the classification society's structural limitations
imposed on his ship, advice should be sought from the ship's
classification society.
The cargo stowage plan should be prepared considering some basic
check items such as Seasonal Load Line Zones,Port restrictions ,
Shipboard limits, e.g. Draft, Cargo capacity, Stability, Stresses, etc. &
Loading rates. The ship's approved loading manual is an essential
onboard documentation for the planning of cargo stowage, loading
and discharging operations.
This manual describes:
i) The loading conditions on which the design of the
ship has been based, including permissible limits of
still water shear force and bending moments.
ii) The results of calculations of SWSF and SWBM for
each included loading condition.
iii) The allowable local loading of the structure.
iv) Operational limits.
The ship's loading manual is a ship specific document,
the data contained therein is only applicable to the
ship for which it has been approved.
Generally, ships over 150 metres in length and
other ships that are likely to be subjected to
excessive longitudinal stresses must be provided
with a loading calculator (Loadicator)to allow the
values of shearing forces and bending moments to
be calculated for any condition of loading. This will
usually be in the form of a computer programme
that has been approved by the classification
society whereby a Certificate of Approval will be
issued. There are strict guidelines on the use and
testing of such programmes and compliance with
the appropriate classification society regulations
regarding such programmes will be subject to
verification during periodical classification society
surveys.
A loading instrument or loading computer can be either an
analog or digital system. Modern loading instruments
consist of approved computational software operating on a
shipboard digital PC. The ship's loading instrument is a ship
specific onboard equipment and the results of the
calculations are only applicable to the ship for which it has
been approved.
The loading computer is an invaluable shipboard calculation
tool which assists the ship's cargo officer in:
i) Planning and controlling cargo and ballasting operations.
ii) Rapidly calculating SWSF and SWBM for any load
condition.
iii) Identifying the imposed structural limits which are not to
be exceeded.
It is important to note that the loading instrument is not a
substitute for the ship's loading manual. Therefore, the
officer in charge should also refer to the loading manual
when planning or controlling cargo operations.
• The operation manual is an essential part of the loading
instrument and should be kept onboard at all times. The
ship's deck officers should familiarize themselves with the
operation of the onboard loading instrument.
It is recommended ship's Master to check the accuracy of
the loading instrument against the test cargo loading
conditions at regular intervals.
• On an individual vessel scale, it will be apparent to Masters
from the requirements of the ISM code that an owner must
have written plans, procedures and guidelines for the
shipboard operations on a particular vessel (including how
cargo is loaded, stowed and secured) and the maintenance
of the ship and its cargo equipment. This inevitably means
that these procedures will be subjected to close scrutiny in
the event of loss or damage.
• In this context, of even greater significance is the reporting
system required by the Code whereby reports on problems
encountered are generated, corrective action is taken to
remedy the defect in the way the ship is operated, and then
monitoring of the change is implemented to ensure the
revised system works. All of these steps must be fully
documented.

It does not take a great stretch of the imagination to

visualize a situation where a number of incidents have
arisen with a vessel which, if taken together, point to a
serious defect in the ship herself or the way in which she is
operated. The implications of this for seaworthiness or
indeed for the position of the owner with his hull
underwriters will depend on the circumstances of the case,
but it is clear that ISM cannot be ignored when considering
the factors that determine whether a vessel is seaworthy.
SOLAS Chapter XII - Regulation 11
Loading instrument
(Unless provided otherwise, this regulation applies to bulk carriers regardless
of their date of construction)

1 Bulk carriers of 150 m in length and upwards shall be fitted with a loading
instrument capable of providing information on hull girder shear forces
and bending moments, taking into account the recommendation adopted
by the Organization.

2 Bulk carriers of 150 m in length and upwards constructed before 1 July

1999 shall comply with the requirements of paragraph 1 not later than the
date of the first intermediate or periodical survey of the ship to be carried
out after 1 July 1999.

3 Bulk carriers of less than 150 m in length constructed on or after 1 July

2006 shall be fitted with a loading instrument capable of providing
information on the ship’s stability in the intact condition. The computer
software shall be approved for stability calculations by the Administration
and shall be provided with standard conditions for testing purposes
relating to the approved stability information.
• New requirements for onboard stability
instruments applicable to all tankers are effective
from 1st January 2016. MARPOL Convention is
amended by Res. MEPC.248(66) , the IBC/BCH
Code is amended by Res. MSC.369(93) and the IGC
Code is amended by Res. MSC.370(93) requiring
tankers to be fitted with an approved stability
instrument capable of handling both intact and
damage stability cases. The new requirement is
retroactive and applies to both new and existing
tankers at the first renewal survey on or after 1st
January 2016, but not later than 1st January 2021.
The loading program should be capable of
calculating the following hull girder shear forces
and bending moments according to the
appropriate classification society regulations:
1. Still water shear forces.
2.Still water bending moments.
3.Still water torsion moments, where applicable
(mostly a requirement for container ships).
4.Sea-going condition shear forces.
5. Sea-going condition bending moments.
6. Sea-going condition torsion moments where
applicable.
 IACS GUIDELINES
General
• The scope of a stability calculation software shall be in
accordance with the stability information as approved by
the administration and shall at least include all
information and perform all calculations or checks as
necessary to ensure compliance with the applicable
stability requirements.
• Approved stability software is not a substitute for the
approved stability information, and is used as a
supplement to the approved stability information to
facilitate stability calculations.
• The input/output information should be easily
comparable with approved stability information so as to
avoid confusion and possible misinterpretation by the
operator relative to the approved stability information.
• An operation manual is to be provided for the onboard
computer stability software.
• The language in which the stability information is
displayed and printed out as well as the operation
manual is written should be the same as used in the
ship’s approved stability information. The society may
require a translation into a language considered
appropriate.
• The onboard computer software for stability
calculations is ship specific and the results of the
calculations are only applicable to the ship for which it
has been approved.
• In case of modifications implying changes in the main
data or internal arrangement of the ship, the specific
approval of any original stability calculation software
is no longer valid. The software is to be modified
accordingly and reapproved.
Functional requirements:
• 1 The calculation program shall present relevant
parameters of each loading condition in order to assist the
Master in his judgement on whether the ship is loaded
within the approval limits. The following parameters shall
be presented for a given loading condition:
• - deadweight data;
• - lightship data;
• - trim;
• - draft at the draft marks and perpendiculars;
• - summary of loading condition displacement, VCG, LCG
and, if applicable, TCG;
• - down flooding angle and corresponding down flooding
opening;
• - compliance with stability criteria: Listing of all calculated
stability criteria, the limit values, the obtained values and
the conclusions (criteria fulfilled or not fulfilled).
• 2 If direct damage stability calculations are performed, the
relevant damage cases according to the applicable rules shall be
pre-defined for automatic check of a given loading condition.

• 3 A clear warning shall be given on screen and in hard copy

printout if any of the loading limitations are not complied with.

• 4 The data are to be presented on screen and in hard copy

printout in a clear unambiguous manner.

• 5 The date and time of a saved calculation shall be part of the

screen display and hard copy printout.

• 6 Each hard copy printout shall contain identification of the

calculation program including version number.

• 7 Units of measurement are to be clearly identified and used

consistently within a loading calculation.
 Examples of Pre-programmed input data include the following:

1 Hydrostatic data Displacement, LCB. LCF. VCB. KM and MCTC versus draught.

2 Stability data KN or MS values at appropriate heel/ trim angles versus displacement,

stability limits

3 Compartment data Volume. LCG, VCG, TCG and FSM/ Grain heeling moments vs level of the
compartment's contents

Examples of output data include the following

1 Hydrostatic data Displacement. LCB. LCF, VCB. KM and MCTC versus draught as well
as actual draughts, trim.

2 Stability data FSC (free surface correction). GZ-values. KG. GM, KG/GM limits,
allowable grain heeling moments, derived stability criteria, e.g.
areas under the GZ curve, weather criteria

3 Compartment data Calculated Volume, LCG, VCG, TCG and FSM/ Grain heeling
moments vs level of the compartment's contents
• Although the actual values of shear forces (in
tonnes) and bending moments (in tonnes-
metres) for positions along the vessels length
will be given these often have little relevance to
the operator.
• It is the visual representation of the shear force
and bending moment curves displayed along
with the curves representing the maximum
permissible values for both the harbour (still
water) and sea-going conditions that will convey
the true state of loading of the ship to the user.
• A typical representation is illustrated in Figure
Approval Procedure
• Conditions of approval of the onboard software for stability
calculations The onboard software used for stability calculations
is subject to approval, which is to include; verification of type
approval, if any;

• verification that the data used is consistent with the current

condition of the ship.

• verification and approval of the test conditions;

• verification that the software is appropriate for the type of ship

and stability calculations required.

• The satisfactory operation of the software with the onboard

computers for stability calculations is to be verified by testing
upon installation. A copy of the approved test conditions and the
operation manual for the computer/ software are to be available
on board.
Operation Manual
• A simple and straightforward operation manual is to be
provided, containing descriptions and instructions, as
appropriate, for at least the following:
1. installation
2. function keys
3. menu displays
4. input and output data
5. required minimum hardware to operate the
software
6. use of the test loading conditions
7. computer-guided dialogue steps
8. list of warnings
Installation Testing
• To ensure correct working of the computer after the final or
updated software has been installed, it is the responsibility of
the ship’s Master to have test calculations carried out according
to the following pattern in the presence of a Society surveyor
• From the approved test conditions at least one load case (other
than light ship) shall be calculated. Note: Actual loading
condition results are not suitable for checking the correct
working of the computer.
• Normally, the test conditions are permanently stored in the
computer.
Steps to be performed:
• Retrieve the test load case and start a calculation run; compare
the stability results with those in the documentation.
• Change several items of deadweight (tank weights and the cargo
weight) sufficiently to change the draught or displacement by at
least 10%. The results are to be reviewed to ensure that they
differ in a logical way from those of the approved test condition.
• Revise the above modified load condition to restore the
initial test condition and compare the results. The relevant
input and output data of the approved test condition are to
been replicated.
• Alternatively, one or more test conditions shall be selected
and the test calculation performed by entering all
deadweight data for each selected test condition into the
program as if it were a proposed loading. The results shall
be verified as identical to the results in the approved copy of
the test conditions.
Periodical Testing
• It is the responsibility of the ship’s master to check the
accuracy of the onboard computer for stability calculations
at each Annual Survey by applying at least one approved
test condition. If a Society surveyor is not present for the
computer check, a copy of the test condition results
obtained by the computer check is to be retained on board
as documentation of satisfactory testing for the surveyor's
verification.
• At each Special Survey this checking for all approved
test loading conditions is to be done in presence of
the surveyor.
• The testing procedure shall be carried out.

Other Requirements
• Protection against unintentional or unauthorised
modification of programs and data shall be provided.
• The program shall monitor operation and activate an
alarm when the program is incorrectly or abnormally
used.
• The program and any data stored in the system shall
be protected from corruption by loss of power.
• Error messages with regard to limitations such as
filling a compartment beyond capacity, or exceeding
the assigned load line, etc. shall be included.
General Software requirements
The software shall present relevant parameters of each loading
condition. The following shall be presented:
1) Deadweight definition
2) Light ship data
3) Displacement and centre of gravity
4) Draughts at the forward and aft perpendiculars and at midship
5) Draughts at the ship's draught marks forward, midship and aft
6) Where applicable, provision should be made available for the
introduction of a longitudinal deflection
7) Trim
8) Metacentric height KMt
9) Free surface moments from slack tanks, listed for each tank and
in total for the vessel
10) Free surface correction on the initial metacentric height (GM)
11) Free surface correction on the righting lever (GZ)
12) Where applicable, effect of external heeling moments
13) Flooding angle
14) Stability limitations: Listing of all relevant stability criteria:
description of the criteria, the limit values, the obtained values and
the conclusions (criteria fulfilled or not fulfilled)
15) Strength limitations: Listing of obtained values compared with the
limit values:
i) SF and BM for sea going and harbour conditions
ii) Where applicable, shear force correction and corrected shear
forces, including detailed information, for sea-going and harbour
conditions
iii) As applicable for bulk carriers and ore carriers
1) The mass of cargo and double bottom contents in way of each
hold as a function of the draught at mid-hold position
2) The mass of cargo and double bottom contents of any two
adjacent holds as a function of the mean draught in way of these
holds
 3) Above i) and ii) for the hold flooded conditions, seagoing only
4) For bulk carriers which have been designed with two design BMs, i.e.
one reduced BM for alternate loading and one full moment for
homogeneous loading, the software shall calculate maximum allowable
and minimum required mass for each hold for intermediate still water
bending moments.
iv) Where applicable, still water torsion moments. The calculated forces
and moments shall be displayed in both graphical and tabular format,
including the percentage of permissible values. The screen and hardcopy
output shall display the calculated forces or moments, and the
corresponding permissible limit, at each specified read-out point.
Alternative limits, e.g. vertical still water bending and torsion may be
considered in accordance with the Society's Rules.
16) A clear warning shall be given if any of the strength-, stability- or general-
loading limitations are not complied with
17) Overall judgment whether all the strength-, stability- and general loading
limitations are within the limiting values
18) The data shall be presented as screen and hard copy output to the user in
a clear and unambiguous manner
If the software calculates damage stability, this shall be done either
with control against approved limit curves (KG, GM) or with
direct calculation and control against a predefined group of all
the relevant damage cases. If the latter alternative is used, the
following shall be fulfilled:
1) The relevant rule damage cases shall be pre-stored in a damage
group in the computer
2) Any intended loading condition must be checked against these
damage cases
3) The results of the calculation and control shall include the
equilibrium position and the GZ curve after damage, as well as
control against the criteria
4) The software shall give an overall judgment whether all damage
cases comply with the applicable requirements, within an
acceptable time.
5) If damage stability calculations have not yet been performed for
a new condition, or the loading condition is updated after
damage stability calculations have been performed, the
software shall give a clear warning that the damage calculations
are not up to date, and need to be re-calculated
The software shall include general loading limitations as applicable:
1) Maximum draught midship: not to exceed the loadline mark
2) Minimum draught midship: relevant for tankers and bulk carriers
designed according to the IACS Common structural rules, and for
some LNG carriers
3) Minimum draught forward: due to strength considerations
(slamming)
4) Draughts aft, midship and forward to be within the designated
reinforced ice belt: relevant for vessels with ICE class, when
operating in ice infested waters
5) Minimum metacentric height (GM)/ Maximum vertical centre of
gravity (VCG): to satisfy requirements for stability
6) Maximum metacentric height (GM): to limit sloshing in tanks
7) 7) Maximum trim. The loading computer should be capable of
accurate and reliable calculations for actual operating range of
trim
8) Lateral load limitation: due to strength considerations
9) Cargo tank filling degree as a function of cargo density: due to strength
and/or stability considerations
10) Limits to distributed loads on deck: to be limited by the strength for
which the deck is approved.

The software shall reject input errors by the user. For instance tank volume
input shall not exceed maximum tank volume, or negative volume input
shall not be accepted.
The software and the stored characteristic data shall be protected against
erroneous use. The software should be written to ensure that the user can
not alter the following fixed data:
1) Light ship data: weight, centre of gravity and weight distribution:
2) Strength limitations
3) Stability criteria
4) Geometric hull form data
5) Hydrostatic data
6) Stability cross curves
7) Compartment definitions including frame spacing, and centres of
volume, together with capacity tables (sounding/ullage tables), if
appropriate
 8) As applicable, flooding angle and/or unprotected and weathertight
openings and/or zones or lines covering effect for all openings
9) Where applicable, group of damage cases
10) Where applicable, limit curves (KG, GM).

If the software includes on-line interface, for instance remote tank sounding
or draught reading, a warning shall be given in case of on-line interface
failure. Further, it shall be possible to give the on-line input manually.
The software shall be user-friendly, preferably with graphic presentation of
loading conditions.
Any changes made to the software, which may affect the longitudinal
strength or stability aspects, shall be made by the manufacturer or his
appointed representative. The Society shall be informed immediately of
any changes. Failure to advise of any modifications to the software will
invalidate the certificate issued. In such cases, the modified software shall
be re-assessed in accordance with the approval and certification
procedure.
The loading computer system's software may be type approved. The validity
and limitations of type approval shall be carefully noted.
The software shall monitor operation and activate an alarm when the
program is incorrectly of abnormally used.
The software and any data stored in the system shall be protected
from corruption by loss of power.
In case two nominated computers are used, these are both to be
equipped with separate screen and printing device

The operation manual (or user's manual) shall be written in a concise

and unambiguous manner. The use of illustrations and flow charts is
recommended. The operation manual shall contain:
1) A general description of the program denoting identification of the
program and its version number stated
2) Where applicable, a copy of the type approval certificate
3) Hardware specification needed to run the loading program
4) Listing of error messages and warnings with instructions for
actions to be taken by the user in each case
5) Name and drawing number of documentation used as reference for
the calculation model: loading manual, trim and stability booklet,
damage stability manual, line drawings internal arrangement, as
applicable
6) If appropriate, calculation method to derive the forward and after
draughts at the actual position of the ships draught marks
7) Listing of stability criteria used
8) Listing of general loading limitations
9) Example of a calculation procedure supported by illustrations and
sample computer output
10) Example of computer output of each screen display with
explanatory text.

The functional (or program) description shall contain the following:

1) Description of functionality, calculation methods and principles,
including flow chart(s)
2) 2) Method of application of shear force correction factors.
The preliminary test conditions (with the estimated light ship data
implemented) shall be as follows: Four standard representative
test loading conditions chosen from the loading manual or
stability booklet:
1) Light ship condition.
2) Ballast or partly loaded condition.
3) Fully loaded condition.
4) Extreme condition (anticipated worst condition for strength as
found in the loading manual)
— If the vessel is allowed to trade with some hold(s) empty on full
draught, the test loading conditions 3 and 4 shall contain an
alternate loading condition.
— For bulk carriers, the test loading conditions 3 and 4 shall contain
one homogenous and one alternate loading condition, both
with intact loading and corresponding hull girder loading in
flooded condition.
— When severe wind and rolling criteria are evaluated, the
parameters and the calculations shall be shown in details for
the most critical condition. The results shall be shown for all the
conditions
— When damage stability is evaluated, the results of the
evaluation shall be shown for all the relevant test
conditions. Damage stability is either to be checked by using
an approved limit curve (KG, GM) or by direct damage
stability control against residual GZ curve. If the latter is
included, the results shall be displayed in a summary table
covering all damage cases, showing
— the results on floating position (draught, trim and heel)
— opening information (smallest reserve to immersion and
name of most critical opening)
— criteria results (obtained result for each relevant criterion)
— criteria evaluation (OK, Not Met)
— GZ values (for a selected number of heel angles).
— Within the range of these test conditions each
compartment shall be loaded at least once. The conditions
shall cover the range of draughts from the deepest
envisaged loaded condition to the light ballast condition.
5) For bulk carriers which have been designed with a reduced still water bending
moment for some specified non-homogeneous conditions as reflected in BC-A
and or BC-B* notations. Test condition demonstrating the program ability to
calculate intermediate maximum allowable and minimum required masses in
each hold for intermediate still water bending moments. Note that this
condition is normally not found in the loading manual. Where applicable
(chosen from loading manual / stability booklet / grain loading booklet):
6) Grain loading test condition including both completely filled and partly filled
holds.
7) Grain loading test condition for untrimmed ends.
8) Container loading condition, timber loading condition, towing condition, crane
lifting condition or others.
9) Allowable hold loading both for single and two adjacent holds. For not type
approved software the warnings shall be demonstrated. The following test
conditions shall be submitted:
10) Test condition where limit(s) for strength is (are) marginally exceeded.
11) Test condition where limit(s) for stability is (are) marginally exceeded.
12) Test condition where general loading limitation(s) is (are) marginally
exceeded
Reference data (or stored characteristic data) (print out of data base)
1) Main dimensions and, if applicable, the ship's profile.
2) The position of the forward and aft perpendiculars.
3) The position of the forward and aft draught marks.
4) Ship's lightweight and lightweight distribution along the ship's length.
5) Bonjean data at a sufficient number of stations in the length between
perpendiculars.
6) Associated limits to still water shear force, bending moments and torque, as
applicable for seagoing, harbour and flooded conditions.
7) Number, position and limits of read-out points. The shear force limits shall
be specially considered for ships sides and longitudinal bulkheads.The
loading computer shall take into account the local correction of the shear
forces for conditions with greater pressure differences on the ship's bottom
structure .
8) Where applicable, local permissible limits for single and two adjacent hold
loading, i. e. maximum allowable and minimum required mass as a function
of the appropriate draught and the maximum weight for each hold.
9) Hydrostatic data
10) Cross curves of stability; (KN data)
11) Tank data; frame spacing, maximum volume, maximum VCG, TCG,
LCG and maximum free surface moments (FSM).
12) List of unprotected openings / margin line / flooding angle. Where
applicable (if installed in the program):
13) Tank data as function of sounding/filling; volume, VCG, TCG, LCG
and FSM.
14) List of limit values (KG, GM).
15) List of weathertight openings /margin line.
16) Lists of grain data; tables of volumetric heeling moment for partly
filled holds, tables pertaining to cargo holds filled with ends
trimmed and untrimmed, tables of maximum permissible grain
heeling moment.
17) Group of damage cases.
18) Other data as; container stowage data, car stowage data, timber
loading data (cross curves), data for calculation of severe wind and
rolling criteria.
19) General loading limitations
 Overstressing the Hull when loading certain bulk cargoes

In most cases in which bulk carriers have been lost, heavy

cargoes such as iron and other dense ores are a common
factor. Ships are also vulnerable when carrying certain break-
bulk cargoes such as steel products. This could include other
ship types.
The small volume taken up by the cargo in the ships' holds
results in a large unoccupied space. This provides potential in
a flooding scenario for large volumes of water to rapidly
destroy the ship's residual buoyancy and, in the case of
smaller vessels, its stability. Larger vessels are also highly
susceptible to structural failure due to increases of weights
caused by the influx of water.
Heavy cargoes place high loads on the structure, and structural
failure is therefore more probable when subjected to the
additional forces associated with flooding.
Monitoring the Ship's Loading limits
Exceeding the permissible limits specified in the ship's approved
loading manual will lead to over-stressing of the ship's structure
and may result in catastrophic failure of the hull structure. When
deviating from the cargo load conditions contained in the ship's
approved loading manual, it is necessary to ensure that both the
global and local structural limits are not exceeded.
It is important to be aware that over-stressing of local structural
members can occur even when the hull girder still water shear
forces (SWSF) and bending moments (SWBM) are within their
permissible limits. Exceeding the maximum permissible cargo
load in any hold will lead to over-stressing of local structure.
Over-stressing of the local structure will occur when:-
1) The weight of cargo loaded into a hold exceeds the maximum
permissible value specified at full draught.
2) The weight of cargo loaded into adjacent holds exceeds the
maximum combined value at full or reduced draught.
Over-stressing of the local structure may also occur when the weight of
cargo loaded into an individual hold has insufficient support of upward
buoyancy force; this circumstance can occur when cargo is transported
by the ship in a shallow draught condition (for example, partial load
condition with some holds full and remaining holds empty).
Proper Monitoring and how to load cargo in a shallow draught condition
Loading cargo in a shallow draught condition can impose high stresses
in the double bottom, cross deck and transverse bulkhead structures if
the cargo in the hold is not adequately supported by the buoyancy
upthrust. If applicable, the cargo weight limits for each cargo hold, and
two adjacent cargo holds, as a function of draught, (the local loading
criteria) are not to be exceeded.
To minimise the risks of over-stressing the local structure, the largest
possible number of non-successive pours should be used for each
cargo hold.
Special care needs to be taken with heavy cargoes such as iron ore,
scrap iron, lead and other concentrates. On general bulk carriers with
uniform hold lengths alternate hold loading or block hold loading may
be utilized to stow high density cargoes.