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AMERICAN BUREAU OF SKiPPINO 3 AFFILIATED COMPAARES

Guidance for PreparingFishing Vessels' Stability Booklet

1990

Am erican Bureau of ShippingIncorporated by the Leg islature ofthe State of New Y ork 1862

Fourth printing, kale 1993

Copyright C 1990American Bureau of ShippingTwo W orld Trade Center, 106th FloorNew York, NY 10048 U.S.A,


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CONTENTSSTABILITY BOOKLET FORMATS FOR FISHING VESSELS

In response to the needs of the industry, the Bureau has prepared STABILITY BOOKLETformats for use by masters and operating personnel of fishing vessels. These formatstogether with instructions for the preparation of the Stability Booklets were developed fotwo separate vessel lengths and are presented in four parts as follows:

PART 1:Page 1.1 Guidelines for the Preparation of the Stability Booklets for FishingVessels with a Length Equal to or Greater than 45 Meters.

PART 2:Page 2.1 Format of the Stability Booklets for Fishing Vessels with a LengthEqual to or Greater than 45 Meters.

PART 3:uidelines for the Preparation of the Stability Booklets for FishingPage 3.1essels with a Length of Less than 45 Meters.PART 4:ormat of the Stability Booklets for Fishing Vessels with a Length ofPage 4.1ess than 45 Meters.


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PART 1

GUIDELINES FOR THE PREPARATION OF STABILITY

BOOKLETS FOR FISHING VESSELS WITH A

LENGTH EQUAL TO OR GREATER THAN 45 METERS

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GUIDELINES FOR THE PREPARATION OF STABILITY BOOKLETS FOR FISHINGVESSELS WITH A LENGTH 45 M.1) These guidelines are to be read in conjunction with PART 2,"STABILITY BOOKLET FORMAT" for Fishing Vessels.2) These guidelines and the Stability Booklet format of Part 2are intended for fishing vessels of 45 meters (148 feet) inlength and over. The stability criteria for these vesselsare stated in Section 17 of the ABS Guide for Building andClassing Fishing Vessels. For fishing vessels of less than45 meters in length, see Parts 3 and 4 respectively. Thedivision in length at 45 meters is necessary to account forthe more detailed instructions that should be provided toMasters of larger fishing vessels, such as the step by stepinstructions to calculate loading conditions other than thestandard ones.3) Items 1 to 5 inclusive of the Stability Booklet format, listitems to be included, and give instructions on how topresent these items. Also in the Stability Booklet formatany words in brackets indicate where specificinformation/instruction is to be provided.4) Use and selection of units are to be consistent and uniform."Metric Tons" to indicate tons of 1000 kg, and "Long Tons"to indicate tons of 2240 lbs are to be used.lso thevalues should be given in decimal form instead of fractions.5) The maximum permissible draft at amidships, Item 1.8, andits corresponding minimum freeboard, Item 1.9, are to beindicated on both sides of the vessel, amidships, with amark as specified in paragraph 17.9.12 of our "Guide forBuilding and Classing Fishing Vessels", 1990 and latereditions.6) In Items 2.2.3, 3.3.3, 4.2, and 6.2 the LCG and LCB arereferenced from the forward perpendicular.f the afterperpendicular is used as a reference point, then thebracketed words are to be corrected accordingly.Some shipyards are using amidships as a reference point; Forfishing vessels, however, this practice should be avoided,if possible, because of the plus/minus sign associated withit.In Item 2.3 if permanent ballast is installed, instructionsare to be given stating that the ballast is not to beremoved without prior approval by ABS.

Guidance for Item 2.5 is provided by paragraph 17.9.9 of our"Guide for Building and Classing Fishing Vessels", and forItem 2.6 by paragraph 17.9.10.he ice is to be assumeduniformly distributed, horizontally on decks and vertically78) - 1.2 -


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on vertical surfaces.9)n Item 3.1 after the number of trim lines is established,the values should be rounded off to the nearest 100 mm (6inches). The number of trim lines may be reduced further

per Item 5.3.10) For Items 3.1, 3.2, and 4.2 explanations with examples areto be provided for proper interpolation of in-betweenvalues.11) In the Instructions to the Master, Item 6, a few warningshave been provided. Additional warnings should be providedwherever deemed appropriate. The publications mentioned inItem 6.11, contain lists of useful instructions; dependingon the fishing vessel type, additional relevantcautions/warnings may be included in the Instructions to theMaster.t is imperative for the Master to know thelimitations of his vessel, therefore, the instructions to

him should state clearly these limits and the hazardsinvolved when exceeding them.12) In the Standard Loading Conditions, Item 7, the followingare to be observed:(a) ll tanks containing consumable liquids are assumed tohave full free surface effects, even in the departurecondition, unless the tank is completely empty, or aspecific order of consumption is given in theInstructions to the Master and some tanks are stillcompletely full at the particular phase of the fishingoperation.(b) n the loading condition of Item 7.3, "Hold half fullwith full deck cargo", deck cargo is to be assumed onlyif the vessel has provisions for carrying deck cargo,or stowing such cargo temporarily before transferringit to the hold.(c) oading condition of Item 7.8 is to show the vessel inthe worst possible anticipated loading condition withregard to stability.13) In preparing the loading conditions calculation sheets, thefollowing are to be noted:(a) n the first page under the heading, the blank bracketsare to be replaced with the appropriate units, and theone for the perpendicular with the word Forward or Aft.

(b) f permanent ballast has been/will be installed, thelight ship item should read:"Light ship (including permanent ballast)".(c) he other lines should be adjusted to correspond to thetype of fishing vessel, and actual arrangement of tanksand cargo spaces. If the vessel has diesel engines,"Diesel Oil Tank # " in lieu of "Fuel Oil T ank # " isto be substituted.(d) n the second page of the calculation sheet, pictorial


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drawings showing, in profile and plan views, thedistribution of consumables and cargo per Item 4.1, areto be provided.(e) ll loading conditions are to have positive stabilitymargin on the respective line (14) of the second pageof the calculation sheet.It is stressed here that since the Master will estimatethe weight of the fish cargo with obviously a widemargin of accuracy, it is more important to providesafe margins through the various steps of the stabilitypresentation, taking these elements into consideration.(f) n all loading conditions the last line on the secondpage of the calculation sheet, "Reduction in StabilityMargin due to water on deck", is to be filled-in, andthen a comparison should be made with the StabilityMargin (14), indicating to the Master the resultingreduction in the stability margin and freeboard and theimportance of keeping the freeing ports unobstructed.See also Item 6.9.

14) In step 8.4 of the Instructions for Calculating LoadingConditions, the Master is instructed to distribute the fishcargo into the various compartments where fish is stowed.It is realized that the estimation of the amount of fishcargo, stowed on board while fishing at sea, can not be veryaccurate. Possibly for this reason, existing instructionsto fishing vessel Masters are usually silent on this issue.However, in order to provide meaningful loading instructionsto Masters, the calculation of the weight of the fish cargo,caught at sea, should be addressed. The most common andfairly accurate way of calculating DWT for any vessel is thedirect reading of the draft marks; for larger vessels, atsea, this can be substituted by the taking of freeboardreadings. Both of these methods require calmer seas. Athird way to calculate this weight is by looking into thefish holds, and estimating the level of fullness of the holdand the density of the cargo. Because of the above, thedesigner/shipyard is to chose the method that is mostappropriate to vessel's trade, area of operation, andstandard practice in that region.If the taking of freeboard readings is decided, thefollowing should be inserted in the instructions to theMaster, Item 6.3:

When taking fore and aft freeboard readings todetermine trim, always convert them to draft marksfirst. Do not use the difference of the fore and aftfreeboard readings to determine trim.The taking of freeboard readings at sea can sometimesbe difficult. The following suggestions may help inobtaining more accurate readings:

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.1 Do not take port or starboard readings if thevessel rolls. Change heading first so that thevessel remains steady in an upright position..2f there is swell take readings at the bottom andtop (trough and crest) of the wave and thenaverage them.

.3o not take fore and aft readings if the vesselpitches. Change heading first so that the vesselremains steady in the fore-aft direction..4 Always take more than three readings at eachstation, so that the average would be a closeapproximation of the actual value.Warning! If you have to approximate, always be on theconservative side by recording the smaller value offreeboard readings.Also, after the mean amidships draft is determined,instructions should be provided on how to calculate theweight of the fish cargo using the D isplacement and the sub-total on the first page of the calculation sheet.orguidance, see step 8.12 of the Instructions for LoadingConditions.15) In step 8.10 of the Instructions for Calculating LoadingConditions, if the vessel's corrected VCG exceeds themaximum allowable, the Master is instructed to takeimmediate corrective action to lower the vessel's VCG byballasting empty tanks. If due to vessel's design, however,there are no empty ballast tanks, then proper instructionsare to be provided for lowering the vessel's VCG.

16) When preparing the first page of the blank forms, Item 9, onthe first three lines, "Light ship", "Crew and Eff ects", and"Equipment on deck", all of their respective values shouldbe inserted. On the next two lines "Consumables on deck"(if applicable), "Stores & Spares", as well as on "Deckcargo" and "Water ballast", their respective VCG's should beinserted; and on every applicable line of column (4), theLCG should be inserted.Several copies of the blank forms should be attached at theend of the Stability Booklet for the M aster's use.

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PART 2

STABILITY

BOOKLET

FOR THE

FISHING VESSEL

N A M E ]

[FORMAT FOR VESSELS WITH A LENGTH > 45 METERS]


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INDEXPage

1.rincipal Dimensions and Particulars2.ight ship Characteristics and other Weights3.ables of H ydrostatics4. Volumes and Centers of Volumes5. Maximum Allowable VCG versus Draft Curves6.nstructions to the Master7.tandard Loading Conditions:5.1 Departure from port5

.2 Arrival at fishing grounds7

.3 Hold half full with full deck cargo and50% Consumables9.4 D eparture from fishing grounds with full catch and20% consumables1.5 Arrival in port with full catch and 10% consumables 23.6 Arrival in port with 20% of full catch and 10%consumables5.7 Same as .4 above with icing (if applicable due tovessel's area of operation)7

.8 Any other adverse condition peculiar to vessel'stype98.nstructions for Calculating Loading ConditionsDiffering from the Standard Ones19.lank Forms4- 2.2


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1.RINCIPAL DIMENSIONS AND PARTICULARS.1hip's Name.2ype of Ship (e.g. trawler, seiner, dredger, longliner, etc).3 Name of Builder and Hull Number.4ate of Build/Conversion.5articulars of Classification.6 Nationality, Port of Registry and Official Number.7rincipal Dimensions:.1 Length overall (LOA).2ength between perpendiculars (LBP).3eam (extreme).4epth (extreme) to weather deck.8 Maximum permissible draft at amidships measured from thebottom of the keel..9 The minimum freeboard corresponding to sub-item .8 above..10 Displacement in salt water at the maximum draft (.8 above)..11 The minimum recommended draft at the forward and aft draftmarks for any sailing condition (if applicable)..12 The minimum permissible freeboard at the stem and stern (ifapplicable)..13 Any other applicable restriction on draft and trim..14 General arrangement plans showing watertight compartments,closures, vents, downflooding angles, etc.

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2.IGHT SHIP CHARACTERISTICS AND OTHER WEIGHTS.1ate and place of inclining experiment or DWT survey, andwho conducted it..2ight ship characteristics:.1 Weight.2ertical center of gravity above keel (VCG).3 Longitudinal center of gravity [aft of fwdlperpendicular (LCG).3f permanent ballast is installed, it should be included inthe light ship characteristics, and a description of suchballast is to be indicated, giving the material, and itsweight and location..4onstant and other weights and their centers of mass:.1 Crew and their effects.2 Equipment on deck (e.g. nets, traps, pots, skiffs,portable pumps, etc).3anging loads (e.g. fishing gear, etc).4eck cargoes (e.g. fish, crab, lobster, etc).5onsumables stored on deck.6 Any other weight on board, not considered part of lightship.5 The weight and increase in VCG due to ice accumulationcovering the whole ship is to be provided in a table as afunction of amidships draft, measured from the bottom of thekeel..6 The weight and increase in VCG due to water entrapment ondecks of vessels with bulwarks, regardless of having freeingports, is to be provided in a table as a function ofamidships draft, measured from the bottom of the keel.

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3.ABLES OF HYDROSTATICS.1 Tables of hydrostatic particulars are to be provided for thefollowing trim lines:.1ven keel (zero trim).2t 0.04L trim by the stern.3t any possible loading condition producing a trim inexcess of 0.02L trim forward, or 0.06L trim aft.See also Item 5.3..2 The hydrostatic particulars are to be tabulated to a base ofamidships draft, measured from the bottom of the keel (dx),over a range covering the light ship and maximum drafts,with an increment in draft of 100 mm (6 inches)..3he hydrostatic particulars should include:.1 extreme displacement (with appendages) in salt

water at stated density.2 moment to change trim one unit.3ongitudinal center of buoyancy LCB (from Cfwd]perpendicular).2.5


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4. VOLUMES AND CENTERS OF VOLUMES

.1 Scaled drawings in profile and plan views are to be providedshowing clearly the use and distribution of the variouscargo compartments, fish wells, tanks, stores, as well as,machinery and crew accommodation spaces..2table of capacities is to be provided with centers ofvolume (longitudinal Cfrom the fwd) perpendicular, andvertical from the keel) for every compartment available forthe carriage of cargo, fuel, stores, feed water, potablewater, and water ballast. Where applicable, curves givingcapacity and center of volume as a function of compartmentdepth or ullage are to be included. When ullage is used,its reference point is to be stated. Where the trim of thevessel significantly effects the accuracy of the sounding orullage, separate tables should be provided..3 A table is to be provided listing the maximum free surfacemoment for each tank and cargo compartment (including fishwells) likely to have free surface.

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5. MAXIMUM ALLOWABLE V CG VERSUS DRAFT CURVES.1 Maximum Allowable VCG vs. Draft curves are to be developedand presented in graphs using the stability criteria ofSection 17 of the ABS Guide for Building and ClassingFishing Vessels..2 The curves are to be developed for all trim lines requiredin Item 3.1, presented in separate graphs and properlylabeled. Each curve is to be the envelope encompassing themost critical segment in all different stabilityrequirements of sub-item .1 above.

If any of the curves in sub-item .2 above do not vary muchfrom each other, the most conservative one (the one with thelower VCG's) can be substituted for any other. Its label isto include the range of trims of the substituted curves. Insuch a case the hydrostatics of the corresponding trim lineof Item 3.1 should also be omitted.

.4 The ordinate of each graph is to indicate amidships drafts(dx) on the left.he range of drafts should be asindicated in Item 3.2..5 Each graph is to indicate safe and unsafe regions. Specialemphasis on this is to be placed in the Instructions to theMaster..6 The standard loading conditions per Item 7 are to beindicated on the graphs for illustration purposes, so thatthe Master has a graphical understanding of the margin ofsafety that each loading condition provides.-2 .7 -


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6.NSTRUCTIONS TO THE MASTER.1 GeneralOne of the most difficult tasks for the Master of a fishingvessel is to ascertain that his vessel has adequatestability. The reason for this dif ficulty is that, unlikeany other cargo vessel which is loaded in port, a fishingvessel is normally loaded while fishing in the open seasunder all kinds of adverse weather conditions.Understanding the basic stability concepts and maintainingthe vessel's reserve stability becomes, therefore, ofparamount importance.he instructions that follow havebeen prepared to enable the Master and other operatingpersonnel to determine the Trim and Stability of the vesselin any loading condition, take necessary measures to improvestability, as needed, and then maintain that satisfactorystability..2 Center of Gravity

One important stability parameter is the center of gravityof the vessel. This is the single point where the downwardforce of the vessel's total weight can be assumedconcentrated. It is comprised of all the different separateweights throughout the vessel, including the weight of thevessel, and its location is defined by the intersection ofthree distances: vertical from the keel (VCG), longitudinalfrom the [forward] perpendicular (LCG), and transverse fromthe vessel's center line (TCG). When the vessel is withoutcargo, stores, and consumables (i.e.light ship), its weightand center of gravity are determined by the incliningexperiment.hese values, called light shipcharacteristics, are stated in Item 2.2, and are thefoundation of every stability calculation. Like a buildingblock one starts with the light ship values and keeps addingthe various other weights with their centers (consumables,stores, cargo, ballast etc) to arrive at the weight andcenter of gravity of the vessel in any loading condition.Adding weights above the center of gravity (VCG), raisesthat center and decreases stability, while adding weightsbelow, lowers the center and increases stability.lso ifthe added weights are forward of the center of gravity (LCG)the vessel trims by the stem, while if the weights areplaced aft of the center, the vessel trims by the stern.Likewise weights added to the left of the center of gravity(TCG) when facing forward, heel the vessel to port, whileweights added to the right of center, heel the vessel tostarboard. Examples of such weights which shift the TCG andproduce a heel are lifting weights from the side, and iceaccumulation on one side only. TCG should not be confusedwith the tendency of the vessel to heel to port or starboarddue to influence of external forces such as wind and waves.How much the vessel will heel because of these forces

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depends on the vertical center of gravity (VCG) and not onTCG which if the vessel is loaded properly, by havingweights distributed equally to port and starboard, will beon the centerline. The VCG is the most important of thethree distances as it directly effects the transversestability, while the LCG effects the trim. By lowering theVCG the stability is improved.Warning!: Always be concerned about weights hanging frombooms, masts, etc. The center of the hanging weight acts atthe point of suspension, much higher than the actual body ofweight is in space, thus greatly increasing the vessel'sVCG. I n addition there is heeling to the side, if the pointof suspension is off centerline, due to the movement of TCG,so the combination of the two may drastically reduce themargin of stability.herefore, such lifting operationsshould be completed as rapidly as possible withoutjeopardizing the safety of the vessel, or the lifting gear,and they should be avoided under adverse conditions.

.3 Draft and FreeboardAnother important stability parameter is the vessel's draft.Draft is the distance from the underside of the keel to thewaterline, and freeboard is the distance from the weatherdeck to the waterline; adding the two gives the depth of thevessel from the keel to the weather deck.

.1 The draft indirectly and the freeboard directly,both indicate the amount of the reserve buoyancy,which is the amount of volume that the vessel hasabove the waterline.he reserve buoyancyproduces the upward force that brings the bow ofvessel up to its original position when a headwave covers the forward part of the vessel, orrestores the vessel in the upright position whenwave/wind action heels it to one side. Generally,when the reserve buoyancy is increased thestability becomes better, however, in order forthe reserve buoyancy to be effective thewatertight/weathertightntegrityfhehull/superstructure is to be maintained. That is,doors, access, and other openings in side shell,deck and superstructure are to be closed topreclude flooding of intact spaces that providebuoyancy. It is realized that a fishing vesselmust have hatches opened when loading fish at sea,however, it is imperative for the Master to haveonly one such opening opened at a time to minimizethe risk of reduction in the reserve buoyancy.

.2 The draft also directly indicates the displacement(total weight) of the vessel, as well as otherhydrostatic properties which are listed in thetable of Item 3.

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Mean amidships draft is the average of the foreand aft drafts, and trim is the difference betweenthese two drafts.n port, when the vessel istied up to a pier, it is easy to read the draftmarks and determine the mean amidships draft andtrim. At sea, however, the Master has to exercisehis judgement on the best way to find the fore andaft draft marks.Specify the method(s) theMaster has to use in order to find his draft andtrim. See Item (15) of PART 1.]Warning!: Do not exceed the maximum permissible draftindicated in Item 1.8 (insert value], as this may reduce thereserve stability and the vessel might capsize or founder..4 VCG vs D raft Curves

Based on the stability criteria and the trim of the vessel,the two important stability parameters,VCG and draft, areplotted against each other and presented in the graphs ofItem 5. These graphs indicate for any amidships draft andtrim, the corresponding maximum allowable vertical center ofgravity (VCG) that the vessel may have. The vessel's actualVCG, corrected for free surface effects, should never behigher than the maximum allowable, taken from the graph atthe vessel's mean draft.f the vessel's actual VCG ishigher and in the unsafe region of the graph, the vessel maynot be able to withstand the effect of wind/wave (orcombination of the two) action, or any other heeling force,and thus may capsize.

.5 Loading ConditionsThe standard loading conditions presented in Item 7demonstrate conditions that are considered to havesatisfactory stability. Any other similar loading conditionwill also have satisfactory stability, provided therestrictions and special instructions associated with theseloading conditions are always complied with.or normalfishing process the Master will probably have no need toenter the graphs of Item 5 for the vessel's maximumallowable VCG, although it is advisable to be always awareof this value.t is strongly recommended, however, tocheck the drafts at the conclusion of each fishing phase, tomake sure the limits specified in Items 1.9, 1.11, 1.12, and1.13 [specify these limits here] are not exceeded.orthose loading conditions which are different from thestandard ones mentioned above, the Master must determine themaximum allowable VCG at the vessel's draft, and thencalculate the vessel's actual VCG as explained in I tem 8.It should be stressed here that no loading condition(including the standard ones mentioned above) can be

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guaranteed to provide satisfactory stability under alloperating conditions.ll that "satisfactory stability"means is that under certain operating and environmentalconditions, that are most likely to be encountered, thestability criteria used have taken into account someunexpected adverse heeling forces; But not all forces andall their magnitudes.he Master has no control on theapplicable stability criteria, which were used to developthe values of the calculated maximum VCG.ut he hascontrol on the difference between the maximum allowable VCGand the vessel's actual VCG, by keeping the latter as low aspossible. The greater this difference is, called "stabilitymargin", the better the vessel will withstand unexpectedheeling forces. An example of such a heeling force is whenthe net of a trawler is caught at the sea-bed. The suddenpull of the trawl line on the fastening point, will producea heeling force, the magnitude of which will depend on speedof the vessel and how close the angle of the line is toathwartships (the closer it is, the greater the force), andif at the same time there is a side wave, the combinedheeling forces may exceed the stability margin. Likewise,when the vessel is at the crest of a long wave (greater thanthe vessel's length) with the fore and aft ends hanging outof the water, any margin of stability that is normallyprovided by the buoyancy at the ends of the vessel, nolonger exists.Warning!: Do not run in following waves at the same speedas the waves, as this will increase the time the vesselremains at the crest of a wave with potentially disastrouseffect on stability.

.6 Free SurfaceFree surface effect is the free unrestricted movement ofliquid in any tank which is partially filled with liquid.The movement of the free liquid in the transverse directionproduces an increase in the vessel's vertical center ofgravity (VCG), called free surface correction. Free surfacecorrection exists in every tank that is neither empty norpressed up full. See the Table of Item 4.3. The greatesteffect is at the region of the tank where its breadth is themaximum.Because the free surface correction reduces the margin ofstability, use of slack tanks should be kept to a minimum.No more than one pair of port and starboard, or a centerline tank, for each type of consumable liquid, should beslack at any one time. For the proper order of consumptionfollow the sequence given below [insert the order ofconsumption for each type of liquid]. If water ballast isrequired for stability purposes, the designated tanks are tobe filled up immediately and be carried pressed up at alltimes that such ballast is required. Otherwise the tanksshould be completely empty.or the same reason bilges- 2.11 -


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should be kept pumped out at all times.The total free surface correction for the vessel is the sumof the individual free surface moments for each tank that isneither empty nor pressed up full, divided by the totalweight (Displacement) of the vessel in that loadingcondition.

.7 Shifting of CargoThe danger of large free surface corrections also existsduring loading of cargo fish-holds in bulk. To prevent thislarge free surface as well as shifting of such cargo, theportable divisions in the fish-holds [if provided] shouldalways be properly installed.lso, to minimize thepossibility of free surface effects and of shifting ofcargo, the stowing order of fish-holds should follow thesequence given below [insert the order of loading for eachhold].Additionally all fishing gear, not in use, and all otherheavy material should be placed as low in the vessel aspossible, and properly stowed and lashed.ear forreleasing the deck load [for fishing vessels which carrytheir catch on deck] should be kept in good working order[give instructions as to when to use such releasemechanism]..8 IcinaThe effect of icing on the vessel is to increase both thetopside weight and VCG, thus producing a reduction infreeboard and the margin of stability. Additionally, theaccumulation of ice can be on one side only, producing anundesirable heel due to the shifting of TCG. If the vesselwill operate in an area where icing is likely to occur, theMaster should make sure his applicable loading conditionincludes the increase in weight and VCG due to the iceformation, as given in the table of Item 2.5. Regardless ofthe above, however, one of the prime concerns of the Mastershould be the removal of ice as soon as it is formed.Warninal: Do not remain for too long in areas where ice isaccumulating fast. The icing loads imposed on the vesselmay quickly exceed the calculated limits and thus jeopardizethe vessel's safety.

.9 Water on DeckThe effect of entrapped water on deck is to increase thevessel's topside weight, increase its VCG due to highlocation of the weight, and increase further the VCG due tothe free surface effect.ll of these factors, aspreviously explained, are detrimental to the vessel'sstability, and produce a large increase in VCG as shown in- 2.12 -


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the table of Item 2.6.o avoid this reduction in thestability, the Master should ensure that water does not geton decks in large quantities, and if this is unavoidable,that it drains from deck as soon as possible. Vessels withbulwarks on decks forming wells are required to haveopenings in the bulwarks, called freeing ports, to rapidlydrain the decks of water.t is essential that freeingports be kept clean and free of debris or any otherobstruction that will inhibit the free flow of water. Iffreeing ports are provided with covers, the Master shouldensure that they are maintained properly and are always inworking condition; if ice conditions are anticipated thecovers should either be removed or secured in the openposition so that they do not freeze closed.Additionally note that, as explained in sub-item .5 above,the value of the "Stability Margin", line (14) of the secondpage of the Loading Conditions sheet, is an indication ofhow well the vessel will withstand unexpected heelingforces.ne of many of such forces is produced by theeffect of water on deck, which is the value in the linebelow the line (14). Notice the decrease in the StabilityMargin if this correction were to be subtracted.heimportance, therefore, of keeping the freeing portsunobstructed should be very obvious.Warning!: Although there might be some positive StabilityMargin after the subtraction of the water entrapmentcorrection, do not assume that because of that, the freeingports could be blocked closed.his is merely anillustration on how fast the stability margin of the vesselcan be depleted; there are many other heeling forces thatcan be imposed at any time.

.10 ConclusionThe above instructions intend to identify and keep thenumber of major stability hazards to a minimum. Howeve r,regardless of the number of instructions given, the Mastershould remember that there is no substitute for goodseamanship and common sense judgement. For instance, one ofthe fundamentals of such good seamanship is for the Masterto keep his vessel always upright by distributing weightsequally to port and starboard. A few other basic ones areto have all openings into the hull and superstructuresecured closed at all times to maintain the vessel's reservebuoyancy, unless the opening is required to remain open atthat particular time for the working of the vessel; to haveall gear and cargo securely stowed and lashed as necessaryto prevent shifting; and to carry weights on the vessel aslow as possible.

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.11 Additional InformationAn excellent source of instructions with properillustrations is the North Pacific Fishing Vessel Owner'sAssociation "VESSEL SAFETY MANUAL ", or the identical "GulfCoast Fishing Vessel Safety Manual".t is stronglyrecommended that a copy be placed on board and read by theMaster and crew members.dditional information andinstruction can be found in the FAO/ILO/I MCO Code of safetyfor Fishermen and Fishing Vessels, Part A "Safety and HealthPractice for Skippers and Crew", and Part B "Safety andHealth Requirements for the Construction and Equipment ofFishing Vessels". E ach part is a separate book.The "Vessel Safety Manual" can be purchased from: NPFV0A,Vessel Safety Program, Room 207, C-3 Building, Fishermen'sTerminal, Seattle, WA. 98119.he two books of theFAO/ILO/IMCO Code can be bought from: International MaritimeOrganization, Publications Section, 4 Albert Embankment,London SE1 7SR, U.K.

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7. STANDARD LOADING CONDITIONS.1 Departure From Port

[Insert appropriate units on all items belowWeight Above Keel From.[ 1 Perpendc. Free Surface

Moment[ilEM [ VCG[ Moment[ LCG[ Moment]Light shipCrew & E ffectsEquipment on deckConsumables on deckScores & SparesFuel Oil #Fuel Oil #Fuel Oil #Lube Oil #Fresh Water #Fresh Water #

(2 ) (3 ) (4) (5)

=0:xma=room=cc(roccc

(6)

Sub. TotalDeck CargoFish WellCargo Hold #Cargo Hold #Water ballast #

(1)TOTALS (1)(3)(5)&(6) M O MVCG (2) = (3) / (1)& LCG (4) = (5 )1 (1) ixra rai (7)Free Surface Correction(7) = (6) / (1)

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[Pictorial Dwg (Profile and plan views) per Item 4.1]

From the Hydrostatics Table of Item 3 with zero trim, using the value of Displacement (1) record thfollowing:Longitudinal Center of Buoyancy (LCB)8 )Moment of change trim one [identify unit]9 )Then Trim is found by the following equation:(1) x ((4) - (8))Trim =(9) Aft10)

[If LCB (8) is greater than LCG (4) then trim is Fwd]

Using the Displacement (1) enter the Hydrostatic tables with trim closest to trim (10) and record thamidships draft11)Using amidships draft (11) and trim(10) record from the maximum allowable VCG vs draft curves oItem 5 the Maximum Allowable VCG12)Vessel's actual VCG2) =Increase for free surface7)Increase for icing (Item 6.8)Total vessel's corrected VCG13)

Stability Margin14)Reduction in Stability Margin due to water on deck (Item 6.9)7.16


25/78

7. STANDARD LOADING _CQNDITION$.2 Arrival at Fishing Grounds

[Insert appropriate units on all items below]Weight Above Keel From [ ] Perpendic. Free Surface

Moment[I 1 t.,M 1 VCG[ Moment] LCG[ Moment[Light shipCrew & EffectsEquipment on deckConsumables on deckStores & SparesFuel Oil #Fuel Oil #Fuel Oil #Lube Oil #Fresh Water #Fresh Water #

(2) (3). . . (4 ) (5)

L " L t X Xxxxxx=XXXXXXXX

xxxxx

(6).


(1)TOTALS (1)(3)(5)&(6) XXXX

_MX

VCG (2) .. (3) / (1)& LCG (4) . . (5)/ (1) X X X X X x x X Xra (7)Free Surface Correction(7)= (6) / (1

- 2.17 -


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[Pictorial Dwg (Profile and plan views) per Item 4,1]

From the Hydrostatics Table of Item 3 with zero trim, using the value of Displacement (1) record thfollowing:Longitudinal Center of Buoyancy (LCB)8)Moment of change trim one [identify unit]9 )Then Trim is found by the following equation:(1) x ((4) - (8))Trim =10)( 9)


Using the Displacement (1) enter the Hydrostatic tables with trim closest to trim (10) and record thamidships draft11)Using amidships draft (11) and trim(10) record from the maximum allowable VCG vs draft curves Item 5 the Maximum Allowable VCG12)Vessel's actual VCG2) =Increase for free surface7) =Increase for icing (Item 6.8)Total vessel's corrected VCG13)

Stability Margin14)Reduction in Stability Margin due to water on deck (Item 6.9)


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7 . STANDARD LOADING CONDITIONS.3 Hold Half Full with Full Deck Cargo an d19% Consumables on Board

[Insert appropriate units on all items below]Weight Above Keel From [ ] Perpendic. Free SurfaceMoment[ITEM [ VCG[ MomentI LCG[ Moment]Light shipCrew & EffectsEquipment on deckConsumables on deck

Stores & SparesFuel Oil #Fuel Oil #Fuel Oil #Lithe Oil #Fresh Water #Fresh Water #

(2) (3 ) (4 ) (5)

A m O t Xrccxxroomrem=cc

(6)


.

.

(1)TOTALS (1)(3)(5)&(6) cVCG (2) 4' (3) / (1& LCG (4) = (5)1 (1) M O D C (7)Free Surface Correction(7)'' (6) / (1

- 2.19


28/78


From the Hydrostatics Table of Item 3 with zero trim, using the value of Displacement (1) record thfollowing:Longitudinal Center of Buoyancy (LCB)8)Moment of change trim one [identify unit]9 )Then Trim is found by the following equation:(1) x ((4) - (8)) Aft10)rim = (9 )


Using the Displacement (1) enter the Hydrostatic tables with trim closest to trim (10) and record thamidships draft11)Using amidships draft (11) and trim(10) record from the maximum allowable VCG vs draft curves oItem 5 the Maximum Allowable VCG12)Vessel's actual VCG2) =Increase for free surface7) =Increase for icing (Item 6.8)

Total vessel's corrected VCG13)Stability Margin14)Reduction in Stability Margin due to water on deck (Item 6.9)- 2.20 -


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7. STANDARD LOADING COND ITIONS.4 Departure from Fishing Grounds with FullCatch and 20% C onsumables on Board

[Insert appropriate units on all items below]

ITEMWeight

[ Above Keel From [ j Perpendic. Free SurfaceMoment[VCG[ MomentI LCGI MomentLight shipCrew & EffectsEquipment on deckConsumables on deckStores & SparesFuel Oil #Fuel Oil #Fuel Oil #Lube Oil #Fresh Water #Fresh Water #

(2 ) (3) (4) (5)

rtnotxxxxxDoccx:momroom

(6)

Sub. TotalDeck CargoFish WellCargo Hold #Cargo Hold #Water ballast # .

(1)TOTALS (1)(3)(5)&(6) =CC _

xxXXVCG (2) = (3) / (1 )& LCG (4) = (5)/ (1) =cc mom (7)Free Surface Correction(7) ''' (6) / (1

- 2.21 -


30/78

[Pictorial Dwg (Profile and plan views) per Item 4.11

From the Hydrostatics Table of Item 3 with zero trim, using the value of Displacement (1) record thfollowing:Longitudinal Center of Buoyancy (LCB)8)Moment of change trim one [identify unit]9)Then Trim is found by the following equation:(1) x ((4) - (8))Trim =(9) Aft10)


Using the Displacement (1) enter the Hydrostatic tables with trim closest to trim (10) and record thamidships draft11)Using amidships draft (11) and trim(10) record from the maximum allowable VCG vs draft curves oItem 5 the Maximum Allowable VCG12)Vessel's actual VCG2) =Increase for free surface7) =Increase for icing (Item 6.8)

Total vessel's corrected VCG13)Stability Margin14)Reduction in Stability Margin due to water on deck (Item 6.9)2-22


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STANDARD LOADING CONDITIONS.5 A rrival in Port with, full catch and 10% Co nsumables on Board


ITEMWeight Above Keel Fromerpendic. Free SurfaceMoment[[ VCG[ Moment[ LCG[ MomentILight shipCrew & EffectsEquipment on deckConsumables on deck

Stores & SparesFuel Oil #Fuel Oil #Fuel Oil #Lube Oil #Fresh Water #Fresh Water #

(2 ) (3) (4) (5)

xxxxXxxxxxroomxi=xxxxx

(6)


(1 )TOTALS (i)(3)(5)&(6) =x x c& LOG (4)

(3).. (5)/ (1) M C C E raX rcrc (7)

Free Surface Co rrection(7).= 6) / (1)

-- 2e23 -


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From the Hydrostatics Table of Item 3 with zero trim, using the value of Displacement (1) record tfollowing:Longitudinal Center of Buoyancy (LCB)8)Moment of change trim one [identify unit]9)Then Trim is found by the following equation:(1) x ((4) - (8))Trim =ft10)( 9 )


Using the Displacement (1) enter the Hydrostatic tables with trim closest to trim (10) and record tamidships draft11)Using amidships draft (11) and trim(10) record from the maximum allowable VCG vs draft curves Item 5 the Maximum Allowable VCG12)Vessel's actual VCG2) =Increase for free surface7)Increase for icing (Item 6.8)

Total vessel's corrected VCG13)Stability Margin14)Reduction in Stability Margin due to water on deck (Item 6.9)- 2.24


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7 . STANDARD LOADING CON DMONS.6 Arrival in Port with 20% of full Catch and 10% Consumables on Board

(Insert appropriate units on all items b elow

ITEMWeight Above Keel FromPerpendic. Free SurfaceMoment[[ VCG[ Moment[ LCG[ Moment[Light shipCrew & EffectsEquipment on deckConsumables on deck

Stores & SparesFuel Oil #Fuel Oil #Fuel Oil #Labe Oil #Fresh Water #Fresh Water #

(2 ) (3 ) (4 ) (5)

xmcxx:conctxmcctsex=cot

(6)


(1)TOTALS (1)(3)(5)&(5 ) xxVCG (2) = (3) / (1)& LCG (4) = (5 )/ (1) 21XXX "cm (7)Free Surface Correction(7) = (6) / (1)

- 2.25 -


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From the Hydrostatics Table of Item 3 with zero trim, using the value of Displacement (1) record thfollowing:Longitudinal Center of Buoyancy (LCB)8)Moment of change trim one [identify unit]9)Then Trim is found by the following equation:(1) x ((4) - (8))Trim =(9 ) Aft10)


Using the Displacement (1) enter the Hydrostatic tables with trim closest to trim (10) and record - tamidships draftUsing amidships draft (11) and trim(10) record from the maximum allowable VCG vs draft curves Item 5 the Maximum Allowable VCG12)Vessel's actual VCG2)Increase for free surface7)Increase for icing (Item 6.8)Total vessel's corrected VCG13)

Stability Margin14)Reduction in Stability Margin due to water on deck (Item 6.9)- 2.26 -


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7. STANDARD LOADING CONDITIONS.7 Departure from Fishing Grounds with full Catch,20% Consumables op Board, and Ice Accumulation

[Insert appropriate units on all items below

lihMWeight Above reel FromPerpend.c. Free SurfaceMoment[[ VCG[ Moment[ LCG[ Moment[Light shipCrew& EffectsEquipment on deckConsumables on deck

Stores & SparesFuel Oil #Fuel Oil #Fuel Oil #Lube Oil #Fresh Water #Fresh Water #

(2 ) (3) (4) (5)

lovaxrocaromaxxxxxrxxrx

(6)


(1 )TOTALS (1)(3)(5)&(6) xxxx

(3)/ (1)& LCG 4) ..i (5 )/ (1) Xra max (7)Free Surface Correction(7)=(6) / (1)

2.27


36/78


From the Hydrostatics Table of Item 3 with zero trim, using the value of Displacement (1) record thfollowing:Longitudinal Center of Buoyancy (LCB)8)Moment of change trim one [identify unit]9)Then Trim is found by the following equation:(1) x ((4) - (8))Trim =(9) Aft10)


Using the Displacement (1) enter the Hydrostatic tables with trim closest to trim (10) and record thamidships draft11)Using amidships draft (11) and trim(10) record from the maximum allowable VCG vs draft curves oItem 5 the Maximum Allowable VCG12)Vessel's actual VCG2)Increase for free surface7) =Increase for icing (Item 6.8)

Total vessel's corrected VCG13)Stability Margin14)Reduction in Stability Margin due to water on deck (Item 6.9)- 2.28 -


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7. STANDARD LOADING CONDITIONS.8 fAdverse Condition Peculiar to Vessel's Type and Operation]


Il.h.MWeight Above Keel From [ ] Perpendic. Free Surface

Moment[[ VCG1 Moment1 LC G1 Moment1Light shipCrew & EffectsEquipment on deckConsumables on deckStores & SparesFuel Oil #Fuel Oil #Fuel Oil #Lube Oil #Fresh Water #Fresh Water #

(2) (3) (4) (5)

rOCXX=outroctxxxxxxx x x x x

(6),

Sub. TotalDeck CargoCargo Hold #Cargo Hold #W ater ballast #

Fish Well

.

(1 )TOTALS (1)(3)(5)84(6) rocs

-X IX

VCG (2) .. (3) / (1)& LCG (4) vo (5)/ (1) iErt ica (7)Free Surface Correction(7) = ( 6) / (1)

- 2.29 -


38/78


From the Hydrostatics Table of Item 3 with zero trim, using the value of Displacement (1) record thfollowing:Longitudinal Center of Buoyancy (LCB)Moment of change trim one [identify unit]Then Trim is found by the following equation:

(1) x ((4) - (8))Trim = (9)[If LCB (8) is greater than LCG (4) then trim is Fwd]

Using the Displacement (1) enter the Hydrostatic tables with trim closest to trim (10) and record thamidships draft11)Using amidships draft (11) and trim(10) record from the maximum allowable VCG vs draft curves oItem 5 the Maximum Allowable VCG12)Vessel's actual VCG2)Increase for free surface7) =Increase for icing (Item 6.8)Total vessel's corrected VCG13)

Stability Margin14)Reduction in Stability Margin due to water on deck (Item 6.9)- 2_30 (8)(9)(10)


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8.NSTRUCTIONS FOR CALCULATING LOADING CONDITIONS DIFFERINGFROM THE STANDARD ONES.1 The instructions that follow are a step by step calculationof any loading condition. They are intended to assist theMaster in calculating loading conditions different from thestandard ones, under the stipulation that the vessel is notloaded to its maximum permissible draft. If loading to themaximum draft is contemplated then it is important for theMaster to calculate an estimated loading condition prior tothe actual loading. This is very important because if theresults of the actual condition indicate that the stabilitymargin is not sufficient and the vessel requires ballastingto improve the stability, but the vessel is already at itsmaximum permissible draft, there will be no extra draft toaccount for the additional required ballast.hecalculation for an estimated loading condition is explainedin step 8.12 below.

.2 Use a blank form from Item 9.his two page form hasalready filled-in, on the first phge, the lines for "Lightship", "Crew and Effects," and "Equipment on deck" as theselines remain constant for every loading condition. Alsonote that all lines show their respective LCG and some otherlines have their VCG inserted, as these values will also beconstant in every loading condition.

.3 Start with to the first page of the calculation sheet andfill-in the following lines:- Consumables on deck" and "Stores & Spares"; If for somereason the weights on these two items are different fromwhat is normally carried, insert the actual weights;otherwise use the values shown in previous loadingconditions of Item 7.- Fuel Oil", "Lube Oil", and "Fresh Water"; for these linesyou have to take accurate measurements, and based on thetables of Item 4 insert the correct weight and VCG for eachline.

.4 Then the weight of the fish cargo and its VCG, is to beinserted for the various compartments, as accurately as canbe determined.[Specify the way of calculating the weight of the fish cargoand its VCG for each compartment; see Item (15) of Part 1.

.5 If water ballast is needed for stability, fill-in theappropriate tank(s) and indicate the weight (taken from thetable of Item 4) in column (1).

.6 For each line multiply the weight in column (1) by the V CGin column (2), and enter the result under "Moment" in column(3). Likewise, multiply each weight in column (1) by theLCG in column (4), and enter the result under "Moment" in

- 2.31 -


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column (5). Enter in column (6), the free surface momentfor each tank and compartment listed in the table of freesurface of Item 4, that it is not empty, or if a tank is notpressed up full..7dd all lines in columns (1), (3), (5), and (6). The totalin column (1) is the Displacement of the vessel, i.e. its

total weight. Divide the "Totals" of column (3) by column(1) and insert the resulting VCG in the next line undercolumn (2); likewise divide the "Totals" of column (5) bycolumn (1) and insert the resulting LCG under column (4).Also divide the "Totals" of column (6) by column (1) andinsert the resulting free surface correction under column(7). The first page should now be complete..8 Now go to the second page of the calculation sheet andcontinue with the calculation of trim. From the Hydrostatictables of Item 3, with zero trim, and using the value ofDisplacement (1), record the Longitudinal Center ofBuoyancy, line (8), and the Moment to change trim one[identify unit], line (9). Subtract from the value of [LCG

(4)] the value of [L CB (8)], multiply the difference by theDisplacement (1), and divide by the Moment to change trimone [identity unit] (9). The calculated trim is aft unless[LCB] is greater than [LCG] in which case trim is forward.[The LCG and LCB parameters in brackets are predicated onthese values being given from the forward perpendicular; ifthe after perpendicular is used, then the bracketedparameters should be interchanged.] If the forward and aftdrafts are determined by either freeboard readings or directobservation, then their difference is the measured trim,which should be inserted on line (10), with the calculatedtrim value used as a check on the measured trim.orestimated loading conditions the calculated value should beinserted in line (10) as there is no measured value..9 Using the Displacement (1) and the trim (10) enter theHydrostatic table which has the closest trim to the value oftrim (10), and record the amidships draft, line (11).fthe draft marks are directly read, as indicated in step 8.8above, then their mean value should be in close agreementwith the value of line (11), if it is not, all the weightsin column (1) of the first page of the calculation sheetshould be re-checked..10 Using amidships draft (11) and trim (10) record from themaximum allowable VCG vs Draft curves of Item 5, the maximumallowable VCG and insert it on line (12).hen, in thespace provided, fill-in the vessel's actual VCG (2), and the

increase for free surface (7). If there is ice formation,record from the table of Item 2.5, using the draft of line(11), the corresponding value of the increase in VCG andenter it in the appropriate line; otherwise enter zero. Sumthese values and enter the result in the space for vessel's

- 2.32 -


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corrected VCG, line (13). Subtract line (13) from line (12).This positive difference is the vessel's stability margin(14). If line (13) is greater than line (12), the vessel'scorrected VCG exceeds the maximum allowable, there is nopositive stability margin, and immediate corrective actionshould be taken to lower the vessel's VCG, such asballasting empty tanks, transferring weights from high tolower places. etc. See also second paragraph of Item 6.6.

.11 As explained in Items 6.5 and 6.9 the vessel's StabilityMargin, line (14), is an indication of how well the vesselwill withstand unexpected heeling forces. One of many ofsuch forces is produced by the effect of water on deck.From the table of Item 2.6, record the increase in VCG dueto water entrapment, using the draft of line (11), and enterthe corresponding value in the line below the line (14).Notice the decrease in the Stability Margin if thiscorrection were to be subtracted.he importance,therefore, of keeping the freeing ports unobstructed shouldbe very obvious. See also the warning at the end of Item6.9.

.12 To calculate an estimated loading condition the same step bystep procedure, as outlined above, is to be followed withthe following exceptions:In step 8.4, since the vessel will be loaded to themaximum permissible draft, the weight of the fish cargo isdetermined as follows:Add all the weights above the sub-total line of step8.3, and then subtract this value from the Displacementvalue of Item 1.10.rovided no water ballast iscarried (i.e. step 8.5 is skipped), the result is theweight of the fish cargo, which should be distributedto each compartment on the following lines of thecalculation sheet (step 8.3), with the respective VCGof each line taken from the tables of Item 4 dependingon how full the compartment is.In step 8.7 note that the D isplacement (1) is the sameas the value in Item 1.10, and in step 8.9 the amidshipsdraft should be the same as the value in Item 1.8.

Then proceed with the remainder of the instructions. If instep 8.10 it is determined that ballast water is requiredfor stability, the weight of the cargo that you assumed isto be reduced by the weight of water ballast.poncompletion of the actual loading condition. the calculationis to be repeated, (steps 8.2 to 8.11). to verify the vesselhas positive Stability Margin.- 2.33 -


42/78

Above Keel From [ Perpendic. Free SurfaceeightVCG Moment[ MMoment Moment[LCGtLight shipCrew & EffectsEquipment on deckConsumables on deckStores Sc Spares

Fuel Oil #Fuel Oil #Fuel Oil #Lube Oil #Fresh Water #Fresh Water #


(1)

TOTALS (1)(3)(5)&(6)VCG (2) = (3) / (1)& LCG (4) = (5)1 (1)Fret Surface Correction(7) (6) / (1)

(4) (5)6)(7)

Xra

9. Blank form for calculating any loading condition

[Insert appropriate units on. all items below]

2.34 -


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From the Hydrostatics Table of Item 3 with zero trim, using the value of Displacement (1) record thefollowing:Longitudinal Center of Buoyancy (LCB)8)Moment of change trim one [identify unit]9)Then Trim is found by the following equation:(1) x ((4) - (8))Trim =(9 ) Aft10)

[If LCB (8) is greater than LCG (4) then trim is Fwd]Using the Displacement (1) enter the Hydrostatic tables with trim closest to trim (10) and record theamidships draft11)Using amidships draft (11) and trim(10) record from the maximum allowable VCG vs draft curves ofItem 5 the Maximum Allowable VCG12)Vessel's actual VCG2) =Increase for free surface7) =Increase for icing (Item 6.8)

Total vessel's corrected VCG13)Stability Margin14)Reduction in Stability Margin due to water on deck (Item 6.9)2.35


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PART 3

GUIDELINES FOR THE PREPARATION OF STABILITY

BOOKLETS FOR FISHING VESSELS WITH A

LENGTH LESS THAN 45 METERS

3.1 --


46/78

Revised 9/90

GUIDELINES FOR THE PREPARATION OF STABILITY BOOKLETS FOR FISHINGVESSELS WITH A LENGTH < 45 M.1) These guidelines are to be read in conjunction with PART 4,"STABILI TY BOOKLE T FORMAT " for Fishing Vessels.2) These guidelines and the Stability Booklet format of Part 4are intended for fishing vessels of less than 45 meters (1 48feet) in length. For fishing vessels of 45 meters in lengthand over, see Parts 1 and 2 respectively. The stabilitycriteria for vessels less than 45 meters in length arestated in Section 17 of the ABS Guide for Building andClassing Fishing Vessels.owever, these criteria areapplicable to vessels of 24 meters (79 ft) in length andover. Also IMO does not presently have stability criteriafor vessels of less than 24 meters (79 ft) in length. IMOintends to develop intact stability criteria for suchvessels, however, this undertaking is probably a couple ofyears off. ABS is prepared to undertake stability reviews

for fishing vessels of less than 24 meters in length,classed with us, and apply either:(a) ational requirements, if the Flag Administration hassuch requirements, or(b) nternational requirements that IMO presently has forfishing vessels over 24 meters in length.In either case it should be understood that the ABS reviewdoes not constitute approval on behalf of theAdministration, unless expressly stated otherwise.

3asters of smaller fishing vessels do not need to calculateloading conditions other than the "Standard" ones which areprovided in the format.heses vessels, if they aredesigned to comply with the worst anticipated loadingcondition as required, should have no problem in complyingwith any other condition. The Stability Booklet format forthese vessels is presented in the Pictorial and Tabularformats.4) It is recommended that Masters of vessels 24 meters (79 ft)in length and over be provided with simple step by stepinstructions, similar to those in Item 8 of Part 2, so thatan inquisitive Master be able to determine his vessel's VCG,and compare it to the maximum allowable. This of course,should be predicted on the Master's ability for such a task;see also Item 5.6 of Part 4.

5) Items 1 to 5 inclusive of the Stability Booklet format, listitems to be included, and give instructions on how topresent these items. Also in the Stability Booklet formatany words in brackets indicate where specificinformation/instruction is to be provided.

3.2 --


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6) Use and selection of units are to be consistent and uniform."Metric Tons" to indicate tons of 1000 kg, and "Long Tons"to indicate tons of 2240 lbs are to be used.lso thevalues should be given in decimal form instead of fractions.7) The maximum permissible draft at amidships, Item 1.8, andits corresponding minimum freeboard, Item 1.9, are to beindicated on both sides of the vessel, amidships, with amark as specified in paragraph 17.9.12 of our "Guide forBuilding and Classing Fishing Vessels", 1990 and latereditions.8) In Item 2.3 if permanent ballast is installed, instructionsare to be given stating that the ballast is not to beremoved without prior approval by ABS .9) Guidance for Item 2.5 is provided by paragraph 17.9.9 of our"Guide for Building and Classing Fishing Vessels", and forItem 2.6 by paragraph 17.9.10.he ice is to be assumed

uniformly distributed, horizontally on decks and verticallyon vertical surfaces.10) For Items 3.2 and 4.2 explanations with examples are to beprovided for proper interpolation of in-between values.11) In the Instructions to the Master, Item 6, a few warningshave been provided. Additional warnings could be providedwhenever deemed appropriate. The publications mentioned inItem 6.11, contain lists of useful instructions; dependingon the fishing vessel type, additional relevantcautions/warnings may be included in the Instructions to theMaster.t is imperative for the Master to know thelimitations of his vessel, therefore, the instructions to

him should state clearly these limits and any hazardsinvolved when exceeding them.12) In the Standard Loading Conditions, Item 7, the followingare to be observed:(a) ll tanks containing consumable liquids are assumed tohave full free surface effects, even in the departurecondition, unless the tank is completely empty, or aspecific order of consumption is given in theInstructions to the Master and some tanks are stillcompletely full at the particular phase of the fishingoperation.(b) In the loading condition of Item 7.3, "Hold half fullwith full deck cargo", deck cargo is to be assumed only

if the vessel has provisions for carrying deck cargo,or stowing such cargo temporarily before transferringit to the hold.(c) oading condition of Item 7.8 is to show the vessel inthe worst possible anticipated loading condition withregard to stability.(d) s explained in Item (3) above, Masters of small

3,3 -


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fishing vessels need not be provided with instructionsto calculate loading conditions. In such cases, the"standard" loading conditions that are listed underItem 7 should be expanded, depending on vessel type andtrade, to include additional loading conditions, whichshould encompass the whole set of possible combinationsof cargo and consumables.13) In preparing the loading conditions calculation sheets, thefollowing are to be noted:(a) n the first page under the heading, the blank bracketsare to be replaced with the appropriate units.(b) f permanent ballast has been/will be installed, thelight ship item should read:"Light ship (including permanent ballast)".(c) he other lines should be adjusted to correspond to thetype of fishing vessel, and actual arrangement of tanksand cargo spaces. If the vessel has diesel engines,"Diesel Oil Tank # " in lieu of "Fuel Oil Tank # " isto be substituted.(d) n the second page of the calculation sheet, pictorialdrawings showing, in profile and plan views, thedistribution of consumables and cargo per Item 4.1, areto be provided.(e) ll loading conditions are to have positive stabilitymargin on the respective line (8) of the second page ofthe calculation sheet.(f) n all loading conditions the last line on the secondpage of the calculation sheet, "Reduction in S tabilityMargin due to water on deck", is to be filled-in, andthen a comparison should be made with the StabilityMargin (8), indicating to the Master the resultingreduction in the stability margin and freeboard, andthe importance of keeping the freeing portsunobstructed. See also Item 6.9.

-- 3.4 --


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PART 4

STABILITY

BOOKLET

FOR THE

FISHING VESSEL

N A ME

[FORMAT FOR VESSELS WITH A LENGTH < 45 METERS]

4.1 -


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INDEXPage

1. Principal Dimensions and Particulars2. Light Ship Characteristics and other Weights3. Table of Hydrostatics4. Volumes and Centers of Volumes5. Maximum Allowable VCG versus Draft Curve6. Instructions to the Master7. Standard Loading Conditions:4.1 Departure from port4.2 Arrival at fishing grounds6

.3 Hold half full with full deck cargo and50% consumables8.4 Departure from fishing grounds with fullcatch and 20 % consumables0.5 Arrival in port with full catch and 10% consumables 22.6 Arrival in port with 20% of full catch and 10%consumables4.7 Same as .4 above with icing (if applicabledue to vessel's area of operation)6

.8 Any other adverse condition peculiar to vessel'stype8

- 4.2 -


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1.RINCIPAL DIMENSIONS AND PARTICULARS.1hip's Name.2ype of Ship (e.g. trawler, seiner, dredger, longliner, etc).3 Name of Builder and Hull Number.4ate of Build/Conversion.5articulars of Classification.6 Nationality, Port of Registry and Official Number.7rincipal Dimensions:.1 Length overall (LOA).2 Length between perpendiculars (LBP).3eam (extreme).4epth (extreme) to weather deck.8 Maximum permissible draft at amidships measured from thebottom of the keel..9 The minimum freeboard corresponding to sub-item .8 above..10 Displacement in salt water at the maximum draft (.8 above)..11 The minimum recommended draft at the forward and aft draftmarks for any sailing condition (if applicable)..12 The minimum permissible freeboard at the stem and stern (ifapplicable)..13 Any other applicable restriction on draft and trim.

- 4.3 -


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Revised 9/90

2.IGHT SHIP CHARACTERISTICS AND OTHER WEIGHTS.1 Date and place of inclining experiment or DWT survey, andwho conducted it..2ight ship characteristics:.1 Weight.2 Vertical center of gravity above keel (VCG).3ongitudinal center of gravity (LCG).3f permanent ballast is installed, it should be included inthe light ship characteristics, and a description of suchballast is to be indicated, giving the material, and itsweight and location..4 Constant and other weights and their centers of mass:.1 Crew and their effects.2 Equipment on deck (e.g. nets, traps, pots, skiffs,portable pumps, etc).3anging loads (e.g. fishing gear, etc).4eck cargoes (e.g. fish, crab, lobster, etc).5 Consumables stored on deck.6 Any other weight on board, not considered part of lightship.5 The weight and increase in VCG due to ice accumulationcovering the whole shi p is to be provided in a table as afunction of amidships draft, measured from the bottom of thekeel,.6 The weight and increase in VCG due to water entrapment ondecks of vessels with bulwarks, regardless of having freeingports, is to be provided in a table as a function ofamidships draft, measured from the bottom of the keel..7or vessels of less than 24 meters (79 ft) in length, sub-items .5 and .6 are optional. If they are omitted, then anyreference to them in the Instructions to the Master Items6.8, and 6.9 are to be amended accordingly; however, thesevalues are still to be provided in the Standard LoadingConditions. See also Item (13) (f) of Part 3.

- 4


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3.ABLE OF HYDROSTATICS.1 A table of hydrostatic particulars, giving extremedisplacement (with appendices) in salt water at stateddensity, is to be provided for the even keel (zero trim)line.

.2 The hydrostatic particulars are to be tabulated to a base ofamidships draft, measured from the bottom of the keel (dx),over a range covering the light ship and maximum drafts,with an increment in draft of 100 mm (6 inches).

- 4.5 -


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4. VOLUMES AND CENTERS OF VOLUMESScaled drawings in profile and plan views are to be providedshowing clearly the use and distribution of the variouscargo compartments, fish wells, tanks, stores, as well as,machinery and crew accommodation spaces.

.2 A table of capacities is to be provided with verticalcenters of volume for every compartment available for thecarriage of cargo, fuel, stores, feed water, potable water,and water ballast.

.3 A table is to be provided listing the maximum free surfacemoment for each tank and cargo compartment (including fishwells) likely to have free surface.


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5. MAXIMUM ALLOWABLE VCG VERSUS DRAFT CURVE.1 A Maximum Allowable VCG vs. Draft curves is to be developedand presented in a graph using the stability criteria ofSection 17 of the ABS Guide for Building and ClassingFishing Vessels. See also Item (2) of Part 3..2he curve is to be developed for the trim line of Item 3.1,and properly labeled. The curve is to be the envelopeencompassing the most critical segment in all differentstability requirements of sub-item .1 above..3 The ordinate of the graph is to indicate amidships draft(dx) on the left.he range of drafts should be asindicated in Item 3.2..4 The graph is to indicate safe and unsafe regions. Specialemphasis on this is to be placed in the Instructions to theMaster..5 The standard loading conditions per Item 7 are to beindicated on the graph for illustration purposes, so thatthe Master has a graphical understanding of the margin ofsafety that each loading condition provides..6or vessels of less than 24 meters (79 ft) in length, theabove graph is optional, depending on the ability of theMaster to benefit from it, and local practice. If the VCGvs. Draft curve is omitted, then Item 6.4 of theInstructions should be amended accordingly, as well as anyother reference to the curve in the Instructions.

4 07


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6.NSTRUCTIONS TO THE MASTER1 GeneralOne of the most difficult tasks for the Master of a fishingvessel is to ascertain that his vessel has adequatestability. The reason for this difficulty is that, unlikeany other cargo vessel which is loaded in port, a fishingvessel is normally loaded while fishing in the open seasunder all kinds of adverse weather conditions,.Understanding the basic stability concepts and maintainingthe vessel's reserve stability becomes, therefore, ofparamount importance.he instructions that follow havebeen prepared to enable the Master and other operatingpersonnel to understand these concepts, and maintain asatisfactory stability..2 Center of GravityOne important stability parameter is the center of gravityof the vessel. This is the single point where the downwardforce of the vessel's total weight can be assumedconcentrated. It is comprised of all the different separateweights throughout the vessel, including the weight of thevessel, and its location is defined by the intersection ofthree distances: vertical from the keel (VCG ), longitudinalfrom either perpendicular (LCG), and transverse from thevessel's center line (TCG).hen the vessel is withoutcargo, stores, and consumables (i.e.light ship), its weightand center of gravity are determined by the incliningexperiment. These values called light ship characteristics,are stated in Item 2.2, and are the foundation of everystability calculation.ike a building block one startswith the light ship values and keeps adding the variousother weights with their centers (consumables, stores,cargo, ballast etc) to arrive at the weight and center ofgravity of the vessel in any loading condition.ddingweights above the center of gravity (VCG), raises thatcenter and decreases stability, while adding weights below,lowers the center and increases stability.lso if theadded weights are forward of the center of gravity (LCG) thevessel trims by the stem, while if the weights are placedaft of the center, the vessel trims by the stern. Likewiseweights added to the left of the center of gravity (TCG)when facing forward, heel the vessel to port, while weightsadded to the right of center, heel the vessel to starboard.Examples of such weights which shift the TCG and produce aheel are lifting weights from the side, and ice accumulationon one side only.CG should not be confused with thetendency of the vessel to heel to port or starboard due toinfluence of external forces such as wind and waves. Howmuch the vessel will heel because of these forces depends onthe vertical center of gravity (VCG) and not on TCG which ifthe vessel is loaded properly, by having weights distributed

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equally to port and starboard, will be on the centerline.The VCG will be the only parameter discussed here because itis the most important of the three distances as it directlyeffects the transverse stability, while the LCG effects thetrim. By lowering the VCG the stability is improved.Warning!: Always be concerned about weights hanging frombooms, masts, etc. The center of the hanging weight acts atthe point of suspension, much higher than the actual body ofweight is in space, thus greatly increasing the vessel'sVCG. In addition there is heeling to the side, if the pointof suspension is off centerline, due to the movement of TCG,so the combination of the two may drastically reduce themargin of stability.herefore, such lifting operationsshould be completed as rapidly as possible withoutjeopardizing the safety of the vessel, or the lifting gear,and they should be avoided under adverse conditions..3 Draft and FreeboardAnother important stability parameter is the vessel's draft.Draft is the distance from the underside of the keel to thewaterline, and freeboard is the distance from the weatherdeck to the waterline; adding the two gives the depth of thevessel from the keel to the weather deck.

.1 The draft indirectly and the freeboard directly,both indicate the amount of the reserve buoyancy,which is the amount of volume that the vessel hasabove the waterline.he reserve buoyancyproduces the upward force that brings the bow ofvessel up to its original position when a headwave covers the forward part of the vessel, orrestores the vessel in the upright position whenwave/wind action heels it to one side. Generally,when the reserve buoyancy is increased thestability becomes better, however, in order forthe reserve buoyancy to be effective thewatertight/weathertightntegrityfhehull/superstructure is to be maintained. That is,doors, access, and other openings in side shell,deck and superstructure are to be closed topreclude flooding of intact spaces that providebuoyancy. It is realized that a fishing vesselmust have hatches opened when loading fish at sea,however, it is imperative for the Master to haveonly one such opening opened at a time to minimizethe risk of reduction in the reserve buoyancy.

.2he draft also directly indicates the displacement(total weight) of the vessel, as listed in thetable of Item 3.Warning!: Do not exceed the maximum permissible draftindicated in Item 1.8 [ insert value], as this may reduce the4,9


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reserve stability and the vessel might capsize or founder..4 VCG vs Draft Curve

Based on the stability criteria, the two importantstability parameters, VCG and draft, are plottedagainst each other and presented in the graph of Item5. T his graph indicates for any amidships draft, thecorresponding maximum allowable vertical center ofgravity (VCG) that the vessel may have. The vessel'sactual VCG, corrected for free surface effects, shouldnever be higher than the maximum allowable, taken fromthe graph at the vessel's mean draft. If the vessel'sactual VCG is higher and in the unsafe region of thegraph, the vessel may not be able to withstand theeffect of wind/wave (or combination of the two) action,or any other heeling force, and thus may capsize.

.5 Loading ConditionsThe standard loading conditions presented in Item 7demonstrate conditions that are considered to havesatisfactory stability. Any other similar loading conditionwill also have satisfactory stability, provided therestrictions and special instructions associated with theseloading conditions are always complied with.or normalfishing process the Master will probably have no need toenter the graph of Item 5 for the vessel's maximum allowableVCG, although it is advisable to be always aware of thisvalue.t is strongly recommended, however, at theconclusion of each fishing phase, to make sure the limitsspecified in Items 1.9, 1.11, 1.12, and 1 .13 [specify theselimits here] are not exceeded.It should be stressed here that no loading condition(including the standard ones mentioned above) can beguaranteed to provide satisfactory stability under alloperating conditions.ll that "satisfactory stability"means is that under certain operating and environmentalconditions, that are most likely to be encountered, thestability criteria used have taken into account sameunexpected adverse heeling forces; But not all forces andall their magnitudes.he Master has no control on theapplicable stability criteria, which were used to developthe values of the calculated maximum VCG.ut he hascontrol on the difference between the maximum allowable VCGand the vessel's actual VCG, by keeping the latter as low aspossible. The greater this difference is, called "stability'margin", the better the vessel will withstand unexpectedheeling forces. An example of such a heeling force is whenthe net of a trawler is caught at the sea-bed. The suddenpull of the trawl line on the fastening point, will producea heeling force, the magnitude of which will depend on speedof the vessel and how close the angle of the line is to

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athwartships (the closer it is, the greater the force), andif at the same time there is a side wave, the combinedheeling forces may exceed the stability margin. Likewise,when the vessel is at the crest of a long wave (greater thanthe vessel's length) with the fore and aft ends hanging outof the water, any margin of stability that is normallyprovided by the buoyancy at the ends of the vessel, nolonger exists.Warning!: Do not run in following waves at the same speedas the waves, as this will increase the time the vesselremains at the crest of a wave with potentially disastrouseffect on stability.

.6 Free SurfaceFree surface effect is the free unrestricted movement ofliquid in any tank which is partially filled with liquid.The movement of the free liquid in the transverse directionproduces an increase in the vessel's vertical center ofgravity (VCG), called free surface correction. Free surfacecorrection exists in every tank that is neither empty norpressed up full. See the Table of Item 4.3. The greatesteffect is at the region of the tank where its breadth is themaximum.Because the free surface correction reduces the margin ofstability, use of slack tanks should be kept to a minimum.No more than one pair of port and starboard, or a centerline tank, for each type of consumable liquid, should beslack at any one time. For the proper order of consumptionfollow the sequence given below [insert the order ofconsumption for each type of liquid]. If water ballast isrequired for stability purposes, the designated tanks are tobe filled up immediately and be carried pressed up at alltimes that such ballast is required. Otherwise the tanksshould be completely empty.or the same reason bilgesshould be kept pumped out at all times.The total free surface correction for the vessel is the sumof the individual free surface moments for each tank that isneither empty nor pressed up full, divided by the totalweight (Displacement) of the vessel in that loadingcondition..7 Shifting of CargoThe danger of large free surface corrections also existsduring loading of cargo fish-holds in bulk. To prevent thlslarge free surface as well as shifting of such cargo, theportable divisions in the fish-holds Cif provided] shouldalways be properly installed.lso, to minimize thepossibility of free surface effects and of shifting ofcargo, the stowing order of fish-holds should follow thesequence given below [insert the order of loading for each- 4.11 -


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hold].Additionally all fishing gear, not in use, and all otherheavy material should be placed as low in the vessel aspossible, and properly stowed and lashed.ear forreleasing the deck load [for fishing vessels which carrytheir catch on deck] should be kept in good working order[give instructions as to when to use such releasemechanism].

.8 IcingThe effect of icing on the vessel is to increase both thetopside weight and VCG, thus producing a reduction infreeboard and the margin of stability. Additionally, theaccumulation of ice can be on one side only, producing anundesirable heel due to the shifting of TCG. If the vesselwill operate in an area where icing is likely to occur, theMaster should make sure his applicable loading conditionincludes the increase in weight and VCG due to the iceformation, as given in the table of Item 2.5. Regardless ofthe above, however, one of the prime concerns of the Mastershould be the removal of ice as soon as it is formed.Warning!: Do not remain for too long in areas where ice isaccumulating fast. The icing loads imposed on the vesselmay quickly exceed the calculated limits and thus jeopardizethe vessel's safety.

.9 Water on DeckThe effect of entrapped water on deck is to increase thevessel's topside weight, increase its VCG due to highlocation of the weight, and increase further the VCG due tothe free surface effect.ll of these factors, aspreviously explained, are detrimental to the vessel'sstability, and produce a large increase in VCG as shown inthe table of Item 2.6.o avoid this reduction in thestability, the Master should ensure that water does not geton decks in large quantities, and if this is unavoidable,that it drains from deck as soon as possible. Vessels withbulwarks on decks forming wells are required to haveopenings in the bulwarks, called freeing ports, to rapidlydrain the decks of water.t is essential that freeingports be kept clean and free of debris or any otherobstruction that will inhibit the free flow of water. Iffreeing ports are provided with covers, the Master shouldensure that they are maintained properly and are always inworking condition; if ice conditions are anticipated thecovers should either be removed or secured in the openposition so that they do not freeze closed.The last two lines of the second page of the StandardLoading Conditions, Item 7, are the "Stability Margin" andthe "Reduction in Stability Margin due to water on deck".

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The value of the "Stability Margin" line (8) as explained insub-item .5 above, is an indication of how well the vesselwill withstand unexpected heeling forces. One of many ofsuch forces is produced by the effect of water on deck,which is the value in the other line, below the line (8).Notice the decrease in the Stability Margin if thiscorrection were to be subtracted.he importance,therefore, of keeping the freeing ports unobstructed shouldbe very obvious.Warning!: Although there might be some positive StabilityMargin after the subtraction of the water entrapmentcorrection, do not assume that because of that, the freeingports could be blocked closed.his is merely anillustration on how fast the stability margin of the vesselcan be depleted; there are many other heeling forces thatcan be imposed at any time..10 ConclusionThe above instructions intend to identify and keep thenumber of major stability hazards to a minimum. However,regardless of the number of instructions given, the Mastershould remember that there is no substitute for goodseamanship and common sense judgement. For instance, one ofthe fundamentals of such good seamanship is for the Masterto keep his vessel always upright by distributing weightsequally to port and starboard. A few other basic ones areto have all openings into the hull and superstructuresecured closed at all times to maintain the vessel's reservebuoyancy, unless the opening is required to remain open atthat particular time for the working of the vessel; to haveall gear and cargo securely stowed and lashed as necessaryto prevent shifting; and to carry weights on the vessel aslow as possible.

.11 Additional InformationAn excellent source of instructions, with properillustrations is the North Pacific Fishing Vessel Owner'sAssociation "VESSEL SAFETY MANU AL", or the identical "GulfCoast Fishing Vessel Safety Manual".t is stronglyrecommended that a copy be placed on board and read by theMaster and crew members.dditional information andinstruction can be found in the two FAO/ILO/IMCO Codes ofsafety for Fishermen and Fishing Vessels, Part A "Safety andHealth Practice for Skippers and Crew", and Part B "Safetyand Health Requirements for the Construction and Equipmentof Fishing Vessels". E ach Part is a separate book.The "Vessel Safety Manual" can be purchased from: =VOA,Vessel Safety Program, Room 207, C-3 Building, Fishermen'sTerminal, Seattle, WA.8119.he two books of theFAO/ILO/IMCO Code can be bought from: International MaritimeOrganization, Publications Section, 4 Albert Embankment,London SE1 75R, U.K. 4.13 -


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7. STANDARD LOADING CONDITIONS.1 Dep arture From Port

[Insert appropriate units an all items below]

ITEMWeight[ Above Keel Free SurfaceMoment[VCGt Moment[Light shipCrew & EffectsEquipment on deckConsumables on deck

Stores & SparesFuel Oil #Fuel Oil #Fuel Oil #Lube O il #Fresh Water #Fresh Water #Deck CargoFish WellCargo Hold #Cargo Hold #W ater ballast #

(1) (2 ) (3)

x X x x Xx m c c xx x x x xrcraxacca

(4)TOTA LS (1)(3)&(4) MOMVCG (2) = (3) 1 (1) x mx (5)Free Surface Correction(5) = (4) / (1)


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[Pictorial Dw g (Profile and plan views) per Item 4 .11

Aft draftFwd draftMean amidships draft

Trim Aft/FwdAs a further check on draft, from the Hydrostatics Table of Item 3,using Displacement (1), record amidships draftUsing amidships draft, the Max imum Allowable VCGfrom the curve of Item 56)Vessel's actual VCG2) =Increase for free surface5) =Increase for icing (Item 6.8)Total vessel's corrected VCG

Stability M arginReduction in Stability Margin due to water on deck (Item 6.9)

4.15 -

(7)(8)


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7. STANDARD LOADING CON DITIONS.2 Arrival at Fishing Grounds

[Insert appropriate units on all items below ]IltM.

Weight Above Keel Free SurfaceMomenti( . VCG[ Moment[Light shipCrew & E ffectsEquipment on deck

Consumables on deckStores & SparesFuel Oil #Fuel O il #Fuel Oil #Lube Oil #Fresh Water #Fresh Water #

Deck CargoFish WellCargo Hold #Cargo Hold #W ater ballast # (1 ) (2) (3) =Ca= X X Xmcoctmcca=XX(4)TOTALS (1)(3)&(4)VCG (2) = (3) / (1) =cc (5)Free Surface Correction(5 ) = (4) / (1)


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(Pictorial Dwg (Profile and plan views) per Item 4.1]

Aft draftFwd draftMean. amidships draft

Trim Aft/FwdAs a further check on draft, from the Hydrostatics Table of Item 3,using Displacement (1), record amidships draftUsing amidships draft, the Maximum Allowable VCGfrom the curve of Item 56)Vessel's actual VCG(2) =Increase for free surface5) =Increase for icing (Item 6.8)Total vessel's corrected VCG

Stability MarginReduction in Stability Margin due to water on deck (Item 6.9)

4.17

(7)(8)


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7. STANDARD LOADING CONDITIDN$.3 Hold Half Full with Full Deck C argo and50% Consumables on Board

[Insert appropriate units &a all items below]

ITEMWeight Above Keel Free Surface

Moment[{ VCG[ Moment[Light shipCrew & EffectsEquipment on deckConsumables on deckStores & SparesFuel Oil #Fuel Oil #Fuel Oil #Labe Oil #Fresh Water #Fresh Water #Deck CargoFish WellCargo Hold #Cargo Hold #W ater ballast #

(1) (2 ) (3)

=cc2 c o c c xrrocc,troctXXI=

(4)TOTALS (1)(3)&(4)VCG (2) = (3) / (1) =a (5)Free Surface Correction(5)=(4) / (1)

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[Pictorial Dw g (Profile and plan views) per Item 4.1]

Aft draftFwd draftMean amidships draft

Trim Aft/FwdAs a further check on draft, from the Hydro statics Table of Item 3,using Displacem ent (1), record amidships draftUsing amidships draft, the Maximum Allowable VCGfrom the curve of Item 56)Vessel's actual VCG2) =Increase for free surface5) =Increase for icing (Item 6.8)Total vessel's corrected VCG

Stability M arginRedu ction in Stability Margin due to w ater on deck (Item 6.9)

- 4.19 -

(7)(8)


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7. STANDARD LOADING COND ITIONS.4 Departure from Fishing Grounds with FullCatch and 20% C onsumables on Board

[Insert appropriate units an all items below]

ITEMWeight Above Keel Free Surface

Moment[[ VCG[ Moment[Light shipCrew & EffectsEquipment on deckConsumables on deckStores & SparesFuel Oil #Fuel Oil #Fuel Oil #Lube Oil #Fresh Water #Fresh Water #Deck CargoFish WellCargo Hold #Cargo Hold #Water ballast # (1) (2 ) (3 ) xXXxx.=cmrouxxxrctracrx(4)TOTALS (1)(3)&(4) runtVCG (2) = (3) / (1) max (5)Free Surface Correction(5) = (4) / (1)

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[Pictorial

pub59 fishingvessels op

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