1. INTRODUCTION

Upon request from XXX, The Department of Marine Technology, UTM hascarried out an Inclining Experiment and Stability Analysis on a 15.0 m Fishing ResearchBoat (the boat), XXX, owned and operated by XXX. The boat was constructed bySumber Samudera Sdn. Bhd. in 1995.

This report presents the results of inclining experiment and stability analysis thathave been carried out by UTM. Its aim is to provide XXX with all necessary technicalinformation related to stability of the boat, as part of the required documentation to besubmitted to Jabatan Laut Malaysia for the purpose of registration and approval. Allexperiment and analysis were carried out in accordance to the Standard NavalArchitecture procedure. The calculations were carried out based on the information, anddrawings provided by XXX with minimum amendment whenever necessary.

2. GENERAL PARTICULARS

The boat is used for fishing research purpose using stern trawler as it main fishingmode. The boat is propelled by one single screw in-board engine and equipped with allnecessary facilities for 8 researchers/passengers and 3 crews. The speed of the boatduring its operation is approximately 10 knots.

2.1 Principal Dimension

The boat has its Principal Dimension as follows: -

Length Overall (LOA) : 16.00 mLength Between Perpendiculars (LBP) : 14.26 mBreadth Moulded (B) : 4.50 mDepth Moulded (D) : 2.15 mDraft at Full load (T) : 1.60 mMaximum Speed (v) : 10 Knots

2.2 Lines Plan

The hull has a typical traditional fishing boat shape with Vee shape at forwardsection, round bilge within midship region and U shape toward the aft section. The LinesPlan drawing of the boat (scaled 1 : 50) is enclosed in Annex A.

2.3 General Arrangement

The General Arrangement drawing of the boat (as supplied by XXX) is enclosed inAnnex B. The boat is designed to accommodate 8 researchers/passengers and 3 crews.The main engine is fitted at aft of midship with fuel tank of approximately 2.4 tonnescapacity and fresh water tank of approximately 2 tonnes are both fitted at aft of midship.The deckhouse was designed with adequate height to shelter the passenger and crew fromweather and located at forward of midship.

2.4 Hydrostatic Data

The hydrostatics particulars of the boat have been calculated (using Tribon ShipDesign Software) at several trim waterlines (as per lines plan drawing) up to 2.7 m draft.The hydrostatics data and curves as enclosed in Annex C, comprised of all necessarydata required for stability calculation including Cross Curve of stability (KN curves) atvarious heel angle and drafts.

3. INCLINING EXPERIMENT

4.1 Introduction

There has been no previous record on the boat’s weight and centre of gravity. It istherefore necessary to conduct an inclining experiment in order to determine the correctdisplacement and centre of gravity (KG and LCG) of the boat. The result of the incliningexperiment will then be used for the stability analysis at several anticipated or requiredloading conditions. The procedure and results of the inclining experiment that has beencarried out is explained in the following sections.

3.2 Location and Condition

The inclining experiment was conducted near to LKIM slipway at Kuala NerusRiver, Kuala Terengganu dated on 12th. May 2001 during high tide from 9.00 am to 12.00pm. The boat was anchored freely against the current and considerable care has beentaken to ensure the boat is free from any unnecessary heeling restraint. The water andwind condition is relatively calm with little disturbance from passing by boats. Waterdensity was measured as 0.972 tonne/m3.

3.3 Inclining Weight

The estimation of the inclining weight is based on an angle of heel, preferablywithin 2 to 3 degrees. Based on observed draft, the displacement, is approximately 36tonnes and KG for the boat as inclined is at 1.9 m above keel. With the KM value of 2.9m above keel (from hydrostatics data), The GM is located approximately at 1 m abovekeel. The inclining weight, w required for the test with the weight movement, d estimatedto be approximately 3.0 m is determined as follow;

tonnes419.0

0.3

2tan0.360.1

d

tanGMw,Therefore

tan

dwGM

0

Therefore, approximately 420 kg of weight are required to be moved port andstarboard in order to heel the boat up to 2 degree. The weight is divided into three weightgroups for one side W1, W2 and W3, each weighting 140 kg.

3.4 Preparation

The measurement was done using pendulums, which were located at threedifferent points (forward, middle and aft) as shown in Figure 1. 18 sandbags, weighing47 kg each were used as the inclining weights (9 bags on each side weighingapproximately 423 kg). They were grouped into six piles identified as W1 to W6 eachgroup weighing 141kg. The locations of the sandbags piles are shown in Figure 2.

The size of fuel and fresh water tanks including the sounding level were measuredprior to the inclining experiment. 7 personnel were involved during the experiment andthe weight and position (LCG and VCG) of every personnel were measured and recorded.

3.5 Data Measurement

Prior to the inclining experiment the draft level was measured at four locationsalong the boat as indicated in Figure 3 and the draft at Perpendiculars and midship isgiven below,

Draft at Forward Perpendicular : 1463.0 mmDraft at After Perpendicular : 2012.0 mmDraft at Midship : 1738.0 mm

The sequences of weights movements are given in Tables 1. Weights W1, W2and W3 were shifted athwart ships to port consecutively and then returned to theiroriginal position. This procedure was repeated for weights W4, W5 and W6 to starboardside and back.

Table 1: Movement of Inclining Weights

ShiftNo.

WeightIdentity

Directionof Shift

Weight(tonnes)

Distance ofShift (m)

Moment(tonnes-m)

1 W1 S to P 0.141 3.000 0.4232 W2 S to P 0.141 3.000 0.4233 W3 S to P 0.141 3.000 0.4234 W3 P to S 0.141 3.000 0.4235 W2 P to S 0.141 3.000 0.423

6 W1 P to S 0.141 3.000 0.423

7 W4 P to S 0.141 3.000 0.4238 W5 P to S 0.141 3.000 0.423

9 W6 P to S 0.141 3.000 0.423

10 W6 S to P 0.141 3.000 0.423

11 W5 S to P 0.141 3.000 0.42312 W4 S to P 0.141 3.000 0.423

The pendulum readings were noted after each weight shift and these are indicatedin Table 2.

Table 2 : Pendulum Movement and Deflection Readings

Total Pendulum Movement(mm)

Pendulum Deflection(mm)Shift

No.Total Mmt(tonnes-m) Aft Center Forward Aft Center Forward

1 0.423 51.0 53.0 50.0 51.0 53.0 50.02 0.846 100.0 103.0 96.0 49.0 50.0 46.0

3 1.269 149.0 153.0 156.0 49.0 50.0 60.04 -0.846 -98.0 -102.0 -92.0 51.0 51.0 64.05 -0.423 -50.0 -50.0 -46.0 48.0 52.0 46.06 0.000 0.0 0.0 -2.0 50.0 50.0 44.07 -0.423 -51.5 -53.0 -45.0 51.5 53.0 47.08 -0.846 -102.5 -111.0 -97.0 51.0 58.0 52.09 -1.269 -153.0 -160.0 -143.0 50.5 49.0 46.010 0.846 102.5 111.0 98.0 51.0 49.0 45.011 0.423 54.0 53.0 44.0 48.5 58.0 54.0

12 0.000 0.0 0.0 2.0 54.0 53.0 42.0* -ve means movement from port to starboard

The lengths of the aft, center and forward pendulums were 3675 mm, 3830 mmand 3310 mm respectively.3.6 Analysis

From the pendulum readings in Table 3, three graphs

dwverses tancan be

plot. See Figure 4.

From theory, the graph must be linear and pass troughs at zero point. Then,compare the general equation with inclining equation, it found that the slope of the graphis the GMFluid value.

General equation,

cmXY

Where, m = slope of the graphc = intersection with y-axis

Inclining equation,

tan.GM

dw

3.7 Result

From the inclining graph (shown in Figure 4), the GMFluid value for aft, centerand forward are 0.862 m, 0.861 m and 0.805 m respectively. From the result, its foundthat results from aft and center pendulum are most reliable compared the result fromforward pendulum. There must be some error while taking the reading.

The main error is because of the pendulum was touched the Bekas while reading.It became difficult to get the actual reading. It was also quite difficult to read thependulum deflection accurately because the pendulum was sometimes swinging in wind,which was blowing from the bow direction. It is therefore decided to discard the readingfrom the forward pendulum and rely on result from aft and center pendulum.

The GMFluid value of the aft and center pendulum were obtained as 0.862 m and0.861 m. Those are called the GMFluid value because it was including the free surfaceeffect in the tank. It was note that diesel fuel tank was not completely emptied or fullduring the experiment. So, its must corrected using formulation as follow.

The tank measurement (L x B) 1.95 m x 1.18 m and contains oil 0.74 m deep.

Volume of oil = 1.34 m3

2nd moment of area, i = 1.95 x 1.183

12= 0.267 m4

Free surface correction = i x

= 0.007 m

Hence, after deduction with free surface correction, GMSolid for aft and centerpendulums are 0.856 m and 0.854 m respectively.

So that, the means of the aft and center pendulums was the GMSolid value of theboat, which was obtained as 0.855 m.

From hydrostatic particulars as enclosed in Annex C, the hydrostatic dataassociated with the boat as inclined are as follows, corrected for density :-

Table 3 Hydrostatic data (as inclined)

TLCF

(m)

(tonnes)MCTC

(tonnes-m)KMT

(m)LCB

(m from St. 0)LCF

(m from St. 0)1.73 35.695 0.414 2.963 6.715 6.491

From hydrostatic data as above, KGSolid value will simply calculated by usingformulation as follows :-

KGSolid = KMT - GMSolid

KGSolid = 2.963 - 0.855= 2.108 m above baseline (as per lines plan drawing)= 1.908 m above keel

To find LCG,

Trim = 0.032 m by stern

Trim = Distance LCB LCG x MCTC x 100

Distance LCB LCG = 0.039 m

Comparing with LCB position, LCG = 6.676 m from St. 0= 0.5 m aft

4. Static Analysis

4.1 Loading Condition

Various load conditions has been calculated such as Lightship, Departure,Operation and Arrival.

To get the Lightship condition of the boat, a calculation to remove fresh water,fuel, inclining weights and the person that involved in experiment from the boat asinclined has been done. It found that the displacement for Lightship condition is 30.023tonnes. The location of center of gravity for the boat is 0.137 m from midship and 1.896m from keel. Where, the length of GMsolid is 0.970 m.

The same type of calculation also has been done to get the others condition suchas Departure, Operation and Arrival. From those calculations, it found that thedisplacement for Departure, Operation and Arrival are 35.951 tonnes, 34.084 tonnes and32.465 respectively. When the boat start to departure from the port, the location of centerof gravity is 0.325 m from midship and 1.875 m from keel. While Operation, the locationof center of gravity for the boat is 0.073 m from midship and 1.878 m from keel. Where,when it arrived, the location of center of gravity is 0.149 m from midship and 1.881 mfrom keel. The length of GMsolid for Departure, Operation and Arrival are 0.912 m, 0.915m and 0.936 m respectively.

The full calculation for every condition is presented in tabulated form as inAnnex D.

4.2 GZ Calculation

The righting arm (GZ) values will be calculated by using Cross Curve of stability(KN curves). From KN curves, KN value at various displacements such as Lightship,Departure, Operation and Arrival can be determined. The righting arm (GZ) values canbe determined by using formulation as below :-

GZ = KN – KG sin

The righting arm (GZ) values were calculated at various angle of up to 90 degreesheel. The result is presented in tabulated form as in Table 4. The righting arm (GZ) curveis shown Figure 5.

Table 4 KN and GZ values at various angle

KN (m) GZ (m)θ

Lightship Departure Operation Arrival Lightship Departure Operation Arrival0 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.00010 0.550 0.525 0.525 0.525 0.183 0.165 0.160 0.15920 1.000 1.000 1.000 1.000 0.276 0.290 0.281 0.28030 1.400 1.400 1.400 1.400 0.342 0.362 0.348 0.34740 1.800 1.750 1.750 1.763 0.440 0.416 0.398 0.40950 2.050 2.000 2.013 2.025 0.429 0.410 0.401 0.41260 2.225 2.175 2.175 2.200 0.392 0.378 0.354 0.37670 2.325 2.265 2.275 2.300 0.336 0.315 0.299 0.32180 2.300 2.250 2.250 2.275 0.216 0.206 0.179 0.20190 2.150 2.125 2.125 2.150 0.034 0.050 0.022 0.044∆

(tonnes) 29.969 35.951 34.084 32.645

KGsolid (mabove

baseline)2.116 2.075 2.103 2.106

KGsolid (mabovekeel)

1.896 1.875 1.878 1.881

GMsolid

(m) 0.970 0.912 0.915 0.936

4.3 Stability Assessment

The static stability assessments were carried out based on IMO requirement (IMO– A167 Intact Stability Criteria) for small boat. The result indicated that the boat fulfillsall the stability criteria required, thus the boat is Statically Stable. The result is presentedin tabulated form as in Table 5.

Table 5 Stability Assessment

CRITERIA IMO L-Ship Comment Departure Comment Operation Comment Arrival Comment

Area Under Curve 0-30 deg(m.rad)

>= 0.055 0.111 Comply 0.113 Comply 0.109 Comply 0.109 Comply

Area Under Curve 0-40 deg(m.rad)

>= 0.090 0.182 Comply 0.183 Comply 0.174 Comply 0.174 Comply

Area Under Curve 30-40 deg(m.rad)

>= 0.030 0.071 Comply 0.069 Comply 0.065 Comply 0.065 Comply

GZ maximum (m) >= 0.20 0.450 Comply 0.420 Comply 0.410 Comply 0.410 Comply

Angle at GZ max (deg) >= 30 43.0 Comply 45.0 Comply 50.0 Comply 46.0 Comply

GM (m) >= 0.35 0.98 Comply 0.92 Comply 0.91 Comply 0.93 Comply

5. Conclusions

Department of Marine Technology, UTM has completed an Inclining Experimentand Stability Analysis on a 15.0 m Fishing Research Boat (the boat), XXX, owned andoperated by XXX. The result from Inclining Experiment indicated that KGsolid, LCG andDisplacement for the boat as inclined are 1.908 m from keel, 0.5 m from midship and35.695 tonnes. After the stability Analysis has completed, it found that the boat isstatically stable.

Water Line

3310.0 mm

2530.0 mm

3830.0 mm3675.0 mm

2667.0 mm 3100.0 mm

Pendulum

Pendulum

Pendulum

Figure 1 Pendulum Locations

3000.0 mm

W1 W2 W3

W6W5W4

2238.5 mm

3076.0 mm

3913.5 mm

6450.0 mm

3150.0 mm

5450.0 mm

1700.0 mm

Group - B

Group - A

Group - C

Group - D

8010.0 mm

Figure 2 Positions of inclining weights

Water Line495.0 mm600.0 mm

2230.0 mm

470.0 mm 550.0 mm

1965.0 mm

2610.0 mm

P1 P2 P3 P4

1738.0 mm2012.0 mm

1463.0 mm

APO

FPC

Base Line as in Lines Plan

Figure 3 Draft Measurement Positions

a. Aft Pendulum

y = 0.8623x

-0.040

-0.020

0.000

0.020

0.040

-0.060 -0.040 -0.020 0.000 0.020 0.040 0.060

tan(Heel)

wd

/Dis

p.

b. Middle Pendulum

y = 0.8605x

-0.040

-0.020

0.000

0.020

0.040

-0.050 -0.040 -0.030 -0.020 -0.010 0.000 0.010 0.020 0.030 0.040 0.050

tan(Heel)

wd

/Dis

p.

c. frd Pendulum

y = 0.8052x-0.040

-0.020

0.000

0.020

0.040

0.060

-0.060 -0.040 -0.020 0.000 0.020 0.040 0.060

tan(fai)

wd

/dis

p.

Figure 4 Inclining Graph (aft, center and forward)

GZ-Curve For Various Loading Conditions

0.00

0.05

0.10

0.15

0.20

0.25

0.30

0.35

0.40

0.45

0.50

0 10 20 30 40 50 60 70 80 90 100

Heel Angle (deg)

Rig

hti

ng

Le

ve

rG

Z(m

)

Lightship Departure Operation Arrival

Figure 5 GZ Curve

Tonnage Measurement 1/6

1. INTRODUCTION

Following to the submission of Stability Assessment Report, XXX has further requestedThe Department of Marine Technology, UTM to carry out all necessary calculation andpreparation for report on Tonnage measurement of the 15.0 m Fishing Research Boat (theboat), XX.

This report presents the results of Tonnage Calculation of the boat that have been carriedout by UTM. Its aim is to provide XXX with all necessary technical information relatedto tonnage measurement, as part of the required documentation to be submitted to JabatanLaut Malaysia for the purpose of registration and approval of the vessel. All calculationwere carried out in accordance to the requirement/method specified in the rule“Peraturan-Peraturan Perkapalan Dagang (Tanan) 1985” and whenever necessary theStandard Naval Architecture procedure were adopted. The calculations were carried outbased on the information and drawings provided by XXX.

2. GENERAL PARTICULARS

The 15.0m boat was built by Sumber Samudera Sdn. Bhd. in 1995 and currently ownedand operated by XXX. The boat is used for fishing research purpose using stern trawleras it main fishing mode. The boat is propelled by one single screw in-board engine andequipped with all necessary facilities for 8 researchers/passengers and 3 crews. The speedof the boat during its operation is approximately 10 knots.

2.1 Principal Dimension

The boat has its Principal Dimension as follows: -

Length Overall (LOA) : 16.00 mLength Between Perpendiculars (LBP) : 14.26 mBreadth Moulded (B) : 4.50 mDepth Moulded (D) : 2.15 mDraft at Full load (T) : 1.60 mMaximum Speed (v) : 10 Knots

2.2 Lines Plan

The hull has a typical fishing boat shape with Vee shape at forward section, round bilgewithin midship region and U shape toward the aft section.. The Lines Plan drawing of theboat (scaled 1 : 50) is enclosed in Annex A (A1 : Lines Plan Drawing).

Tonnage Measurement 2/6

2.3 General Arrangement

The General Arrangement drawing of the boat XXX is also enclosed in Annex A (A2 :General Arrangement Drawing). The boat is designed to accommodate 8researchers/passengers and 3 crews. The main engine is fitted at aft of midship with fueltank of approximately 2.4 tonnes capacity and fresh water tank of approximately 2 tonnesare both fitted at aft of engine room. The deckhouse was designed with adequate height toshelter the passenger and crew from weather and located at forward of midship.

3. METHOD OF TONNAGE CALCULATION

The tonnage measurement for this vessel has been carried out based on the requirementspecified in Part III of the rule applicable for all vessel having length less than 24metres. Detail calculation procedures are in accordance to Schedule 4 and Appendices 1to 5 of the rule. Detail calculation is shown Annex B and C of this report and summaryof the calculation procedures are presented below :-

3.1 Gross and Registered Tonnage

For a vessel less than 24 m in length the Gross Tonnage and Registered Tonnage shall bespecified. The Gross Tonnage is a sum of the following:-

- Underdeck Tonnage- Between deck space- Closed space on or above upper deck- Hatchway Tonnage- Propelling Machinery Tonnage on or above upper deck.

The Registered Tonnage is the Gross Tonnage deducted by the sum of the following;

- Space for Master Accommodation- Space for Crew accommodation (except storage of fresh water and

other provision).- Wheel house and Chart room- Space for Chain Lockers, steering gear, anchor gear and capstan- Space for safety or Batteries- Workshops and store room- Space for donkey engine and boiler- Space for main pump- Space for water ballast- Tonnage allowance for machinery space

3.2 Rule Dimensions and Definition

The length of the vessel used in all the calculation is accordance to the definitionspecified in Appendix 1 to Schedule 4 – Rule 1. Other dimension including breadth and

Tonnage Measurement 3/6

depth as well as the definition of other related parts of the vessel are refered to Part 1(general) paragraph 2 of the rule. The rule dimension are as follow;

Length : 16.00 mBreadth Moulded : 4.50 mDepth Moulded : 2.15 mDraft at Full load : 1.60 m

3.3 Area and Volume

For the purpose of calculating the under deck volume, the vessel’s hull is divided into 10stations having equal spacing. The volume of the transom section is calculated separatelywhile the volume of the aft peak is considered negligible. Although the calculation ofsectional area and volume may not be exactly following the steps specified in Appendix 1to Schedule 4 – Rule 1, it has been done in accordance to the standard Naval Architecturecalculation procedure using either simpson’s first or second rule for integration.

The offset data used in the calculation of sectional area are measured from each stationafter necessary deduction for floors and side framing as specified by the rule in Appendix2 to Schedule 4 (Table I and II). Figure 1 illustrates the deduction at three differentregions of the vessel and the deduction value is as indicated in Table 1 below;

Table 1 : Deduction for Floor and Side Framing

RegionDeduction for

FloorDedction For Side

Framing

25 % of Foremost (St 8 to 10) 877 mm 356 mm

15 % of Aftermost (St 0 to 1) 877 mm 356 mm

The Rest (St 2 to 7) 584 mm 356 mm

The area and volume of the under deck are calculated using the standard integrationprocedure while the deckhouse volume is calculated by normal method (Length x MeanBreadth x Mean Height). The detail calculation of area and volume is included in AnnexB (B1 : Calculation of Area and Volume).

3.4 Underdeck, Deckhouse and Gross Tonnage

The tonnage of under deck and deckhouse is the under deck and deckhouse volumemultiply with 2.83 ton/m3. Detail Calculation is shown in Annex B (B2 : Under deck andDeckhouse Tonnage). Gross tonnage is the sum of all mentioned in section 3.1 above anddetail as indicated in Annex B (B3 : Gross Tonnage).

Tonnage Measurement 4/6

Deduction at Midship Region (Stn 2-7)

Deduction at Aftmost Region (Stn 0 -1)

Deduction at Foremost Region (Stn 8-10)

FIGURE 1 : Deduction For Floor and Side Framing

Keel Top

Tonnage Measurement 5/6

3.5 Compartment Tonnage For Deduction

In order to determine the registered tonnage it is essential to determine the tonnage ofevery compartment that need to be deducted from gross tonnage. The deductions includeseveral compartments under deck and deckhouse. For each compartment located underdeck, the transverse sectional area at three positions within each compartment werededuced from interpolation of sectional area curve shown in Annex C (C1 : SectionalArea Curve). The volume of each compartment under deck was then calculated using thestandard integration method as in section 3.3 and detail calculation is shown in Annex C(C2 : Compartment Tonnage). The compartment above deck (deckhouse) was calculateddirectly.

3.6 Registered Tonnage

Registered tonnage is the gross tonnage deducted by the sum of all item mentioned insection 3.1. However for this vessel the deductions only include space foraccommodation (Master and crew), deckhouse, chain locker (for peak) and machinerycompartment. The detail can be found in Annex C (C3 : Registered Tonnage).

4. RESULT

The result of tonnage calculation are shown in Table 2 and Table 3 below;

Table 2 : Gross Tonnage

NO. Tonnage Tons

1 Under Deck 19.56

2 Between Deck Spaces NA

3 Closed Space on or Above Upper Deck 12.19

4 Hatchway Tonnage NA

5 Propelling Machinery Tonnage on or above upper deck NA

Total Gross Tonnage 31.75

Tonnage Measurement 6/6

Table 3 : Registered Tonnage

Item Tons

Gross Tonnage 31.75

No Deduction

1Space for Master and Crew Accommodation (exceptstorage of fresh water and other provision). 10.80

2 Deck House, Wheel house and Chart room 12.19

4Space for Chain Lockers, steering gear, anchor gear andcapstan (Located at Fore peak)

0.42

5 Space for safety or Batteries N.A

6 Workshops and store room N.A

7 Space for donkey engine and boiler N.A

8 Space for main pump N.A

9 Space for water ballast N.A

10 Machinery and Auxiliary space 5.28

Total Deduction 28.69

Registered Tonnage 3.06

5. CONCLUDING REMARK

The Tonnage Calculation of a 16m Fishing Research Vessel XX has been carried out byUTM in accordance to the rule specified in the “Peraturan-Peraturan PerkapalanDagang (Tanan) 1985”. The area and volume used for tonnage measurement were basedon the Lines Plan and General Arrangement Drawings provided by XXX. Allcalculations were carried out using the standard Naval Architecture calculationprocedure. The Gross Tonnage and Registered Tonnage of the vessel is 31.75 tons and3.06 tons respectively.