LRTechnical Association

Practical aspects of
inclining experiments

Paper No 2
Session 1996-1997
 Practical aspects of
inclining experiments
by F. Morishita ........................................................................................................................................

Mr. Morishita graduated from Hiroshima Since that time Mr. Morishita gained wide
University, Japan as a Naval Architect in experience in many aspects of statutory and
1969 and worked briefly thereafter at Ujina/ computer work, including Intact, Grain and
Kanawa Dockyard, Hiroshima where he was Damage stability, Tonnage computation, Load
involved in basic ship design. In 1980 he Line and Safety Equipment. In 1993 he was
joined Lloyd's Register as a probationary promoted to Senior Surveyor and is currently
Ship Surveyor and was appointed Surveyor working in Statutory Services Department on
in the International Conventions Department, all aspects of stability and tonnage.
Yokohama in 1982.

Table of Contents
.......................................................................................................................................................................................

Synopsis
1................................................................................................................................................................................
Introduction
2 General
................................................................................................................................................................................
3 Preparation for the test
3.1 The inclining test condition
3.2 On notification to the Society
3.3 Mooring arrangements and environmental
conditions
3.4 Trim
3.5 List
3.6 Tanks and free surface
3.7 Tests weights
4 Final preparations immediately before the test
................................................................................................................................................................................
4.1 Supervision and initial preparations
4.2 Draught readings
5 During the test
...............................................................................................................................................................................
5.1 Control station
5.2 Measurement of heel
5.3 Weight shifts
6 Test results and test report
.....................................................................................................................................................................................

S 6.1
6.2
General
Calculation of GM
7 Conclusions
8 Acknowledgements
....................................................................................................................................................................................
References

Appendix A
.......................................................................................................................................................................................
1 Conditions
2 Draught etc.
3 Condition at the test
4 Results of inclining test
4.1 Procedure of shifting ballast water
4.2 Position and length of pendulum
4.3 Transverse metacentric height (GoM)
4.4 Correction for free surface (GoG)
5 Centre of gravity at the test
6 Lightship condition
Appendix B
1 Introduction
2 Data presentation
2.1 General
2.2 Diagram of data

S
LR Technical Association: Paper No. 2. Session 1996-97
Synopsis 1 Introduction

The Paper describes the practical aspects of the inclining The inclining experiment or test is an essential part of the
experiment or test for the guidance of the surveyors who new construction or conversion of a ship or floating unit as
will check the test procedure and attend the test and the it is the only means of accurately determining a vessel's
plan approval surveyors who will examine the inclining lightweight and the corresponding vertical (V.C.G.) and
test report submitted by the builders. The Lightship Data longitudinal (L.C.G.) position of it's centre of gravity. This
contained in Appendix B has been prepared for Paper is intended to provide practical guidance to the
guidance/reference. surveyor in order to minimize inaccuracies during the test
and to ensure that the information derived from the
inclining experiment provides a satisfactory basis for
evaluating the ship's stability characteristics. The results of
the inclining experiment are used to prepare the final
Loading Manual.

It is a requirement of Regulation 22, Part B, Chapter II-1 of

SOLAS 1974 that every passenger ship regardless of size
and every cargo ship having a length, as defined in the
International Convention on Load Lines 1966, of 24 m and
upwards, is to be inclined upon its completion and the
elements of its stability determined.
0
The inclining test of an individual ship, or class of ships
especially designed for the carriage of liquids or ore in bulk,
may, however, be dispensed with when reference to
existing data for similar ships clearly indicates that, due to
the ship's proportions and arrangements, more than
sufficient metacentric height (GM), will be available in all
probable loading conditions.

When an accurate inclining test is not practical, for

example, on some high speed craft, the lightship
displacement and position of its centre of gravity is to
be determined by a lightweight survey and accurate
calculation.

Where any alterations are made to a ship so as to materially

affect the stability information supplied to the master,
amended stability information is to be provided. A ship
would normally be re-inclined where the anticipated
change in lightship weight exceeds 2% or where a large rise
in VCG is expected.

Appendix A of the Paper includes a worked example to

determine the lightship particulars of a vessel following an
inclining experiment in which water ballast transfer has
been used to incline the vessel.

Appendix B includes the lightship particulars of about 400

ships built in Japan, Korea and China. These lightship
particulars, for example lightweight, V.C.G. and L.C.G.,
have been summarized on the basis of the ships' principal
dimensions.

The procedures indicated in this Paper are intended to

supplement Lloyd's Register's procedures for inclining
experiments and in no way replace those requirements.

2 LR Technical Association: Paper No. 2. Session I996-97

 2 General 3 Preparation for the test

It should be recognised that an inclining experiment and 3.1 The Inclining Test Condition
the vessel's lightship condition is very sensitive to the
effects of tight mooring ropes, undetected slack water on The ship is to be as near to completion as possible and the
board, windage effects etc. and therefore the attending equipment used by the shipyard on board is to be limited to
surveyor must pay careful attention before and during the the utmost extent possible. Prior to the inclining test, lists of
experiment to obtain accurate results from the experiment. all items which are to be added, removed, or relocated are
to be prepared. These weights and their locations are to be
As a general principle, each new ship, or the first and each accurately recorded. As a guide, the total value of missing
subsequent fifth ship in a series at each building yard is to weights is not to exceed two per cent of the lightship
be inclined, with a lightweight check carried out on the displacement, and surplus weights, including liquid
remaining sister ships. Certain flag administrations may ballast, is not to exceed four per cent. For smaller vessels,
require the first vessel in a series building to their flag to be higher percentages may be allowed.
inclined regardless of previous sisters.

If dispensation from the requirement to conduct an 3.2 On notification to the Society

inclining experiment is required in the case of a sister to a
ship already inclined, the builder is to make written The surveyor should impress upon the builders the need to
application to the local office. give adequate notice of a test and request them to supply
. The local office is to forward the application through the the following information:
authorised plan approval office to Headquarters for (a) Proposed location, date and time
consideration. The local surveyor is to indicate whether or (b) Proposed mooring arrangements
not, in his opinion, the ship is suitable for dispensation (c) Anticipated state of the ship at the time of the test
from the requirement to conduct an inclining experiment (d) Anticipated load condition
and should confirm that the ship, being in a series, is simi- (e) Type of inclining ballast to be used
lar to the lead ship in geometry anticipated lightweight (f) Proposed heel indicators
and lightweight distribution. (g) Location of central station, inclining test weights, and
. Where a lightweight survey is conducted, the V.C.G. of a pattern of weight shift
previously inclined sister ship may only be used provided (h) Maximum expected angle of heel
it is verified by the survey that the lightweight and L.C.G. (i) Anticipated tank condition, viz., whether empty, full
compare, within acceptable limits. A report of the light- or partially filled.
weight check is to be incorporated into the final stability
manual, together with a copy of the report of the inclining The builder is to provide a written procedure for the
experiment for the lead ship. inclining experiment or lightweight check which the
surveyor should agree ensuring that it follows that given in
The surveyor witnessing the inclining experiment or LR's Ship Division Survey Procedure Manual (SDSPM). In
lightweight check must be satisfied that the procedures the following cases, the procedure is to be submitted to the
have been followed and the data obtained correct. If for any authorised plan approval office for acceptance, prior to the
reason it is considered that a successful test can not be held, inclining experiment:
for example due to poor weather, state of the ship etc., then . For passenger ships.
the test should be postponed. As soon as the inclining . Where it is proposed to use liquid transfer to incline the ship.
experiment or lightweight check report is available, the
^ Where the proposed procedures differ from standard practice.
surveyor is to verify that the information contained therein
is consistent with the results obtained during the test and
forward the report to the authorised plan approval office 3.3 Mooring arrangements and
together with sufficient basic data to enable the plan environmental conditions
approval office to undertake an independent check of the
final results. The surveyor should also forward a signed Mooring lines should be free of any transverse tension
declaration form in respect of the inclining test or during the reading after each weight shift. No external
lightweight check. moments shall be brought upon the ship (from mooring
lines, quays etc.). If possible, the ship should be located in
When a lightweight survey is required, it is to be carried out a calm, protected area free from external forces.
on completion of the ship by the measurement of draughts,
recording the specific gravity of the water and estimate of When it is intended to conduct the test at or near low water,
weights on and off. The L.C.G. of the lightship must also be the surveyor should ascertain that a sufficient depth of
calculated. water will be available to prevent the ship from touching
the bottom during the test. If this is likely to cause a
problem, the test should be conducted at high tide or the
ship moved to deeper water.

LR Technical Association: Paper No. 2. Session 1996-97

3
 Mooring lines secured to bow clip temporarily
The combined adverse effect of wind, current and sea may welded to stem near waterline
adversely affect results due to:
. inability to measure draught accurately
. excessive or irregular oscillations of the pendulums or U-
tubes
. variations in superimposed heeling moments

The ship should be held by lines at the bow and stern,

attached to temporary pad eyes installed as close as
possible to the centreline of the ship and as near the water Mooring lines secured to propeller
- handling pad eyes port and starboard
line as practical. If temporary pad eyes are not feasible then or around rudder post
lines can be secured to bollards and/or cleats on the deck
(see Plates 1 and 2). This arrangement requires that the line
be slackened when the ship is heeled away from the dock.
The preferred arrangement is with the ship lying in a slip or
dock where it can be moored as shown in Figure 1.1. In this
case, the lines can be kept taut to hold the ship in place, yet
allow unrestricted heeling. Note, however, that wind
and/or current may cause a superimposed heeling moment Bow line
to act on the ship throughout the test. For steady conditions
this will not affect the results. Gusty wind or uniformly
varying wind and/or current will cause these super-
imposed heeling moments to change, which may require
additional weight shifts to ensure a valid test. The need for
0
additional weight shifts can be determined by plotting
pendulum readings as they are obtained.
Figure 1.2 - Moored to one side only

Where the ship can be moored on one side only, it is good

practice to supplement the bow and stern lines with two
spring lines in order to maintain positive control of the ship, provided between the ship and the dock. All lines are to be
as shown in Figure 1.2. The leads of the spring lines should slack, with the ship free of the pier and camels, when taking
be as long as practicable. Cylindrical camels should be readings during the experiment.

O
4 LR Technical Association: Paper No. 2. Session 1996-97
 Alternative mooring arrangements may be considered if 3.6 Tanks and free surface
these are submitted to the authorised plan approval office
for review prior to the test. Such arrangements should 3.6.1 General
ensure that the ship will be free to list without restraint for The information given to the surveyor regarding the
a sufficient period of time to allow the pendulums to damp disposition and capacity of all tanks on the ship, should
out motion so that accurate readings can be recorded. also indicate the location of the appropriate air and
sounding pipes to these spaces.
If a floating crane is used for handling inclining weights, it
must not be moored to the ship. The number of slack tanks should normally be limited to
one port/starboard pair or one centreline tank of the
following:
3.4 Trim . fresh water reserve feed tanks;
. fuel/diesel oil storage tanks;
Excessive trim by the stern should be avoided and trim by . fuel/diesel oil day tanks;
the head is not recommended. It is acceptable to use . lithe oil tanks;
hydrostatics based on level keel where the actual trim does . sanitary tanks; or
not differ by more than about 1 per cent of the length . potable water tanks.
between perpendiculars (Lbp). The waterline during the
inclining test should not coincide with sharp changes in the The builders should provide calibration curves or tables
cross-sectional area of the ship. appropriate to those tanks likely to be full or partly full
during the test.

3.5 List 3.6.2 Free surface

If there are liquids on board the ship when it is inclined,
As far as practicable the ship should be upright at the whether in the bilges or in the tanks, it will shift to the low
commencement of the test. A small initial list is acceptable side when the ship heels. This shift of liquids will
but this should not exceed 0.5 degrees. exaggerate the heel of the ship. Unless the exact weight and
distance of liquid shifted can be precisely calculated, the
Where an initial list is present, it should be ensured that the metacentric height (GM) calculated from the incline test
first weight shift takes the ship through the upright will be in error. Free surface should be minimized by either
position, otherwise any correction made to account for the emptying the tanks completely by stripping with portable
movement of free liquid surfaces may produce an pumps or by hand, or by completely filling the tanks so that
inaccurate result. no shift of liquid is possible. All bilges should be dry.

LR Technical Association: Paper No. 2. Session 1996-97

5
When tanks must be left slack, it is desirable that the sides
of the tanks be parallel vertical planes and the tanks be
regular in shape (i.e. rectangular, trapezoidal, etc.) when
viewed from above, so that the free surface moment of the Depth of
abe" "'
sounding Liquid surface
===
liquid can be accurately determined. For example, the free
surface moment of the liquid in a tank with parallel vertical
sides can be readily calculated by the formula:
_
& _EEEEEE ______ Shell

3
Free surface moment (m-tonnes) = (1 b /12) x p

where: 1= length of tank (m) Angle of trim

b =breadth of tank (m)
p = density of liquid in tank (tonne/m ) 3 --- 477224

(p can be measured directly with a hydrometer)

Figure 2 - Sounding of tank
Free surface correction (m)
Sum [FSM(1) + FSM(2) + ... + FSM(x)] /Displacement

where: FSM = free surface moment (m-tonnes)

3.7 Tests weights
Free surface correction is independent of the height of the
tank in the ship, location of the tank, and direction of heel. The means of inclining the ship is to be specified. Where
As the width of the tank increases, the value of free surface solid weights are used, each weight is to be compact,
moment increases by the third power. The distance impervious to water and of such shape that its centre of
available for the liquid to shift is the predominant factor. gravity may be accurately determined. It is recommended
This is why even the smallest amount of liquid in the that no fewer than four weights (or sets of weights) be used,
bottom of a wide tank or bilge is normally unacceptable each approximately equal in magnitude and initially
and should be removed prior to the inclining experiment. disposed on either side of the ship as far from the centreline
Insignificant amounts of liquids in V-shaped tanks or voids as practicable. All weights should be recently certified, and
(e.g. a chain locker in the bow), where the potential shift is bear means of identification. Positioning of all inclining
negligible, may remain if removal of the liquid would be weights on one side of the ship should result in a minimum
difficult or would cause extensive delays. heel angle of about 1° up to a maximum of 4° from upright,
depending upon ship type and size.
The correction to the GM calculation for free surface effects in
part filled tanks, is to be based on the liquid level in the tanks To ensure that the test may be completed within a
and not the tank's maximum value of free surface moments. reasonable time, the surveyor should verify that adequate
means are available to shift the inclining weights
3.6.3 Slack tanks expeditiously and so reduce the risk of the test being
The liquid level of any partly filled tank must be such that affected by appreciable changes in wind and/or tide.
the free surface effect can be accurately determined. Partly
filled deep tanks should be 20% to 80% full and double Precautions should be taken to ensure that the decks are not
bottom tanks 40% to 60% full to ensure that a significant overloaded during weight movements. If deck strength is
change in the dimensions of the free surface does not occur
during inclining. Where tank contents are to be of high
questionable then a structural analysis should be performed
to determine if existing framing can support the weight. 0
viscosity, consideration should be given as to whether they
should be heated or not for the test. If heated, free surface The weights should be positioned as far outboard as
corrections would need to be applied in the analysis of the possible on the upper deck. The positions of the weights
test results. Communication between tanks should never be should be marked and arrangements made to ensure that
allowed, i.e. cross connections should be closed. they can be placed back in their exact original positions as
the test progresses (see Plates 3 and 4).
3.6.4 Pressed up tanks
Such tanks are assumed to be completely full with no The transverse movement of the weights should be
pockets or voids, i.e. 100% full. (The 98% full condition arranged so that there is no longitudinal change in the
normally accepted as 'full' for operational reasons is not position of each weight which would affect the ship's trim.
acceptable for an inclining experiment). Tanks required to
be pressed up should be filled in advance of the test until Notwithstanding the comments in the SDSPM, water
the tank is completely filled. Topping up of a tank should be ballast is being utilised more and more for liquid weight
carried out slowly and the tank ullage checked at intervals. transfer, particularly for very large ships where normal
An example of a tank which would appear to be 'pressed means of inclining are clearly inappropriate and also large
up' but would actually contain entrapped air is shown in passenger ships where the deck space of sufficient strength
Figure 2. may not be available.

6 LR Technical Association: Paper No. 2. Session 1996-97

S.

LR Technical Association: Paper No. 2. Session 1996-97 7

Where water transfer is to be used; 4 Final preparations
(i) Inclining tanks should be wall sided and free of large
stringers (which may create air pockets).
immediately before the
(ii) The transfer should take place between tanks d ri ectly
opposite one another to maintain the ship's trim.
test
(iii) Where gravity transfer is adopted, two tanks each
port and starboard should be used with adequate
head between each pair of tanks port and starboard to
provide several movements.
(iv) The specific gravity of the transferred water should 4.1 Supervision and initial preparations
be checked.
(v) The pipe lines used for shifting the water should be The following information should be available at the time
full on commencement in order that an accurate of the stability test as necessary:
quantity of shifted water can be obtained. . General arrangement drawing
(vi) The isolating valves should be checked for tightness . Tank capacity plan
and strict valve control maintained during test. . Hydrostatic curves
(vii) Ullage/sounding boards or external tubes should be . Draught marks' locations.
fitted to enable the level of water in each tank
involved to be measured before and after each shift The surveyor should be satisfied that the mooring
and recorded in the test report. arrangements adopted take proper account of depth of
(viii) If necessary, final calculations are to take account of water under the hull, wind speed and direction, tidal
the change in VCG during the test due to the current, propeller wash from other ships, shoreside
transferred layers of water. discharges, etc.
(ix) The weight and centre of gravity of the shifted water
should be determined considering the ship's heel and He is to accompany representatives of the owner/builder in
trim. a detailed tour of the ship. All spaces are to be inspected,
(x) The means of calibration of the inclining tanks should and keys made available for access to closed areas.
be stated and ullage tables provided.
In the course of the tour, the surveyor should ensure that a
record of the location and weight of those items which will
be considered in the calculation of the lightweight of the
ship is being made and be satisfied with the accuracy of
such a record.

8 LR Technical Association: Paper No. 2. Session 1996-97

-^ Bilges should be dry and there should be no slack water on mooring and essential power lines, hoses, etc.) are to be
tank tops or decks. disconnected. All connections retained are to remain slack
throughout the test.
All empty compartments are to be open, clean and dry.
Builders' tools, equipment and other non-lightship items
Tanks are to be well ventilated and gas free. A certified should be reduced to the absolute minimum.
marine chemist's certificate, certifying that oil and chemical
tanks are fit for entry should be made available. LR safety Any appreciable quantities of snow or ice must be removed
procedures are to be followed for safe entry into tanks. from the ship before the test.

Any hanging weights or loads are to be efficiently secured. If the inclining test is carried out at low water, checks
The ship's lift/s is/are not to be used. should be made to ensure that the ship is not aground.

Boilers, sanitary and cooling systems, etc., should be at or

near their normal working levels. 4.2 Draught readings

The draining of tanks intended to be empty during the test A suitable boat with a low freeboard is to be provided so
should be completed by portable means, or by hand where that the draughts of the ship being inclined may be
necessary, when this cannot properly be achieved by the accurately measured. The position of the draught marks
ship's own pumping system. should have been checked previously on the building berth
or in a dry-dock (see Plates 6 and 7).
Each tank is to be verified for content by sounding (Plate 5)
and visual inspection where practicable. The specific Suitable equipment, such as a handheld type magnet, by
gravity of the contents is to be recorded. which the position of the draught measuring boat may be
kept steady, should be provided by the builders.
Personnel allowed on board should be limited to the minimum
required for the test and will, generally, consist of persons Draughts should be read immediately before and, if
required for the measurement of pendulum deflections, necessary, after the test and the surveyor should witness all
handling of the inclining weights, and control of the test. The such readings. These will also be used to determine initial
person in charge of the inclining test should be identified. heel and hog/sag, if any. On completion of the weight
shifts, the draughts may be checked again, if considered
The gangway is to be removed before the test commences necessary, to ensure that no change in condition has
and shore connections (other than those required for occurred during the test.

1
LR Technical Association: Paper No. 2. Session 1996-97 9
 A typical draught reading gauge is shown in Figure 3. The
length of tube under water should be sufficient to minimize
any effect of wave motion when measuring the draught. A
sufficient number of draught readings should be taken to
obtain correct results since accuracy of the lightweight will
depend on these readings.

The surveyor should confirm by sight the draught at the

mark in order to verify the measurement given by the
draught gauge_

The mean draught (average of port and starboard reading)

should be calculated for each of the locations where
draught readings are taken and plotted on the ship's lines
drawing or outboard profile to ensure that all readings are
consistent and together define the correct waterline. The
resulting plot should yield either a straight line or a
waterline which is either hogged or sagged. If inconsistent
readings are obtained, the draughts should be retaken.

The specific gravity of the flotation water should be

determined at this time. For the accurate assessment of its
specific gravity using a hydrometer (plate 8), sufficient di
samples of dock water are to be taken at suitable locations
and depths and not merely surface water, which could
contain fresh water from the run off of rain. The
hydrometer, which should be checked in fresh water before
use, is placed in the water sample and the specific gravity
recorded. For large ships, it is recommended that samples
of the flotation water be taken forward, midship, and aft
and the readings averaged. For small ships, one sample
taken from midships should be sufficient.

The temperature of the water should also be taken and the

measured specific gravity corrected for deviation from the
standard, if necessary. If the specific gravity is determined
at the inclining experiment site, a correction to water
specific gravity is not necessary. Correction is necessary if
specific gravity is measured when the sample temperature
differs from the temperature at the time of the inclining
(e.g., if the check of specific gravity is done at the office).

Figure 3 - Draught reading gauge

10 LR Technical Association: Paper No. 2. Session 1996-97

 Plate 7 - Draught measurement using draught gauge

Plate 8 - Hydrometer

1,

LR Technical Association: Paper No. 2. Session 1996-97 11

 A smooth wood recording batten (or acceptable equivalent)
5 During the test is to be firmly attached to a rigid trestle at the lower end of
each pendulum. A trough containing a suitable damping
fluid (oil has better damping properties than water) is to be
arranged at the lower extremity of each pendulum. The
surveyor is to ensure that the trough is large enough so as
5.1 Control station to prevent contact between the pendulum and the sides and
bottom of the trough during the test. The trough should be
A sheltered space on board is to be allocated as a control secured against accidental movement.
station which should be reasonably accessible to all
deflections measuring staff and handlers of the inclining A U-tube arrangement is acceptable as a means of
weights. The person in charge of the test should be located measuring the test heel angles. However, the surveyor
at the control station and have complete control over all should ensure that the system is free from air locks, etc., to
personnel involved in the test. preclude inaccurate readings. The tube should be open-
ended, of clear plastic and of such diameter that readings
Personnel are to be instructed to remain in their assigned will not be affected by capillary effects and clamped on
positions while pendulum readings are being taken and a graduated measuring boards. The tube should be located as
check is to be made that all mooring lines, etc., remain slack far outboard as possible and extend vertically to such a
during the test. height that no fluid will overflow during the test. The liquid
in the tube should preferably, be coloured. A typical
There should be efficient two-way communications arrangement is shown in Figure 5.
between the person in control and;
II . the weight handlers; To obtain the measured mean deflection, the mean of 10
it
. each pendulum or deflection recording station; readings of the pendulum/U-tube's deviation is to be made.
. the mooring attendants.
The use of a stabilograph is also acceptable provided the
calibration of the instrument is checked beforehand. A trace
5.2 Measurement of heel of the recorded heel pattern should be included in the test
report. The principal of a stabilograph is shown in Figure 6.
At least two pendulums are to be suspended at separate,
sheltered locations clear of surrounding structure which Where either of the alternative methods of U-tubes and
could affect their motion. Pendulum lengths are to be as stabilograph are proposed, a single additional pendulum
great as practicable so as to provide an overall anticipated must also be used to provide an independent check on the
deflection of at least 150 mm either side of the initial measured deflections.
position. It is recommended that pendulums should be
between 4 and 6 metres in length. They are to be measured
from the point of suspension to the deflection recording 5.3 Weight shifts
batten. A typical arrangement is shown in Figure 4.
5.3.1 Solid weight shifts
Following the initial zero reading, the experiment should
involve at least eight weight movements. The example
Nail
below shows the movement of four weights (numbered 1,
2, 3 and 4):

Washer Shift Movement

Port Starboard
Initial 24 1 3
Length of 1 4 1 2 3
pendulum
Piano wire 2 1 2 3 4
Thin wooden batten Saw horse anchored /or similar 3 1 2 3 4
tacked in place against inadvertant 4 1 3 2 4
movement 4
5 1 2 3
6 1.2 3 4
7 23 4 1
8 24 1 3
Height
sufficient
to clear After each shift, the pendulum readings are to be registered
trough on the recording battens, each deflection (taking the average
L of say 10 swings) being measured from the previous reading.

Weights Trough with oil 4774103 The positions of the inclining weights should be marked on
the deck to ensure consistency in placement throughout the
test. The overall transverse shift distance is to be as great as
Figure 4 - Pendulum practicable, and appreciable changes in longitudinal or

12 LR Technical Association: Paper No. 2. Session 1996-97

 Level gauge Water tank

Tube Upper deck

4774/04

Figure 5 - U-tube

vertical position when moving weights from port to 5.3.3 Plot of heeling moments and angles
starboard and vice versa are to be avoided. A progressive plot should be run during the test to ensure
that acceptable data is being obtained. See Figure 7.
5.3.2 Liquid weight shifts Typically, the abscissa of the plot will be heeling moment
Liquid weight transfer is to take place between tanks (weight (W) times distance (x)) and the ordinate will be the
d ri ectly opposite one another. The sounding/ullage of these tangent of the heel angle (tan g = deflection of the pendulum
tanks is to be recorded before the test commences and after divided by the length of the pendulum). This plotted line
each shift so that the volume, centre of gravity and free will not necessarily pass through the origin or any other
surface moment of the tanks can be determined using tank particular point for no single point is more significant than
calibration data with trim and heel correction. any other point.

The volume and moments of heeling, vertical shift and free Plotting all of the readings for each of the pendulums
surface of the liquid transferred at each shift are determined during the inclining experiment will highlight any internal
by the difference between the present and previous shifts. or external influences on the test. If (W) (x)/tan g is
The heeling and vertical shift moments may be calculated constant, a line drawn through the plotted points will be
by multiplying the weight of liquid transfer by centre of straight. If not then, for solid weight transfer, a linear
gravity. regression analysis is often used to fit the straight line
through the points.
It should be noted that the free surface moment of the tanks
is not constant during the inclining. The use of a linear regression analysis is not always
appropriate for liquid weight transfers, since the action of
The typical procedure and calculation method of a water moving the ballast can result in a significant change to the
ballast transfer and combination of tanks for a bulk carrier vessels VCG at each shift thereby resulting in a different
is shown in Appendix A. GM at each shift. As the slope of the curve is a function of
GM it will be noted that the plots of heeling moment
against deflection will not lie on a straight line.

In order to eliminate the effects of changes to the GM it is

necessary to consider the check plot in terms of righting lever, GZ.

GZ = Righting (heeling) Moment/Displacement and,

GZ = GMsine (for small angles)

The check GZ plot corrected for changes in VCG is

therefore:

GZcorr = Heeling Moment/Displacement ± GG1 Sine

Where: Heeling Moment is the total moment measured

from the start of the test

GG1 is the change in VCG due to ballast shift

and,
= Vertical Moment/Displacement

4774105
Vertical Moment is the total change in moment
measured from the start of the test.
Figure 6 - Principal of a stabilograph
e is the angle of heel measured from the start of
the test.

LR Technical Association: Paper No. 2. Session 1996-97

13
Deviations from a straight line are an indication that other
moments are acting on the ship during the inclining test.
These other moments should be identified, the cause
corrected, and the weight movements repeated until a
straight line is achieved. Figure 8 illustrates examples of
how to detect some of these other moments during the
inclining, and a recommended solution for each case. For
simplicity, only the average of the readings is shown on the
inclining plots.

Starboard tangents

Port moments
Starboard moments

4774/27
Port tangents

Figure 7 - Progressive heeling moment plot

14 LR Technical Association: Paper No. 2. Session 1996-97

 Tan 0 Tan 0

0) /i i
a) 2 // ca) //
o) /
3 // /
/ c 2
a
o m
.0 °0 3
m / m
co 5

Port moments Starboard moments Port moments Starboard moments

4 (Wx) (W")
4
7 7

c
a) ai
c
//
// 6 C 6

/ a0 0
a
/

Excessive free liquids (Re-check all tanks and Ship touching bottom or restrained by mooring
voids and pump out as necessary: Re-do all lines (take water soundings and check lines:
weight movements and re-check freeboard and Re-do weight movements 2 and 3)
draft readings)

1 2

Tan 0
Tan 0
2
/.
a)
a 7 Y 2
3 / c
a /
//
of
c
m
7 3
o 1
-ro

m // / s- 1
/ m

4 //
Port moments // Starboard moments Port moments 4 Starboard moments
(Wx) (Wx)
7 //
/
// 7
5 /
/ .N S y
6
// c ca)
m
°c)
/
/ o r
0
/ a
/

Steady wind from port side came up after Initial Gusty wind from port side
zero point taken (plot acceptable) (Re-do weight movements 1 and 5)
4774/26
3 4

Figure 8 - Heeling moment plots which highlight disturbing moments during a test

LR Technical Association: Paper No. 2. Session 1996-97

15
 6 Test results and test Y = a + bX
report where: Y = Heeling moment (abscissa)
X = Tangent of the heeling angle, tan 0 (ordinate)

The value of 'b' , the slope of the trend line, represents the
average value of:
6.1 General
heeling moment
The builder should incorporate the data gathered during tan 0
the test into a comprehensive test report. All readings
without omission, including those not used in the final Thus the 'GM as inclined' is given by:
analysis, should be included in the final inclining
experiment report. The weather conditions, i.e. wind speed GM = Heeling moment/(Tan 0 x Displacement)
and direction relative to the vessel, sea state, air and water = b/Displacement
temperatures etc., during the test are to be recorded.
In the case of liquid weight transfer method, the plot of the
The surveyor is to ensure that the data given in the report is results of the inclining experiment may be plotted as
consistent with that gathered during the test. 'GZcorr against 0' in which case the 'GM as inclined' is
equal to the GZ projected to 57.3 degrees. See Figure 9.
Any relevant data which the surveyor considers necessary
to verify the allowances made for items to be placed on For those cases where the use of liquid ballast transfer for
board, removed or re-located, are to be made available. heeling will require the movement of liquid between tanks
with differing VCG then the change in VCG will need to be
The surveyor is to vet the report prepared by the builder taken into account in the calculation of GM. See Appendix
and inform them of any apparent discrepancies for A for an example calculation.
correction before submission to the plan approval office.
The following typical problems can cause inaccuracies in
The following plans/information are required by the plan the test information:
approval office for the analysis of the inclining test report: (a) Inaccuracy of draught reading
. Hydrostatic data (b) Free surface effects of partly filled tanks
. Position of draught marks at fore, aft and midships (c) Miscalculation or calculation error for inclining tanks
. Tank calibration data for verification of the volume/ in the case of liquid weight transfer.
weight, L.C.G.,V.C.G. and moment of inertia. Further tank
calibration data including trim and heel correction is
required when water transfer has been adopted in lieu of
solid weight shifts.
. Bonjean data and lines plan if the trimmed hydrostatic data
is not available when the trim at the test is more than 1%
of the ship length. Righting lever, GZ ^..-

The determination of the lightship condition would,

normally, be based upon the actual waterline (i.e. using body
sections, Bonjean curves, etc.). However, where the actual
trim does not differ from the design trim (usually zero) by
more than about 1 per cent of the length between GM
perpendiculars, the lightship condition may be calculated on
the basis of the hydrostatics particulars for the designed trim.

If the ship has initial heel at the lightship condition due to '--
unsymmetrical arrangement, the inclining test report 57.3° 4774/25

should also include the calculation of the initial heeling Range of inclining
experiment results
moment and transverse centre of gravity of the lightship.

6.2 Calculation of GM Figure 9 - GM as inclined

The recommended method of calculating the GM from the

results of an inclining experiment is as follows:

Use a linear regression analysis to fit a line through the plot

of the heeling moments versus the tangent of the heeling
angles using the formula:

16 LR Technical Association: Paper No. 2. Session 1996-97

 7 Conclusion 8 Acknowledgements

The lightship parameters of any vessel are an essential basic The author would like to express his sincere thanks to his
element of stability calculations since accurate loading colleagues within Statutory Services, in particular Mr. C.M.
conditions cannot be derived without these details. The Magill and Mr. D.V. Whittaker for their valuable advice in
following items have to be reviewed once the final lightship the preparation of this paper. The author would also like to
particulars are agreed: thank Mr. A.N. Stephens, CSD, Yokohama and Mr. N. Sakai,
. Loading conditions for compliance with the intact and LR Kobe.
applicable damage stability regulations
. Partial loading condition for compliance with SOLAS
damage stability
. Provisional stability manual in accordance with the
SDSPM.

Past experience highlights the need for absolute accuracy

and attention to detail when carrying out inclining
experiments on large ships as small errors in measurement,
whether in the position of the weights or pendulum
readings, can make significant differences in the final
results of ships with large GMs in the inclined condition.

LR Technical Association: Paper No. 2. Session 1996-97 17

References
(1) Australian DOT
Method of performing and reporting upon inclining
experiments and lightweight measurement - Marine
Order Part 13
(2) UK, DOT
Notes for guidance for carrying out an inclining test
(3) IMO Resolution A.749(18)
(4) Lloyd's Register
Ship Division Survey Procedures Manual

18 LR Technical Association: Paper No. 2. Session 1996-97

 Appendix A - Sample of inclining test report

1 Conditions

Date of test: January 27, 1995

Place: No. 1 Dock
Weather and wind: 5 m/s
Temperature of atmosphere: 9.0°C
Temperature of sea water: 10.0°C
Witness class: Mr. LR
Owner: Mr. Owners

2 Draught etc.

Port Starboard Mean

Fore at Draught mark 4.297 m 4291 m 4.294 m
Midship at draught mark 4.215 m 4.235 m 4.225 m
Aft at draught mark 4.301 m 4.305 m 4.303 m
Apparent trim 4.303 - 4.294 = 0.009 m
(by the stern)
Correction of fore draught 0.000 m(1)
Correction of aft draught 0.001 m(1)
Draught at RP. 4.294 - 0.000 = 4.294 m
Draught at A.P. 4.303 + 0.001 = 4.304 m
Mean of fore and aft draughts 4.299 m
Deflection (Hogging) 4.225 - 4.299 -0.074 m
Correction of deflection -0.074 x 3/4 -0.056 m
Corrected mean draught (dl) 4.299 - 0.056 4.243 m
Displacement corresponding to above draught (p 1.025) 37,092 kt
Trim 4.304 - 4.294 0.010 m
(by the stem)
Change of displacement due to trim -4.6 kt(2)
Corresponding displacement (p = 1.025) 37,087 kt
Corrected displacement for specific gravity :
Specific gravity of sea water
Port Stb'd
Fore 1.0220
Mid 1.0225 1.0225
Aft 1.021
Mean 1.022
Actual displacement
37,087 kt x 1.022/1.025 36,979 kt

(1) Draught correction at perpendiculars (see Figure 10)

Apparent Trim = (Draught at stern) - (Draught at stem)
Fore correction = -I f x Apparent trim/L
Aft correction = la x Apparent trim/L

(2) Displacement correction due to trim

= ](Actual trim x 100) x MF/LBP] x T.P.C.
where MF Distance from midship to centre of floatation at draught dl
T.P.C.... Tonnes per cm immersion at draught dl

LR Technical Association: Paper No. 2. Session 1996-97 19

 Marks

la L if
A.P. 4774/06 l :P

Figure 10 - Draught correction

3 Condition at the test

Displacement 36,979 kt
Trim by stern 0.010 m
Longitudinal centre of buoyancy from midship (MB) -13.88 m
Transverse Metacentre above base line (TKM) 36.58 m

4 Results of inclining test

4.1 Procedure of shifting ballast water

Shift No. 1 No. 2 TOP S. TK. (P) - No. 2 BTM. S. TK. (S)
Shift No. 2 No. 2 TOP S. TK. (P) No. 2 BTM. S. TK. (S)
Shift No. 3 No. 3 T&B S. TK. (S) - No. 3 T&B. S. TK. (P)
Shift No. 4 No. 3 T&B S. TK. (S) - No. 3 T&B. S. TK. (P)
Shift No. 5 No. 3 T&B S. TK. (S) -) No. 3 T&B. S. TK. (P)
Shift No. 6 No. 3 T&B S. TK. (S) No. 3 T&B. S. TK. (P)
Shift No. 7 No. 2 TOP S. TK. (P) - No. 2 BTM. S. TK. (S)
Shift No. 8 No. 2 TOP S. TK. (P) -) No. 2 BTM. S. TK. (S)

4.2 Position and Length of Pendulum

Fore: Upper Deck Fore (FR282) Length (L1) = 18.035 m
Aft: Upper Deck Aft (FR 75) Length (L2) = 18.013 m

4.3 Transverse metacentric height (GoM)

GoM = SHIFTING MOMENTS/(DISPLACEMENT x TANGENT 0)

Item 0 1st 2nd 3rd 4th

Direction of shifts P-^S P-> S SAP S-^P
Reading of pendulum Fore mm 546 699 859 710 552
Aft mm 542 698 856 704 548
Deviation of Fore (s1) mm - 153 160. 149 158
Pendulum Aft (s2) mm - 156 158 152 156
Mean tan 9 = 1/2(s1/L1+s2/L2) - 0.008572 0.008822 0.008350 0.008711
Shifting weight kt - 308.20 301.40 287.50 284.80
Shifting moments kt-m - 7883.0 8170.0 7722.0 8132.0
Displacement kt 36,979
GoM = Shifting Mt./(DISP x tan 0) m - 24.87 25.05 25.01 25.25
GoM correction (3) m - -0.02 -0.22 -0.23 -0.42
Corrected GoM m - 24.85 24.83 24.78 24.83
Mean GoM m 24.80

20 LR Technical Association: Paper No. 2. Session 1996-97

 Item 5th 6th 7th 8th
Direction of shifts S P S P P S P -+ S
Reading of pendulum Fore mm 398 238 392 553
Aft mm 391 228 388 546
Deviation of Fore (s1) mm 154 160 154 161
Pendulum Aft (s2) mm 157 163 160 158
Mean tan 0 = 1/2(51/L1+s2/L2) 0.008627 0.008960 0.008711 0.008849
Shifting weight kt 277.20 285.30 300.50 299.00
Shifting moments kt-m 8065.0 8469.0 8324.0 8495.0
Displacement kt 36,979
GoM = Shifting Mt./(DISP x tan 0) m 25.28 25.56 25.84 25.96
GoM correction s m -0.61 -0.79 -0.99 -1.18
Corrected GoM m 24.67 24.77 24.85 24.78
Mean GoM m 24.80

(3) Considering the effect of movement downward of

centre of gravity by the transfer of ballast water from one
tank to another tank and change of free surface moments,
GoM in each test cases is converted into GoM relating to the
original tank condition as follows;

GoM correction = GoM correction moments/Displacement

AFS.MT AKG.MT
Shift No. 1 GoM correction = (6547 - 7387)/36979 = -0.02m
Shift No. 2 GoM correction = (6221 - 14299)/36979 = -0.22m
Shift No. 3 GoM correction = (12432 - 20983)/36979 = -0.23m
Shift No. 4 GoM correction = (11837 - 27529)/36979 = -0.42m
Shift No. 5 GoM correction = (11131 - 33524)/36979 = -0.61m
Shift No. 6 GoM correction = (10114 - 39436)/36979 = -0.79m
Shift No. 7 GoM correction = (9505 - 46029)/36979 = -0.99m
Shift No. 8 GoM correction = (8757 - 52238)/36979 = -1.18m

Corrected GoM = GoM + GoM correction

4.3.1 Detailed condition of the inclining tanks

(BEFORE THE SHIFTS)

Tank Name WEIGHT CL.G CL.G-MT KG KG-MT FS-MT

(M.T.) (m) (M.T.-m) (m) (M.T.-m) (M.T.-m)
No.2 TOP S.TK.(P) 1882.0 17.442 32826 22.149 41684 8
No.2 BTM S.TK.(S) 358.4 10.226 3665 0.186 67 35679
TOTAL 2240.4 13.016 29161 18.636 41751 35687

Tank Name WEIGHT CL.G CL.G-MT KG KG-MT FS-MT

(M.T.) (m) (M.T.-m) (m) (M.T.-m) (M.T.-m)
No.3 T&B S.TK.(S) 4681.7 15.960 73456 10.310 48268 0
No.3 T&B S.TK.(P) 368.9 11.697 4315 0.237 87 25737
TOTAL 5050.6 13.690 69141 9.574 48355 25737

LR Technical Association: Paper No. 2. Session 1996-97 21

iI

(AFTER THE EACH SHIFT)

(Shift No.1) No.2 TOP S.TK.(P) > No.2 BTM S.TK.(S) (308.2MT)
Tank Name WEIGHT CL.G CL.G-MT KG KG-MT FS-MT
(M.T.) (m) (M.T.-m) (m) (M.T.-m) (M.T.-m)
No.2 TOP S.TK.(P) 1569.2 17.924 28126 21.754 34136 4911
No.2 BTM S.TK.(S) 662.0 10.346 6848 0.345 228 37323
TOTAL 21278 34364 47734

(Shift No.2) No.2 TOP S.TK.(P) > No.2 BTM S.TK.(S) (301.4MT)
Tank Name WEIGHT CL.G CL.G-MT KG KG-MT FS-MT
(M.T.) (in) (M.T.-m) (m) (M.T.-m) (M.T.-m)
No.2 TOP S.TK.(P) 1264.5 18.284 23120 21.334 26977 3553
No.2 BTM S.TK.(S) 960.1 10.428 10012 0.495 475 38355
TOTAL 13108 27452 41908

(Shift No.3) No.3 T&B S.TK.(S) > No.3 T&B S.TK.(P) (287.5MT)
Tank Name WEIGHT CL.G CL.G-MT KG KG-MT FS-MT
(M.T.) (m) (M.T.-m) (m) (M.T.-m) (M.T.-m)
No.3 T&B S.TK.(P) 4396.8 15.740 69206 9.415 41396 5015
No.3 T&B S.TK.(S) 658.9 11.818 7787 0.418 276 26933
TOTAL 61419 41671 31948

(ShiftNo.4) No.3 T&B S.TK.(S) > No.3 T&B S.TK.(P) (284.8MT)

Tank Name WEIGHT CL.G CL.G-MT KG KG-MT FS-MT
(M.T.) (m) (M.T.-m) (m) (M.T.-m) (M.T.-m)
No.3 T&B S.TK(P) 4107.3 15.695 64464 8.419 34579 3731
No.3 T&B S.TK.(S) 938.9 11.904 11177 0.582 546 27622
TOTAL 53287 35125 31353

(Shift No.5) No.3 T&B S.TK.(S) > No.3 T&B S.TK.(P) (277.2MT)
Tank Name WEIGHT CL.G CL.G-MT KG KG-MT FS MT
(M.T.) (m) (M.T.-m) (m) (M.T.-m) (M.T.-m)
No.3 T&B S.TK.(P) 3831.7 15.603 59786 7.362 28209 2618
No.3 T&B S.TK.(S) 1217.8 11.959 14564 0.756 921 28209
TOTAL 45222 29130 30647

(Shift No.6) No.3 T&B S.TK.(S) > No.3 T&B S.TK.(P) (285.3MT)
Tank Name WEIGHT CL.G CL.G-MT KG KG-MT FS-MT
(M.T.) (m) (MT.-m) (m) (M.T.-m) (M.T.-m)
No.3 T&B S.TK(P) 3544.8 15.453 54778 6.159 21832 1601
No.3 T&B S.TK.(S) 1501.6 12.004 18025 0.923 1386 28029
TOTAL 36753 23218 29630

(Shift No.7) No.2 TOP S.TK(P) > No.2 BTM S.TK(S) (300.5MT)
Tank Name WEIGHT CL.G CL.G-MT KG KG-MT FS-MT
(M.T.) (m) (M.T.-m) (m) (M.T.-m) (M.T.-m)
No.2 TOP S.TK.(P) 961.1 18.701 17974 20.856 20045 2355
No.2 BTM S.TK.(S) 1257.7 10.487 13190 0.647 814 38944
TOTAL 4784 20859 41299

(ShiftNo.8) No.2 TOP S.TK.(P) > No.2 BTM S.TK.(S) (299.0MT)

Tank Name WEIGHT CL.G CL.G-MT KG KG-MT FS-MT
(M.T.) (m) (M.T.-m) (m) (M.T.-m) (M.T.-m)
No.2 TOP S.TK(P) .660.8 19.174 12670 20.306 13418 1344
No.2 BTM S.TK.(S) 1555.4 10.532 16381 0.792 1232 39207
TOTAL -3711 14650 40561

y'

22 LR Technical Association: Paper No. 2. Session 1996-97

 4.3.2 Shifting moment

SHIFT BEFORE SHIFT AFTER SHIFT SHINING

No. (CL. G MOMENT) (CL. G MOMENT) MOMENT

1) 29,161 21,278 = 7,883

2) 21,278 13,108 = 8,170
3) 69,141 61,419 = 7,722
4) 61,419 53,287 = 8,132
5) 53,287 45,222 = 8,065
6) 45,222 36,753 = 8,469
7) 13,108 4,784 = 8,324
8) 4,784 -3,711 = 8,495

4.3.3 Delta KG moment and Delta FS moment

Delta KG MOMENT : BEFORE SHIFT

No. 2 TOP S. TK (P) AND No. 2 BTM. S. TK. (S) KG-MOMENT 41,751
No. 3 T&B S. TK (S) AND No. 3 T&B S. TK (P) KG-MOMENT 48,355
TOTAL (ORIGINAL) 90,106

No. No.2 TOP S.TK.(P) No.3 T&B S.TK.(S) SHIFT DKG-MOMENT

AND AND ORIGINAL (M.T. -m)
No.2 BTM.S.TK.(S) No.3 T&B S.TK.(P)

1) (34,364 + 48,355) - 90,106 = -7,387

2) (27,452 + 48,355) 90,106 = -14,299
3) (27,452 + 41,671) - 90,106 = -20,983
4) (27,452 + 35,125) - 90,106 = -27,529
5) (27,452 + 29,130) - 90,106 = -33,524
6) (27,452 + 23,218) 90,106 = -39,436
7) (20,859 + 23,218) 90,106 = -46,029
8) (14,650 + 23,218) 90,106 = -52,238

Delta FS MOMENT : BEFORE SHIFT

No. 2 TOP S. TIC (P) AND No. 2 BTM. S. TK. (S) FS-MOMENT 35,687
No. 3 T&B S. TK. (S) AND No. 3 T&B S. TK (P) FS-MOMENT 25,737
TOTAL (ORIGINAL) 61,424

No. .No.2 TOP S.TK.(P) No.3 T&B S.TK.(S) ORIGINAL DFS-MOMENT

AND AND DFS.MT
Not BTM.S.TK.(S) No.3 T&B S.TK.(P) (M.T. -m)

1) (42,234 + 25,737) - 61,424 = 6,547

2) (41,908 + 25,737) - 61,424 = 6,221
3) (41,908 + 31,948) - 61,424 = 12,432
4) (41,908 + 31,353) - 61,424 = 11,837
5) (41,908 + 30,647) - 61,424 = 11,131
6) (41,908 + 29,630) - 61,424 = 10,114
7) (41,299 + 29,630) 61,424 = 9,505
8) (40,551 + 29,630) - 61,424 = 8,757

LR Technical Association: Paper No. 2. Session 1996-97 23

 4.3.4 GoM correction moment

SHIFT Delta FS-MOMENT Delta KG-MOMENT GoM CORR. MT.

No. (M.T. -m) (M.T. -m) (M.T. -m)

1) 6,547 - 7,387 = -840

2) 6,221 - 14,299 = -8,078
3) 12,432 20,983 = -8,551
4) 11,837 - 27,529 = -15,692
50 11,131 33,524 = -22,393
6) 10,114 39,436 = -29,322
7) 9,505 - 46,029 = -36,524
8) 8,757 - 52,238 = -43,481

4.4 Correction for Free Surface (GoG)

Compartment Density of liquid Moment of inertia Initial free surface

free surface (M*4) moment (M.T -M)
No. 1 bottom side tank (P) SW 1.0200 249 254
No. 1 bottom side tank (S) SW 1.0200 80 82
No. 2 top side tank (P) SW 1.0200 8 8 4
No. 2 bottom side tank (S) SW 1.0200 34,979 35,679
No. 3 top and bottom side tank (P) SW 1.0200 25,233 25,737
Fresh water tank FW 1.000 132 132
Drink water tank RA/ 1.000 134 134
Deep F.O. tank (P) FO 0.9761 130 127
Diesel oil tank (S) DO 0.8592 43 37
Lib. oil sump tank LO 0.8940 16 14
Bilge tank OT 1.000 18 18
Total 62,222

Correction for free surface:

GoG = Initial F.S. MOMENT (M.T. - M)/Displacement (M.T.) = 62,222/36,979 = 1.68 m

24 LR Technical Association; Paper No. 2. Session 1996-97

 5 Centre of gravity at the test

Transverse Metacentre above B.L. (TKM) 36.58 m

Metacentre Height as Measured (GoM) 24.80 m
Correction due to Free Surface (GoG) 1.68 m
Metacentre Height after Correction
for Free Surface (GM = GoM + GoG) 26.48 m
Centre of Gravity above Base Line (KG = TKM - GM) 10.10 m
Centre of Gravity from Midship
(MID G = MB + Trim x M.T.C.x 100 /Displacement) -13.84 m

6 Light ship condition

ITEM WEIGHT CENTRE OF GRAVITY
FROM MIDSHIPS ABOVE BASE
+: AFT, -: FORE LINE
SHIP WEIGHT AT 36,978.85 -13.84 -511,787 10.10 373,486
THE DRAUGHT
MEASUREMENT
WEIGHT TO TAKEN -17,462.87 +712,722 -127,797
OUT
WEIGHT TO BE +31.10 +3,110 +492
ADDED
LIGHTSHIP 19,547.08 +10.44 +204,045 12.59 246,181

(SAY) 19,547 M.T.

I
LR Technical Association: Paper No. 2. Session 1996-97 25
Appendix B - Lightship data 2.2.2 Longitudinal centre of gravity (L.C.G.)
The ratio (L.C.G./Lbp) values have been plotted against
Lbp. (See Figure 22)

2.2.3 Vertical centre of gravity (V.C.G.)

The ratio (V.C.G./Depth) values have been plotted against
1 Introduction Lbp. (See Figure 23)

This appendix shows the lightship particulars together 2.2.4 Lightweight of Panamax bulk carrier
with the principal dimensions of the ships built in Japan, As the lightship weight consists of hull weight and
Korea and China since 1980. equipment weight, a large governing factor in the hull
weight must be Rule scantlings. Therefore 'Lightweight/
The data of the following ship types are contained in this LBD' against 'Date of midship section approved' has also
appendix: been prepared as Figure 24.

Bulk carrier It is considered that the effects of the Rule scantlings have
Ore carrier been clearly indicated in this data.
Container ship
General cargo ship
Oil tanker
Chemical tanker
LPG/LNG carrier
Vehicle carrier
Refrigerated cargo
Passenger ship
Tug boat
Supply boat
Tank barge
Deck cargo ship

The ships used in the data range from a 1,800 PS tug boat to
a 300,000 dwt ore/oil carrier.

2 Data presentation

2.1 General
It is well known that even the lightship particulars of sister
vessels can vary, therefore, in order to find out the
parameters which affect the lightship particulars, the
gathered data has been plotted against the value of 'Length
x Breadth x Depth' (LxBxD or LBD).

2.2 Diagram of data

2.2.1 Lightweight

The diagrams for the following ship types have been

prepared:
All ships (Figure 11)
Bulk carrier (Figure 12)
Oil tanker (Figure 13)
Chemical tanker (Figure 14)
Container ship (Figure 15)
General cargo (Figure 16)
Tug and Supply boat (Figure 17)
Vehicle carrier (Figure 18)
Refrigerated cargo ship (Figure 19)
LPG and LNG carrier (Figure 20)
Other ships (Figure 21)

26 LR Technical Association: Paper No. 2. Session 1996-97

 40 000

0
♦
Z

30 000

L
2m

ro, •
x
8 X ♦
x
x
20 000
x^^rr
X 3^• • •_
• • Bulk carrier a Ore/Oil carrier
x Container ship @ Passenger ship
x ♦♦ Chemical tanker o Tug/supply boat
x
♦♦ ♦ y4 Deck cargo ship ♦ Oil tanker
x 0
♦_ + Refrigerated cargo * Tank barge
x • t t Vehicles carrier
x GN nG/LPGacarrer

10 000
iO _•

N 100 000 200 000 300 000 400 000 500 000 00 4774/07
LBD
 35 000

30 000

25 000

20 000

3
15 000

10 000

5 000
♦

C 50 000 100 000 150 000 200 000 250 000 300 000 350 000 400 000 450 000
4774/09
LBD

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12 000

10 000

6 000

4 000

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20 000 40 000 60 000 80 000 100 000 120 000
4774/11
LBD
 25 000

20 000 ♦
♦ .

.
15 000
.
E

10 000

5 000

•
N

0
0 20 000 40 000 60 000 80 000 100 000 120 000 140 000 160 000 180 000 200 000
LBD
4774/12

W
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8 000

7 000

6 000 ♦ -N
♦ ♦
5 000

2 000

1 000

0
0 10 000 20 000 30 000 40 000 50 000 60 000
4774/113
LBD
 4 000
A

3 500
♦ Supply
■ Tug
A Tug/Supply
3 000

2 500

rn
J

1 500
r
1 000

500

0
0 2 000 4 000 6 000 8 000 10 000 12 000 14 000
4774/14
LBD
W
21
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OD

t
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0 18 0 DO
1

160 DO -

140 00

120 DO

100 DO
L
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j 80 DO

60 DO

40 DO

20 00

0 20 000 40 000 60 000 80 000 100 000 120 000 140 000 160 000 180 000 200 000
LBD 4774/15
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Figure 19 - Refrigerated Cargo Ship

LR Technical Association: Paper No. 2. Session 1996-97 35

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am

35 000

30 000

25 000

15 000

10 000

5 000

0
0 50 000 100 000 150 000 200 000 250 00 300 000 350 000
LBD 4774/17
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45 000
■

40 000

335 000
t

30000

• Hopper dredger
25 000 D Passenger ship
rrn Passenger ferry
x Deck barge
* Deck cargo ship
• • Tank barge

15 000 t - - t Ore carrier

•1 Ore/Oil carrier
*

10000

5 000
a x

+
0
0 100 000 200 000 300 000 400 000 500 000 600 000 700 000
4774/18
LBD

w
V
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0.15
1

• Bulk carrier • Ore/Oil carrier

x Container ship a Passenger ship
n Chemical tanker ° Tug/supply boat
* Deck cargo ship . Oll tanker
.. Refrigerated cargo * Tank barge
General cargo 1 Vehicles carrier
• LNG/LPG carrier ■ Hopper dredger

0.10

A X 8 A
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x x
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G
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0 50 100 150 200 300 0
4774/10
LBP^m)
 Q

1.5
e
• Bulk carrier ® Ore/Oil carrier
x Container ship 0 Passenger ship
Chemical tanker o Tug/supply boat
VCG/Depth * Deck cargo ship • Oil tanker
a
4: Refrigerated cargo * Tank barge
o General cargo t Vehicles carrier
■ • LNG/LPG carrier • Hopper dredger

1.0 U
a
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A •. • A•
t t TT • •
0.5

0
100 200 300 4774/21

LBP (m)
 0.100
♦ ♦ ♦
♦ ♦

♦ ♦
0.090

LW/LBI)

0.080

0.070

0.060

0.050
76 77 78 79 80 81 82 83 84 85 86 87 88 89 90
Year of midship section approval 4774/22