BIRO KLASIFIKASI INDONESIA

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This Stability Information has been axamined in accordance
with the requirement of Article 15 (2) of Decree of Minister
for Transportation of Republic of Indonesia KM.3 Year 2005.

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Number : 120217722

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Jakarta, 28 Maret 2016

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1. Dokumen Stabilitas ini disetujui dengan draft 3.30 meter

2. Mengacu pada Rules BKI Volume II Section 34.2 dan IMO Res. A.469 atau A.673
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maka dokumen Damage Stability, Damage Control Plan & Damage Control Booklet
agar dipenuhi dan di kirim ke BKI
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Dokumen Stabilitas ini disetujui dengan draft 3.30 meter

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 CONTENT

Content …………………………………………………..…… …………………….……………………………….….…...… 1

I. Calculation of Lightship weight and center of gravity from inclining test ….…….……………..…….… 2

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II. Stability calculation ….. ……………….…………………………………………………….………..… ……….… 8

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- Ship weight and center of gravity for stability calculations ………………………………………….…...… . 9

- Tank overview ………………………………………………………………. …………….….……………..… 10

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- Loadcase No. 1 Lightship … …………………………………………..………….……..… …………..… 11

- Loadcase No. 2 Departure (consumable 100%) ……………….. ..…………….………………….…….. 13

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- Loadcase No. 3 On Voyage (consumable 50%) ……………….………..……… …………………………. 17

- Loadcase No. 4 Arrival (consumable 10%) ……………….………..……… ………………………………. 21

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- Loadcase No. 5 Departure with cargo (consumable 100%) …………..……….………………….…….. 25

- Loadcase No. 6 Arrival with cargo (consumable 10%) ……………….……………………………………. 29

ANNEX AS
Lines plan ……………………………… …………………………………………… ………………………………..……. 34
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Model 3D ………………………… …………………………………………………. ………………………………………… 35
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Hydrostatic report ……………………………… ……………………………………………………..……… ……………… 36

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Hydrostatic report at inclining test …………… ……………………………………………………..……… ……………… 39

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Cross curves and downflooding angle ………… ……………………… …………………………….… ..………….…… 40

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Calculation of windmoment…………………………………………………………………… …….……………….……… 42

Calculation of maximum allowable VCG ………………………………………………. …………….… ……………. …… 44

Sounding table … …… ……..……………….… ………………………………………………………..…………………… 46

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Report on inclining test ……..……………….… ……………………………………………………….…………………… 60

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Instruction to the master concerning stability …………………………………………………………….……….………… 64

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IMO intact stability criteria ….… ………………………………………………………..…………………………….……… 65

ILLC 1966, Reg. 3 . 10(b) ………………………………………………………………………………………………… 76

BKI Vol II Sec. 27 F.2 …………………………………………..………………………………………………………… 79

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ANNEX

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Zero point location on model :

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Full model :
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LAPORAN PENGUJIAN KEMIRINGAN KAPAL
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REPORT ON INCLINING TEST
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 INSTRUCTIONS TO THE MASTER CONCERNING STABILITY

1. This booklet has been prepared as a information for the ship’s stability and trim.

2. In this booklet several standard condition, but for actual operation, prior to loading deck cargo

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and/ or water ballast, the master should check the ship’s stability and trim according to the
information booklet and loading manual which will be prepared as finished plan.

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3. Compliance with the required minimum stability criteria doesn’t ensure immunity against capsizing,
regardless of the circumstance, or absolve the master from responsibilities. Master should therefore

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exercise prudence and good seamanship, having regard to season of year, weather forecasts, the
navigational zone, and should take appropriate action as to speed and course warranted by the
prevailing circumstance.

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4. Care should be taken to ensure that cargo , allocated to the ship is capable of being stowed, so
that compliance with the stability criteria can be achieved. If necessary, the amount of cargo
should be limited to the extend that ballast weight may be required.

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5. In determining the sequence of tanks from which fuel oil and fresh water is to be consumed and
those into which water ballast may be admitted during to voyage the master must ensure, prior the

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departure, that the required minimum stability criteria will be maintained throughout the voyage
after making due allowance for free surface effect may be appropriate.
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6. Before a voyage commence, care should be taken to ensure that cargo and sizeable pieces of
equipment have been properly stowed or lashed, so as to minimize the possibility of both
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longitudinal and lateral shifting at sea, under the effect of acceleration caused by rolling and
pitching.
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7. Master should note that stability can be adversely affected by such influence as beam wind on
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ships with large wind age area, icing on top sides and deck cargo, water trapped on deck and in
deck cargo, rolling characteristics and following seas.
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8. Watertight door on freeboard deck, air pipe, hatchway and manhole cover to engine room, and
ventilation to remain closed and secure at all tim while the vessel is at sea.
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9. In evaluation of stability, all hatches, doors, ventilation and air pipe are assumed to be closed.
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10. Stability requirement accordance to Code on INTACT STABILITY for all types of ships, covered by
IMO instruments Resolution A.749 (18)
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INTERNATIONAL CODE ON INTACT STABILITY,

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2008

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CRITERIA
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On Load Lines, 1966

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including
Protocol of 1988 relating to the Load

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Lines Convention, 1966
Reg. 3, 10 (b)
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 BKI Vol II sec. 27 F. 2

2. Stability
2.1 The intact stability must comply with the following requirements:
- the intact stability requirement of IMO Res. A.749(18), Chapter 3.1, as amended by MSC Res. 75(69)

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- alternatively, if applicable, the intact stability requirement of IMO Res. A.749(18), Chapter 4.5, as amended
by MSC Res. 75(69)

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2.2 Additionally, the intact stability must comply with one of the following requirements:
- The residual area between a righting lever curve and a heeling lever curve developed from 70% of the
maximum bollard pull force acting in 90° to the shiplength direction should not be less than 0,09 m.rad. The

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area has to be determined between the first interception of the two curves and the second interception or the
angle of down flooding whichever is less.
- Alternatively, the area under a righting lever curve should not be less than 1,4 times the area under a

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heeling lever curve developed from 70% of the maximum bollard pull force acting in 90° to shiplength
direction. The areas to be determined between 0° and the 2nd interception or the angle of down flooding
whichever is less.
2.3 The heeling lever curve should be derived by using the following formula:

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Bh = heeling arm [m]
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T = maximum bollard pull [kN]

zh = vertical distance [m] between the working point of the towrope and the centre of buoyancy
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D = loading condition displacement [t]

θ = heeling angle [°]
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