1601020254760_Final Intact Stability Booklet

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.V.

.V. ““LAYAR MAS 2LAYAR MAS 290”90” STABILITY BOOKLET STABILITY BOOKLET

Contents Page

General

General Particulars Particulars 1 1 - - 22

General

General Arrangement Arrangement 33

Intact

Intact Stability Stability Guidelines Guidelines 4 4 - - 88 Notes On Use Of Free Surface Moments

Notes On Use Of Free Surface Moments 99

Curve

Curve of of Downflooding Downflooding Angle Angle 1010

Notes To Master

Notes To Master 11 11 - - 1313

Metric

Metric Conversion Conversion Table Table 1414

Symbol

Symbol & & Abbreviation Abbreviation 1515

Loading

Loading Summary Summary Table Table 1616

Hydrostatic

Hydrostatic Data Data 17 17 - - 2121

Cross

Cross Curve Curve of of Stability Stability (KN (KN Curve) Curve) 22 22 - - 2929 Tank

Tank Capacity Capacity 3030

Tank

Tank Arrangement Arrangement 3131

Tank

Tank Calibrations Calibrations 32 32 - - 4545

Table

Table of of Laterial Laterial Area Area 4646

Max

Max VCG VCG Curve Curve 47 47 – – 4848

Draft

Draft Mark Mark Arrangement Arrangement 4949

Draft

Draft Reading Reading Calculation Calculation 5050

Inclining

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.V.

.V. ““LAYAR MAS 2LAYAR MAS 290”90”

STABILITY BOOKLET – Cont’ STABILITY BOOKLET – Cont’

Loading Condition Loading Condition

Condition

Condition No.1: No.1: Lightship Lightship 62 62 - - 6464 Condition

Condition No.2: No.2: Full Full Load Load Departure Departure with with 98% 98% Consumables Consumables 65 65 - - 7070 (With Passengers & Vehicle)

(With Passengers & Vehicle) Condition

Condition No.3: No.3: Arrival Arrival with with 10% 10% Consumables Consumables 71 71 - - 7676 (With Passengers & Vehicle)

(With Passengers & Vehicle) Condition

Condition No.4: No.4: Departure Departure with with 98% 98% Consumables Consumables 77 77 - - 8282 Condition

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Blue Ocean Ocean Ship Ship Design Design 57M 57M DOUBLE DOUBLE ENDED ENDED FERRY FERRY F01-16102F01-16102

GENERAL PARTICULARS

Ship’s

Ship’s Name Name :: GARDA MARITIMGARDA MARITIMII Type

Type of of Vessel Vessel : : 57M 57M DOUBLE DOUBLE ENDED ENDED FERRYFERRY Official

Official Number Number :: IMO

IMO Number Number : : 98370549837054 Call

Call Sign Sign : : YBVP2YBVP2 Port

Port of of Registry Registry : : JakartaJakarta Classification

Classification Society Society : : PT. PT. Biro Biro Klasifikasi Klasifikasi Indonesia Indonesia (BKI)(BKI) Owner’s

Owner’s Name Name & & Address Address : : PT PT MULTI MULTI GUNA GUNA MARITIMMARITIM Puri Indah Financial Tower 8

Puri Indah Financial Tower 8thth Floor Suite 809-810, Floor Suite 809-810, Jl. Puri Lingkar Dalam Blok T8,

Jl. Puri Lingkar Dalam Blok T8, Jakarta 11610 Indonesia.

Jakarta 11610 Indonesia.

Builder’s

Builder’s Name Name & & Address Address : : FORWARD FORWARD MARINE MARINE ENTERPRISE ENTERPRISE SDN. SDN. BHD.BHD. Lot 536-537, Block 1, Seduan Land District,

Lot 536-537, Block 1, Seduan Land District, Rantau

Rantau Panjang, Panjang, CDT CDT 47,47, 96000 Sibu, Sarawak, Malaysia. 96000 Sibu, Sarawak, Malaysia. Tel:

Tel: +6084-212 +6084-212 999 999 Fax: Fax: +6084-211 +6084-211 119119

Designer’s

Designer’s Name Name & & Address Address : : BLUE BLUE OCEAN OCEAN SHIP SHIP DESIGN DESIGN SDN SDN BHDBHD No. 17E, 2

No. 17E, 2nd nd Floor, Pedada Road, Floor, Pedada Road, 96000 Sibu, Sarawak, Malaysia. 96000 Sibu, Sarawak, Malaysia. Tel:

Tel: +6084-328 +6084-328 886 886 Fax: Fax: +6084-324 +6084-324 886886 Email:

Email: [email protected]@blueoceansbw.com

Date

Date of of Keel Keel Laid Laid : : 05 05 October October 20162016

Date

Date of of Launching Launching : : 11 11 August August 20172017

Gross

Gross Tonnage Tonnage ::

Net Tonnage

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Principal Dimensions &

Principal Dimensions & ParticularsParticulars

Length

Length Overall Overall : 57.152 : 57.152 MetresMetres

Length

Length BP BP : : 45.749 45.749 MetresMetres

Breadth

Breadth Moulded Moulded : : 14.020 14.020 MetresMetres

Depth

Depth Moulded Moulded : : 2.743 2.743 MetresMetres

Full

Full Load Load Draft Draft : : 1.900 1.900 Metres Metres (from (from Mounded Mounded Baseline)Baseline) 1.912 Metres (from Extreme Baseline) 1.912 Metres (from Extreme Baseline)

Block Coeficient, C

Block Coeficient, C b b : 0.841 at 1.900 from mld : 0.841 at 1.900 from mld (Hull)(Hull)

Main

Main Engine Engine : YANMAR : YANMAR 6AYM-WET6AYM-WET 829PS@1900RPM x 2 UNITS 829PS@1900RPM x 2 UNITS

Gearbox

Gearbox Ratio Ratio : : 4.92 4.92 : : 11

Displacement & Deadweight At Full Load Draft Displacement & Deadweight At Full Load Draft

Loaded

Loaded Displacement Displacement : : 1050.751 1050.751 Tonnes Tonnes (No (No Trim, Trim, No No Heel)Heel)

Lightship

Lightship : : 680.906 680.906 TonnesTonnes

Deadweight

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INTACT STABILITY GUIDELINES INTACT STABILITY GUIDELINES

The following stability criteria for RO-RO Ferry, are extracted from IMO A18/Res.749 The following stability criteria for RO-RO Ferry, are extracted from IMO A18/Res.749 Chap. 4.5.6 :

Chap. 4.5.6 : 4.5.6

4.5.6 Stability Stability criteriacriteria .1

.1 The stability The stability criteria criteria given given in in 3.1.2 3.1.2 should should apply apply to to all all offshore offshore supply supply vesselsvessels except those having characteristics which render compliance with 3.1.2 except those having characteristics which render compliance with 3.1.2 impracticable.

impracticable. .2

.2 The The following following equivalent equivalent criteria criteria are are recommended recommended where where a a vessel's vessel's characteristicscharacteristics render compliance with 3.1.2 impracticable.

render compliance with 3.1.2 impracticable.

.2.1

.2.1 The The area area under under the the curve curve of of righting righting levers levers (GZ (GZ curve) curve) should should not not be be lessless than 0.070 metre-radians up to an angle of 15° when the maximum righting than 0.070 metre-radians up to an angle of 15° when the maximum righting lever (GZ) occurs at 15° and 0.055 metre-radians up to an angle of 30° lever (GZ) occurs at 15° and 0.055 metre-radians up to an angle of 30° when the maximum righting lever (GZ) occurs at 30° or above. Where the when the maximum righting lever (GZ) occurs at 30° or above. Where the maximum righting lever (GZ) occurs at angles of between 15° and 30°, the maximum righting lever (GZ) occurs at angles of between 15° and 30°, the corresponding area under the righting lever curve should be:

corresponding area under the righting lever curve should be: 0.055 + 0.001 (30°

-0.055 + 0.001 (30° - θθ_max_max_{) metre-radians [See footnote]}_{) metre-radians [See footnote]} .2.2

.2.2 The The area area under under the the righting righting lever lever curve curve (GZ (GZ curve) curve) between between the the angles angles ofof heel of 30° and 40°, or between 30° and

heel of 30° and 40°, or between 30° and θθ_f_f_{if this angle is less than 40°,}_{if this angle is less than 40°,} should be not less

should be not less than 0.03 metre-radians.than 0.03 metre-radians. .2.3

.2.3 The righting lever The righting lever (GZ) should (GZ) should be at be at least 0.20 least 0.20 m at m at an angle an angle of heel of heel equal toequal to or greater than 30°.

or greater than 30°. .2.4

.2.4 The maximum righThe maximum righting lever ting lever (GZ) shou(GZ) should occur ld occur at an at an angle of angle of heel not heel not lessless than 15°.

than 15°. .2.5

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The following stability criteria are extracts from IMO RESOLUTION A.18/Res.749 (3.2) The following stability criteria are extracts from IMO RESOLUTION A.18/Res.749 (3.2) 3.2

3.2 Severe Severe wind wind and and rolling rolling criterion criterion (weather (weather criterion)criterion) 3.2.2

3.2.2 Recommended Recommended weather weather criterioncriterion 3.2.2.1

3.2.2.1 The The ability ability of of a a ship ship to to withstand withstand the the combined combined effects effects of of beam beam wind wind and and rollingrolling should be demonstrated for each standard condition of loading, with reference to the should be demonstrated for each standard condition of loading, with reference to the figure.1 as follows:

figure.1 as follows: .1

.1 the the ship ship is is subjected subjected to to a a steady steady wind wind pressure pressure acting acting perpendicular perpendicular to to the the ship'sship's centreline which results in a steady wind he

centreline which results in a steady wind heeling level (lweling level (lw11).).

.2

.2 from from the the resultant resultant angle angle of of equilibrium equilibrium ((θθ_o_o_{), the ship is assumed to roll owing to}_{), the ship is assumed to roll owing to}

wave action to an angle of roll (

wave action to an angle of roll (θθ₁₁_{) to windward. Attention should be paid to the effect}_{) to windward. Attention should be paid to the effect}

of steady wind so that excessive resultant angles of heel are avoided; [See footnote 2] of steady wind so that excessive resultant angles of heel are avoided; [See footnote 2] .3

.3 the the ship ship is is then then subjected subjected to to a a gust gust wind wind pressure pressure which which results results in in a a gust gust windwind heeling lever (lw

heeling lever (lw22););

.4

.4 under under these these circumstances, circumstances, area area "b" "b" should should be be equal equal to to or or greater greater than than area area "a";"a"; .5

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The angles in the above

The angles in the above figure.1 are defined as follows:figure.1 are defined as follows:

θ

θ_o_o ₌_{= angle}_{angle of}_{of heel}_{heel under}_{under action}_{action of}_{of steady}_{steady wind}_{wind (see}_{(see 1.1.2}_{1.1.2 and}_{and footnote}_{footnote [See}_{[See footnote}_{footnote 2])}_2]) θ

θ₁₁ ₌_{= angle}_{angle of}_{of roll}_{roll to}_{to windward}_{windward due}_{due to}_{to wave}_{wave action}_action θ

θ₂₂ ₌_{= angle}_{angle of}_{of downflooding}_{downflooding ((}θθ_f_f_{) or 50° or}_{) or 50° or} θθ_c_c_{, whichever is less,}_{, whichever is less,}

where: where:

θ

θ_f_f ₌_{= angle}_{angle of}_{of heel}_{heel at}_{at which}_{which openings}_{openings in}_{in the}_{the hull}_{hull superstructures}_{superstructures or}_{or deckhouses}_{deckhouses which}_which

cannot be closed weathertight immerse. In applying this criterion, small openings cannot be closed weathertight immerse. In applying this criterion, small openings through which progressive flooding cannot take place and need not be considered through which progressive flooding cannot take place and need not be considered as open.

as open.

θ

θ_cc = = angle angle of of second second intercept intercept between between wind wind heeling heeling lever lever lwlw22and GZ curves.and GZ curves.

3.2.2.2

3.2.2.2 The The wind wind heeling heeling levers levers lwlw11and lwand lw22 referred to in 1.1.1 and 1.1.3 are constant values at referred to in 1.1.1 and 1.1.3 are constant values at

all angles of inclination and should be calculated as follows: all angles of inclination and should be calculated as follows: lw

lw11 = = (PAZ (PAZ / / 1000g1000gΔΔ) (m) and) (m) and

lw lw22 = 1.5 = 1.5 lwlw11(m)(m) where: where: P P = 504 = 504 N/ N/ mm22 or or 51.40 51.40 kg/mkg/m22;; A

A = = projected projected lateral lateral area area of of the the portion portion of of the the ship ship and and deck deck cargo cargo above above thethe waterline (m

waterline (m22);); Z

Z = = vertical vertical distance distance from from the the centre centre of of A A to to the the centre centre of of the the underwater underwater laterallateral area or approximately to a point at one half the draught (m);

area or approximately to a point at one half the draught (m);

Δ

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3.2.2.3

3.2.2.3 The The angle angle of of roll roll ((θθ₁₁_{) [See footnote 3] referred to in 1.1.2 should be calculated as}_{) [See footnote 3] referred to in 1.1.2 should be calculated as}

follows: follows: θ θ₁₁ ₌₌ _109k.X_109k.X₁₁_.X_.X₂₂_(r.s)_(r.s)1/21/2_(degrees)_(degrees) where: where: X

X11 = = factor factor as as shown shown in in table table 11

X

X22 = = factor factor as as shown shown in in table table 22

k

k = = factor as factor as follows:follows: k

k = = 1.0 1.0 for for round-bilged round-bilged ship ship having having no no bilge bilge or or bar bar keelskeels k

k = = 0.7 0.7 for for a a ship ship having having sharp sharp bilgesbilges k

k = = as as shown shown in in table table 3 3 for for a a ship ship having having bilge bilge keels, keels, a a bar bar keel keel or or bothboth r

r = = 0.73 0.73 ± ± 0.6 0.6 OG/dOG/d with:

with: OG

OG = = distance distance between between the the centre centre of of gravity gravity and and the the waterline waterline (m)(m) (+

(+ if if centre centre of of gravity gravity is is above above the the waterline, waterline, - - if if it it is is below)below) d

d = = mean mean moulded moulded draught draught of of the the ship ship (m)(m) s

s = = factor factor as as shown shown in in table table 4.4.

Table

Table 1 1 Table Table 2 2 Table Table 3 3 Table Table 44 Values of Values of factor X factor X11 Values of Values of factor X factor X22 Values of Values of factor k factor k Values Values of factor s of factor s B/d X B/d X11 CCBB XX22 AAk k .100.100 L.B L.B k T s k T s ≤ ≤_2.4_2.4 _1.0_1.0 ≤≤₀_0..4₄₅₅ ₀_0..7₇₅₅ ₀_0..0₀ ₁_{1 ..0}₀ ≤≤₆₆ ₀_0..1₁₀₀₀₀ 2.5 0.98 2.5 0.98 0.50 0.50 0.82 0.82 1.0 1.0 0.98 0.98 7 7 0.0980.098 2.6 0.96 2.6 0.96 0.55 0.55 0.89 0.89 1.5 1.5 0.95 0.95 8 8 0.0930.093

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Rolling period T = (2C B

Rolling period T = (2C B / (GM)/ (GM)1/21/2 ) (seconds) ) (seconds) where:

where:

C

C = = 0.373+0.023(B/d)-0.043(L/100)0.373+0.023(B/d)-0.043(L/100) The symbols in the above

The symbols in the above tables and formula for the rolling period are tables and formula for the rolling period are defined as follows:defined as follows: L

L = = waterline waterline length length of of the the ship ship (m)(m) B

B = = moulded moulded breadth breadth of of the the ship ship (m)(m) d

d = = mean mean moulded moulded draught draught of of the the ship ship (m)(m) C

CBB = block = block coefficientcoefficient

A

Akk = = total total overall overall area of area of bilge bilge keels, or keels, or area area of of the lthe lateralateral

projection of the bar keel, or sum of these areas (m projection of the bar keel, or sum of these areas (m22)) GM

GM = = metacentric metacentric height height corrected corrected for for free free surface surface effect effect (m).(m).

Footnote 2 Footnote 2

The angle of heel under action of steady wind (

The angle of heel under action of steady wind (θθ_o_o_{) should be limited to a certain angle to the}_{) should be limited to a certain angle to the}

satisfaction of the Administration. As a guide, 16° or 80%

satisfaction of the Administration. As a guide, 16° or 80% of the angle of deck of the angle of deck edge immersion,edge immersion, whichever is less, is suggested.

whichever is less, is suggested. Footnote 3

Footnote 3

The angle of roll for ships with an

The angle of roll for ships with anti-rolling devices should be determined without taking intoti-rolling devices should be determined without taking into account the operation of these devices.

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NOTES ON USE OF FREE SURFACE MOMENTS NOTES ON USE OF FREE SURFACE MOMENTS

Provided a ta

Provided a tank is completely nk is completely filled with liquid filled with liquid and no movement and no movement of the liquid iof the liquid is possible, the s possible, the effect on theeffect on the ship's stability is precisely the same as if the tank contained solid material.

ship's stability is precisely the same as if the tank contained solid material.

Immediately a

Immediately a quantity of quantity of the liquid the liquid is withdrawn is withdrawn from the from the tank, the tank, the situation changes situation changes completely completely and theand the stability of the ship is adversely affected by what is known as the "Free Surface Effects ".

stability of the ship is adversely affected by what is known as the "Free Surface Effects ".

This adverse effect on

This adverse effect on the stability is referred to athe stability is referred to as a " loss in G.M. s a " loss in G.M. " or as a "Virtual R" or as a "Virtual Rise in ise in V.C.G. " andV.C.G. " and is calculated as follows

is calculated as follows

:-Free

Free Surface Surface MomentMoment (tonnes metres) (tonnes metres) Loss

Loss in in G.M. G.M. due due to to Free Free Surface Surface Effects Effects = = --- --- --- (m)(m) Displacement of vessel in Tonnes

Displacement of vessel in Tonnes

In case the tank is filled with a new liquid other than that is was originally meant for, the loss in GM to Free In case the tank is filled with a new liquid other than that is was originally meant for, the loss in GM to Free Surface Effects:

Surface Effects:

=

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Blluue e OOcceeaan n SShhiip p DDeessiiggn n 5577M M DDOOUUBBLLE E EENNDDEED D FFEERRRRYY FF0011--1166110022

1.6 1.6 1.7 1.7 1.8 1.8 1.9 1.9 2 2 2.1 2.1 2.2 2.2 2.3 2.3 2.4 2.4 2.5 2.5 2.6 2.6 2.7 2.7 2.8 2.8 D D R R A A F F T T ( ( M M e e t t r r e e s s ) )

CURV

CURVE OF DOWNFLOODING

E OF DOWNFLOODING ANGLE

ANGLE

NOTES: NOTES:

The source of Downflooding Points are: The source of Downflooding Points are: C

Crriittiiccaal l PPooiinnt t LLoonnggll.. TrraanT nss.. VVeerrttll.. ((11) ) FFuunnnneel l WWTTH H ((PP)) 1133..223388ff 66..995500pp 1122..774433 ((22) ) FFuunnnneel l WWTTH H ((SS) ) 1133..223388f f 66..995500ss 1122..774433 ((33) ) EE//R R VVeennt t ((PP) ) 77..220000f f 66..668800pp 1111..000000 ((44) ) EE//R R VVeennt t ((SS) ) 77..220000f f 66..668800ss 1111..000000 ((55) ) BBoow w TThhrruuss. . VVeenntt. . ((PP)) 3344..446666f f 66..550000pp 1111..000000 ((66) ) BBoow w TThhrruuss. . VVeenntt. . ((SS)) 3344..446666f f 66..550000ss 1111..000000

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NOTES TO MASTER NOTES TO MASTER

1.

1. The The contents contents in in this this booklet booklet are are compiled compiled to to provide provide sufficient sufficient data data and and informationinformation for the Master at his convenience to determine the desired scheme of loading.

for the Master at his convenience to determine the desired scheme of loading.

It is therefore important that all cargoes, fuel oil, fresh water, ballast water, etc. are to It is therefore important that all cargoes, fuel oil, fresh water, ballast water, etc. are to be

be loaded loaded with with consideration consideration to to the the proper proper trim trim and and stability, stability, and and the the distribution distribution ofof the load in a well controlled manner so as to enable the vessel to navigate under the load in a well controlled manner so as to enable the vessel to navigate under favourable stress conditions.

favourable stress conditions.

In this booklet several standard loading conditions are provided, but for any other In this booklet several standard loading conditions are provided, but for any other loading condition, the Master is expected to carry out his own calculations in regard loading condition, the Master is expected to carry out his own calculations in regard to the trim and stability of the vessel for compliance with the Stability Criteria stated to the trim and stability of the vessel for compliance with the Stability Criteria stated elsewhere in this booklet.

elsewhere in this booklet. 2.

2. When When loading loading cargo, cargo, attention attention should should be be paid paid to to the the need need for for maintaining maintaining thethe freeboard at the stern of having regard to the safety of the crew working on deck and freeboard at the stern of having regard to the safety of the crew working on deck and also to the adverse effect of trim by the stern on the stability of the vessel.

also to the adverse effect of trim by the stern on the stability of the vessel. 3.

3. All All doors doors and and hatches hatches etc., etc., opening opening on on to to the the exposed exposed cargo cargo deck deck should should be be keptkept closed and secured at sea (except for access) and it should be ensured that the closed and secured at sea (except for access) and it should be ensured that the disposition of the deck cargo does not impede the operation of these fittings.

disposition of the deck cargo does not impede the operation of these fittings. 4.

4. When When loading loading deck deck cargoes, cargoes, care care should should be be taken taken to to avoid avoid any any obstruction obstruction of of thethe freeing ports or areas necessary for the drainage to the freeing ports.

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NOTES TO MASTER

NOTES TO MASTER _-_{- cont’d}_cont’d

6.

6. It It is is therefore therefore most most important important that that before before any any filling filling commences, commences, a a quantity quantity of of thethe highest deck cargo should be unloaded to lower the vertical centre of gravity of the highest deck cargo should be unloaded to lower the vertical centre of gravity of the vessel.

vessel.

Similar precautions should be adopted when loading

Similar precautions should be adopted when loading cargo at sea.cargo at sea. 7.

7. Where Where port port and and starboard starboard tanks tanks are are cross cross connected, connected, such such connections connections should should bebe closed when the vessel proceeds to sea to avoid significant reduction in stability. closed when the vessel proceeds to sea to avoid significant reduction in stability. 8.

8. Tanks Tanks containing containing slack slack liquids liquids should should be be kept kept to to a a minimum.minimum. 9.

9. Compliance with Compliance with the the stability stability criteria criteria does does not not ensure ensure immunity immunity against against capsizingcapsizing regardless of the circumstances or absolve the master from his responsibilities.

regardless of the circumstances or absolve the master from his responsibilities. Masters should therefore exercise prudence and good seamanship having regard to Masters should therefore exercise prudence and good seamanship having regard to thethe season of the year, weather forecasts and the navigational zone and should take the season of the year, weather forecasts and the navigational zone and should take the appropriate action as to speed

appropriate action as to speed and course warranted by the prevailing circumstances.and course warranted by the prevailing circumstances. 10.

10. Before any Before any stage stage of of a a voyage voyage commences commences care care should should be be taken taken to to ensure ensure that that thethe cargo and sizeable pieces of equipment have been properly stowed and lashed so as to cargo and sizeable pieces of equipment have been properly stowed and lashed so as to minimize the possibility of both longitudinal and lateral shifting while at sea, under minimize the possibility of both longitudinal and lateral shifting while at sea, under the effect of acceleration caused by

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11.

11. Operational Operational procedures procedures related related to to weather weather conditions conditions (Cont’d)(Cont’d) c)

c) In severe weather, the speed of the ship should be reduced if excessiveIn severe weather, the speed of the ship should be reduced if excessive rolling, propeller emergency, shipping of water on deck or heavy slamming rolling, propeller emergency, shipping of water on deck or heavy slamming occurs. Six heavy slammings or 25 propeller emergencies during 100 pitching occurs. Six heavy slammings or 25 propeller emergencies during 100 pitching motions should be considered dangers.

motions should be considered dangers. d)

d) Special attention should be paid when a ship is sailing in following or quarteringSpecial attention should be paid when a ship is sailing in following or quartering seas because dangerous phenomena such as parametric resonance, broaching to, seas because dangerous phenomena such as parametric resonance, broaching to, reduction of stability on the wave crest, and excessive rolling may occur reduction of stability on the wave crest, and excessive rolling may occur singularly, in sequence or simultaneously in a multiple combination, creating a singularly, in sequence or simultaneously in a multiple combination, creating a threat of capsize. Particularly dangerous is the situation when the wave length is threat of capsize. Particularly dangerous is the situation when the wave length is of the order of 1.0 – 1.5 ship’s length. A ship’s speed and/or course should be of the order of 1.0 – 1.5 ship’s length. A ship’s speed and/or course should be altered appropriately to avoid t

altered appropriately to avoid the above-mentioned phenomena.he above-mentioned phenomena. e)

e) Water trapping in deck wells should be avoided. If freeing ports are notWater trapping in deck wells should be avoided. If freeing ports are not sufficient for the drainage of the well, the speed of the ship should be reduced or sufficient for the drainage of the well, the speed of the ship should be reduced or course changed, or both. Freeing ports provided with closing appliances should course changed, or both. Freeing ports provided with closing appliances should always be capable of functioning and are

always be capable of functioning and are not to be locked.not to be locked. f)

f) Masters should be aware that steep or breaking waves may occur in certainMasters should be aware that steep or breaking waves may occur in certain areas, or in certain wind and current combinations (river estuaries, shallow water areas, or in certain wind and current combinations (river estuaries, shallow water areas, funnel shaped bays, etc.). These waves are particularly dangerous, areas, funnel shaped bays, etc.). These waves are particularly dangerous, especially for small ships.

especially for small ships. g)

g) Use of operational guidelines for avoiding dangerous situations in severeUse of operational guidelines for avoiding dangerous situations in severe weather conditions or an on-board computer based system is recommended. weather conditions or an on-board computer based system is recommended.

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MULTIPLY MULTIPLY

BY

BY TTO O CCOONNVVEERRT T FFRROOMM TTO O OOBBTTAAIINN ---0

0..0033993377 MMiilliimmeettrreess IInncchheess 2255..44000000 0

0..33993377 CCeennttiimmeettrreess IInncchheess 22..55440000 3

3..22880088 MMeettrreess FFeeeett 00..33004488 2

2..22004466 KKiillooggrraammmmeess PPoouunnddss 00..44553366 0

0..00000099884422 KKiillooggrraammmmeess TToonns s ((2222440 0 llbbss)) 11001166..00447700

0.9842

0.9842 Metric TonnesMetric Tonnes TToonns s ((2222440 0 llbbss)) 11 00116600

METRIC CONVERSIONS TABLE METRIC CONVERSIONS TABLE

Metric Equivalents Metric Equivalents

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