..
FINISHED PLAN
ANNA LOTTE.
ANNA-REGINA
ANNA THERESA
..
....
LOADING MANUAL
(INCL. TRIM, STABILrTY &
LONGITUDINAL STRENGTH CALCULATION)
.
I
1:. This techn ica l document is the property of
Nantong COSCO KHI Ship Engineering Co., Ltd.
(NACKS), and may not be copied nor disclosed
to any third party without NACKS's prior
written consent.
SCALE: - JOB NO. : -
MANAGER r Iu ~/5t.....,,, >
C\I
' HULL DESIGNING DEPARTMENT
0
z ,.... I
CHIEF J;tdL&r:
i~ I ,· TECHNICAL DIVISION
!Q
I
:c 11
NANTONG COSCO KHI
I
SHIP ENGINEERING co. LTD. I
NANTONG CHINA
, ~ /NISH PLAN 4ft X40'f SHEETS (I NCLUOE COVER)
··•:.. ·-::-~ - .....~~-
•
1-3
1-2) Hutl Particulars
(1) General
,: OWner JohanOM.K. Blumenthal Gmbh &Co.KG
1
Bui Ider Nantong COSCO KHI Ship Engineering Co.Ltd.
Hui I No, NE072
Ship Name ANNA-REGINA
I Const. date 2006-6-29
· Keel laid 2010-6-29
; f)ate Launching 2010-5-4
Sea trial 2010-6-19
Delivery 2010-6
Classification NK, NS*. BC-A, ·strengthened for Heavy Cargoes
Nos. 2 and 4 Ho Ids may be empty", ESP, (PS-DA & PS-FA) ,
MNS* (MO) , (PSCM) , (CHG)
Nationality MALTA
Port of registry VALLETTA
Official number -
· Signal letter 9HA2417
IMO number 9432476
Service route Ocean going ( Internat iona I)
I
Kind of cargo Coal, Grain, Ore &Steel hot coil
Kind of ship Bulk Carrier
Flush decker type (with forecastle) and shal I have a vertical
Type of ship stem, transom stern, clear water type (mariner type) stern
frame, single rudder with rudder bulb with fins and single
screw driven by a slow speed diesel engine
(2) Tonnage
GROSS NET
International 31 , 029 T 18. 171 T
1-4
c<t, pr,inclpal dimensions
i~ Length over a 11 L. o. a. ab. 189.90 m ( 623.03 ft)
I
'
Length between perpendiculars L. p. p. 185.00 m ( 606.96 ft)
Breadth moulded B mid 32.26 m ( 105.84 ft)
Depth moulded D mid 17.80 m ( 58.40 ft )
. DesUn draft moulded 11. 10 m ( 36.42 ft)
extreme 11. 122 m ( 36.49 ft)
Su11111er draft moulded 12.50 m ( 41. 01 ft)
I
I
I
extreme 12.522 m ( 41.08 ft)
·: Registered Length 185.00 m ( 606.96 ft)
'
Breadth 32.26 m ( 105.84 ft )
Depth 17.80 m ( 58.40 ft )
I
Draft 12.50 m ( 41.01 ft )
- .
Freeboard Length 185.00 m ( 606. 96 ft)
Breadth 32.26 m ( 105. 84 ft)
'
Depth (Do) 17.819 m ( 58.46 ft)
"""'
Notes
1. Thickness of keel plate = 22 mm
2. Thickness of freeboard deck stringer plate =26 mm ( actual)
I
I
I
I
1-5
(4) Deadweight particulars ( Summer freeboard )
Depth moulded 17. 800 m
Th'ickness of upper deck stringer plate O. 026 m
Thickness of keel plate o. 022 m
Total depth from bottom of keel 17. 848 m
to top of upper deck stringer plate
UPP ,DK
I
26.0 nm
5,326 TF
T
546
SHELL
K 286
PLATE )
22.0 nm
~
i ..
SUMMER TROPICAL TROPICAL FRESH WINTER
ITEM FRESH
Total depth m 17.848
Freeboard m 5.326 5.066 4. 780 5. 040 5.586
Draft extreme m 12.522 12. 782 13.068 12. 808 12.262
Displacement t 64,449 65,915 65,883 64, 451 62,985
Lightweight t 9,360
Deadweight t 55,089 56, 555 56, 523 55,091 53, 625
LT 54, 219 55,662 55, 630 54, 221 52, 778
( 1LT ~ 1.016047 t)
1-6
(5) LCG & VCG of I i ghtwe i ght
Lightweight L/W 9,360 t ( 9,212 LT)
LCG from midship LCG 10. 71 m ( 35. 14 ft)
VCG above B. L. KG 10.98 m ( 36.02 ft)
(6) Main engine
CHINESE-MAN B&W 6S50MC-C Type x One set (1)
Two-stroke cycle, sigle acting, crosshead, direct reversible type,
marine diesel engine with exhaust gas turbocharger
Max. continuous output ( MCO) 8, 200 kW (bhp) x 110 rpm
Normal output ( 85 %MCO) 6,970 kW (bhp) x abt. 104 rpm
(7) Pr ope 11 er
NO. &type One (1) set of fixed pitch propeller
Number of blades Five (5)
Diameter 6. 100 m
Pitch (at 0. 7R) 4. 181 m
Pitch ratio (at 0. 7R) 0.6854
Boss ratio 0. 1639
Exp. area ratio 0. 4977
Material of propeller Ni-Al-Bronze
Shaft C.L. height 3. 222 m ( above bottom of keel at A. P.)
(8) Rudder
Type One (1) set of mariner type
Height (H) 9.000 m
Breadth (mean), (BM) 4.847 m
Max. thickness (t) 1. 000 m
Rudder area (total) A(T) 43.620 m2
Horn part A(H) 6. 840 m2
Movable part A(r) 36.435 m2
Movable fore part A(f) 9. 875 m2
Movable aft part A(a) 26.560 m2
Balance ratio A(f) /A (a) 1/2. 690
Aspect rario (H/BM) 1. 857
Moving range of rudder 35° on each side
Rudder area ratio 1/47.077 ( LPP = 185.00 m, d=11.10m)
( A / Lpp x d (design))
1-7
1-3) Notice for Ship Operation
(1) Strength
1) General
Excessive stress may be caused depending on the load ing condition of
the cargoes, fuel oi I, water ballast, etc.
Therefore, before loading/unloading them, it shall be confirmed
that the stresses in the intended condition wil I be within
allowable I imit.
On every loading conditions, bending moment and shearing force must be
less than their permissible values which have been indicated by the
Classification Society.
Allowable bending moment and shearing force Refer to page 4-4.
2) Longitudinal strength calculation by manual
A simplified method to calculate bending moment and shearing force
by manual has been introduced in chapter [4] Data for longitudinal
strength calculation.
3) Loading Computer
The ship(s) has been provided a loading computer, and
it shall be approved by the classification society of NK.
The loading computer can be used to calculate al I these bending moment,
shearing forces and stabi I ity in actual service conditions.
The master and officers should confirm that the intended loading
condition wi I I satisfy the allowable limits for longitudinal
strength and stabi I ity.
4) Standard loading condition
Designed typical service loading conditions of this ship presents
in chapter [5] Trim. stabi I ity and longitudinal strength calculation
for standard loading condition.
1-8
(2) Stab i I ity
1) Intact stabi I ity
Minimum intact stabi I ity requirement by IMO Resolution A. 749(18) must be
applied for any loading conditions.
Stabi I ity criteria required by IMO Resolution A. 749(18) are shown
in chapter [3] Trim and stability, item 3-1).
The stabi I ity of loading condition should be judged by initial
metacentric height GoM.
A diagram of Minimum GoM has been provided as shown on page 3-7
complying with abovementioned applicable stability requirements.
When the GoM is within "Sufficient zone" in this diagram, the loading
condition can satisfy al I relevant stabi I ity requirements of IMO.
In any stage of sea going conditions including ballasting and
debal lasting operation, the calculated GoM must be not less than
the required.
The stability during cargo handling is also very important.
Therefore, prior to cargo loading/unloading, the officers shal I check
and confirm whether the vessel can maintain adequate stabi I ity during
cargo hand I ing.
Before departure from a port, it shall be confirmed whether the stabi I ity
on arrival condition is sufficient or not. If the stabi I ity on arrival
condition is not sufficient. the ballast fi I ling and/or discharging
shal I be carried out to maintain adequate stabi I ity during the voyage
condition and arrival condition.
In evaluation of stability, al I hatches, door, ventilation heads and air
pipes are assumed to be closed and secured weathertight in proper way.
Consequently, weathertight of main hul I and superstructure must be kept
and maintained all times at sea.
2) Damage stabi I ity
This ship must comply with requirement of "Subdivision and Damage
Stab i I ity of Cargo Ship" regu I at ion 25-8 of Chapter II -1 , B-1 of
SOLAS 1974.
From the results of damage stability calculation, this ship fulfi II
al I the survival requirement of above.
Following drawing is to be referred.
DWG.NO. Title
H-17 Damage Stabi Iity Calculation
- 1-8
(2) Stabi I ity
1) Intact stabi I ity
Minimum intact stabi I ity requirement by IMO Resolution A. 749(18) must be
applied for any loading conditions.
Stab ii ity criteria required by IMO Resolution A. 749(18) are shown
in chapter [3] Trim and stabi I ity, item 3-1).
The stabi I ity of loading condition should be judged by initial
metacentric height GoM.
A diagram of Minimum GoM has been provided as shown on page 3-7
complying with abovementioned applicable stabi I ity requirements.
When the GoM is within "Sufficient zone" in this diagram, the loading
condition can satisfy al I relevant stab ii ity requirements of IMO.
In any stage of sea going conditions including ballasting and
debal lasting operation, the calculated GoM must be not less than
the required.
The stabi I ity during cargo handling is also very important.
Therefore, prior to cargo loading/unloading, the officers shal I check
and confirm whether the vessel can maintain adequate stability during
car go hand I ing.
Before departure from a port, it sha 11 be confirmed whether the stab i I ity
on arrival condition is sufficient or not. If the stabi I ity on arrival
condition is not sufficient, the ballast fi I ling and/or discharging
shal I be carried out to maintain adequate stabi I ity during the voyage
condition and arrival condition.
In evaluation of stability, al I hatches, door, ventilation heads and air
pipes are assumed to be closed and secured weathertight in proper way.
Consequently, weathertight of main hul I and superstructure must be kept
and maintained al I times at sea.
2) Damage stabi I ity
This ship must comply with requirement of "Subdivision and Damage
Stab i I ity of Cargo Ship" regu Iat ion 25-8 of Chapter ll-1 , B-1 of
SOLAS 1974.
From the results of damage stab ii ity calculation, this ship fulfill
al I the survival requ irement of above.
Fol lowing drawing is to be referred.
DWG.NO. Title
H-17 Damage Stability Calculation
1-9
(3) Ca•rgo
lhe cargo shal I be grain, coal, ore and steel hot coi I
When carrying grain cargoes in bulk, the ship's intact stability must
meet the additional special requirements according to Chapter VI
"Carriage of Cargoes" of SOLAS, 1994 and "International Grain Code
(IMO res. MSC. 23 (59) ". ( Refer to separate drawing )
DWG, NO,
H-16 Grain Loading Booklet
(4) Ship's draught
1) Maximum draft
Al lowabl_e maximum draft extreme of the ship is 12. 522 m at sunvner
which has been assigned by the classification society in comp I iance
with International Convention on Load Line, 1966.
This draft is so called of Type B ship.
2) Forward draft
The bottom longitudinals and bottom she I I plating in the forward
region have been approved for minimum draught forward of 4. 152 m(ext.).
( Refer to standard loading conditions : Page 5-13 ~ 5-23)
3) Aft draft
The aft draft is recommended not to be less than approximately 6.30 m
( 1/0 = 50 % ) in view of proper propeller immersion.
w. L. (1/0 = 50 %)
�"----._ propeller
(5) Number of s I ack tanks
The number of slack tanks should be kept to a minimum because
the free surface moment of inertia in tanks has an adverse effect
on ship's stability.
7-70 II
DEFINITION OF DEADWEIGHT / LIGHTWEIGHT
Determination of the deadweight and the lightweight shall be made by the Builder
in accordance with the Builder's practice for the measurement and calculation
methods.
(1) DEADWEIGHT
The deadweight shall be determined by ascertaining the difference between
the lightweight and the displacement on the specified draught, including
the displacement of shell and appendages, which is given by the hydrostatic
curves or tables.
Increase or decrease of the deadweight by the ship's deflection caused
by cargo loading in full load condition is not to be taken into account.
(2) LIGHTWEIGHT
The lightweight shall be determined by subtracting the weight of temporarily
loaded matters on board and adding the weight of unfinished matters
at the time of lightweight measurement from and to the displacement at the
time of lightweight measurement respectively after due correction to the heel,
keel deflection, trimmed water plane and sea water density
( reading by calibrated hydrometer ).
The lightweight shall be the weight of the ship ready for service in so far as
required by the rules and regulations and as described in the Specifications.
The contents of the lightweight are:
a) Hull, machinery, equipment, outfits such as anchors, chaines and mooring
ropes, navigation equipment, lanterns, signal lights, flags, life saving
apparatuses, portable fire extinguishers, bosun stores, mattresses,
cushions, table cloths, canvases, mats, etc.
b) Feed water and cooling water in main engine, auxiliary machinery,
auxiliary boiler, and pipe lines in engine room.
c) Spares and spare parts required by the rules and regulations
The following, however, shall be included in deadweight:
a) Spares and spare parts above the quantity required by the rules and
regulations and spares not required by the rules and regulations,
even though described in the Specifications.
b) Owner's supply articles
c) Men and effects
d) Oil and water in tanks including the stern tube cooling water tank and
in pipe lines ( except item b) in the contents of the lightweight].
