4 It must be cautioned
that the information presented should be used as general guidance
for Administrations. With regard to the unique operating requirements
of a particular vessel, the Administration should be satisfied that
the tanker has sufficient ballast capacity for safe operation. In
any case the stability should be examined independently.
5
Formulation
A
-
.1
|
mean draught (m) |
= |
0.200
+ 0.032L
|
-
.2
|
maximum trim |
= |
(0.024
– 6 x 10–5
L)L
|
6 These expressions
were derived from a study of 26 tankers ranging in length from 50
to 150 m. The draughts, in some cases, were abstracted from ship's
trim and stability books and represent departure ballast conditions.
The ballast conditions represent sailing conditions in weather up
to and including Beaufort 5.
7
Formulation
B
-
.1
|
minimum draught at bow (m) |
= |
0.700 + 0.0170L
|
-
.2
|
minimum draught at stern (m) |
= |
2.300 + 0.030L
|
or
-
.3
|
minimum mean draught (m) |
= |
1.550 + 0.023L
|
-
.4
|
maximum trim |
= |
1.600
+ 0.013L
|
8 These expressions
resulted from investigations based on theoretical research, model
and full scale tests. These formulae are based on a Sea 6 (International
Sea Scale).
9
Formulation
C
-
.1
|
minimum draught aft (m) |
= |
2.0000 + 0.0275L
|
-
.2
|
minimum draught forward (m) |
= |
0.5000 + 0.0225L
|
10 These expressions
provide for certain increased draughts to aid in the prevention of
propeller emergence and slamming in higher length ships.