Guidelines for the Transportation of

Specialised Cargoes on Ships and Heavy

Transport Vessels

REPORT NO. 0007/NDI

UNCONTROLLED

01.12.2001 6 JR Technical Policy Board

09.06.1993 5 JR Technical Policy Board
01.10.1985 4 JR Technical Policy Board

Date Rev. Prepared by Authorised by

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

CONTENTS
SECTION PAGE NO.
1 SUMMARY 4
2 INTRODUCTION 5
3 THE APPROVAL PROCESS 6
3.1 Noble Denton Approval 6
3.2 Certificate of Approval 6
3.3 Scope of Work Leading to an Approval 6
3.4 Limitation Of Approval 7
4 DESIGN ENVIRONMENTAL CONDITIONS 8
5 MOTION RESPONSE 9
5.1 Seastate 9
5.2 Periods 9
5.3 Motion Response Computer Programs 9
5.4 The Effects of Free Surfaces 9
5.5 The Effects of Cargo Immersion 10
6 LOADINGS AND STRESS LEVELS 11
6.1 Loadings 11
6.2 Stress Levels 12
6.3 Cargo Strength 12
6.4 Seafastenings 13
6.5 Cribbing 14
6.6 Wetting and Weather Protection 14
7 STABILITY 15
7.1 Intact Stability 15
7.2 Damaged Stability 15
7.3 Minimum Gm 16
8 WEATHER ROUTING 16
9 INSPECTION OF WELDING AND SEAFASTENINGS 16
10 ALTERNATIVE CRITERIA 16
11 GENERAL 16
Information to be Provided for Review Purposes 18
Shipborne Transports - Suggested Guidelines for Damaged Stability 19

0007/NDI 01/12/2001 Page 2

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

PREFACE
This document has been drawn with care to address what are likely to be the main
concerns based on the experience of the Noble Denton organisation. This should not,
however, be taken to mean that this document deals comprehensively with all of the
concerns which will need to be addressed or even, where a particular matter is
addressed, that this document sets out the definitive view of the organisation for all
situations. In using this document, it should be treated as giving guidelines for sound
and prudent practice on which our advice should be based, but these guidelines should
be reviewed in each particular case by the responsible person in each project to ensure
that the particular circumstances of that project are addressed in a way which is
adequate and appropriate to ensure that the overall advice given is sound and
comprehensive.

0007/NDI 01/12/2001 Page 3

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

1 SUMMARY

1.1 These guidelines have been developed for the transportation of cargoes such as
mobile offshore drilling units (modu's) and offshore modules on self-propelled heavy
lift ships.
1.2 This document supersedes and replaces the previous revision, document no
0007/NDI Rev 5 dated 9 June 1993 and entitled “Guidelines for the transportation of 6
cargoes on heavy lift ships”. This is a reformat of Rev 5, with minor changes of text,
except for an expansion of the section describing the contribution of friction to
seafastening.
1.3 A description of the approval process is included, for those projects which are the
subject of an insurance warranty.
1.4 The document includes technical sections on the selection of the design
environmental conditions, the computation of motion responses and loadings,
allowable stress levels and stability.
1.5 The document has appendices which present information required for approval, and 6
suggested guidelines for damage stability.

0007/NDI 01/12/2001 Page 4

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

2 INTRODUCTION

2.1 These guidelines have been specifically developed for the transportation of cargoes
such as Mobile Offshore Drilling Units (MODU's) and offshore modules on self- 6
propelled heavy transport vessels. They do not necessarily apply to the transport of
such units carried on dumb barges towed by ocean going tugs, nor to smaller items of
cargo carried within the hold of general cargo carrying vessels.
2.2 A heavy transport vessel is defined as a self-propelled vessel designed to load large
items of cargo on its deck or in a contained dock or hold, either by submergence of 6
the vessel for floating cargoes or by lifting, skidding or by use of multi-wheeled
trailers for non-floating cargoes.
2.3 The word 'cargo' within the context of this document is meant to indicate structures,
modules or equipment carried on heavy transport vessels.
2.4 Revision 5 superseded and replaced the previous revision, document no 0007/NDI
Rev 4 dated 1 October 1985. Principal changes introduced included;
• The broadening of the scope to include cargoes other than MODU's.
• A description of the approval process (Section 3).
• The addition of an alternative method of combining transportation loads
(Section 6.1.3).
• The introduction of an allowance for friction to resist seafastening loads
(Section 6.4).
2.5 Revision 6 consists of a reformat of the document with minor changes of text and
technical content, except that the contribution of friction to resisting seafastening 6
loads has been expanded.
2.6 Changes since Revision 5 are marked by a vertical line in the right hand margin.
6
Renumbering, cross reference changes and minor corrections are not necessarily so
marked.
2.7 It is the responsibility of the user of this document to ensure that the latest Revision
is being used. In the event of any discrepancy or conflict between this and any other
Noble Denton guideline document, the latest issued document shall govern, unless
specifically agreed otherwise.

0007/NDI 01/12/2001 Page 5

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

3 THE APPROVAL PROCESS

3.1 Noble Denton Approval
3.1.1 By Noble Denton is meant any company within the Noble Denton Group including
any associated company which carries out the scope of work and issues a Certificate
of Approval.
3.1.2 Noble Denton approval may be sought where the voyage is the subject of an
Insurance Warranty, or where an independent third party review is required.
3.1.3 An Insurance Warranty is a clause in the insurance policy for a particular venture,
requiring the approval of a marine operation by a specified independent surveyor.
The requirement is normally satisfied by the issue of a Certificate of Approval.
Responsibility for interpreting the terms of the Warranty so that an appropriate Scope
of Work can be defined rests with the Client.
3.1.4 Additionally, Noble Denton approval may be required for the loadout and offload
operations.

3.2 Certificate of Approval

3.2.1 The deliverable of the approval process will generally be a Certificate of Approval.
3.2.2 The Certificate of Approval is the formal document issued by Noble Denton when, in
its judgement and opinion, all reasonable checks, preparations and precautions have
been taken, and an operation may proceed.
3.2.3 The Certificate confirming adequate preparation for a voyage will normally be issued
immediately prior to departure, by the attending surveyor.

3.3 Scope of Work Leading to an Approval

3.3.1 In order to issue a Certificate of Approval, Noble Denton will typically require to
consider the following topics;
a. The capability of the vessel to carry the cargo.
b. The voyage route, season and design environmental conditions.
c. The vessel motions leading to cargo and seafastening loads and stresses.
d. The strength of the cargo and cribbing to withstand static and motion induced
transportation loads.
e. The weather protection of the cargo.
f. The seafastening of items and substructures within the cargo.
g. The weather conditions for the voyage, and the arrangements for receiving
forecasts along the route.

0007/NDI 01/12/2001 Page 6

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

3.3.2 Unless specifically instructed by the client, fatigue damage will be excluded from the
Certificate of Approval.
3.3.3 If approval is also required for the loadout and offload operations, then the following
will typically require consideration;
a. The location details, water depth, tidal conditions and meteorological
exposure.
b. The vessel moorings.
c. Stability and ballasting conditions during the load transfer operation and the
critical parts of the deballasting/ballasting operation.
d. Cribbing position and securing during submergence.
e. Towing and handling arrangements for the cargo.
f. Cargo positioning arrangements.
g. Reactions between vessel and cargo.
h. Limiting weather conditions for the operation.
3.3.4 Technical studies leading up to the issue of a Certificate of Approval may consist of
reviews of procedures and calculations submitted by the client or his contractors, or
independent analyses carried out by Noble Denton to verify the feasibility of the
proposals, or a combination of third party reviews and independent analyses.
3.3.5 Surveys required would typically include preliminary surveys of the cargo, surveys
to establish the readiness to start loadout, witnessing of loadout operation, surveys of
completed seafastenings and other voyage preparations including vessel readiness,
cargo securing, weathertightness and internal seafastening.
3.3.6 Further information on data required for review is contained in Appendix A.

3.4 Limitation of Approval

3.4.1 A Certificate of Approval is issued for a particular loadout or voyage only.
3.4.2 A Certificate of Approval is issued based on external conditions observed by the
attending surveyor of hull, machinery and equipment, without removal, exposure or
testing of parts.
3.4.3 A Certificate of Approval shall not be deemed or considered to be a general
Certificate of Seaworthiness.
3.4.4 No responsibility is accepted by Noble Denton for the way in which the voyage is
conducted, this being solely the responsibility of the master of the vessel.
3.4.5 Fatigue damage is excluded unless specific instructions are received from the client
to include it in the scope of work.

0007/NDI 01/12/2001 Page 7

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

4 DESIGN ENVIRONMENTAL CONDITIONS

4.1 The design environmental conditions for the voyage shall be the 10 year return
period monthly extreme storm for the voyage route reduced as appropriate for
exposures of less than 30 days.
4.2 The most severe areas of the voyage route shall be considered for both wind and
wave.
4.3 The design wave height shall be the significant wave height (Hsig), where Hsig = 4√m0
where m0 is the sea surface variance. In sea states with only a narrow band of wave
frequencies, Hsig is approximately equal to H1/3 (the mean height of the largest third
of the zero up-crossing waves).
4.4 The design wind speed shall be the 1 minute mean velocity at a reference height of
10m above sea level. The 1 hour wind may also be needed in the calculation process.

0007/NDI 01/12/2001 Page 8

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

5 MOTION RESPONSE
5.1 Seastate
For the analyses, seastates shall include all relevant spectra up to and including the
design wave height for the most severe areas of the proposed voyage route. "Long-
crested" seas will be considered unless there is a justifiable basis for using "short-
crested" seas. Consideration should be given to the choice of spectrum.

5.2 Periods
5.2.1 For all seastates considered, the peak period should be varied as:

√ (13.Hsig) < Tp < √ (30.Hsig)

Hsig is in metres, Tp in seconds.

The relationship between the peak period Tp and the zero-upcrossing period Tz is
dependent on the spectrum. For a mean JONSWAP spectrum (γ=3.3) Tp/Tz = 1.286;
for a Pierson-Moskowitz spectrum Tp/Tz = 1.41.
The relationship between the peak period Tp and the mean period Tm is given by
Tp/Tm = 1.296.
5.2.2 Alternatively, if a detailed analysis of the joint probability distribution of significant
wave height vs peak wave period (Tp) is carried out, the following criteria may be
applied:
a. Analyse the transport for the period of the design wave for
Tp + 1 sec.
and
b. Analyse the transport for combinations of significant wave height and peak
period having the same joint probability of occurrence as the design wave
height and the most probable peak period. The effect of swell shall be
considered .

5.3 Motion Response Computer Programs

Computer programs are to be validated against a suitable range of model test results
in irregular seas. The validation is to be made available to Noble Denton and is to
contain appropriate analytical work which must be compared with applicable model
tests. The analyses are to be carried out for zero ship speed and head, quartering and
beam seas. The most probable maximum responses are to be based on a 3 hour
exposure period.

5.4 The Effects of Free Surfaces

Free surface corrections to reduce GM and hence to increase natural roll period will
not generally be approved. The effect of any reduction in GM must, however, be
considered in intact and damage stability calculations.

0007/NDI 01/12/2001 Page 9

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

5.5 The Effects Of Cargo Immersion

The effect of cargo immersion in increasing GM and hence reducing natural roll
period as well as increasing damping should be considered in motion response
analyses.

0007/NDI 01/12/2001 Page 10

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

6 LOADINGS AND STRESS LEVELS

6.1 Loadings
6.1.1 The cargo structure, seafastenings and cribbing are to be capable of withstanding the
maximum loadings imposed upon them. These loadings should be determined from
a detailed motion analysis and/or model tests using the seastates and methods as
defined in Sections 4 and 5 plus the direct wind load and gravity loads caused by the
computed maximum angle of roll or pitch including wind heel or trim of the vessel.
These loads are caused by:
a. Static wind heel or trim angle.
b. Longitudinal and/or transverse accelerations including;
i Surge and/or sway accelerations;
ii Pitch and/or roll accelerations including rotational inertia effects;
iii Gravity component induced by pitch/roll motion.
c. Direct wind load.
d. Heave acceleration, parallel to the global vertical axis .
6.1.2 The loads applied to the cargo shall be;
0.9 (F1 + F2 + F3 + F4 + F5 + F6)
where
F1 = loads caused by static wind heel or trim angle;
F2 = loads caused by surge/sway accelerations;
F3 = loads caused by pitch/roll accelerations;
F4 = loads caused by gravity component of pitch/roll motion;
F5 = loads caused by direct wind load;
F6 = loads caused by heave acceleration.
The effects of varying phases between each motion can be considered if the method
of calculation has been suitably validated.
6.1.3 Alternatively, the total loads may be calculated by a combination of load components
as follows:
F1(1hr) + F5(1hr) +
√{[F2 + F3 + F4 + F6]2 +[F1(1min) + F5(1min) - F1(1hr) - F5(1hr)]2}
where
F(1hr) = Loads based on 1 hour mean windspeed
F(1min) = Loads based on 1 minute mean windspeed

0007/NDI 01/12/2001 Page 11

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

6.1.4 If neither a motion study nor model tests are performed then the following motion
criteria shall be applied:
Vessel Size and Type Single amplitude in 10 sec full
cycle period
Roll Pitch Heave
Larger vessels 20º 12.5º 0.2g
L > 76 m LOA and B > 23 m).
Smaller vessels 30º 15º 0.2g
(L < 76 m LOA or B < 23 m)

Roll and pitch axes shall be assumed to pass through the centre of floatation.
Heave shall be in the Global vertical axis, not the vessel axis.
Phase angles shall be those which give the most severe combination of:
a. Roll and heave
b. Pitch and heave
In these cases the loads applied to the cargo shall be :
F2 + F3 + F4 + F6
where F2, F3, F4 and F6 are defined in Section 6.1.2.
6.1.5 The loads acting on seafastening and cribbing shall be derived from the loads acting
on the cargo, according to Section 6.1.2, 6.1.3 or 6.1.4 as applicable. The loads
should include components due to the distribution of mass over the cargo (rotational
inertia). This is of particular importance in the calculation of the shear forces and
bending moments on the legs of self-elevating units and similar structures.

6.2 Stress Levels

Stress levels in cargo and seafastenings as computed for the loadings shown in
Section 6.1 above are not to exceed those specified by the latest edition of API
RP2A. The one-third increase in allowable stresses for environmental loadings may
be used.
Other alternative recognised applicable National codes may be considered.

6.3 Cargo Strength

6.3.1 The cargo structure, including the legs, hull and jackhouses of self-elevating units, is
to be shown to possess adequate strength to resist the loads imposed during the
voyage combined with the additional loading caused by any overhang of the cargo
over the side of the transport vessel.
6.3.2 The cargo is to be shown to have adequate strength to withstand the local cribbing
and seafastening loads.

0007/NDI 01/12/2001 Page 12

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

6.3.3 Legs of self-elevating units are to be properly secured against excessive horizontal
movement by means of shimming in the upper and lower guides or by use of an
approved locking device. Other methods will also be considered.
6.3.4 Appendages to the cargo such as drilling derricks, substructures and associated
structures shall be capable of withstanding the criteria set out in Sections 6.1 and 6.2.
Other equipment and machinery and loose items carried in or on the cargo shall be
similarly considered.
6.3.5 Cargo overhangs are generally not to immerse as a result of heeling from a 15 m/s
wind in still water conditions.
6.3.6 Cargo overhangs being occasionally immersed and which may receive wave slam
loadings will require special consideration. Local wave loading on the cargo should
be investigated to establish that no structural damage will occur.
6.3.7 Notwithstanding the exclusion in Sections 3.3.2 and 3.4.5, clients may wish the
effects of fatigue on the cargo and seafastenings to be considered, in which case they
should instruct Noble Denton accordingly.

6.4 Seafastenings
6.4.1 Cargo seafastenings shall be designed to withstand the criteria as determined in
accordance with Sections 6.1 and 6.2. Buoyancy and wave slam loadings shall also
be considered if appropriate.
6.4.2 For certain cargo weights, cargo overhangs and arrangements of cribbing and
seafastenings, the effects of friction may be used, as shown in the following Table
and Section 6.4.3, to resist part of the computed loadings on the cribbing and
seafastenings. This shows the maximum coefficient of friction which may be
considered, and the minimum allowable seafastening force, expressed as a
percentage of cargo weight, below which the seafastening design capability shall not
be allowed to fall. 6
Overhang Cargo weight, W, tonnes
<100 100<W< 1000<W 5000<W< 10000<W< >20000
1000 < 5000 10000 20000
None 0 0.10 0.20 0.20 0.20 0.20
< 15 m 0 0 0.10 0.20 0.20 0.20
15 – 25 m 0 0 0 0.10 0.20 0.20
25 – 35 m 0 0 0 0 0.10 0.20
35 - 45 m 0 0 0 0 0 0.10
> 45 m 0 0 0 0 0 0
Minimum - 10% 10% 10% 10% 10%
Allowable S/F
force, % W,
transverse
Minimum - 5% 5% 5% 5% 2.5%
Allowable S/F
force, % W,
longitudinal

0007/NDI 01/12/2001 Page 13

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

6.4.3 Friction is allowed as a contribution to seafastening restraint subject to the following;

a. Loadings are computed in accordance with Sections 5 and 6.1.1 through
6.1.3. Friction may not be used if the loadings are computed in accordance
with Section 6.1.4.
b. Friction forces shall be computed using the minimum reaction between vessel
and cargo, normal to the deck.
c. The cargo is supported by wood dunnage or cribbing – friction is not allowed
for steel to steel connections.
6
d. The overhang is the distance from the side of the vessel to the extreme outer
edge of the cargo.
e. For wood cribbing over 900mm high, no friction force is assumed to act in a
direction at right angles to the line of the cribbing.
f. For cribbing heights between 600 and 900mm high, no more than 50% of the
computed friction force is assumed to act in a direction at right angles to the
line of the cribbing.
g. The “Minimum allowable S/F force” is the minimum allowable value of
seafastening restraint, expressed as a percentage of cargo weight, in the event
that the computed required seafastening force, including friction is less than
this value.

6.5 Cribbing
6.5.1 Sufficient cribbing is to be provided to ensure an adequate distribution of load on the
underside of the cargo under static loadings and the design environmental loadings as
described in Section 6.1.
6.5.2 A minimum of 0.075 metres clearance is required between the lowest protrusion of
the cargo and the deck of the ship.
6.5.3 The nominal bearing pressure on the cribbing should not normally exceed 4 N/mm2
for softwoods. This pressure is to be calculated taking into account the deadweight
of the unit plus the additional load caused by the design environmental loadings .
6.5.4 In special circumstances, cribbing pressures of up to 10 N/mm2 may be allowed
providing it is demonstrated that the cargo, ship and cribbing can withstand the
higher loadings.
6.5.5 In the case of a random or herringbone cribbing layout supporting a flat-bottomed
cargo without taking into account the strong points then the maximum static plus
dynamic cribbing pressures should not exceed 1 N/mm2, subject to consideration of
the overall allowable loadings on the vessel deck and the underside of the cargo.
6.5.6 The cribbing should be designed to withstand loads caused by any trim or heel angles
during on-load and off-load. A minimum angle of 5 degrees should be considered.

6.6 Wetting and Weather Protection

Items of the cargo which are vulnerable to wave action, wetting or weather damage
shall be suitably protected.

0007/NDI 01/12/2001 Page 14

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

7 STABILITY
7.1 Intact Stability
7.1.1 Range of Stability
a. The range of intact statical stability about any axis shall be not less than the
angles shown in the table below. The righting arm shall be positive
throughout this range.
Vessel Size and Type Intact Range
Larger vessels 36º
(L > 76 m LOA and B > 23 m)
Smaller vessels 44º
(L < 76 m LOA or B < 23 m)

b. Alternatively, if maximum amplitudes of motion for any specific voyage can

be derived from model tests or motion response calculations, the range of
intact statical stability shall be not less than (20 + 0.8θ) degrees, where
θ = maximum amplitude of roll or pitch motion, plus static wind heel or trim angle,
in degrees.
7.1.2 Wind Overturning
The area under the righting moment curve to the second intercept or downflooding
angle, whichever is less, is to be not less than 40% in excess of the area under the
wind heeling moment curve to the same limiting angle.
7.1.3 Wind Velocity
The velocity taken for wind overturning moment calculations should be the design
wind for the most severe part of the voyage. For unrestricted ocean voyages 50 m/s
should be used.
7.1.4 Angle of Downflooding
Any angle of downflooding less than 25º will require special consideration. Where θ
(as defined in Section 7.1.1 b) is less than 20º then the minimum downflooding angle
may be reduced to θ + 5º with a minimum of 20º.
7.1.5 Cargo Effects
Buoyant compartments of the cargo may be used in the stability analysis where
appropriate.

7.2 Damaged Stability

Damaged stability is assumed to be covered by Class. If requested to review
damaged stability where Class is not involved, then the guidelines shown in
Appendix B would be applied.

0007/NDI 01/12/2001 Page 15

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

7.3 Minimum GM
7.3.1 The minimum GM should not be less than 1.0 metre, unless the conditions of Section
7.3.2 can be met.
7.3.2 Special consideration will be given to voyages having a GM of less than 1.0 metre.
In such cases it must be shown that the actual GM for the voyage is not less than that
calculated.

8 WEATHER ROUTING
In the event that the loadings and stresses calculated for the design environmental
conditions exceed the allowable values, then a reduction may be achieved by use of a
Weather Routing Service, such as the Noble Denton Weather Routing Service, to
avoid specified extreme meteorological conditions.
The amount of such a reduction, if any, will vary with:
a. The speed of the vessel
b. The voyage route
c. Reliability of the meteorological data available
d. The availability of areas of shelter.

9 INSPECTION OF WELDING AND SEAFASTENINGS

9.1 All welds will be visually checked and the weld sizes confirmed against the
minimum required sizes.
9.2 The results of non-destructive testing (NDT) of welds may be required prior to issue
of a Certificate of Approval. Welds may be selected by the attending surveyor for
NDT such as magnetic partical inspection (MPI), dye penetrant or other agreed
method.
9.3 Any faulty welds discovered shall be repaired .
9.4 Welding should not be carried out in wet conditions. Weather protection should be
used in order to minimise the effects of wet conditions.

10 ALTERNATIVE CRITERIA
Alternative criteria to those set out in this report may be considered provided it can
be shown that the proposals or arrangements are in accordance with safe marine and
engineering practice.

11 GENERAL
Final approval for any transport is subject to the recommendations and satisfactory
survey by the attending Noble Denton surveyor.

0007/NDI 01/12/2001 Page 16

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

APPENDICES

0007/NDI 01/12/2001 Page 17

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

APPENDIX A

INFORMATION TO BE PROVIDED FOR REVIEW PURPOSES

The following information will be required in order to undertake the necessary reviews
for the approval of a transportation. Additional information may be requested.

Heavy-lift Vessel
• Name and Registered number
• Port of Registry
• Classification
• General Arrangement
• Route and Planned Stops
• Stowage plan
• Seafastening arrangements
• Cribbing arrangements
• Proposed voyage service speed
• Expected departure date
Stability and Motion Characteristics Information Including:-
• Lines plan
• Ballast plan
• Draft and displacement for voyage
• Vertical Centre of Gravity of Vessel and Cargo for Voyage
• Metacentric Height proposed for Voyage (KM)
As a minimum the results of motion and stability calculations performed by a
recognised Independent Authority such as a Classification Society may be accepted.
Cargo
• General Arrangements
• Weights
• Vertical, Transverse and Longitudinal Centre of Gravity
• Sufficient data to enable strength, stability and motion characteristics to be evaluated
including radii of gyration
• Details of any side shell or bottom plate protrusions
• Details of liquid variable

Procedures
• On-load/off-load procedures
• Ballasting procedures

0007/NDI 01/12/2001 Page 18

File: d:\quality\glines\0007-6.doc
 0007/NDI REV 6

APPENDIX B

SHIPBORNE TRANSPORTS - SUGGESTED GUIDELINES FOR

DAMAGED STABILITY

B.1 Requirements in the Damaged Condition

The unit should be able to satisfy the following requirement in the "damage condition"
as defined in Section B.2 below.

B.1.1 Wind Overturning

The unit should have a positive range of stability in the damaged condition. The area
under the righting moment curve from the angle of loll to the second intercept or
downflooding angle, whichever is less, is to be not less than 40% in excess of the area
under the wind heeling moment curve computed between the same angles.
The wind velocity taken for wind overturning moment calculations in the damaged
condition should be 25 m/s, or the wind used for the intact calculation if less.

B.1.2 Downflooding
In the wind heeled and damaged condition the final waterline should be below the level
that would cause progressive downflooding.

B.2 Damaged Condition

For the evaluation of Section B.1.1 above, any one compartment damage is to be
assumed between allowable bulkheads as defined below:-

B.2.1 Minimum allowable bulkhead separation to be 3.0 metres.

B.2.2 Horizontal penetration to be 1.5 metres.

B.2.3 Vertical extent of side damage to be upwards from the baseline without limit.

B.2.4 When considering bottom damage, double bottom compartments which comply with
class regulations should be allowable as separate compartments.

B.2.5 Where any reduced extent of damage results in a more severe condition, such lesser
extent should be assumed.
B.2.6 If the cargo is assumed to contribute to the combined buoyancy and stability, it should
also be considered in the damaged condition.

0007/NDI 01/12/2001 Page 19

File: d:\quality\glines\0007-6.doc