Cargomax 2.1: User'S Manual

CargoMax 2.
1
for Windows
User’s Manual
Copyright  2020 by HERBERT-ABS SOFTWARE SOLUTIONS LLC.

All rights reserved worldwide.
CargoMax, CruiseMax, and HECSALV are trademarks of Herbert-ABS Software
Solutions LLC. Microsoft is a registered trademark and Microsoft Word and
Windows are trademarks of Microsoft Corporation.
This manual was produced using Microsoft Word.
Contact:
Herbert-ABS Software Solutions LLC
1040 Marina Village Parkway, Suite 200
Alameda, CA 94501
USA
Tel: +1 (510) 814-9065

Fax: +1 (510) 814-9763
[email protected]

Table of Contents
Welcome to CargoMax 1
Program Overview .....................................................................................................................................................1
About This Manual ....................................................................................................................................................1
Key Concepts .............................................................................................................................................................2
System Requirements ...............................................................................................................................................3
Installing CargoMax ...................................................................................................................................................4
Obtaining Technical Support .....................................................................................................................................5
Quick Start 6
Overview ...................................................................................................................................................................6
Starting CargoMax .....................................................................................................................................................6
CargoMax Main Window ...........................................................................................................................................7
Evaluating a Loading Condition .................................................................................................................................8
Closing CargoMax for Windows ................................................................................................................................8
Loading Condition Evaluation in CargoMax – Step-by-Step ......................................................................................9
Emergency Evaluation in CargoMax – Step-by-Step ...............................................................................................11
General Program Operation 13

Overview .................................................................................................................................................................13
Getting Around (using keyboard and mouse controls) ...........................................................................................13
Moving Around the User Interface..........................................................................................................................15
Storing and Retrieving Information .........................................................................................................................18
File Menu .................................................................................................................................................................19
View Menu ..............................................................................................................................................................21
Program Options .....................................................................................................................................................23
Display Options .......................................................................................................................................................38
Calculations and Assumptions .................................................................................................................................42
Load Condition Entry 50

Overview .................................................................................................................................................................50
Typical Tank Weight Entry Table Fields ...................................................................................................................51
Tank Ullage Entry Table ...........................................................................................................................................53
Spaces Entry Table...................................................................................................................................................54
Dry Weight Entry Table ...........................................................................................................................................54
Chain Weight Entry..................................................................................................................................................56
Herbert-ABS Software Solutions LLC -i- Table of Contents

Catenary, Mooring, Riser Weight Entry...................................................................................................................56
Misc. Weight Entry Table ........................................................................................................................................56
Bulk Cargo and Grain Entry Table ............................................................................................................................57
Container Entry .......................................................................................................................................................57
LNG/LPG Entry .........................................................................................................................................................58
“All”, “Damaged”, “Gauged” and “Selected” Tabs ..................................................................................................58
Viewing Results 59
Overview .................................................................................................................................................................59
Results bar ...............................................................................................................................................................59
Graphical Views ......................................................................................................................................................60
Tabular Results ........................................................................................................................................................65
Printing Results........................................................................................................................................................75
Tools for All Ship Types 78

Overview .................................................................................................................................................................78
Observed Draft Entry ...............................................................................................................................................78
Tank/Weight Transfer Tool .....................................................................................................................................81
Automatic Tank/Weight Distribution/Optimization Tool ........................................................................................82
Load/Discharge/BWE Sequence Tool ......................................................................................................................88
Advanced Load/Discharge Sequencer Tool .............................................................................................................89
Air Drafts .................................................................................................................................................................98
Ship Squat ................................................................................................................................................................99
Crane Tool .............................................................................................................................................................101
Hydrostatic Calculator Tool ...................................................................................................................................106
Damage Stability....................................................................................................................................................107
Grounding..............................................................................................................................................................117
Tools for Tankers 125

Overview ...............................................................................................................................................................125
CargoMax Loading/Discharge Rate Calculation Tool ............................................................................................125
ROB/OBQ Ullage Report ........................................................................................................................................129
Direct Calculation of Damage Stability Compliance ..............................................................................................134
Tools for Bulk Carriers 136

Overview ...............................................................................................................................................................136
Detailed Bulk Pile Entry Tool .................................................................................................................................136
Draft Survey Tool ...................................................................................................................................................141
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IACS Loading Sequence Summary Report Tool .....................................................................................................143
Advanced Container Module 144

Overview ...............................................................................................................................................................144
Program Control and Settings ...............................................................................................................................153
Saving and Retrieving Information ........................................................................................................................166
Printing and Reporting ..........................................................................................................................................168
Deck Cargo Module 169

Program Overview .................................................................................................................................................169
Program Control and Settings ...............................................................................................................................172
Saving and Retrieving Information ........................................................................................................................180
Printing and Reporting ..........................................................................................................................................180
Special Program Configuration Options 181

Overview ...............................................................................................................................................................181
Interface with Tank Gauging System .....................................................................................................................181
Custom Files Interfaces .........................................................................................................................................182
Trouble Shooting 184

What Can Happen .................................................................................................................................................184
Typical Warnings and Messages ............................................................................................................................184
Answers to Common Questions ............................................................................................................................186
Glossary of Terms 188
Herbert-ABS Software Solutions LLC -iii- Table of Contents

Welcome to CargoMax
Program Overview
The CargoMax program is a computerized system for planning and evaluating ship loading. It quickly and precisely
calculates ship stability and stress characteristics based on any loading condition specified by the user.
The program is developed from technical information that reflects the physical characteristics of the ship. This
information includes hydrostatic data, tank data, allowable shear forces and bending moments, and light ship
weight data. The use of this information allows customization of input screens that support quick and efficient
entry of ship loading data.
The program allows the storage of Loading Condition files (.LC2) to the internal hard drive or external storage.
These stored Loading Conditions can be recalled at any time for modification and re-evaluation. In addition, stored
Loading Conditions can be sent ashore for review and analysis on a shore-based computer. This might include
validation of a proposed condition, stowage or cargo evaluation using CargoMax, or salvage analysis with HECSALV.
About This Manual

This manual was written to acquaint you with the CargoMax program and provide you with the necessary
operating instructions to take full advantage of its capabilities. Included is information on hardware requirements,
program installation and usage, and background concerning the calculations and assumptions used.
Note – This manual includes descriptions of all CargoMax options and features. The CargoMax program supplied to
any specific vessel will not be configured with everything which is discussed herein. A second, vessel specific
manual accompanies this manual and includes a list of the program options which have been activated as well as
key vessel data and sample loading conditions. This second manual is called the “Vessel Information Booklet”.
Note – This manual includes descriptions of all standard CargoMax features behavior. The CargoMax program
supplied to any specific vessel might be configured in slightly different ways according to general requirements of
each Classification Society. In these cases, some calculation options (user defined “from tables/from offsets” intact
calculations) or results displays (customizable result bar) might not be made available. These differences are not
generally described in the “Vessel Information Booklet”.
In order to assist you in the use of CargoMax, we offer the following suggestions:
 If this is your first exposure to the program we suggest that you read this manual completely. Familiarize
yourself with the different sections of this document and try to gain a comfortable understanding of the
overall workings of the system and its capabilities.
 Carefully check to make sure that the computer and its peripheral devices are connected properly. Refer
to “System Requirements” and “Installing CargoMax” later in this chapter.
Herbert-ABS Software Solutions LLC -1- Welcome to CargoMax

 The “Quick Start” section below is a condensed step-by-step guide to running the program. It can be used
to help you work through the program the first time, or as a review if you have not used the system for
some time.
 A more detailed discussion of general program features and how to use them is presented in the chapter
“General Program Operation.”
 Information on specific entry screens and displays is presented in the chapters “Load Condition Entry” and
“Viewing Results.”
 Finally, remember that this program is designed to be easy to use. Once you have used it a few times and
become familiar with the operations necessary to enter data, you should need this manual only for
occasional reference
Key Concepts
Condition
A condition represents a particular state of the vessel. It includes all load and strength information associated with
that state. A condition also includes information regarding the calculation type, ground definition, and deflections.
Conditions can reflect Intact, Intact Direct, Free-floating Damaged, and Stranded states.
Active, Base and Delta Conditions

The Active condition is the condition currently selected. The active condition is highlighted in the tree hierarchy.
In the following figure, condition A2 is the active condition.
Within the Plan Explorer tree hierarchy, there are Base Conditions and Delta Conditions. In the following figure, A
is a base condition. A1, A2, A3, and A4 are delta conditions.
Figure 1 - Typical Condition Tree Hierarchy
A delta condition is derived from a single base condition and represents a change from the base condition. Delta
conditions are never derived from more than one base condition. A condition can be both base and delta because
new conditions may be created as a delta condition of any existing condition.
Changes to a base condition will also occur in the delta condition unless that data has been specifically defined in
the delta condition—or the user has selected the option to not update delta conditions. A change made to a delta
condition will not affect the corresponding base condition.

Calculation Type
The calculation type defines the condition state and can be Intact, Intact Direct, Free-Floating Damaged, or
Stranded.
Intact (I)
Intact loading calculations are based on tabular data in the Ship Project Model. This data includes Hull Hydrostatic,
Hull Bonjeans, Hull Cross Curves (GZ tables), Tank capacities and centers, and other items. The Displacement and
CG are calculated by summing all specified cargo and liquid with the operating light ship. Default values for Specific
Volume/Density are assumed for each tank unless they have been revised. If the API Gravity and Temperature are
specified for cargo, fuel, or diesel oil, they are used to calculate a specific volume.
Drafts and upright stability (GMt) as reported on the trim and stability summary are computed from the
hydrostatic tables entered in the CargoMax Data file. The required GMt and GMt margin are calculated for the
current draft and loading condition. A Righting Arm (GZ) Curve is developed for the actual displacement, VCG, and
TCG from the cross curve data. This GZ information is for heel in one direction only. A cubic spline is fitted
through the GZ values interpolated from the cross curve data for the actual displacement to develop the righting
arm curve, allowing areas and maxima to be identified to within 0.1 degree.
Intact Direct from Offsets (ID) and Free-floating Damaged (FF)

Drafts, upright stability, righting arm curve, and longitudinal strength are calculated directly from an integration of
the hull form, and include the flooding and outflow effects for damaged compartments.
Stranded (ST)
Ground reactions are calculated in stranded conditions by finding the difference between the total weight of the
ship for the current loaded condition and the buoyancy of the vessel as determined by integration of the hull
offsets.
AutoCalc
By default, CargoMax updates the calculations for the Active Condition and all of its delta conditions each time
data is entered. On late-model computers the calculation is virtually instantaneous for intact conditions but may
take several seconds for the free-floating damaged or stranded conditions. The user can turn off this feature or
force updating of calculations under the Tools main menu.
System Requirements
CargoMax can be run on any modern computer, running a Windows 7 or newer operating system. Older operating
systems (such as Windows NT, 2000, 98, or XP) are not supported. As with most programs that are graphic and
calculation intensive, the faster the computer, the better the program will perform. It is recommended that the
computer have the following:
 Windows 7 or later
 4 GB RAM
 500 MB Hard drive space
 Graphics card with DirectX 9 or later
 1280 x 1024 SXGA 19” Monitor

 UPS (un-interruptible power supply)
 Laser Printer
Installing CargoMax
Installation Files
Your installation package should consist of the following files and folders:
 Setup.exe
 Install.xml
 “Vessel Data” folder with the following sub-folders:
o Documentation
o Standard Loading Conditions
What the Setup Does

The installation will do the following:
 Installs all necessary program and system files to the appropriate locations.
 Copies all vessel specific data files, standard Loading Conditions, and documents to the hard drive.
 Configures the online monitoring/background calculations where appropriate.
 Configures the online gauging configuration where appropriate.
 Creates a default directory for the storage of loading condition files.
 Creates a series of shortcuts in the Start Menu, under the Herbert-ABS -> CargoMax group. These
shortcuts include:
o Main shortcut to start the program
o Shortcut to the help documentation
o Shortcut to the Monitoring & Simulation Modes of the program (if monitoring is enabled)
o Shortcut to the Gauge Reader program (if online gauging is enabled)
o Shortcut to the Uninstall routine
Running the Installation

The following section gives a simple guide to the installation process. A much more detailed step-by-step guide
through the installation process is provided as a separate document on the installation CD. For vessels with unique
setups or gauging configurations, more detailed installation instructions may be included in the Vessel Information
Booklet as well.
1. Step 1 – Run installation from CD
2. Step 2 – Uninstall previous version (if necessary)
3. Step 3 – Pick installation directory
4. Step 4 – Configure the monitoring configuration (if necessary)
5. Step 5 - Configure the gauging configuration (if necessary)
6. Step 6 – Installation Complete

Default Installation Directories
There are two locations that contain vessel specific files that the user might need to be aware of:
1. Ship Specific Files
All ship-specific files, including the SHIPNAME.CMX (the main ship specific database file used to run
CargoMax), standard Loading Condition files (.lc2), and any corresponding documentation can be
found:
Windows Vista\7\8\10 – C:\ProgramData\Herbert -ABS\CargoMax 2.1\SHIPNAME
2. Loading Condition Files

CargoMax Loading Condition files (.LC2) can be saved to any location allowed by the computer,
including the local hard drive, network locations, and USB drives. By default, all user-created and
modified .LC2 files will be saved to:
Windows Vista\7\8\10 – Current User\Documents\My Loading Conditions\SHIPNAME
Obtaining Technical Support

If additional support is needed beyond the scope of the Vessel Information Booklet and this User’s Manual, contact
your sales Agent or Herbert-ABS Software Solutions LLC. We also appreciate your suggestions and comments.
1040 Marina Village Parkway, Suite 200
Alameda, CA 94501
www.herbert-abs.com
[email protected]
+1 (510)–814–9065

Quick Start
Overview
This section describes how to get CargoMax up and running as fast as possible. It offers no explanations or
descriptions of options and features. It is simply a how-to guide to help you get started. An even simpler “step-by-
step” guide is provided in the section “Loading Condition Evaluation in CargoMax – Step-by-Step.” Both of these
sections only cover the basics of CargoMax, and while we agree that there is no better way to learn how to use a
program than by “punching the keys,” we strongly recommend that you take the time to read the following
chapters with some care. They provide useful tips, and explain all of the available features as well as the
program’s assumptions and calculations.
Starting CargoMax
When you install CargoMax, the installation routine creates a set of shortcuts in the Start Menu -> All Programs ->
CargoMax2.1. There should be an icon there that says “CargoMax for SHIPNAME”. Clicking this shortcut will start
the program.
Figure 2 - Start Menu->All Programs->CargoMax 2.1->CargoMax for SHIPNAME
Herbert-ABS Software Solutions LLC -6- Quick Start

CargoMax will start up in its default configuration, with a number of views of the current Loading Condition.
Note – when you first start CargoMax, the current Loading Condition is typically an empty ship, with possibly some
default consumable values.
CargoMax Main Window

The CargoMax display consists of the following items:
 Main Window – The Main Window is the main area of the screen, where the different entry, graphics
and results screens are displayed. The layout of the main window can be changed by choosing one of the
options from the View -> Change Layout menu. Once a layout is chosen, the content of each partition
can be changed by clicking on that partition and then selecting the appropriate option from the drop-
down list that appears by clicking the sign on the top right corner of the selected partition. The same
drop-down list can be called from View -> Change Active View.
Menu Bar Tool Bar Context Menus Results Bar
Figure 3 - Default CargoMax Screen Structure

 Menu Bar – The Menu Bar is located along the top of the program, and gives the user access to file
operations, different views, calculation settings, program options, and help information.
 Tool Bar – The Tool Bar is a strip of icons and buttons directly below the Menu Bar, which gives the user
one-click access to useful changes in the program.
 Context Menus – Context Menus provide an efficient means of changing program options, formats or
calculation settings. They are available by right-clicking at any location on the program. Only the items
appropriate for the area selected are included in these menus.
 Results Bar – The Results Bar is the strip of information along the right-hand side of the program, which
provides information on the current Loading Condition. The Results bar is always visible, and is
continuously updated to reflect changes in the loading condition.
Evaluating a Loading Condition

The following outlines a general process that can be used to evaluate any vessel loading condition:
1. Enter General Information
Identifying information for the particular voyage or condition to be analyzed may be entered. This
information, such as date, time, description, voyage number, etc, is included on the printed output.
Choose Summary Info from the File menu.
2. Choose Units, Precision, References
The program will start with a set of units (typically US or SI), displayed precision, and references that are
consistent with normal ship convention and documentation. All units and precision for each different
type of information (i.e. length, volume, and moment) can be set individually, and can be changed at any
point during program operation without loss of existing data. Choose Display Options from the View
menu, or click the , , or button on the Tool Bar.
3. Enter or Revise Deadweight Items (Cargo and Consumable Data)
All weights can be entered in the Deadweight Entry Tables. Tabs along the top of this partition allow
access to the different weights groups. This partition should be visible at start up, and can be opened by
choosing Deadweight Entry Tables in any of the partitions. An alternative way to enter deadweight items
is to select the tank/hold/deck in question in any of the graphical partitions of the Main Window and
right-click on it to expose a convenient context menu.
4. Display or Print Results
Trim, Stability, Strength, Deadweight, and Alarm Summaries can be displayed or printed. Up to two
Results Windows can be opened simultaneously in any of the Main Window partitions. You can use the
tabs along the top of each Results Window to select the desired results summary to view. All of the views
are available in reports that can be printed by choosing Print from the File menu.
Closing CargoMax for Windows

The information entered into CargoMax can be saved on disk for future reference by choosing Save Loading
Condition from the File menu. You have the option of storing each Loading Condition file to any accessible
location on your computer or network. See the section “Storing and Retrieving Information” for details on saving
files.
Note – Loading Condition data not saved to a file will be lost when you exit CargoMax. You must explicitly save the
data to a file by choosing Save Loading Condition File from the File menu. If you try to exit CargoMax without
saving changes to the current Loading Condition, the program will ask you if you wish to save you data.

When you have completed all calculations and wish to end the session, choose Exit from the File menu.
Loading Condition Evaluation in CargoMax – Step-by-

Step
The following section describes the basic steps required to enter a Loading Condition into CargoMax, review
results on screen, print reports, and save the Loading Condition for later use. This procedure is for standard
operational conditions only, for emergency condition evaluation, refer to section Emergency Evaluation in
CargoMax – Step-by-Step.
1. Start Program
a. Click on the shortcut to the program from the Start Menu -> All Programs -> CargoMax2.1 ->
CargoMax for SHIPNAME.
b. As the program starts up, the CargoMax Splash Screen will appear to show the progress as the
program and data are loaded.
2. Open Previous Loading Condition (optional)
a. From the File menu, select Open Loading Condition.
b. A standard Windows file selection screen will appear and let you browse to the location and
select a previously saved Loading Condition file.
c. Select the file, and press the [OK] button.
3. Enter General Information
(This information appears in the header, footer and sub-title of printed reports)
a. Click on the word File in the menu bar.
b. Click on the menu item Summary Info…
c. Click on the empty field for the “Condition Name”, and type a name for the loading condition.
d. Use the [Arrow] keys or click in the fields to enter the information for the “Condition
Description”, “Voyage Name”, “User Name”, “Revisions”, “Departure Port Name”, and “Arrival
Port Name”.
e. Click on the date entry field to select the “Departure Date” and “Arrival Date” from the calendar.
f. Click on the Est. Time fields to enter the “Departure Time” and “Arrival Time” in military time
format (for instance, 0800 or 2300).
g. Click on the [OK] button to finish with this entry.
4. Enter Deadweight Information (Cargo, ballast, consumables, etc.)
(All deadweight entry is done in the Deadweight Entry Tables, or in the “Edit…” screens that can be
opened through the Edit and many context menus. More detailed descriptions of these entry tables
are contained in the relevant sections later in this booklet.)
a. Click on the weight column for the first tank in the Deadweight Entry Tables. Type in the weight
of liquid in that tank and press the [Enter] key.
b. To enter or adjust other values for that tank, click on the desired column and type in a value.
c. Move to the next tank by clicking on the weight column and type in the weight of the liquid.
Continue until all tanks have their actual weights entered properly.
Note – you can also use the arrow keys on the keyboard to move around in the table.
d. Move to the next deadweight group by clicking on the group name on one of the tabs at the top
of the table.
e. Enter weights for tanks and/or dry weights in this group in the same manner as described above.

5. Monitor Results
a. Watch the Results Bar on the right side of the screen for all key trim, stability and strength results
updated with each weight entry.
b. Click the icon on the toolbar to bring the “Alarms” display up in the Results
Window. If the Results Window is not visible, clicking the button will change the
upper-right window into the Results Window.
c. Monitor the “Alarms” display to view the status of all parameters, criteria and calculations being
monitored and compared by the program.
d. Watch the Plan, Profile and Section Windows for final waterline and tank and hold filling.
6. View Detailed Results
a. The Results Window (showing the Alarm Summary from Step 5) is divided into multiple tabs
(including the “Alarms” tab). To cycle through all of the different tabs, simply click on the desired
tab.
b. Select the “Weights” or “WT” tab to view the Deadweight Summary and group totals for each
tank and weight group.
c. Select the “Trim & Stability” or “T&S” tab to view the stability, trim, list, draft and other stability
related results.
d. Select the “Strength” or “STR” tab to view the shear force and bending moment graphs and
values.
e. Select the “Righting Arm” or “GZ” tab to view the calculated righting arm plot and values.
f. Select the “Freeboards” or “FBD” tab to view a list of all downflooding or connection points and
their relative status to the calculated waterline.
g. Select the “Cargo” tab to view a summary table of the loaded cargos in the program.
h. Select the “S1A” tab to view a summary table of the S1A loaded weight restrictions (bulker
specific).
i. Select the “S17” tab to view a summary table of the S17 calculations results (feature specific)
j. Select the “Power” or “POW” tab to view the current power requirements (feature/data specific)
k. Select the “Air Drafts” or “AIR” tab to view the current Air Draft calculations and requirements
(feature specific)
7. Save Loading Condition
b. Click on the menu item Save Loading Condition.
c. In the box next to the words “File Name:” enter the name of the file you wish to use for the load
case. You may use a name more than once, but if you do only the most recently entered data will
be saved.
d. Click on the [Save] button.
8. Print Results
b. Click on the menu item Print…
c. In the box titled “Report(s)” click on all the reports of interest.
d. Verify that the correct Current printer is selected in the drop down box labeled Current Printer at
that top of the window.
e. Click on the [Print] button.
9. Close Program

b. Click on the menu item Exit.
10. Trouble Shooting
a. For basic trouble-shooting and FAQ answers, refer to the section “Trouble Shooting.”
b. For assistance beyond that offered in this manual, you can contact Herbert-ABS directly.
c. Click on the word Help in the menu bar, and click on the menu item About CargoMax to view a
screen showing the CargoMax version, date and data version and date. This information is
important when contacting Herbert-ABS for support.
d. Click on the word Help in the menu bar, and click on the menu item Contacting Herbert-ABS to
bring up the support contact links for Herbert-ABS.
Emergency Evaluation in CargoMax – Step-by-Step

The following section describes the basic steps required to enter a Damage and Stranded Condition into CargoMax,
review results on screen, print reports, and save the Condition for later use. This procedure is for emergency
support only. For regulatory damage stability calculations, refer to the relevant section in calculation tools.
1. Perform Steps 1 to 4 of Loading Condition Evaluation in CargoMax – Step-by-Step
2. Define Damage
a. In the graphical views or/and in the Deadweight Entry Tables, select all the spaces that you want
to define as damaged
b. From the Damage menu, select Damage Selected Items; the same can be achieved using the
context menu instead.
c. A new tab will appear in the Deadweight Entry Tables (Damaged) listing all damaged spaces. In
this tab you can change the default settings on how to calculate flooding and outflow. For more
details refer to the relevant section in Load Condition Results -> Damage Summary
3. Run Intermediate Phases (Optional)
(Intermediate phases of flooding represent the partial flooding of the damaged spaces which occurs
between the beginning of flooding of that space and the eventual equilibrium)
a. In the Damage menu, click on Run Intermediate Flooding Analysis (Phases) to run intermediate
flooding generated on the basis of the final amount of floodwater at equilibrium.
b. In the Damage menu, click on Run Intermediate Flooding Analysis (LR Phases) to run
intermediate flooding generated on the basis of the relative height of the floodwater in the
damage compartment and the sea level.
4. Run Progressive Flooding Stages (Optional)
(Progressive flooding stages represent flooding of intact spaces which occurs as a result of exposed
connections between these spaces and a damaged compartment or the sea)
a. In the Damage menu, click on View/Edit Flooding Connections (WT Doors, etc.) to review or
define the status of all the ship’s doors, vents, hatches etc. that might cause progressive flooding.
Note that the status of these connections might be monitored by gauges. In this case, this step
would only be needed to verify that all is correctly defined and override eventual false signals.
b. In the Damage menu, click on Run Progressive Flooding Analysis (Stages) to run the analysis. It
should be noted that this operation will start generating a series of damage conditions assuming
flooding rates are high. If flooding is progressing slowly, check the appropriate box in the pop-up
window.
5. Enter Ground Information
a. Independently of whether you have defined any damaged tank, hold or compartment, should
you wish to evaluate a grounding accident, choose Define Grounding… in the Grounding menu.

b. Define the ground geometry using the Wizard. For a detailed explanation of the various
grounding options refer to Grounding section.
c. Press Apply and Close in the Wizard once all data is entered.
6. Monitor Results
a. Watch the Results Bar on the right side of the screen for all key results; including total ground
reaction force, floodwater weight and oil outflow, in addition to trim, stability and strength in the
emergency condition.
b. If progressive or intermediate flooding were run, above the Results Bar you will see a tree of
conditions representing the stages or phases of flooding generated. Click on the phase/stage of
interest to view the relevant results.
c. In the Results Window you will see three new tabs displaying details about flooding, outflow and
grounding.
d. Watch the Plan, Profile and Section Windows for final waterline and tank and hold floodwater
and remaining oil content levels. In these graphical windows you will also be able to monitor the
location of ground points of contact.
7. Apply Remedial Actions
a. Once you are satisfied with the way you have defined and analyzed the emergency scenario, you
can modify the loading condition (de-ballasting, weight transfers etc.) in order to evaluate
possible remedial actions.
8. Save Emergency Condition
b. Click on the menu item Save Loading Condition and proceed as done for a standard operational
loading condition.
9. Print Results
b. Click on the menu item Print…
c. In the box titled “Report(s)” click on all the reports of interest.
d. Verify that the correct Current printer is selected in the drop down box labeled Current Printer at
the top of the window.
e. Click on the [Print] button.
10. Close Program
b. Click on the menu item Exit.

General Program Operation
(How to Move About, Select Options, and Enter Data)
Overview
This chapter provides complete information on general program usage that will help you make full use of all
features and capabilities. It includes:
 How to use the keyboard and mouse to move about the program.
 Information on what to expect on data entry screens.
 A discussion of data files and how to use the file save options.
 A summary of some simple data entry conventions and shortcuts.
 A discussion of key calculations and assumptions.
Information on specific deadweight data entry screens and calculated results displays and printouts is included in
the following chapters.
Getting Around (using keyboard and mouse controls)

CargoMax for Windows is designed to be fully functional using both keyboard and mouse. While use of the mouse
speeds up most operations, there are times when using the keyboard is more convenient.
In general, all commands and programming conventions are designed to be consistent with Windows and other
Microsoft program standards. These are explained in the parts below, but the user who is unfamiliar with basic
Window controls is encouraged to review the applicable Windows documentation.
Main Menu Bar

The layout of the main menu bar follows Windows conventions. The standard menu headers File, Edit, View,
Tools, and Help are available in all versions of CargoMax. Menus for Monitoring Mode, Damage, Grounding, and
Online will appear in the program if those options/features are available.
Figure 4 - Main Menu Bar
Herbert-ABS Software Solutions LLC -13- General Program Operation

 File – This menu gives the user access to Loading Condition file operations like “New”, “Open” and “Save”,
as well as the “Summary Info” entry, Print options, and Program Exit.
 Edit – This menu gives the user access to tools for editing the selected item(s), filling and emptying spaces,
adding and deleting weights, and special tools for selecting spaces.
 View – This menu allows the user to hide or show the Results Bar, change current layout to display all
information in different arrangements, maximize active partitions of the Main Window, and change the
content of active partitions. It also includes the Options menu for setting units, criteria, load lines, etc.
 Tools – This menu gives the user access to a wide variety of special CargoMax calculation, display and
entry options. Depending on the available features, these can include items such as Grade/Cargo Library,
Observed Drafts, Tank Transfer, Gravitating Tanks, Air Drafts, and Calculation controls.
 Damage – This menu gives the user access to tools to define damage to any of the ship’s compartments,
view/edit downflooding points, and access the progressive downflooding tool.
 Grounding – This menu gives the user access to tools to create and remove grounding conditions.
 Online – This menu gives the user access to tools to setup the gauging interface, read gauge values into
the program, and enable monitoring mode.
 Help – This menu gives the user access to vessel documentation, the Help file, and information about the
program and how to contact Herbert-ABS for support.
Getting Help
The Help menu item provides access to this User’s Manual. It also provides access to vessel specific
documentation (where available). A link to Herbert-ABS help from the web is also located in this menu. The About
CargoMax screen provides important information regarding the vessel and program dates.
Using the Mouse

All options and features of CargoMax can be accessed using the mouse and the left button. Only text and
numerical values must be entered using the keyboard.
All mouse operations are consistent with Windows standards and conventions. To move through the program
simply point at your selection and click the left mouse button. To enter data, point and click on the cell into which
you wish to enter the values, and then type with the keyboard. To edit data double click on the value.
The mouse can be used to select compartments in the graphics windows. Clicking on an area in a graphics window
will select the appropriate compartment. If more than one compartment could be selected, a small menu will
appear listing the compartments. Holding the [Ctrl] button will allow selection of multiple compartments.
Dragging a window from left to right will select all compartments/tanks completely within that window. Dragging
a window from right to left instead, will select all compartments/tanks “touched” by that window.
Right-clicking anywhere in the program will bring a context sensitive menu up, with menu items, tools, options and
settings specific to the area/item that was right-clicked.
Using the Keyboard

As mentioned, the keyboard can be used in place of the mouse for many operations. Some of the standard
keyboard controls are summarized below. Some controls are unique to certain data entry screens and are included
in the discussion of those screens in the next two chapters.
When using the keyboard to move about within CargoMax it is very important to keep track of the highlighted area
which indicates where the program is currently waiting for input. This is called the focus. If a menu item has the

focus, it will appear highlighted (usually in an inverse color). If a display screen has the focus, the icon will
appear in the upper right corner to show that it is the Active Window. If an entry screen has the focus, its title bar
will be highlighted as well as a cell within the entry table. Certain “tabs” can also have the focus and are so
indicated with an underline or box around the tab name.
In many cases, a combination of keys is used to move about. Sometimes that requires that you press one key,
release it, then press the second key. Other times you need to press both simultaneously. These situations are
outlined below, but refer to Windows documentation for a full explanation of these standard keyboard commands.
Select Main Menu Bar Items

Press the [Alt] key, release, and then press the underlined letter of the Menu of choice. Once in the menu, use the
arrow keys to move the highlight bar and press the [Enter] key to make your selection.
Scroll or Move in a Table

Use the arrow keys to move the highlighted cell.
Activate a Button (such as [OK] or [Cancel]) or Check a Checkbox

Move the focus to the button using the [Tab] key and press [Enter] or [Space Bar] to “push it”.
Make a Selection in a Drop-Down List Box

A drop-down list box allows you to select data from a list. It consists of a box for the data entry and an arrow
button (usually to the right side of the box). Use the [Tab] key to get the drop down list box and then the arrow
keys to move up and down through the list of possible values. If you would like to see the whole list at once, press
[Alt] and the [Down Arrow] key at the same time, then release the [Alt] key. To make your selection, press the
[Enter] key. The space bar is another way to achieve this.
Edit Text or Numbers

The [F2] key sets the entry box into edit mode (the space bar is another way to achieve this). Use the cursor,
[Delete], and [Insert] keys to modify the value in the box and press the [Enter] key to complete the edit process.
Moving Around the User Interface

CargoMax uses three types of windows for entering and modifying data: dialog boxes, entry windows, and context
menus. CargoMax also utilizes a toolbar for quick access to certain program features.
Dialog Boxes
A dialog box is a special type of entry and display window. An example is the Unit and Precisions Options dialog
box shown below. It requires the user to take some action (select an option or press a button) in order to return to
normal program operation. The user cannot simply click on another window to remove the dialog box. A dialog
box appears in response to either a menu selection or an error.
Some dialog boxes are for entering information, while others simply display messages to the user. In these two
cases, the user will either press the [OK] button or the [Cancel] button to continue. Other dialog boxes are used to

ask the user a question, such as “Do you want to overwrite the existing file?” In this case, the user will press the
button which is labeled with the desired answer.
The user “presses” a button by clicking the mouse button while the mouse cursor is over the screen representation
of the desired button. Alternatively, the user can use the [Tab] key to move the focus to the [OK] button and press
[Enter], or press [Esc] to simulate pressing [Cancel].
All data entered on a dialog box is acted upon by pressing [OK] or discarded by pressing [Cancel].
Figure 5 - Sample Dialog Box (Edit Cargo)
Entry Windows
An Entry window is a window that is displayed in the Main Window’s workspace and is interactive. The user can
move between these windows without entering data or taking any specific action. When data is entered in a
particular field, this immediately affects the program operation. Some Entry windows have tables with cells that
are not editable. These are highlighted with a non-white background (typically light yellow) and/or a lighter grey
font color.
Multiple Value Entry

Entry windows allow multiple values in a single column to be entered at one time. For example, all tanks can be set
to 98% full with one operation.
Follow this procedure to enter multiple values at one time:
1. Highlight a series of cells in a column
To do this with the mouse, left-click on a cell and drag the mouse pointer up or down in the column over
each cell to be selected while holding down the mouse button. Or with the keyboard, use the arrow keys
while holding the [Shift] key. Only consecutive tanks may be highlighted. To select all values in a column,
click on the column header.
2. Enter the desired value
The typed value will first appear in the first cell of the selected range. Press [Enter] to complete the entry
and place the value in all selected cells. When the cells are expecting a value from a drop-down list,

pressing the space bar will open the list allowing the selection of the desired option using the arrow keys
and the [Enter] button.
Copy/Paste Values
Values can be copied from one tank or dry weight item to another or to a range of tanks or items. The only
restriction is that only one type of data can be copied at one time.
Follow this procedure to copy to other tanks or dry weight items:
1. Click on or select the value(s) you wish to copy.
Note – only consecutive cells may be highlighted as targets for the copy.
2. Press the [C] key while holding down the [Ctrl] key (i.e. [Ctrl]+[C]). This copies the value(s) to the windows
clipboard. Another option is to use the Copy Range to Clipboard command from the right-click context
menu.
3. Highlight the corresponding cell(s) from the tank(s) that are to be changed. If more than one tank is to be
modified, drag the mouse pointer over the cell of each tank to be selected while holding down the left
mouse button. Or with the keyboard, use the arrow keys while holding the [Shift] key.
Note – only consecutive cells may be highlighted as destinations for the paste.
4. Once the destination cells are highlighted, press [Ctrl]+[V] to paste the value in the clipboard to the
selected cell(s). The Paste From Clipboard command from the right-click context menu may also be used.
Context Menus
Context Menus are small pop-up menus that appear at the cursor location and contain options to efficiently
change window and/or selection specific options.
Figure 6 - Typical Context Menu

The menu options which appear are appropriate for the spot to which the mouse was pointing when clicked. That
is, the menu is sensitive to the current context.

Note – Context menus are not accessible from the keyboard.
For example, if the mouse is pointing to the “Sea Density” field on the results bar, the context menu will provide a
means of changing the current “Sea Density” to Fresh Water, Salt Water, or a User Entered Density. If the mouse is
pointing to the Volume Column of an entry screen, the menu will contain a way to change the volume units and
precision being used.
Context menus may contain more than one item. For instance, a context menu will almost always have a way of
changing the main units, in addition to more specific items.
Toolbars
The three toolbars located below the menu bar contain buttons to quickly perform a task, such as saving data,
changing units or reference point, setting the program calculation approach, updating calculations, or viewing
results.
Storing and Retrieving Information

Data files are the means by which information is stored by the program on a disk for later retrieval and use. All of
the data you enter to define a load condition, including general information, unit selection, weights, volumes, etc.,
can be stored in a data file.
This is particularly useful not only because it provides a means of recording your work, but it can also greatly
reduce the time required for future data input. For example, if you are investigating a load case which is similar to
a previously worked case, you only need to retrieve the stored data file which contains the previous load case
information and make the necessary modifications.
Data File Names and Extensions

Each data file is referred to by a name and an extension (or suffix).
[name].[ext]
A file name may contain alpha numerical characters and spaces. CargoMax automatically uses the file extension
“.LC2” for all load case data files. This relieves you of having to worry about extensions, and you will only need to
specify the name of the file when referring to files from within CargoMax.
Note that CargoMax 1 “.LC2” files are different from those used in previous versions of CargoMax such as 1.21,
1.15 etc. The main reason is that previous versions of CargoMax did not need to save any information on ship
damage, stranding and other advanced features implemented in CargoMax 2.1. The old “.LC” files used in previous
versions of CargoMax only contain information on the ship loading and can be Imported in and Exported from
CargoMax 2.1 using File/Export/Load Case and File/Import/Load Case. The same tools also allow the CargoMax 2.1
user to import and export “.CND” (condition) files, which can be used in Herbert-ABS Salvage Response programs
HECSALV and POSSE.
Recommended Data Saving Habits

The most important thing to remember when entering data is to frequently save your data to a disk. It is also
prudent to save a backup of the file on a different disk or network location. This helps guard against loss of data if
the original disk should become damaged or lost.

File Menu
The following figure shows the typical commands available in the File menu:
Figure 7 - File options from the menu bar
New Loading Condition…

This option clears the current load case and re-initializes all values to their defaults. Choose New Loading
Condition from the File menu to do this. Alternatively, press the [Ctrl] key at the same time as the [N] key from
the keyboard (Ctrl-N)
Note – clearing a load case file will erase any data previously entered. Be sure to save the existing condition data
before creating a new load case or the data will be lost. A message box will appear reminding you to save your
previous work if any changes have been made to the currently loaded Loading Condition.
Open Loading Condition…

CargoMax will load a previously saved Loading Condition for modification or review. The Loading Condition is read
from a disk file and all calculated values are updated using the new condition data. Choose Open Loading
Condition… from the File menu to bring up the standard file selection screen. Alternatively, press the [Ctrl] key at
the same time as the [O] key from the keyboard (Ctrl-O).
Note – reading a load case file will overwrite any data previously entered. Please be sure to save the existing
condition data before reading a new load case file, or it will be lost. A message box will appear reminding you to
save your previous work if any changes have been made to the currently loaded Loading Condition.
Open Recent Loading Conditions >

Choose Open Recent Loading Conditions from the File menu to access a sub-menu listing previously opened and
saved Loading Condition files. This list will be constantly updated during the normal operation of the program as
new files are saved and older files are opened.

Note –This list is only a partial list of Loading Condition files previously saved. If a specific file is not in this list, it will
still be available through the normal Open Loading Condition… operation.
Open Standard Loading Conditions

Choose Standard Loading Conditions from the File menu to access a sub-menu listing all the available pre-defined
standard loading conditions. These loading conditions are provided to assist in normal validation of the program’s
operation, and are usually required for Class approval. Standard Loading Conditions are Read-Only, and are not
meant to be modified by the user. The calculated results from the Standard Loading Conditions are contained as
print-outs in the Vessel Information Booklet.
Note –The Standard Loading Conditions are developed from a variety of sources, for a variety of uses, and some
cases may be purposefully designed to exceed certain requirements, or to show certain calculated results. The
Standard Loading Conditions should not be used for normal Loading Condition development and evaluation.
Save Loading Condition

CargoMax will save the current Loading Condition for modification or review at a later time. The current Loading
Condition remains unchanged in memory, and a copy of it is written to the specified location.
When a Loading Condition file has already been loaded or saved during the current session, the file name will
appear in the CargoMax title bar. If this is the case, choosing Save Loading Condition from the File menu will
automatically save the current information to the displayed file name, overwriting the previous file. This option will
not prompt for a new file name. Alternatively, press the [Ctrl] key at the same time as the [S] key from the
keyboard (Ctrl-S).
Save Loading Condition As…

If you wish to save the current condition to a new or different file name, choose Save Loading Condition As… from
the File menu. This option will always display a dialog box for specifying the file name to use.
Note – if you specify an existing file, the original contents of the file will be replaced with the new data and the
original data will be lost.
Import/Export
The Import and Export facilities allow the user to import and export “.LC” (CargoMax 1.21, 1.18. 1.15 etc.) and
“.CND” (HECSALV and POSSE) loading condition files. For some vessels, the option to import detailed container
data files, like “BAPLIE” or “STIF” files, is provided.
Summary Info…
Certain information is useful for identifying the loading condition on the display, printouts and in the stored files.
This information is not required, but is recommended. Choose Summary Info from the File menu to display the
Load Condition Summary Information dialog box.
Note – when saving data, this box will automatically appear as a reminder.
The Summary Information dialog box is used to display and enter this data. The first three lines are for the Loading
Condition file name, file directory location, and date/time of the file’s last save. These fields are displayed only,
and do not accept user input – they are automatically updated every time the Loading Condition File is saved.

The rest of the fields are user enterable, and include the Condition Name, Condition Description, and Voyage
Name, as well as the user’s name and any revision notes. In addition, the departure and arrival information,
including ports and estimated dates and times, can be entered if desired. Clicking the buttons on the Date fields
will bring up calendar controls to easily select the estimated dates.
Figure 8 - Summary Info window
View Menu
The following figure shows the typical commands available in the View Menu.
Figure 9 - View Menu

Default View Layout
Selecting this menu option will reset the tiled interface to the standard layout.
Change Layout
The options in the Change Layout menu item can be used to select the general number of tiles/windows displayed
in the main workspace.
Maximize Active View

See the section – Controlling the Views… below for more information on this menu option.
Change Active View…

See the section – Controlling the Views… below for more information on this menu option.
Controlling the Views in the Main Window

The Main Window consists of individual partitions (or sub-windows) containing entry tables, interactive graphical
displays and/or results data. The overall layout of the Main Window, and each individual partition can be
configured (relocate, resized, etc.) by the user. To change the number of partitions available in the Main Window,
the user can select Change Layout from the View menu, and select the desired configuration. Once the new
layout is loaded, the user can then customize the size of each partition by clicking and dragging the various divider
bars between the sub-windows. The entire Main Window will always be completely utilized, so as one partition is
resized, the adjoining partition(s) will be resized accordingly.
At any time the user can:
 Activate a sub-window by clicking anywhere within it. The “Active” partition will have the icon in the
upper right corner.
 Resize a partition by clicking and dragging its boundary.
 Maximize a sub-window by activating it, and clicking on Maximize Active Window in the View menu or
the menu.
 Maximized sub-windows can be minimized by clicking on the Minimize Active Window in the View menu
or by clicking the button in the upper right corner of the partition.
 Reassign the view in the active partition by clicking the Change Active View from the View menu, or
clicking on the menu, and selecting the desired contents.
 Swap the contents of two partitions by clicking the Change Active View from the View menu, or clicking
on the menu, and selecting the displays to swap (all displays currently shown in the Main Window will
appear in the list with a check sign and “(swap)” or “(current)” after their name.
Any view changes will be automatically saved when CargoMax is closed. All settings will then be used the next time
CargoMax is restarted as the user defined in the previous session. Remember, at any time the CargoMax Standard
window arrangement can be returned using the Default View item from the View menu.

Show Results Bar
Toggling this menu option allows the user to specify if the Results Bar on the right-hand side of the program will be
visible.
Program Options
There are a number of data entries and program configuration options which can be selected by the user. These
include displayed units, displayed precision, longitudinal reference location, strength criteria, applicable required
GMt, specific gravity of sea water, and others. All of the program options are accessible from the Program Options
item from the View menu, or by clicking in the toolbar.
All changes to the program options will be applied to the program once the “OK” button is pressed. This button
will also close the Application Options window. Pressing “Apply” will apply the changes without closing the
Application Option window. Finally, pressing the “Cancel” button will discard any changes made.
General
General
The General tab

gives access to
general program
display options
such as units,
precision and
longitudinal
reference system.
Figure 10 - Options/View Tab
Program Units, Precision, and Reference Systems

Please see the section below on Display Options

Deadweight Column Units and Precision
As shown in the note, this will force all the columns in the deadweight entry tables to revert to the currently
selected program units. Pressing this button will overwrite any custom units or precisions that have been specified
for individual columns
When Tank Density Changed

The two options here determine how CargoMax behaves when a tank’s density is changed. “Keep Volume
Constant” will result in the volume remaining constant, while the weight will increase/decrease according to the
density. “Keep Weight Constant” will result in the weight remaining constant, while the volume will
increase/decrease according to the density. Note that the resulting volume will not be less than zero, or greater
than the tank’s 100% capacity
Calculations
Calcs
The Calcs tab gives

the user access to
general program
calculation settings
Figure 11 - Options - Calculations Tab
Calculation Updates
The Calculation Updates items give the user control over how and when calculations are performed by the
program. Setting this to “Automatic” (or depressing the icon in the Toolbar) will cause CargoMax to begin
calculations after any user entry. Setting this to “Manual” (or releasing the icon in the Toolbar) will cause
CargoMax to not perform any calculations until the “Update Now” button or the icon in the Toolbar is
pressed. Note that using the icons in the Toolbar you can also interrupt a calculation using the

button. Pressing the button instead will force a calculation even if the program is set to “Automatic”. The
same can be obtained pressing the “Update Now” button in the Application Options window.
Note – When in “Manual” mode, any time data is entered, no calculated results will be displayed in the program.
The “Calculation Status” field in the Results Bar will indicate “Needs Update”. The manual mode is normally set to
allow extensive changes to the input data when computationally intensive cases are required. This will give the
user the time to change the values of many variables without having to wait for the calculation of intermediate
results between the input of one value and the next.
Seawater Specific Gravity

The Seawater Specific Gravity entry field allows the value to be changed, to account for operation in brackish or
fresh water. Alternatively, the users can right-click on the Seawater Density field in the Results Bar to change the
value through the context menu as well.
Sediment Specific Gravity

The Sediment Specific Gravity entry field allows the value to be changed, to account for sediment weight
contained within cargo tanks.
Intact Calculation Modes

This section allows the user to select whether calculations are to be done using values interpolated through the
T&S hydrostatic and variable tank tables or using the geometry of the hull and/or compartments defined in the
ship model.
Note - It should be noted that when the Intact Tank Calculation Mode is set to “Direct From Geometry” (highlighted
in blue) the motion of the fluid in each tank in the vessel will be calculated exactly taking into account the ship’s
heel and trim. This procedure can produce values of GMt very different from those calculated with the traditional
Free Surface Correction method still used by the majority of T&S books. Moreover, the additional computations
required to calculate the shift of the CG of the fluid contained in each intact tank can make the calculation time
much longer than required by the standard calculations.
Intact hull and tank calculations should normally be done from tables to match the T&S Booklet and to accelerate
the computations. When enabled, the user can change these settings to compute all results using the hull geometry
when trim and heel values are expected to be outside the normal intact loading range.
Criteria
The Criteria Tab gives the user access to changing the various calculation criteria used in the program. Different
criteria will be available on this screen, depending upon the available information and required comparisons for
the specific vessel.
Load Line
For many vessels, CargoMax is configured with more than one load line. To select the load line you wish to use for
the calculations, click on the arrow to display the choices, and then click on your choice. With the keyboard, you
can use the [Tab] key to highlight the Load Line list plus the [Up/Down Arrows] to select from the list. Use the
[Enter] key to register your selection.
For more information on load lines refer to “Load Line and Available Deadweight”.

Criteria
The Criteria Tab

gives the user access
to changing the
various calculation
criteria used in the
program
Figure 12 - Criteria Tab
Required GM Curve
Some vessels have intact and/or damage stability limits represented by curves of required GMt. If there is more
than one applicable curve, the selection is made in this option window. The selection of the required GMt limit you
wish to use for the calculations is done in a similar way as for the Load Line value.
For more information on required GMt calculations refer to “Required GM/Max KG Curve”.
Strength Allowables
When calculating the bending moment and shear force (and sometimes torsion and local shear), the calculated
values can be compared with allowable values assigned by the Classification Society. The calculated strength
results can then be displayed as a percentage of the allowable. Typically, there are two sets of allowables assigned,
corresponding to “At Sea” and “In Harbor” conditions. There may also be other sets for special situations.
The selection of the required Strength Allowables is done in a similar way as for the Load Line value.
For more information on strength calculations refer to “Strength Calculations”.
Free Surface Handling

When calculating the vessel’s stability without setting the Intact Tank Calculation Mode to “Direct From
Geometry”, the total free surface moment is used to determine the Free Surface correction to KG/GM. It is
possible that there are requirements for total free surface moments to be calculated beyond the sum of the
individual tanks (i.e. CFR 170.285 for US-Flagged vessels or MARPOL for all tankers).
The selection of the free surface calculation method you wish to use is done in a similar way as for the Load Line
value.

GZ Criteria Evaluated
This entry field lists the available GZ Criteria that CargoMax will evaluate for a given loading condition. In some
cases, the GZ Criteria may not be applicable for the entered loading condition (i.e., International Grain Code when
no grain is loaded), in which case the GZ Criteria display will not be visible.
Air Drafts
The “Change” button in the “Air Drafts” section opens up the window in Figure 13. From this window, the user can
define a number of points around the ships from which air drafts (vertical distance of a point above the waterline
from the waterline) should be calculated. In the same window, the user can also set the Air Draft Restriction (for
instance, the distance of the lowest point of a bridge over the water at a given tide). If these values are entered,
CargoMax will calculate all air drafts and warn the user of air draft restriction violations if any of these points has
an air draft larger than the air draft restrictions.
Note that pressing the Use Default Location buttons will either set the air draft locations to those included in the
ship data model or will default to the highest points in the ship profile used for calculations. If the air draft
restriction is set to a numerical value, a green dashed line will appear in the graphical displays of the ship profile to
visualize it. If the air draft restriction is violated, this line will become solid red.
Figure 13 – Air Draft Options
Visibility
The “Change…” button in the “Visibility” section opens up the following window.
From this screen you can use the “Active Visibility Criteria” drop-down list to access the list of possible applicable
criteria. The obstruction point can be altered choosing its coordinates to reflect deck cargo or other objects that
might restrict the view from the bridge.
If Container Visibility is enabled in the program, a checkbox labeled ‘Determine Location from Container Height’
will be available. Checking this box will incorporate the container stack heights, set in the Stack Top column in the
Deadweight Entry area, into the visibility calculations. This will also bring up a Visibility tab in the Results Window
that gives information on each stack’s maximum height and which stacks are currently failing the visibility criteria.

Figure 14– Visibility Criteria Options
Results Bar
Results Bar
The Results Bar tab

gives the user
access to the
Results Bar settings
Figure 15 - Options – Results Bar Tab

Through the window in Figure 15, the user can add results fields to the Results Bar for both intact and damage
calculations. To do this, select one of the two “Change…” buttons to visualize the following window.

Figure 16 - Results Bar Field Selection Window
Fields can be selected individually or by multiple selections (use your mouse right button in conjunction with the
Alt or Ctrl keys) and added or removed using the soft keys. Alternatively, if the fields are selected individually, they
can either be dragged from the “Available” to the “Show” lists and vice versa, or double clicked.
It should be noted that some Classification Societies restrict the choice of which result fields can be taken out of
the Results Bar.
Alarms
Alarms
The Alarms tab

gives the user the
capability of adding
alarms to those
defined as default
Figure 17 - Options – Alarms Tab

Through the above window, the user can add alarms to the default ones defined for both intact and damage
conditions. To add new alarms, select one of the two “Change…” buttons to visualize the following window.
Figure 18 - Intact Alarms Entry Window
Note that in the above window, a number of alarms (default) are grayed out and will always be displayed in the
program. The user can however add new alarms to this list. The general form of these alarms consists of a
quantity (anything like drafts, max bending moment, tank percentage fill, etc.), a limit type (such as Not to Exceed,
In the Range, etc.), a lower and a higher limit value, an Alarm Type (Failure, Warning or Info; to be set according to
the level of importance of the alarm) and finally a flag setting whether the user wants the alarm to always appear
in the alarm list or if it should only be visualized when the safe conditions are not met.
There are three types of alarms: Condition Result Field Alarms, Tank Alarms, and Tank Group Alarms. Pressing on
Add New button and Condition Result Field Alarm(s) will open the following window.
Figure 19 - Condition Result Field Alarms Selection Window

Using this window a number of “global” quantities relevant to the intact or damage calculations can be selected.
Once these quantities are selected, then the user can define for each of them appropriate limits and assign to each
of them an alarm type.
Figure 20 – Adding a Tank Alarm to the Intact Alarm list
Pressing the Tank Alarms menu option will open the Select Fields window. From there, alarm fields for a tank can
be added to the alarm list (see above). Once the new load alarm is in the alarm entry window, the user can set
alarms for any of the tanks.
Similarly, pressing the Tank Group Alarms menu opens the Select Fields window. An alarm field for a group can be
added to the alarm list. Once the field is in the alarm entry window, the user can set alarms for any of the tanks
groups. A typical tank group alarm might be a lower limit for the FO, which will take into account all of the Fuel Oil
tanks defined in that group.
Figure 21 - Adding a Group Alarm to the Intact Alarm list

Cargo Report
The “Cargo Report” tab gives the user the capability of defining which load groups should be taken into
consideration in the cargo summaries.
Cargo Report
The Cargo Report

tab gives the user
the capability of
defining which load
groups should be
taken into
consideration in the
cargo summaries
Figure 22 - Options – Tank Group and Cargo Report Tab
Viewports
Viewports
The Viewports tab

contains all the
program options
concerning the look
and feel of the
graphical displays.
Figure 23 - Options – Viewports Tab

Color Scheme
The general display settings for all graphical windows, with the exception of the 3D view, can be set to a standard
White Background or Black Background.
Detailed View Options

Selecting any of the five buttons gives the user access to all the different options for the graphics of the
corresponding display windows. Alternatively, right-clicking on any graphics window and selecting “View
Options…” from the context menu will display the detailed view settings for that window.
General
The “General” tab in the “Configure *Selected* View Options” window allows the user to change the general
display settings for the selected window. The “Show Waterline On Top” checkbox determines if the waterline will
be shown over the vessel’s graphics. The “Show Solid Water below Waterplane” checkbox determines whether or
not the area below the waterplane is filled blue. The “Labels” options determine whether spaces names and
strength frames are shown on the display. The “Display Information at Current Mouse Position” options
determine what information is shown when the mouse cursor is stopped on the graphics window. The “Show
Alarms” checkbox specifies if alarms, if applicable, are shown on the graphics.
Figure 24 - Configure *Selected* View Options General Tab

Tanks
Figure 25 - Configure *Selected* View Options Tanks Tab

The “Tanks” tab allows the user to change how tanks are shown in the graphical windows. The “Show Tanks”
checkbox determines if tanks are even shown in the window. The “Show ‘Constant’ Tank Group” checkbox
specifies whether or not constant weights are displayed. The “Hide Tanks without Compartments” checkbox
determines whether tanks that don’t have compartments are hidden. The “Fluid Color” allows the user to select a
uniform color for the fluid inside of the tanks or to use the color predefined from the model. The “Fill Partially
Filled Tanks in Deck Views” section allows the user to select how the partially filled tanks will be displayed on the
different model views.

Spaces
Figure 26 - Configure *Selected* View Options Spaces Tab

The “Spaces” tab allows the user to change the display settings for the spaces. There are also options that allow
the user to highlight stowable and non-stowable spaces.
Weights
Figure 27 - Configure *Selected* View Options Weights Tab

The “Weights” tab allows the user to select which kinds of cargo will be visible such as Non-Tank compartments,
Containers, or Bulk Cargo.
Points
The “Points” tab allows the user to show and hide special points of interest. The “Connections to the Sea” section
controls the display of downflood points. The “Flooding Connections Between Spaces” section controls the
visibility of flooding connection points such as doors and hatches. The “Filter Options” section allows the user to
hide or show closed watertight and/or weathertight connection points. The “Show Freeboard Points” checkbox
determines whether freeboard points are displayed.
Figure 28 - Configure *Selected* View Options Points Tab
Damage
The “Damage” tab allows the user to change the visual settings of all damage related views. The “Damage Display
Options” gives the user control over the visibility of spaces that can be damaged, hatch patterns over damaged
tanks, and hydrostatic balance points. The “Ground Display Options” allow the user to show or hide the ground or
pinnacles.

Figure 29 - Configure *Selected* View Options Damage Tab
3D View-Specific Options
While most options are shared between the 3D view and the other graphical views, not all of the aforementioned
options apply to the 3D view. When in the “Configure 3D View Options” window, only the applicable options are
shown.
The “Configure 3D View Options” window contains an additional “Rendering” tab that allows the user to change
visual settings specific to the 3D view. The “Background Colors” options allow the user to specify the background
gradient. The “Camera Projection Style” option allows the user to switch between orthographic and perspective
projections. The “Hull Deflections” option allows the user to specify when hull deflections are taken account in the
view. The “Detailed Outlines” options allow the user to control the display of the profile/plan/section outlines.
The “Transparency Settings” allow the user to control the transparency of the hull and space objects. The “Default
Settings” button will set both the hull and space objects to 80% transparent.
The “Display” section shows the current display driver and allows the user to change the driver if necessary. The
display driver controls the rendering graphics output. Depending on the hardware configuration of the user’s
machine, the available drivers will be some combination of the following: Auto3D, DirectX 11, DirectX 9, OpenGL 2,
OpenGL, and Windows GDI. The DirectX and OpenGL drivers can be hardware accelerated by the graphics
processor, while Windows GDI is a software-only driver. The Auto3D driver will automatically select the best
available hardware accelerated driver. The DirectX drivers and the OpenGL 2 driver will generally provide faster
performance and high-quality renderings. The default option is Auto3D and this works acceptably on most
systems, although some systems may require a different driver to be manually specified. There is a hyperlink that
will direct the user to a display driver information page on the Herbert-ABS website. This page contains additional
information on display drivers, as well as links to compatibility tables for different graphics processors.

Figure 30 - 3D View Options Rendering Tab
Figure 31 - 3D View Options Edit Driver Dialog Box
Display Options
Internally, CargoMax stores and calculates everything with a consistent internal reference system and unit system.
For display purposes, all values and many descriptions, headers, or appended abbreviations can be shown for a
number of different unit and reference systems. The Display Options screen allows the user to control and
customize the display and labeling of information. Select Display Options from the View menu, click the “Change”
button from the General Tab of the Application Options screen, or press the button from the toolbar.

Display Units
Figure 32 - Display Options - Units
CargoMax gives the user control over a large number of different unit types displayed within the program. Each
different unit type can be customized to the desired display and entry system. For each line in the table, the “Unit
Name” column will have a drop-down list of all the different units of that unit type available. The “Precision”
column allows the user to specify the number of decimal places to display for each unit type. The “Scientific”
column indicates whether the values should be displayed in scientific notation.
Note – Regardless of the units and precision selected here, the actual calculations and values are internally
calculated and stored with full precision.
Pressing the “ft-LT” button will assign units based on a consistent English unit system, with LT as the default weight
unit. Pressing the “m-MT” button will assign units based on a consistent metric unit system, with MT as the
default weight unit. The two “Sort” buttons will re-arrange the lines for easier location of specific unit types. The
“Use specific volume in place of density” check box will change how specific volume (weight per volume) or density
(volume per weight) columns are used. The “Show all values to high precision” checkbox will make all displayed
values in the program show their full precision.
The unit conversions used in the software are as follows:
These tables are intended to be used to convert from the base unit to the available units. Precision will be limited
to 16 decimal places.

Software Base Unit
Available Units (Length)
(meters)
kilometers 1 E-3
centimeters 1 E2
millimeters 1 E3
feet 3.28083989501
inches 3.937007874012 E1
yards 1.0936132983366667
nautical miles 5.3995680345559202
mils 3.937007874012 E5
microns 1E6
twips 5.66929133857728 E5
Software Base Unit

Available Units (Volume)
(meters 3)
barrels 6.28981077043
gallons 2.6417205235806 E2
Gallons (UK) 2.19969151526 E2
liters 1 E3
milliliters 1 E6
Available Units Software Base Unit

(Weight/Force) (Metric Tons)
long Tons 9.84206527611 E-1
short Tons 1.10231131092
Newtons 9.80665 E3
kilonewtons 9.80665
kilograms 1 E3
Kips 2.20462262185
pounds-force (US) 2.20462262185 E3

Available Units (Power) Software Base Unit
(kilowatts)
horsepower (UK) 1.34102208959577
horsepower (Metric) 1.3596216173039
megawatts 1 E-3
Display Reference System
Figure 33 - Display Options - References

The “References” tab allows the user to select the reference location for each axis. Where applicable, a frame
table can also be defined and used for display and entry purposes for longitudinal entries and displays. User-
defined reference locations can be entered here as well, and used in the following Axis Settings section.

Axis Settings
Figure 34 - Display Options - Axis Settings
The “Axis Settings” tab allows for control over how locations, nomenclature, and abbreviations are used and
displayed in the program. For each axis, a number of different naming conventions can be specified. The
“Standard Ship Settings” button will assign a consistent set of values based on ship forward/aft, port/starboard
conventions. The “XYZ Settings” button will assign a consistent set of values using a simple XYZ notation. The
“NSEW Settings” button will assign a consistent set of values using North/South, East/West conventions.
Calculations and Assumptions

The following paragraphs discuss the assumptions and calculations which are made as data is entered and results
calculated. Many of these assumptions are based on the data and methods available in the ship’s operating
manuals. Details for the calculations performed with the special CargoMax Tools (such as Observed Drafts and
Damage Stability) are covered in the discussion of each tool.
Rounding of data for entry and display

The precision of numeric values displayed and printed has been set to correspond to what is included in the
existing vessel documentation. Rounding entered and calculated values to this precision is done only when
displaying or printing; the full precision of the number is maintained within CargoMax and used for calculations.
Note – In addition to customizing the individual units, the displayed precision can also be customized in the same
manner.

Basic Draft, Trim and Stability Calculations
The weight, center of gravity and free surface moment of each deadweight item and the lightship are summarized
on the Weight Summary window. The totals at the bottom of the table represent the vessel displacement in the
current loading condition.
If the Hull Intact Calculation Mode is set to “From Tables (I)” the drafts and upright stability (GMt) as reported on
the Trim & Stability Summary window are then computed from the hydrostatic tables presented in the Trim and
Stability Booklet (or other official vessel reference, if available). From these tables, simple linear interpolation at
the vessel displacement is used to calculate LCF Draft, KMt, LCB, LCF and MT1(in/cm). GMt (adjusted for free
surface) and trim are calculated in the normal way. The trim and LCF draft are used to obtain the drafts at the
perpendiculars, midship and marks. The list is calculated from the GMt unless the angle gets large (greater than 10
degrees) at which point this approximate method is discontinued. On some vessels, the righting arm curve is used
to obtain an accurate list value at larger angles.
Since the hydrostatic tables are usually based on even keel, these resulting stability and trim values are also even
keel results. For some vessels which are especially stability sensitive, there is a "change in KMt with trim" value
provided in the Trim and Stability Booklet. This is used in CargoMax to adjust the even keel KMt and obtain a
better estimate of the vessel trim and large trims.
In some other cases, multiple hydrostatics tables are provided in the Trim and Stability Booklet to cover a range of
trims. In these cases, CargoMax can use the series of trimmed hydrostatic tables to more accurately calculate the
hydrostatics properties based on the displacement and resulting trim.
If the Hull Intact Calculation Mode is set to “Direct From Geometry (ID)” the drafts, trim, heel and stability (GMt,
GZ curve) are calculated integrating directly the underwater hull volume. This method is generally more accurate
than the table interpolation but it does not always produce results that match those contained in the ship’s official
documentation (T&S Book). The main advantage of this method is the fact that it has much less restrictive
limitations than the table interpolation. For instance, it can be used when large (but not extreme) values of trim
and heel are expected.
Calculation Tolerances
The program main calculation tolerances are as follows:
- Hydrostatic balance between weight and buoyancy Difference between weight and buoyancy less than
for strength calculations (using Bonjeans) 0.0005 * Displacement - 0.5 to 3.0 MT inclusive.
Difference between LCG and LCB less than 0.00001 *
LBP - 0.001 to 0.003 m inclusive.
- Hydrostatic balance between weight and buoyancy Can be customized per ship; defaults to:
for strength calculations (using hull offsets) Difference between weight and buoyancy less than
0.00001 * Displacement.
Difference between LCG and LCB less than 0.00001 *
Trim.
Tank Centers of Gravity

If the Intact Tank Calculation Mode is set to “From Tables” and VCG, LCG, and/or TCG values based on the liquid
level are available for a particular tank, then this data is used to calculate the center of gravity based on the tank

filling. Otherwise, the default CGs from the documentation’s Capacity Tables are used, usually corresponding to
the geometric center of the tank.
If the Intact Tank Calculation Mode is set to “Direct From Geometry”, VCG, LCG, and TCG values will be based on
the liquid level and will be calculated from the geometrical definition of that tank.
Tank Free Surface

When the Hull Intact Calculation Mode is set to “From Tables (I)”, the Free Surface values for tanks are applied
based on the approach detailed in the approved trim and stability calculations.
Typically, tanks use either a fixed slack value or utilize a variable free surface table when filled up to 98%. Oil tanks
may use a special “98%-5 degree” value when the level is at or above 98% (including full tanks). Water tanks, on
the other hand, typically use slack or variable data up to 100% full, but then set the free surface to zero if the tank
is actually full.
In a number of cases, a Free Surface Option (FSOpt) column is used in the Deadweight Entry Table to control how
this value needs to be calculated for a specific tank. The FSOpt variable can assume a number of different values,
depending on the Free Surface data defined in the ship database. This can be as follows:
 Slack free surface
 98% full free surface (note that the %full level associated to this FS value can actually be different from
98% as it is set in the ship database. For instance, this is typically 95% for Navy vessels).
 100% full free surface (the 100% full free surface is zero by default for new tanks, but may be explicitly set
to any value for tanks that are required to report free surface effects even when pressed full).
 Tank Tables that includes free surface (and other variable data) as a function of volume in the tank
All of these options are available for both transverse and longitudinal free surface.
Depending on which of the above data is available, several FS calculation options are provided for each tank as
summarized below:
STD
STD is the standard FS handling that uses the tank table if available, and special handling for 98% and 100% based
on the values entered in the tank data as follows.
The STD Free Surface Calculation follows the following rules:
 Empty tank: FS=0
 0 < %full < 98: if a tank table with FS exists, then the FS value is interpolated from that table, otherwise
the slack FS value is used
 98<= %full < 100: if the “98%-5 degree” value is not zero, then use that value, otherwise interpolate from
table if available, or use the slack FS value if no table is available
 Pressed full: FS=100% value or zero if the 100% full FS value is not defined
VAR
With the VAR option selected, the free surface is ALWAYS interpolated directly from the tank table (variable table)
for all %full. No special handling at 98% or 100% is applied. A tank table with variable free surface values enabled
must exist to enable this option.
SLACK
With the SLACK option selected the free surface is ALWAYS set to the slack FS defined for the tank. Slack FS must
be defined for the tank to enable this option.

98%FULL
With the 98%FULL option selected the free surface is ALWAYS set to the “98%-5 degree” FS defined for the tank.
“98%-5 degree” FS must be defined to enable this option.
DIR
Under some conditions of trim, especially for long tanks, it may be desirable to compute the free surface effects
based on the actual trim condition. The DIR option permits the user to calculate the free surface correction for
intact tanks directly using the moment transference method (+/- 5deg heel at the current trim). This requires that
the tank have a compartment definition associated with it in the Ship Project model.
The DIR option is turned on automatically when the intact direct calculations are turned on for a tank (in
Condition|Calculation Settings) for an Intact Direct, Free Floating, or Damaged analysis.
USER
With the USER option selected the free surface can be directly entered.
Note that when the Hull Intact Calculation Mode is set to “Direct From Geometry (ID)” (irrespective of the value
set for the Intact Tank Calculation Mod), GMt(corrected) is calculated using the slope of the GZ curve and the FS
correction is calculated from it. For this reason, there can be a significant difference between its value and the one
obtained by dividing the total free surface moment from the Deadweight Summary by the displacement. In
general, this method is NOT to be used to assess the ship’s stability unless explicitly allowed by the ship’s official
approved documentation.
Required GM/Max KG Curve

If Required GM or Max KG data is available from the vessel’s approved documentation, then CargoMax will
calculate the Required GM, Max KG, GM margin and KG margin from the curves provided. A linear interpolation is
used at the computed draft to obtain the Min GM & Max KG. The GM Margin is the difference between the
Required GM and the computed GM adjusted for free surface. The KG Margin is the difference between the Max
KG and the computed VCG adjusted for free surface.
It is often the case that several different required allowable curves may be defined for a given vessel, each
corresponding to different conditions of loading. Since CargoMax operates on only one curve at a time, the user
must select the correct curve for the current loading condition.
Righting Arm Calculations

When the Hull Intact Calculation Mode is set to “From Tables (I)”, CargoMax uses a table of cross curves (KN values
at various displacements and heel angles) to develop the righting arm (GZ) curve at the current loading condition.
This is done by linearly interpolating to get the KN values at the current vessel displacement from the table of cross
curves and then applying the following formula for each heel angle (Θ).
GZ(Θ) = KN(Θ) - VCG x sin(Θ)
The VCG value used has been adjusted for free surface.
The limiting downflooding angle at each displacement is also included in CargoMax in the cross curve table. These
are interpolated from the table at the correct displacement.
A cubic spline is then fitted through the GZ values to develop the righting arm curve, allowing areas and maxima to
be identified to within 0.1 degree. If certain GZ criteria are applicable, they are compared to the results of the
computed results and maxima.

When the Hull Intact Calculation Mode is set to “Direct From Geometry (ID)”, CargoMax calculates the GZ curve
integrating the submerged volume of the hull taking into account the trim variation necessary to achieve
longitudinal balance, given the actual location of the ship’s CG. If the Intact Tank Calculation Mode is set to “Direct
From Geometry”, the actual shift of the CG in each partially loaded tank will also be calculated, providing more
accuracy in the estimation of the GZ curve, at the expense of computing time.
Load Line and Available Deadweight

Several different load line values may be available for use in CargoMax. The program will provide a warning if the
draft at the Plimsoll mark exceeds the currently selected load line draft.
The available deadweight is also displayed and is calculated as the difference in displacement between the load
line limiting draft and the current draft, measured at the Plimsoll mark, and assuming constant trim, heel and no
hog/sag. The displacements used for this calculation for both drafts are taken from the hydrostatic tables if the
Hull Intact Calculation Mode is set to “From Tables (I)”, otherwise they are calculated directly from the hull
geometry. Because of these assumptions, the available deadweight is only an estimate of the actual deadweight
that the ship can carry additionally. Since trim variations and hog/sag can significantly affect the displacement
variation as more weight is added to the ship, the actual available deadweight might differ from this estimate.
If the available deadweight is less than zero, it is displayed in red in the Alarms Summary and Results Bar because
the load line limiting draft has been exceeded. If the available deadweight is within a certain tolerance close to the
load line, the values may appear in orange, indicating that the calculated results in CargoMax should be verified by
eye to account for possible deflections or inaccuracies in entry in CargoMax.
“API” Calculations – (for Volume Correction Factor)

Each different type of liquid typically has its own published standards for determining VCF (volume correction
factor) and density in air at some observed temperature. In CargoMax, these are grouped under the Grade/Cargo
Library “API” calculations because the American Petroleum Institute has helped to establish many of the current
standards. CargoMax uses “Grade” and/or “Cargo” names to distinguish liquids with different VCF/density
characteristics.
The goals of the API calculations are the following:
1. Obtain the VCF for converting the observed volume of liquid at its observed temperature to an equivalent
volume at a standard reference temperature.
2. Obtain the density of the liquid in air to use when calculating the weight in air.
Most of the published standards rely on degrees API or Standard Density values to get the basic weight/volume
relationship. This value is used to derive the coefficient of thermal expansion (alpha). The VCF is simply a function
of alpha and the difference between the observed temperature and the standard temperature. Some liquids
require a direct entry of alpha while others look up the values in a table.
Note – the Literweight and PPG methods use a linear volume correction factor. All weights displayed and used in
CargoMax are weights in air as are all densities (or specific volumes) at observed temperatures. Since Standard
Densities and degrees API are typically known as in vacuum values, these are expected as entries in CargoMax and
then converted to “in air” values.
Because of this relationship between VCF and density in air at the observed temperature (the values displayed in
the Deadweight Entry Window), the density is not adjusted with the temperature entry unless some grade name
and API calculation method are specified.

Ullages/Soundings
Calculations of volumes from ullages and soundings are based on the vessel’s calibration tables. Direct calculations
from compartment definitions (offsets) are not performed.
When converting from ullages to soundings CargoMax simply assumes that the ullage and sounding are taken at
the same location; the program subtracts the maximum ullage or sounding value from the current value.
CargoMax always starts with the type of table (ullage or sounding) which was entered when creating the ship-
specific data.
Trim and Heel Corrections of Ullages/Soundings

Trim and heel corrections to the ullages or soundings are applied in a manner consistent with the vessel’s
calibration tables. These corrections may be to volume or to level and are based on certain locations of ullage or
sounding hatch. Corrections for one location should not be used with level readings from another location.
Note – the trim and heel values used for these corrections are entered values and not those calculated by
CargoMax. These values are sometimes part of the input given to CargoMax by the ship’s automated gauging
system. Alternatively, values calculated by CargoMax on the basis of an initial loading condition which ignores trim
and heel corrections to the ullage tables, can be used as a good first approximation.
For some tanks, a simplified wedge calculation is performed when the liquid level intersects the tank bottom.
When this is used, the word “wedge” is placed in the “Adjusted Ullage” column of the printout.
Grain Heel
Grain heel calculations in CargoMax are based on the approved grain heeling booklet for trimmed and untrimmed
ends. For each grain hold, the actual grain heeling moment is determined from curves provided in the booklet. The
heeling moments for all holds is then totaled and compared with the allowable heeling moment table. This table
typically provides values of allowable moment for a matrix of displacements and virtual VCG.
It is assumed that partially filled holds will always be trimmed. If a grain hold is specified as “untrimmed”, the hold
is set to 100% full to maximize the cargo VCG, and the maximum heeling moment is applied.
Strength Calculations
Hull girder shear forces and bending moments are calculated at several frame locations by summing weights and
buoyant forces from the aft extreme to the particular frame location.
Weights are determined from the lightship weight curve and the deadweight items entered. For each frame, the
weight used for shear and moment calculations is the fraction of the lightship and deadweight aft of that frame.
The weight moment is the product of the weight fraction aft of a frame and the LCG of that weight fraction
measured from the frame.
If the Hull Intact Calculation Mode is set to “From Tables (I)”, buoyancy values are determined from the bonjean
curves. These are integrated at the correct draft and trim and compared to the actual vessel displacement and
LCG. The fraction of the buoyant force and buoyant moment aft of each particular frame is then computed in a
manner similar to that used for weights. Note that this method produces results that are insensitive to heel.
When the Hull Intact Calculation Mode is set to “Direct From Geometry (ID)”, buoyancy is instead calculated from
the hull underwater geometry, taking into account both heel and trim.
The shear force (SF) and bending moment (BM) are then calculated as follows:
SF(x) = Weight(aft of x) - Buoyancy(aft of x)

BM(x) = Weight moment(aft of x) - Buoyant moment(aft of x)
A BM(x) < 0 represents Sag, BM(x) > 0 represents Hog
In most cases, allowable shear force and bending moment values are specified by the Classification Society.
CargoMax compares the actual values to these allowables by calculating the SF and BM percentages:
SF % of Allowable = Actual SF(x) / Allowable SF(x)
BM% of Allowable = Actual BM(x) / Allowable BM(x)
If the SF% or BM% exceed 100, then the allowable values have been exceeded.
Note – CargoMax identifies the maximum BM and SF as the maximum percent of allowable value at the defined
frame locations. This does not necessarily represent the absolute maximum bending moment. This value is
calculated separately and inserted into the table at its actual location.
Maximum Bending Moment

In addition to calculations of bending moment at the specified read-out points, the maximum bending moment at
any point along the vessel length is determined. This is done locating the points of zero shear (a requirement for
maximum bending moment). The location of zero shear is found by linear interpolation in the interval just forward
or aft of the point of calculated peak bending moment. At the location of zero shear, the bending moment is
calculated and this value presented as the “maximum bending moment”. It is inserted in the table of values and
labeled “MaxBM”.
Note – The Maximum Bending Moment value will not normally correspond to a pre-defined strength location with
a bending moment allowable. As such, no comparison to the bending moment allowables is done for the Maximum
Bending Moment location.
Tank Fill Height Limits

Some vessels have local structural requirements based on inner bottom strength, bulkhead strength, sloshing
resonant filling levels, or other parameters. These requirements can come in the form of maximum allowed cargo
weight and/or density, or liquid fill height limits. If the vessel has such requirements they can be included in the
program as a tank alarm. When CargoMax checks against this data and finds a value which exceeds the applicable
limit, the value is turned red in the Deadweight entry table and the alarm is listed in the Alarm Summary display.
Visibility Calculations
Most vessels have requirements to ensure proper visibility limits are maintained from the bridge overlooking the
bow. Restrictions are based on the length of the invisible zone measured from the bow forward to the point
where the helmsman’s view first meets the surface of the water. CargoMax calculates this invisible length based
on the helmsman’s location and the bow obstruction point, and triangulates the location where the helmsman’s
view of the water surface begins. If visibility limits are present in the program, these limits will appear in the
Alarms summary and Results Bar in red if the requirements are not met.
Air Draft Calculations

CargoMax can calculate the air draft as the distance from the water surface to the highest point on the vessel. The
CargoMax calculation can take into account many possible points that might limit the air draft, and calculate the
highest point for the given condition based on the draft, trim and heel. As air draft limits are usually voyage
dependent (i.e. due to passing under bridges or other structures), no pre-determined air draft limits are set in the

program. However, the user can enter the air draft limit for a given loading condition, and the air draft margin will
be calculated and displayed, highlighted in red in the Alarms Summary and Result Bar when exceeded.
Tank Transfer and Tank Gravitation Calculations

The Tank Transfer tool is simply a utility that allows the transfer of a determined amount of fluid from a tank to
another. The Tank Gravitation tool is used instead to evaluate the amount of fluid present in each tank of a group
when all tanks in that group are put in communication and equalization is achieved solely by hydrostatic balance.
For instance, assume two tanks in a group, one of which contains 1000 m3 of water while the other is empty.
Using the Tank Gravitation tool will set the level of fluid in the two tanks to lie on a single common horizontal
plane, while the sum of the fluid in both tanks will still be 1000 m3.
Direct Calculation of Required GMt

A direct calculation option may be available for tank vessels which must meet damage stability requirements and
want to avoid restrictive tank loading conditions limits. This is most often the case for product and chemical
tankers where the limits manifest themselves as requirements for certain tank filling levels at certain drafts if a
provided GMt curve is to be used.
In CargoMax, this option allows the user to compute the actual required GMt from the current tank loading
condition by performing a full sequence of damage stability calculations for all possible damage cases required by
the relevant stability criteria. For each damage case, the survival criteria are evaluated and the required intact GMt
to meet the survival criteria is determined. The largest value for all the damage cases is presented in CargoMax as
the “Required GMt”, however this value can never be less than the required GM from the Intact Stability criteria.
Other required GM curves based on damage stability criteria, which may have been included in CargoMax, are
ignored when direct calculations are performed.
This is a time-consuming calculation and is most useful as a final check of a loading condition. When not activated,
the normal curve-based calculations are performed.
Refer also to “Error! Reference source not found..”

Load Condition Entry
Overview
The information in this chapter deals with specific entry, display and results screens, and print options. Discussion
of calculations and assumptions are also included. It is not a step-by-step guide to the program, but rather a
reference for each type of entry screen. Please refer to “General Program Operation” for a discussion on the
general use and function of the types of screens displayed.
CargoMax has a variety of methods for entering loading condition information. However, the main entry window
is the Deadweight Entry Tables window. This window has been designed to allow entry of load case information in
various different, convenient formats.
The window has tabs along the upper edge which are used to switch between “groups” of weights. These groups
are used to organize the weight items into logical categories like Cargo Tanks, SWB Tanks, Containers On Deck,
Miscellaneous Weights, etc. To enter Cargo into a tank, for example, select the Cargo Tanks tab with the mouse,
and then enter the weight on the line corresponding to the appropriate tank.
Each group has specific data requirements and a distinct set of columns on its table. The amount of information
shown in each group’s table is customized to show the relevant information. In some cases, it is possible for a
group to have more than one entry table (for example a tank group which has one table for weight entry and
another table for ullage entry). This is usually to limit the amount of columns shown, and to group columns into
logical groupings. Accessing the context menu for the group allows selection of the table type to use.
Note – that some columns in each table may be for display only and will not accept data entry. These columns are
shown in a gray color.
To enter a loading condition or edit weight items, switch the focus to this window by selecting Deadweight Entry
Tables from the Change Active View… menu.
Changing column order

In the Deadweight Entry window, the order of the columns may be changed by the user. To change the column
order, and add and delete columns, simply right-click on the table and choose “Edit Columns/Edit Active Columns”.
This option will open a new window which allows the user to choose which columns to display in the active column
set.
Note that you can define a number of different column sets. Normally, if a set of tanks have ullage tables, the
software will have as a default a "Weight Entry" and an "Ullage Entry" column sets. The "Weight Entry" allows the
user to enter tank weights and volumes and displays the corresponding CG coordinates. The "Ullage Entry" set
allows the user to enter ullage and sounding values and displays the corresponding volume and weight values. If
additional sets of columns are desired, these can be created and managed with the tools available in the Edit
Column context menu. Right-clicking on the table will also display all column sets currently available for a given
group. If you change the default column sets and you later wish to go back to the default standard, in Edit Column
Herbert-ABS Software Solutions LLC -50- Load Condition Entry

choose “Reset All to Default”. Note that this will also delete any other user defined column settings that you might
have created. It is therefore not advisable to change any of the settings in the "Weight Entry" and "Ullage Entry"
column sets.
Column widths cannot be changed by the user. They are auto-resized by the program according to the width of the
data entered and the precision settings.
The user defined column sets are saved and become the default configuration upon exiting the program. Refer to
“Controlling the Views in the Main Window” for more information.
Typical Tank Weight Entry Table Fields
Figure 35 - Deadweight Entry Table with Fuel Oil tab active
This entry screen can be used for direct input of weight or volume data. All the columns are active except for the
Capacity, VCG, LCG, TCG, FSt, and Status which are display only. Changing one enterable value will cause
CargoMax to update the rest of the values automatically. For clarity, the last entered volume/weight value will be
shown highlighted in bold (exceptions to this are non-volume/weight values such as density/S.G., temperature and
grade name). For example, entering 50 in the %Full column will cause the weight, volume (and ullage when
applicable) columns to update to the calculated values. The value of %Full entered will stay bold until it is
overwritten by a new entry which will then become bold.
The cargo name is useful for identifying the type of substance in the tank and specifying standard densities and
applicable API tables. All tanks with the same cargo name are assigned the same API table, standard density,
degrees API, and/or expansion coefficients. The observed temperature can vary between tanks with the same
cargo name resulting in a different specific volume or density.
To set the cargo name for a tank either type the name in the appropriate cell and press the [Enter] key, or double
click on the cell to get the drop-down list and then click on the down button to get the list. Select the name you
need and press the [Enter] key.
Note – that “temperature” is the observed temperature of the liquid and that “specific volume” is the value of the
specific volume at this temperature. Also, as the temperature, specific volume or density is changed, either the
volume or weight is held constant, depending on the last entry type. For example, if you entered 100 tons as the
weight, and then changed the density, the weight would remain constant, and the volume would be updated
accordingly. Alternatively, if a volume, %Full or Ullage/Sounding has been entered, and the density is changed, the
volume will remain constant, and the weight updated accordingly.

Cargo Definition
In the CargoMax Tools menu there is a menu item called Cargo Library… which can be used to open the Edit Cargo
Library screen. This entry screen is reproduced in the figure below.
Figure 36 - Edit Cargo Library

This entry screen shows a list of all previously defined cargos, and summary properties of those cargos. It also
gives the user options to edit existing cargos, or define new ones.
Clicking the Add New… button will provide a drop-down list of available cargo calculation types. Once the type of
calculation method is selected, the cargo definition screen will appear. Definition and entry fields will vary based
upon the type of calculation method selected.
Figure 37 - Edit Cargo Screen

Name, Color, Pattern, and Method are all user-defined. Depending upon the method/calculation type selected,
additional definition parameters will be displayed, and required for entry. At the bottom of the entry screen, the
Calculator fields allow the user to do simple calculations using the defined cargo.
Note – if a grade definition is removed Grade definition is deleted and cannot be retrieved.
Tank Ullage Entry Table

-
Figure 38 - Ullage and Sounding Entry Table

During initial startup of CargoMax, the default setting of the deadweight table is the “Weight Entry” setting. To
change this table into an “Ullage Entry” setting, right click anywhere in the deadweight table and click on the menu
item called Ullage Entry. Or you can access the same menu by activating the deadweight table and clicking on
“Tools for Selected Deadweight Items” from the Tools menu.
This entry screen can be used for input of ullage or sounding readings as well as other tank volume and weight
information. All data columns are active for entry, except for the Adj Ull/Snd column. This column is the Adjusted
Ullage value due to Trim or Heel.
The ullage/sounding column differentiates between ullage and sounding measurement by displaying a ‘U’ or ‘S’ at
the end of the value. The type of input, ullage or sound, may be toggled on a tank by tank basis by appending a ‘U’
or ‘S’ to the entry (e.g. 5.43S or 3-6U). Entering a ‘U’ or ‘S’ without any value will toggle the tank between ullages
and soundings without changing the relative value. If no letter is appended to the entry, the input type remains
unchanged.
A separate column is available to enter Ullage/Sounding values in a ft-in-8ths format, which is not pictured above.
This column may need to be turned on by right clicking and going to Edit Columns and picking the
Ullage/Sounding—Ull/Snd ft-in-8s option. Acceptable entries formats for this column are 1-1-1, 1’1”1/8, or
1.09375 to get 1 foot 1 inch and 1/8 inch.
The trim and heel may be entered for each tank (they are not calculated from the current vessel condition). The
vessel trim and heel entered on this screen are used only for determining the applicable ullage table corrections.
They should reflect the trim and heel which existed at the time of the ullage/sounding reading. If there is more
than one correction table available, the user can select the applicable table in the USource column.
Also available for entry on this screen (but not shown in the figure) are the Free Water and Sediment innage
and/or volume and the GOV (Gross Oil Volume). The free water and sediment entry represents the volume of
water and sediment below the oil in the tank. Free water and sediment have separate densities and it is assumed
that sediment will lie under the free water. This should be born in mind when entering the values of their innages.
The combined volume free water and sediment plus the volume of oil (the GOV) is equivalent to the total observed

volume of liquid as measured by the entered ullage. The total weight will be the sum of weights of each
component while the Gross Standard Volume will be equal to GOV multiplied by VCF.
Note – that the temperature is the observed temperature of the liquid, and the specific volume is the value at this
temperature. Also, as the specific volume or density is changed, the volume is held constant and the weight and
weight capacity are changed unless a “weight constant” priority has been set by entering the volume instead of an
ullage/sounding value.
Tank Gauging Interface Read

If CargoMax is configured with an on-line tank gauging system interface so that the tank level can be retrieved
electronically, a “Source” column will be available in the Ullage Entry Table. To enable the reading of current gauge
values for a tank, double click on the cell for the tank in the Source column, select <Online>, and press the [Enter]
key. This will tell the program that the Ullage/Sounding or Volume values for that tank will have to be retrieved
from the automatic gauging. If the Source column is set to <User> then the program will expect all values for that
tank to be entered manually by the user.
To read the current gauge value for all tanks, click on the source column header to select the column, press [F2],
select <Online> from the drop-down list and press [Enter] key.
For more information on the Gauging Interface refer to “Interface with Tank Gauging System”.
Spaces Entry Table

The tab marked as “Spaces” contains all spaces of the ship that are not normally meant to contain liquid loads.
Examples are the ER, steering room, chain lockers, a passenger ship’s decks etc. Although these spaces should not
normally be filled, they might contain non-typical fluid loads such as firefighting water. This tab allows the user to
define such weights, which might be needed if the software is used in an emergency, for instance, to investigate
the ship’s residual stability after a deck has been flooded with firefighting water.
Dry Weight Entry Table

Dry weight entry table tabs may be present in the Deadweight Entry Table partition. These tables are somewhat
different from the typical tank entry table, and only generally display the weight description, LCG, VCG, TCG, and
fore and aft bounds of the dry weights present in the ship’s approved documentation. For these items, the user
can generally enter any weight in the interval between zero and the weight defined in the ship model.
Occasionally, this entry table might allow for the entry of RORO data by pre-defined deck areas or zones. The data
which can be entered for each zone includes the number of items present on that RORO deck area, the average
weight per item, the actual deck area occupied by the stowed cargo, the average deck pressure and total zone
weight, VCG, LCG, and TCG.
The Wt/Item, DkArea, DkPress, and weight are all dynamically adjusted (recalculated) as other data is entered. The
Number of Items remains as entered, but entering a Wt/Item will calculate the deck pressure and total weight, for
example. Entering the deck pressure will update the total weight and Wt/Item based on the deck area shown. The
stowable deck area can even be reduced from the default maximum value in order to properly represent the deck
pressure.
Depending on the ship model settings, the CG values could also be entered in order to override the default values.
Note that the entered LCG must fall between the fore and aft bounds zone.

Detailed Deck Entry
In some cases the ship model will contain a detailed definition of the deck associated with a particular dry weight.
In this case, the name of the dry weight will be underlined and clicking on it will allow the user to open a Detailed
Deck Entry (DDE) window. Within the DDE window, the user can define the location, weight and extents of a
number of items loaded on that deck. The total weight and CGs for that deck load will then be calculated
automatically from the sum of all items present on that deck.
The Detailed Deck Entry Tool can also be accessed from Tools/Detailed Plan Entry. Once opened, it will give access
to a window containing details on the weight of each individual deck load element entered. The same window is
also used to define each weight element on any of the areas defined.
Figure 39 - Deck view of the Detailed Deck Plan Entry Tool

To define a weight element in a DDE deck, select the appropriate shape (rectangular or round/elliptical) from the
right upper corner of the window and drag an area representing the element within the sub-area. This will provide
the correct longitudinal and transversal coordinates of this weight. Finally, assign the weight a description, a
weight value and is VCG from the deck or from the BL. Note that if the weight element is composed by several
items (for instance, several risers in the setback area), you can define the total weight value entering the total
number of items and the weight/item value.
The areas appearance can be improved using reference graphics (the gray areas overlaid to the deck outline).
These can represent obstacles such as the moonpool, machinery etc. and can be customized by the user. To add
reference graphics, right-click on the sub-area and select “Edit Reference Graphics”. This will switch the input
mode of the sub-area allowing you to add reference graphics in the same way you would normally add weight
items. Once done, right-click and save your work.

Detailed Weight Entry (Lightship Changes)
The Detailed Weight Entry (DWE) allows the user to enter a number of detailed weight items that are successively
combined under a single common dry weight item. This feature is particularly useful when it is important to take
account of lightship changes separately from the main lightship weight (offshore installation standard operations,
design of ships and rigs modifications etc.) since it allows changes to be implemented outside the main model,
while keeping a detailed record of each weight component. Entry is similar to that of any other miscellaneous
weight but accessible through a window that can be opened by clicking on the underlined name of the DWE item.
Figure 40 - Detailed Weight Entry Tool
Chain Weight Entry

For a number of offshore installations, the weight of chain onboard changes depending on the installation site and
general operation. It is possible to define in the ship model the main geometrical characteristics of all the chain
lockers of interest and then have the software calculate the chain remaining onboard as a function of these
characteristics and parameters such as the chain paid out, total chain length, anchor weight and the chain dry
weight per length.
Catenary, Mooring, Riser Weight Entry

The vertical weight component for any riser, umbilical or mooring lines can also be calculated as a function of
parameters such as water depth, wet weight per length and measured chain tension. There are a number of
different catenary calculation types that can be setup in the ship model and controlled through the catenary
weight entry table.
Misc. Weight Entry Table

The Misc. Weight entry allows you to specify weights which do not have a permanent location or defined category.
The description, as well as the weight, LCG, VCG, TCG, free surface, and fore and aft bounds may be entered.
The LCG must lie in the middle third of the weight block’s bounds. If an LCG is entered that does not meet this
requirement, the fore and aft bounds are modified to be one meter forward and aft of the entered LCG. It is
important to enter the proper boundaries for the weight, as this defines how the weight will affect the shear and
bending moment calculations.

Bulk Cargo and Grain Entry Table
Figure 41 - Bulk Cargo Hold Entry Table
Some cargo holds may be filled with either general bulk cargo or grain. These holds are typically listed in In Hold
(IH) and On Deck (OD) tabs.
To select the cargo type for a hold, double click on the “Cargo Type” cell and select the cargo type from the list
(bulk, grain-trimmed, grain-untrimmed etc.). To select the cargo type for several holds highlight the desired holds
then press the [F2] key to display the choices in the list box.
If the cargo type selected is grain, the corresponding grain depth, VCG, and heeling moment will be displayed for
that hold. These values are dependent upon the status of the grain (i.e. trimmed or untrimmed). Access to certain
columns is also allowed or disallowed based on the cargo status. Because all free grain surfaces in partly filled
compartments must be trimmed, holds containing untrimmed grain are conservatively set to a specific filled
volume (i.e. the maximum volumetric capacity for untrimmed grain for the hold). Thus, holds containing
untrimmed grain have a fixed volume, depth, and VCG, and entry is not allowed in these cells.
Container Entry
Figure 42 - Container Entry Table
Some cargo holds may be filled with containers. The container bays are typically listed in In Hold (IH) and On Deck
(OD) tabs. These tables will show summary information for each container bay, such as weight, LCG, VCG, TCG,
number of containers, stack height, and average weight.

Detailed Container Entry
If detailed container buildup information is available, the name for each bay will be underlined and can be clicked
to launch the Container Module. Within the Container Module, the user can define and edit the container layout
for each bay. The total weights, centers, height, and numbers of containers for each bay will automatically be
tallied and be entered in the container entry table. Bays that have detailed information entered will then be locked
and further changes must be made through the Container Module. The bay will be unlocked again when all
containers are removed from the bay in the Container Module. For more information, see the section on the
Advanced Container Module.
LNG/LPG Entry
Figure 43 – LNG/LPG Cargo Hold Entry Table

For liquefied gas carriers, the deadweight entry table allows you to specify vapor information, such as Vapor
Pressure, Vapor Temperature, and Molar Mass of gas. It also displays calculated Vapor Volume, Density, and Mass.
“All”, “Damaged”, “Gauged” and “Selected” Tabs

These tabs allow the user to quickly select all spaces which share a status. The tab marked “All” contains all tanks
and spaces defined in the model. The tabs marked “Damaged”, “Gauged” and “Selected” contain only those tanks
and spaces that are currently defined as damaged, connected to the gauging system or simply just selected. The
usefulness of these tabs is in the fact that they allow the user to define in one table common values such as
<Online> for all tanks in “Gauged”.
These tabs are also useful because they display detailed information on the spaces that are included. For instance,
in the “Damaged” tab, the user can find out the amount of estimated outflow and floodwater from/in each
damaged space.

Viewing Results
Overview
The information in this chapter deals with specific entry, display and results screens, and print options. Discussion
of calculations and assumptions are also included. It is not a step-by-step guide to the program, but rather a
reference for each type of entry screen. Please refer to “Quick Start” for a discussion on the general use and
function of the types of screens displayed.
CargoMax provides the user with various ways to view the results calculated for a ship’s loading condition. These
include the tabs in the Results partition, such as the alarms tab, trim and stability summary, weight summary,
longitudinal strength plots and tables, righting arm summary, and damage, flooding and grounding summaries. In
addition, some results (for instance the detailed information on the floodwater and outflow from damage cargo
tanks) are displayed in the Deadweight Entry Tables and the graphical partitions. Finally, there are a number of
printed reports available for each of the Results tabs, to create a permanent record of the loading condition.
Results bar
On the right side of the main CargoMax window is a results bar which is constantly displayed and updated. This bar
includes the essential draft, trim and stability values, so that the loading condition can be continuously monitored.
If values exceed allowable limits, they will be displayed in red. To change options or allowable limits, you can use
the context menus accessible with a right-click on the label in this bar.
Note – that the results bar is fixed in the window and cannot be moved. You can however change its width and
appearances using the context sensitive menus.
When results displayed in the Results Bar are within their allowable limits they will be displayed in green. If their
value is at the limit or outside recommended limits, they will be displayed in orange. Finally, if they do not have
any explicit allowable limit, they will be displayed in light blue.
Results Bar Settings

The Results Bar can be customized in a few different ways.
It can be completely hidden or shown based on the Show Results Bar menu item in the View menu.
The Results Bar will have two sets of fields that it will display, based on whether the currently active condition is in
Intact mode or Damaged/Grounded mode. Right-clicking on the Results Bar will bring up the context menu, from
which other customizations are available. Depending upon the calculation mode, the user will be able to edit the
displayed fields, using the Select Fields screen shown below:
Herbert-ABS Software Solutions LLC -59- Viewing Results

Figure 44 - Results Bar Field Selection Window
Fields can be selected individually or by multiple selections (use your mouse right button in conjunction with the
Alt or Ctrl keys) and added or removed using the soft keys. Alternatively, if the fields are selected individually, they
can either be dragged from the “Available” to the “Show” lists and vice versa, or double clicked.
The context menu also provides commands to reset the displayed fields to defaults. Herbert-ABS defaults are
fixed. Application defaults can be changed by the user, and will be stored when the checkbox “Use Selected Fields
as Application Default” is selected in the Select Fields screen.
Other Results Bar options are available to customize the coloring scheme, the size of the descriptions, and the size
of the font. Note that the Results Bar width can be changed by dragging the separator bar horizontally.
Graphical Views
CargoMax 2.1 provides an extensive range of interactive graphical views of the ship, including plan, profile, section,
deck, and 3D views. All these graphical views can be customized using a context sensitive menu (select “View
Options”) and allow the selection of all spaces defined in the ship model.
The graphical views also provide the user with detailed pictures of the present loading of the ship including all
tanks and cargo. In these views, tank levels, damage floodwater, status and location of all downflooding points
and information on grounding are displayed graphically.

Figure 45 - Typical Plan/Profile and Section Views
The waterline can also be shown in the graphical windows, giving an immediate feel for heel, trim, drafts and
freeboards for the ship.
Note – that the waterline through the ship is only visible if the user turns on the feature in the options of this
particular view. The waterline is also not adjusted for hull deflection.
Each tank and cargo group normally has a unique color to help identify it on the various graphical views. In views
such as the plan and profile, where several spaces are superimposed, graphical selection of the right space is aided
by a pop-up window.
Profile and Plan View

The Profile and Plan View is a combined view showing the longitudinal profile and plan in one window.
Figure 46 - Profile and Plan View

Section View
Figure 47 - Cross Section Viewer showing several sections
The Cross Section Viewer allows the user to pick the cross section locations that are viewed. One or more sections
can be viewed, and the selected locations are stored as part of the plan. If only one section is displayed then
clicking on the profile view will change the location of the section. To add more sections there are three options.
The first is to type the location into the table on the upper left. The second is to hold down the SHIFT key while
clicking on the desired location in the profile view. The third is to use the Auto Select Stations button which places
a section at the mid-point of each compartment in the ship model.
The Cross Section Viewer allows control of additional items in the view including hydrostatic pressure balance
points and downflooding points.
If a section is selected in the table it is shown in green in the profile view. Colors of the tank fluids correspond to
those assigned to the Load Group in the Ship Project Editor.
Deck View
The Deck View is a top-down look at various ship plans, each defined by a vertical/transverse cutting plane.

Figure 48 - Deck View a Cruise Ship
Profile View
The Profile View is a selection of profiles looking from the Port or Starboard side, along a vertical/longitudinal
cutting plane.
Figure 49 - Profile View of a Cruise Ship

3D View
The 3D view gives a three-dimensional graphical representation of the vessel. The user can orbit around the
model, zoom in/out, and interact with the model in a similar manner to the other views. A cutting plane tool can
be launched by clicking the X button on the toolbar or by right-clicking and selecting “Create Cutting Plane.” This
tool creates an imaginary cutting plane anywhere along the three principal axes to cut away portions of the model.
Figure 50 - 3D View
Figure 51 - Cutting Plane Tool

Viewport Settings
Each graphical window has a variety of view options available to customize the view. Right-clicking to bring up the
context menu will provide a “View Options” menu. Selecting this menu item will bring up the detailed view
options. See the section on Viewports above for more information on the viewport settings.
Tabular Results
Alarms tab
The alarms tab lists all the required, recommended and informational allowable limits for the ship and their status.
If any of the required criteria is not met, the corresponding line in the alarms tab will show a red FAIL warning and
the ALARMS button in the program banner will turn red also. This button can also be used as a shortcut to recall
the alarms tab at any time. If it is only a recommended limit which is not met, the coloring of the alarms will be
orange.
Note that the first line in the Alarms tab and the first line at the top of the Results bar show the status of the
calculation. If this shows an OK/Pass, it means that the calculations have been completed and the results shown
by the program correspond to the input given. In this case, the calculation status light at the top right of the
program window will also be green and fixed. In all other cases (for instance, if the Auto Calc Option [INSERT
ICON] is toggled to off to allow a lengthy re-definition of the ship’s loading condition without continuously
calculating intermediate results, or if calculations have been stopped before they could be completed) the
calculation status will be red and the results given by the program should not be considered as valid. Note that in
some cases the calculation status can be orange (for instance when the calculation have been completed but are
based on extrapolated hydrostatics) indicating that the results might be inaccurate.
Figure 52 - Alarms Tab from Results Window

Note – In CargoMax 2.1, the loadline limits are checked in terms of the freeboard to the plimsol mark. The
available deadweight is calculated as the volume between the waterplane and a plane parallel to it passing
through the plimsol mark. In this sense, the available deadweight displayed is only an approximate estimate of the
actual deadweight the ship that can still be loaded in addition to her current cargo, since it assumes that the
addition of such cargo will not alter the ship’s trim and heel but simply increase the ship’s draft uniformly a
constant amount.
Weight Summary
The Weight Summary window summarizes the displacement, center of gravity, free surface and – when damage is
defined – outflow and floodwater weights for all relevant spaces. The total intact displacement weight is calculated
by summing all specified cargoes and liquids with the operating lightship.
Choose the Weight Summary tab in the Results window.
Trim and Stability Summary

The Trim & Stability Summary window summarizes the GMt/KG and trim calculations, final drafts, and grain heeling
moments (if applicable). Drafts and intact stability, as reported on the trim and stability summary, are normally
computed from the hydrostatic tables entered in CargoMax unless the calculation option settings have been
changed to “Direct from Geometry (ID)”. Note that at the bottom of the Trim and Stability Summary, a set of
notes will clarify what method was applied to obtain the results listed. When tables are used, the KM t, LCB, LCG,
and MT1 are at even keel. If the offsets are used instead, these values will include the effect of trim and heel. The
GMt/KG margin is normally calculated based on the required GM t/maximum KG curve, unless a Direct Damage
Stability calculation was completed (see Error! Reference source not found.).
Appropriate summary warnings are also displayed.

Figure 53 - Trim and Stability Summary Tab from Results Window
Choose the Trim & Stability Summary tab from the Results partition to display this screen.
Strength Summary
Hull girder shear forces and bending moments are calculated at major bulkheads, and at other locations where
high shear forces or bending moments might be expected. These results are compared to the allowable shear force
and bending moment values assigned by the Classification Society. Shear forces and bending moments should not
be allowed to exceed 100% of the allowable values.
For some vessels, local shear, torsional strength, and hull girder deflection calculations are also available.
The strength results may be displayed in a table and graphed as either the actual values or as a percentage of the
allowable. The type of display is selected by choosing the appropriate tab at the top of the Longitudinal Strength
tab in the Results partition. The following tabs are available:
1. Values this is a table of bending moment, shear force, deflection and/or torsional moments, stresses, and
local shear results and % allowables. The buoyancy and weight forces and moments at each frame are
included as are the applicable Classification assigned allowable values. It should be noted that the %
allowable values are calculated with reference to the mean allowable value at each station. This means

that when the min and max allowable values are not symmetrical around zero, the 0% allowable may well
correspond to non-zero shear or bending moment.
2. Shear & Moment Plot graph of longitudinal hull bending moment and shear force values. Deflection is
also plotted if applicable. If local shear forces are available, they will also be plotted here.
4. % of Allowables graph of longitudinal hull bending moment, and shear force as a percent of the
Classification assigned allowable. Deflection is also plotted if applicable.
6. Stresses graph of shear, and deck and bottom bending moment stress.
You may specify which allowables are to be applied (such as “in harbor” or “at sea”) by bringing up the context
menu for any of the above plots and tables or even the relevant Results bar value and the Trim and Stability
Summary (click the right mouse button for the context menu). Allowable stresses are significantly higher for “in
harbor” applications, and should only be applied for in port conditions.
Local shear force values are sometimes available for bulk carriers in virue of the fact that the structure of these
ships near the bulkheads might be able to sustain greater shear forces. In these cases, local shear forces can be
used in place of the uncorrected shear force value.
Maximum values of shear force and bending moment as a percentage of the allowable are identified and included
on printed reports and the Results Bar.
Note – that these represent the maxima of the values only at the selected stations. A maximum absolute value of
bending moment is also determined and included in the table at its actual location.
Choose Strength tab from the Results window to display the Figure.
Figure 54 - Strength Tab/Values Page from Results Window

Note – that the axes labels and legend appear only when the user selects “Show Legend” from the context menu.

Figure 55 - Strength Tab/Shears & Moment Page from Results Window
Figure 56 -Strength Tab/% of Allowables Page from Results Window

Figure 57 -Strength Tab/Stresses page from Results Window
Deflections plotted on these windows and included in the table show the movement of the hull relative to the
undeflected waterline. This includes any changes in draft and trim required to provide a deflected hull with the
correct displacement and LCG. These values are used to correct the drafts at the perpendiculars and the drafts at
the draft marks. Note that deflection calculations are only available if the Direct From Geometry (ID) calculation
option is selected.
On the screen these values are plotted about the baseline reference for clarity. On the printed report of the
strength summary, the actual waterline is plotted to a magnified scale. The numeric values are included in the
table of results.
Righting Arm Summary

A Righting Arm Curve is developed for the actual displacement and VCG from the cross curve data or the ship’s
offsets, depending on the calculation settings. If a damage is defined, the GZ curve is always from offsets. This GZ
information is for heel in one direction only (the most critical, taking account of possible initial heel). A cubic spline
is fitted through the GZ values to develop the righting arm curve, allowing areas and maxima to be identified
precisely. When stability criteria (intact or damage) are selected, their limit values are displayed in the “Required”
column, next to the corresponding values calculated from the curve. A clear indication of the compliance is also
given for each criterion next to its description and for the whole stability regulation.
Choose the Righting Arm tab in the Results window.

Figure 58 - Righting Arm Summary Tab from Results Window
Freeboard Summary
The Freeboards tab shows the distance from the waterline of all the downflooding points defined in the model,
next to their location on the ship. A negative freeboard value indicates that the downflooding point is under
water.
Choose the Freeboards tab in the Results window.

Figure 59 - Freeboard Summary Tab from Results Window
Cargo Summary
The Cargo tab shows summary and detailed information on all the cargo carried onboard.
Choose the Cargo tab in the Results window.
Figure 60 - Cargo Summary Tab from Results Window

Figure 61 - Cargo Details Tab for “Alaskan Crude” Grade from Results Window
Flooding Summary
The Flooding tab shows details on the floodwater and oil remaining in each damaged compartment.
The Sounding and % Full columns indicate if a fixed amount of floodwater has been defined for that space. If this is
not the case, the default setting ([Free] sounding) will assign a floodwater level in the damage space equal to that
of the sea water plane.
The Pressure column indicates if the damage space has been pressurized in order to limit flooding or oil outflow.
Choose the Freeboards tab in the Results window.
Figure 62 - Flooding Summary Tab from Results Window

Damage Summary
The Damage tab shows details on the damage type, floodwater weight and oil outflow from each damaged
compartment. Note that similar details can also be found on the Damaged tab of the Deadweight Entry Tables.
The Damage Opt indicates what kind of flooding calculation is performed for each tank. Free Flood will assume
that the floodwater in the space is in equilibrium with the sea (they will share the same free surface). Pressurize
will assume the space has been pressurized with the over- or under-pressure value indicated in the Pressure
column and thus shift the floodwater or original tank content level up or down so that the total hydrostatic
pressure at the tank bottom will be in equilibrium. Finally, Flood Percent allows the user to specify a floodwater
content level, as measured or estimated onboard by the crew (the Dam % Full column indicates the fixed value of
floodwater defined by the user).
The Outflow Opt column indicates how the outflow of the liquid content originally occupying that space has been
calculated. “All” indicates that the original contents have all been lost before floodwater filled the damage space.
“Hydro Balance” indicates instead that original contents is only partly lost and that the remaining content is
estimated to be in hydrostatic balance with the seawater (pressure at the bottom of the tank from the sea water
and from the remaining tank contents and floodwater is the same).
Note that the Weight column indicates the weight of the original contents for that tank, the Outflow column
indicates the initial content that was lost after damage, and the Flooded column indicates the weight of floodwater
which entered that space. The Net Wt. is the sum of Weight and Flooded minus Outflow.
Choose the Damage tab in the Results window.
Figure 63 - Damage Summary Tab from Results Window
Ground Summary
If grounding is defined, a Ground summary tab will appear in the Results partition. In this tab, details are given on
the defined ground type, level of each pinnacle, compression on each of them and global quantities such as the
value and location (LCR, TCR) of the total reaction force, as well as the force required to free the ship with tugs
(Force to Free).
Choose the Ground tab in the Results window to display.

Figure 64 - Ground Summary Tab from Results Window
Printing Results
A variety of printed reports are available to completely document any load case and/or ship condition. In general,
there will be a print report for each of the tabs available in the Results partition, but some additional print reports
are available too, some of them are only available for particular ship types. The general printing options are
accessed by choosing Print… from the File menu. This brings up the Print Selection dialog box shown below.

+
Figure 65 - Print Selection dialog box
The Table Print Options control how tables will be printed on each page. Sometimes, tables with many columns
and/or lines will not fit on one page. The user has then the option of wrapping the table on several pages, or
reducing the font size so that the whole table will fit on one page. These options should be used in conjunction
with the Page Setup (see below).

Figure 66 - Page Setup dialog box
Note that the Condition Summary report is designed to include in one page most aspects of a given loading
condition. All other reports contain details on only some aspects. . To select any report, use the mouse to click on
the reports that are to be printed. If a report is accidentally clicked that should not be printed, click it again to
deselect the report. Before pressing the Print button, be sure that all print settings are set according to your own
preferences, and once done click on the Print button to start printing. If you wish to preview what you are about
to print, press Preview. This is highly recommended since it allows you to choose the most appropriate print
settings without wasting paper.
Printing is handled by the Windows Print Manager. To cancel a report that is in progress, you can delete the print
job from the Print Manager queue. You should also use the print manager to change printers, etc.
Note that in addition to the main print facility, there are several ship type specific tools that will let you print
special reports. One of these is the ROB/OBQ Ullage Report option in the Tools menu of CargoMax 2.1 for tankers.
Refer to specific tool sections for details on this.

Tools for All Ship Types
Overview
CargoMax 2.1 provides a set of calculation tools that can be found both in the Tools, Damage and Grounding
menus, as well as in the main graphical interface itself. These tools can be used to help in vessel operations as well
as emergency response aids. The calculation tools for all ship types listed in the Tools menu are Observed Draft
Entry, Tank/Weight Transfer tool, Automatic Tank/Weight Distribution/Optimization tool, Load/Discharge/BWE
Sequence tool, Air Drafts, Ship Squat, Crane tool, and Hydrostatic Calculator.
Through the Damage menu, the user can access a number of sophisticated tools to assess damage conditions from
a regulatory and an emergency response point of view as well as the standard equilibrium damage analysis,
Intermediate (Phases) and Progressive (Stages) flooding analysis.
Finally, through the Grounding menu, the user can access a wizard that will allow them to define and assess the
ship in a stranded situation.
Observed Draft Entry

It is often necessary to do a deadweight survey to confirm cargo weight or identify discrepancies in the lightship
weight. The observed draft entry tool allows the user to enter the drafts observed at the marks and have
CargoMax calculate the displacement and deadweight of the vessel at those marks. This calculation takes into
account the ships attitude in order to provide more accurate results than those possible when using a simple even
keel hydrostatic table.
Choose Observed Draft from the Tools menu to make use of this option.
Entering Observed Drafts

Observed drafts can be entered in a number of ways, depending on the data available. In the top part of the
Observed Drafts window, you can choose which of the following modes you wish to employ. Once sufficient data
is entered to establish a waterplane then the Calculated WP summary provides information on the computed
observed waterplane.
AP/FP/Heel
Enter the mean drafts at the perpendiculars and the heel angle. Deflection is assumed to be zero. Trim is
calculated from AP and FP mean drafts.
Herbert-ABS Software Solutions LLC -78- Tools for All Ship Types
Figure 67 - Observed Drafts Entry dialog box
Aft/Fwd/Heel from Draft at Marks

Enter the mean aft and forward drafts at the marks and the heel angle. Deflection is assumed to be zero. Trim is
calculated from aft and fwd mean drafts.
Center/Trim/Heel from Draft at Marks

Enter the average mid drafts at the marks, the trim at marks, and the heel angle.
Center/Trim/Heel from Draft at Perps

Enter the average mid drafts at the perpendiculars, the trim at perpendiculars, and the heel angle.
Draft Survey from Draft at Marks – Expanded

Enter the forward, mid and aft drafts at the marks for port and starboard. Three calculation options are presented
here.
Ignore Deflection (Rigid Vessel)

Heel is computed from the port and starboard mid drafts. Draft and Trim is calculated from aft and
forward mean drafts. Deflection that could be computed from the average mid drafts is ignored.
Shift Waterplane by [(Tfp+6Tms+Tap)/8]
Heel. . .
Fit Best Waterplane

...
Port Side Drafts with Heel

Enter the forward, mid, and aft drafts at the marks for the port side and the heel of the vessel. The three
calculation methods presented are the same as Draft Survey from Draft at Marks – Expanded except instead of
average forward, mid, and aft drafts it only uses the port side.
Starboard Side Drafts with Heel

Enter the forward, mid, and aft drafts at the marks for the starboard side and the heel of the vessel. The three
calculation methods presented are the same as Draft Survey from Draft at Marks – Expanded except instead of
average forward, mid, and aft drafts at marks it only uses the starboard side.
All Observations
The all observations tab. . .
Figure 68 – All Observations Table
Identifying Discrepancies in Vessel Weights
A useful feature of this tool is the ability to compare the observed to the calculated drafts to determine if there are
any discrepancies in the vessel weights (particularly the lightship weight). As a ship ages, the amount of equipment
installed onboard generally increases and the actual lightship weight may gradually get larger. The observed draft
calculation will show this as a difference between the displacement added up in CargoMax and the value
calculated from the drafts. If this difference is consistent for various vessel loading conditions, it may be evidence
that there has been a change in lightship weight. To make the drafts calculated by CargoMax more closely
represent the observed condition, this weight difference can be added to the load case in the form of a User
Weight.
Note that permanent changes to the lightship should be signaled to class if they are important. Changes in the
ship’s approved documentation might then be necessary.
Tank/Weight Transfer Tool

The Tank/Weight Transfer tool is a utility that allows the transfer of a fluid from a tank or tank pairs to another
based on different criteria, seen in the picture below. Only tanks from the same Tank Group can be transferred
between, so the tank group must be picked in the Deadweight Entry area before opening the tool. The source of
the transferred fluid or the tank that fluid is being transferred out of is selected in the Transfer From dropdown
list. The destination tank or the tank that is receiving fluid in the transfer is selected in the Transfer To dropdown
list. A Shore (for oil tanks) or Sea (for ballast) option is available in both the Transfer To and Transfer From
dropdown lists to transfer fluid off of or onto the ship. If both the Transfer From and the Transfer To tanks are
parts of tank pairs (there is both a Port and Starboard tank), then the Transfer Pairs? Checkbox will be enabled.
Checking this checkbox will transfer the selected amount of fluid out of and into both the port and starboard tanks
of the selected pairs. The Swap Sides button may be used to swap between source and destination tanks. Several
options are available in the Type column, described below.
Figure 69 - Tank/Weight Transfer Tool

Max Weight – This amount will automatically be set as either the maximum amount of fluid in the Transfer From
tank or the amount of room available to fill the Transfer To tank to its capacity.
Target Weight – This type allows the user to enter a total target weight of the fluid being transferred. If the Target
Weight entered is greater than the Max Weight, from above, then the Max Weight will be transferred.
Target Volume - This type allows the user to enter a total target volume of the fluid being transferred. If the
Target Volume entered is greater than the volume corresponding to the Max Weight, from above, then the Max
Weight will be transferred.
Target Percent – This type allows the user to enter a target percent full for the Transfer To tank. If the Transfer
From tank does not have enough fluid to fill the Transfer To tank to the target percent full, then the entire
contents of the Transfer From tank will be transferred.
Target From Ullage/Sounding – This type allows the user to enter the target Ullage/Sounding value for the
Transfer From tank. If the Transfer To tank does not have enough room available, then only the amount of fluid it
takes to reach capacity will be transferred.
Target To Ullage/Sounding - This type allows the user to enter the target Ullage/Sounding value for the Transfer
To tank. If the Transfer From tank does not have enough fluid available to reach the target ullage/sounding in the
Transfer To tank, then all of the fluid in the Transfer From tank will be transferred.
Target Trim – This type will allow the user to enter a target trim for the vessel. The transfer tool will then transfer
the amount of fluid to get the ship’s trim as close as possible to the target.
Target Heel - This type will allow the user to enter a target heel for the vessel. The transfer tool will then transfer
the amount of fluid to get the ship’s heel as close as possible to the target.
Automatic Tank/Weight Distribution/Optimization Tool
Overview
The CargoMax Optimization Tool is provided to give the user a wide variety of powerful tools for developing
optimized loading conditions. Depending on available data, a variety of optimization analyses can be available,
including:
1. Ballast to minimize power
2. Ballast to maximize GM margin
3. Re-distribute ballast or cargo to minimize shear force or bending moment
The basic steps for using the tool are:

1. Begin with a valid CargoMax condition
2. Select the optimization to run
3. Configure the optimization settings (advanced)
4. Specify specific tank filling ranges and tanks to use (advanced)
5. Add/remove alarms to evaluate
6. Run Optimization
7. View results within CargoMax
8. Manually adjust the optimization condition within CargoMax
9. Apply the final result to CargoMax.
General Operation
The Optimization Tool can be started in CargoMax from the Tools menu, by selecting the Automatic Tank/Weight
Distribution/Optimization Tool option. This will bring up a screen, similar to that shown below:
Figure 70 - Optimization Tool - Main View
The first screen that appears is a very simple interface, which provides a list of available optimizations. Selecting
an option from the list on the left will give a description of what the optimization will attempt to do. Note – if the
initial starting condition begins with active alarms not being met, a warning will appear indicating that the
optimization may not operate efficiently. When possible, the Optimization Tool should be run on an initial starting
condition with all alarms showing as valid.
The optimization tool also simplifies the process by pairing port and starboard tanks, and treating them as
combined pairs for optimization purposes. In cases where the initial loading condition has P/S tank pairs
asymmetrically loaded (for purposes of heel, torsion or fuel burn off compensation), the optimization will, by
default, disable the use of those tanks in the optimization. See the section “Optimization Tool Advanced Features
– Tanks” for guidance on changing this behavior.
In the simplest operation, once an optimization has been selected, the “Run” button can be pressed, which will
start the optimization process. While the optimization is running, the screen will appear as below:
Figure 71 - Optimization Tool - Running
While the optimization is running, the number of trials, and values for optimization and how much improvement
has been achieved will be updated regularly. By default, the optimization will run for a set number of trials, but
the user can always stop the optimization at any time to view the results. Once the optimization is complete or
stopped, the results will be displayed, as shown below:
Figure 72 - Optimization Tool - Results
Once the optimization is finished, there are three other options available. Pressing the Re-run button will force the
Optimization Tool to start with the current best value, and to continue trying to optimize the condition. Pressing
the View in CargoMax button will close the Optimization Tool, and leave two conditions within CargoMax for
viewing, the original starting condition, and the optimized condition. Within CargoMax, the user can switch
between these two conditions by using the view at the top of the Results Bar, as shown below:
Figure 73 - Optimization Tool - Condition Selection in CargoMax
Selecting the condition from this view will update the displayed information within the screens in CargoMax.
When the Optimization condition is selected, the user will be able to edit the condition, to manually investigate
further optimization possibilities. If the Optimization Tool is then re-opened, it will start with the Optimization
condition, and include any changes that were made by hand. If the original starting condition is edited, the
Optimization condition will be removed.
Finally, if the Apply to Current Condition button is selected, the optimized condition will be applied to the main
condition in CargoMax, and the Optimization condition will then be removed.
Optimization Algorithm
The Optimization Tool is based on a Genetic Algorithm (GA) approach. A GA is based on the theory of evolution,
and survival of the fittest. A series of possible solutions are created, evaluated, and given a measure of “fitness”
and how well they meet the optimization parameters. The solutions with the highest measure of fitness, or the
best optimization results, will be kept, while the solutions with the lowest fitness, or that do not meet all
requirements, are discarded. The strong solutions are then used as a basis for the next round of the optimization,
attempting to find even more optimal solutions.
The GA approach is for optimizations with a large number of possibilities, or where searching for an optimum
result may not follow simple or linear approach. For a ship, where changing the loading condition can have effects
on shear force, bending moment, stability requirements, loadline restrictions, visibility, or any other number of
evaluation considerations, a simple search for an optimal loading pattern can cover a huge number of possibilities.
For example, to brute-force check a vessel with ten ballast tanks, checking each tank at 10 possible filling levels,
would result in over 35 million possible solutions.
Optimization Tool Advanced Features – Settings

The Settings (Advanced) tab of the Optimization Tool provides the user with a number of ways to customize the
optimization. By default, the initial settings on this tab are intended to provide a strong basis for the optimization,
but they are provided to give the advanced user further customization when performing the optimizations. These
settings are broken down into a number of sections:
1. Optimization Size – The GA approach works with “generations”, which consist of a group of trials. The
user can specify the number of trials per generation, and the number of generations. Each generation,
the GA will make a new set of trials to evaluate, based on the strongest trials from the previous
generations.
2. Genetic Algorithm Settings – There are four basic GA settings that can be used to customize how the GA
creates the trials for testing. They are:
a. Mutation Type – Specifies how the “good” trials are transformed into the next set of trials to
evaluate. Available Mutation Types are:
i. Boundary – Will focus more changes at the upper and lower ranges of filling levels for a
given tank.
ii. Gaussian – Will focus more changes towards the middle of the range of available filling
levels for a given tank.
iii. Uniform – Will apply changes uniformly across the entire range of filling levels for a tank
b. Mutation Probability – Specifies how large of a mutation will occur between generations.
c. Crossover Type – Specifies how two “good” trials are combined into a new test trial. Available
Crossover Types are:
i. Uniform – Crossover can occur between two trials, swapping value for value
ii. Arithmetic – Crossover can occur between two trials, adding values together.
d. Crossover Probability – Specifies how often crossover will occur between generations
3. Filling Level Configuration – These parameters are given to control the different filling level settings.
a. Refine Filling Levels – specify what filling levels are investigated. Setting 10% would indicate a
tank could be filled 0%, 10%, 20%, 30%…90%, 100%. Setting 25% would indicate a tank could be
filled 0%, 25%, 50%, 75%, 100%
b. Maximum Slack Tanks – specify how many slack tanks will be available for a given solution.
Setting this value to No Restriction will result in better optimization results in general, but may
result in loading patterns that have more slack tanks than typically wanted on a vessel.
Optimization Tool Advanced Features – Tanks

The Tanks (Advanced) tab of the Optimization Tool provides the user with a way to place limits on individual tanks
or tank pairs. Each tank or tank pair available to the Optimization Tool will have the following parameters
available:
1. Use? – Specify whether a tank or tank pair should be used in the optimization at all. By default, tank pairs
that are asymmetrically loaded in the original loading condition will be turned off. These tank pairs can be
turned back on from this screen, but this may result in having the original condition result in excess heel,
torsion or other parameters.
2. Original – Defines the original filling level of the tank (not editable within the Optimization Tool)
3. Maximum – Specifies the maximum filling level of the tank. The optimization tool will not provide a
solution with a filling level above the maximum value. By default, this value is 100%.
4. Maximum Range – Specifies the filling level at which the tank will be forced to the maximum filling level
(this is to force the optimization to force a slack tank to the maximum value when it is within the
Maximum to Maximum Range)
5. Minimum – Specifies the minimum filling level of the tank. The optimization tool will not provide a
solution with a filling level below the minimum value. By default, this value is 0%
6. Minimum Range – Specifies the filling level at which the tank will be forced to minimum filling level (this is
to force the optimization to force a slack tank to the minimum value when it is within the Minimum to
Minimum Range)
Optimization Tool Advanced Features – Constraints

The Constraints (Advanced) tab of the Optimization Tool provides the user with a way to add additional loading or
evaluation criteria to the optimization. For example, if the user wished the optimization to result in a
configuration with at least a minimum forward draft of 10m, (in addition to all the other evaluation criteria), it
could be added through this screen.
Load/Discharge/BWE Sequence Tool
The Load/Discharge/BWE Sequence tool can be used to create steps for a loading, discharge, or ballast water
exchange, and have CargoMax display and save results for all of the steps at once. The picture below shows the
entry screen for the tool. The steps are displayed in columns and once a value is entered into a step, a new
column for the next step becomes available. The Start column displays the tank fill levels that were in the loading
condition when the tool was started. The End column displays the final tank fill levels from the accumulated
changes in each of the steps. A > sign in an entry box means the value from the previous step is being carried over
in that step.
Figure 74 - Load/Discharge/BWE Sequence Tool Entry
Step names can be changed by right-clicking on the step and selecting Rename Condition. %Full is the default
entry field available, but this can be changed by going to Tools > Select Columns. Other available columns are
Volume, Weight, Ull/Snd, Vol Diff, and Wt Diff. Vol/Wt Diff is the difference in volume or weight between the
current step and the previous step. A positive value will increase the weight/volume from the previous step. The
header of the step will be green if all alarms pass for that step or red if an alarm has failed.
The results for all of the steps can be displayed at once in the Summary of Results tab, shown in the figure below.
The results that are shown in this tab can be changed by going to Tools>Select Result Fields. The list of results that
can be shown here are the same as the list available for the Results Bar. In the File menu, sequences can be
imported from a loading condition, printed, or cleared.
Figure 75 - Load/Discharge/BWE Sequence Results
To view the steps in full in CargoMax, you can close the Load/Discharge/BWE Sequence tool. Now a tree that
shows each of the sequence steps will be available above the Results Bar. Selecting a step in the tree will change
all of the display windows, results, and Deadweight Entry area to reflect conditions from that step. A next to
the step means that no alarms have failed for that step, while a means that step has failed an alarm.
Figure 76 - Sequence Condition Tree
Advanced Load/Discharge Sequencer Tool

The Advanced Load/Discharge Sequencer Tool provides a simple, intuitive interface to assist in planning and
evaluation of cargo loading and discharging, ballast water exchange, FPSO production and lightering, or other
vessel operations. A series of vessel operations or actions can be defined, specifying an operation type, the load
involved in the operation, and the duration of the operation. Defined rates, quantities, user-specified times, or
linked actions may be used to calculate start and completion times.
Once all actions are defined, the user can specify an interval to investigate, and individual conditions are created
and evaluated. A summary table will display the resulting trim, stability, and strength results for each condition
and will indicate whether each condition meets all operational requirements. Individual conditions can be
investigated further within the main CargoMax interface. Using the CargoMax Advanced Sequencer Tool can help
ensure a vessel’s safety and operational compliance, provide accurate estimates for completion, and allow for
optimization of vessel operations.
Using the Advanced Sequencer Tool

The Advanced Load/Discharge Sequencer can be accessed through the CargoMax Tools menu. The currently active
sequence in CargoMax is displayed; if there is no currently active sequence, a blank project appears.
Ribbon
Project Window
Status Bar
Figure 77 - Advanced Load/Discharge Sequencer Tool Window

The screen resembles the Microsoft Office 2010™ to simplify program navigation. The advanced sequencer tool
user interface has three main sections:
Sequencer tool section 1: Ribbon
The ribbon can be found below the title bar. All the commands for working with an advanced sequence project are
gathered together here to make the tool as intuitive as possible. Across the top of the ribbon is a set of tabs: file,
home, edit, format, view, and tools. Commands are organized in logical groups under the tabs. Each tab on the
ribbon relates to a type of activity, such as defining an action or laying out a page. Inapplicable commands are
disabled.
Figure 78 - Advanced Load/Discharge Sequencer File Menu
Along the top left corner of the screen is the File tab, which provides quick access for creating, opening, saving,
and closing files. Recently accessed sequence files are also listed under this button. The Clean Sequence and Exit
command removes the sequence information before exiting the sequencer tool. The Home tab is organized into
four main groups: resources, actions, condition steps, and computation. All major actions in defining and
computing a sequence must be done using the commands on this tab. All the available actions are also listed on
this tab. Listed under the View tab is the View Selection group with buttons to display the action Gantt and table
view, resource Gantt and list table, results table, and results chart. The View tab also includes zoom buttons. The
Run tab contains commands to generate or remove condition steps, buttons to start and stop a sequence
computation, and a check box to show or hide the result bar. Units and format settings, the tool base time setting,
custom source and destination locations editor, and commands used to reset the current units and workspace
settings with the defaults setting or to roll back a change made in a sequence can be found on the Edit tab.
Resource Panel Action Panel
Figure 79 – Ribbon – Home Tab
Sequencer tool section 2: Project Window

In the large interior portion of the window is the actual working section of the program, where it displays its Gantt
chart, condition step view, several tables, and the results chart. If results are available, the result bar can be shown
on the right-hand side of the project window. The Gantt view has two sections: the top shows the action sequence,
and the bottom displays the condition steps.
Action Table Action Gantt
Condition Steps Results Bar
Figure 80 – Project Window
Sequencer tool section 3: Status Bar

Across the bottom of the tool window, this bar provides useful information about the current sequencer and
displays a progress bar.
Sequence Cursor Status and

Start Time Time Messages
Figure 81 – Advanced Load/Discharge Sequencer Status Bar
Resources
A resource may be defined as a tool needed for the load/discharge (in other words, pump, bulk crane, or seawater
ingress). Prior to defining a sequence, the user may have to define the resources needed for it. For tankers, this
will typically be pumps or shore-side pumping facilities. For bulkers, it may include ship-based cranes, off-loaders,
or shore-side equipment. These items need not be defined in detail and are mainly used to define available
loading/discharging rates, and for linking actions (for example, one pump filling four tanks sequentially by
discharging into the next tank as soon as the current tank is full). Information may also be added to limit when
resources are available such as reflecting work hours or necessary down time.
To add a new resource, click on the Add resource command button on the Home tab. A resource definition screen
is shown below.
Ribbon
Assign the resource type. A

resource can be a single
pump, a pump group, a
tank group, or a production
type.
Define process, loading, or

discharging rate
Attach the resource to a

tank or a group of tanks
Figure 82 – Resource Definition Window
Step-by-Step
 Provide the new resource a name and select a resource type
 On the General tab, select the Fixed rate option and enter the transfer rate in the textbox next to the
ratio options.
 Select a load group from the drop-down option found under the Attach Resource To title. All the loads in
that load group will be populated in the listbox underneath that drop-down box.
 Select loads in the listbox and press the Add command button. The resource will be attached to the loads
and is now available to use in a sequence.
 Press the OK button to save the resource and close the resource definition window.
Figure 83 – Adding a New Resource
Click on the Library command button on the Resources panel of the Home tab to review or edit a resource.
Figure 84 – Resource Library
Actions
An action is defined as a load or group of loads being loaded or discharged by a resource. Commonly available
liquid action commands can be found on the Ribbon bar are should below.
Single Tank Fill Auto Ballast

Action Action
Single Tank Group Tank Fill

Transfer Action Action
Single Tank Group Tank

Offload Action Offload Action
Process to a Process to Group

single Tank of Tanks Action
Action
Figure 85 – Available Liquid Action
Figure 86 – Action Definition Window
For a tank transfer operation, the user will define a source tank, a destination tank, a start time, and two of the
following three pieces of information (the third is computed): rate, quantity, and completion time. Source and
destination tanks are organized by tank groups and cargo names. Rate may be defined on the action definition
window or can be directed to use the rate from a resource. Actions can be linked. For example, the start time of
one action can be linked directly to the start, end, or percent completion time of a previous action. Thus, the start
time may be defined in numerous ways. The user may enter the start time, link it to a prior action, or set it based
on the availability of the currently selected resource. If an action is defined for a group process, processing on a
number of loads while sharing the same resource, the resource name must be selected.
The quantity in a tank shown on the action definition window is estimated from all the prior actions based on the
current action’s start and end time. The next action definition does not normally affect the previous action except
the process action. The process action simulates the oil production process. It fills a tank up to a defined amount. If
no discharge action from the tank is defined, the tank will reach the defined amount and the process action will be
complete. But, if there is a discharge sequence defined for the tank before the end of the process action, this
action will be considered in computing the process action completion time.
Each action appears as a horizontal line in the chart, indicating the start and end times. Some basic details can
appear on the bar to give some indication of what the action is. The Gantt chart allows for some user-entry with
the mouse for moving start or end times or for linking actions. Most of the commands listed on the ribbon are also
available as context menus. Right-click on the chart or on the action bar to view the context menus.
Step-by-Step
 Click on the Load command button on the Liquid Actions panel of the Home tab to add a new tank loading
action.
 On the Source subpanel, select the <Lightered> as the source
 On the Destination subpanel, select a tank as the destination.
 On the Rate subpanel, select the Fixed rate option and enter 50m3/hr as the filling rate.
 On the Start Time subpanel, select the Fixed start time option
 Enter Day 7, Hour 0, Minute 0 as start time.
 On the End Time subpanel, select the Fixed end time option
 Enter Day 7, Hour 12, Minute 0 as end time.
 Press OK button to save the action and close the action definition window.
Condition Steps
After all the actions in a sequence are defined, a condition step may be added in the sequencer tool to review a
loading condition at any given time. The Generate Steps command button on the Run tab may be used to launch
the Define Steps window. In this window users may define condition steps with variable intervals. Up to one
thousand conditions may be defined. Condition steps are displayed under the Gantt. Use the mouse to select or
move a condition step.
Figure 87 – Condition Steps Definition Window
Step-by-Step
 Click on the Generate Steps command button on the Condition Steps panel of the Run tab to open the
Define Steps window.
 Select the Automatic option to generate steps automatically based on the step size and a few other user’s
options.
 On the Step Size panel, enter 120 minutes in the textbox to populate a condition step every 2 hours.
 Check the When Action Starts and When Action Ends checkboxes.
 Press OK button to generate condition steps and close the Define Step entry window.
Computing and Viewing Results

After condition steps are defined, loading conditions at specified steps may be computed and added to the
CargoMax condition tree by pressing the Run button on the Run tab. Depending on the number of condition steps,
computation may take several minutes. After the computation is done, the condition results may be viewed on the
advanced sequencer tool. The Results bar displays the results of the selected condition step. The Tools results
table and results plot may also be used to review whether the sequence meets the stability and strength
requirements.
Figure 88 – Viewing Results
Setting the Sequence Clock

The sequence tool has two time definition systems: zero-base time and calendar-base time. In zero-base time the
sequence begins at 0 days, 0 hrs, and 0 mins. In calendar-base time actions commence on any defined date and
time. The tool allows users to switch freely between the two systems.
Setting the Unit and Format

The tool allows users to define units and display formats. Users may choose a different unit and format without
interfering with CargoMax settings. The units and formats can be reset to the default settings by pressing the Reset
Unit button on the Edit tab.
Air Drafts
The Air Draft tool allows you to describe a number of points around the ship that might represent a problem when
air draft is restricted (for instance, when about to sail under a bridge).
Choose Air Drafts from the Tools menu to make use of this option.
Figure 89 - Air Drafts window
To define a number of points such as antennae, cranes etc., simply enter a description and the coordinates of the
point. The air draft (distance of the point from the waterline) is calculated for the current load case and displayed
in the window. This will be updated and the largest air draft will be displayed in the T&S Summary as the loading
condition changes.
In the definition window, you will also be able to define the air draft restriction (for instance, the height of a bridge
over the water). This will be displayed graphically in the displays and used to verify the largest air draft.
Ship Squat
Squat is the sinkage and the change in trim of a ship when moving forward through shallow water, due to the
change in water pressure around the moving vessel. To ensure the safe limits of the vessel speed and the resulting
bottom clearance, it is of paramount importance to observe squat. Squat is influenced by environmental
conditions, such as shallow water, restricted channels, and density layers, and by hull conditions, such as form,
type of propulsion, and hull fittings. The main factor causing an increase in squat, and consequently a decrease in
underwater clearance, is an increase in speed.
It is difficult to calculate the magnitude of squat accurately. However, empirical methods of varying reliability exist
to estimate ship squat. The CargoMax Squat Tool computes the ship squat using the Barrass Squat prediction
formulae. The tool provides information about safe vessel speeds to prevent vessel grounding when operating in
shallow waters in both restricted and unrestricted waterways.
Background Theory
The empirical method introduced by C.B. Barrass is based on validation by full-scale measurements. Maximum
squat can be estimated as:
CB x S 0.81 x V 2.08
Maximum Squat =
20
where CB is a block coefficient, S is the blockage factor, and V is the vessel speed relative to the water, in knots.
The blockage factor may be computed as follows:
Submerged cross section area of ship b x d
Blockage Factor = =
Submerged cross section area of channel BxD
where b and d are the breadth and draft of the ship, respectively, and B and D are width and depth of the channel,
respectively.
If the water is in an unrestricted channel of open shallow water, the effective channel width should be used. It is
computed as follows:
B = (7.7 + 20 (1 − CB )2 )x b
Alternatively, Barrass states that if the ratio between the depth of the channel and vessel draft is between 1.1 and
1.4, then the maximum squat is simply
CB x V 2
Maximum Squat = (for open water conditions)
100
CB x V 2
Maximum Squat = (for confined channel conditions)
50
Using the Ship Squat Tool
Figure 90 - Ship Squat Tool
The tool can be launched from the menu Tools > Ship Squat Entry. The squat plot is displayed on the top left panel.
Water depth is shown vertically while speed is plotted horizontally. The squat curve with respect to water depth
and speed is plotted in red. The ship’s new draft, which includes the computed squat, is shown in green diamond.
The grounding speed is displayed as a red dot, while the under-keel clearance speed limit is shown as a yellow box.
The plot also includes four layers: squat, unrestricted keel clearance, restricted keel clearance, and ground.
Squat layer: the sinkage due to squat
Unrestricted Keel Clearance layer: the safe region above the minimum allowed under-keel clearance but below
the current sinkage
Restricted Keel Clearance layer: the unsafe region below the minimum allowed under-keel clearance but above
the ground or channel bed.
Ground layer: ground or channel bed
The input parameters should be entered from the entry table below the squat plot panel. The required hull
parameters in squat formulae are the block coefficient, CB, and the breadth of the ship, B. Both values are stored
in the CargoMax data file and need not be entered into the tool. The required environmental parameters are the
channel width at the bottom of the channel, W, and water depth, h. The information is entered along with vessel
relative speed from the user interface. The channel width entry is not required if Is Confined Channel entry is set to
No. The ship static draft is taken from the CargoMax computed result. The user may set the desired under-keel
clearance to acquire the maximum speed the vessel can navigate with the set keel clearance.
The top right panel displays the profile or section view. To switch between the views, the user may right-click on
the panel and choose the desired view from the context menu.
The computed results are displayed under the view panel. Keel clearance warnings and the speed at which the
vessel will run aground is also shown. These results are also available as the intact result fields and can be
displayed on the CargoMax results bar. The remaining under-keel clearance may be set as an alarm field.
Step-by-Step
To Access the Ship Squat Entry Window
• Choose menus Tools > Ship Squat Entry.
To Enter Ship Squat
• Enter water depth and ship speed in the entry table below the squat plot.
• If the vessel is navigating in open water, enter N for the question of whether the channel is confined.
Otherwise, enter Y.
• If the channel is confined, enter the channel width.
• Set the minimum allowed under-keel clearance.
Printing Results and Saving Squat Information
• To print the squat results, select the File > Print menu item and select the Ship Squat option.
• The user-entered squat data is saved in the loading condition file.
Crane Tool
The CargoMax crane editor tool allows users to enter crane load information to be used in computing a vessel’s
stability and strength. Users can define a crane operating mode such as single, twin, or spreader; a desired crane
position; and a lifted weight. The editor computes the lifted weight’s moment as well as the crane structure
moment according to the defined arrangement and applies these values to the loading condition.
Using the Crane Tool
The crane editor can be displayed as a CargoMax sub-window. For a typical vessel, a user will find three to five sub-
windows on the CargoMax user interface, such as the result window, the deadweight entry table, profile and plan
views, and the 3D view. The user may replace one of these sub-windows with the crane editor view.
The crane editor has two main panels: a summary panel and panels for cranes in one of the operating modes,
which can be navigated by tabs located at the top of the editor window. If a crane is not in use and is in the OFF
mode, a panel for the crane can be added in the editor. To add a crane panel, press the Add button on any tab on
the crane editor window.
Figure 91 – The crane editor summary panel
A crane panel has five sub-panels. Crane operating mode option can be found on the top middle sub-panel. The
left and right sub-panels are for defining the slew and luff angles of a crane. Several values may be entered in the
load table on the bottom middle sub-panel: the lifted weight and its longitudinal and transverse locations with
reference to the CargoMax reference planes, the crane base, and the ship deck edge. If the user enters the load
position, the editor will compute and display the crane’s slew and luff angles—and vice versa if the user enters the
slew and luff angles. VCG of the load is always assumed at the tip of the crane. Between the top and bottom sub-
panels, there is a collapsible sub-panel to select a crane. Clicking on a plan view of a different crane on this sub-
panel will replace the current crane panel with the new one.
Crane operating
Slew angle sub- mode sub-panel
panel
Luff angle sub-
panel
Collapsible sub-
panel
Load table
Figure 92 – A crane panel
Depending on a crane’s functionality, its operating mode can be one of those listed in the following table:
No Panel A crane will be in an OFF mode if the crane is not
assigned to an operating mode panel.
Single crane mode is the default operating mode. The

green LED shows the crane is in use. To set a crane to
an Off mode, press the Clear button.
Depending on the crane design, a crane may be set to

a twin operating mode. To use a crane in twin mode,
its slave crane must not be in an operating mode and
must be assigned to a different panel in the crane
editor. If this is the case, the slave crane must first be
set to the OFF mode. The crane used on the viewing
panel is the master crane. If a slave crane is available,
a blue button representing it will appear above or
below the master crane button. Click the slave crane
button to set the crane to twin mode. Click the slave
crane button again to set the slave crane to the OFF
Slave crane button mode and the master crane to the single operating
mode.
If spreader data is available in the CargoMax data file
for the selected crane, the crane can be set to the
spreader mode. Click the spreader blue button to put
the crane in spreader mode. Press the button again to
unselect spreader mode and put the crane back to
single mode.
The slew angle of a crane in the operating mode can be entered in several ways. Double clicking the mouse on the
slew angle display will bring up a text box window from which the angle value can be entered. The slew angle is
displayed relative to port or starboard, depending on the position of the horizontal slider, which sets the direction
of the angle. Furthermore, the knob may be used to rotate the crane quickly, and the left and right buttons may be
used to enter the angle digitally with degree precision.
Similarly, the crane luff angle may be updated by typing in the popup text box, by adjusting the vertical slider, or by
clicking on the up or down button. If the angle is within the operational range, green LEDs are displayed on the luff
sub-panel. If the crane angle reaches a maximum or a minimum, a red LED will be displayed.
Maximum limit
indicator LED
Figure 93 – Luff angle sub-panel and text box entry

If a crane is set to one of the operating modes, a graphical display of it is shown on all graphical views except the
section cut view. The crane display can be customized. Clicking the Edit Options… button on a crane editor panel
will bring up the Configure Crane Options window, where there are options to turn off the crane graphical display
and crane limit and outreach displays.
Figure 94 – Customizing crane display from the Configure crane Options window
Step-by-Step
To Access the Crane Editor Window
• To display the crane editor as a CargoMax sub-window, select one of the windows and click on the
plus (+) button on the top right corner of the window.
Figure 95 – displaying the crane editor as a CargoMax sub-window
• Select the Crane Editor menu item from the popup menu list.
To Enter Crane Information
• To add a crane operating panel, press the Add button on any panel on the crane editor window. The
newly added crane will be set up in single lifting mode
• On the slew sub-panel, rotate the knob to set the slew angle
• On the luff sub-panel, slide the vertical slider to set the luff angle
• Enter the lifted weight in the crane load entry table
Review Results
• On the crane editor window, click on the Summary tab to view the crane CGs and moments
• On the result window, click on the Weight Summary tab to view the total crane load
Hydrostatic Calculator Tool

This tool can be used to look up hydrostatic values in the hydrostatic table in the CargoMax data file. It interpolates
the hydrostatic characteristics from user-entered values. The user enters specific gravity of the sea and trim at
perpendiculars and one of the following: MS draft, displacement, or deadweight, from which the other two are
interpolated. Users may enter any draft, trim, gravity, or displacement independent of the current loading
condition, and the values entered in the calculator are not applied to the loading condition. The calculator may
also be used to find the corresponding displacement value at a specific draft and trim or vice versa. Similar to the
Trim and Stability Summary, notes are provided to indicate whether the values are extrapolated or obtained from
the trimmed tables and whether the drafts are computed from baseline or from the keel. The tool may also be
launched from the menu Tools > Hydrostatic Calculator.
Figure 96 – Hydrostatic Calculator Tool window
Damage Stability
The information in this section deals with the damage stability calculation options. Discussions of the calculation
steps and assumptions are included, as well as discussions of the theory of damaged stability remedial action.
Damage Stability Calculations

Note that the damage stability calculations described in the following are only to be used for emergency
assessment and support. Although damage stability criteria might be displayed in the results, these are only given
as guidance to assess the seriousness of the damage in question. In no circumstance, the damage stability
calculations performed according to the following can be considered as proof to compliance with any damage
stability regulation.
Selection of Damaged Compartments

To run damage stability calculations based on the current ship loading configuration, you will need to define which
spaces should be considered as damaged, i.e. liable to flooding. To do this, you can select them in the Deadweight
Entry Tables or the graphical views and then choose Damage Selected Items from the Damage menu or Damage
Space(s) and Switch to Damage Analysis from the context sensitive menu. The damaged tanks and compartments
will be hatched in red and the floodwater level displayed in blue. All results calculated will now refer to the
damage condition defined.
Note that you can select multiple compartments from the Plan/Profile view and damage multiple compartments,
clicking on them with the right mouse button while holding the Ctrl or Shift button. In addition, you can select a
group of spaces to be damaged by dragging a window over them. Dragging a window from left to right only selects
the spaces that are in the window. Dragging a window from right to left selects all the compartments that are
“touched” by the window. This is a convenient way to define a damage if the damage opening extents are known.
Figure 97 - Damaging multiple spaces by selecting them and right-clicking on the Plan/Profile window
Calculations
Standard Equilibrium Damage Conditions

If the software is set to update calculations automatically (Auto Calc Option is ON), then damaging any space will
trigger CargoMax to read the detailed hull and compartment data and perform the damage calculations. The initial
condition of the ship is based on the current loading case for the ship. For tanks which initially contain liquid and
are damaged, CargoMax will assume as a default that the entire tank is emptied into the sea and filled with sea
water until equilibrium is reached (floodwater free surface at the same level as sea water plane). The residual
stability curve (GZ) will then be calculated maintaining the floodwater at the same level as the sea, thus adjusting
floodwater quantity and ship’s trim as the ship is heeled over.
Non-Standard Damage Conditions

The above behavior describes larger damages to the ship’s side. It does not describe well other damage scenarios
like small damages (slow flooding) or damages to the ship’s bottom which do not allow low density liquid cargo to
outflow completely. In order to describe these sorts of damages, the damage settings can be changed using the
Damage tab in the Deadweight Entry Tables that appears as soon as a damaged space is selected. These options
are described in the following:
- Damage Opt (Free Flood, Flood Percent, Pressurize): This damage option changes the way the flooding is
calculated. The default is Free Flood (described above).
If one wishes to assess slow flooding or/and the amount of floodwater in the damage space can be
estimated, Flood Percent should be used. Flood Percent allows the user to define a certain quantity of
floodwater in a given compartment through the “Dam %Full” column. This quantity of flooding is then
kept constant in the assessment of the ship’s stability (residual GZ curve).
If one wishes to assess the effect of pressurizing a damaged tank, then Pressurize will apply the under- or
over-pressure defined in the “Pressure” column to the flooding and remaining cargo. This will have the
effect of lowering or raising the level of flooding below or above the sea waterline, thus affecting outflow
as well as stability. Under-pressurizing tanks is a counter-measure normally applied by salvage societies
to limit outflow. Over-pressurizing a tank is instead used to limit flooding.
- Outflow Opt (All, Hydro Balance): This option changes the way the outflow is calculated. The default is All
(described above).
If one wishes to assess outflow from bottom damage, then “Hydro Balance” should be selected. This
option assumes that the opening is at the bottom of the damaged tank and takes into account the
differences in density between the initial tank content and the sea water. The result is that the content of
the damaged tank will be a layer of lower density liquid at the top, over sea water.
- Outflow is Oil? (Yes, No): This option is used to track oil outflow. Only outflow from damaged tanks
marked “Yes” will be included in the Oil Outflow results. In most cases, the correct setting is selected
automatically from the ship model. Nevertheless, the user can change these settings for a variety of
reasons, such as tracking separately different types of cargo. In all cases, it is always worth checking that
these settings are correct before relying on the Oil Outflow results.
The Weight column is used to alter the weight of the content initially present in the damage space before damage
occurred. The remaining three columns in the Damage tab display the calculated outflow, floodwater and net
weight remaining (initial weight minus outflow plus flooding) in the damaged space.
Intermediate Phases of Flooding

In addition to the Flood Percent option, CargoMax offers another method to simulate and assess slow flooding in a
damage compartment. Slow flooding is commonly assessed through the use of intermediate phases. Phases
represent the damaged ship as it floods, with increasing levels of flooding from the initial condition to the final
equilibrium. Different classification societies employ different methods to generate these phases. The method
implemented in CargoMax generates intermediate volumes and weights of floodwater and remaining contents as
a percentage of the difference between their final quantities at equilibrium, and their initial quantities.
Intermediate flooding can be accessed in CargoMax through the Run Intermediate Flooding Analysis (Phases)
option in the Damage menu. Note that the intermediate flooding can only be run after having specified at least
one damage space. Each damaged space is treated independently of the others, thus intermediate phases will
show several separate free surfaces. This might be significant in terms of residual stability of ships with several
watertight decks such as general cargo, RORO’s and passenger vessels.
When intermediate phases are selected, the program will ask what number of phases you wish to generate. Once
this is defined, CargoMax will generate and display a tree of conditions on the top right part of the main window,
above the Results Bar. In order to display/print any of the intermediate phases, it is sufficient to click on any of the
branches of this tree. Note that, once they are generated, it is not possible to modify any of the intermediate
phases. This tree can be cleared using the Remove All Damage Analysis Conditions from the Damage menu.
Figure 98 – Intermediate Flooding Tree
Progressive Flooding
In addition to slow flooding in a damage compartment, it might be important to assess progressive flooding
through the ship. Progressive flooding is defined as flooding of undamaged spaces through connections and
downflooding points that might put these spaces in communication with flooded compartments and/or the sea.
Examples of such connections and downflooding points are vents, louvers, open doors and hatches etc.
In order to assess progressive flooding, you do not necessarily need to have defined any damaged space. In fact, in
some loading condition the status of doors and vents can be such that flooding can get started through an intact
compartment. To access progressive flooding in CargoMax use the Run Progressive Damage Analysis (Stages)
option in the Damage menu.
Note that the results of the progressive flooding algorithm depend heavily on the status (Open/Closed) of all
connections. When you select the Run Progressive Damage Analysis (Stages) option, the program will display a
window asking the user to check or define the status of all connections. In some ships, the status of some of these
connections might be monitored by an automated gauging system connected to CargoMax. However, you can
check and change the status of each connection pressing the View/Edit Connections soft button in the Progressive
Damage Analysis window or selecting View/Edit Flooding Connections (WT Doors, Etc.) in the Damage menu.
Figure 99 - Progressive Damage Analysis window
Once the status of the connections is defined/checked, you will have to make a judgment on whether or not the
flooding might progress particularly slowly. This option (which, in most cases, you might not need to use) changes
the way flooding is progressed through the ship, flooding the connected compartments one at a time starting with
the lowest open connection, instead of flooding several connected compartments at once.
Once the settings have been chosen, pressing the OK soft button will trigger the generation of a tree of conditions
each representing a progressive stage, from the initial condition, to a final equilibrium or the loss of the ship. In
order to display/print any of the progressive stages, it is sufficient to click on any of the branches of this tree. Note
that, once they are generated, it is not possible to modify any of the stages. This tree can be cleared using the
Remove All Damage Analysis Conditions from the Damage menu.
Figure 100 - Progressive Flooding Tree
Displaying Damage Stability Results

When damage stability calculations are complete, the Graphical Results will update as well. All flooded
compartments will be hatched in red and the level of flooding shown in blue.
Figure 101 - Plan/Profile Window Displaying Damage
To see the additional information from the damage analysis, additional tabs will be displayed in the Results
window.
Printing Damage Stability Results

To print the damage stability reports, select the Print… button from the File menu. There will be two new print
reports available: Flooding Summary and Damage Summary. The report includes a list of breached compartments,
a summary of all flooding options applied as well as a summary of the weight change (floodwater and outflow) in
each flooded space.
Saving Damaging Stability Case

The damage condition may be saved to a disk file by choosing Save Load Condition from the File menu (this saves
a .LC2 file containing all damage details, including connection status and flooding stages and phases). This will
allow the user to record and quickly recall a damage scenario. To reload the saved file, choose File/Open Loading
Condition and select the desired file.
Notes On Damage Stability

The following sections are provided as a general discussion of ship stability in both the intact and damaged
condition. Because decisions regarding the residual stability of a vessel after damage are so important, and
because flooding can sometimes have unexpected results, it is essential that the user be familiar with the methods
used by CargoMax and the meaning of the calculated results.
These notes are intended to provide an overview of ship stability: what it is, how it is measured and evaluated,
what effects damage/flooding may have on stability, and what information is provided by CargoMax to evaluate
stability.
The following addresses transverse stability almost exclusively because it is usually more critical in determining
capsize and survivability. However, it should be noted that longitudinal stability is also significant (as manifested in
trim and moment to trim) and should be monitored carefully.
Ship Stability
There are two broad categories of ship stability; positive and negative stability. Positive stability is characterized
by the tendency of a ship to develop a buoyant force which counteracts an applied heeling moment. This heeling
moment could be caused by waves, wind asymmetric loading, tow or mooring lines, etc., or any combination of
these factors. Whatever the load, if the ship has positive stability, the hull form will provide a buoyant force which
will work to decrease the angle of heel as the load is applied.
In a ship which has negative stability, there is no buoyant force which develops to counteract even the slightest
transverse heeling moment. Therefore, the ship heels to greater and greater angles and may capsize.
A positive of equilibrium is reached when the heeling moment and the buoyant moment provided by the hull are
equal. This can occur in the upright (zero heel) condition if both the load and hull are symmetric or at some non-
zero heel angle. The “equilibrium” can be associated with either positive stability or negative stability
characteristics. For intact ships (with TCG=0), positive stability equilibrium occurs in the upright condition: an
applied heeling moment will result in a buoyant force which tends to bring the vessel back to the upright
condition. Negative equilibrium, while theoretically possible for symmetrically flooded ships at zero degrees heels,
for instance, is never realized in practice because of the constant presence of wave or wind heeling loads. In these
cases, the vessel will heel until it finds a position of stable equilibrium and/or capsizes.
All stability calculations, whether for intact or damaged hulls, whether simplified or based on detailed hull
integration, are carried out to identify the positive and negative stability conditions of the ship. Some of the
calculations provide information on positive/negative stability over the full range of heel angles and can be used to
assess stability in waves and other real environmental conditions.
Two of the most widely used and easily calculated parameters describing transverse stability are GMt and GZ. The
GMt is defined as the difference in height between the vertical center of gravity and the metacenter. In commonly
used notation this can be represented by the equation:
GMt = KMt – KG = (KB + BMt) – KG
The GMt is useful for upright or zero heel conditions. If GMt is positive, the metacenter is above the vertical center
of gravity and the ship initially has positive stable equilibrium. The magnitude of the positive GM t required to
provide a measure of safety for various loading and sea conditions is recommended by the regulatory bodies.
The GZ provides a more complete picture of ship stability because it directly represents the righting moment
available at a given heel angle. As shown in the figure below, the GZ is the moment arm between the line of action
of the center of gravity and the center of buoyancy. The force in both cases is the displacement of the vessel. This
moment arm changes with heel angle because the center of buoyancy will shift as the shape of the immersed hull
changes. The moment defined by this moment arm and the displacement is what is available to counteract any
applied heeling moment (wind, wave, off center load, etc.).
Figure 102 - Free body diagram of assumptions
Curves of righting arm (GZ) versus heel angle are typically calculated for a full range of intact displacements. Then,
for a particular loading condition, the GZ values can be interpolated at the correct displacement and provide a
complete picture of the ship stability. A typical GZ curve is illustrated as curve (a) in the section below.
Several other aspects of ship loading affect the GZ curve (and GM t). These include the height and transverse
location of the center of gravity (KG and TCG), and the free surface of liquids on board. These effects can be
summarized with the following general rules:
 Increasing the free surface will decrease the corrected GMt and decrease the GZ.
 Increasing the KG will decrease the GMt and decrease the GZ.
 Increasing the TCG will create a shipboard heeling moment which will decrease the GZ for heel to the size
of the TCG and increase the GZ for heel in the opposite direction.
The stability information which can be inferred from the final GZ curve is discussed in the following section where
damage is considered.
Damage, Flooding, and Effects on Stability

In CargoMax, the user may specify any combination of compartments which are to be considered damaged and
open to free communication with the sea. Once all the compartments have been selected, CargoMax begins very
detailed calculations on the hull and compartments to determine the GZ curve of the damaged hull. This GZ curve
accurately represents the stability characteristics at all heel angles and can be used to evaluate survival
capabilities.
The important aspects of the calculations performed by CargoMax are outlined below. These calculations are
presented sequentially, as they are carried out by CargoMax.
1. The damage calculations begin with the intact loading condition entered in CargoMax.
2. If breached compartments include tanks which contain liquid, consider some or all of this liquid to flow
out of the hull. Adjust the displacement and center of gravity of the vessel by this lost weight.
3. For each heel angle used to define the GZ curve, calculate the volume of each breached compartment up
to the waterline. Apply the compartment permeability and density of salt water to arrive at a total added
weight of flooded water. Adjust the vessel CG, displacement, and waterline (for sinkage/trim). Repeat the
calculation of flooded water, added weight, and new waterline until equilibrium is established. If Percent
Flooding or Pressurize options are selected, the level of floodwater will be calculated taking into account
the additional conditions.
4. At the new waterline (defined by sinkage and trim due to added weight and the heel angle of interest),
calculate the stability characteristics. (These include GMt and GZ)
5. When calculating GMt and GZ in the damaged condition, adjust for the free surface of intact liquids, lost
waterplane and surface permeability of breached compartments, and vessel CG.
6. Once the GZ has been calculated at the full range of heel angles, determine the equilibrium heel angle as
described below. At this equilibrium condition, calculate the drafts, and strength characteristics.
The shape and magnitude of the GZ curve, whether calculated for the intact or damaged hull, provides very useful
information on the stability characteristics of the hull. These are exemplified by the curves shown below.
Figure 103 - Shape and magnitude of the GZ curves for damage and intact hulls
Under normal circumstances the GZ curve for a ship with positive, stable equilibrium appears like that shown in
(a). From this curve, the righting arm (GZ) for this particular loading/damage condition can be read at any heel
angle. The corresponding righting moment at that heel angle is then the GZ multiplied by the displacement. This is
the moment which will counteract an applied heeling moment from wind, waves, off-center loads, etc.
As mentioned previously, an equilibrium condition exists when the righting moment and externally applied heeling
moment are equal. In curve (a), no heeling moment is acting. Equilibrium occurs in the upright position Θ1 (at 0
degrees where GZ=0). At Θ1 the equilibrium exhibits positive stability characteristics because a slight increase in
heel will result in a positive righting arm which will work to reduce the heel angle. In the case of Θ2, however, a
slight increase in heel angle will result in a negative righting arm. When pushed past Θ2 the ship will capsize.
The GZ curve shown in (b) is representative of a ship which has experienced extensive damage to compartments
which are symmetrical about the ship's centerline. The GZ curve has three apparent equilibrium positions (heel
angles where the righting moment equals the heeling moment). With no applied heeling moment, the ship could
rest in equilibrium at these locations. However, these equilibrium positions are not stable. Specifically,
1. At 0 degrees, the negative GMt result in a negative righting arm at even the slightest non-zero heel.
Therefore, if the vessel is disturbed from a perfectly upright condition, it will roll to heel angle Θ 1. This is
known as the angle of ‘loll’.
2. At Θ1, the angle of ‘loll’, the ship will develop a positive righting arm if heeled to larger angles. Therefore,
the vessel is positively stable for heeling moments which tend to increase the heel angle. However, if a
heeling moment is applied from the opposite side which tends to decrease the heel angle, the ship will
lose it positive righting arm and roll back through the upright condition to the angle of ‘loll’ on the
opposite side.
3. As described for the curve in (a), the vessel will capsize if it heels beyond Θ 2.
Curves (c) and (d) are typical of ships which have experienced asymmetrical damage (i.e. damage to wing tanks).
For curves (c) and (d) there is a heeling moment applied (from the non-zero TCG) which causes the equilibrium at
Θ1 to be positively stable. Increases in heel angle will be resisted by positive righting arms; decreases in heel angle
will be resisted by the heeling moment.
In addition to identifying positions of possible equilibrium, the GZ curve can be used to evaluate how much reserve
stability the ship has available to resist unsteady (dynamic) heeling moments such as waves, wind gusts, weight
movements, etc. The reserve stability is indicated by the area under the GZ curve. This area corresponds to the
righting energy available to resist heeling moments beyond the equilibrium position. The magnitude of the
maximum GZ, the heel angle at which the maximum GZ is developed (Θ GZmax), and the range of positive GZ are
directly related to the area under the curve and can be used to compare different curves.
As an example of how to qualitatively evaluate reserve stability, consider again curve (b). In this case, the ship has
an initial GMt which is negative, and the ship will flop back and forth between the angles of loll. This is in and of
itself may not indicate that the ship is critically unstable. If the range of positive stability beyond the angle of loll,
Θ1, is greater than, say, 20 degrees, the maximum GZ is sufficiently large, and ΘGZmax is located near the middle of
the positive range, then the ship may have good survival capability.
Considering curves (c) and (d), both curves may have the same equilibrium heel angle, range of positive stability,
and represent the same GMt. However, the curve (d) exhibits considerably less area under the curve (a low
maximum GZ) and a relatively small additional heeling force will result in capsizing.
Remedial Action (Damage Countermeasures/Salvage)

When a damage situation is being evaluated and countermeasures are being considered, there are numerous
factors which must be considered. These include the stability characteristics as discussed above, the available
options to move cargo, ballast and other liquids, the residual strength in the hull, and changing environmental
conditions which may require more or less reserve stability. If flooding is not yet complete, then intermediate
stages of flooding and points which allow progressive downflooding must also be considered.
The following paragraphs discuss some of the common measures taken to improve damage stability after the
initial flooding has taken place. They are presented in a general form because each situation will be unique.
However, this discussion does attempt to draw together some of the concepts and issues raised in previous
sections.
Counter Flooding
Counter flooding (or cross flooding) is an option which may be available in some cases but must be used with care
and only if the intermediate stages of cross flooding do not place the stability at risk. It is used most often to
reduce the equilibrium heel angle, and hopefully increase the GZ values and range of positive GZ. However, during
the cross flooding process, an additional free surface is created which can significantly decrease the available
stability. In addition, the ship will sink/trim with the additional flooded volume. If this brings a portion of the deck
under water, the stability can also be significantly reduced.
If the ship has a negative upright GMt and an angle of loll (see curve (b)) cross flooding may reduce the equilibrium
heel on one side. However, if a negative GMt still persists after or during the cross flooding, the ship may 'flop' to
the other side and the cross flooding could actually increase the equilibrium heel on that side.
Ballast/De-Ballast
Selective use of ballast movement may be an effective way of quickly compensating for flooded compartments. As
well as using it to offset asymmetric flooding (as with cross flooding) it can be used to adjust trim, draft, and
bending moment.
The same cautions about free surface apply here as for any liquid movement. During the intermediate stages of
ballast transfer, free surfaces could be introduced which might jeopardize a damaged vessel with marginal
stability.
When considering ballast movement, remember to always try to reduce vessel VCG (to increase GM t and GZ) and
avoid openings submergence. The VCG can be decreased by ballasting low, deballasting high, and reducing free
surface (topping off or stripping tanks). Decreasing the draft/trim moves the deck edge farther away from sea
level. This will provide more residual stability at the higher heel angles. A combination of these steps could vastly
improve the condition shown by curve (d).
Move Liquids or Cargo

The guidelines for liquid and cargo movement follow those outlined above for ballast. In most cases however,
removal of liquids such as fuel oil is difficult at sea. Sea conditions and geographic location may inhibit such action.
Monitor Free Surface Carefully

Just to emphasize what is mentioned above about free surface, it is repeated here. Free surface must be
monitored and accounted for in all damage countermeasures which are considered. Large free surfaces can quickly
develop in hold and double bottom tanks, which will have a serious impact on stability and survivability.
Monitor Longitudinal Strength

Movement of ballast, other liquids, and cargo will result in changes to the shear forces and bending moments
which stress the main hull girder. Longitudinal strength should be monitored to prevent excessive loading of the
ship's hull.
Using CargoMax
It is possible to use CargoMax to help evaluate countermeasures. To do this, it is necessary to move ballast, fuel,
cargo, and/or miscellaneous weights in the Deadweight Entry Tables. A new equilibrium condition will be
calculated, which will represent the ship after the specified countermeasure is completed.
Factors Influencing Survivability

There are no specific criteria which will assure survivability, since the survival of the damaged ship depends on
many environmental and operational considerations. Vessel loss may occur due to capsizing, progressive
downflooding leading to sinking, or catastrophic structural failure.
Capsizing
As previously explained, capsizing occurs when the vessel heels beyond the positive range of the GZ curve. A
damaged vessel would capsize if the heeling moment due to wind and waves exceeded the available righting
energy. When the range of positive GZ is small and/or the maximum GZ is less than 0.1 meter, the vessel has
marginal righting energy and is subject to capsize in a seaway.
Progressive Downflooding
If the vessel sinks, heels, and trims to the point where potential downflooding points such as tank overflows are
immersed, undamaged spaces will flood. This may lead to progressive flooding of additional compartments and
loss of the vessel. Corrective measures to reduce trim and heel after damage may be necessary to keep
undamaged compartments from flooding but might not be sufficient.
Structural Failure
The combined effects of the loss in structural integrity due to the damage plus the impact of flooded water on hull
girder loading could result in structural failure. Longitudinal strength should be evaluated when remedial action is
considered.
Grounding
One of the innovations introduced in CargoMax 2.1 is the capability of analyzing the status of a grounded ship.
Grounding can be defined both for the intact and the damaged ship. In both cases, all calculations will be
performed using the ship hull offsets, not the hydrostatic tables.
Grounding can be defined in a number of ways but the form provided in CargoMax 2.1 offers four main types of
grounding: one pinnacle, two pinnacles, a simple shelf and a multiple pinnacle shelf. Each of these grounding
types can be initially defined either by entering the ship’s observed drafts or the geometry (location and depth) of
the ground under the ship.
Note: It is very important to understand that once the ground has been defined by drafts, it is converted by the
program to a set of pinnacles, the location of which will not change when subsequently altering the ship’s status
(add/subtract weights, damage tanks etc.) unless the ground is re-defined with the damage entry form. This
behavior allows the analysis of a number of possible remedial actions once the initial ground scenario has been
established.
The main grounding results are the Total Reaction force (total force applied by the ground on the ship’s bottom),
its location and the Force to Free (tug pull needed to free the ship – a function of the Total Reaction and the type
of ground – Rock, Coral, Sand, Mud). In addition to these, the program also provides details on the load on each
pinnacle defined. Finally, the program will take the ground reaction into account when calculating all standard
results. Of these, it is worth highlighting shear force and bending moment.
Shear force and bending moment are heavily affected by the ground reaction. Unless the grounding happened on
an actual pinnacle with no breach or large local distortion of the ship’s structures, the ground reaction will be
distributed on the whole surface of the ship’s bottom in contact with the ground. In this case, it is imperative that
a reasonably good description of the ground geometry is given in order to estimate the shear force and bending
moment affecting the ship with sufficient accuracy.
The grounding window can be started by selecting Define Grounding… from the Grounding menu. The Remove
Ground option in the same menu simply eliminates all ground defined previously.
Defining the Ground

Single Pinnacle
Single pinnacle grounding is simulated assuming a single incompressible pinnacle. This type of grounding offers an
immediate assessment of the reaction force and its location but presents some serious shortcomings whenever
the geometry of the ground under the ship is significantly different from that of an isolated rock.
There are three elements that one should bear in mind when assuming a single pinnacle:
1. The total reaction force will be concentrated in a single location, producing a very abrupt variation in
shear force and significant bending moment: this will be a big overestimation of these quantities if the
ground is actually closer to a shelf
2. Any variation of loading or damage condition subsequent to the definition of the ground will make the
ship pivot around the pinnacle: this will be unrealistic if the ground is actually closer to a shelf
3. The assumption that the pinnacle is incompressible means that no soft grounds (mud, sand) can be
modeled with this method
Defining a single pinnacle ground by drafts is very simple. In the grounding form, choose “One Pinnacle” in Ground
Type, select a ground type and “Observed Drafts” in for the Define Ground Using section, then enter the ship’s
drafts in the form, in the same way as it is done for the Observed Draft Entry tool and press Apply.
Figure 104 - Grounding Definition – single pinnacle by drafts
Defining a single pinnacle ground directly is just as simple. In the form, choose “One Pinnacle” in Ground Type,
select a ground type and “Ground Location and Water Depths” in the Define Ground Using option. You will then
need to enter the longitudinal (LCR) and transversal (TCR) location of the pinnacle and the water depth at that
location. Press Apply to force the program to calculate the results and Close to close the window.
Figure 105 - Grounding Definition – single pinnacle by ground
Two Pinnacles
Simple pinnacle grounding can be made to keep the ship’s trim constant with subsequent variations of loading
or/and damage definition assuming two pinnacles instead of one. In this case, the total reaction force will be
distributed between the two pinnacles which are still assumed incompressible. Note that the ship will still be
allowed to rotate around the line passing through these two pinnacles, until either pinnacle is not loaded any
longer. This way, if the two pinnacles have the same transversal location, the ship’s trim will stay nearly constant
while her heel will vary. Also note that the longitudinal location of the two pinnacles will have to be on either side
of the longitudinal location of the total reaction force.
This type of grounding offers a limited improvement on the single pinnacle grounding and most of the limitations
already mentioned for the single pinnacle grounding also apply in this case.
Figure 106 – Grounding Definition – two pinnacles by drafts

To define a two pinnacle ground by drafts choose “Two Pinnacles” in Ground Type, select a ground type and
“Observed Drafts” in the Define Ground Using options, then enter the ship’s drafts in the form, in the same way as
it is done for the Observed Draft Entry tool. In addition, you will have to enter the longitudinal location of each
pinnacle (Rock 1 and Rock 2). To complete, press Apply.
Note that this type of entry will automatically set the transversal location of the two pinnacles to be the same.
Defining a two pinnacle ground directly is done by entering the longitudinal (LCR) and transversal (TCR) location of
each pinnacle and the water depth at those locations in the ground definition, after having chosen “Two Pinnacles”
in Ground Type, selected a ground type and “Ground Locations and Water Depths” in the Define Ground Using
options.
Note that this entry mode allows you to enter water depth and two different transversal locations for the two
pinnacles. This will define an axis of rotation which is not parallel to the ship’s plane of symmetry and variation of
both trim and heel will have to be expected and the loading or damage definition is changed after the ground has
been defined
Figure 107 – Grounding Definition – two pinnacles by ground
Simple Shelf
To define a simple shelf, select “Simple Shelf” in Ground Type, then select a ground type. If you want to define a
simple shelf from the ship drafts, choose “Observed Drafts”, then enter the ship’s drafts in the same way as it is
done for the Observed Draft Entry tool. In addition to this information, you will have to define the shelf bounds.
Note that if the ship has a rise of bottom, the number of pinnacles along the transversal axis should be such that
one of them will lie under the ship’s keel.
Figure 108 – Grounding Definition – simple shelf by drafts
Defining a shelf, using a “Ground Location and Water Depths” implies the following:
1. Choose a point where the water depth can be measured and enter its location and the value of depth in
“Water Depth”
2. Choose the longitudinal and transversal bounds of the shelf and enter them in “Ends of Shelf”
3. Enter the shelf slope in degrees
Once the above data is entered, you will have to define the ground stiffness and number of pinnacles before
pressing Apply.
Figure 109 – Grounding Definition – simple shelf by ground
Multiple Pinnacle Shelf

CargoMax 2.1 allows you to define a realistic ground with an array of pliable pinnacles. You can picture this
roughly as a carpet of springs. This method offers many advantages although at the expense of computation time.
It is therefore important not to define an excessive number of pinnacles in order to keep run time reasonable.
Amongst the advantages of this method, we can mention:
1. The total reaction force will be distributed over all the portion of ground in touch with the hull, thus
producing no abrupt variation in shear force and significant bending moment if a sufficient number of
pinnacles is defined
2. The pinnacle field is a rectangular plane and its bounds can be set arbitrarily. Moreover, its longitudinal
and transversal slope can be varied as well as the stiffness of the pliable pinnacles that are distributed
over it, thus giving the user full flexibility to define a great variety of grounds, from sand bottoms, to coral
shelves extending only for part of the ship’s bottom, to isolated rocks.
3. Any variation of loading or damage condition subsequent to the definition of the ground will make the
ship compress or unload the pinnacles under it, thus giving a more realistic estimate of the attitude it will
get following a remedial action.
It should be noted that in some cases this type of calculation might not converge to a usable solution. In cases like
this, CargoMax will prompt an error (also recorded in the error Log) and the user will have to revise the entry
values used to correct the situation.
Figure 110 – Grounding Definition – shelf (multi-pinnacle) by drafts
To define a multiple pinnacle shelf, select “Multiple Pinnacle Shelf” in Ground Type, then select a ground type. If
you want to define a shelf from the ship drafts, choose “Observed Drafts”, then enter the ship’s drafts in the same
way as it is done for the Observed Draft Entry tool. In addition to this information, you will have to define the shelf
bounds, its Ground Stiffness and the number of pinnacles to be distributed in each direction. Note that if the ship
has a rise of bottom, the number of pinnacles along the transversal axis should be such that one of them will lie
under the ship’s keel.
Figure 111 – Grounding Definition – shelf (multi-pinnacle) by ground
Defining a shelf, using “Ground Location and Water Depths” implies the following:
4. Choose a point where the water depth can be measured and enter its location and the value of depth in
“Water Depth”
5. Choose the longitudinal and transversal bounds of the shelf and enter them in “Bounds”
6. Enter the shelf slope in degrees or meters bearing in mind that positive meters represent the increase of
depth of the shelf progressing from the aft to the forward bound (positive or forward angle) and the
increase of depth of the shelf progressing from the starboard to the port bound (positive or starboard
angle)
Once the above data is entered, you will have to define the ground stiffness and number of pinnacles before
pressing Apply.
Remedial Actions
There are a number of remedial actions that can be carried out to free a grounded ship. Some of these are not
immediately available to a ship’s crew (dredging the ground around the ship, is one of these) and will therefore not
be discussed here. The rest, fall broadly under three categories: lightening the ship, trimming the ship and using
tugs.
Once the ground has been defined, the user should first look at the values of the total reaction force and the force
to free. The force to free represents the tow needed to shift the ship from her current location against the ground
friction. Unless the force to free is very low, the number and size of tugs needed to free the ship will be generally
unrealistic. The main task of the crew will therefore be that of altering the ship’s loading condition in a way that
the ship can either be refloated or lightened enough to allow tugs action.
Most of the actions available to the ship without the assistance of barges to unload her cargo will consist in
shedding ballast to reduce the ship’s displacement – and thus the total reaction force – or shifting cargo and
ballast in a way that trim and heel can be used to free the parts of the ship bottom in contact with the ground.
Note that the successfulness of this second option depends greatly on the ground geometry. For instance,
trimming by the stern a ship which grounded on a coral reef that only extends for part of her bow might well prove
successful (assuming no damage/flooding). The same will prove useless in alleviating the condition of a ship
stranded on a sand bank that extends for much of her flat of bottom.
One element that must always be kept in mind is the effect that remedial actions might have on the ship
structures. Once a grounding scenario has been defined, the user should check the ship strength results to verify
that the vessel is not in immediate danger of structural failure. In general, a first estimate of this can be obtained
by looking at the % allowables values of shear force and bending moments compared to the In Harbor allowable
limits. If these are significantly above 100%, structural strength should be treated as a major concern. Similar
checks on ship strength should be carried out for any remedial action before this is proposed as a valid option.
Tools for Tankers
Overview
CargoMax 2.1 provides a set of calculation tools for tanker vessels that can be found both in the Tools and Damage
menus. These tools can be used to help in vessel operations as well as emergency response aids. The calculation
tools listed in the Tools menu are Loading/Discharge Rate Monitor and ROB/OBQ Report wizard.
Through the Damage menu, the user can access a number of sophisticated tools to assess damage conditions from
a regulatory and an emergency response point of view, including the Direct Calculation of Required GMt according
to tanker regulations, as well as the standard equilibrium damage analysis, Intermediate (Phases) and Progressive
(Stages) flooding analysis.
CargoMax Loading/Discharge Rate Calculation Tool
Overview
The CargoMax Loading/Discharge Rate Monitor was designed to simplify loading/discharge rate calculations, give
estimates on time for completion of the transfers, and give the user a simple tank schematic displaying the
relevant information. The tool takes the information from the main CargoMax weight entry window, and can be
used with manual entry, or with on-line gauging values.
The basic steps for using the tool are:
1. Tank values (ullage/volume) are updated in CargoMax weight entry.
2. Target values (transfer amount/ullage/volume/percent full) are entered for a given tank.
3. Tank values in CargoMax are updated over time (either manually or through the online gauging interface),
which updates the calculated loading rates.
4. Estimated time of completion to reach target is calculated, based on the rate.
General Operation
The rate calculation tool can be started in CargoMax from the Tools menu, by selecting the Load/Discharge Rate
Monitor option. This will bring up a screen, similar to that shown below:
Herbert-ABS Software Solutions LLC -125- Tools for Tankers

Figure 112 – CargoMax Rate Table View
The main feature is the grid that displays all of the information, and allows user entry of the start points and
targets. The tabs above the grid change the tanks listed in the grid, based on either group or cargo type. The
columns displayed can be changed by choosing the Select Columns for List View from the Tools menu. The View
menu gives settings to view Tanks By Cargo Type, Tanks by Tank Group, or All Tanks with Targets Defined.
Choosing these options will change the grouping of the tanks in the tabs on the grid. Tanks by Tank Group will
display the tanks in the same groups as the deadweight entry window in CargoMax (by type of tank). Tanks By
Cargo Type will display the tanks based on the selected cargo type for the tank. All Tanks with Targets Defined
will display only one tab that lists all tanks that currently have a target defined.
The View menu also provides options to change the grid display. Choosing List of Tanks gives the full grid (as
shown above), and displays all the selected columns and information. Choosing Schematic of Tanks changes the
grid display to show a generic plan display of the selected tanks, and a subset of the information. The values to be
shown in the Schematic view can be selected by choosing the Select Fields for Schematic View option in the Tools
menu. An example of the schematic view appears below.
Rate monitoring can be turned on or off for selected tanks by selecting Turn ON Rate Monitoring for Selected
Items or Turn OFF Rate Monitoring for Selected Items from the Tools menu. To clear targets for a selected tank
or for all tanks, select the Clear Targets for Selected Tanks or Clear All Targets options from the Tools menu. To
reset the rate calculation for a selected tank or for all tanks, select the Reset Rates for Selected Tanks or Reset All
Rate Calculations options from the Tools menu.

Figure 113 - Schematic Tank View
The Rate Options dialog box from the Tools menu, shown below, provides some options that control how the
rates are calculated.
Figure 114 - Rate Options Dialog Box

The Calculate Tank Rates From section of the Rate Options contains a setting to control the total length of time
used to calculate the tank rates. Type a time into the Volume/Level Change Over Last … Minutes setting to use
only volume and level changes over the desired amount of time for the rate calculations.
The Calculate Total Completion Time Using section gives options for how the total completion time is calculated.
With the Independent Rates option selected, the rate for each tank is calculated independently, and the total

completion time will be the longest Time to Finish value out of all the tanks. When the Total Available Rate and
Target Transfer Remaining by Cargo Type option is selected, as a given tank reaches its target, the calculated flow
rate from that tank is then applied to other tanks containing the same Cargo Type. This would simulate a shore
side facility pumping a single grade to multiple tanks on a ship. The available flow rate from the shore side would
be constant, and would just be divided arbitrarily to the various tanks aboard the ship. Completion times are
calculated in this manner for each Cargo Type, and the total completion time will be the longest of these times.
The Total Available Rate and Target Transfer Remaining by Cargo Type option is similar to the previous option,
but the flow rate from tanks reaching their target is applied to tanks in the same Tank Group, rather than the same
Cargo Type. Completion times are calculated in this manner for each Tank Group, and the total completion time
will be the longest of these times.
Step-by-Step
This section will go through the basic steps in preparing, monitoring and changing a simple rate calculation. The
assumptions are that the CargoMax is hooked up to an online gauging system and a single Cargo Type is being
loaded from shore side.
Step 1. Prepare CargoMax for the loaded Cargo Type.
a) Select the Cargo Type being loaded for the tanks
b) Enter relevant information for the tanks, that may affect volume calculations
(density/temperature/trim/heel)
c) Start the Online gauging interface, and set to automatically update values
Step 2. Setup the Load/Discharge Rate Monitor.
a) Start the Load/Discharge Rate Monitor from the Tools menu in CargoMax
b) In the View menu, select Tanks by Cargo Type.
c) On the tabs above the grid, select the grade that is being loaded
d) Observe the values for a few minutes. Note that as values are gauged in CargoMax, the columns
(Ull/Snd, TOV, Date & Time, GSV) are updated. After a few updates, the Vol Rate and Level Rate
columns now have values
Step 3. Set Targets
a) If the final amount to be loaded for a given tank is known, it can be entered in the targets section
b) In the targets section, enter the appropriate value that is known (final ullage, final volume, final
percent full, or amount to be transferred)
c) Notice that the values in the Time to Finish and Finish Time columns now have calculated values
Step 4. Observe
a) Select the Schematic of Tanks option from the View menu.
b) To select the desired properties to monitor, use the Select Fields for Schematic View from the Tools
menu, and select the properties from the list.
c) The total completion time is shown on the top right of the screen, and is governed by the options
chosen in the Rate Options from the Tools menu.
Calculation Method
The actual rate calculations are fairly straightforward. The Load/Discharge Rate Monitor continuously saves the
Level and Volume data internally as it is updated, but only over the specified time interval. This means that if the
time interval, set in the Rate Options from the Tools menu, is set to five minutes, the Load/Discharge Rate Monitor
saves the current data and all data from the previous five minutes. Data from before the previous five minutes is
deleted. The volume and level rates are calculated as the difference in volume or level from the current time to
the volume or level at the beginning of the time interval, divided by the time interval, or:

Vol/Lev Rate = (Current Vol/Lev – Vol/Lev at Start of Time Interval) / (Time Interval)
Answers to Common Questions

“Why does my rate seem to vary a lot when the Load/Discharge Rate Monitor is first started?”
This is due to how the rate calculation is done, and comes from inaccuracies in the gauging system. CargoMax gets
its gauged values from a gauging interface, which is reading the actual gauge values at a set interval. This will not
directly correspond to the interval in which they are read into CargoMax, and this offset can cause the rate
calculations to be slightly off when first starting. Over time this inaccuracy is removed.
“Why do I get rates for tanks that aren’t being loaded?”
This is due to how the gauging system works. No gauging system will give the same exact value every reading,
even for a tank that is not being loaded. The values are being read into CargoMax. At first, the calculated rates
may seem extreme, but over time, the rate should drop to 0. To remove this problem, simply choose Reset Rates
for Selected Tanks from the Tools menu, for the tank that is not being loaded/discharged.
“What rate information is saved in a loadcase?”
None.
“What is the ‘None’ tab?”
Tanks that do have the capability for Cargo Type entry, but have no selected Cargo Type, will appear in the ‘None’
group when Tanks by Cargo Type is selected from the View menu. Tanks that do not have the capability for Cargo
Type entry (FW & SWB tanks) will appear in the ‘None’ group when Tanks by Cargo Type is selected from the View
menu.
“What do the colors represent?”
Different colors appear in the grid and schematic views to convey information easily, without cluttering up the
screen with additional columns or fields. A value that appears in yellow is a gauged value that has come from
CargoMax. A rate value that appears in green is a positive rate – indicating that the tank is being loaded. A rate
value that appears in blue is a negative rate – indicating that the tank is being discharged.
ROB/OBQ Ullage Report

This option creates Loading and Discharge reports commonly used for oil tankers. It considers both ROB and OBQ
conditions and determines the amount of oil loaded or discharged as well as the amount on board. It is different
than a normal printing function because it can utilize two separate loading conditions (loading conditions before
and after loading/discharge) and print comparative results on the same page.
The two cases used for the report are normal CargoMax load cases which have been stored on a disk. One of them
can be the one currently open and visible, but this is not necessary. In order to make the creation of the report
from two load cases as clear as possible, a "Wizard" step-by-step tool has been provided. This is described below.
Choose ROB/OBQ Report from the Tools menu to make use of this option.
How to use the Report Wizard

The Report Wizard is a series of (7) windows that step through the process required to create the report. The user
must answer questions, make selections, or enter data on each window before the Wizard will allow him to
advance. The current step in the process is noted at the top of the window and control buttons for the user are
arranged at the bottom. These buttons are described below:
 Exit Leave the report wizard and return to the CargoMax main window.

 Back Move back to the previous step.
 Next Move forward to the next step. This is only allowed if the required data has been
entered in the current step.
 Print Print the completed report. This is only available when sufficient steps have been
successfully completed to allow for a meaningful report.
 Preview View a preview of the completed report without printing.
The seven (7) steps in the report wizard are described in the following.
Note – that some of the steps are contingent upon the selections made in earlier steps.
For instance, if the user selects a “before discharge” report, only a single condition is required and step #4 is
skipped.
The window displayed with each step includes some graphic depiction of the choices which are required. This is
particularly useful when selecting the load case files, steps 3 & 4. For these, the drawing of the tank condition
indicates either a full tank (for conditions prior to discharge or after loading) or an empty tank (for conditions after
discharge or before loading).
Step 1 – Specify Report Type

The Report Type is used to configure the following steps as well as the final printed report.
Figure 115 - Step 1 ROB/OBQ ullage report dialog box
Step 2 – Select the VEF (Vessel Experience Factor)

The ROB/OBQ reports calculate “real” discharged and loaded volumes by applying a Vessel Experience Factor to
the calculated values. This screen allows the user to specify the VEF to use, or to get the calculated VEF from the
VEF tool.

Step 3 – Open Existing Loading Case File (if required)

The load case specified in this step is always the "Before" condition. For the "Before Discharge" and "Before
Loading" Report Types this is the only condition required and the default offered is the current CargoMax load
case. For the "After Loading" report type the “Before” condition corresponds to the OBQ case. For the "After
Discharge" report type the “Before” condition corresponds to the total quantity on board prior to discharge.
Figure 117 – Step 3 ROB/OBQ ullage report dialog box
Step 4 – Open Existing Load Case File (if required)

The load case specified in this step is always the "After" condition. For the "Before Discharge" and "Before
Loading" Report Types there is no "After" condition and this step is skipped by the wizard. For the "After Loading"
report type this condition corresponds to the total quantity on board after the load operation. For the "After
Discharge" report type this condition corresponds to the ROB case.

Step 5 – Choose Tanks to Include

This step in the wizard is used to select which grades and tanks to print. Clicking on the check box by the Cargo
grade will make the tanks that contain that cargo available for the report. Simply make selections by clicking on
the tank names or using the buttons provided. Click on a name a second time to turn off the selection. The
<None> Cargo will make the tanks that have no Cargo grade selected available in the report.
Step 6 – Enter General Data

The general data entered on this window is used to add further information to the printed report. The voyage
number and date/time are taken from the Summary Information entered in CargoMax but can be overwritten.
(Entering this data here does not carry it back to the Summary Info window). The Observed drafts are entered as

text, using the units that are selected in the program. Trim and List should be entered as positive or negative
values or with an F/A or P/S after the value denoting Forward/Aft or Port/Starboard.
Step 7 – Print
To print the final report, press the [Print] button. The [Preview] button will bring up a preview of the final report
without printing it. The ROB/OBQ Wizard will not close after printing and the [Back] button can be used to go back
to previous steps to make any changes to the report. The [Exit] button can be used to exit the wizard.

Report Types and Assumptions
There are four basic report types available corresponding to different times in the loading/discharge cycle. The
report type is identified by the user in Step 1 of the wizard. The actual report title and other key information about
each Report type is described below.
 Before Loading – “Ullage Report (Before Loading)” – This is a single condition report and is used to
summarize the condition of the tanks before a loading operation begins. The oil and water in the cargo
tanks in this condition can be referred to as the OBQ or On Board Quantity.
 Before Discharge – “Ullage Report (Before Discharge)” – This is a single condition report and is used to
summarize the condition of the tanks after a full or partial discharge ends.
 After Loading – “Loading Report” – This report summarizes the current as loaded condition (quantity
aboard), the amount of OBQ (Quantity aboard prior to commencing loading), and the net loaded amount.
The OBQ volumes are displayed at the observed temperatures of the loaded condition. When determining
the net loaded amount, the volumes at standard temperature are used.
 After Discharge – “Discharge Report” – This report summarizes the loaded condition prior to discharge
(quantity “before”), the amount of ROB (quantity aboard after full or partial discharge), and the net
discharged amount. The ROB volumes are displayed at their observed temperature (not that of the oil
prior to discharge). When determining the net discharge amount, the volumes at standard temperature
are used.
 Slop Certificate – “Slop Certificate” – This report summarizes the information currently in the Slop Tanks.
 Ullage Report – “Ullage Report” – This report summarizes the ullages and volumes of the Cargo in the
currently open loading condition.
If the two conditions used in the Loading Report or the Discharge Report have different grade designations for any
one tank, the grade used in the more fully loaded case is used.
Note – This tool uses a standard set of columns for the various reports, reflecting the general standard reporting
format. The Before Loading, Before Discharge, Slop Certificate, and Ullage Report column sets can be modified
within the program if necessary. (Because the After Loading and After Discharge reports depend upon two
conditions, they cannot be easily modified). This can be done by creating one or more additional Column Sets in
the Deadweight Entry Window. The steps would be:
1. Right-click on the Deadweight Entry Table, and select Edit Columns -> Add New Column Set…
2. Enter the name of the report you would like to edit:
a. Before Loading
b. Before Discharge
c. Slop Certificate
d. Ullage Report
3. This will create a new basic column set in the Deadweight Entry window
4. Right-click on the Deadweight Entry Table again, and select Edit Columns -> Edit Active Column Set…
5. Use the “Select Fields” entry window to find columns on the left list, and move/order them on the right.
6. Once you have the correct columns, press OK.
7. Right-click on the Deadweight Entry Table once again, and re-select the column set to be displayed in the
Deadweight Entry table.
8. Repeat the above steps as necessary to further refine or add column sets to modify the ROB/OBQ reports.
Direct Calculation of Damage Stability Compliance

A ship will generally have one or more maximum KG or required GM t curves which are based on intact stability
requirements and damage stability requirements. For some ship types, damage stability can be more restrictive

than the intact requirements. The damage stability calculations on which tankers KG max/GMtreq (damaged) curves
are based are very dependent on the cargo and ballast tank levels, as well as the ship’s drafts and trim. When
these curves are developed, required KGmax/GMtreq values are found for many combinations of cargo and ballast
tank levels, and ship’s drafts and trim. The resulting required KGmax/GMtreq curves are then applicable in
conjunction with cargo loading restrictions, providing in general a good level of conservatism.
Recently, IMO adopted guidelines and applicable IMO Code amendments for the mandatory carriage of damage
stability verification instruments onboard new and existing tankers. The Direct Damage Stability (DDS) option in
CargoMax is designed to meet these IMO Code requirements, as well as to allow the ships officers to evaluate the
ship compliance with the relevant damage stability criteria directly for a given load case in order to avoid having to
apply complicated loading restrictions and conservative GM limits.
If the DDS is enabled, CargoMax will display both an intact stability evaluation and a damage stability evaluation.
The damage stability evaluation will indicate compliance and non-compliance in cargo-carrying conditions.
Depending on the configuration of the program, the damage stability evaluation may indicate an estimated
governing KG or GMt value. See the Vessel Information Booklet for vessel-specific configurations.
In order to start a DDS calculation, you need to press the “Dam Stab” soft button in the tools bar. The program will
then begin the process of evaluation ALL applicable damage cases, and evaluating each one. Depending on the
complexity of the ship and the regulations, this can be a time-consuming calculation. The progress can be seen as
a percentage value in the Dam Stab button. Intermediate results will be updated in the Alarms summary and Trim
& Stability Summary windows. Once the analysis is complete, the button will change to Dam Stab (OK), and the
color will indicate the Pass/Fail status of the assessment.
Remedial Action (Regulatory Non-Compliance)

When tanker Direct Damage Stability calculations are enabled, the software will provide a report on whether the
currently considered loading condition complies with the relevant regulations or not. Overall compliance/non-
compliance indication is indicated in the Alarms as well as in the Trim and Stability reports. In-depth summary
results for every evaluated damage case is available in the “Direct Calculation Summary” reports. Depending on
program configuration, these are located in the File->Print menu or the File->DDS Reports menu.
All tanker damage stability regulations (MARPOL, IBC, IGC and BCH codes) mandate minimum values for a number
of stability parameters (GZ Range, maximum GZ, area under the residual GZ curve, heel angle at equilibrium) all of
which benefit from a higher intact GM value. The same regulations, however, also set provisions to safeguard
against the dangers of progressive flooding (freeboard to unprotected and weathertight points such as SWB tanks
and ER vents). The submergence of a downflooding point benefits from a higher intact GM value only if this event
occurred as a result of large heel. When downflooding points are close to the vessel's bow or stern, an increase in
GM might make very little difference to its distance from the waterline.
The user should print and scan through the "Direct Calculation Summary (Defined)" in order to identify which
damage cases are not in compliance. Once the relevant damage cases are identified, the cases can be checked
using the damage stability module and reviewing the detailed results.
The CargoMax program can use a tabular approach for the intact stability assessment, while damage stability
assessment calculations are always based on a full 3D model. Consequently in rare cases the derived floating
position may differ beyond the standard accepted tolerances. In such instances the warning “The difference
between CargoMax and DDS intact direct results exceeds IACS requirements” will be given on screen and the
summary page, and the results should be used with caution. If this warning occurs, adjustments should be made to
the condition to ensure the tolerances are met, such as reducing the trim or loading to a different draft.

Tools for Bulk Carriers
Overview
CargoMax 2.1 provides a set of calculation tools for bulk carriers that can be found in the Tools menu. These tools
are Detailed Bulk Pile entry, Draft Survey, and Grain Stability Report.
Detailed Bulk Pile Entry Tool
Overview
The Bulk Pile Tool is used to model the loading of cargo holds with piles of bulk cargo such as ore, gravel, coal, etc.
For each hold, the user supplies the drops, or piles, that make up the loading condition. This information includes
the type of commodity, the details of the conveyor, the pile location, and weight of each drop. Multiple piles can
be loaded into any hatch and the impact of the loading process on the stability and strength of the vessel is
calculated. The program also calculates the clearance height above each pile (height to hatch) and can
automatically fill or top-off a hatch.
Figure 122 - Tool is used to model the loading of cargo holds with piles of bulk cargo
The ideal shape for bulk piles is a cone. The conveyor width and the dynamics of the drop truncate the top of this
cone. The longitudinal width of the truncation is assumed equal to the conveyor width. It is assumed that the
Herbert-ABS Software Solutions LLC -136- Tools for Bulk Carriers

cargo is dropped from above the center of the pile location, but the user can specify a moveable conveyor that
stretches the cone athwartship or longitudinal.
The weight and CG (center of gravity) of the total cargo weight in the drop and in the hold are computed based on
the small commodity blocks that make up each pile. The bulk pile tool sets the size of the commodity blocks such
that the difference between the ideal shape and the sum of blocks is small. The tool determines total weight and
CG by summing the weight and moment of each commodity block. It also determines weight distribution to
properly adjust the hull shear and bending moment of the ship.
Commodity
Most popular commodities are listed in CargoMax’s Cargo Library. To define a new commodity or edit an existing
one, use the Edit Cargo Library screen. There, a new commodity can be added by clicking the “add new” button.
Please choose the appropriate Bulk Pile method from the list. The commodity’s Angle of Repose and Density or
Stowage Factor must be entered.
Figure 123 - Commodity Entry
Getting Started
Cargo hold names enabled in Bulk Pile Tool are displayed with hyper-links in the deadweight entry table. Click on a
cargo hold name to start the tool. The tool may also be launched from the menu Tools > Bulk Pile Hold Entry.
The Detailed Bulk Pile Sequence Screen has three sections. The top section displays a ribbon tool bar. All the
commands for working with the bulk pile tool are gathered together here to make the tool as intuitive as possible.
Across the top of the ribbon is a set of tabs: home, commodity, resource, edit, view, and tools. Commands are
organized in logical groups under the tabs. Each tab on the ribbon relates to a type of activity, such as defining a
commodity or laying out a bulk pile sequence. Inapplicable commands are disabled.
The Home tab is organized into five main groups: view, operation, apply, units, and dialog commands. All tasks in
defining and computing a bulk pile sequence must be done using the commands on this tab. Commands used to
set the current units system are also provided.

Bulk pile
tool ribbon
bar
Pile
geometry
view
Bulk pile
sequence
table
Figure 124 - Detailed Bulk Pile Entry Interface
The user may choose the commodity to be used for the current hold from the commodity list of the Commodity
tab. The list is populated from the cargo library.
Figure 125 - Bulk Pile Tool - commodity entry
The user may define and choose a conveyor for a loading sequence or a bottom door for a discharging sequence
on the Resource tab. To edit or define a resource, go to the Resource tab. Pre-defined resources are shown. Select
the resource to be updated from the resource list and enter the resource information. The width and length of the
resource must be larger than 0. When finished editing, click the Save button on the resource tab to accept the
changes. The user may add a new resource by pressing the Add button. When the user adds a pile, the chosen
resource on this tab will be used to compute the pile geometry. To change the resource after defining a pile,
highlight the relevant pile in the load sequence table, select the resource, and press the Apply button on the
resource tab.

Figure 126 - Bulk Pile Tool - conveyor and bottom door selections
The Edit tab allows the user to update the pile longitudinal and transverse positions. Pile locations may be
predefined in CargoMax based on hatch locations. The user may add or update the information even after a new
pile is added to the hold. A new pile location may be added by pressing the Add Pile button.
Figure 127 - Bulk Pile Tool - pile location entry
The Edit tab also allows the user to set calculation options. Do not edit the calculation options unless convergence
errors have appeared. The user may use High Accuracy calculation setting to eliminate convergence error
messages. The loading sequence is defined by the order of the piles. By default, the pile number is equivalent to
the sequence number and cannot be modified. Pile display color options can be found on the View tab.
The middle section of the Bulk Pile Sequence tool provides a profile, plan, or section view of cargo hold
compartment and the pile geometry. It also displays the information of the commodity in use in that cargo hold.
The navigation buttons may be used to circle through the cargo holds in the Hold view mode. The opportunity to
save the loading information before going to the next hold is provided if the condition of the hold has changed.
The lower section of the screen defines the bulk pile sequence in a table view. A "pile" defines a single drop of
cargo into a hold. If a second drop is made into a hatch on top of an existing pile of cargo, the second drop is
considered a separate "pile." Each pile is defined in the entry table by a resource description, a pile number, a pile
location, and a weight. To add a pile, click the “Add” button under the Home tab. A new line will be added to the
table. The pile locations or hatches defined in the Pile tab are displayed in columns. Select an appropriate cell for

desired loading sequence. To load a pile, the weight of the pile may be entered into an appropriate cell. To enter
the maximum weight of a pile, click the “Fill” button. The maximum height of a pile is predefined in CargoMax. The
user may load one or more piles in one sequence line and can have more than one sequence in one pile location if
space is available. Maximum filled weights are shown in blue. The user does not need to fill each column or line.
However, it is recommended to complete all rows to keep the sequence in order. Delete extra rows by clicking the
“Delete” button under the Home tab. Note that any entry for the pile defined hold in the deadweight entry table
will replace the bulk pile cargo type with the default bulk cargo type.
Step-by-Step
To Access Detailed Bulk Pile Sequence Window
 Click the Cargo Hold tab in the Deadweight entry table of CargoMax
 Click on any hold name with a hyperlink to display the Detailed Bulk Pile Sequence window for that hold.
To Enter Pile Sequence
 Select a commodity from the list box under the Commodity tab and press the Apply button. This
commodity applies to all piles in the hold.
 Select the conveyor type from the list box under the Resource tab. This conveyor is the default conveyor
for the first sequence.
 Select the Home tab and press the Add Pile button to add a line or sequence for the pile weight. Enter
the weight of the drop or pile in the table under the desired pile name or hatch label.
 To modify the conveyor for any pile, go back to the Resource tab, highlight the appropriate rows in the
Load Sequence table with the cursor, select the desired conveyor in the resource list box, and press the
Apply button.
 The Fill button under the Home tab will automatically place the biggest pile that can fit in the available
space into the selected pile location. Entering Alt+F from the keyboard has the same effect. The “hatch-
filled” status will remain set to the “fill” designation for this location if a new commodity or conveyor is
selected. Filled locations are highlighted by a blue font. To remove a "fill" designation either type in 0 or
a new load from the keyboard. To remove a sequence, press the Delete button.
Review Results
 Total weight of cargo dropped into each hatch and the clear height from the top of the hatch coaming or
predefined height to the peak of the pile ("ullage") is displayed in the bottom table.
 The total weight and volume of cargo in the hold are displayed on the left-hand side of the pile geometry
view. Switch between the Profile, Plan, and Section views using the buttons under the View tab.
 Select the Apply button on the Home tab to accept the currently defined piles and update the stability
and strength results without exiting the entry screen. Select the OK button to update and exit to the
Deadweight entry window. Select Cancel to exit without saving the changes since the last Apply.
Print Results and Saving Bulk Pile sequence

 To print the load sequence for all holds, select the File>Print menu item and select the Bulk Pile Holds
option and select the desired holds.
 The Bulk Pile data is saved in the loading condition file.

Draft Survey Tool
Overview
The CargoMax Draft Survey Tool is a tool to measure the bulk cargo from the observed drafts and the density of
the water in which the vessel is floating. In practice, the weight of the vessel is determined both before and after
loading or discharging, and allowances are made for differences in changeable items such as Fresh Water, Ballast
Water, and Fuel Oil. The difference between these two weights is the weight of the cargo.
The draft survey tool provides results for the current loading condition as well as reports based on initial and final
loading or discharging conditions. On the Draft Survey tool window, users may enter or update the observed drafts
and water density information. The tool computes the weight of cargo onboard using current condition
information. However, the information may be inaccurate for the measurement of cargo since there may be
unknown weights that were not included in the deductions. Thus, the CargoMax Draft Survey tool also offers the
Draft Survey Wizard to determine the actual loaded or discharged cargo weight utilizing initial and final conditions.
Figure 128 - Draft Survey Tool

Step-by-Step
 To access the Draft Survey tool, go to Tools> Draft Survey
 Enter the specific gravity of the water in which the vessel is floating. This value should not be less than 0.8
or greater than 1.2.
 Choose the At Marks option if the drafts are read at the Marks or choose “At Perpendiculars” option if the
values are for perpendiculars.
 Update the observed drafts in the displayed table. If the current condition has observed drafts, then the
table will be populated with the values from the condition. If there are no entered values or condition
values, the table will be initialized with the computed drafts from the current condition.
 The entered values are saved only on the current form and do not affect the current conditions data. The
values on the current form are available as long as CargoMax remains running. Only values entered in the
observed drafts entry tool will be saved.
The Draft Survey Wizard

Click the Wizard button to call the wizard window. The Draft Survey Wizard is a series of 5 windows that step
through the process required to create the draft survey report. The user must answer questions, make selections,
or enter data on each window before the Wizard can be advanced to the next screen. The user may click the Exit
button to leave the wizard and return to the Draft Survey tool. The previous step may be accessed using the Back
button.
Figure 129 - Step 2 Draft Survey report dialog box
Step1 Introduction:
Click the Next button to advance to step 2.

Step 2: Initial Survey Condition
Browse for the initial loading condition file. The condition may be before loading or discharging. Edit the water
specific gravity and observed drafts information if necessary. If user does not have the observed drafts, he or she
cannot continue to the next step. Click the Next button to advance to step 3.
Step 3: Final Survey Condition

Browse for the final loading condition file. The condition may be after loading or the discharging operation
condition. Edit the water specific gravity and observed drafts information if necessary. If there are no observed
drafts defined, the Wizard cannot continue to the next step. Click the Next button to advance to step 4.
Figure 130 - Step 3 Draft Survey report dialog box
Step 4: General Information

Entries in this screen are optional. Click the Next button to advance to step 5.
Step 5: Printing
Here, the user may preview the report without printing it by pressing the “Preview” button. To print, click the Print
button.
IACS Loading Sequence Summary Report Tool

For bulk carriers, the IACS Loading Sequence Summary Report tool can be launched from the Load/Discharge/BWE
sequence tool. Before launching the report tool, the loading sequence must be completed in the
load/Discharge/BWE Sequence tool. To launch the tool, go to the Load/Discharge/BWE sequence tool menu bar
and select Tools > IACS Loading Sequence Summary. On the loading sequence summary information window,
enter all available information. To preview the report before printing it, click on the Preview & Print button.

Advanced Container Module
Overview
The Advanced Container Module is a CargoMax tool for planning and evaluating detailed container
loading. It allows for quick creation and editing of loading conditions and provides evaluations and
reports regarding a given container stowage condition.
If enabled, the tool can be launched from the Main Menu by going to Tools->Detailed Container Entry
or by clicking on the underlined container bay name in the CargoMax deadweight entry table.
Main Interface
The main Container Module display consists of the following items:
 Ribbon Bar – The ribbon bar is located along the top of the program and gives the user access to
all program features, tools, and options. The ribbon bar can be minimized by double-clicking on
one of the tab headings to free up screen real estate if necessary.
 Stowage Viewer – The stowage viewer is the main viewport of the Container Module. It
provides a graphical representation of the container bays and the current stowage plan and
displays user-configured summary information on a bay, stack, and tier basis. It is also the main
entry area for creating, editing, moving, or removing containers. There are three modes
supported: a “by-bay” section view, a scan view, and a plan view.
 Auxiliary Panels – The auxiliary panels provide additional views and displays such as Alarms,
ship-wide 3D view, a container list, and stowage summary.
Herbert-ABS Software Solutions LLC -144- Advanced Container Module

Ribbon Bar
Stowage Viewer
(By-Bay Viewer)
Left Panel (3D Viewer) Right Panel (Alarms)
Figure 131: Container Module Interface
Bay View
The by-bay stowage viewer is the main viewport of the container module that displays the stowage
arrangement in section cuts at each container bay.
The bay view shows a graphical representation of the stowage arrangement and displays user-
configured summary information for the bay as a whole, each stack, or each tier. Cells can be selected
by clicking on them. When a cell is selected, the relevant information is filled into the editor. Multiple
cells can be selected by dragging a rectangle over cells, or by depressing the SHIFT or CTRL key when
selecting cells.
Containers can be added by entering a weight in the editor or by right-clicking and selecting the context
menu item to add containers. Changes can be made to containers stowed in a cell by changing its
information in the editor. An existing container can be moved to a different cell by selecting it, holding
the right mouse button and dragging the container to a different cell. Containers can be unloaded from
a bay by dragging and dropping it off of the bay or by right-clicking and selecting the context menu item

to un-stow containers. Unloaded containers are not deleted, rather they are in the not-loaded/booking
list. To delete containers, select the context menu item to delete containers.
Figure 132: Bay View
An empty cell is depicted by a blank, white box. If a cell is obstructed, such as a 20’ cell being obstructed
by a 40’ container in a neighboring paired bay, the cell will be greyed out. A cell with a container stowed
in it will be depicted as a box with four corner triangles outlined. Each corner and the center region can
be color-coded independently to show information (weight, length, height, reefer temperature, hazard
status, etc.) about the container. The center of the container will show information about the container
with text. The text field can be customized by clicking on a heading in the details editor on the right-
hand side of the main panel.
To allow for quick identification of problem area, different labels are color-coded based on alarm status.
The bay heading is color-coded by the alarm status for that bay and the stack and tier labels are color-
coded by alarm statuses for cells in those stacks/tiers. Additionally, margin summary values (Stack
Weight Margin, Stack Height Margin, and Stack Lashing Margin) are color-coded by the status of their
respective alarms.
Scan View
The scan view shows the ship-wide section cuts at each container bay. The view is laid out in container
groups forward to aft flowing left to right. Each group is displayed in the same horizontal position with
the forward 20-foot bay on top, the 40-foot bay in the middle, and the aft 20-foot bay on the bottom.

Figure 133: Scan View
Each cell can have one background color and one text field. Most display and operation conventions are
the same as the Bay View. The Scan View has some additional interaction tools such as panning and
zooming tools. The mouse wheel can be used to zoom in and out and the view tab in the ribbon contains
zoom all and zoom to box tools. The user can pan by holding the ALT key while left click-dragging the
mouse.
Clicking on the bay header in the Scan View will allow the user to zoom into the selected bay in the Bay
View to check the detailed status of alarms, etc.
Plan View
The plan stowage viewer displays stowage information in a collapsed plan view at each deck level. Stack
outlines are drawn for each bay group (linked 20’/40’/20’ bays, for example, Bays 005, 006, and 007).
Each stack is sub-divided to depict available tiers for each stack. Each cell can have one background color
and one text field. Additionally, stack outlines are colored based on their respective alarm state.
Most display and operation conventions are similar to the Bay View and Scan View viewer. However,
due to the nature of the view angle, there is some special handling for 40’ bays with paired 20’ bays. If a
bay group can hold both 20’ containers and 40’ containers, 40’ containers are drawn into the aft 20’ cell
and the forward 20’ cell is grayed out with a diamond hatch. Cells that are obstructed by other cargo are
grayed out with no hatching.

Figure 134: Plan View
Containers can be inserted into selected cells by typing a weight into the editor. This will create a
container at the default length for the selected cell. Alternatively, containers can be created through the
right-click context menu, which will give options for all container lengths available in the cell.
Property Editor
Container information and hazardous cargo can be entered manually for each container or can be
defined in a Baplie file and then imported. To add hazardous cargo to a container manually, use the
Hazardous Cargo tab of the editor.
Figure 135: Property Editor

3D View
The 3D view depicts a ship-wide overview of the current stowage condition. Clicking on the bay outline
boxes controls the active bay in the Bay View.
Figure 136: 3D View
Container List
The Container List is a tabular data entry/display form to create, view, and edit containers. There are
five container lists that the table can be populated from: All Containers, Loaded Containers, Current
Area, Restow, and Booking List. How containers are displayed in the list is fully customizable: column
sets, sort sets, and filter sets are all editable. Containers can be created by typing (or copying
information from an external source) into cells in the blank line at the bottom of the Booking List and All
Containers list. Containers can be permanently deleted by right-clicking and selecting the “Delete
Containers” option in the context menu.
Containers can be loaded onto bays by selecting containers, holding the right mouse button and
dragging to the bays in the By-Bay viewer or stacks in the Plan viewer. Containers will, by default, be
loaded in order of weight, center-out and bottom-up.
The Container List table is compatible with standard spreadsheet programs such as Microsoft Excel; cells
can be copied directly to and from spreadsheet programs. This allows users to transfer booking lists
from a spreadsheet by setting up the columns in the Container List to match the columns in the
spreadsheet and copy/pasting the information.

Figure 137: Container List
Alarms
The Alarms Panel is similar in appearance to the main CargoMax Alarms Panel. This table lists all the
required, recommended, and informational allowable container-specific limits for the ship and their
status. If any of the required criteria is not met, the corresponding line in the alarms tab will show a red
FAIL warning. If it is only a recommended limit that is not met, the coloring of the alarms will be orange.
The “Container Module Alarms” in the CargoMax alarms panel will also show the overall (most serious)
alarm status.
The alarms are displayed in logical groupings (for example, Stack Weight– Bay X – Stack Y) and can be
expanded and collapsed as necessary. Some text may be underlined in the table. These are hyperlinks;
clicking on them will navigate the Stowage Viewer to the location in question.
The Container Module may contain the following alarms:
IMDG Segregation The alarm ensures that IMDG classes, UN Numbers with a segregation code,
and segregation groups are segregated in accordance with IMDG Code
Amendment 39-18.
Hazardous Stowage The alarm performs a ship-specific hazard check based on the ship’s Document
Restrictions of Compliance requirements (when applicable).

Figure 138: Alarms Panel
Internal Cargo Unit When several types of dangerous cargo are defined for a container, the
Segregation program will perform internal cargo unit segregation checks.
Explosives-Reefer The alarm ensures that a hazardous cargo with class 2.1 flammable gases or
Segregation class 3 flammable liquids having a flashpoint of less than 23°C c.c. transported
on deck is stowed at least 2.4 m from a reefer and an explosive is restricted
from being placed within a horizontal distance of 6 m.
Lashing % Allowable If lashing calculations are available and applicable, for each stack the program
will compute a Lashing Percentage Allowable, a Lash Margin, Top, and a Lash
Margin, Above. An alarm will be created for each stack that exceeds 100%
Lashing Allowable.
Allowable Reefers The alarm ensures that maximum number of reefer containers within a bay will
not exceed the bay allowable limit.
Baplie/STIF Loading Any file importing error will be displayed in the container alarm viewer. This
Errors alarm can be removed from the display by pressing the Clear Baplie Errors
button under the Home ribbon tab.
Check Digits The container module includes a form of error detection on container names
called Check Digits alarm. The alarm detects some permutations of two

successive digits of a container name or simple errors in the container name
input.
Reefer Temps If a unit is a reefer and the minimum and maximum temperature ranges are
set, the alarm will check the reported/entered refrigerated container
temperature to ensure that it is in within the defined temperature range. If
only a Lower or Upper range is set, the alarm will only check against that
range.
VGM The Verified Gross Mass (VGM) is the weight of the cargo including dunnage
and bracing plus the tare weight of the container. Effective July 1, 2016, with
the SOLAS amendment covering container weighing regulations, only VGM-
provided containers are allowed to be loaded on board. The alarm detects the
VGM unverified containers. In the program, the Weight Verified checkbox
should be checked if the shipper has provided the container VGM.
Floating Containers The container module will alarm if cells under a container are unfilled in a
stack.
Stack Heights If the height of a stack exceeds the bay or hold height limit, the stack heights
alarm will fail.
Stack Weights If the total weight in a container stack exceeds the weight limit defined for that
stack, the stack weights alarm will fail.
Stacking Weights The alarm ensures the weight of an upper container is no more than 120% of
the weight of the lower one directly underneath.
Deck Boundaries The alarm evaluates loaded deck cargos if they are within their defined deck
boundaries.
Dangerous Goods on Board

The Dangerous Goods on Board display will show every dangerous good that is loaded into every
container on every vessel. Every column in this display with the exception of Net Weight is read-only.
The Net Weight column can be used to quickly update DG information in CargoMax to match the
dangerous goods manifest.
IMDG Summary
The IMDG summary display summarizes hazardous cargo by IMDG Class, size class, and stowage on deck
or in hold.

Virtual Pier
The Virtual Pier view allows for temporary storage of containers that are being restowed or moved
around the vessel. The user can drag container(s) from the stow views into the virtual pier for temporary
parking and then drag container(s) from the pier to a new location.
Stowage Summary
The Stowage Summary view is a power-user focused pivot table tool to allow for the creation of pivot-
style reports. Fields can be selected in the top left and dragged to the Filters, Rows, Columns, or Values
boxes below to create custom pivot reports.
Figure 139: Stowage Summary
Program Control and Settings
General Settings
The Home tab of the ribbon bar contains general, program-wide controls and settings. Items in the
Home tab are separated into logical groups.
Editor Options
This group contains three buttons to control the program interface to CargoMax. Apply Changes will
update container bay information in CargoMax and have CargoMax update its calculations. If lashing
calculations are enabled and configured to use the CargoMax trim and stability information as inputs,
the lashing calculations will also be updated. If there were no pending updates to CargoMax, Apply
Changes will re-sync all container bay information to CargoMax. Cancel Changes will revert the
container stowage to the previously applied stowage condition that is in CargoMax. Close Window will
close the program window and return the user to CargoMax. If the current container stowage condition
has not been applied to CargoMax, a dialog box will prompt the user to either apply or discard changes.

Figure 140: Editor Options Group
Booking List
The Generate Booking button allows for booking lists to be created and added to the un-stowed
container list.
Figure 141: Booking List Group
Container Codes
A container code identifies the size and type of a container. A code describing the strength and the size
of the container must be provided whenever a loaded container is added to the program. The container
module allows the user to define container codes. Standard ISO container codes (ISO 6346:1995) do not
need to be defined, as they are contained in the program; however, they can be overridden in the
Container Code Definition dialog if needed.
Figure 142: Container Codes Group
To edit container codes, press the Edit button in the Container Codes group ribbon. The Container Code
Definition dialog lists a set of container codes belongs to the library name displayed in the drop-down
box. A user may maintain several container code libraries. To edit a different code library stored on the
computer, select the appropriate library name in the drop-down box. The dialog window also allows the
user to import a code library file into the program, export the selected library to a file, delete a library,
or add a new library.

To activate a code library as a workspace one, exit the Container Code Definition dialog and select the
desired library name from the drop-down box of the Container Codes group on the Home tab. Default
Codes sets the default height of all newly created containers.
Figure 143: Container Code Definition Window
Remote Reefer Monitoring Connection

This group allows for control over the remote-reefer monitoring connection, if it is enabled. This allows
the user to specify a location for an EDI file with the updated reefer temperature, and also allows the
user to specify the automatic update interval.
Figure 144: Reefer Monitoring Connection Group
Edit
Figure 145: Edit Group
This group provides command buttons for clear operations. Clear All Containers will remove all
containers from the container module. Clear Current Bay/Hold will delete all containers from the
current bay or hold. Clear Booking List removes all containers from the booking list. Clear Restow List

deletes all containers from the restow List. Clear Baplie Errors clears all Baplie import errors from the
alarms viewer.
Calculation
This group allows for control over whether calculations occur automatically or only on-demand. The
main calculation that is controlled by this setting is lashing. For non-standard containerships and some
combination container/RORO vessels, this will also control geometric interference calculations.
Figure 146: Calculation Group
View Settings
Panels
The panels group contains buttons to show/hide different panel items. The Main panel can be toggled
between the By-Bay view, the scan view, and the Plan view. The Left and Right panels can be toggled
between the Alarms, 3D view, List, DG on Board, IMDG Summary, Virtual Pier, and Stowage Summary.
Figure 147: Panels Group
Navigation Control
The navigation group contains buttons to control the camera in the active graphical viewport (by-bay
view, plan view, or 3D view).
The Bay navigation settings include buttons to navigate container holds. Clicking Up will change the
zoomed bay to the bay above the current one and clicking Down will change the zoomed bay to the bay
below the current one. Clicking Fwd and Aft will change the zoomed bay to the next bay forward or aft
on the same deck level. The mouse scroll wheel can also be used to move forward and aft. Navigation is
also available through the right-click context menu of the stowage viewer.

Figure 148: Bay View Control Group
When the scan or plan view is active, the navigation group will contain tools to interact with the view.
The Select operator allows for general selection and interaction. The Pan operator allows for panning
the view and the two zoom options are available for controlling the zoom level of the view. When the
select operator is used, the zoom level can be controlled with the mouse wheel and the view can be
panned by holding the Alt key while left click dragging.
Figure 149: Scan View Control Group
Bay Viewport Options

The viewport options group controls the basic drawing of the Bay Viewer and Scan Viewer. The viewer
has two drawing modes: true scale and idealized. The true scale option will draw containers to a
representative scale and is useful in visualizing heights and relative locations of containers. When in true
scale mode, below deck containers will also display a hull outline of the bay and above deck containers
will draw representative lashing lines, if defined. The idealized option will draw containers in a grid: each
cell will be the same width and height, regardless of the actual widths and heights of containers in the
cell. See Figure 151 for a comparison of the same bay drawn in true scale and idealized modes. Note
that the center stacks contain high-cube containers.
Figure 150: Viewport Options Group

Containers can also be oriented on the screen in two directions: Looking Forward and Looking Aft. This
controls where the imaginary camera is placed in relation to the bay. The default orientation is Looking
Forward, where the camera is placed aft of the container bay and looks forward.
Figure 151: Stowage Viewer in True Scale Mode (Left) and Idealized Mode (Right)
The Summary Info menu allows the user to customize the bay/stack/tier summary values that are
displayed in the Stowage Viewer. Edit Description Format allows the user to change the format of each
container’s description field.
Coloring
The coloring group allows the user to edit the coloring of the containers in the Stowage Viewer. The two
available modes are Color Map and Filter. When in color map mode, clicking on an area of the sample
container will show the current result field the color information is based on and the color scale that is
used. The user can customize the displayed information using the dropdown box.
Figure 152: Coloring Group
The collection of color keys can be edited by clicking on the show more button at the bottom left corner
of the group or by selecting the “Add Colormap” option at the bottom of the information dropdown
box. The editor dialog allows current color maps to be modified and for other color maps (for example,
colors for ports) to be added.

A color map is defined by specifying the value type and adding color-value pairs. The default value type
for all unspecified color maps is text. Switching to a numeric type changes how the list is sorted (for
example, 10 is less than 2 in an alphabetical sort, while 2 is less than 10 in a numeric sort) and also
allows colors to be interpolated. The blank line at the bottom of the table is a new row and will be
added to the map as data is typed in. Clicking on the color cell will pop up a dialog to define a color.
Rows can be deleted through the right-click context menu.
Figure 153: Color Map Editor
Options
General
This group contains general option items. Track Restow Cargo will turn on restow tracking; this will keep
track of the previous stowed location of the container in addition to its new location. When tracked,
restow cargo will show up in the “Restow List” portion of the container list. IMDG Amendment allows
the user to select or change the IMDG Amendment version used in the program.

Figure 154: General Options Group
Units
This group allows switching between Metric (weight in MT) and English (weight in LT) units. Note that
container sizes are expressed in feet, even when in Metric units. Longitudinal reference location can be
set using Longitudinal Reference dropdown.
Figure 155: Units Group
Container Options
This group contains basic program calculation settings. The Twistlock Height specifies the vertical offset
caused by twistlocks between above deck containers. Container VCG Height controls how container
VCG is estimated.
Figure 156: Container Options Group
Lashing
This group contains controls for lashing calculations and is only visible if lashing information for the ship
is defined. The lashing calculations require GMt and average draft as inputs. The Apply & Update Inputs
from CargoMax button updates container bay information in CargoMax and all CargoMax calculations.
The GMt and average draft inputs will then be updated with calculated CargoMax results. For route-
specific lashing calculations, a route reduction factor is used to reduce the transverse acceleration

factor. The Auto-Lash button will automatically assign the least-expensive lashing type that passes the
requirement for each stack.
Figure 157: Lashing Group
Container List Settings

The Container List tab of the ribbon bar contains settings and control for the Container List. Items are
separated into a Docking/Visibility group and a main List Viewer group. The Docking/Visibility group will
always stay on the main Stowage Viewer form. The List Viewer group will be visible on the form with the
Container List: the main form when in docked mode, and the container list form when in undocked
mode.
Docking
The Docking group allows the user to dock/undock the Container List. This allows the container list to be
shown in one of the bottom panels or in its own window.
Figure 158: Docking Group
List View
The main List Viewer group contains controls for displaying container information in the table. The List
Type dropdown button will select the container list type to populate the table from. The next section
contains controls for setting the displayed columns, sorting algorithm, and filtering algorithm from their
respective libraries. A sort, filter, and column set can be grouped into a single View Library entry for
quick recall. The Edit menu allows the user to customize existing view/sort/filter/column set libraries.

Figure 159: List Viewer Main Group
View Library and Sorts/Filters/Column Sets

The View Library is a collection of sort/filter/column set definitions that are used when viewing or
editing container information in a table. This is used in the Container List viewer and is also used to
defining Container Module Reports. A column set is a definition of the order of result fields that should
be displayed. A filter set is a definition of the filters to apply to the list of containers. A filter set can
contain multiple individual filters. A sort set is a definition of the sorting algorithms to apply to the list of
containers. A sort set can contain multiple sorting algorithms and each sort is applied in the order
specified.
Pre-defined view library entries and/or sort, filter, and column sets can be selected and applied to the
container list through the drop-down menu items in the List Viewer ribbon group.
Specifying a View Library Entry
Figure 160: View Library Entry Editor

View library entries can be created or edited through Edit->View Library. Items can be added and
removed using the available buttons and edited by selecting the entry and choosing new column, sort,
and/or filter sets. Entries can be renamed by double-clicking on the entry name.
Specifying a Column Set

Column sets can be created or edited through Edit-> Sorts, Filters, and Columns. Column sets can be
renamed by double-clicking on their names. Clicking Edit will launch the editor for the selected column
set (Figure 161). The column set editor will display all of the available result fields for a given container
load. Items can be moved between the Show list and the Hide list using the arrow buttons and items in
the Show list can be reordered using the Up and Down buttons on the dialog. Double-clicking on the
individual items will allow the result field to be renamed. Custom names can be reset to the program
defaults by clicking on Reset Names.
Figure 161: Column Set Editor
Specifying a Filter Set

Filter sets can be created or edited through Edit-> Columns, Sorts, and Filters. Filter sets can be
renamed by double-clicking on their names. Clicking Edit will launch the editor for the selected filter set
(Figure 162). Individual filter rules can be added or removed using their respective buttons. A filter rule
is defined as a result field, an operator, and a value. The following operators are available:
 < less than comparison

 > greater than comparison
 <= less than and equal to comparison
 >= greater than and equal to comparison
 <> not equal to comparison
 = equal to comparison

 IN substring search
 LIKE wildcard search
When using the LIKE operator, the wildcard characters are “%” or “*”. Wildcard characters can only be
placed at the beginning or end of the entered value, not in the middle.
Figure 162: Filter Set Editor
Specifying a Sort Set
Figure 163: Sort Set Editor

Sort sets can be created or edited through Edit-> Sorts, Filters, and Columns. Sort sets can be renamed
by double clicking on their names. Clicking Edit will launch the editor for the selected sort. Individual
sort rules can be added or removed using the respective buttons. A sort rule is defined as a result field
and sorting direction (ascending or descending). Each rule entry can be edited using the fields on the
top-right quadrant of the dialog.

Saving and Retrieving Information
CargoMax Load Case Files

Both the container stowage and any still unloaded containers that are in the Booking List will be saved
when a Load Case (*.LC2) file is saved from CargoMax. When an LC2 file with container stowage
information is opened in CargoMax, this information will automatically be read in. When a CargoMax 1.X
Load Case (*.LC) file is imported into CargoMax, only the by-bay summary information will be imported.
EDI/Baplie and PowerSTOW STIF Files

Importing and exporting functionality is accessible from the main menu.
Figure 164: Main Menu
Importing Files
The Container Module can import container loading information from UN-Edifact Bayplan Message
(Baplie) file and from PowerSTOW STIF files.
Exporting Files
The Container Module can export container loading information in a Baplie format. A dialog (Figure 165)
will appear to allow the user to populate the Baplie message header/transport information. If a baplie
file was previously imported in the session, the header/transport information from the previous baplie
file will be populated, allowing the user to make quick changes.
Fields marked with an asterisk are required for a complete Baplie file. Additionally, at least one of the
transport details date/time fields must be filled out. A Baplie can be exported by CargoMax without any

header information filled in; however, other software may have parsing issues with incomplete header
information.
Figure 165: Baplie Header/Transport Information Dialog
Booking Lists in Spreadsheets and Text Files

Booking list information in the container list can be transferred between the Container Module and
spreadsheet programs such as Microsoft Excel by using the standard copy/paste clipboard functionality.
Additionally, the data can be copy/pasted into a text file in a TSV (tab-separated values) format. The TSV
format consists of each table row in a separate line and table columns delineated by a horizontal tab
character. Text files using other delineators (such as CSV files) must be converted through a spreadsheet
program.
The list view has a right-click option to directly export a TSV format file that can be read into standard
spreadsheet programs.

Printing and Reporting
Reports can be generated by clicking on the Print in the main menu. This will bring up a dialog of all
available reports. Clicking Generate will generate the reports that can be previewed and printed or
exported to a PDF file, Microsoft Word file, or Microsoft Excel file. The available reports are summarized
below.
Alarms
The alarms report will print the alarms summary table.
Container Load Details

The container load details node contains sub-nodes representing each view library in the Container List.
Each view library entry node will generate a table of all of the computers using the specified
sort/filter/column set.
By-Bay Container Views

The By-bay container views node contains sub-nodes representing each container bay. These nodes will
print the bay graphics as seen in the By-Bay Viewer. The bays per page option on the dialog will control
how many bay graphics will be placed on a page.
Plan Container Views

The Plan container views node contains sub-nodes representing each deck level. These nodes will print
the plan graphics as seen in the Plan Viewer.
Lashing Summary
The lashing summary node contains sub-nodes representing each bay with lashing. These nodes will
print a table summarizing the stack lash margins for that bay.

Deck Cargo Module
Program Overview
The Deck Cargo Module is a CargoMax tool for planning and evaluating deck cargo loading. It allows for quick
creation and editing of loading conditions and provides evaluations and reports regarding a given cargo stowage
condition.
If enabled, the tool can be launched by clicking on the underlined deck name in the CargoMax load editor.
Main Interface
Ribbon Bar
Stowage Viewer
Left Panel (Cargo List) Right Panel (Alarms)
Figure 166: Container Module Interface
Herbert-ABS Software Solutions LLC -169- Deck Cargo Module

The main Container Module display consists of the following items:
 Ribbon Bar – The ribbon bar is located along the top of the program and gives the user access to all
program features, tools, and options. The ribbon bar can be minimized by double clicking on one of the
tab headings to free up screen real estate if necessary.
 Stowage Viewer – The stowage viewer is the main viewport. It provides a graphical representation of the
deck area and the current stowage plan and displays. It is the main entry area for creating, editing,
moving, or removing containers.
 Auxiliary Panels – The auxiliary panels provide additional views and displays such as Alarms, ship-wide 3D
view, cargo list, and stowage summary.
Stowage Viewer
The stowage viewer displays stowage information for each deck area. By default, this is shown as a plan view
(looking down on the deck) but the camera can be rotated as required.
Figure 167: Cargo Stowage Viewer
3D View
The 3D view depicts a ship-wide overview of the current stowage condition.
Cargo List
The Cargo List is a tabular data entry/display form to create, view, and edit cargos. There are three cargo lists that
the table can be populated from: All Cargo, Loaded Cargo, Booking, Restow and Stowable Equipment List. How
cargos are displayed in the list is fully customizable: column sets, sort sets, and filter sets are all editable. Cargos
can be created by typing (or copying information from an external source) into cells in the blank line at the bottom
of the Booking List and All Containers list. Cargos can be permanently deleted by right-clicking and selecting the
“Delete Cargo” option in the context menu.

Figure 168: Cargo List Viewer
Cargo can be loaded onto bays by selecting Cargos, holding the right mouse button and dragging to the bays in the
stowage viewer. The viewer will allow the user to specify the stowage region on the deck.
The Cargo List table is compatible with standard spreadsheet programs such Microsoft Excel; cells can be copied
directly to and from spreadsheet programs. This allows users to transfer booking lists from a spreadsheet by
setting up the columns in the Cargo List to match the columns in the spreadsheet and copy/pasting the
information.
Alarms
The Alarms Panel is similar in appearance to the main CargoMax Alarms Panel. This table lists all the required,
recommended, and informational allowable cargo-specific limits for the ship and their status. If any of the required
criteria is not met, the corresponding line in the alarms tab will show a red FAIL warning. If it is only a
recommended limit which is not met, the coloring of the alarms will be orange. The Show/Hide Alarms button on
the Home tab of the ribbon bar will be colored the overall (most serious) alarm status. The “Cargo Module Alarms”
in the CargoMax alarms panel will also show this status.
Figure 169: Alarms Panel

The alarms are displayed in logical groupings and can be expanded and collapsed as necessary. Some text may be
underlined in the table. These are hyperlinks; clicking on them will navigate the Stowage Viewer to the deck area in
question.

Stowage Summary
The stowage summary view summarizes the loaded cargo by cargo type, load port, and discharge port. The view
gives the cargo tally, total weight, and average weight for each triplet.
Figure 170: Stowage Summary
Program Control and Settings
General Settings
The Home tab of the ribbon bar contains general, program-wide controls and settings. Items in the Home tab are
separated into logical groups.
Editor Options
This group contains three buttons to control the program interface to CargoMax. Apply Changes will update deck
area information in CargoMax and have CargoMax update its calculations. Cancel Changes will revert the cargo
stowage to the previously applied stowage condition that is in CargoMax. Close Window will close the program
window and return the user to CargoMax. If the current deck stowage condition has not been applied to
CargoMax, a dialog box will prompt the user to either apply or discard changes.
Figure 171: Editor Options Group

Booking List
These options allow the generation of booking lists. The Generate Booking button allows for booking lists to be
created and added to the deck cargo list. The Cargo Types button allows for the definition of custom pre-defined
cargo types as necessary.
Figure 172: Booking List Group
Figure 173: Pre-Defined Cargo Types Definition Dialog
Deck Cargo
Figure 174: Deck Cargo Operators
The deck cargo group allows the user to select and insert cargo objects. The Select button allows the user to select
cargo objects to edit. The Insert Single menu allows the user to insert single cargo objects. The menu contains

options to draw an arbitrary rectangular object or to insert instances of pre-defined cargo types. The Insert Range
menu allows the user to insert multiples of pre-defined cargo types.
View Settings
Panels
The panels group contains buttons to show/hide different panel items. The Left and Right panels can be toggled
between the Alarms, 3D view, List, and Stowage Summary.
Figure 175: Panels Group
Camera Control
The navigation group contains buttons to control the camera in the active graphical viewport (stowage view, or 3D
view).
Figure 176: Camera Control Group
Color Key
The color key group allows the user to edit the color key used to color cargo in the Stowage Viewer. Clicking on an
area of the box will show the current result field the color information is based on and the color scale that is used.
The user can customize the displayed information using the dropdown box.
Figure 177: Color Key Group

The collection of color keys can be edited by clicking on the show more button at the bottom left corner of the
group. The editor dialog allows current color maps to be modified and for other color maps (for example, colors for
ports) to be added.
Figure 178: Color Map Editor Dialog

A color map is defined by specifying the value type and adding color-value pairs. The default value type for all
unspecified color maps is text. Switching to a numeric type changes how the list is sorted (for example, 10 is less
than 2 in an alphabetical sort, while 2 is less than 10 in a numeric sort) and also allow colors to be interpolated.
The blank line at the bottom of the table is a new row, and will be added to the map as data is typed in. Clicking on
the color cell will pop up a dialog to define a color. Rows can be deleted through the right-click context menu.
Background Colors
The container view background is specified as a two-tone gradient. There are two coloring modes available: Single
Gradient and Alarms Gradient. Single gradient makes the background static. Alarms gradient will change the top
color of the gradient depending on the alarm state. Clicking either the Top Color button or Bottom Color button
will allow the user to customize the gradient.
Figure 179: Background Colors Group

Cargo List Settings
The Cargo List tab of the ribbon bar contains settings and control for the Cargo List. Items are separated into a
Docking/Visibility group and a main List Viewer group. The Docking/Visibility group will always stay on the main
Stowage Viewer form. The List Viewer group will be visible on the form with the Cargo List: the main form when in
docked mode, and the deck cargo list form when in undocked mode.
Docking
The Docking group allows the user to dock/undock the Cargo List. This allows the container list to be shown in one
of the bottom panels or in its own window.
Figure 180: Docking Group
List Viewer
The main List Viewer group contains controls for displaying cargo information in the table. The List Type dropdown
button will select the cargo list type to populate the table from. The next section contains controls for setting the
displayed columns, sorting algorithm, and filtering algorithm from their respective libraries. A sort, filter, and
column set can be grouped into a single View Library entry for quick recall. The Edit menu allows the user to
customize existing view/sort/filter/column set libraries.
Figure 181: List Viewer Main Group
View Library and Sorts/Filters/Column Sets

The View Library is a collection of sort/filter/column set definitions that are used when viewing or editing cargo
information in a table. This is used in the Cargo List viewer and is also used to defining Deck Cargo Module Reports.
A column set is a definition of the order of result fields that should be displayed. A filter set is a definition of the
filters to apply to the list of cargo. A filter set can contain multiple individual filters. A sort set is a definition of the
sorting algorithms to apply to the list of cargo. A sort set can contain multiple sorting algorithms and each sort is
applied in the order specified.
Pre-defined view library entries and/or sort, filter, and column sets can be selected and applied to the cargo list
through the drop-down menu items in the List Viewer ribbon group.

Specifying a View Library Entry
Figure 182: View Library Entry Editor

View library entries can be created or edited through Edit->View Library. Items can be added and removed using
the available buttons, and edited by selecting the entry and choosing new column, sort, and/or filter sets. Entries
can be renamed by double clicking on the entry name.
Specifying a Column Set

Column sets can be created or edited through Edit->Sorts, Filters, and Columns. Column sets can be renamed
by double clicking on their names. Clicking Edit will launch the editor for the selected column set (Figure 183). The
column set editor will display all of the available result fields for a given cargo load. Items can be moved between
the Show list and the Hide list using the arrow buttons and items in the Show list can be reordered using the Up
and Down buttons on the dialog. Double clicking on the individual items will allow the result field to be renamed.
Custom names can be reset to the program defaults by clicking on Reset Names.

Figure 183: Column Set Editor
Specifying a Filter Set

Filter sets can be created or edited through Edit->Sorts, Filters, and Columns. Filter sets can be renamed by
double-clicking on their names. Clicking Edit will launch the editor for the selected filter set (Figure 184). Individual
filter rules can be added or removed using their respective buttons. A filter rule is defined as a result field, an
operator, and a value. The following operators are available:
 < less than comparison
 > greater than comparison
 <= less than and equal to comparison
 >= greater than and equal to comparison
 <> not equal to comparison
 = equal to comparison
 IN substring search
 LIKE wildcard search
When using the LIKE operator, the wildcard characters are “%” or “*”. Wildcard characters can only be placed at
the beginning or end of the entered value, not in the middle.

Figure 184: Filter Set Editor
Specifying a Sort Set

Sort sets can be created or edited through Edit->Sorts, Filters, and Columns. Sort sets can be renamed by
double clicking on their names. Clicking Edit will launch the editor for the selected sort set (Figure 185). Individual
sort rules can be added or removed using the respective buttons. A sort rule is defined as a result field and sorting
direction (ascending or descending). Each rule entry can be edited using the fields on the top-right quadrant of the
dialog.
Figure 185: Sort Set Editor

Saving and Retrieving Information
CargoMax Load Case Files

Both the cargo stowage and any still unloaded cargos that are in the Booking List will be saved when a Load Case
(*.LC2) file is saved from CargoMax. When a LC2 file with cargo stowage information is opened in CargoMax, this
information will automatically be read in.
Booking Lists in Spreadsheets and Text Files

Booking list information in the cargo list can be transferred between the Detailed Deck Weight Module and
spreadsheet programs such as Microsoft Excel by using the standard copy/paste clipboard functionality.
Additionally the data can be copy/pasted into a text file in a TSV (tab-separated values) format. The TSV format
consists of each table row in a separate line and table columns delineated by a horizontal tab character. Text files
using other delineators (such as CSV files) must be converted through a spreadsheet program.
Printing and Reporting

Reports can be generated by clicking on Print in the main menu. This will bring up a dialog of all available reports.
Clicking Generate will generate the reports that can be previewed and printed or exported to a PDF file, Microsoft
Word file, or Microsoft Excel file. The available reports are summarized below.
Alarms
The alarms report will print the alarms summary table.
Cargo Load Details

The cargo load details node contains sub-nodes representing each view library in the Cargo List. Each view library
entry node will generate a table of all of the computers using the specified sort/filter/column set.
Deck Views
The deck views node contains sub-nodes representing each deck area. These nodes will print the deck graphics as
seen in the stowage viewer.

Special Program Configuration
Options
Overview
CargoMax provides for several special options and configurations. These are described below. Some options affect
entry screens, while other may affect file saving or printouts.
Interface with Tank Gauging System

The CargoMax program can be provided with a direct interface to various tank and draft gauge system such as
SAAB, Autronica, Metritape, Skarpenord and others. The interface allows CargoMax to automatically obtain
information from the gauging system so that the user does not have to manually enter tank data. This permits
rapid and error free development of current loading conditions. On some ships, the monitoring system also
includes the status of some of the ship connections such as the watertight doors. The user has full control over
when to read data from the gauging system and can always enter data manually if he wishes.
Constant Monitoring Function

A monitoring function can be activated through the Online Gauging Option in the Online menu, if requested. This
option allows the user to set up Cargo Max to automatically read the gauging system data at specified intervals
and calculate all tank and vessel characteristics. Determination of load/discharge rates and projections of time to
finish are also possible with such an option and the Load/Discharge Rates tool.
Hardware Information and Connection

Communication between the gauging system and CargoMax is typically through a serial link (such as “RS 232C”,
“RS422”, or “RS485”). A 9-pin or 25-pin serial cable is attached to the designated port on the gauging system
hardware and to the corresponding port on the CargoMax hardware. (Herbert-ABS does not typically provide for
the routing of this cable.) CargoMax performs a test of the communication link each time a gauge reading is
requested. If communication can be established, the gauge readings will be successful.
Network Solutions
Network installations of this interface are possible and allow the gauging system to be attached to any one of the
networked computers or to the server. This type of setup would provide any of the system’s computers access to
the gauge readings.
Herbert-ABS Software Solutions LLC -181- Special Program Configuration Options

Communication Protocol
The communication protocol governing transmission through the serial interface is typically outlined in the gauging
system protocol documentation. All transferred data is in ASCII format and communication is usually one of two
types:
 The gauging system sends information only when requested to do so by CargoMax.
 The gauging system sends out a constant stream of data and CargoMax simply listens when it needs
information.
In either case, CargoMax normally sends no signals to the gauging system which could alter the operation of the
gauging system or its control/display panels. In some installations, it has been requested that CargoMax send back
to the monitoring systems information on tank volumes or ship stability. In these applications, care should be
taken in making sure that these data are correctly interpreted by the receiving software.
Typically, uncorrected ullages are taken from the gauging system along with the vessel trim and list, but this can
vary with each installation.
Custom Files Interfaces
HECSALV Load Case Files

Herbert Engineering’s Salvage Software, HECSALV, is fully compatible with CargoMax. The load case files defining
the intact condition created by one program may be read directly by the other program. No data conversion is
required.
ICODES
Load case files created by CargoMax can be read by the ICODES system. ICODES is the Integrated Computerized
Deployment System utilized by the US Military Traffic Management Command for vessel stowage planning.
In the event that a one-to-one relationship between the ICODES stow area names and the CargoMax deadweight
group names does not exist, the stow areas are simply entered into the CargoMax Miscellaneous weight group.
MMS FleetLINK
When CargoMax is installed along with Marine Management Systems’ (MMS) FleetLINK program, the user may
send load case data files anywhere in the world via the FleetLINK satellite transmission capability. This can be done
by choosing Add Load Case to FleetLINK Transmission Queue from the File menu.
After selecting this menu option, a list of defined destination sites will be displayed. Use the combo box with
destination sites to pick the desired site. If the site you need is not available press the [Add Sites] button. This will
activate the entry frame so that a site’s information can be entered. Press the [Update] button to save the site.
Press the [Quit] button when you are done adding sites. For each file you want to send (by adding it to the
transmission queue):
Press the [OK] button on the destination dialog box.
Choose the file and press [OK] on the file selection dialog.
When all files have been sent, press the [Cancel] button to dismiss destination dialog.

The list of destination sites may be modified to add and delete destination sites respectively. This list consists of
the destination site name, abbreviation, and ID. This information is saved in a data file so that it need not be re-
entered.
To enable this FleetLINK option, the following must be included in the cargomax.ini file:
[FleetLink]
SiteID=A1
FlinkPath = c:\MMS
The SiteID is the MMS Site ID for this workstation (A1 is shown for example). The FlinkPath is the drive and
directory where the MMS FleetLINK programs are installed. These programs include BTRIEVE.EXE, ADDQUEUE.EXE,
and BTUNLOAD.EXE and are supplied by the MMS FleetLINK software. They are typically are installed in the
c:\mms directory.
Note – When using CargoMax, you are asked to specify the site name, site abbreviation, and site ID for the selected
destination. These must match those defined in the MMS Fleet LINK program to insure that the load case files are
transmitted properly. Please refer to the MMS documentation for instructions on determining the proper
destination site information.
Detailed Container File (STIF/BAPLIE) Import

For programs with the feature enabled, STIF and BAPLIE files can be imported by going to File>Import>Detailed
Container File (STIF/BAPLIE)… This will bring up the Import Detailed Container Information entry window, seen in
the picture below. Choose a STIF/BAPLIE file by pressing either the Select Baplie or Select STIF buttons. If there
are any errors with the container information, it will be displayed in text area in the middle of the window. The
bottom of the window displays any tank information saved in the file. To include the tank information in the
container import, make sure to check the box next to the Arrival, Departure, or Next options. If Departure and
Arrival View is enabled and turned on, you may select both the Arrival and the Departure checkboxes to fill in the
tank values for both conditions in CargoMax. Press the Import File to import the container information and any
selected tank information.

Trouble Shooting
What Can Happen

CargoMax performs error checking on each entered value and on various operations. It uses the status bar at the
top right of the main window (first line in the Results Bar) and special dialog boxes or windows to communicate its
findings.
CargoMax also checks calculated results against specified criteria such as strength allowables, required GMt
curves, load lines, etc. When these are exceeded the critical value is highlighted either by turning it red or printing
a warning message on the Trim and Stability Summary Window.
CargoMax has been designed and produced to eliminate fatal shutdown during operation. Even so, it is possible
that such an error will be encountered. Such a shutdown would erase all current data not previously stored in a
load case file and force the user to restart CargoMax and possibly their computer. Refer to the following section
“Answers to Common Questions” if this happens.
Typical Warnings and Messages

The following types of warnings and messages may appear in CargoMax. These are generated and controlled by
CargoMax and do not indicate failure of the program. CargoMax continues to run properly after any of these are
encountered.
As a load case is being entered and evaluated, it is a good idea to watch the Status Bar at the top right of the
CargoMax screen for error messages and warnings. In many cases, the warning messages are accompanied by an
audible alarm.
When vessel operating criteria are exceeded, a warning or a failure is placed on the Results Bar, the Alarm
Summary Tab in the Results partition and in its associated printout. Similar warning will also be visible in the
appropriate results windows and printouts. The value displayed in the Results Bar and Alarm Summary Tab is also
turned orange as a warning or red as a failure.
The difference between a warning and a failure is that while warnings only flag non-compliance with
recommended or informational limits, failures point to regulatory requirements which are not met. When
monitoring results during vessel loading or checking the final condition before sailing, these orange warning signs
provide a quick and easily identifiable flag of an unacceptable situation. If any of these warnings appear, the vessel
loading should be changed. If any of the red failure flags appear instead, the vessel loading MUST be changed,
because they indicate that the vessel as loaded does not meet the governing stability or strength requirements.
Herbert-ABS Software Solutions LLC -184- Trouble Shooting

Criteria Exceeded
Figure 186 – Warnings on the Alarm Summary Tab in the Results Window
Figure 187 – Failures on the Alarm Summary Tab in the Results Window
Status Bar
The status bar displays error messages as shown, as well as notes about what CargoMax may be doing at any given
time. This may include a "Ready" message indicating CargoMax has finished updating calculated results and is
ready for additional entries.

Figure 188 – CargoMax Status Bar Error Message
If the message shown above is obtained instead, the program is simply indicating that calculations are being run.
Other similar messages will indicate other program status, from ship failures (sinking, capsizing) to incompatible
data and numerical non-convergence. In the latter cases, the user must revise and re-enter input within acceptable
limits.
Message Windows
Figure 189 – CargoMax Message Window
These types of message boxes are used when the user may choose an operation that has consequences that may
not at first be apparent. In the example above, the user has selected to exit CargoMax. The message box alerts him
that if he exits the program without saving the load case data, his latest changes will be lost. CargoMax does not
prevent the user from performing the operation (in this case exiting) but warns him of the consequences.
Answers to Common Questions

This section provides solutions to some situations and problems you may encounter. They are arranged by topic,
with the problem in bold type and the solutions following.
It is also a good idea to watch the Status Bar at the bottom of the CargoMax screen for error messages and
warnings. These appear as CargoMax performs error checking on all entered values or the user tries an illegal
operation.
Return CargoMax Windows to Default Configuration

Click on the word View in the menu bar and then click on the words Default View.

Figure 190 – Default View Menu Item
Return CargoMax Window and Column Configuration to Default Setup

In the Tools menu, select Restore All Default Options.
Suggested Frequency of “Saving Load Condition”

It is suggested that the current load case be saved after each 15 minutes of data entry or whenever an update is
made that represents the current condition. If it is necessary to save various versions of the load case description
the Save Load Condition As option should be used and a different file name specified.
How to report a suspected “bug” in the program

Carefully document the program version, and load case data files and procedures used to generate the bug. This
should be as detailed as possible and include printouts if necessary. Go to the Help menu, and check Obtaining
Technical Support for the applicable contact information. Forward the bug information to the listed contact
and/or the local CargoMax agent.

Glossary of Terms
API
API stands for the American Petroleum Institute which is responsible for developing the standards and tables for
various oil temperature/volume/density conversions.
Available Deadweight
The weight of cargo and consumables which can be loaded before the load limiting draft is reached. It is calculated
as the difference in displacement between the load line limiting draft and the draft at the midship marks. Note
that if the vessel is trimmed or the hull has significant deflection, there may be available deadweight remaining
even though the load line is exceeded at the midship draft location. The full available deadweight may be
achievable if the vessel is trimmed even or the hull deflection changed.
AvDWT
(see Available Deadweight)
BIH
Abbreviation used on the Deadweight Entry screen table for Bulk In Hold entry.
BOD
Abbreviation used on the Deadweight Entry screen table for Bulk on Deck entry.
C.T.E x 106
(see Coeff. Of Thermal Exp)
CBU
Abbreviation used on the Deadweight Entry screen table for the Detailed Container Buildup option.
CIH
Abbreviation used on the Deadweight Entry screen table for Container On Deck entry.
Coeff. Of Thermal Exp
The Coefficient of Thermal Expansion = the change in volume of a liquid with each 1 degree Celsius change in
temperature.
Cross Curves (Cross Curve Table)
Table of KN values computed for a range of displacements and heel angles.
Downflooding Angle
The limiting angle of heel at which the first non-watertight opening may be submerged. When used with a table of
cross curves, these values are typically tabulated at each displacement and correspond to a zero trim condition.
Draft at A.P.
Keel draft calculated at the Aft Perpendicular.
Draft at Aft Marks
Keel draft calculated at the aft draft marks.
Herbert-ABS Software Solutions LLC -188- Glossary of Terms

Draft at F.P.
Keel draft calculated at the Foreword Perpendicular.
Draft at Fwd Marks
Keel draft calculated at the forward draft marks.
Draft at M.S.
Keel draft amidships calculated as the mean of the drafts at the perpendiculars.
Draft at Midship Marks
Keel draft calculated at the midships draft marks assuming no hog or sag.
F.S. Correction
Free surface correction in feet or meters taken as the total free surface moment divided by the current vessel
displacement.
Free Water
The volume of water at the bottom of an oil tank.
FSmom
Total free surface moment adjusted for liquid density.
GMt corrected
GMt after free surface correction is applied = GMt corr = KMt - VCG – FScorr
GMt margin
GMt in excess of the required value = GMt mar = GMt corr – GMt req
GMt required
The GMt taken from the minimum required GMt curves in the Trim and Stability Book.
GMt uncorr.
GMt before applying free surface correction = GMt uncorr = KMt - VCG
GOV
The Gross Observed Volume = total observed volume - free water (all at the observed temperature)
Grade
A term used to define a type of liquid which has a unique method for determining density and volume correction
factor. This method includes the API table specification and standard values. CargoMax keeps track of these grade
definitions in a special library file which is available for any number of loading conditions.
GSV
The Gross Standard Volume = gross observed volume adjusted to the standard temperature.
GZ
The righting arm or lever between the line of action of the vessel buoyancy and displacement. These values are
computed at a range of heel angles to develop the righting arm curve. This curve is used to evaluate vessel
stability.
HEC
Herbert Engineering Corp.
HECSALV
Herbert-ABS Engineering's software package for ship salvage engineering. It includes vessel modeling, damage
stability, grounding, outflow, tidal effects, and damaged strength.
KB
The vertical center of buoyancy above the bottom of the keel. This is often taken to the molded keel location, or
baseline, and equals the VCB.

KG
The vertical center of gravity above the bottom of the keel. In casual usage this is often taken to mean the same
thing as VCG.
KMt
The transverse metacentric height of the loaded vessel above the baseline (or molded keel).
KN
Refers to a righting arm (GZ) computed for an assumed VCG of zero. For the calculations, the vessel is assumed to
start at zero trim, but is allowed to trim as the vessel is heeled in order to maintain constant displacement and LCB.
These values are used in the cross curve tables.
Lashing Margin
The lashing margin ("Lash Mgn") represents the amount of weight which may be added to the stack without
violating the lashing strength requirements.
Lashing System
The type of lash ("Lash") corresponds to those available on the vessel and may include twist lock only (TL), single
cross lash (SNGL), double cross lash (DBL), para-lash (PARA), etc.
LCB (even keel)
The longitudinal center of buoyancy measured from either amidships, F.P., or A.P.
LCF
The longitudinal center of flotation measured from either amidships, F.P., or A.P. (even keel).
LCF Draft
The draft at the LCF as found in the hydrostatic table.
LCG
The longitudinal center of gravity measured from the currently selected longitudinal reference point (AP, MS, or
FP). On displays and printouts the letter “F” or “A” is appended to the numerical value to indicate whether the LCG
is forward or aft of the reference point.
Liquefied Gas
A liquid at which has a saturated vapor pressure exceeding 2.8 bar absolute at 37.8 ˚C and certain other substances
specified in the Gas Codes.
LNG
This is the abbreviation for Liquefied Natural Gas, the principal constituent of which is methane.
Load case
The set of data which describes a unique vessel loading condition. This will include deadweight quantities
(weight/sounding/CG/...), user selected options and settings, and a description of the condition. It does not include
observed draft entries, a list of damaged compartments, fixed vessel definitions (tank capacities...), or calculated
results.
LPG
This is the abbreviation for Liquefied Petroleum Gas. The group of products includes propane and butane which
can be shipped separately or as a mixture. LPGs may be refinery by-products or may be produced in conjunction
with crude oil or natural gas.
Molar Volume
The volume occupied by one molecular mass in grams (g mole) under specific conditions. For an ideal gas at
standard temperature and pressure it is 0.0224 m3/g mole

Mole
The mass that is numerically equal to the molecular mass. It is most frequently expressed as the gram molecular
mass (g mole) but may also be expressed in other mass units, such as the kg mole. At the same pressure and
temperature the volume of one mole is the same for all ideal gases.
MT
Abbreviation used on the Deadweight Entry screen tables for Miscellaneous Tank entry.
MT1in/cm
The moment to trim one inch or one cm.
MW
Abbreviation used on the Deadweight Entry screen tables for Miscellaneous Weight entry.
OBQ
The measurable and/or estimated materials remaining on board in vessel cargo tanks prior to loading. The On
Board Quantity.
PlanMax
Herbert-ABS software package for vessel stowage pre-planning. It is available for break bulk ships, RoRo's, and
containerships.
Prop. Imm
The immersion of the propeller tips as a percent of the propeller diameter. A water level even with the uppermost
blade tip represents 100% immersion. Refer also to Water Over P. Tip for a different common definition of percent
immersion.
ROB
The measurable material remaining on board a vessel in an oil tank after a discharge.
Stack Strength Margin
The container stack strength margin ("Str Mg") represents the amount of weight which may be added to the stack
without violating the total stack weight limits of the deck or hatch cover. This is a limit imposed by the vessel
structure which supports the stack.
TCG
Transverse center of gravity measured from centerline. On displays and printouts, the letter “P” or “S” is appended
to the numerical value to indicate whether the TCG is to port or starboard.
TCV
The total calculated volume of liquid in a tank at the standard temperature.
TEF
Tank Expansion Correction.
TOV
The total observed volume of liquid in a tank at the observed temperature.
Trim
The total trim between perpendiculars.
Units
Two primary sets of units are available for weight and length dimensions:
 US units use LTons and feet
 SI units use MTons and meters
Volume and temperature units are controlled independently and can be used in any combination.

VCB
The vertical center of buoyancy of the loaded vessel above the baseline. See also KB.
VCF
The volume correction factor which corrects volume from the observed temperature to the standard temperature
for the API table selected.
VCG
The vertical center of gravity above the baseline. See also KG.
VCG margin
The VCG (or KG) in excess of the required value = VCGmargin = VCGmaximum - VCGvirtual
VCGmaximum
The VCG (or KG) taken from the Maximum Permissible VCG curves in the Trim and Stability Book.
VCGvirtual
The VCG (or KG) with free surface correction applied = VCGvirtual = VCG + FScorr
Water Over P. Tip

The immersion of the propeller tips as a percent of the propeller diameter. A water level even with the uppermost
blade tip represents 50% immersion. Refer also to Prop. Imm for a different common definition of percent
immersion. The results bar always shows the text "Prop I". Only the Trim & Stability Summary defines which
definition is being used.
WCF
The weight correction factor.

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CargoMax 2.

Copyright  2020 by HERBERT-ABS SOFTWARE SOLUTIONS LLC.

Tel: +1 (510) 814-9065

Herbert-ABS Software Solutions LLC

General Program Operation 13

Load Condition Entry 50

Herbert-ABS Software Solutions LLC -i- Table of Contents

Tools for All Ship Types 78

Tools for Tankers 125

Tools for Bulk Carriers 136

Advanced Container Module 144

Deck Cargo Module 169

Special Program Configuration Options 181

Trouble Shooting 184

Glossary of Terms 188

Herbert-ABS Software Solutions LLC -iii- Table of Contents

About This Manual

Herbert-ABS Software Solutions LLC -1- Welcome to CargoMax

Active, Base and Delta Conditions

Figure 1 - Typical Condition Tree Hierarchy

Herbert-ABS Software Solutions LLC -2- Welcome to CargoMax

Intact Direct from Offsets (ID) and Free-floating Damaged (FF)

 500 MB Hard drive space

 Graphics card with DirectX 9 or later

 1280 x 1024 SXGA 19” Monitor

Herbert-ABS Software Solutions LLC -3- Welcome to CargoMax

What the Setup Does

Running the Installation

Herbert-ABS Software Solutions LLC -4- Welcome to CargoMax

2. Loading Condition Files

Obtaining Technical Support

Herbert-ABS Software Solutions LLC -5- Welcome to CargoMax

Figure 2 - Start Menu->All Programs->CargoMax 2.1->CargoMax for SHIPNAME

Herbert-ABS Software Solutions LLC -6- Quick Start

CargoMax Main Window

Menu Bar Tool Bar Context Menus Results Bar

Figure 3 - Default CargoMax Screen Structure

Herbert-ABS Software Solutions LLC -7- Quick Start

Evaluating a Loading Condition

Closing CargoMax for Windows

Herbert-ABS Software Solutions LLC -8- Quick Start

Loading Condition Evaluation in CargoMax – Step-by-

Herbert-ABS Software Solutions LLC -9- Quick Start

Herbert-ABS Software Solutions LLC -10- Quick Start

Emergency Evaluation in CargoMax – Step-by-Step

Herbert-ABS Software Solutions LLC -11- Quick Start

Herbert-ABS Software Solutions LLC -12- Quick Start

(How to Move About, Select Options, and Enter Data)

Getting Around (using keyboard and mouse controls)

Main Menu Bar

Figure 4 - Main Menu Bar

Herbert-ABS Software Solutions LLC -13- General Program Operation

Using the Mouse

Using the Keyboard

Herbert-ABS Software Solutions LLC -14- General Program Operation

Figure 24 - Configure Selected View Options General Tab