Section 7 Figures

Figure 1.7.1 Procedure for General Approval

Figure 1.7.2 Procedure for Specific Ship Case

Figure 1.7.3 Certificate of Approval

Table 1.7.1 Supplement to Certificate of Approval

PROGRAM NAME & VERSION NO.
CERTIFICATE NO.			CLI/XX/XXX

INTACT STABILITY (IMO RES A 749(18))
	Para 3.1.2 (A-167) - General criteria
	Para 4.1.3 (A-206) - Timber deck cargo criteria
		Timber water absorption - manual / auto
	Para 3.2.2 (A-562) – Weather criterion
	Icing – deadweight item / density on surface area

GZ CURVE
	Corrected for constant FSM/GGo
	Corrected for FSM varying with θ
	Curve and GZ areas reflect heel angle

FREE SURFACE
	Max values only
	Tank calibrated data (pre-programmed)
	Actual liquid level taking heel and trim into account

ALLOWABLE GM/KG CURVES (Intact or Damage)

GRAIN
	Grain stability criteria
	GZ curve with H.M. plot
	Allowable H.M. pre-programmed
	Allowable H.M. calculated by program
	Allowable H.M. vs Actual H.M.

STRENGTH
	Shear force and bending moments
	Multiple SF/BM & Cargo Torque Limits
	Bulkhead SF correction factors
	Cargo torque
	Longitudinal Strength in Flooded Conditions
	Local Double Bottom Strength

Figure 1.7.4 Program Installation Test Certificate

Table 1.7.2 General Particulars Form

GENERAL PARTICULARS
LR/IMO NUMBER
Ship’s Name	:

Type	:

Official Number	:

Port of Registry	:

Classification Society	:

Owner’s Name & Address	:



Builder’s Name & Address	:

Hull Number	:

Date of Keel Laid	:

PRINCIPAL DIMENSIONS

Length Overall	:

Length Between Perpendiculars	:

Breadth Moulded	:

Depth Moulded	:

Loaded Draught	:

Block Coefficient	:

Final Loaded Displacement	:

Final Lightship Weight	:

Final Deadweight	:

Title & Document No. of Loading/Stability Manual	:

Date of Approval	:

Approving Organisation	:

Table 1.7.3 Statement For Minimum Draught Forward

“Scantlings approved for a minimum draught forward of...........m with ballast tank No................filled. In heavy weather conditions the forward draught should not be less than this value. If, in the opinion of the Master, sea conditions are likely to cause regular slamming, then other appropriate measures such as change in speed, heading or increase in draught forward may also need to be taken.”