STATEMENT OF STABILITY The purpose of this Stability Book is to Provide instructions, information, and data which when properly

used- will ensure the safe operation of the vessel with adeQuate stability at all times. In order to comply with the stability requirements applicable to the vessel, the vertical centre of gravity after correction for free surface KG fluid) must not exceed the Maximum Allowable KG for the corresponding draught. the Curves of Maximum Allowable KG against draught are shown on Page 29. Compliance with the stability criteria does not ensure immunity against capsizing, regardless of the circumstances, or absolve the Master from his responsibilities. The Master should therefore exercise Prudence and good seamanship, having regard to the season of the year. navigational zone and weather forecast , and should take the appropriate action as to speed and course warranted by the prevailing circumstances STABILITY CRITERIA The Maximum Allowable KG values, given in Section 5 (Page 29) were calculated according to the following criteria:1968 Load Line schedule 4 for intact stability SOLAS 90 with one compartment B/5 side damage STAB' 80 with one compartment damage to centreline in way of lower hold ("Equivalent Damage Stability" Floodable length calculation), based on section 2.3.1.3 of the Draft Instructions for the Guidance of Surveyors (27/01/98 revision). This standard is to be raised to full SOLAS90 at the due date for implementation of the Stockholm agreement (Ref MSA letter 6 1h February, 1998 CM 39537/18/01). INTACT STABILITY CRITERIA a )The area under the curve of Righting Levers (GZ curve) shall not be less than: i) 0.055 metre-radians up to an anale of 30 degrees; ii) 0.09 metre-radians up to an angle of either 40 degrees or the angle at which the lower edges of any openings in the hull, superstructures or deckhouses, being openings which cannot be closed weathertight, are immersed if the angle be less; iii) 0-03 metre-radiaps between the angles qf heel of 30 degrees and 40 degrees or such lesser angle as is referred to in (ii).

STATICAL STABILITY CURVE

3

DAMAGE STABILITY CRITERIA in no case shall the margin line be submereged in the final stage-of flooding. In the case- of unsymetrical flooding the angle of heel for one-comeartmen floodina shall not exceed 7 degrees The positive residual righting lever curve shall have a minimum range 15. degrees beyond the angle of equilibrium. The, area under the righting lever curve shall be at leasi 0,015 meters radian measured from the angle of equilibrium to the lesser of: a)the angle at which progressive flooding occurs b)22 degrees measured from the upright t in case of one compartment flooding A residual righting lever is to be obtained within the range specified in 3, taking int account the greatest of ithe following heeling moments: a) b) c) thq crowding of all Passengers towards one side the-launchingof all fully loaded davit-launched survival craft on one side; due to wind pressure. as calculated by the formula:

GZ (in metres) = Heeling Moment + 0.04 Displacement However, in no case is this righting lever to be less than 0. 10 m. In the case of symmetrical fiooding .there shall be a positive residual metacentric height of at least 50 mm

b) The RightingLever (GZ) shall be at least,0.20 metres at an angle of heel equal to or greater than 30 degrees. c)The maximum Righting Lever (GZ) shall occur at an angle of heel not less than 30 degrees. d)The initial transverse metacentric heiqht shall not be less than 0. 15 metres.
NOTES TO THE MASTER

The vessel is provided with a Passenger Ship Loadline ("C Line) at 4.30m extreme draught. At this draught the vessel is permitted to carry 80 Passengers and will withstand the flooding at any one main watertight compartment. The minimum draught forward is not toiless than 3.50m in a sea going condition.

The following tanks are to be kept full: Tank No 80 (Fresh Water with inhibitor) Tank No 81 (Fresh Water with inhibitor) Tank No 16 (Oil Fuel) Tank No 17 (Oil Fuel) The Free Surface Moments listed in the tank capacity tables assume that the TWO cross flooding valves to the Heeling Tanks have been CLOSED, and therefore lateral transfer is not possible. It must be noted that large free surface effects will exist in these tanks if these valves are left open, and therefore the valve used for transferring water should be CLOSED upon completion of loading. If damage occurs when filled or partially filled, leave BOTH cross flooding valves SHUT. If damage occurs when these tanks are empty, the emergency cross flooding valve is to be OPENED to allow for equilisation. The emergency cross flooding valve is operated from the wheelhouse. Cross flooding ducts, down flooding arrangements and the list of valves essential to maintaining the integrity of the watertight subdivision of the ship is detailed on the Damage Control Plan which should be studied by all concerned. The typical Loading Conditions given in this booklet show that the vessel has adequate stability in all normal operating states. For all operating condition the KG must be checked and muSt be within the limits shown in the KG envelope velo De curves, shown on page ??. Otherwise excessive heeling or loss of ship may occur after damage. It is important to note that the effect of the position of VCG of the cargo can have a considerable effect on the ships KG. For this ship the acceptable method of calculating the loading condition KG is shown on page ??. This method must be used at all times and the actual sailing condition KGf calculated. The Master's attention is drawn to V Notice No. 1361 "Dangers'of Flooding". The Master must be aware of the adverse effect that water trapped on the vehicJe decks will have on stability. For example, when the drencher system is operated. Therefore, it must be ensured that all drainage scuppers are maintained free of obstructions, rubbish, etc. at all times.

2.3 2.3.8

NOTES TO THE MASTER (CONT) The Masters attention is drawn to the necessity of maintaining sufficient freeboard and stability at all times during the loading and unloading process. Excessive heel while loadinglunloading is to be avoided and under no circumstances must the freeboard to any shell opening be less than 0.5 m, Ca " re should be taken that the cargo allocated to the ship is capable of being stowed and secured such that compliance with the stability criteria is achieved. If necessary, the amount of cargo should be limited to the extent that ballast may be required to ensure compliance. Prior to sailing, care should be taken that all cargo and sizeable pieces of equipment have been properly stowed and lashed so as to minimise the risk of both longitudinal and lateral shifting while at sea, under the effects of

2.3.9

2.3.10

accelerations caused by the ship's motions. 2.3.11 The stern door, inner ramp and all shell side doors must be closed and secured weathertight before the ship leaves port and are to be kept closed during navigation. The tables of KN values and the KG Envelope Curves given in this booklet assume that these openings are weathertight. It must be noted that the Stability Standards obtainable in this vessel are wholly dependent on exposed openings being securely closed weathertight. Therefore, all such closing devices, including ball valves in air pipes, must be properly maintained in order to function as designed. All hatches, manholes and portable plates leading to spaces below the main deck are to be cJosed and secured watertight before the ship leaves port and are to be kept closed during navigation. The times of opening and cJosing of these manholes are to be entered in the official logbook as required by Regulation 9 of the MS (Closing of Openings in Hulls and WT Bulkheads) Rules, 1987. All watertight and weathertight doors are to be kept closed at sea, except when they are required to be opened for the working of the ship. See Appendix 1 entitled "Operational Instructions for the Control of Watertight Doors". In case of damage, all watertight doors must be CLOSED. It should be noted that the mean draught amidships indicated on each condition sheet is the draught used to determine the maximum allowable KG from the curves shown on page V. See also Notes On the Use of Free surface moments for the determination of KG( see Page V The vessel has on board a.S,~* ~,tw which carried out calculations of Loading Conditions in accordance with the requirements of V Notice No.

2.3.12

2.3.13

2.3.14

2.3.15