Professional Documents
Culture Documents
Displacement
Principle of Flotation:
"When a body is floating in a liquid, the weight of liquid displaced equals to the weight of the body."
ARCHIMEDES' Principle states that when a body is wholly or partially immersed in a fluid, it suffers an apparent
loss of weight which is equal to the weight of fluid displaced. And that merchant ships are expected to float.
Water
Displaced
Overflow
Important Terms
1. Displacement - the mass of the ship in tonnes. Technically, the mass of water displaced by a ship.
= (L x B x draft) x Density of water displaced.
2. Lightship - the mass of the empty ship, without any cargo, fuel, lubricating oil, ballast water, freshwater in tanks,
consummable stores, passengers, crew and their effects.
3. Load Displacement (or Summer Displ.) - the mass of the ship when she is floating in saltwater (1.025) with her
summer loadline at the water surface.
4. Present Displacement - the mass of the ship at present. It is the sum of the light displacement of the ship and
everything on board at present.
5. Deadweight (DWT) - the total mass of cargo, fuel, freshwater, etc. that a ship can carry, when a ship is floating
in saltwater with her summer loadline at the water surface.
Cw = Area of waterplane
LxB
9. Block Coefficient (Cb) - or coefficient of fineness of displacement, is the ratio of the underwater volume of the
ship at that draft to a rectangular box having the same extreme dimensions.
230 mm
540 mm
TF
F 230 mm
T
DWA
FWA
S
300 mm W
450 mm WNA
* To follow, simply do not immerse the said loadline marks (upper line edge) in a specific loadline zone.
Basic Formula and Conversions:
where:
Density = Mass and Volume = Mass
Volume Density
where:
1 cc. = 1 ml.
1000 cc. = 1 Ltr.
1 MT = 1000 kg. TON means Long Ton
1 MT = 2204.62 lbs. TONNE means Metric Ton
1 LT = 2240 lbs.
1 LT = 1.016 MT
Thickness of Shell
Shell
W L
Extreme Depth
Moulded Depth
Extreme Draft
Breadth Moulded
Breadth Extreme
Finding Deadweights
Ex. Load Displacement and Lightship from Ship's particulars are 83,246 MT and 9,502 MT respectively.
Load = 83,246 MT
(-)
Lightship = 9,502 MT
DWT = 73,744 MT
Ex. At 1.025 Density, ship's draft is 13.50 m. Find DWT Aboard, DWT Avail. And TPC.
Loadline
Ex. Nov. 15, 2007 - Houston, TX. to Hamburg, Germany
6 days (from Houston to Summer/Winter boundary - referrring to Loadline diagram)
Winter draft = 13.582 m. from
Winter = 81,355 MT Ship's particulars
Burn-off = 360 MT (for 6 days)
Dep. = 81,715 MT
* Draft = 13.64 m. (from H. Table @ 81,715 MT)
FWA - change in draft when the ship goes from SW to FW and vice versa.
FWA =
40 x TPC x 100
= 81,715 MT
40 x 65.26 MT x 100
= 81,715 MT
261,040
FWA = 0.313 m.
Ex. Present midship draft is 12.00 m. P/S in SW. Find new draft in FW.
= 71,115 MT from H. Table @
TPC = 64.15 MT 12.0 m. draft
= 71,115 MT
256,600
FWA = 0.277 m.
DWA - change in draft when the ship goes from SW to DW and vice versa.
dw = 1.001 _ 1.0249
= 1.0251 _ 1.040
= 0.99 _ 0.999
except 1.000 & 1.025
TF
F d = 1.000
T 0.025
FWA
d = 1.025-d
dwa
S d = 1.025
Ex. Present midship draft in SW is 12.25 m. P/S. Find the new mid draft if DW Density is 1.004 MT/m.
= 72,718 MT from H. Table @
TPC = 64.34 MT 12.25 m. draft
FWA =
40 x TPC x 100
= 72,718 MT
40 x 64.34 MT x 100
= 72,718 MT
257,360
FWA = 0.283 m.
FWA =
40 x TPC x 100
= 80,820 MT
40 x 65.17 MT x 100
= 80,820
260,680
FWA = 0.310 m.
Florida
7 days
1. Identify the Limiting Zone: WINTER (the zone with the least draft in the voyage).
b. Sinkage = Consumption
TPC x 100
= 322 MT
65.22 MT x 100 m.
= 322
6,522 m.
Sinkage = 0.049 m.
* Upon having the knowledge of weight to be loaded, distributing of cargo and loading (calculation, loading
sequence and draft / trim check) will follow.
* Before target draft, finalization at ''30 cm. to 40 cm. x TPC'' before target draft.
Q2. On draft check, mid (P) = 13.610 m. and mid (S) = 13.590 m. Find the Remaining Cargo where mean
mid draft = 13.600 m.
8. Find Sinkage:
Sinkage = Dep. Mid Draft DW - Present Mid Draft
= 13.931 m. - 13.6000 m.
Sinkage = 0.331 m.
Winter Zone
Winter Draft as per ship's particulars = 13.582 m.
15 days
Santos
1. Identify the Limiting Zone: WINTER (the zone with the least draft in the voyage).
b. Sinkage = Consumption
TPC x 100
= 690 MT
65.22 MT x 100 m.
= 690
6,522 m.
Sinkage = 0.106 m.
* Upon having the knowledge of weight to be loaded, distributing of cargo and loading (calculation, loading
sequence and draft / trim check) will follow.
* Before target draft, finalization at ''30 cm. to 40 cm. x TPC'' before target draft.
Q2. On draft check, reading is 13.450 m. P/S. Find the Remaining Cargo
8. Find Sinkage:
Sinkage = Dep. Mid Draft DW - Present Mid Draft
= 13.750 m. - 13.450 m.
Sinkage = 0.300 m.
NOTE: When voyage is from Winter Zone to Tropical or Summer Zone (i.e. Hamburg to Santos), limiting zone
will be WINTER and consumption will be Zero ( 0 ) since the least draft and consumption started imme-
diately from the Berth.
The distance through which the COG would move has a formula of:
GG1 = W x d where:
GG1 =the shift of COG in meters.
W = the weight loaded/discharged/shifted, in tonnes.
d = the distance between the COG of the ship and the COG of
the weight when loading/discharging, in meters.
= the final displacement of the ship in tonnes,after the weight
has been loaded/discharged/shifted.
LBP = 216 m.
108 m. 108 m.
7 6 5 4 3 2 1
g g g g g g g
AP FP
KG = 10.60 m. + DBT Ht.
KG of partially loaded
Country
Maker LCG (H7) = +67.84 m. LCG (H1) = -84.12 m.
Japan, USA
China, Phil.
Europe,
Singapore, LCG (H1) = 192.12 m. (108 + 84.12)
China
Korea,
China LCG (H7) = -67.84 m. LCG (H1) = +84.12 m.
3. Use Hydrostatics Table - Volumetric Heeling Moment, Volume and KG 'Diagram or Table' based on VOLUME
figure and Cargo hold No. (9,584 m / No. 3 Cargo Hold)
KG = 8.200 m.
Ex.2. Load 9,000 MT of Cargo with a SF of 47 ft / LT to Hold 3. Find the KG and Ullage then.
3. Use Hydrostatics Table - Volumetric Heeling Moment, Volume and KG 'Diagram or Table' based on VOLUME
figure and Cargo hold No. (11,789 m / No. 3 Cargo Hold)
KG = 9.600 m.
Ullage = 3.500 m.
Note: when interpolation is needed, use the higher KG for allowance.
15 m. 15 m.
KG = KG of Cargo +
8 m. Ht. (4 m. KG) DBT Ht.
12 m. Ht. (6 m. KG)
10 m. Ht (5 m. KG)
DBT Ht. = 2 m. 1 m.
10 m. 9 m.
1. LCG = T. Lmoment
T. Weight
= 385,176
4,800
LCG = -80.245 m.
2. KG = V Moment
T. Weight
= 34,200
4,800
KG = 7.125 m.
NOTE:
1. To be safe, take the maximum Inertia of the tank (i.e. max. inertia of FPT = 3,030 m4), in order to
acquire the maximum FSM.
* Max. FSM = max. inertia x Density
= 3,030 m4 x 1.025 MT / m
FSM = 3,106 MT-m (FPT)
2. By Graphical Method, the same procedure in finding KG of Cargo where Volume figure will be applied
in the graph.
Solving Trim, Dep. Drafts and GM from Preplan
(normally when an amount of cargo is booked for loading)
Ex. Preplan 1:
TRIM AND STABILITY CALCULATION SHEET
From Preplan 1:
= 72,531 MT
LCG = -3.55 m.
KG = 10.55 m.
Total FSM = 20,182 MT-m.
* Excerpt from H. Table based on 72,531 MT :
DCF (Draft at Center of Flotation) = 12.22 m.
LCB = -4.85 m.
LCF = 0.42 m.
MTC = 968.01 MT-m.
TKM = 13.30 m.
Illustration:
W LCG = -3.55 m. L
LCF = 0.42 m.
LCB = -4.85 m.
AP FP
LCF = 0.42 m.
where:
LCF = Longitudinal Center of Flotation. This is the center of waterplane area and the point where the
vessel trims.
LCG = Longitudinal Center of Gravity
LCB = Longitudinal Center of Buoyancy
MTC = Moment to Change Trim by 1 cm. Unit is MT-m.
* Note: If the LCB is located forward of LCG, the vessel is trimmed "By Stern".. if not, "By Head".
Ex. 2. Practice
= 81,470 MT
LCG = -3.82 m.
KG = 11.85 m.
FSC = 0.25 m.
Find Drafts and GM.
* Excerpt from H. Table based on 81,470 MT :
DCF = 13.60 m.
LCB = -4.22 m.
LCF = 1.39 m.
MTC = 1007.18 MT-m.
TKM = 13.38 m.
b) Capacity check;
Check hold capacity (total) against the cargo to be loaded
where,
Total hold capacity = 87,298 MT while,
Cargo to be loaded = 67,000 MT therefore, OK to load
table - hold info.
c) Cargo hold capacity check;
Wt. For Hold = Capacity of hold x Total Wt.
Total Capacity table - hold info.
i.e. Wt. For Hold 1 = 11,256.3 x 67,000
87,298
Wt. For Hold 1 = 8,639 MT (or 8,600 MT) . . . . . Vol. = Wt x SF (8,600 x 1.226 = 10,544 m - Volume)
. . . . . Wt. For Hold 5 = 10,186 MT (or 10,200 MT) . . . . . Vol. = Wt x SF (10,200 x 1.226 = 12,505 m - Volume)
Wt. For Hold 6 = 9,823 MT (or 9,800 MT) . . . . . Vol. = Wt x SF (9,800 x 1.226 = 12,015 m - Volume)
Wt. For Hold 1 to Hold 6 = 57,900 MT
therefore,
Remaining Wt. for Hold 7 = Total Wt. - Wt. for Hold 1-6
= 67,000 MT - 57,900 MT
Wt. For Hold 7 = 9,100 MT . . . . . . . . . Vol. = Wt x SF (9,100 x 1.226 = 11,157 m - Volume)
From Preplan:
= 78,724 MT
LCG = -4.26 m.
KG = 10.16 m.
Total FSM = 16,480 MT-m.
* Excerpt from H. Table based on 78,724 MT :
DCF = 13.18 m.
LCB = -4.41 m.
LCF = 1.14 m.
MTC = 995.96 MT-m.
TKM = 13.34 m.
TPC = 64.98 m.
1 = x 1.025
d
= 78,724 x 1.025
1.001
= 80,692
1.001
1 = 80,611 MT
* Excerpt from H. Table based on 80,611 MT 1:
DCF1 = 13.47 m.
LCB1 = -4.28 m.
LCF1 = 1.32 m.
MTC1 = 1,003.74 MT-m.
old LCG
6. Solve for Trim:
t = 1 x (LCG - LCB1)
MTC1 x 100
= 80,611 x (-4.26 - -4.28)
1003.74 x 100
= 1,612.22
100,374
t = 0.016 m. (By Stern), Req'd. Trim + = By Stern
- = By Head
7. Find the Draft Forward:
DFP = DCF- t
2
= 13.47 - 0.016
2
= 13.47 - 0.008
DFP = 13.462 m.
b) Loadline check;
Lightship = 9,502 MT (from ship's particulars)
Cargo = 58,600 MT
ROB = 2,020 MT
Constant = 152 MT
Displ. () = 70,274 MT (OK for Tropical of 85,136 MT from ship's part.)
c) Capacity check;
Check hold capacity (total) against the cargo to be loaded
where,
Total hold capacity = 87,298 MT while,
Cargo to be loaded = 58,600 MT therefore, OK to load
therefore,
Remaining Wt. for Hold 7 = Total Wt. - Wt. for Hold 1-6
= 58,600 MT - 50,500 MT
Wt. For Hold 7 = 8,100 MT . . . . . . . . . Vol. = Wt x SF (8,100 x 1.226 = 9,931 m - Volume)
From Preplan:
= 70,274 MT
LCG = -3.82 m.
KG = 9.35 m.
Total FSM = 16,476 MT-m.
* Excerpt from H. Table based on 70,274 MT :
DCF = 11.87 m.
LCB = -5.01 m.
LCF = 0.06 m.
MTC = 956.22 MT-m.
TKM = 13.31 m.
TPC = 64.04 m.
* Best "GM" depends on the type of vessel and ship's construction and as long as the vsl will be on the Safe
side.
5. Solve for draft on DW (Norfolk = 1.001 MT/m) for Dock Water Allowance (dwa):
where:
t = 0.875 m.
DFP = 11.437 m.
DAP = 12.312 m.
= 70,274 MT (produce 1 from 70,274 MT)
1 = x 1.025
d
= 70,274 x 1.025
1.001
= 72,031
1.001
1 = 71,959 MT
* Excerpt from H. Table based on 71,959 MT 1:
DCF1 = 12.13 m.
LCB1 = -4.89 m.
LCF1 = 0.33 m.
MTC1 = 965.07 MT-m.
old LCG
6. Solve for Trim:
t = 1 x (LCG - LCB1)
MTC1 x 100
= 71,959 x (-3.82 - -4.89)
965.07 x 100
= 76,996.13
96,507
t = 0.798 m. (By Stern), Req'd. Trim + = By Stern
- = By Head
7. Find the Draft Forward:
DFP = DCF- t
2 Formula when a WEIGHT needs to be shifted:
= 12.13 - 0.798 Wt. To Shift = Tc x MTC x 100
2 DBH (Dist. bet. Holds)
= 12.13 - 0.399 where: Tc = Req'd. Trim - Preplan Trim
DFP = 11.731 m.
Trimming
. when the change in mean draft is only within 50 cms.
Sample Cases:
I. Loading 4,000 MT, where TPC is 64.98 MT.
4,000 MT
= 64.98 cm. (NOT TRIMMING)
64.98 MT
II. Loading 3,000 MT, where TPC is 64.98 MT.
3,000 MT
= 46.00 cm. (TRIMMING)
64.98 MT
III. Loading 8,000 MT and discharging 5,000 MT.
= 8,000 MT
-
5,000 MT
3,000 MT
= 3,000 MT
= 46.00 cm. (TRIMMING)
64.98 MT
Ex. 1. Departure Drafts : dF = 13.25 m. and dA = 13.65 m. Find Arrival Draft with the following consumption and
production:
Cons.: FOT2 = 400 MT
FOT3 = 200 MT
D. DOT = 100 MT
Prod.: FWT1 = 40 MT
FWT2 = 40 MT
1. Find the mean draft:
mD = dF + dA
2
= 13.250 + 13.650
2
mD = 13.45 m.
4. Find Mean Rise or Sinkage (but in this case, this is "RISE" because Discharge is greater than (>) Loaded):
Rise = Wt.
TPC x 100
= 620
65.14 x 100
Rise = 0.095 m.
- Another method in getting new drafts is by using "Trimming Table" - change of draft due to add 100 MT weight;
Weight (MT) Fwd - cdF100 (cm.) Wt. x cdF100 Aft - cdA100 (cm.) Wt. x cdA100
Compt. (-) disch'd value from H. Table value from H. Table
(+) loaded based on 13.45m. Mdraft Wt. x cdF100 based on 13.45m. Mdraft Wt. x cdF100
(nearest or round-off) 100MT x 100cm/MT (nearest or round-off) 100MT x 100cm/MT
FOT2 -400 0.075 -0.003 2.960 -0.118
FOT3 -200 -1.740 0.035 4.730 -0.095
D. DOT -100 -3.080 0.031 6.030 -0.060
+ +
FWT1 +40 -3.600 -0.014 6.540 0.026
FWT2 +40 -3.670 -0.015 6.610 0.026
Apply Old Draft dF = 13.250 m. Apply Old Draft dA = 13.650 m.
NEW DRAFT FWD = 13.284 m. NEW DRAFT AFT = 13.429 m.
Ex. 2. Present Drafts : dF = 9.15 m. and dA = 10.65 m. Find Arrival Draft with the following conditions:
Ballast in: WBT3 = 900 MT
WBT5 = 1,000 MT
Fill-in:FOT2 = 800 MT
FWT2 = 100 MT
4. Find Mean Rise or Sinkage (but in this case, this is "SINKAGE" because Discharge is less than (<) Loaded):
Sinkage = Wt.
TPC x 100
= 2,680
62.35 x 100
Sinkage = 0.430 m.
8. Sum of Drafts:
a) Rise = ( - ) , Sinkage = ( + )
b) If Trim by Stern, Tf/Ta Fwd = ( - ) , Tf/Ta Aft = ( + )
c) If Trim by Head, Tf/Ta Fwd = ( + ) , Tf/Ta Aft = ( - )
Forward. Aft
Dep. dF = 9.150 m. Dep. dA = 10.650 m.
Sinkage = +0.430 m. Sinkage Sinkage = +0.430 m.
Tf / Ta = -0.433 m. Trim by Stern Tf / Ta = +0.433 m.
NEW DRAFT FWD. = 9.147 m. NEW DRAFT AFT = 11.513 m.
- Another method in getting new drafts is by using "Trimming Table" - change of draft due to add 100 MT weight;
Weight (MT) Fwd - cdF100 (cm.) Wt. x cdF100 Aft - cdA100 (cm.) Wt. x cdA100
Compt. (-) disch'd value from H. Table value from H. Table
(+) loaded based on 13.45m. Mdraft Wt. x cdF100 based on 13.45m. Mdraft Wt. x cdF100
(nearest or round-off) 100MT x 100cm/MT (nearest or round-off) 100MT x 100cm/MT
WBT3 +900 2.720 0.245 0.420 0.038
WBT5 +1,000 -2.270 -0.227 5.650 0.565
FOT2 +800 -0.190 -0.015 3.470 0.278
+ +
FWT2 +100 -4.280 -0.043 7.750 0.078
APT -120 -4.250 0.051 7.720 -0.093
Apply Old Draft dF = 9.150 m. Apply Old Draft dA = 10.650 m.
NEW DRAFT FWD = 9.161 m. NEW DRAFT AFT = 11.515 m.
H7 H1
W LCF = 1.25 m. L
D = 66.59m.
DBH = 151.96 m.
Ex. 2. As per shore figure, the remaining cargo is 2,000 MT. On draft check, dF = 13.00m. And dA = 13.17 m.
Required trim at 0.30 m. Distribute the remaining cargo between Hold 2 and 7 to obtain the required trim.
Illustration:
H7 H2
W LCF = 1.08 m. L
D = 66.76m.
DBH = 127.25 m.
3. Find Sinkage:
Sinkage = x (old 'd' - new 'd')
TPC x new 'd' x 100
= 75,492 x (1.022 - 1.002)
64.65 x 1.002 x 100
= 1,509.84
6,477.93
Sinkage = 0.233 m.
8. Sum of Drafts:
a) Rise = ( - ) , Sinkage = ( + )
b) Higher to lower density effect (Fwd draft increases (+) and Aft draft decreases (-))
Forward Aft
Dep. dF = 12.650 m. 12.710 m.
Sinkage = +0.233 m. Sinkage Sinkage = +0.233 m.
Tf / Ta = +0.043 m. Density effect Tf / Ta = -0.433 m.
NEW DRAFT FWD. = 12.926 m. NEW DRAFT AFT = 12.900 m.
NEW TRIM = 0.026 m.
Ex. 2. Present drafts in DW density 1.018 MT / m are, dF = 13.26 m. and dA = 13.34 m. Find the new drafts in
density of 1.000 MT / m.
* The tendency of shifting from higher to lower density is that draft forward will increase and draft aft decreases.
1. Find the mean draft:
mD = dF + dA
2
= 13.260 + 13.340
2
mD = 13.300 m.
Forward Aft
Dep. dF = 13.260 m. 13.340 m.
Sinkage = +0.220 m. Sinkage Sinkage = +0.220 m.
Tf / Ta = +0.040 m. Density effect Tf / Ta = -0.040 m.
NEW DRAFT FWD. = 13.520 m. NEW DRAFT AFT = 13.520 m.
NEW TRIM = 0.000 m.
Interpolation (Sounding)
Ex. Sounding of DBT # 5 is 1.78 m. with a density of 1.025 MT / m. Find the weight of the said ballast.
2. From sounding table, apply the figures lower and higher from the value to be converted:
Sounding Volume
(in cm.) (in m)
175 395.90 8.7
3
178 5 X 14.5
180 410.40
3 X
=
5 14.5
5X = 43.5
X = 43.5 / 5
X = 8.7 m . . . . volume is increasing, therefore add 8.7 to 395.90 m = 404.60 m
Deductibles:
Ballast = 20,900 MT (total wt. after sounding)
5.87 m. 5.86 m. F.W. = 200 MT
F.O. = 1,600 MT
D.O. = 150 MT
TOTAL = 22,850 MT
6.44 m. 6.44 m. Density = 1.015 MT / m
W L
AP FP
LBP = 216.00 m.
b) dAP = dA + Stern Corr'n. (add bec. AP is lower than draft marks aft esp. when trim is 'by stern')
= 6.440 - 0.072
dAP = 6.512 m.
Note: The 1st Corr'n can either be a plus (+) or minus (-) depending upon the location of the center of flotation
(LCF) and trim condition;
I. Vessel trimmed "By the Stern"
- LCF is fwd . . . . . Subtract
- LCF is aft . . . . . . Add
13. Solve for Cargo / Constant (stores, crew, other small tanks, etc.)
Cargo / Constant = - Lship - Deductibles
= 32,703.800 - 9,502.000 - 22,850.000
Cargo / Constant = 351.800 MT or 352.000 MT
Deductibles:
Ballast = 80 MT (total wt. after deballasting)
13.50 m. 13.50 m. F.W. = 270 MT
F.O. = 1,600 MT
D.O. = 100 MT
TOTAL = 2,050 MT
13.96 m. 13.96 m. Density = 1.016 MT / m
* Solving the midship draft when using a sounding tape;
I. Summer Draft + Summer Freeboard = Ht. from Keel to Deckline
II. Ht. from Keel to Deckline - Dist. from Water from Deckline (by sounding tape) = MIDSHIP DRAFT
- Find the cargo loaded using the Constant 352.00 MT at initial survey.
1. Draft at marks and mean draft:
F M A
Port --------- 12.98 m. 13.50 m. 13.96 m.
Stbd -------- 12.98 m. 13.50 m. 13.96 m.
Mean Draft = 12.98 m. 13.50 m. 13.96 m.
* Actual drafts are drafts on the Fwd / Aft Perpendicular (not the drafts on the draft marks).
W L
AP FP
LBP = 216.00 m.
b) dAP = dA + Stern Corr'n. (add bec. AP is lower than draft marks aft esp. when trim is 'by stern')
= 13.96 - 0.063
dAP = 14.023 m.
Note: The 1st Corr'n can either be a plus (+) or minus (-) depending upon the location of the center of flotation
(LCF) and trim condition;
I. Vessel trimmed "By the Stern"
- LCF is fwd . . . . . Subtract
- LCF is aft . . . . . . Add
Note: If Constant is known already, subtract the value of constant from the above formula for the cargo loaded.
Loading Sequence
* Normally, when a vessel is empty, the condition is Hogging because FPT and APT may be full. Therefore,
cargo holds within the midship section is technically appropriate to be loaded first.
Ex.1. From Haypoint to Kawasaki, cargo to be loaded is Iron Ore with an SF of 22 ft / LT, total weight is
179,000 MT. Trimming weight = 4,000 MT and trimming holds are Hold # 1 and Hold # 9.
Ship's Info.:
Ballast Pump rate = 2 x 2,500 = 5,000 MT / Hr. Note: when sounding is 0.35 m.,deballast-
Ballast stripping / Eductor = 160 MT / Hr. ing must be done by eductor.
Port Info.:
Loader Rate = 1 x 7,000 = 7,000 MT / Hr.
* 2 passes per hold except trimming
Limits:
SF = 100 % and BM = 100 %
Trim by Stern = 7.0 m.
Trim by Head = 2.5 m.
* Execute then the following distribution of weights in Loading Computer and take note of drafts/trim,shear forces
and bending moments as well as ballast operations ...
Ship: Load/Disch. Port: Max. Draft Avail (HW): Max. Air Draft in Berth:
Haypoint
Date: Max Sailing Draft: Min. Draft Avail (HW): Dockwater Density:
18.76 m. 1.025
Ass. SF of Cargo: No. of Loaders/Dischargers: Ballast Pumping Rate: Load/Disch Rate:
22 ft / LT 1 5,000 tph 7,000 tph
9 8 7 6 5 4 3 2 1
Total 179,000
From Preplan:
= 204,825 MT
LCG = -8.22 m.
KG = 13.95 m.
Total FSM = 6,542 MT-m.
* Excerpt from H. Table based on 204,825 MT :
DCF = 18.322 m.
LCB = -9.309 m.
LCF = -0.333 m.
MTC = 2,528.934 MT-m.
TKM = 19.112 m.
TPC = 122.622 m.
Ex.2. In MV Olga from Santos, Brazil to Bizerte, Tunisia, cargo to be loaded is Raw Sugar (SF of 43 ft / LT).
Total weight = 14,700 MT, trimming weight = 400 MT and trimming holds are Hold # 1 and Hold # 4.
Ship's Info.:
Ballast Pump rate = 380 MT / Hr. Note: when sounding is 0.80 m.,deballast-
Port Info.: ing must be done by eductor.
Loader Rate = 1 x 2,000 = 2,000 MT / Hr.
Limits:
SF = 100 % and BM = 100 %
* Execute then the following distribution of weights in Loading Computer and take note of drafts/trim, shear forces
and bending moments as well as ballast operations ...
Ship: Load/Disch. Port: Max. Draft Avail (HW): Max. Air Draft in Berth:
MV Olga Santos
Date: Max Sailing Draft: Min. Draft Avail (HW): Dockwater Density:
9.00 m. 1.017
Ass. SF of Cargo: No. of Loaders/Dischargers: Ballast Pumping Rate: Load/Disch Rate:
1.198 m / MT 1 380 tph 2,000 tph
9 8 7 6 5 4 3 2 1
3900 MT 4000 MT
4000 MT 2800 MT
7.65
Total 14,300
FPT FORE PEAK TK. 39 360 -62.38 -22,432 3.31 1,190 156
WBT1 NO.1 WBT (P) 3 14 -44.50 -601 0.05 1 269
WBT1 NO.1 WBT (S) 5 25 -44.41 -1,124 0.09 2 310
WBT2 NO.2 WBT (P&S) 9 92 -20.55 -1,884 0.21 19 443
WBT3 NO.3 WBT (P&S) 24 246 5.57 1,372 0.50 123 658
WBT4 NO.4 WBT (P&S) 21 242 31.83 7,693 0.42 102 1,812
TTL. BALLAST = 978 -16,975 (Cargo Hold Heeling Mom.
Table - based on Vol. Fig.)
HOLD1 NO.1 C. HOLD 68 2,688 -45.23 -121,578 5.61 15,080 0
HOLD2 NO.2 C. HOLD 79 4,016 -21.11 -84,778 5.57 22,369 0
HOLD3 NO.3 C. HOLD 79 3,996 5.12 20,460 5.53 22,098 0
HOLD4 NO.4 C. HOLD 81 4,000 31.26 125,040 5.77 23,080 0
TOTAL CARGO = 14,700 -60,856
From Preplan:
= 21,294 MT
LCG = -0.41 m.
KG = 5.96 m.
Total FSM = 8,448 MT-m.
* Excerpt from H. Table based on 21,294 MT :
DCF = 8.68 m.
LCB = -1.11 m.
LCF = 2.22 m.
MTC = 247.67 MT-m.
TKM = 9.51 m.
TPC = 27.46 m.
1. Solve for Trim:
t = x (LCG - LCB)
MTC x 100
= 21,294 x (-0.41 - -1.11)
2,47.67 x 100
=14,905.6
24,767.0
t = 0.602 m. (By Stern) + = By Stern
- = By Head
2. Find the Draft Forward:
DFP = DCF- t
2
= 8.67 - 0.602
2
= 8.67 0.301
DFP = 8.369 m.
3. Find the Draft Aft:
DFP = 8.369 m.
t = +0.602 m.
DAP = 8.971 m.
Stability
. The state of resisting change or of tending to return to original conditions after being disturbed.
M
Freeboard = Reserved Buoyancy
WL
G
B Draft = Intact Buoyancy
K
Definition of Terms:
1. Heel - inclination caused by external forces.
2. List - inclination caused by internal forces.
3. Center of Gravity (G) - center of all download forces.
> it moves toward the weight loaded.
> it moves away from the weight discharged.
> it moves parallel to the direction of weight being shifted.
4. Center of Buoyancy (B) - center of all upward forces, before heeling (B 1 is the COB after heeling).
> it moves toward the low side of an inclined vessel.
5. Metacenter (M) - limit where 'G' permits to have positive stability.
> position varies with the vessel's draft. ('meta' means change, so its a moving center)
6. Keel (K) - the baseline.
7. KB - Height of center of buoyancy above the keel.
8. KG - Height of center of gravity above the keel.
9. KGv - Virtual height of vessel's center of gravity above the keel.
> obtained by adding the correction for liquid free surfaces, and if applicable, the correction for vertical
shifting moments to the KG.
10. KM - Height of metacenter above the keel.
11. GM - metacentric height. Allowable GM = 30 cm. or 0.30 m.
12. BM - metacentric radius.
13. GZ - Righting Arm (lever). The horizontal distance between the force of buoyancy acting upwards through B
and the force of gravity acting downwards through G.
14. Righting Moment (RM) - the product of righting arm (GZ) multiplied by the Displacement (weight) of the vessel.
15. Moment - the product of a weight multiplied by a distance.
16. Heeling Moment - the moment resulting from a traverse shift of weight through a given distance which tends to
heel a vessel. Expressed as TON-METERS or FT-LONG TONS.
17. Volumetric Heeling Moment - product of a volume multiplied by a transverse distance. Expressed as M 4 or FT4.
Converted to Heeling Moment by dividing by the stowage factor (or multiplying by the density) of cargo.
18. Vertical Center of Gravity (VCG)- height of the center of gravity of a cargo compartment or tank above the keel.
19. Longitudinal Center of Buoyancy (LCB) - Longitudinal distance of center of buoyancy from midships. (some-
times measured from after perpendicular)
20. Longitudinal Center of Gravity (LCG) - Longitudinal distance of center of gravity from midships. (sometimes
measured from after perpendicular)
Equilibrium of Ships
1) Stable Equilibrium (positive GM) - 'G' is below 'M' / KG < KM. And Righting Lever (GZ) is on the lower part.
M
M
G G Z
B B B1
K
K
2) Neutral Equilibrium (GM = 0) - 'G' coincides with 'M' / KG = KM.
M G M G
B B B1
K
K
3) Unstable Equilibrium (negative GM) - 'G' is above 'M' / KG > KM. And Righting Lever is on the upper part.
G
Z G
M M
B B B1
K
K
List Caused by Negative (-) GM:
1. Removal of low weights
2. Addition of high weights
3. Shifting of weights upward
4. Due to free surface
Negative (-) GM can be recognized when,
1. Vessel will not remain upright and has a list either port or starboard.
2. Vessel flops to port or starboard.
3. Vessel posses a very long and slow rolling period.
CORRECTIVE ACTIONS
* It is SAFE to assume that the List is due to "negative GM" rather than due to an uneven weight distribution.
1. Press up all slack tanks located directly below the ship's Center of Gravity (COG).
2. And if this tank mentioned in No.1 is not on the centerline of the ship, then fill up the lower side tank first and
when Full, its counter part tank on the higher side. This is to avoid great effect of Free Surface.
3. Repeat action No.2 with another tank and so on until the ship becomes Stable.
4. If discharging or jettisoning of cargo is required, so then start from the higher side to lower side.
K
(ii) And when COG is moved out from the centerline of the ship, due to asymmetrical loading / discharging or
transverse shift of weights;
Wt.
G G1
K
(iii) Then the forces of buoyancy and gravity will form a couple which will cause the ship to incline until COB
comes vertically below the COG;
M Wt.
List ()
G G1
B B1
K
>> where in the Right Triangle, MGG1 or Angle of List ()
Tan (List) = GG1 where: GG1 is the transverse shift of COG and,
GM GM is the final GM before listing.
Ex. 1. On a ship of 8,000 MT, KG 7.0 m., KM 7.5 m., 100 MT of cargo is loaded on the upper deck (KG 9.2 m.)
2.0 m. Port from the centerline. Find the list.
b) KG = 7.000 m.
GG1 = 0.025 m.
final KG = 7.025 m.
KM = 7.500 m.
GM = 0.475 m.
Ex. 2. A ship of 10,000 MT, KM 9.20 m., KG 8.30 m. and MTC of 200 MT-m., is listed 4 to port and trimmed
0.10 m. by the head. It is desired to bring the ship upright and trim 0.80 m. by the stern by shifting ballast
between No.1 DBT P/S (400 MT each) and No.5 DBT P/S (empty). The COG of each tank is 8.0 m. off the
centerline of the ship. The distance between the centers of No.1 and No.5 tanks is 95.0 m. Find how much
ballast should take place between the tanks and the final distribution, neglecting free surface correction.
Free Surface
. The space where the liquid freely moves.
FSC = r L B where:
420 x r = S.G. of Liquid Cargo in the Tank
S.G. of Water where Vsl Floats
FSK = L B L= length of compartment
420 B= breadth of compartment
FSC = FSK
and, where:
Virtual Loss of GM = L B x d1 V = ship's volume of displacement
12 x V x d2 d1 = S.G. of Liquid Cargo in the Tank
d2 = S.G. of Water where Vsl Floats
Ex.1. The liquid mud tanks on your vessel measures 11.00 m. length, 8.00 m. breadth by 2.83 m. depth. The
vessel's displacement is 3,044 MT and the S.G. of the mud is 1.90. What is the reduction in GM due to two
of these tanks being slack?
FSC = r L B
420 x
= 1.854 x 11.00 x 8.00
420 x 944
= 10,441.73
396,480
FSC = 0.026 m. (x 2 Tanks)
FSC = 0.053 m.
Ex.2. A ship of 10,000 MT is floating in dockwater od density 1.024 kg / m and is carrying an oil of density
0.84 in a double bottom tank. The tank is 25 m. long, 15 m. wide and is divided at the centerline. Find the
loss of GM due to this tank being slack?
Virtual Loss of GM = L B x d1
12 x V x d2
= 25 x 15 x 0.84 kg/m
12 x (10,000 / 1.024) x 1.024
= 70,875
120,000 (Volume = / Density)
= 0.591 m. (x 0.25 m. centerline)
Virtual Loss of GM = 0.148 m.
Intact Stability
Illustration:
M
where:
assumed KG = 0
G Z KX = KG x sin
XN = KN - KX
since, GZ = XN
K x N
GZ = KN - (KG x sin )
Max. GZ = 42
2.00
1.95 m.
1.87 m.
1.63 m.
1.50
1.45 m.
0.50 0.52 m.
0.45 m.
1st separation (7) is the
Initial Stability
0.00
10 20 30 40 50 57.3 60 75
Heel Angle (Heel in degrees)
* Establish then the Righting Levers (GZ) for every station or common interval (e.g. 0.3 m. at 7.5, 0.73 m. at 15
heel up to 30 heel) inorder to acquire Dynamical Stability at any angle of heel by SIMPSON'S RULE.
Ex. 2. Construct the GZ Curve of a ship displacing 72,531 MT, virtual KG 10.777 m. Calculate Dynamical Stability
at 30 and 40 heel. From KN curves, KN values for 73,000 (rounded-off) are obtained;
KN - (KG x sin ) = GZ
10 2.328 m. 10.777 x sin 10 0.456 m.
20 4.704 m. 10.777 x sin 20 1.018 m.
30 7.044 m. 10.777 x sin 30 1.656 m.
40 8.912 m. 10.777 x sin 40 1.985 m.
50 10.162 m. 10.777 x sin 50 1.906 m.
60 10.830 m. 10.777 x sin 60 1.497 m.
75 10.976 m. 10.777 x sin 75 0.849 m.
90 10.268 m. 10.777 x sin 90 0.509 m.
* Plot the said figures to acquire Curve of Intact Stability (GZ against every heel angle).
Max. GZ = 43
2.00 1.99 m.
1.91 m.
1.66 m.
1.50 1.49 m.
0.50
0.46 m.
1st separation (9) is the
Initial Stability
0.00
10 20 30 40 50 57.3 60 75
Heel Angle (Heel in degrees)
* Establish then the Righting Levers (GZ) for every station or common interval (e.g. 0.3 m. at 7.5, 0.73 m. at 15
heel up to 30 heel) inorder to acquire Dynamical Stability at any angle of heel by SIMPSON'S RULE.
Grain Stability
Grain - the term covers wheat, maize (corn), oats rye, barley, rice, pulses (edible seeds such as peas, beans or
lentils), se , the
Stability Requirements
1. the angle of heel due to the shift of grain shall NOT BE GREATER THAN 12 or in the case of ships
constructed on or after 1 Jan. 2004, the angle at which the deck edge is immersed, whichever is the lesser.
2. in the statical diagram, the net or residual area between the heeling arm curve and the righting arm curve up
to the angle of heel shall in all conditions of loading be NOT LESS THAN 0.075 m-radians.
3. the initial metacentric height after correction for the free surface effects of liquids in tanks, shall NOT BE
LESS THAN 0.30 m.
Since the weather, sea and even operating condition of the ship cannot be anticipated during the voyage, in spite
of the precautions being taken, the grain will shift wherein the grain center of gravity will move off the centerline of
the ship. The distance it moves multiplied by the weight of the grain constitutes to a force known as GRAIN
HEELING MOMENT.
To anticipate the said condition, IMO Grain Rules require that the grain be trimmed after it has been loaded. But
there is still a large of open space above the grain surface when the compartment is partly filled even the grain is
trimmed. Calculations using values in the''Filled, Untrimmed Compartment'' are wiser to use in initial calculations so
any differences will be on the safe side and remediable.
On most Bulk Carriers, the grain is restrained against shift by graintight structure with slopes of 30 angle or
more where trimming is not really required unless the bulk grain is not filled up to the maximum extent of the hatch
opening.
Specially Suitable Compartment:
Upper Wing
Tanks
- Bilges
. Bilges and/or drain wells must be cleaned and then sealed with burlap which is graintight but not watertight.
Bilge suctions and sounding pipes must be clear.
- Infestation
. Thorough inspections for any signs of insect or rodent infestation.
- Structural Integrity
. Cargo compartments shall be in sound and watertight. If necessary hose testing will do.
- Tanks
. Operations leading to the said tanks (deep or wing tanks) shall be suspended. Heating of coil lines or
ballasting to be avoided.
- Electrical Wiring
. All electrical circuits in grain compartments shall be disconnected or defused.