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TRIM & STABILITY

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.

Weight becomes less

Water
Displaced
Overflow

( i ) The volume of water displaced is the underwater volume of the ship.


( ii ) Buoyancy or displacement is the upward thrust experienced by the ship. When the ship is floating freely, its
displ. (or buoyancy) equals to its weight. The weight of the ship is therefore refered to as Displacement
( ).

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.

DWT of Ship = load displacement - lightship


6. Deadweight Aboard - the total mass of cargo, fuel, ballast, freswater, etc. on board at present.

DWT Aboard = present displacement - lightship


7. Deadweight Available - the total mass of cargo, fuel, ballast, freshwater, etc. that can be put on board at
present to bring her summer loadline to the water surface in saltwater.

DWT Available = load displacement - present diplacement


8. Water Plane Coefficient (Cw) - the ratio of the area of the water plane to the area of a rectangular having the
same length and maximum breadth.

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.

Cb = >> (can be used later for Squat computation);


L x B x draft * "Confined Water" Squat (m.) = 2 x Cb x Spd.
100
* "Open Water" Squat (m.) = Cb x Spd.
100
10. Tonnes per Centimeter (TPC) - the number of tonnes required to cause a ship's mean draft to sink or rise by
1 cm.

TPCFW = TPCSW x 1 TPCDW = TPCSW x d


1.025 and 1.025
11. Freeboard - the distance measured vertically downwards from the upper edge of the deckline to the upper
edge of the related loadline.

RB = total volume - underwater volume


12. Loadlines - lines marked on a vessel's side at mid-length to define the maximum drafts to which a vessel may
load in all sea areas, in rivers and harbors where the density of the water in which the vessel floats
is not equal to the density of the saltwater. Standards for loadlines are set by the International
Convention of Loadlines, 1966.

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:

Mass = Volume x Density

where:
Density = Mass and Volume = Mass
Volume Density

Freshwater Density = 1.0 kg. / L Saltwater Density = 1.025 kg. / L


= 1.0 gm. / cc. = 1.025 gm. / cc.
= 1.0 MT / m = 1.025 MT / m

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

Hydrostatics Table Data


1. Draft 9. KB - Ht. Of Center of Buoyancy from Keel
2. Total Displacement 10. LKM - Longitudinal Ht. of Metacenter
3. Moulded Displacement 11. Cb - Block Coefficient
4. TPC - Weight to Change Trim by 1 cm. 12. CP - Prismatic Coefficient
5. LCB - Longitudinal Center of Buoyancy 13. CMID - Midship Coefficient
6. LCF - Longitudinal Center of Flotation 14. Cw - Water Plane Coefficient
7. MTC - Moment to Change Trim by 1 cm. 15. WPA - Water plane Area
8. TKM - Transverse Height of Metacenter 16. WSarea - Wetted Surface Area

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.

Present = 80,820 MT from H. Table @ 13.50 m. draft


(-)
Lightship = 9,502 MT
DWT Abrd= 71,318 MT
* DWT Avail. = DWT - DWT Aboard
= 83,246 MT - 80,820 MT
DWT Avail. = 2,426 MT (or remaining Cargo to FULL LOAD)

* TPC = 1.025 x AWP


100
= 1.025 x 6358 m
100
TPC = 65.17 MT

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

FWA = * FWA = 0.277 m. add bec. From


+
40 x TPC x 100 Old middraft = 12.000 m. SW to FW
NEW Draft = 12.277 m.
= 71,115 MT
40 x 64.15 MT x 100

= 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

Therefore: dwa 1.025 - d


=
FWA 0.025

dwa x 0.025 = FWA x (1.025 - d)

dwa = FWA x (1.025 - d)


0.025

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.

dwa =FWA x (1.025 - d)


0.025
= 0.283 X (1.025 - 1.004)
0.025
= 0.283 (0.021)
0.025
dwa = 0.232 m.

* dwa = 0.232 m. add bec. from SW


+
Old mid draft = 12.250 m. to Lower density
NEW Mid Draft = 12.482 m. 12.482 m.
Ex. Present midship draft in SW is 13.50 m. P/S. Find the new mid draft if she shifts to DW of 1.009 MT/m.
= 80,820 MT from H. Table @
TPC = 65.17 MT 13.50 m. draft

FWA =
40 x TPC x 100

= 80,820 MT
40 x 65.17 MT x 100

= 80,820
260,680

FWA = 0.310 m.

dwa =FWA x (1.025 - d)


0.025
= 0.310 X (1.025 - 1.009)
0.025
= 0.310 (0.016)
0.025
dwa = 0.198 m.

* dwa = 0.198 m. add bec. from SW


+
Old mid draft = 13.500 m. to Lower density
NEW Mid Draft = 13.698 m. 13.698 m.

Requiring WEIGHT of CARGO To Be Loaded


Ex.1. Nov. 15, 2007 - Houston, TX. To Hamburg, Germany
Cargo: COAL Stowage Factor (SF): 44 ft / LT
DW Density (Houston): 1.001 MT / m
ROB Dep.: FO = 1,130 MT Constant: 152 MT
DO = 165 MT
FW = 275 MT
Consumption per Day: FO = 35 Tpd
DO = 5 Tpd to be known first
FW = 6 Tpd
Steaming time to Winter Zone: 7 days
- Please advise the weight of cargo.
Q1. What is the maximum permissible midship draft such that you are not overloaded when you go to sea?
Hamburg
Houston
Winter Draft as per ship's particulars = 13.582 m.
Winter Zone

Florida
7 days

1. Identify the Limiting Zone: WINTER (the zone with the least draft in the voyage).

2. Identify Draft at Limiting Zone: Draft = 13.582 m. as per ship's


= 81,355 MT particulars
TPC = 65.22 MT (from H. Table @ 13.58 m draft)
3. Find the Sinkage due to consumption:
a. Consumption = 7 days x (35 + 5 + 6) = 322 MT

b. Sinkage = Consumption
TPC x 100
= 322 MT
65.22 MT x 100 m.

= 322
6,522 m.
Sinkage = 0.049 m.

4. Departure Mid Draft SW = Draft at Limiting Zone + Sinkage


= 13.582 m. + 0.049 m.
Dep. Mid Draft SW = 13.631 m.

where, on Dep. = at Limiting Zone + Consumption


= 81,355 MT + 322 MT
on Dep. = 81,677 MT
TPC = 65.26 MT (from H. Table @ 13.361 m.)

5. Find Dock Water Allowance:


dwa = x (1.025 - d)
TPC x d x 100
= 81,677 x (1.025 - 1.001)
65.26 x 1.001 x 100
= 81,677 (0.024)
6,532.6
dwa = 0.300 m.

6. Find Departure Mid Draft in DW:


Dep. Mid Draft in DW = Dep. Mid Draft SW + dwa
= 13.631 m. + 0.300 m.
Dep. Mid Draft in DW = 13.931 m. (max. mid draft on dep.)

7. Get the Weight of Cargo to be Loaded:


Wt. Of Cargo = dep. - Lship - ROBDep - Constant - Safety Margin (SM)
= 81,677 - 9,502 - 1,570 - 152 - SM 2 to 3 cm. x (TPC)
= 70,453 MT
-
SM = 153 MT
Wt. Of Cargo = 70,300 MT (to be loaded)

* 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.

9. Finalize for Remaining Cargo:


Rem. Cargo = Sinkage x TPC x 100 x d
1.025
= 0.331 x 65.26 x 100 x 1.001
1.025
= 2,162
1.025
Rem. Cargo = 2,110 MT
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.

Ex.2. Jan. 12, 2008 - Santos, Brazil to Rotterdam, NL.


Cargo: PELLETS Stowage Factor (SF): 48 ft / LT
DW Density (Santos): 1.020 MT / m
ROB Dep.: FO = 1,430 MT Constant: 152 MT
DO = 165 MT
FW = 275 MT
Consumption per Day: FO = 35 Tpd
DO = 5 Tpd to be known first
FW = 6 Tpd
Steaming time to Winter Zone: 15 days
- Please advise the weight of cargo.
Q1. What is the maximum midship draft on departure?
Rotterdam

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).

2. Identify Draft at Limiting Zone: Draft = 13.582 m. as per ship's


= 81,355 MT particulars
TPC = 65.22 MT (from H. Table @ 13.58 m. draft)

3. Find the Sinkage due to consumption:


a. Consumption = 15 days x (35 + 5 + 6) = 690 MT

b. Sinkage = Consumption
TPC x 100
= 690 MT
65.22 MT x 100 m.

= 690
6,522 m.
Sinkage = 0.106 m.

4. Departure Mid Draft SW = Draft at Limiting Zone + Sinkage


= 13.582 m. + 0.106 m.
Dep. Mid Draft SW = 13.688 m.

where, on Dep. = at Limiting Zone + Consumption


= 81,355 MT + 690 MT
on Dep. = 82,045 MT
TPC = 65.29 MT (from H. Table @ 13.688 m.)

5. Find Dock Water Allowance:


dwa = x (1.025 - d)
TPC x d x 100
= 82,045 x (1.025 - 1.020)
65.29 x 1.020 x 100
= 410.225
6,659.580
dwa = 0.062 m.

6. Find Departure Mid Draft in DW:


Dep. Mid Draft in DW = Dep. Mid Draft SW + dwa
= 13.688 m. + 0.062 m.
Dep. Mid Draft in DW = 13.750 m. (max. mid draft on dep.)

7. Get the Weight of Cargo to be Loaded:


Wt. Of Cargo = dep. - Lship - ROBDep - Constant - Safety Margin (SM)
= 82,045 - 9,502 - 1,870 - 152 - SM 2 to 3 cm. x (TPC)
= 70,521 MT
-
SM = 121 MT
Wt. Of Cargo = 70,400 MT (to be loaded)

* 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.

9. Finalize for Remaining Cargo:


Rem. Cargo = Sinkage x TPC x 100 x d
1.025
= 0.300 x 65.29 x 100 x 1.020
1.025
= 1,998
1.025
Rem. Cargo = 1,949 MT

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.

Center of Gravity (COG or G)


- the point through which the force of gravity may be considered to act vertically downwards, with a force
equal to the weight of the ship.
- LCG = Longitudinal Center of Gravity
- VCG = Vertical Center of Gravity ( or KG )
- TCG = Transverse Center of Gravity
The position of the COG of a ship depends on the distribution of weights or effects of adding a weight, removing
a weight or shifting a weight:
when a weight is added (loaded), the COG of a ship moves directly towards the COG of the added weight.
when a weight is removed (discherged), the COG of a ship moves away from the COG of the removed weight.
when a weight already onboard is shifted, the COG of a ship moves in a direction parallel to that moved by the
weight.

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.

KG of Partially Loaded Hold (Leveled Cargo)


Ex.1. Load 8,000 MT of Cargo with a SF of 43 ft / LT to Hold 3. Find the KG then.

1. Find SF in m / MT: Conversion


= 43 ft / LT 1 m / MT = 35.8813 ft / LT
35.8813 ft / LT
SF = 1.198 m / MT 1 ft / LT = 0.027868 m / MT

2. Solve for the Volume:


Vol = Wt. x SF
= 8,000 MT x 1.198 m / MT
Vol = 9,584 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.

Note: when interpolation is needed, use the higher KG for allowance.

Ex.2. Load 9,000 MT of Cargo with a SF of 47 ft / LT to Hold 3. Find the KG and Ullage then.

1. Find SF in m / MT: Conversion


= 47 ft / LT 1 m / MT = 35.8813 ft / LT
35.8813 ft / LT
SF = 1.310 m / MT 1 ft / LT = 0.027868 m / MT

2. Solve for the Volume:


Vol = Wt. x SF
= 9,000 MT x 1.310 m / MT
Vol = 11,788.87 m

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.

KG of Partially Loaded Hold (Cargo of Different Heights)


Ex. Steel coils of 3,000 MT, CKD (600 MT) and steel pipes (1,200 MT) will be loaded in Hold No.1. Find the
LCG and KG as well.
H1 (LCG = -84.12 m.)
30 m.

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.

Cargo Weight LCG Diff. LCG L Moment KG V Moment


Type (in MT) (in meter) (Wt. x LCG) (Wt. x KG)
(KG + DBT Ht)
st. coils 3,000 MT (-10 m.) -74.12 m. (84.12 - 10) -222,360 7 21,000
CKD 600 MT (+1 m.) -85.12 m. (84.12 + 1) -51,072 6 3,600
st. pipes 1,200 MT (+9 m.) -93.12 m. (84.12 + 9) -111,744 8 9600
Total 4,800 MT -80.245 m. -385,176 7.125 m. 34,200

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.

Free Surface Moment


Ex. Loading 600 MT to FPT
1. Wt = Vol. x Density
Vol. = Wt.
Density
= 600 MT
1.025 MT/m
Vol. = 585 m

2. From H. Table - Tank Table (FPT), in volume 585 m:


LCG = -102.26 m.
KG = 3.51 m.
Inertia (I-TR) = 1,323 m4

3. Free Surface Moment (FSM) = Inertia x Density


= 1,323 m4 x 1.025 MT / m
FSM = 1,356 MT-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

WEIGHT L.C.G. L.MOMENT K.G. V.MOMENT FSM


ITEM % (MT) (m.) (MT-m.) (MT-m.) (MT-m.)
fr. H. Table Wt. x LCG Wt. x KG
CONST.1 DW CONSTANT 1 100 112 89.21 9,992 13.63 1,527
CONST.2 DW CONSTANT 2 100 30 -103.00 -3,090 19.00 570
PROV PROVISION 100 10 90.50 905 20.50 205
TOTAL CONST.= 152

FOT1 NO.1 FOT 96 517 -8.30 -4,291 0.85 439 4,835


FOT2 NO.2 FOT 96 1,052 30.17 31,739 0.85 894 9,841
FOT3 NO.3 FOT 96 295 66.15 19,514 0.85 251 1,419
D. FOT DEEP FOT 96 295 89.58 26,426 15.92 4,696 123
FO SETT H.F.O. SETT/SERV. 96 31 97.49 3,022 16.93 525 4
TOTAL F.O. = 2,190

D. DOT DEEP DOT 96 164 92.74 15,209 16.42 2,693 61


DO SERV. DO SERV T. 96 16 94.18 1,507 17.05 273 1
TOTAL D.O. = 180

FWT1 NO.1 FWT 100 118 103.02 12,156 17.41 2,054 52


FWT2 NO.2 FWT 100 178 104.52 18,605 17.65 3,142 144
TOTAL F.W. = 296

FPT FORE PEAK TK. 0 0 -102.21 0 8.97 0 3,106


WBT1 NO.1 WBT (P&S) 0 0 -84.00 0 9.10 0 9,176
WBT2 NO.2 WBT (P&S) 0 0 -59.76 0 8.07 0 19,887
WBT3 NO.3 WBT (P&S) 0 0 -22.78 0 8.60 0 31,412
WBT4 NO.4 WBT (P&S) 0 0 -29.94 0 9.62 0 12,501
WBT5 NO.5 WBT (P&S) 0 0 68.00 0 2.71 0 2,683
TST5 NO.5 TST (P&S) 0 0 68.59 0 17.73 0 2,698
APT AFT PEAK TANK 3 20 103.94 2,079 12.47 249 3,702
CH 4 NO.4 FLOOD. TK. 0 0 -8.30 0 10.51 0 67,162
TTL. BALLAST = 20

HOLD1 NO.1 C. HOLD 100 7,761 -84.12 -652,855 11.36 88,165


HOLD2 NO.2 C. HOLD 100 8,837 -59.41 -525,006 10.62 93,849
HOLD3 NO.3 C. HOLD 100 9,150 -33.64 -307,806 10.56 96,624
HOLD4 NO.4 C. HOLD 100 8,356 -8.30 -69,355 10.49 87,654
HOLD5 NO.5 C. HOLD 100 9,151 17.05 156,025 10.56 96,635
HOLD6 NO.6 C. HOLD 100 8,825 42.81 377,798 10.60 93,545
HOLD7 NO.7 C. HOLD 100 8,111 67.84 550,250 11.14 90,357
TOTAL CARGO = 60,191
(total weight) (LMom./T.Wt.) (T. LMoment) (T.VMom/T.Wt) (T. VMoment) 20,182
DEADWEIGHT 63,029.00 -5.35 -337,176 10.54 664,347 (total moments
in comprnts
LIGHTWEIGHT with load)
9,502 8.36 79,437 10.61 100,816
(from ship's particulars)
72,531 -3.55 -257,739 10.55 765,163
DISPLACEMENT (DWT+LShip) (L. Mom./ ) (T. LMoment) (T. VMom./ ) (T. VMoment)

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".

1. Solve for Trim:


t = x (LCG - LCB)
MTC x 100
= 72,531 x (-3.55 - -4.85)
968.01 x 100
= 94,290.30
96,801
t = 0.974 m. (By Stern) + = By Stern
- = By Head

2. Find the Draft Forward:


DFP = DCF- t
2
= 12.22 - 0.974
2
= 12.22 - 0.487
DFP = 11.733 m.

3. Find the Draft Aft:


DFP = 11.733 m.
t = + 0.974 m.
DAP = 12.707 m.

4. Solve GGo or FSC:


FSC = Total FSM

= 20,182
72,531
FSC = 0.278 m. (or GGo)

5. Solve for GM: M


KG = 10.550 m.
+
GGo = 0.2780 m. Go GM
KGo = 10.828 m. (actual KG) KM G GGo
KM = 13.300 m. - KGo
KG
GMo = 2.4720 m. (actual GM)
K
* Best "GM" depends on the type of vessel and ship's construction and as long as the vsl will be on the Safe
side.

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.

1. Solve for Trim:


t = x (LCG - LCB)
MTC x 100
= 81,470 x (-3.82 - -4.22)
1,007.98 x 100
= 32,588.00
100,798
t = 0.323 m. (By Stern) + = By Stern
- = By Head
2. Find the Draft Forward:
DFP = DCF- t
2
= 13.60 - 0.323
2
= 13.60 - 0.162
DFP = 13.438 m.

2. Find the Draft Aft:


DFP = 13.438 m.
t = +0.323 m.
DAP = 13.761 m.

3. Solve for GM: M


KG = 11.850 m.
+
GGo = 0.2500 m. Go GM
KGo = 12.100 m. (actual KG) KM G GGo
KM = 13.380 m. - KGo
KG
GMo = 1.2800 m. (actual GM)
K
* Best "GM" depends on the type of vessel and ship's construction and as long as the vsl will be on the Safe
side.

Solving Trim and Dep. Drafts


(in this case, when LCG is measured from After Perpendicular)
Ex. 1. = 69,830 MT
LCG = 112.00 m.
Find Drafts.
* Excerpt from H. Table based on 69,830 MT (using LCG measured from AP):
DCF = 11.80 m.
LCB = 113.04 m.
LCF = 108.02 m.
MTC = 953.76 MT-m.
1. Solve for Trim:
t = x (LCB - LCG) (reverse, instead of subtracting LCB from LCG)
MTC x 100
= 69,830 x (113.04 - 112.00)
953.76 x 100
= 72,623.20
95,376
t = 0.761 m. (By Stern) + = By Stern
- = By Head
2. Find the Draft Aft:
DAP = DCF+ t (reverse, instead of subtraction)
2
= 11.80 + 0.761
2
= 11.80 + 0.381
DAP = 12.181 m.

3. Find the Draft Forward:


DAP = 12.181 m.
- (subtract, knowing that the trim is "By Stern")
t = 0.7610 m.
DFP = 11.420 m.
Distribution of Cargo and Dep. Drafts
Ex.1. Dec. 02, 2007 - Norfolk to Japan
Cargo: COAL Stowage Factor (SF): 44 ft / LT = 44 ft / LT
DW Density (Norfolk): 1.002 MT / m 35.8813
ROB Dep.: FO = 1,630 MT = 1.226 m / MT
DO = 165 MT
FW = 275 MT
Total = 2,070 MT
Constant: 152 MT
- Please advise Dep. Drafts.

* Before having the solution proper, acquire first the following:


a) Loadline check;
Lightship = 9,502 MT (from ship's particulars)
Cargo = 67,000 MT
ROB = 2,070 MT
Constant = 152 MT
Displ. () = 78,724 MT (OK for winter of 81,355 MT from ship's part.)

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 2 = 12,817.1 x 67,000


87,298
Wt. For Hold 2 = 9,836 MT (or 9,800 MT) . . . . . Vol. = Wt x SF (9,800 x 1.226 = 12,015 m - Volume)

Wt. For Hold 3 = 13,270.2 x 67,000


87,298
Wt. For Hold 3 = 10,185 MT(or 10,200 MT) . . . . . Vol. = Wt x SF (10,200 x 1.226 = 12,505 m - Volume)

Wt. For Hold 4 = 12,118.9 x 67,000


87,298
Wt. For Hold 4 = 9,301 MT (or 9,300 MT) . . . . . Vol. = Wt x SF (9,300 x 1.226 = 11,402 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)

d) Prepare and fill-up the necessary figures in the Calculation Sheet;


TRIM AND STABILITY CALCULATION SHEET

WEIGHT L.C.G. L.MOMENT K.G. V.MOMENT FSM


ITEM % (MT) (m.) (MT-m.) (MT-m.) (MT-m.)
fr. H. Table Wt. x LCG fr. H. Table Wt. x KG
CONST.1 DW CONSTANT 1 100 112 89.21 9,992 13.63 1,527
CONST.2 DW CONSTANT 2 100 30 -103.00 -3,090 19.00 570
PROV PROVISION 100 10 90.50 905 20.50 205
TOTAL CONST.= 152
(Capacity of Tk. x SF)
FOT1 NO.1 FOT 400 -8.30 -3,320 0.85 340 4,835
FOT2 NO.2 FOT 900 30.17 27,153 0.85 765 9,841
FOT3 NO.3 FOT 200 66.15 13,230 0.85 170 1,419
D. FOT DEEP FOT 100 89.58 8,958 15.92 1,592 123
FO SETT H.F.O. SETT/SERV. 30 97.49 2,925 16.93 508 4
TOTAL F.O. = 1,630

D. DOT DEEP DOT 96 150 92.74 13,911 16.42 2,463 61


DO SERV. DO SERV T. 96 15 94.18 1,413 17.05 256 1
TOTAL D.O. = 165

FWT1 NO.1 FWT 100 115 103.02 11,847 17.41 2,002 52


FWT2 NO.2 FWT 100 160 104.52 16,723 17.65 2,824 144
TOTAL F.W. = 275

FPT FORE PEAK TK. 0 0 -102.21 0 8.97 0 0


WBT1 NO.1 WBT (P&S) 0 0 -84.00 0 9.10 0 0
WBT2 NO.2 WBT (P&S) 0 0 -59.76 0 8.07 0 0
WBT3 NO.3 WBT (P&S) 0 0 -22.78 0 8.60 0 0
WBT4 NO.4 WBT (P&S) 0 0 -29.94 0 9.62 0 0
WBT5 NO.5 WBT (P&S) 0 0 68.00 0 2.71 0 0
TST5 NO.5 TST (P&S) 0 0 68.59 0 17.73 0 0
APT AFT PEAK TANK 0 0 103.94 0 12.47 0 0
CH 4 NO.4 FLOOD. TK. 0 0 -8.30 0 10.51 0 0
TTL. BALLAST = 0 (Cargo Hold Heeling Mom.
Table - based on Vol. Fig.)
HOLD1 NO.1 C. HOLD 100 8,600 -84.12 -723,432 10.78 92,708
HOLD2 NO.2 C. HOLD 100 9,800 -59.41 -582,218 10.04 98,398
HOLD3 NO.3 C. HOLD 100 10,200 -33.64 -343,128 10.08 102,816
HOLD4 NO.4 C. HOLD 100 9,300 -8.30 -77,190 9.97 92,721
HOLD5 NO.5 C. HOLD 100 10,200 17.05 173,910 10.08 102,816
HOLD6 NO.6 C. HOLD 100 9,800 42.81 419,538 10.10 98,980
HOLD7 NO.7 C. HOLD 100 9,100 67.84 617,344 10.70 97,370
TOTAL CARGO = 67,000

(total weight) (LMom./T.Wt.) (T. LMoment) (T.VMom/T.Wt) (T. VMoment) 16,480


DEADWEIGHT
69,222 -5.99 -414,530 10.10 699,030 (total moments
in comprnts
LIGHTWEIGHT with load)
9,502 8.36 79,437 10.61 100,816
(from ship's particulars)
LCG L. Moment KG V. Moment
DISPLACEMENT 78,724 -4.26 -335,093 10.16 799,846
(DWT+LShip) (LMom./T.Wt.) (T. LMoment) (T. VMom./ ) (T. VMoment)

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. Solve for Trim:


t = x (LCG - LCB)
MTC x 100
= 78,724 x (-4.26 - -4.41)
995.96 x 100
= 11,808.60
99,596
t = 0.119 m. (By Stern) + = By Stern
- = By Head
2. Find the Draft Forward:
DFP = DCF- t
2
= 13.18 - 0.119
2
= 13.18 - 0.060
DFP = 13.120 m.

2. Find the Draft Aft:


DFP = 13.120 m.
t = +0.119 m.
DAP = 13.239 m.

3. Solve GGo or FSC:


FSC = Total FSM

= 16,480
78,724
FSC = 0.210 m. (or GGo)

4. Solve for GM: M


KG = 10.160 m.
+
GGo = 0.2100 m. Go GM
KGo = 10.370 m. (actual KG) KM G GGo
KM = 13.340 m. - KGo
KG
GMo = 2.9700 m. (actual GM)
K
* 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 = 0.119 m.
DFP = 13.120 m.
DAP = 13.239 m.
= 78,724 MT . (produce 1 from 78,724 MT)

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.

8. Find the Draft Aft:


DFP = 13.462 m.
t = +0.016 m. Drafts @ 1.001 density
DAP = 13.478 m.

9. Solve for Dock Water Allowance:


dwa = x (1.025 - d)
TPC x d x 100
= 78,724 x (1.025 - 1.001)
orig. TPC 64.98 x 1.001 x 100 to check;
= 1,889.376 DCF1 = 13.470 m. (new DCF)
6,504.500 DCF = 13.180 m. (previous DCF)
dwa = 0.290 m. dwa = 0.290 m.

* Effects of Change in Density


- Parallel sinkage (dwa)
- Change in Trim (reduced, bec. of LCB change due to density)

Ex.2. Oct. 04, 2007 - Norfolk to Panama Canal


Cargo: COAL Stowage Factor (SF): 44 ft / LT = 44 ft / LT
DW Density (Norfolk): 1.001 MT / m 35.8813
DW Density (Panama Canal): 0.9954 MT / m = 1.226 m / MT
Maximum Draft @ Panama: 12.20 m. (draft limit @ destination)
ROB Dep.: FO = 1,630 MT Consumption: FO = 35 MT / day (35 x 8days = 280 MT cons.)
DO = 165 MT DO = 4 MT / day (4 x 8days = 32 MT cons.)
FW = 225 MT FW = 0 MT / day
Total = 2,020 MT
Constant: 152 MT
Steaming time to Panama Canal: 8 Days
- Please advise Wt. of Cargo and Dep. Drafts.

* Before having the solution proper, acquire first the following:


a) At 12.20 m. draft limit at destination, Displacement is 72,397 MT and LCB of -4.86 m. (from H. Table)
Weight LCG L. Moment
(in MT) (m.) (Wt. x LCG)
S.W. Displacement @ Arrival
( x d / 1.025) 70,306 -4.86 -341,689 MT-m.
=72,397 x 0.9954 / 1.025 (70,306 MT)
Tank Consumption and (Tank LCG)
Production FOT1 280 -8.30 -2,324 MT-m
(as per cons. for 8 days) (Tank LCG)
Deep DOT 32 92.74 2,968 MT-m
S.W. Displacement @ Dep. 70,618 -4.83 -341,045 MT-m
(Total ) (L Mom/Wt.) (Total L. Moment)

* wherein . . . from H. Table, Total of 70,618 MT has a TPC of 64.08 MT

a) Cargo to Load (assuming a Sag of 10 cm.)


where, Sag Allow. = Deflection x TPC
4 in case of Hogging:
= 10 x 64.08 Hog Allow. = Deflection x 3 x TPC
4 4
Sag Allow. = 160.20 MT
Cargo to Load = dep. - Lship - ROBDep - Constant - Hog/Sag Allow. - Safety Margin (SM)
= 70,618 - 9,502 - 2,020 - 152 - 160 - SM
= 58,784 MT
-
SM = 184 MT
Wt. Of Cargo = 58,600 MT ( CARGO to be Loaded)

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

table - hold info.


d) 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 58,600


87,298
Wt. For Hold 1 = 7,556 MT (or 7,500 MT) . . . . . Vol. = Wt x SF (7,500 x 1.226 = 9,195 m - Volume)

Wt. For Hold 2 = 12,817.1 x 58,600


87,298
Wt. For Hold 2 = 8,604 MT (or 8,600 MT) . . . . . Vol. = Wt x SF (8,600 x 1.226 = 10,544 m - Volume)

Wt. For Hold 3 = 13,270.2 x 58,600


87,298
Wt. For Hold 3 = 8,908 MT (or 8,900 MT) . . . . . Vol. = Wt x SF (8,900 x 1.226 = 10,911 m - Volume)

Wt. For Hold 4 = 12,118.9 x 58,600


87,298
Wt. For Hold 4 = 8,135 MT (or 8,100 MT) . . . . . Vol. = Wt x SF (8,100 x 1.226 = 9,931 m - Volume)

Wt. For Hold 5 = 13,272.2 x 58,600


87,298
Wt. For Hold 5 = 8,909 MT (or 8,900 MT) . . . . . Vol. = Wt x SF (8,900 x 1.226 = 10,911 m - Volume)

Wt. For Hold 6 = 12,799.5 x 58,600


87,298
Wt. For Hold 6 = 8,592 MT (or 8,500 MT) . . . . . Vol. = Wt x SF (8,500 x 1.226 = 10,421 m - Volume)
Wt. For Hold 1 to Hold 6 = 50,500 MT

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)

e) Prepare and fill-up the necessary figures in the Calculation Sheet;


TRIM AND STABILITY CALCULATION SHEET

WEIGHT L.C.G. L.MOMENT K.G. V.MOMENT FSM


ITEM % (MT) (m.) (MT-m.) (MT-m.) (MT-m.)
fr. H. Table Wt. x LCG fr. H. Table Wt. x KG
CONST.1 DW CONSTANT 1 100 112 89.21 9,992 13.63 1,527
CONST.2 DW CONSTANT 2 100 30 -103.00 -3,090 19.00 570
PROV PROVISION 100 10 90.50 905 20.50 205
TOTAL CONST.= 152
(Capacity of Tk. x SF)
FOT1 NO.1 FOT 400 -8.30 -3,320 0.85 340 4,835
FOT2 NO.2 FOT 900 30.17 27,153 0.85 765 9,841
FOT3 NO.3 FOT 200 66.15 13,230 0.85 170 1,419
D. FOT DEEP FOT 130 89.58 11,645 15.92 2,070 123
FO SETT H.F.O. SETT/SERV. 0 97.49 0 16.93 0 4
TOTAL F.O. = 1,630

D. DOT DEEP DOT 96 150 92.74 13,911 16.42 2,463 61


DO SERV. DO SERV T. 96 15 94.18 1,413 17.05 256 1
TOTAL D.O. = 165

FWT1 NO.1 FWT 100 110 103.02 11,332 17.41 1,915 52


FWT2 NO.2 FWT 100 115 104.52 12,020 17.65 2,030 144
TOTAL F.W. = 225

FPT FORE PEAK TK. 0 0 -102.21 0 8.97 0 0


WBT1 NO.1 WBT (P&S) 0 0 -84.00 0 9.10 0 0
WBT2 NO.2 WBT (P&S) 0 0 -59.76 0 8.07 0 0
WBT3 NO.3 WBT (P&S) 0 0 -22.78 0 8.60 0 0
WBT4 NO.4 WBT (P&S) 0 0 -29.94 0 9.62 0 0
WBT5 NO.5 WBT (P&S) 0 0 68.00 0 2.71 0 0
TST5 NO.5 TST (P&S) 0 0 68.59 0 17.73 0 0
APT AFT PEAK TANK 0 0 103.94 0 12.47 0 0
CH 4 NO.4 FLOOD. TK. 0 0 -8.30 0 10.51 0 0
TTL. BALLAST = 0 (Cargo Hold Heeling Mom.
Table - based on Vol. Fig.)
HOLD1 NO.1 C. HOLD 100 7,500 -84.12 -630,900 9.83 73,725
HOLD2 NO.2 C. HOLD 100 8,600 -59.41 -510,926 9.12 78,432
HOLD3 NO.3 C. HOLD 100 8,900 -33.64 -299,396 9.08 80,812
HOLD4 NO.4 C. HOLD 100 8,100 -8.30 -67,230 8.97 72,657
HOLD5 NO.5 C. HOLD 100 8,900 17.05 151,745 9.08 80,812
HOLD6 NO.6 C. HOLD 100 8,500 42.81 363,885 9.09 77,265
HOLD7 NO.7 C. HOLD 100 8,100 67.84 549,504 9.89 80,109
TOTAL CARGO = 58,600

(total weight) (LMom./T.Wt.) (T. LMoment) (T.VMom/T.Wt) (T. VMoment) 16,476


DEADWEIGHT
60,772 -5.73 -348,127 9.15 556,122 (total moments
in comprnts
LIGHTWEIGHT with load)
9,502 8.36 79,437 10.61 100,816
(from ship's particulars)
LCG L. Moment KG V. Moment
DISPLACEMENT 70,274 -3.82 -268,690 9.35 656,938
(DWT+LShip) (LMom./T.Wt.) (T. LMoment) (T. VMom./ ) (T. VMoment)

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.

1. Solve for Trim:


t = x (LCG - LCB)
MTC x 100
= 70,274 x (-3.82 - -5.01)
956.22 x 100
= 83,626.06
95,622
t = 0.875 m. (By Stern) + = By Stern
- = By Head
2. Find the Draft Forward:
DFP = DCF- t
2
= 11.874 - 0.875
2
= 11.874 - 0.437
DFP = 11.437 m.

2. Find the Draft Aft:


DFP = 11.437 m.
t = +0.875 m.
DAP = 12.312 m.

3. Solve GGo or FSC:


FSC = Total FSM

= 16,476
70,274
FSC = 0.234 m. (or GGo)

4. Solve for GM: M


KG = 9.350 m.
+
GGo = 0.234 m. Go GM
KGo = 9.584 m. (actual KG) KM G GGo
KM = 13.31 m. - KGo
KG
GMo = 3.726 m. (actual GM)
K

* 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.

8. Find the Draft Aft:


DFP = 11.731 m.
t = +0.798 m. Drafts @ 1.001 density
DAP = 12.529 m.

9. Solve for Dock Water Allowance:


dwa = x (1.025 - d)
TPC x d x 100
= 70,274 x (1.025 - 1.001)
orig. TPC 64.04 x 1.001 x 100 to check;
= 1,686.576 DCF1 = 12.130 m. (new DCF)
6,410.405 DCF = 11.870 m. (previous DCF)
dwa = 0.260 m. dwa = 0.260 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.

2. Excerpt from H. Table based on 13.45 m. draft:


TPC = 65.14 m.
LCF = 1.31 m.
MTC = 1003.2 MT-m.

3. Find total weights and moments:


Weight (MT) LCG Moment
Compt. (-) consumed (m.) (MT-m.)
(+) produced Tank LCG Wt. X LCG
FOT2 -400 30.17 -12,068
FOT3 -200 66.15 -13,230
D. DOT -100 92.74 -9,274
FWT1 +40 103.02 4,121
FWT2 +40 104.52 4,181
TOTAL -620 42.37 -26,270
(-)=Disch'd T. Mom./Wt. T. Moment

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.

5. Find distance from LCF to LCG:


D = LCG - LCF (when LCG is measured from centerline, but if LCG is measured from AP)
= 42.37 - 1.31 D = Af - Ag
D = 41.06 m.
* If 'd' is negative (-), LCG of Total Weight is forward from LCF.
6. Find the change in Trim:
Tc = Wt. x Dist.
MTC x 100
= 620 x 41.06
1003.2 x 100
= 25,457.2
100,320
Tc = 0.250 m.

7. Find trim forward and aft:


Tf / Ta = Tc
2
= 0.25
2
Tf / Ta = 0.127 m.

8. Find the Final Drafts:


Forward. Aft
Dep. dF = 13.250 m. Dep. dA = 13.650 m.
Rise = -0.095 m. neg. (-) in order to Rise Rise = -0.095 m.
Tf / Ta = +0.127 m. Tf / Ta = -0.127 m.
NEW DRAFT FWD. = 13.282 m. NEW DRAFT AFT = 13.428 m.
* (Because disch. From Aft, Tf / Ta Fwd to be added and Tf / Ta Aft to be subtracted)

- 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.

* cdF100 = change of draft Forward by 100 MT.


* cdA100 = change of draft Aft by 100 MT.

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

Pump-out: APT = 120 MT

1. Find the mean draft:


mD = dF + dA
2
= 9.150 + 10.650
2
mD = 9.900 m.

2. Excerpt from H. Table based on 9.900 m. draft:


TPC = 62.35 m.
LCF = -2.60 m.
MTC = 883.45 MT-m.

3. Find total weights and moments:


Weight (MT) LCG Moment
Compt. (-) consumed (m.) (MT-m.)
(+) produced Tank LCG Wt. X LCG
WBT3 +900 -22.78 -20,502
WBT5 +1,000 68.00 68,000
FOT2 +800 30.17 24,136
FWT2 +100 104.52 10,452
APT -120 103.94 -12,473
TOTAL 2,680 25.98 69,613
(+)=Loaded T. Mom./Wt. T. Moment

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.

5. Find distance from LCF to LCG:


D = LCG - LCF (when LCG is measured from centerline, but if LCG is measured from AP)
= 25.98 - -2.60 D = Af - Ag
D = 28.58 m.
* If 'd' is negative (-), LCG of Total Weight is forward from LCF.
6. Find the change in Trim:
Tc = Wt. x Dist.
MTC x 100
= 2,680 x 28.58
883.45 x 100
Tc = 0.867 m.

7. Find trim forward and aft:


Tf / Ta = Tc
2
= 0.87
2
Tf / Ta = 0.433 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.

* cdF100 = change of draft Forward by 100 MT.


* cdA100 = change of draft Aft by 100 MT.

Trimming with Two Compartments/Holds


Ex. 1. Loading operation almost completed with the remaining cargo of 2,000 MT. On draft check, dF = 13.15 m. and
dA = 13.55 m. Required trim at 0.28 m. Distribute the remaining cargo between Hold 1 and 7 to obtain the req'd.
trim.
* Note (Remaining cargo is based on the following):
I. Draft Survey
II. Shore Figure
III. Loadline (midship) Time for draft check: 30 cm. to 40 cm. to Target Draft
IV. Draft Limits

1. Find the mean draft:


mD = dF + dA
2
= 13.150 + 13.550
2
mD = 13.350 m.

2. Excerpt from H. Table based on 13.350 m. Mean Draft:


LCF = -1.25 m.
MTC = 1,000.53 MT-m.

3. Find distance from LCF to LCG:


D = LCG - LCF (when LCG is measured from centerline, but if LCG is measured from AP)
= 67.84 - 1.25 D = Af - Ag
D = 66.59 m. LCG of Hold 7
* If 'd' is negative (-), LCG of Total Weight is forward from LCF.
Illustration:

H7 H1

W LCF = 1.25 m. L

D = 66.59m.

AP LCG = 67.84m. LCG = -84.12m. FP

DBH = 151.96 m.

4. Find the distance between holds:


DBH = LCG of Aft Hold - LCG of Fwd. Hold (if LCG is measured from midship)
= 67.84 - -84.12
DBH = 151.96 m. If LCG is measured from AP:
DBH = LCG of Fwd. Hold - LCG of Aft Hold
5. Find Present Trim:
Pt = dA - dF
= 13.55 - 13.15
Pt = 0.400 m.

6. Find the change in Trim:


Tc = Req'd Trim - Pt
= 0.280 - 0.400
Tc = -0.120 m.

7. Solve for Weight forward:


Wt. Fwd. = (D x Remaining Cargo) - (Tc x MTC x 100)
DBH
= (66.59 x 2,000) - (-0.120 x 1000.53 x 100)
151.96
= 133,180 - -12,006.4
151.96
= 145,186.4
151.96
Wt. Fwd. = 955.400 MT (Weight for Hold 1)
8. Solve for Weight aft:
Wt. Aft = Remaining Cargo - Wt. Fwd.
= 2,000 - 955
Wt. Aft = 1,045 MT. (Weight for Hold 7)

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.

* Note (Remaining cargo is based on the following):


I. Draft Survey
II. Shore Figure
III. Loadline (midship) Time for draft check: 30 cm. to 40 cm. to Target Draft
IV. Draft Limits

1. Find the mean draft:


mD = dF + dA
2
= 13.000 + 13.170
2
mD = 13.085 m.

2. Excerpt from H. Table based on 13.085 m. Mean Draft:


LCF = 1.08 m.
MTC = 993.53 MT-m.

3. Find distance from LCF to LCG:


D = LCG - LCF (when LCG is measured from centerline, but if LCG is measured from AP)
= 67.84 - 1.08 D = Af - Ag
D = 66.76 m. LCG of Hold 7

* If 'd' is negative (-), LCG of Total Weight is forward from LCF.

Illustration:

H7 H2

W LCF = 1.08 m. L

D = 66.76m.

AP LCG = 67.84m. LCG = -59.41m. FP

DBH = 127.25 m.

4. Find the distance between holds:


DBH = LCG of Aft Hold - LCG of Fwd. Hold (if LCG is measured from midship)
= 67.84 - -59.41
DBH = 127.25 m. If LCG is measured from AP:
DBH = LCG of Fwd. Hold - LCG of Aft Hold
5. Find Present Trim:
Pt = dA - dF
= 13.17 - 13.00
Pt = 0.170 m.

6. Find the change in Trim:


Tc = Req'd Trim - Pt
= 0.300 - 0.170
Tc = 0.130 m.

7. Solve for Weight forward:


Wt. Fwd. = (D x Remaining Cargo) - (Tc x MTC x 100)
DBH
= (66.76 x 1,800) - (0.130 x 993.53 x 100)
127.25
= 120,168 - 12,915.89
127.25
= 107,252.1
127.25
Wt. Fwd. = 843.00 MT (Weight for Hold 2)

8. Solve for Weight aft:


Wt. Aft = Remaining Cargo - Wt. Fwd.
= 1,800 - 843
Wt. Aft = 957.00 MT. (Weight for Hold 7)

Change in Draft due to Change in Density


Ex. 1. Upon arrival Anchorage, drafts are dF = 12.65 m. and dA = 12.71 m. at density 1.022 MT / m. Find the
new drafts if she shifts upriver to a density of 1.002 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
= 12.650 + 12.710
2
mD = 12.680 m.

2. Excerpt from H. Table based on 12.680 m. Mean Draft:


= 75,492 MT
LCB = 4.64 m.
TPC = 64.65 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.

4. Find new mean draft:


New mD = old mD + Sinkage
= 12.680 + 0.233
New mD = 12.913 m.

5. Excerpt from H. Table based on 12.913 m. new Mean Draft:


1 = 77,001 MT simple interpolation: 12.913 m. to be interpolated, where..
LCB1 = -4.53 m. 12.91 m. from H. Table (3 to be converted into decimal = 0.3)
MTC1 = 988.62 MT-m. 1 = 76,982 + 0.3 x TPC
1 = 76,982 + 0.3 x 64.65
1 = 77,001 MT
6. Solve for corrected Trim:
Tc = 1 x (LCBo - LCB1)
MTC1 x 100
= 77,001 x (-4.64 - -4.53)
988.62 x 100
= -8,470.110
98,862
Tc = -0.086 m.

7. Find trim forward and aft:


Tf / Ta = Tc
2
= -0.086
2
Tf / Ta = -0.043 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.

2. Excerpt from H. Table based on 13.300 m. Mean Draft:


= 79,519 MT
LCB = -4.35 m.
TPC = 65.05 m.
3. Find Sinkage:
Sinkage = x (old 'd' - new 'd')
TPC x new 'd' x 100
= 79,519 x (1.018 - 1.000)
65.05 x 1.000 x 100
= 1,431.34
6,505.00
Sinkage = 0.220 m.

4. Find new mean draft:


New mD = old mD + Sinkage
= 13.300 + 0.220
New mD = 13.520 m.

5. Excerpt from H. Table based on 13.520 m. new Mean Draft:


1 = 80,950 MT
LCB1 = -4.25 m.
MTC1 = 1,005.07 MT-m.

6. Solve for corrected Trim:


Tc = 1 x (LCBo - LCB1)
MTC1 x 100
= 80,950 x (-4.35 - -4.25)
1,005.07 x 100
= -8,095.000
100,507
Tc = -0.080 m.

7. Find trim forward and aft:


Tf / Ta = Tc
2
= -0.080
2
Tf / Ta = -0.040 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 = 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.

1. Convert the sounding from meter to cm. (table sounding is by cm.):


1.78 m. x 100 cm.
= 178 cm.
1 m.

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

3. Solve for Weight:


Wt. = Vol. x Density
= 404.6 x 1.025
Wt. = 414.715 MT

Draft Survey (Initial)


* Before anything else, order a responsible crew to take soundings of all tanks, freshwater, ballast, bilges and
others. Fuel oil tank soundings are generally made by the Engine Dept. Also obtain a hydrometer reading(S.G.)
the ship is floating.

Ex. 5.32 m. 5.32 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

* 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

1. Draft at marks and mean draft:


F M A
Port --------- 5.32 m. 5.87 m. 6.44 m.
Stbd -------- 5.32 m. 5.86 m. 6.44 m.
Mean Draft = 5.320 m. 5.865 m. 6.440 m.
* Actual drafts are drafts on the Fwd / Aft Perpendicular (not the drafts on the draft marks).
2. Find apparent trim:
aT = dA - dF
= 6.440 - 5.320
aT = 1.120 m. (+, trimmed by the Stern)
Illustration:
mAP = 12.40 m. mFP = 11.25 m.

W L

DBM (Dist. bet. Marks) = 192.350 m.

AP FP

LBP = 216.00 m.

3. Find stem and stern correction:


a) Stem Corr'n = aT x mFP b) Stern Corr'n = aT x mAP
DBM DBM
= 1.120 x 11.25 = 1.120 x 12.40
192.35 192.35
= 12.600 = 13.888
192.35 192.35
Stem Corr'n = 0.066 m. Stern Corr'n = 0.072 m.

4. Find the actual drafts (drafts on the fwd/aft perpendicular):


a) dFP = dF - Stem Corr'n. (subtract bec. FP is higher than draft marks fwd esp. when trim is 'by stern')
= 5.320 - 0.066
dFP = 5.254 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.

5. Find corrected/true trim:


cT = dAP - dFP
= 6.512 - 5.254
cT = 1.258 m. (true trim - in which correction already applied)

6. Find true mean draft:


True mD = dFP + dAP
2
= 5.254 + 6.512
2
True mD = 5.883 m.

7. Find quarter mean draft:


Qm = (3 x dM) + True mD
4
= (3 x 5.865) + 5.883
4
= 23.478
4
Qm = 5.870 m.

8. As per Qm, look for the Displacement () in the H. Table:


In the table, draft available is only 5.86 m., therefore make the remaining digits into decimal .
Qm = 5.86.95 TPC

= 33,176 + (0.95 x 59.68)


= 33,233 MT
TPC = 59.68 m.
LCF = -6.14 m.

9. Find the MTC Difference:


a) MTC at Qm + 0.50 = 5.87 + 0.50
MTC at Qm + 0.50 = 6.37 m. (proceed to H. Table)
6.37m. MTC = 790.98 MT-m.

b) MTC at Qm - 0.50 = 5.87 - 0.50


MTC at Qm - 0.50 = 5.37 m. (proceed to H. Table)
5.37m. MTC = 773.59 MT-m.

c) MTC Diff. = 790.98 - 773.59


MTC Diff. = 17.39 MT-m. (or dM/dZ = diff. in MTC per 1 m. draft)

10. Obtain trim corrections for Displacement:


a) 1st Corr'n = cT x TPC x LCF x 100 b) 2nd Corr'n = 50 x MTC Diff. x cT
LBP LBP
= 1.258 x 59.68 x -6.14 x 100 = 50 x 17.39 x 1.258
216.00 216.00
= -46,097.55 = 1,376.039
216.00 216.00
1st Corr'n = -213.414 MT 2nd Corr'n = 6.371 MT

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

II. Vessel trimmed "By the Head"


- LCF is fwd . . . . . Add
- LCF is aft . . . . . . Subtract

11. Find Displacement at SW density:


1.025 = + 1st Corr'n + 2nd Corr'n
= 33,233 + -213.414 + 6.371
1.025 = 33,026.00 MT

12. Find the new displacement:


New = 1.025 x new 'd'
1.025
= 33,026.00 x 1.015
1.025
= 33,521.390
1.025
New = 32,703.800 MT

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

Note: If Cargo = 0.00 MT (no cargo yet), Constant = 352.00 MT


If Constant is known already, subtract the value of constant from the above formula for the cargo loaded.

Draft Survey (Final)


* Before anything else, order a responsible crew to take soundings of all tanks, freshwater, ballast, bilges and
others. Fuel oil tank soundings are generally made by the Engine Dept. Also obtain a hydrometer reading(S.G.)
where the ship is floating.

Ex. 12.48 m. 12.48 m.

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).

2. Find apparent trim:


aT = dA - dF
= 13.960 - 12.980
aT = 0.980 m. (+, trimmed by the Stern)
Illustration:
mAP = 12.40 m. mFP = 11.25 m.

W L

DBM (Dist. bet. Marks) = 192.350 m.

AP FP

LBP = 216.00 m.

3. Find stem and stern correction:


a) Stem Corr'n = aT x mFP b) Stern Corr'n = aT x mAP
DBM DBM
= 0.980 x 11.25 = 0.980 x 12.40
192.35 192.35
= 11.025 = 12.152
192.35 192.35
Stem Corr'n = 0.057 m. Stern Corr'n = 0.063 m.

4. Find the actual drafts (drafts on the fwd/aft perpendicular):


a) dFP = dF - Stem Corr'n. (subtract bec. FP is higher than draft marks fwd esp. when trim is 'by stern')
= 12.980 - 0.057
dFP = 12.923 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.

5. Find corrected/true trim:


cT = dAP - dFP
= 14.023 - 12.923
cT = 1.100 m. (true trim - in which correction already applied)

6. Find true mean draft:


True mD = dFP + dAP
2
= 12.923 + 14.023
2
True mD = 13.473 m.
7. Find quarter mean draft:
Qm = (3 x dM) + True mD
4
= (3 x 13.50) + 13.473
4
= 53.973
4
Qm = 13.493 m.

8. As per Qm, look for the Displacement () in the H. Table:


In the table, draft available is only 13.49 m., therefore make the remaining digit into decimal .
Qm = 13.49.3 TPC

= 80,755 + (0.3 x 65.17)


= 80,775 MT
TPC = 65.17 m.
LCF = 1.33 m.

9. Find the MTC Difference:


a) MTC at Qm + 0.50 = 13.49 + 0.50
MTC at Qm + 0.50 = 13.99 m. (proceed to H. Table)
13.99m. MTC = 1,017.38 MT-m.

b) MTC at Qm - 0.50 = 13.49 - 0.50


MTC at Qm - 0.50 = 12.99 m. (proceed to H. Table)
12.99m. MTC = 990.81 MT-m.

c) MTC Diff. = 1,017.38 - 990.81


MTC Diff. = 26.57 MT-m. (or dM/dZ = diff. in MTC per 1 m. draft)

10. Obtain trim corrections for Displacement:


a) 1st Corr'n = cT x TPC x LCF x 100 b) 2nd Corr'n = 50 x MTC Diff. x cT
LBP LBP
= 1.100 x 65.17 x 1.33 x 100 = 50 x 26.57 x 1.100
216.00 216.00
= 9,534.37 = 1,607.485
216.00 216.00
1st Corr'n = 44.141 MT 2nd Corr'n = 7.442 MT

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

II. Vessel trimmed "By the Head"


- LCF is fwd . . . . . Add
- LCF is aft . . . . . . Subtract

11. Find Displacement at SW density:


1.025 = + 1st Corr'n + 2nd Corr'n
= 80,775 + 44.141 + 7.442
1.025 = 80,826.583 MT

12. Find the new displacement:


New = 1.025 x new 'd'
1.025
= 80,826.58 x 1.016
1.025
= 82,119.808
1.025
New = 80,116.886 MT

13. Solve for weight of Cargo Loaded:


Cargo Loaded = - Lship - Deductibles - Constant
= 80,116.886 - 9,502.000 - 2,050.000 - 352.00
Cargo Loaded = 68,212.886 MT or 68,213.000 MT

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

0.0 MT 0.0 MT 0.0 MT 0.0 MT


33,000.1 MT 37,200.0 MT 38,600 MT 37,200 MT 33,000 MT

cargo loaded/load rate


Time Calculated Values
Pour Cargo Weight Ballast Operations Req'd Draft Maximum Air Draft
No. Hold (in MT) (Hrs) Comments Fwd Aft BM % SF% Draft Mid Trim
1 5 20,000 [PO] WBT 3 (P/S) 2.86 6.62 10.72 P:28.4 P:39.3 8.51
2 1 18,000 [PO] FPT, WBT 1 (P/S) 2.57 9.85 8.86 P:49.9 P:60.9 9.39
3 7 20,000 [PO] WBT 4 (P/S) 2.86 9.31 10.81 P:55.2 P:65.1 10.01
4 3 25,000 [PO] WBT 2 (P/S) 3.57 11.53 10.53 P:27.5 P:37.4 11.06
5 9 24,000 [PO] WBT 5 (P/S) 3.43 9.37 15.49 P:77.5 P:67.8 12.26
6 5 18,600 2.66 11.35 16.59 P:41.5 P:81.8 13.87
7 3 12,200 1.74 14.01 15.86 P:42.6 P:91.8 14.89
8 7 17,200 2.46 14.05 18.72 P:45.2 P:83.1 16.35
9 1 13,000 1.86 18.11 16.72 P:25.1 P:50.5 17.42
10 9 7,000 1.00 17.45 18.54 P:32.3 P:54.3 17.99
11 1 2,000 Fwd Trimming 0.29 18.07 18.25 P:40.1 P:61.2 18.16
12 9 2,000 Final Trimming 0.29 17.88 18.76 P:42.6 P:62.2 18.32

Total 179,000

TRIM AND STABILITY CALCULATION SHEET

WEIGHT L.C.G. L.MOMENT K.G. V.MOMENT FSM ( I )


ITEM % (MT) (m.) (MT-m.) (MT-m.) (MT-m.)
fr. H. Table Wt. x LCG fr. H. Table Wt. x KG
CONST.1 DW CONSTANT 1 100 400 62.10 24,840 16.30 6,520
CONST.2 DW CONSTANT 2 0 0 0.00 0 0.00 0
PROV PROVISION 0 0 0.00 0 0.00 0
TOTAL CONST.= 400
(Capacity of Tk. x SF)
FOT1 NO.1 FOT (P/S) 1,000 95.87 95,870 22.94 22,935 3,260
FOT2 NO.2 FOT (P/S) 1,600 104.47 167,144 18.62 29,795 1,308
FOT3 NO.3 FOT (P/S) 380 115.30 43,812 15.45 5,869 1,859
D. FOT DEEP FOT 43 110.10 4,734 22.03 947 11
FO SETT H.F.O. SETT/SERV. 43 106.50 4,580 22.03 947 11
TOTAL F.O. = 3,066
D. DOT DEEP DOT 96 117 124.37 14,551 21.83 2,554 91
DO SERV. DO SERV T. 96 10 124.95 1,250 21.22 212 1
TOTAL D.O. = 127

FWT1 NO.1 FWT 100 335 131.53 44,023 22.67 7,588 0


FWT2 NO.2 FWT 100 335 131.53 44,023 22.67 7,588 0
TOTAL F.W. = 669

FPT FORE PEAK TK. 0 0 -132.81 0 6.78 0 0


WBT1 NO.1 WBT (P&S) 0 0 -113.43 0 10.49 0 0
WBT2 NO.2 WBT (P&S) 0 0 -76.37 0 10.88 0 0
WBT3 NO.3 WBT (P&S) 0 0 -25.76 0 10.85 0 0
WBT4 NO.4 WBT (P&S) 0 0 24.95 0 10.96 0 0
WBT5 NO.5 WBT (P&S) 0 0 72.40 0 11.36 0 0
TTL. BALLAST = 0 (Cargo Hold Heeling Mom.
Table - based on Vol. Fig.)
HOLD1 NO.1 C. HOLD 100 33,000 -114.44 -3,776,520 13.98 461,373
HOLD2 NO.2 C. HOLD 0 0 0.00 0 0.00 0
HOLD3 NO.3 C. HOLD 100 37,200 -64.37 -2,394,564 13.71 510,161
HOLD4 NO.4 C. HOLD 0 0 0.00 0 0.00 0
HOLD5 NO.5 C. HOLD 100 38,600 -13.13 -506,818 13.79 532,101
HOLD6 NO.6 C. HOLD 0 0 0.00 0 0.00 0
HOLD7 NO.7 C. HOLD 100 37,200 37.16 1,382,352 13.72 510,533
HOLD8 NO.8 C. HOLD 0 0 0.00 0 0.00 0
HOLD9 NO.9 C. HOLD 100 33,000 87.69 2,893,770 14.46 477,180
TOTAL CARGO = 179,000

(total weight) (LMom./T.Wt.) (T. LMoment) (T.VMom/T.Wt) (T. VMoment) 6,542


DEADWEIGHT
183,262 -10.68 -1,956,953 14.06 2,576,303 (total moments
in comprnts
LIGHTWEIGHT with load)
21,563 12.66 272,988 13.03 280,966
(from ship's particulars)
LCG L. Moment KG V. Moment
DISPLACEMENT 204,825 -8.22 -1,683,966 13.95 2,857,269
(DWT+LShip) (LMom./T.Wt.) (T. LMoment) (T. VMom./ ) (T. VMoment)

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.

1. Solve for Trim:


t = x (LCG - LCB)
MTC x 100
= 204,825 x (-8.221 - -9.309)
2,528.934 x 100
= 222,849.6
252,893.4
t = 0.881 m. (By Stern) + = By Stern
- = By Head
2. Find the Draft Forward:
DFP = DCF- t
2
= 18.322 - 0.881
2
= 18.322 0.441
DFP = 17.882 m.

3. Find the Draft Aft:


DFP = 17.882 m.
t = +0.881 m.
DAP = 18.763 m.

4. Solve GGo or FSC:


FSC = Total FSM

= 6,542
204,825
FSC = 0.032 m. (or GGo)

5. Solve for GM: M


KG = 13.950 m.
GGo = 0.0320 m. Go GM
KGo = 13.982 m. (actual KG) KM G GGo
KM = 19.112 m. KGo
KG
GMo = 5.130 m. (actual GM)
K
* Best "GM" depends on the type of vessel and ship's construction & as long as the vsl will be on the Safe side.

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

cargo loaded/load rate


Time Calculated Values
Pour Cargo Weight Ballast Operations Req'd Draft Maximum Air Draft
No. Hold (in MT) (Hrs) Comments Fwd Aft BM % SF% Draft Mid Trim
1 3 2,000 [PO] WBT 3 (P/S) 1.00 4.24 5.74 36 % 36 % 8.38 4.99 1.50
2 1 2,000 [PO] FPT 50%, WBT 1 (P/S) 1.50 4.93 5.48 37 % 37 % 8.16 5.21 0.55
3 4 2,000 [PO] WBT 4 (P/S) 1.00 4.59 6.53 39 % 38 % 7.81 5.56 1.94
4 2 2,000 [PO] WBT 2 (P/S) 1.00 5.53 6.36 36 % 30 % 7.42 5.95 0.83
5 3 2,000 1.00 6.06 7.35 22 % 24 % 6.66 6.71 1.29
6 2 2,000 [PO] FPT 1.00 7.04 7.57 20 % 31 % 6.06 7.31 0.53
7 4 1,500 0.75 6.58 9.11 14 % 17 % 5.52 7.85 2.53
8 1 800 0.40 7.72 8.59 15 % 19 % 5.21 8.16 0.87

Note: 400 MT Balance for trimming

7.65
Total 14,300

TRIM AND STABILITY CALCULATION SHEET

WEIGHT MID. G / LCG L.MOMENT K.G. V.MOMENT FSM ( I )


ITEM % (MT) (m.) (MT-m.) (MT-m.) (MT-m.)
fr. H. Table Wt. x LCG fr. H. Table Wt. x KG
CONST.1 MEN & EFFECTS 0 3.0 50.61 152 17.30 52
CONST.2 STORES 0 13.0 7.68 100 13.24 172
CONST.3 OIL & W.IN E/R 0 93.8 53.51 5,019 7.07 663 26
PROV PROVISION 0 6.0 68.31 410 13.53 81
TOTAL CONST.= 115.8 5,681
(Capacity of Tk. x SF)
FOT1 NO.2 DBFOT (P/S 95 388 -20.75 -8,053 0.64 248 927
FOT2 NO.3 DBFOT (P/S 91 372 5.50 2,046 0.61 227 927
FOT3 NO.4 DBFOT 44 102 28.98 2,956 0.29 30 1,125
FO OT FO O'FLOW T (S) 1 0 48.00 14 0.02 0 9
TOTAL F.O. = 862 -3,037

LO 1 LO STOR. T. 30 4 56.15 247 9.78 43 4


LO 2 CYL..O. STOR. T. 79 22 51.95 1,122 10.13 219 12
LO 3 G/E LO STOR. T. 19 0 54.48 16 9.37 3 0
TOTAL L.O. = 26 1,386

D. DOT NO.5 DOT (P) 15 4 48.03 187 0.17 1 19


D.O.T. DOT (P/S) 12 43 59.05 2,563 8.34 362 50
TOTAL D.O. = 47 2,750

FWT1 FWT (P/S) 44 43 63.39 2,738 9.65 417 46


FWT2 APT 71 217 68.50 14,858 9.67 2,097 1,655
TOTAL F.W. = 260 17,596

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

(total weight) (LMom./T.Wt.) (T. LMoment) (T.VMom/T.Wt) (T. VMoment) 8,448


DEADWEIGHT
16,990 -3.15 -53,456 5.22 88,679 (total moments
in comprnts
LIGHTWEIGHT with load)
4,304 10.41 44,805 8.90 38,306
(from ship's particulars)
LCG L. Moment KG V. Moment
DISPLACEMENT 21,294 -0.41 -8,651 5.96 126,984
(DWT+LShip) (LMom./T.Wt.) (T. LMoment) (T. VMom./ ) (T. VMoment)

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.

4. Solve GGo or FSC:


FSC = Total FSM

= 8,448
21,294
FSC = 0.397 m. (or GGo)

5. Solve for GM: M


KG = 5.960 m. (KGSOLID)
GGo = 0.397 m. Go GM
KGo = 6.357 m. (actual KG) KM G GGo
TKM = 9.510 m. KGo
KG
GMo = 3.153 m. (actual GM)
K
* Best "GM" depends on the type of vessel and ship's construction & as long as the vsl will be on the Safe side.

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.

Stiff and Tender Vessel


Stiff Vessel Tender Vessel
1. vessel with an unduly large GM for her type, size 1. vessel with a small GM for her type, size and nature.
and nature.
2. angle and period of roll is small. 2. angle and period of roll is large.
3. rolling is violent and irregular. 3. rolling is smooth and regular.
4. has jerky movement, uncomfortable for people on 4. less uncomfortable for people onboard and if gen. cargo
board. Gen. cargo likely to break loose. is secured properly is less likely to break loose.
5. severe racking stresses on the hull. 5. less severe racking stresses on the hull.
6. bulk cargo less likely to shift as angle of roll is 6. bulk cargo more likely to shift as angle of roll is large.
small.
7. less possibility that ship becomes unstable due to 7. more possibility that ship becomes unstable due to
consumption of fuel or freshwater from DB Tanks consumption of fuel or freshwater from DB Tanks and
and also due to free surface effect of tanks in use. also due to free surface effect of tanks in use.
8. greater ability to withstand loss of GM, if any, 8. less ability to withstand such loss of GM, if any, caused
caused by bilging. by bilging.
9. greater ability to withstand transverse shift of 9. less ability to withstand transverse shift of cargo - list
cargo - list caused by such shift is small. caused by such shift is large.

List / Trim Correction


* LIST is the transverse inclination caused when the Center of Gravity (COG) of the ship is off the centerline.
(i) For a ship in static equilibrium, the COB and COG must be in a vertical line;

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.

and since GG1 = dw / , the formula becomes

Tan (List) = d x w where: dw is the final listing moment


x GM is the final displacement and,
GM is the final GM

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.

1. Find the final listing moment:


f.l.m. = dist. x wt.
= 2 x 100 (to port)
f.l.m. = 200 MT-m.

2. Find the final displacement ():


Final = 8,000 + 100
Final = 8,100 MT

3. Find the final GM:


a) GG1 = d x w (listing moment)

= 2 x 100
8,100
GG1 = 0.025 m.

b) KG = 7.000 m.
GG1 = 0.025 m.
final KG = 7.025 m.
KM = 7.500 m.
GM = 0.475 m.

4. Find the list:


Tan = d x w
x GM
= 200
8,100 x 0.475
= 200
3,487.50
Tan = 0.052 (inv. tan)
List = 2.98

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.

- To bring the ship to the required trim,


1. Find the change of trim (cot):
Present Trim = 0.10 m. by the head
Required Trim = 0.80 m. by the stern
cot = 0.90 m. by the stern (or 90 cm.)

2. Find the trimming moment:


Trimming Moment = cot x MTC
= 90 x 200
Trimming Moment = 18,000 MT-m. by stern

3. Find the weight to shift:


Trimming Moment = w x d
therefore, w = trimming moment
d
= 18,000
95.0
w = 189.5 MT

- To bring the ship upright,


1. Find the transverse shift of COG:
Tan = GG1
GM
therefore, GG1 = Tan x GM
= Tan 4 x 0.90
GG1 = 0.0623 m.

2. Find the listing moment:


GG1 = d x w (listing moment)

therefore,
Listing Moment = x GG1
= 10,000 x 0.0623
Listing Moment = 623. 0 MT-m.

Try using W = GM . D / Displ. X tan List

Free Surface
. The space where the liquid freely moves.

Free Surface Effect


If a tank is full of liquid, there is no movement of the liquid, where it can be treated exactly the same way as
any other weight on board concentrated at its center of gravity.
And when a vessel with a slack (partly full) tank rolls at sea, the surface of the liquid possesses Inertia, which
would move towards the lower side during each roll, thereby causing the angle / period of roll to increase. Then
because the vessel behaves as if her GM has been reduced, it is considered that a slack tank causes a virtual
(imaginary) loss of GM. This is then the Free Surface Effect.
Formulas for Free Surface Correction (FSC) / Constant (FSK) is used for computing the said loss of GM.

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?

r = S.G. of Liquid Cargo in the Tank = 1.90


S.G. of Water where Vsl Floats 1.025
r = 1.854

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 )

Ex.1. From Preplan 1: * KN figure to be taken from "Stability


= 72,531 MT Cross Curves Table" as per Displace-
LCG = -3.55 m. ment against Heel Angles.
KG = 10.55 m. (KGSOLID)
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.
* KGSOLID = 10.550 m.
FSC/GGo= 0.278 m.
KG = 10.828 m.
TKM = 13.300 m.
GM = 2.472 m.

(i) GZ = KN - (KG x sin ) (v) GZ = KN - (KG x sin )


= 2.328 - (10.828 x sin 10) = 10.162 - (10.828 x sin 50)
GZ1= 0.447 m. (@ 10 Heel) GZ5= 1.867 m. (@ 50 Heel)

(ii) GZ = KN - (KG x sin ) (vi) GZ = KN - (KG x sin )


= 4.704 - (10.828 x sin 20) = 10.830 - (10.828 x sin 60)
GZ2= 1.000 m. (@ 20 Heel) GZ6= 1.453 m. (@ 60 Heel)

(ii) GZ = KN - (KG x sin ) (vii) GZ = KN - (KG x sin )


= 7.044 - (10.828 x sin 30) = 10.976 - (10.828 x sin 75)
GZ3= 1.630 m. (@ 30 Heel) GZ7= 0.517 m. (@ 75 Heel)

(iv) GZ = KN - (KG x sin ) (viii) GZ = KN - (KG x sin )


= 8.912 - (10.828 x sin 40) = 10.268 - (10.828 x sin 90)
GZ4= 1.952 m. (@ 40 Heel) GZ8= -0.560 m. (@ 90 Heel)

* Heel in degrees (1 Radian) = 57.3 (constant) = 180 / PI (3.1416)


* Plot the said figures to acquire Curve of Intact Stability (GZ against every heel angle).

Curve of Intact Stability


GZ (m)

2.50 GM against constant 57.3


2.47 GM

Max. GZ = 42
2.00
1.95 m.
1.87 m.

1.63 m.
1.50
1.45 m.

Angle for Max. GZ


1.00 1.00 m. is the guide for
making a decision
to alter / weather
course.

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.

* Heel in degrees (1 Radian) = 57.3 (constant) = 180 / PI (3.1416)

* Plot the said figures to acquire Curve of Intact Stability (GZ against every heel angle).

Curve of Intact Stability


GZ (m)

GM against constant 57.3


2.50 2.523 GM

Max. GZ = 43

2.00 1.99 m.
1.91 m.

1.66 m.
1.50 1.49 m.

Angle for Max. GZ


1.00 1.02 m. is the guide for
making a decision
to alter / weather 0.85 m.
course.

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.

Filled Compartment with Untrimmed Ends:

Filled Compartment with Trimmed Ends:

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

Acceptance of Vessels to Load Bulk Grain


1. Certificate of Readiness - a document issued by the National Cargo Bureau before a ship can load grain.
2. Document of Authorization - issued by the Administration of the country of registry. This shall accompany to
approved Grain Loading booklet to meet the requirements.
3. Change of Registry - when a vessel changes registry, Grain Loading booklet must be approved by the new
Administration as well as the new Document of Authorization issued.
4. Seaworthiness - vessel should have valid Cargo Ship Safety Construction Certificate.
5. Stability Calculations - calculations demonstrating that the vessel will comply with the stability requirements of
the Grain Loading booklet and must be presented to the attending Surveyor before a Certificate of
Readiness will be issued.
6. Fittings - all grain divisions for the particular stowage shall be grain tight, in sound condition and constructed in
accordance with the regulations.
7. Structural Defects - the boundaries of cargo compartment for loading shall be structurally intact and leak-free.

Preparing a Ship for Loading Grain


- Holds Cleanliness
. All spaces intended for grain be thoroughly clean, odor-free, free of loose rust and paint scale. Holds must
be swept, washed (if necessary) and dried.

- 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.

- Sheathing of Hot Bulkheads


. Required whenever bulk grain of any type is stowed adjacent to the bulkhead of a tank in which heated
liquid is carried.

- 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.

Preparation of the Stability Calculation


1. The Quantity and Type of Grain to be loaded.
2. An accurate estimate of the Stowage Factor.
3. The Quantities of Fuel and Water on departure, daily consumption and the amount to be taken at bunkering port
during the voyage.
4. The Seasonal Zones to be traversed during the voyage.
5. The Quantities and Stowage of Other Cargo carried.
6. The Distance and Steaming Time to the port/s of discharge.
7. The Draft Restrictions which may be encountered during the voyage.
body is wholly or partially immersed in a fluid, it suffers an apparent
bute the remaining cargo between Hold 1 and 7 to obtain the req'd.

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