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Introduction -
Ship Draft, TYjm and StabiJ-itY
l{otes
Page
ChaPter
1
2
3
4
5
6
7
Draft SurveY.
Cargo Deadweight----
Trjm and StabilitY
Grajn loading-
Rolling
Period Test for G'1"
"
Appendi.x.
Draft and Stability
hoblsrs
arrd Ansroers'
METRIC
INSTRUCTIONAL
MANUAL
for
"SHIPS
DRAFT
SURVEYS-
1
L4
30
50
5B
73
BB
94
94
I
((
0'
.6)
t"
Captain
Gordon G' Glover
CHAPTER I
INTRODUCTION
MJRPOSE
[.lThisHandbookisintendedtoassistDeckofficerswith
their}oadingcalculations.Practicalsolutionsare
emphasized,
and the most common
guestions about ship
loading
are answered
'
L-2
DESCRI
PTION
1.3
-
describes
the
PurPose
of the
Handbook.
There
is a surnmary
of the contents
of each
chapter.Analphabeticallistingofabbreviati-onsused,
a listing
by chapter
of formulas'
and some
recommended
materialsandequipmentforperformingshiploading
comPutatlons
are also
included'
1.4 Chapter
two, Ship
Draft'
Trim and Stabitity
Notes -
defines
and discusses
points and
practices
which
have a
practical
ef f ect
9.,t
saf e
i:U
economic
ship
loading
'
; ''/
':
_1
.-. ;,',r
'
"
l
More detailed
ru.4-t
tomes
on the
of stabilitY -
knowledge
may be
subj ect whi-ch wilI
obtained
from
Published
provide fuller coverage
,tl
.-=f: h
?Anl"n
fi"'l,lr#tl='
'
-2
r.5 chapter Three, Draft survey
- describes
in detair,
complete with worked examples,
the procedure
for per_
forming an fnternational Standard Draft Survey.
1.5 chapter Four, cargo Deadweight
- summarizes
the main
considerations when performing
cargo deadweight
car_
culations. Each step in the procedure
is then described
in detail, complete with worked examples.
1..7 chapter Five, Trim and stability
- summarjzes
the mai-n
considerations when performing
trim and stability carcu_
rations. Each step in the procedures
is then described
in detail, complete with worked examples.
1.8 Chapter Six, Grain Loading
- summarizes the IMCO and
SOLAS requ
j_rements
for loading grain.
Each
the procedure
is then described in detail,
with worked examples.
t
;
;
il
F
q
d
step in
compl e t e
1.9 chapter seven, Rolling
period
Test for Timber carriers
describes
the procedure
for measuring the rolling period
of a ship- This is most frequently reguired when there
is timber deck cargo, but is applicable for any vessel
or cargo-
The calcurations
to convert rorling period
into
GM is then described in detail, comptete with
worked
exampres
. ,.ah
r' rl'Tf
&Frt"'
o ra9lt';-
t
r
-3
n-lo
Appendix
I, Prodlems -
guestions relating to
Handbook. Atl questions
consists of twenty-seven (27)
the material covered in this
are worked out in detail.
d#
vrtnir
il'ffit'i*-
1- 11
&P
DXSP
WT
F-P
@{
frts
fG
L-!J r
tB
I.cF
I.cG
LXU
tilG
r{Tc
D
@?{
C
SF
Sg
TKU
?FC
VIIH
wlr
E
The
out
-4-
following
abbreviations
are commonly used through-
the text t
,.-
-
After PerPendiculars
-
DisPlacement
-
Deadweight
-
Forward PerPendiculars
-
Metacentric
height
-
Transverse Center of BuoYancY
-
Transverse Center of GravitY
-
Length Between PerPendiculars
-
Longitudinal
Center of BuoYancY
-
Longitudinal
Center of Fl-otation
-
Longitudinal
Center of GravitY
-
Longitudinal
Metacentric
Distance
-
Center of Gravity from Midship ot'{G)
\-
*-_z
-
Moment to Change Trim by One Centimeter
-
Port
-
auarter
Mean
-
Starboard
-
Stowage
Factor
-
SPecific
gravitY
-
Transverse
Metacentric
Height
-
Tonnes
per Centimeter
(Immersion)
Volumetric
Heeling Moment
Volumetric
Vertical
Moment
Midships
I
,I
I
I
I
I
I
I
!
I
I
t
-1
---slJ--
fttv''
in
'{*ufr
tE$
-5
FORMULAS
I.L2 The followin9, formulas are
putat ions ,
'"
DRAFT SURVEY
(ChaPter 3)
Forward Draft =
Fwd(P) + Fwd(S)
2
used in ship loading com-
Aft Draft =
llid Mean =
Aft(P) + Aft(S)
2
Mid(P) + Mid(S)
2
2
QM =
Mean of Mean + Mid Mean
Trim =
Fwd
Fwd/Aft Mean
Mean of Mean
DISPLACEMENT
Displacement
First correct
Vessel trimmed by the
LCF is Fwd
-
you
LCF is Aft
-
you
Vesse1 trimmed by the
LCF is Fwd
-
you
LCF is Aft -
you
Aft
=
Fwd + Aft
______2-
=
Fwd & Aft v@
correction
=
TPC x Draft remainder in cm.
=
DISP + DISP correction
ion
=
TRII'1 x TPC x LCF x 100
=
corr for trim
I,BP
\,
STEI|N
'
\
\
I
SUBTRACT 1
j
ADD J
HEAD:
ADD
SUBTRACT
'l
1t'Prll6th
eAuu
'
-6
50 x l4TC diff
=
Final
Trim
Corr
Second Correction
Displacement
=
TPI
First Correction
=
=T2*
I
I
I
I
I
I
l
I
I
I
E
I
I
I
I
!
LBP
{- Draft remaining
Trim x TPI x LCF x
LBP
1
Second Correction
=
T' x 6tr x MTI diff
LBP
MTC difference (Metric)
:
(a)
QM
+
50 cm
=
MTC (Found
from Ship,s Data)
{b) QM - 50 cn
= MTC (Found
from Ship,s Data)
MTCdiff=a_b
(a)MTC
_(b)
Mrc
= MTC difference
MTI dif ference ( f mperial
)
: lild*<,
,.
trtrT-
(a)
QM
+
6"
=
MTI (Found
from Tables)
(b)
QU - 6"
=
MTI (Found
from Tables)
WEIGHT DEDUCTIONS (Metric)
:
FUEL OIL
DIESEL OIL
LUBE OI I,
FRESH W/\TER
DRINI( WATER
BOILER VJATER
BALLAST WATER
MT
SLUDGE
MT
STORES, etc
CONSTANT
totai,we@s
I{EIGHT DEDUCTIONS ( rmperial
)
:
Calculations
are done in
in i-nertia
I2"
MT
MT
MT
MT
MT
MT
MT
MT
,i
ri*a-
I,t A{
r,+^
&r'-,/,si.. -
lri
etn
t ,
IBP
lt
un::!.,
u
!_
-l:
.t,
LT
-
Long Tons
)
.r"i
I
l'*n
*
i1l
'
^\
Ik'(g\J\'r
\rsu#tv
\
-7
CARGO DEADWETGHT (Chapter
4)
cargo DWT
=
Drsp cotrectea for density (2nd
condition)
(minus)-
TorAL weight deductions (2nd
condition)
=
NETT displacement ( 2nd condition
)
(minus)-
NETT displacement (lightship
=
1st condition)
= CARGO LOADED
PERCENTAGE (?)
=
Hold Capacity x
Total Capacity
DEFLECTION
=
MID MEAN
- FWD & AFT
Hoggi-ng
= MfD MEAN
- FWD & AFT
Sagging
= MfD MEAN
- FWD & AFT
100
MEAN
MEAN
MEAN
AFT MEAN
Even Keel
=
MfD MEAN
=
FWD MEAN
=
TRIM FORMULAS (Chapter
5)
LCG(FP)
=
LBP + MG '':
--, t, t7r.
-z-
MG is Aft
-
you ADD
MG is Fwd
-
you SUBTRACT
LCB(FP)=LpB+LCB
2
LCB is Aft
-
you ADD
LCB i_s Fwd
-
you SUBTRACT
Longitudinal
Moment
=
Weight x LCG(Fp)
New LCG(FP)
=
Total Longitudinal Moments
TriM LCVCr
= LCG(FP)
- LCB(FP)
TRIM
=
MTC
ub
.^{er1W
af
{Vtrfir
T|alrr
IltrEtltp
'fnLrhldF
,r,<Ns
t
Y
_B
Final Longitudinal Moments
=
DISp x tCG(Fp)
Longitudinal Momenfg of Constant
=
Final
- all other Longitudinal
Moments
LCFG(FP) of the Constant
=
Longitudinal
Moment
Change of Draft
=
Trim
2
=
+ Weight
TPC
x MTC
TPC
Weight=TPCxTrim(cm)
2
Vertical Moment
=
Weight x KG
KG
=
Total MoqenI{ll
- Totat Moments(S)
Mean Sinkage
Di-stance - 2
Rise of G due
Where:
New KG
=
O1d KG
=
Total Change in Moments
GM - TKM
- New KG
*GG1
=
Total fnertia
- Total IrJeights
G1M=GM-GGt
Rolling Period ( Imperial
)
0.448 Ft
tffi-oF crq
to Free Surface
=
( Metric
)
0.797 BB Metres
Vsq.rt ot cM
Lx83xsg
L2xDISPxn2
, **oo*d
,-z t'
\
-.{$-
Yv'
L
=
Length of tank
B
=
Breadth of tank
Sg
=
Specific Gravity
n
=#ofLongitudinal
is divided
of liguid in tank
compartments into which the tank
Total Weights( P)
-9
RoLLTNG PERrop fEST (
chapter 7
)
( TMPERIAL
)
GM
= 0.1936.x 82
--r--
( METRIC
)
f
=
Rolling
B
=
Breadth
GG,=wxdKG
t-
.
DISP
Where:
Where:
GG.
I
DISP
W
w
dKG
GM
Where:
W
GoGt
Weight
Distance from water line
cot.O-
=
Angle of List
GRAIN LOADING (Chapter
6)
HHM
= VHM
SF( cargo
)
= VHM
blsP x sF
CUBIC METRES (U3)
=
Cubic
LONG TONS x 1.016
=
Metric
Tonnes (Mr1
D
GM
= 0.6532^x S2
T-
Period in
of Ship
Seconds of time
Shift in Centre of Gravity
W +/- w
Original Displacement
Weight to be loaded or discharged
Distance from KG to G of weight
WxDxcot.0-
r
Feet (
35.315
^dLfi
u thGfl
-^fi
v
Y'*-
-10
NECESSARY MATERIALS
f.13 Work Forms atre recommended to ease the
culations. Several forms are included
the examples in this Handbook. These
as is, or altered to suit personal
or
requirements.
work of cal-
as part of
may be used
operational
calculator wilI speed up calculations. Any
r.14 stability Booklet and Loading Manual, complete with:
-
hydrostatic and deadweight tables;
grain loading plan;
general arrangement plan;
capacity p1an. and
1- 1s
-
tank capacity plan or manual.
These items are all supplied by the shipbuilder to
the ship and should be studied with care.
Certified hydrometer and water sampler (water thief).
These are used to measure the specific gravi-ty (Sg)
of the water in which the ship is floating. A special
hydrometer for measuring the Sg of fuel and lubricating
oils should also be available.
A seunding tape for measuring tank contents, and a
standard tape for measuring ho1ds, lockers, and other
1.16
L.L7
spaces.
A good
of the
program
I
better scientific calculators will have a
for integration by Simpson,s Rute
-^.,f\av4f
-
u-1n'
-.ftfu
\'
W
I
I
t
PL}ISOLL MARKS
N
I
IJ
I
r,t
00I.t
E
E
$
o
ctl
td
J
g
{
F
tf
u
n
pa
t!
LI
v.
L!-
Ez
-l
@
cr)
rl
rl
Figure 1
NAFT !{ARKS
E___
a-88t*
?O cm
6-60 crn
5O cm
{-ro cn
30 cm
2-zgcm
lO cm
}IETRIC IN
-12
HOI.I TO READ I{ETRIC DRAFT I,IARKS
(METEFS
and CENTIMETERS)
LAH
9M
BH
7tl
6tt
l(
I
a
I
E
U
<)
d,
I
)a
i
a
E
o
o
r{
I
*
I
tr'
U
o
r{
I
I
I
r(
I
E,
o
o
r{
t
I
x
I
c
o
<)
r{
I
I
t
X
5t
10 cm
3il
sm
7O cm
6 so crn
5O cttt
4-lo cn
3O cn
2-2e cm
lO cm
9O cn
-8O
cn
?O cm
-6O
cn
5@ cm
4-4e_ em
3O cm
-2@
cm
1@ cm
8-go cm
6-Go cm
4-4o cm
2-zo c^
_
SOem
E-8o cn
?O cm
6-Go cn
5@ cm
4-{o cm
3O cm
2-zo cn
1O cm
8-Bo crn
6-Go cm
4-locm
2-zo cm
{t
90 cn
8-8o cn
?O cm
6-80 cm
50 cn
{-to cn
. 3Ocn
2-zo cn
8-Bo crn
6-goc*
4-4ocm
2-zo cm
8-go cn
6-80 cm
4-4o cm
2-z@ cm
2X
I
6
B-eo cm
6-so cn
4-q@ cm
2-zo
"^
2
1U
5tl-_-
I
L
Figure 2
4)t
rrpr$dtr'
Y60''
_
13
TMPERIAL MEASURE
IO? OF SECOI{D DECK
'TRINGER
PTAIE
DEADWEIGHT
9722 TONS
FREE EOARD DRAFI
z5'.lor|t
Fign:re
3
CHAPTER TWO
SHIP
DRAFT,
TRIM AND STABILITY
NOTES
,.,
OONSTANT
D.fr^"
constant,
in draf t survey calculations
'
includes
a)-J-
weights
aboard
ship which are not included
in
2.2
the manuals-
These
would include
crevt' crew's effects'
provisions
and
stores,
lifesaving
equipment,
water
in
pipelines,
mud in the chain
locker'
and fouling
of the hull.
A vessel's
constant
will alter appreciably
over-a
period
of time.
It must be checked'
and
probably recalculated'
for every
loading
survey'
Stores'
paint especially'
together
with
lubricating
oils'
spare
cylinder
liners'
andadditionalequipmentwilloftenchangetheconstant
by more than 100 tonnes
in 6 months'
3 The constant
also
increases
with age'
Corrosion
and
theaccumulationof''itmightbeuseful'.Storesare
the main causes
for this
increase'
The old rule of
thumb
was:
"For
a vessel
of L0'000
tons'
add one inch
of draft
for each five
years of vessel
life"'
Most vessels
are now
much larger'
so the estimate
wiII have
todependonthesurveyorlsexperience.Checkforunlisted
stores, especially
used
lumber and rope'
-*nl6*fl
'r
- <-hl-9
"
---N#
1
I
\aro"'
The weight bottom growth
is the rnost
difficult
to
allow for. fb is frequently
significant,
and value
)
of 50 kg/u' has been suggested.
A check of the fouring
exposed when the vessel is light
can be helpfur.
A bottom survey by a quarified
diver provides
the
most accurate data
2.5 one apparent change in constant must be guarded
agai.nst.
A draft survey at anchor, or'aiongside
with one anchor
down, wi-rI be minus the weight of the anchor and chain.
If, at the discharge port,
both anchors are put
on
the bottom whi].st alongside, the difference
between
the initial and final surveys wilr produce
an apparent
increase in the weight of the cargo out_turn.
- 15
2-1
2-6 Ensure the weights of anchors and chains are
added or subtracted from the loading and
constant calculati-ons.
SPECIFTC GRAVITY
2-7 Specific gravity (Sg) is ratio of
properly
unloading
I
I
I
I
I
I
I
I
I
volume of a substance compared
:l*"
vgIume
of distilled water.
of distitled
water is 1.000, the
1.025 times as much as one cubic
(fresh)
water.
Therefore, a ship
Iess sea water than fresh water.
the weight of a given
to the weight of the
The theoretical Sg
Sg of sea water is
meter of distilled
wil1 displace L.025
I
I
I
vnt'ot
{ou'o*dtr
- t6
A-t The actual Sg ig always changingr particularly
in the
_lrarbour.
The effect of tide water and rivers is such
that constant measuring of the sg. is reguired
through-
out loading. rn some harbours where the effects of
sea and fresh water mixing are extreme, it is necessary
to measure Fwd, Aft, and Midships Sg,s, dod use the
average for Draft and Deadweight calculations. It
may be necessary to get measurements for both port
and starboard sides of the ship if maximum accuracy
is reguired. Measuring the Sg at different depths
2-9
2. t0
may also be reguired.
Use a partly stopped, weighted container and a Iine
equal in length to the distance from the deck to the
kee1, to sample the water for Sg measurement. Drop
the container into the water and withdraw it at an
even rate. Witi: practi-ce, the container will be
j
ust
filIeo as it breaks the surface. Water samples collec-
ted in this way will represent a good average of the
water in which the ship is floating.
Sg measurements for Draft and Deadweight surveys must
be made with a certified hydrometer.
DENSITY AND TEMPERATURE
2.11 A great deal has been written regarding the effect
of temperature on density. This is important when
L7
consideratign,
or when specific gravity
sclentl-f ic calculat ions.
2.L2 However, in draft Burveys, it is unnecessary
to measure
the tempetature of the river, lake, or oeean water
in which the vessel is riding. The hydrometer
reading,
if taken as Eoon as the sample is drawn, will include
the tenperature' as welr as the salinity effect on
specific gravity.
A GOLDEN RULE IS, THEREFORE, MEASURE THE WATER TEMPER-
ATURE IF YOU MUST, BUT DO NOT USE IT IN DRAFT SURVEY
CALCUTATIONS.
The Slnka and Trlm caused b Currents and Ti dal .-.
y*l_"__g9jtt-v
r-"Lu
is reguired for
slml lar.
Host seafarers are well aware of the effect known
as
"squat"
whlch causes ships
to tncrease their
draft when traVelllng at speed in shaTiow water"
U!g!_!hey
may. not 6e aware of is that a ship
mooFef br anchored in-'sliallow water expeilences
the same effect when. there is a
';ldat
stream cr
current running. The cause of both effects ls
/
.{t,
-,i,,
,L-
-Y:..
r , t)
'.-1
Y
r<'{\
"-\_.-
Conslder a shlp moored ln a rlver (Figure a
).
llhen a current ls runnlng the shlp constrlcts the
flow. The water must then lncrease lts speed ln
order that the same
quantlty passes
through the
restrlcted space as does through the unrestrlcted
space, ln any glven perlod
of tlme. The water
flowlng at a hlgher speed under the botfomT-f-the
vessel causes a reductlbn ln piessui
on the
bottom (ttrts
occurs by vlrtue of til
-Be;;oritt
effect) and the shlp stnkS deepei ln the watr.
^
*Ci,
,, n?*L+t
o1
vq.ev
'
- L8
Piccr ol Gr?d rith
9rn
throslh crolrt
F'igure
Frrlrklr{
rlcltoa ol
reuel rloajridr
E. Stokoe, lleight/Volume Relationshlp Requlred for
Draft Suive
pp.15r17.
The Bernou'lli effect can be ddmonstrated by trying
to blow a piece of card off the end of a cotton
reel
(Figure 5). It is
,impossible
to blow the
card off.- The high air ve'locity on the inner face
of the cartl- causes a Toqal drop in pressure
rtTafiG
-To
the outbr face oT t!'e card, thus
keeping it firmly pressed on the end of the reel.
Berhouili's equation, which
governs this effect,
is P
+ p
!2
+
Pgh =
constant, where P ls pressure'
Z
p the water density, v is the
velocity, and h the dePth of
water.
C'learly dsi v
,increasesn
at a given water depth' P
must dlcreas6 for the equation to remain constant.'
Aclurl drttrclron cutra
-
---/
;-.-,-..".-.-
a
Fisr:re 6
^t"-to,'5,t:f
t"'-
-"t-vt
{ou*"as
.
Yo''
-19-
fh*q-
amount of sllkage gaused
by thls effect
wlll
dlpCnd,'therefore,
o-n the.lrater-vefoslW;
il ;iii
also depe4q gn
tle depth ofTatdr beneath fie fEEf
qrq-tTe shlp,s length. The-slnkage fn some cases
nlll be conslderabl-e. For example, a 11600 ionne
coaster mobred ln a rlver where the clrrent ls
runnlng at 4 knots nlll experlence a slnkage
of at
least 5 cm uhere there ls about 0.35 m df watir
under the keel. tt ls therefore deslrable
to ualt
untll the depth of water under the keel ls as
large as posslble
before measurlng draughts lf
there ls any current.
Clearly ln a tldal stream lt r*ould be better te
measure the draughts- at slack water thus avoldlng
thls slnkage effect lf at all posslble.
!{lth data
curreqtll avallable lt would not be.posslble for
the slnkage- llkely to be experlenced'to be estl-
mated ln all cases. An approxlmate theoreilcal
i:iltil:,;'1,H,111iJiilSBlffi"f 'f.,:lJlJ;:',1:
Sqgq!
of Full Form Shlps ln Shallow l{atir, fhtffi
fdf.ft5'-197f
DISPLACEMENT AND DEADWEIGHT
2.13 D1s-placement
.-is
t-he weight of water dj-splaced by the
ship which, for a floating vessef, eguals the weight
.of
the ship. i l-ght Ship
'
s weight plus,) Deadweight
equals Displacement (DISP).
2.L4) Deadweight is the total weight carried by the sh-ip.
Included in deadweight are: cargo, constant and stores,
fresh water, fuel and ballast.
SHIP STRUCTURE
A11 vessels must be able t.o
kinds of minor collisions
remain afloat after certain
at sea, or if damaged by
^
*- H
.ft6rtvt}
I
.,-i(l'!"
\
2.L5
w>
_20
heavy seas. Watertight bulkheads are one of the major
structural iteqs built into the ship for this purpose.
The number of these bulkheads is regulated by the
length of the ship
2.L6 Four i-s
2.16.1.,
/'
,/
2.t6.3
the usual minimum number of bulkheads required:
A collisj-on bulkhead placed
at one-twentieth
(I/20) of the shiprs length, measured from
the stem.
A bulkhead forward and the engine (and boiler,
if steam powered) space
An afterpeak bulkhead positioned to enclose
the shaft tubes in a watertight compartment.
-2r
CMIP
STRUCTURAL STRESSES
l,-17 A ship
ported
2.L7 .L
e
is considered
a variabty loaded,
variably
sup_
beam, for strength analysis.
That is:
The weight of the ship, its eguipment
and
cargo, will vary meter by meter along its
length.
2.17.2 The ship is supported
it floats. fn stitl
support per meter at
bow because the ship is
by the water in which
water, there is more
the stern than at the
fuller aft.
2.L7.3 rn a sea there is more displacement,
and there-
fore more support or upward force, dt the
crest of a wave. There is less displacement
and therefore less support in the troughs.
2-18 The major stresses are: longitudinal
tension (or
stretching), compression i-n the deck and keel, dDd
shearing forces, ds shown in Figure 7 .
2-L8-1 when the ratio of weight-to-support
is greater
at the ends than amidships, the ship "hogs,, .
The keel is in compression,
the deck is in
tension, and the ship bends upward in the
middte.
\^^t$
1frcttq^
l
I
t
I
I
t.xr2
I
I
I
I
-22-
When the ratio of weight to support is
amidsfips than at the ends, the shi-p
The keel is in tension, the deck is in
sion, and the ship bends downward in the
",
rlF
0x-ltgr"
'
2.]-8.2
I
greater i-
FJ-.t
"sags".
\=_/
compres-
middle.
L\
f- -, l.\.-
lJir,
'
!
2-19 Since the keel is constructed with a heavier weight
of metal, the deck is where almost all failures occur.
The deck of a cargo vessel is further weakened by
hatchways and other necessary openings. These openings
must be reinforced. Sharp corners tend to concentrate
stresses, So hatch corners reguire special attention.
2.2O The deck is subject to other stresses such as deck
cargo and the weight of water when heavy seas are
shipped. Since deck beams must be cut out at hatch
coamings, the load bearing strength is reduced. The
weight and placement of deck cargo and the effects
of heavy seas must be carefully considered. The deck
plates should be strengthened, if reguired. Hatch
coamings should be checked for strength and rigidity
I,ONGITUDINAL CENTRE OF GRAVITY
2.2L The longitudinal centre of gravity ( ;b
)
of a ship
is that point
along its ,.nnln where oJ"-nulf of all
weights are forward, and one-half aft. That is, it
is the balance point
for the ship and its contents.
b ,t
-tr \t
{r'9hN4r
r-
I
I
I
I
I
I
I
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t
td
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u
E
L
ur
z
t-t
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u
a-
-l
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F
z
tJ
= trt
=
ut
z
t{
trl
z
Ll
Frt
ut
z
H
ur
ul
lf
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(
{d
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ut
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tir
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a/1
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u,
l-{
u
t_d
Fn
HI
.ni
trl
L
LJ
<?
Ult
lrj
z.
--nl_l|
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Figrure
7
F
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ra
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nt
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Figure B
uv'ln3loN3du3d
'rJv
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-25-
tf,
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Figure 9
rtrrtrtqN3du3d 'lJv
-26-
V., !:-
ffiITUD
l-22
The
tongitudiriaf
centre
of buoyancy
( LCB
)
is that
point
where
one-half
of the shiprs
buoyancy
is forward'
and
one-half
aft.
Because
a ship is finer at th9
bow
than
at the
stern' the
LCB is usually
aft of the
longitudinal
centre
of
gravity'
The
LCB will
a)-so
tend
to move
aft as displacement
increases
'
For cargo
vessels,
the
distance
is so sma1I'
however'
in ratio
to the length
between
perpendiculars
( LBP)
'
ilqt
91:
-
half
of LBP is used
for
practical
calculations '
?BIU
2.23
a'
b
When calculating
the
projected
trim
of a ship:
z--".__-:.
2.23.1)
When
LCG is Aft of LCB' the ship
is "trimmed
@"'
2 -23.2
when LCG is Fwd of--lca'
the ship
is "trimmed
bv the
head".
2 -23.3
When
LCG and
LCB are the
same'
the ship
is
on an "even
keel"
'
{f
,:[rr-,
2.24",
A shiP trimmed
bY the
head
It wiII also
be subj ect to
in a seaway.
A trim
of one meter
by th,e stern
is
generalry-
consider-
ed ideal.
Cargo
stowage'
fresh
water'
fueJ. oil' usage
and
ballasting
should
be calculated
to achieve
this
'
, .?gFilgfi
.-^E
f
' I
.
YaJ'''
will be difficult
to steer'
excessive
shiPPing
of seas
t/*
rd
(J
J
lr
E]
F
3cr
t!
V)
t9H
tJ
Ju,
U
J
tri
LrJ
r
IJ
I
F
m
z
tf
F
RJ
F
=
tl
o_
LrJ
\D:
3
JV)
F
Fm
3q
J
Ff
z
<
L-3
O
J
Lh$"rF
L-r I
z.l
r-r l,
il
0/l
[Jr
h-
4
u
Lrj
F
. rtc
td
2
F{
J
H/
>l
F-
o-- o-
Figure 10
2.26
2.29
2.34
_28_
Cargo segregation and port rotation sometimes make
ideal trimmirr,g difficult and costly. The consumption
of fresh water and fuel on a long voyage must be con-
sidered.
The removal of weight can make a poor trim
worse or it can improve it, depending on where the
weight is located.
2.27
BALLAST TANKS
2.28 All ships, except tankers, are built with double bot-
toms to form tanks for fuel oil or ballast. These
tanks are divided Fwd and Aft and Athwartship'
There are times when a shiP is
Put
on
of
port reguirements.
_The
only good
a ship down by the head is f.or making
to the rudder or
Propel-ler-
even keel because
reason for having
emergency repairs
checking ballast tanks, care must
water damage to cargo. It is best
above the tank is emPtY
When filling or
be taken to avoid
done when the hold
It is dangerous to assume these tanks are watertight'
e-ven in a new ship. To check the ballast vrater tanks,
fill them until the water escapes through the overflow
pipes. check the sounding to ensure the head is stable.
AIso check the tank top seams and the manhole covers.
-29
2-31
When a double,bottom
tank is filled
q
erable uPward force on the manhole
)
manhole of 1,300 cm- ( approximately 4
across) with a head of fresh water
the tank top, the uPward force is:
0.6 kg1cm2 x 1,300
"*2
=
780 kg.
there is consid-
covers. For a
I cm or l-6 inches
six meters above
''non\tdf
vr**r
'[
CHAPTER THREE
DRAFT SURVEY
SURVEY PROCEDURE
I
tl; This Survey ?rocedure is International
Standard for
any type of ship. The shli-p is first surveyed light,
to calculate the constant. It is then re-surveyed
after loading to determine the weight of cargo.
APPARENT
TRIM
3.2 The Forward
(Fwd), Aft (Aft), and Midships
(Mid) drafts
are read at both Port
(P) and starboard
(s) marks.
The P and s readings are added, and the result divided
by two.
g.Sifne
Aft draft is subtracted
from the Fwd draft,' and
the result is APParent Trim.
the ship is trimmed BY the Head;
t@d
BY the Stern.
Fwd Draft
=
Fwd(P)
+ Fwd(S)
2
Aft Draft =
a@
Mean Mid
=
Trim
=
Fwd -
Aft
DRAFT CORRECTIONS
TO THE PERPENDICULARS
3.4 The After PerPendicular
\^eel
Passing
through the
first frame marked 'O'
on
is a right angle line to
rudder post; it is also
ne
he
th
th
the vesser s drawin.g
^r,r"rnt
ld$
.
-4'u
t
13
v*-
If Tri-m is
Positive,
if Trim is negative,
li
-
3t
Th"
Forward
Perpendicular
is a right angle Iine to
the keel cutting
ffte vesselrs Summer Waterline at the
X-teF)
The vesselrs
stability
information
is calculated
l-
'
,/
i"-an"
drafts
measured
at the
perpendiculars; as the
draft
marks rarely
coincide
with these lines, a draft
as read must be corrected'
3-5rfthemarksarenotontheperpendiculars,thevessel
usuallyhasatabu]-atedplaninherhydrostaticbooks.
However'someoftheoldervess-elsdonothavetheir
tabulationanditisthereforenecessarytoworkout
thecorrectiontobeappliedbyreferringtothevessells
capacityplanandmeasuringthehgrizontaldistance
betweenthedraftmarksandtheperpendicularsofthe
waterline.
3-6
The correction
is, calculated
as follows:
Aft Perpendicular
Corr =
=]4
* 1.75(trim) =
0.0971
cm+
128.0
Fwd
perpendicular corr =
ilOll
"
I.75(trim) =
0.0165
cm-
;
r
I
I
t
I
t
I
I
t
I
&
[7.
The rule to aPPtY the correction:
Trimmed
by the STEM: Forward
Correction
After Correction =
Trimmed
by the STERN:
Forward
Correction
After Correction =
10
) -
represents
the distance
the draft marks
the
perPendiculars.
=
PLUS
(+)
MINUS
(
- )
are from;
the vessel between the
=
MINUS
(-)
PLUS
(+)
<'s*lo*(JL
f'ya"+ 12
[f28.0)
-
represents
the length
of
PerPendiculars.
{trim)
- the difference
between
the forward and
drafts.
after ,s
ll
^'
*
T"#;1-1
BF
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-32
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bf)
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HK
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- -l
${ ${ r+ilu u kl
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ililt
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sss
qq{li
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flll
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6a
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E
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ft
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5
I
a
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v
:
Fign:re 11
f,.8 CORRECTED
DRAFTS:
Aft
5 -019
Fwd
2.361
corrected
Trim
2
'656
=
Aft -
Fwd =
Corr. Trim
DmTE:Thisvalueisusedj-nTrimCorrectionFormulasto
adjust
the disPlacement'
I{EAN
DRAFT
lgRRESrrgN
3.9
The Quarter
Mean
(QM)
'
or Mean
Draft
Corrected
for
Deformation,
must
be solved
next'
Use the corrected
draft
values'
3-?
The above
corrections
are
v
after
drafts
read.
i.e.
Fwd
2'64
-Corr
0
'
0165
Correc'ted
Draft
2'6235
3.10
First
calculate
the
Aft, and divide
the
Fwd/Aft
Mean =
3.11
Next
Mean
the
3.L2
Now calculate
the QM'
in 3.11)
to the
Mid
two -
-
33
applied
to the forward and
m
Aft 4'30
+Corr 0.0971
Corrected
Draft ?'397f
Fwd/Aft
Mean Draft
'
Add Fwd to
result
bY tvro:
Fwd
+ Aft
-T- tlre FwdiAft
and divide
i
tt
rl
T
J
;
t
T
t
I
I
I
I
.
calculate
the Mean
of Mean
'
Add
( calculated
in 3
'
10
)
to the Mid Mean
'
result
bY two:
Mean of Mean =
Fwd/Aft
Mean
+ Mi-d Mea4
I
I
I
I
Add the Mean of Mean
Mean,
and divide
the
( calculated
result
bY
?di.%A^
NOTE:
EXAMPLE:
FWD
TRIM
FWD P 2.377
s 2.377
T:7s4
4.754
---T-
=
2.377
=
AFT - FWD
AFT P 5.017
s 5.017
1T.T3a
10.034
--z-
AFT
=
5.017
MIDSHIP P
S
3.59
3.72
zTl
7.31
---z-
3.655
I
The
the
-34-
Mid Mean is applied twice, first in calculating
Mean of
["lean,
and second in calculating the QM.
QM =
Mean of Mean j_Xid Mean
2
MEAN-MID
=
5.017 -
2.377
=
2.64 Trim by the Stern
DRAFT CORRECTION
Corrections for the Fwd and Aft Drafts
( Fv/d corr. and
Aft corr.
)
and Conected Trim must be calculated. The correc-
tions values are different for each ship, and are found in
the Stability Manuals" If required, they can be calculated
from the formula gi-ven in Figure 12.
EXAMPLE:
Fwd Correction Value
=(distance
from Fwd Draft to Fwd Perp)
(distance between Fwd and Aft Drafts)
Fwd Correction
=
Fwd Correction Value x Trim
=
0.016(
_
)
Aft Correction Valug
=
(distance from Aft Draft to Aft
perp)
(distance between Fwd and Aft tiEETE-t
Aft Correction
=
0.0347L6 x 2.64
-
' ';(tJf
l\
- 0.91(+)
n/-\v'
t--.-rz-u
E+f<
-
\l'-zl
'
-35
Corrected Draft:
F,it
=
2.377 Aft =
5.017
corr=
:ffi
corr=
*+#
corrected
Trim: Aft Draft -
Fwd Draft =
corr Trirn
Aft =
5.108
Fwd = -2.36L
--Tin
l5ote this value used in the Trim correction Formulas to
adjust
the disPlacement.
E)GMPLE:
I
I
t
t
I
t
I
I
I
I
I
I
I
I
I
I
I
I
I
l{ean Mean of
Hean Mean of
Quarter
Mean
Means =
7.345 M
------.-----
'2)
z
Means
+ Mid Mean =
=
J .327
--z-
Fwd + Aft =
).361 M
Fwd and Aft Mean =
7.38 M
2
T
=
3'69 14
Fwd and Aft Mean
+ Mid Mean
+ 5-01-9 M
=
3.69
+3.655
flE5 t'l
3.672 M
3.655
+ 3.672 =
7.327
OM =
3.663 M
HOrs) tne value for QM
is used
-'"'
Draf t SurveY
Calculations
'
throughout
the remaining
wr+i
-36-
[roTlcarroJ
uoTlcarroJ
^A
AA
t+ +t
\.r\,
\Jv
fi*t $trtr
:gE
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EEH
EEE
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.rl
t{
+J
X
-fn
Nl o
.
loo
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il
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+J
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A:
a
tq
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G.l
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b
U
a
ft
d
Fignrre 12
37
3.13 Refer to the vessel's Stability & Hydrostatic Manuals
and Tables rot in" following values:
TPC: tonnes
per' Centimeter Immersion
MTC: Moment to change Trim One Centimeter
LCB: Longitudinal Centre of Buoyancy
LCF: Longitudinal Centre of Flotation
KB: Transverse Centre of BuoYancY
TKM: Transverse
Metacentric Height
3.14 Calculate the Displacernent Correction
(DISP Corr.
)
Subtract the nearest smaller Draft from the calculated QM.
MultlPly the result by 100 to convert Meters to Centi-
meters.
Multiply this by the TPC for the displacement.
This correction is added to the displacement
given
for the nearest smaller draft.
NOTE: Refer to Figu.res
13 and
\4 for sample Hydrostatic
Tables.
Draft Remainder
(cm)
=
draft remainder x 100
DISP. Corr.
=
TPC x draft remainder
(cm)
Displacement =
DISP. + Disp. Corr.
=
Actua] Displacement
EXAMPLE:
m
T
T
t
T
T
T
t
t
I
T
H
I
I
I
I
I
I
I
Draft remaining =
=
Draft remaining =
3.6635 - 3.66
.0035 M
Draft Remainder
(M) x
.35 cm
l-00
=
.0035
x 100
M
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-38
Raft[* SENRS
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