CONTENTS

Useful Terms and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Abbreviations, Hydrometer, Displacement,
Deadweight, Measurement and Deadweight Cargoes

Draft and Deadweight Survey, Introduction . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Constant, Tank Sounding and Draft Reading
Recommendations

Draft and Deadweight Survey, Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Quarter Mean Draft, Trim Corrections,
S.G. Correction, Displacement and Constant

Cargo Deadweight and Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Loadlines, Sag and Hog

Trim and Stability Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Formulas for Stability Calculation and Free Surface Effect . . . . . . . . . . . . . . . . . . . . . . 29

Explanation for Stability and Trim Calculation Report . . . . . . . . . . . . . . . . . . . . . . . . . 32

LCG (FP) of the Constant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

LCG (FP) Method Application at Next Loading (Discharging) Port . . . . . . . . . . . . . . . . 41

Change of Draft at One End of the Ship Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Rolling Period Test for Timber Carriers at Still Water . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Grain Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
IMCO Requirement, Grain Stability Calculation
ILLUSTRATIONS AND EXAMPLES

Figure No. 1 – Freeboard Table

2 – Draft Survey Certificates
3 – Reading Draft in Metric System
4 – Draft Correction Table due to Trim
5 – Hydrostatic Table, Extract
6 – Specific Gravity Correction Table
7 – Tank Sounding Curve
8-9 – Tank Sounding Table, Extracts
10 – Bending Moment and Shearing Force
11 – Stability and trim Calculation Report (Loaded)
12 – Longitudinal Center of Gravity
13 – Trim Rules
14 – Trim Calculation Report
15 – Finding KG of Homogeneous Cargo
16 – Stability and Trim Calculation Sheet (Light)
17 – Grain Stability Calculation Sheet
18 – Stability and Trim Calculation Report (Grain)
19 – Curve and Volumetric Heeling Moment
20 – Allowable Heeling Moment, Extract
 This is primarily written to aid Deck Officers in their loading computations.
Although it does not cover all types of loading problems, we are sure that this will
practically answer most of the questions about loading. The practical solutions are
emphasized and if an Officers wishes to know more, he will gain more knowledge if he
reads Stability and Trim For the Ship's Officer by La Dage and Van Gemert or Marine
Cargo Operation by Charles Sauerbier. These treat the subject in details.
Work forms are recommended for ease in calculations and are extensively used
here, but changes should be made to suit one's style and convenience.
Some necessary materials for loading computations:
a) Stability booklet and Loading Manual (Hydrostatic and Deadweight Tables),
Grain Loading Plan, General Arrangement Plan, Capacity Plan and Tank
Capacity Plan or Manual. All ships are supplied with these items by the
shipbuilders, either in tabular or graphical form.
b) Hydrometer and water container. The Hydrometer is used to measure the
specific gravity of the water in which the ship is floating. It should be noted
that the specific gravity (S.G.) for "Sea Water" used in System International
(Metric) and English System is 1.025.
c) Sounding Tape and Ruler. These come in very handy in taking soundings and
measuring spaces.
The following abbreviations will be met here and so also at the manuals and plans:

DISP : Displacement
DWT : Deadweight
TPC : Tons Per Centimeter Immersion
MTC : Moment to Change Trim by One Centimeter
KG : Transverse Center of Gravity
MG : Center of Gravity from Midship or LCG
LCG : Longitudinal Center of Gravity
LCB : Longitudinal Center of Bouyancy
LCF : Longitudinal Center of Floatation
 : Midship
KB : Transverse Center of Bouyancy
TKM : Transverse Metacentric Height
LKM : Longitudinal Metacentric Distance
LPP : Length Between Perpendiculars
FP : Forward Perpendicular
AP : After Penpendicular
S.G. : Specific Gravity
S.F. : Stowage Factor
What is the difference between Displacement and Deadweight? Displacement is
the amount of water displayed by the ship on which it is floating or the total
weight of the whole ship; while Deadweight is the total weight carried by the ship
which includes cargo, constant and stores, fresh water, fuel oil and ballast. By
adding to this the empty weight of the ship, termed Lightship's Weight, the result
is Displacement.
Gross Register Tonnage. This is not used in Draft and Deadweight Survey. It is the
total internal volume of the ship expressed in 100 cubic feet per ton.
Net Register Tonnage. This is not used either in the Survey. This is the remaining
volume after spaces for machineries, crew, provisions and stores, navigational
equipment and other non-revenue spaces are deducted from the Gross Register
Tonnage.
Deadweight Cargo. The Cargo in which freight is charged by weight,
approximately less than a S.F. of 1.2 M3/MT or 40CF/LT.
Measurement Cargo. The Cargo in which freight is charged by volume,
approximately more than a S.F. of 1.2M3/MT or 40CF/LT.
 Issued at: San Vicente, Chile
DRAFT SURVEY CERTIFICATE
Date: 9 May 1979

AT THE REQEUST OF _______________THE SELLER__________________________

We have attended on board the M.S. "OCEAN LOG" of the purpose of conducting draft
surveys and determining, thereby, the weight of the under mentioned cargo:
Commodity: Chilean Pine Logs Vessel's Flag: Japanese
B/L Quantity: 15,809.615 m3 Master: Capt. Jun Eric Dalipe
Seller: Forestal Arauco Gross Tonnage: 9,630.43
Buyer: Chunusa Co. Type: Log Carrier
Supplier/Receiver: Forestal Arauco Port of Survey: San Vicente, Chile
Destination: Inchon, Korea Berth: San Vicente Quay

INITIAL SURVEY FINAL SURVEY

Date: 1 May 1979 9 May 1979
DRAFT F. (Corrected) ………… 2.624 M 8.7238 M
A. (corrected) …………. 4.397 9.136
Mid. P ………………… 3.55 8.99
Mid. S ………………… 3.53 8.98
M/Md …………………. 3.54 8.985
Draft Corrected for Deformation 3.53265 M 8.97122 M
Displacement/DWT …………….. 8,097 M/Ts 22,067 M/Ts
Trim Correction ………………… (-) 70 (+) 17
Density Correction (S.G.) (1.026) (+) 8 (1.0265) (+) 32
Corrected Displacement ………... 8,035 M/Ts (A) 22,116 M/Ts (B)

CONSUMABLES

Fuel: …………………………….. 704 M/Ts 696 M/Ts

Fresh Water …………………….. 144 308
Ballast Water …………………… 2,650 2,650
Bilges and cofferdams ………….. - -
Others …………………………... - -
Total Consumables ……………... 3,498 M/Ts (a) 3,654 M/Ts (b)
WEIGHT OF CARGO ……….. L/Ts 13,925 M/Ts

(Based on the ship's scales provided on board)

By: __________________________________

FIG NO. 2
 DRAFT AND DEADWEIGHT SURVEY – Initial and Final.
Step One. Order a responsible crew to take soundings of all tanks, fresh water,
ballast, fuel oil, bilge and others (The fuel oil tanks soundings are generally made by the
Engine Dept.). The actual sounding is a must for accurate computations. When a surveyor is
attending, he usually insists on going along when taking sounding; therefore it is more
likely that he'll check with you the drafts first .
Step Two. Read all Forward (F), Midship (Md) and After (A) Draft at both Port
(P) and Starboard (S) sides. This is best done nearest to the drafts marks with the least
movement of water. A small boat is sometimes used for greater accuracy. A shortcut in
obtaining the midship drafts is to lower a sounding tape from the Deck Line, situated above
the Plimsoll Marks, to the surface of the water and to read from the upper edge of the Deck
Line. This makes the lowering of a jacob's ladder unnecessary if no small boat is available.
The limitation is that the sounding tape sometimes carried away by the wind.
To solve for the Midship Draft when using a sounding tape.

Example
Refer to Fig. 1 for Freeboard and Draft.
Summer Draft = 8.689 M
+
Summer Freeboard = 3.100
Height from Keel to Deck Line = 11.789 M
-
Distance from Water Surface to Deck Line = 8.239
Midship Draft = 3.550 M

Step Three. Obtain a hydrometer reading (S.G.) of the water on which the ship
floating. Dependent upon the locality, we usually lower the water container to one half of
the mean draft. There are times when an average of three readings is recommended: first at
the bottom of the ship, second at half of the mean draft and the third at the surface. This
case occurs at the rivers where there exist large variations of the S.G. from the bottom to the
surface.
Step Four. We now have the necessary materials and information to start solving
the Initial Survey which involve in finding the Constant of the ship. By Constant, we mean
those weights which are on board the ship but have not been included in the values found in
the manuals, like crew weights and effects, provisions and stores, life saving equipment,
water in pipelines, even the mud in the chain locker and others. After you have solve the
constant, you will be impressed by its need; and it is not a small and negligible amount at
all. There are times you are order to load your maximum deadweight capacity and you are
ask for the cargo quantity to be booked. There will be overbooking if you fail to deduct the
Constant and you will be overloaded if you load your entire booking. It is necessary as
Chief Officer that you check the Constant immediately and solve for it every time the
opportunity arises. Use an average unless you believe that you have an unusual amount of
stores on board.
 DRAFT MARK HOW TO READ
10 CM 2M 30 CM

2 M 25 CM

2 M 20 CM
10 CM

2 M 15 CM

2 M 10 CM
10 CM

2 M 05 CM

2 METERS
10 CM

1 M 95 CM

1 M 90 CM
10 CM

1 M 85 CM

1 M 80 CM

READING DRAFT IN METRIC SYSTEM

FIG. NO. 3
This Survey is International Standard and is for any kind of ship.
I. Solve for the F & A Drafts, Mean of Mean, and Apparent Trim (T).
1. F or A Draft = F (A) P + S
2

2. Md Mean = Md P + S
2

3. App. Trim = F – A*
*Rule. The ship is said to be trimmed " By the Head" when the Forward Draft is
greater than the After Draft.
And, "By the Stern" when the After Draft is greater than the forward Draft.
Example
F P 2.64 M A P 4.30M Md P 3.55M
+ + +
S 2.64 S 4.31 S 3.53
5.28  2 8.61  2 7.08  2

F 2.64 M A 4.305 M Md 3.54 M

F 2.64 M
-
A 4.305
T 1.665 M By the Stern
II. Trim Correction to F & A Drafts and Corrected Trim (CT). On Different
ships, there are different values; but most ships have either graphical or
tabulated plans. In case there is none, it is possible to make a table for the
particular ship. See Fig. 4 for the formula and derivation.
Example
F Corr = 0.009475 X 1.665 M = - 0.016 M
A Corr = 0.055521 X 1.665 M = + 0.092 M

F 2.64 M A 4.305 M
- +
Corr 0.016 corr 0.092
F 2.624 M A 4.397 M

F 2.624 M
-
A 4.397 M
CT 1.773 M By the Stern. This value is used in Trim Correction For-
mula to adjust the Displacement.
III. Solve for the Quarter Mean (QM) or Mean Draft Corrected for Defor-
mation.
 DRAUGHT CORRECTION DUE TO TRIM
136

A.P. F.P.
Draught Draught Draught
Corr WATER Corr
mark Mark Mark
LEVEL


7.09 127.70 1.21
68.00 68.00

The correction value is obtained as follows:

A.P. Corr. Value = 7.09 x t = 0.055521 X t

127.70

F.P. Corr. Value =

1.21 x t = 0.009475 X t
127.70
Rule: When trimmed by the stern, Forward corr. is Minus (-)
Aft corr. is Plus (+)

When trimmed by the head, Forward corr. is Plus (+)

Aft corr. is Minus (-)

A.P Trim (m): t F.P. A.P. Trim (m): t F.P.

Correction At Fore and Correction Correction At Fore and Correction
AFT Draught AFT Draught
(m) Marks (m) (m) Marks (m)
0 0 0 0.167 3.0 0.028
0.011 0.2 0.002 0.178 3.2 0.030
0.022 0.4 0.004 0.189 3.4 0.032
0.033 0.6 0.006 0.200 3.6 0.034
0.044 0.8 0.008 0.211 3.8 0.036
0.056 1.0 0.009 0.222 4.0 0.038
0.067 1.2 0.011 0.233 4.2 0.040
0.078 1.4 0.013 0.244 4.4 0.042
0.089 1.6 0.015 0.255 4.6 0.044
0.100 1.8 0.017 0.267 4.8 0.045
0.111 2.0 0.019 0.278 5.0 0.047
0.122 2.2 0.021 0.289 5.2 0.049
0.133 2.4 0.023 0.300 5.4 0.051
0.144 2.6 0.025 0.311 5.6 0.053
0.155 2.8 0.027 0.322 5.8 0.055
0.167 3.0 0.028 0.333 6.0 0.057
FIG. NO. 4
1 F/A Mean = F +A
2

2 Mean of Mean = F/A Mean + Md Mean

2

3 QM = Mean of Mean + Md Mean

2
Note: The Midship Mean is applied twice.

Example
F 2.624 M F/A Mean 3.5105 M
+ +
A 4.397 Md Mean 3.5400
7.021  2 7.0505  2
F/A Mean 3.5105 M Mean of Mean 3.5253 M

Men of Mean 3.5253 M

+
Md Mean 3.5400
7.0653  2
QM 3.53265 M This is used throughout the computations.
IV. The next value can be found at the Stability Manuals under the
hydrostatic Tables. See fig. 5.
Example
a) QM 3.53 M DISP 8,091.0 MT TPC 24.5 LCF F2.45
b) DISP corr = TPC x Draft Remainder
= 24.5 x 265cm = 6.5 MT
QM 3.53 M = 8,091.0 MT
+
Corr 6.5
QM 3.53265 = 8,097.5 MT
d) LCF F2.45 (F is for Forward of Midship having a minus sign while A is for
Aft of Midship having a plus sign).

V. How to Obtain Trim Correction Values for Displacement. There are

tabulated correction values at Stability Manuals, but it is also necessary
that we become familiar with the formula involved.

a) First Corr = Trim (CT) x 100 x TPC x LCF

LPP

Note: The first Correction can either be a plus or a minus depending upon the
location of the center of floatation (LCF) and trim condition:

1. Vessel trimmed "By the Stern"

 a. LCF is F (Forward) - Subtract
b. LCF is A (Aft) - Add
2. Vessel trimmed "By the Head"
a. LCF is F - Add
b. LCF is A - Subtract
b) Second Corr = Trim (CT)2 x 50 x MTC diff
LPP
Note:
1. This correction is used when the trim is larger than LPP/100 but is applicable
without adverse effect at smaller trims.
2. This correction is always additive, irregardless of trim and other factors.
3. The MTC difference (Sometimes referred to as "dM/dZ") is obtained by: first,
add 0.50 M to the QM and extract its corresponding MTC; second, subtract
0.50 M from the QM and also extract its corresponding MTC; and then find
the difference between the two MTC's to get the "dM/dZ". Study each ship's
Stability Manual well for the value to be added and subtracted to the QM. If
there isn't any, consult the surveyor on agreed value; but if you are all alone
solving, it is standard practice to use 0.50 M for all ships (Use One (1) Foot if
English System). The resulting Constant is very near the actual and very much
acceptable to licensed surveyors.
Example
1. Trim (CT) 1.773M TPC 24.5 LCF F2.45 LPP 136M
2. MTC diff: QM 3.53 M QM 3.53 M
+ -
0.50 0.50
4.03 MTC 185.5 3.03 MTC 178.2

At Draft 4.03M = 185.5

-
At Draft 3.03M = 178.2
MTC diff = 7.3
First Corr 1.773 x 100 x 24.5 x (-2.45)
= = -78.2 MT
136

Second Corr 1.7732 x 50 x 7.3

= = +8.2 MT
136

DISP at 3.53265 M = 8,097.5 MT

-
1st Corr = 78.2
8,019.3
+
2nd = 8.4
DISP 8,027.7 MT
 HYDROSTATIC TABLE (WITH SHELL AND ALL APPENDAGES)

DRAUGHT DISPLACE- DIFF TPC MTC LCB LCF KB TKM

(EXT.) MENT

(M) (T) (T) (T-M) (M) (M) (M) (M)

3.54 8115 25 24.5 182.1 F 3.01 2.45 1.83 12.76
3.53 8091 24 24.5 182.1 F 3.01 2.45 1.82 12.78
3.52 8066 25 24.5 182.1 F 3.01 2.45 1.82 12.81

FIG. NO. 5
 SPICIFIC GRAVITY CORRECTION

Corr = (New S.G. – 1.025

1.025
Specific Gravity - Correction 1.000 00
0.995 …………..( - ) 0.0292682
0.9955 ……………... 0.0287804
0.996 ……………... 0.0282926
0.9965 ……………... 0.0278048
0.997 ……………... 0.0273170
0.9975 ……………... 0.0268292
0.998 ……………... 0.0263414 05
0.9985 ……………... 0.0258536
0.999 ……………... 0.0253658
0.9995 ……………... 0.0248780
1.000 ……………... 0.0243902
1.0005 ……………... 0.0239024
1.001 ……………... 0.0234146
1.0015 ……………... 0.0229268 1.010 10
1.002 ……………... 0.0224390
1.0025 ……………... 0.0219512
1.003 ……………... 0.0214634
1.0035 ……………... 0.0209756
1.004 ……………... 0.0204878
1.0045 ……………... 0.0200000
1.005 ……………... 0.0195121
1.0055 ……………... 0.0190243
1.006 ……………... 0.0185365
1.0065 ……………... 0.0180487
1.007 ……………... 0.0175609
1.0075 ……………... 0.0171731
1.008 ……………... 0.0165853
1.0085 ……………... 0.0160975 1.020 20
1.009 ……………... 0.0156097
1.0095 ……………... 0.0151219
1.010/.040 …………(-/+) 0.0146341
1.0105/.0395 ……………... 0.0141463
1.011 /.039 ……………... 0.0136585
1.0115/.0385 ……………... 0.0131707
1.012 /.038 ……………... 0.0126829
1.0125/.0375 ……………... 0.0121951
1.013 / .037 ……………... 0.0117073
1.0135/.0365 ……………... 0.0112195
1.014 /.036 ……………... 0.0107317
1.0145/.0355 ……………... 0.0102439
1.015 /.035 ……………... 0.0097560
1.0155/.0345 ……………... 0.0092682 1.030 30
1.016 /.034 ……………... 0.0087804
1.0165/.0335 ……………... 0.0082926
1.017 /.033 ……………... 0.0078048
1.0175/.0325 ……………... 0.0073170
1.018 / .032 ……………... 0.0068292
1.0185/.0315 ……………... 0.0063414
1.019 /.031 ……………... 0.0058536
1.0195/.0305 ……………... 0.0053658
1.020 /.030 ……………... 0.0048780
1.0205/.0295 ……………... 0.0043902
1.021 /.029 ……………... 0.0039024
1.0215/.0285 ……………... 0.0034146
1.022 /.028 ……………... 0.0029268
1.0225/.0275 ……………... 0.0024390
1.023 /.027 ……………... 0.0019512
1.0235/.0265 ……………... 0.0014634
1.024 /.026 ……………... 0.0009756
1.0245/.0255 ……………... 0.0004878
1.025 ……………. 0.0000000

HYDROMETER

FIG. NO. 6
 VI. Specific Gravity Correction.
Formula: S.G. Corr. = (New .S.G.- 1.025) x DISP
1.025
Example: S.G. Obtained = 1.026
S.G. Corr. = (1.026 – 1.025) X 8,027.7
1.025
S.G. Corr. = (0.0009756) x 8,027.7
S.G. Corr. = + 7.8 MT
Note: S.G. Correction is added when the S.G. obtained is greater than 1.025 and is
subtracted when lesser than 1.025. See fig. 6 for Correction Table which you only have
to multiply to the Displacement to obtain the S.G. Correction.

DISP = 8,027.7 MT
+
S.G. Corr. = 7.8
DISP = 8,035.5 MT

VII. Then we convert the soundings of tanks to weights. Some ships are provided with
Tank Tables and others with Graphs. See fig. 7 for an example of Graphical Plan. If you
study it very closely, you will note that other data's like KG, Inertia, etc. are included. Then
fig. 8 and 9 are example of values found at Tank Tables with Trim Correction.
Example:
After changing Sounding to Volumes, change them to Weights by multiplying the
volumes by specific gravities.

Fresh Water in M3 X 1.000 = MT

Sea Water Ballast in M3 X 1.025 = MT
*Fuel Oil "C" in M3 X 0.9 = MT
*Fuel Oil "A" in M3 X 0.8 = MT

*Inquire from the Chief Engineer about the S.G. of the Fuel Oils.
In this example, we found that:
Ballast = 2,650.4 MT
Fresh Water = +143.8
Fuel Oils = 704.2
Total Consumables = 3,498.4 MT

It is now possible to solve for the Constant.

DISP = 8,035.5 MT
-
Consumables = 3,498.4
4,537.1
-
Light Ship's Weight = 4,341.0
CONSTANT = 196.1 MT
 NO. 1 D.O.T (C)
(FR 29-45)
___V = 97.69m3 ___
___ G = 40.06m KG = 0.82 ___ I = 109.4m4

1.5
METER___\_
IN

G

1.0

KG

CAPACITY
DEPTH

INERTIA
________SOUNDING

EXAMPLE:
0.5 SOUNDING AT 0.51 M
S.G. 0.884
VOL. = 31.3 M3
KG = 0.26 M
INERTIA = 109.4 M4
G = 40.06

0
50 100
V (m3)
0.5 1.0
KG (m)3
40 41 42
G(m)
50 100
I (m4)

FIG. NO. 7
 NO. 1 D.O.T.

TRIM CORRECTION UNIT IN CM

SOUNDING TRIM BY THE STERN
M CM 0.5 M 1.0 M 1.5 M 2.0 M 2.5 M 3.0 M 3.5 M 4.0 M 4.5 M 5.0 M

00-50 -2.1 -4.3 -6.4 -8.6 -10.7 -12.9 15.0 -17.2 -19.4 -21.5

00-55 -2.1 -4.3 -6.4 -8.6 -10.7 -12.9 -15.0 -17.2 -19.4 -21.5

00-60 -2.1 -4.3 -6.4 -8.6 10.7 12.9 -15.0 -17.2 -19.4 -21.5

FIG. NO. 8

NO.1 D.O.T.

SOUNIDNG CAPACITY KG MG M.i SOUNDING CAPACITY KG MG M.i

M CM M3 M M M4 M CM M3 M M M4

0-00 0.89 0.01 40.06 109.4 0-50 30.68 0.26 40.06 109.4

01 1.49 0.01 40.06 109.4 51 31.27 0.26 40.06 109.4

02 2.09 0.02 40.06 109.4 52 31.87 0.27 40.06 109.4

FIG. NO. 9
FINAL SURVEY
FP 8.725M AP 9.11M Md P 8.99M S.G. 1.0265
+ + +
S 8.73 S 9.12 S 8.98
17.4552 18.232 17.072
F 8.7275M A 9.115M Md Mean 8.985M F 8.7275M
- + -
F corr 0.0037 A corr 0.021 A 9.115
F 8.7238M A 9.136M T 0.3875M
-
A 9.136
CT 0.4122m BY THE STERN F corr = 0.009475 x 0.3875 = -0.0037M
A corr = 0.055521 x 0.3875 = +0.021M
F = 8.7238M
+
A = 9.1360
17.85982 QM 8.97 M QM 8.97M
+ -
F/A Mean = 8.9299 0.50 0.50
+
Md Mean = 8.9850 9.47M = MTC 8.47M = MTC
17.91492 252.2 233.6
Mean of Mean = 8.95745 MTC Diff = 252.2-233.6 = 18.6
+
Md Mean = 8.98500
17.942452
QM = 8.971225M
8.97 = DISP = 22,064.0 MT TPC 27 LCF A1.89
+
0.1225x27=Corr = 3.3 a) 1st Corr = 0.4122x100x27x(+1.89)
136
22,067.3 1st Corr = + 15.5 MT
+
1st Trim Corr = 15.5 b) 2nd Corr = 0.41222x50x18.6
136
22,082.8 2nd Corr = +1.2 MT
2nd Trim Corr = + 1.2 c) S. G. Corr = (+0.0014634) x 22,084
22,084.0 S.G. Corr = +32.3 MT
+
S.G. Corr = 32.3 d) Consumables: BALLAST = 2,650.4 MT
22,116.3 Fresh Water = 308.0
-
Consumables = 3,850.7 Fuel Oils = + 696.2
18,265.6 Constant = 196.1
-
Light Ship's Weight = 4,341.0 Total Consumables = 3,850.7 MT
TOTAL CARGO 13,924.6 MT
 Now that we have enough idea about Draft and Deadweight Survey, the next
question is how much weight can the ship carry (Cargo Deadweight)? Check the locality for
the Loadline requirements. There are considerable differences between differing Loadlines.
You can load more in Tropical countries, but you may not carry the same quantity in
Summer Zones. Such quantity is even lower in Seasonal Winter Zones during winter
season. Study the Loadline Certificate very well to avoid conflict between your ship and the
port authorities or between you and the shipowners. In the Stability Booklet, a freeboard
Table is also provided (See Fig. 1) while solving for the cargo deadweight, always take into
consideration the consumables, like fresh water and fuel oil necessary for the intended
voyage. If it's a simple voyage of having sufficient consumables for the entire voyage, it is
rather easy to solve for the cargo deadweight. Make the necessary adjustments for re-supply
if there isn't enough and there's necessity to make a call at bunkering port. It may be that
less cargo will be carried if there's a large difference between consumption and supply.
Example
a) Simple voyage for Timber Cargo during winter at Seasonal Winter Zone.
There's enough fresh water, fuel oil and ballast for the entire voyage.

Timber Winter Displacement = 8.819M = 21,654 MT

-
Light Ship's Weight = 4,341
17,313
-
Constant = 196
17,117
-
Ballast = 2,651
14,456
-
Fresh Water = 308
14,158
-
Fuel Oils = 696
CARGO DEADWEIGHT AVAILABLE = 13,462 MT
b) If there's not enough bunkers for the entire voyage and it was decided to call at an
intermediate port, the Balance to Add (Deduct) from Cargo Deadweight Available can be
found by the following method.

Given:

Length of voyage to bunkering port = 16.5 days

Fresh Water Consumption = 8.0 MT/Day
Fuel Oil "A" Consumption = 1.0 MT/Day
Fuel Oil "C" Consumption = 23.0 MT/Day

Supply:
Fuel Oils – 660 MT and Fresh Water – 130 MT

Consumptions:
1. Fresh Water = 8 x 16.5 = 132 MT
+
2. Fuel Oils = 24 x 16.5 = 396
Total Consumption = 528 MT
-
Total Supply = 790
Balance to Add (Deduct) = 262 MT Deduct – Since the supply
Greater than consumption.

Less cargo will be carried if the ship loads at a Summer Zone and will bunker at Seasonal
Winter Zone since you have more deadweight available at the former than the latter.

Example of two different Loadlines:

Summer Timber Loadline = 9.07 M = 22,336 MT
-
Winter Timber Loadline = 8.819 M = 21,654
Difference = 682 MT

How many tons can the ship carry if loading a low density cargo?
Example:
The order was to load a full homogeneous cargo having a S.F. 65CF/LT (Until now
most of the S.F. of cargoes are still in English System).
Conversion: 1 CF/LT = 0.027868M3/MT
3
1 M /MT = 35.3883 CF/LT
Therefore: S.F. 65 CF/LT X 0.027868 = 1.81M3/MT
Obtain the Total Cubic Capacity of the ship from the Capacity Plan using Bale Capacity
if the booking is not grain.

Bale Capacity = 19,183.82M3

Weight of Cargo = Bale Capacity  S.F.
Weight of Cargo = 19,183.83M3  1.81M3/MT = 10,598.79 MT

For a very good reference book on cargoes and their Stowage Factors, please read Stowage
– The Properties and Stowage of Cargoes, by Capt. O.O. Thomas.
The next problem is how to distribute the cargo by weight. Our first consideration is to
distribute the cargo in such a manner that the weights are evenly spread throughout the ship.
This is quite easy to do with homogeneous bulk cargo because of its uniformity but with
heterogeneous cargoes, this becomes complicated because of additional factors such as port
rotation and cargo segregation.

Example: Check the Capacity of each hold.

Hold No. 1 = 3,680.35 M3
Hold No. 2 = 5,293.91
Hold No. 3 = + 5,291.50
Hold No. 4 = 4,918.06
Total Capacity = 19,183.82 M3

Solve for the Percentage of each hold:

Hold Capacity
Percentage = x 100
Total Capacity

Hold No.1 = 3,680.35  19,183.82 x 100 = 19.18%

Hold No. 2 = 5,293.91  19,183.82 x 100 = 27.60%
Hold No. 3 = 5,291.50  19,183.82 x 100 = +27.58%
Hold No. 4 = 4,918.06  19.183.82 x 100 = 25.64%

Total 100.00%

If the Order was to carry 16,000 MT Cargo:

Hold No. 1 = 16,000 x 19.18% = 3,068.80 MT

Hold No. 2 = 16,000 x 27.60% = 4,416.00
Hold No. 3 = 16,000 x 27.58% = + 4,412.80
Hold No. 4 = 16,000 x 25.64% = 4,102.40
Total 16,000.000 MT

If the ship has "Tween Decks, just repeat the percentage solution.

Hold No. _____ Lower Hold = M3

Lower Tween Deck = M3
Upper Tween Deck = M3
Totsl Hold Capacity = M3

Solve for the weight distribution by percentage solution.

Most of the ships today have their superstructures and machineries aft so
there's a very large possibility that these ships have very large trim and hogging moment in
their light condition. The loading should first be to eliminate the hogging condition by
starting at midship and then forward to decrease the trim. However, if sagging condition is
found prior loading because of other factors affecting the ship then eliminate first the sag by
loading the forward hold first. But then with the example and procedure of cargo
distribution by percentage, there is a large concentration of weight at the middle part of the
vessel so there will be a sagging condition after loading. By inspection the sagging
condition can be minimized by shifting 100 and the extra MT (it is convenient to round-off)
from Hold Nos. 2 and 3 to Hold No. 1.

Example:

Hold No. 4 = 4,102.40 - 2.40 = 4,100 MT

Hold No. 3 = 4,412.80 - 112.80 = 4,300
Hold No. 2 = 4,416.00 - 116.00 = +4,300
Hold No. 1 = 3,068.80 + 231.20 = 3,300
Total 16,000 MT

These does not guarantee that there won't be any bending moment since fresh
water, fuel oils and ballast also affect the weight distribution so we suggest that during the
final stages of the loading operation, constant check be made to minimize the sag or hog. It
is possible to compute the theoretical bending moment and shearing force in still water
condition with regard to distribution of weight. But most ships nowadays are built to
withstand small amounts of bend or shear; therefore, it is not really a problem, unless the
loading distribution is very unusual. It is difficult to meet the best conditions of loading
with regard to draft and trim, stability and stress of the ship; but the optimum condition
must be chosen in the distribution of weights by careful analysis.
When does the ship sag or hog? Sagging is defined as the bending downwards of
the middle part of the ship due to more weight concentrated at the midship portion.
Hogging is the bending upwards of the middle part due to concentration of weights at the
ends.
Deflection = Mean of Midship – F/A Mean
Rules:
If the Mean of Midship is greater than the F/A Mean, the ship is in Sagging
condition; and
If the Mean of Midship is lesser than the F/A Mean, the ship is in Hogging
condition.
Example: From the Final Survey.
Mean of Midship = 8.985 M
-
F/A Mean = 8.9299
Deflection 0.0551 M Sagging Condition
During the Final stage of the loading operation, it is necessary to prevent over-
loading so the actual draft should be watch constantly. When it is near the legal limit, a
good estimate of the balance to load is best done by checking from the Midship Drafts. Of
course, there is nothing better than a Draft and Deadweight Survey for the best result.
Example:
In Seasonal Winter = 8.819M = 21,654 MT(DISP)
-
Actual Midship Draft = 9.780M = 21,549
Balance to Load 105 MT
 SIGN BENDING MOMENT SHEARING FORCE

POSITIVE
(+)

HOGGING

SAGGING

NEGATIVE
(-)

FIG. NO. 10
 Trim and Stability Calculation. This is just a tedious work but quite easy. Most
Stability and Tank Manuals provide the values of LCG (or MG), KG, Inertia and other trim
and stability values of tanks and holds. It is only a matter of interpreting plans and graphs
correctly. Most of the trim and stability figures are in tabular rather than graphical form,
and this makes everything all the more easier. Fig. 7 & 9 should give you an idea of how
LCG, KG, Inertia and others are found. The LCG of the tanks is conveniently presumed to
be at the longitudinal center of such tank, and the LCG of the cargo hold is also presumed
to be at the center of the length of the hold. If the hold is to be loaded with a heterogeneous
cargoes, then the LCG is presumed to be at the center of each cargo.
Why use LCG instead of MG? In MG, the location of the longitudinal center of
gravity is from midship alone; while in LCG, there are three choices; namely, Forward
Perpendicular, Midship or After Perpendicular. Our preference here, as you will note later
on, is the LCG based on the Forward Perpendicular.
Trim Calculation. There are many methods used in calculating the trim of the ship,
but the most accurate is the LCG Method. IN solving for the LCG of each tank, cargo and
cargo hold, it is easier to base the LCG from the Forward Perpendicular (FP) rather from a
midship. It makes the solution shorter and eliminates the confusion of having two columns
of longitudinal moments, thereby minimizing the possibility of an error. The LCG Method
of finding the Trim starts with the ship at even keel and takes into consideration almost all
the forces acting on the ship, especially buoyancy which is not considered in other methods.
More accuracy is achieved if the Trim of the Light Condition of the ship is compared to the
actual trim and correction is made to shift the LCG of the Constant before loading.

Formulas:
LCG (FP) = LPP (+/-) MG. Add MG if Aft, Subtract if Forward
2

LCB (FP) = LPP (+/-) LCB. Same rule as above.

2

Longitudinal Moment = Weight x LCG (FP)

New LCG (FP) = Total Longitudinal Moments

Displacement

Trim Lever = LCG (FP) - LCB (FP)

Trim = Trim Lever X Displacement

MTC

*Change of Draft = Trim  2

 *In the Change of Draft, the above method presumes that the LCF is amidship.
Another method is to use the actual LCF and the Change of Draft is found by proportion.
When actual comparison was made, there was very negligible difference between the two
methods thus we use the former which is simpler.

AFT FWD
PERPENDICULAR PERPENDICULAR

LPP 136.00M

MV PANTANASSA

FOT -2 FOT - 1 BWT.


68.00M 68.00M
DIST FOT. No.1
FR. DIST FROM F.P.
+ (A) -(F)
46.51M
5.71M 21.49M

FOT. No.2 DIST FROM F.P.

73.71M

LONGITUDINAL CENTER OF GRAVITY

 In order to determine whether the ship is trimmed by the head, by the stern or even
keel, the following rules apply (See fig. 13):
When the LCG (FP) is Aft of LCB (FP) = Trimmed "By the Stern"
When the LCG (FP) is Fwd of LCB (FP) = Trimmed "By the Head"
When LCG (FP) and LCB (FP) are the same = Even Keel
Being trimmed "By the Head" will sometimes affect the manueverability of the ship and
subject it to large shipping seas in heavy seaway in loaded condition. Hence, this is not an
ideal trim. A trim of 1.0 M "By the Stern" is considered to be an ideal one; and every means
must be availed to achieve it, either by shifting cargo, fresh water, fuel oil or ballast. There
are times also when the ship is put to even keel because of port requirements. The only
good reason for having the ship down "By the Head" is when emergency repairs are made
to the propeller or rudder.
We have provided examples and some explanations for Trim and Stability
Calculations on the next following pages. The trim calculation is made twice: the first is
using the LCG (FP) and the second, the MG. Using MG is standard procedure, but
comparison proves that LCG (FP) is more convenient and less prone to error.
When it is desired or decided to change the distribution of weights, it is not
necessary to work out the calculations all over again. Simply deduct all the values to be
changed from the Grand Total and add the new values, then extract from the Hydrostatic
Table for the change of trim and stability figures (an example is worked out at page 51).
This is also applicable when computing for the arrival condition.

FIVE (a)

Formulas for Stability Calculation and Free Surface Effect.

Stability Calculation is the most important aspect of loading computation since it

not only affects the comfort of the ship personnel and stress on the ship, but indicates
whether the ship is in stable equilibrium and is not liable to capsize and sink.
It is the responsibility and obligation of an officer to always maintain a stable ship
in order to protect lives, the ship and its cargoes.
Transverse stability is also the loading seamanship subject Deck Officers are most
familiar with; so only the main and practical points are presented here.

Vertical Moment = Weight x KG

New KG = Total Moments  Total Weights
GM = TKM - New KG
*GG' = Total Inertia - Total Weights
G'M = GM - GG'

Rolling Period = (English) = .44B Where B is Breadth of the ship.

 G'M
 (Metric) = .797B
 G'M

1. DOWN BY THE STERN. LCG IS AFT OF LCB

WATER LINE

LCG LCB

2. DOWN BY THE HEAD. LCG IS FWD OF LCB

LINE
WATER

LCB LCG

3. EVEN KEEL. LCG AND LCB AT THE SAME POINT

WATER LINE

LCG
LCB

FIG. NO. 13
 *GG' in this case is for the shift of the center of gravity due to Free Surface Effect.
It should be noted that full or empty tanks have no free surface, since there is no liquid
moving as the ship rolls in the seaway. Care should be taken to avoid slack tanks to
minimize the loss of GM due to free surface. The Chief Officer should always note that the
Fuel Oil tanks are almost never filled to capacity due to avoidance of oil pollution; thus the
content of 80-85% is considered normal and safe. The sea water ballast tanks, however,
should be filled to their limit or empty. It is a good practice to let these tanks overflow for a
while when filling up to give time for the air in tanks to escape and be replaced with water.
*The liquid in a slack tank on a heavy seaway will move swiftly inside, sometimes causing
damage to the tank itself.
There are times that Free Surface data of tanks are not available. The formula
applicable for rectangular tanks only (in metric measure) is:

L x B3 x S.G.
Rise of G due to Free Surface =
12 x Disp x n2

Where L = Length of tank

B = Breadth of tank
S.G. = Specific Gravity of liquid in tank
n = No. of longitudinal compartment into which
the tank is divided

Example no. 1. Based on Calculations on Fig. 11. Disp – 22,129.6 MT, KG –

8.277M, KM – 9.240M. Suppose that a ballast tank was in slack condition with a length of
25M and 10M of breadth and sea water S.G. of 1.024 without longitudinal division.

25 x 103 x 1.024
Rise of G due to Free Surface =
12 x 22,129.6 x 12
= 0.096M

KG = 8.277M
New KG = 8.373M
GM = 9.240M
New GM = 0.867M

Example no. 2. Similar to no. 1, but the tanks was divided into 2 compartments.
25 x 103 x 1.024
Rise of G due to Free Surface =
12 x 22,129.6 x 22
= 0.024M
_______________
*Word of caution about ballast tanks. Press up tanks only prior loading and check immediately for any leaks into
the cargo holds. But don't, if it can be avoided, after cargo loading operation because damage to the tank tops may
have occurred. Then when ballasting during discharging operation, don’t' fill up to capacity the tanks to avoid
water contamination.
 KG = 8.277M
New KG = 8.301M
GM = 9.240M
New GM = 0.939M
By taking note of the Rise of G due to Free Surface in example nos. 1 & 2, it
becomes evident that Free Surface is also minimized by longitudinal divisions of tanks or
become very negligible to be eliminated altogether in some ships.

FIVE (b)

Explanation for 'stability and Trim Calculation Report (Fig. 11).

For Trim: Using LCG (FP)

LPP
LCG (FP) = +/- MG
2

136
LCG (FP) of Constant = + 53.40M = 121.40M
2

136
LCG (FP) of No. 1 FOT = - 21.49M = 46.51M
2

Longitudinal Moments = Weight x LCG(FP)

Longitudinal Moments = 196 x 121.40 = 23,794.40 T-M

Total Moments
New LCG (FP) =
Total Weights
1,483,410.13 T-M
New LCG (FP) = = 67.03M
22,129.60T

LPP
LCB (FP) = +/- LCB
2

136
LCB (FP) = - 1.42 = 66.58M
2

Trim Lever = (LCG FP) - LCB (FP)

Trim Lever = 67.03 - 66.58 = 0.45M

Trim Lever
Trim = x Disp
MTC
0.45
Trim = X 22,129.6 = 41 cm
241.8

Change of Draft = Trim  2

Change of Draft = 41  2 = 20.05 or 0.205M
Since LCG (FP) is aft of LCB (FP) so the ship trimmed "By the Stern".
 F 8.990M A 8.990M M 8.990M
- +
corr 0.205 corr 0.205
F 8.785M 9.195M

How were the Draft, MTC and LCB found? In getting the grand Total Weight
(Displacement) of 22,129.6 MT, use the Hydrostatic Table and extract the values of Draft,
MTC and LCB (Similar Extract from Hydrostatic Table, see fig. 5).

For Trim: Using MG

The formulas involve are the same as LCG (FP) except that the LCG used is based
on the midship of the ship, MG, which is extracted directly from the tables without
converting to LCG (FP). In some manuals or tables, the sign of MG and LCB are either F
for minus (-) or A for plus (+). Be careful to place the moments in the correct column. The
total longitudinal moments is the difference of the Fwd and Aft Moments, with the result
carrying the name of the greater.
F262,024.63 – A240,621.96 F21,402.67
LCG = = = F0.97
22,129.6 22,129.6

Trim Lever = F1.42 – F0.97 = 0.45

The same rules apply as in previous solution in determining the trim of the ship.
For Stability
KG of Holds and Tanks are found in the Stability Manuals but the KG of a cargo is
presumed to be at its geometrical center (See fig. 15)

Vertical Moments = Weight x KG

Vertical Moments = 196 x 9.52 = 1,865.92T-M

Total Moments
New KG =
Total Weights
183,154.84
New KG = = 8.277M
22,129.6

GG' = Total Inertia

Total Weights
7,771.8
GG' = = 0.351M
22,129.6

TKM is also extracted from the Hydrostatic Table at displacement of 22,129.6MT. See fig 5
for similarity. But the Inertia, KG, or MG are found in the Hold and Tank Tables or Graphs
(See fig. 7 & 9).
TKM = 9.240 M
-
KG = 8.277
GM = 0.963
GG' = 0.351
GM = 0.612M
0.797 x 22.860M
Rolling Period = = 23 seconds
0.612M
 6.0M 3.0
M

KG
11.5
+
8.0 3
M 11.5 14.5M

KG M
4.0 1.5 +
M 4
5.5M
1.5M

FINDING KG OF HOMOGENEOUS CARGO

FIG. NO. 15
 LCG (FP) of the Constant. When solving for the Trim of the ship before loading
locate the LCG (FP) of the Constant first and this is best done after each Initial Survey of
the Ship's Light Condition. An average may be used unless a vast amount of stores were
delivered. It moves longitudinally forward or aft depending upon the vessel's condition
regarding location of weight of crew effects, stores and other matters. It is not advisable to
use Ship Stability Manual figures without verification because this was based on an empty
ship.
Example
Based on the Initial Survey on Chapter Two, find the LCG (FP) of the Constant.
Given: Draft – 3.53265M, Disp – 8035.5MT, LCB – 3.01M F, MTC –182.1T-M,
Corrected Trim – 1.773M or 177.3 cm (See Figs. 2 & 5).

Solution: a) Solve for the Trim Lever.

Disp x Trim Lever
Trim =
MTC

Trim
x MTC
 Trim Lever =
Disp
177.3 x 182.1
=
8035.5
= 4.02M
b) Change LCB to LCB (FP).
LPP
LCB (FP) = +/- LCB
2

136
= - 3.01 M F
2

= 64.99 M

c) Find the New LCG (FP). Since the ship is trimmed "By the Stern" then
LCG (FP) is aft of LCB (FP) (Fig. 13 for the Rule).
New LCG (FP) = LCB (FP) +/- Trim Lever
= 64.99 + 4.02
= 69.01M

d) Obtain the Final Longitudinal Moment.

Final Long. Mom. = Disp x LCG (FP)
= 8035.5 x 69.01
= 554,529.85 T-M
 e) Work out each tank and the ship's light weight (their respective LCGs
are found at the Stability Manual) and find their total longitudinal moment and
subtract this from the Final Longitudinal Moment. The difference is the
Longitudinal Moment of the Constant.
Long. Mom. Of Constant = Final - All Others
= 554,529.85 - 536,968.25
= 17,561.60 T-M

f) Since the Constant is 196.1 MT, then the LCG (FP) is:
Longitudinal Moment
LCG (FP) of the Constant =
Weight
17,561.60
=
196.1

= 89.55M
(See Fig. 16 for work Form and its is interesting to note that the solution is just a
reversal of Fig. 11 but the LCG (FP) of the Constant in fig. 11 is 121.40 which was
the average for that ship).

SIX (a)
LCG (FP) method Application at Next Loading (Discharging) Port –
1. Check Fore and Aft Drafts upon arrival and solve for the corrected trim.
2. Since the Displacement already known at the previous port, deduct the fuel oils
and fresh water consumed and ballast water discharged (add if taken in).
3. Use the Hydrostatic Table and obtain the Draft, MTC and LCB based on the
Displacement found in no. 2. (If there's a difference in Mean Draft, this maybe due to S.G.
of the water in which the vessel is floating).
4. Solve for the Total longitudinal Moments on Arrival by working back from
Trim to Trim Lever to LCG (FP) (Similar to LCG (FP) of the Constant).
5. Measure the LCG (FP) of the weight to be loaded (discharged) and solve for
their Longitudinal Moments.
6. Add (Subtract) the value obtained in nos. 4 & 5 top obtain the new Total
Longitudinal Moments.
7. With the new Displacement, find from the Hydrostatic Tables the values of
Draft, MTC and LCB.
8. Solve for the new Trim and Fore/Aft Draft (Refer to Chapter Five for the
formulas involved).
 Change of Draft at One end of the Ship Only. It is sometimes called for; therefore,
it is necessary to know how much tons to load and where. Nowadays notice regarding draft
limitation or requirement is forwarded to the vessel in advance. There should be as little
weight added as possible to meet the desired trim or draft – an added weight means an
increase in mean draft's. If it is possible to take off weights without adversely affecting the
ship's stability or draft desired then this is the better way.

First Method:
Weight
Mean Sinkage =
*TPC

*TPC should always be the final TPC, i.e., based on the final loading value.
2 x MTC
Distance =
TPC

The cargo must be loaded forward of the tipping center only if the change of draft
is to be in the Forward Draft or vice versa.
Supposing that the question is how much weight and where to load to change draft
at one end only?
TRIM (in cm)
Weight = TPC x
2

Example
The ship was to be put down on even keel without changing her after draft.
F – 8.36M, A – 8.46M, TPC – 27, MTC – 233.
Required: Weight and Distance from the tipping center.
(8.46 – 8.36) x 100
Weight = 27 x
2
Weight = 135MT
2 x 233
Distance =
27
Distance = 17.26M Forward of the tipping center.

LCG (FP) Method:

1. The Trim is ZERO, therefore New LCG (FP) is equal to New LCB (FP).
2. More accuracy of the weight to be loaded is found by subtracting the
Displacement of the New and the Previous Mean Drafts.
3. The New Longitudinal Moments is the product of new LCB (FP) and the weight
to be loaded.
 4. The Longitudinal Moments necessary to change the TRIM to ZERO is the
difference between the New and the Previous Longitudinal Moments.
5. The LCG (FP) of the Weight to be loaded is the quotient of the Longitudinal
Moments divided by the Weight to be loaded.

Rolling Period Test for Timber Carriers at Still Water. When the ship is already
nearing her stability limit even though there is still much cargo deadweight available, it is
good practice to conduct a rolling period test at still water condition. The Difference in
rolling period obtained in this manner as compared to the average taken at sea is not
significant enough to cause alarm.
The following condition must be met in order for the rolling period test to give a
very good result:
1. The stevedore's cooperation for lifting the weights so they should be informed in
advance that a test will be carried out if the need arises;
2. If the ship is alongside, she should be clear of the berth and her lines are very
slack so she can roll freely;
3. There should be no barges or lighters on the ship's side to hinder her
movements;
4. Enough weights are to be lifted to list the ship up to 15 degrees.
When all is set for the test, it is advisable for the observers to station themselves at
the forecastle deck noting the inclination of the superstructure – especially the bridge wing
– with a reference point (A slight movement there is easily detected because of the height of
the bridge). The weights are lifted at one side sometimes using two or more derricks, and
once the ship has steadied on her listed position, the weights are dropped into the water or
dock, seeing to it that the cargo runners are always kept slack so as not to offer any
resistance. Time the period of roll at least three times for a good average. The average time
period of roll is then converted to GM by Rolling Period Formula and this is the best basis
for the decision to load more or not. It is a must to solve by stability formula the New GM
before resuming to load any additional cargo.
An additional weight equal to 15 per cent of the deck cargo weight is added to the
deck cargo weight if timber is loaded since they are liable to absorb water while at sea and
there is considerable loss of GM to this effect. This is especially true with dry sawn timbers.
Usually the weight of timber deck cargo is roughly calculated with the "Rule-of
Thumb" Formula:
Deck Cargo Weight = 50 per cent of the hold Cargo Weight which is equal to one-
third of the total cargo loaded. But it was found not reliable limit on ships designed as
timber carriers.
The main advantage of conducting a rolling period test is that the actual GM is
observed irregardless of the condition of the ship making the result almost error-free. It is
not surprising that there will be a large difference between the computed GM based on
shipbuilder's data and the actual GM based on the test (This is because the shipbuilders base
their computations on the inclining Experiment of an empty ship).
The complete period of roll is best timed from the moment the ship starts moving
from a maximum angle of list (depending upon the weight lifted) to upright position then to
list on the other side and returning to the original listed side. In a short, it is from:
 PORT – STARBOARD – PORT
Or
STARBOARD – PORT – STARBOARD

Actual rolling period test is not limited to ships carrying timber but also applicable
for other types if GM is an important factor for loading.
Safe ocean crossing have been made by ships having a minimum corrected GM of
0.30M at any moment in the entire voyage. There should be enough departure GM to offset
its loss while underway due to the consumption of oils and water. An average loss of GM
per day can be calculated basing on departure and arrival "Stability and Trim Calculations."
Formulas for Rolling Period and Shift of G:

.44B 0.1936 x B2
T = (English) =  GM =
GM T2

.797B 0.6352 x B2
= (Metric) =  GM =
GM T2
Where T = the rolling period in seconds of time
B = the breadth of the ship

GG' = w x dKG
New Disp (W+/-w)
Where GG' = the shift of center of gravity
w = the weight to be loaded or discharged
W = the original displacement
dKG = the distance from KG to the G of the weight

Here are two examples of finding the New GM once it is decided to load or
discharge some cargo after the rolling period test.
1. Based ont eh Calculations on Fig. 11, Disp – 22,129.6MT, KG 8.277M, GM –
0.612 M. Find the New GM if 200 MT is loaded 9.5 M above the KG.

w x dKG
GG' =
New Disp (W+/-w)
200 x 9.5
=
22,129.6 + 200
= 0.085 M
GM = 0.612 M
New GM = 0.527 M
 The GG' is subtracted since the shift of G is upwards (the cargo is loaded above
the KG) thereby decreasing the distance between G and M. If the weight is added below the
KG then the GG' is added.
2. Similar to no. 1, but 200MT of cargo is discharged from 8.0M above the KG.

200 x 8
GG' =
22,129.6 – 200
= 0.073M
GM = 0.612M
New GM = 0.685M

The GG' is added since the shift of G is downwards (the cargo is discharged from
above the KG) thus increasing the distance between G and M. If the weight is discharged
from below the KG then GG' is subtracted.
 GRAIN STABILITY CALCULATION SHEET

CONDITION S.F. = CF/LT

No. of Hold Actual Volumetric Heeling Moment

Horizontal (m3 – m) Vertical (m3 – m)
No. 1 Hold
No. 2 Hold
No. 3 Hold
No. 4 Hold
TOTAL (A) (B)

(B) x 35.315 x 1.016

G0G1 = =
Displacement x S.F.

KG, GG0, and DISP shall be

KG1 = KG + GG0 + G0G1
Displacement
Allowable Heeling Moment
obtained from "TRIM &
STABILITY
CALCULATION SHEET"

(A) x 35.315 x 1.016

Actual Heeling Mom. =
S.F.
Judgement

If the actual heeling moment exceed the allowable heeling moment, another
arrangement which will limit the shift of grain and produce less heeling moment must
be chosen.

FIG. NO. 17
 Grain Loading. There is an IMCO requirement for loading grain having these
following conditions:
a) The angle of heel due to shift of grain shall not be greater than 12 degrees;
b) the residual stability area shall not be less than 0.075 meter-radians;
c) and the corrected metacentric height shall not be less than 0.30M.
If the ship is designed to carry grain, it must be issued a Grain Loading Plan duly
approved by a government agency to meet the IMCO requirements.
It is advantageous to prepare distribution of cargo, "Trim and Stability
Calculation" and "Grain Stability Calculation" upon receipt of the details of the grain cargo.
Dependent upon the approved Grain Loading Plan, there are designated slack holds when it
is impossible to have full holds because of the S.F. of the grain.

Formulas for Grain Stability Calculation:

a) Actual Horizontal
Volumetric Horizontal Moment x 35.315 x 1.016
Heeling Moment =
Stowage Factor of Cargo (CF/LT)

b) The increase of vertical center of gravity due to transverse shift of grain is

calculated by:
Volumetric Horizontal Moment x 35.315 x 1.016
G0G =
Displacement x S.F. (CF/LT)

Volumetric Horizontal and Vertical Moments and the Allowable Heeling Moments
all provided in the Grain Loading Plan.
The Actual Heeling Moment is compared with the Allowable Heeling Moment,
and if the former exceeds the latter, a different stowage distribution must be selected to
produce a less heeling moment. (See figs. 19 & 20).

Example
A grain cargo is to be loaded with the S.F. of 42CF/LT at Summer Draft and the
ship's designated slack hold is Hold No. 3.
Summer Draft Deadweight = 16,959 MT
-
Constant = 196
16,763
-
FO, FW, & Ballast = 1,017
 Cargo Deadweight = 15,746 MT

Convert the Grain Capacity from M3 to CF.

Hold No. 1 = 3976.51 M3 x 35.3198 = 140,449.54 CF
Hold No. 2 = 5623.28 x " = 198,613.13 CF
Hold No. 3 = 5654.54 x " = 199,717.22 CF

CURVES OF VOLUMETRIC HEELING MOMENT

154.946m4

669.857m4 3,976.51 m4 6.73 m

10.0

DEPTH VERTICAL K.G.

HEELING
OF VOLUME No. 1 CARGO HOLD
MOMENT

HOLD
5.0

(m)

HORIZONTAL
HEELING
MOMENT

BOTTOM OF HOLD
3
VOLUMETRIC (m ) 1000 2000 3000 4000 5000 6000

KG (m) 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0

4
HEELING MT (m ) 1000 2000 3000 4000 5000 6000 7000 8000 9000

FIG. NO. 19
 Hold No. 4 = 5158.16 x " = 182,185.18 CF

Using S.F., solve for weights per hold in LT then convert to MT:
Hold No. 1 = 140,449.54  42 = 3,344.04 LT x 1.016057 = 3,397.74 MT
Hold No. 2 = 198,613.13  42 = 4,728.88 x " = 4,804.81
Hold No. 3 = 199,717.22  42 = 4,755.17 x " = + 4,831.52
Hold No. 4 = 182,185.18  42 = 4,337.74 x " = 4,407.39
Total 17,441.39 MT

Solve for Cargo in Hold No.3 which is designated as slack hold.

Cargo Deadweight = 15,746MT

Hold No. 1 = 3,397.74MT

Hold No. 2 = +4,804.81
Hold No. 4 = 4,407.39
12,609.94 -12,609.94
Hold No. 3 3,136.06MT

(3,136.06MT  1.016057) x 42
Cargo Space used in Hold No. 3 = = 3670.26M3
35.3198

Solve by the Stability and Trim Calculation. The result was the ship was down by the head
by 1.5 cm. So it is decided that no change in cargo distribution be made but to shift 100MT
of Fuel Oil from No. 1 FOT to No. 3 FOT.
No. 1 FOT -100MT x 46.57M = -4,651.00T-M
No. 3 FOT +100 MT x 94.51 = +9,451.00
Total 0 +4,800.00T-M
Grand Total +21,300.10MT +1,414,999.13
New Grand Total 21,300.10MT +1,419,799.13T-M

At DISP 21,300.10MT = Draft = 8.69M

MTC = 237.1
LCB (FP) = 66.45M
LCG (FP) = 66.657M
TL = 0.207M
Trim = 18.6cm
CD = 9.3cm or 0.093M

F 8.690M A 8.690M M 8.69M

- +
 corr 0.093 corr 0.093
F 8.597M A 8.783M

Just like the Trim Calculation correction, the change in KG is also solved in almost the
same process.

No.1 FOT 255.4MT x 0.44M = 112.38T-M

No. 3 FOT 286.8 x 0.82 = 235.18
Corr Grand Total 21,300.10 MT = 144,613.12T-M
144,613.12
New KG = = 6.789M
21,300.1

The Corrected Grand Total came about by deducting the previous vertical moments of Nos.
1 & 3 FOTs from the Grand Total and the new moments added. The New KGs of the two
tanks after transferring the fuel oil was found by converting the weights to volume by
dividing it by the S.G. and the corresponding KGs were extracted from the Tank Table or
Graph.

Grain Stability

Horizontal Moments Vertical Moments

Cargo Hold No. 1 669.857 154,946
Cargo Hold No. 2 949.838 233.758
Cargo Hold No. 3 +8,350.000 +1,675.000
Cargo Hold No. 4 984.570 231.828
(A) 10,954.265 (B) 2,295.532

2295.532 x 35.315 x 1.016

G0G = = 9,358.08
42

KG1 = 6.789 + 0.365 + 0.092 = 7.246M

10,954.265 x 35.315 x 1.016

Actual Heeling Moment = = 9,358.08
42
Allowable Heeling Moment (See fig. 20) = 9,970.20
Judgement = Good
 **ALLOWABLE HEELING MOMENT**
VERTUAL VERTICAL CENTER OF GRAVITY (KG + GG0 + G0G1 = KG1)
(NOTE GG0 ****SURFACE CORRECTION)
KG1
DISPLT. 7.10 7.20 7.30 7.40 7.50 7.60 7.70 7.80

20500 10115 9662 9208 8755 8302 7848 7395 6941

21000 10362 9898 9433 8969 8504 8040 7575 7111

21500 10837 10837 9886 9411 8935 8460 7984 7509

FIG. NO. 20