Beruflich Dokumente
Kultur Dokumente
Instructional
MANUAL
CONTENTS
Chapter Page
1 Introduction 1
3 Draft Survey 30
4 Cargo Deadweight 50
6 Grain Loading 73
Appendix 94
CHAPTER 1
INTRODUCTION
PURPOSE
1.1 This Handbook is intended to assist Deck Officers with their loading calculations.
Practical solutions are emphasised, and the most common questions about ship
1.2 More detailed knowledge may be obtained from published tomes on the subject
DESCRIPTION
1.3 Chapter One, Introduction - describes the purpose of the Handbook. There is a
1.4 Chapter Two, Ship Draft, Trim and Stability Notes -defines and discusses points
and practices which have a practical effect on safe and economic ship loading.
1.5 Chapter Three, Draft Survey - describes in detail, complete with worked
1.6 Chapter Four, Cargo Deadweight - summarises the main considerations when
1.7 Chapter Five, Trim and stability - summarises the main considerations when
performing trim and stability calculations. Each step in the procedures is then
1.8 Chapter Six, Grain Loading - summarises the IMCO and SOLAS requirements for
loading grain. Each step in the procedure is then described in detail, complete with
worked examples.
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 required when
there is timber deck cargo, but is applicable for any vessel or cargo. The
calculations to convert rolling period into GM are then described in detail, complete
material covered in this Handbook. All questions are worked out in detail.
1.11 The following abbreviations are commonly used through- out the text:
AP After Perpendiculars
DISP Displacement
DWT Deadweight
FP Forward Perpendiculars
GM Metacentric height
QM Quarter Mean
S Starboard
FORMULAS
correction
-4-
FUEL OIL_________________ MT
DIESEL OIL ____________ MT
LUBE OIL ____________MT
FRESH WATER ____________MT
DRINK WATER ____________MT
BOILER WATER ___________MT
BALLAST WATER _________MT
-5-
SLUDGE __________________MT
STORES,etc _______________MT
CONSTANT _______________MT
TOTAL weight deductions
= CARGO LOADED
Hogging = MID MEAN - FWD & AFT MEAN [ Peregib ] , See Pg.23
Sagging = MID MEAN - FWD & AFT MEAN [ Progib ] , See Pg.23
LCG(FP) = LBP + MG
2
Distance = 2 x MTC
TPC
GM = TKM - New KG
G1M = GM - GG1
Rolling Period : ( Imperial ) ( Metric )
Where:
L = Length of tank
B = Breadth of tank
( IMPERIAL ) ( METRIC )
GM = 0,1936 x B² GM = 0,6532 x B²
T² T²
Where :
GG1 = w x dKG
DISP
Where:
DISP = W +/ - w
W = Original Displacement
GM = W x D x cot.0°
DISP
Where:
W = Weight
HHM = ___VHM___
SF( cargo)
G0 G1 = VHM
DISP x SF
NECESSARY MATERIALS
1.13 Work Forms are recommended to ease the work of calculations. Several forms are
included as part of the examples in this Handbook. These may be used as is, or
These items are all supplied by the shipbuilder to the ship and should be studied
with care.
1.15 Certified hydrometer and water sampler (water thief). These are used to measure
the specific gravity (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.
-9-
1.16 A sounding tape for measuring tank contents, and a standard tape for measuring
1.17 A good calculator will speed up calculations. Any of the better scientific calculators
Figure 2
Page 13 is skipped
- 14 -
CHAPTER TWO
SHIP DRAFT, TRIM AND STABILITY NOTES
CONSTANT
2.3 The constant also increases with age. Corrosion and the
Most vessels are now much larger, so the estimate will have to
accurate data.
constant calculations.
measure Fwd. Aft, and Amidships Sg’s, and use the average
required.
is floating.
gravity.
The Bernoulli effect can be demonstrated 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 velocity on the inner face of the card causes a local drop in pressure relative
to the outer face of the card; thus keeping it firmly pressed on the end of the reel.
Bernoulli’s equation, which governs this effect, is P + p V²/2 + pgh = constant,
where
P + p V²/2 + pgh = constant, where
P - is pressure,
p - the water density,
v - Is the velocity, and
h - the depth of water.
Clearly as v increases, at a given water depth, P must decrease for the equation
to remain constant.
Displacement (DISP).
SHIP STRUCTURE
bulkheads.
stem.
length.
fuller aft.
( Page 22 is skipped.)
- 23 -
Figure 7
- 24 -
LONDITUDIONAL CENTRE OF GRAVITY
METRIC MEASURE
- 25 -
practical calculations.
TRIM
2.23.3 When LCG and LCE are the same, the ship is on an
“even keel”.
seaway.
2.27 There are times when a ship is put on even keel because
BALLAST TANKS
2.28 All ships, except tankers, are built with double bottoms
Also check the tank top seams and the manhole covers.
CHAPTER THREE
DRAFT SURVEY
SURVEY PROCEDURE
3.2 The Forward (Fwd), Aft (Aft), and Midships (Mid) drafts
are read at both Port (P) and Starboard (S) marks. The P
3.3 The Aft draft is subtracted from the Fwd draft, and the
3.5 If the marks are not on the perpendiculars, the vessel usually
The Sign of A.P. / F.P. Corrections depending on Signs of two factors: Trim and
Location of Distance between FWD / AFT perpendiclar to FWD / AFT Draft mark.
Actually it appear atomatically when you insert in fomula all parametrs with their
own algebraical sign . Trim by STEN ( + ) ; Tim by HEAD ( - ).
Location of FWD /AFT perpendiculars FORWARD of FWD / AFT Draft mark ( - ) ;
Location of FWD / AFT Perpendiculas AFT of FWD / AFT Draft mark ( + ) .
Strictly say nesessary check all Signs in Ship’s Stability Manual to avoid any mistakes.
(7.10) - represents the distance from the AFT Draft mark to the
AFT Perpendicular.
(-1.21) - represents the distance from the FWD Draft mark to the
FWD Perpendicular.
drafts read.
draft values
3.10 First calculate the Fwd/Aft Mean Draft. Add Fwd to Aft,
result by two:
= 5.017 - 2.377
DRAFT CORRECTION
Corrections for the Fwd and Aft Drafts (Fwd corr. and Aft
values are different for each ship, and are found in the
EXAMPLE:
Note: This value used in the Trim correction Formulas to adjust the
displacement.
EXAMPLE:
QM = 3.663 M
+ -1.21m
Note: The Sign of A.P./F.P. Correstions depending on Signs of two factors: Trim and Distance between F/A perpendiclar to F/A Draft mark.
Actually it appear atomatically when you insert in fomla all parametrs with their own algebraical signs.
Trim by STEN ( + ) ; Tim by HEAD ( - ). Location of F/A perpendiculars FORWARD of F/A Draft mark ( - ) ; Location of F/A
Perpendiculas AFT of F/A Draft mark ( + ) . Strictly say nesessary check all Signs in Ship’s Stability Manual to avoid any mistakes.
- 37 -
3.14 Interpolation
Calculate the Displacement Correction ( DISP. Corr.)
QM.
metres.
Tables.
EXAMPLE:
TRIM CORRECTION
and the trim condition. (It's mean sign of LCF and TRIM )
found.
Hydrostatic book.
EXAMPLE:
MTC diff.:
MTC diff= ( a) — ( b)
a) QM = 3.675
+ 0.50
4.175 MTC = 169.4
b) QM = 3.675
— 0.50
3.175 MTC =160.7
(a) = 169.4
(b) = - 160.7
MTC diff = 8.7
must be calculated.
1.025 or less.
more.
EXAMPLE:
VESSEL’S CONSTANT
of an unladen vessel.
is being sounded.
- 46 -
3.29 WEIGHTS
CONSTANT 200.42 MT
= TOTAL WEIGHT 3145.32 MT
FINAL SURVEY
Lightship Weight.
CHAPTER FOUR
CARGO DEADWEIGHT
GENERAL
EXAMPLE:
Displacement = - 21654.000 MT
CONSUMABLE CONSUMPTION
Available.
-52-
EXAMPLE:
SEASONAL ZONES
EXAMPLE:
Difference = 682.00 MT
-53-
EXAMPLE:
= 19183.82
1.81
= 1598.795 MT
4.12 The keel is stronger than the deck because of the greater
weight of metal used in construction. The deck is further
weakened by necessary openings, such as cargo hatches.
These openings are reinforced, but, since they are the
weakest points in the ship’s structure, careful inspection
is required.
4.13.2 If Mid Mean is greater than Fwd and Aft Mean, the
ship is Sagging.
4.13.3 If the Mid Mean equals Fwd Mean equals Aft Mean,
the ship is on an even keel.
NOTE: Ship’s decks are stronger in tension than in com-
therefore, a small amount of Hogging is preferred to
Sagging.
-55-
4.14 Most modern ships have their machinery and superstructure
Aft. This produces a large trim By the Stern. And a
Hogging moment, in the light condition.
EXAMPLE:
TOTAL = 16000.00 MT
NOTE: If the ship has Twin Deck Holds, solve for each cargo
space as demonstrated.
EXAMPLE:
TOTAL = 16000.00 MT
CHAPTER FIVE
TRIM AND STABILITY
GENERAL
TRIM CALCULATION
5.8 The LCG method is the most accurate for calculating the
trim of a ship, because all the major forces acting on the
ship, including buoyancy, are considered.
5.13 The Trim Lever is equal to the LCG(FP) minus the LCB(FP).
Constant = 196.10 MT
DRAFT = 3.53265 M
DISP. = 8035.5 MT
LCB = 3.01 M
MTC = 182.1 MT
Trim = 1.773 M = 177.3 cm
= 177.3 x 182.1
8035.5
= 4.02 M
Aft of LCB(FP).
- 62 -
= 554529.85 — 536968.25
= 17561.60
196.10
= 89.55 M
CHANGE OF DRAFT
NOTE: TPC here is the final TPC. That is, the TPC for the
final loaded condition.
Distance = 2 x MTC
TPC
GM = TKM – New KG
GM = GM - GG1
B = Breadth of Tank
EXAMPLE: (Figure )
DISP = 22129.6 MT
KG = 8.277 M
TKM = 9.240 M
L = 25 M
B = l0 M
Sg = 1.024 , GM = TKM - KG = 0.963
= 0.096 M
KG = 8.277 M
New KG = 8.373 M
TKM = 9.240 M
New GM = 0.867 M
KG = 8.277 M
New KC = 8.301 M
TKM = 9.240 M
New GM = 0.939 M
See Pg. 71
= 1483410.13(Total Moments)
22129.60 T
= 67.03 M
= 66.58 M
= 0.45 x 22129.6 = 41 cm
241.8
= 20.5 cm or 0.205 M
Manuals.
= 7771.8 = 0.351 M
22129.6
= 23 seconds
- 72 -
5.33.1 Check Fwd and Aft Drafts upon arrival and solve
for corrected trim.
CHAPTER SIX
GRAIN LOADING
GENERAL
S.2 The IMO and SOLAS requirements for loading grain are:
6.6 VHM, VVM and allowable HVM are found in the Grain
Loading Plan. The actual HVM is calculated and
compared with the allowable HVM. If the actual HVM is
greater than the allowable HVM a new stowage
distribution with less heeling moment must be
planned.
42 = 42 = 1.1706 M³
= 35.314 x 1.016 35.879024
TOTAL = 17437.63 MT
HOLD #1 = 3396.9844 MT
HOLD #2 = 4803.7585 MT
HOLD #4 = 4406.424 MT
TOTAL = - 12607.166 MT
DISP = 21300.10 MT
Horizontal Vertical
Moments Moments
JUDGEMENT GOOD !
- 85 -
Department of Transport
Canadian Coast Guard
Ship Safety Branch
CALCULATION OF STABILITY
IN ACCORDANCE WITH
Captain:
If your vessel is a tanker, all tanks except two (two wing tanks
or two centres) must be trimmed full or you will be required to meet
the conditions described in TYPE I above (5° ANGLE OF HEEL)
OTHER CONDITIONS
CHAPTER SEVEN
ROLLING PERIOD TEST FOR GM
GENERAL
cargo.
7.8 For the rolling period test to give good results, the
following conditions must be met :
7.10 Lift the weights on one side of the ship. When the ship
has been steadied in the listed position drop the
weights onto the dock or into the water. Ensure the
cargo runners are slack, so they offer no resistance.
or
( IMPERIAL) ( METRIC)
T = 0.44 B T = 0.797 B
Sq. Rt GM Sq. Rt GM
Therefore:
GM = 0.1936 x B² = 0.6352 x B²
T² T²
B = Breadth of Ship
GG1 = w x dKG
DISP +/- w
(1) Find the New Gm if 200 MT is loaded 9.5 M above the KG.
above KG.
SIMPLIFIED GM MEASURMENTS
7.14 The weight (W), the distance of the weight from the
centre line of the ship (D), and the angle of list (0°)
are measured. The DISPL divides the product of the
weight (w) and the distance (D). The result is then
multiplied by the Cotangent of the Angle of List (cot
0°):
- 92 -
GM = W x D x cot 0°
DISP
FXAMPLE:
DISP = 8000 MT
GM = W x D x cot 0°
DISP
GM = 40 x 15 x cot 5° =
8000
BIBLIOGRAPHY