Example: The mean load draft of a vessel is 24’05” in SW, what should be her draft when

loading in dock water density of 1005?

New Draft = 1025
24.417’ 1005
1005 ND = 24.417’ x 1025
ND = 25027.08
1005
ND = 24.9026 or
ND = 24’10.83”

Example: The distance between FW and SW mark of a vessel is 7 inches, what allowance in
draft would be made when loading her in dock water density of 1005?

Solution: FW = 1000
7 X 5 25
X = 1005
SW = 1025

X 5
7 25
25X = 35
X = 35 = 1.4 inches
25 allowance

Example: The FW-SW distance is 5 inches. Density of dock water is 1005. Find the allowance in
draft.

Solution: FW = 1000 X = 20
DW = 1005 5 25
20
5 X 25 25X = 100
SW = 1025 X = 100 = 4” allowance
25

Example: The maximum FW draft of a ship is 18’06.5’’ and the maximum SW draft is 17’11.3”.
Find the maximum draft of the vessel when loading in water density 1008.

FW 18’06.5” = 1000 X = 8
7.2 8 7.2 25
X = 1008 25 25X = 57. 6
SW 17’11.3” = 1025 X = 57.6 = 2.3”
25
Draft in FW 18’06.5”
Allowance - 2.3”
Maximum draft 18’04.2”
Example: The distance of FW and SW marks of a ship is 6 inches. The density of water in port is
1010. Find the allowance in draft to be made and also maximum draft to which the vessel can be
loaded if her mark is 20’90”.

FW = 1000
DW = 1010 15
6 X 25
SW = 1025

X = 15 SW mark = 20’09.0”
6 25 Draft allow. = - 03.6”
25X = 90
X = 90 = 3.6” Maximum draft = 21’00.6”
25

4. Another formula may be used for all types of ships:

Immersion = Dxd inches, where D – displacement in sea water up the center

T x 1000 of the disc

T – Tons per inch immersion in SW

D – difference between densities of SW and
the water at the place of loading

Example: A given vessel, totanl load displacement 13, 007 tons, TPI 47.1 tons; is loading in dock
water of density 1005. Required how much may her SW mark be immersed.

Immersion = 13,007 x 20 = 5.4 inches

47.1 x 1000

LOAD LINES

1. What regulation govern the assignment of loadlines?

Ans. - The laws and regulation set forth by the Merchant Shipping Act 1932 (Safety and
Load line Convention ). The location of the disc is determined by the rules of the
Classification Societies which the length, breadth, depth, structural length and
design, extent of super structure, shear, and round of beam of the particular ship as
compared with those of a standard vessel to which a definite summer freeboard has
been allotted. The necessary correction to the freeboard given the standard ship are
made according to the degree of departure in detail that exist in the vessel in
question, and this value is the summer freeboard assigned to the particular
ship.
2. Details of Marking: The disc, lines and letters are to be painted in white or yellow on a dark
ground or in black on a light ground. They are carefully cut or center punched on the sides of
iron steel ships, on wooden ships to be cut into the planking at about 1/8”. All lines are 1” in
breadth and the top edge of the respective lines limits the ship’s immersion in different
circumstances and different seaons
3. Figure showing relative positions and the length of the lines.

4. Definitions:

Actual Freeboard – is the distance between the upper edge of the deck line and the waterline.

Statutory Freeboard – is the distance between the upper edge of the deck line and the upper
edges of the respective load lines.

Summer Load Line – is indicated by the upper edge of the line which passes through the center
of the disc and also by a line marked S. Its position is deduced from the Load Line tables for any
particular ship.

The Winter Load Line – is indicated by the upper edge of a line marked W. It is ¼ inch per foot
of summer draft lower than S.

Winter North Atlantic Load Line – is indicated by the upper edge of a line marked WNA and is 2
inches lower than W. It applies to vessels less than 330 feet in length trading across the North
Atlantic north of Latitude 36°N.
The Tropical Load Line – is indicated by the upper edge of a line marked T. It is ¼ inch per foot
of summer draft higher than S.
STABILITY PROBLEMS

1. Inclining Experiment: This is performed to find the ship’s light GM and hence her light KG.
It consist of shifting weights transversely across the deck of the ship when the later is free to
heel. The angle of heel is measured by the shift of a plumb bob along a batten.

Problem: A ship with displacement of 650 tons in an inclining experiment had a weight of 3 tons
moved 15 feet across the deck and the plumb line 14 feet long was deflected 1’03”. Find the
angle of heel and GM.

Cot Ɵ = 14
1.25
Log 14 1.14613
Log 1.25 0.09691
Log Cot Ɵ = 1.04922
Heel Ɵ = 5 06’08”

GG1 = d x wT GG1 – the transverse shift of G

W W – is the ship’s displacement
GG1 = 15 x 3 = 45 d – the distance which weight was moved
650 650 wT – the weight
Log 45 1.65321
Log 650 2.81291 Cot Ɵ = GM ; GM = GG1 x Cot T
Log GG1 8.84030 GG1
GG1 = 0.069231 Log GG1 8.84030
Log Cot Ɵ 1.04922
Log GM 9.88592 - 10
GM 0.77538 feet

2. Finding KG after loading:

Example: A vessel of 2850 tons light displacement with KG 19.0 feet loaded 950 tons KG 4.0
feet, 1800 tons KG 18.5 and 900 tons KG 23.5 feet. Find the new KG.

W KG Moments
2850 x 19.0 = 54,150 New KG = Total Moments
950 4.0 3,800 Total Weights
1800 18.5 33,300 New KG = 112,400
900 23.5 21,150 6,500
Total Weight = 6500 Total Moments = 112,400 New KG = 17.29 feet
QUESTIONS AND ANSWERS IN CARGO STOWAGE

1. What necessary precautions should be done when receiving cargo?

When about to take in any cargo, if you have not been with similar cargo before, you should
ascertain as much as you can as to its nature to note particularly the order and condition of cargo
when first received, and not to give a clean receipt for it unless its condition warrants it,
otherwise the ship may be held responsible for loss or damage which it may have received prior
to being shipped.

2. If you were stationed in the hold to look after the interests of the ship during the loading of a
general cargo, what would you consider it your duty to do?
I would inspect the cases or packages as they came aboard and if any appeared to be damaged,
notify the Chief Officer at once before he gives a receipt for it. I would see that any directions
printed on any package were observed whilst being stowed, such as “This side to be stowed
uppermost” or “Stow away from boilers”, or that hooks were not to be used for bale goods, etc. I
would particularly guard against broaching or stealing of any cargo, and see that all was properly
stowed and blocked off securely. Should not stow liquids above solids if it is possible to avoid
doing so.

3. What would you look out for in the hold whilst discharging?
As before, I would prevent any broaching, and see that no cargo was damaged by rough or
improper handling. If any cargo appeared to be damaged I would call attention to it before
disturbing it, so that if necessary, it may be surveyed.

4. What special precautions would you take if you were going to load grain in bags for a long
passage?
I would line the holds out with boards, and cover them with old sails, burlap, bagging, or
mats. I would also cover up all bare iron likely to come contact with the cargo, such as
stancheons, masts, etc. No shifting boards are required but I would see that the bags were in good
condition, well filled with grain and securely closed.

5. In loading a mixed cargo, how should it be generally distributed in the hold?

The heaviest portions of the cargo amidships in the main hold; liquids if any, in the ends at the
bottom; bales, cases, etc., the ‘tween decks or upper part of lower hold.

6. What is meant by a homogeneous cargo?

A cargo which is all of one kind, such as complete cargo of grain, coal, etc.

7. Where and how would you stow wines and spirits?

Where they are least likely to be pilfered by crew or cargo workers. I should see that cases
were all well blocked up, and that casks were carefully stowed bung up and bilge free, and well
quoined and secured.
8. How would you stow cases of glass, slabs of marble or grindstones?
On their edges; as they would then be less likely to get broken. Large cases of plate glass are
best stowed athwathships.

9. What precautions must be observed when taking in gunpowder?

A magazine must previously be constructed in a suitable place in the ‘tween decks, and, when
receiving on board, all fires must be put out until it is stowed and secured. Any electric wiring
passing through the compartment must be disconnected. The flag B must be hoisted.

10. Where must dangerous liquids be stowed?

In the most suitable place on deck, as in case of leakage it may be necessary to jettison all or
part of it. It should be well secured and covered with tarpaulins or canvas.

11. What precautions must be observed at sea when carrying coal cargoes?
To keep the surface well ventilated by taking off some of the hatches when the weather
permits, and keeping ventilators open. Also, the temperature in different parts of the hold should
be tested daily, and entered in the log; if if exceeds 77°F, there is risk of the coal being on fire.

12. You have nearly finished loading. Your ship has a list. How can you tell whether she is down
to her marks or not?
Drop a plumb bob over each side of the ship and measure the distance between the upper
edge of the deck line and the surface of the water. Find the mean of these two measurements
which will be your freeboard at the time. Compare this with the freeboard certificate.

13. What arrangement or disposition of the cargo has a tendency to make a vessel “stiff”, and
also to make a vessel “tender”?
Stowing all the heaviest weights in the bottom, and keeping as much cargo as possible in the
lower hold, will have the effect of making the vessel “stiff”. By raising the weights, and putting
more cargo in the ‘tween decks, she will be made more “tender”.

14. What will be the result (i) if heavy weights are stowed at the ends of the vessel; (ii) if the
heavy weights are concentrated towards the middle?
In the first case the ship will be liable to pitch heavily, and ship heavy seas at the bow or
stern; she will also be subjected to severe straining in a seaway. In the second case, the bow and
stern will rise more easily to the force of the sea.
 PROBLEMS IN CARGO STOWAGE

1. Eggs and butter are to be stowed in a cold storage chamber measuring 15 ft by 20 ft by 25 ft.,
the eggs in crates stowing 100 cu.ft. per ton and the kegs of butter at 60 cu.ft. per ton. If the
combine weight of the eggs and butter is 90 tons, required the maximum quantity of each that
can be put into the chamber.

Solution: It involves simultaneous equations

15’ x 20’ x 25’ = 7,500 cu. ft.

Let E the number of tons of eggs
Let B the number of tons of butter

Equation: (1) E - B = 90 tons Substitute:

(2) 100E - 60B = 7,500 52.5 - B = 90 tons
B = 90 – 52.5
Multiply equation: B = 37.5 tons or
(1) by 60: 60E - 60B = 5,400

Subtract: 40E = 2,100

E = 2,100

40
Eggs = 52.2

2. If 5,000 cases of 2 ft. c 2 ft. x 1 ft. are discharged at an intermediate port, 5 percent of their
volume having been allowed for broken stowage, find how many tons of bag sugar, stowage
factor 50 cu.ft. will fill the space.

2’ x 2’ x 1’ = 4 cu.ft. x 5,000 = 20,000 cu.ft.

20,000 x 0.05 = 1,000 cu. ft.
20,000 + 1000 = 21,000 cu.ft.
21,000 = 420 tons
50

3. The maximum deadweight capacity of a vessel in terms of cargo is 1400 tons. The holds have
the following cubic measurements. No. 1 = 10,000 No. 2 = 26,000 No.3 = 24,000. The vessel is
to be loaded down to her marks with cement stowage factor 36 and hemp bales stowing at 100
cu.ft. per ton. Find the quantity of each to be loaded in each hold.

Let X the weight of cement No.1 10,000

Y weight of hemp No.2 26,000
X – Y = 1,400 No.3 24,000
Y = 1,400 – X
Total = 60,000 cu.ft.