Caribbean Maritime
University
Cargo Handling – Year 2 Deck
Deadweight
• The deadweight is the difference between the displacement and the mass of
empty vessel (lightweight) at any given draught. It is a measure of ship’s ability
to carry various items: cargo, stores, ballast water, provisions and crew, etc.
• SOLAS Convention defines deadweight as follows:
“Deadweight is the difference in tones between the displacement of a ship in
water of a specific gravity of 1.025 at the load waterline corresponding to the
assigned summer freeboard and the lightweight of the ship.”
• Note that deadweight thus defined is the maximum deadweight of the
ship.
Only in the case of heavy loads put at the bottom of the hold, greater
deadweight translates automatically into greater amount of cargo. Frequently, a
large part of the deadweight is used for water ballast necessary to
meet stability requirements.
Load lines
• “Load line is a special marking
positioned amidships which depicts the
draft of the vessel and the maximum
permitted limit in distinct types of
waters to which the ship can be
loaded.”
Load Line
• S – Summer :- It is the basic freeboard
line at the same level as the Plimsol
Line. Other load lines are marked based
on this Summer freeboard line.
• T – Tropical :- It is 1/48th of summer
draft marked above the Summer load
line.
• W – Winter :- It is 1/48th of summer
draft marked below the Summer load
line.
Load Line
• WNA – Winter North Atlantic :- It is
marked 50mm below the Winter load
line. It applies to voyages in North
Atlantic ( above 36 degrees of latitude)
during winter months.
• F – Fresh Water :- It is the summer fresh
water load line. The distance between S
and F is the Fresh Water Allowance
(FWA).
• TF – Tropical Fresh Water :- It is the
fresh water load line in Tropical. It is
marked above the T at an amount equal
to FWA.
Vessel General Length's
Vessel General Length's
• Forward Perpendicular: A
vertical line through the
intersection of the foreside
of the stem with the
waterline on which the
length is measured. For most
of the hydrostatic
calculations, the forward
perpendicular is used as the
forward reference of the
hull.
Vessel General Length's
• Aft Perpendicular:
Depending on the designer,
the aft perpendicular can be
the perpendicular drawn
through the aft side of the
rudder post or through the
center-line of the rudder
pintles. The aft
perpendicular is the aft
reference line for all
hydrostatic calculations.
Vessel General Length's
• Length between
Perpendiculars: The length
between the forward and aft
perpendiculars is the length
between perpendiculars.
The LBP is a very important
parameter in all stability
calculations, hence
calculation of the LBP at
various drafts becomes an
important step in carrying
out stability analyses.
Vessel General Length's
• Length Overall: The length
between the forward-most and
aft-most point of the ship’s hull
is its overall length. This length
plays a major role in designing
the docking and undocking plans
of the ship. In shipyards where
multiple building docks are
available, the overall length,
beam, and depth of the ship is a
deciding factor in choosing a
suitable building block for the
ship.
Block Coefficient
• Block Coefficient: Block coefficient is
the ratio of the ship’s underwater
volume to the volume of the imaginary
rectangle enclosing the underwater
portion of the hull. Since the length,
breadth, and height of this enclosing
rectangle would be the length between
perpendiculars, Maximum Beam, and
Draft of the ship, the block coefficient is
expressed as follows:
Calculating
Cargo • The draft of a vessel (spelt as draft in the
American system or draught in the British
Quantity by system) is a measure of the distance between the
Draft surface of the water which meets the hull of the
vessel, commonly termed as the waterline, and
the keel or baseline of the vessel, which is the
lowest member running in a longitudinal
direction that provides support and structure to
the shape of the hull.
Using the Draft to calculate
Cargo Quantity Cont.
Draft (or draught) Calculations is based on the Archimedes Principle, which states that
anything that freely floats will displace an amount, that is equal to its own weight, of the
liquid it is floating in. It is obvious that the quantity of water displaced will not only be
the weight of the cargo on board but also include:
• Vessel’s lightship weight;
• Ballast water;
• Fresh water;
• Bunker (fuel, diesel and lubricating oils);
• Bilge/sludge and other known liquids;
• Other known cargo(s);
• Vessel’s constant which generalize provisions, stores, crew, residual unknown weight
etc.
Using the
Draft to • Briefly, the weight of the ship is determined both
before and after loading/discharging and
calculate allowances made for all known deductibles. The
difference between these two weights, known as
Cargo net displacement , is the weight of the cargo
loaded or discharged.
Quantity
Cont.
Vessel’s condition
In order to prove accurate result of the draft calculations the
vessel must comply with the following:
• To be upright in case not possible, the list must not be more
than 0,5⁰;
• Minimum possible trim and in all cases, within the corrections
Draft covered in the ship’s tank sounding tables;
• Draft marks to be well visible, painted and its distance to the
Calculation forward or aft perpendicular should be known;
• Means of access in order to check draft from seaside to be
methodology available;
• The vessel must be provided with approved hydrostatic and
tanks sounding tables;
• Minimum ballast tanks to be slack;
• All sounding pipes to be unobstructed and capable of serving
their intended purpose;
Draft Calculation
methodology
Draft
The most essential part of each draft calculation is the correct observation of all the vessel’s drafts.
But as every experienced draft surveyor and Mate knows, the above is easy to be said and hard to be
accomplished due to following factors:
• Due to the height of the jetty the present draft could not be seen horizontally or in some cases could not be
seen at all.
• Draft marks are positioned under or near jetty’s fenders.
• Ripples or waves in the port basin due to passing vessel, insufficient break water protection etc.
• Insufficient illumination during the night;
• Draft marks missing or in poor condition;
• Vessel’s rolling or pitching;
• Change of draft due to strong current;
• Change in draft due to thermal expansion of the vessel’s hull due to the solar heat radiation;
Draft Calculation methodology
Calculating Cargo Quantity by Draft
• The draft (denoted by T), the length between the fore and aft
perpendicular, referred to as the length between both perpendiculars
(Lpp or Lbp), and the vessel’s breadth at the upper deck (B) are
commonly taken as the principal standard dimensions of a vessel.
These provide important results and conclusions about the
hydrostatic forces, as well as aiding in draft surveys.
Calculating Cargo Quantity by Draft
The Draft Survey procedures and calculation ascertained as the
following series :
1.Reading the draft mark of the ship, which consist of six (6) points of draft
marks, i.e.; Fore, Midship, and After at both sides of the ship,
2.Sampling and testing the sea water or dock water density at the place
where the vessel floats,
3.Determining of deductible weights by measuring and sounding of ballast
tanks, fuel oil, fresh water that existing onboard at the time of survey,
4.Using Hydrostatic Table provided onboard to calculation.
Calculating Cargo Quantity by Draft
• Commonly, all ship are designed with draft mark for working with
Draft Survey to determined their actual weight. The draft mark could
be find at six (6) points on the below places:
• Forward Port Side (FP),
• Forward Starboard Side (FS),
• Midship Port Side (MP),
• Midship Starboard Side (MS),
• Aftward Port Side (AP),
• Aftward Starboard Side (AS),
Draft Calculation Procedures
• Sampling and testing the sea water or dock water density
• Determining of deductible weights by measuring and
sounding
Draft Calculation Formula Step By Step
(Example)
• Name of Vessel : MV. OCEAN • Net Tonnage (NT) : 17,664 MT,
BALL, • Summer Draft (SD) : 12.163 M,
• Port of Registry (POR) : Panama, • Summer Deadweight (DWT) :
• Length Over All (LOA) : 182.00 52,998 MT,
M, • Light Ship (LS) : 7,780 MT,
• Length Between Perpendiculars Constant (CS) : 320 MT,
(LBP) : 179.00 M, • Fore Distance to Perpendicular
• Breath (B) : 32.20 M, (Fd) : 1.70 M,
• Depth (D) : 17.15 M, – Gross • After Distance to Perpendicular
Tonnage (GT) : 28,342 MT, (Ad) : 9.45 M.
Draft Calculation Formula Step By Step
(Example)
The inspector came onboard and made Draft calculation to determine
the quantity of cargo on arrival. During inspection, draft marks and
others data finds as the followings :
• Fore Draft Port (FP) : 10.79 M / Fore Draft Starboard (FS) : 10.81 M.
• Mid Draft Port (MP) : 10.90 M / Mid Draft Starboard (MS) : 11.03 M.
• Aft Draft Port (AP) : 11.16 M / Aft Draft Starboard (AF) : 11.19 M.
• Density of Sea Water Sample (Den) : 1.021.
• Ballast Water (BW) : 265.00 Cubic Meter at Density 1.025, – Fresh
Water (FW) : 183.00 MT.
• Fuel Oil (FO) : 612.00 MT, – Diesel Oil (DO) : 161.00 MT, – Lub Oil (LO)
: 29.00 MT.
Step 1- Raw Draft Calculation
Calculation is described as below
• Fore Mean (Fm) = (FP + FS) / 2
= (10.79 + 10.81) / 2
= 21.60 / 2
= 10.800 M.
• Mid Mean (Mm) = (MP + MS) / 2
= (10.90 + 11.03) / 2
= 21.93 / 2
= 10.965 M.
Step 1 Cont.- Raw Draft Calculation
• Aft Mean (Am) = (AP + AS) / 2
= (11.16 + 11.19) / 2
= 22.35 / 2
= 11.175 M.
• FM=10.8,
• MM=10.965
• AM= 11.7
Step 1 Cont.- Raw Draft Calculation
Apparent Trim (AT) = Am – Fm
= 11.175 – 10.800
= 0.375 M.
Length Between Mark (LBM) = LBP – (Fd + Ad)
= 179.00 – (1.70 + 9.45)
= 167.85 M
Step 2- Draft Correction to Distance to
Perpendicular.
Fore Correction (Fc) = (Fd x AT) / LBM
= (1.70 x 0.375) / 167.85
= 0.003798
= 0.004 M (rounded to 3 Decimals).
Mid Correction (Mc) = (Md x AT) / LBM
= (0.00 x 0.375) / 167.85
= 0.000 M (Not Available)
Aft Correction (Ac) = (Ad x AT) / LBM
= (9.45 x 0.375) / 167.85 = 0.021112
= 0.021 M (rounded to 3 Decimals).
Step 3 - True Draft and True Trim
Fore Draft Corrected (Fcd) = Fm + Fc
= 10.800 + (-0.004)
= 10.796 M
Mid Draft Corrected (Mcd) = Mm + Mc
= 10.965 + 0.000
= 10.965 M.
Step 3 Cont. - True Draft and True Trim
Aft Draft Corrected (Acd) = Am + Ac
= 11.175 + 0.021
= 11.196 M.
True Trim (TT) = Acm – Fcm
= 11.196 – 10.796
= 0.400 M.
Apparent = 0.375
Step 4 - Final Draft Calculation
Fore and Aft Mean (FAm) = (Fcd + Acd) / 2
= (10.796 + 11.196) / 2
= 21.992 /2
= 10.996 M.
Mean of Mean Draft (MM) = (Mcd + FAm / 2)
= (10.965 + 10.996) /2
= 21.961 / 2
= 10.9805 M.
Step 4 Cont. - Final Draft Calculation
Quarter Mean (MMM) = (MM + Mcd) /2
= (10.9805 + 10.965) /2
= 21.9455 /2
= 10.97275 M.
= 10.973 M.
Or MMM = {(Fcd x 1) + (Acd x 1) + (Mcd x 6)} / 8
= {(10.796 x 1) + (11.196 x 1) + (10.996 x 6)} / 8
= (10.796 + 11.196 + 65.790) / 8
= 87.782 / 8
= 10.97275 M
= 10.973 M.
Step 6 a – Hydrostatic Table
Extracting Displacement Refer to the Table,
• Disp at 10.970 M : 54,266.860 MT (DISP. FULL).
• Disp at 10.980 M : 54,321.070 MT (DISP. FULL).
• Disp at 10.973 M : 54,266.860 +[ {(10.973 – 10.970) /
(10.980 – 10.970)} x (54,321.070 – 54,266.860)]
= 54,266.860 {(0.003 /0.010) x 54.210}
= 54,266.86 + (0.3 x 54.210)
= 54,266.860 + 16.263 = 54,283.123 MT
Step 6 b – Hydrostatic Table
Extracting Ton Per Centimeter (TPC) Refer to the Table,
TPC at 10.970 M : 54.210 MT
TPC at 10.980 M : 54.220 MT
TPC at 10.973 M : 54.210 +[ {(10.973 – 10.970) / (10.980 – 10.970)} x (54.220 –
54.210)]
= 54.210 {(0.003 /0.010) x 0.010}
= 54.210 + (0.3 x 0.010)
= 54.210 + 0.003 = 54.213 MT.
Step 6 C – Hydrostatic Table
Extracting Longitudinal Centre Flotation (LCF) Refer to
the Table,
LCF at 10.970 M : 1.180 MT
LCF at 10.980 M : 1.190 MT
LCF at 10.973 M : 1.180 +[ {(10.973 – 10.970) / (10.980 – 10.970)} x
(1.190 – 1.180)]
= 1.180 {(0.003 /0.010) x 0.010} = 1.180 + (0.3 x 0.010)
= 1.180 + 0.003
= 1.183 M.
Step 6 D – Hydrostatic Table
Extracting Moment To Change Trim (MTC)Refer to the Table,
MTC = MTC 1 – MTC 2.
MTC 1 = MMM + 0.5
= 10.973 + 0.5 = 11.473M.
MTC 1 at 11.470 M : 709.910
MTC 1 at 11.480 M : 710.060
MTC 1 at 11.473 M : 709.910 +[ {(11.473 – 11.470) / (11.480 –
11.470)} x (710.060 – 709.910)]
= 709.910 {(0.003 / 0.010) x 0.150}
= 709.910 + (0.3 x 0.450)
= 709.610 + 0.045
= 709.955.
Step 6 D Cont – Hydrostatic Table
Extracting Moment To Change Trim (MTC)Refer to the Table,
MTC 2 = MMM – 0.5
= 10.973 – 0.5 = 10.473 M.
MTC 2 at 10.470 M : 686.460 (Below MTC on Table).
MTC 2 at 10.480 M : 686.770 (Below MTC on Table).
MTC 2 at 10.473 M : 686.460 +[ {(10.473 – 10.470) / (10.480 –
10.470)} x (686.770 – 686.460)]
= 686.460 {(0.003 /0.010) x 0.310}
= 686.460 + (0.3 x 0.310)
= 686.460 + 0.093
= 686.553.
So, MTC = MTC 1 – MTC 2 = 709.955 – 686.553 = 23.402
Step 7 a- Calculation of Final Displacement
From the above results, we collected the data as follows:
• Disp = 54,283.123 MT,
• True Trim (TT) = 0.400 M,
• LBP = 179.00 M,
• TPC = 54.213,
• LCF = 1.183,
• MCT = 23.402.
Step 7 b. - Calculation of Final Displacement
• First Trim Correction (FTc)
FTc = (TT x TPC x LCF x 100) / LBP
= (0.400 x 54.213 x 1.183 x 100) / 179.000
= 256.35916 / 179.00 = 14.331615
= 14.332 MT.
Second Trim Correction (STc)
STc = (TT x TT x MTC x 50) / LBP
= (0.400 x 0.400 x 23.402 x 50) / 179.000
= 185.536 / 179.00 = 1. 045899
= 1.046 MT.
Step 7 c. - Calculation of Final Displacement
Displacement Corrected to Trim (DispT)
DispT = Disp + (FTc + STc)
= 54,283.123 + (14.332 + 1.046)
= 54,283.123 + 15.378
= 54,298.501 MT.
Step 7 d. - Calculation of Final Displacement
Density Correction (Denc) <
Actual Density (ADen) = Sample Sea Water Density = 1.021
Denc = DispT x {(ADen – 1.025) / 1.025}
= 54,298.501 x {(1.021 – 1.025) / 1.025}
= 54,298.501 x (-0.004 / 1.025)
= 54,298.501 x (-0.0039024)
= -211.89947
= -211.899 MT.
Step 7 e - Calculation of Final Displacement
Displacement Corrected to Density (DispDenc)
DispDenc = DispT + Denc
= 54,298.501 + (-211.899)
= 54,086.602 MT.
Step 7 F - Calculation of Final Displacement
Displacement Corrected • Deductible Weight (Deduct)
to Density (DispDenc) A. BW = 265.00 x 1.025
DispDenc = DispT + Denc = 271. 625 MT,
FW = 183.000 MT,
= 54,298.501 + (-211.899)
= 54,086.602 MT. B. FO = 612.000 MT,
DO = 161.000 MT,
LO = 29.000 MT.
Total Deduct = 1,256.625 MT.
Displacement Minus to Deductible Weight = Net Displacement (NDisp)
NDisp = DispDenc – Deduct
= 54,086.602 – 1,256.625
= 52,829.977 MT.
Step 8 – Estimating the Final Cargo Loaded/
Discharge
• To estimated quantity cargo • Light Ship (LS) = 7,780.000 MT,
onboard, we need to know about • Constant (CS) = 320.000 MT.
Light Ship and Constant. Light Ship
and Constant data is provided on • EstCOB = NDisp – (LS + CS)
the Ship’s Loading Manual. For the • = 52,829.977 – (7,780.000 +
new ship, we could refer to 320.00)
the Constant on the Manual, but
for the old ship it Constant may • = 52,829.977 – 8,100.000
vary, please refer to the Chief • = 44,729.977 MT
Officer Constant Declaration
or Draft Survey Previous Port, or
we could calculate it in the final
survey after the Ship completing to
discharge her cargoes (empty
Ship).
