Deriving ship condition

An accurate calculation of stability of the vessel is obtained when all the weights of each
compartment within the vessel are known. The relative density of the liquid in the tank should be
known to determine the actual weight inside, such as fuel oil, diesel oil and ballast water.

Weight = Volume of Liquid x Density of Liquid

Following are the procedures in deriving ship’s condition of stability using the Trim and Stability
calculation sheet – “Ship Condition no. 1 MV “Philship I”, page 92.

1. Enter weights
Enter all the weights in column ‘WEIGHT’ for each loaded spaces within the ship
including the lightship and constant. Sum-up all weights in tanks, cargo holds, the
lightship and constant of the ship that result equal to its displacement.
Example for holds: No. 1 Hold = 7934 mt
No. 2 Hold = 8670 mt
No. 3 Hold = 8691 mt
No. 4 Hold = 8201 mt
No. 5 Hold = 8690 mt
No. 6 Hold = 8687 mt
No. 7 Hold = 7790 mt
2. Multiply ‘Weight’ by ‘KG’
Multiply each item in column ‘Weight’ by corresponding ‘KG’ and enter the product in
column ‘Vertical Moment’.
VERTICAL MOMENT = WEIGHT X KG
Ex. No.1 Cargo hold:
Vertical Moment = 7934 x 11.19 = 88781.5 t-m
KG value is the vertical distance of center of gravity of each weight above the keel line.
This can be obtained from the capacity curves or capacity table of each tank. Usually,
KG value corresponds to the volume occupies by the weight depending on the stowage
factor or density of the weight. However, for safety margin consideration, maximum KG
value is use in manual calculation. In some loading manual, KG is also named V.C.G.
(Vertical Center of Gravity),
3. Multiply each item in column ‘WEIGHT’ by ‘LCG’ and enter the product in column
“LONGITUDINAL MOMENT”.
Multiply each ‘Weight’ by LCG to obtain the Longitudinal Moment. Weights forward of
amidship are negative moment while weights abaft of amidship are positive.
Longitudinal moment = weight x LCG
 Ex. No.1 Cargo hold:
Longitudinal Moment = 794 x (-81.32) = (-) 645192.9 t-m
a. LCG is the horizontal distance between the Amidship perpendicular and the center of
gravity of each item. In some loading manuals, sometimes this is also named ‘LCG’
(Longitudinal Center of Gravity.
b. POSITIVE when the weight is abaft Amidship
c. Negative when the weight is forward of Amidship

Ships built in Europe, where the reference point is from Aft Perpendicular, calculation
method is made differently. All weights are multiplied by distance from AFT
Perpendiculars. Weights loaded are positive moment and weights discharged are
negative moments.

4. Enter the free surface moment of slack liquid tanks in column ‘Free Surface
Moment’.
Obtain the maximum free surface moment of each liquid tank from the capacity table
and enter in the column ‘F.S Moment’.
Free surface Moment = Moment of Inertia (m4) x Density of liquid in tank
Example:
No.2 F.O.T ©: Free (m4) is given in capacity table, free surface moment can be obtained
using above formulae. It is suggested to obtain the maximum free surface value to allow
for safety margin. A completely filled or empty tank has no free surface effect.
5. Sum up the product in column, WEIGHT, LONGITIDUNAL MOMENT, VERTICAL
MOMENT AND FREE SURFACE MOMENT.
Add up the repective totals of moments including that of Lightship and Constant of the
vessel. Total longitudinal moment is the algebraic sum of positive and negative
moments. Refers page 87 for sample data.

a. Sum of all Vertical moments is 777,549.5 t-m

b. Sum of all Longitudinal moment is -228,640.4 t-m
c. Sum of all Free Surface Moment is 23,071 t-m
6. Calculate for the Final KG Final Mid G and Free Surface Correction (GCo)
Calculate find values of KG, LCG and FSC and enter in respective spaces.
6.1 Final KG = TOTAL VERTICAL MOMENT
DISPLACEMENT
= 777,549.5 = 11.039 m
70,434
6.2 Final LCG = TOTAL LONGITIDUNAL MOMENT
DISPLACEMENT
= -228,640.4 = (-) 3.246 m
70,434
6.3 Final FSC = TOTAL FREE SURFACE MOMENT
DISPLACEMENT
= 23,071 = 0.328 m
70,434
 7. Obtain the corresponding hydrostatic particulars from the ‘HYDROSTATIC TABLE’
of displacement acquired.
Obtain the corresponding hydrostatic data from loading manual.
Displacement at nearest less in table = 70,434.00 t
Tabulated Draft = 11.580 m Disp. 70,343.84 t TPC = 65.65 t
(90.16/65.65)/100 = 0.014 m Inc. = 90.16 t
Equivalent Draft = 11.594 m

TPC = 65.66 t
MCTC = 1004.82 t-m
LCF = 1.89 m
LCB = -4.236 m
TKM = 13.33 m
8. Calculate the Metacentric height (GM)
Find the transverse stability information GoM and KGo. Refer to below suggestions on
good GoM for type of ships.
a. GM (solid) = TKM – KG = 13.33 – 11.039 = 2.291 m
b. GoM (fluid) = GM – GGo = 2.291 – 0.328 = 1.963 m
c. KGo = KG + GGo = 11.039 + 0.328 = 11.367 m
A good metacentric height:
a. For a freight vessel should be close o 5 percent of the beam;
b. For tankers, somewhat higher up to 8 percent of the beam;
c. For a passenger vessels operate with GMs as low as 2 percent of the beam.
9. Calculate for the TRIM of the vessel
When solving for the trim, first it is necessary to find the horizontal distance between
center of Gravity ‘G’ and the center of buoyancy ‘B’. When ‘B’ is forward of ‘G’, the ship
is trimmed by the stern and contrary is trimmed by the head. However, when both center
of ‘B’ and center of ‘G’ coincide in on vertical line, BG is zero, therefore trim is zero or
even keel. For finding the BG. See below formula.
a) Solve for BG

BG = (LCG) – (LCB)

Example: BG = (-3.426) – (-4.236) = 0.99 m

TIPS: Always change the sign of LCB. Same names are added and different names are
subtracted and take the name of the greater number.

If BG is POSITIVE, the vessel is trimmed by the stern, and if BG is NEGATIVE, the vessel is
trimmed by the head. When BG is zero, the vessel is on Even Keel.

b) Solve for TRIM

TRIM = DISPLACEMENT x BG . . . in meters

MCTC x 100

Example : TRIM = 70,434 x 0.99 = 0.694 m

1004.82 x 100
10. Calculate for Drafts Fore and Aft

Calculate draft fore and aft using formula below:

a. Draft FWD = Equivalent Draft – [(1/2LBP – LCF) x Trim]

LBP

Draft FWD = 11.594 – [(110 + 1.894) x 0.694]

220

= 11.594 – 0.353 = 11.241 m

11. Calculate for the rolling period

Rolling period of a ship determines the distance of GoM or GM Fluid. A short rolling period
would mean a big GM and a long rolling period is smaller GM.

ROLLING PERIOD (in sec) = 0.797(B)

GoM

Where: ‘B’ is the beam in meters

Rolling period = 0.797 x (3.26) = 18.3 sec.

1.964

A good chance to determine the actual GoM of a ship is during sea passage wehre ship rolls up
to maximum 15 to port and starboard. Take a stop watch, when ship rolls to one side at her
deepest, when she momentarily stops before moving back, press the start button of stop watch.
The ship will roll on the opposite side and returns back to that side. When she reaches the same
side at her deepest, click stop. That should give a full one complete roll of the ship. Repeat
same procedures, three times and take the average roll. Then calculate the actual GoM of the
ship by simple formula:

GoM = 0.797 x breadth 2

Rolling Period

12. Propeller Immersion

Find the propeller immersion as provided in the loading manual. Allowable minimum propeller
immersion is 50% observe in practice. The propeller needs to submerge enough to allow good
and effective maneuverability, in new models of loading program installed on board this time,
provide alert when the propeller immersion becomes less than 50% immersion

I/D = (DA – a) x 100 (%)

Where: D = Propeller diameter (6.550 m)

A = height from bottom of keel to shaft center heigh (4.120 m).

DA = Draft at Aft Perpendicular

Example: MV “Philship I’ draw draft forward 11.20m and draft Aft 11.50m in saltwater.
Find the Propeller Immersion.

Propeller Immersion = (11.50 – 4.12) x 100 % = 112.7 % Propeller Immersion

6.550
Options to achieve a desired trim

Initial cargo distribution, the total cargo quantity is distributed basis hold capacity ratio against
the total hold capacity. Desired trim of the vessel cannot always achieved at the initial cargo
distribution hold-wise.

In order to achieve the desired trim on completion of loading, weights movement is often
necessary between holds. Following are possible options to bring the vessel to a desired trim.

a. Shifting of weight between two longitudinal compartments forward and aft having same
grade or content. This is the most preferred option because there is no weight to remove or
add but only re-distribution of weight already on board. The two farthest distant
compartments is recommended because the weight involve will be less than two near
compartments where weight to shift will be more.
b. Second option is loading of weight on the far end compartment towards the desired change
of trim is suggested in this option. Least weight is added in compartment farthest from the
center of flotation in order to achieve a desired change of trim. While more weight is need in
compartment nearer the center of flotation to achieve the desired change of trim. This
option is only possible when vessel’s draft allows.
c. Last option is discharging weight from far end compartment opposite the desired cange of
trim. Least weight is discharge from farthest compartment while more weight from
compartment near the center of flotation. This is the last option done when both two earlier
options are not possible to do. It involves reduction of cargo loadable weight which is
unlikely favors the commercial point of view.

Shifting wight to achieve a desired trim

In most cases, the trim obtained from the initial cargo distribution in holds according to
proportion of hold capacity is not always achieved as desired. When the trim obtain from initial
distribution of cargo do not conform with desired trim, redistribution by shifting cargo weight from
one hold to another can be done to achieve the desired trim. The required change of trim to
achieve can be obtained by shifting weight between two fore and aft holds or compartment.
Shifting weight forward trims the ship by the head and shifting backward trims by the stern we
are aware that formula for change of trim as follows:

Change of trim = weight x distance . . . in cm

MCTC

Where: weight to be shifted

Distance from original position to the new position the weight is to be

shifted

MCTC is the moment to change trim by 1 cm at that particular mean draft

In case where one time shifting of weight cannot be achieved due to other restrictions such as
over capacity or stress limits, a second shifting of additional weight to other compartment would
likely solves the problem. To obtain how much weight to be shifted in order to achieve a desired
trim is calculated as follows:

Weight = Change of trim (in cm) x MCTC

Distance bet. Compartments

Exercise 16 – Finding weight to shift to achieve a desired trim

MV “Philship I” is planning full summer draft homogenous loading of coal cargo. At initial
distribution of cargo, the resulting trim is 50 cm by the stern. It is intended to complete loading at
30 cm by the stern where holds are not completely filled in holds no.1 and no.7. Cargo officer
intend to shift some amount of cargo distribution from no.7 to no.1 holds to bring the trim down
to 30 cm. Calculate how much weight to be shifted.

Solution:

1. Find the true mean draft (TMD)

True mean draft at full summer draft = 14.124 m

2. Obtain the hydrostatic particular at full summer draft 14.124 m

Obtain the hydrostatic particulars, MCTC at true mean draft 14.124 m. when vessel is
floating at water density other than seawater, correct the MCTC corresponding to the
density of water.
MCTC at 14.124 m = 1066.9 t-m
3. Find the distance between no.1 and no.7 holds center of gravity
Simply add the value of forward and aft holds regardless of signs to obtain the distance.
Distance = LCG of no.1 hold + LCG of no.7 hold
= (81.32) + (69.40 0 = 150.72 m shifting forward

The distance between the forward hold and after hold is taken. The sign of forward holds being
negative and after hold positive are disregarded as the actual distance between compartments
is measured. Shifting weight forward is negative trimming moment while shifting astern is
positive trimming moment.

4. Calculate the weight to be shifted

Weight = Change of trim (in cm) x MCTC
Distance between no.1 & 7 holds

= 20 x 1066.9 = 141.6 tons to be shifter from no7 to no.1

150.72

Weight is to be shifted from aft hold # 7 to forward hold # 1 to trim the vessel by the head by 20
cm.

Loading weight to achieve a desired trim

In situation where shifting of weight cannot achieve due to some restrictions such as holds are
full or other restrictions that prevent from shifting weight between two holds, adding weight into
one end compartment is next probable option when maximum draft is not reached and allows
for adding weight to achieve a desired trim.

A typical example exercise is the case of MV “Philship I”, voy.01 where initial cargo distribution
resulted that all cargo holds are completely filled without reaching the maximum draft, but the
desired departure trim is not achieve. Therefore, adding ballast water is the best possible option
to achieve the desired trim on departure from loading port in order to arrive even keel at limiting
point, Panama canal passage where density of water is 0.9954 t/m3 at maximum allowable draft
of 12.04 m.
On her passage from loading port, New Orleans to limiting point, Panama Canal tropical fresh
water, the changes of trim are as follows:

a. Change of trim from fresh water to saltwater = 11.00 cm by the stern

b. Change of trim due to consumption and production = 3.40 cm by the stern
c. Change of trim from saltwater to tropical fresh water = -13.05 cm by the head

Total change trim = 1.35 cm by the stern.

Illustrating in a flowchart below show the respective densities and changes of trim every stage
of the voyage.

In order for MV “Philship I” to arrive on even keel inside Panama Canal wehre the density of
water is 0.9954 t/m3, she must arrive at Outer Roads of Panama (Cristobal) at trim of equal
value of trim change but opposite direction so that when entering the tropical fresh water (inside
Panama Canal) she will change her trim due to change in density and arrive inside the canal on
Even Keel. We have discuss earlier that in order to arrive on even keel, that resultant changes
of trim from New Orleans to Panama Canal where density is 0.9954 t/m3, opposite the resultant
trim shall be the departure trim of the ship. That is calculating the changes in trim on stage by
stage, below calculation will demonstrate clearly.

1. Departure New Orleans (FW) = (-) 01.35 cm by the head

Change of trim due to change of density FW to SW = (+) 11.00 cm by the stern
2. Departure Southwest Pass (SW) = (+) 09.65 cm by the stern
Change of trim due to consumption = (+) 03.40 cm by the stern
3. Arrival Cristobal (SW) = (+) 13.05 cm by the stern
Change of trim due to change of density SW to FW = (-) 13.05 cm by the head
4. Arrival Panama Canal (0.9954) = 00.00 cm even keel

Therefore, in order to achieved an even keel draft on arrival Panama canal where the density is
0.9954 t/m3, whatever the change of trim due to change of density, opposite the calculated
change of trim should be achieved on arrival outside the Panama canal where the density is
saltwater.

Exercise 17 – Adding weight to achieve a desired trim

MV “Philship I” having all holds filled, does not allow the option of shifting of weight to achieve a
desired change of trim. Adding weight in ballast tank is the only option available. From the
loading plan, vessel will consumed resultant weight of 82.0 mt of fuel from load port to limiting
point, Panama Canal.

However, we need to know the required change of trim to achieve the desired even keel on
arrival at Panama Canal.

1. Present trim from initial stowage plan = 69.40 cm by the stern

2. Required trim Dep. New Orleans (SW) = 9.65 cm by the stern
3. Required change of trim = 59.75 cm by the stern

It is required that the vessel need to add weight forward to bring down the trim by the head so
that the initial trim upon reaching the saltwatr density outside Panama canal is equal and
opposite direction to the change of trim caused by density change.