STABILITY and TRIM

Know the different abbreviations, terms and their meanings,

Know and understand the traverse section of the ship, Know
and understand the longitudinal section of the ship.
Tonnage Measurement
DISPLACEMENT TONNAGE – is the weight of the water displaced by the ship and is equal to
the weight of the ship and all that in her. Or the weight of the vessel and contents in tons.
Or the number of tons of sea water displaced by a vessel when floating at her load water
line.or the actual weight of the vessel and all its content and its varies with the ship’s
draught. Volume of displacement depends upon the density of the water in which it floats

DEADWEIGHT – is the weight in tons of 2240 lbs or 1,000 kgof cargo, store, fuel passenger and
crew carried by the ship when loaded to her maximum summer draught line [Loaded Disp. –
Lightship = Deadweight]

GROSS TONNANGE – is measured accordingly to the law of the national Authority in which the
ship is registered, or as defined by the measurement of the internal volume of the total
enclosed space of the ship. (with certain exemption). It is equal to the under-deck tonnage
plus the tonnage of all other enclosed space above the tonnage deck which are available for
cargo, stores, or accommodations. The total volume of a ship in cubic feet divided by 100. It
includes most enclosed spaces above the the tonnage deck. Or this measurement is broadly
the capacity in cubic feet of the spaces within the hull and enclosed spaces above deck
available cargo, stores, passengers and crew, with certain exemptions divided 100.
Tonnage Measurement
NET TONNAGE – it is designed to represent the earning capacity of the ship which derived from
Gross tonnage by deducting certain allowances for non-earning spaces which include
principally the propelling machinery and steering engine compartment, crew accommodation,
stores, water ballast, and navigation spaces such as the navigational bridge and chart house.
(Net Tonnage is the figure on which Port, harbor, dock and canal and similar dues are
addressed).

SUEZ and PANAMA CANAL TONNAGE – the registered tonnage on which transit dues are
calculated during the ship’s passage through the respective canals.

LIGHT DISPLACEMENT (Lightweight or Light ship) – the displacement of a ship when is

floating at her designed light draft. The weight of hull, machinery, spare parts and water in
boiler, in short, it is a bare ship without cargo, crew. Passenger, fuel store, other water, etc.
(Load Disp. – Deadweight = Light Displacement)

LOADED DISPLACEMENT (Heavy Displacement) – the displacement of a ship when she is

floating at its Loaded Draft. It is the corresponding weight of the ship when she is fully
loaded including cargo, crew, passenger, fuel, store, water. (Light Disp + Deadweight =
Loaded Displacement)
Tonnage Measurement
DEADWEIGHT CAPACITY – is the carrying capacity of the ship or the weight of all cargo and
necessary stores and fuel. (cargo weight + non-cargo weights) when floating on her load
draft (Load Disp – Lightship = Deadweight)

TONNAGE – this is often referred to when the size of the ship is discussed. Tonnage is a
measure of the enclosed internal volume or capacity of a ship where 100 ft3 or 2.83 m3
represents ton, ship tonnage are not measures of weight but of spaces, two values are
currently in use. GROSS TONNAGE and NET TONNAGE

TONNAGE DECK – the deck from which a ship’s tonnage is measured. The tonnage deck in
ships having more than one deck is the second one from the keel and the other ships the
upper deck.

UNDER-DECK TONNAGE – the cubic capacity (volume) of the ship below the tonnage deck,
without the deductions necessary to arrive at the register tonnage, the under deck tonnage is
seldom needed for commercial purposes.
Ships Motion
Ship motions are defined by the six degrees of freedom that a ship, boat or any other craft can
experience.
All kinds of ship movement may be divided into three types of linear motion and three types of
rotational motion.
It can in general be stated that the outwardly directed centrifugal accelerations brought about by
any rotational motion are not significant. This accordingly applies to yawing, pitching and rolling.
Ships Motion

LINEAR MOTION
Swaying is motion along the transverse axis or is the linear lateral (side-to-side) motion

Surging is motion along the longitudinal axis or is the linear longitudinal (front/back)

motion.
Heaving is motion along the vertical axis or is the linear vertical (up/down) motion
Ships Motion

ROTATIONAL MOTION
Rolling is motion around the longitudinal axis.

Pitching is motion around the transverse axis.

Yawing is motion around the vertical axis.

Ships Motion
Yawing involves rotation of
the ship around its vertical
axis. This occurs due to the
impossibility of steering a
ship on an absolutely straight
course. Depending upon sea
conditions and rudder
deflection, the ship will swing
around its projected course.
Yawing is not a cause of
shipping damage.
Ships Motion

Heaving involves upward and downward acceleration of ships along their vertical

axis. Only in an absolute calm are upward and downward motion at equilibrium and
the ship floats at rest. Buoyancy varies as a ship travels through wave crests and
troughs. If the wave troughs predominate, buoyancy falls and the ship "sinks" (top
picture), while if the wave crests predominate, the ship "rises" (bottom picture). Such
constant oscillation has a marked effect on the containers and their contents.
Ships Motion

Surging is motion along  Swaying is motion along the ship's

the ship's longitudinal axis. transverse axis.

In surging and swaying, the sea's motion accelerates and decelerates the ship

forward and backward and side to side. Depending upon the lie of the vessel, these
movements may occur in all possible axes, not merely, for example, horizontally. If a
vessel's forebody is on one side of a wave crest and the afterbody on the other side,
the hull may be subjected to considerable torsion forces.
Ships Motion

In pitching a ship is lifted at the bow and lowered at the stern and vice versa.
Pitching angles vary with the length of vessel. In relatively short vessels they are 5° -
8° and sometimes more, while in very long vessels they are usually less than 5°. In a
container ship 300 m in length with a pitching angle of 3°, a container stowed in the
bay closest to the bow or stern at a distance of approx. 140 m from the pitching axis
will cover a distance of 29 m within a pitching cycle, being raised 7.33 m upwards
from the horizontal before descending 14.66 m downwards and finally being raised
7.33 m again and then restarting the process. During upward motion, stack pressures
rise, while they fall during downward motion.
Ships Motion

Slamming describes the hydrodynamic impacts undergone by a ship.

Slamming is the term used to describe the hydrodynamic impacts which a ship
encounters due to the up and down motion of the hull, entry into wave crests and the
consequent abrupt immersion of the ship into the sea. 
Vibration from the hull can be transferred to the cargo. Goods are exposed to
stresses from the extremely low frequency oscillations generated by sea conditions
and by higher frequency machinery and propeller vibration. Such risks can and must
be avoided by using seaworthy shipping packages which are fit for purpose.
Ships Motion

Rolling is the movement of a ship around its longitudinal axis, the rolling angle in this
case being 10°.

Rolling involves side-to-side movement of the vessel. The rolling period is defined as

the time taken for a full rolling oscillation from the horizontal to the left, back to
horizontal then to the right and then back to horizontal. In vessels with a high righting
capacity, i.e. stiff ships, rolling periods of ten seconds and below are entirely usual.
Rolling angle is measured relative to the horizontal. Just in moderate seas, even very
large vessels roll to an angle of 10°.
EXCESSIVE TRIM

Excessive trim may have a negative effect on the stability of the ship, this could be
caused by indirect circumstances such as loss of buoyancy, due to the shape of the
hull, reduced freeboard, water on deck, etc.
Deadweight

Is a measurement of the ship’s total carrying capacity, it is the total weight

of the cargo, ballast, fuel oil, stores provisions, crew fresh water and so on.
TPC - Tonnes immersion per centimeter

Is a measurement of how many tonnes that are required to change the ship’s
draught by one centimeter. The TPC may vary at different draughts and trim
conditions
TPI - Tons immersion per inch

Is a measurement of how many tons that are required to change the ship’s
draught by one Inch. The TPI may vary at different draughts and trim
conditions
EFFECT in Trimming Moment

When masses are moved or added the trimming moment will change the
trim. On the side of LCF where the mass is added or moved to, the draught
will increase.
MTC

MCT 1 cm is the moment necessary to change the trim of a ship by 1

centimeter. MCT varies at different draughts, and must be read out from
the ship’s hydrostatic data.
Displacement of water
Water Density:
Metric System
FW 1.000 tonnes/m3
1,000 kilo/m3

SW 1.025 tonnes/m3

=
1,025 kilo/m3

English System
FW 36 feet /ton
3

SW 35 feet3/ton

Tonnes [metric tonnes]

Tons [long tons]

In order for a ship to float, it must displace a mass of water equal to

its own weight. This mass is measured in tonnes and represented by
the symbol .  = l x b x d x Cb x density
Definition of Terms
• MASS – is the fundamental measure of the gravity of the matter in an body and is
expressed in terms of the kilogram and Tonne.
• SPECIFIC GRAVITY (SG) or RELATIVE DENSITY –
is defined as the ratio of the density of the substance
to the density of fresh water.
• DENSITY – is defined as “Mass per unit volume”

WATER DENSITY (METRIC)

1,025 kg/m3 - SW
1.025 T/m3

1,000 kg/m3 - FW
1.025 T/m3
WATER DENSITY (ENGLISH)

35 ft3/TON - SW HYDROMETER -a handheld

instrument used to measure water
36 ft3/TON - FW density.
Longitudinal Stability Perpendiculars

LPP

APP FPP

Perpendiculars are constructed vertical lines Forward and aft, used for
measurement purposes. The forward perpendicular goes through the forward
endpoint of the constructed waterline. The aft perpendicular goes trough the
rudder shaft. In calculations the length between the perpendiculars id often
used and called as LPP
Longitudinal Stability Mid-Length

LPP

APP FPP

In the middle of the perpendicular we have the so called mid-length of the

ship. this is found bi dividing the distance LPP in to 2. The mid-length is
therefore often called: L/2, and is represented by the symbol 
Longitudinal Center of Gravity

LPP

LCG

APP FPP

LCG is the center of longitudinal gravity, and its placement is dependent on

the longitudinal placement of masses onboard. Normally, LCG is measured in
meters from aft perpendicular
Longitudinal Center of Buoyancy

LPP

LCB

APP FPP

LCB, are forces of buoyancy working all over the hull, these forces work
upwards as in one point, normally, LCB is measured in meters from the
perpendiculars.
LONGITUDINAL METACENTER (ML) – is formed by the intersection of the lines
of force through B, before and after a small longitudinal inclination
Longitudinal Center of Floatation

LPP

LCF

APP FPP

When changing trim, a ship will rotate about a transverse axis that passes
through the center of the actual waterline. This center is called Longitudinal
Center of floatation LCF. LCF is read out from the hydrostatic data of the ship
at the given conditions
Longitudinal center of Floatation

LCF
LCF

An example of a Ship rotating about LCF

Block Coefficient
The block coefficient is
a measurement of how
much underwater hull
fills out a box with the
same extreme
dimensions. The box’s
height equals the hull’s
draught, the box’s
length equals the hull’s • Types of Vessel Cb
• Warship 0.50
overall length, and the • Container 0.55
width equals the • Passenger/ Ro-Ro 0.60
breadth of the hull. • Gen. Cargo / MP 0.70
• Bulk Carrier 0.75
• Oil Tanker / OBO 0.80
Box Shape : Always 1 • VLCC / ULCC 0.85
Ship Shape : Always Less than 1 • Barge / Box Shape 1.0
STABILITY
Is the ability of the ship
to return to an upright
position after being
heeled by and external
forces
Definition of Terms
• INITIAL STABILITY – refers to stability at small angles of inclination up to 15°. The GM or
the Metacentric height is used as a measure of initial stability since M, the metacenter
is considered to be fixed. At all angles of inclination, the true measure of stability is the
Righting Moment.
• STATISTICAL STABILITY – refers to the transverse stability of a vessel while floating in
still water. STATISTICAL connotes an absence of moment of the water where vessel
floats. All stability curves must be constructed for all statistical conditions
• STATISTICAL STABILITY CURVES – are graphical presentations showing the value of
the righting arms at various angles of inclinations and at various displacements .
• DYNAMIC STABILITY – is the work done in inclining the ship in an INCLINING
EXPERIMENT
• TRANSVERSE STABILITY – refers to the tendency of a vessel to return to its original
upright position when inclined by an outside force.
• DAMAGE STABILITY – refers to the stability condition of the vessel after collision or after
agrounding.
Definition of Terms
• RESULTANT MOMENT – is an imaginary moment representing the combined effect of two
or more forces acting about a point.
• HEEL – is the term used to describe a ship that is inclined due to the external forces by
wind or sea.
• LIST – is the term used to describe a ship that is inclined due to the internal forces i.e. by
off center weights or caused by negative GM
• FORCE – is traditionally defined as any push or pull of the body.
• RESULTANT FORCE – is the force representing the combined effect of two or more forces
acting at a point.
• COUPLE – is formed by the two equal forces acting on a body in an opposite direction and
along parallel lines. All couples are expressed as a moment.
• MOMENT OF FORCE – is a measure of a turning effect of the force about a point.
• WEIGHT – is the force exerted on the body by the earth’s gravitational force and is
measured in terms of Newtons (N) and Kilo-Newtons (kN)
Definition of Terms
• The Length Between Perpendiculars (LBP) which is the distance measured along
the summer load waterplane between the aft and fore perpendicular. The aft
perpendicular is taken at the aft side of the rudder post and the fore perpendicular
It is the vertical line that intersects the forward side of the stem with the summer
load waterline.

• The Length Overall (LOA) is the distance measured between the fore and aft
extreme points of the ship.

• The Waterline Length (LWL) which is the length on the waterline where the ship
happens to float.
Metacenter “M”
M is the metacenter of the ship.
When heeling at small angles, the
ship will pivot around the point.

centerline
M
B

K
CENTER OF GRAVITY “G”
G – is the center of gravity, and
its vertical placement is dependent
on the placement of masses
onboard. Heavy cargo placed near
the bottom of the ship gives low G
while cargo placed higher in the
ship gives a higher G. the
gravitational forces work
downwards as if they work in one
point.

centerline

keel
CENTER OF BOUYANCY “B”
B – is that point at which all the
vertically upward forces of
bouyancy can be considered to act.
Or t is the volume of the immersed
portion of the vessel

The forces of buoyancy works all

over the underwater hull

centerline

B
K
KEEL “K”
K – is the abbreviation of the KEEL,
and is always at the same place.
This is on the constructed line
going through the center of the
ship, called the centerline.

centerline

K
Transverse Stability
Refers to the tendency of the vessel to return to its upright position when
inclined by an outside force
• GM – [Metacentric Height] is the vertical distance from the
center of Gravity (G) to the Transverse metacenter (M). The
length of GM is directly related to the length of the righting
or upsetting arms and therefore will directly indicate the
measure of the ship’s initial stability.

• KG – is the height of G above the Keel. For

transverse stability calculations it is
assumed that G will be on the centerline
when KG is used. M
GM
• KM – is the distance of the Metacenter above the
keel. G BM
KG + GM = KM or KB + BM = KM

• KB – is the height of the center of KM

buoyancy above the keel. B
KG
KB
• BM – is the distance from B to M. also K
known as the Metacenter Radius
Transverse Stability

KG KB
+ GM + BM
= KM = KM
- GM - BM
= KG = KB
- KM - KM
M
= GM = BM GM

G BM

KM
B
KG
KB
K
TRANSVERSE STABILITY
RIGHTING ARM or RIGHTING LEVER (GZ) - is the
perpendicular distance from the center of gravity
(G) to the line of force of center of buoyancy (B).
The distance is formed when the vessel is inclined
or heeled and the B shifted position (B1)

RIGHTING MOMENT – is a couple

formed by the parallel and EXTERIOR FORCE
M
opposing force of (G) and (B).
The righting moment is equal to W 
the product of the Righting Arm
(GZ) and the displacement (W) of W1 G Z L1
the vessel
L
B B1
Righting Moment = W x GZ
K
Heeling
If the ship heels, the center of
buoyancy, B, moves to B1,
because of the shape of the
underwater hull is chaging, the
force B1 is still vertical and straight
through the metacenter, M. on the
line drawn between B1 and M we
now get a new point called Z. Z is
placed on a straight angle from the
line B1-M through G. the distance
between G and Z is a
measurement of the forces trying
M
to keep the ship from heeling.

G Z

B B1
Heeling moment when adding a Mass
If the ship heels, the center of
buoyancy, B, moves to B1,
because of the shape of the
underwater hull is changing, the
force B1 is still vertical and straight
through the metacenter, M. on the
line drawn between B1 and M we
now get a new point called Z. Z is
placed on a straight angle from the
line B1-M through G. the distance
between G and Z is a
measurement of the forces trying
to keep the ship from heeling. M

G Z

B B1
Heeling moment when adding a Mass
When adding mass, which is not in
the centerline of the ship, the ship
will heel due to the heeling
moment created by the added
mass, the heeling moment is
dependent on the weight of the
mass, and it’s distance from the
ship’s centerline. G moves towards
the added mass. The heeling
moment is dependent on the mass T
and the moved distance.
dista
n ce
HEELING
When moving a mass already onboard, G moves
parallel to the movement of the mass.

The center of gravity of a ship will shift from

its original position G to a new position G’ a
total distance of GG’ when a weight is added,
discharge or shifted
GG’ = w x d

w = the weight added  T

d = a) for loading or discharging, the distance
between center of gravity of the cargo and
the center of gravity of the ship
G
b) for shifting cargoes , the distance the
weight is shifted
c) for suspended cargo, the distance between
the point of suspension and the center of
gravity of the vessel
 = the final displacement of the vessel
HEELING Weight Loaded
Wt = _GM x  x tan (List)_

d
GM = ____Wt x d_____

 x tan (List)
Tan (List) = __Wt x d__
T
GM x 
Wt = weight of cargo to be shifted from CL G
d = distance from centerline
 = displacement of the vessel

When moving a mass already

onboard, G moves parallel to the
movement of the mass.
HEELING
Centerline, Lifting Gear
When calculating heavy
lift, the principles are
the same as when
adding a mass. The arm
used to calculate the
heeling moment is now
the same as the
Distance
transverse distance from
the Centerline of the
lifting device to the end
of the lifting gear. T
TRIMMING MOMENT WHEN MOVING MASS
TRIMMING MOMENT = is the product of
 x Trim Arm (LCG method of trim calculation when large change of the draft occurs)
w x d (used when loading, discharging or shifting small weights)

Mass Moved x distance it Moved TRIMMING MOMENT= w x d

GG1 = w x d

W
W x GG1= w x d

List
tan LIST= GG1

GM

Distance Moved
TRIMMING MOMENT WHEN ADDING MASS
TRIMMING MOMENT WHEN ADDING MASS=

Mass added x it’s distance forward or aft of LCF

LCF
Distance Moved from LCF
TRIM ARM
TRIM ARM – is the distance from the even keel LCB to LCG. As the vessel
trims, the LCB moves this distance to a position under the LCG.

Distance Moved
TRIMMING MOMENT WHEN ADDING MASS
TRIMMING MOMENT WHEN
ADDING MASS=

Mass added x it’s distance

forward or aft of LCF
TRIMMING MOMENT WHEN ADDING MASS
B

ML – Longitudinal Metacenter

w
d
W1 AP – G1 , G , : G2 (LCG)

W G1 G G2 L
AP – B (LCB)
B L1

w - weight
LBP

• If G lies aft of B vessel is TRIMMED by the STERN

• If G lies forward of B vessel is TRIMMED by the HEAD

• If G lies directly above B vessel is EVEN TRIMMED (EVEN

KEEL)
TRIMMING MOMENT WHEN ADDING MASS
B

ML – Longitudinal Metacenter

w
d
W1 AP – G1 , G , : G2 (LCG)

W G1 G G2 L
AP – B (LCB)
B L1

w - weight
LBP

• PARALLEL SINKAGE – is the act of vessel change its draft so that the forward and aft draft
are change in equal amount. The result is a change in draft without a change in trim.
• TPI – a number of long tons necessary to change in mean Draft by 1 inch
TPI = ___L x B x Cw___ TPI = ___area of water plane (feet)__

12 x water density 12 x 35
• TPC – a number of metric tonnes necessary to change its mean b 1 cm
TPC = __L x B x Cw x water density__ TPC = area of waterplane x density (SW) m

100 100
HEELING Definition of GZ
The righting lever is GZ. It is the
horizontal distance between the
vertical forces acting through B1
and G. the stability depends upon
the length of GZ, and the
buoyancy force.

G Z

B1
HEELING Definition of GZ
Calculating GZ at small angle of
Heel
For angles of maximum 10º - 15º,
the GZ calculation formula is:
GZ = GM x sin  ( is the angle
of Heel)

G Z

B1
Angle of heel 
HEELING Definition of GZ
At large angles of heel, M will
move out of the original position.
The simplified formula for
calculating GZ at large angles of
heel is:
New M
GZ = KN - KG x sin  ( is the
angle of Heel)
KN is a value we find in the ship’s
stability curves
M

G Z


K
N
HEELING Definition of GZ
If we increase the distance
between M ad G, we will see that
this has a great effect on
improving the GZ values, the result
is better stability.

G Z
Effect of Different GM values
If the ship has a Large GM value,
the ship will roll rapidly. The
movements can be very rough.
Cargo and equipment may become
unleashed. In extreme condition
much damage could be done to
the ship and crew

A GM that isn’t very high or too

small, causes less strain on the
cargo and equipment lashing, and
the ship in general the rolling
period is slower and the movement
more gentle.
Effect of Different GM values
If the ship has a Large GM value, the
ship will roll rapidly. The movements
can be very rough. Cargo and
equipment may become unleashed. In
extreme condition much damage could
be done to the ship and crew.

A GM that isn’t very high or too small,

causes less strain on the cargo and
equipment lashing, and the ship in
general the rolling period is slower and
the movement more gentle.

Small GM will result in little strain on

cargo and equipment lashing, and
bulkheads. The rolling is very slow and
the movement is very nice and even.
Effect of Different GM values
A Negative GM may result in a constant
list, if exposed by an external force. This
is because G was higher than M, but
after heeling the GM might be positive
again, due to the changed volume of the
underwater hull.
Rolling Period
Metric System

T = 0.797 x B (in Meters)

√GM
GM = 0.797 x B 2

T
English System

T = 0.44 x B (in Feet)

√GM
GM = 0.44 x B2

T
T – Natural Rolling Period in Seconds
B – Beam of the Vessel
Conditions
TENDER SHIP STIFF SHIP

M M
Small G
G Large G

G
K K

• Small GM • Large GM
• Top Heavy • Bottom Heavy
• Long Rolling Period • Short Rolling Period
• Slow and Easy Motion • Quick and Rapid Motion
• Comfortable Ride • Uncomfortable Ride
• Less Safety in Case of Flooding • More Safety in Case of Flooding
• Have a Smaller Amplitude of Roll in Heavy • Subjected to Severe racking Stresses
Weather • Cargo Liable to Shift
• Have more Resistance in Case of Damage
Effect of Different GM values
A negative GM may also result in
capsizing. G is higher than M, and
GM will not be positive before and
after the capsizing.
LIQUID FREE SURFACE EFFECT
When the surface of a liquid is free
to move, the effect is that G raises
towards M. GM decreases. The
liquid will off course always move
to the lowest side. The effect is
mainly dependent o the breadth of
the space where liquid is present.
This is because the free surface
effect is proportional to breadth3
LIQUID FREE SURFACE EFFECT
Longitudinal Bulkheads

When one longitudinal

bulkhead, the effect of the
free surface is reduced to ¼
with two bulkheads the effect
is reduced to 1/9. The more
bulkheads, the least effect.
LIQUID FREE SURFACE EFFECT
Practical Precautions

The heeling moment

caused by free surface
effect is very dependent on
the shape of the tanks. In
square tanks the effect is
largest at approximately
50% full.
PLIMSOLL MARK
The IMCO assembly approved a convening of a conference to address the
needs of establishing new load line regulations which was held from 04 March –
05 April 1966, which eventually entered into force in 21 July 1968. In order to
safeguard life and property at sea.
The International Convention on Load Lines 1966 set out uniform principles and
rules for a minimum freeboard that a loaded ship should be floating and must
be indicated on the ship’s side by a special marking. The marking considers the
ships:
• Length
• Breadth
• Depth and Sheer
• Water density
• And the amount of watertight structures and
other features of the ship
Additional conditions of assignment are also
made based on certain opening and fittings
PLIMSOLL MARK Applications
The Convention does not apply to
• Ships of War
• Ships of less that 24m (79 ft)
• Existing ship of less than 150 Gt
• Pleasure yatch not engaged in trade
• Fishing vessels
PLIMSOLL MARK
This mark is used to mark the DECK LINE

limit to which as vessel may be

immersed by her load at the
current season, or in the

ASSIGNED SUMMER FREEBOARD

seasonal zone through which
she must pass in a voyage 300 mm

LTF

25 mm
LF
LT TF
25 mm
25 mm
LS F
T

R P
230 mm
S

LW 230 mm
W

LWNA WNA

450 mm
230 mm 540 mm AFT 540 mm FWD 230 mm
PLIMSOLL or LOAD LINE MARK
All lines are 1 inches (25mm) thick, and the
disk marks the vessel mid-length between
perpendiculars. The summer load line or
freeboard mark in sea water passes through
the center of the disc.

• TF – Tropical Fresh or Limit of immersion in

fresh water when load limit in a tropical zone
• F – Fresh or limit of immersion in fresh water
when load limit is in Summer line.
• T – Tropical Zone limit in sea water.
• S – Summer Line, same as that through
center of disc
• W – Winter season limit in sea water
• WNA – Winter North Atlantic which is 2
inches below the winter mark on powered
vessel navigating in North Atlantic latitudes.

The strictest load regulations apply to PASSENGER SHIPS

LOAD LINE MARK Application
Summer Draft = 00.00 m Corr = Sum Draft_ FWA = ___

correction = 00.00 m (-) 48 4 x TPC

Winter Draft = 00.00 m
Summer Draft = 00.00 m
Summer Draft = 00.00 m corr = 00.00 m (+)
00.00 m
correction = 00.00 m (+) FWA = 00.00 m (+)
Tropical Draft = 00.00 m T Fresh Draft = 00.00
Summer Draft = 00.00 m m

correction = 00.00 m (+)

= 00.00 m
constant = 00.05 m (-)

Winter
FWA NA = = 00.00 m
___
4 x TPC
FWA = 00.00 m
Summer Draft = 00.05 m (+)

FW Draft = 00.00 m
PLIMSOLL or LOAD LINE MARK
The purpose of this load line is in the
interest of safety of both the vessel and
all the persons onboard. It is the limiting
draft in which a vessel may be
immersed. In order that her freeboard in
the load condition will have reached the
assigned minimum for a vessel of her
class and construction navigating in a
given seasonal zone on the high seas

Freeboard board distance measured

vertically downward, at the side of the
vessel amidships, from the upper edge of
the deck line to the upper edge of the load
line to which the vessel is immersed and
floating upright.
Forward Draft Marks
Aft Draft Marks
DRAFT MARKS in Metric System

4M 4M 4M
8 8 8
6 6 6
4 4 4
2 2
3M 3M 3M
8 3M 8
6 8 6
4 6 4
2 4 2
2M 2 2M
8 2M 8
6 8 6
4 6 4
2 4 2
2
DRAFT MARKS in English System

14 14 14
13 13 13
12 12 12
11 11
10 10 10
9 10 9
8 9 8
7 8 7
6 7 6
5 6 5
4 5 4
3 4 3
2 3 2
2
DRAFT MARKS in Roman Numerals

XIV XIV XIV

XIII XIII XIII
XII XII XII
XI XI
X X X
IX X IX
VIII IX VIII
VII VIII VII
VI VII VI
V VI V
IV V IV
III IV III
II III II
II
DRAFT MARKS READING (Metric System)
5,1 METERS

4 5M
DISTANCE BETWEEN ≈ 5 M & 10 cm
5,0 METERS
METER MARKS (M)
1 Meter or 100 cm
4,9 METERS

0.05 Meters or 5 cm
≈ 4 M & 90 cm
8 4,8 METERS
≈ 4 M & 80 cm

6
4,7 METERS

2
≈ 4 M & 70 cm
HEIGHT AND DISTANCE 4,6 METERS
BETWEEN NUMBERS ≈ 4 M & 60 cm

4
0.1 Meters or 10 cm 4,5 METERS
≈ 4 M & 50 cm
4,4 METERS
≈ 4 M & 40 cm
Top : ODD NUMBERS 1;3;5;7;9; 4,3 METERS
2
4M
≈ 4 M & 30 cm
4,2 METERS
≈ 4 M & 20 cm

Base : EVEN NUMBERS FROM 0: 2;4;6;8;

4,1 METERS
≈ 4 M & 10 cm 4M 4,0 METERS
DRAFT MARKS READING (Metric System)

HEIGHT OF EVERY NUMBER IS 10 cm ≈ 100 mm

2 cm
1 cm
10 cm 1 cm
2 cm

2 cm

2 cm
5M 5M 5M 5M 5M 5M
8 8 8 8 8 8
6 6 6 6 6 6
4 4 4 4 4 4
2 2 2 2 2 2
4M 4M 4M 4M 4M 4M
8 8 8 8 8 8
6 6 6 6 6 6
4 4 4 4 4 4
2 2 2 2 2 2
DRAFT MARKS READING (English System)
6,5 FEET

4
≈ 6’ & 6”
DISTANCE BETWEEN BASE
4,25 FEET
OF NUMBERS
≈ 4’ & 3”
12 inches or 1 Foot
6,0 FEET
≈ 6’ & 0”
HEIGHT AND DISTANCE
5,75 FEET
BETWEEN NUMBERS
≈ 4’ & 9”
0.5 Feet or 6 inhes

3
5,5 FEET
≈ 5’ & 6”
0.25 Feet or 3 inches
5,25 FEET
≈ 5’ & 3”
5,0 FEET
≈ 5’ & 0”
4,75 FEET
Top : PLUS 6 INCHES ≈ 4’ & 9”

2
4,5 FEET
≈ 4’ & 6”
4,25 FEET
≈ 4’ & 3”
Base : ACTUAL NUMBER TO READ IN FEET 4,0 FEET
DRAFT MARKS READING (English System)

HEIGHT OF EVERY NUMBER IS 6 in ≈ 0.5 feet

1 inch

1 inch
½ inch
6 inches
1 inch
½ inch

1 inch

1 inch
6 6 6 6 6 6
5 5 5 5 5 5
4 4 4 4 4 4
3 3 3 3 3 3
2 2 2 2 2 2
TRIM
• TRIM = is difference
between draughts forward
and aft;

• CHANGE OF TRIM = is
defined as the difference
between the initial and final
trim

It maybe change by:

Moving mass already onboard
in a forward or aft direction
Adding mass different places
onboard
A change in the water density

Aft trim is when the aft

draught is larger than the
forward draught
Forward trim is when forward
draught is larger than the aft
draught
TRIM
Trim is difference
between draughts
forward and aft;

It maybe change by:

Moving mass already
onboard in a forward or
aft direction
Adding mass different
places onboard
A change in the water
density

Aft trim is when the aft

draught is larger than
the forward draught
Forward trim is when
forward draught is
larger than the aft
draught
SQUAT
SQUAT is the pulling of the stern of the vessel towards the bottom of the
shallow channel by lowering of pressure due to increased water velocity (the
BERNOULLI EFFECT), as well as by the suction of the propellers

SQUAT

UKC

OPEN CHANNEL BERTH UNDER KEEL CLEARANCE

SQT =Cb x Speed2 SQT =Cb x Speed2 UKC = _Vessel’s Draft__

100 50 Depth of the Water

For English System just change the constant
100 to 30
FINDING DRAFT

W1
W L
L1

DRAFT TRIM MEAN DRAFT

FDRAFT = 0.00 m HIGHERDRAFT = 0.00 m MDRAFT = FDRAFT = 0.00 m
ADRAFT = 0.00 m LOWERDRAFT = 0.00 m + ADRAFT = 0.00 m
Total Draft = 0.00 ÷ 2

NDENSITY = ODRAFT x ODENSITY

conversion
NDRAFT 00.00 x 3.28 = 00.00 feet
00.00 feet x .305 = 00.00 meters
STRESS
Bending Moment – the net effect of 2 different forces (weight and buoyancy) in
the structure that tends to bend it

HOGGING – where the

buoyancy amidships exceeds
weight Tensile Stress in the deck

Comprehensive Stress in the keel

SAGGING – where the Excess buoyancy Excess buoyancy

weight amidships exceeds
buoyancy
Comprehensive Stress in the deck

Tensile Stress in the keel

Seamanship Formula
INCLINING EXPERIMENT: KG; VCG;LCG; TCG:
tan List = w x d___ VCG = Total Vertical Moments_
Disp x GM (KG) Total Displacement

Moment to Heel 1° = W x GM LCG = Total Long Moments_

57,3° Total Displacement
If angle is not given
Tan q = Deflection____ TCG = Total Transverse Moments
Length of plumbline (KG) Total Displacement

CHANGE OF DRAFT; DENSITY; DISPLACEMENT:

(when Disp. is constant) New Draft_ = Old Density
Old Draft New Density

(when Draft. is constant) New Disp_ = Old Density

Old Disp New Density

New Volume = Old Density

Old Volume New Density

Homogenous Log:
Draft_ = Rel. Density of Log__
Depth Rel. Density of Water
Seamanship Formula
MOMENT of STATISTICAL STABILITY (MSS)
or RIGHTING MOMENT:
MSS = W x GZ
GZ = GM x sin 
MSS = W x (GM x sin )

AREA of WATERPLANE:
For BOX Type: Awp = L x B

For Ship Shape: Awp = L x B x Cwp

Cwp = Ship Shape Awp
Box Shape Awp

INCREASE in DRAFT:
draft = (Draft x cos ) + (½ beam x sin )

ANGLE of LOLL:
tan LOLL =  2GM
BM

HEEL due to TURNING:

tan HEEL = V2 x BG__
g x r x GM
Seamanship Formula
TRIM:
Trimming Movement = Change of Trim x MT or MTC
Trimming Movement = w x d
Change of Trim = wxd or wxd
MCT 1cm MTI

Change OF Draft AFT = l x Change of Trim

LBP

Change OF Draft FWD = Change of Trim – Change of Draft Aft

Parallel Rise or Sinkage = W or W_

TPC TPI

MCTC = W x GML_
100 x L
Seamanship Formula

STOWAGE FACTOR; BROKEN STOWAGE:

Volume of 1 long ton = 1.01605 metric ton
Volume of cases allowing for broken stowage” L x W H x No. of cases
1 - % of Broken Stowage
Volume of Cargo = weight x Stowage factor
Board Feet = L x W x H x 12
Broken Stowage = Volumes of Hold – Volume of Cargo x 100
Volume of Hold

Tons of Cargo = Hold Volume x (1 = % of Broken Stowage)

Stowage Factor

Hold Volume = Tons of Cargo x Stowage Factor

( 1 - % of Broken Stowage)

Stowage Factor = Cubic Capacity

2240 or 1 Long Ton

Stowage Factor = volume ÷ weight = L x W x H

2240 or 1 Long Ton

No. of Cases to be stowed = Hold Volume in Cu. Feet x (1 = % of Broken Stowage)

volume if Pieces in Cubic Feet
Glossary
AFLOAT – the condition of resting buoyancy upon the water, upward pressure being
equal to that of gravity.
BALLAST – a quantity of weighty substance placed on the lower hold of a vessel to
increase the stability of the ship by lowering the center of gravity.
BALLAST TANK – are in the lower hold of vessels for carrying water ballast also called
double bottom. They can be pumped out or flooded used to trim the ship.
BILDGE – the turn on the hull below the waterline.
BREAK - a sudden rise or drop of the vessel’s deck line.
BROKEN STOWAGE – where the stowage of cargo is interfered with the parts of the
ship that extends into the hold, and odds the end of freight are used to fill the
spaces.
BUCKLING – the dangerous bending of a spar under heavy stress.
BY THE HEAD – when the vessel is deeper by her normal draft at the bow.
BY THE STERN – when a vessel is deeper by her normal draft at the stern.
CAPSIZE – to turn over.
Glossary
CARGO BATTENS – planks spiked or bolted across the frames to keep the cargo
from contact with the ship’s side.
CARGO SLINGS – a piece of ropes with ends spliced together making a strope.
CENTER of BUOYANCY – the center of displacement. It is the center of upward or
buoyant action.
CENTER of FLOATATION – that point about which a vessel rotates when slightly
inclined in any direction from her free position of equilibrium by the action of
an external force without a change in her displacement.
CENTER of GRAVITY – the center of balancing point of downward pressure.
DEADWEIGHT – the carrying power of a vessel beyond her own weight.
DECKLOADS – cargoes carried on deck
DEEP STOWAGE – to stow cargo in a deep hold where there are no decks to
break the depth.
DEEP TANK – midship ballast tank considerable capacity by which a vessel’s draft
can be increased in a whole.
Glossary
DISPLACEMENT – the weight of the water displaced by the vessel equal to the
weight of the water.
DRAFT – the depth of the water necessary to float a vessel.
DRAFT MARKS – figure fastened to the stem and sternpost.
DUNNAGE – all kinds of wooden blocking used in the hold of a vessel to raise the
cargo above the floors and sides, preserving it from sweat and leakage, and to
serve as a chock to prevent it from being adrift.
EVEN KEEL – the trim of the vessel when its keel is parallel with the water surface.
FLOODABLE LENGTH – the part of the vessel’s length that can be flooded and
submerge her to within three inches of the top of her bulkheads.
FREEBOARD – the distance (in the distance of a vessel’s length) form the top of the
freeboard deck to the water.
FREEBOARD MARKS – painted disk on the side to indicate the load waterlines.
GROSS TONNAGE – is the cubical capacity of a vessel divided by 100 cubic feet.
HAND LEAD – a 7 – 14 lb lead for sounding in up to about 15 fathoms.
Glossary
HAULING PART – a part of a rope making up a tackle which is hauled upon.
HEEL – the list of inclination.
HOGGING STRESS – the force tending to produce a hogging condition.
INTIAL STABILITY – that which exist when a vessel is upright or listed at a small
angle.
JETTISON - to heave cargo overboard to lighten a vessel in peril.
LASHING – the rope used in lashing an eye to a spar so on and so forth.
LENGTH BETWEEN PERPENDICULARS – the distance measured from the fore
part of the stem to the after part of the sternpost.
LENGTH OVER ALL – the distance from the foremost part of the stem to the
aftermost part of the stern.
LENGTH TONNAGE - the distance measured along the tonnage deck from inside
the inner plate at the bow to the inside inner plate of the stern, making
allowance for the rake of the bow and stern.
LIGHT LOADLINE – the waterline of a vessel with no cargoes aboard.
Glossary
LIGHTEN – to ease off. To take out load
METACENTER – the point of intersection between a vertical line passing through
the center of gravity of a vessel upright and a vertical line passing through
the center of gravity of the displaced water of the vessel.
MOULDED BREADTH – the measurement over the frame but not the outside
plating at the greatest breadth of the vessel.
MOULDED DEPTH – a measurement made at the top of the upper deck beams at
the side of the vessel.
RESERVE BUOYANCY – that of all enclosed watertight spaces above the
waterline.
STOWAGE – proper laying of cargoes on the cargo hold.
STRAIN – a distortion due to an excessive stress.
STRESS – an equivalent to a force applied to a body which tend to change its
shape. Whether by compression or, pull, thrust, twist or sheering stress.
WATER LINE - the line indicated along the side of the ship by the plane of the
Glossary
WINTERLOAD LINE – one having extra freeboard for winter conditions.