LESSON TOPIC: 4.

4 TITLE: TRIM AND DRAFT

Contact periods allotted this LESSON TOPIC:

Classroom: 2.0 Test: 0.0

Trainer: 0.0 Total: 2.0

MEDIA: Classroom lecture with visual

media

TERMINAL OBJECTIVES:

6.0 EVALUATE shipboard stability by analyzing

weight and moment considerations. (JTI 3.2.1,
6.0, 6.1, 6.2)

ENABLING OBJECTIVES:

6.19 EXPLAIN why trim and loading affect intact

stability.

6.20 COMPUTE the impact of longitudinal weight

shifts, additions, and removals on the ship's
trim and drafts.

6.21 Given a specified loading condition and

draft readings, CALCULATE the required movement
of solid or liquid loads to bring the ship to
within acceptable limits of trim.

6.22 Given a predetermined amount of flooding

damage, COMPUTE final trim and drafts.

6.23 DEFINE drag, trim, trimming moment,

trimming arm, longitudinal center of flotation,
parallel rise, parallel sinkage, and plunging.
 6.24 DESCRIBE the movement of longitudinal
stability reference points caused by weight
shifts, additions, and removals.

LONGITUDINAL STABILITY AND TRIM

Design Waterline (DWL): The waterline at which the ship
is designed to float in the
full load condition.

Corresponds to a line in the

middle of boot-topping of the
ship.

A vertical line drawn at the

point of intersection of the
Forward Perpendicular (FP): DWL and the stem of the ship.

Important in the study of

longitudinal stability as well
as in frame numbering.

A vertical line drawn at the

point of intersection of the
Aft Perpendicular (AP): DWL and the stern of the ship.

Length Between Perpendiculars Distance from the FP to the AP.

(LBP):
Found in the DC Book Part 1(a),
and/or in the booklet of
general plans. When not found
there, use the Length Between
Draft Marks (LBD) usually found
on the Draft Diagram and
Functions of Form.

Midships Perpendicular (MP): A vertical line intersecting

the ship's centerline, half the
distance between the FP and AP.
 Symbol

Longitudinal Center of Geometric center of the ship's

Flotation (LCF): waterline plane. The ship trims
about this point.

May be forward or aft of the MP

depending on the ship's hull
shape at the waterline.

Center of Flotation Distance: Distance from the LCF to the

MP. Found using the Draft
Diagram and Functions of Form,
as a function of displacement.
Used to distribute changes of
trim between the fwd and aft
drafts.

Center of Buoyancy (LCB): The point through which the

forces of buoyancy act,
longitudinally.

Drag:
 A design feature where the
draft aft is greater than the
draft forward.

Primarily done to increase

propulsion plant effectiveness.

Trim: The difference between the

forward and after drafts, in
excess of design drag.

Parallel Rise/Sinkage (PR/PS):

When weight is removed/added

from/to a ship at LCF, the
forward and aft drafts will
change by the same amount.

Change in Trim (CT): The sum total of the absolute

values of the change in forward
and after drafts. EXAMPLE:

DFWD DAFT Trim

Original: 20FT 18FT 2FT b/b

Final: 16FT 21FT 5FT b/s

Change: -4FT +3FT 7FT b/s

The distance from the center of

gravity of the weight to the
Trimming Arm (TA): LCF. If the weight is shifted,
TA is the distance shifted.

Moment about the LCF produced by

weight additions, removals, or
Trimming Moment (TM): shifts.

, where w is the
amount of weight added, removed,
or shifted.

The moment necessary to produce

a change in trim (CT) of one
Moment to Trim One Inch (MT1"): inch. Found using the Draft
Diagram and Functions of Form.

The number of Long Tons added or

removed necessary to produce a
Tons Per Inch Immersion (TPI): change in mean draft of one
inch. (in salt water)

LONGITUDINAL WEIGHT SHIFTS

When a weight is shifted longitudinally (fore 'n' aft)
the net effect on a ship is similar to a see-saw, one end
goes up and the other goes down. The pivot of the "see-
saw" is located at the Longitudinal Center of Flotation
(LCF).
To calculate the effect of shifting a weight
longitudinally on the ships drafts, follow these steps:

1. Calculate the Trimming Moment (TM):

2. Calculate the Change in Trim (CT):

3. Calculate the change in forward draft (dFWD):

The + or - sign depends on the location of LCF.

If LCF is aft of MP use "+" and if LCF is
forward of MP use "-".

4. Calculate the change in aft draft (dAFT):

NOTE: If the weight was shifted forward, dFWD will be

positive and dAFT will be negative. If the weight was
shifted aft,dAFT will be positive and dFWD will be
negative.

Example Problem

The FOWK just completed a transfer of 6500 gallons of

diesel fuel (diesel = 322 Gallons/LT). The fuel is now
located 135 FT forward of its original position. Prior
to transfer, the ships drafts were 169" fwd and
173" aft. Design Drag is 0.
LBP is 450 FT, MT1"=825 FT-Tons/inch and LCF is 24 FT aft
of MP. The CHENG wants to know the new drafts and trim.

1. Calculate weight of fuel transferred:

2. Calculate the trimming moment:

3. Calculate the change in trim:

4. Calculate the change in forward draft:

5. Calculate the change in aft draft:

NOTE: Since the weight was shifted forward, the draft

change at the bow is positive, and at the stern is
negative.
6. Determine the new drafts and trim:

Forward Aft Trim

Original: 16'9.00" 17'3.00" 6.0" b/s

Change: + 1.83" - 1.47" 3.3" b/b

Final: 16'10.83" 17'1.53" 2.7" b/s

LONGITUDINAL WEIGHT ADDITIONS AND REMOVALS

When weight is added or removed to/from a ship, the
effects on longitudinal stability are evaluated as well.
With the weight change, two things will happen:

1. The ship will sink or rise a few inches

2. The ship will trim about the Center of Flotation (LCF)

The easiest way to calculate the draft changes due to a

weight addition/removal not located at LCF is to divide
the weight change into two steps. First, assume the
weight is added at LCF:

The added weight causes the entire ship to sink

symmetrically in the water. This is called Parallel
Sinkage. If the weight was removed, the ship would rise
symmetrically out of the water, called Parallel Rise. To
calculate the amount each draft changes due to parallel
sinkage/parallel rise (PS/PR) use:

Next, transfer the weight from LCF to it's actual

location. Although the weight was never really added at
LCF then shifted, the end mathematical result will be the
same as when the weight was added directly to its actual
location.

This step of moving the weight to its actual location is

identical to a weight shift problem. Again, to determine
the change in the ships drafts due to trim:

1. Calculate the Trimming Moment (TM):

2. Calculate the Change in Trim (CT):

3. Calculate the change in forward draft (dFWD):

The + or - sign depends on the location of LCF.

If LCF is aft of MP use "+" and if LCF is
forward of MP use "-".

4. Calculate the change in aft draft (dAFT):

NOTE: If the weight was shifted forward, dFWD will be

positive and dAFT will be negative. If the weight was
shifted aft, dAFT will be positive and dFWD will be
negative.

The final step is to calculate the total change in draft

forward and draft aft by considering both Parallel
Rise/Sinkage and change in trim:
Example Problem

During VERTREP, all JP-5 in tanks 5-328-0-J and 5-344-0-J

is transferred. The Liquid Loading Report shows 57 LT in
these tanks prior to transfer. The center of gravity of
the combined tanks is 146 FT aft of MP. The CHENG wants
to know the new drafts and new trim of the ship. Design
Drag is 16" by stern.

LBP = 408FT MT1" = 775 FT-Ton/inch TPI = 32.4 LT/inch

DraftFWD = 146" DraftAFT = 150" LCF = 24FT aft of MP

1. Calculate parallel rise (PR):

2. Determine the Trimming Arm (TA):

3. Calculate the Trimming Moment (TM):

4. Calculate the Change in Trim (CT):

5. Calculate the change in draft forward due to trim

(dFWD):

6. Calculate the change in draft aft due to trim (dAFT):

Since weight was removed aft, this is a forward trimming

moment. The forward draft will increase and the stern
draft will decrease.

7. Calculate the total change in draft forward (DRAFTFWD):

8. Calculate the total change in draft aft (DRAFTAFT):

9. Calculate the final drafts and ships trim:

FWD Draft AFT Draft Trim

Original: 14 6.00" 15 0.00" 10.00" by the bow

 Change: +3.25" -5.72" 8.97" by the bow

New: 14 9.25" 14 6.28" 18.97" by the bow

EFFECT OF TRIM ON STABILITY

The Draft Diagram & Functions of Form and Cross Curves of
Stability are prepared for ships based on the design
condition: No Trim. For most surface ships, so long as
trim does not become excessive (more than 1% of the
length) these curves are still applicable.

RULES OF THUMB FOR TRIM

1. Maximum acceptable Trim is 1% LBP

2. Follow Liquid Loading Instructions

3. Watch for Hogging and Sagging Stresses

PLUNGING
Definition: When the Trimming Moment exceeds the
Longitudinal Righting Moment, and the ship sinks by the
bow or the stern.

Loss of ships by plunging occurs more often in the

merchant or auxiliary type ship than in the combatant
type, although some destroyers have been lost in this
manner. Merchant ships have much larger compartments, and
the flooding of these compartments at the bow or stern
trims the ship heavily.
TRIM CALCULATION SHEET
It is often desirable to consider the effects of several
weights at once when computing draft changes. The Trim
Calculation Sheet is a tabular form used to calculate the
net trimming moment created by several weight movements.

DIRECTIONS FOR USE

1. In columns 1 and 2, describe the weight, tank

number, flooded compartment, etc. and determine
the weight (Long Tons) of each object.

2. Sum total the weights in column 2 to

calculate the net weight addition or removal.

3. In column 3, determine the Trimming Arm (TA),

the distance from the center of gravity of the
weight to the ships LCF.

4. In either column 4 or 5, calculate the

Trimming Moment by multiplying each weight by
its Trimming Arm. A weight change causing the
bow to sink lower in the water is a forward
trimming moment, a weight change causing the
stern to sink lower in the water is an aft
trimming moment.

5. Sum total the forward trimming moments and

aft trimming moments in columns 4 and 5. Take
the difference between these totals as the NET
Trimming Moment (will either be forward or aft
based on the greater column total.)

6. Calculate Parallel Rise or Parallel Sinkage

(PR/PS). Divide the net weight addition/removal
by Tons per Inch Immersion (TPI, found using
 Draft Diagram and Functions of Form and ORIGINAL
DISPLACEMENT.)

7. Calculate the Change in Trim (CT). Divide the

net trimming moment by the Moment to Change Trim
by 1" (MT1", found using Draft Diagram and
Functions of Form and FINAL DISPLACEMENT.)

8. Calculate the change in draft forward due to

trim (dFWD) and change in draft aft due to trim
(dAFT) using the equations. If the net trimming
moment was forward, dFWD is positive and dAFT is
negative. If the net trimming moment is
aft, dAFT is positive and dFWD is negative.

9. Fill in the box in the lower right corner by

applying all changes to the original conditions.

Example Problem: USS STEPHEN W. GROVES (FFG 29)

Original Drafts: Fwd: 15'0" Aft: 15'3" LBP = 408 FT

1. 200 LT is added 20 FT forward of MP

2. 20 LT is removed 80 FT forward of MP

3. 50 LT is removed 30 FT aft of MP

4. 40 LT is shifted forward 20 FT

FIND: New drafts and new trim