Correction for Changes in Weight

Because of the wide variety of possible loading conditions, the ship will rarely be in
the same condition as was assumed for the still water bending moment calculation.
It is therefore important to be able to calculate, as simply as possible, the effect of the
addition or removal of weight on the hull girder bending moment. A useful technique
for this is to construct an influence line diagram. An influence line shows the effect
on the maximum bending moment of the addition of a unit weight at any position x
along the ship length. The height of the line at x represents the effect on Mmax of the
addition of a unit weight at x. Two influence lines are normally drawn, one for the
maximum hogging and one for the maximum sagging condition. Influence lines could,
of course, be drawn to show the effect of additions on other bending moment values
(i.e., other than Mmax), but these would be of less interest.
Let us take the case of a weight P which is added at a distance xp forward of
amidships, as shown in Fig. Other relevant quantities are defined in the figure. As a
result of this addition the ship will undergo a parallel sinkage ν and a nondimensional
trim t (total trim divided by the total length L). If AW and IL are the area and the
longitudinal moment of inertia of the waterplane about the Longitudinal Center of
Flotation (LCF), then (assuming that the change in the waterplane is small) we have
𝑃 𝑃(𝑥𝑃 −𝑥𝐹 )
𝜈= and 𝑡=
𝜌𝑔𝐴𝑊 𝜌𝑔𝐼𝐿

where x is positive forward of amidships. Let R denote the position of maximum

bending moment, Mmax, located at a distance xR from amidships. The total change in
Mmax can be determined by taking moments about R, either forward or aft. Choosing
the forward side, we see that the change in Mmax is the sum of the negative moment
of buoyancy of the parallel sinkage forward of R minus the moment of buoyancy of
the wedge forward of R plus the moment of added weight. (This is consistent with the
convention that downward force is positive and hogging bending moment is positive).
These three quantities are:
1. Moment of buoyancy of parallel sinkage forward of R about R
𝑃ℳ𝑅
= −𝜌𝑔𝑣ℳ𝑅 = −
𝐴𝑊
where ℳ𝑅 is the moment about R of the waterplane area forward of R (the
shaded area 𝐴𝑅 in Fig.).
2. Moment of buoyancy of wedge forward of R
𝐹𝑃
= −𝜌𝑔 ∫ 2𝑧𝜉[𝜉 + (𝑥𝑅 − 𝑥𝐹 )]𝑡𝑑𝜉 = −𝜌𝑔[𝐼𝑅 + ℳ𝑅 (𝑥𝑅 − 𝑥𝐹 )]𝑡
0
𝑃(𝑥𝑃 − 𝑥𝐹 )
=− [𝐼𝑅 + ℳ𝑅 (𝑥𝑅 − 𝑥𝐹 )]
𝐼𝐿
 3. Moment of added weight = 𝑃(𝑥𝑃 − 𝑥𝐹 )
Note: since we are calculating
moments forward of R, this third term
is only included if the added weight is
forward of R; if not, it is omitted. To
assist in remembering this, we shall
write this third term as 𝑃〈𝑥𝑃 − 𝑥𝐹 〉, in
which the pointed brackets indicate
that whenever the quantity within the
brackets be comes negative its value is
taken as zero.
Therefore, the net effect on the bending
moment at R (i.e., on Mmax) due to the
addition of a weight P is
ℳ𝑅
𝛿𝑀𝑚𝑎𝑥 = 𝑃 {−
𝐴𝑊
(𝑥𝑃 − 𝑥𝐹 )
− [𝐼𝑅
𝐼𝐿
+ ℳ𝑅 (𝑥𝑅 − 𝑥𝐹 )]

+ 〈𝑥𝑃 − 𝑥𝐹 〉}

This equation is also valid for negative

values of xP (i.e., for P aft of
amidships), provided that, once again,
if the expression in pointed brackets is
Fig: Influence line for change in Mmax due to
negative it is taken as zero. A
added weight.
discontinuity occurs at R, the position
of maximum bending moment. As
shown in Fig., the influence lines are straight lines that cross the axis at
approximately the quarter points of the vessel. Therefore, a weight added within this
length causes an increased sagging moment and an added weight outside this length
causes an increased hogging moment. To construct an influence line diagram, the
equation should be evaluated for three values of xP: –L/2, xR, and +L/2.
By making suitable approximations it is possible to simplify 𝛿𝑀𝑚𝑎𝑥 . It can be shown
𝐼
that if both LCF and R are taken as being at amidships, then 𝑥𝑃 − 𝑥𝐹 = 0 , 𝐼𝑅 = 2𝐿,
and ℳ𝑅 = ½AW x (½)WP, where x (½)WP is the distance from amidships to the centroid
of the forward half waterplane. With these simplifications 𝛿𝑀𝑚𝑎𝑥 becomes
 𝑥(½)𝑊𝑃 𝑥𝑃
𝛿𝑀𝑚𝑖𝑑𝑠ℎ𝑖𝑝 ≅ 𝑃 {− − + 〈𝑥𝑃 〉}
𝐴𝑊 2
Thus, if the weight is added forward of amidships the result is
𝑥𝑃 − 𝑥(½)𝑊𝑃
𝛿𝑀𝑚𝑖𝑑𝑠ℎ𝑖𝑝 ≅ 𝑃 { }
2
and this has a direct and relatively simple physical interpretation: it is half of the
moment of P about the centroid of the half waterplane area (and the slope of the
influence line is ½.) Moreover, for this simplified case, it is possible to define the terms
in such a way that a single expression applies, regardless of whether P is
forward or aft of amidships. To do this, we define l as the distance between the added
weight and the nearer centroid of the half waterplane area, as shown in Fig., and we
adopt the sign convention that if P lies between this centroid and amidships, the
moment change is negative (sagging) or is otherwise positive (hogging). The
approximate expression for the moment change is then simply
𝑃𝑙
𝛿𝑀𝑚𝑖𝑑𝑠ℎ𝑖𝑝 ≅
2
Note that this approximation
can only be used for the
admidships value of a
symmetric bending moment
distribution. Of course, if a
weight is removed, then –P
replaces P in all of the above
formulas.
In addition to their use in
design, influence lines are a
helpful tool for the ship
operator and are sometimes
provided as a part of the loading
manual. However, it should be
noted that they are intended for
small weight changes only,
certainly not more than 5% of Fig: Simplified influence line: change in M due to added
the dis placement. If the change weight.
exceeds this amount, a new
bending moment calculation should be done. Obviously, the approximate formula is
even less accurate, and it should not be used at all if either the LCF or the location of
M max is not close to amidships.