CARGO HANDLING

& STABILITY -I

Assoc. PROF.DR. ERGÜN DEMİREL

OBJECTIVES

1. To introduce students types of merchant ships used in sea

transportation
2. To explain cargo holds, hatch covers, hold preparations and hold
inspections before loading
3. To explain ships’ loading and unloading cargo gears
4. To introduce students various types of cargoes, safe loading, securing ,
monitoring during voyage and unloading of cargoes
5. To explain Load Lines & seasonal zones
6. To orient students to conduct a proper deck watch
7. Effects of loading to trim and stability of the ship
COURSE LEARNING
OUTCOMES

Students passing the course successfully will acquire knowledge and

skills as listed below;
 1.Types of Merchant ships
 2.Preparation of cargo holds for loading different solid bulk cargoes
 3.Cargo hold inspections
 4.Types of cargo gear
 5. Safe methods of loading, stowage and securing cargoes
 6. Conduct a deck watch
 7. Effects of loading to trim and stability of the ship
IMPORTANT EVENTS
1 MIDTERM
EXAM
14 WEEKS (7 TH WEEK)
(%30)

2 QUIZZES 2 HOMEWORKS
(% 10) (% 10)

FINAL EXAM
(14 TH WEEK)
(% 50)
 COURSE PROGRAMME
The aim and objectives of Cargo Handling & Operations
 Strength and Stability of the ship, Safe and feasible voyage
 Definitions (Displacement, Lightship, DWT, GT, NT)
 Visibility
 Propellers
 Definitions (G, M, Z, B)
 Bending Moment and Shearing Forces
 Loadlines, Loading Zones, FWA
 Basic calculations, draught, air draught,
 Cargo types and cargo properties
Stowage factor, Broken Stowage, Short landing
Marking, separation, segregation , IMDG Code
Dunnage
Free surface effect
Ullage

Types of merchant ships used in sea transportation

General Cargo Ships, Bulk Carriers, Tankers, LPG&LNG
Carriers, Container Ships, Ships Carrying Timber Deck Cargoes,
Passenger Ships, RO RO ships, OBO Carriers.
 The Cargo spaces and Effective use of cargo spaces,
Cargo Holds, Twin Decks, Hold Bilges, Air Vents, Tank Top Strength,
Permissible Load, Preparation of Holds, Ventilation
Hatch Covers, Single-Pull McGregor and Fold Tight (Hydraulic) Hatch
Covers, Hatch Coamings, Compression Bars, Sponge Rubbers, Cleats,
Hatch Cover Water-tightness, Inspections

Cargo Gear
Tackles, Blocks, Wires, MSL- SWL, Slings
Derricks, Basic calculations, Cranes, Heavy Lift Derricks

Principals and safe working practices for the cargo

Cargo Plans, Stowage, Securing
Cargo watch
Cargo monitoring
 LOADING AND DISCHARGING PROCEDURES

Code of Stowage and Securing (CSS)

Coordination with terminal/port

CARGO CALCULATIONS AND COMPUTER

SUPPORT

Grain in Bulk, IMO criteria, VHM, GHM, Heel Angle

Grain Loading calculation
Draft Survey
Lodicators
 CARGO HANDLING & STABILITY -I

UNIT-1
The aim and objectives of Cargo handling & Operations,
 Strength and Stability of the ship, Safe and feasible
voyage
 Definitions (Displacement, Lightship, DWT, GT, NT)
 Visibility
 Propellers
 CARGO HANDLING & STABILITY -I
The aim Cargo handling & Operations,
 STRENGTH OF THE SHIP (SF / BM)
 STABILITY OF THE SHİP (GM /GZ)
 SAFE AND RELIABLE (FEASABLE)
VOYAGE
-Visibility
- Propellers
- Internal Traffİc (Accessibility)
 STRENGTH OF THE SHIP

The ship at sea or lying in still water is subjected to a wide

variety of stresses and strains. These sresses and strains result
from the action of forces from outside and within the ship.
Forces within the ship result from:
structural weight,
cargo,
machinery weight and
the effects of operating machinery.
Exterior forces include;
the hydrostatic pressure of the water on the hull and
the action of the wind and waves.
The ship must at all times be able to resist and withstand these
stresses and strains throughout its structure
 FORCES EFFECTING THE SHIP
ORIGIN OF THE FORCES
 INTERNAL
 EXTERNAL
 REACTION OF THE SHIP
AGAINST THE FORCES

 PRIMARY

 SECONDARY

 TERTIARY
SHEAR FORCE AND BENDING MOMENT
 AT SEA: SF and BM
 AT PORT : SWSF and SWBM (stıll water)
SHEARING STRESS –SHEAR
FORCE
 KESME GERİLMESİ (Shearing stress)
 KESME KUVVETİ (Shear Force)
SHEARING HOGGING- SAGGING
 WEIGHT, BUOYANCY AND
LOADI

The total weight of a ship is balanced by the total

buoyancy and that neither the weight nor the buoyancy is
evenly distributed throughout the length of the ship.
In still water, the uneven loading which occurs throughout
the length of a ship varies considerably with different
conditions of loading and leads to longitudinal bending
moments which may reach very high values. Care is
therefore necessary when loading or ballasting a ship to
keep these values within acceptable limits.
In waves, additional bending moments are created, the
reason for this is the uneven distribution of buoyancy. The
maximum bending moment due to this cause is considered
to be created when the ship moving head-on to waves
whose length is the same as that of the ship, and when
there is either a wave crest or trough situated amidships.
To calculate the bending moments and consequent
shearing stresses created in a ship subjected to
longitudinal bending, it is first necessary to construct
diagrams showing the longitudinal distribution of weight
and buoyancy.
 THE WEIGHT DIAGRAM

A weight diagram shows the longitudinal distribution of

weight. It can be constructed by first drawing a base line
to represent the length of the ship, and then dividing the
base line into a number of sections by equally spaced
ordinates as shown in Figure 41.10. The weight of the ship
between each pair of ordinates is then calculated and
plotted on the diagram. In the case considered it is
assumed that the weight is evenly distributed between
successive ordinates but is of varying magnitude.
Let CSA . Cross Sectional Area
 HOW TO CONSTRUCT BOUYANCY CURVE?

Bonjean Curves are drawn to give the immersed area of transverse

sections to any draft and may be used to determine the longitudinal
distribution of buoyancy. For example, Figure 41.11(a) shows a
transverse section of a ship and Figure 41.11(b) shows the Bonjean
Curve for the same section.The immersed area to the waterline WL
is represented on the Bonjean Curve by ordinate AB, and the
immersed area to waterline W1L1 is represented by CD.
Bonjean Curves
TOTAL WEIGHT-DISPLACEMENT-BOUNCY
WATER LİNE-BON JEAN CURVES
 WEIGHT AND BOUNCY
w: Weight Distribution b: Bouncy Distribution
Q: Shear Force M: Bending Momemnt
BON JEAN CURVES FOR EACH
WATERLINE

WL

Bon-jean curves

HYDROSTATIC CURVES
DEPLASMAN BOUYANCY EĞRİLERİ
LOAD (YÜK EĞRİSİ) – SHEAR FORCE (KESME KUVVETİ)
AND
BENDİNG MOMENT (EĞİLME MOMENTİ) DİAGRAMS
SHİP AT PORT – SLACK (DEAD) WATER
BENDİNG MOMENT - M(X)
SHEAR FORCE - Q(X) UNBALANCED FORCE- q (x)
 MURRAY'S METHOD TO FİND THE TOTAL LONGITUDINAL BENDING
MOMENT

Murray's Method is used to find the total longitudinal bending moment

amidships on a ship in waves and is based on the division of the total bending
moment into two parts:
(a) the Still Water Bending Moment, and
(b) the wave bending moment.
The Still Water Bending Moment is the longitudinal bending moment
amidships when the ship is floating in still water.
When using Murray's Method the wave bending moment amidships is that
produced by the waves when the ship is supported on what is called a
`Standard Wave'.
 THE STILL WATER BENDING MOMENT (SWBM)
Let ;
WF represent the moment of the weight forward of amidships,
BF represent the moment of buoyancy forward of amidships,
Let;
WA represent the moment of the weight aft of amidships,
BA represent the moment of the buoyancy aft of amidships, and
W represent the ship's displacement,
then:

This equation can be accurately evaluated by resolving in detail the many

constituent parts, but Murray's Method may be used to give an
approximate solution with sufficient accuracy for practical purposes.
 THE WAVE BENDING MOMENT
When using Murray's Method the wave bending moment amidships is that
produced by the waves when the ship is supported on what is called a
“Standard Wave”.
A Standard Wave is one whose length is equal to the length of the ship (L),
and whose height is equal to 0.607 L , where L is measured in metres. See
Figure 42.4.
The Wave Bending Moment is then found using the formula

where B is the beam of the ship in metres and b is a constant based on the ship's
block coefficient (Cb) and on whether the ship is hogging or sagging.
Example:
The length LBP of a ship is 200 m, the beam is 30m and the block
coefficient is 0.750. The hull weight is 5000 tonnes having LCG
25.5m from amidships. The mean LCB of the fore and after bodies
is 25 m from amidships. Values of the constant b are: hogging 9.795
and sagging 11.02.
Given the following data and using Murray's Method, calculate the
longitudinal bending moments amidships for the ship on a
standard wave with: (a) the crest amidships, and (b) the trough
amidships. Use Figure 42.5 to obtain solution.
 MOVEMENT OF A SHIP
When a ship is at the sea, wind waves and swell waves
cause its to move.The greater the strength of the wind
and greater the height of the sea and swell waves the
more the ship will move.

There are six types of motion, three are rotational and three are
linear.

ROTATIONAL: ROLL, PITCH AND YAW

LINEAR: SWAY, SURGE AND HEAVE
These motions are described by the terms shown in the Figure below.
 STABILTY OF THE SHIP-REVISON
If the angel of heel is a
large angle, more than
10 degrees, but limited
to wall sided
inclinations, than the”
Wall sided formula”
GZ = (GM + ½ BM Tan2
θ) Sine θ
applies ;
where GM and BM are
the values for the ship in
the upright condition
Answer:
Eventually the center of bouyancy (B) will move outboard of the
center of gravity (G) and the righting levers will become positive to
right the ship back to some indeterminate small angle.

The place of the initial transverse metacentre (M) changes

at large angles (>10 degrees)
In calculating the
effective GM it is usual
to make allowances for
free surfaces by
incorporating the
FSM’s in the KG table
where they must always
be ADDED.
 LIGHT SHIP + DWT= DISPLACEMENT
DISPLACEMENT TONNAGE (TOPLAM GEMİ AĞIRLIĞI) = ∆ = W

LIGHT WEGHT TONNAGE (LWT) OR

LIGHT SHIP TONNAGE
 
LWT = W(HULL) + W(MACHİNE AND AXUALARY
ENGİNE) + W(SUPER STRUCTURE) + W(DECK
MACHİNES) + …

 BOŞ GEMİ AĞIRLIĞI = ÇELİK TEKNE AĞIRLIĞI + ÜST BİNA

AĞIRLIĞI + ANA MAKİNE VE YARDIMCILARI AĞIRLIĞI +

 
 DEAD WEİGHT TONNAGE = DWT
 
DWT = W(CARGO) + W(FUEL) + W(BALLAST) + W(OİL)
+ W(FRESH WATER) + CONSTANTS+PROVISION
GEMİYE YÜKLENEN, GEREKTİĞİNDE BOŞALTILABİLEN BÜTÜN
AĞIRLIKLARDIR.
 
∆= LWT(GEMİNİN KENDİ AĞIRLIĞI) + DWT
(GEMİDE BULUNAN YÜK, YAKIT, TATLI SU, YAĞ, BALAST,…)

ARCHIMEDE’S RULE
∆ = V (VOLUME) X D (DENSİTY OF THE WATER)

D=1.025 TON/M³
 
DISPLACEMENT = LIGHT SHIP + DWT
LİGHT DİSPLACEMENT= LİGHT SHİP= LIGHT VESSEL
DWT İS A WEİGHT MEASURED BY METRİC TON.
DEADWEİGHT TONNAGE İS THE YARDSTİCK FOR COMMERCİAL
EVALUATİON OF A SHİP
 
THE LEGAL MEASURES OF THE SHİP, NET AND GROSS TONNAGES
ARE MEASURED ON VOLUME BASİS
1 TON =100 FT3 =2.83 M3
GROSS TONNAGE (GT) OR “GROSS REGİSTERED TONS” (GRT) İS
THE DEFİNİTİON OF THE CLOSED VOLUMES (V) WİTHİN THE SHİP
GRT = K1 . V K1= 0,2 + 0,02LOG10 V
( V= ALL CLOSED VOLUMES)

NET TONNAGE (NT) OR “NET REGİSTERED TONNES (NRT) İS

THE VALUE OF THE CLOSED VOLUMES THAT NORMALLY
CONTRİBUTE TO

THE CARGO AND PASSENGER CARRİAGE OF THE SHİP.

NT ≥ 0,30 GRT
 Vc: Total volume of cargo spaces
T : Moulded draught amidships(m.)
D : Moulded depth amidships(m.) (D=T+f)
K2 = 0.2 + 0.02 log10Vc (f: freeboard)

N1 : Number of passengers in cabins with 8 berths or

ore
N2 : Number of passengers not included in N1
DOCK WATER ALLOWANCE
(DWA)

The Dock Water Allowance (DWA) of a ship is the number

of millimetres by which the mean draught changes when a
ship passes from salt water to dock water, or vice-versa,
when the ship is loaded to the summer displacement.
The DWA is a fraction of the FWA and is found by the
formula:

DWA (mm)= FWA (1025 - RD dock water)

25
LOAD LINES SCALE

LOADING SCALE
LOAD LINES
TIMBER LOAD LINES
TONNAGE MARKS

TF : TROPICAL
FRESH WATER
F : FRESH WATER
T : TROPICAL WATER
S : SUMMER WATER
W : WINTER WATER
WNA : WINTER
NORTH ATLANTIC
DRAFT MARKS
 ABBREVIATIONS USED IN THE FOLLOWING EXAMPLE
A Aft CALCULATIONS
AP Aft perpendicular
C of G Centre of gravity
cm Centimetre
CoT Change of trim
d distance
DW Dock water
DWA Dock water allowance
F Forward
FP Forward perpendicular
FWA Fresh water allowance
G Position of the ship’s C of G
GG1 Movement distance of the ship’s C of G
GM Metacentric height
KG Measured distance between the keel and the C of G of the vessel
KM Measured distance between the keel and the metacentre
L Length of ship
l A proportionate length of the ship’s length
M Metacentre
M metres
MCTC Moment to change trim 1cm
Mm Millimetres
RD Relative density
Stbd Starboard
SW Salt water
Tan tangent
TPC Tonnes per centimetre
W Displacement of vessel
W added or discharged weight
REVİSİON QUESTİONS RELATED TO BASİC STABİLİTY (MTME211Y)
QUESTION: Port Water Density= 1015kg/m3, Draft at Midship is 12 cm
under SUMMER line.FWA=65 mm TPC=20 ton/cm2. The weight of extra
load at port is 200 tonnes. Find maximum wight of cargo which may be
loaded up to Summer Line.

DRAFT CHANGE (mm)= FWA(mm)x(1025-D)/25

DRAFT CHANGE (mm)= 65 mm(1025-1015)/25=65/10x25=
26mm=2.6 cm INCREASE
Total Distance to SUMMER LINE is =12+2.6= 14.6 cm
Maximum load which will be accepted = 14.6 cm x TPC
=12.6 x 20=292 tonnes
Extra Load is = 292-200 (Waiting cargo)= 92 tonnes
FINAL KG/GM CALCULATIONS)
EXAMPLE 3
A VESSEL OF 10 000 TONNES DISPLACEMENT WITH A KG OF 7.0
M LOADS 100 TONNES OF KG 12 M. CALCULATE THE NEW KG
OF THE VESSEL, BY TAKING MOMENTS ABOUT THE KEEL..

WEİGHT KG MOMENT
10 000 7.0 70.000
100 12.0 1.200
10100 71.200

FİNAL KG= TOTAL MOMENT = 71.200 = 7.0495 M.

TOTAL WEİGHT 10.100

FINAL KG = 7.0495 M.
EXAMPLE 4
A VESSEL OF 12 000 TONNES DISPLACEMENT HAS A KG OF 7.8 M
AND A KM OF 8.6 M. SHE THEN LOADS THE FOLLOWING CARGO
PARCELS:
250 TONNES AT KG OF 11.0M
100 TONNES AT KG OF 7.0 M AND
50 TONNES AT KG OF 3.0M

CALCULATE THE VESSEL’S FINAL GM AFTER COMPLETION OF

LOADING.
ANSWER

WEİGHT KG MOMENT
12. 000 7.8 93.600
250 11.0 2.750
100 7.0 700
50 3.0 150
12. 400 97.200

FİNAL KG= TOTAL MOMENT = 97 200 = 7.839 M.

TOTAL WEİGHT 12400

GM - KM = KG = 8.6 - 7.839 = 0.761 M.

CALCULATION OF LIST
Remember
QUESTION A ULCC; 420m length (LOP), beam 72 m, coefficient of (finennes) of
waterplane area is 0.86, 1 cm trim moment (MCTC) is 7800 t.m/cm. Forward draft 19.70m
astern draft 22.26m. LCF is 12 m forward of amidship. 32000 cubic meters of seawater is
discharged from a balast tank whose center of volume is 42m from aft of amidship. Find the
final draft.
TPC= TONNE PER CM (ton/cm)
TPC(cm)= 1.025xAWP(Waterplane Area) (m2) / 100*
Solution:

Awp=CWPxLxB=086x420mx72m=26006.4 m²
Tons per cm immersion TPC=1.025x Awp/100 = 26006.4/100= 266.6
ton/cm

Decrease in weight δW=γV=1.025 t/m³ x 32000m³ =32800 ton

Decrease in draft δt=δW/TPC= 32800 ton/266.6 ton/cm= 123 cm
The decrease of draught shall be reflected equally all over the ship (paralel rise/sinkage)
Trimming moment Mt=32800 t x (42+12)m= 1771200 ton-m
Trim t=Mt/MCTC= 1771200 ton- m/7800 ton- m/cm= 227 cm (Forward) (MT=MCT)
TRIM
t tF tA
____ = _____ = _______

LBP L/2-e L/2+e

227 tF tA
____ = _________ = __________

420 420/2-12 420/2-12

tF = 107 cm (Increase draft) tA= 120 cm (Decrease draft)

Final Draught Forward Stern
Initial 19.70 22.26
Parallel rise -1.23 -1.23
Trim 1.07 1.20
Final 9.54 19.83

Mean Draught TM = ½ (TF +TA) = 1/2 (19.54+ 19.83 ) = 19.69 cm

 NAVİGATİON BRİDGE VİSİBİLİTY
[SOLAS V/22]

13.1 A ship of 45 metres or more in length, constructed on or after 1 July 1998, must meet the
following requirements:
(a) the view of the sea surface from the conning position must not be obscured by more than two
ship lengths, or 500 metres, whichever is the less, forward of the bow to 10° on either side
under all conditions of draught, trim and deck cargo;
(b) no blind sector caused by cargo, cargo gear or other obstructions outside of the wheelhouse
forward of the beam which obstructs the view of the sea surface as seen from the conning
position, is to exceed 10°. The total arc of blind sectors is not to exceed 20°. The clear sectors
between blind sectors must be at least 5°. However, in the view described in (a), each
individual blind sector is not to exceed 5°;
(c) the horizontal field of vision from the conning position must extend over an arc of not less
than 22.5°, that is from right ahead to not less than 22.5° abaft the beam on either side of
the ship;
(d) from each bridge wing the horizontal field of vision must extend over an arc of at least 22.5°,
that is from at least 45° on the opposite bow through right ahead and then from right ahead
to right astern through 180° on the same side of the ship;
(e) from the main steering position the horizontal field of vision must extend over an arc from
right ahead to at least 60° on each side of the ship;
(f) the ship's side must be visible from the bridge wing;