The thickness (and dimensions) of the plates that make up a ship. Lightship Displacement: This is the extreme displacement, with the ship fully equipped, ready for sea, but without crew, stores, fuel, cargo, passengers, and water however, the boiler(s) are filled with water to working level. Molded Displacement: The water that is displaced by a ship’s molded dimensions when she is floating at the designed load waterline.Įxtreme Displacement: This is the displacement calculated as: The Displacement as a mass is the water that is displaced by a ship. The Displacement as a weight is the weight of the water that is displaced by a ship.ĭisplacement in Fresh Water = Volume of Displacement * 1000 kg/m 3.ĭisplacement in Sea Water = Volume of Displacement * 1025 kg/m 3. The Displacement as a volume is the empty space in the water that is equal to the underwater shape of a ship. The Displacement may be expressed as a volume, or as a weight, or as a mass. The water displaced by the hull of a ship is called Displacement. Find also the amount of the hog or sag and the initial metacentric height on departure. Assuming that the KM is constant, find the amount of cargo (KG = 10.0 m) that can be loaded for the ship to sail at the load Summer draft. Summer draft is 13.10 m and Summer freeboard is 1.01 m. Present drafts are F 12.65 m and A 13.25 m. The present displacement is 10,000 tonnes, KG = 6.02 m, and KM = 6.92 m. 4.Ī ship is floating in dock water of relative density 1.020. 3.įind the weight of cargo the ship in Question 2 could have loaded had the center of flotation been 3 m forward of amidships instead of 2 m aft. Find the cargo that must still be loaded to bring the ship to the maximum permissible draft. The ship is at present floating in dock water of density 1015 kg per cubic meter at drafts of 7.2 m F and 9.2 m A. 2.Ī ship has a load salt water displacement of 12,000 tonnes, load draft in salt water 8.5 m, length 120 m, TPC = 15 tonnes, and center of flotation 2 m aft of amidships. The center of flotation is 3 m aft of amidships.

The present draft is 6.2 m F and 8.2 m A. The minimum permissible freeboard for a ship is at a true mean draft of 7.3 m. pounding) are experienced when the ship is in the lighter ballast condition, and is long and slender, by reason of the increased submersion of the bow in heavy weather with impact also on the bow flare. Where the ballast draft forward is less than 1% of the ship’s length, the additional strengthening of the pounding region is given special consideration. As longitudinals are stiffening the bottom shell longitudinally, it should be noted that fewer side girders need be provided than where the bottom is transversely framed to resist distortion of the bottom with the slamming forces experienced.

Where the minimum designed draft forward may be more than 4% but less than 4.5% of the ship’s length, solid plate floors may be fitted at every third frame space and intercostal side girders may have a maximum spacing of four times the transverse floor spacing. If the double bottom is longitudinally framed in the pounding region, where the minimum designed draft forward may be less than 4% of the ship’s length, solid plate floors are fitted at alternate frame spaces, and intercostal side girders fitted at a maximum spacing of three times the transverse floor spacing. Intercostal side girders are fitted at a maximum spacing of three times the transverse floor spacing, and half-height intercostal side girders are provided midway between the full-height side girders. Where the double bottom is transversely framed, solid plate floors are fitted at every frame space in the pounding region.

If the minimum designed draft forward in any ballast or part-loaded condition is less than 4.5% of the ship’s length, then the bottom structure for 30% of the ship’s length forward in sea-going ships exceeding 65 m in length is to be additionally strengthened for pounding. Bruce M.B.A, F.R.I.N.A., MSNAME., in Ship Construction (Seventh Edition), 2012 Additional stiffening in the pounding region

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