Hello sir, thank u so much for the video. Wanna ask if why you dont put directly the sf into sf column but instead you convert the 1.26 sf into sg and input it into sg column. Thank u n advance
Thanks for asking! If you look closely on the loadicator screen and the tab "Longitudinal Strength" the ship diagram shows various lines moving along the length of the ship. The line in color blue represents the Shearing Forces while the line in the Red refers to the Bending moments along the ship's length. The Hog / Sag is caused by Bending Moment forces acting along the ship's length. If the the Bending Moment line is curved downward at the middle of the ship compared to ends - it means the ship is experiencing a SAG. If the Bending Moment line is curved upwards in the middle compared to ends then the vessel will be experiencing HOG. Hope it clears!!
Slightly off topic though , what constant should we take in the final draft survey one which is actual on arrival (generally its off) or what we have considered in dwt calculations which has been sent to the charterers ?and can we change the constant at discharge port slightly if we are short or its a big no? Wr take the same one as the load port. Pls reply
The whole purpose of doing the initial draft survey at loading port is to determine the ship's constant. The value of the constant obtained at the initial draft survey is used at the final draft survey in order to arrive at the cargo figure which is loaded. Now when the vessel arrives at the discharging port the draft surveyor would carry out the initial draft survey and you will arrive at a value which is Cargo + K. which means that the value consists of Cargo value and Constant value. The draft surveyor normally asks for the loadport draft survey report and subtracts the constant obtained at loadport from the cargo + K value to arrive at the approximate cargo figure. However, he will only ascertain the final figure discharged upon the final draft survey and you will be left with the value of the constant. I advise, not to reduce the constant at loadport since if at discharge port you obtain the real constant you might end up with short quantity of cargo. As a Chief Mate, it's always advised that you are aware of the vessel's constant. For more tips and tricks on draft survey you can watch the video i posted on Draft Survey tips. Hope it clears!!!
Tks for your videos, it's very useful for me. but I still confuse when you set condition "In port" and keep Density 1.025. If you change it to 1.000 then drafts at departure port will be different, am I correct?
Thanks for the question. It is very difficult to predict the actual amount of sad that will be experienced By a ship in a given loading operation. It will entirely depend upon the type of cargo loaded ( heavy density or otherwise) , the kind of loading sequence adopted, and other factors such as when the sag is actually being developed during the loading stage. If initially only sag is developed it is very difficult to break that sag during the later stages of the loading. But , a lot will depend upon the past history of the vessel for this you should always refer to the previous draft survey reports of the vessel as to how much sag was experienced with what all cargoes. Accordingly sag allowance must be taken in your deadweight calculations. We shall discuss this at length during upcoming tutorials on sag allowance!
Its very bad, that you didnt show how and what exacyly you was calculating when you decided to put SF 44,48 and SG 0,7949. As I know SG we must use ONLY for liquids & SF for solid or bulk,grain cargoes. So question is: why you didnt left empty the column with SG?(because we are carring solid cargo, but nit liquid) If SF as you saying is 1.26 why is the column of loading programm you wrote down 44.48? Why you devide 1 on 1.26?(where you took 1.26? And what is 44,48 in such case?
Yes ! all loadicator (except very few) have a provision to put / adjust constant values you can do the same anytime you find value of your constant. its essential to put the updated value of obtained constant in the loadicator
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Thanks, college for good video! Looking forward for Sequence part. All the best!
Outstanding & Classic Explanation.
This video series Are very helpful and in detail. Thank you so much for your efforts.
Thank for this useful knowledge. Waiting for nex video.
Best TNX!!!
Hi Sir. Thanks for your video. I have one question, can you explain? How should i do if the draft at loading port is by ahead?
Hello sir, thank u so much for the video.
Wanna ask if why you dont put directly the sf into sf column but instead you convert the 1.26 sf into sg and input it into sg column.
Thank u n advance
thank you very much
Sir how do you check hog / sag could you clarify. Thanks for the excellent videos.
Thanks for asking! If you look closely on the loadicator screen and the tab "Longitudinal Strength" the ship diagram shows various lines moving along the length of the ship. The line in color blue represents the Shearing Forces while the line in the Red refers to the Bending moments along the ship's length. The Hog / Sag is caused by Bending Moment forces acting along the ship's length. If the the Bending Moment line is curved downward at the middle of the ship compared to ends - it means the ship is experiencing a SAG. If the Bending Moment line is curved upwards in the middle compared to ends then the vessel will be experiencing HOG. Hope it clears!!
@@funnel2tunnel360 thank you for the excellent explanation. Best videos ever i could find on TH-cam. Thanks a lot
My friend, how you can check that Cargo Hold N 1 will be loaded exactly 97%?
Slightly off topic though , what constant should we take in the final draft survey one which is actual on arrival (generally its off) or what we have considered in dwt calculations which has been sent to the charterers ?and can we change the constant at discharge port slightly if we are short or its a big no? Wr take the same one as the load port. Pls reply
The whole purpose of doing the initial draft survey at loading port is to determine the ship's constant. The value of the constant obtained at the initial draft survey is used at the final draft survey in order to arrive at the cargo figure which is loaded. Now when the vessel arrives at the discharging port the draft surveyor would carry out the initial draft survey and you will arrive at a value which is Cargo + K. which means that the value consists of Cargo value and Constant value. The draft surveyor normally asks for the loadport draft survey report and subtracts the constant obtained at loadport from the cargo + K value to arrive at the approximate cargo figure. However, he will only ascertain the final figure discharged upon the final draft survey and you will be left with the value of the constant. I advise, not to reduce the constant at loadport since if at discharge port you obtain the real constant you might end up with short quantity of cargo. As a Chief Mate, it's always advised that you are aware of the vessel's constant. For more tips and tricks on draft survey you can watch the video i posted on Draft Survey tips. Hope it clears!!!
@@funnel2tunnel360 thank you sir for your reply. Yes its clear now . Thank you once again.
Tks for your videos, it's very useful for me. but I still confuse when you set condition "In port" and keep Density 1.025. If you change it to 1.000 then drafts at departure port will be different, am I correct?
how much sagging condition and bending moment will you recommend in worse scenario? thanks it"s great and wonderful video!
Thanks for the question. It is very difficult to predict the actual amount of sad that will be experienced By a ship in a given loading operation. It will entirely depend upon the type of cargo loaded ( heavy density or otherwise) , the kind of loading sequence adopted, and other factors such as when the sag is actually being developed during the loading stage. If initially only sag is developed it is very difficult to break that sag during the later stages of the loading.
But , a lot will depend upon the past history of the vessel for this you should always refer to the previous draft survey reports of the vessel as to how much sag was experienced with what all cargoes. Accordingly sag allowance must be taken in your deadweight calculations.
We shall discuss this at length during upcoming tutorials on sag allowance!
Where can I get the program load master
Its very bad, that you didnt show how and what exacyly you was calculating when you decided to put SF 44,48 and SG 0,7949.
As I know SG we must use ONLY for liquids & SF for solid or bulk,grain cargoes.
So question is: why you didnt left empty the column with SG?(because we are carring solid cargo, but nit liquid)
If SF as you saying is 1.26 why is the column of loading programm you wrote down 44.48?
Why you devide 1 on 1.26?(where you took 1.26? And what is 44,48 in such case?
how to know how much is the sag allowance
Sir, How do you put constant weight in loadicator? Or you just leave it.
Yes ! all loadicator (except very few) have a provision to put / adjust constant values you can do the same anytime you find value of your constant. its essential to put the updated value of obtained constant in the loadicator