Freeboard calculation

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The main purpose of the calculation is to find the freeboard draught (maximum allowable draught). The rule
reference is the International Convention of Load Lines, 1966.

The first step in freeboard calculation is deciding the type of freeboard. There are two kinds, Type 'A' and Type
'B' (defined in ICLL Regulation 27). Usually Type 'A' ships are the ones designed to carry liquid cargoes in bulk,
where the cargo tanks have small assess openings. Because of small access to the cargo and lack of floodable
volume after damage in case of a loaded ship, such ships can have a low freeboard compared to Type 'B'
ships. Type 'B' ships are all the other ships other than Type 'A', and these have larger freeboard (or lower
maximum draught).

Oil tankers are usually Type A ships. But sometimes a tanker can be taken as a Type B ship, with larger
freeboard when the cargo capacity is the limiting factor. In such tankers with a normal density cargo the
maximum dead weight would be with a lower draught than the Type A ship, and near the Type B ship. In
choosing Type B notation, the stringent damage stability calculation by ICLL need not be satisfied.

One example is taken for calculation purpose. In this a 70,000 tons deadweight oil tanker is taken. Our aim is
to find the maximum summer draught allowed, and to check the bow height. Once the summer draught is
decided

Contents
[hide]

1 Principal Particulars

2 1. Type of Ship:

3 2. Dimensions

4 3. Freeboard calculation
 5 4. Summary

6 5. Minimum Bow height

7 6. Freeboard mark

Principal Particulars
LBP = 264.00 m BREADTH (MLD) = 48.00 m DEPTH (MLD) = 23.10 m

1. Type of Ship:

Freeboard : 'A" type of ship; Freeboard deck (ICLL Regulation 3): Upper deck

2. Dimensions
Freeboard length (Lf) = 265.152 m (ICLL Regulation 3) LWL (Length on waterline) at 85 % depth (mld) =
270.468 m LWL x 0.96 = 259.649 m Length from the fore side of the stem to the axis of the rudder stock on a
waterline at 85 % depth (mld) = 265.152 m

Amidship = Freeboard length / 2 = 132.576 m

Freeboard depth (Df) = 23.119 m (ICLL Regulation 3) Design depth (mld) = 23.100 m Thickness of freeboard
deck (stringer plate) = 0.019 m

Depth at 85 % depth (mld) = 19.635 m

Thickness of keel plate = 0.021 m

Volume (mld) at 85 % depth (mld) = 207,733 cu.m

Block coefficient (Cb) at 85 % depth (mld) = 0.8313 (Regulation 3) Cb = f0 / (Lf x B x 0.85D) = 207,733 /
(265.152 x 48 x 19.635) = 0.8313

3. Freeboard calculation

For Lf = 265,152 mm and Df = 23,119 mm and Type 'A' freeboard, refer the freeboard table A.

Ft = 3,101 mm at Lf = 265,000 mm Ft = 3,102 mm at Lf = 265,152 mm Ft = 3,106 mm at Lf = 266,000 mm.

Tabular freeboard (Ft) = 3,102 mm

Correction for Cb (ICLL Regulation 30) = 3,447 mm Correction = Ft x (Cb + 0.68)/1.36

= 3102 x (0.8313 + 0.68)/1.36

 = 3,447 mm

Correction for depth (ICLL Regulation 31) = 1,361 mm (Df - Lf/15) x R = (23.119 -265.152/15) x 250 = 1,361
mm

Correction for Sheer (ICLL Regulation 38) = 846 mm Aft half (standard), As = 25(Lf/3 + 10) x 1 + 11.1(Lf/3 + 10)
x 3 + 2.8(Lf/3 + 10) x 3

= 2460 x 1 + 1092 x 3 + 275 x 3

= 6561

Aft half (Actual), Aa = at A.P x 1 + at Lf/6 x 3 + at Lf/3 x 3 + at miship x 1

= 683x 1 + 30 x 3 + 0 x 3 + 0 x 1
= 773

Fore half (standard), Fs = 5.6(Lf/3 + 10) x 3 + 22.2(Lf/3 + 10) x 3 + 50(Lf/3 + 10) x 1

= 551 x 3 + 2184 x 3 + 4919 x 1

= 13124

Fore half (Actual), Fa = at miship x 1 + x 1 + at Lf/3 x 3 + at Lf/6 x 3 + at F.P x 1

=0 x 1 + 0 x 3 + 7 x 3 + 854 x 1
= 875

Deficiency of sheer After sheer = (As - Aa)/8 =(6561 - 773)/8 = 724 mm Forward sheer = (Fs - Fa)/8 = (13124 -
875)/8 = 1531 mm Total deficiency of sheer = (724 + 1532)/2 = 1128 mm Correction for variations from
standard sheer profile = (deficiency of sheer -sheer credit) x (0.75 - S/2Lf) = (1128 - 0) x (0.75 - 0/(2 x 265.152))
= 846 mm

4. Summary
(i) Tabular freeboard with correction for Cb = 3447 mm (ii) Correction for depth = 1361 mm (iii) Correction for
superstructure and trunk = 0 mm (iv) Correction for sheer = 846 mm
(1) Summer freeboard = (i) + (ii) + (iii) + (iv) = 5654 mm (2) Deck plate = 19 mm (3) Moulded depth = 23100
mm (4) Keel plate = 21 mm (5) Summer draft (mld) = (3) + (2) - (1) = 17465 mm. This is the maximum possible.
In this case a lower scantling draft is chosen to reduce the weight of the steel.

(6) Scantling draft (mld) = 17050 mm (7) Scantling draft (ext) = (6) + (4) = 17071 mm (8) Proposed summer
draft(mld) = 17050 mm (9) Summer freeboard = (3) - (8) + (2) = 6069 mm

5. Minimum Bow height

From ICLL Regulation 39, required bow height = 7000 x {1.36/(Cb + 0.68)} for Lf >= 250 m = 7000 x {1.36/
(0.8313 + 0.68)} = 6299 mm

Length of sheer / Lf = 0.186 (>0.15)

The actual bow height on the ship = (Moulded depth at amidship) + (Forecastle height at FP) + Sheer at FP) +
(Thickness of deck plate at FP) - (Summer draft) = 23100 + 0 + 854 + 15 - 17050 = 6919 mm

Actual bow height > Required minimum bow height

6. Freeboard mark

Once the summer draft is decided, the other (winter, fresh water, tropical fresh water) drafts can be calculated
using ICLL Regulation 40 as:

Tropical Freeboard = Summer freeboard - (Summer draft (mld) / 48 ) = 6069 - 17050/48 = 6069 - 355 = 5714
mm

Winter Freeboard = Summer freeboard + (Summer draft (mld) / 48 ) = 6069 + 17050/48 = 6069 + 355 = 6424
mm

Fresh water Freeboard = Summer freeboard - f0 / (40 x TPC) = 606.9 - 18265.5 / (40 x 118.29)= 606.9 - 38.6
= 568.3 cm = 5683 mm

Tropical Fresh water Freeboard = Fresh water freeboard - (Summer draft (mld) / 48 ) = 5683 - 17050/48 = 5683
- 355 = 5328 mm
Now from the above data, and using the Classification symbol (AB for American Bureau of Shipping here), the
load line mark (plimsoll mark) is drawn. For other Classification societies it is NV for Det Norske Veritas, LR for
Lloyds Register of Shipping, NK for Class NK.

Introduction To Ship Load Lines

By Nachiketh Bhattathiri | In: Marine Navigation | Last Updated on July 22, 2016

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If we try to define Load Line in the most simplest fashion, it will be as follows:

Load line is a special marking positioned amidships which depicts the draft of the vessel
and the maximum permitted limit in distinct types of waters to which the ship can be
loaded.

As a result of the numerous accidents that has happened at sea due to over-loading of
vessels, the significance of having a standard maximum limit for ships was identified
long before. However, it took many years from then to have an International agreement
for the universal application of Load lines. It was at 1930 when the first International
Load Line Convention took place, after which it was periodically amended until the latest
one that happened in 2003.
 Image Credits: Marine Insight
In order to make a complete comprehension about Load Lines, we must address the
following questions:-

1. What is the purpose of Load Line?

2. Why is it necessary for ships to have Load Lines?

3. What exactly is a Load Line?

4. What are the marking on a Load line?

5. What are the different types of Load Lines?

Purpose and Necessity of Load Lines

The fundamental purpose of a Load Line is to allot a maximum legal limit upto which a
ship can be loaded. By prescribing such limits, the risk of having the vessel sailing with
inadequate freeboard and buoyancy can be limited. A vessel should be having sufficient
freeboard at all times, any exceptions made will result in insufficient stability and
excessive stress on the ships hull. This is where load lines play an important role, as it
makes the task of detecting whether the vessel is over-loaded and its freeboard
tremendously easy and effortless.

However, since the buoyancy and immersion of the vessel largely depends on the type
of water and its density, it is not practical to define a standard freeboard limit for the
ship at all times. For this reason, the convention has put regulations which divides the
world into different geographical zones each having different prescribed load line.

For example, A vessel sailing in Winter on North Atlantic Ocean will have a greater
freeboard than on a voyage in Tropical Zones and Fresh waters.

Load Line

As we have already defined above, Load Line is a special marking positioned

amidships. All vessels of 24 meters and more are required to have this Load line
marking at the centre position of the length of summer load water line.

There are two types of Load line markings:-

1. Standard Load Line marking This is applicable to all types of vessels.

2. Timber Load Line Markings This is applicable to vessels carrying timber cargo.

These marks shall be punched on the surface of the hull making it visible even if the
ship side paint fades out. The marks shall again be painted with white or yellow colour
on a dark background / black on a light background. The complete Load line markings
consist of 3 vital parts.

1. Deck Line It is a horizontal line measuring 300mm by 25mm. It passes through

the upper surface of the freeboard.

2. Load Line Disc It is 300mm diameter and 25mm thick round shaped disc. It is
intersected by a horizontal line. The upper edge of the horizontal line marks the
Summer salt water line also known as Plimsol Line.

3. Load Lines Load lines are horizontal lines extending forward and aft from a
vertical line placed at a distance of 540mm from the centre of the disc. They
measure 230mm by 23mm. The upper surfaces of the load lines indicate the
maximum depths to which the ships maybe submerged in different seasons and
circumstances.
 Image credits: Welkinridge/ wikimedia

S Summer :- It is the basic freeboard line at the same level as the Plimsol Line. Other
load lines are marked based on this Summer freeboard line.

T Tropical :- It is 1/48th of summer draft marked above the Summer load line.

W Winter :- It is 1/48th of summer draft marked below the Summer load line.

WNA Winter North Atlantic :- It is marked 50mm below the Winter load line. It applies
to voyages in North Atlantic ( above 36 degrees of latitude) during winter months.

F Fresh Water :- It is the summer fresh water load line. The distance between S and F
is the Fresh Water Allowance (FWA).
TF Tropical Fresh Water :- It is the fresh water load line in Tropical. It is marked above
the T at an amount equal to FWA.

Timber Load Line Markings

Ships engaged in the timber deck cargo trade are required to have a special set of Load
lines known as the Timber Loadlines. Such vessels shall comply with the Code of Safe
Practices for Ships Carrying Timber Deck Cargo in construction and other requirements
obtaining greater reserve buoyancy and lesser summer freeboard.

Image Credits : Deck Officer Nachiketh Bhattathiri

Timber cargo vessels will have a second set of Load Lines marked similar to the
standard load lines positioned 540mm abaft the centre loadline disc.

The letter marking of the timber loadline are different and are prefixed by L meaning
Lumber.

LS Lumber Summer :- Its upper edge marks the summer salt water timber loadline. It
is situated at a specified level above the Plimsol line.

LW Lumber Winter :- It is 1/36th of the lumber summer draft below LS.

LT Lumber Tropical :- It is 1/48th of the lumber summer draft above LS.

LWNA Lumber Winter North Atlantic :- It is at the same level as WNA.

LF Lumber Fresh water :- It is situated above the LS by an amount equal FWA.

LTF Lumber Tropical Fresh Water :- It is positioned above LT by an amount equal to

FWA.

Certification

Every ship that has been surveyed and marked in accordance with the present Load
line convention are issued by the authorized administration, an International Load Line
Certificate. The certificate will have a validity of not more than 5 years and will contain
all vital information that includes the assigned freeboard and fresh water allowance.