SECTION 12 -INTRODUCTION TO TRIM

INTRODUCTION
Trim is the difference between the draughts forward and aft. When the forward and aft draughts
are the same the ship is said to be on an even keel. Trim is an important consideration when
loading and/or ballasting the ship. A small trim by the stern is desirable as most ships are expected
to handle better in a seaway in this condition.

A trim by the head should be avoided for the following reasons:

* the rudder wi/I be immersed less making the ship difficult to steer.
* more water is likely to be shipped forward.
* reduced propeller immersion will lessen propulsion efficiency.
* if the ship is pitching (especially in the light condition) the propeller will tend to 'race'. This
accompanied with increased vibration may cause propeller shaft damage.
* rudder efficiency wi/I be intermittent as the ship pitches.
* ballast suctions are sited at the aft end of tanks, a head trim will make these impossible to

empty completely.

Excessive trim by the stem should also be avoided because:

* the large wind area forward and too deep immersion of the stern will make the ship difficult
to steer.
* pitching may be excessive in heavy weather causing excessive panting and pounding (this
will be evident regardless of trim if the forward draught is too small).
* a large blind area will exist forward, especially with an aft bridge, hindering pilotage and
reducing lookout effectiveness.

Trim is especially important when dry-docking a ship. If trimmed too much by the stern excessive
loss of stability and structural damage might occur (Section 21). Other considerations will include
deepest draught limitations for both port entry and departure and the available water on a berth.

This section serves as an introduction to solving trim problems.

In Section 3 -Tonnes per Centimetre Immersion (TPC) it was emphasised that mean hydrostatic
values of TPC should be used for the range of draughts concerned when loading and dischargingweights.
The same principles apply when conducting trim calculations, however, as this is an
introductory section to the topic it will be assumed at the outset that the hydrostatic particulars
given in each example remain constant for the range of draughts concerned.
In Section 20 -Trim Using Hydrostatic Data, the use of mean values will apply for calculations
when appropriate.

Learning Objectives
On completion of this section the learner will achieve the following:
1. Understand the terms Forward Perpendicular (FP), After Perpendicular (AP), Length
between Perpendiculars (Lap), Length Overall (LOA) and Amidships.2.
Interpret draught markings and read draughts.3.
Understand the term Trim.4.
Understand the term Change of Trim.5.
Understand the term Moment to Change Trim by one Centimetre (MCTC) and calculate the
change of trim that occurs when a weight on board a ship is shifted.6.
Derives a formula for the calculation of MCTC.7.
Understand the term Longitudinal Centre of Flotation (LCF).8.
Calculate the final draughts when a weight on board a ship is shifted by consideration of the
position of the LCF.9.
Calculate the final draughts when a single weight is loaded or discharged.
10. Calculate the final draughts when multiple weights are loaded and discharged.
11. Calculate the weight to shift to reduce the trim by a specified amount.
12. Calculate the weight to load to bring a ship to an even keel.
13. Calculate the weight to transfer to reduce the deepest draught by a specified amount.

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim

101
12.1 TERMS RELATING TO SHIP LENGTH
The following terms relating to ship length should be understood.

12.1.1 Forward Perpendicular (FP)

This is the vertical line of reference that intersects the Summer Load waterline at the forward edge
of the stem when the ship is on an even keel.

12.1.2 After Perpendicular (AP)

This is the vertical line of reference that coincides with the after edge of the stern post, or, if no
stern post, then the turning axis of the rudder.

12.1.3 Length between perpendiculars (LBP)

Is the horizontal distance between 1he forward and after perpendiculars. It is this length that is
considered when conducting trim calculations.

12.1.4 Length overall (LOA)

Is the horizontal distance between the after most part and forward most part of the ship.

12.1.5 Amidships
Is the mid point between the forward and aft perpendiculars. It is not the mid point in the length of
the ship.

Consider Figure 12.1.

~p
..:
i -
~
Am.lI~
Fig. 12.1

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim

102
12.2 DRAUGHT MARKS AND READING THE DRAUGHT

The draught marks on a ship should be

marked at the Forward and Aft
Perpendiculars on both sides. The numerals 2
are 10 centimetres in height and are spaced
10 centimetres apart as shown. ~n
~TC 5000 ~:~~8~~
The draught is read as shown in Figure 12.3
using the lower edge of the numerals. ::
Intermediate values have to be estimated. If
the water is quite choppy then great
accuracy will not be possible. ::~:~~4:~~~
~~~~6~~:~:~::::
::::~2::~~::
~:
--~ w--~w~~w-- 4~10

4,00

8 8
Fig. 12.2 Fig. 12.3
ExamfJle 1
What is the draught reading for each of the waterlines shown in Figure 12.4?

Solution 2

(a) 2.80m 3.0

(b) 2.50m
(c) Approximately 2.37 m (a)
(d) Approximately 1.82 m

2..0
Ideally the draughts should be read on both sides of the ship and
the mean draught forward and the mean draught aft determined.
iffiffii:;';:§;',,:iiiii;':ii;;iN;Wiicc;NIi§f(dj
For obvious reasons this is rarely done so before the draughts are ;
read the ship should be brought to the upright condition to I
eliminate errors.
Fig. 12.4
At the outset it was stated that the draught marks should be in line with the forward and after
perpendiculars but this will never be so. At the after end the curvature of the stern may make the
draught marks difficult to see. At the forward perpendicular there is nothing to mark them on!
Therefore it is usual to set them a suitable distance forward and aft of the respective
perpendiculars whereby the readings obtained will have to be corrected to the perpendiculars.

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim

103
 12.3 TRIM

Trim is the difference in centimetres or metres between the fo/Ward and aft draughts, as measured
at the fo/Ward and aft perpendiculars.

Consider the ship shown in Figure 12.5 with draughts Fwd. 2.20 m and Aft 2.68 m.

Fig. 12.5

The trim of the ship is: 2.68-

£.?Q
Q.1:§.m by the stern, or; 48 cms by the stern.

The same ship is now floating with draughts Fwd 2.70 m and Aft 2.32 m.

Fig. 12.6

The trim of the ship is: 2.70-

~
Q;}.§:.m by the head, or; 38 cms by the head.

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim

. 104

]~
12.4 CHANGE OF TRIM

If a weight is shifted longitudinally the ship will experience a change of trim.

Consider the following examples.

ExamfJle 2
A ship floats at draughts Fwd 6.000 m and Aft 6.200 m. A weight is then shifted forward. The final
draughts are Fwd 6.080 m and Aft 6.120 m.
What change of trim has occurred?

Solution
Calculate the initial trim:
Aft 6.200 m
Fwd 6.000 m
Initial trim 0.200 m by the stern

Calculate the final trim:

Aft 6.120m
Fwd 6.080 m
Final trim 0.040m by the stern

Calculate the change of trim (COT):

Initial trim 0.200 m by the stern
Final trim 0.040 m bv the stern
COT 0.160 m bv the HEAD

The trim by the stern has reduced by 0.160 m.

Exam/Jle 3
A ship floats at draughts Fwd 5.000 m and Aft 4.640 m. A weight is then shifted aft. The final
draughts are Fwd 4.680 m and Aft 4.960 m.
What change of trim has occurred?

Solution
Calculate the initial trim:
Aft 4.640 m
Fwdtrim5.000 m
Initial 0.360 m by the head

Calculate the final trim:

Aft 4.960 m
Fwd 4.680 m
Final trim 0.280 m by the stern

Calculate the change of trim (COT):

Initial trim 0.360 m by the head
Final trim 0.280 m by the stern
COT 0.640 m by the STERN

The ship, initially trimmed by the head, completes trimmed by the stern.

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim

105
 Let us consider more closely what happens
when a weight is shifted longitudinally. The
ship shown is on an even keel with a weight
on deck.

'G' is the longitudinal centre of gravity(LCG).

'B' is the longitudinal centre of buoyancy(LCB).

The weight is shifted aft along the deck

through distance 'd' metres. In accordance
with the formula:

GG1=~
w

.
Fig. 12.7

G will move aft to G1 (parallel to and in the

same direction as the shift of the weight).

G and B become horizontally separated

creating a trimming lever. This causes the
ship to trim by the stern until B attains a new
position vertically below the new longitudinal
centre of gravity, G1.

~
Fig.12.8
ML is the longitudinal metacentre, GML being
the longitudinal metacentric height.

Fig. 12.9

. CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim 106

 MOMENT TO CHANGE TRIM BY ONE CENTIMETRE (MCTC)

This is the trimming moment required to change the ships trim by exactly one centimetre.

It is tabulated in the ships hydrostatic particulars and is used to determine the change of trim that
takes place when weights are shifted, loaded or discharged.

Consider the ship previously shown Figures 12.7-12.9 where a weight was shifted aft along the
deck. The change of trim can be calculated by the formula:

COT (cms) = TrimminQ moment

MCTC

where the trimming moment is: wxd

'w' being the weight shifted, and

'd' being the distance through which the weight is shifted longitudinally.

I COT(cms)= ~ I
I MCTCI
Example 4
A weight of 150 tonnes is moved aft by distance of 20 m. If the MCTC for the current draught is
250 t-m determine the final trim of the ship if the initial trim was 0.20 m by the stern.

Solution

MCTC 250

COT= O.120m

Initial trim: 0.200 m by the stern

COT: 0.120 m further bv the stern
Final trim 0.320 m bv STERN

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim 107

12.6 FORMULA FOR CALCULATING MCTC

In practice the MCTC value will always be found for the draught in question in the ship's
hydrostatic particulars. However, in examinations it may have to be calculated and the formula for
calculating MCTC is:
I ;c~c
MCTC :~L
= W x GML I
100LBP
where:
'W' is the ship's displacement;
'GML' is the longitudinal metacentric height, &;
'LBP' is the length between perpendiculars.

The derivation of this formula is as follows.

The ship in Figure 12.10 is on an even keel with

a weight on deck. w

,
The weight is shifted aft along the deck through , it;
distance 'd' metres. In accordance with the
formula: t;r.'~"'"~~~-'
GG1 = ~
W
I.
G will move aft to GI (parallel to and in the same
direction as the shift of the weight).

G and B become horizontally separated creating

a trimming lever. This causes the ship to trim by
the stern until B attains a new position vertically
below the new longitudinal centre of gravity, ~
(Figure 12.12).

Fig. 12.12

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim

. 108
 GG1 ML is a right angled triangle where:

Tan e = Q.E.E
ITan9 =~1 I
ADJ I GML I

GG1=~ and; Tan 9 =§1

W GML

ITan9= ~ I
I w-;GMLI

in Figure 12.13:

AP Fp

~
~

Fig. 12.13

If the change of trim due to the weight shifted is exactly 1 cm, then:

Tan e = Q:Q! (m) which equalsfT;;-;e = :::i::'Ll (1)

LBP (m) I 100LBP.I

Since:

Tan8 = ~ equals: I Tan 8 =.M£!£. I (2)

W x GML I WXGML I

(because (w x d) is the moment to change the trim by exactly 1 cm.

Bringing formulae (1) and (2) together gives:

Rearranging this gives:

,
CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim
109

~
therefore:
Also,
12.7 LONGITUDINAL CENTRE OF FLOTATION (LCF or F)

This is at the geometric centre of the

ship's water plane area and is the point
about which the ship will trim.

Consider the ship where a weight is

shifted longitudinally.
Fig. 12.14
It can be seen that the LCF is in he
same position in the ship's length as the
point where the initial and final waterlines
intersect.

It may be helpful to think of the ship as a

child's see-saw that has its pivot point
situated at the LCF.

Fig. 12.15
Because the water plane area changes
shape and size with draught the position
of the LCF will also change with draught.
'~'"""""
,
The position of the LCF is normally ;

quoted in hydrostatic data as being so ~

many metres fo/Ward of the after
Fig. 12.16
perpendicular (foap).

The position of the LCF 5 important because if

a ship experiences a change of trim, some of
that change of trim must be applied to the aft
draught and the remainder applied to the "
forward draught as can be seen.

In this case:
Fig. 12.17
Aft draught increases; Forward draught decreases.

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim

110
 12.8 CALCULATING THE FINAL DRAUGHTS WHEN A WEIGHT IS SHIFTED

The position of the LCF determines how the change of trim (COT) will be apportioned between the
forward and aft draughts.

12.8.1 Ship with LCF amidships

Consider a ship with a weight on deck
as shown.

The weight is shifted forward causing

the ship to change trim by the head
where:
COT(cms)=~
MCTC.
The change of trim has to be shared AI'
between the forward and aft draughts
where:

'Ta' is change in draught aft due to trim,

and; ItI
,0.
'Tf' is the change in draught forward due totrim.
Fig. 12.19

If the LCF is amidships the change of trim (COT) will be apportioned equally to the draughts
forward and aft such that: Ta = £Q! and; T1 = f.QI
2 2

Consider the following example.

Exam.ole 5
A ship floats at draughts F 6.50 m and A 6.80 m. Determine the final draughts if 25 tonnes is
moved 45 m forward given that MCTC is 112.5 t-m and the LCFis amidships.

Solution
Calculate the change of trim (COT) = !!!
::::-s!. =25x45 = 10cmsbythe~
MCTC 112.5

Apportion the COT equally to the forward and aft draughts

Ta = 1Q = 5 cms (Aft draught will reduce by 5 cms)

2
Tf = 1Q = 5 cms (Forward draught will increase by 5 cms)
2

Ta = -0.050 m Tf = +0.050 m

Calculate the final draughts

Initial draughts F 6.500 A 6.800

Trim + 0.050 -0.050
FINAL F 6.550 m A 6.750m

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim 111

COT
 12.8.2 Ship with LCF not amidships
Consider a ship with a weight on deck. The
LCF is aft of amidships.

The weight is shifted forward causing the

ship to change trim by the head where:
COT (cms) = ~
MCTC
~
Fig. 12.20
In this case it can be seen that the AI' FP
"

changes in draught forward and aft are not

the same.

The change of trim (COT) will have to be

apportioned to the forward and aft draughts ~
according to the position of the LCF within
the ship's length. Fig. 12.21
'a'is length of ship aft of the LCF.
'f' is length of ship forward of the LCF.
.", ~
COT = Ta + Tf
~c

Consider the similar triangles where: LBP

Tan e = QE..E.
C C.. ;
ADJ
Fig. 12.22
e = If and; Tan e = .Q.QI
f LBP

Therefore: If=QQI
f LBP

Rearranging this gives: and it follows that: r~a = ..!. x COT I

I LBP I
Example 6
A ship has initial draughts F 10.25 m and A 10.15 m. A weight of95 tonnes is moved aft through a
distance of 42 m. Calculate the final draughts given that LBP is 100 m, LCF is 48 m foap and
MCTC is 285 t-m.

Solution
Calculate the change of trim (COT) = 14cmsbythe~
285

Ta =.1.§.. x 14 = 6.7 cms Tf=.:?:.?--x 14= 7.3cms

100 100

(Alternatively: Tf = COT -Ta; Tf= 14.0 -6.7 = 7.3 cms)

Weight is moved aft so the ship will trim by the STERN.

Ta = +O.O67mTf= -O.O73m

Calculate the final draughts

Initial draughts F 10.250 A 10.150
Trim -0.073 + 0.067
FINAL F 10.177 m A 10.217 m

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim

112

Tan
 12.9 THE EFFECT OF LOADING AND DISCHARGING WEIGHTS
If weights are loaded or discharged the effect of bodily sinkage or rise must also be considered.

The following procedure should be followed when loading a weight:

1. Load the weight at the LCF position and calculate the sinkage using the TPC value given.
(If a weight is loaded at the LCF the ship will sink uniformly, there will be no change of trim!)2.
Calculate the COT by moving the weight from the LCF position to its actual loaded position.3.
Find TaITf by apportioning the COT according to the position of the LCF.4.
Apply both the sinkage and TaITf to the initial draughts to determine the final draughts.

Consider the following example.

Example 7 ~
A ship 100 m in length floats at draughts F 7.00 m and A 6.80 m. Calculate the final draughts if 150
t is loaded 20 m foap given that TPC is 15 and MCTC is 150 t-m and LCF is 45 m foap.

Fft

i
Fig. 12.23
Solution
Calculate the sinkage Sinkage = ..y!.- = 1QQ. = 10 cms = 0.100 m
TPC 15

Calculate the change of trim (COT)

the distance that the weight is loaded from the LCF)

COT=~ = 150 x (45-20) = 25.0 cms

MCTC 150

Ta = 4~ x 25.0 = 11.3 cms = 0.113 m

100

Tf= COT- Ta;Tf= 25.0-11.3 = 13.7cms = 0.137m

Weight is loaded aft of the LCF so the ship will trim by the STERN.

Calculate the final draughts

Initial draughts
Sinkage

Trim
FINAL

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim

113

"d'is
 The same procedure applies when discharging a weight:
1. Discharge the weight from the LCF position and calculate the rise of the ship using the TPC
value given.
2. Calculate the COT by considering the effect of moving the weight from its original position
to the LCF.
3. Find TaITf by apportioning the COT according to the position of the LCF.
4. Apply both the rise and TaITf to the initial draughts to determine the final draughts.

Consider the following example.

Example 8
A with Lap 160 m floats at draughts F 3.22 m and A 3.10 m. Calculate the final draughts if 208 t is
discharged from a position 118 m foap given that TPC is 32, MCTC is 306 t-m and LCF is 88 m
foap.
r"m .'
Dt
pp

!)
Fig. 12.24
Solution
Calculate the rise

=~ =.?Q§ = 6.5 cms = 0.065 m

TPC 32

Calculate the change of trim (COT)

('d'is the distance that the weight is discharged from the LCF)

COT= ~ = 208 x (118 -88) = 20.4 cms

MCTC 306

Ta=~x20.4 = 11.2cms=O.112m
160

COT -Ta = 20.4 -11.2 = 9.2 cms = 0.092 m

Weight is discharged from forward of the LCF so the ship will trim by the STERN.

Calculate the final draughts

Initial draughts F 3.220 A 3.100

Rise -..QQ§..§. -..Q.Q§.§.
3.155 3.035
Trim -0.092 + 0.112
FINAL F~m A 3.147m

.
CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim
114

Rise
Tf=
 12.10 MULTIPLE WEIGHT PROBLEMS

Problems involving multiple weights require a tabular approach to be adopted where moments are
taken about the LCF.

Consider the following example:

Example 9
A ship 120 m in length floats at draughts F 6.24 m and A 6.36 m. LCF is 54 m foap, TPC 14.2 and
MCTC 116 t-m.

The following cargo is worked:

Load 120t Icg 10.0 m foap;
Load 68t Icg 86 m foap;
Discharge 36 t Icg 22 m foap;
Discharge 48 t Icg 60 m foap.

CfJlculate the final draughts.

Solution
In column (1) the weights loaded and discharged are summed to find the net weight loaded or
discharged.
In column (2) the weights are listed as positive values, regardless of whether the weight is being
loaded or discharged.
In column (3) the distance that each weight is loaded or discharged from the LCF is listed.
Trimming moments are calculated (Column 2 being multiplied by column 3) and entered in column
(4) or (5) depending on whether they are head or stern moments.

(It is here that mistakes are commonly made whereby the moments are often applied the wrong
way!)

Determine the net trimming moments -in this case 2240 t-m by the stern.
1 2 3 4~

Calculate the sinkage/rise of the ship

Sinkage (cms) = ~ = 1Q.1:.= 7.3 cms = 0.073 m

TPC 14.2

Calculate the change of trim (COT)

COT = Trimminq moments =Z..?:jQ = 19.3cms by the ~

MCTC 116
Ta =Q.4.. x 19.3 = 8.7cms = 0.087m
120

Tf= COT -Ta = 19.3 -8.7 = 10.6 cms = 0.106 m

~
CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim
115
Calculate the final draughts

Initial draughts F 6.240 A 6.360

Sinkage +~ +.QQ1;}.
6.313 6.433
Trim -0.106 + 0.087
FINAL FQ2QLm AMgQ.m
There are many different types of questions that might be asked. Most problems are
straightforward provided that you understand the information being given and can recognise the
formula to which it belongs.

The next few sub-sections deal with frequently asked questions that are not quite as
straightforward as those so far encountered.

It will be useful if you keep a copy of the formulae commonly used in this section in front of you:
These are:

Sinkage/Rise (cms) = .:!!.

TPC

COT (cms) = ~ = Trimminq moment

MCTC MCTC

Ta=~ x COT
LBP

Tf = COT -Ta

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim 116

12.11 WEIGHT TO SHIFT TO REDUCE THE TRIM BY A SPECIFIED AMOUNT

Consider the following example.

Example 10
A ship Lap 152 m is floating at draughts F 4.60 m A 5.46 m. How much ballast water must be
transferred from the aft peak tank (Icg 2 m foap) to the fore peak tank (Icg 150 m) in order to
reduce the trim by the stern to 0.50 m if the MCTC is 156 t-m.

Solution
Calculate the initial trim

A 5.46
F .1,QQ
Initial trim ~m by the stern

Calculate the change of trim required

Initial trim 0.86 m by the stern

Required trim 0.50 m bv the stern
COT required 0.36 m bv the HEAD = 36 cms

COT (cms) =~ 36 = w x (150 -2)

MCTC 156

36 x 156 = w w = 37.9 tonnes to transfer

148

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim

117
 12.12 WEIGHT TO LOAD TO BRING A SHIP TO AN EVEN KEEL

Consider the following example.

ExamIJle 11
(a) A ship floats with draughts F 6.32 m A 7.42 m. How much ballast water must be taken into
a forward tank (Icg 168 m foap) in order to bring the ship to an even keel.
LBP 184 m, TPC 33, MCTC 260 t-m and LCF 92 m foap.
(b) Calculate the final draughts

Solution
(a) Calculate the initial trim

A 7.42
F ..P.:.E
Initial trim 11Q m by the stern

Calculate the change of trim required

Initial trim 1.10 m by the stern

Required trim 0.00 m even keel
COT required 1.10 m by the HEAD = 110 cms

COT (cms)=~ 110 = w x (168 -92)

MCTC 260

110 x 260 = w w = 376.3 tonnes to load

76

(Remember that'd' in the formula is the distance from the LCF that the weight is being loaded)

(b) To calculate the final draughts

Calculate the sinkage

Sinkage (cms) = ~~ Sinkage =;}1§.,1 = 11.4 cms = 0.114 m

33

The change of trim required is known to be 110 cms by the ~

Apportion this COT according to the position of the LCF

Since LCF is amidships Ta = Tf = .Q.QI = ill = +/- 55 cms

2 2
Calculate the final draughts

Initial F 6.320 A 7.420

Sinkage + 0.114 + 0.114
6.434 7.534
Trim + 0.550 ~
FINAL 6.984 m MM.m (even keel)

CLASS 2/1 STABILITY -SECTION 12 -Introduction to trim 118

TPC
 12.13 WEIGHT TO TRANSFER TO REDUCE THE DEEPEST DRAUGHT BY A SPECIFIED
AMOUNT

Consider the following example.

Example 12
(a) A ship has to cross a bar where the maximum depth of water is 9.5 m. The present
draughts are F 7.55 m A 9.00 m. What is the minimum amount of ballast to transfer forward
through a distance of 62 m in order to cross the bar with an under-keel clearance of 0.80 m.
Lap 136 m, MCTC 248 t-m and LCF 65.6 m foap.
(b) Calculate the final draughts.

Solution
(a) Water depth available 9.50
Clearance required Q.§Q
Max. draught allowed 8.70
Deepest draught (aft) £QQ
Reduction required aft Q;lQ = 30 cms

The reduction in draught aft will be achieved by a change of trim by the !J&Es!..

Ta is the reduction in draught aft due to trim, which must be 30 cms.

Calculate the COT required Ta = a x COT 30 = 65.6 x COT

Lap 136
COT = 30 )( 136 = 62.2 cms
65.6

Calculate the weight to transfer COT (cms)=~ 62.2= ~

MCTC 248

62.2 x 248 = w w = 248.8 tonnes to transfer

62

(b) Tf = COT -Ta Tf = 62.2 -30.0 = 32.2 cms

Calculate the final draughts

Initial F 7.550 A 9,000
Trim + 0.322 -0.300
FINAL 7.822 m A8,lQQ m

~
There are many ways of questioning your knowledge of trim, they have not all been covered in thissection.

Always read the question carefully and highlight those elements in the trim formulae that are given.
There will always be one formula with only one unknown and this is where you should start theproblem.
A sketch should be drawn when necessary to aid your understanding of what is beingasked,
this is helpful as it will help to prevent applying moments the wrong way. Balance your ruler
on your finger and try to imagine the see-saw situation if it helps! Mistakes will be made but
practice is the only way to overcome these.

Now attempt the tutorial questions, some will be recognised as being similar to those covered in
this section, others may have to be given sane further thought. If in doubt study the solutions
carefully to identify any mistakes -that is what they are there for!

CLASS 2/1 STABILIlY -SECTION 12 -Introduction to trim

119