So... I want you to think about the ship moving from saltwater to freshwater, and how the lines would line up. I then need you to think about how this is caused by the denser saltwater, and not by moving cargo. Then you should consider how colder water is denser. Then I need you to go back to Wikipedia, where you pulled this script from, and read this line again: “ Varying water temperatures will affect a ship's draft, because warm water is less dense than cold water, providing less buoyancy.” Then make another video.
@@TheOriginalDude001 As he explains, the significant difference between winter and summer is the weather, not water density. Water density changes by only about 1% between summer and winter.
@@beeble2003 The difference between the "summer" and "winter" plimsoll lines is 1/48 = ~ 2% of the ship's draft. Even if the density is only 1% that would be at least half of the reason, and it's not even mentioned having an effect!
Fun fact: Airplane normally can carry more in winter due to colder thus denser air, and better cooling for engine performance. And bad weather for aircraft also less in winter due to less convection movement, but some other weather condition like fog depends on where you are.
It's not that simple.Airplane have a maximum take-off mass,that can not be exceeded,no matter the season. Takeoff perforemance at MTOM may or may not allow to depart from an airport in summer or winter.
@@RoBert-ix6ev Yes; in some cases, the airplane must take off under gross weight from a "hot and high" airport. Once up into the flight levels, the temps are relatively constant throughout the seasons (that is, very very cold.)
Another difference with planes is the tropical part. Whilst the tropics typically mean calmer seas, the strong convection currents at the intertropical convergence zone (the path directly under the sun at any time of the year) mean that flying though that part of the world can get very rough.
Yea the worst case is taking off from a high altitude runway on a hot day. Plenty of GA crashes have been attributed to being overloaded for those conditions.
The engines produces more thrust in the cold. It's why max takeoff weight can be lower at hot airports. Famous incident with a 747 in 42C Athens. Plane refused to climb and they took several satellite dishes skimming the rooftops. They planned on crash landing into a mountain just outside the city but got into some cooler air and got the thrust to climb, plus some controversy if they possibly forgot the glykol system. One of the closest calls that did not end in loss of life.
I think it's worth mentioning that the load line was originally called the Plimsoll line after Samuel Plimsoll who convinced parliament to pass a law requiring it in 1872 in an effort to stop overloading vessels. We still call it a Plimsoll interchangeably with load line to this day.
That name never made it into common use in the USA, although those in the trade may recognize it. I just call this out as having a grandpa who used to be the freight scheduler for the DM&IR RR back in the day - they shipped megatons of iron ore and taconite pellets out of the Duluth/Superior and Two Harbors ports. We were very familiar with watching the lakers (lake boats built as extremely efficient cargo carriers) and occasional salties (ocean-going vessels with much larger bulbous bow, etc) go through the ship channel (near the Aerial Lift Bridge) - they had their load lines clearly marked and the Army Corps of Engineers has an announcer on loudspeaker calling out the info about the ship passing by you - home port, crew headcount, cargo capacity, max draft, power plant rating, and all sorts of trivia about the crew itself... depending. In all of those years, seeing the vast majority of the "1000 footers" that ply the Great Lakes come through the channel at one point while as a kid or in college... not once have I heard Plimsoll said out loud; although I know I read it in some really old book somewhere. For us, we'd just call them the load lines; and for the lakers it's really funny to watch them come into port empty with a whole set of stripes visible near their bow (with the boat riding really high in the water), then leave after loading showing only the top couple of lines as it made its way back through the channel into the open lake. It's astonishing how quickly they can fill up those lakers at the ore and grain docks - they try to limit idle time; although in the fall there is often a whole fleet of grain ships waiting for their turn a few miles off the shore... several dozen on occasion. When they get their turn, they get in the channel - get loaded and get out ASAP.
Anyone who has ever sailed a ship across the North Atlantic in Winter can tell you exactly why the WNA load line is higher. Hurricanes can be bad for a little while, but the North Atlantic in Winter is rough day after day after day...
@@mikefochtman7164 Yep, spend three weeks above the arctic circle in February. No picnic at all! On the plus-side, I did see a icicle grow horizontally during that time.
@@tonys1636 Being from the West of Scotland, it's not so much the strength of the wind - others get exposed to much worse - it's the fact that it never bloody stops. On the plus side, on any day with decent wind 100% of our electricity demand is met by wind turbines alone.
@@gordon1545 It's not the constant speed thst is the problem but the fact that Atlantic winds can be so gusty, one is bracing oneself into a 50-60mph wind when out of nowhere a 100+mph gust comes along and removes a few concrete roof tiles and when one picks oneself up the satellite dish is hanging by it's cables off the chimney, another €150+ repair and a day without power as well, must fill the paraffin drum before winter. A bonus is the glorious sunsets. Buying a house in a valley was a brilliant idea, not. Have to go upstairs into the bathroom just to get a weak mobile signal.
Let’s also not forget about ice accretion which adds extra weight to the ship and also limits your cargo when transiting through areas that are below freezing and increases your VCG
This never occurred to me but it makes perfect sense. I find the difference between sea water and fresh water particularly interesting as we do get ocean vessels bringing cargo into the great lakes.
I suppose it works out to the advantage of the ships when they do it, at least most of the shipments I'm used to seeing. Those are iron ore and grain from the Duluth/Superior port, and more. - Iron ore (taconite pellets these days) boats all year long until it freezes and right away once the icebreakers can clear a channel in the spring. - Various shipments of wind turbine towers, blades and other parts during the open season. - Cruise ships and similar on occasion. - But why I mention this: the "fall special".... a whole ton of grain ships - they do also run the rest of the open season, but in the fall there would be a fleet of maybe a few dozen grain ships parked a few miles off shore. It was kind of neat seeing their lights down on the water from parts of the city with that vantage point. I went to college up there, so got to see it each year. It was cool when one of them would start making a bit more smoke as they ran up their engine. If you saw that and jumped in your car, you could beat the ship to the channel right by the Aerial Lift Bridge. The crew would often wave at you, and it was always fun to hear the ship and bridge honk their horns in salute at each other. Many of the grain ships were indeed salties - oceangoing vessels with the big bulbous bow vs the flat barge nose on most dedicated lakers. I imagine if the saltie was able to load up to near their safe limit while in fresh water, including draining some bilge water while loading (sadly they always simply have to do that to trim the load while it's ongoing, and need better processing plants) they'd be pretty safe for the normally relatively uneventful Great Lakes passage to the ocean. Obviously we're talking fall here, and fall and winter storms on the lake can be intense - so consider that of course. However once this saltie reaches the ocean, it has burned down some of the "clean fuel" it's required to burn while in US/Canada territory so they may be riding a bit higher already - then as they transition into the brackish then salt water they'd noticeably come up even more. To the point where they may need to add some ballast water to the trim tanks, just to make sure they're not riding too high on the ocean crossing. :P Obviously other ports' experiences will vary - grain from Odessa to somewhere along one of Europe's many rivers would be in reverse - and they'd need to make sure not to load too much initially since most of the voyage will be in fresh water, where they will naturally ride lower.
If you thought that was complicated, I'm working on a ship with three sets of loadlines. :P the regular one, one a bit higher for when we build a watertight bulkhead halfway the hold (more cargo) and one way higher for when we sail with open hatches, (for tall cargo).
A 180 m bulk carrier will usually burn somewhere between 20 and 25 metric tons of fuel per day. And the thing is, bulk carriers are rarely in a rush to get anywhere. Vessels like containerships or ro-ros may burn 2 or 3 times the amount that a bulk carrier of similar size burns
One factor should be calculated too. When arriving on your trip in a winterzone the water is more dense than in the summerzone (where you departed. This alone will rise the ship a little in the water. Could be somewhat around 1% between water from zero degrees celsius and 20 degrees celsius ...which makes a difference from 1 cm for each meter the ship is under water.
You said that a lumber load can "easily be jettisoned" if necessary. Can you please do a video on exactly how a crew is able to jettison cargo at sea, especially in a storm?
@@bubba99009 That's adorable. I cannot imagine a scenario in which the seas are so heavy that a load needs to be "unchained" that they'd send mariners out to cut it loose. If it's that easy, you do it.
... this is super neat. I had no idea about any of this tbh. Honestly been loving this channel - I usually focus on military naval stuff, but learning about civil maritime craft and their workings has been genuinely fascinating. Thank you Casual Navigation!
The first half of the adbar takes 15 sec. the other half takes nearly a minute thats really disapointing to see that you want to trick your viewers into watching the ad.
I assumed it was because of the difference density of cold vs warm water. (but now that I thought about it it would be exactly the opposite. Cold water is more dense)
@@Lgg42069 ocean temperature varies close to the coast and in shallow water somewhat due to current and solar heating. Waters of deep oceans barely vary.
I must disagree. I always have more motivation to work when it's cold. The heat is the thing that's killing me and keeping me to wish for a quick death
Depends on how extreme the cold and hot are. Extreme heat, say +45, will kill you in a day. Extreme cold, say -35 , can kill you in a hour. But I agree that I find reasonably high temperatures worse to work in compared to reasonably cold ones.
@@HweolRidda The maths there only works if you assume a complete cessation of activity and active measures to cool yourself for the hot environment. Attempt strenuous activity in the former and the results will be unfortunate in short order. Then again similar applies to the lower temperature that low survival time applies with a lack of preparation and suitable gear we can and indeed do produce Antarctic weather gear that provide sufficient insulation to facilitate survival. In fact ironically the real danger when equipped with that can in fact end up being the same as that for the hot climate, that gear pretty much eliminates the ability to effectively get rid of waste heat from physical exertion. You can actually die quite easily if you were to attempt to perform fairly modest physical activity around the Summer months while wearing the winter gear. The extra insulation the winter gear has will kill you rather quickly if you are active enough to make your body depend on it's cooling reflexes to attempt to maintain a temperature compatible with survival. The reality is that actually an increase in your core temperature will not only kill you from a smaller deviation but becomes irreversible without external assistance with a very small change. You actually need to lose more heat to die from hypothermia than you need to gain to die from hyperthermia but reducing the heat gain is somewhat easier to do without needing specialist equipment, removing insulation, drinking plenty of fluids, and laying your ass down not moving will help a lot when overheating. If on the other hand you are unprepared for low temperatures you are basically buggered because there is not a lot you can do to make your situation any better after you make the mistake of blundering into it. The fundamental reason for this is obvious, you can control to some limited degree the amount of excess heat you produce which can slow the rate at which you expire from hyperthermia but wondering into the cold unprepared is more like try to free hand climb down a cliff unprepared you made the fatal mistake before you start to experience the warning signs of the consequences. The natural forces in the situation are working against you once you realise, often heat related deaths result from you actively overwhelming the bodies ability to cool itself with physical effort. This is perhaps exactly why the body has less autonomic adaptions to mitigate the effects of core temperature deviating above normal thus why life threatening hyperthermia actually begins closer to normal temperature than the hypothermia equivalent the body can borderline shut down non vital organs to limit cold damage to vital organs but it has pretty much no mechanism to stop the denaturation of proteins from occurring systemwide if your temperature rises much more than around 2C.
Both the +45c and the -35c numbers are flawed. Are you making this calculation based on being naked and with no water? 45: I have lived in a country where the manual labourers have been forced to work outside in 45c weather for up to 12h a day. I have a feeling that even in the middle east, if all the workers died after a couple of days, they would rethink what they were doing. As for the -35, have you heard of successful arctic and Antarctic expeditions? What's their secret? WARM CLOTHES.
There's an Excellent book, "The Plimsoll Sensation," by Nicolette Jones. It's about Samuel Plimsoll, the British social reformer and member of Parliament and the forces that necessitated mandating load lines. In the days before the Classification Societies, unscrupulous shipowners could overload their vessels with undeclared cargo. In an age when children were working in coal mines, being a merchant sailor was the most dangerous occupation. Plimsoll fought for the load lines, among other things.
A point you glossed over that I'm interested in: Ships are watertight up to a certain point. I've heard about this a lot when talking about how sinking ships are basically doomed once flooding goes above the watertight compartments. Why aren't watertight compartments built from the bottom all the way to the top? Just something that always confused me (non-sailor)
For larger vessels it's most likely too impractical to make it standard. The maintenance to have the whole ship stay watertight would be too costly and there is no practical way to upright a 300m vessel when its on the ocean. On the other hand, some smaller vessels like rescue cruisers are built watertight. Some are designed to withstand a full barrelroll without any major damage, but this necessary feature for these ships is very expensive and every aspect of the design needs to be adjusted for it.... So yeah, it's basically money and purpose.
I am not in the shipping industry, but for questions like this you can always look at how much it would cost (and tied directly to that, is how functionally useful it is). Fully watertight vessels exist, but there are reasons that submarines aren't used for shipping. They cost more to build, are more complex to operate, and all that extra cost is just unnecessary for most use cases.
Navy ships are build like that and can still float while their decks are 'awash' (aircraft-carrier excluded!). If I remember correctly, it just hampers loading and un-loading of cargo as these spaces would need to be individually opened. Also water-tight compartments require more steel and this extra steel costs more fuel because of the extra weight but doesn't provide any extra income.
Interesting, I completely forgot about weather. I figured you could load a bit more in winter, as colder water (or water closer to 4°C to be exact) is denser and therefore provides more buoyancy
Fighting 8.5% inflation (more like 35%) with a 1% Fed funds interest rate is like stopping a forest fire with a bucket of water. Folks prepare accordingly. Make investment in other not to depend on the government for funds
I'm new here and really want to know some important things about him before i can choose to invest with him. >Does he offer mentorship, lectures and tutorials?>Is it possible to start with $5,000? I don't have much.
So really more about the stormy season rather than the true winter. The storm season and cold season tend to overlap but just calling it winter could give the impression that it is about temperature, yet the summer tropical storm season would also require more freeboard.
They are usually "policed" by the port state authorities wherever they go. Many, many countries nowadays follow the IMO (International Maritime Organization, a body of the United Nations) guidelines on Port State Control to inspect foreign vessels for compliance with international regulations on safety, security, and environmental protection. Each country implements it a little different. In the U.S., the Port State Control Functions are carried out by the U.S. Coast Guard. In other countries it is a civilian government department. In other countries Port State Control is carried out by contractors. Say a Port State Control Officer (PSCO) in the U.S. comes aboard a vessel with an improperly submerged load line. There are some things you need to check before you jump to any conclusions (one instance I've seen is a vessel refueled as soon as they came into port, so their voyage was made properly but when I came onboard it appeared improper). But if they did in fact make an overloaded voyage, they could get a ticket for a couple thousand dollars per 33 CFR 143.301. That little ticket is going to be relatively minor compared to the more common "control action" taken of not letting the vessel move or depart from the port until a cause has been identified and corrective action implemented to prevent recurrence. An improperly submerged load line is grounds for "detaining" a boat as per Procedures for Port State Control, Appendix 2. So the vessel would be taken out of service for a few days (profit loss) while a rather large investigation is carried out (not cheap) before the vessel is allowed to go on its way. This may disrupt the vessel's schedule and make them lose contracts. These potential operational limitations are what really, really make vessels comply. Lastly, any time a vessel is detained it is required to make international notifications of the event. It looks really bad on the vessel and the company, and when the vessel is trying to bid on future contracts, the shipper may look at the vessel's history; see a recent detention; and stop considering that vessel for the contract. The U.S. not only shares detentions with the responsible international bodies, but also the public. You can Google "CVC-2 detentions" and see a report on nearly every vessel detained in the U.S. for safety or environmental reasons going back years and years.
Surprised less freeboard is required for freshwater considering the weather on some bodies of fresh water (like Lake Superior in Winter) is no joke and has been known to even break ships in half.
The regulations mentioned in this video all come from the International Load Lines Convention, and is mostly intended for oceanic voyages. As the Great Lakes only affect the U.S. and Canada, these two nations have come to their own agreement on regulating load lines on these bodies of water. These regulations closely align with the international regs, with some changes here-and-there. I only know the U.S. side of the regs. Notably, 46 CFR 45.9 states that for modern vessels the Great Lakes are to be treated as Tropics, Summer, or Winter depending on time of year.
Very informative, and you addressed everything I was thinking of while I was watching earlier parts of the video , such as opposite seasons in northern and southern hemispheres, and optimizing route/cargo for best delivery between different zones. It must be a very hard operations problem, even with today's computers and algorithms.
During world war two my dad was stationed on a transport ship that went across the north Atlantic from Scotland to New York or Canada, 22 times. I cannot imagine. Those guys were tough!
That would be such a scary job. You either have bad weather and no submarines or good weather and the dread of a torpedo hitting at any minute. My Grandpa was on a sub chaser in the Pacific. He was in the engine room and during a typhoon they lashed themselves to their posts and ate saltine crackers for hours. Supposedly the ship would rock so bad the screws would come out of the water so they had to constantly maintain the throttle.
French philisopher Émile-Auguste Chartier, known as Alain, tried to apply darwinian evolution to fishermen's ships in the island of Groix, France... saying shipyards copied existing boats and best designs survived more... He wrote a whole book about it IIRW.
I'd like to make a video suggestion please: how about a ship's crew? Like what are the roles/responsibilities and how they're rotated and such, from the captain to the lowest ranking member. I've got a relative who works in a galley so all of his stories are limited to that. I'd like to know how the rest of the crew gets on.
Really awesome, breath-breaking, mesmerising and fantastic vlog. Your video is just beyond marvellous. Thanks a lot for sharing so nice footage. Keep sharing and stay connected. Please accept big love from New Delhi, India.
I can usually do more in the winter than in the summer so was a bad comparison :D Spring and fall is probably most effective time thou, because the snow and ice makes it harder.
The loadline is read to the top not bottom of the line a rookie mistake by those who don't know therefore losing cargo. Timber loadlines are only assigned to homogenous cargoes (i.e. one mass). The extra loadline granted is not as you state because of increased buoyancy, it is granted because the timber is considered to raise the deck edge immersion, therefore increasing the point of contraflexure on the GZ curve. One of the biggest legal fiddles going in my opinion, never understood how they got away with it, in theory yes, in practice no. It is the GZ curve that influences (again through deck edge immersion) the height of loadline.
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Sad to see the fake adbar that is slowing down
So... I want you to think about the ship moving from saltwater to freshwater, and how the lines would line up. I then need you to think about how this is caused by the denser saltwater, and not by moving cargo. Then you should consider how colder water is denser. Then I need you to go back to Wikipedia, where you pulled this script from, and read this line again: “ Varying water temperatures will affect a ship's draft, because warm water is less dense than cold water, providing less buoyancy.”
Then make another video.
NO
@@TheOriginalDude001 As he explains, the significant difference between winter and summer is the weather, not water density. Water density changes by only about 1% between summer and winter.
@@beeble2003 The difference between the "summer" and "winter" plimsoll lines is 1/48 = ~ 2% of the ship's draft. Even if the density is only 1% that would be at least half of the reason, and it's not even mentioned having an effect!
Fun fact: Airplane normally can carry more in winter due to colder thus denser air, and better cooling for engine performance.
And bad weather for aircraft also less in winter due to less convection movement, but some other weather condition like fog depends on where you are.
It's not that simple.Airplane have a maximum take-off mass,that can not be exceeded,no matter the season.
Takeoff perforemance at MTOM may or may not allow to depart from an airport in summer or winter.
@@RoBert-ix6ev Yes; in some cases, the airplane must take off under gross weight from a "hot and high" airport. Once up into the flight levels, the temps are relatively constant throughout the seasons (that is, very very cold.)
Another difference with planes is the tropical part. Whilst the tropics typically mean calmer seas, the strong convection currents at the intertropical convergence zone (the path directly under the sun at any time of the year) mean that flying though that part of the world can get very rough.
Yea the worst case is taking off from a high altitude runway on a hot day. Plenty of GA crashes have been attributed to being overloaded for those conditions.
The engines produces more thrust in the cold. It's why max takeoff weight can be lower at hot airports. Famous incident with a 747 in 42C Athens. Plane refused to climb and they took several satellite dishes skimming the rooftops. They planned on crash landing into a mountain just outside the city but got into some cooler air and got the thrust to climb, plus some controversy if they possibly forgot the glykol system. One of the closest calls that did not end in loss of life.
I think it's worth mentioning that the load line was originally called the Plimsoll line after Samuel Plimsoll who convinced parliament to pass a law requiring it in 1872 in an effort to stop overloading vessels. We still call it a Plimsoll interchangeably with load line to this day.
I believe he has a monument in Bristol about it :)
The only reason I knew this was because of the podcast 99 Percent Invisible 😂
@@Tototoo88 And one in London too, just by Embankment
@@Tototoo88 Shush! Don't say that too loudly or someone will probably try and erase him from history.
That name never made it into common use in the USA, although those in the trade may recognize it.
I just call this out as having a grandpa who used to be the freight scheduler for the DM&IR RR back in the day - they shipped megatons of iron ore and taconite pellets out of the Duluth/Superior and Two Harbors ports. We were very familiar with watching the lakers (lake boats built as extremely efficient cargo carriers) and occasional salties (ocean-going vessels with much larger bulbous bow, etc) go through the ship channel (near the Aerial Lift Bridge) - they had their load lines clearly marked and the Army Corps of Engineers has an announcer on loudspeaker calling out the info about the ship passing by you - home port, crew headcount, cargo capacity, max draft, power plant rating, and all sorts of trivia about the crew itself... depending. In all of those years, seeing the vast majority of the "1000 footers" that ply the Great Lakes come through the channel at one point while as a kid or in college... not once have I heard Plimsoll said out loud; although I know I read it in some really old book somewhere.
For us, we'd just call them the load lines; and for the lakers it's really funny to watch them come into port empty with a whole set of stripes visible near their bow (with the boat riding really high in the water), then leave after loading showing only the top couple of lines as it made its way back through the channel into the open lake.
It's astonishing how quickly they can fill up those lakers at the ore and grain docks - they try to limit idle time; although in the fall there is often a whole fleet of grain ships waiting for their turn a few miles off the shore... several dozen on occasion. When they get their turn, they get in the channel - get loaded and get out ASAP.
Anyone who has ever sailed a ship across the North Atlantic in Winter can tell you exactly why the WNA load line is higher. Hurricanes can be bad for a little while, but the North Atlantic in Winter is rough day after day after day...
The North Atlantic, in February, in a fleet tug. No fun at all!!! 🤢🤮🤢
@@mikefochtman7164 Yep, spend three weeks above the arctic circle in February. No picnic at all! On the plus-side, I did see a icicle grow horizontally during that time.
So is living on a SW facing N Atlantic coast when a deep Azores low is trying to remove your country off the planet.
@@tonys1636 Being from the West of Scotland, it's not so much the strength of the wind - others get exposed to much worse - it's the fact that it never bloody stops. On the plus side, on any day with decent wind 100% of our electricity demand is met by wind turbines alone.
@@gordon1545 It's not the constant speed thst is the problem but the fact that Atlantic winds can be so gusty, one is bracing oneself into a 50-60mph wind when out of nowhere a 100+mph gust comes along and removes a few concrete roof tiles and when one picks oneself up the satellite dish is hanging by it's cables off the chimney, another €150+ repair and a day without power as well, must fill the paraffin drum before winter. A bonus is the glorious sunsets. Buying a house in a valley was a brilliant idea, not. Have to go upstairs into the bathroom just to get a weak mobile signal.
Let’s also not forget about ice accretion which adds extra weight to the ship and also limits your cargo when transiting through areas that are below freezing and increases your VCG
This never occurred to me but it makes perfect sense. I find the difference between sea water and fresh water particularly interesting as we do get ocean vessels bringing cargo into the great lakes.
I suppose it works out to the advantage of the ships when they do it, at least most of the shipments I'm used to seeing.
Those are iron ore and grain from the Duluth/Superior port, and more.
- Iron ore (taconite pellets these days) boats all year long until it freezes and right away once the icebreakers can clear a channel in the spring.
- Various shipments of wind turbine towers, blades and other parts during the open season.
- Cruise ships and similar on occasion.
- But why I mention this: the "fall special".... a whole ton of grain ships - they do also run the rest of the open season, but in the fall there would be a fleet of maybe a few dozen grain ships parked a few miles off shore. It was kind of neat seeing their lights down on the water from parts of the city with that vantage point. I went to college up there, so got to see it each year. It was cool when one of them would start making a bit more smoke as they ran up their engine. If you saw that and jumped in your car, you could beat the ship to the channel right by the Aerial Lift Bridge. The crew would often wave at you, and it was always fun to hear the ship and bridge honk their horns in salute at each other.
Many of the grain ships were indeed salties - oceangoing vessels with the big bulbous bow vs the flat barge nose on most dedicated lakers.
I imagine if the saltie was able to load up to near their safe limit while in fresh water, including draining some bilge water while loading (sadly they always simply have to do that to trim the load while it's ongoing, and need better processing plants) they'd be pretty safe for the normally relatively uneventful Great Lakes passage to the ocean.
Obviously we're talking fall here, and fall and winter storms on the lake can be intense - so consider that of course.
However once this saltie reaches the ocean, it has burned down some of the "clean fuel" it's required to burn while in US/Canada territory so they may be riding a bit higher already - then as they transition into the brackish then salt water they'd noticeably come up even more. To the point where they may need to add some ballast water to the trim tanks, just to make sure they're not riding too high on the ocean crossing. :P
Obviously other ports' experiences will vary - grain from Odessa to somewhere along one of Europe's many rivers would be in reverse - and they'd need to make sure not to load too much initially since most of the voyage will be in fresh water, where they will naturally ride lower.
The Panama Canal has freshwater too.
never been interested in ships at all until I found this channel. very informative and easy to understand content.
If you thought that was complicated, I'm working on a ship with three sets of loadlines. :P the regular one, one a bit higher for when we build a watertight bulkhead halfway the hold (more cargo) and one way higher for when we sail with open hatches, (for tall cargo).
Thats freaking insane. The fuel weight is substantial enough to affect draft AND they compensate for it when moving away from the equator!
A 180 m bulk carrier will usually burn somewhere between 20 and 25 metric tons of fuel per day. And the thing is, bulk carriers are rarely in a rush to get anywhere. Vessels like containerships or ro-ros may burn 2 or 3 times the amount that a bulk carrier of similar size burns
One factor should be calculated too.
When arriving on your trip in a winterzone the water is more dense than in the summerzone (where you departed. This alone will rise the ship a little in the water. Could be somewhat around 1% between water from zero degrees celsius and 20 degrees celsius ...which makes a difference from 1 cm for each meter the ship is under water.
Really like these vids, who'd've thought shipping was so involved. It's not just set sail and fingers crossed. 😊
You said that a lumber load can "easily be jettisoned" if necessary. Can you please do a video on exactly how a crew is able to jettison cargo at sea, especially in a storm?
Container ships seem to have a self jettisoning feature built in.
I imagine you'd unchain it and let it jettison itself.
@@murraystewartj Ha! Exactly what I was thinking of.
@@alwaysbearded1 Great minds think alike, my friend.
@@bubba99009 That's adorable. I cannot imagine a scenario in which the seas are so heavy that a load needs to be "unchained" that they'd send mariners out to cut it loose. If it's that easy, you do it.
"My guess is you've all seen them". Me, in the mountains, in a landlocked country: "mhhm sure"
Bhutan or Switzerland?
@@GiovanniRuffinengo austria
... this is super neat. I had no idea about any of this tbh. Honestly been loving this channel - I usually focus on military naval stuff, but learning about civil maritime craft and their workings has been genuinely fascinating. Thank you Casual Navigation!
6:10 "some of you will have already guessed" -
Me with absolutely no knowledge of sailing but is absolutely fascinated
That add bar is cancer,
Why does it move slower the closer we get to the end.
It hurts to know that this is something you have done intentionally.
Please don't add a misleading slowing down ad progress bar. Either make it linear or do without it entirely...
The first half of the adbar takes 15 sec. the other half takes nearly a minute thats really disapointing to see that you want to trick your viewers into watching the ad.
You could just notice that he's broken it down in chapters and skip the ad all together.
Damn, that's super scummy. Wtf?
Maybe turn on eyes next time and see the chapters
@@grondhero misrepresenting something with the intention to deceive is just wrong. You know that.
I assumed it was because of the difference density of cold vs warm water.
(but now that I thought about it it would be exactly the opposite. Cold water is more dense)
Ocean water barely changes temperature throughout the year.
Water is most dense at 4° , but apparently higher waves have more negative impact than denser water
@@unlocated7448 the temperature varies quite a bit from 40f to 86f. Try swimming in the north Atlantic in the winter
@@Lgg42069 Try swimming anywhere under 37°C water temperature and you find after certain amount of time you will have hypothermia.
@@Lgg42069 ocean temperature varies close to the coast and in shallow water somewhat due to current and solar heating. Waters of deep oceans barely vary.
I must disagree.
I always have more motivation to work when it's cold. The heat is the thing that's killing me and keeping me to wish for a quick death
I am glad to see that you are able to say other words apart from "I am Groot" :)
Depends on how extreme the cold and hot are. Extreme heat, say +45, will kill you in a day. Extreme cold, say -35 , can kill you in a hour.
But I agree that I find reasonably high temperatures worse to work in compared to reasonably cold ones.
@@HweolRidda The maths there only works if you assume a complete cessation of activity and active measures to cool yourself for the hot environment. Attempt strenuous activity in the former and the results will be unfortunate in short order. Then again similar applies to the lower temperature that low survival time applies with a lack of preparation and suitable gear we can and indeed do produce Antarctic weather gear that provide sufficient insulation to facilitate survival. In fact ironically the real danger when equipped with that can in fact end up being the same as that for the hot climate, that gear pretty much eliminates the ability to effectively get rid of waste heat from physical exertion. You can actually die quite easily if you were to attempt to perform fairly modest physical activity around the Summer months while wearing the winter gear. The extra insulation the winter gear has will kill you rather quickly if you are active enough to make your body depend on it's cooling reflexes to attempt to maintain a temperature compatible with survival. The reality is that actually an increase in your core temperature will not only kill you from a smaller deviation but becomes irreversible without external assistance with a very small change. You actually need to lose more heat to die from hypothermia than you need to gain to die from hyperthermia but reducing the heat gain is somewhat easier to do without needing specialist equipment, removing insulation, drinking plenty of fluids, and laying your ass down not moving will help a lot when overheating. If on the other hand you are unprepared for low temperatures you are basically buggered because there is not a lot you can do to make your situation any better after you make the mistake of blundering into it. The fundamental reason for this is obvious, you can control to some limited degree the amount of excess heat you produce which can slow the rate at which you expire from hyperthermia but wondering into the cold unprepared is more like try to free hand climb down a cliff unprepared you made the fatal mistake before you start to experience the warning signs of the consequences. The natural forces in the situation are working against you once you realise, often heat related deaths result from you actively overwhelming the bodies ability to cool itself with physical effort. This is perhaps exactly why the body has less autonomic adaptions to mitigate the effects of core temperature deviating above normal thus why life threatening hyperthermia actually begins closer to normal temperature than the hypothermia equivalent the body can borderline shut down non vital organs to limit cold damage to vital organs but it has pretty much no mechanism to stop the denaturation of proteins from occurring systemwide if your temperature rises much more than around 2C.
Both the +45c and the -35c numbers are flawed.
Are you making this calculation based on being naked and with no water?
45: I have lived in a country where the manual labourers have been forced to work outside in 45c weather for up to 12h a day.
I have a feeling that even in the middle east, if all the workers died after a couple of days, they would rethink what they were doing.
As for the -35, have you heard of successful arctic and Antarctic expeditions? What's their secret? WARM CLOTHES.
In the evolution of ships, every change ever made (or not made) was done with deliberate planning by a designer. Thank you for that comparison.
There's an Excellent book, "The Plimsoll Sensation," by Nicolette Jones. It's about Samuel Plimsoll, the British social reformer and member of Parliament and the forces that necessitated mandating load lines. In the days before the Classification Societies, unscrupulous shipowners could overload their vessels with undeclared cargo. In an age when children were working in coal mines, being a merchant sailor was the most dangerous occupation. Plimsoll fought for the load lines, among other things.
Absolutely fascinating. I must alert my grandkids to this so they can impress their peers with their knowledge.
I thought the reason why ship bring less cargo on winter because if it's cold he will shrink
I WAS IN THE POOL!!!
This is the real reason they call ships "she"/"her".
A point you glossed over that I'm interested in:
Ships are watertight up to a certain point. I've heard about this a lot when talking about how sinking ships are basically doomed once flooding goes above the watertight compartments. Why aren't watertight compartments built from the bottom all the way to the top?
Just something that always confused me (non-sailor)
Well the outside doors on the main deck are still watertight, but my guess is.....money.
Yes i was thinking what? There is metal blocking the water from gojng in the deck so how?
For larger vessels it's most likely too impractical to make it standard. The maintenance to have the whole ship stay watertight would be too costly and there is no practical way to upright a 300m vessel when its on the ocean. On the other hand, some smaller vessels like rescue cruisers are built watertight. Some are designed to withstand a full barrelroll without any major damage, but this necessary feature for these ships is very expensive and every aspect of the design needs to be adjusted for it.... So yeah, it's basically money and purpose.
I am not in the shipping industry, but for questions like this you can always look at how much it would cost (and tied directly to that, is how functionally useful it is). Fully watertight vessels exist, but there are reasons that submarines aren't used for shipping. They cost more to build, are more complex to operate, and all that extra cost is just unnecessary for most use cases.
Navy ships are build like that and can still float while their decks are 'awash' (aircraft-carrier excluded!).
If I remember correctly, it just hampers loading and un-loading of cargo as these spaces would need to be individually opened. Also water-tight compartments require more steel and this extra steel costs more fuel because of the extra weight but doesn't provide any extra income.
I couldn't care less about ships but the way it's presented is just amazing.
I’m most familiar with Great Lakes shipping, so this was largely new information for me.
Literally was just learning about this in Nautical Science class. W RUclips channel
2:40 Just move the tonic accent from "règistro" to "regìstro", then you absolutely nailed it, nice work!
Good video. Finally, it's all about the water density.....
And you learn something new every day. Thanks.
Jeff Beck or Rod Stewart had a song called Rock My Plimsoll. They were both from England I think.
Interesting, I completely forgot about weather. I figured you could load a bit more in winter, as colder water (or water closer to 4°C to be exact) is denser and therefore provides more buoyancy
I always look forward to your videos! Keep up the great work!
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Your Italian is actually pretty good! Nice!
Your pronunciation for RINA (Registro Italiano NAvale - Italian Naval Register) is just perfect!
Great job as always, by the way!
So really more about the stormy season rather than the true winter. The storm season and cold season tend to overlap but just calling it winter could give the impression that it is about temperature, yet the summer tropical storm season would also require more freeboard.
Who polices these load lines? What are the fines or penalties incurred?? Cheers 🍻 Good video 📹 very informative 👏
They are usually "policed" by the port state authorities wherever they go. Many, many countries nowadays follow the IMO (International Maritime Organization, a body of the United Nations) guidelines on Port State Control to inspect foreign vessels for compliance with international regulations on safety, security, and environmental protection. Each country implements it a little different. In the U.S., the Port State Control Functions are carried out by the U.S. Coast Guard. In other countries it is a civilian government department. In other countries Port State Control is carried out by contractors.
Say a Port State Control Officer (PSCO) in the U.S. comes aboard a vessel with an improperly submerged load line. There are some things you need to check before you jump to any conclusions (one instance I've seen is a vessel refueled as soon as they came into port, so their voyage was made properly but when I came onboard it appeared improper). But if they did in fact make an overloaded voyage, they could get a ticket for a couple thousand dollars per 33 CFR 143.301.
That little ticket is going to be relatively minor compared to the more common "control action" taken of not letting the vessel move or depart from the port until a cause has been identified and corrective action implemented to prevent recurrence. An improperly submerged load line is grounds for "detaining" a boat as per Procedures for Port State Control, Appendix 2. So the vessel would be taken out of service for a few days (profit loss) while a rather large investigation is carried out (not cheap) before the vessel is allowed to go on its way. This may disrupt the vessel's schedule and make them lose contracts. These potential operational limitations are what really, really make vessels comply.
Lastly, any time a vessel is detained it is required to make international notifications of the event. It looks really bad on the vessel and the company, and when the vessel is trying to bid on future contracts, the shipper may look at the vessel's history; see a recent detention; and stop considering that vessel for the contract. The U.S. not only shares detentions with the responsible international bodies, but also the public. You can Google "CVC-2 detentions" and see a report on nearly every vessel detained in the U.S. for safety or environmental reasons going back years and years.
Surprised less freeboard is required for freshwater considering the weather on some bodies of fresh water (like Lake Superior in Winter) is no joke and has been known to even break ships in half.
The regulations mentioned in this video all come from the International Load Lines Convention, and is mostly intended for oceanic voyages. As the Great Lakes only affect the U.S. and Canada, these two nations have come to their own agreement on regulating load lines on these bodies of water. These regulations closely align with the international regs, with some changes here-and-there.
I only know the U.S. side of the regs. Notably, 46 CFR 45.9 states that for modern vessels the Great Lakes are to be treated as Tropics, Summer, or Winter depending on time of year.
I have been on land for 99.99% , but after watching your channel, i desire to know more about sea travel and vessels, you are awesome
I always knew vaguely about these different load lines, and this was an excellent summary of the basics, thanks for making this video.
That sneaky process bar for the sponsors!
Excellent casual navigation video for when I have a cold
Your videos pack so much information into such a small space. I struggle to think of a more thoroughly educational content creator.
Italian pronunciation was spot-on 👍👍 Thank You for that
Quality video as always
Nice trick slowing down the bar
Very informative, and you addressed everything I was thinking of while I was watching earlier parts of the video , such as opposite seasons in northern and southern hemispheres, and optimizing route/cargo for best delivery between different zones. It must be a very hard operations problem, even with today's computers and algorithms.
I see what you did there with that ad time bar. Clever
Me, an italian, learning about RINA here ❤️
During world war two my dad was stationed on a transport ship that went across the north Atlantic from Scotland to New York or Canada, 22 times. I cannot imagine. Those guys were tough!
That would be such a scary job. You either have bad weather and no submarines or good weather and the dread of a torpedo hitting at any minute. My Grandpa was on a sub chaser in the Pacific. He was in the engine room and during a typhoon they lashed themselves to their posts and ate saltine crackers for hours. Supposedly the ship would rock so bad the screws would come out of the water so they had to constantly maintain the throttle.
excellent topic and explanation... thanks
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Wow, impressive transition to Blinkist. Usually you can see sponsor blurbs coming. Got me.
Nice time to make this it's near christmas now
let me know when your in- show ad is over, Ill come back to watch.
Incredible ! I didn’t know it was so complex.
French philisopher Émile-Auguste Chartier, known as Alain, tried to apply darwinian evolution to fishermen's ships in the island of Groix, France... saying shipyards copied existing boats and best designs survived more... He wrote a whole book about it IIRW.
Never saw never knew and probably won't remember much but...
Cool video
7:27 Osu! Blue Zenith When You See It!!!
The load line is called the Plimsoll Mark.
Great post my friend.
🌞🌴⛵️
That was satisfying, I knew what they were but nothing beyond that
Always wondered about that. That is really nice to know thank you!
So interesting! Thanks
I was expecting you to say something about ice forming on deck adding weight.
you know, i did always wonder why ships carry less in winter. This is very important info
I feel the opposite as the prompt given within the first 10 seconds…I can’t work when it’s above 35 degrees centigrade
Wow, never knew this before
Wish you could do a viseo about reserved bouyancy/ permissible and how timber add to reserve bouyancy
By the title i expected this to be about thermal expansion making cargo holds noticeably smaller in winter.
This amount of information/education is worth $5.
Fascinating! I didn't even know I wanted to know this stuff.😁
Another excellent little explainer - great!
i was taught about the Plimsol line in school when i was about 6 or 7, dont know why, but every boat i drew after that had one
Thank you.
WOW - VERY GOOD ! ! !
THANK YOU ! !
🙂😎👍
Small thing. The DNV GL is now only called DNV again. The German Lloyd now doesn't even exit in the name anymore.
I was surprised there was no mention that these markings are called Plimsol lines.
This was an interesting video. As Dom DeLuise would say in the Mel Brooks movie "History of the World," "Nice, not thrilling but nice."
What a smooth segue.
I'd like to make a video suggestion please: how about a ship's crew? Like what are the roles/responsibilities and how they're rotated and such, from the captain to the lowest ranking member. I've got a relative who works in a galley so all of his stories are limited to that. I'd like to know how the rest of the crew gets on.
Heat makes matter expand, so in a way yes a boat can carry more volume wise in the summer
Vid starts at 1:40
I want to believe it's because of the need to bring along hot cocoa supplies for winter journeys
This was another great video. My first instinct was something to do with snow adding weight. Thanks
Really awesome, breath-breaking, mesmerising and fantastic vlog. Your video is just beyond marvellous. Thanks a lot for sharing so nice footage. Keep sharing and stay connected. Please accept big love from New Delhi, India.
no kidding. never realized that would make a difference. i mean i would have guessed it made a difference, but not enough to matter! interesting!
The five-sided snow flakes lol
“you’ve all seen them”
nope, never once, but I also live hundreds of miles from the nearest navigable waterway
Thanks!
Very interesting and informative. Thank you!
Never knew this. Mind blowing
Fascinating.
I can usually do more in the winter than in the summer so was a bad comparison :D Spring and fall is probably most effective time thou, because the snow and ice makes it harder.
It's to much easier to work on the cold than in the Brazilian summer where mibollocks are sweating out while I code
yes please do a video on the history of ship design!
Wait, how does lumber above the water line contribute to buoyancy?
Weight
What do you mean Loyd's Register? L and R are clearly for Left and Right, for sailors with dislexya and can't remeber directions
Are there seasonal load adjustments for the Great Lakes, assuming the ship isn’t locking up from the Atlantic?
The loadline is read to the top not bottom of the line a rookie mistake by those who don't know therefore losing cargo. Timber loadlines are only assigned to homogenous cargoes (i.e. one mass). The extra loadline granted is not as you state because of increased buoyancy, it is granted because the timber is considered to raise the deck edge immersion, therefore increasing the point of contraflexure on the GZ curve. One of the biggest legal fiddles going in my opinion, never understood how they got away with it, in theory yes, in practice no. It is the GZ curve that influences (again through deck edge immersion) the height of loadline.