Marsich and Merega 



Note that the selected values of L/i are not uniformly spread, but are con- 

 centrated around the mean values relevant to "full load" and "ballast" condi- 

 tions; only one intermediate value (L/i = 23.75) grants a sufficient linkage be- 

 tween the two aforesaid conditions. 



2.3 Weight Diagrams 



The criterion adopted in choosing the weights distributions is appreciably in 

 accordance with weights diagrams of tankers and bulk-carriers. In fact these 

 types of ships are often characterized by weight distributions very different from 

 those relevant to evenly distributed load along all holds; loading conditions with 

 empty holds are met and even more complex cases, especially when high-density 

 cargos are carried. Besides, the weight distributions in ballast conditions are 

 not to be forgotten, which may cause very different situations to arise from ship 

 to ship and even for the same ship. 



The actual weight diagram has here been considered as the sum of three 

 separate diagrams (see Fig. 10): 



(A) weight of ship's section aft of the forward bulkhead of engine room 

 and forward of the collision bulkhead; 



(B) evenly distributed load between the above bulkheads; 



(C) weights and loads unevenly distributed between the above bulkheads. 



As far as portion (A) is concerned, three distributions have been selected, shown 

 in Table 7, named, respectively, types A i, A2, and A3 (the meaning of the sym- 

 bols of Table 7 is clearly stated in Fig. 10). 



Table 7 

 Distributions Selected for Portion A in Fig. 10 



Configuration A^ is considered to be in good agreement with standard full- 

 load conditions of tankers and bulk carriers, while configurations A 2 and A3 are 

 more suitable for representing ballast conditions. 



836 



