THE TURN-ROUND OF A SHIP IN PORT 37 
resulting in waste of space from the shipowner’s point 
of view. On the other hand, a cargo of light material, 
such as coir yarn, or fibre in bundles, or ballots, might 
fll her holds to overflowing, and yet the vessel might be a 
long way from the loadline limit of submergence. This 
also would be unremunerative from the merchant's point 
of view, because for freight of less weight than 40 cu. ft. 
to the ton, the rate charged is almost universally at the 
standard rate of 4o ft. to the ton, and the increased bulk, 
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Port Side 
PLIMSOLL AND LOADLINE MARKS ON STEAMSHIPS 
therefore, adds to the cost. From the ideal revenue 
producing point of view, a ship is most effectively loaded 
when she is both “ Full and Down.” 
The deadweight carrying capacity of a vessel, or the 
Deadweight, is, broadly speaking, the difference between 
the light (or structural weight of a vessel) and its displace- 
ment (weight of water displaced by the vessel) at the 
loadline limit. But this is not the earning cargo carrying 
capacity—there must be deducted the weight of fuel, 
stores, passengers, crew and their effects, which may 
amount to as much as 15 per cent. 
TONNAGE 
The relation between the Actual Carrying Capacity and 
the more usual Register Tonnage is as follows. 
30% 
20) wi