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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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