Why Do Ships Carry Less In Winter? 

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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!

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 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.

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.

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.

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

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.

Bhutan or Switzerland?

@@GiovanniRuffinengo austria

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.

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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.

@@Allan_son 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.

I WAS IN THE POOL!!!

This is the real reason they call ships "she"/"her".

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.

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.

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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.

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.

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