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| | Planning to build your own home is a brave decision. Brick by brick, block by block you are not just going to lay the foundation to a home, but also to a sense of belongingness, love and peace with your close ones.<br><br>When it comes to flooring of this dream home of yours, you will obviously want it to be absolutely speckles, seamless, and professional looking. You would not want the tiles to come off after a few months after you have moved in your new house. This is why there is need for special attention to be paid towards the sort of adhesives that you use while making these floors.<br><br>Epoxy resins are known to be the best variety of adhesives for this purpose. This is because it is one of the strongest forms of adhesive in its class and has been used for construction purposes since a long time. The trick is to use epoxy resin adhesives well, so that they create such a bond between the floor and the tiles that it gives a professional look and feel and helps the flooring to look new as ever even after years.<br><br>The most essential step while using this type of adhesive is to take extreme care when mixing the two parts of it well. It is usually available in two parts, a powder and a hardener. If you loved this article and you would certainly such as to get additional info concerning [http://reedk9.wordpress.com/2014/04/05/aplicaciones-versatiles-con-la-resina-epoxi/ resinas] kindly check out our own internet site. These are both essential to form that unbreakable bond which gives a good finish to the floor. Mixing should be done in small batches in order to avoid any wastage. Especially when one is going to use a lot of adhesive, it is ideal to mix small batches at a time and use them up, because it tends to harden quickly, and cannot be left unattended for a long time. Usually one would be required to use one part of hardener to 5 parts of resins. This would form an ideal paste that can be used in different purposes of home making.<br><br>Epoxy resins have long been used in many different sectors and industries and it is because it is hassle free and safe way to form glue for a variety of purposes.<br><br>One can find competitive price offers for epoxy resin adhesives and it is wise to select one of these offers, when using the glue in large quantities. It can be fun to make your own home, but you need to find the best raw material for the same first. |
| {{Refimprove|date=January 2012}}
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| {{More footnotes|date=January 2012}}
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| '''Tonnage''' is a measure of the size or [[cargo]] carrying capacity of a [[ship]]. The term derives from the taxation paid on ''[[Tun (unit)|tun]]s'' or casks of wine, and was later used in reference to the weight of a ship's cargo; however, in modern maritime usage, "tonnage" specifically refers to a calculation of the volume or cargo volume of a ship. Tonnage should not be confused with [[Displacement (ship)|Displacement]] which refers to the loaded or empty weight of the vessel itself.
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| Measurement of tonnage can be less than straightforward, not least because it is used to assess [[fee]]s on [[commerce|commercial]] [[shipping]].
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| == Tonnage measurements ==
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| '''[[Gross tonnage]]''' ('''GT''') is a function of the volume of all ship's enclosed spaces (from [[keel]] to [[funnel]]) measured to the outside of the hull framing. The numerical value for a ship's GT is always smaller than the numerical values for both her ''gross register tonnage'' and the GRT value expressed equivalently in cubic meters rather than cubic feet, for example: 0.5919 GT = 1 GRT = 2.8316 [[cubic metre|m<sup>3</sup>]]; 200 GT = 274 GRT = 775,88 m<sup>3</sup>; 500 GT = 665 GRT = 1,883.07 m<sup>3</sup>; 3,000 GT = 3,776 GRT = 10,692.44 m<sup>3</sup>), though by how much depends on the vessel design (volume). There is a sliding scale factor. So GT is a kind of capacity-derived index that is used to rank a ship for purposes of determining manning, safety and other statutory requirements and is expressed simply as GT, which is a unitless entity, even though its derivation is tied to the cubic meter unit of volumetric capacity.
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| Tonnage measurements are now governed by an IMO Convention (International Convention on Tonnage Measurement of Ships, 1969 (London-Rules)), which applies to all ships built after July 1982. In accordance with the Convention, the correct term to use now is GT, which is a function of the moulded volume of all enclosed spaces of the ship.
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| It is calculated by using the formula : <math>
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| GT = K \cdot V
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| </math>, where ''V'' = total volume in m<sup>3</sup> and ''K'' = a figure from 0.22 up to 0.32, depending on the ship’s size (calculated by : <math> | |
| K = 0.2 + 0.02 \cdot\log_{10}V
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| </math>), so that, for a ship of 10,000 m<sup>3</sup> total volume, the gross tonnage would be 0.28 × 10,000 = 2,800. GT is consequently a measure of the overall size of the ship. For a ship of 80,000 m<sup>3</sup> total volume the gross tonnage would be 0.2980617 × 80,000 = 23,844.94 GT.
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| '''[[Net tonnage]]''' (NT) is based on a calculation of the volume of all cargo spaces of the ship. It indicates a vessel’s earning space and is a function of the moulded volume of all cargo spaces of the ship.
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| A commonly defined measurement system is important; since a ship’s registration fee, harbour dues, safety and manning rules etc., are based on its gross tonnage, GT, or net tonnage, NT.
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| '''[[Gross register tonnage]]''' ('''GRT''') represents the total internal [[volume]] of a vessel, where a register ton is equal to a volume of 100 [[cubic foot|cubic feet]] (2.83168 m<sup>3</sup>), which volume, if filled with fresh water, would weigh around 2,800 kg or 2.8 [[tonne]]s. The definition (and calculation) of the internal volume is complex; a ship's hold can, for instance, be assessed for [[Bulk cargo|bulk grain]] (accounting for all the air space in the hold) or for [[:wikt:bale#Etymology 3|bale]]s (omitting the spaces into which bulk, but not baled cargo would spill). If ''V'' stands for the total internal volume in m<sup>3</sup>, then the GRT equals ''V'' / 2.83168, so for a ship of 10,000 m<sup>3</sup> total internal volume, the gross register tonnage is 10,000 / 2.83168 = 3531.47 GRT. Gross register tonnage was replaced by ''gross tonnage'' in 1994 under the Tonnage Measurement convention of 1969, and is no longer a widely used term in the industry.<ref>[http://www.fao.org/figis/servlet/static?dom=ontology&xml=sectionL.xml ''CWP Handbook of Fishery Statistical Standards'']. Retrieved May 10, 2006.</ref><ref>[http://www.imo.org/Conventions/contents.asp?topic_id=259&doc_id=685 ''International Convention on Tonnage Measurement of Ships, 1969''], International Maritime Organisation. Retrieved May 10, 2006.</ref>
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| '''Net register tonnage''' ('''NRT''') is the volume of cargo the vessel can carry; i.e., the gross register tonnage less the volume of spaces that will not hold [[cargo]] (e.g., [[engine]] compartment, [[Ship's wheel|helm]] station, [[crew]] spaces, etc., again with differences depending on which [[port]] or [[country]] is doing the calculations). It represents the volume of the ship available for transporting [[freight]] or [[passenger]]s. It was replaced by ''net tonnage'' in 1994, under the Tonnage Measurement convention of 1969.
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| The '''Panama Canal/Universal Measurement System (PC/UMS)''' is based on ''net tonnage'', modified for Panama Canal purposes. PC/UMS is based on a mathematical formula to calculate a vessel's total volume; a '''PC/UMS net ton''' is equivalent to 100 cubic feet of capacity.<ref>[http://www.pancanal.com/eng/general/peajes-en-el-canal.html ''Panama Canal Tolls''], from the [[Panama Canal Authority]]. Retrieved May 10, 2006.</ref>
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| The '''Suez Canal Net Tonnage (SCNT)''' is derived with a number of modifications from the former net register tonnage of the Moorsom System and was established by the International Commission of Constantinople in its Protocol of 18 December 1873. It is still in use, as amended by the ''Rules of Navigation'' of the Suez Canal Authority, and is registered in the '''Suez Canal Tonnage Certificate'''.
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| '''[[Thames Measurement|Thames measurement tonnage]]''' is another volumetric system, generally used for small vessels such as [[yacht]]s; it uses a formula based on the vessel's length and beam.
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| == Weight measurements ==<!--linked from [[PT boat]]-->
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| While not "tonnage" in the proper sense, the following methods of ship measurement are often incorrectly referred to as such:
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| '''Lightship or Lightweight''' measures the actual weight of the ship with no [[fuel]], passengers, [[cargo]], water, etc. on board.
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| '''[[Deadweight tonnage]]''' (often abbreviated as '''DWT''' for deadweight tonnes) is the displacement at any loaded condition minus the lightship weight. It includes the crew, passengers, cargo, [[fuel]], water, and stores. Like Displacement, it is often expressed in long tons or in metric tons.
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| '''[[Metric Tonnes per Centimetre Immersion]]''' (usually abbreviated to '''TPC''' or '''TPCMI''' ) is the number of Metric Tonnes (1,000kg) that need to be loaded on the ship for the salt water draft to increase by one centimetre.
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| '''[[Imperial Tons per Inch immersion]]''' (usually abbreviated to '''TPI''') is the number of '''Imperial Long Tons''' (2,240 lbs) that need to be loaded on a vessel for the '''draft''' to increase by one inch.
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| Old imperial TPI measurements are still occasionally used within the USA and the Panama canal. As no ship has been measured by a '''Classification Society''' since the 1950s using Imperial measures, modern TPI figures are therefore a conversion from the original Metric measurements and should not be relied upon to be accurate.
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| The '''TPCMI''' figure is used to calculate the draft of the vessel with a given '''DWT''' of cargo loaded.
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| On a typical Panamax Bulk carrier with a TPCMI of 80, it would mean that the ship will sink (Draft increase) by one centimetre for every 80 tonnes of cargo loaded.
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| '''[[Draft (hull)|Draft]]''' The distance, usually measured in meters, between the lowest point of the keel and the waterline which varies dependant on the load ('''DWT''') the vessel has on board.
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| == Non-maritime usage of the term, Tonnage ==<!--linked from [[PT boat]]-->
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| Tonnage can be the quantity of a mineral, or the mineral ore extracted from a mine. It may refer to the production of any commodity that is normally expressed in tons or tonnes. The term can also apply to the total weight drawn by a railway locomotive, or the total weight of freight passing over a railway line or road.
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| The tonnage may be expressed in short tons (2,000 lbs), metric tons or tonnes (1,000 kg), or in long tons (2,240 lbs). Often this distinction is not of any importance, however sometimes it is critical to define the exact units in which the tonnage is expressed.
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| == Origins ==
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| Historically, tonnage was the tax on ''tuns'' ([[cask]]s) of [[wine]] that held 954 litres (252 gallons) of wine and weighed 1016 kilograms (2,240 [[pound (mass)|pounds]]). This suggests that the unit of weight measurement, [[long ton]]s (also 1016 kilograms or 2,240 lb) and tonnage both share the same etymology. The confusion between weight based terms ([[deadweight]] and [[displacement (fluid)|displacement]]) stems from this common source and the eventual decision to assess dues based on a ship's [[deadweight]] rather than counting the tuns of wine. In 1720 the [[Builder's Old Measurement]] Rule was adopted to estimate deadweight from the length of [[keel]] and maximum breadth or [[beam (nautical)|beam]] of a ship. This overly simplistic system was replaced by the [[Moorsom System]] in 1854 and calculated internal volume, not weight. This system evolved into the current set of internationally accepted rules and regulations.
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| When steamships came into being, they could carry less cargo, size for size, than sailing ships. As well as spaces taken up by boilers and steam engines, steamships carried extra fresh water for the boilers as well as coal for the engines. Thus, to move the same volume of cargo as a sailing ship, a steamship would be considerably larger than a sailing ship.
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| "Harbour Dues" are based on tonnage. In order to prevent steamships operating at a disadvantage, various tonnage calculations were established to minimise the disadvantage that the extra space requirements of steamships presented. Rather than charging by length or displacement etc., charges were calculated on the viable cargo space. As commercial cargo sailing ships are now largely extinct, '''Gross Tonnage''' is becoming the universal method of calculating ships dues, and is also a more straightforward and transparent method of assessment.
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| == See also ==
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| {{Portal|Nautical}}
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| * [[Builder's Old Measurement]]
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| * [[Displacement (fluid)]]
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| * [[Displacement (ship)]]
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| * [[Ton]]
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| * [[Short ton]]
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| * [[Long ton]]
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| * [[Metric tonne]]
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| * [[List of world's largest ships by gross tonnage]]
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| == Notes==
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| {{Reflist}}
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| ==References==
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| * ''The Oxford Companion To Ships & The Sea'', by I. C. B. Dear and Peter Kemp. Oxford University Press, 1979. ISBN 0-19-860616-8
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| * ''Ship Design and Construction, Volume II''; Thomas Lamb, Editor. Society of Naval Architects and Marine Engineers, 2004. ISBN 99909-0-620-3
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| </div>
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| {{Ship measurements}}
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| [[Category:Volume]]
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| [[Category:Mass]]
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| [[Category:Nautical terms]]
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Planning to build your own home is a brave decision. Brick by brick, block by block you are not just going to lay the foundation to a home, but also to a sense of belongingness, love and peace with your close ones.
When it comes to flooring of this dream home of yours, you will obviously want it to be absolutely speckles, seamless, and professional looking. You would not want the tiles to come off after a few months after you have moved in your new house. This is why there is need for special attention to be paid towards the sort of adhesives that you use while making these floors.
Epoxy resins are known to be the best variety of adhesives for this purpose. This is because it is one of the strongest forms of adhesive in its class and has been used for construction purposes since a long time. The trick is to use epoxy resin adhesives well, so that they create such a bond between the floor and the tiles that it gives a professional look and feel and helps the flooring to look new as ever even after years.
The most essential step while using this type of adhesive is to take extreme care when mixing the two parts of it well. It is usually available in two parts, a powder and a hardener. If you loved this article and you would certainly such as to get additional info concerning resinas kindly check out our own internet site. These are both essential to form that unbreakable bond which gives a good finish to the floor. Mixing should be done in small batches in order to avoid any wastage. Especially when one is going to use a lot of adhesive, it is ideal to mix small batches at a time and use them up, because it tends to harden quickly, and cannot be left unattended for a long time. Usually one would be required to use one part of hardener to 5 parts of resins. This would form an ideal paste that can be used in different purposes of home making.
Epoxy resins have long been used in many different sectors and industries and it is because it is hassle free and safe way to form glue for a variety of purposes.
One can find competitive price offers for epoxy resin adhesives and it is wise to select one of these offers, when using the glue in large quantities. It can be fun to make your own home, but you need to find the best raw material for the same first.