Escolar Documentos
Profissional Documentos
Cultura Documentos
SURVEYS
A GUIDE TO GOOD PRACTICE
by
W J DIBBLE Master Mariner, B.Sc, MllMS, MNI, MRIN
P MlTCHELL Master Mariner, B.Sc, MIIMS, MNI
18
ISBN 0 9521164 1 3
MID-C Consultancy
All rights reserved. No part of" this publication. other than the
enclosed UN Forms, may he reproduced, stored in a retrieval
system or transmitted, in any form or by any meallS, electronic,
mechanical, photocopying, recording or 01 herwise, wi thout the
written consent of the Publisher.
Copyright
(c;) ~!nD-C
Consultancy
ISBN 095211641 3
DRAUGHT SURVEYS
A GUIDE TO GOOD PRACTICE
MID-C
CONSULTANCY
Contents
.
Intro d uctlon ...... ".""" .. ,
l1li" l1li.
l1li
.
.IV
l)
..
11
Glossary ................................................................ 45
Appendices .......................................................... 49
Eguipment Check List ............................................................ ,19
Check l.ist of'Reservations ..................................................... '\ ~j
Index .................................................................... 54
ACKNO\"ILEDG EMENTS:
The authors would like to thank the following I~)r their assistalln;:
'"
Captain R Ward.
Captain P Coomhs.
"
III
Captain Y A.ysuna.
INTRODUCTION
The purpose of a draught sun'ey is 10 determine the amount of cargo loaded or
discharged for the bendit of all the interested parties, A wellconducted draught
survey of a larg'c vessel should achieve accuracy 10 wit hill O.!jl)(,
The survev must be conducted I1lctint\ously. raking imo accolll1l all the prevailing
circulllsta;1Ces, Thc lillal rcp0!l should illmrporate every aspecL and diHicuity
which has been encou111cred ill order 1.0 cOll\'er all aspects or tlte sun'ey,
\Vhile draught sur\'cys Illay be carried ollL b)' professional surveyors, Ihe ship's
ollicers should also }Jerlorm a draught surn:y t() the sallle deg-rec of accuracy,
Tt is hoped that this ~ui(k will assist in achieving' the required stalldards,
DRAUGHT SURVEY
The draught survey is the "hcfrll'e and after" surH::Y. ",hich determines. hy
meaSllrcmelll. the \Tssd's displacement hefore and alter loadillg ur discharging.
Tlte uifIerence between these tW() displacemems is the weig'ht u('carg'O loaued or
discharg-cd,
DEADWEIGHT SURVEY
L'nder certain rin:ulllst(lnCcs. the sur\'eyor or ship's ulIicer may have no choice
hill ht: restricted to carryillg uut a deau\\'eight survcy, The weights of all
lIIeasurable nOl1-carg'O elemeJ1ls OIl Ihe vessel ;IlT determinecl: blinkers, /i'esh
wall~r, ballast. stures etr. These are IhCIl addt:d tu the light displacemenl
(including any lightship constant). Thi1i total is then dcdw:ted lium the prt:sem
displacement tu procluce Ihe approximate weight of cargo on hoard,
UN/ECE
These fill'lIIS ha\'e iJeen included atlhe hack of this hook, They are rllt: work of
the Lnited l'\ations F.nll1()lllic Commission t<J]' Europe, the Coal Working Party
of the Encrgy COlIlmillee. which pmduct:d lhe COr/I' of IIUi/lJl'lIl S/{/l1d(JHI~ fi/lrl
f}I'OCI'dult'sfin Iht' jJI'I/imnall(1' dmllgli.1 SI/Fi't'yS I{ ('/Jul I'rlIg()l's. The Working Part)'
recollllllcnd thc IISC oftlit: liJl'lllS in order to achie\'e IIniforlnil.v aIld consistency
in drallght sur\'eys. su a\'uidin~ Iht: dislTepancies which gin:, rise to cOJlIllIt:rci~1
disputcs,
The forms have been /i'eely given, so that all su rwyors and ship's ol1iccrs may
photocopy and Ll1ie tht:lJJ as a standard [ormat throllg'holl! the industry.
1\'
PRACI'ICAL PROC:EDURE
Jr is impossible to cover every coIH:ei\'able problem likely ro be encountered
when carrying- out a draught survey. Ships and ports vary so much rh.It there
will alway~ he rhe unforeseen circumstances ,,'hich will require an oll-the-spOI
decision. These not.es and steps to be taken, gi\'e only a broad approach to the
slIbject There is howe\'er, n() slIbstitutl' for experience.
An inaccurate sun'ey may result in collsiderable expense [0 several partics,
therefore it. shollld be conducted cardully alld aCCllraldy. Bcing- well prepared
alld having su!Iicicllllilllc will all()w the survey to be conduCled correctly, It
may not appear expedient to delay the ship in order to colllplete the drauglll
survey properly, but it could save 1II0lley in Ihe IOllg lerrn, This decision must
lie with t.he \(ast.er, hO\\'cYlT careflll preparation could reduce these delays to
a 111111 IlllllIII,
All parties should work together Il)r a unanilllous rcsult. the
established by illspenioll and lIot by verbal agreemem.
j~lCrs
should be
1. The ship and ship's staff must be prepared for the survey.
Shore surveyors must be ready for the ship's arrival.
Prior to arrival
The ~hip should be asked tu prepare lill' Ihe draught survey,
The iJallast tanks shoulrllw adjusted to a I(,\,et co\'ered IJ\' the sounding
tables,
lL should be remembered thalllllltanks Gill be pressed LLp lllll slill retain
air puckl'lS alld also il call he difficllh 10 estahlish that a r(lnk is completely
t'lIlJlly without visual inspection.
llallast holds, (main earg-o holds used IlJl' ballast) should be ClIIpl}' of
ballasL un arrival al the l()ading porI, if Jlossihle,
Thc vcssel sho1lld aITi\'(:' with a sale lrim. ~lIiLable ii.lr the Ilavigation to
eIller port and wirhin rhe limits of trim covered Iw the trim UJlTeCliolls of
the sounding tables. The vessel shollld alTin~ in all lIJlrig-ht conditioll,
Staff, doclInwntarion and eqllipmenl should be ready on the arrival of
the ship. There shollld he no m(wemell( of ballast. fi-esh water, bunkers
or cargo and hatches, cranes ami moorings until all Il\CaSLIITlIlcnts are
takcn and agreed by surveyurs and ship's ollic('rs, The prudelll surveyor
will han: oiJsCI'\'ed the shore side drallghts hefore iJoarding as these can
Draughts
The draughts and densities should be obLained at nearly the same time
if possible. Draughts and densities taken at slack water are the most
accurate but this may lIot be practicable.
All the draughts should be read with great care and every e!lort made LO
read nirectly h'om ship's side llsing a boat, laducr or other available
means. Th(~ tigures should he written down as they are obtained to avoid
mistakes of mcmory.
If rClJuired, the midships draughts Gill be obtained by measuring the
freeboard from the watnlinc 10 the top ohhe neckline or to a convenient
point above the deckline. when a correction must be applied. A tape with
a /loal plate at the zero mark can be vcry usefully employed to achie\'e
this measurement. Sce draught measurement section on pages I (i to 20.
c)
Allow ten' hog or sag and obtain the correct draught Illidships,
d)
e)
wetting of cargo waiting to be loaded, soaking the electric power boxes 011
the (luapide or wa~hillg debris or uther pollutants over the side.
Fm a stern trim the position of the forward air pipe relative to the
forward tank bulkhead should be checked to determiuc any possible
remaining void spaces and where ueCl.:ssary Ihis factor should still be
allowed. Other lid' /al/lis should h(' sounded and the trim corrections
allowed.
The ballast discharged !i'um tanks lIIay kil\'c rcsiclllalliquid in pipes and
in areas of poor draina~e. This water is difficult TO detect and time
should IX' allowed for drainage purposes before taking MHHldings.
Empty tanks will prubably have residual water even at zero soulHIings,
these indeterminable quamities Gm he ignored af both before and after
surH:YS, provided Ihat all parties are satisfied that no changes have t;lken
place during the imerval between surveys. In other cirullllslann:s itlllay
be necessary (0 assume a slllall pen:eulage (I (;i; or ~(}~,) of r1w tanks total
capacity as addit ioual weight to (over all remaining drainings.
Tfthe ballast soundings are out~idc the maximum range ofthc calibr;l1ioll
tahle~ then ballast should be run uul ulIlil lhe level is suitable.
The duel ked, pipe tunnels, peak tanks and swimming pool should nor
be t()J)~otten and soundings taken as u~ual. The bilges should be checked
and an}' pumped out during the ship's stay must be recorded. Wben a
\'essel loads a dry bulk cargo which has been welled, a record of hilges
pumped during the whok voyage could prove very useful as evidence. to
explain any apparent loss of cargo between successive surveys.
Ballast holds often cause problcrn~ duc to poor lank calibratiuns and hull
deformation. These should be empty or hallast prior to arrival at the
loading port and vislJally inspected if' possible.
Bunker tanks need not be inspected and sounded during a draught
SUITe)', unless a bunker survey is also required.
Sec soundings and ullages section on pages
:~8
to -13.
Ballast samples
The water within the sounding pipe may not be properly mixed and
lherefore not he representative of'the liquid in the whole tank, irill dOllht
llll: sampk shollld he laken al the bouolII or the pipe lIsing a suitable
sampling can which can be opened at the appropriate depth.
Sutlicient sample densities can be obtained from the tan ks dowlI onc side
the ship only. unless IIl<\jor variations occur. Variations could he
caused by the ballasling raking place at diHcn:nL limes and locations.
The ballast tank dipper or hand pump down the sounding pipe may be
lIsed to ohtain a sample where the water is well mixed, as showlI in the
photograph on page 3,1. The sample .iar should he rillsed out with the
first sample and then the Zeal hydrometer IIsed to obtain the apparent
density o/" the waler, as with the sea water density, a remperat\ll"e
corn':clion is not necessary. A ballast hold should be sampled al diUerent
levels with the water sample bucket and checked for any major variations.
or
Notes
All calculations cotllained in this guide should be carefully exeCllt.ed and agreed
belwt:en parries. The same SUr\Ty methods should he used at the loading and
the discharging ports in order to achieve consistency or results.
The calculations shoukl deal only with the acquired facts ami nOl. introduce any
unsubstantiated cons/an/s. Tht: constant often referred 10 with draught surveys
is dealt with in the /.ighfslnjJ C01lSfanl se(:lion Oil pag-es 14 and 15 and its
significam:e should be understood.
All circumslances that may inlluellCl! the accuracy of the surveys should be
recorded on the slIr\'ey report.
Conclusion
Shortage claims on bulk cargoes an: a rnajor concern lo the shipowner and their
P&l clubs. The), result in claims invol\'ing significant sums of nHlIlC),. Well
maintained records when used as e\'idence, including aCUJrat.e and comprehensi\'e1y
documented draught sur\'eys from both the load and discharge ports, may
enable these claims to be slIccesslillly defended.
INFORMATION REQUIRED
It is the I\fasrer's respomibility to ellsure that Ihe drallght lIIarks arc dearly
visible at a minimulII 01' six positions on the hull, that is at:the t<H'ward end, Ihe all end, mid ships, on both sides.
It is also the responsibility of the ship's 'faster to provide the surveyor wilh IIpto-date and accurate infiJrmatioll which has been cenified by the ship's flag state.
This informatioll shollld mlllain details
Ihe ship alld it's present condition.
or
For details of what should be included refer to the inj'ol1l1fllion (h('rk list
50.
Oil
pag-e
UpOIl
midships.
Sign cOII\'cntion:
measurements forward are negative (-), measuremeI1S af are positi\'e( +).
Vert.irallIIeasuremenLs are
lO
:-\
It is recommended Lhat vessels longer than 200 metres Length Over All
(LOA) shoulrl be marked at five points on faelt side: forward, midships
and aft as usual awl also at the mid points between these positions, This
allows a more ao.:lll'alc assessmelll of an)' hogg'ing or sagging- effects.
'I'he positions of the draught marks n:lativc (0 the appropriate perpendicular
should be included in the dala manual.
lO
volume relatiollship.
Forward draught
The distance from lhe bottolll of' the keel to the \\'ateriine
perpendicular when the ship is IIpright.
Oil
i1w li)rward
Aft draught
The distancc /i'om the bO\JOJll ol'the keclt() ill(' waterlint' on rhe all perpcndicular
whell Ill(' ship is upright.
Freeboard
The distance fi"()11l the waterline to the deck line. normally measllred midships
Depth of ship
The disLance from the
IJOUol1l
Depth = draughL
+ freeboard
9
That is:
Trim factors
Some stahility iniormatioll hooks tabulate trim factors, /i"Jrward and alt, bur no
posit.ion ior the longitudinal centre oftlot<lt.ioll (LCF) forward of the all perpendicular
(AP).
The LeF can be found from the trim faCfors by the following ii.mnula:
LCF from AP =
Trimmed hydrostatics
Some ships are supplied with 'trimmed h),drost;nics'. These normally consist or
'icvcral set.s or hydrostatic data each onc calntlated It)r a panicular trim. They
may be in 20 cm steps covering the range of trims over which the vessel is
expect.ed to operate. Each set. or hydrostatic data consists of di'iplacelllellls
t.abulated against draught for a particular density. The densities may be in
increments of 0.005 iium 1.000 to 1.025 and the draught.s ill :> Clll steps. Such
tables avoid the need for hot.h t.he 1st and 2nd trim corrections and abo thc
density correction which are described within I.he chaplcr Assessmmt of underwater
volume on pages 16 10 3i.
Trimmed hydrostatic tables need to be interpolated for draught. densil.y and
trim in order to find the correct dispiacelllclIl. This interpolation is fairly
diflicult and needs care!i.ll thought in order la achieve an accurate result.
Check the use of trimmed hydrostatics in the introduction to the stability
information book.
10
Bale space
Spaces {(1I' liquid only are tabulated in either CIIbic 'l1l~tres or the numher 01'
tonnes of the liquid which the Lank Ilormally holds. specifying the density IIsed
t.o calculate those tonnes. If the tables give cuhic metres then these must be
mult.iplied hy the oh served density to flnd tonnes. If t.he t.ables giH' tonnes then
they must be divided by the density or t.he t<lhle and multiplied by the observed
density.
11
SOUNDING TABLES
Suunding t.ables are separate mhlcs, olten found in the care of the chief oilicer
amI/or the chief engineer.
The tables may be calibrated wit.h either soundings or ullages.
The calibrations may use cubic metres (i.e. tonnes offresh water) or the average
density of the liquid which is normally carried in the lank and give tonnes ol'that
liquid.
For accurate assessment of the quantity ofliquid in any tank, the actual density
of t.he liquid should be determined and the quantity rc-calculated.
Oil ;\11
e\'en keel.
Correct.ion tables should accompany any suunding t.able of a tank le)r which the
sOllllding pipe is not at the longitudinal cent.re or t.he tank.
The table should gi\'e the correction for any sounding and !ill' each metre of
trim oft.he ship over the normal operaling range oftrirns and require interpolation
fill' t.he actual trim. In the absence of SIKh t.ables, calculations will have to be
made from t.he uriginal plans.
Trim correction
The stability information book may include a table to apply the corrections for
trim. Investigale carefully whelher this includes bot.h the 1st. and ~nd. t.rim
corrections. Scc pages 30 lu 3:1.
Position of marks
The stability inlormation hook may provide a correction t.o apply to the appropriat.e
drallght readings t.o correct the reading, to the value it would have had, al the
correcl position. See pages 21 to 26.
Hull deflection
The stabilit.y inforrnat.ioll book may provide a special means of calculating the
vessel's hull liislO1'lioll correction when calculating an accurat.e underwater
volume. See pages ~6 to :~O.
12
Hydrometer certificate
British Standards Insrilule (BST). Tntel'llalional Slalldards Organisatioll (ISO)
or rhe Zeal certificate of conformity. pro\'idcs Ih(' appropriare correcllon to
apply to rhe hydrometcr
. . ',
. ;
'.
..' . '
,;, ,0:11
~'I\'"
. ~~ .
PLANS
General arrangement plan
The general arrangement plan shows the layout of the ship and indicates all the
spaces within il. It gives the position of all the spaces, t.heir lIse and capacity.
Other plans
More detailed plans of ballast tanks and bunker t<lllks may be necessary.
Ifthe vessel is t.rimmed it may be imporl.ant to know the horizontal surface area
of liquid in t.he tank and the relative position of the sounding pipe in order to
assess the quantity of liquid in the t.ank accurately.
LIGHTSHIP
The lightship weight is t.hat which has been determined during an inclining
experiment..
It includes:
the ship and its full equipment, engine room spares. ,valer in t.he boilers
to working level and lubricating oil in the engines.
It does not include:
Growth of lightship
The inclining experiment may have been performed a considerable t.ime ago,
but, over a period of years, the lightship weight will increase. This is due to t.he
changes in the equipment., t.he build up or paint over the ship, the storage of old
equipment, mud in the hallast t.anks, the aeculllulat.ion of dunnage ele. This
phenomenon is known as the growth of lightship and is t.hought [0 amount to
ahout 0.2% of the light displacement pc!' annum. This b'Towth is accounted fin'
in the lightship constant.
Lightship Constant
Vessels which regularly assess their lightship weight find t.hat the wei~ht from
their calculations differs li'om the tabulated value in the stahility inlormation
14
book. This difference is named the lightship constant at that particular draught
survey.
A record should be kept of the Iight~hip constant at each draug'ht survey. It may
not be a constant. value since it is the result of inaccuracies of calibrations,
accumulations of sludge, unsymmetrical hull distortion and many ot.her fact.ors.
It can only be used for a guide to the consistency of results and the variations
experienced on previous surveys.
When carrying out a dcadweight survey the value oUhe lightship constant ma)'
become more significant and a record of previolls values is then important.
15
ASSESSMENT OF
UNDERWATER VOLUME
The underwater volume of the ship, and ult.imatel) its displacement, is normally
f(>und by carefully reading and analysing the drallght marks and by careflllly
est.ablishing the density of water in which the vessel is floating.
The corrected mean draught is used LO enter the hydrostatic tables in the
stahility int(JrI11ation book and t.o find the appropriate displacement equivalent
to this draught and density. This ,alue must then be corrected to determine the
precise weight
the ship in its present circumstances.
0"
011
0"
A lotal of J 2 mean readings should he obtained. The highest and lowest means
should be rejected and then tbe average of the n:maining t.en will give the most
accurate reading possible IInder the circumstances.
The forward, an and midships drallghlmcasurements shollld all be found in a
similar Ishion.
16
QUESTION 1:
The following are mean draught reading~ (in rnctres) over an observed cycle
of waves. Calculate the appropriate draughl.
11.25
9.RO
J J AO
9.70
11.35
9.75
I I.;W
9.60
11.00 9.90
J 1.25
9.70
ANSWER:
Reject 11.40 and 9.(i() m. Add remainder = IOf).
Estimated drallg'hl reading = 105/1 0
= 10.50
Ill.
..~
--
"....
""
....
"
-.--
'.-
-.-
'"
- . ..
"
'
Such devices arc hased on the principle that the turhulence on the surface o{'
the W<lter does not eXlend dowll \0 <lily gre<l( tkplh. They use a long, flexible.
open ended, weighted hose pn~jeclillg downwards to below the turbu\cnre,
17
The device is held directly in h'ont of the draught marks and, after allowing a
few seconds for the tubes (0 fill with water, the mean water level is indicated by
the float.
The float may have a small rise and tall, hut this will be minimal compared with
the wave motion.
~Airhole
r-'~
8
6
Float
r.
Weight
The device is diHicult to me al the bow and the stern. It should be held close
enough to the draught marks under the overhang of the bow and the stern to
avoid parallax. The device may be attached to the hull by a strong magnet.
A statement describing the prevailing sea conditions should he included in the
survey report to avoid a dispute later.
18
11~-11 I = 2d
-
,.'
. '
"
"
,
,
i
i
Deckline
cl,:
The manometer should comprisc of a short. length of clear. rigid, plastic tube
filted to each end of a hose, to facilitate the measuring of thc water levels. If
possible the hose should stretch the 1tl1l beam of the vessel and the measurement.s
should be taken at the exl.rcmc breadth. The ollthoard reading is found by
adding or subtracting the manometer reading (2d) to the inboard draught..
When this proves impossible, then the mean draught at the celllreline, may be
calculated using similar t.riangles.
The levels must be measured Ii-om the same base line, and t.aken at equal
dist.ances from the centreline on both sides of t.he vcssel.
All air must be excluded {i'om the hose and the water levels in both tubes kept
at a height which is higher than the deck at the c:cnLrcline.
The heighL~ of water levels, on both sides of the ship, are measured above the
deckJine (h) or some other fixed level. The difference between the two heights
19
is then halved and the result (d) is added to, or subtracted from,
draught reading to obtain the mean draught at the centreline.
the one
QUESTION 2:
The port draught midships = 8.00
111.
ANSWER:
x 2_
Effective bealll
= ou, :")()
By sirnilar triangles
0.25 / 17
I'"'I. 00
cl = 20.85 x 0.25/ 17
Half beam diHcrencc
Cenudinc draught
III .
d / 20.85
0.307
= O.:~07 I ~
= 0.153 + S.O()
IIJ
0.153 m.
8.15:~
m.
Not.e: It may be more practical ill some situations to measure the midships
freeboard and fj'om this calculate the midships draught.
DRAUGHT GAUGES
Draught gauges lIIay he very helpful as a check, but should never replace the
reading of" draughts using the fixed drallght. marks Oil the ship's hull.
SQUAT
While measuring the draught, when there is a strong current running and
there is waler depths 01 less than twice the draught of the vessel, the draught
readings may be misleading, due to the eilects of squat.
The survey report shollld include referelln: to l)()ssibll~ sqwll eJJl!us, even if a
suitable correction to the draught readings canllot be determined.
20
23.
w:
----1-
AP
1"'--- \
I
I
AP
ait perpendicular
FP
forward perpendicular
LBP
D M. draught at midships
Dm
FP
LBP
Paul Coombs
Paul Coombs
Forward correction
M1 correction
Midships correction
Where:
apparent trim
Sign convention:
If the direction of misplacement of the draught mark ii'om the perpendicular
(or midships position) is the same as the direction of the trim, then the correction
is negalirH! (-) when applied to the observed draught.
Note; even keel would not require the above corrections to be applied.
QUESTION 3:
With reference to t.he following paniculars, calculate the correct draughts,
forward, aft, and midships, if the observed draughts are:
torward
6.~~5
6.00
111
forward of AI'.
LBP = 170 m.
ANSWER:
Apparent trim
= 7.88 - 6.35
= 7.115 m
Midships draught
= 7.12
1.!l3
III
24
10.471 - 6.350
By simple trigonometry
Tan 22 x 4.121
4.121 m
-
1.665 m
- 1.815 m
+ O.lS
= 170 - (6.0 + 1.815)
Correction forward
Draught forward
= 6.350 - 0.017
Correction aft.
Draught aft.
= 7.88 + 0.057
= -0.017 m
= 6.333 m
= +0.057 m
= 7.937 m
Distancc from FP
1.665
162.185 m
The corrections to rhe perpendiCIIlars and rnidships assume lhallhe keel or the
vessel is straight. When the vessel is hogged or sagged, these corrections may no
longer be correcL. Thc tabulated corrections in the st.ability information book, or
the formulae on the previous page, must be colTt."Cted to the particular circumstances.
The easiest method to finclt.hcse corrections would be to use t.he t.rim between
the midships mark and the particular end draught t.hen calculate using this half
lengt.h trim, the half length and the distance of the misplacement.
Repeat this procedure al.lhe other end draught mark with the similarly modified
trim, the half length and the distance
misplaccmenl.
or
EXAMPLE:
Obscrved draughts forward 6.00 m midships 6.40
III
an 7.40 m.
LBP = lOOm
Forward draught
= 5.983
III
25
= 1.0 m
Ait draught
HUII m
7.511 m
(d 2 - d) tonnes
\'v'here:
d~
and d l
TPC ,
TPC 2
d~
QUESTION 4:
Vessel is listed 5. The draughts midships arc:
Port
G.OO
III
Starboard
8.00
111
ANSWER:
Correction = 6(34 - 32)(8.00 - fi.OO)
24 tonnes positive
(+ ).
Compare the AMD with the corrected midships draught to establish whether
the hull is distorted. The AMD should cYllal the draught mid ships if the ship
is neither hogged or sagged.
Actual freeboard
.---
-------
HOG
SAG
Actual
fr~_ehoard,
---
'---r-
Actual draught ~
AM D
If the actual draught is less than AMD then the vessel is hogged.
If the actual draught is bJTl!fllm- than AMD then the vessel is
~agged_
Every effort should be made, taking into account the information available, to
determine the appropriat.e correction for hull deflection. The ultimate accuracy
or the survcy rcslllt~ are normally dependant on this correction.
It is difficult to establish the ship's distorted shape precisely but the {allowing
factors should be t.akell into account:
Residual deformation
Cargo distributioll
Bunkerslballast distribution
Daily variation.
Larger
vessels can be liable to daily. variations in the amount of hull deflection.
.
By day, the sun heats the upper parts of the vessel, resulting in a hogged
condition. The same vessel may sufler sagging when the upper portion loses its
heat at night.
')""
_I
The assessment of the vessel's shape will eSlablish the appropriate draught to
enrer the hydrostat.ic dam, in the stability information book. This will determine
the displacement for that particular insGll1l.
METHODS
There are several methods ofca\culating the correction for hog or sag. Agreement
on the use of one of these alternatives must be made before the proposed voyage
begins and adhered to until the voyage ends. These methods only t.ake into
alcount. hull deformation or deflection.
Method 1.
Some ship's stability information books have a table of corrections to apply to
the extracted displacement. When this table or graph is used, then this faCL
should be stated on the repon so that it can be used throughout.
Method 2. (The most common and simplest method)
Assume that the deformed shape of the vessel follows a regular mathematical
curve.
This correction is dependant on the block coefficient.
(i) For finer lined vessels:
+ D FP + D AP
8
+ DAP
Where;
Mean Adjusted drall!;ht
DM
o FP
Draught midships.
OAP
28
QUESTION 5:
The "esse! has a sleek (urm lor a last f.Mssage ,
deflect.ion.
bUI
aft. 6.42
III
Ill.
an:OIIllI
ANSWER:
\fean adjusted draught
_ (G x G,ll)
+ 5.G4 + (JA2
H
(i.()~) III
Method 3.
' I'his correction is dependem 011 the cuelIirie III of fineness (wa Icrpla lie coefficient),
The codlicicnl is lIScd 10 enler the graph (inclllded in some stability infi.Jl'IIJalioJ\
books) to obtain a "[leLor".
F
0.8
I"---
A
C
0,7
~ r---......
.......
0
R
~ -.........
0.6
O.(i
0.7
O.R
0.9
\VATERPLANE COEFfICIENT
Then:
QUESTION 6:
A vessel is lIoating at the (ollowing draughts:
forward 5.80
III
III
Note: These draughts have been corrected to rhe perpendiculars, and midships
marks.
29
Calculate the true mean draught raking illlo account the distortion ofthe hull
using the waterplane coellicient table. The watcrplane coefficient. tabulated
in the stability intt')\'mation book = 0.60
ANSWER:
Extracted factor
A.M.D.
- (5.80
0.76
6.00
+ 6.20) / 2
+ 0.76(6.18
= 6.00 m
- 6.00)
G.t:n
Method 3 alternative 1.
The extracted tactor can be used directly to determine a correction in tonnes to
apply to the final displacement.
Correction (tonne)
\\,'here:
hog/sag' (cm)
Method 3 alternative 2.
The g-raph or table iL~elf may be adapted t.o give a correction table dircctly in
t.onnes (i.e. tactor x TPC) tC)!' each ccntimetre or hog or sag. This would giye
a correction to apply to the final displacement by entering the table with the
AMD and the hog/sag in ems.
Other alternative methods
These require addit.ional draughl/freeboard measurements at points other than
perpendiculars and mid ships, along the vessels length. This is very diHicuh. to
est.ablish. See Data manual Jor draught sW've)'s, pages 8 and 9.
CORRECTIONS FOR TRIM
There may be a total trim correction table included in the stability infi)rmation
book. This will normally combine the following J st. and 2nd, conn:lions. Find
oUl what it includes, and examine the ships st~lhilit}' data carefully before
conduct.ing a survey.
FIRST TRIM CORRECTION (CORRECTION FOR LAYER)
The displacement scale is normally calculaled on the assumption that the vessel
is lying on an even keel. The first trim correction is to correct. the draught
midships to the true mean draught., at. the centre of flotation.
30
This correction is known as the correction lor layCJ" (or layer correction).
AP
Wl -
FP
,I
if
[ er
\,\1
"-.
TMD
I'
Layer CorrectionL ~ Trim
,
AMD
I
./,
- --
' -"-
.,
1- -- - -
LB]>
-,
FP
AP
air perpendicular
TMD
AMD
LCF
LBP
lorward perpendicular
TMD
= AMD
layer correction
Trim
AJt
negative (-)
positive (+)
FOl1l1flrd
positive (+)
negative (-)
31
QUESTION 7:
A vessel of LHP 1.10 m has the {(JlIowing draug-hts: forward 6.85 m aft 7.25 m.
The LCF is situated at a position iO m forward of' tilL AP.
TPC = 40.
Calculate the first trim cOlTeujon in tonnes.
ANSWER:
_ 5 x 40 x 0.40 x 100
- + !);~ tonnes
150
This is a correction {(Jl' the shift. of t he centre of flotation (LCf) which occurs as
the vessel changes its trim. The position of the L<:I-', as specified in the
hydrostatic paniClliars, is normally lor the e\'en ked condit.ion.
The draught at the final positioll of I.CF is required.
Metric
Where:
~vIC'J'C~
and
~-1Cn~l
or
LBP
Where:
MeTc" -
and
MCTC 1
~ICTC
+ 50 cm
!)()
cm
Imperial
LBP
Where:
MCTI"2
~ICTI"
and
MCTI"I -
I\ICTI"
{(Jl'
Sign convention:
+ () in
QUESTION 8:
A vessel is floating in salt water with an AMD of 6.10 m corrected for
deflection and a trim of 1.4 m by the stern.
Extracted values from hydrostatics:
,",{('T('
1"
-"
-" t'01. 6 . 60 -
'!<)')
l'
:1
__ .,.'
LRP = 170 m
Calculate the second trim correction in t.onnes for the vessel in this conditiun.
ANSWER:
Trim = 1.40
III
"(")
:J
<~ X"r)2')
x 1.or
.J _..(J
- .~ll())
'
170
- + 7.4 tonnes
DENSITY
Determine the water density at the time of taking the draughts using a gloss
hydrometer, designed f(Jr draught surveys, and marked:
Actual displacement ==
\\!here:
density 1 = average density of water sampled.
density ~ = density specifieu in the hydrostaLic information.
33
34
Paul Coombs
Note:
1:
2:
Do
j:
Do nol cHljust the draught for the density, but do COITeC[ the
1101
displacement instead .
4:
5:
Do extract \ICTC, LCf ete. {or the actual TMl) and use these
extracted values to calculate the 1st and 2nd trim corrections.
6:
1.000 tonnes
1.025 tonnes
or similar figures.
This /'xlulI/,lp. giilP..\ flfJj](Jl"ent ljrusily in the same
units used by Ih" Zeal dmllghl SlIJ1J(,' h)'rlrll1l/1d(~1".
QUESTION 9:
.rile extracted hydrographic displacement equivalent to rJw observed draught
of 5.30 m = 15250 tonne for salt. water where I m:i of salt water = 1.025
tonnes.
Find:
true displacement if the
ANSWER:
Actual displacelllcllL
a\'erag(~
3G
1.015
15)01.2 Tonnes
t/lII:l.
ASSESSMENT SUMMARY
The corrections in this chapter rnay he applied to the observed draughts to
convert them to a draught that can be used to elller the ship's hydrostatic
particulars in order to determine the correct uisplacement.
Some of the cor~ecti()ns Illay be calculated in tonnes or in metres. Experienu:
anu speed of calculation has shown that the latter corrections should be calculated
in tonnes (instead or metres). and used to correct a value of displacement
extraeted fi'ol11 the hydrostatic pal'liculars in the stability information book.
The observed draughts are corrected to the perpendiculars and midships. the
hull deilcction found and the hydrost;ltics entered with the cOlTecled arithmetical
mean draughl (Ai\-ID). The displacement extracted is then adjusted with the 1st
and 2nd trim corrections and the correction fiJr density. all in tonnes.
See (orrer:liom
du~d( li.\l
on page 51.
DEDUCTIBLES
The deduclibles arc l.he components of the ship's total weighl, which must be
rleducted from the calculated displacement in order to determine the wcight of
cargo on board.
The lotal weight of the ship will be made up of:Light displan:lIlclll, (remember; components may be missing c.g ..
anchors our).
Cargo
Ballast
Crew and
efTccL~
Slorcs. provisions. crew and their effects arc likely la be constant during a
draught survey. and could tIC added on lo the light displacemem.
Preparations
Examine the releyam basic ship's plans showing the layout of pipes and lall ks.
indlldin~ Ihe locatioll of'l.hcir sounding' pipes.
l\'lake a note or the tank dimensions. referellce heights and obtainlhe aulilOrised
calibration tables for these t.anks.
Remember that aUl.omatic gauge readings (if lined), should he nOled fin' comparison
against the manu(11 readings.
or
SAMPLING
By sounding a tank and using the sounding tables. the \'olume of liquid is
found. \Nith the appan:nt density of the liquid,
Mass
it~
Tt is most imporrant that each tank should be sampled for density as well as
being sounded for volume. Sce photograph on page ~H.
TRIM CORRECTIONS
The sounding pipe should be positioned at a point within the tank when: it will
always provide the correct sounding applicable to the sOIJll<lillg-lahlcs, regardless
of Ihe ship's Irim. However, this position is not always possible lo achieve and
correction tables for trim should then he available t.o use with the sounding
tables. These corrections should be calibrated 101' every haIr melre of Irim, by
Ihe head and hy I.he slern, over the operational range 01" trims. Alternatively.
sounding tables for differem trims may he pw\'idcd.
Sounding pipe
~-
d-~
~+.~------~----------~
1
,","""""",,,,,,,,,,,,,,,, "
. " ..... ,"'" . " . " ... ,... """"" ..... """.,.,,.,., ...... ,.,, .. ".,.,.,."".
Tallk Centre
,,,.,.,,,,,,
Sign convention:
TRiM
Forward
Negalive (-)
PoSili ve (+)
Aft
Positive (+)
Negative (-)
Note: the accuracy of this formula is acceptable, provided the hottom of the
t.ank is covered with liquid, and the tank is approximately rectangular.
QUESTION 10:
A ship, LB P 120 m, has a trim of' 2.0 m hy the st.ern. A sounding was taken
in a reclangular double bottom tank, and found to be 1.05 m. If the t.ank
measured length 24.0 rn, breadth 8.2 111, and the sounding pipe was 3.0 III
forward of the afL bulkhead, find the volume of liquid in the tank.
8.~
24.0
3.0
1.05
ANSWER.
d x trim
Correction to sOllnding
LBP
0.15
III
Observed sounding
1.05 m
U.gO m
Volume
or liquid
9.0 x 2.0
120
40
177.1
111 3
\Vhen a vessel is trimmed a tank may appear full hut have a large void space
immediately forward 0(" the sounding or ullage poim.
Alternatively, a tank may have no soundin~s and appear empty, but still have a
considerable quantity of liquid remaining in it.
'\
,
~
P'"
,l-
"1
PI
4
41
+ distance
(y) x
tB~
Where the distance "y" is the distance i'olll the suunding position to the end
bulkhead.
QUESTION 11:
From the following information, lind (he volume of oil remaining' in a lank
where the sounding was 0.2 m.
LBP ISO
sounding-
ANSWER:
Corrected sounding
1~-0
1')!:
_.~.I
X 0,)0"
._0"
2.0 x 2
MIXTURES
\Vhen conduclinp; a blinker survey and the vessel loads hunkers, this could he
mixed with bunkers already on hoard. The relative deIlsity (RD), or density, of
the mixture must be used to calculate the total quantity of the oil in the tank.
The final RD
RD of mixture
(ori~inal
RESIDUE IN COMPARTMENTS
or
Tanks for liquids. particularly hallast tanks, are subject to the build up
residues and scale. The quantity of sediment is ditlicult la assess without
entering the tank.
42
The link diameter is the diamet.er or the steel rod which makes up each
individual link. ] 11 t.he case or the anchor iL~dr, this will vary from ship to ship,
but.this informat.ioll should be available on board. This anchor weight should
be rounded to the nearesl. hall" tonne.
43
ADDITIONAL FACTORS
1.
2.
:\.
4.
All spaces should be inspected to ensure they are the same at both the
initial and filial surveys, not iorgening spaces such as the duct keel,
peaks, cofferdams, ere.
REMEMBER:
44
GLOSSARY
BI.oCK COEFFICIENT The ratio of the unrlerwatcr volume of the vessel to
(Cb):
the volume ofa rectangular block ofthe same overall
dimensions.
BREADTH (BEAM):
l'vloulded Breadth:
CENTRE OF
FLOTATION (CF):
LOlIg'iluciinal Centre of
Flotation (LCF):
DEAl)\\'EIGHT:
DENSITY:
Apparent Density:
True Densit\':
,
The weight in
DEPTH:
Moulded Depth:
a \'aCUUIll
of a unit volume.
DISPLACEMENT:
Light Displacement:
SUlIllller Load
Displacement:
DRAUGHT:
Aft Drallg-ht:
Midships Draught:
Forward Draught:
Arithmetical Mean
Draught (AM D):
EVEN KEEL:
FREEBOARD:
an
46
or
Assigned Summer
Freeboard:
FRESII \-VATER
ALLOWANCE (F\:VA):
llEEL:
HOG:
I.ENGTH BET\'VEEN
PERPENDICULARS
(LBP):
Aft Perpendicular
Forward Perpendicular
(FP):
LENGTH OVERALL
(L or LOA):
LIST:
l\HDSIIIPS:
47
MOMENT TO
CHANGE TRIM PER
CENTIMETRE
(MCTC or MCT 1 cm):
SAG:
SOUNDING:
The distance from the bottom ora tank t.o t.he top of
the liquid wit.hin it.
TONNES PER
CENTIMETRE
IMMERSION (TPC):
TRIM:
Apparent Trim:
True Trim:
ULLO\GE:
VOLUME OF
DISPLACEMEN'I':
WATERPLANE
COEffICIENT (Cw):
WEIGHT:
lo
the
48
ApPENDICES
E;QUIPMENT C HECK L 1ST
Sample j<lr and water sample bucket with line
Ballast tank dipper with line
Small hand pump with hose 10r taking samples
Draug-hl survey hydrometer with certiiicate
Steel sounding tape with gradual ions in metres and feet
Water finding paste
Draughlffrceboard measuring clevice
1\..fanometer if some draughts an: impossible to read, plus a long
measuring tape
-
Squal effects
Variations in density
Daytime I night-time
lee /
Residue in l<lIlks
SuspecL calibrations
Ship movemellls
49
SIlUW UIl
deck
Call letters
l'ort. of registry
Flag
Year built
Master
Owners
Owner's address
Owm:r's agel1\.
Managcr/operator
Charterer
Chanerer's
Shipper
Chief OUicer
Chief Engineer
SlII'veyor/s
P&l correspondent
Typl: of Cirgo
Weather conditions
a~ellt
50
draughL~
Iri'lII,
Always
1)(}.\'iliv(~
(+)
51
I Foot ................................
0.3048
Metres
Centimetres
1 Incll .......................... ,
2.54
Centimetres
39.37
Inches
3.28
Feet
1 Centimetre ....................
0.3937
Inches
0.028317
Cu.Metres
I Metre ................
lOt.
t .............
I Cll.Foot. ........................ -
U.S.Gallons
Imp. Gallons
1 Cu.Metre ......................
- 35.3148
Cu.Feel
I Cu.Metre ......................
U .S.Gallons
1 Cu.Metre .......................
- 6.2898
U .S.Barrels
1 Cu.Metre .... ,t
220.0
Imp. Gallons
1.016047
Metric Tonnes
0.9842064
Long Tons
264.167
Pounds
U.S.Barrels
6.2898
Cu.Fcet
I U .S.Gallon .................... -
ell.Inches
I U.S.Gallon ....................
231
= 8.33
52
0.16045
Cu.Inches
eu.Feet
Pounds of fresh water
WATER
I Long Ton fresh water ... -
35.9
Cubic Feet
Cubic Feet
1 U.S.Gallon .....................
=
=
6.77
U.S.BaJTds
7.88
Pounds
U.S.Gallons
U .S.Gallons
Pounds
=
=
298
U.s.Gallons
294
U .S.Gallons
Pounds
ALTERNATIVE HYDROMETERS
To correct to Apparent Density (density in air) from a hydrometer calibrated
1n:-
53
INDEX
Deadweight or Displacement
Scale 11
Deadweightsurvey IV
Density ~, 33
Depth ofship 9
Displacement 9
Diurnal variation 27
DrXllment,ltion and iniormation ~
Draughtg"':lllges 20
Draught measurement 16
Draugh t mcao;uring eyuipment 17
1)raught reading' on outboard side 1H
Draught survey iv, 16
Draughts 3
Aft draught 9
Air pockets 1
Anchors and cables 2, 43
Apparentdensity 3, 6, 9, 36, 39
Apparentlrim ~4
Atithmetic mean draught. 10
Automatic gauges 38
Bale space 11
Ballast 1
Hallast.holds 1, 5
Ballast samples 5
Ballasttanks 1
Bilge waleI' 44
Bil):?;es 39
Box-shaped vessels 28
Bunkcrsurvey ~, 5
Final survey 6
Finer lined vessels 28
First trim correction 30
Forv.ard draught 9
Frccboanl 3, 9
Fuller form vessels 28
Calibration lclbles ~
Capacity plan and tahles 11
Centre offlot.ation 32
Chemicals 43
Code of unifclllTl standards and
procedures iv
Coellicient of fineness 29
Constant ]5
Conu:t.ed sounding 41
COlTection tor density 33
Conection ie)r layer 30
COIH.x:tion fi ,,"lisL 26
COITections 10r tlim 30
Corrections with hull deflection 25
Hog 26
IIulldeflection 12, 26
Hydrometer :~, 6, 33
H ,vdrostatic Particulars 9
Ice or snow 44
1ndining experiment
54
14
14
L1yerCOn"ection 10, 3]
Lighto;hip 14
Lighto;hip draught. 11
Jjst 96
~
l.ongitudinal centre offlotation 10
Longitudinal measurement 2, 8
Manometer 18
Master's responsibiJjt)' 8
Mean of mean of means 28
MeasllIingdevice 17
M icio;hips 21
Misplacemenr of marks 21
Mixmres 42
Moisturccontent 44
Sounding tables 12
Squat 20
Slahility inicmnar.ion book ~
Stores, provisions, crew 38
Striker plate 38
Smllmer load draught 11
Swell 16
Swinuningpool 44
Pell)endiculars ~ 1
Position of marks 12
Prior to arrival ]
Ullage ,38
UN/EeE dr,mght survey code
forms iv
Veltical measurement
Volume 16
Walerplane coefficient 30
'\I\Taves 16
VVcdgclorIllUla 41
Weight of the ship 38
_
Sag 96
Sample bucket 3
Sampling 3!J
Second trim correction 32
Sediment 42
Slop L,U1ks 41
Sounding ;18
Sounding cOJ,.ection lables 12
hydrometer 3, 36
55
DRAUGHT SURVEYING
A MANUAL FOR MARINE SURVEYORS
AND SHIP'S OFFICERS
This book colllains the mathcmatical proofs and derivation of all the
formula likely to be requircd in any draught survey. It deals more
hIlly with all the aspects mentioncd in nil' Guidt' To Good Practice.
The book ranges fwmthe basic physics to the most complex corrections,
in simple lallg"uagc and with examples and illustrations. for casy
understandillg". It is suitable [or the new and the experienced
surveyor who seeks a mastery of the subject, or the ~laster rvJariner
who needs 10 knmv the principles invoh'ed.
DRAUGHT SURVEYING
A DISTANCE LEARNING COURSE
The distallce leamillg course is designed [or the beginncr who
wishes to learn about draught surveying [rom the basic principles of
hydrostatics and ship stability. It is [or those \'"ho wish to study the
subject in dept h and follow a properly structured course together
wilh full tUlorial guidance and support. The work is divided into
seC! inns, each
which has examples to study and questions to
anSlver. Each section is completed with an exercise which is to be
retllrned 10 the Il1lOr {or assessment.
or
For further
MID-C
CONSULTANCY
detail~
conta(\":
MID-C Consultancy,
39, Cleadon Lea,
Cleadon,
Tyne &. Wear. SR67rQ UK.
Fa..,,: +44 (0)191536 OR91
Email: peter~Vmid-c.demon.co.uk
UN
ECE DRAUGHT SURVEY CODE
"
DRAUGHT SURVEY REPORT OF CARGO IN BULK
FORM "A"'
RLOADED
UNLOADED
Corporate idenlilicahon:
Telephone no:
Fax no:
Telex no:
Vessel M:V:
Call1cttors:
Survey no:
Aegis1rv:
Buil! year:
By :
Flag:
DumPire nmonitoring
This is to certify that the undersigned did, in Bona Fide, attend on board the subject vessel as she lay afioat
at the port of:
amount of
U.N.I ECE Uniform Code of Standards and Procedures for the Performance of Draught Surveys have the
following to repo rt:
STARTING SURVEY
Attending the surveys: date:
hours: from:
Name of surveyorls
Master
Chief Officer
Chief Eng ineer
Witness draughls
Witness tank sounding
Ship's location
Weather temperature
Sea condition
Heading of ship
Direction wind
Stream speed Km Ih
Tide
tce
Miss ing
Sh~)'S
cquil)m.!nt :
.~n
bo:ud:
FINISHING SURVEY
date:
to:
hours: tram:
to:
R~OADED
FORM "B"
UNLOADED
Corpcfale idc,." ihcalion:
Vessel r..iN'
Survey!lO:
calculation
calculation
r-
r-
tables
soundings
tables
r- tables
r- volumes
calculation
' - - tables
calculation
r-
Ship'S approved hydrostatic tables and lightship information issued by and dated:
DYes
ONO
Hull no.:
Shipyard 00 .:
Daledal :
metres
metric tonnes
Length overall
Constant declared
Constant calculated
Extreme breadth
Moulded breadth
Summer displacement
Moulded depth
Summer deadweight
Summer draught
Summer freeboard
FINISHING SURVEY
Vessel list
Accessibility of sounding pipes
Working order of gauges
Legibility of draught marks
This torm should be fllted with pertinent shipyard-registry data by the Master in advance of survey start to
reduce time/inconvenience.
UN
0 ECE DRAUGHT SURVEY CODE
R~OADED
FORM "C"
UNLOADED
Corporate idenlilicatlOn:
VessclMN :
DRAUGHT STATEMENT
DRAUGHT READI NGS HOURS :
STARTING SURVEY
FINISHING SURVEY
FROM:
FROM :
TO:
TO:
metres
metres
K!l!m3
K9/ m3
Stem correction
Draught forward (corrected to fore .pp.)
Draught after port
Draught after starboard
Draught after mean
SI em correction
Draught after (corrected to after pp.)
Draught fore & after mean
Draught midship
port
Mean of means
Draught extreme corrected for hog/sag
Correctio n (0) for keel tickness if applicable
Draught mo ulded corrected for hog/sag
(Note: Utilize line 152 or line 154)
fwd (-)
Trim:
aft (+)
Observed density
I
Metric tonnes
Displacement (al
Metric tonnes
Kg/m3 density)
First trim co rrectio n
Draughts, densities, fresh water and ballast soundings witnessed and agreed to by the Chief OHicer. Fuel oil
soundings witnessed and ag reed to by the Chief Engineer unless olherwise stated in form "A"
UN
. ECE DRAUGHT SURVEY CODE
R~OADED
FORM "01"
UNLOADED
Corporate identification:
V(!ssOIMN:
STARTING SOUNDING :
Compar1menl Title:
Tank no.
Bilges
Duct keel
SUIVay no:
From Hours:
To Hours:
Date:
Trim:
Maximum
Sounding
Sounding
Volume
height
I ullage
I ullage
corrected
water
in air
Melric
m3
Kg/m3
tonnes
measured (-)
metres
corrected for
metres
trim II1S1
metres
A - BALLAST
Total A
B - FRESH WATER
Total B
Density of
Total
weight
UN
ECE DRAUGHT SURVEY CODE
"
R~OADED
FORM "02"
UNLOADED
Corporate identification:
Vessel MN:
FINISHING SOUNDING:
Compartment Title:
Tank no.
" Bilges
"Duct keel
Survey no:
Fran Hours:
Dale:
To Hours:
Trim:
Maximum
Sounding
Sounding
Volume
height
I ullage
I ullage
corrected
measured (")
metres
correc1ed for
metres
trim I list
metres
A - BALLAST
Total A
B - FRESH WATER
Total B
(') Statement 01 obstructions in s~nding tube/s:
Density of
Total
water
weight
in air
Metric
m3
Kglm3
tonnes
..
R~OADED
FORM "03"
UNLOADED
Corporato identification:
Survey no:
Vessel MN:
SOUNDINGS
STARTING SURVEY
FINISHING SURVEY
Compartment
Title:
Total
Sounding
Actual
Actual
Weighl
Sounding
Actual
Actual
Tank no.
sounded
Ullage
Density
Volume
Metric
Ullage
Density
Volume
Metric
Slop 1.
depth m.
metres
Kg /m3
m3
Tonnes
metres
Kglm3
m3
Tonnes
C - FUEL OIL
Total C
D - DIESEL OIL
Total D
SUMMARY OF DEDUCTIBLES
STARTING SURVEY
FINISHING SURVEY
metric tonnes
metric tonnes
Baliast water
Fresh water
Fuel oil
Diesel oil
Slops
Lubrificaling oil
Swimming pool water
Anchor & Chain
Others
Total Deductiblesl
I I
Weight
R~OADED
FORM "E"
UNLOADED
Cor,l::orale idenlification:
Vessel MN :
Survey no:
CARGO STATEMENT
Metric Tonnes
Starting Displacement Corrected
Finishing Displacement Corrected
Difference in Displacement; TOTAL CARGO IN BULK IS:
Note on any unusual situation/s, exception/s from required Uniform Code standard , specific identification
(source, drawing no., date, title , certifying authority) of each ship's document used in translating recorded
measurements Into weights and, when applicable, reasons for surveyor's refusal or Impossibility to perform
the survey:
Metric Tonnes
Corrected light disptacement ;
DeductablesLightship;
Constant-
In my judgement the weather conditions, the sea condillons , and the conditions of the ship at the times the
draught surveys were conducted, were within acceptable limits and did not adversely affect the accuracy of
__ pages, including this page, all duty inltlalied or signed
this survey. This Bona Fide report consisting of
is issued without prejudice and is for the benefit of whom it may concem.
(corporate identification)
Name(s in print
I have participated in all stages of this draught survey, and agree with the results obtained. I acknowledge receipt at the ship's copy.
Signed :
Rank:
Name In print