A SURVEY PRESENTATION

Coils Stowed in warehouse

Coils stowed in shedded warehouse
Coils stacked in rows of 2 tiers
Label marking on coil
Storage Area
General view of vessel hold
Hold Inspection in progress
Wooden dunnages
Marking on wooden dunnage
Coils delivered alongside vessel
Coils ready for loading
Loading in progress
Loading by shorecrane
Survey in vessel hold
Coils stowed in vessel hold
Coils stowage
Cover torn
Cover crushed
Strapping Loosened
Cover torn
Telescopic roll
Coils lashed to secure for voyage
Rust on coil
Scratched and rolling mark
Rust and loosened outer edge
Survey under deficient lighting situation
Steel Billets
Steel Billets
Scrap Metals
Scrap Metals
Scrap Metals
Pig Iron
Pig Iron
Iron Ore Pellets
Iron Ore Pellets
Iron Ore Pellets
Steam Coal
Steam Coal
Steam Coal
Aluminium Ingot
 What is Draught Survey?

Definition

Draught Survey methodology is based on the

recommendations contained in the United nations
"Code of Uniform Standards and procedures for the
performances of Draught Surveys of Coal
Cargoes" published by the Economic and Social
Council of the U.N. under the reference
ECE/Energy/ 19 dated 03-02-1992.
 
 Draught Survey is by definition -

A METHOD OF CARGO MEASUREMENT TO DETERMINE THE WEIGHT

OF CARGO ON BOARD THE VESSEL BY USING SHIP’S
DISPLACEMENT CALCULATION (I.E. EMPTY VERSUS LOADED
CONDITION) TAKING INTO ACCOUNT ALL VARIABLES BEFORE AND
AFTER LOADING.
 
The purpose of a draught survey is to determine the weight of cargo that
has been loaded on board the vessel or will be discharged from the vessel.
 
Loads which are acting on ship’s hull structure when ship is floating and are
associated with draught survey calculation are:
1.Actual weight of the ship ( include fittings, equipment and machinery)
2.Cargo load (weight)
3.Bunkers plus other Consumable loads (weight)
4.Ballast load (weight)
5.Hydrostatic pressure (sea water pressure)
 Having read the draught at the forward, midship and after marks, port
and starboard, determining the density of the dock water and
measuring the deductible weights the draught survey calculation can
commence.
 
First step is to perform correction and calculation of 6 draughts to
obtain a single correct mean draught (corrected for the placement of
the draught marks, effect of trim, list and hull deformation).

  
  
 
 
 
   

Shearing action of the Hull Girder in still water.

When the ship is floating in still water, the weight of ship’s structure
and its machinery (lightweight) and other weights like the cargo,
bunkers, ballast and provisions (deadweight) will be supported by
global buoyancy up thrust acting on the exterior of the hull.

 
 
 
 

Bending action of the Hull Girder “Sagging” in still water

 
Bending action of the Hull Girder “Hogging” in still water
Corrections of draughts to the perpendicular and for “Hogging & “Sagging”
 
On completion of draught reading the figures are corrected to the
perpendiculars.

On most of the vessels draught marks are not sited at the perpendiculars
and corrections are applied to the observed draughts.

The mean fore and aft mean draught shall be calculated and compared with
amidships draught to establish whether the ship is hogged or sagged.

The forward and aft mean draught will rarely be the same as the amidships
draught due to deformed hull and will be either hogged or sagged.

The three draughts shall be now reduced to one draught which is corrected
for the hull deformation. This is done by averaging the draughts, giving
greater weight to the amidships draught where the ship is “wider”.
Fore & Aft Mean = Forward draught mean + Aft draught mean
2
 
M/M = Fore & Aft Mean + Amidships Mean
2
  
M/M/M = Mean of Mean + Amidships Mean
2
 
By using the corrected mean draught the surveyor will calculate the displacement
which should be extracted from the ship’s approved hydrostatic tables.

The displacement must now be corrected for errors due to trim. a.) First part of the
trim correction simply called the layer correction which allows for the LCF
(longitudinal center of floatation) not being amidships.

This correction corrects the draught amidships to the true mean draught, at the
Center of Flotation.
Trim correction = Trim x TPC x LCF x 100
LBP
Second part of the trim correction, called “Nemoto’s” formula is intended to allow
for the LCF movement with change of trim.
 
Trim correction = (Trim)² x (MCTC2 – MCTC1) x 50
LBP
Displacement corrected for trim correction shall be corrected for a density of the
water in which the ship is floating. Conventionally, density 1.025 was used to
compute the displacement table.
 
Density correction= Displacement x (1.025 – observed density)
1.025
 
Finally to get a net displacement, the deductible weights (bunker, ballast and fresh
water) shall be deducted from displacement corrected for errors in draught, hull
deformation, density and trim.

The difference between the loaded net and the light net displacement is the cargo
weight.
 
Obstacles
 
• The theory is often complicated in practice, as the ship bends and
twists.

• Draught readings accuracy depends on the sea condition.

• Because of the ship condition knowing the actual weights of

liquids and stores can be difficult tocalculate.

• Density can also be difficult to measure accurately.

• Ship’s crew can deliberately or by mistake adjust the ballast or

bunkers during the survey.
 Obstacles
• Incorrectly painted draught marks.

• Closing or opening of hatch covers during draught survey readings.

• Blocked sounding pipes.

• Incorrect documentation on board. (incorrect hydrostatic tables

or incorrect tank calibration)

• Original light ship’s weight was changed due to some ship’s

modification. (No evidence of ship’s weight modification could be found)

• Other obstacles which will affect the accuracy of draught

survey calculation.
End of Presentation

The End

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