Draught Surveys

Dry Bulk Commodities:

Australia exports about 600 million tonnes of dry bulk commodities each year. Chief among these by
weight are iron ore and coal.

Most of the iron ore is shipped through the Pilbara ports in North-Western Australia. A relatively small
amount of iron ore is shipped through Whyalla in South Australia.

Most of Australias export coal is shipped through ports on the Australian eastern seaboard from the
ports of Abbot Point, Hay Point, Gladstone and Brisbane in Queensland and Newcastle and Port Kembla in
New South Wales.

Other commodities exported from Australia in bulk include Bauxite; Alumina; Silica and Mineral Sands;
Scrap Metal; Woodchips and; Grain.

Many of Australias dry bulk exports including coal and iron ore - are considered to be of relatively low
value. The trade in these lower value commodities is usually conducted in large shipments. The acronym
HVLV has been coined to define this type of goods High Volume, Low Value.

While the value of a single tonne of coal or iron ore may be relatively low, the value of a 300,000 tonne
shipment of either is extremely high.

For many of the goods whose unit price is relatively low and that are to be consigned in bulk by sea,
draught survey is a useful method by which to determine the commercial weight of consignments.

There are other methods for determining the weight of seaborne bulk shipments including:

Batch-Weight Systems:

A number of bulk bins are filled, weighed by computer and then dumped on to the loading belt
successively. By using several bins that are filled, weighed and emptied in turn, continuous loading can
be achieved. The cumulative weight of all the bins filled and emptied is the weight of cargo loaded at any
stage of an operation.

Batch weighing systems are accurate but expensive to install and maintain. Furthermore, currently
available designs cannot cope with the rapid loading rates at the coal and ore terminals up to 10,000
tonnes per hour.

Batch weighing systems are popular in the grain trades and for higher value bulk commodities like
alumina.

Page | 1
Load Cells:

Most bulk terminals have conveyors fitted with load cells. One design for this type of device measures
the tension in a piece of wire that is stretched beneath a section of the loading conveyor. By constantly
measuring this tension, a fairly good estimation of the tonnage passing over the belt can be made.

Load Cells are not considered accurate enough to be used for certifying commercial weights of bulk
cargoes. They are extremely useful if not essential to bulk loading superintendents to estimate the
number of tonnes supplied to a vessel in each run of cargo into ships holds. After completion of loading,
the total weight from the load cell is compared with the total weight of cargo loaded by draught survey.
From this comparison, a factor is determined. The factor is then applied to each successive cargo hold
weight to estimate the stowage distribution. This is particularly important when different holds contain
different grades of coal. A fairly accurate knowledge of hold distribution becomes even more important
when a number of consignees have purchased parcels of cargo to be carried in the same vessel.

Load cells are usually calibrated against draught surveys over periods of time. It is usually advantageous
for the load cell (or weightometer) to read higher than true - by about 1 percent or so thus may
inadvertent overloads be avoided.

Draught Survey:

In the simplest of terms, a draught survey can be described as weighing a ship before and after loading a
cargo. The difference in weights represents the cargo loaded.

Basically, that is exactly what a draught survey is but there are a few complications to be sorted out along
the way.

What follows is a practical explanation of the principles and practices of draught surveys.

Archimedes Principles:
Before we start on this concept, it helps to know the relationship between mass and weight.

Definitions:

Mass:

Mass (symbolised m) is a dimensionless quantity representing the amount of matter in a particle or

object. The standard unit of mass in the International System (SI) is the kilogram (kg).

Mass is measured by determining the extent to which a particle or object resists a change in its direction
or speed when a force is applied.

Weight:
Weight (symbolised w) is a quantity representing the force exerted on a particle or object by an
acceleration field, particularly the gravitational field of the Earth at the surface of the planet.

Page | 2
Weight is not the same thing as mass. Mass is a literal representation of the amount of matter in a
particle or object, and is independent of external factors such as speed, acceleration, or applied force (as
long as relativistic effects are small enough to be neglected). Weight has meaning only when an object
having a specific mass is placed in an acceleration field. For example: at the Earth's surface, a kilogram
mass weighs about 2.2 pounds; on Mars, the same kilogram mass would weigh only about 0.8 pounds
and; on Jupiter it would weigh roughly 5.5 pounds.

For the rest of this section, we will refer only to weight and leave mass to the physicists.

Archimedes of Syracuse (Greek: c. 287 BC c. 212 BC)

Archimedes was a brilliant scientist, engineer and mathematician of the ancient world. He turned out
some fabulous work in his lifetime and hes well worth looking at on the Net.

Of particular interest here are the laws of flotation derived by Archimedes and sometimes referred to as
his principles (1 & 2).

Archimedes Principles:

1. Body Immersed in Water:

The diagram below represents a tank filled to the brim with a liquid - in this case, the liquid is distilled
water with relative density 1.000 - mass of 1 kg/litre. See also the notes on density / relative density
below.

Beneath the tank is a tray to catch overflow. The tray starts off empty.

If we place a solid cube of steel, one metre on a side into the tank, a certain amount of water will
overflow from the tank and be caught in the tray.

1m
Tank
(Vol = 1m3)

Tray

Amount of water displaced = 1m3

In order to make room for the steel, a certain volume of water has to be pushed out of the way
(displaced) and this is the amount of water that overflows. In this case, 1 cubic metre is displaced by the
steel block.

A body immersed in a liquid displaces its own volume of the liquid

Page | 3
Another phenomenon that Archimedes examined was the apparent reduction of weight experienced by
an immersed body.

The relative density of steel is about 7.7 (this means that steel has a weight per unit volume of 7.7 times
that of water). Our one cubic metre block of steel has a weight of 7,700 kg (7.7 metric tons also known
as tonnes - symbolised M/T or t).

In the example above, the steel block displaces 1 cubic metre of water. The weight of one cubic metre of
water is 1 tonne.

If we suspended the block from a crane with a weighing device attached, the weight of the block should
read 7.7t before immersion. The weight reading on the scale will start to decrease as the block gradually
enters the water and, when it is fully immersed, the scale will read 6.7t.

Archimedes stated this as follows:

"When a solid body is partially or completely immersed in a liquid, the apparent loss in weight will be
equal to the weight of the displaced liquid."

We refer to the cause of this apparent weight loss as the buoyancy of the liquid.

Density / Relative Density:

The density of a material may be defined as weight per unit volume. In the case of distilled water, a
volume of 1 litre at temperature 40 Celsius and 1 Atmosphere pressure has a weight of 1 kilogram at the
Earths surface. These figures disregard the buoyancy / weight of air.

The density of Steel is around 7.5 7.9 kg/litre (depending on the chemical composition of the steel). The
density of Mercury is around 13.55 kg/litre.

In shipping, mariners often describe density in terms of comparison with the density of distilled water.
The density of water at standard temperature and pressure is 1 kg per litre.

The term relative density (rd) refers to the density of a material compared to that of distilled water e.g.:
Steel has rd around 7.7, Mercury has rd around 13.55. This means that a litre of Steel is 7.7 times heavier
and Mercury is 13.55 times heavier than water. Relative Density is often symbolised by the Greek letter
Rho in lower case: .

Body floating in water:

In the diagram below, we again have our trusty tank, filled to the brim with water with its (empty) catch
tray in place underneath but this time, we will place into the tank an empty box in the shape of a cube
that measures 1m on a side. The box is made of steel two centimetres thick and the box is open at the
top.

In this case, the volume of steel in the box may be calculated as follows.

Page | 4
One side = 1m x 1m x 0.02m = 0.02m3.

Since the top is open, the cube has only 5 sides. Total volume of steel in the box is 5 x 0.02 m3. = 0.1 m3

The weight of steel in the box is 0.1 x 7.7 = 0.77 t.

Under these circumstances, if we place the box in our tank, by the time it is immersed to a depth of
0.77m, it will have displaced a weight of water equal to its own weight and the box will therefore float at
a depth (draught) of 0.77m.

A body floating in a liquid displaces its own weight of the liquid.

Depth underwater = 0.77m3

Amount of water displaced = 0.77m3

So, why do steel ships float? It is because they are hollow boxes made of steel and the mass of the whole
box is much less than the mass of an equivalent volume of water. (I still cant come to terms with
concrete hulls...)

Page | 5
 Exercises
Work to two decimal places, round up fives.

1) A box shaped barge is 30m long, 5m wide and 6m high. It is floating with a draught of 1.7m (all
round) in dock water with relative density of 1.013.

What is the mass of the barge?

2) A shipping container weighing 22.0t is placed on the deck of the barge dead centre. What will be
the new draught at which the barge will float?

3) A watertight shipping container (dimensions L 6.10m x B 2.44m x H 2.59m) has a tare (self) weight of
2.2t. It is loaded (illegally!) with 37 tonnes of ceramic tiles (total weight of a twenty foot equivalent
unit TEU not to exceed 22.2t).

The container falls overboard in heavy weather. Will it float or sink?

a) At sea (seawater rd = 1.025).

b) In a lake (freshwater rd = 1.000)
c) In the event that the container floats in sea or freshwater (and floats dead flat), how much of
the container will be above the water in either (a) or (b) above?

Page | 6
 Answers

1) Underwater Volume of the barge is:

30m (L) x 5m (B) x 1.7m (D) = 255m3

Displacement (weight) of the barge is:

Underwater volume x 1.013 (rd of dock water) = 258.32 tonnes

2) Increase in displacement when container is loaded = 22.0 tonnes

New displacement (258.32 + 22.0) = 280.32 tonnes

New underwater volume (280.32 / 1.013) = 276.72m3

Underwater volume is length x breadth x draught.

Length x Breadth (30 x 5) = 150m2

New Draught (276.72 / 150) = 1.84m

3) Volume of container (L x B x H) = 38.55 m3

Loaded weight of container (37.00 + 2.20) = 39.20 tonnes

Weight of equivalent volume of Freshwater (rd 1.000) = 38.55 tonnes

Weight of equivalent volume of Seawater (rd 1.025) = 39.51 tonnes

a) Since the weight of the loaded container is less than the weight of an equivalent volume of seawater,
the container would float in seawater.

b) Since the weight of the loaded container exceeds the weight of an equivalent volume of freshwater,
the container would sink in freshwater.

c) The difference in weight of the container and its

equivalent volume in seawater is (39.51 39.20) = 0.31 tonnes

This is known as reserve buoyancy

Reserve buoyancy / total mass = percentage reserve = 0.31 / 39.20

= 0.79%
Part above water (0.79% x 2.59 m) = 0.02m
= 2 cm

Page | 7
Applying Archimedes Principles to ships:

As we can see from Archimedes Second Principle above, if we can determine the underwater volume of a
ship and we know the relative density of the liquid in which the ship is floating, we can determine the
weight of the vessel.

The weight of the vessel includes everything the vessel contains including the weight of the ship itself and
all of its permanent fixtures and fittings. Also included is everything that has been placed on board the
vessel in addition to the vessels own weight. The ship and all it contains displaces a certain volume of
the liquid the ship floats in. Hence the term displacement of a vessel (displacement = total weight of the
ship and its contents at any given time).

The items making up a vessels weight will be considered in detail below see Items making up a ships
displacement

Determining the Underwater Volume of a Ship:

The shape of a vessels hull is accurately known by the modern shipbuilder. Starting from the keel, the
builder calculates the volume of every slice of the vessel usually at intervals of one centimetre.

These slices of volume are produced by the builder in hydrostatic tables that are provided to the vessels
operators. The tables are essential to the safe operation of the ship.

The tables provide a wealth of information about the vessel in addition to the volume tables mentioned
above:

Towards the front of the book, it is usual to have a page or two that provide the ships principal
particulars including:

Name of builder / shipyard

Date keel was laid
Date of delivery
Principal Dimensions
o Length overall
o Length Between Perpendiculars
o Moulded depth
o Moulded width
o Summer Draught
o Summer displacement
o Summer deadweight
o Summer freeboard
Lloyds / IMO Number

Usually after the principal particulars (but not always) the hydrostatics tables should have description of
how to use the tables. It is important to read these instructions because they will contain some details
about the calculations and conventions used in the body of the document.

Page | 8
For example, as mariners, we tend to use a relative density of 1.025 as a fair mean average of the density
of seawater around the world. Most hydrostatics books also use this figure but I have come across a few
in which the tabulated value of the weights for volumes listed are based on saltwater with relative
density 1.026. No problem as long as you know but if you were to inadvertently use 1.025 instead of
1.026, the consequences could be disastrous e.g.: sailing with insufficient freeboard class withdrawn
ticket suspended oh calamity!

Likewise, the conventions used in the book need to be known: in my experience, a trim by the stern is
usually called positive. Also in my experience, the longitudinal centre of flotation lying forward of
amidships is usually given a negative sign. Different shipyards around the world use different conventions
for one or both of these values and a range of other small anomalies exist in the nomenclatures of
different yards. You need to know what sign conventions are being used on your vessel.

Observed Draught:

Draught marks are usually carved on ships hulls at six points either side at the bow, amidships and at
the stern. The word carved dates back to the days of wooden hulled ships. These days it usually means
embossed with strips of metal welded on to the hull. Some ships have spot welds forming outlines of the
draught marks numbers but these are harder to read and this method has mainly fallen into disuse on
modern ships.

Most draught marks are in metric units and these are given in the Arabic Numerals with which we are
familiar (1, 2, 3, 4 etc.). There are still few ships around with draught marks in imperial units and on those
vessels the marks are given in Roman Numerals (I, II, III, IV etc.).

Metric marks:

The embossed marks are placed at every twenty centimetres of draught from the keel to well above the
deepest legal draught (tropical fresh load water line). Whole metres are marked with their value plus the
letter M: e.g. 9M. Between the whole metres, the numbers 2, 4, 6 and 8 appear at a distance from the
bottom of one number to the bottom of the next number of twenty centimetres. All figures are each 10
centimetres tall and the strips of metal that make up the numbers are 20mm (2cm) in thickness. The gap
from the top one number to the bottom of the next is 10 centimetres.

Page | 9
Thus, if the waterline at a given mark position cuts an embossed draught mark, the depth at that point
can be read to a high degree of accuracy in calm water. Between marks, accuracy of reading is less
precise.

Imperial Marks:

These are still encountered from time to time. Imperial marks are made of strips of metal one inch wide.
Individual marks are placed at every foot of draught and each mark is six inches tall.

Observation in Good Conditions:

Whenever possible, draughts should be observed at all six points around the hull. Draught surveyors
based ashore are often able to use the lines boat to observe the outboard draughts after a vessel is
alongside ships personnel rarely have this luxury.

Ideally, draughts should be observed from as near to the level of the water as possible. Inboard draughts
are usually read from the wharf apron. The vessel should be fully secured before draughts are observed.
From time to time it may be necessary to move the ship a short distance along the wharf if the berthing
master has positioned the vessel so that midships marks are obscured by a wharf fender.

Under (usual) circumstances when no boat is available, the forward outboard draught may be often be
read over the bow from the forecastle head parallax errors are likely when using this method especially
when the waterline is between marks.

Midships draught often has to be read from a ladder over the outboard side. Pilot type ladders with their
wide treads and periodic spreaders are best for this purpose. Jacobs ladders with round rungs are more
difficult and less safe to use.

It is a good idea to suspend a cluster light over the side to assist with draught reading during the hours of
darkness.

The outboard stern draught is the hardest to read. Once again, the operation is possible from a ladder
but due to the undercut of the hull near the stern, the ladder is hanging in space and climbing up and
down such a ladder is uncomfortable to say the least.

If your vessel is often subjected to draught surveys, it is worthwhile creating width diagrams for the
athwartships distances between draught marks at the bow and stern for successive depths. The data for
such diagrams can be extracted from the ships drawings. The diagram may be used in conjunction with
water tubes (see the notes on rough weather observations below) to preclude the need for climbing
ladders aft.

Observation in Rough Weather:

Usually, draught observations have to be made in less than ideal conditions. Even in rough weather,
draughts still have to be read to a high degree of accuracy since they will be used to determine the
commercial weight of cargo loaded (or discharged).

Page | 10
I gained most of my experience in reading draughts in rough weather as a professional marine surveyor at
the coal terminals at Hay Point, Dalrymple Bay Coal Terminal (DBCT), Abbot Point, Gladstone and
Brisbane in Queensland.

At those bulk loading terminals, especially Hay Point, DBCT and Abbot Point, the wharves were
unsheltered from the full force of weather from seaward. Swell heights of 4m were not uncommon.

It was unsafe and therefore prohibited to attempt to board lines boats at Hay Point or DBCT. Trying to
read the forward outboard draught over the bow was futile in heavy weather. Any attempt to read
accurate outboard draughts from a ladder amidships was perilous and doomed to failure in four metres
of swell and high winds.

Inboard Draughts:

Only the inboard draughts were observed at the coal facilities at Hay Point / DBCT. In all weather
conditions, the inboard side was somewhat sheltered from the sea by the ship itself.

Each inboard draught mark took some time to observe and the procedure used was as follows:

At each position, I would observe the pattern of the waves. Waves tend to come in sets and it is possible
to gauge when the lesser waves are due to arrive. On each of these more moderate waves, I would
observe the top and bottom draught readings, calculate the mean of the two and write it down. I would
repeat this exercise a number of times the worse the weather, the more observations taken.

I do not recall ever taking more than 16 observations at a mark. 9 observations were more common in
more moderate seas.

Armed with say 16 readings, I would discard the three deepest and the three lightest; add the rest
together and divide by ten. I continue to believe that the result was a draught within a centimetre of the
true draught at the position being observed.

Example: Inboard (mean) draught readings:

6.34 6.39
6.37 6.71
6.68 6.30
6.32 6.21
6.41 6.32
6.50 6.70
6.24 6.34
6.35 6.40

Disregard the three deepest and the three lightest; Add the rest together (63.74) and divide by ten (6.37)

6.37 is the observed inboard draught amidships.

Page | 11
Outboard Midships Draught:

As will be discussed under True Mean Draught below, accurate observation of the midships draught on
both sides has the most effect on the accuracy of the survey.

Torsional stresses are a major problem for bulk carriers and to avoid them it is necessary to bring the
vessel upright at the end of every cargo run into each hold.

It is therefore necessary to monitor the vessels list at critical times during cargo loading. This may be
achieved by clinometers usually fitted by the builder in the ships office. Clinometers are usually fairly
crude measuring devices. Many chief officers suspend a bob from the deck head in the office over a
chart, fixed to the deck, marked with lines denoting various angles of list (and sometimes trim
ambitious / optimistic!).

Neither of these devices is accurate enough for the purposes of draught survey.

I recommend the use of a full beam width manometer to anyone intending to sail on bulk carriers.

The following diagram is a representation of a serviceable manometer.

Full Beam Width Manometer

Page | 12
The tubes I used consisted of some fairly light aluminium plates with stainless steel rulers screwed on to
them. Holes were drilled two at the top and one at the bottom as shown to accept cords to tie the
plates to ships rails at either side above the midships draught marks.

Both plates were identical. I used a steel tape measure to position the top of each plate an equal
distance above the deck line inscribed on the hull above the Plimsoll mark.

Reading tubes of clear plastic (I used Perspex) with internal diameter (ID) about 10mm were clamped on
(permanently affixed) beside the rulers.

At the bottom of the reading tubes, I fitted an arrangement to reduce the diameter of the reading tube to
accept a solid, metal pipe with external diameter about 5mm. A flexible, ID 5mm, PVC capillary tube was
then attached to this solid pipe. I used to deal with many ships using my own tubes. The largest of these
had a beam of 60m therefore my capillary had to be at least that long. If you are working on a smaller
ship, your capillary need only reach (comfortably) across the full midships beam whatever distance that
is.

An additional refinement not shown on the diagram was shut off valves fitted one either side to turn
the apparatus off when not in use. These helped to prevent loss of water from the capillary during my
absences from the vessel between surveys.

The capillary tube was filled by siphoning fresh water from a bucket placed up high (e.g. on top of
mooring bitts) on the shore side of the deck, through the tube and over the off side of the ship. The
capillary tubes centre must remain below the level of water in the reading tubes. The capillary tube
needs to be passed beneath any piping that it crosses on its way from side to side of the ship.

When all air had been excluded from the system by siphoning, the offside pipe was pulled up (leaving the
other end in the bucket), attached to the gauge on the off side and the reading tube allowed to
completely fill. After that, the other end was taken from the bucket and connected to the gauge on the
shoreward side. Usually both reading tubes would settle at about half full when this was done. The tubes
could be topped up through the top if necessary.

The dissimilarity in diameters of the reading and capillary tubes served to effectively damp out most of
the surging of levels caused by the ship rolling at the berth.

Use of the tubes to determine outboard midships :

Having observed the inboard midships draught, the outboard midships draught may be determined by
comparing the water levels in the two tubes. Using the inboard draught derived from the example above
(6.37m):

Water tube readings: Inboard side: 46cm

Outboard side: 38 cm
Difference: 8cm

Outboard midships draught is: 6.37 0.08m = 6.29m

Page | 13
Estimation of Outboard Draughts at Bow and Stern:

In my experience as a draught surveyor, ships that had vessel width diagrams compiled for the draught
marks at bow and stern were few and far between. In heavy weather conditions, I was therefore often
constrained to estimate the width of the vessel at these positions (by eye) as a percentage of vessels
beam at midships.

Example:

For draught marks on a bulbous bow:

Estimated width of vessel at fore draught marks = 20% of full beam at midships.

Midships difference (from water tubes) = 8cms

Forward outboard difference = 8 x 15% = 1.6 = 2cm

The width at the stern of a bulk carrier at light draught is usually less than at the bow say 10% of
midships beam as a maximum. Difference between inboard and outboard draught at the stern in this
case would be only 1cm.

This method of estimation is not really defensible but, in heavy weather conditions, it was the only
method I could arrive at to find a practical solution to the problem of estimating outboard draughts at
bow and stern. It should be noted that, as a professional draught surveyor on the coal terminals, I
examined a great many vessels and not always in bad weather. The experience of surveying so many
ships assisted in the accuracy of these width estimations.

Also, as will be seen below, by the time the six observed draughts have been corrected and converted to
a True Mean the errors introduced by this method are greatly reduced.

Page | 14
Correction of Observed Draughts to Draughts at Perpendiculars:

The positions of the forward and after perpendiculars on a ship are determined from the rules of the IMO
Load Line Convention.

Recapping the convention:

Freeboard length is determined by taking 85% of the least moulded depth on a vessel (usually occurs at
midships due to shear). At that depth, a line is drawn parallel to the keel. Freeboard length is either:

96% of the distance between where that line crosses the stem and where it crosses the vessels after
extremity

OR:

100% of the distance between where that line crosses the stem and the centre of the axis of the rudder
post.

Whichever length is greater.

Most bulk carriers are measured from stem to rudder post.

The Perpendiculars are lines drawn perpendicular (at right angles) to the freeboard length line at the
positions where the line crosses the stem (Forward Perpendicular); and the centre of the axis of the
rudder post (After Perpendicular).

Midships is the point exactly half way between the fore and aft perpendiculars.

Position of Draught Marks:

Draught marks can rarely be carved on the Fore and Aft perpendiculars:

At the bow, due to the rake of the stem, most draught marks are carved near the prow of the vessel but
the lower parts of the prow are abaft the line of the forward perpendicular.

At the stern, marks are carved on the rudder post at light draughts but as the ship is immersed to deeper
draughts at the stern, a second set of marks is carved forward of the perpendicular so the marks can be
read.

At Midships, it is not uncommon for two sets of marks to be carved: Lighter draughts are marked
forward of midships and only the deeper marks are carved at the true midships position. The lighter
marks are intended to more or less correspond with the position of Longitudinal Centre of Flotation (LCF)
at lighter draughts. The LCF usually starts forward of midships at lighter draughts on bulk carriers and
moves aft as the ship is loaded.

Page | 15
Observed draughts are recorded at the six positions where they are carved on the vessels hull. It is
necessary to correct the observed draughts so that the draughts at the perpendiculars (and sometimes
amidships) can be determined.

LBP

50% LBP 50% LBP

Freeboard Length

85% of least moulded depth

Rudder Post

After Perpendicular Amidships Forward Perpendicular

(Aft) Draught Marks (Fore)

Details about the positions of the draught marks on the vessel will be provided by some means. The
usual method of providing this information is by way of a draught mark drawing / diagram. This is often
supplemented by correction tables for the various trims in the vessels operating range. If tables are not
supplied for draught correction, the required values are easy to calculate provided the following values
are known:

Length between perpendiculars (LBP

Length between marks (LBM)
Distance between forward marks and forward perpendicular
Distance between after marks and after perpendicular
In the event that there are two sets of marks at / near midships, the distance between those sets
of marks must also be known.

Page | 16
Exercises:

1) A vessels draught mark data is as follows:

LBP: 180m
LBM: 169.7m
Forward Mark lies 1.6m aft of Forward Perpendicular
After Mark lies 8.7m forward of After Perpendicular
A second set of marks is carved 1.8m forward of the true amidships line up to 8.0m

Observed draughts are as follows:

5.27 5.31

7.09 7.33

9.13 9.17

Calculate:

Draughts at perpendiculars and amidships.

2) A vessels draught mark data is as follows:

LBP: 225m
LBM: 211.3m
Forward Mark lies 2.1m aft of Forward Perpendicular
After Mark lies 11.6m forward of After Perpendicular

Observed draughts are as follows:

5.63 5.54

6.25 6.00

6.74 6.63

Calculate:

Draughts at perpendiculars and amidships.

Page | 17
Answers:

1) Forward mean = (5.27 + 5.31)/2 = 5.29m

After mean = (9.13 + 9.17)/2 = 9.15m
Midships mean = (7.09 + 7.33)/2 = 7.21m

Trim between marks = 9.15 5.29 = 3.86m

Perpendicular corrections:

(Trim between marks / LBM) x Distance between Mark and PP

Draught at the FPP will be less than at the mark with a stern trim. Draught at the APP will be more
than at the mark with stern trim. Draught at Midships will be greater than at the mark with stern
trim.

Forward: - (3.86/169.7) x 1.6 = - 0.036m = - 0.04m

Aft: + (3.86/169.7) x 8.7 = + 0.198m = + 0.20m

Corrected forward draught = 5.29 0.04 = 5.25m

Corrected aft draught = 9.15 + 0.20 = 9.35m
Trim BP = 9.35 5.25 = 4.10m

Midships correction is trickier:

Midships lies at the mid-point between F & A PPs. First take the trim between PPs: 4.10m

Midships correction is (Trim BP/ LBP) x distance between draught mark and amidships:

+ (4.10/180) x 1.80m = + 0.041m

In fact, in this case, if you simply used trim between marks the answer would have been 0.04094m
no significant difference as we would round both results down to 0.04. Nevertheless, using the trim
between marks for midships corrections is wrong in principle!

Corrected midships draught = 7.21 + 0.04 = 7.25m

2) Forward mean = (5.63 + 5.54)/2 = 5.585m

After mean = (6.74 + 6.63)/2 = 6.685m

Trim between marks = 6.685 5.585 = 1.10m

Perpendicular corrections:

(Trim between marks / LBM) x Distance between Mark and PP

Draught at the FPP will be less than at the mark with a stern trim. Draught at the APP will be more
than at the mark with stern trim.

Page | 18
 Forward: - (1.10/211.3) x 2.1 = - 0.011m = - 0.01m
Aft: + (1.10/211.3) x 11.6 = + 0.06m = + 0.06m

Corrected draught forward = 5.585 0.01 = 5.575m

Corrected draught aft = 6.685 + 0.06 = 6.745m
Midships mean draught =
Trim BP = 6.745 5.845 = 1.17m

Mean Draught:

The following words and diagrams are extracted from Capt. John Milwards course notes on draught
surveys with only minor amendments by me:

Calculations to take account of Hogging and Sagging:

Definitions:

Hogging: The vessel is bent such that the mean of the fore and aft draughts is greater than the midships mean
draught. Bulk carriers in the light ballast condition are usually hogged.

Sagging: The vessel is bent such that the mean of fore and aft draughts is less than the midships mean
draught. Fully laden bulk carriers are usually sagged.

If the vessel was lying straight in the water the mean of the forward and aft perpendicular draughts would
equal the midships draught. Unfortunately this rarely, if ever, happens, the ship is usually bent one way or
another, usually hogged in a light ship condition and sagged in a loaded condition. Let us now consider an
exaggerated profile of the hull in a sagged condition:

Page | 19
If we are going to use the midships draught to find the vessels displacement, we need a draught reading such
that the volume of the hull due to the submerged bend is equal to the volume of the bend above the water line
and on the above sketch it will be in the vicinity of the dotted line (Va + Vf = Vm).

When we average the forward and aft draughts (Da & Df) we end up with a midships draught on the broken
line at Dc, and if we were to average this mean with the midships draught (Dm) we would end up with a Mean
of Means draught as indicated (M of M) which is below the draught we require on the dotted line.

However if we average the Mean of Means draught with the midships draught we will end up with a draught
close if not exactly on the draught at the dotted line. This is called the Double Mean of Means Draught
(sometimes called the Quarter Mean draught). However we name this value, it represents the draught used to
enter the ships hydrostatic tables with to read off the uncorrected displacement.

From our example (2) above:

Corrected forward draught = 5.585 0.01 = 5.575m

Corrected aft draught = 6.685 + 0.06 = 6.745m
Fore and Aft mean draught = (5.575 + 6.745)/2 = 6.16m
Midships mean draught = (6.25 + 6.00)/2 = 6.125m
Trim BP = 6.745 5.845 = 1.17m
Deflection = 6.16 6.125 = 0.035m (hogging)
Mean of Means = (6.125 + 6.16)/2 = 6.1425m
Double Mean of Means (1/4 Mean) = (6.1425 + 6.125)/2 = 6.13375m

The procedure for this is usually to enter the tables with the whole centimetre figure (6.13m) and record the
SW displacement for that draught on our survey form. The parts of centimetres (0.375 in this case) are then
multiplied by the tabulated TPC for 6.13m to derive an increment which is then added to the SW displacement
recorded for 6.13m.

If you follow the sketch below you will see that the same bending theory applies to the hull in a hogged
condition:

Page | 20
Displacement Correction: We now have the displacement for a draught amidships if the vessel was not lying
bent in the water. The tabulated displacement for this would be correct if the vessel was tipping about the
midships point. But usually the LCF (tipping point) is located at some distance from amidships. We could
correct our calculated quarter mean draught to a draught at the LCF in similar fashion to the way we
calculated perpendicular corrections to determine the True Mean Draught.

Instead, the accepted practice in the trade is to apply two trim corrections to tabulated displacement. The first
correction is based on the distance and direction of the LCF from midships.

First Trim Correction

Here we just convert the correction distance between the midships draught and the draught at the LCF to a
tonnage figure with the following formula:
1st Trim Correction = TRIM (cm) x LCF x TPC
LBP

LCF is the distance between the midships point and the position of the LCF. You must be certain that you are
putting the LCF in the right position. Some distances are measured from the AP, some from midships. Just to
make life interesting, depending on where the ship was built, some plans designate plus as forward, some
minus. Its always prudent to look at the details of your Forepeak tank to be sure. The LCG of this tank will
give you the signage convention, as well as where its measured from.

This correction is added or subtracted to the displacement depending whether the LCF is forward or aft of the
mid-point, and whether the trim is by the head or the stern. If the draught at LCF is deeper than the midships
draught, the correction is to be added. Always draw a sketch to ensure you apply this trim correction the
correct way.

Second Trim Correction: This is sometimes called the Nemoto correction, named after the Naval Architect
who first deduced it necessary. The Nemoto correction is a little more difficult to grasp. In a nutshell it is
needed because there is a second movement of the LCF caused by the irregular hull shape of a vessel in the
trimmed condition. The position of the LCF in the ships hydrostatics is given for a ship on even keel only but

Page | 21
if the ship is trimmed the waterline must have changed, causing a second movement to the LCF. The second
trim correction is always positive it is a function of trim2 so its sign will be positive regardless of the sign of
the trim. It is also always relatively small, for example with a loaded Panamax at a 1 metre trim the Nemoto
correction would only be about 12 tonnes increasing to about 50 tonnes at 2 metres trim.

The second movement of the LCF is corrected by the following formula:

2nd Trim Correction = TRIM2 (m) x 50 x MCTC Diff
LBP

MCT1C Diff is the difference of MCT1C (Moment to change trim by 1 cm) values over a range of draught 50
cm above and below the corrected mean draught. Due to the small value of this correction, it is not necessary
to work the 50cm either way exactly. For example if the draught was 8.23m, it would be accurate enough to use
the MCTC values for 7.7m and 8.7m. The impact of such a practice would be much less than being 5mm out
in your initial draughts. Regardless of what surveyors may tell you, draught surveys are not an exact science.

Also note that the TRIM is now in metres for this formula not centimetres as in the first trim formula.

This second trim correction is always added to the displacement.

Let me quote from a publication by John Guy Marine Surveying & Consultancy

The second trim correction, sometimes called the Nemoto correction, is intended to allow for the
movement of the LCF with change of trim. It was deduced by Mr Nemoto after observations of a
bulk carrier that he was involved in building. The theory on which it is based only holds true for
small changes of trim, so it is not strictly true for large trims. However, as with so much in draught
surveys, it is better than nothing. The correction is small for small trims, and rarely exceeds 30
tonnes for large vessels. It is often ignored. It should always be used, for completeness, to avoid
argument and to put smart alec ships officers in their place!

The corrected displacement we have now calculated represents the ships displacement in salt water (usually
1.025 but dont forget what I said at the start about this not always being the case).

The true displacement must be corrected to take the relative density of the water in which the vessel is floating
(dock water).

If the vessel is in a dock water density of less than 1.025 it is sitting deeper in the water than it would be if
floating in salt water. We are reading a heavier displacement than true from the hydrostatic tables which are
derived for salt water only. The following formula is simply the dock water formula converted to a tonnage
figure, not a millimetre value.

Density correction = (1.025 dock-water density) x SW Displacement

1.025

Page | 22
OR: SW Displacement x dock-water density
1.025

Of course this is subtracted from the displacement if the dock water density is below 1.025.

It is possibly worth mentioning at this point that although we always consider the density of salt water to be
1.025 tonnes per cubic metre, if you were to take a reading in mid ocean you would probably find it to be
around the 1.030 to 1.033 mark!

The ships standard hydrometer is not an accurate instrument when it comes to determining tonnage for a
draught surveys. It makes no allowance for the temperature of the water which will change the size of a metal
hydrometer hence give a different reading for different temperatures. Always use the density given by the
draught surveyor if available, they have usually gone to considerable lengths to find the apparent density which
is weight of water in air.

Dont use this same density when determining how much you can submerge your Load Line in dock water, i.e.
dock water allowance. For this you need density in vacuum.

Corrected Displacement:

Now that the true displacement of the vessel is known it only requires the subtraction of all the known weights
on board and the subtraction of the ships light displacement, what remains is either the vessels constant if in
an empty condition or the cargo weight if in a loaded condition.

The reason for the two draught surveys is to find the vessels constant and then include this in the known
weights when calculating the actual cargo on board after loading.

If taking a draught survey on discharge the cargo weight plus constant are found in the initial survey and the
constant in the final survey, subtract the constant from the initial figure and you have the weight of cargo
discharged.

Good reading is Chapter 13 from Bulk Carrier Practice published by The Nautical Institute, which deals with
the subject of establishing quantity of cargo and draught surveys.

Finally, included is a completed draught survey form from a Cape-sized vessel that loaded coal at Hay Point. In
this case the vessel was trimmed by the stern during both surveys but the position of the LCF (Cf on the form)
was in fact forward of the ships mid-point. Follow the calculations and note the accuracy of the final figure.

Page | 23
Page | 24
Page | 25
Page | 26
 Overloading - A real problem.

Many ships sail overloaded without the Masters even being aware of it, usually only by a fraction of a
centimetre and no one is any the wiser but on occasions it can be noticeable and by a few hundred tonnes.
Nearly always it is because the Chief Officer is not fully aware of the facts or has not calculated correctly.
Occasionally the overload is intentional in the hope that surveyors will not notice.

The following article published in Fairplay August 1986, also by John Guy, is worth reading:

Overloading ...... deep trouble

Overloading is an expensive business. Once the government official tediously measures the freeboard to the
last millimetre and the density to the last decimal point, he slaps a detention order on your ship. The ship will
not sail until the Master has paid a fine, and lightened his vessel. The fine is the least of his worries. Hiring
cranes, paying port dues and going off hire whilst lightening add up to a much greater penalty.

The majority of overloadings are caused by carelessness and confusion. As both these conditions are more
prevalent amongst ships officers than ever before, the number of overloaded vessels being detained is rising.

Carelessness is guaranteed to get you into trouble when bulk loading rates reach thousands of tonnes per
hour. A momentary inattention or small miscalculation on the part of the Chief Officer can result in calling
for too much cargo. Coal or ore pouring into a ship cannot be turned off like a tap. Once in a vessel it is
difficult to get out. Bulk loading terminals do not have discharge facilities.

Carelessness will always be with us but confusion is unforgivable. Chief Officers are deliberately overloading
their vessels because they do not understand what overloading is. This confusion stems from a combination
of big ships, ignorance, and draught surveyors.

How deep a ship can load in terms of the law depends on the amount by which the Load Line is submerged
and the density of the water in which the ship is floating. The law is the same everywhere in the world. It is
based on the 1966 Load Line Convention to which all maritime nations are signatories.

It is these Load Lines that matter. The ship can only legally load until the top of the Load Line is level with
the surface of the water on both sides of the vessel, when upright in salt water. In all cases, only the midships
Load Line is considered, the forward and aft draughts are irrelevant.

There are two main points of confusion which lead to overloading. The first is the difference between the
mean of mean draughts and the draught at the Load Line. Long, modern ships of light scantlings flex a great
deal. On completion of loading the vessel may be bent like a banana, with a hog or sag of several inches.
Draught surveyors make allowance for this by taking a complex mean of all draughts around the vessel. They
are seeking an accurate assessment of the immersed volume of the vessel. However, the draught found by this
method is not the draught at the Load Line.

Page | 27
For legal purposes, it is the draught and freeboard as measured at the Load Line that matters. The draught
surveyors mean of mean draught is irrelevant. Unfortunately, many chief officers assume that if the mean
draught is good enough for the draught surveyor it is good enough for the government surveyor. That is their
first mistake. The Chief Officer can find himself with his mean draught equalling his summer draught, his
deadweight correct but his Load Line submerged by a couple of inches. In the eyes of the law, he is
overloaded.

The second mistake comes when the Mate sees the draught surveyor measuring density. The correct density
for draught surveyors is not the correct density for deciding how much the Load Line may be submerged. For
small vessels, the difference between the two may be disregarded, but for a large bulk carrier it can mean
being three or four centimetres overloaded.

Any draught surveyor worth his salt has a special glass hydrometer calibrated in kg/litre to measure weight in
air. This gives the draught surveyor the information he needs to convert the immersed volume of the vessel
into weight in air, which is the commercial weight, and is what he is being paid to establish. Unfortunately,
what he reads from his hydrometer, and often passes on to the unwitting mate is not the density used in the
Load Line Convention. The draught surveyor works with apparent density, which is weight in air. The Load
Line Convention works on density in vacuum, which is mass per unit volume. The difference between the
two is called the air buoyancy correction. The draught surveyor has to add .002 kg/l to his hydrometer
reading to convert it from apparent density to relative density, which is the same for this purpose as density in
vacuum.

The hapless chief officer thinks his vessel is floating in water of density 1.023 when it is really in 1.025. He
loads his vessel down another inch. He is content that he is doing his duty to lift the maximum cargo. He is
confident of his knowledge of the density. But he is wrong.

To avoid an expensive detention for overloading the person loading the vessel must get three things clear in
his mind. First, it is the draught and freeboard at the Load Line that matters. Second, he must measure
density with a Load Line hydrometer, properly corrected for temperature, or he must apply a correction to
the draught survey hydrometer. Third, he must understand that the draught surveyor is employed only to find
the weight of cargo loaded, and nothing else can be expected of him.

If the Mate can grasp these three essentials, keep a careful eye on the loading and get his sums right, he need
not fear the government surveyor. If he cant, no amount of excuses about broken ballast pumps or how long
they took to clear the loading belt will help him. He will be in deeper trouble than he realises.

Page | 28
Using the correct Hydrometer

The following leaflet put out by Zeal clearly explains the errors with most ships metal Hydrometers.

Together with an article in the Seaways October 1990 which clearly outlines the benefits of using the Zeal
instrument for a draught survey plus the need to carry and use the typical brass hydrometer for the calculation
of freeboard.

Page | 29
Page | 30
Page | 31
Page | 32
That is the end of John Milwards excellent text.

Further Notes on the Double Mean of Means / Quarter Mean Draught:

The mean of means is derived by adding midships mean draught (corrected if necessary) to corrected
Fore and Aft mean draughts and dividing the result by two.

The Quarter Mean Draught is derived by adding the mean of means to the midships mean and dividing
the result by two:

(Midships Mean + F&A Mean) / 2 = Mean of Means

(Midships Mean + Mean of Means) / 2 = Quarter Mean

This may be expressed as follows:

Quarter Mean = (Midships Mean + F&A Mean) + (Midships Mean + Midships Mean + F&A Mean)
2 2

OR: (3 x Midships Mean) + F&A Mean

4

With reference to the estimation of outboard draughts at the fore and aft positions:

A centimetre error in the draft on one side at bow or stern comes down to a 1/8 centimetre error by the
time the draughts are rationalised through the quarter mean formula.

Example:

Using the data from our Example 2 on pages 17 & 20 above:

5.63 5.54

6.25 6.00

6.74 6.63

Forward mean = (5.63 + 5.54)/2 = 5.585m

After mean = (6.74 + 6.63)/2 = 6.685m

Trim between marks = 6.685 5.585 = 1.10m

Page | 33
 Perpendicular corrections:

(Trim between marks / LBM) x Distance between Mark and PP

Draught at the FPP will be less than at the mark with a stern trim. Draught at the APP will be more
than at the mark with stern trim.

Forward: - (1.10/211.3) x 2.1 = - 0.011m = - 0.01m

Aft: + (1.10/211.3) x 11.6 = + 0.06m = + 0.06m

Corrected draught forward = 5.585 0.01 = 5.575m

Corrected draught aft = 6.685 + 0.06 = 6.745m
Midships mean draught =
Trim BP = 6.745 5.845 = 1.17m

The above is a true representation of what should have been observed.

After correction, the true draughts worked out as follows:

Corrected forward draught = 5.585 0.01 = 5.575m

Corrected aft draught = 6.685 + 0.06 = 6.745m
Fore and Aft mean draught = (5.575 + 6.745)/2 = 6.16m
Midships mean draught = (6.25 + 6.00)/2 = 6.125m
Trim BP = 6.745 5.845 = 1.17m
Deflection = 6.16 6.125 = 0.035m (hogging)
Mean of Means = (6.125 + 6.16)/2 = 6.1425m
Double Mean of Means (1/4 Mean) = (6.1425 + 6.125)/2 = 6.13375m

From the above, the difference between observed port and stbd. draughts at midships is 25cm.

The difference between observed port and stbd. draughts at the bow is 9cm (36% 0f 25).
The difference between observed port and stbd. draughts at the stern is 11cm (44% of 25).

Assume, I had made an error and allowed 20% of full beam width for the bow and 20% of full beam
width for the stern:

Estimated offside draughts at bow and stern would have changed although the midships outboard
draught would still have been correct due to the measurement being made by water tubes.

The draught picture would now look like this:

5.59 5.54

6.25 6.00

6.68 6.63

Page | 34
Ford mean: 5.575 (instead of 5.585)
Aft mean: 6.655 (instead of 6.685)
Trim between marks: 1.08 (instead of 1.10m)

Perpendicular corrections would not change due to a 2cm change in trim.

My erroneous corrected draughts would now be:

F 5.565
A 6.715
M 6.125

My (wrong) quarter mean would now be (3 x 6.125) + [(5.565 + 6.715)/2) = 6.12875 (instead of 6.13375)
4
This is a half centimetre error not bad in a four metre swell!

A few more comments about observing dock water density:

Most ports have elements of fresh water running into them. While 1.025 is a fair mean average for the
relative density of coastal seawater, port water can range from anywhere between freshwater to 1.030
and above (the higher readings are common in the Red Sea and the Arabian Gulf).

Whenever fresh and salt water streams meet, lamination of the water is likely to occur the lighter
fresh water floats on top of the heavier salt water. Fresh water enters ports by rainfall and from rivers,
creeks and stormwater drains that run into the ports waters.

When observing the relative density at a port that is not open to the sea, samples should be taken at
three points along the wharf one near the bow, one near amidships and one near the stern of the
vessel. At each of the three points, samples should be drawn from three different depths: one at the
surface, one at about mid draught and one at the deepest draught of the vessel.

All samples may be combined, mixed in a bucket and have the relative density of the mixture taken.
Alternatively, each samples relative density may be observed and the six results averaged out for the
reading to be used in the draught survey.

Also, a brief additional comment about the special hydrometer for draught surveys that is calibrated in
air:

I am still not entirely satisfied that the correction for air buoyancy is a reasonable step to take in draught
surveys. I have spoken to a number of physicists about this and received several different answers.
Perhaps the most credible response I have received is as follows:

When a vessel arrives in a port to load a bulk cargo, it has a certain true mean draught. After loading, it
has a different, greater true mean draught. In effect, the vessel has loaded not only cargo on board but
also a column of air with the same area as the vessels deck area and of a height equivalent to the

Page | 35
difference in draught between initial and final surveys. It is this column of air, which is not part of the
cargo, whose weight is adjusted out by the use of a hydrometer calibrated in air.

Whether we accept this principle or not, the use of Zeals draught survey hydrometers has become the
accepted practice in the Australian draught survey trades we have to work with it and expect it to be
used by professional surveyors.

Items making up a ships displacement:

This weight is known as the Light Ship Weight. It is determined by the Inclining Experiment when the
ship is newly built. An understanding of the inclining experiment is a requirement for the higher
certificates of competency in our chosen field of endeavour. You will need to understand this exercise
in detail but not here. Suffice it to say that the ships light weight is accurately determined before it is
delivered to its owner and the weight determined by the experiment stays with ship unchanged until the
vessel is scrapped. The only way a vessels light ship can be changed is if major alterations are made to
its structure like extending the length, fitting or removing components of the vessels fittings such as
changing engines or adding / removing machinery or structures. In such cases, the light ship weight has
to be recalculated by an administration or recognised organisation (RO). The hydrostatic particulars of
the vessel then need to be annotated (or completely replaced if the hull form is altered) and the
annotated / new tables must be signed and stamped accordingly by the administration / RO.

There are many other items in addition to the vessels light weight that combine to make up a ships
displacement at any point in time. Some these weights can be accurately measured, others cannot.

The following weights can be accurately measured:

Fuel Oil (HF0)

Diesel Oil (MDO)
Lubricating Oil (LO)
Fresh water (FW)
Ballast Water (BW)

The following weights cannot be accurately measured:

Bilge Water
Sludge
Stores spare gear, lashing gear, provisions, paint
Accumulated rust
Ballast and other tank sediments

To conduct our draught survey, we have accurately observed and carefully corrected our draughts to
obtain an accurate displacement of the vessel taking the relative density of dock water and the position
of the LCF into account.

We must now measure all of the weights that can be measured and derive a total figure for the weights
that cannot be measured.

Page | 36
HDFO, MDO and LO:

In the case of these oils, it is trade practice to accept the chief engineers figures for the tonnages of
these liquids and also to accept the chiefs figures for consumption in port. It would be very rare (never
in my experience) to take a bunker survey for the purposes of draught survey. The reasons the chiefs
figures are acceptable are as follows:

The chief engineer should be acutely aware of how much fuel he has on hand at any time
Fuel consumption in port is a fairly small amount usually 1 or two tonnes per day, usually of
diesel oil. Consumption of MDO in port depends on what machinery is being used e.g., one or
two generators running, using ships cranes or not etc.
Since bulk carriers are rarely alongside loading for more than a couple of days, the only error to
draught survey caused by poorly estimated fuel figures is in the estimate of consumption any
error in the initial survey will be repeated at the final so the error will cancel itself out.

Obviously, if the ship takes on bunkers between initial and final surveys, the tonnage of oil loaded must
be taken into account.

Fresh water:

Bulk carriers rarely carry more than a couple of hundred tonnes of fresh water. Virtually all ships
manufacture fresh water at sea from distillation plants and these plants can usually make more than the
ship consumes for washing and drinking.

Fresh water tanks are usually restricted to two (P&S) each with capacity of about 100 150 tonnes.
Tanks contents are usually read via sight glasses but some tanks need to be sounded. If fresh water
tanks have to be sounded, do not use a general sounding tape as it is likely to be dirty and contaminated
with salt.

Fresh water should be measured and recorded (gauged or sounded) at initial and final surveys.

Ballast water:

Bulk Carriers carry a great deal of ballast water. A bulk carriers light ballast capacity is usually about
one third of its summer deadweight. In the heavy ballast condition with one or two cargo holds filled
with ballast water, ballast capacity can be as high as two thirds of the ships summer deadweight.

Furthermore, the ship will usually try to discharge all of its ballast water between the initial and final
draught surveys. Ballast water then is the largest variable weight that needs to be taken into account
when conducting draught surveys. All tanks must be carefully sounded two or three times each if the
ship is rolling at the berth.

Sufficient representative samples of the ballast water in different tanks need to be measured to
determine the relative density of their contents.

In these days of ballast water management requirements, all tanks should contain seawater drawn from
the deep ocean but still, at least three tanks in different parts of the vessel need to have samples drawn
and measured using the draught survey hydrometer.

Page | 37
After all measurable weights have been identified and quantified the unknown weights figure can be
obtained.

Starting with the ships corrected displacement from draught observations and the hydrostatic
particulars, the weight of the light ship and the totals of all the measurable weights must be subtracted.
There should be two or three hundred tonnes left over and this tonnage represents the unknown
weights figure often referred to as a constant. The figure is by no means a constant figure it
changes every time someone eats a bowl of cornflakes or when any other unmeasured consumable is
used up. Since we are only interested in the ships displacement for a day or two between initial and
final surveys, the unknown weights figure is said to remain constant for that amount of time.

Unless major stores are loaded or discharged, or fresh water or bunkers are taken on, the constant from
the initial survey is used at the final survey unchanged. If stores are loaded or discharged as described
above, their weight must be accounted for and the constant adjusted accordingly.

At completion of Loading:

Draughts are observed again and the final displacement is calculated. All measurable weights are
measured and totalled with the light ship weight and the unknown weights figure (constant) derived at
the initial survey. The total weights are subtracted from the total displacement and what is left is the
cargo that has been loaded into the vessel.

Draught Surveys for out turn weight determination:

The procedures are identical to those listed above. The results of the initial survey will derive an
unknown weights figure that includes the weight of the cargo and the weight of the constant. The final
survey will reveal the weight of the constant alone and hence may the out turned cargo weight be
determined.

Accuracy to be expected of Draught Surveys:

There are many grey areas in draught surveys. The following list identifies some of them:

Having only six sets of draught marks (three on either side) means that the surveyor must
assume a simple curve for the ships hull. The true curve is unlikely to be so simple.
Draught observations especially in rough weather may be way off. It is often said that, even
in calm weather, three experienced surveyors observing the same ship simultaneously are likely
to record slightly differing draughts at each point of observation.
Air pockets in ballast tanks can be hard to identify
Sounding of ballast tanks when the vessel is rolling or pitching even slightly can be seriously in
error.

Page | 38
Taking all of these factors into account, it is my opinion that a draught survey conducted on a modern
and well maintained vessel, in ideal weather conditions may produce a result that is accurate to within
0.1 of 1% of the truth.

Every adverse factor that influences a particular draught survey would reduce that level of accuracy
from adverse weather conditions to poorly painted draught marks to lack of diligence in sounding tanks
to failure to allow for changes to the constant that may be required due to vessel operations.

Industry seems to expect a minimum standard of accuracy of about +/- 0.5 of 1% for this method of
weight determination.

Page | 39