Raetarne heures BY con RaetsMarine DRAFT SURVEY GUIDELINES. Draft surveys are made in order to determine the quantity of cargo loaded, carried and ischarged. This is done by measuring the vessels draft and calculating its displacement prior loading a cargo and after loading of this cargo, taking variables such as weight lightship, ballast water, fuel and stores into account. In order to obtain a reasonable accuracy in this draft survey calculation corrections to the draft readings and it initial corresponding stability values and parameters must be made. General definitions: of a vessel isthe actual total weight of a vessel. Its expressed in metric tons, and is Calculated by mutiplying the volume of the hull below the waterline (the volume of water i is displacing) by the density of the water. (the density will depend on whether the vessel isin fresh or salt water, or isin the tropies, where water is warmer and hence less dense.) Deadweight of a vessel (often abbreviated as DWT for deadweight tons) is the displacement at any loaded ‘condition minus the lightship weight, It ncludes the crew, passengers, cargo, fuel, water, and stores, Like Displacement, itis often expressed in long tons or in metric tons Lightship measures the actual weight of the ship with no fuel, passengers, cargo, water, etc. on board. Gross tonnage or Gross Register Tonnage is the total internal volume of a vessel, with some exemptions for non-productive spaces such as crew quarters, There are therefore different gross tonnage measurements (SuezPanama). Tonnage measurements are now governed since 1994 by an IMO Convention (Intemational Convention on Tonnage Measurement of Ships, 1969 (London-Rules)), which applies to all ships built after July 1982. In accordance with the Convention, the correct term to use now is GT, which is a function of the moulded volume of ail enclosed spaces of the ship. Not. Weight or Net Register Tonnage is the volume of cargo the vessel can carry; in other words its the Gross Tonnage minus the volume of spaces that do not hold any cargo (e.g. enaine room, bridge, crew spaces, depending which country is making calculations (Suez/Panama)) During a draft survey the vessels draft is measured. The draft is measured at 6 points, 2 x bow, 2x midships and 2x atthe ster, The draft readings are averaged out in a mean draft, Via calculations this draft reading leads us to the vessels present apparent displacement at the time of our survey. Via on board, ship's specific hydrostatic tables and stability curves, ‘The water density at the time of the draft measurement is also determined by means of a density meter. A very common instrument for the direct measurement of the density ofa liquid is the hycrometer, a floater. The density of the water in which the vessel is surveyed directly influences the draftidept of the vessel Considering that the hydrostatic tables and stabilty curves are pre-calculated for displacements of a vessel in water with a standard density of 1.025 (salt water), corrections to the determined draft must be made in Corder to be ablo to find the correct displacement of the vessel. Displacement correction, so we will make this correction but instead of correcting the draft we will correct, the displacement (at 1.025) that we found from the hydrostatic tables with the mean draft as entry value, These caleulations are called the trim corrections. Likewise we will also make a correction for water density but again a tonnage correction and not a draft correction,drat Suney pudlnes, 20104 ‘wvew.raetsmarine.com 40s neetsMarine surance BV aN RaetsMarine First tim correction, Itis necessary to correct the fore & aft drafts to the true draft at the perpendiculars. This can be achioved either by calculation or draft correction tables if available. The main calculations must bbe accomplished with the drafts atthe fore & aft perpendicular and at the amidships point ofthe hull Note that the truo draft at the vessel's perpendiculars does not always correspond with the place on the hui! were the draft signs are placed and read. The hydrostatic tables, however, are based on the vessel with a length corresponding to the perpendiculars and not to the fength between the draft marks on the hull. ‘TRIM(cm) x LCF x TPC 4st Trim Correction = LeP Where LCF is the distance between the midship point and the position of the LCF. This correction is added or subtracted to the displacement depending whether the LCF is forward or aft of the mid point, or the rim is by the head or stern, Always draw a sketch to ensure you apply this trim correction the correct way. ‘Second trim correction, This isa litle more difficult to grasp. It is because there is in fact a second movement of the LCF caused because of the irregular hull shape of a vessel in trimmed condition. The position of the LCF in the ship's hydrostatics is given for a ship on even keel only but if the ship is trimmed the waterline must have changed ‘causing a second movement to the LCF. Always positive this second trim correction is fairly small, for example with a loaded Panamax ata 1 metre tim the correction should only be about 12 tonnes, with a 2 ‘metre trim about 0 tonnes. This second movement is corrected by the following formula: 2 Trim (m) x MCTC Diff x 50 2nd Trim Correction: Lap. Where MCTC Diff isthe difference of MCTC values over a range of draft 50 cm above and below the corrected mean draft This second trim correction is always added to the displacement, ‘The second trim correction, sometimes called the Nemoto correction, is intended to allow for the movement of the LCF with the 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 its based only holds true for small changes of trim, 0 its not strictly rue for large trims. However, as with so much in draft surveys, itis better than nothing. The correction is small for small rims, and rarely exceeds 30 tonnes for large vessels. Itis often ignored but for ‘completeness it should always be used. Density correction, Ifthe vessel is in a dock water density then she is siting deeper in the water than she would be ifn salt water so we are reading a larger displacement from the hydrostatic tables which are derived for salt water only. The folowing formula is simply the dock water formula converted to a tonnage figure, not a millimetre valve. (1025 — dock density) x Displacementensty Lorrectan: 1025 ‘And of course this is subtracted from the displacement ifthe dock water density is below 1025. drat Suney piles, 20104 www.raetsmarine.com 28s neetsMarine surance 8. aN‘ RaetsMarine It%s possibly worth mentioning at this point that although we always consider the density of salt water to be 1.028 tonnes per cubic metre, if you were to take a reading in mid ocean you would probably find itto be around the 1.030 to 1.033 mark! But remember the ship's standard hydrometer is not an accurate instrument when it comes to using itto determine tonnage for a draft survey. I makes no allowance for the temperature of the water which will change the density as temperature changes. Always use the density given by the draft surveyor if available, they have usually gone to considerable lengths to find the apparent density which is weight of water in air. But a word of waming. Don't use this same density when determining how much you can submerge your loadline in dock water, i. dock water allowance. For this you need density in vacuum, Corrected displacement, Now that the true displacement ofthe vessel is known it only requires the subtraction of al 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 fin a loaded condition The reason for the two draft surveys is firstly to find the vessels constant and then include this in the known ‘weights when calculating the actual cargo on board after loading, I taking a draft survey on discharge the cargo weight plus constant are found in the intial survey and the Constant in the final survey, subtract the constant from the intial figure and you have the weight of cargo discharged, TRIM(cm) x LCF x TPC 4st Trim Correction: oo LBP = tonnes 2 Trim(m) x MCTC Diff x 50 2nd Trim Correction’ LBP tonnes (always add) 1025 = tonnes 1025brat Suney ples 20104 ‘wew.raetsmarine.com as neetsMarine surance 8. aN RaetsMarine Many commercial ships have a symbol called a Load line painted on each sie of the ship. This symbol, also called an International load line, of Plimsoll line, marks the level to which the ship can be safely loaded. As cargo is brought on board, the ship floats lower and the symbol descends farther into the water. Before these symbols were made compulsory many ships were lost due to overloading. Sometimes they were deliberately overloaded in the hope of collecting insurance money. Ships carrying emigrants from Europe to America wore also lost. The British social reformer and politician Samuel Plimsoll advocated improved safety standards, particularly at sea, and the mark bears his name in his honour. The letters on the Load line marks have the following meanings: ¢ TF Tropical Fresh Water ‘+ F-Fresh Water + T- Tropical Seawater ‘+ S- Summer Seawater © W-Winter Seawater ¢ WNA- Winter North Atlantic od Letters may also appear to the sides ofthe mark incicating the classification society that has surveyed the vessel's load line, The inilas used include AB for the American Bureau of Shipping, LR for Low's Reaister, and NV for Dat Norske Veritas, Zlola ‘These season and zone marks are used to ensure adequate reserve buoyancy for the intended area of ‘operation. Ships encounter rougher conditions in winter as opposed to summer, and in the North Atlantic as ‘opposed to tropical waters, for example. Fresh water marks make allowance for the fact that the ship will oat deeper in fresh water.Det Suvey ples, 20104 ‘wvew.raetsmarine.com 46s neetsMarine surance BV aN RaetsMarine Example sheet draft survey calculations Before loading ‘iter loading Dra onward 1a Draft afi mean. 1b Draft fore & afi mean es ta+ibiz Draft midship PS. 2a Draft midship SB 2b Draft midship mean 2e=2a+2b12 Draft mean for means 35 te+2e/2 Draft cor. for a deformation Displacement 1.025, Slat drattg) “Trim bow | stern “Tam in om LCF LPP tion ETM Dif Density Tim correction 1 | Timx (0SLPPLCF)x 6 em / LPP Tim correction 2 | —Trima(m) x 50 x ETM z LPP Correction for Density | (7.025 ~ density) x 8 displ.t.025 4.025 Consumable weighis EO. ) TUB Fresh water Ballast Constant “Talal known weights Corrected displacement Light shio Cargo weight total ae -9-11brat Suney pdelnes, 20104 ‘wvew.raetsmarine.com sas