ae DRAFT SURVEY HAND BOOK (7 CALCULATE FHE WEIGHT OF GARG) BY MEANS OF SHIP'S DRAFT TATSUO ASANO Manager of Nippon Kaison JimushoDraft Survey. to estimate the weight of cargo aboard the floating ships, by “means of ship's draft, is far éasier & quicker than all the other methods toto"s0- “This calculating method is merely on the difference of buoyancy, basing upon the “Archimedes Principle”, and it is apt to be thought by beginners simple and easy, but the ship’s construction is quite complicate and assorted scales of her displacement and assorted tanks and their auxiliary coefficient aré numerous and further-more their respective factor is often in bad and unstable condition and also some accidents or mis-handlings often happened on board the ship. There-fore. to make the results accurate and to minimize the error of each factor to be incurred, you must take suffi- cient preparation to carry out the workin technic and operation of essential data and also take minute attention for the each compartment of the ship. The most important matter of the survey is to proceed the work quickly but accurately against the various bad condition, and you must have much practice, usually. So I hereby sum up the following each item to-proceed the work specially in obstacle of the afore-said bad conditions and some accidents basing upon my 26 years’ bitter experience. but | don’t think my explanation to be sufficient for proceeding the survey, There-fore I hope you to make the most of my experiences and to carry out far more efficiently than it. Manager of the Nippon Kaison JimushoChapter | Chapter 2 21 2 23 2.4 23 2.6 Chapter 3 31 INDEX Outline .. Factors for Calculation .. . Displacement, etc. Ship’s Measuring. Calculating Displacement Units of Displacement Acouracy 6.24.4 Conclusion evs wsssns ae nee oe Measuring Factors i Draft..... 7 1 Draft Marks 1 2 Waves... 8 3 Ship's Labouring 9 4 Reading Draft 9 3 Caution for Draft Reading 10 Stem Correction uy Draft Correction for Hogging and Sagging . 16 Displacement Correction ..... 18 1 Calculation by the C.F. Curves 19 2. Actual Calculation of Bon Jean Curves .. 20 3. Combined Calculation of C.F. & Trimming Moment . 2 4 Calculation by Trimming Moment 23 5 Utility of the 3 Correction Styles « 27 +6 Comparing of 2 Corrections. (6). (c) 7 7 Example of No. 1. 2 Correction on Whole Draft 30 Density of See Water « 33 1 Density 33 2 Kinds & Selection of Hydrometers 33 3. Density Correction 35 4 Sampler of Sea Water 36 * 5: Sampli 36Chapter 4 Fuel Oil, Fuel Water & Ballast Water . 4.1 4.2 /44 = 4.5 4.6 Chapter 5 31 52 33 5.4 5.5 5.6 Chapter 6 qa) Q) @) (4) @) (6) a (8) Chapter 7 Chapter § The Important Points apt to be missed on Survey Chapter 9 Tanks ... Tank Condition & Capacity . General Condition of Tanks . List Correction Trim Corfection .. Caution for Tank Sounding . ‘Temporary Methods When the Ship's Light Displacement is unknown When C.F. Distance is unknown ..... : How to Measure Free Board with Measurine Tape under strong wind. . When there is no Tank Scales Constant Quick Estimation of Water remained in holds Assorted Conversion Tables . Foot — Metre ...... Long Tons — Kilo Tons . Trimming Momeni Coefficient Table (Metre) Trimming Moment Coefficient Table (Foot) Density Correction Table . Coefficicat for Trim 1M Coefficient for Trim IFt ... Russian Ship's Details .....- Example for Whole Calculation .......00e00-00eneeee none Mental Attitude for Draft SurveyChapter 2 Factors for Calculation 2.1. Displacement, etc. (1) General Shape of Ship's Hull: (Side view) Nowadays, the ship’s shapes ; are quite similar each other, except quite few special type. The general shape can be plainly divided as follows:— (Refer to the Fig. 3 & 4), (2) Parts “a” & “d": occupy 20-30% of the length from midship (marked © ) or middle point of fore & aft perpendicular (F.P. & A.P.) The widest parts and both side plates are paraliel and perpen- dicular. The displacement are biggest and make error neither by trim nor list. b) Parts “b” & “e: occupy some 10% of length from fore & aft sides of the above parts “a” & “d” and swelled in verti- cal line, but they are quite similar each other, so they do not make error neither by trim nor list. (c) Parts “c” & “f": occupy some 20% of total length from F.P. & A.P. and straigl ly become narrow to the ends. These parts are small in displacement but quite sensibly make error by tim. Nextly. the following parts including in the above-mentioned parts-(a—f). but I will note specialiy for a while to be. (é) Part “g": occupies some 2m from bottom at the lower part of “a” & “é”, and makes curve extremely and vertically except some special ships. This part is always concealed under water line, so does not make error except at extra-ordinary big list, in the light condition. (e) Part “h”: occupies 2—4m from bottom at the lower parts of “e”” & “f" andwwnward than the part "g”, but far wider than “z”, error sometimes for trim as mentioned latet~~ * downward from full load water line of rd from the upper end of exposed becomes sharply narrow do’ “Various by ship and make bi (Part “i”: occupies 1-3m of the draft, part “c”, and becomes extremely swell out upwa rudder post. Notes: The comparting the ship’s shell as above is but it will become good reference for displacement a particular accuracy and error by the trim, which will be noted later. seemed to be naval architecture, 2.2. Ship's Measuring:— ‘The ship’s shell is measured as follows:— Firstly the standard length was fixed to be the distance from the center of rudder post (A.P.) to fore end of fore = Fig. 5 stem (F.P.) at the full load water line and divided at same interval: {20 length, and full or half breadths are Fore end: 1/40 length & the other parts | measured at 1m or 4ft- (but 0.5m or 2ft, at bortom ties) of vertical interval on each dividing point and projected to the “lines (Fig. 6)”. 2.3. Calculating Displacement:— From the lines thus obtained, the volumes are measured at water lines of 1m, | or Afi. 8ft. 12ft- +» and displacement is calculated at each point as 3m,5 1.025 K. Tons) or (36 cub. ft. = 1.00 Long Tons) making displacement (1 cub. M, curves (Fi (Hydrostatic Curves) (Displacement) Fig. 7 Moment to Change Trim, raft, but neglected ~-flined) & Fig. 6 Besides the above, their auxiliary factors (Tons per cm, Center of Floatation, etc.) are calculated every Im or 4ft. dsometimes under empty water line. 2.4. Units of Displacement:— ‘The units of displacement have the following 2 styles: (a) C.G.S. (Metric Style): The ship is measured in metre and displacement is calculated in volume at 1 Cub.M. = 1.025 K.Tons. The staridard weight of sea water of 1 Cub.M. at 4°C in the world is 1,025 Kilo Tons, so it was taken for measuring unit of numerous ship in the world, and also many of the ships in the under-mentioned F.P.S. style are originally measured in this standard, and converted into F.P.S. style. . Notes: And also some ships operated on the North European Area have the other units, such as 1 Cub.M.= 1.030 Kile Tons or others. So, what unit the ship's standard is. must be ascertained. (b) FiP.S. (Foot. Pound Style):— ‘The ship was measured in feet and its displacement was calculated } cub. ft, = 60 Lbs. or 35 cub. ft = 1,000 Long Tons. Comparing the above 2 styles of units: 35 cub. ft. iat: 1.015867 Kilo Tons « However, by conversion sate is | Long Ton = 1.016047 Kilo Tons . Therefore. difference: (b) — (a 016047 — 1.015867 = 0.000180 Kilo Ton or 1.8 Kilo Tons per 10.000 Kilo Tons. 2.5 Accuracy: From the above. the measuring points to be carried out are quite plenty. but the ships general forms make gentle curves similarly, so mezsuring & calculating errors are 10 be quite little. “The most important factors are attributable to be ship’s length (L.P.P.), breadth (max.) ane depth (including draft marking errors), which was nearly to be #1/1.000. within practical accuracy . Besides the above. including the afore-seid ship’s sections, “b”, “c”, “e””, “I, “g!,“h” & “7”, which occupy quite small parts of the ship, total calculating error is to bea little more than the above. But a good deal of the above sections locate almost under water line and they will be neglectéd with 2 times of draft checkings. Notes: (a) Generally speaking. the measuring intervals of the ship are little various by size, but ship’s hull styles are apparently quite similar each other asshown on the afore-cited rough sketches. There-fore even when there isa Jittle remarkable error on a part of the'ship, total caleulating SrioF is tobe negligible, except big mistake on the principal dimension. (b) Styles of the scales and drawing order. (a) Displacement curves:— From the ship's total measurifg factors, displacements calculated every 2m, or 4ft. on draft are projected on a section paper and connected _with slender curves. This curves are seemed to be almost straight, but teking the difference a certain intervals (1m or 3ft.) it a little increases upward. (b)' Displacement scales:— . Basing upon the above curves, ship's drafts and corresponding displace- ments are graduated in parallel, (usually vertical): chiefly drafts correspond- ing to 100, 500, 1.000 - -- tong in displacement are firstly graduated and secondly that corresponding to intermediate tons are graduated, So dis: placement readings near bigger graduations are more accurate than smaller ones. (o)' Dead Weight Scales:— From the above reducing the ship’s light weight estimated from the steel materials volume of ship. is graduated in different scale as dead weight. 2.6 Conclusio’ (2). Ship building yards are quite plenty in the world and also measuring points of tach ship are numerous being different from ordinary measuring containers. so We cannot easily guess their calculating errors ofeach ship's displacements, but frankly speaking. (AY. Ship's principal dimensions, length (usually L-P.P.), maximum breadth, depth and their total multiplied volume are most important factors to decide the accu- racy of ship’s scale. . i. (OY Displacement curves: Displacements at each 1m or 3 ft, are specially accurate on reading. due to the first graduations, and according to the distance increases there-from, accuracy become a little less. (By Displacement & Deadweight Scales: the first or big graduations are quite accurate, and smaller ones are a little less accurate, (2) Some of the Ships have minute displacement tables indicated every 1 cm or Linch, and that made by the ship building yards are thought to be quite correct (under 10 tons) but that made by the ship's crew are desirable to be rechecked at several places.(3) The above auxiliary factors such as tons per em, center of floatation & moment ~ to change tim-were recognized-to have been a little irregular, s¢ they are desirable to be use after comparing with difference on displacement which are far better than, and tons per cm or inch are to be applied for 2 ft under. (4) Nowadays each ship building yards have become quite excellent both in building & planning, so comparatively new ships are judged to be quite correct, ‘and also each ship have become quite fiat on the outside in convenience of building efficiency. Notes: Even old ship cannot be always decided to be inaccurate, I have held draft survey on an old ship (re-constructed from the Japanese armie’s landing craft) with only 0.4 K/Tons of difference between my checking and the consumer’s actual weighing to be almost same as the other ship. (5) Beside the accuracy of displacement calculation, one of the factors affectable to the accuracy is in wear of shell platings to be some 3—4mm, some of which are negligible with outside painting. and also wavy dents of shell platings between frames to be practically some 2.cm. ~ 1 (6) Apparent Displacement:— We calculate displacement firstly from fore. aft and midship draft correcting for ship’s bending. We usually call the displacement before correction by density of seawater as apparent displacement. When displacement is calculated from the table, their respective numbers (order) are needed to be checked and compared roughly both vertically & transversely, whether they make some slender difference or not. ‘And displacement on scale is desirable to be based on the flat reading drafts and adjusted with the fraction by tons per em or inch. Displacement readings are desirable to be compared and adjusted in difference per 1m or 3 ft. at some their adjacent places, because their difference must make slender curve.Chapter 3. Measuring Factors 3.1. Draft 1. Draft Marks:— . Assorted full load draft marks and deck lines are indicated on the ship's aes and draft marks in number on the both sides of bow and stern and midship lines of plenty ships. Usually drafts aré read at their draft marks. The draft masks have the following 3 styles: (1) Metric Style e (2) Footinch Style in Roman number (3) The same in Arabian number (1) Metric Style: Even numbers, 2, 4.6 & 8 marks are indicated between 1 metre draft, showing respec- tively 20cm, 40cm. 60cm & 80cm at their lower edges & thickness of draft marks are almost 2em with some exceptions. Metre Footinch-1 Footin-2 * ---31M SPM-som (2) Footinch Style: Draft marks 1" thickness are indicated every J ft, of draft at the sam: the above. showing just the xx ft, on their lower edges & each 6” on their upper edges (3) As to the reading as shown on the above figure, but some caution must be taken about. . Midship marks are indicated on the perpendicular platings. but stern marks at the upper part on extremely swelled platings, and their lower edges are judged to be comparatively good on reading, but other places are feared to have some marking error. So some caution and adjusting are to be properly taken if any. (4) Full Load Marks & Deck Lines: Fig.10 Fig. 11Cargo ships more than 3.000 Gross tonnage are indicate the full load marks & deck lines at the bot! f midship, by the Marine Safety Law and also indi- cated the depth of full load marks & distance from it to deck line (both at the upper edges) on the “General Arrangement”, Notes: The upper edges of deck lines are cross points of outside plate & upper surfaces of weather deck. (Refer to the Fig. 9 — 11) When the midship marks are not indicated or draft marks are hidden under water, we calculate sometimes the draft reversely by measuring free boards with measuring tape, but we must take care that full load marks of some ships are shifted without re-planning on the arrangement due to re-construction of ships shell or change of laws. So the captain’s records are to be taken for reference in comparing the ship’s condition. Wave We are often obstructed by the wave at the time of draft survey. The waves in question have 2 styles: comparatively short waves and long waves so-called “Swell”, some hun- dred metres in length. And the figure of waves are quite similar to trocoid waves (when one circle is rolled on the one straight line, a certain one point except center & edge of the circle, traces such a line). But this figure is seen — proceed on the calm open sea, and most of the case these waves are deformed by wind during process. irregularly Fig. 12 higher and higher, and also as t depth of sea become shaliower. this character become more remarkable. (Refer to the Fig. 12) Mie. UW aa Yi The anchorage areas of the ship for discharging cargo, are usually Ne wa 2 inside the wharfs, break waters or ~ => near the sea shores. So the direction wave DAE of wind is quite irregular as shown ON on the Fig. 13 & 14 and the afore-said various waves are mixed each other and reflected from the wharfs and “adjacent ships.” 3. Ship's Labouring: ‘The ships are always moving as é shown on the Fig. 14. On the area where long swell comes in, ships are (Pching) Jaboured with some time lags on A period near the swell, and also laboured nearly on remained influ- ence of composed period of cargo = work both longitudinally & trans- 4 versely. : On the usual simple waves, the water line is to be taken at middle of the top Ame" and varley but on the triangle waves, at mr SOR corr Mean high horizontal line to be equally upper and lower areas. However, usual different waves are coming complicated each other and further-more the ship itself are also labouring as shown on the Fig. 14, Fig. 15 Consequently the waves are sometimes settled at irregular different places, so the drafts are to be read at mean point of some settling points at different heights of waves. When the waves are quite high or extremely irregular, or the ship is heavily labour- ing, | recommend using temporary measuring tubes to control the obstacle of waves. | ee Thereby show you my own tubes for reference. wey i 4, Reading Draft:— (Temporary Tube) I made the tube as shown on the Fig. 16 to control the obstacle of swell or big waves. Iris | — 0.7m of vinyl tube 1” dia, with a white flat gauge inside, and closed with caps (holed 1.5 mm ia.) at the both ends. Metal band ‘Some $0 seconds are to be taken after suspending the tube on the water line until the gauge becomes to Weight Fig. 16Chapter 1 Outline Firstly | will show in simply its Calculating Formula: calculating style on the Fig. No. 1 & — 2 under the following imagination:— %, Ly 4WzLy : Water Line of ship laden with cargo. B: The above displacement b: Above total quantity of her bunker oil, fresh & ballast water, etc. kept on board. : Water Line of ship without cargo ‘The above displacement Above total quantity of her bunker oil, fresh & ballast water. etc. kept on board. Then, the weight of the cargo "X", loaded or discharged is to be X=(B-b)-(4-a) Notes (1); “A” & “B” are calculated from the ship’s displacement curves or scale. by reading the ship’s Drafts and corrected with density of sea water. ship's longitudinal bending and trim (difference of fore & aft drafts). (2) “a” & "b” are estimated from the ship’s tank scales or tables by means of actual sounding (this datum must be corrected by the ship's trim. list and difference of density. (3) Sometimes each of the above-mentioned factors are in quite bad and unstable condition, coupled with accidents or mis-handlings. There-fore the Draft Survey is quite difficult to be carried out accurately.the water line. Up-and-down moving of the gauge is some 8 mm per 10 second near --the water line. So it-is quite efficient on remarkable waves, even when the measir: ing tube is moving violently up & down by the ship's heavy rolling. Some SO seconds before draft reading, the tube is to be suspended with cord and weight (more than 0.5 kg), and it will be quite economic for reading minutes and also the tube is quite good for training, learning character of waves even at } place vf trial, and also for neglecting the personal error for draft reading. sNotes (1) Some of the ships have not draft marks on the midship lines, and then freeboards must be measured reversely from the deck lines or full load marks (both from the upper edges) using parallely measuring tape, as to the measuring on the waves subject to the same caution. (2) When the end holes of tube are made to be 2 mm, some 20 seconds become necessary for reading after suspension. 5. Caution for Draft Reading:— 4 (1) Draft Marks are desirable to be read nearly at horizontal direction as far 2s possible. 2 Otherwise there is some method to read the draft from upper part indirectly with fine ripples generated at the draft marks’ edges and to generate intensively the ripple on the smooth water line. but such a case, some measuring tape is quite useful (refer to the latter caution). (2) Specially on the swelly sea at night. even experts are apt to read the draft some 15 mm lower than the actual How to use flash light for raft Tead- ing has 2 methods: (2) Indirectly in the water maki draft marks little dark and water surface bright, and shel (b) Directly to the draft marks wits - reflection at the water surface. SS, ‘ (3) On reading at intermediate place NN. be of draft marks, reflection of beam must be considered approx. to be 3/4. (4.cm on vertical length is look- ed to be 3cm in the water.) =10<(4) During cargo work alongside the wharf, sometimes the ship's midship draft “~'maiks are"closed"to'the wharf froat: Stich an occasion, riieasuring tape with weight is quite convenient for reading. 3.2. Stem Correction (Fore & Aft Draft Correction by trim) . Nowadays, most of the ships have their curved stems as shown on the afore-cited figures, and the draft marks are usually indicated on the fore stem, or along it with some distance aftward, and also after draft marks of some ships are indicated wholly or partly with a certain distance from the rudder post. Therefore, when the ship floating at a certain trim, mean of straight reading of the fore & aft draft marks, does not show the accurate mean draft and also does not show accurate trim. - I will explain about its reason: In the above figure 17, show :~ WL: Water Li Ke: After Draft Mark (+ Fore Per D__: The above corresponding Fore Draft Draft Middle point of Fore & Aft perpendiculars. KD Apparent Fore Draft KsDa "After K;D; — Midship Draft (neglected the deformation) Th.nK,D, is to be depth at the Fore Perpendicular (F.P. ) or corsected Fore Draft, So, riean of apparent Fore & Aft Draft = 1/2 (KD. + K, Da) ), and not to be D3 (Draft at K3 is standard point of ship’s measuring) Because distance K’ K’3 is same as distance K4K'3, but distance KK’ is not same as distance KK. Corrected Fore draft must be K,D, Draft at point K, Corr. KyKy =K3 Kg ord is a little different from the actual Draft. =A‘Therefore app. Fore Draft K;Dz must be correct “C” as the following formula:— Te ee Cal Rr Notes: 7 : Dist of F.P. to fore draft mark. K,K2 T : Trim, or different of apparent fore & aft draft (apparent trim) And also Aft Draft Marks are indicated forward of A.P. Fore draft KD," must be correct to “C,”. J, +1) but By the stern (+) By the head (—) and also corrected C; to be applied to KyDs Aft Draft to be z ¢: op +h) (+) (—) is to be contrary as above.Notes: 1 Even the fore draft marks are not alway’s indicated right on the fore . . stem, Some ships have the marks at considerable distance aftward from the fore stem. or have the marks just at the shifted perpendicular from the stem. And also after draft marks are not always indicated just at the rudder post, and wholly or partly shifted forward. Such a ship. correction is necessary for different parts. So the position of draft marks must be ascertained referring to the plan or general arrangement. This correction is also applied basing upon the straight keel. So it makes a little difference at the large deformation. but now the draft calculation is chiefly basing upon the midship drafts and it calculating error is 10 be negligible. From the above reason. even the midship draft marks must be'some- times corrected at the considerable distance from the marks to midship point.4. This correction is quite small and also makes slender difference. So to smake correction’curves former as Fig.-20 is far miore efficient to operate than the calculation at each time. How to make the disgram: ‘As shown on the Fig. 20, picking up conveniently 2 or 3 points easy for calculation on fore draft referring to the curving coridition of draft line from full load draft to near minimum draft, Gust the metres or feet will do) to calculate correction per m. or 10 ft. and project on the diagram (section paper) with draft on vertical axis & corr. on horizontal axis and putting zero point at corresponding draft at cross point of draft mark’s line and F.P, line, and take a curve of correction, 1M or 10 ft, from zero point to each calculation point, and draw the spot line on the intermediate readings every 0.2m or 2ft. without calculation convenient- ly with fraction of section paper. Distribution of continual & spot lines is quite easy to-read and small rate of rule will do. After draft correction: Where the marks are indicated in perpendicu- lar the correction is also almost straight, and it will do for proportion. (such as 1,7 cm per 1 M. ‘trim will do) . Caution: For ascertaining place ae ol of after draft marks when the = rudder post is concealed under water, a certain spot marks on the poop deck are better to be found at the enlonged draft mark line (such as free port, mast. hatch coaming and deck house frame) at the time of draft inspec- tion and the position to be ascer- tained later on the general arrange- ment. Example: Reading Draft: Fore 4.10 m Aft 7.00 m, Correction: Fore —4cm Aft +10cm Then results are to be, Reading Correction Corrected Difference Fore Draft; 4.10m —0.04m 4.06 m Aft" : 7.00” +0.10 " 7.10" Mean" 9; 5.55" 5.58” +3cm Trim i 2G" 3.04" +14cem BinsCoun Cosh Java a [NOLL asuUoo! Woors Wost or WW gg we UW Lis Wwe [0., WHO) LAVA Y eo wASIVLTV ONUOD,, S/N Iavea aos!3.3. Draft Correction for Hogging and Sagging (Draft Correction’by the ship's longitudinal bending) = *— =" ~ | (Sagging) es Ship's holds, engine room, fore & after peak tanks and ship’s each compartment are always different in loading weight throughout each condition of full load, half load and empty, and distribution of loading weight on the ship is always differ- ent due to change of buoyancy. There-fore, the ship is always deformed longitudinally due to change of buoyancy as shown on the following rough sketches, Fig. 21& 22, ‘Though ship's principal dimension (displacement, length. breadth, depth, etc.) are all measured basing upon the bottom keel line, being supposed to be straight at same intervals both longitudinally and vertically and the factors are calculated in paraliel 10 keel line (except some ship basing on a certain trim.) And also the ship's draft marks are fixed on the shell plate basing on the keel line. Soa certain correction for the afore-said ship’s ¢e formation is always inevitable. Sagging: Mean of Midship Drafts deeper then the fore & aft Hogging: Opposite of the above Assorting the deformation as distribution of loading weight on each compartment both loading and empty condition as foliows:(1) Nearly Empty Condition (Middfé Engine Type) (After Engine Type) eee ele er (2) Nearly Full Load Condition 1 [ a io o[9) 2 Joje; Usres oo —— Fig. 22 (2) Engine Room Section: Occupy a big part of the ship and have a considerable weight constantly of main & auxiliary engines and quite little in change of weight of fuel oil, . fresh water. etc. and have nearly same weight both empty & loading (Notes) After engine typed ships use to take a quantity of ballast water in her F.P.T. 2 condition. (b) Hold Sections: Occupy the biggest section of the ship and bigge: between loading & empty conditions. (Maximum dead weight of ordinary cargo ship is nearly 1.5 time of her gross tonna; (c) Fore & After Peak Tank Sections: These sections are far smaller than the other sections, but they are located at both ends and change of loading ballast water has an affect remarkably on the ship’s bending. Besides the above, the ship's proper construction has an affect on deformation due to unevenness of reinforcing materials. as shown on the Fig. 23. ru rs is change of buoyancy ailtieCaution: Such a deformation is not always harmony with the same distribution of loading, It is-various by term of loading-and affection by ships’ labouring” ‘on waves during voyage with the following outline. However, because difference of drafts due to ship's deformation is practically few percentage comparing with the ship's length. the following formula was made approximately without minute measuring supposing that distribution of the ship's partial reinforcing is even and taking standard form of water plane figure. 4b= wo (4Gn — Ch )dxT Notes: 48 : mean of fore & aft drafts Cy > water plane coefficient d : difference of drafts by deformation TT: Tons perem Applicating this formula to the 2 occasions of model ship to be (2) nearly full load condition: (b) nearly empty condition: Water plane coefficient: 0.85 Water plane coefficient: 0.75 . (83%) . (75%) 40 =} (1-0.85-0.85") 48= (140.75-0.75") = 0.792 80% From the above. in convenience of calculation. correction of 3/4 of total differ- ence of drafts between mean of fore and aft and midship mean was to be corrected to the midship mean (Hogging: (-) & Sagging: (+)) Water Plane Area Notes:' Water Piane Co: “LPP. x Max. Breadth x Max. Breadth ient = 3.4 Displacement Correction by trim Ship's displacement (or Dead Weight) is calculated basing upon the even keel (parallel line to keel) to the estimated corresponding with optional draft. ‘The ships can not be kept almost at even keel or small trim during operation with the following reasons: (a) The'ships are different in shapes bow and stern. (b), To take a trim by the stern is efficient for sailing, both on propeller & rudder in the loading condition. (c) Far big trim must be taken in the empty condition likely due to the above reason. mf Bien‘There-fore, change of trim must be considered inevitable for draft survey. “This trim-correction has the following progress: —~ 1, Caleulation by the CE, (or Center of Floatation) Basing upon the Oyiérs Rule, “Ship makes a trim at the center of Gravity (Soatation) of water plane”, in the other words “when the ship is changed at 2 certain trim without difference on the displacement, new water plane surely passes at the Center of Gravity of the original water plane.” Basing upon the rule, the ship’s actual displacement is to be slided at the center of gravity of even keel water plane of the mean depth. 2 In the Fig. 24, showing: (a) LPP. : Length between perpen- dicular (F.P. & A.P.) (m) ‘F/em : Tons per cm immersion TPO (Displacement per cm) C.F. : Distance of C to F (m) T + Presented trim (m) C Middle length between perpendicular F & A F —: Center of Floatation of Fig. 24 water plane 3% Then correction (Tons) = F. Li UF" & D and opposite side «-- (=) (b) For “Foot-inch” Ship:— LP.P., T & CF. all to be in ft. ¥ fem to be changed into Fin. But when Po’ aT LPP. x 12x Flin a Correction (tons: Notes: In the above 2 formula, unit of tons all must be same. The above formula is lifnited with term. “ship's shell is vertically flat on side” likely as Fig. 25. . Fig. 25 However. there is no such a ship in the worlc. In the recent years after engine typed ships become quite plenty, and also the ship's trim become bigger and bigger. So this calculation has made big error and addi- “tional investigations were done repeatingly. The first step is actual calculation by —19-the ship’s lines. (This correction curves or table is mac together with Seneral drrangement préviousl by the ship building yard 5 which will bé explained in next item.) In this calculation, the correction is right ©) in proportion to the ship's trim. TI curves have in general nearly 3 styles: (a), (b) & (c) as shown on the Fig. Dist. CF. is taken horizontally from the draft and measured from midship with rate, such as 1 em = 10 cm. (some of them measured from A.P.) Notes (1) Point “F” in general locates to the aftside near the full load draft. gradually moves forward according to the draft being shallow, and D ea F moves aftward again near the light draft. (2). There is other curve lines ranging to C.F. curve so-called (C.B.) Center of Buoyance. (C*} corresponding to C.F. curve (C1, It is total multiplied with distance C.F. & water plane area. 50 it is not to be appiied for this calculation. 2. Actual Caleui @) —&) © | Fig. 26 s of Bon Jean Curves:: This curves means total cross area of ship's each section on the ship’s draft. In the Fig. 27 Area OABCDEFGHO means ship's cross ares of a certain section. (Point 0. 4. B, C&D are located on one perpendicular straight line an lines HAI, GBJ. FCK & EDL are horizontal lines) Now Plane OAHO is measured in dist. Al OAGHO é BJ OABCFGHO CK The curve OIJKL is called Bon Jean Curve, or total cross area of ship's each section ‘on the ship's draft. In the undermentioned Fig. 28 (Whole Bon Jean Curves). WL means ship's even keel water line at a certain draft. WL’ “water line with some trim at the same mean draft, and Bon Jean Curves line from the bottom point of 0, 1,2--+ 10 (ina fact the sections are further-more divided in 2 or 4 equal length). a0Total Cross areas at cross points of trimmed water ling WL’ and perpendicular line at 0. 1,2+++ 10 are measured respectively to be distance of spot lines AB, CD, EF... ST and also same cross areas thus taken from even keel water line WL to be CD’, - EP... ST. ; = The result is to be difference of (a) Total Volume means sum up of each area AB, CD, EF... ST, and (b) the same thus taken -- + ofeach areaC'D', EF’... ST’, Notes (1) For this calculation J have tried to take these curves from each 1} base point (fore and aft) in dig rule on a section paper and to calculate the fore and aft ends in volume .d obtained quite good results. (2) Ina fact, some ship building yards make the correction at each trim on whole drafts to curves. This curves have the following 2 styles:— No. 1 Style: Mean drafts and correc- tion are taken on 2 cross axes (right angle). and correction makes a curve every trim (straight line at zero correc- tion means even keel line). The curves are a little unsymmetrical parabolas nearly at same top point and bigger trim curves are sharper. No. | Style:we No. 2 Style: No.2 Style: Ship’s trim & correction ‘are taken fespectively on 2 crogs axés and each mean draft makes a curve, ~ The ships’ correction curves are general- ly occupy a part of the left side figure. Notes (1) The styles are different in easiness to be operated by cross of curves. (2). The 2 styles of curves being Mp-3m combined, the reading at intermediate places will become easier and also the mis-calculation will be easily discover- ed. (3) Correction by this calculation is most correct. (4) Ihave calculated the correction of about 50 ships all with quite accurate results. (5) Figures of the ships’ correction curves by minute calculation appear well the characters on each section of the ships extemal form comparing with the others. .° This correction are looked to be quite delicate near the full load draft of stern and lower part of bow. (6) Ship's displacement is basing upon the dimension (LxBxD) as you know. but this trim correction upon the midship point. So, the dimension is not so affected and also enlonged ship's correction is almost same as the 01 (7) This correction occupies quite few percentage of the ship's total displace ment as same as the other corrections, so except when different of drafts become small and change of trim become big, it is generally negligible. Combined Calculation of C.F. & Trimming Moment: (No. 1 Correction: C.F. Calculation & No. 2 Correction: By trimming moment: However. quite few ships have yet the afore-said factors. So the above-mentioned temporary calculation was invented from the presented factors. The one of the representative method is approx. calculation of the afore-said C.F, calculation with adjusting of the trimming moment. Thereby explain as follows: Total Correction = (Correction from C.F.) +( 47W or trimming moment) but the 2nd term is, (cor) eo ()Metric Style Ftin Style , aM pte 2 aM ty #W=50xL TD (2) “w=6 xLG) Q Notes: L: LP.P. (m) L: LPP. (ft) 2: uim (") t:touim (") am Dif. of trimming ay _ Dif. of trimming Moment at mean draft (per ft) =>: Moment at mean draft (per mette) Notes 1. Correction by C.F. is (+) or (—) by direction of trim & Point “F”, but this correction is always (+) regardless the direction of trim, " When this factors are not found, it can be diversed. dz” 30x77 B Trimming Moment = (perm) (per ft) _oM _ 30°T]- TE az B Notes:— 7.7, & Ts : Disp. per em (or inch) B+ Maximum Breadth (m or ft.) Calculation by Trimming Moment: We hereby introduce the calculating process as follows:— ik Fig. 29 In the above figure:— WoL, means Even Keel Water Line. & WL means Trimmed Water Line as the sanie Mean Draft. So 4, difference of Displacements between the 2 water lines. shows the 2 sides of wedge-shaped portions, Decided 2 cross axes, 2)" vertical & x horizontal as above.Horizontal Areas AA’ & BB’ to be ~~ “Gee tand 7 2f- vee j y Now spread formula “)"” in the Taylor Series” around the axis, z=d, =a om goat Gh (Suffix “0” means value on the center line W’oLo) yout eae SE aestant 2f yde=2y,ztan d+ ie tang 4 2bztanby 3! Further-more integrating the above all over the ship’s length, AV different of displacing volume between H'L & WoLo is to be : 2 6 v= 2tan6 f verde tat Btan’e 2 tand f yee oh Taken water plane area on H’pLo to be Ay & dist of C.F. to be J aftward. 2fypzdz=Al The above formula (4) & (5) are concluded to be correct and harmonized between the trim and displacement. The afore-said formula (2) (C.F. calculation) is corresponding to the first term of form (5). : There-fore. calculating error on C.F. correction is attributable to neglect the terms after Ge ‘on formula (5). Formule (4) is basing upon the midship (4. ) as foundation, but also even at the point "“F” also hold good, Then the first term y,2dx to be zero and the terms after the second term are remained showing calculating error only on rule (1). -24-Now it being as 477, ryadt ty 1 #hity Oia Da ae Notes: In the above formula, /) & J, are integrated around the point C.F. and the terms after (f° are negligible and only first term may be calculated. No. 2 Moment of Inertia of length & direction around C.F. on the term (7) is bigger as the trim being bigser. SoG, is to be always (+) therefore 4? Vis to be also (+) and become a far bigger as the trim increased. This different of displacemerit being converted in different of draft to be fy 1 @f ty after all ates 4047 Shifting the water plane as above makes the displacement to be same as on water plane W’gLo- Lis so-called aifferential metacentsic radius, marked ? a ats Bee ‘There-fore distance between point C.F. and cross point of water plane Wolo & WL’ (new) to be e,t ID New water plane H"L' is contact with circle (radius a ). which is also contact with W'pL» at point C.F. as shown on the left side figure. Fig. 30 (This center is differential metacentes) It is concluded to be “when water plane turns around differential metacenter, the displacement is to be constant”. Nextly 4? V being converted in displacement to be dij ,t¢ ED trimming Moment percmtobe M= WCLGM) 100L but usually as LBM = is substituted for LGM. ve w @ 1.0257 100L 100L Ms: 1.0251=100LxMMetric System w= s5qL tM (4 awa sol 7) Simplified to be : aM tt gx 50x Ty L az. L For convenience of calculation, 2% being taken ut, 504 & 6D are indicated as coefficients on the attached tables. Notes (1) 2 perm. or fis to be taken extensively as far as possible inside the actual trim, but there is a little big error comparing with the dis- placement in the small scales. . ) This adjusting (No. 2 correction) is induced by thet the ship's shell become bigger upward, straightly and also it is quite similar both at fore part and aft part, or the value is same at one trim & one mean draft regardless of the direction. There-fore. the corrections to be calculated are all approximate except by "Bon Jean Curves”. (3) Asto the calculation error. the extents of trim occupy very small portions of the ship. so it is said to be quite small percent: for the total volume. But big change of trim on the small difference of drafts turns out sometimes big difference in percentage. (4) The above temporary coefficients are very convenient to be indicated in curves and multiplied by SB. (3) Trimming moment curves of some ships are mis-indicated in measur- ing rates and sometimes can not be found easily. Such 2 case, firstly to take the difference per I ton per em or inch at 2 or 3 places of draft. and later to distribute it on the tons per cm or inch per | m (or ft) on the presented draft. (6). The center of floatation is to be measured from the after perpendicu- lar of plenty European ships., (7) Some of the ships, displacement correction, which is right in propor- tion of tzim, means just the C.F. calculation in spite of indication as itis. So it must be adjusted with the No. 2 correction at least. a6. _The Utility of the 3 Correction Styles: (a) Ship's Type suitable for C.F. Calculation (only). : Fig. 31 Distance of C.F.is quite few percent for the ship's whole length and also extent of trim is quite small, so this calculation may be nearly correct. (>) Ship's Type suitable for the combination of C.F. Calculation & Moment Calculation. Ship's shell being vertically straight, By some explanation, this utility is basing upon the percentage of the trim for ship’s length, but for such a typed ships it is extensively suitable. Ship’s type unsuitable for the above correction. Ship's shell makes vertically swelled both or 1 side of the fore and aft parts. Ship’s water plane become quite irregularly different in area. Fig. 33 Comparing of the above 2 corrections. (b) & (c). Moment correction and the Bon Jean Curves are compared on the same ship with the following results:— Notes: Correction curves of the following ships by my calculation were tested for 2 years with quite good results. Example 1:— !S “JASNOMORSK” LPP. 95.8mxB144mxD79.0m G.T. 3340 Nationality: U.S.S.R. Type: Popular Built at: Dantsig, Posland A:Moment Corr. B: BonJeanCurves C: A-B (A) (B) (C) () M.D. 6.5m Trim Im #1QIMyr +12.8Myp +0,7MyT (@) M.D. 6.0m Trim 1m + 5.0" +70" +2.0 " “ om a7 * +24.0 " +69" 7(AL, = (By. AO). Trim Im = S.0Mpr = S.2Mpr 40.27 * 2m -48° -32" +16" "3m -07" -62" +469" (4) M.D. 4m Trim Im -10.5 * wa * ‘= 2m -16.3 " 41S “3m 18.4" +5. (5) M.D. 3m. TrimIm = 15.3 * +12" ° 2m 26.7 * +41 3m 0° +88 4m 37.4" 21.2" 416. Example 2:— S/S “WLADIMIR ARSENIEV” LPP. 101.5mx B13.8m>» D8.0 G.T. 3,815.66 Nationality: U.S.S.R. Type: Fine Ice Bi Built at Dantsig. Porland eaker Type with finé curve outside tay (B) (Cc) (1) Mean Draft 7.0m Trim Im +10.7M;r 0 -#18.3Myr + 7.6M/r (2) Mean Draft 6.0m Trim Im * " +116 * +45" (3) Mean Draft 5.0m Trim Im = 3. —86~ #3 a +71" +82 “3m = 70" 427.0" 420.0 “ (4) Mean Draft 4.0m Trim Im - 96" -85" 41.1 "lm =13.6 -85" +5. * 3m -i1g9 "#24" 4143" (5) Mean Draft 3.0m Trim im -141% -118" +03" 2m =i * -14.2" +45" "3m 19.7" - 54° +143" 4m -15.4 418.0" 433.4"(6) Mean Draft 2.0m (A) ~~ > {Br a- Trim Im -11.7M;t = 10,8M;T — +0.9MyT “ 2m -164 " -149 " +15" “ 3m -141 " -10.2 "43.9" “ 4mf -48 " +48 " 749.6 Synthesizing the character of trim corr, (a) For ship’s shell vertically straight, the moment calculation is suitable for correction in quite few error. (b) For the Curved part of the stern, both corrections make biggest error, and according to trim being far bigger the difference will be less contrary. (c) The lower part (vertical curved shell) is remarkable, nextly to the above (b) ° and according to the trim being bigger, the error become far bigger. (a) Specially for the above (b) & (c) combined each other, at the quite big trim, calculation by Bon Jean Curves is only suitable for correction, Further-more comparing of the Moment Correction was applied for 20 ships respectively by the 3 groups with the following results:— Notes: The following percentage means difference for the No. 2 correction only. ‘Small Middle Big . 2000 GT under 2000-6000GT 6000-9000GT (2) Nearly Full Load Average Average Average Trim Im 40% (30-55%) 60% (35-95%) 60% (22-100%) 2m 80% (60-10%) 695% (40-130%) 82% (44~120%) (b) Nearly Half Load Average Average Average Tm Im 20% (10-30%) 26% (18-106%) 20% (5 “2m 34% (22-55%) 41% (20-63%) 30% (15-39%) 3m 45% (15-74%) 51% (25-76%) 41% (22-87%) (c) Nearly Empty Average Average Average Trim Im 15% ( 71-22%) 7% ( D-15%) 15% (10-30%) “ 2m 29% (20-41%) 15% ( 24%) 28% (12-58%) “3m 39% (17-74%) 25% (18-28%) 35% (21-75%) 4m 41% (30-81%) 30% (24 50% — If you want to adjust the difference on the No. 1 & 2 correction, you have better refer to the form.of ship’s shell, (tons per¢m & Trimming Moment taken on the scale and ship's shape between the even keel and trimmed water lines. (a) Vertically straight shell : Almost negligible. {b) The curved part of shell, trimming moment or tons per cm have a little remarkable curves : To be adjusted a little.()__ Inspite of curved part but the auxiliary factors shows straight nearly to be corrected @ little more. Notes: The displacement correction by trim is not always completely correct, except by the Bon Jean Curves, so you have better offer to the master to take properly pallast water or fuel oil for minimizing change of trim during cargo work. No. 1 Style M/S “SAM KYEUNG No, 2” [MEAN DRAFT] 2M /T +10M 7 s20M-T +3087 +408 T DISPLACEMENT CORRECTION CURVES (A~B) BY TRIM. (BONJEAN CALCUL) ¥ = 30No. 2 Style S/S “BAAIMHP APCEHBEB (VALDIMIR APSENIEVJ" DISPLACEMENT CORRECTION CURVES BY TRIM BY THE STERN LPP-101.05M x B 14.6M » 6.03MD 3 GT. 3815. [CORRECTION A-B] #20M/T. HoM/T ° =10M/T -31-Example for Trim Correction: ‘The No. 1, 2 approx. displacement correction by trim is quite convenient to be calculated beforehand in whole draft as shown as below: Ship's Name: M/S “TAI CORN”, L552" x B82' x D45.3° Mean Draft: C.F., Tonsfin, dM/aZ (+t) (1): C.F. Calculation, (11): Moment Calculation, Total: a S-0"A, 96.6r 58 Et () MD22:7-2.5F, a) a) Total Tim @ * $31st + 5.8r 437.3 42.81 +63,0 423.2 486.2 ’ 85.6 (2) MD32: -F=2S"A 96.01 60H “9 -1284 46.00 426.1t° (8) MD 20: 8-7.5F, 424.0 464.2 Trim 3: -50.7t @ 94.8 64 ht 6: 101.5 + 6a 4121 9: 152.2 425.6 435.9 (9) MD IB: 9-6F, (4 93.8, 62 Trim 3: -55.4t = 3.5 6: -1108 +248 + 5.40 9: -166.2 a2 -221.6 “ 92.0%, (10) MD16: 10-SF, + 5. Trim 3: 60.38 +208 "6: =1205 +458 "9: =180.8 wat -241.0 ra $i, 46% (I) MDI4: 11-5F, +48 65.8 +184 131.7 +405 ‘And taking the above in curves on a section paper as shown as before, is quite economic * in working hours (some 5 times of working time hours will be completed).3.5 1. Pp Density of Sea Water Density “The ships are being operated generally on sea area, so their displacement and dead weight are calculated basing upon 1M?=1.025K/Tons: the standard density of sea water in the world, but the water areas of the loading and discharging the ship's cargo are chiefly near or inside the ports and always poured with 2 good deal of fresh water from numerous rivers, (There are sometimes far upper course of big rivers.) ‘And also temperature of water is always various, so they havé always an effect on the ship's draft, there-fore displacement must be corrected by difference of density from the standard to actual) everytime of our survey. Measuring density has 2 methods, (2) usually by hydrometer and (b) by density level, with the following detaiis:— Kind and Selection of Hydrometers:- (a) a4BC: basing upon 1M 1,000 K/Ton at °C. That made in Japan is almost belonged in this kind, and also they are to be read at the upper surface tension of water (refer to the Fig.34). (o) GI3C: basing upon 1M*=0,99913 K/Tons. or 1 Cub. M of distilied water is 0.99913K/Ton at 15°C So the reading with this hyérometer, multiplied by 0.99915, will be the same at é22C hydrometer. This kind of Hydrometer remained on some of S.G. Level. - tc) GF: basing upon the weight of distilled water at 60°F (15.6°F) This standard remains for o} 1,000 Kg or 1 Cub. M. of distill water is This must be corrected 10 6 C with the following teble Density (or Specific Gravity’ reading as same as a7 C. -33-Buoyancy for Correction Disp. 1.000 tons tons 24.39 23.41 (1,004) (1,005) ¢1,006) 41.007) (1,008) (1,009) 1.010) 1,011) 64,012) £1,013) ola) 1,625) geg.02 - 41.026) 1000.00 0 1.027) 1000.98 + 098 1.028) 1001.95 + 185 Notes: The common index error is +] graduation as same as the other measurers but actual error is comparatively big by manufacturing. So. the hydrometers must be always compared with standard distilled water or level. Tq‘The other methods except with hydrometers. @ ‘S.G. Level In the left side figure, To completely sunk the buoy tobe, “cin the test quid “a”, a: Test Liquid adjust & kept horizontally the on arm “f” with 4 p'cs. of indica- Indicator 4 p'es. tors “d™ on to be read the number at Fe. 35 (10 places) measuring points and decimal e order shows with 4 indicators from biggest. “This method is not usable everywhere. but it is most correct for all the liquid. (b) Weighing ‘Accurately measuring 1000 ce 6f test liquid with mess cylinder. actual net weight in Kg is to be density. When 1000 cc of water weighs 1.019 Kg, density is to be 1.019. But change of temperature after measuring has not affect on it Density Correction When displacement at standard density ().025) shows as I’ and density of water around the ship as d, the corrected displacement is formulated 10 be Wewx —S- 1.025 and also Correction or W—-W" = Wx "5s Notes (1) Made the Coefficient “W—K"”" on the table, itis quite easy and convenient for calculation. (2) Comparing measuring density with draft correction is es follows: ‘Water around ship — Water in sampler The ship ~ Hydrometer Ship's draft — Hydrometer's graduation Temperature around ship — Temperature in vessel (Refer to the Fig. 36) -35-(3) Some years ago, this calculation was being applied on the ship's - -Grafts as correction, but the ships are not cubic, so the results come~ to be approx, and also calculation is quite inconvenient due to more number and order to be taken. 4. Samplers of sea water The samplers have 2 styles of (a) botile type with plug and (b) cylinder type with bottom piston, because of picking up water at the volantary depth. Notes (a) The removable piston is quite convenient for cleaning the sampler. (b) By the Japanese Industria! Stand- ard (JIS), sampler is ruled to be bie sufficiently to make vacant space more than lcm around the hydrometer. Fig. 37 Sampling ea water density (this occasion) was to be taken from 1—4 layers usually around the ship. The water area of draft survey are quite various in density as exp! previously. due to high and low water combined with pouring of river water. Specially in some ports at or near the river mouth. it is remarkable in character: viz. almost fresh water on the surface and 1—3 metres under, it is suddeniy changed nearly into standard density, and further-more it is quite various horizontally by pouring course of river wat And sometimes alongside the wharf (specially at the big factory) 2 quantity of fresh svater is sectionally poured out. There-fore such a local characters must be understood previously or usually as much as possible. And sampling ters is to be decided combindly with the ship's drafts an¢ the local character. ined At the sampling layers, upper layer is to be taken early such as 3ilayers : 13% 50% 85% 20" i 25% 1S% Irregular difference of density by layer is to be adjusted properly, and 0.7m from the water surface is not suitable for the sampling, except in special cases, because it is apt to be affected with air temperature. ~ agAfter all, the sampling layers is to be decided referring to the ship's displace- ment and thé local character. Notes (1) The sampling is to be taken from the upper layer. (2) The ship’s ballast water taken during the cargo work is to be corrected with actual density near the inlet pipe opening. (3) Sampler is to be always well washed and dried up not so as to remain salt which was taken at the previous Survey. The melting into water makes difference on reading density. So the bottle type sampler is quite dangerous. (4) Temperature of sampler’s shell is to be kept near the sea water (by putting into the water for a while). (5) Drips and other materials stuck on the hydrometer are to be swept off: drips above the water surface make the hydrometer sunk and density low. (6) Temperature correction is not to be applied for the reading density so long as no change on the temperature during sampiing sea water. Temperature is one of composing factors of density. -3t=Chapter 4 Fuel Oil. Fresh Water and Ballast Water 4.1 Tanks: The ship’s bunker oil, fresh and ballast water are always various during operation. There-fore the sounding is essential for calculation of them at the time of survey. We usual check sounding the ship’s all the tanks and’ estimate the quantity in volume by mean of their capacity table or scales and convert in weight by multiplying their density, but most of the tanks are closed and invisible so sounding with sounding lods gr steel tape'is ordinary and accurate method except some small tanks with gauge glass. However excellent we may be, it is impossible for us to estimate correct quantity of bunker oil, fresh and ballast water in tanks without sounding. Even when they pumped out clearly the water. some water remains in big tanks and also even when they filled with water into the tanks. some vacant spaces are often remained, and also it is impossible to estimate the quantity of water taken out the tanks from the pumping hours, because the dia. of pipe lines are quite small for tank capacity. ‘There-fore there is often big mistake the quantity without tank sounding. .2. Tank Condition & Capacit Firstly I will explain about general forms of the tanks. Ship’s bunker oil, fresh and ballast water are always various, so the tanks have capacity scales respectively, their styles have, (1) Styles (21 Vertical Graduation Style: Sounding and corresponding capacity are graduated vertically in paraliel, both even keel or every trim. (b) They are indicated parallel in number. sounding unit to capacity both at even keel & cach trim, (c) Curves: Sounding capacity are indicated by curves at even keel and by trim, on the 2 axes crossing at right angle. (2) Units And also they are assorted units of capacity as under. (a) Cubic Meter: Fresh water to be Kilo Tons straightly and sea water and bunker oil to be kilo tons being multiplied by their density. (b) Capacity in Tons: Fresh water, ballast water bunker oil and lub. oil are indicated in tons basing upon their respective standard density’ so when there issome difference on the density between the standard and actual, correction is to be applied on the capacity. (c) Cubic Feet: Fresh water is to be long tons being divided by 36 Sea water is to be long tons being divided by 35 = 3BOils to be long tons being divided with 36 and further- more multiplied by the density. (a) Etc. used for domestic tanks (fresh water), service tanks Barrel = 0.158988 cub. m= 42 U.S. Gallons US. Gallons = 3.783 littre = 0.23809 Barrel. Notes: Units of Capacity are quite various, volume of table indicated in metre (sounding) is not always in Cub. M. or concerned unit and thet indicated in feet in sounding is not always in cub. ft. or corresponding to long tons in capacity. ° So what unit the capacity are indicated, must be ascertained from other factors as much as possible, such as on general arrangement. 4.3 General Condition of Tanks: (a) Double Bottom Tanks: They are comparted with bottom plate. bottom plates of holds and transverse bulkhead. as shown on the F-1~F-3. Fel is in most popular type and bilge well (V type) at the both sides. F-2 is plane on their top plate in whole breadth. ‘And they have bilge huts at their aft end, which are shown on the General Arrangement. F-3 Tank included the whole bilge well. bulk carrier typed ship have this style. The above tanks are generally horizontal & fiat on their tank top plate, but some of them Fig. 36 have a gentle slopes or partial step. But the condition can be easily understood woro{ EE ROOM } woo referring to the general arrangement even an ee ee . '=y ‘ipB TKIDE TR! old ship. Fig. 39 HA HA I — (bo) Deep Tank: a part of hold is comparted | DEEP off by transverse bulkhead (chiefly lower hold), in which some cargo is stowed therein or L. ors ballast water is taken. Fig. 40 ee)The bottom plate is to be tank top plate of double bottom tank but aftward tank of 3 island ship have shaft-tunnel compartment being unsymmetrical difference and further-more tank top plate was arched longitudinally or trans- versely and also hatch coamings. (c) Tank: located tween deck space, This bottom & tank top plate is correspond- ed to the weather deck or tween deck. (d) Fore Peak Tank & After Peak Tank: Both end of sections are separated with transverse bulkhead, so they are quite high s tanks and also quite irregular in capacity in whole depth, >, and further-more gentle sloped for both : ends on the tank top, and some of the Fig. 41 Fig. 42 AP-T. are separated off at after end to be stern tank. (e) Top Wing Tanks (or Shoulder Tanks): _L___ Top wing sections at both sides of hatch coaming of holds WT chiefly bulk carrier ship) are separated off to be top wing | tanks (or shoulder tanks). Tank top is both wings of weather : deck plates. so it has gentle slope to the wings, when its ship SIDE! | is emptied, some of the ballast water is taken for top heavy, v Fig. 43 Cl the depth is not so big, but capacity is quite uneven in whole depth, and some air spaces are apt t0 remain by the extents of filling. HOLD 44° List Correction: The ship's list is inevitable for the ship as well as the trim, but most of the tanks’ sounding pipes can not be fixed at their center in obstacle of exterior fittings. There- fore the consequential list correction is also unevitable but most of them, it was fixed at symmetrical position on port and starb’d. Their opposite tanks in general used to be negligible but accurately speaking, the sounding must be corrected on the trans- verse distance between sounding pipe “S” and the center of the water plane. By the left side figure, shows, T, &T, : Tanks 5S, &S, : Sounding pipe C&C, : Center of gravity 1: Corr. distance, list angle 7 : Correction ~40-Corr. r is to be Cor, r=1< tard Tan 1” = 0.00173 And also there is another method introducing from difference of midship draft (port and starb’d) and maximum breadth and list, but the mark, list direction, sounding pipe from the center of gravity “C” same'side (+) opposite side (—) but this correction is needed nearly empty or full except the special tanks. 4,5. Trim Correction: For calculating quantity of water and oil in closed tanks, sounding or ullage is usually taken through their sounding pipes, but most of the tanks have not their sounding pipe at their center, and also the ships are not always afloat always at even keel. There-fore a certain correction of sounding or ullage is need for trim and list. The correction can be approx. estimated by the following formula: Notes: (1) J : longitudinal distance between the sounding pipe and the tank’s center of gravity T: trim, L*: ship’s L.P.P. (2) Sounding pipe “S” is located: (—) Same as direction of trim (deeper draft) from the tank’s center of gravity. (+) the opposite side (3) Some of the tanks have their sounding pipe at the outside of the tanks (such as upper part of F.P.T.), even such an occasion, the correction is to be applied as above. (4) However, when water or air space remained as same as V, or V; in the Fig, 45, the quantity must be esti- mated by another method (Refer to the latter explanation) (5) When sounding at the after end of tank is same as its trim correction aithe volume of water is nearly 1/4 of the volume at the-epperent sounding of no list even keel. Fig. 45 (6) Estimating the sounding correction ofthe ranged double bottom tanks (or top wing tanks) can be easily checked by size of tanks. (7) Most of the tanks are composed with a part of ship's shell and quite similar each other both in style and construction, So the remarkable errors are not considered in capacity, but some minute errors are sometimes found on the sounding correction, and zero points of sound- ing and capacity, Most of their errors can be easily discovered by us ina certain extents, referring to the principal dimensions of ship and tanks, and also some mistake on trim correction, if any, can be easily discovered with referring to the tank and adjacent tanks on their dimensions and ship's frames and stiffener's spaces. (8) The afore-said corrections can not be applied for the condition both nearly full and empty. (refer to the temporary method showed later.) (9) Some tanks have their sounding pipes lined into the tanks (double ‘bottom or deep tanks) with a certain curve likely to Fig. 46. ‘Most of the tanks have chock plates at the bottom of the sounding, where 2 quantity of dead weter or oil are found concealed, and also sounding correction is seemed to be imperfect. It is not only incon- venient for the calculation but also the leaking water is apt to be missed at the time of sea casualty, So it is desirable to be moved at the outside of web frame flange like an attached figure. 4.6 Caution for Tank Sounding (a) Sounding the bunker oil, frech water, ballast water and bilge water are desira- ble to be taken altogether as quickly as possible at the time of draft reading, otherwise from the group to be supplied or taken out in a hurry. (when bunker oil is to be supplied in a hurry at the time of arrival, it is to be sounded firstly, and the others later on the new trim after supply.) Long hours of sounding the same group, have made much difference in total quantity, by leaking or intentional shifting to other tanks. -42—Specially from high level tanks (such as F.P.T., A.P.T. & Deep Tanks) some water often leaks down into the other tanks ofits own-aecord-through. the pipe lines, and also make miscalculation due to change of trim. Caution and announcing to engineers in charge is to be ascertained every time. Short time of sounding can be avoidable from such a kinds of accidents. (b) Rubber cord (marked every m. or ft.) was quite convenient for sounding and algo ste! tape with lead and water ribbon or marking chalk were yery good on my experience.“ (c) New hemp cords is quite dangerous for high tank sounding. It will become uncertain even 2 or 3 times. Such an occasion, double measuring is comparatively good for few tanks: firstly full tank height (from upper edge of the sounding pipe to the bottom), and nextly ullage (from the sounding top to the water surface) on the proper enshortening just m. or ft. . ° Minutely explanating, after measuring full height, to take just m. or ft. on the enshorting length on the cord and to take fraction on well swept sounding rod. (4) This method must be done steadily and accurctely, and never omit the effort, with sufficient preparation of working materials. (2) Now-adays most of the ships have diesel main engine and consumption of bunker oil is quite little during the cargo work, so much attention for bunker oil is not necessary, except some case of leaking tanks. (2) Attention must be taken not only for oil and fresh water tanks, but also for the ship’s sectional compartments at the time of survey, such as engine room (bottom), shaft tunnel. etc. whether some water is accumulated or not. (g) At the time of initial survey, all the preparations are to be done for change of condition and circumstances to be supposed at the time of final survey, such as adjusting imperfect points. the whole and auxiliary factors for them, and general condition of compartments, where water is apt to be accumulated, pre- calculation or investigation of sounding correction and hint for ascertaining the full capacity of tanks. : (h) At the time of sounding, the measures are taken slowly at the water surfaces and the bottom of tanks end quickly on the other processes. Shocks to the sounding rope make the water ripples and also some 1.5—3 seconds are need for bottom touch on the oil tanks, and also shocks to the ship's shell affect to the sounding 1—4 second later. (i) Filling process of water into the tanks on a certain trim is to be noted as follows:— AmThe water surface rises up to the after end of the tank top plate, under normal condition, but there-after the surface rises up rapidly to the condition and water over-flows through the air pipe remaining some air between the } over-head beams, meanwhile, the water g overflows together with air for a while q until remained airi8 completely taken wi 1 out. (Fig. 47) a This No. 2 step, when the filling is interrupted | or 2 times, babble will Fig. 47 . easily escape out to be clearly ascer- tained by ears. G) During filling water in tanks, their sounding holes are desirable to be kept opened, otherwise opened them just before sounding, their inside water surface will be fluctuated violently with the remained air, to be waited for some 2 minutes. (k) When deep tanks and double bottom tanks are filled with ballast water gauges sometimes rise far above the tank tops. Total heights of such a tanks are desirable to be measured beforehand, and ullages can be easily ascertained by rough measuring. (@) Tanks for high viscosity oil (S.G. 0.92 up) use has some oil residue is remained even at the time of empty. So the sounding can not be correct. (m) Wavy dents on the top plates of double bottom tanks are factors of minus in their capacity. (n) Assorted tanks are Closed unseen as explained before. So some cautions are desirable to be taken for concerned circumstances: viz. When big difference of containing water or oil in the wing tanks must make big list of ship’s shell without distribution of corresponding weight, and pumping out of much ballast water makes dirty (rust or oil residue) on the sea surface. (0) Capacity of tank does not include its outside pipe lines, unless otherwise semarked. The lines usually working are judged to be nearly full constantly, and that just after pumping out the water from the tanks to be nearly empty. Whether the lines are nearly full or empty, can be checked indirectly valve to valve for our free time by, (a) hammering to the lines, and (b) opening the underside drain cocks or plugs of valves? (p) Some tanks concealing their water by trim, can be supposed to have average quantity of water in proportion of total appearing tanks (including empty tanks). @) Pipe lines are efficient to be checked from the tank or high level side near the full condition ané from the pump or low level side near the empty condition.Chapter 3. Temporary Methods 3.1 When the ship's Light Displacement is unknown: Some density correction is necessary almost every time as explained as former. But some old ships have only dead weight scale or displacement unknown in light displacement. Such an occasion. we may calculate back from difference of 2 full load displacements marks of “‘S”. summer and “F” fresh. Example: Difference of Drafts, S-F : 16cm Corresponding tons per em: 18 tons Full Load D.W. + 8,800 tons As Fresh & Summer is different to be 1.000-1.025 is 24.39 tons per 1.000 tons there-fore 18 tons x 16 cm = 288 tons, ° 288 tons ee 11,804 tons -- - Full Load Displacement, _ 11,804 tons — §.800 tons = 3,004 tons Note (1) As to the calculation, some 1/16—1/8", 1 mm of calculation error is considered to be, but the displace- ment is always under water line, so density correction will not be affected so much. (2) The above calculation can be done reversely with the density correction table at coefficient 24.39 at 1,000 in density. 5.2. When CF. Distance is unknown:— This factor is quite important for calculation of displacement correction. so it is to be estimated as much as possibie. Under normal draft, the ship's water plane is quite flat on the edge, as explained as before. (Side Views Firstly to suppose the water plane at even keel of its mean draft and to measure the distance respectively (a) from F.P. to point “2” and (b) from AP. to point “b”, and nextly approxi- mately appoint A & B on the general arrangement along the both ends shell plate aA & bB and project on the trac- ing paper and fold to be fit with FP. & AP. So area can be taken and length “/" (parallel to the center line) whGieis corresponding to be 2 x C.F. distance. (Refer to Fig. 48), It can be estimated on the lines and general arrangement. Point A & B will be looked over from the ship’s side, and a certain marks found on weather deck (such as mast, hatch coaming and deck house, etc.). If the ship has “ines”, its line No. is symmetrical to be seme distance from No. 0 & 10, and the water plane (even keel) is projected on the paper with 2 or 3 lines and the afore-said length ‘‘7” can be obtained from the rough trapezoid. This distance will do for approx. value, due to quite small percentage to the displacement. 3.3 How to measure Free Board with measuring tape under strong wind:— Some weight must be certainly attached at the lower end, but it is not so enough to be blowed off by strong wind. Such an occasion. 2 or 3 big hinges (H) is desirable to be put at the intermediate places of tape. They are quite efficient even for small end weight. Even so blowed off by wind, only 10-30 seconds of waiting will come to instance of wind weakened, A metalic bar attached horizontally at the tape end is quite convenient and further-more attaching in a little slope is far better (correctly and easily can be measured in horizontal ripples, ), Specially for vertical moving of wav and also in night shifting the tape up and down can be measured in directly by chopping of waves. Specially for old ship. draft marks are uneven or partly concealed withoyster or laver quite often. Note (1) This meesuring is quite correct only with few times’ practice. Even such a bad condition. some free time is quite useful for survey. and further-more parallel measuring with the tape and the afore-said temporary tube is far better. (2) Ivis quite good and convenient to take as often as possible at the time of survey, for measuring free boards and tank sounding. (3) The midship free board is better to be measured from upper edge of bulwark top. maim5.4 When there is no tank scales:— ~ Some old ships havé lost their tank scalés for'lorig term of operation, or re- constructed a part of compartments without minute factors, And even comparatively new ships have not originally tank scales of ballast water, for saving their building expenses, consequently no trim correction factor about. Such an occasion, referring or utilization of the original plan is quite convenient, so I will show concerned data as follows: (a) Full Capacity, of Each Tank: This factor is quite important. so the ship's officers have recorded some where even the very old ship. (b) Principal Dimension of tank (Length Breadth and Depth): That can be referred or measured on the general arrangement replenished to be the actual measuring (outside). These most important factors are frame spaces. maximum breadth. and stiffener space. They are indicated on the most of ships. So capacity of ranged double bottom tanks will do for proportion of frame spaces, (1) Character of Tanks by styles: ta) Domestic Tank. Service & Settling Tanks Generally small rectangle or cylinder wpe. and can be easily estimated from height & full capacity or outside measuring. The shell plate is thin and inner fitti iframes & plates} are about 0.5%. (by Deep Tanks: This tanks are also in rectangular type. but their tank top plate is tween, deck plate generally bowed transv ersely and attached with hatches or man holes. Bottom plate is generally plain but there are bilge well on the sides or bilge boxes on the after ends. Bow of the tank top plates is quite similar to the other part of tween deck plate. and hatches and shaft tunnel is to be approx. estimated Transverse bow line on the tween deck plate is almost same on other part. When this tank is filled with ballest water carefully the volume is desirable to be measured less volume taking water or airspace. (c) Double Bottom Tanks Strictly speaking, théy are a little uneven in area, but taking average capa- city per cm will do for estimation with comparatively small error. SarsBut if there is @ certain free time to take the following percentages (curve) of ‘Solinding and capacity'as shown on the Fig:°$0, the intermediate capacity is desirable to be taken in proportion to the adjacent double bottom tanks. wi se roog. The ship’s construction and general arrangement is quite good reference, Otherwise sounding and correspond- ing capacity of a certain tank can be taken at 3—6 places in whole capacity and indicated both in Percentage to capacity curves, (Notice) When the selected tank is different from the full depth of the Fig. 50 tank in question, it must be adjusted properly, (Notice) Shallow tanks : Sounding will be taken at their units. Deep tanks: . “ percentage. Example: No.5 D.B. Tank: Full 1.20M— §2 Cub.M. No.2 _D.B. Tank: Full 0.95M=120 09s" 65" Cub. M. 0.35" 21 “ Then the volume “I” of water at 0.35 m in the No. 2 D.B. Tank, to be 120x 21 65 (d) Fore Peak Tank (F.P.T.1 This has a little big error as well as the under-mentioned after peak tank, but volume per cm (o7 {11 is not so much without big difference or mistake on sounding, Ss a = 38.8 Cub. M * 39 Cub. M. @) eA i ' yeu GK) 1 (Plane View) (Side View) Fig. 51 = 48 —but most of the tank top plates have sometimes slope forward and sounding top is not at full capacity. (It’can beapprox: measured through the general arrangement.) Next important factor is position of center of gravity (1/2 capacity), from where curves can be drawn upward and downward. (Notice) Area of this tank is almost triangle except special ship and center of gravity is found at 1/3 of the length on water surface, so sound- ing can be corrected by trim with distance. (e) After Peak Tank (A.P.T.) This tank is quite similar to the above but the depth and its corresponding capacity is nearly as under: Depth Capacity 50% —— 30-40% 30% 10% and area is almost triangle nearly (Side View) Fig. 52 up to the rudder post top, and have 2 little curved on the upper layer. But zero point on sounding must be ascertained from the top. (f) Top Wing Tank (or Shoulder Tank) Sounding, correciton and cross area are easily taken from the general arrange- ment, from which sounding and corresponding total cross area will be estimated cL o easily in curves as same as the sus 1008 other tanks. and also taken sounding correction by trim. The approx. volume of water can be estimated in full capacity and its corresponding capacity in percentage. (Plane View) Geale (Cross View) Fig. 53 (2) Conctusion: (a) The above-mentioned temporary calculation is a little Jess than the actual in accuracy and excess working time is needed, so a proper offer to the master is desirable for minimizing the loss of time. such as to take the tank in full or empty as much’as possible and there-after this estimation is desirable to be done, AdiThere is plenty common factor among the above, so it will be good,efficient and convenient. (b) The ship’s tanks are quite similar in shape each other, except sectional curving portions but the capacity calculation is not so complicate, there-fore remarkable miscalculation, if any. can be easily discovered by means of approx. measuring. Minutely speaking, there is found a little error chiefly near the top and bottom, and from the ranging order and style of tanks are quite common so « comparing’ each other is quite important. (Reference) How to make capacity curves of rectangle tanks: Taking the tank to be rectangular. as to capacity curves is not so complicate explanation, if you will understand their general idea, you can easily discover a careless mistake on the existing capacity curves if any. Main points is ordinary double bottom tanks is a little curved on the following figure and ‘become irregular near the top and bottém.5.5 Constant:— ~~ Otherwise unknown-weight or store: It means total weight of miscellaneous materials of ship under normal operation. Just after initial (first) inspection before discharging the cargo we usually estimate approx. weight of the cargo. considering the above, or after completion of survey at empty condition, we compare the survey with the previous data as above, When the ship is built, it is to be afloat on the light weight, but loading the above materials for operation, the ship’s draft will become deeper consequently and the displacement to be increased, but fuel oil ballast water and fresh water is always various to be estimated every, time but the other miscellaneous materials used to be approx. adjusted on the displacement altogether to be maintained always as constant. The Constant is consisted of Mooring Materials (chiefly wire, housers. etc.) Cargo Gears (block, wire. dunnages, etc.) Crew and their baseages Ship’s Paint and Water Cement Water in boilers Lubricating Oil Foods & Permanent Ballast. etc. Additional Materials ‘The remained previous carzo Residue in the ballast tanks. Oysters, ete. stuck on the outer shell ‘The others apt to be including. (a) Calculating Error on light weight: Miscaleulation of the ship's building yards. The ship has considerable weight. so its error will be a quantity sometimes. Some ships have minus constant. (b) Error on the Draft Marks: The ship’s draft marks are not all fixed from the bétiom. Some of the midship marks are fixed by measuring from deck line (it will be combined with building error). We always estimate weight of the cargo. basing upon the ship’s draft marks. If there is some error in displacement, in the dry dock, there is found by difference on the draft mark all over nearly constant re-measuring. (c) Materials psed for re-building or repairing: This must be amended at that time, but the original arrangement is used now —5y—and repairing materials is intended to be @ little increased during long term of operation and conversely: shell plate become, thinner by rust. off, and the light weight is affected by combination of the above opposite factors. ‘The remarkable re-construction (Big engine taken out and changed) ‘The weight can not be easily estimated and the additional materials for re- stalling is quite difficult to be big error. Estimation by the ship’s crew has the following 3 form: (2) Estimation from the dead weight at the empty by draft checking reducing the bunker oil and water. : (>) Estimation from dead weight mean the full load condition, reducing total weight of cargo, bunker oil. ballast water, etc. (c) Regardless of the dead weight, oil and water, approx. supposing the materials (the afore-said “store” is deemed to be introduced by this method), such as European general carga boat. or comparatively new ship, and some- times it is introduced from the sister ships. (Reference) (a) The most authodox form but some error in calculation on the displacement and tank calculation. if any. will become corresponding error. (e) The loading draft is quite small in trim and dead weight is comparatively normal, but it is afraié to omitting the total remained of ballast water and also goe’s weight so the results is owing to the varie there is some error on the cer on the loading ports. Notes: During the first survey together with the officer in charge. judgement about ship’s various factors and carefulness of the officers is needed for reference. After all, their factors are not so worth for good reference and the ¢ is possible te happen suddenly on circumstances. and also big chan them. 5.6 Quick Estimation of Water remained in holds:— Such an occasion is often happened on board for long experience..The quantity y little. so 1 have taken my own immediate approx. in general cases is comparatix measuring for some 20 years ago. In general to make good of ship's construction. circumstances etc. is quite convenient for quick estimation and also comparatively correct in total, so J hereby show some of my experience as follows:— (1) Water all over the hold: To measure the total area through the general arrangement and multiply average -52-depth of water, otherwise to apply the capacity (per cm or inch) at the upper part of D.B. Tanks in proportion to-the-area (water-& tank) at length, breadth & unit area, But then sounding position must be selected for correction by trim and list and also bilge well and hut estimated separately. (2) Water at corner of hold: Only to estimate actually but approx. calculation will do, because the trim and list are not so big percentage for the ship’s dimension. Length can be . ~tmeasured with frame space breadth with the whole breadth and stiffener spacer and the maximum depth with size of hold brackets, ladder step spaces, labour’s feet or indirectly through the ship’s list and trim and length & breadth of water. Notes: Ladder step spaces is usually 1 ft. on ft-inch ship and 30cm on metric ship, but bottom space must be ascertained in the other hold. For some places of water, the average measuring to be multiplied by number of places in tgtal. (3) Whole breadth (aft end): I calculated out the temporary co-efficient to be applied for several sizes of ships from the max. or average depth or length as follows:— It is quite convenient to apply the capacity curves with the D.B. Tanks with trim correction ( tank in the others sections will do ) Small difference of dimension of tanks can be adjusted later, but whether some steel plate was fixed or not at the zero point of sounding must be ascertained, It will be easily ascertained by enlonging the capacity curves downward and the difference to be adjusted properly. Capacity tables of the other D.B. Tanks are usable for little water. (Even some ‘old ship have oil tank scales with trim correction.) In the left side figure being L: Ship’sL.P.P. B : Breadth T: Trim, d: Depth of water at aft. end. Length of water Fi eth Lol therefore tie eiat Oo ay Fy 3 Notes: d:in dm = 53 =Terms on ~W,, taken out to ccefficient as shown on the next page is quite convenient fot quick éstimation. Applying this formula for foot-inch ships: (Volume V : 36 cub. ft. = 1 L/Tons) ad LxB a) or =IxTx an when “d” is indicated in inch LxB 5 L Coefficient Jaan 72 comes to Notes: 1. By formula (Il), length of water can be easily measured from the weather deck through frame space and also on measuring approx. will do and also the coefficients are not so different by ship’s size. By formula (1), to be careful only at small trim. When volume of water estimated by formula (I) is more than that by formula (II) of full length of the section. it is to be changed into the ordinary tank calculation. 3. Formula (I) can be also applied on the tank top for estimation of p fore end air space 4. Some places of water can be estimated altogether from average volume and number of places. because ship's trim and list is applicable for all the compartment. 5, But when breadth of water is different from the ship's full breadth. it is to be taken in proportion of the breadths. 6. Formula (Il) is specially good for engine room water due to plenty fitting on floor. Coefficient for Metric Style. Notes: Q) ~Z99~ tbe applied from the aft end depth of water (dm) Formula = x Coefficient (i) =p to be applied from the length of water (m) “B Formula P? x T x Coefficienta ce (3) (4) 16) Coefficient for Foot-inch Style. Dimension: L250mxB42mzD 22m (1) 52.50 an shae 1230mxB35mxD 18.5 “Ww 40.25 w ssyr 12 10mmxB32mxD17.5m @) 33.60 CD =y4y 1180mxB30mxD 17m @ 27.00 aa L160mxB24mxD17m 1 13.33 L145mxB20mxD1 (i) 19.20 (ly ‘ i 1 (14.50 Ml 4459 (7 LT30mxB19mxD 12m 1 () 12.35 dy 73.68 (8) £115mxB16mxD9m da) 9.20 aD 44377 ( £100mxB 15mxD8.5m 1 (1) 7.50 () 433535 (10) L80mx813mxD7.0m @ 5.20 (i) 72.31 (11) L60mxB10mxD6.5m @ 3.00 ans 00 (12) L50mxB8.5mxD4.5m 243 1 Mm 213 OD 3 Notes: . LKB & . ay: 10 be applied from the af: Formula 4x Coefficient ~ end depth of water (ft) ay eB . 14472 (inch) to be applied from the Ix T?x Coefficient length of water (ft) aahDimension (1) L790'xB120'xD59" (9) L435°xBS8'xD39" . 1 a " 1 () 8.179 GY 1177.8 GD) agg () 2.433)’ 350.4 I) 3355 (2) L710'xB100'xD57.5° (10) 1420'xBS7°xD38" . z 5 1 () 6848 (986.1 UD sy (1) 2.309 y’ 3325 WD agq5 (3) L640°xB90'xD52" (1) £400'xB53"xD35" : 1 55 “a 1 @ 5.556)’ 800.0 ID -=pxq () 2044 dy 2944 WD agg (4) £600'x285'xD51" (12), £370'xB51'xD32" . 1 r 1 (4.919 (hy 708.3 Gb zg @) 1.820 Gy 261.9 ID aps (5) L530'xB76xD46" (13) £330'xB51'xD29" 1 (1) 4.032 (1580.8 (My qq) 1.623) dy 233.8 (I) a (6) L500'xB70'xD43' (14) £300'xB46'xD25° 33 . 1 3 . 1 () 3.376 UY 486.1 1) sya5 (1) 1.331) (191.7 (II) 4695. (7) L480'xB66'xD40° (1S) £270'xB39°xD24" } (h 3.056 (ly 440.0 8 @) 0.990 (ly 142.5 (I) (8) 1450'xB62'xD40" (hy 2691 (387.5 hb Calculating Example: 1. 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VBA ZEN PTSUTY S ij uits joe jujagh s/s Nopoxon Ko. Homep Scales Wxamd W/S Tunnoxok Di, scale: [py30Ban ~~, Length: JinAHa gank: TaHK(™), ov Unc TEPHACS) L.P.Pe =u MEMLY mepned -- - F.P.T. opnnk Tank - Breadth: Wu'phua > ALbLP.: ACTeRmuK ~~, Depth: — PryBuHa Deep Tank: Aun TaHR, wasn Hakenss =~ Sounding: [poner ev SaneP Height at side: Volume 2 EMKOCTb~ OBEM BucdTa BOPTA Port: JleBblh BOPT (JIB) Draft: Ocamka (4) eeanbras ean. nm SHe? Mase Pt Mako Cub.M.: KyBHYECKKA Mere. G.t.: ObwHA ToHHaX K/? |: MetpHyeccna TOHHb Disp.: BononsHemeHne . Drinking Water: [lnTbeeag Bond Dew. : enBeaT Sea Water: MoPcKag -»- : ToHHb, Oo OmHOTO CH Salt Water: CoNeHaa -n- see Monee Pallast: BannacTOil: Tenmuee CF. ; Leute paTepaunug--- Pine = TPYEKR, captas iepeam ate C/officers CTAPunin MomouMH MK » from Ws oT MumeTA 2pm BTOPOM mu. ex ST YPMAH Cerom AP: , KO PHI By TPM TBI =n Summer : JleTo. a 3 r t a. C/engineer: Crapunn Mexdnur Winter : Suna seers Ee ppbit Metre MeTP oo” + BTopéA cm. canTM MeTP , Corr. KoPPEKTHPOBAHHE Ton Pasa Notes: 1) Te words are connected to sentence with conjugation of cases at the end of spell. 2) Long words can be easily understood on the fore parts of spells in thie extents, 3) The following letters are read de © at the ends of spells or just in front of letters, M,C, ?.4 Wl, W.Yek: BoP, B+t. Pak, Mat. sts eM J And the following letters are read ar +O just in front’ of letters, PBK gag ab, C22, 97h. 1445 wads, Yaz 4) Letter "O" is read asto;"at accent, but the others as "a" or "a". 290Capacity of Pipe Lines Inner Dia. | Inner Area | Capacity/10M Size | |_Capacity/1 008 i em | Sq.M. Cub.M. | L/T of FW. ae | 0.00456 0.046 0.136 a" | + 0.00811 0.081 0,242 sv | 0.01267 0.127 * 0.379 es | 0.01824 0.182 | 0545 in| 0.02483 0.248 | 0.742 a 0.03243 | © 0.324 | 0.970 o | | o04104 | 0.410 | 1.227 10” i | 0.05067 0.507 \ 1.515 nny | 0.06131 | 0.613 i 1.833 ey | 0.07297 | 0.730 : 13" | i 0.08563 | 0.856 i a" | i 0.09931 | 0,993 i is" | 0.11401 | 1.140 ie | 0.12972 1.297 2 i : 0.14644 | 1.464 . qa" ¢ 1,642 ; | 1.829 3,007 35 2.453 2.681 i Notes:— The sizes of pipe lines are a little various in standard of nations. but their differences are almost negligible on draft survey, HisChapter 7 Example for Whole Calculation Thereby show you my previous records as reference. Ship's Name: TAISHET, GT: 4639, Dimension: L 114m x B 16.7mxD 8.4m Nationality: U.S.$.R., Built at: Dantsig (Porland), Discharging Cargo: Coal, $500K.Tons (1) Before Discharging Q Date of Survey: Nov. 20, 1967 Density of Sea Water: 1.025 Draft: os ~ Reading Cor. Corr. Draft Fore: —- ©@& 6.62m Aft: +0.03m (Q) 7.26m Trim 0.64m (B/S) 6.94m Corr. Mean App. Disp. Trim Cort. Density Cort. Corr. Disp. (A) Oil FW. etc. (a) (A) - (@) After Completion of Discharging Date of Survey: Nov. 21, 1968 Density of Sea Water: 1.025 Draft: Reading Corr. Corr. Draft Fore: 268m -0.07m (PY 2.61m Aft: 416m +0.07m (QY' 4.23m Trim 1.62m (B/S) Mean 3.42m Meen of Mean Corr. Mean App. Disp. Trim Cor. Density Corr. Corr. Disp (B) Oil. F.W. etc (b) @) - (b) = Midship Port 6.89m Starb'd 697m 6.93m, 6.935m 6.933m (R) 9,396 K.Tons +24 K.Tons (S) 9,420 K.Tons 479 K.Tons 8,941 K.Tons Port: Starb’d 3.58m 3.425m 3.423m 3.424m (R)’ 4,193 K.Tons +3 K.Tons (S)’ 4,196 K.Tons 749 K.Tons 3,447 K.TonsDischarged 1 Cargo: (A =a)-@—b)_ 5,494 K.Tons Diff. from B/L Quantity: “—6 K.Tons Notes: (1) Draft Correction applied at (P) (P)' (Q) & (Q)' are taken from the ship's diagram of my own calculation. (2) Correction for deformation (Corr. Mean) was taken 1/4 corr, of differ- ence was applied to the midship mean draft. (3) Displacement correction applied at (S) & (S)' was taken from the ship's own curves of my own calculation (from the lines). (4) App. Displacement was taken from the ship’s own displacement scales. (5) Total Quantity of oil & FW (a) & (b) was taken from the ship’s own tank scales by the actual soundings and respective correction. (6) Density correction, was not applied because it at that time is just the same as the standard. Conversion Rate, etc. (Q) Length (2) Area Meter inch Feet Sq.M. | Sq.inch | Sq.ft x 39.3701 3.28084 1 1550.00 10.7639 0.0254 1 0.08333 0.000645 1 0.00694 0.3048 12 | 1 0.09290 144.00 1 (3) Volume - Cub, ft. , Cub M. | Cud.incnh | cube. | Gop iay” | Barrel (oil) | US. Gal. 1 61023.7 | 35.3147 0.980963 6.28978 264.1708 0.0000164 1 0.000579 0.000016 0.000103 0.00433 0.028317 1728 Fi . 0.02778 0.16781 7.4805 1.01941 62208 36 1 6.04116 269.298 0.15898 9702.042 | 5.61456 0.15582 1 42 0.003785 231.001 0.13368 0.00371 0.023809 a Fresh Water: 1000M? = 1K.Tons Sea Water: 1,000 M? 36 ft 1 L.Tons 35 f° 1.025 K.Tons 1 L.Tons ==Chapter § The Important Points apt to be missed on Survey 1. Change of water accumulated in the holds, engine room and other compartments during the cargo work. After old ship is laboured violently in boisterous weather during the voyage, and some water leaks into inherent’ compartments without discovery at the time of initial survey and further-more is taken out without report to us. Ship’s boiler water leaks out on the engine room floor without dscovery. (These compartments are apt to be missed and also their volumes are disliked to be estimated.) 2. Finished ropes, cargo gears, sweepings of the previous cargo, foods, dunnages, etc. are loaded or unloaded during the cargo work by missing. (They are apt to be for- gotten to report, so labourers are to take care of it.) 3. Loading or discharging the fresh, ballast and bilge waters during draft reading. When the ship arrive with heavy lack of fresh water, ship’s crew take it in a hurry sometimes during our draft reading. Specially when water is taken from F.P.T. or APT. and leeks into the non-checked other tanks in lower layer, through the pipe line, or change of trim during sounding. makes much difference on calculation of the other groups. Diameters of pipe line is comparatively small. So sounding is desirable to be held quickly at least by iot (oil, fresh anid ballast water) for preven- tion from big error. Otherwise to be held firstly from the hurried lot and the others to be checked after completion of supply on the new trim. 4. On the full load condition, ship's available buoyancy is not so enough to take ballast water, but on the half load condition it is quite dangerous with careless supply (specially being late for cargo work by mis-understanding). It is necessary to ascertain strictly statement to engineer in charge once more. 5. Swinging the derrick booms du draft reading makes big difference of the midship mean draft. It is owing to careiessness of crew and labourers. Difference of the draft reading is sometimes 1—2 cm at swing out the booms even on 6.000 gross tons’ ship, and small ships are quite dangerous. 6. Draft reading is held for long minutes. while the ship’s bending changes. The ship's bending is not always harmony with distribution of weight in each compartment and different of trim is various by efficiency of cargo work and ship's longitudinal strength. Draft reading is desirable to be held as quickly as possible with sufficient prepara~ tion of measuring materials. 7. Missing of the list correction of tanks. For the wing tanks specially ] side full or empty,some air spaces on change of ship’s list during the cargo work are apt to be missed. It makes error by change of af islist even on the same calculation between initial and final. . -~ 8: “The initial records are misposted into the next page as final records, It is quite important that it is the weakest points and occupies most of the mis-calculation on the draft survey. This will be avoidable for minute re-checking at the free time. When the mis-calculation is found, remarkable sign is desirable to be taken there-at and amended in early time. 9, Whatever excellent we may be, we cannot guess results of survey (plus or minus) during the draft checking. So dazzled by the circumstances, they perpetrate the mis-calculation carelessly for respective factor otherwise make disgraceful behavior in front of the parties concerned. 10. Ihave been requested to survey just at the planned discharging weight of cargo with quite few allowance, then estimating few less than the planning weight from the previous records and finished at 1 time of survey, just at the tons with the balance of tons by estimation with discharging glabs, and actually taken the final data increasing the ballast water, etc. at the time of final survey.” 11. When some cargo remains in the holds at the completion of discharging, it is clearly mistake to calculate the quantity together with oil and fresh water only in the final data, The calculation means that the remained cargo will come to be discharged, because it was also remained at the time of initial survey. 12. Volume of rain water fallen on the cargo is appeared to be far more by glancing over the surfaces: viz: Rain falls on the cargo in the holds only through the hatch coamings. So total volume is to be estimated by hatch areas & rain fall (mm). It is to be divided into discharged together with cargo and remain by raining hours and also rain fall on the cargo piled on the flat ground is max. estimated the piling area multiplied with rain fall (mm) but most of it will stream out (wet on the surface of cargo) unless the hollowed ground. 13. Each matter which I have emphasized in this item is 26 years of my bitter experience. Though it is seemed to be trifle for you, it is all owing to incompre- hensible extraordinary bad condition. I recommend you to understand well the survey by reading each item repeatingly. 14, When you use 2 measure in parallel for measuring, you have better take them in same direction and set one of them just at meter or ft. both for prevention of mis-measuring. = 7S =Chapter 9 Mental Attitude for Draft Survey 1. When our Draft Survey was requested by the applicants, firstly, Ship’s Name, Description of Cargo, Name of Ports for loading or discharging, and as to the carrying out the Survey was decided to be taken in regular method, basing upon the factors provided on board. ‘There-fore when they have something imperfect or big mistake on the factors in big difference on the results, surveyor in charge is not responsible for it. How- ever, small mistake on the factors or imperfect points to be easily found, if any, are desirable to be fairly amended as far as circumstances permit. Or, when there is found some factors suspectable to be mistake, according to the statement of the master or the other parties concerned, suitable statement, if any, is to be offered for prevention from it as much as possible and when it is not accepted by the parties concemed, some suitable remarks are to be put on the Survey Report. 2, For Survey the numerous and unstable factors are to be taken in short time at the time of ship’s arrival and departure, busy for all the parties concemed and unstable on the ship’s shell. So, sufficient preparation is to be made for necessary factors and measuring tools, good practice is to be made previously to proceed the operation quickly and accurately with sufficient ability and spare time and also caution is to be taken extensively both outside and inside of the ship’s construction to minimize the errors of their unstable factors. 3. To investigate well the ship's details at the time of initial survey, and 10 make additional factors for imperfect points on change of condition during the cargo work until the final survey. 4. Assistances of plenty persons is needed for draft survey (specially ship’s crew and boatmen for draft reading). So to be considerate ‘of them, and not to repeat the same inspection due to careless ascertaining. 5. Essential factors for Survey are quite plenty and various in styles, and calcula- tion errors of each factor all have important effect upon the results of survey. So each factor is to be taken fairly and independently. Otherwise it will become to big mis-calculation and also unbelief of the parties concerned. 6. Each data (specially light displacement) are always compared with the same on other occasions and careless making will affects sensibly to the results of survey. 1, Some ship’s factors taken at various cases are good reference on comparing each other partly or wholly: such as partly difference in factors (tank condition, sea condition, 2 continuous times of inspection, etc.) for investigating the error of -16-factors, having technical self-confidence, And also the results of survey to delivery weighing at several places is far better for it, After all to lazy for taking factors is worst for technical progress, 8. Recording of factors is desirable to be taken in our own practised style, specially at the time of continuous inspection for several styles of ships for short time, and | time's recording to be taken on one surface of memorandum as far as possible, so as to refer each other, 9. Sometimes the results of survey is taken as delivery weight of the cargo or remain- od for latter reference (delivery statistic or for alarm to the shippers) but all the times Survey must be held independently against the circumstances, It is not only quite important for the parties concemed but also quite efficient in technical Progress for the surveyor oneself. 10. Even few difference on the results of survey appears on delivery contract, so survey is to be held carefully without Prejudice, 11. Some of the parties concemed ask us as to the error in Draft Survey (such as Percent), but not to speak about it, except the factors to be surely amended with Justificable reason. A certain surveyor has been requested forcibly and unreasonably to over-amend. because at that time Presented results are uncertainable to be referred. Some ships have partiy imperfect factors or inconvenient points for survey, but it willbe quite easy and convenient to make additional factors in eatly occasions. and also they are applicabie for the sister ships on the circulation of them to the other Ports and also quite economic in the longer and wider view, 13. Sometimes manifested weight is not reliable due to, (a) _misteport from tie shipping place to the carrying ship (such as number. unit of weight, moisture contents or not), (b) intentional making taken by the parties concemed at the loading time. Furthermore. as to the (b1 even at @ loading port is not always same as the Previous records. So our over-belief for them are apt to be subsequent of mis calculation, which will be discovered later. Such a case, the shippers received alarm from the consigness to be big difference on the shipping weight of the cargo. will comply with the consignees’ amending, after remembering the suspectable cizcumstances at the shipping time. however, if the survey should have been mis- taken at the destination, the shippers would not comply so easy with the Consignees’ amending, because there is no the circumstances at the loading port, And when some intentions! making is perpetrated on the survey to be near the Bil quantity at the destination. and also some mistakes will be found on the quantity later, we would lose belief of the parties concerned. aK14, _The shippers. consignees and the other parties concerned have become quite sensible for the resuilts of ouir survey. but our belief isnot baa ing upon the results on the survey report, but upon the accuracy of weight itself of the cargo at the respective position during the transportation. So the survey at the loading port is far more difficult than that at the discharging port. - 15, The results of our survey are always compared with weighing and checking on continuous places from shipping to delivery, such as factory, warehouse and their intermediate places, and referred to each local error (including mis-weighing). The results both of shipping and delivery (contrary) are quite convenient for reference of error even at one port. 16. Even old ships’ plans are sometimes surprisingly correct on my experience and they of 1/200 ~ 1/100 in rates are quite usable for our rough estimation, specially the original before the re-construction are to be good reference for imperfection of them after the conversed. So volumes of ranged tanks or other datum are to be good reference for comparison. When the officer in citarge has not a part of essential datum, the masters some- times has their spares, with some 70% of possibility on my experience. So you may beg them to search it without hesitation. . 18, When the presented ship's factors (draft. 1rim, coefficients and some other factors) are out of the table for calculation. their factors can be properly enlonged referring to the adjacent condition of the shell and difference of the figure (values). 19. There is delicate points on the factors 10 be taken for Draft Survey and the Survey still remains big spaces to be made better. so I hope you to get over it for obstacles posizivel sh your duty. ie.Postscript The draft survey is quite simple theoretically, but the factors to introduce the Esults of survey are numerous and quite unstable as stated on this book. There- fore we must take care of the numerous factors extensively both inside and outside of the ship’s shell to elevate the accuracy on the results of survey. There-by state the features of this book as follows:— @) Temporary Tubes for Draft Readin; comparatively light and have been Praised by most of the masters who ascertain- ed my draft reading. So using Such a tubes does not take excess minutes of altercation for Draft Reading. (2) Displacement Correction by trim:— 16 ships’ actual data used for comparison with the No, 2 correction which is used now extensively. was made by myself with some 10 days per ship. The datum are desirable to be kept aboard each ship, because they can be easily made by sister ship at the ship building yards, (3) Quick Estimation of water in the holds:— This formula was made by myself and have been used for some 20 years. estimation. (4) Tanks’ Capacity Curves:— Many ships have some imperfect points on accuracy, and some ships have no ballast tank scales originally. So this data is very useful for investigation of these imperfect points. () “Important Points apt to be missed” and “Mental Attitude for Survey” Munute cautions for surveyors and the parties concemed, They are my 26 years’ bitter experience, and are not quite valuable not only for surveyors but also for all the parties concemed. (6) Finally 1 will gratitude for the ship's crew who have cooperated kindly with my Survey for 26 years, a APsIst Edition and": Jan. (apanese) j 5, 1976 (English) | “DRAFT SURVEY HAND BOOK ” | | Price ¥2,500.— | Written by: Tatsuo Asano ‘Manager of the Nippon Kaison Jimusho Address: 273, Minami-Oizumi-machi, Nerima-ku, Tokyo Tet: Tokyo (03)-924~3124 Printed by: Giken Printing Co., Ltd., Tokyo -80-