Measurement of bulk cargoesu

Draught surveys – practice

_The master of a vessel should be advised in adequate time that a draughtsurvey will be taking
place. If it is an initial light ship survey, he should berequested, subject to the safety of the vessel, to
ensure that individual ballasttanks are either fully pressed up or empty – that the vessel is upright,
andwith a trim which is within the limits of the tank calibration tables.
_When draught surveys are undertaken by independent surveyors, co-operationof the ship’s
officers is essential.
_ Independent surveys should be undertaken together, during the relativesurvey sections, with the
vessel’s chief officer and chief engineer or theirappointed respective deputies.
_ Before undertaking the survey, it is recommended that the surveyor makestime to inspect a
general arrangement plan in order to confirm the number andposition of the various ballast, fresh
water and oil bunker tanks on the vessel.
_ Equipment which may be used in the survey:
Strong torch
Patent draught mark indicator or measuring devices (draught tubes,indicators etc)
Calibrated Inclinometer or manometerSteel tape measure with plumb bob / stainless steel
sounding tape withbrass plumb bob (preferably calibrated)
Sea water sampling bucket or can of sufficient volume
Calibrated patent draught survey hydrometer
Calibrated salinity refractometer
Ballast water-sampling device
Computer / calculator.
Reading the draught marks
_ At the time of reading the draught marks, the vessel should be upright with aminimum of trim.
The trim at survey should never exceed the maximum trim forwhich corrections may be included in
the vessel’s stability book.
_The vessel should ideally be lying in still, calm water. Otherwise errors, withoutease of correction,
from reading the draught marks can result. For example:
- Vessels lying at exposed berths or anchorages where wave and swell surfacedisturbance is almost
inevitable; even to the extent that the vessel may berolling and pitching. In these circumstances it is
usual to assess the actualmean water level over a number of readings to be at two-thirds of the
distancebetween the lowest and highest levels of water as seen against the draughtmarks. Some
experts advocate that, after studying wave patterns, a meanof the average highest and lowest
draught readings should be used.
C- Vessels which are lying at a river berth or in tidalconditions when strong currents are running.
Underthese conditions the draught marks should ideally beread over periods of slack water
(provided that at alow water slack there is sufficient under-keel clearance).
- Currents of appreciable strengths are likely to causethe vessel to change trim or pitch slightly
and/or sinkbodily into the water from her static draught (‘squat’).
This phenomenon becomes more pronounced inshallow waters (shallow water effect).

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- Strong currents will result in raised water levels againstthe leading edge of a stationary vessel
lying in flowingwater. This is especially true when the flow is in thedirection of a vessel’s bulbous
bow.
_Draught marks must be read on both sides of the vessel:
forward port and starboard; amidships port and starboard,and; aft port and starboard or,
alternatively, if additionalmarks are displayed on large vessels at all the designatedpositions.
Should draught marks not be in place amidships, distancesfrom the deck line to the water line on
both sides of thevessel must be measured. The amidships draughts canthen be calculated from load
line and freeboard dataextracted from the vessel’s stability booklet.
_ Draught marks should be read with the observer asclose to the water line as is safe and
reasonably possible,in order to reduce parallax error.
_Although it is common practice to read the offside draughtmarks from a rope ladder, a launch or
small boat providesa more stable environment and brings the observer to asafer position closer to
the water line.
_ A vessel’s remote draught gauge should never be usedfor surveys, due to lack of the necessary
accuracy andthe possibility of errors, which may accumulate over theworking life of the instrument.
_ When adverse weather conditions are being experienced,access to the offside draught marks may
prove difficultor impossible. At these times the draughts on the nearsidecan be read and the offside
draughts calculated usinga manometer (Addendum 1).
This method should never be used when the offsidedraughts can be safely observed and accurately
read.If, as a final resort, this method cannot be undertaken,the use of a fully calibrated inclinometer,
graduated tominutes of arc, is strongly recommended. The type ofinclinometer fitted to vessels is
not usually of sufficientaccuracy to be used.
Density of the water in which the vesselis floating
_ It is prudent to obtain samples of water in which thevessel is floating at, or very close to, the time
at whichthe draught marks are read. This is particularly relevantwhen the vessel is lying at a
estuarial or river berth whendensity of the water may be changing, due to the ebbor flow of the
tide.
_ Depending upon the length of the vessel under survey,a number of samples, say between one and
three, should

Above: Manometer showing plastic tubing (30-40 m long), fitted at each end
with a valve and scaar

be taken. In order to overcome the problem of layering,the samples should be obtained using a
closed samplingcan at a depth of approximately half the existing draughtof the vessel. Alternatively,
a slowfilling container can beused to obtain an average sample from keel to waterline.
_ When reading the hydrometer floating in the sample ofwater, the eye of the observer should be as
close to thewater level as possible, to avoid parallax errors and alsoto avoid further errors due to
the meniscus (Addendum 2).

Ballast water tanks

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_ Ballast water tanks including peaks, even those said to beempty, must be carefully sounded or
proven to be full bypressing up and overflowing from all air pipes when localregulations permit. If
the ballast hold contains ballast water,this compartment must not be fully pressed up but be
carefullysounded and the weights of the water carefully calculated._ Spaces such as the duct keel
and voids – especially those ofthe lower stools situated at the base of transverse bulkheads,
between cargo holds – must be checked when safe to do so,and proved in same condition at initial
and final surveys.
These voids often contain the manhole access covers tothe adjacent double-bottom tanks. If these
covers are nottotally watertight, then the voids will flood, or partially flood,during ballasting or
pressing up of the tanks, potentiallyresulting in huge errors in the lightship or ballast survey.
_ As noted above, the calculation of the weight of ballastwater is undoubtedly the most usual source
of errors whichmay result in very large, and unacceptable, inaccuracies ofthe cargo quantity as
calculated by draught survey.
Density of the ballast water
_ It should be established, with the chief officer, where thevarious ballast tanks were filled. If from a
single source,the sea, a few random samples of the water will confirmits density. If from different
sources, docks or rivers, etcsamples must be taken from the tanks containing waterfrom these
various sources and relevant densities of thewater in individual tanks established.
_ Do not overflow the tanks substantially to obtain samplesunless local regulations permit; instead
use samplingequipment suitable for tanks that are only partially filled.
_When small samples are obtained, use a salinity refractometerto establish density (see below).
When larger sampleshave been obtained, a draught survey hydrometer may beused. See details
above.
Establishing the correct weights ofoils on board
_ This can be established either by sounding or ullaging ofthe tanks or, in the case of the engine
room daily serviceand settling tanks, by reading the gauges.
_The volumes of oils in each and every tank should bemeasured and recorded.
_The relative densities of the most recently delivered oils onboard can be obtained from the bunker
delivery certificates.
However bunkers are almost inevitably mixed with oilsalready on board, the densities of which are
likely to differ.
The relative density of the contents may be calculatedusing the following formula:
RD of tank contents at survey =
(Old oil volume x Old RD) + (New bunker volume x New RD)
Total volume of oil in tank
_ After completion of the bunker survey the totals of each oilfound must be agreed with the chief
engineer and the master.
Calculations & associated correctionsof vessel’s displacement from draught
readings
_ Before extracting hydrostatic data from the vessel’sstability book, care should be taken by
surveyors tofamiliarise themselves with the format and methods usedto display the various
particulars, especially the means ofdepicting positions of Lcf (longtitudinalcentre of flotation) etc,
relative to amidships or alternatively the after perpendicular.
_ When using a recommended draught survey computerprogramme or alternatively calculating
directly from dataextracted from the hydrostatic particulars containedwithin the vessel’s stability

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book it is essential that thedata is carefully and properly interpolated or, in whatshould prove to be
a rare event, extrapolated.
_ As mentioned below, one of the areas where significanterrors often result is from the incorrect
application of the signin respect of the position of the Lcf (in the first trim correction).
_ When undertaking initial and final ‘displacement draughtsurveys’ to establish weight(s) of cargo
loaded, oralternatively unloaded, the difference between the netdisplacement weights provides the
‘total cargo’ quantity.
Nonetheless it is recommended for a cross check that,at the light ship/ballast survey, the vessel’s
light shipweight is deducted from net displacement found. Theresultant then provides the vessel’s
‘constant’ at thattime. These unknown weights might also be termed thevessel’s ‘stores variable’.
Although variable, for a numberof reasons as later discussed, it should serve as a guideto the
accuracy of the light ship/ballast survey.
Comparison between ‘stores variable’ quantities, or meanthereof, established at previous surveys
should be treatedwith caution unless the variable is a direct comparisonthat can be made. For
example, all surveys include acheck and a record of the engine lubricating oil held instorage tank(s),
etc. Occasionally, surveyors report a‘negative’ stores variable which is theoretically
impossibleunless, in extremely rare instances, the vessel had beensubject to modification, and large
quantities of structuralsteel removed, without being subject to a further incliningexperiment and
commensurate correction of the relevantdata contained in the vessel’s stability book.
Charterparties often contain reference to an approximatequantity for the vessel’s ‘constant’, which
may well createa discussion between master and surveyor should theconstant found by survey to
be substantially larger thanthat quoted by the owners. The surveyor, after relevantchecks, should
remain confident in the figure obtained,but always record on documents issued to the master
and clients, any unusual factors or difficulties experiencedduring survey. These include any
differences betweensurveyors, should owners, charterers or shippers eachappoint separate survey
companies to act on their behalf.
_
Documentation
_At completion of survey, a ‘survey work sheet’ or computerprintout should be placed on board the
vessel recordingthe data and calculations used to obtain the cargo loaded/unloaded quantity. This
document is usually produced byindividual survey companies, or by shipping companies foruse by
their officers.
_A formal ‘survey report’ should be submitted to clients at alater date. Specific formal
documentation has been drawnup, amongst others by IMO, United Nations EconomicCommission
for Europe and various P&I Clubs.
_The formal report document should not only includedetails of the survey, but also: Dates and times
of surveys.
Vessel particulars.
Ship’s location.
Weather conditions (and whether these were withinacceptable limits).
Sea conditions (and whether these were within acceptablelimits).
Tidal/current conditions (and whether these were withinacceptable limits).
A record of any difficulties or defects in a ship’s documentationor equipment which might cause the
calculated weightby draught displacement survey to be outside acceptablelimits of normal draught
survey measurement error.

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Expert opinion
Surveys must be carried out to the very best of the surveyors’ability, with each part of the survey
conducted as accuratelyas possible in order to minimize procedural and/ormeasurement errors
which could effect the quantity ofcargo recorded by survey as being loaded or discharged.
The final report should include details of any defect orcircumstance regarding weather, surface
water, tides/currents or on board conditions which the surveyor considersmight well influence the
result adversely.
Cumulative errors
_ Errors can occur when reading and correcting thedraughts. The final fully corrected 3/4 mean
draughtshould be within +/- 10 mm of the true mean draught.
_ Errors of calculation. The main error to be avoided inthis section is that of incorrectly positioning
the LCFrelative to LBP/2 the amidship point.
_ Error of the water density in which the vessel is floating.Always ensure an average sample, or
alternatively theaverage of a number of water samples are obtained andthe correct type of
certificated hydrometer is used toobtain the density.
_ Sounding of tanks. Leaving aside documented tableswhich may not be accurate, the way of
avoiding the mainerrors in this section of the survey is by ensuring, as bestpossible, that all
volumes of liquids, especially ballastwater, on board are both correctly quantified and attributed
with correct densities. These factors, particularly whenapplied to ballast water, undoubtedly
contribute to thelargest number and degree of errors likely to be encounteredin draught surveying.
Bearing these reservations in mind, a well conducted draughtsurvey under reasonable prevailing
conditions is capableof achieving an absolute accuracy of +/- 0.5%
Worked exampleefully to Carry

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Measurement of bulk Last update September 2013