DRAUGHT SURVEY

an Introduction and Principles

A I S I 2014
Presented by Capt Syariful A Lubis MIIMS AFRIN MBA
Keadaan masa kini
 Throughout the world, millions of
tonnes of raw and processed materials
are bought and sold every day. If any of
those materials are carried by ship, it is
possible that the weight of the
consignment will be measured by a
draught survey
For Coal /Bauxite bulk cargo we knew 3 methods :

•Weighing bridge

•Belt conveyor scale

•Draught Surveys
DEFINISI DRAUGHT SURVEY
Draught survey adalah suatu methode/tekhnik/cara yang
dilakukan untuk mengetahui quantity muatan baik yang
dimuat maupun yang dibongkar ke dan dari sebuah kapal
dengan perhitungan displacement kapal, memperhatikan
perubahan liquid di atas kapal, dengan cara membaca
draught mark yang ada pada kedua lambung kapal kiri-
kanan sebelum pemuatan/pembongkaran dan sesudah
pemuatan/pembongkaran.

Perbedaan displacement pada saat sebelum

pemuatan/pembongkaran (initial survey) dengan
displacement sesudah pemuatan/pembongkaran (final
survey), merupakan cargo/muatan yang
termuat/terbongkar.

Kebenaran hasil pelaksanaan draught survey sangat

tergantung kepadapengalaman dan ketelitian surveyor,
peralatan yang digunakan surveyor maupun yang ada di
atas kapal, keadaan cuaca serta keadaan perairan di
pelabuhan.
 DRAFT SURVEY

Sistem perhitungan muatan berdasarkan pengukuran

draught kapal sebelum dan sesudah muatan/bongkar.

Initial – Final = Muatan.

Dengan beberapa koreksi2.

(Timbangan terbesar didunia)

 What is draught surveying?
Draught surveying is a commercially acceptable form of weighing.
It is based on Archimedes principle, which states that anything that
floats will displace an amount of the liquid it is floating in equal to its
own weight.
Briefly the weight of the ship is determined both before and after
loading and allowances made for differences in ballast water and other
changeable items. The difference between these two weights is the
weight of the cargo.
In order to do this the depth that the ship is floating at is assessed from
the “draught marks” and then the vessels stability book is consulted to
obtain the hydrostatic particulars such as the “displacement”and other
necessary data.
Several corrections are required
Why Boats Float
Why An Iron Ship Does Not Sink
The simple graphic below highlights the basic tenets of the Archimedes principle.
To put it simply, when you place an object into the water, if the weight of the
displaced water is less than the weight of the object, the object will sink. If the
weight of the displaced water is more than the weight of the object, the object
will float. Or, to look at it another way, an object in water is held up – or buoyed
up – by a force that is equal to the weight of the displaced water.
Although it might seem counterintuitive, this principle explains why a large,
heavy object, like a ship can float and a small object, such as a tin can, will
immediately sink.
 HUKUM ARCHIMEDES

BERAT BENDA YANG MENGAPUNG DI AIR ADALAH

SAMA DENGAN BERAT CAIRAN YANG DIPINDAHKAN
OLEH BENDA TERSEBUT
HUKUM ARCHIMEDES
 PERSYARATAN IDEAL UTK
PELAKSANAAN DRAUGHT SURVEY

A. Kapal harus dalam kondisi baik dan benar-benar

dalam keadaan terapung / tidak terduduk-kandas.

B. Draught mark kapal pada semua sisi harus dapat

dibaca dengan jelas.

C. Kapal dilengkapi dengan dokumen-tabel yang

sesuai dengan peruntukannya, antara lain :
a) Hydrostatic Table / Displacement table.
b) Tank Sounding Calibration Table.
c) General Arrangement.
.
 ................Persyaratan ideal lanjut...

D. Pada saat pembacaan draught mark tidak boleh ada

kegiatan-kegiatan muat/bongkar sementara di
atas kapal, misalnya :
a) Meratakan muatan dengan bulldozer ( trimming
cargo )
b) Menggunakan crane kapal untuk
memuat/membongkar muatan.
c) Mengisi, membuang atau memindahkan air
ballast dari satu tangki ke tangki lainnya.
d) Mengisi atau memindahkan bahan bakar dari
satu tangki ke tangki lainnya.
 Persyaratan ideal lanjut...

E. Pipa-pipa sounding ballast water, pada saat

dilakukan pembacaan harus dalam keadaan baik
(tidak buntu ).

F. Trim kapal diupayakan sedemikian rupa agar tidak

melebihi trim koreksi yang ada pada Tank Sounding
Calibration Table.

G. Kapal diupayakan tidak miring/ tidak boleh lebih

dari 0.5º

H. Pemuatan diupayakan tidak melebihi garis muat

yang diizinkan sesuai dengan Load Line Zone / tidak
over draught.
Pembacaan draught
Pembacaan draft lanjut..
 TPC
(Tonnes per centimetre)

adalah jumlah berat yang

harus ditambahkan atau
dikurangkan untuk
merubah draught rata-rata
sebesar 1 cm

Draught Mark dan Plimsoll Mark

 CARA MEMBACA DRAUGHT

Penulisan Draught : • SEDEKAT MUNGKIN DENGAN

- sistem imperial (feet/inch) PERMUKAAN AIR
- sistem metrik (meter/dm)
• UNTUK KAPAL BESAR
DIANJURKAN MEMAKAI
Draught Marks diterakan di : MOTOR BOAT
- haluan kiri dan kanan
- tengah kiri dan kanan
- buritan kiri dan kanan.
 Reading drafts and measuring freeboards
 (A) Ensure that the vessel remains still – no movement no ballast or fuel;
mooring ropes are not being heaved; cranes or derricks are not being
positioned, hatches not being opened or closed, tugs not pushing, etc.
Only when you are satisfied, read the shore-side drafts forward, midships
and aft, together with the designated ship’s officer. If you are able to
read the offshore side, by boat or from an adjacent dock, then do so.
 (B) Often the offshore forward draft can be sighted from the bow. If the
round of the bulb obscures this view, then the width of the bulb can be
estimated with reasonable accuracy from the forecastle. When the
difference midships is determined, the draft forward can be
proportioned.
 (C) At the light survey the offshore aft draft is usually located on the
rudder post or on the very narrow part of the lower transom where the
port and starboard readings will mostly be the same. If this is not the
case, or the vessel has a considerable list, it may be necessary to risk life
and limb on a ladder over the offshore counter.
 (D) To avoid this scenario and to ensure that tank soundings are not
compromised it is advisable to insist that the vessel is brought upright
before commencing the survey. At loaded survey, ensure that the
loading completes with the vessel upright.
 (E) When reading the drafts make a note regarding the position of draft
marks with respect to perpendiculars. This will serve as a reminder to
seek out this information and correct for this factor when making
calculations later (Measure distances along quay if not shown in ships
papers).
 (F) If the critical midships draft has to be measured and it is not
possible to read the tape at the deck line, a position on the fishplate or
bulwark, directly above the Plimsoll mark, must be marked. The
distance from this position above the deck line is added to the summer
freeboard and draft to obtain a freeboard point of reference
 (G) The distance, from this point of reference, or the deck line to the
water on both sides, must then be obtained in order to determine mid
ships drafts.
 (H) Always write down the drafts and measurements as soon as read.
Never try to keep these figures in your head.
 (I) Insist that the officer reading the drafts with you is in agreement
and also records them correctly.
SKETSA DRAUGHT MARK
4
2
Ukuran batas atas
7M 10 cm
10 cm
Ukuran batas bawah

8 10 cm
10 cm

1 meter
6
4
2
6M
8
 28’0
0”

12
” 27’0
= 9 6”
1’ ”
6 27’0
” 3” 3”
27’0
0”
26’0
9”

26’0
6”
26’0
3”
26’0
26’0
1”
0”
 9.20
m

20
cm
15
cm
10
cm 5 9.02
cm m 9.00
m

8.90
m
8.85
m

8.80
m
 deckline
25 mm

Summer
Freeboard

TF

F
T

S
TF : Tropical Freshwater
F : Freshwater
T : Tropical
S : Summer W
W : Winter
WNA : Winter North Atlantic WNA
PLIMSOLL’S MARKS & DRAFT MIDSHIP
DRAFT MARKS FORWARD
 Earth’s Orbit Around The Sun
KU

23.50 U 23 June

Equator 23 March & 23 September

00

23.50 S 22 December

KS
Seasonal Zone
39
 CORRECTIONS

Draft Correction

Trims corrections

Hogging/Sagging Correction
=Deformation correction

Density Correction
 DRAFT CORRECTIONS
Perpendicular correction
Perlu diterapkan terhadap draft yang terbaca, karena draft mark tidak lagi
tepat ada di perpendicular.
Formula : Correction = d/L x T
Besarnya koreksi dihitung dengan rumus (d/L x T ),
dimana d ahalah jarak antara draft mark ke perpendicular,
L adalah length between the draft marks,
T adalah trim, semuanya dalam satuan metric.
Dalam banyak hal, besarnya koreksi ini sudah disusun dalam table atau
dilukiskan dengan curve berikut tanda-tandanya.
Yang penting diingat adalah :
letak draft marks terhadap perpendicular menentukan apakah koreksinya
positive (+) atau negative (-).
Bila “trim by the stren”,
FP didepan draft marks, koreksi draft depan negative (-).
AP dibelakang draft marks, koreksi draft belakang positive (+)
 TRIM CORRECTIONS
Rumus masing-masing koreksi adalah sebagai berikut :
1st. (A) correction = {(d x T x 100 TPC) : LBP{ M/Tons,
2nd. (B) correction = {(50 x dM/dZ x T2) : LBP}M/Tons,
dimana d adalah jarak antara c.o.f. dan midship,
T adalah trim,
dM/dz adalah selisih MTC untuk draft 0.5 meter diatas
dan dibawah M/M/M, satuan dalam satuan metric.
Apakah koreksi diatas ditambahkan atau dikurangkan terhadap
displacement pedomannya adalah 1st. Correction :
bila letak c.o.f. terhadap midship searah dengan trim, koreksi
ditambahkan (+),
bila letak c.o.f. terhadap midship tidak searah dengan trim, koreksi
dikurangkan (-)
2nd. Correction :
koreksi selalu ditambahkan (+).
Hogging and sagging
 DENSITY CORRECTIONS
Berkaitan dengan air dimana kapal terapung,
kita memakai asumsi bahwa densitynya adalah 1.025 M/T
per m3. Bila kenyataannya tidak demikian, maka adanya
perbedaan density menyebabkan perlunya penerapan
density correction terhadap displacement.
Dalam praktek, density air dimana kapal terapung kita
periksa dengan hydrometer sebelum memulai perhitungan.

Rumus density correction adalah :

{(1.025 – obs’d density) : 1.025 } x displ. M/Tons.
DRAFT SURVEY’S RESTRICTION

Time required for Draft Survey

Accuracy of Draft Survey

 THE ACCURACY OF DRAUGHT SURVEY

For big vessel >10,000 DWT = 0.1-0.3 %

For Small vessel < 10,000 DWT = 0.1-0.7 %

Permasaalahan yg mungkin timbul

 Cargo over/shortage from load port

 Bill of Loading splitting
 No draft marks
 No tanks tables
 Sounding pipe bent
 Weather problem
 Non cooperatives Vessel officer
SOME TRICKS IN DRAFT SURVEYS

Crane shifting

Ballast transfer

‘Constant’ matters
HYDROSTATIC TABLES

Table dibuat berdasarkan kondisi

KAPAL EVENKEEL
Kapal terapung pada air
SPECIFIC GRAVITY = 1.025
SAMPLING AIR BALLAST
Sampling for Seawater Density
Draft Marks Forward

57
STEM

58
STERN

59
Stbd FWD DRAFT MARK

60
PORT MID DRAFT MARK

61
PORT AFT DRAFT
MARK

62
STB Fwd DRAFT
MARK

63
STB MID DRAFT
MARK

64
STB AFT DRAFT
MARK

65
 1.50 to Starboard listing

Stb.side Aft Draft Portside Aft Draft

66
 Pengambilan sampling air laut

FP

BERTH
MP
ANCHORED

AP
 Posisi pengambilan sampling air.

Kapal Besar = 15%, 50%, 85% dari permukaan air.

Kapal Kecil = 25%, 75% dari permukaan air.

 HYDROMETER SCALE READING FOR TRANSPARENT LIQUID

HORIZONTAL PLANE
SEE DETAIL
SURFACE OF LIQUID

~ ~ ~ ~
~ ~
~ ~ ~ ~ BOTTOM OF READ SCALE AT HORIZONTAL PLANE
MENISCUS
~ ~ THIS POINT SURFACE LIQUID
LIQUI
D ~ ~ ~ ~
~ ~
~ ~ ~ ~ ~~~ ~~~
~ ~ ~~ ~~
~~ ~~ MENISCUS
~ ~ ~ ~ ~~ ~~
~ ~ ~~ ~~
~ ~
~ ~ ~ ~
~ ~
~ ~ ~ ~
DETAIL
~ ~ ~ ~ ~
 HYDROMETER SCALE READING FOR OPAQUE FLUIDA

HORIZONTAL PLANE
SEE DETAIL
SURFACE OF LIQUID

~~ ~~
~ ~
~~ ~ ~ BOTTOM OF HORIZONTAL PLANE
~ ~ MENISCUS READ SCALE AT SURFACE LIQUID
LIQUID THIS POINT
~~ ~~
~ ~
~~ ~~ ~~~ ~~~
~ ~ ~~ ~~
~~ ~~ MENISCUS
~~ ~~ ~~ ~~
~ ~ ~~ ~~
~ ~
~~ ~~
~ ~
~~ ~~
DETAIL
~ ~ ~ ~ ~
 DEDUCTIBLE WEIGHTS

 BERAT KAPAL KOSONG

 AIR BALLAST
 BAHAN BAKAR
 AIR TAWAR
 MINYAK LUMAS
 PERLENGKAPAN/STORES
 KONSTAN
 UN/ECE DRAUGHT SURVEY CODE FORMS

THE UNIFORM CODE OF STANDARDS AND PROCEDURES

FOR PERFORMANCE OF DRAUGHT SURVEY

• Code of uniform standards and procedures for the performance of

draught
survey of coal cargoes
Purpose : - to make the procedures reasonably uniform.
- intended to provide a source of information.
- qualification and experience of the draught surveyor is
paramount importance.
Members/ Corporate entities : 70 entities from UK, France,
Germany, Italy, Belgium, The Netherlands, USA, Japan, Australia,
Poland, Finland, Switzerland etc.
Conference : 28 – 30 May, 1990 at Katowice, Poland.
 DRAUGHT SURVEY
SOUNDING : DRAUGHT READINGS
WATER BALLAST, F.W, (FORE, AFT, MIDSHIP)
BUNKER TANKS STORE, ETC
DRAUGHT
TANKS CALIBRATION &
CORRECTIONS
CORRECTION TABLES

CORR’D DRAUGHTS
TRIM & LIST
CORRECTIONS
MEAN OF MEANS
VOLUME OF
CONSUMABLES HYDROSTATIC TABLE
+

CONSUMABLE DENSITY DISPLACEMENT

DEDUCTIBLES

CONSUMABLE TRIM & DENSITY

WEIGHT CORRECTIONS

CORR’ D DISPLACEMENT
FOR DEDUCTIBLES CORR’D DISPLACEMENT
FOR TRIM & DENSITY

INITIAL FINAL

CARGO WEIGHT
(LOADED/DISCHARGED)

TOTAL CARGO LOADED / DISCHARGED = FINAL – INITIAL CARGO WEIGHT

 U.N. - ECE - DRAUGHT SURVEY CODE
DRAUGHT SURVEY REPORT OF CARGO IN BULK LOADED FORM "C"
UNLOADED
Corporate identification:

Vessel M/V: Survey no.:

DRAUGHT STATEMENT

DRAUGHT READINGS HOURS STARTING SURVEY FINISHING SURVEY

FROM: TO: FROM: TO:
meters meters
Draught forward port 3,780 12,200
Draught forward starboard 3,800 12,260
Draught forward mean 3,790 12,230

Stem correction (153) (5)

Draught forward (corrected to fore pp.) 3,637 12,225

Draught after port 6,820 12,320

Draught after starboard 6,820 12,350
Draught after mean 6,820 12,335

Stem correction 153 5

Draught after (corrected to after pp.) 6,973 12,340

Draught fore & after mean 5,305 12,283

Draught midship port 5,100 12,180

Draught midship starboard 5,120 12,260
Draught midship mean 5,110 12,220
Midship correction - -
Draught midship (corrected to midship pp.) 5,110 12,220
Sag (+) Hog (-) 195 115
Mean of means 5,208 12,251
Draught extreme corrected for hog/sag 5,159 12,236
Correction (-) for keel tickness if applicable - -
Draught moulded corrected for hog/sag - -
(Note: Utilize line 152 or line 154) - -
Trim: fwd (-) aft (+)
Kg/m3 Kg/m3
Observed density 1,022 1,022
(Ship's tables density Kg/m3 __________) 1,025 1,025
(Hydrometer no. ____________)
Metric tonnes Metric tonnes
Displacement (at ______ Kg/m3 density) 28,938 72,570
First trim correction 54 -
Second trim correction (524) -
Total trim correction (470) -

Displacement corrected for trim 28,468 72,570

Correction for density average 83 212
Displacement corrected for density 28,385 72,358
Total deductibles 18,597 1,171
Displacement corrected for deductibles 9,788 71,187

Draught, densities, fresh water and ballast soundings witnessed and agreed to by the Chief Officer, Fuel oil,
soundings witnessed and agreed to by the Chief Engineer unless otherwise stated in form "A"
 DOs & DON’Ts
IN DRAFT SURVEY

DOs DON’Ts

 Make vessel upright with a good trim.  Vessel grounded.

 Stop loading activities, Ballast /FW transferring

etc.

 No movement on board which influence vessel  Transferring Ballast/ FW and continue Loading
draft and tank’s contain by mean no cargo/non activities.
cargo/hatch/cargo gear operation on board
during draft reading & sounding
 Cooperative Crew members  Any movement on board which influence draft
of the vessel and content of the tanks

 Deep sea and no current on current < 3 knot  Trim > 3 m and list > 30 where the trim and list
correction are not available in the loading
information/tables
 Draft reading by using boat (accurate)  Shallow sea and current >2 knot

 Using calibrated hydrometer  Draft reading from vessel deck (inaccurate)

ETC…
 FACTORS AFFECTING
THE ACCURACY
Weather
Ship’s crew cooperation
Vessels’ age
Human Errors/ Lack of Technical Skill
Equipment Errors
Non Technical Matters
 FACTORS AFFECTING
DRAUGHT SURVEYS

INCORRECT HYDROSTATIC or
DRAFT READINGS

INCORRECT TANK CALIBRATIONS

MUD and SCALE in BALLAST

TANKS
 WHAT IF….??

Big Discrepancy…

Do & Don’t in Draft Surveying

Coal Cargo ex different Suppliers

Note of Protests
 Constant.
Angka yang didapat dari perbedaan antara corrected

displacement dan berat semua benda di kapal, termasuk

didalamnya muatan, perbekalan, stores, abk, cat, lumpur

didalam tangki, perbedaan kecil dari pembacaan draft ,
berat kapal kosong dan lain-lain

Kapal tua mempunyai konstan lebih besar dari kapal baru

Kadang-kadang diketemukan Constant yang negatif

 Tools and instruments required
 A glass Zeal draft survey hydrometer.
 An efficient water sample bucket with line.
 A ballast tank dipper with line.
 A tank sounding tape graded in metres and feet.
 A sounding pipe extension. (A 1in x 1 metre PVC tube with a
sponge rubber end to make a seal).
 Some cotton towelling or rags.
 A Wave damping Tube and a Manometer.
 Water-finding paste.
Sight the capacity plan, ballast tank calibration tables and the hydrostatic data.
You need to know:
 1. How many tanks there are and where they are situated.
 2. Whether ballast sounding tables are calibrated in feet or metres,
 3. Whether or not there are trim corrections for the ballast tanks; if not, it will probably
 be necessary to fill or empty certain tanks before proceeding.
 4. Whether sufficient hydrostatic data are available and in what form they are
recorded, feet or metres. It is useless to proceed if these data are not on board.
 5. What is the summer draft and freeboard? This information will give you the vessel
depth to guide you with soundings and will assist in taking midships freeboards,
especially when the vessel has a rounded sheer.
 6. A current record of the ballast soundings. This can be a great help when sounding
ballast tanks; unfortunately in this day and age, it is not often available.
 7. Note the full depth of topsides and double bottoms; this information can be very

useful when tank soundings are carried out.

 The main steps of draft survey as follows:
1. Reading the draft
2. Correction to perpendiculars
3. Meandraft calculation for hull deformation
4. Calculation of corresponding displacement
5. Displacement correction for the effects of trim and
list (First, second trim correction, list correction, last
if required)
6. Displacement correction for water density
7. Measurement of liquids on board. ie ballast
sounding (measuring)
8. Soundings trim correction
9. Liquids volume calculation
10. Measuring the density of sounded/measured
liquids
11. Calculation of weight of liquids in ship’s tanks
11. Determination of constant: Const=Displacement-
Light Ship-Weight of Liquids
12. Weight of loaded/discharged cargo calculation as
the difference between final and initial draft surveys.
 KEUNTUNGAN DAN KERUGIAN DRAUGHT SURVEY

KEUNTUNGAN
-Sistim perhitungan di pelabuhan muat dan bongkar sama,
saat barang masih utuh diatas kapal
-Metode perhitungan sama (pelabuhan muat & bongkar),
Memakai formula dan prasarana peralatan yang sama.
-Lebih cepat dan lebih murah (efektif)
-Tingkat kesusutan barang sangat kecil dan mempunyai
toleransi yang menguntungkan kedua belah pihak.
-Tingkat kerusakan barang tidak ada karena belum ada
penanganan buruh.
KERUGIAN

Dokumen kapal yang dipergunakan untuk perhitungan

draught survey hampir tidak pernah dikalibrasi.
Keakuratan perhitungan sangat terpengaruh oleh kondisi
perairan dan cuaca.
Pada kapal-kapal tua sering terjadi penyumbatan pada
pipa-pipa sounding, sehingga sangat mempengaruhi
keakuratan hasil perhitungan.
Penerima barang sering merasa dirugikan karena
penerimaan barang sering tidak sesuai dengan nilai B/L.
Kadang pabrik/shipper merasa dirugikan karena antara hasil
produksi dan pengeluaran sering tidak sama jumlahnya
(Hasil timbangan > Draught Survey )
 A TEN-STEP DRAFT SURVEY
 1. Tools and instruments required.
 2. Initial engagement for survey.
 3. After boarding, before starting survey.
 4. Obtaining the density.
 5. Reading the drafts and gauging midships freeboard.
 6. Sounding ballast tanks.
 7. Obtaining density of ballast water.
 8. Calculating ballast remains.
 9. Hydrostatic data and draft calculation.
 10. Planning for final survey.
QUESTION & ANSWER
96