b) First Trim Correction

The displacement scale is calculated assuming the vessel to be on even keel. The
first trim correction, also known as the layer correction, is applied to correct the
draft amidships to the true mean draft at the centre of flotation.

Sign Convention: 
 

TRIM LCF FORWARD OF MIDSHIPS LCF AFT OF

By Stern negative (-) Positive (+)

By head positive (+) negative (-)

W1L1 is the waterline when the vessel is trimmed. 

AMD is the arithmetic mean draft i.e. mean of forward and aft drafts that gives
midship draft. 

TMD is the true mean draft at the position of the centre of floatation (at LCF). 

Layer correction is the difference between TMD and AMD. 

c) Second Trim Correction

As the vessel trims, the centre •of flotation (LCF) shifts. The second trim
correction is applied for this shift of LCF. The position of the LCF as specified
in the hydrostatic particulars is normally for the even keel condition. What we
require is the draft at the final position of LCF and the displacement
corresponding to this draft.
Where: 

MCTC2 = MCTC for mean adjusted draft + 50 cm 

MCTC1 = MCTC for mean adjusted draft — 50 cm 

Sign Convention: 

2nd Trim Correction is always positive (+). 

Actual Displacement = Displacement corrected for density and 1st Trim

Normally the 1st and 2nd corrections are algebraically added together and
called total trim correction. 

D) Correction for List 

Correction for List (in tonnes) = 6(TPC2 TPC1) x (Mp difference Ms) 
  

Where: 

Mp and Ms = midship drafts on port / stbd. sides 

TPCp = TPC value for Mp 

TPCs = TPC value for Ms 

Therefore: 

Actual Displacement = Displacement corrected for density, Trim Corrections

Sign Convention: 

Correction for List is always positive (+).  

1. Deductibles are the components of the ship’s total weight, which must be
deducted from the actual calculated displacement in order to determine the
Weight of the cargo on board. 
2. Deductibles will include ballast water, fresh water, fuel oil, diesel oil, lubricating
Oil and stores, provisions, crew and their effects. The latter will be more or less
constant during a draft survey and can be added on to the light ship. However if
the vessel is to receive a large quantity of stores then such weights will have to
be accounted for in the final survey.
3. Every compartment capable of carrying water should be carefully sounded. 
4. When at an exposed berth the movement of the vessel may create errors. To
overcome this problem several soundings should be taken and the average value
is to be taken. 
5. The sounding tape must be checked to ensure that it reaches the bottom of the
tank. It must be noted that the vertical tank height and the length of sounding
pipe may be different. 
6. Full tanks may have air pockets especially when the ship is trimmed. Hence the
level of the water within the tanks should be within the range for which the trim
correction can be applied. 
7. Empty tanks will probably have residual water even at zero soundings. These
indeterminable quantities can be ignored at both the before and after surveys,
provided that all parties are satisfied that no changes have taken place during the
interval between surveys. 
8. If ballast soundings are outside the maximum range of the calibration tables then
ballast should be run out until the level is suitable. 
9. The duct keel, pipe tunnel, peak tanks and swimming pool must not be
overlooked when taking soundings. 
10. Cargo -hold bilges must be checked and sounded. Any bilges pumped out
during the port stay must be recorded. When a vessel loads a dry cargo that has
been wetted, a record of bilges pumped out during the voyage is very useful
evidence to explain any apparent loss of cargo at the discharge port. 
11. Ballast holds cause problems due to poor calibration and hull deformation.
Hence they should Preferably be emptied prior arrival at the load port. 
12. Bunker tanks need not be inspected or sounded during a draft survey
unless a bunker survey is also required. The chief engineer’s figures of fuel oil,
diesel oil and lubricating oil are accepted along with Daily consumption figure
for the vessel’s the stay in port.
13. The sounding Pipes of the tanks may be at a position where they will
always give the correct sounding of the tanks irrespective of the trim Hence
observed 
14. soundings will have to be corrected for the trim of the vessel. Sounding
tables will most often give the trim correction for each tank, These corrections
are calibrated for every half metre of trim. 
15. If no trim correction is available for the soundings, It may be calculated by
the formula:  
Where: ‘d’ is the distance from the sounding pipe to the tank centre, 
(Approximate measurements can be taken from the plans of the tanks).