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DRAFT SURVEY PROCEDURES AND
CALCULATIONS

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

If, during loading and discharging, no shifting of weights was to take place, other than the movement of cargo, then the
calculation could be considered to be reasonably accurate.

In practice, this seldom occurs. 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 the vessel’s stability book is
consulted to obtain the hydrostatic particulars such as the displacement and other necessary data.
Several corrections are required and the quantities of ballast and other consumable items need to be assessed so as to obtain
the net weights as follows:-
The weight of an empty ship consists of three elements:
1. Empty ship>Fixed item
2. Stores>Considered fixed
3. Ballast, Oil and Fresh Water>Variable
Empty Net Weight = Empty ship + Stores

The weight of a loaded ship consists of four elements:

4. Empty ship>Fixed item
5. Stores>Considered fixed
6. Ballast, Oil and Fresh Water>Variable
7. Cargo>Fixed item
Loaded Net Weight = Empty ship + Stores + Cargo

Therefore, the cargo weight is the difference between the net weights.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS
A draught survey starts with a reading of the ship’s draught, on both sides; forward, amidships and aft. There are a number of
limiting factors: ƒ
 It is often difficult to accurately read the draught because of prevailing weather conditions and the presence of waves on the
water surface. A vessel may have also developed a slight roll, leading to further inaccuracies ƒ
 the draught should be read from a position as close to the waterline as possible to avoid parallax, although this may not
always be practicable ƒ
 a ship moored in a tidal stream or current will be affected by squat, particularly in shallow water, and this will have a further
effect ƒ
 a draught can be affected when there is a large difference between the temperatures of the air and the water. This will cause a
difference in the expansion of the submerged and emerged sections of the ship. There is currently no acceptable method of
correcting for this ƒ
 when a ship is not on an even keel (as is always the case before loading and after discharge), the draught readings must be
corrected for trim. It should be borne in mind that, at such times, the draught marks are not in line with the forward and after
perpendiculars ƒ
 the draught must be corrected for the density of the water in which the vessel is floating. It is difficult to obtain a reliable
average density because this will vary at different levels and locations around the ship ƒ
 the draught has to be corrected for hog and sag. This correction is generally calculated on the basis that a ship will bend
parabolically, although this is not always the case
A mean draught figure is obtained (a double mean of means) which, by comparison with the ship’s displacement scale, provides
the corresponding displacement. The ship’s displacement table may not, however, always be completely accurate. This is
usually supplied by the shipbuilder and the methods used to make up the tables may not always be totally reliable. Similarly, the
trim correction may be derived by the use of various formulae, not all of which are entirely accurate.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

ƒDraught Surveys – Practice

The Master of a vessel should be advised in adequate time that a draught survey will be taking place. If it is an initial light ship
survey, he should be requested, subject to the safety of the vessel, to ensure that individual ballast tanks are either fully pressed
up or empty and that the vessel is upright with a trim that is within the limits of the tank calibration tables.
When draught surveys are undertaken by independent surveyors, cooperation of the ship’s officers is essential.
The survey sections should be undertaken with the vessel’s chief officer assisted by his deputies.

Before undertaking the survey, it is recommended that the surveyor makes time to inspect a general arrangement plan to confirm
the number and position of the various ballast, fresh water and oil bunker tanks on the vessel.

Equipment used in the survey may include: ƒ

 Strong torch ƒ
 boat/ladders ƒ
 binoculars ƒ
 patent draught mark indicator or measuring devices (draught tubes, indicators, etc) ƒ
 calibrated inclinometer or manometer ƒ
 steel tape measure with plumb bob/stainless steel sounding tape with plumb bob (preferably calibrated) ƒ
 seawater sampling bucket or can of sufficient volume ƒ
 calibrated patent draught survey hydrometer ƒ
 calibrated salinity refractometer ƒ
 ballast water sampling device ƒ
 computer/calculator

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Reading the Draught Marks

At the time of reading the draught marks, the vessel should be upright and on an even keel, or with a minimum of trim. The trim
at survey should never exceed the maximum trim for which corrections may be included in the vessel’s stability book.
To avoid errors when reading the draught marks, the vessel should, ideally, be lying in still, calm water. For example: ƒ
 For vessels lying at exposed berths or anchorages, where wave and swell surface disturbance is almost inevitable, even to
the extent that the vessel may be rolling and pitching, it is usual to assess the actual mean water level over a number of
readings to be at two-thirds of the distance between the lowest and highest levels of water as seen against the draught marks.
Some experts advocate that, after studying wave patterns, a mean of the average highest and lowest draught readings should
be used ƒ
 draught marks on vessels that are lying at a river berth or in tidal conditions when strong currents are running should, ideally,
be read over periods of slack water (provided that at a low water slack there is sufficient UKC) ƒ
 currents of appreciable strengths are likely to cause the vessel to change trim or pitch slightly and/or sink bodily into the water
from her static draught (‘squat’). This phenomenon becomes more pronounced in shallow waters (shallow water effect) ƒ
 strong currents will result in raised water levels against the leading edge of a stationary vessel lying in flowing water. This is
especially true when the flow is in the direction of a vessel’s bulbous bow. Draught marks must be read on both sides of the
vessel, ie forward port and starboard, amidships port and starboard, and aft port and starboard. Alternatively, if additional
marks are displayed on large vessels, they should be read at all the designated positions..
Draught marks should be read with the observer as close to the waterline as is safe and reasonably possible to reduce parallax
error.
Although it is common practice to read the offside draught marks from a rope ladder, a launch or small boat provides a more
stable environment and brings the observer to a safer position closer to the waterline.
A vessel’s remote draught gauge should never be used for surveys due to lack of the necessary accuracy and the possibility of
errors, which may accumulate over the working life of the instrument.
When adverse weather conditions are being experienced, access to the offside draught marks may prove difficult or impossible.
At these times, the draughts on the nearside can be read and the offside draughts calculated using a manometer.
This method should never be used when the offside draughts 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 to minutes of arc, is strongly
recommended. The type of inclinometer fitted to vessels is not usually of sufficient accuracy to be used.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Draught marks

Draught marks (the depth at which the ship is floating) are designed to make reading simple. Metric marks are 10cm high and
are placed 10 cm apart. The steel plate they are made from is 2 cm wide. On the few vessels that still use the imperial system,
the numbers are 6 in high and located 6 in apart, with the numbers constructed from 1 in wide steel plate.

Above Figure shows depths from 8.49 m to 9.64 m. The water level is at 8.49 m as half the width of the top of the ‘4’ is visible
above the water level. Some numbers are easier to assess than others

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Density of the water in which the vessel is floating

It is prudent to obtain samples of the water in which the vessel is floating at, or very close to, the time at which the draught marks
are read. This is particularly relevant when the vessel is lying at an estuarial or river berth, when the density of the water may be
changing due to the ebb or flow of the tide. The density should be checked quickly after obtaining the sample as there may be
temperature differences between the actual sampling of the dock water and the time of determination of its density, which may
lead to errors in density.
Depending on the length of the vessel under survey, a number of samples, say between one and three, should be taken. To
overcome the problem of layering, the samples should be obtained using a closed sampling can at a depth of approximately half
the existing draught of the vessel. Alternatively, a slow-filling container may be used to obtain an average sample from keel to
waterline
When reading the hydrometer floating in the sample of water, the eye of the observer should be as close to the water level as
possible to avoid parallax errors and errors due to the meniscus. The hydrometer should also be given a ‘twirl’ to free it of any air
bubbles.
Ballast water tanks

Ballast water tanks, including peaks and those said to be empty, must be carefully sounded or proven to be full by pressing up
and overflowing from all air pipes when local regulations permit. If the ballast hold contains ballast water, this compartment must
not be fully pressed up but should be sounded and the weight of the water carefully calculated.
Spaces such as the duct keel and voids, particularly those of the lower stools situated at the base of transverse bulkheads,
between cargo holds, must be checked when safe to do so and proved in the same condition at initial and final surveys.
Carefully to Carry Consolidated Edition 2018 158
These voids often contain the manhole access covers to the adjacent doublebottom tanks. If these covers are not totally
watertight, the voids will flood, or partially flood, during ballasting or pressing up of the tanks, potentially resulting in huge errors
in the lightship or ballast survey. Surveyors have been known to refuse to conduct draught surveys when it has been established
that there is an unknown amount of water in such void spaces.
The calculation of the weight of ballast water is undoubtedly the main source of error in a draught survey and may result in very
large, and unacceptable, inaccuracies in the quantity of cargo calculated.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Density of the ballast water

It should be established where the various ballast tanks were filled. If they were from a single source, a few random samples of
the water will confirm the density. If from different sources, samples must be taken from tanks containing water from each of the
various sources and relevant densities of the water in individual tanks established.
The ballast tanks may contain significant amounts of muck in the form of sand, silt, shingle, rust scale, etc. The density of these
deposits will differ significantly from the ballast water. Also, it may not be possible to determine the amounts of these solids that
are in the tanks. The results are usually assumed in the constant, but the value may be significantly inaccurate.
The tanks should not be overflowed substantially to obtain samples unless local regulations permit. Instead, sampling equipment
that is suitable for tanks that are only partially filled should be used.
When small samples are obtained, a salinity refractometer should be used to establish density. When larger samples have been
obtained, a draught survey hydrometer may be used.

Establishing the correct weight of oils on board

This can be established either by sounding or ullaging of the tanks or, in the case of the engine room daily service and settling
tanks, by reading the gauges.
The volume of oils in each and every tank should be measured and recorded.

The relative densities of the most recently delivered oils on board can be obtained from the bunker delivery certificates

After completion of the bunker survey, the totals of each oil found must be agreed with the Chief Engineer and the Master.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Water removed from hold bilges

Certain bulk cargoes, such as ores, concentrates and some types of coal, are sprayed with water during loading to keep the dust
levels down. In addition, the stockpiles of cargo at the terminal are exposed to rain and other forms of moisture. During the
passage, some or all of this water content settles to the bottom of the hold and accumulates in and around the bilges. For safety
reasons, this water will be pumped out. A record of bilge pumping would usually be maintained on board, but the volumes
pumped out are never known exactly. This volume of water is one of the sources of variation between load port and discharge
port figures.

Calculation and corrections of vessel’s displacement from draught readings

Before extracting hydrostatic data from the vessel’s stability book, care should be taken by surveyors to familiarize themselves
with the format and methods used to display the various particulars, especially the means of depicting positions of LCF
(longitudinal center of flotation) etc., relative to amidships or to the after perpendicular.

When using a recommended draught survey computer programme or when calculating directly from data extracted from the
hydrostatic particulars contained within the vessel’s stability book, it is essential that the data is carefully and properly
interpolated or, rarely, extrapolated.

One of the areas where significant errors often result is from the incorrect application of the sign in respect of the position of the
LCF (in the first trim correction).

When undertaking initial and final displacement draught surveys to establish the weight(s) of cargo loaded, or alternatively
unloaded, the difference between the net displacement weights provides the total cargo quantity. However, it is recommended
for a cross check that, at the light ship/ballast survey, the vessel’s light ship weight is deducted from the net displacement found.
The resultant then provides the vessel’s ‘constant’ at that time. These unknown weights might also be termed the vessel’s ‘stores
variable’.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS
Although variable, for a number of reasons, it should serve as a guide to the accuracy of the light ship/ballast survey.

Comparison between ‘stores variable’ quantities, or mean thereof, established at previous surveys should be treated with caution
unless the variable is a direct comparison that can be made. For example, all surveys include a check and a record of the engine
lubricating oil held in storage tank(s) etc. Occasionally, surveyors report a negative stores variable, which is theoretically
impossible unless, in extremely rare instances, the vessel has been subject to modification and large quantities of structural steel
removed.
Charter parties often contain reference to an approximate quantity for the vessel’s constant, which may well create a discussion
between the Master and the surveyor should the constant found by survey be substantially larger than that quoted by the
owners. The surveyor, after relevant checks, should remain confident in the figure obtained, but always record on documents
issued to the Master and clients any unusual factors or difficulties experienced during the survey. These include any differences
between surveyors should owners, charterers or shippers each appoint separate survey companies to act on their behalf.

The Stability Book

All ships are provided with a stability book, which includes a section of hydrostatic particulars giving data for different draughts.
Included in these are Displacement,TPC, LCF and MCTC. Each of these Is required in order to calculate the survey and they are
tabulated for any given draught.

Displacement:-
Displacement is the weight of the ship. It is the underwater volume multiplied by relevant density.

TPC:-
Represents “tonnes per centimetre” of immersion. It is the weight that must beloaded or discharged in order to change the ships
mean draught by one centimetre.
 

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS
LCF:-
Represents “longitudinal centre of flotation”. It is the position about which the ship will trim when weights are loaded or
discharged. It is the geometric centre of the water-plane, and will move as the shape of the water-plane changes when weights
are loaded or discharged. The water-plane Is the area of the ships hull that would be visible if the ship was cut off at the
waterline.

MCTC:-
This stands for “moment to change trim 1 centimetre”. It is the momentrequired to change the trim of the vessel b one centimetre
( moment = weight x distance). MCTC is used In the second trim correction.

LIGHTSHIP:-
The weight of the ship complete in all respects when empty, but with full equipment, engine spares, water in the boiler and
lubricating oil in the engine.

DEADWEIGHT:-
The weight a ship can carry. Deadweight includes any fuel, water, ballast,
passengers, crew and stores. It is the difference between light ship and
displacement at any draught. ‘Cargo carrying capacity’, therefore, depends on the amount of fuel water and ballast remaining on
completion of loading, and any additions which will be required by the ship on passage to its final port of discharge.

LBP:-
Represents ‘length between perpendiculars’. A ship is built to plans and the plans are drawn around two perpendicular lines that
represent the forward (FP) and aft (AP) extremities of the section of the ship from which the volume is calculated. The remaining
two sections of the ship, the small part of the bow and stern sections, called the appendages, are added in afterward.

The forward perpendicular Is considered to be where the load water line

(summer load line) cuts the line of the foreside of the bow. The aft perpendicular is where it cuts the aft edge of the rudder post,
or in the case of most modern vessels where no rudder post is fitted, the centre line of the rudder stock.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Calculating a ship’s draught:-

The mean draught at which the ship is floating cannot be calculated by simple average because ships are not rectangular, or box
like, in shape and because they bend due to the distribution of weight on board. The draughts themselves also need to be
corrected before they can be used

Perpendicular corrections:-
As mentioned above, ships volumes are calculated around the section of the
vessel that lies between the forward and aft perpendiculars (FP and AP). When a ship Is built the draught marks are located at
convenient positions on the hull and these will not always be at the perpendiculars. For calculation purposes, the draughts at the
perpendiculars are required and this is done with the use of similar triangles. The actual trim of the vessel, in relation to the
length of the vessel between the draught marks, is one of a pair of similar triangles. The other is the correction in relation to the
distance the draught marks are displaced from the relevant perpendicular. Therefore these two triangles can be used to correct
the draught mark readings to what they would be at the perpendiculars.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

In the above diagram

L.B.P. = Length between pp. L.B.M. = Length Between Marks, C = LCF = Longitudinal COF from amidships
C = difference between draft at LCF & draft at amidships
dF = Ford Draft mark
dA = Aft Draft Mark
FP = Forward Perpendicular
AP = Aft Perpendicular
WL = water line when even keel, W1L1 = water line when trimmed (in this case by stern)
T = TRIM (at the perpendiculars)
Ta = APPARENT TRIM (at the marks)
A = Distance between the ford draft mark & ford pp. a= Difference between draft at ford mark & draft at ford pp
B = Distance between the aft draft mark & aft pp, b = Difference between draft at aft mark & draft at aft pp
^M = Angle of Trim
As all are similar triangles with the same ^M : T/LBP = Ta/LBM = c/LCF = a/A = b/B = Tan ^M Since Ta/LBM = a/A
then a = A/LBM x Ta & Ta/LBM = b/B then b = B/LBM x Ta
In the formula for correction to be applied to the ford draft A is a constant value on EACH SHIP as is LBM as
is B
Each of these corrections is applied according to the following rule:
If the direction of the displacement of the draught marks from the relevant perpendicular is the same as the direction
of the trim, then the correction applied to the observed draught is negative, otherwise it is positive.
 
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 DRAFT SURVEY PROCEDURES AND CALCULATIONS
CORRECTION FOR HULL DEFORMATION:-

If the vessel is neither hogged or sagged (at amidships) then the midship drafts will be the mean of thefore & aft
drafts but this is very seldom the case the best formula used for calculating the draft making allowance for the
various hull deformations for a bulk carrier or tanker has been found to be the 6 sided formula where

MQM DRAFT • FORD DRAFT + AFT DRAFT + (6 x AMIDSHIPS DRAFT)

8
TRIM CORRECTIONS:-

When a ship is trimmed the calculated mean draft is not the same as the true mean draft measured at the LCF.
To correct the displacement to that corresponding to the ‘true mean draft’ the following correction(s) are applied;

1ST TRIM CORRECTION (IN TONNES) = TRIM (in cms) x LCF (in meters) x TPC
LBP (in meters)

Where LCF is measured from amidships.

The correction is applied according to the following rule:

If the LCF and trim are in the same direction the correction Is positive and alternatively when they are in
opposite directions the correction is negative.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

This correction does not allow for the fact that, when a ship trims, the COF moves from it’s tabulated position.

Some ships have corrections for this, but when this is not provided the following correction called the 2nd trim
correction must be applied -

2ND TRIM CORRECTiON (IN TONNES) = (TRIM IN METERS x (TRIM IN METERS) x 50(dM/dZ)
LBP (In meters)

where dM/dZ is the difference between the MCT for a draft of 50cm greater than the corrected mean draft and 50cm
less than the corrected mean draft i.e. if the corrected mean draft is 12.0 meters then dM/dZ would be the difference
between the MTC (Moment to change trim) at12.50 meters and 11.50 meters.

This correction is ALWAYS ADDED to the displacement.

When there is very little trim many surveyors ignore the 2nd Trim Correction.

CORRECTION FOR DENSITY:-

Almost all ships have their displacement tables tabulated for a Relative Density of 1.025. However what we are
interested in finding is the actual displacement, i.e.the displacement in the dock water that the vessel is lying in.

TRUE DISPLACEMENT = R.D. OF DOCK WATER x DISPLACEMENT IN SALT WATER

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Worked Example:-

From the following information calculate the corrections to perpendiculars and the draughts at the perpendiculars.
Also calculate the true trim.

Vessel LBP 181.8 metres, Density at the time of draught reading 1.0185 t/m3

port side stbd side distance marks from perp.

Forward draughts 4.61m 4.65m dF = 2.94 m aft

Midships draughts 4.93m 5.10m dM = 1.44 m aft

Aft draughts 5.58m 5.60m dA = 7.30 m forward

Forward mean = (4.61 + 4.65)/2 = 4.63m

Midships mean = (4.93 + 5.10)/2 = 5.015m

Aft mean = (5.58 + 5.6)/2 = 5.59m

 

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

So apparent trim is: 5.59-4.63 = 0.96m

And LBM is: 181.8-2.94- 7.30 = 171.56m

Forward corr’n = Apparent trim x dF = 0.96 x -2.94 = -O.0165m

LBM 171.56

Midships corr’n = Apparent trim x dM = 0.96 x -1.44 = -0.0081m

LBM 171.56

Aft corr’n = Apparent trim x dA = 0.96 x 7.3 = +0.0408m

LBM 171.56

Now:

Forward draught is 4.63 - 0.0165 m = 4.6135 m

Midships draught is 5.015 - 0.0081 m = 5.0069 m

Aft draught is 5.59 + 0.0408 m = 5.6308 m

True trim is 5.6308 — 4.6135 m = 1.0173 metres = 101.73 cm

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Mean Quarter Mean draught = (6 x 5.0069) + 4.6135 + 5.6308 = 5.0357 m

8

From the original survey the following data was given In the vessels hydrostatic particulars:

Scale density of hydrostatic particulars 1.025 t/m3

Draught Displacement Tpc Lcf

5.00 19743 42.32 -4.354

5.10 20167 42.37 -4.289

Draught Mctc Draught Mçtç

5.50 445.5 4.50 434.9

5.60 446.6 4.60 435.9

The stability book stated that a negative (-) sign for Lcf indicated forward of midships.

Interpolating the data from the table (it is easier to use centimetres in the interpolation rather than metres)

The difference in the tabulated draughts Is 10cm and the draught we are looking for is 3.57 cm more than 5 metres

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Therefore:-

Displacement for 5.0357 m draught = 19743 + (20167-197431) x 3.57 = 19894.37

10

Tpc for 5.0357m draught = 42.32 + (42.37-42.32) x 3.57 = 42.338

10

Lcf for 5.0357m draught = -4354 + (4.354-4.289) x 3.57 = - 4.331(for’d of mid)

10

Mctc for 5.0357 + 50cms = 445.5 + (446.6-445.5) x 3.57 = 445.89

10

Mctc for 5.0357 - 50cms = 434.9+ (435.9-434.9) x 3.57 = 435.26

10

Therefore (dm~dz) = 10.63

The first trim correction = 101.73 x -4.331 x 42.338 = - 102.6ltonnes

181.8

The Second trim correction = 1.01732 x 50 x 10.63 = +3.03 tonnes

181.8

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Then vessels displacement at a density of 1.025 t/m3 is calculated as follows:-

Displacement for 5.0357m = 19894.37 tonnes

First trim correction = -102.61 tonnes

Second trim correction = +3.03 tonnes

Corrected displacement in salt water = 19794.79 tonnes

This is the weight of the ship at the draught if it was in salt water of
density 1.025 t/m3, which is the density of the ship’s hydrostatic scale.

However it is floating in water of apparent density 1.0185 t/m3.

So; True Displacement = 19794.79 x 1.0185 = 19669.26 tonnes

1.025

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Documentation

At completion of the survey, a work sheet or computer printout should be placed on board the vessel recording the
data and calculations used to obtain the cargo loaded/unloaded quantity. This document is usually produced by
individual survey companies, or by shipping companies for use by their officers.

A formal survey report should be submitted to clients at a later date. Specific formal documentation has been drawn
up by bodies such as the IMO and the various P&I Clubs.

The formal report document should include details of the survey as well as: ƒ

 Dates and times of surveys ƒ

 vessel particulars ƒ

 vessel location ƒ

 weather conditions (and whether these were within acceptable limits) ƒ

 sea conditions (and whether these were within acceptable limits) ƒ

 tidal/current conditions (and whether these were within acceptable limits) ƒ

 a record of any difficulties or defects in a ship’s documentation or equipment that might cause the calculated
weight by draught displacement survey to be outside acceptable limits of normal draught survey measurement
error.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Cumulative Errors

Errors can occur when reading and correcting the draughts. The final fully corrected 3/4 mean draught should be
within ±10 mm of the true mean draught. ƒ

 Errors of Calculation. The main error to be avoided in this section is incorrect positioning of the LCF relative to
LBP/2, the amidships point ƒ

 Error of the Water Density in which the vessel is floating. Always ensure that an average sample, or alternatively
the average of a number of water samples, is obtained and that the correct type of certificated hydrometer is used
to obtain the density ƒ

 Sounding of Tanks. Leaving aside documented tables which may not be accurate, the way of avoiding the main
errors in this section of the survey is by ensuring, as best possible, that all volumes of liquids on board, particularly
ballast water, are both correctly quantified and attributed with correct densities. These factors, particularly when
applied to ballast water, undoubtedly contribute to the largest number and degree of errors likely to be
encountered in draught surveying.

Bearing these reservations in mind, a well-conducted draught survey under reasonable prevailing conditions is
capable of achieving an absolute accuracy of ±0.5%.

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 DRAFT SURVEY PROCEDURES AND CALCULATIONS

Marine Hydrometers

Two types of hydrometers are commonly used in the maritime industry:

Draught Survey Hydrometers :These instruments are designed to measure the apparent density of water. For
the purposes of draught surveys:
Apparent density (weight in air per unit volume) (t/m3) × Volume (m3) = Weight (t).
Modern hydrometers of glass manufacture are calibrated at standard temperature, 15°C (60°F), and measure the
apparent density of the water sample in kilograms per litre in air. They are usually marked ‘for draught (or draft)
survey’ and ‘medium ST’ (medium surface tension) and graduated in the range 0.990/1.040 kg/l.
These instruments are used to determine the weight in air (apparent weight) of a vessel, from which the weight of the
cargo on board may be calculated.
When manufactured of glass and calibrated at standard temperature, a small error results if the hydrometer is not
used at the designed standard temperature.
However, it is accepted that no temperature correction is necessary as it is compensated at survey by the change in
volume of the steel vessel itself. The corrections due to the ‘coefficients of cubical expansion’ of glass and steel are
very approximately the same, thus they cancel out.
The older types of hydrometer used for draught surveys and manufactured from brass, or some other metal, are still
found on some vessels. These instruments should be accompanied with a table of corrections and the relevant
temperature correction should always be applied.
The use of a glass hydrometer is always preferable and it should be kept clean and protected. Draught survey
hydrometers should not be used for load line survey purposes.

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Load line hydrometers :Load line hydrometers are used to determine the relative density (specific gravity) of a
water sample at a standard temperature (T1) against a sample of distilled water at a standard temperature (T2). The
standard temperature used is usually 15°C (60°F). Relative density is a ratio, a number. Load line hydrometers are
usually marked ‘RD’ or ‘Sp. Gr.’, together with the standard temperatures.

When the temperatures of the water and the distilled water samples have a huge variation, a temperature correction
must be applied to allow for the expansion of the hydrometer. These instruments are used to determine the
displacement of a vessel at any given waterline in order to comply with the requirements of the International
Convention on Load Lines, 1966 (Reference 25).

Article 12 of the Convention permits a vessel to load to submerge the appropriate load line by an allowance made
proportional to the difference between 1.025 and the actual density in which the vessel is floating. This then is
relative density, ie the Convention refers to ‘density in vacuo’, ie mass per unit volume.

Draught survey hydrometers should not be used for load line survey purposes.

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Draft Survey Documentation Examples:-

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Draft Survey Documentation Examples:-

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Draft Survey Documentation Examples:-

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