Finally, I have comfort time to complete this post after having busy with some surveys

that I should fulfil. Any terms on this post should be refer to previous post Draft Survey:
Terms of Conduct.
The Draft Survey procedures and calculation ascertained as the following series :
1. Reading the draftmark of the ship, which consist of six (6) points of draftmarks,
i.e.; Fore, Midship, and After at both sides of the ship,
2. Sampling and testing the sea water or dock water density at the place where the
vessel floats,
3. Determining of deductible weights by measuring and sounding of ballast tanks,
fuel oil, fresh water that existing onboard at the time of survey,
4. Using Hydrostatic Table provided onboard to begin calculation.
Reading the Draftmark of the ship
Commonly, all ship are designed with draftmark for working with Draft Survey to
determined their actual weight. The draftmark could be find at six (6) points on the below
places:

Forward Port Side (FP),

Forward Starboard Side (FS),
Midship Port Side (MP),
Midship Starboard Side (MS),
Aftward Port Side (AP),
Aftward Starboard Side (AS),

Before posting the step by step Draft Survey Calculation, it is necessary to attach the
popular terms of conduct for Draft Survey for references.
Aft Perpendicular (AP) : an imaginary vertical line, at right angles to the keel, passing
through the first frame and so located on or nearby the ships rudder post.
Ballast Tanks : tanks aboard the vessel specially designed to receive ballast water or, in
the case of tanks vessels, cargo tanks used to contain ballast.
Boiler Feedwater Tanks : tanks provided aboarf the vessel to contain water used for the
production of steam.
Bilges : spaces at the bottom of the engine room or pumprooms where water is allowed to
accumulate. As the bilges usually also contain waste oil, they may not be discharged
within the port limits. For draught survey purposes, the quantity of liquid in the bilges
should be controlled/sounded before and after loading or discharge, so that any change in
quantity can be detected.

Bunker tanks : tanks intended to contain fuel oil either for stam raising purposes or for
the provision of power to the main engines and auxiliaries.
Calibration Tables : (see sounding table).
Centre of Floation : the point around which a ship tips, often called the tipping center.
The center of the waterplane area.
Cofferdams fwd and aft : these terms apply more particularly to ocean tankers, coastel
tankers and tank barges. They are empty spaces provided in order to separate the cargo
tanks from the machinery space aft and from the forward peak and other forwardparts of
the ship. Cofferdams frequently contain water, either intentionally or accidentally, and
should therefore always be sounded.
Constant : the difference between the light ship weight according to ships documents
and the net empty survey displacement after deducting all measurable weights.
Deadweight : the weight of a vessels cargo, fuel, water and stores.
Deckline : a line clearly marked on the port and starboard side of the vessel, amidships as
required by International Loadline Regulations.
Deeptanks : tanks situated near to the bottom of the vessel.
Density (true) : the mass of a volume unit of a liquid.
Displacement table/scale : a table, specially prepared for each vessel, giving the
displacement corresponding to various drafts.
Double Bottom Tanks : tanks situated in the vessels double bottom and used either for
bunkers or ballast water.
Draft : depth of water from the water surface down to the bottom of the ships keel.
Draft Marks : a series of figures painted or welded on the vessels hull, usually forward,
midships and aft, on both port and starboard sides and indicating the draft of the vessel at
the points where the draft marks are situated
Draft (Draught) Survey : a system of cargo measurement based on measuring the draft
of the vessel before and after loading or discharge, making into accound any changed in
weight other than cargo, which may have taken place during cargo handling operation,
i.e. changes in the weight of water ballast, bunkers, stores etc.
Even Keel : when the forward and aft drafts of a vessel are identical, the ship is said to
be on an even kee.l

Forepeak Tank : a compartment situated at the extreme forward part of the vessel often
used to contain ballast water.
Forward perpendicular (FP) : an imaginary vertical line, at right angles to the keel and
passing through the point where the summer loadline intersects the vessels stern.
Freeboard (assigned or statutory) : the distance from the upper part of the deckline to
the summer loadline as assigned or stated in the Freeboard Certificate relating tho the
vessel concerned.
Hogging : the deflection of a cessel loaded in such manner that the draft amiship is less
than the mean of the forward and aft drafts.
Hydrostatic Curves : a document specially prepared for each vessel indicating, among
other things, the centre of floating or tipping centre at various drafts.
LCF : Longitudinal Centre of Floatation.
Length Between Perpendiculars (LBP) : distance between the forward and aft
perpendiculars measured parallel to the keel.
List : inclination of the vessel from the vertical position measured at the longitudinal
midships axis.
Lightship Weight : the weight of vessel ofter completion of construction but without
fuel bunkers, stores, etc.
Mean Forward Draft : average of the forward drafts on port and starboard side.
Mean Midships Draft : average of the midships drafts on port and starboard side.
Midships : longitudinal center of the vessel as indicated on the hull by the Port and
Starboard loadline marks.
Moment To Change Trim 1 cm (MTC) : the force required to change the trim of a
vessel by 1 cm.
Plimsoll Line : another name for summer load mark. The line permanently marked by
centre punh, or by welding, on the port and starboard sides of the vessel amidship.
Port Side : the left-hand side of the vessel as seen by an observer facing forward.
Rudder Post : the vertical axis around which the rudder turns.
Sagging : the deflection of a vessel loaded in such manner that the draft amidships is
greater than that the mean of forward and aft drafts.

Sounding Pipe : a fixed pipe through which soundings are taken.

Sounding Tables : a table containing the tank volume as taken measured by sounding.
Starboard Side : the right-hand side of the vessel as seen by an observer facing forward.
Stem Correction : correction applied to the mean forward draft when the forward draft
marks are not situated at the forward perpendicular.
Stern Correction : correction applied to the mean aft draft when the aft draft marks are
not situated at the aft perpendicular.
Summer Loadline : an imaginary line, parallel to the keel passing through the upper
edge of the summer mark which corresponds to the maximum draft permitted in the
summer zone in sea water.
Ton Per Cm Immersion (TPC) the number of metric tones required to change the mean
draft of a vessel by 1 cm.
Trim : the difference between the mean draft and the mean draft forward, both
measurements having been corrected to the aft and forward perpendiculars (FP/AP).
Trim Corrections : corrections applied to the displacement of the vessel is not floating
on an even keel.
Ullage : the distance between the surface of a liquid in a tank and the top of the tank or
corresponding sounding pipe.

Draft Survey: Specimen of Calculation

Jan 26
SurveyorsSurveyors draft survey, marine survey, marine surveyor 47 Comments
As I have promised you, I write down this post to explain specimen of Calculation in
Draft Survey. Please also refer to the previous post Draft Survey : Procedures and
Calculation.
Ok, now we could directly go to the point. The vessel has alongside at the wharf in port
to discharge the grain cargo. The Ships Particulars shown :
Name of Vessel : MV. OCEAN BALL, - Port of Registry (POR) : Panama, Lenght Over
All (LOA) : 182.00 M, Lenght Between Perpendiculars (LBP) : 179.00 M, Breath (B)
: 32.20 M, Depth (D) : 17.15 M, Gross Tonnage (GT) : 28,342 MT, Net Tonnage
(NT) : 17,664 MT, Summer Draft (SD) : 12.163 M, Summer Deadweight (DWT) :
52,998 MT, Light Ship (LS) : 7,780 MT, Constant (CS) : 320 MT, Fore Distance
4

to Perpendicular (Fd) : 1.70 M, After Distance to Perpendicular (Ad) : 9.45 M. See

Picture :

The Surveyor came onboard and made Draft Survey to determine the quantity of cargo on
arrival. During inspection, shes draft marks and others data finds as the followings :
- Fore Draft Port (FP) : 10.79 M / Fore Draft Starboard (FS) : 10.81 M.
- Mid Draft Port (MP) : 10.90 M / Mid Draft Starboard (MS) : 11.03 M.
- Aft Draft Port (AP) : 11.16 M / Aft Draft Starboard (AF) : 11.19 M.
- Density of Sea Water Sample (Den) : 1.021.
- Ballast Water (BW) : 265.00 Cubic Meter at Density 1.025, Fresh Water (FW) :
183.00 MT.
- Fuel Oil (FO) : 612.00 MT, - Diesel Oil (DO) : 161.00 MT, Lub Oil (LO) : 29.00 MT.

The Draft Survey Calculation is described as below :

Raw Draft Calculation
- Fore Mean (Fm) = (FP + FS) / 2 = (10.79 + 10.81) / 2 = 21.60 / 2 = 10.800 M.
- Mid Mean (Mm) = (MP + MS) / 2 = (10.90 + 11.03) / 2 = 21.93 / 2 = 10.965 M.
- Aft Mean (Am) = (AP + AS) / 2 = (11.16 + 10.19) / 2 = 22.35 / 2 = 11.175 M.
5

- Apparent Trim (AT) = Am Fm = 11.175 10.800 = 0.375 M.

- Length Between Mark (LBM) = LBP (Fd + Ad) = 179.00 (1.70 + 9.45)
= 167.85 M
Draft Correction to Distance to Perpendicular.
- Fore Correction (Fc) = (Fd x AT) / LBM = (1.70 x 0.375) / 167.85 = 0.003798
= 0.004 M (rounded to 3 Decimals).
- Mid Correction (Mc) = (Md x AT) / LBM = (0.00 x 0.375) / 167.85
= 0.000 M (Not Available)
- Aft Correction (Ac) = (Ad x AT) / LBM = (9.45 x 0.375) / 167.85 = 0.021112
= 0.021 M (rounded to 3 Decimals).
True Draft and True Trim
- Fore Draft Corrected (Fcd) = Fm + Fc = 10.800 + (-0.004) = 10.796 M.
- Mid Draft Corrected (Mcd) = Mm + Mc = 10.965 + 0.000 = 10.965 M.
- Aft Draft Corrected (Acd) = Am + Ac = 11.175 + 0.021 = 11.196 M.
- True Trim (TT) = Acm Fcm = 11.196 10.796 = 0.400 M.
Final Draft Calculation
- Fore and Aft Mean (FAm) = (Fcd + Acd) / 2 = (10.796 + 11.196) / 2 = 21.992 /2 =
10.996 M.
- Mean of Mean Draft (MM) = (Mcd + FAm / 2) = (10.965 + 10.996) /2 = 21.961 / 2 =
10.9805 M.
- Quarter Mean (MMM) = (MM + Mcd) /2 = (10.9805 + 10.965) /2 = 21.9455 /2 =
10.97275 M
= 10.973 M.
- Or MMM = {(Fcd x 1) + (Acd x 1) + (Mcd x 6)} / 8 = {(10.796 x 1) + (11.196 x 1) +
(10.996 x 6)} / 8

= (10.796 + 11.196 + 65.790) / 8 = 87.782 / 8 = 10.97275 M = 10.973 M.

Hydrostatic Table
Refer to the Table, we could obtain :
Displacement (Disp)
- Disp at 10.970 M : 54,266.860 MT (DISP. FULL).
- Disp at 10.980 M : 54,321.070 MT (DISP. FULL).
- Disp at 10.973 M : 54,266.860 +[ {(10.973 - 10.970) / (10.980 - 10.970)}
x (54,321.070 - 54,266.860)]
= 54,266.860 {(0.003 /0.010) x 54.210} = 54,266.86 + (0.3 x 54.210)
= 54,266.860 + 16.263 = 54,283.123 MT
Ton Per Centimeter (TPC)
- TPC at 10.970 M : 54.210 MT (Below TPC on Table).
- TPC at 10.980 M : 54.220 MT (Below TPC on Table).
- TPC at 10.973 M : 54.210 +[ {(10.973 - 10.970) / (10.980 - 10.970)}
x (54.220 - 54.210)]
= 54.210 {(0.003 /0.010) x 0.010} = 54.210 + (0.3 x 0.010)
= 54.210 + 0.003 = 54.213 MT.
Longitudinal Centre Flotation (LCF)
- LCF at 10.970 M : 1.180 MT (Below LCF on Table).
- LCF at 10.980 M : 1.190 MT (Below LCF on Table).
- LCF at 10.973 M : 1.180 +[ {(10.973 - 10.970) / (10.980 - 10.970)} x (1.190 - 1.180)]
= 1.180 {(0.003 /0.010) x 0.010} = 1.180 + (0.3 x 0.010) = 1.180 + 0.003 = 1.183 M.

Moment To Change Trim (MTC)

- MTC = MTC 1 MTC 2.
- MTC 1 = MMM + 0.5 = 10.973 + 0.5 = 11.473 M.
- MTC 1 at 11.470 M : 709.610 (Below Table).
- MTC 1 at 11.480 M : 710.060 (Below Table).
- MTC 1 at 11.473 M : 709.610 +[ {(11.473 - 11.470) / (11.480 - 11.470)} x (710.060 709.610)]
= 709.610 {(0.003 /0.010) x 0.450} = 709.610 + (0.3 x 0.450) = 709.610 + 0.135 =
709.745.

- MTC 2 = MMM - 0.5 = 10.973 - 0.5 = 10.473 M.

- MTC 2 at 10.470 M : 686.460 (Below MTC on Table).
- MTC 2 at 10.480 M : 686.770 (Below MTC on Table).
- MTC 2 at 10.473 M : 686.460 +[ {(10.473 - 10.470) / (10.480 - 10.470)}
x (686.770 - 686.460)]

10

= 686.460 {(0.003 /0.010) x 0.310} = 686.460 + (0.3 x 0.310) = 686.460 + 0.093 =

686.553.

So, MTC = MTC 1 MTC 2 = 709.745 686.553 = 23.192.

**** From the above results, we collected the data as follows:

- Disp = 54,283.123 MT, - True Trim (TT) = 0.400 M, - LBP = 179.00 M,
- TPC = 54.213, LCF = 1.183, - MCT = 23.192.
First Trim Correction (FTc)
- FTc = (TT x TPC x LCF x 100) / LBP = (0.400 x 54.213 x 1.183 x 100) / 179.000
11

= 256.35916 / 179.00 = 14.331615 = 14.332 MT.

Second Trim Correction (STc)
- STc = (TT x TT x MTC x 50) / LBP = (0.400 x 0.400 x 23.192 x 50) / 179.000
= 185.536 / 179.00 = 1. 036514 = 1.037 MT.
Displacement Corrected to Trim (DispT)
- DispT = Disp + (FTc + STc) = 54,283.123 + (14.332 + 1.037) = 54,283.123 + 15.369
= 54,298.492 MT.
Density Correction (Denc)
- Actual Density (ADen) = Sample Sea Water Density = 1.021
- Denc = DispT x {(ADen 1.025) / 1.025} = 54,298.492 x {(1.021 1.025) / 1.025}
= 54,298.492 x (-0.004 / 1.025)
= 54,298.492 x (-0.0039024) = -211.896554 = -211.897 MT.
Displacement Corrected to Density (DispDenc)
- DispDenc = DispT + Denc = 54,298.492 + (-211.897) = 54,086.595 MT.
Deductible Weight (Deduct)
- BW = 265.00 x 1.025 = 271. 625 MT, FW = 183.000 MT, FO = 612.000 MT,
- DO = 161.000 MT, LO = 29.000 MT.
- Total Deduct = 1,256.625 MT.
Displacement Minus to Deductible Weight = Net Displacement (NDisp)
- NDisp = DispDenc - Deduct = 54,086.595 1,256.625 = 52,829.970 MT.
Estimated Cargo onboard (EstCOB)
- To estimated quantity cargo onboard, we need to know about Light Ship and
Constant. Light Ship and Constant data is provided on the Ships Loading Manual.

12

For the new ship, we could refer to the Constant on the Manual, but for the old ship it
Constant may vary, please refer to the Chief Officer Constant Declaration or Draft Survey
Previous Port, or we could calculate it in the final survey after the Ship completing to
discharge her cargoes (empty Ship).
- Light Ship (LS) = 7,780.000 MT, Constant (CS) = 320.000 MT.
- EstCOB = NDisp (LS + CS) = 52,829.970 (7,780.000 + 320.00)
= 52,829.970 7,100.000 = 44,729.970 MT.

See the following Draft Survey Report Form..

13

14

We have completed the Initial Draft Survey, I hope it useful and see you in the next post.
Surveyors.

Use the small boat to go around the ship and get as near as possible to the draft mark for
best viewing. The surveyor should be read all above marks clearly, because reading the
draftmark is the first and most essential process. I am not saying that other processses is
not essensial, but this process is hard to do and involves many rules of conduct to gain the
correctness and accuracy of Draft Survey itself (I will post it later). The draftmark read is
recorded on the surveyor notebook, do not try to remember it or write down in your palm
hand. Its useless and un-professional.
Sampling and testing the sea water or dock water density
After reading the draftmark, directly engage with the sampling of sea water or river water
around the ships dock. Why? Because the ship draft will not be the same at different
water densities (at the lower density means the ship more sink and at the higher density
means the ship more float). Where as the water density is subject to changes which
follow with water tide that carrying different water salinity and temperature on to the ship
dock. The sea water density is indeed at density 1.025 and the fresh water at density
1.000. To determine the density of water, we need the instrument named Hydrometer or
Density Meter. Inserted the Hygrometer on to the water sample on the Sampling Can or
15

Tube, then we could check the scale pointed on the surface of the sampling water.
Records the water dock density as survey data.
Determining of deductible weights by measuring and sounding
Deductible Weight could measure by sounding the tanks which used the Sounding Tape
or gauging the tank level by visual inspection. Any deductible weight such as Ballast
Water, Fresh Water, Fuel and Diesel Oil, and Bilges is notify to check. Records all in the
survey book includes with the density for Ballast and Bilges, and for Oil complete it with
density and temperature . The Fresh Water was at density 1.000.
View the Sounding Pipe:

Using Hydrostatic Table provided onboard to begin calculation,

I think all necessary data was completed, so we could do calculation. The calculation
is uses Displacement Table or usually called Hydrostatic Table. This table is included all
data that we need to complete the calculation.

Raw Draft Calculation; Fore Mean or Fm = (FP+FS)/2, Mid Mean or Mm =

(MP+MS)/2, and Fore Mean or Am = (AP+AS)/2. while Apparent Trim or AT
= Am Fm. the Apparent Trim is the Trim that visually find.
Draftmark posision and correction to perpendicular. As the ship draftmark is not
placed at the perpendicular, the Fore and After draft should be corrected with
distance from the draftmark to perpendicular. The correction rules is: if the Trim
by Stern, the Fore correction should be minus and After correction plus, and if the
Trim by Head (stem), the Fore correction should be plus and After
correction minus. The Midship correction is parallel with the fore correction with
the same pattern. Some Hydrostatic table provided with these correction result.
But if not the reference pattern is for Fore Correction or Fc = (Fd x AT) : LBM
16

and After Correction or Ac = (Ad x AT) / LBM. Where Fd = Fore distance to

perpendicular, Ad = After distance to perpendicular, and LBM = Length Between
Mark or Length between Fore and After draftmarks or LBM = LBP (Fd + Ad).
True Draft Calculation / Draft Corrected; Fore draft corrected or Fcd = Fm +
Fc, Mid draft corrected or Mcd = Mm + Mc, and After draft corrected or Acd =
Am + Ac.
True Trim or TT : Actual Ship Trim after draft corrected or TT = Acd Fcd.
Fore and After Mean Draft or FAm = (Fcd + Acd)/2, Mean of Mean Draft or MM
= (FAm + Mcd)/2, and Mean of Mean of Mean Draft or MMM or Quarter Mean
= (MM + Mcd)/2.
The above calculation is similar with : MMM = {(Fcd x 1) + (Acd x 1) + (Mcd x
6)}/8.
Coresponding to the MMM or Quarter Mean result, the surveyor could check
the value of needed parameters on Hysdrostatic table like; Displacement, TPC,
LCF, and MTC. Records them accurately.
Get the Displacement or Disp.
First Trim Correction or FTc = (TT x LCF x TPC x 100) / LBP. Could be plus or
minus depend on LCF.
Second Trim Correction STc = (TT x TT x MTC x 50) / LBP. The result always
plus (+).
Displacement corrected by Trim or DispT = D (FTc + STc).
Density Correction or Denc = DispT x {(Aden 1.025) / 1.025}. where the Aden
is Actual Density that surveyor has taken sampling and testing previously. The
density correction commonly in minus (-), due to the Actual Density is usually
lower than 1.025 (fresh sea water). In case of at some port where the water
salinity is high, the density correction could be plus (+).
And we have got the Displacement corrected by Density or DispDenc = DispT +
Denc. (after corrected by density we will get the actual ship weight as per shown
by Draft Survey)
Deductible Calculation. The same as draft, the deductible also need to
corresponding to the table that named Tank Table / Tank Capacity Table. Refer to
the sounding records that done before, the surveyor could be calculate the total
deductbile existing onboard. Total Deductible or Deduct = Ballast Water + Fresh
Water + Bilges + Fuel Oil + Diesel Oil, this total should be minus to the
Displacement corected by Density.
The Net Displacement or NDisp = DispDenc Deduct.
The Net Displacement is the actual ship weight after minus with deductible
weight. For Unloading, to estimate the quantity of cargo onboard, the Net
displacement should be minus with Light Ship and Constant.

I think difficult for the amateur writer like me to describe the complex narration of draft
survey calculation, but to make it clear, the sample of Draft Survey Calculation will be
post sooner or later..

17