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    Draught Survey Manual PDF

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    DRAUGHT SURVEYING A MANUAL FOR MARINE SURVEYORS and SHIP'S OFFICERS REVISED EDITION W.J. DIBBLE Master Mariner B.Sc MIMS MNI MRIN P. MITCHELL Master Mariner B.Sc MIIMS MNI MID-C CONSULTANCY ACKNOWLEDGEMENTS Our gratitude to the International Institute of Marine Surveyors for their continued support and encouragement. ur gratitude also to Captain Erik Hammarstrém for his knowledge and experience of draught surveying in sub-zero conditions. We would also like to thank Arthur Chadwick, for his editorial assistance, and Captain Evagelos Taliatoudas for his meticulous work on the original script. We hope this publication will provide the beginner with all the necessary information to successfully complete a draught survey, and also help to remind and clarify the basic principles and theory for the more experienced surveyor, Jim Dibble Peter Mitchell To conduct an accurate draught survey is an art that must be backed up with science. This book lays out the science and correct procedures in a manner that will provide a background to the practice of draught surveying. The book is intended for mariners and non-mariners entering the profession of Marine Surveying. ‘There can be no substitute for practical experience in this field, but the experience should be soundly based upon correct scientific principles. it MID-C CONTENTS INTRODUCTION STABILITY INFORMATION STABILITY INFORMATION BOOK .... is seats oer — “4 pk HYDROSTATIC DATA (HYDROSTATIC PARTICULARS), 7 ae 2 Daa MANUAL FOR DRAUGHT SURVEYS ... os fees 10 HT OR DISPLACEMENT SCALE... ceceees teen — sancti a saree 1B CAPACITY PLAN AND TABLES. entree 12 se se wn 1S LIGEEESHIP. essere 15 ASSESSMENT OF UNDERWATER VOLUME occ 17 DRAUGHT MEASUREMENT.. aecierrnnisneNntee woe PF CORRECTION OF DRAUGHTS... od CORRECTIONS FOR TRIM resins pv HRS PE ae ASSESSMENT SUMMARY... samen si 42 THE BASIC PHYSICS. 44 DENSITY, i ite ‘a 46 RELATIVE DENSITY .si.isetcicsinsiaton = sie 4B HYDROMETERS...... - 33 SAMPLING sss vai i sath DEDUCTIBLES. 9 SOUNDINGS AND ULLAGES .. ssn 60 SAMPLING, seeenraras bree 61 TRIM CORRECTIONS ..... sn oe eevee 62 ADDITIONAL FACTORS PRACTICAL PROCEDURE APPENDIC! TC AND: SHOW. is somcrsinraiinianenanei CHECK LISTS... GLOSSARY 9 soswnansee TE METRIC/IMPERIAL CONVERSIONS st sia poesieeive BD U.N. ECE DRAUGHT SURVEY CODE For! ssssnsneeteeennce ee) INDEX... _ i 97 MID-C iti List of Diagrams Figure 1.1 The perpendiculars... Figure 1.2 Arithmetic mean draught ... Figure 1.3. True mean draught 0... Figure {4 Trimming moment ..... Figure 1.5 Change of draught for'd and aft Figure 1.6 ‘Tank soundings when trimmed... Photograph Hydrometer and certificates 20.00.00... Figure 2.1 Wave diagram .......:...sc0.0. Figure 2.2 A measuring device... Figure 2.3. Manometer F re2.4 Similar triangles... Figure 2.5 Rounded sheer strake...... Figure 2.6 Correction to perpendiculars ............. Figure 2.7 Correction for list Figure 2.8 Hog and sag.cssstssscsisuiissrstseessvceser Figure 2.9 Multiple deflections....... Figure 2.10 Layer correction Figure 2,11 Second trim correction... Figure 2.12 Rate of change of MCTC.., Figure 3.1 Reading a hydrometer 00... Figure 4.1 Correction of sounding «ss. Figure 4.2. Corrected sounding for wedge formula... AU a INTRODUCTION ‘The purpose of a draught survey is to determine the amount of cargo loaded or discharged for the benefit of all the interested parties. A well-conducted draught survey of a large vessel should achieve accuracy to within 0.5% The survey must be conducted meticulously, taking into account all the prevailing circumstances. The final report should incorporate every aspect and difficulty, which has been encountered in order to convey al] aspects of the survey. While professional surveyors may carry out draught surveys, the ship's officers should also be able to perform a draught survey to the same degree of accuracy. It is hoped that this guide will assist in achieving the required standards. DRAUGHT SURVEY The draught survey is the "before and after” survey, which determines, by measurement, the vessel's displacement before and after loading or discharging. The difference between these two displacements is the weight of cargo loaded or discharged. DEADWEIGHT SURVEY Under certain circumstances, the surveyor or ship's officer may have no choice but to carry out a deadweight survey. The weights of all measurable non-cargo elements on the vessel are determined; bunkers, fresh water. ballast, stores etc, These are then added to the light displacement (including any lightship constant). This total is then deducted from the present displacement to produce the approximate weight of cargo on board. UN/ECE DRAUGHT SURVEY CODE FORMS The UN/ECE Draught Survey Code Forms are included in the appendices. ‘They are the work of the United Nations Economic Commission for Europe, The Coal Working Party of the Energy Committee, which produced the Code Of Uniform Standards And Procedures For The Performance Of Draught Surveys Of Coat Cargoes, The working party recommends the use of the forms in order to achieve uniformity and consistency in draught surveys, so avoiding the discrepancies that give rise to commercial disputes, The forms are freely available, so that all surveyors and ship's officers may photocopy and use them as a standard format throughout the industry. The forms may be downloaded from the Internet at the. site http://www. zilli.com/draught. surveys/dsurvey.exe, This program runs under Windows 95 and requires no other software. MID-C v Introduction to Revised Edition This revised edition has been extensively re-written with the text simplified in many ways. The diagrams have been re-drawn and colour has been used to enhance and clarify the ideas presented in the diagrams, A new appendix is included which describes the problems encountered when carrying out a draught survey in very cold conditions. Also included are checklists. These have been taken from the companion book “Draught Surveys, A Guide To Good Practice” which was published in association with the North of England Protection and Indemnity Association. The chapter on ‘Assessment of Underwater Volume’ includes instructions on the use of five pairs of draught marks instead of the usual three. Five pairs of draught marks are particularly useful on large vessels that are prone Lo complex deformations, rather than simple deformations such as hog or sag. If the vessels hydrostatic data contains trim factors then, very often, the position of the centre of flotation is not included, The draught surveyor needs this position for the trim corrections, so a formula has been included with which it can be found. The derivation of the formula is also included. February 1999 vi MID-C STABILITY INFORMATION It is the responsibility of the ship's Master to provide the surveyor with up-to-date and accurate information that has been certified by the ship's flag state. The information should contain details of the ship and it's present condition and most will be found in the Stability Information Book, sometimes known as the Stability and Trim Book Other sources of information include:- International Load Line Certificate Capacity plans and tables Sounding tables and their corrections Correction tables and diagrams for the ship Bonjean curves Plans The information may be in metric or imperial units. The presentation and precision of the information will vary widely from ship to ship and the language may net be that of the surveyor. Thus ereat care will be necded in using this data. Not all of the information will be required for every draught survey. In the United Kingdom the Department of Transport has published a booklet showing a recommended lay out of a stability information book, entitled Mode! Stabélity Information Booklet, MS 38/2/05. The United Nations, Economic Commission for Europe, Working Party on Coal recommend that each vessel be provided with a "Data Manual for Draught Surveys" which is certified by the ship's home administration or its classification society. STABILITY INFORMATION BOOK The main source of information about a ship is the Stability Information Book, Every ship must be provided with a Stability Information Book that contains, amongst other details, the following:~ General particulars. Summer draught and summer freeboard Summer displacement and summer deadweight Lightship displacement and lightship data MID-C 1 Length overall (L or LOA) Length between perpendiculars (LBP) Extreme breadth and moulded breadth Depth overall and moulded depth Hydrostatic data Displacement (A) ‘Tonnes per centimetre (TPC) Moment to change trim per centimetre (MCTC) Longitudinal centre of flotation (LCF) Profile plan indicating each space in the ship ‘Tables showing the capacity of the spaces HYDROSTATIC DATA (HYDROSTATIC PARTICULARS) Hydrostatic data giving the displacement and other information is related to true mean. draught or even keel draught. This is dealt with in the chapter ‘Assessment of Underwater Volume! Displacement (A) is the weight of the ship. The term refers to the volume of water displaced by the underwater portion of the hull, The volume of water displaced multiplied by the appropriate density gives the weight of water displaced and this is equal to the weight of the ship (Archimedes Principle). The chapter "Basic Physies' fully describes this concept, Forward Perpendicular (FP) a perpendicular drawn to the waterline at a point where the foreside of the stem meets the summer load line (or Load Water Line LWL). After Perpendicular (AP) a perpendicular drawn to the waterline at a point where the aft side of the rudder post meets the summer load line. Where no rudderpost is fitted it is taken as the centre line of the rudderstock. nN MID-C Figure [.1 The perpendicutars Length Between Perpendiculars (LBP) the distance between the forward and after perpendiculars The abbreviation ‘foap’ is used to indicate measurements ‘forward of after perpendicular” Amidships (®) the position midway between the perpendiculars. Centre of Buoyancy (B) is the centroid (geometric centre) of the underwater volume of the hull and is the point through which the force of buoyancy is considered to act vertically upwards When the ship is upright B is on the centre line but the position of B must also be considered in the longitudinal and the vertical planes. KB the vertical distance of the Centre of Buoyancy (B) above the keel LCB the distance of the Longitudinal Centre of Buoyancy (B) ftom the After Perpendicular (AP), or from Amidships (@). Centre of Gravity (G) is the centre of mass of the vessel and is the point where the force of gravity is said to act vertically downwards, KG the vertical distance of the Centre of Gravity (G) above the keel. LCG the distance of the Longitudinal Centre of Gravity (G) from the After Perpendicular (AP), or from Amidships (@). MID-C Centre of Flotation (F) The centre of flotation is the centroid of the waterplane area, and it is the point about which the ship heels and trims. Its position is very important and will change with draught and trim. As the vessel trims about this point, the draught at F is the only draught that can be related to the vessels displacement, and is therefore critical to a draught survey. LCF the distance of the Centre of Flotation from the After Perpendicular or from Amidships. The LCF is normally tabulated for Even Keel only. Initial Metacentre (M) is the point of intersection between the vertical lines of action, through the centres of buoyancy, when the ship is upright and when in the slightly inclined condition. KM the vertical height of the Initial Metacentre above the keel, KM, the vertical height of the Longitudinal Metacentre above the keel. It is the point of intersection between the vertical lines of action, through the centres of buoyancy, when the ship is on an even keel and when it is slightly trimmed. Tonnes Per Centimetre (TPC) stands for Tonnes Per Centimetre Immersion, It is the weight that must be loaded or discharged to change the ship's mean draught by one centimetre. (For TP1 see Glossary) Moment to Change Trim | Centimetre (MCTC) is the timming moment required ta change the trim of the ship by one centimetre. (For MCT see Glossary) It should be considered that MCTC is evolved by the following:- Displacement x (KB +BM, —KG) 100% LBP All the above factors are dependent on the ships underwater shape, except the KG. If the value of KG used in the tabulation of MCTC’s is not known, then the figures given must be considered to be an approximation only. MCIC = DRAUGHT AND FREEBOARD itis the Master's responsibility to ensure that the draught marks are elearly visible at a minimum of six positions on the hull, that is at:- 4 MID-C the forward end, the aft end and amidships, on both sides, Forward draught the distance from the bottom of the keel to the waterline on the forward perpendicular when the ship is upright. Aft draught the distance from the bottom of the keel to the waterline on the aft perpendicular when the ship is upright. These draughts are often denoted Extreme, BOK (Bottom of Keel) or USK (Under Side of Keel). This is noted to distinguish the distance from the ‘Moulded draught’ The marks should extend from below the level of Light Ship, to well above the deepest draught to which the ship may laad. They must extend far enough to measure the largest trim that may be envisaged. Trim is the difference between the forward and after draughts. Freeboard the distance from the waterline to the deck line (see page 23), normally measured amidships Depth of ship the distance from the bottom of the keel to the deck line. This may be known as extreme depth. That is: Depth of ship = draught + freeboard Arithmetic mean draught (AMD) this is the arithmetical mean of the forward draught and the aft draught and will equal the draught amidships if there is no hog or sag (see hull deflection in ‘Assessment of Underwater Volume' chapter). Figure {2 Arithmetic mesn draught MID-C 5 But a ship trims about the centre of flotation (F). True mean draught (TMD) when a ship trims due to shifting a weight, i.e. no change of displacement, the only draught which does not change is the draught at the longitudinal centre of flotation. It is this draught which will give the appropriate displacement on the hydrostatic tables. and it is called the true mean draught. The position of the centre of flotation (F) is therefore critical to a draught survey. Figure 13. Tric mean draught The difference between the true mean draught and the arithmetic mean draught is known as the layer correetion or correction for layer. MOULDED BREADTH AND DEPTH Moulded dimensions are those used by Naval Architects in the calculation of the shape of the vessel, They are the measurements taken to the inside of the shell plating. As such, they are of limited use to the Surveyor or the Mariner. They should nor be used for the draught survey calculations. Moulded dimensions are the converse of extreme dimensions. TRIM FACTORS Some stability information books tabulate trim factors, forward and aft, but no position for the longitudinal centre of flotation (LCF) Prior to loading a ship, cargo calculations are carried out to find the final loaded Displacement and the LCG; the Ship's Officer then needs to find the final draughts fore and aft. Using the final Displacement(A). the Ship's Officer finds the following from the Hydrostatic Data:- 6 MID-C True Mean Draught (the draught at the Centre of Flotation), LCB, Trim Factor forward (TFA), Trim Factor alt (TFa); Trim Figure 1.4 Trimming moments then:- Change Of Draught forward (COD) = (LCG -—LCB) = IFf © Change Of Draught aft (CODa) = (LCG —LCB) x TFa These Changes are then applied to the TMD, to find the Final Draughts Fore and Aft. Had the Hydrostatic Data given the LCF, then the procedure used would have been:- Ax (LCG - LB) MCTC this is then proportionated fore and aft:- Change of trim (COT) = rer Figure 1.5 Change of draught, ford and aft COT x1, copa — COM copf = ——+ LBP LBP MID-C. Where Ly is the distance of the centre of flotation from the forward perpendicular (FP) and |, is the distance of the centre of flotation from the aft perpendicular (AP) Therefore substituting the COT formula esbr'= Ax (LCG —LCB)x1, Ge Ax (LCG -LCB)x 1, MCTC x LBP MCTC x LBP but from @ & ® above:- Ccopf = (LCG-LCB) x TFT CODa = (LCG-LCB) x TFa but where two entities are equal to a third entity, they are also equal to each other, therefore rep = Oe ira = eh MCTC x LBP MCTC x LBP From the above it may be seen that Trim Factors have been derived in order to simplify the work of the Ship's Officer in loading the ship, Using the proposed displacement, he must calculate the draughts to be expected. But for a draught survey the whole computation must be done in reverse. That is, from the draughts fore and aft, the TMD and the displacement must be found. To find the TMD from the fore and aft draughts, the LCF is required but this is not usually given when Trim Factors are listed. The draught surveyor must, therefore, find the LCF as follows:- LBP « TFa TRE + TFa which is derived as follows:- From the above, it can be seen that TFf and TFa are directly proportional to CODf and CODa, and may be substituted for them. Therefore by similar triangles: LCF_ LBP TFa Ff + TFa therefore LCF = LBP

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