FORMS “A” THROUGH “E”
1. Format and Procedure
In order to establish a uniform procedure to be followed between loading and out-turn surveys, the coded format, together with the accompanying explanation given in this document, should be followed. It is understood that slight alterations or additions may be necessary to form “A” lines 001 to 010 due to specific requirements of the principals involved. It should be evident that if cargo is measured at both loading and discharging ports, it is of the utmost importance that the draught survey at each port should be carried out by uniform procedures utilizing the same report format. For multiport loading or discharge the performance of the draught survey by the same individuals will improve the reliability of the final certificates.
2. Vessel acceptance
The vessel presented for survey should meet the following:
1. Vessel should be in general good condition and fully afloat.
2. Vessel should present to the surveyor documents as prescribed in the section on documents.
3. The ship should have a zero list but, in any case, the list must not exceed 1/2 degree.
4. The ship should have negligible trim but, in any case, the trim must not exceed the range of the trim corrections furnished with the ship’s tank sounding tables.
5. As many ballast tanks as possible should be either empty or pressed up. This is an ideal situation only when the vessel has a negligible trim, and a sufficiently tall tank sounding pipe such that when the tank is fully pressed up, a proper sounding can be taken to verify this “full” state. Whenever the vessel has a trim, or whenever “voids” of air are suspected to be present in a ballast tank, then the most accurate method of obtaining the true weight of the ballast water onboard is for the sounding caps to be left off all top-side (or under-deck) tanks. In this way an actual sounding can be obtained, and an accurate volume of ballast water obtained from the tank calibration tables. If the sounding caps were screwed tightly down, and the tanks pressed up by overflowing the ballast through the tank ventilators, the ship’s staff may be sure the tank is full, but in the absence of a sounding they cannot prove it, and even so, voids of air may still be present.
6. Free ballast in cargo holds should not be present, however, the amount of such ballast must be precisely determined or eliminated before the survey can start.
7. All draught marks, deckline marks and Plimsoll marks should be permanently indicated by raised figures or figures outlined with a weld bead and shall be clearly legible. While the draught readings are being made, there should be no transfer of liquids or movement of heavy equipment which could alter the list or the trim.
8. It should be reported to the surveyor, and he should be alert for, any addition or removal of weight, other than the cargo, which occurs while the survey is in progress. Every effort should be made to delay the requirement for such weight changes until after the survey observations have been completed.
9. Further to item (8) above, it is imperative that no cargo shall be loaded or discharged before the surveyor has completed his initial observations, readings and measurements, and given his express consent for cargo operations to commence.
10. All sounding pipes must be accessible, unobstructed, and capable of serving their intended purpose. All gauges, furnished in lieu of sounding pipes, shall be in proper working order.
For the purpose of uniformity, all draughts, soundings and other figures shown in the survey, shall be in the order of two (2) decimals as, considering all factors inherent in draught surveys, anything further is considered superfluous. For sea water density, four (4) decimals must be used.
4. Instructions for completing forms “A” through “E” of the Draught Survey Code
FORM “A” (Preface page)
The information presented on this page is meant to encompass the general information pertinent to any cargo weight determination derived from draught survey. There may be additional data related to specific cases. These can be included as detailed in the commentary of each line:
001 – Indicate if draught survey report refers to loaded or
002 unloaded cargo. In case of need a rubber stamp can be
003 added for such other qualifications of the report such as “Certificate of weight”, etc.
004 – In these two lines the identification of the corporation
005 or the private professional need to be provided.
006 – These two lines are filled with specific indications
007 of branch and/or port offices for larger corporations.
008 – In these two lines details of telephone no., fax no. and telex no.
009 need to be provided.
010 – These lines are provided for indicating in sequence
011 the vessel’s name (in case the vessel should change name while loading or unloading only the last name will be indicated); the call letters which are the letters used to communicate with the vessel; and the survey serial no.; the latter number needs to be the same as eventually listed in the surveyor’s log book.
012 In sequence it is required to indicate in these lines
013 possible previous names of the vessel and the actual classification registry, and registry number.
014 – These lines are provided for identification of the year of
015 construction of the ship, the shipyard (with hull no.), and the actual flag of the vessel.
016 In sequence these lines need to be filled with the
017 identification of the corporation requesting the
018 survey; the corporation on whose account the survey is
019 being conducted and, if applicable, the identification
020 of persons, other than the surveyor and of the ship
021 crews, attending the survey. Such attendance of outside entities generally falls in three classes: as joint surveyors, as umpire or just to monitor (generally on behalf of either sellers or buyers).
024 The blank space needs to be filled with the indication of the port.
025 – The blank space needs to be filled with the indication of the type of cargo being loaded or unloaded. It must be clarified that by including such an indication in the survey the surveyor does not undertake any liability on the type and/or quality of the cargo being loaded or unloaded.
026 – In the blank space the surveyor should identify the hold’s number in which cargo was loaded or unloaded. In case of holds loaded only in part such detail can be listed in the footnotes or in an annex of the survey report.
031 – The first line will serve to indicate the date of the starting
032 and the date of the finishing surveys. The second line will be used to indicate the number of hours used to make the surveys.
033 – Identify the name (or the names) of the surveyors performing the starting and the finishing survey.
034 – Identify the Master, It is not unusual that the Master of the
035 finishing survey may be different than the Master of the starting survey.
036 – These lines will serve to identify the Chief Officer and the Chief
037 Engineer. Not infrequently the names will be’different from starting to finishing survey.
038 – In these four lines should be identified respectively the names and
039 the ranks of the witness of the draught readings and of the tank
040 soundings. Not infrequently the names in these lines will be the same
041 as the Chief Officer (who generally assists in the draught readings) and of the Chief Engineer (who generally assists in the tank soundings).
042 – In this line should be identified the terminal, pier, or berth where the vessel was located at the time of the starting and finishing surveys.
043 – These lines are provided for recording the weather temperature in
045 centigrade and the sea conditions.
047 – Indicate the heading of the ship.
048 – Indicate the direction of the wind.
049 – Indicate the speed of the stream in Km/h only in ports where such element is of relevance.
050 – Indicate status of the tide at the time when the starting and finishing surveys were conducted.
052 – Indicate such information on ice only when applicable.
054 Cargo handling equipment brought temporarily on board should be
055 described in these lines and tare weight of it properly identified.
056 – Normally in these lines is identified the weight of the anchor and of
057 the chain and/or other temporarily missing ship’s equipment.
058 – Specify in the appropriate box if the survey relates to the cargo
060 loaded or unloaded.
061 – In these two lines the identification of the corporation or the
062 private professional need to be provided.
063 – Identify the vessel name and the serial number of the
065 – Tick the appropriate box to record the criteria for calculating the
073 – Identify the ship’s approved hydrostatic data. In this connection it
078 needs to be stressed that the range of hydrostatic data shall be from light ship draught to the deepest draught permitted by the Load Line assignment.
079 – Tick the appropriate box regarding the degree of tank calibration.
082 – Enter the range of “tables for correcting tank calibrations for trim”
083 available. In case trim should exceed the range of tables, the surveyor will stop his activity until such time when the ship will be trimmed again within the range of the approved tables.
084 – Enter in sequence the shipyear no., the hull no. and the place
085 and date of the document from which the information was obtained.
086 – Any discrepancy which would be obvious to a qualified surveyor should
087 be summarized in these two lines. In case space should not be sufficient, an extra page can be added to explain more in detail the problems faced.
088 – Ship’s particulars in these lines can be filled in by the Master in
097 advance of survey start in order to reduce the time of the preliminary formalities. Naturally the surveyor can ask to verify the relevant figures from the original approved documents.
Calculation of Constant
090 – At the termination of the survey which takes place when the cargo is not on board, i.e. either before it has been loaded or after it has been discharged, the following calculation shall be made for comparison with the previous history of the ship:
Constant = Corrected Displacement (Unloaded) – Light ship weight listed in approved Trim & Stability Booklet
(line 090) = (line 170) – (line 092)
This undefined weight should not be accepted as a “constant” for the vessel, but should be recalculated at each draught survey and should be recorded on a light ship correction certificate which should be maintained on board the ship and recording – so that large discrepancies could be noted for future reference.
098 The surveyor should enter this set of vessel particulars in connection
106 with starting and finishing survey.
107 Depending upon the conditions found, enter on each of these lines the
109 term “Satisfactory” or “See Form E”. When the latter designation is used, the discrepancy in the referenced item should be briefly described in the blank space on Form E or on additional, attached sheets.
110 – Space available to list additional pertinent details and/or short
113 remarks on previous lines.
117 – Specify in the appropriate box if the survey relates to the cargo
119 loaded or unloaded.
120 in these two lines the identification of the corporation or the
121 private professional need to be provided.
122 Identify the vessel name and the serial no. of the survey.
126 – Enter starting and finishing hour of draught reading operations for starting survey and for finishing survey. Indicate hours from 00 to 24 and minutes from 00 to 60.
Reading the draughts
129 The draughts shall be read at the forward and after marks and at
130 midships, port and starboard, and recorded immediately before cargo
136 loading/discharging operations commence and, again, immediately after
137 cargo loading/discharging operations are completed.
145 All draught readings shall be witnessed and agreed to by a licensed
146 deck officer (complete line 39 on Form “A”). If the readings cannot be properly observed from the pier or from a ladder over the side, the readings over the side shall be made from a small boat manoeuvred to the proximity of the marks. If turbulent conditions of the water surface prevent accurate readings and when local conditions will allow, a draft reading tube which dampens out the surface oscillations shall be employed. At exposed ports, the use of a boat may be impractical or even dangerous. In such situations a suitable alternative is to read the nearside draught marks and to employ a manometer to determine the offside draughts, by calculating proportionally the effect of vessel heel. The use of a manometer can also enable calculations of heel when the vessel is subject to rolling as a result of sea conditions.
Irrespective of the availability of the midship draught marks, the midship draughts, port and starboard, should be determined by measuring the freeboards from the deck line to the waterline.
To obtain an accurate depth of the ship, add the Summer freeboard, listed on the ship’s Load Line Certificate, to the Summer Draught. It needs to be noted that the Load Line Certificate should always be sighted as this is the legal source for this information (not the Plimsoll mark on the side of the vessel). From this depth, subtract the port and starboard freeboards, thus obtaining midship draughts.
131 – The mean draught at the mark is the numerical average of the readings
138 observed on the port and starboard sides.
Correction of Draughts from Marks to Perpendiculars
133 134 140 141 – The draught readings at the marks must be corrected to the equivalent readings which would obtain at the Forward and After Perpendiculars as specified by the following formula:
Draught at Perpendicular = Draught at Mark + Corr. to PP
Corr. to PP = + or – (T/D1 x D2 )
T = Trim between draught marks
D1 = Distance between draught marks
D2 = Distance from draught mark to perpendicular
The sign of the Corr. to PP depends on the observation of the slope of the waterplane between the location of the mark with respect to the location of the perpendicular.
143 The Draught forward and after mean is the numerical average of the draughts at the Forward Perpendicular (line 134) and at the After Perpendicular (line 141).
147 The Draught midship mean is the numerical average of the draughts read port and starboard at midships (lines 145 and 146).
148 If the midships marks are not located at a position half way between
149 the Forward and After Perpendiculars, the mean reading at the marks (line 147) must be corrected to this midpoint location by the following formula:
Draught at Midships = Draught at Midship Mark +Corr. to Midships
Corr. to Midships = + or – (T/D1 x ML)
T = Trim between draught marks
D1 = Distance between draught marks
ML = Distance from midship draught mark to the vertical at the half-length between the forward and after perpendiculars
The sign of the Corr. to Midship depends on the observation of the slope of the waterplane between the location of the mark with respect to the location of the midships.
Calculation of Hog or Sag
150 – Deflection of the hull, i.e. deformation of the bottom of the ship from a straight line to a curved line either concave (SAG) or convex (HOG) is determined from the following formula:
(line 150) = (line 149) – (line 143)
if resulting sign is + the ship has SAG
if resulting sign is – the ship has HOG
Calculation of M/M/M Draught
151 – The Mean of the Means of the Mean draught is an approximate method
152 of correcting the calculated displacement for the effect of hull
154 deflection. This method, which is described in paragraph (a), shall be used except in the special situations defined in paragraphs (b), (c), or (d).
(a) If hog or sag exists, the draught applied in the displacement calculations shall be adjusted in accordance with the following formulas:
M = (Dfp + Dap)/2 (line 143)
M/M = (M + MS)/2 (line 151)
M/M/M = (M/M + MS)/2 (line 152)
Dfp = draught at For’d Perp. (line 134)
Dap = draught at After Perp. (line 141)
MS = draught at Amidships (line 149)
M/M/M = draught applied in the displacement calculations (line152)
(b) If the ship is provided with an approved table which furnishes a correction for hull deflection, then this correction shall be used in lieu of the correction prescribed by paragraph (a). A statement of such usage shall be clearly documented on Form “E”, so that the same methodology will be applied in any other draught surveys conducted on the same voyage.
Calculation of trim
155 The forward and after trim of the ship shall be calculated from the draughts at the perpendiculars (lines 134 and 141), using the following formula:
Trim = Dap – Dfp
Dap = draught at After Perp. (line 141)
Dfp = draught at Forward Perp. (line 134)
+ shall be indicated as Trim Aft
– shall be indicated as Trim Forward
Determination of Displacement (1)
153 – Except as noted in paragraphs (a) and (b), displacement (1) is to be
161 extracted from the ship’s approved hydrostatic tables for the M/M/M draught by means of linear interpolation.
(a) In the relatively unusual case where the hydrostatic data is referred to the moulded base line, the thickness of keel plate (line 153) must be deducted from the M/M/M draught before entering the hydrostatic tables.
(b) In the event that the ship has hydrostatic curves instead of tables, displacement (1), i.e. line 161, shall be obtained by reading a displacement, from the curves at the closest delineated calibration, and applying a correction for the actual M/M/M draught as follows:
D(1) = DC + TPC x (difference between CD and M/M/M)
D(1) = Displacement (1) (line 161)
DC = Displacement read at calibration
CD = Calibration draught utilized
TPC = Tonnes per centimetre
The sign is applied according to whether the M/M/M is above or below the calibrated draught which was utilized in the calculation.
Calculation of displacement (2)
166 Displacement (2) = Displacement (1) + Trim Corr.
(line 166) (line 161) (line 164)
This calculation is not necessary if the displacement is calculated directly by the method set forth in paragraph (c) of the section on calculation of M/M/M draught, which includes the effects of both trim and hull deflection, i.e. the value obtained by such method is Displacement (2).
Calculation of trim correction
162 (a) Except when the displacement is corrected for trim by the
163 method described in paragraph (c) of the section on the
164 calculation of M/M/M draught or except when trim correction tables are available, the correction for trim shall be calculated by means of the following formula:
LCF Corr. (line 162) = (TPC x LCF x T x 100)/ LBP
The sign of the correction shall be in accordance with the following table:
TRIM ***LCF Fwd****LCF Aft.
Nemoto Corr. (line 163) = (50 x (dM/dZ) x TxT)/ LBP
The Nemoto Correction is always +
TPC =Tonnes per centimetre immersion (line 099)
LCF = Longitudinal centre of flotation (line 100) (metres)
T =Trim between Perp. (metres) (line 155)
LBP = Length between Perpendiculars (metres) (line 090)
(dM/dZ) = Difference in moment to change trim one centimetre for two draughts, one 50 cm higher than the mean observed draught and another 50 cm lower than the mean observed draught (metre-tonnes)
Trim Corr.(line 164) = ± LCF Corr. + Nemoto Corr.
164 (b) If the ship has approved tables which provide a correction to the displacement for the effect of trim, then this correction shall be utilized in lieu of the calculation described in paragraph (a).
Calculation of density correction
157 Samples are to be taken with a “tumble-fill”
158 salinometer pot.
159 The results of all
167 other recent tests occur, the samples one-metre intervals or equivalent type of tests should be averaged and should be compared with at the port or berth. If unexpected variations should be retaken and tested again, if necessary at on both port and starboard sides of the vessel. In many ports the density of dock water changes with depth and tide. Consequently a number of samples should be taken at various levels and locations to obtain a reliable mean density. Tidal variations can also affect density. The density meter should be kept clean, otherwise it is liable to show unacceptable deviation from actual density.
(a) The density of the water in which the ship is immersed shall be measured either immediately before or immediately after the draughts are read. The measurements shall be made with a glass hydrometer, certified by the manufacturer to be accurate, and calibrated to read weight per unit volume in air. Serial number and identification of the instrument shall be entered on line 159.
The density shall, initially, be measured amidship, near the water surface and, again, near the bottom of the keel. If the readings are identical single additional readings shall be made at the bow and the stern. If the readings are not identical to the previous readings then readings at two levels shall be made at the bow and the stern. The density (line 157) shall be the average of all readings taken.
(b) The weight of the ship and all that is in her must be adjusted for the difference in the actual weight, in air, of the water displaced by the ship and the assumed weight used by the naval architect in computing the draught versus displacement table. This correction is made in accordance with the following formula:
Density Corr. (line 167) =(RD – MD)/RD x Displacement (2) (line 161)
RD = Density of water specified in the ship’shydrostatic data (line 158)
MD = Average density of water as measured in accordance with paragraph (a) (line 157)
Disregard the resulting algebraic sign because the correction will be applied in accordance with the rule set forth in the next paragraph.
Calculation of Displacement (3)
168 – Displacement (3) (line 168) = Displacement (2) (line 166) ± Density Corr. (line 167)
The sign of the Density Correction is dependent on the relationship between the measured density and the reference density used in the hydrostatic data. Thus, if the measured density is less than the reference density, the density correction is minus and vice versa.
Calculation of total deductibles
169 – In the draught survey calculations there must be a means for discriminating between the weight attributable to the cargo and the weight attributable to other burdens within the ship. The means for this is provided by identifying and summing all non-cargo weights as measured and calculated on Forms “D/1”, “D/2”, and “D/3”. The following special instructions apply:
(a) In the starting survey, all the deductible weights, which are on board at the time of the survey, must be identified and the weight attributable to each must be stated in the draught survey report. Summation of these items furnishes the Total Deductible Weight.
(b) Unless important alterations occurred from starting to finishing survey such as discharge of fresh water near completion to accommodate cargo: in the finishing survey, the procedure required by paragraph (a), need not be repeated. Instead, only the ballast tanks, on Form “D/2”, must be measured and calculated a second time. The weight, at the time of the finishing survey, of the fuel, fresh water, and other consumable liquids shall be determined by deducting the “in port” consumption from the weight reported at the starting survey.
(c) If fuel, fresh water, or other consumables are taken on board between the start and finish surveys, the increase in weight indicated by the delivery invoices, shall be calculated into the change in weight due to “in port” consumption, provided such indicated weights appear “reasonable”. Otherwise, the actual weights of fuel and water should be determined at the initial ,an final draught survey.
(d) In the situation where the vessel is in port for a protracted period between the starting survey and the finishing survey, the measurement and calculation of the deductible weights on Forms “D/1”, “D/2”, and “D/3” shall be conducted at both the starting and the finishing surveys.
(e) In the unusual case where the condition of the ship, at the time of the starting survey, is not conducive to the accurate determination of the tankage, the measurements and calculations listed on Forms “D/1”, “D/2”, and “D/3”, with the exception of the Ballast Tanks, may be deferred until the finishing survey. The weight attributable to the “in port” consumption shall be added to the weight reported at the finishing survey. This situation should be noted in the footnotes.
(f) In some exceptional cases there is a non-cargo weight adjustment which must be dealt with differently than provided for on Form “D/3”, lines 357-359. This occurs when a significant weight, which is part of the ship’s structure or basic equipment (i.e. is included in the approved light ship weight), is not on board at the time of the survey If the deficiency exists at the time of both the starting and the finishing survey, it has no effect on the cargo weight but it will increase the constant as shown on Form “B”, line 090. If the deficiency exists at the time of one of the surveys but not the other, it will affect the cargo weight also. Therefore, the deficiency must be corrected in the final cargo weight as shown on Form “E”, lines 376-380. The details of such correction shall be included on Form “E”.
Calculation of Final Corrected Displacement
170 – Corrected Displacement (line 170) = Displacement (3) (line 168) – Deductible Weight (line 169)
This form needs to be filled during the starting survey.
178 – Indicate in the appropriate box if the survey relates to the cargo
180 loaded or unloaded.
181 In these two lines the identification of the corporation or the
182 private professional need to be provided.
183 Identify the vessel name and the serial no. of the survey.
185 – Enter with the starting and the finishing hour of ballast and fresh
186 water soundings; indicate hours from 00 to 24 and minutes from 00 to 60. Enter subsequently with date or dates and specify trim of the vessel while the soundings for ballast and fresh water took place.
195 Enumerate in sequence each compartment containing ballast water (one
210 for each line from forward to after). All ballast tanks must be sounded with a calibrated steel sounding tape and water finding paste. At exposed berths, where vessel movement could cause errors in tank soundings, the soundings should be made at least three times with a steel tape and paste, or alternatively with a float, and the average taken of the readings.
Water in ballast tanks must be measured by sampling via the sounding pipes with appropriate equipment (such as a small pump and plastic tubing) and the density calculated, using equipment and procedures as set out in lines 157 to 167. Corrections for heel and trim must be applied to soundings, including allowances for unpumpable volumes in “dry” tanks. Any inadequacy of tank tables in regard to capacities or corrections for trim, should be noted on the surveyor’s report. The heading of all columns of this form is self explanatory except that a few comments are in order:
(a) Every tank should be sounded scrupulously. Expressions such as “full” or “empty” with the corresponding, appropriate figure against it shall not be used.
(b) The trim of the vessel must not be ignored. “Pocketing” often leaves voids in supposedly “full” tanks. Small quantities coupled with large trims can render prismatically shaped volumes, the size of which must be arrived at by solid geometric mensuration, should sufficiently arranged tables not be available .
(c) Special attention should be given to the density of the liquid in the tank in order to arrive at an accurate weight. This is especially important in ascertaining weights in ballast tank since, for obvious reasons, the specific gravity may vary from less than 1 through 1.025. To assume the latter (or the first) when, in fact, the actual figure is somewhere in between can lead to large errors in the bigger vessels.
210 Bilges: all bilges are to be sounded or confirmed dry by visual
214 inspection. Bilges pumping certificates should be placed on board and the master should be requested to keep an accurate record of any bilges pumped overboard during the voyage. This record should be handed to the consignee’s surveyor at the discharge port and a copy retained on board. To secure reliability of the data the bilge water should be first pumped in a calibrated compartment and from there overboard each time that such compartment is full. This is a very critical point, failing which, reconciliation of loading and discharging port results can become difficult, as explained in previous paragraph.
215 Duct keels and swimmingt pools: care must be taken to include soundings
218 of special spaces such as duct keels, or inspection of the swimming pools, etc., in the starting and finishing conditions. Water in the swimming pools shall be listed separately, from ballast of all other compartments, and entered in line 357 of Form “D/3”.
219 Total weight in metric tonnes of ballast water listed in previous
220 lines should be entered on the right hand side and also on line 351.
223 – Fresh water: the quantity of fresh water listing each tank is to
233 be established by sounding or by gauge if fitted, and corrections made when applicable for heel and trim. The total is to be entered on line 352 of Form “D/3”.
234 – Enter in this space an indication of possible obstructions in sounding
235 tube or tubes and identify each problem encountered. In case of need add an extra page to illustrate in detail the problem and how it was faced in the situation.
This form needs to be filled during the finishing survey.
235 – Indicate in the appropriate box if survey relates to cargo
237 loaded or unloaded.
238 – In these two lines the identification of the corporation or the
239 private professional need to be provided.
240 – Identify the vessel name and the serial no. of the survey.
242 Enter with the starting and the finishing hour of ballast (and
243 possibly fresh water) soundings: indicate hours from 00 to 24 and minutes from 00 to 60. Enter subsequently with date or dates and specify trim of the vessel while the soundings for ballast and possibly fresh water took place.
252 All ballast tanks need to be listed in the same order as in form “D/1”
267 and the value sounded for each tank entered in the appropriate columns with necessary corrections.
268 All bilges checked and listed as in form “D/1” with pertinent
271 data if necessary.
272 Duct keel and any other compartment listed in form “D/1” needs to
275 be listed also in this form and applicable values entered in the appropriate column. Surveyors are warned that the erroneous assumption possibly made on “empty” or “full” duct keel, eventually due to the difficulty of sounding may lead to surprising discrepancies
280 As explained in previous section, fresh water generally does not need
289 to be sounded again if it was sounded for the starting survey unless for some special situations like for instance when at last moment ballast water is pumped out of board to load more cargo. Under such circumstances it is necessary to repeat the fresh water soundings.
292 Enter in this space an indication of possible obstructions in sounding
293 tube or tubes and identify each problem encountered. In case of need add an extra page to illustrate in detail the problem and how it was faced in the situation.
305 – Indicate in the appropriate box if survey relates to cargo loaded
306 or unloaded.
307 In these two lines the identification of the corporation or the private
308 professional need to be provided
309 Identify the vessel name and the serial no. of the survey.
313 The headings of the columns are self explanatory.
345 Similarly to soundings made for ballast and water determinations, under section C (lines 319 to 334) the figures for fuel oil on board shall be measured and entered with the identification of each tank in the sequence order from forward to after, unless for special circumstances it is sufficient to measure fuel oil only for the starting survey.
For fuel consumption during loading or unloading the Chief Engineer’s data (provided reasonable figures are offered to the Surveyor) are an acceptable method of calculating final fuel weight for finishing survey. Naturally in this case only the last column (weight metric tonnes), under finishing survey will be entered with the appropriate calculated numbers.
In case of any slop tank also the content of such compartment needs to be sounded and pertinent data entered with specific identification of each tank after the data of fuel oil. Total C for fuel oil will be entered on line 353, as appropriate under starting and finishing survey.
The summation of slops will be entered in line 355 under starting and finishing survey.
335 Similarly for diesel oil, the same operations listed above for fuel
344 oil, need to be done with the same criteria.
In this case, also, any large difference in figures between the initial and the final survey needs to be investigated and, if necessary, all tanks sounded again and weight determined using the appropriate specific gravity for the fuel.
Summary of deductibles
346 – All figures of these lines have to be entered accurately, filling
362 in the starting survey and the finishing survey data as follows:
351 – In the starting survey table needs to be entered the summation of line 219. In the finishing survey tables the summation of line 276.
352 – In the starting survey the summation of line 232 and in the finishing survey the summation of line 290.
353 – Summations of line 333 need to be entered under the respective starting and finishing table.
354 – Summations of line 343 respectively under starting and finishing.
355 – Subtotals possibly entered in section of fuel oil need to be entered in this line respectively under starting and finishing survey as appropriate.
356 – The totals of lube oil shall be generated in the total quantity directly from ship’s documents and entered under starting and finishing survey.
357 – The water contained in the swimming pool must be entered as appropriate under starting and finishing survey.
358 – Enter the weight of the anchor(s) and chains, under starting and finishing.
359 – Enter in this line every other weight other than cargo identified in the starting and finishing survey.
361 – Summation of all above listed items represents the total weight of the deductibles to be entered in line 169 and to be deducted from the starting and the finishing displacement of line 168 to obtain the displacement corrected for deductible of line 170.
This is the concluding part of the draught survey.
364 – Indicate in the appropriate box if survey relates to cargo
366 loaded or unloaded.
367 In these two lines the identification of the corporation or the
368 private professional need to be provided.
369 – Identify the vessel name and the serial no. of the survey.
376 – Enter the corrected displacement of the starting survey, as per line 170.378 – Enter the corrected displacement of the finishing survey as per line 170.
Calculation of cargo weight
380 – When both the starting and finishing surveys have been completed:
Cargo Weight (line 380) = Corr. Displacement Loaded (line 170) – Corr. Displacement Unloaded (line 170)
383 When such data is available and for statistical purposes only, enter in the provided space the shore scale quantity converted in metric tonnes. The scale weight should in no way whatsoever
influence the cargo weight as measured by the surveyor. He is obliged to report his result honestly and strictly on the basis of the measurements and calculations he has made.
389 These lines should be filled with illustration of unusual situations
400 (extra pages can be added if needed); with specific identification of vessel’s documents used; and, in case of need, with the identifications of the reasons for surveyor’s refusal or impossibility to perform the survey. In such instances, provided facts are objectively listed, the surveyor shall be entitled to the agreed fee like if the survey had been made.
401 – Enter calculation of the constant.
408 In the situation described in the previous sentence these four lines
411 need to be reworded (i.e. “where not within” – in lieu of “where within” and “did adversely affect” instead of “did not adversely affect”) or voided completely.
412 Enter total number of pages including pages possibly added to the seven pages of the Draught Survey Code Forms .
416 In these two lines the identification of the corporation or the private
417 professional need to be provided.
418 Signature of the surveyor or surveyors and indication underneath of the
422 full names in print and title(s). Surveyors are warned that each page of the survey needs to be signed or initialled by the surveyor(s). Moreover it is good practice by the surveyor to tender the manuscript of the document for the signature of the Master (or alternatively of the Chief Officer and the Chief Engineer) only as witness and for endorsement of the vessel’s data by themselves released to the surveyor.