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Where LCF is the distance between the midship point and the position of the LCF.
This correction is added or subtracted to the displacement depending whether the LCF is forward or aft of
the mid point, or the trim is by the head or stern. Always draw a sketch to ensure you apply this trim
correction the correct way.
2
Trim(m) x MCTC Diff x 50
----------------------------------LBP
Where MCTC Diff is the difference of MCTC values over a range of draft 50 cm above and below the
corrected mean draft.
This second trim correction is always added to the displacement.
The second trim correction, sometimes called the Nemoto correction, is intended to allow for the movement
of the LCF with the change of trim. It was deduced by Mr Nemoto after observations of a bulk carrier that he
was involved in building. The theory on which it is based only holds true for small changes of trim, so it is not
strictly true for large trims. However, as with so much in draft surveys, it is better than nothing. The correction
is small for small trims, and rarely exceeds 30 tonnes for large vessels. It is often ignored but for
completeness it should always be used.
Density correction, If the vessel is in a dock water density then she is sitting deeper in the water than she
would be if in salt water so we are reading a larger displacement from the hydrostatic tables which are
derived for salt water only. The following formula is simply the dock water formula converted to a tonnage
figure, not a millimetre value.
Density Correction:
And of course this is subtracted from the displacement if the dock water density is below 1025.
Draft Survey guidelines, 2010.1
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It is possibly worth mentioning at this point that although we always consider the density of salt water to be
1.025 tonnes per cubic metre, if you were to take a reading in mid ocean you would probably find it to be
around the 1.030 to 1.033 mark!
But remember the ships standard hydrometer is not an accurate instrument when it comes to using it to
determine tonnage for a draft survey. It makes no allowance for the temperature of the water which will
change the density as temperature changes. Always use the density given by the draft surveyor if available,
they have usually gone to considerable lengths to find the apparent density which is weight of water in air.
But a word of warning. Dont use this same density when determining how much you can submerge your
loadline in dock water, i.e. dock water allowance. For this you need density in vacuum.
Corrected displacement, Now that the true displacement of the vessel is known it only requires the
subtraction of all the known weights on board and the subtraction of the ships light displacement, what
remains is either the vessels constant if in an empty condition or the cargo weight if in a loaded condition.
The reason for the two draft surveys is firstly to find the vessels constant and then include this in the known
weights when calculating the actual cargo on board after loading.
If taking a draft survey on discharge the cargo weight plus constant are found in the initial survey and the
constant in the final survey, subtract the constant from the initial figure and you have the weight of cargo
discharged.
tonnes
=+
2
Trim(m) x MCTC Diff x 50
----------------------------------LBP
x
x 50
------------------------------
Density Correction:
x
x
------------------------------
x
-------------------1025
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tonnes
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Many commercial ships have a symbol called a Load line painted on each side of the ship. This symbol,
also called an International load line, or Plimsoll line, marks the level to which the ship can be safely
loaded. As cargo is brought on board, the ship floats lower and the symbol descends farther into the water.
Before these symbols were made compulsory many ships were lost due to overloading. Sometimes they
were deliberately overloaded in the hope of collecting insurance money. Ships carrying emigrants from
Europe to America were also lost. The British social reformer and politician Samuel Plimsoll advocated
improved safety standards, particularly at sea, and the mark bears his name in his honour.
The letters on the Load line marks have the following meanings:
F - Fresh Water
T - Tropical Seawater
S - Summer Seawater
W - Winter Seawater
Letters may also appear to the sides of the mark indicating the classification society that has surveyed the
vessel's load line. The initials used include AB for the American Bureau of Shipping, LR for Lloyd's Register,
and NV for Det Norske Veritas.
These season and zone marks are used to ensure adequate reserve buoyancy for the intended area of
operation. Ships encounter rougher conditions in winter as opposed to summer, and in the North Atlantic as
opposed to tropical waters, for example.
Fresh water marks make allowance for the fact that the ship will float deeper in fresh water.
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Draft forward
Draft aft mean
Draft fore & aft mean
Draft midship PS
Draft midship SB
Draft midship mean
Draft mean for means
Draft corr. for
deformation
Displacement 1.025
Trim bow / stern
Trim in cm
LCF
LPP
t/cm
ETM Diff
Density
Trim correction 1
6
Trim correction 2
7
Correction for Density
8
Consumable weights
HFO
GO
LUB
Fresh water
Ballast
Constant
Total known weights
Corrected displacement
Light ship
Cargo weight total
Before loading
1a
1b
1c = 1a + 1b / 2
2a
2b
2c = 2a + 2b / 2
3 = 1c + 2c / 2
4
After loading
5 (at draft 4)
Trim x (0.5LPP-LCF) x
t/cm / LPP
Trim2(m) x 50 x ETM
/ LPP
(1.025 density) x
displ.1.025 / 1.025
9
10 = 5 + 6 + 7 - 8
11
12 = 10 9 11
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