DRAUGHT SURVEY

Table of Contents
1. INTRODUCTION....................................................................................................................................... 4

1.1 GENERAL .............................................................................................................................................. 4

1.2 TYPES OF SEA GOING VESSELS .............................................................................................................. 5
2. DRAUGHT SURVEY METHODOLOGY................................................................................................... 7

3. HYDROSTATIC PARTICULARS ............................................................................................................. 8

4. HYDROSTATIC PRINCIPLES ............................................................................................................... 10

4.1 ARCHIMEDES ...................................................................................................................................... 10

4.2 RELATION DISPLACEMENT – DRAUGHT .................................................................................................. 10
4.3 EXAMPLES AND CALCULATIONS ............................................................................................................ 11
5. PLIMSOLL MARK .................................................................................................................................. 12

6. DRAUGHT ASSESSMENT .................................................................................................................... 14

6.1 GENERAL ............................................................................................................................................ 14

6.2 READING OF MARKS............................................................................................................................. 14
6.3 AVERAGE READING PORT AND STARBOARD ........................................................................................... 15
6.4 CORRECTION FROM MARK TO PERPENDICULAR ..................................................................................... 15
6.5 CALCULATION OF THE MEAN OF MEANS ................................................................................................. 17
6.7 PRACTICAL POINTS OF ATTENTION ........................................................................................................ 19
7. DISPLACEMENT ASSESSMENT.......................................................................................................... 20

7.1 STANDARD PROCEDURE ...................................................................................................................... 20

7.2 INFORMATION IN LOADING SCALES AND HYDROSTATIC PARTICULARS ...................................................... 20
7.3 FIRST TRIM CORRECTION ..................................................................................................................... 21
7.4 SECOND TRIM CORRECTION ................................................................................................................. 21
7.5 LIST CORRECTION ...............................................................................................................................21
7.6 HULL DEFLECTION – HOGGING & SAGGING ............................................................................................ 21
8 DENSITY ASSESSMENT........................................................................................................................ 23

9. DEDUCTIBLES....................................................................................................................................... 25

9.1 GENERAL ............................................................................................................................................ 25

9.2 TANK VOLUME ASSESSMENT ................................................................................................................ 25
9.3 SOUNDING CORRECTION FOR TRIM ....................................................................................................... 26
9.4 SPECIAL CORRECTIONS ....................................................................................................................... 27
10. CONSTANT .......................................................................................................................................... 28

11. IMPERIAL SYSTEM ............................................................................................................................. 28

11.1 EQUATIONS IMPERIAL SYSTEM ............................................................................................................ 28

12. PRACTICAL NOTES ............................................................................................................................ 29

12.1 PRACTICAL NOTES-GENERAL-............................................................................................................ 29

12.2 INITIAL SURVEY ................................................................................................................................. 30
12.3 INSTRUMENTS FOR DRAUGHT SURVEY ................................................................................................ 31
13 REPORTING.......................................................................................................................................... 32

13.1 REPORTING A DRAUGHT SURVEY ........................................................................................................ 32

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ANNEX A – TERMINOLOGY ..................................................................................................................... 33

ANNEX B - ADDITIONAL CALCULATIONS ............................................................................................. 34

ANNEX C - UN/ECE FORMAT................................................................................................................... 35

ANNEX D - METRIC/IMPERIAL CONVERSION ....................................................................................... 42

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 1. INTRODUCTION

1.1 General

In the process of the transport of products from manufacturer to buyer, several parties are involved and
the ownership might change during the transport of cargoes. During each transfer, in particular with bulk
cargoes, the total amount might differ from earlier weight assessments. Also during the transport over
sea, differences can be expected between the loading port and the discharge port. And since values of
cargoes can be significant, even small differences in received and delivered amounts will result in
considerable claims.

An independent method to calculate the total amount of loaded or discharged cargo has been developed
and is called the draught survey (or draft survey). A draft survey must take into account all the prevailing
circumstances. The final report should incorporate every aspect and difficulty, which has been
encountered in order to convey all aspects of the survey. To carry out the job as a draft surveyor, one
should have knowledge of some aspects of a vessel, especially items, which are directly related to the
job.

Construction of the vessel

In the past vessels were built to transport all kind of cargoes, these so-called general cargo vessels all
had more or less the same shape and arrangement. Nowadays ships are built especially for one or a few
kind of cargoes. Apart from tankers, bulk carriers and container vessels, we distinguish heavy cargo
vessels, reefers, “roll on-roll off’ and so on. Although highly specialized there are quite a few aspects
commonly on all kind of vessels.

(Transverse) bulkheads

With regard to the buoyancy of a vessel after a collision, the vessel is divided into two or more watertight
compartments. We distinguish (i.e.) the collision bulkhead, engine room bulkhead, aft peak bulkhead.
Apart from the minimal standard bulkheads vessels are equipped with extra bulkheads depending length
and some other factors. In general these bulkheads run from bottom (keel) to the main deck and there are
no openings inside (apart from wiring and piping). On special vessels such as RoRo’s it is practically
impossible the place transverse bulkheads. On these vessels the extra buoyancy is obtained by different
constructions (double hull).

Double bottom

The double bottom of a vessel forms part of the strength construction. Furthermore the space has a
safety function (environmental protection when leaking) and is used for storage of bunkers (fuel), fresh
water and ballast water. By pumping ballast water into the double bottom the vessel can increase the
draft when empty and improve the stability if necessary.

Longitudinal strengthening and bulkheads

To give the vessel enough strength lengthwise (to prevent too much hogging and sagging) the
construction is strengthened by longitudinal reinforcements. However, to keep the opening to the holds as
large as possible (especially on container and multi purpose ships), these reinforcements can not run
over all the length, and thus have to be extra strong. On these vessels you will find extra strong frames,
web frames and stiffeners near the main deck and in the double bottom.

Due to the fact that tankers have small deck openings and can use longitudinal bulkheads, these
constructions are different on these vessels.

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 1.2 Types of sea going vessels

Before going into details of the draught survey, one should have some general knowledge about the type
of ships where draught survey might be executed, including the terminology for different parts of a ship.

The following terms for the different locations on board of seagoing ships can be useful and should be
known by a draught surveyor.

Fig. 1&2 Some general particulars and terms

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Bulk carriers

This type of ship is specially developed to transport bulk cargoes. The accommodation and engine room
is situated at the stern. These ships have double bottom tanks for ballast, bunkers and fresh water, side
ballast tanks, forepeak and aft peak tanks. The cargo area between the forepeak bulkhead and engine
room, is divided into a number of holds separated by transfer bulkheads (without doors or other passage
options). The holds can be entered via an open or closed staircase.

The double bottom tank on bulk carriers for heavy bulk cargo as ore or concentrate is higher and / or top
ballast tanks are installed.

Fig. 3 Typical cross section of a bulk carrier

Multi purpose

The smaller multi purpose ships only have one or two holds. These vessels have side tanks mainly to
protect the ship from flooding in a damaged situation. Larger multi purpose ships have more holds
separated by lateral watertight bulkheads.

Holds can be divided horizontally by decks and hatches. On top of the lower hold, 1 or 2 tweendecks
areas can be expected. For the transfer of cargo from shore to ship cargo cranes are installed on deck.
Some ships on special trade are constructed without these cranes.

Fig.4 Typical cross section of a multi purpose carrier

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2. DRAUGHT SURVEY METHODOLOGY
The basic principle of a draft survey is to assess the weight of the vessel at two different times, i.e. prior to
loading and upon completion or prior to discharging and upon completion. From the difference in weight,
the total amount of loaded or discharged cargo can be calculated.

During the starting survey the total weight of the ship including ballast, bunkers, stores, etc. is
ascertained, based on the observation of the draught of the ship.

The variable weights like ballast, bunkers and stores are assessed by measuring the liquid level in tanks
or via declaration by responsible ship personnel. These variable weights are called deductibles. The total
weight excluding the deductibles is calculated for the starting survey.

After loading or discharging the finishing survey is executed with the same procedure as the starting
survey. The total weight excluding the finishing deductibles is calculated.

The difference between the calculated corrected starting and finishing weights
is the total amount of cargo loaded or discharged.

Many surveying companies have their own procedure including the reporting format.

A commonly used reporting format developed by the United Nations Economic Commission for Europe
(UN/ECE) can be downloaded from the Internet at the site: http://www.unece.org

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3. HYDROSTATIC PARTICULARS
When a ship is built the shipbuilder issues all kind of data which make it possible to carry out required
calculations. In these so called hydrostatic particulars or hydrostatic tables, the following data can be
found ( a.o.) the ship’s general particulars and dimensions, the displacement at different draughts, tank
capacities, etc., etc.

Example 1:

Question: What is the capacity (in m3) of tank 5 double bottom?

Question: What is the weight if this tank is filled with seawater?

CAPACITIES OF CARGO SPACES, OIL TANKS AND WATER TANKS

m.v. FERAN
Cargo spaces
Grain Bale
V.C.G. L.C.G. V.C.G. L.C.G.
Capacity above fwd. Capacity above fwd.
base AP base AP
COMPART- Frame
m3 cbft m m m3 cbft m m
MENT Nmbr
Hold 20-92 1333 47102 2,46 33,35 1290 45583 2,46 33,33
Hatch 20-90 504 17809 4,80 33,20 504 17809 4,80 33,20
Total 1837 64911 3,10 33,31 1794 63392 3,12 33,29

Tank capacities
V.C.G. L.C.G.
Vertical Longl.
Frame 3 above fwd. F.S.M.
COMPARTMENT m tonnes moment moment
Nmbr. base AP tm
tm tm
m m
Waterballast tanks S.G.=1.025 t/m3
Forepeak 92-… 53,42 54,76 2,36 56,94 46,82
DB tank 2 SB 68-92 54,71 56,08 0,47 47,37 136,45
DB tank 3 PS 68-92 54,71 56,08 0,47 47,37 136,45
DB tank 4 SB 44-68 37,71 38,65 0,45 34,7 62,88
DB tank 5 PS 44-68 37,71 38,65 0,45 34,7 62,88
DB tank 6 SB 20-44 56,87 58,29 0,46 20,24 156,30

Answer: the section ‘tank capacities’ tells us the capacity: 37.71 m3 and the next column shows the
weight: 38.65 tonnes.

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 Example 2:
HYDROSTATIC PARTICULARS m.v. FERAN

Draught Displ. SW Displ. FW t/cm ETM LCB LCF KM

3,00 1508,46 1471,67 5,77 22,58 31,47 29,42 4,77

3,02 1520,01 1482,94 5,78 22,72 31,46 29,37 4,76
3,04 1531,58 1494,22 5,80 22,86 31,44 29,32 4,75
3,06 1543,18 1505,54 5,81 23,01 31,42 29,27 4,74
3,08 1554,80 1516,88 5,83 23,16 31,41 29,23 4,74
3,10 1566,45 1528,24 5,83 23,31 31,39 29,18 4,73
3,12 1578,12 1539,63 5,85 23,46 31,38 29,13 4,73
3,14 1589,81 1551,03 5,86 23,61 31,36 29,08 4,72
3,16 1601,53 1562,47 5,87 23,77 31,34 29,03 4,71
3,18 1613,26 1573,91 5,88 23,92 31,32 28,98 4,71

Question: When the draft = 3.10 m, find the weight of the vessel for both seawater and freshwater.

Answer: ??

Notes:

In general we will use the English notation for figures, i.e.

 One thousand is written as follows: 1,000.00

 One quarter (¼) as follows: 0.25.

However some tables are copied from existing documents and the notation might be different. It is quite
common to omit the comma, so 1,000 + 0.25 is written as follows: 1000.25

When we talk about tonnes we mean metric tonnes of thousand kilograms, sometimes written as mT or
Mt.

Density (the mass per unit volume) is mentioned in tonnes per cubm (tonnes/ m3). The density of fresh
water = 1.000 tonnes/m3 and the density of average seawater = 1.025 tonnes/m3.

Sometimes we use relative density (R.D., formerly called specific gravity), it is the ratio between the
density of a substance and the density of fresh water. E.g. the RD of fresh water = 1.000 and of seawater
= 1.025. (See also chapter 8).

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4. HYDROSTATIC PRINCIPLES
A vessel floating in the water is in an equilibrium situation whereby the weight of the vessel equals the
upward water pressure force on the hull of the vessel, the so called buoyancy force.

Fig 5. Buoyancy and weight of the vessel

4.1 Archimedes

Archimedes found out that the weight of the replaced amount of water equals the weight of the structure
floating in the water. A vessel replaces an amount of water similar to the hull volume below the water
surface (V). Therefore the weight of this replaced water equals the:

Buoyancy force = Underwater volume of the ship (in m3) x specific density ()

The bouncy force however equals the weight of the ship, therefore the above mentioned equation also
applies to the displacement of the ship.

Displacement = Underwater volume of the ship (in m3) x specific density ()

4.2 Relation displacement – draught

In other words there is a direct link between the volume of the hull underwater and the displacement.
The underwater volume is dependant of the length, breadth, draft and hull shape.

Ship builders will calculate this volume for each draught of the ship and present the ship with this
information in tables or diagrams (hydrostatic particulars).
To find the displacement of the ship, the draught surveyor observes the draught and ascertains the
underwater hull volume. The displacement is then calculated by:

Displacement = volume * spec. density of the water

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Effect of water density on the draught of the ship

A tugboat of 250 tonnes at anchor lying in seawater with a specific density of 1.025 tonnes/m3, has a
underwater volume of 250 / 1.025 = 244 m3.

When this tugboat enters the port with a water density of 1.005 tonnes/m3, the underwater volume to
compensate the weight of 250 tonnes has to be 250 / 1.005 = 249 m3.

Since length and breadth of the ship hardy change, it will be the draught that significant increase to reach
the required volume of 249 m3. So, during the entrance of the port (or in general going from salt to fresh
water) one may observe a draft increment, and the opposite effect when leaving the port.

In practice it can be observed that if the specific density in the port is less than at sea, the draught at sea
will be less than the draught in the port.

Fig 6. Change of draft due to change of density

4.3 Examples and calculations

1 m3 fresh water = 1.000 tonnes = 1000 kg. 1 m3 salt water = 1.025 tonnes = 1025 kg.

Examples:

1. A ship with an under water surface of 600 m3 in fresh water has displaced the following amount of
water : Displacement = 600 m3 x 1.000 = 600 tonnes = 600 m3 water
2. A ship with an under water surface of 600 m3 in salt water has also displaced 600 m3 water but
not the same weight : Displacement = 600 m3 x 1.025 = 615 tonnes
3. A ship with 18,260 m3 underwater surface and an observed density of 1.018 t/m3.
Displacement =18,260 m3 x 1.018 t/m3 = 18,588.68 tonnes.

Question: When this ship then sails to sea with a water density of 1.025 what will be the underwater
volume?

Answer: Displacement = Volume x SD 18588.68 tonnes = Volume x 1.025 t/m3

Volume = 18,588.68 tonnes / 1.025 t/m3

Volume = 18,135.298 m3

Self test: What is the volume in fresh water?

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5. PLIMSOLL MARK
Freeboard for more safety

In the past many ship have been lost due to flooding in bad weather. The main reason of flooding was
the freeboard of the ship. By having insufficient freeboard it is easy for the rough sea to roll over the deck
and enter into the openings. Also reserve stability is decreasing with less freeboard. The International
Maritime Organization has established minimum freeboard regulations which have been adopted by all
the contracting governments.

Ships are not allowed to load the vessel deeper than to one of the marks of the Plimsoll mark. This mark
is named after Samuel Plimsoll who has promoted the minimum freeboard rules in the19th century.

Depending the route the vessel will sail, a summer, winter or tropical freeboard has to be maintained. For
this purpose the world oceans and seas have been divided into several zones. It is obvious that in zones
where the average weather conditions are worse, like winter zones, a larger freeboard is required.

As soon a ship enters a certain area, the freeboard should at least be the required value. This means that
rising of the ship by fuel consumption, can be taken into account.

Fig 7. Section of the Seasonal Load Line Chart

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Example

A ship that leaves the port will enter a summer zone. The departure draught can be the summer draught
in sea water. This means that in port the draught will be more, due to the fresh water draught increment. If
the ship enters a winter zone after 5 days from departure, at that moment the ship must have a draught
not more than the allowable winter draught. If the fuel consumption has raised the ship sufficiently, the
vessel can depart on the summer draught. If not, the draught should be decreased accordingly.

The Plimsoll mark is shown midships on both sides on the hull.

The Plimsoll mark

The mark consist of a deckline from which the official freeboards are measured, the symbol of a circle
with a center line, and the summer, winter, tropical and fresh water draught marks. The top of the center
line in the circle also equals the summer draught. The thickness of the lines is regulated. The marks are
either white on a dark background or vice versa.

The following English abbreviation letters can be observed, however, ship for local trade might use other
language abbreviations.

WNA – Winter North Atlantic

W – Winter
S – Summer
T – Tropical
F – Fresh water
TF – Tropical Fresh water

Some general cargo ships frequently carrying timber on deck might have an additional timber mark.

Fig 8. Plimsoll mark

Load Line certificate

Official and accurate information of the position and thickness of the deck line and the marks can be
found in the Load Line certificate, which is a compulsory document on board and must always be
available.

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6. DRAUGHT ASSESSMENT
6.1 General

Reading of the draught of the ship can be done at the bow, stern and for larger vessels in the middle (half
of the length). Draught marks are available on both starboard and port side. In order to calculate the
displacement, these figures from the draught marks have to be “translated” in an average figure. A
number of corrections are required to come to this so called “corrected mean of means” figure.

The following steps can be mentioned:

1. Observing the marks, ascertain draught.

2. Calculation of average between port and starboard.
3. Correction from marks to perpendiculars.
4. Calculation of average between fore and aft marks.
5. Combining the average forward and aft with the midship readings.

Each step will be discussed in the preceding paragraphs.

6.2 Reading of marks

Two types of marks can be observed:

 The metric system

 The imperial system

More than 30 years ago all ships used the feet and inches (imperial) system for the draught marks. Later
on the non English spoken counties were changing to the metric draught marks in conjunction with the
other metric units. Although officially the metric system should be used worldwide, we still will find a
significant number of ship with the imperial system or with a combined system. Draught marks on any
ship must have the same layout to avoid misinterpretations.

The metric system

The draught is indicated in decimeters (dm). Arabic figures are used showing only the even figures.

The height of the mark is 10 cm. The ‘circles’ in the draft figures 3, 6, 8, and 9 are 2.5 cm high. The
distance between each mark is also 10 cm.

The bottom of the draft mark is the starting point of the (even) indicated draught.
The top of the draft mark is the starting point of the odd indicated draught.

Fig 9. Draft mark according metric system

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The imperial system

The draught is indicated in feet with roman figures showing each feet.
The height of the mark is 6 inches (½ feet).
The middle of the ‘X’ is easy to observe and is 3 inches high.
The distance between each mark is also 6 inches.
The bottom of the mark is the starting point of the indicated draught
The top of the draft mark indicates 6 inches (½ feet).

Fig 10. Draft mark according imperial system

6.3 Average reading port and starboard

The reading can be obtained by the following equations:

forward starboard + forward port

Mean forward (MF) = ---------------------------------------- ( 1 )
2

aft starboard + aft port

Mean aft (MA) = --------------------------- (2)
2

midsh strbrd + midsh port

Mean midsh (MM) = --------------------------------- (3)
2

6.4 Correction from mark to perpendicular

Shipbuilders have calculated the hull volume based on draughts on the fore and aft perpendiculars.
Because the draught surveyor will use the data of the shipbuilder, he has to translate the draught reading
from the marks to the perpendiculars.

As soon as a ship has a trim the observed draught will differ from the draught on the perpendiculars as
shown in figure 10.

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 20 Fore 20
Mark
Perpendicular
18 18
16 16
14 14
12 12
10 10
8 8
6 6
4 4
2 2

50
F or e
ndicu
lar 48
50 Perpe Mark to pp
M ar k
46 draught
48 correction
44
46
42
44
40
42
38
40
36
38
36

Fig 11. Influence of trim on the draft reading

In the indicated situation the draught of 4.32 m is only 4.05 m on the perpendicular.

The following equations are used for the calculation of the correction:

Trim x a
Draft correction forward = -------------------- (4)
LBP – ( a + b)

Trim x b
Draft correction aft = ------------------ (5)
LBP – ( a + b)

Trim x c
Draft correction midship = ------------------- (6)
LBP – ( a + b)

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 a = distance mark to forward perpendicular.
b = distance mark to aft perpendicular (pp)
c = midship mark to ½ LBP
(+ if mark forward of pp or ½ LBP)

Using the sign convention will give you the correct sign for the correction, however it is strongly
recommended to make a sketch to control the required sign of the correction.

Fig 12. Correction of draft reading forward and aft

6.5 Calculation of the mean of means

With the corrected draught for and aft from marks to perpendiculars and the corrected draught midship to
½ LBP, the mean of means can be calculated by the following steps:

Calculate the corrected mean draft forward and aft by:

MA + MF
Mean fwd and aft (MFA) = ------------ (7)
2

Calculate the mean of means by:

MFA + MM
Mean of means (MoM) = --------------- (8)
2

Calculate the corrected mean of means by:

MoM + MM
Corr Mean of means (cMoM) = ---------------- (9)
2

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 Fig 13. Determining the mean of means

If we substitute the MF and MA of the MoM equation into the cMoM equation, the following equation can
also be used:

MF + MA + 6MM
cMOM = ------------------------ ( 10 )
8

Note: these equations clarify the importance of an accurate measurement of the draught midships
because the factor is 6 times higher than those of MA or MF.

The cMoM is developed to give full attention to the hogging or sagging if the ship due to non
homogeneous weight distribution over the ship 9 see chapter 7.6).

6.6 Assessment of the midship draught

If the midship draught marks are not available, the draught must be assessed in a different way. The
following methods can be applied:

Option 1

Measure the distance from water level to the top of the official deck line indicated above the Plimsoll mark
(= X1).

Measure the distance from the top of the deck line to the top of the main deck (= h).
Calculate the draught midship by the equation:

MM = Depth – (X1 + h) (11)

Option 2

Measure the distance from water level to the top of the centre line of the Plimsoll mark ( = X 2).

Measure the distance from the top of the deck line to the top of the main deck (= h).

Find the summer freeboard (FBs) in the Load Line certificate.

Calculate the draught midship by the equation:

MM = Depth – (X2 + FBs + h) (12)

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 Fig 14. Determining draft at midships

6.7 Practical points of attention

 Confirm that no activities which could change the draught take place during the assessment of
the draught. For example:

 ballasting, bunkering, take over of stores, etc

 movement of cranes or hatch covers
 loading or discharging

 Ask for ship personnel to be witness during reading.

 Preferably use a launch to read the marks

 With choppy water surface use special means to eliminate inaccurate readings.

 Keep in mind that a first survey while the ship is at anchor and the second in port alongside the
terminal, creates a difference in weight due to the weight of anchor and anchor drain.

 Keep in mind that the density of the water might be different during the first and second survey
due to rivers and tides.

 Keep in mind that the vessel uses freshwater and fuel whilst in port.

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7. DISPLACEMENT ASSESSMENT
7.1 Standard procedure

A uniform way of assessing the displacement is the following:

1. Observe the draught of the ship corrected for the pp and trim.
2. Find the volume of the ship under water in the hydrostatic tables or loading scales. This volume is
the same as the displacement in fresh water (specific density of 1.000 tonnes/m3).
3. Correct the volume by applying the first and second trim correction.
4. If applicable correct the volume by applying the list correction.
5. Multiply this fresh water displacement by the actual specific density of the environmental water at
sea or in the port.

7.2 Information in loading scales and hydrostatic particulars

The following information in the hydrostatic tables or loading scales are relevant for further calculation
procedures:

1. Draught indicated in meters and / or feet.

2. Displacement in fresh water, which is equal to the displacement volume.
3. Displacement in sea water (normally with a sd of 1.025 tonnes/m3).
4. Tonnes per cm (TPC) indicating the amount of tones required to increase the draught with 1 cm.
5. Tonnes-meter per cm (MTCT), the moment required to change the trim of the vessel by 1 cm.
6. Longitudinal center of flotation (LCF).

In stead of using the displacement equation as mentioned under 7.1-e, a so called Norwegian scale can
be used to assess the actual displacement.

Example 1: Example 2:
Δ* = 50,000 At a draught of 10.50 m and a RD of 1.005
Draught in RD of 1.025: 11.10 m The deadweight is: 34,800 Mt
Draught in RD of 1.010: 11.25 m The displacement at 1.025 is: 47,000 Mt

Fig 15. Norwegian scale

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 7.3 First trim correction

The cMoM is used to find the volume of the underwater hull and displacement. In principle the trim is
translated into an even keel condition with the same displacement. This is correct as long as the tipping
center is situated at the ½ LBP. In most of the circumstances this is not the case.

If a ship with a trim is brought to an even keel situation, the real draught midship would be larger than the
one ascertained as a mean draft fore and aft [(MF+FA)/2]. This trim correction is not applied as an
additional correction to the cMoM, but as a correction to the calculated displacement in fresh water.

The following equation is used:

Trim x (1/2 LBP – LCF) x TPC x 100

First trim correction = ------------------------------------------------- ( 13 )
LBP

Sign convention: trim by stern: (+)

The sign of the correction is correct as long as the trim has the correct sign. Also here it is strongly
recommended to make a sketch to find out the correct sign of the first trim correction.

If the LCF is given as a figure relative to the ½ LBP, one should first find the LCF from the aft
perpendicular and use this figure in the equation above.

7.4 Second trim correction

The first trim correction uses a fixed LCF for limited trim values. With larger trim the LCF might change in
position. The second trim correction takes this effect into account.

The following equation is used:

Trim2 x (MTCT+50 - MTCT-50) x 50

Second trim correction = ------------------------------------------------- ( 14 )
LBP

MTCT +50 : the MTCT for the cMoM + 50 cm.

MTCT -50 : the MTCT for the cMoM - 50 cm.

This 2nd correction is always positive (+) and in most of the circumstances much smaller than the first
trim correction.

7.5 List correction

In most of the draft survey situations the ship can be ballasted in such a way that no list occurs, as
assumed in the UN/ECE reporting format since it is not mentioned. A list correction to the displacement in
fresh water, however, can be ascertained by the following equation:

List correction = 6 x ( TPCport – TPCstrbrd) x (Tmidport – Tmidstrbrd ) (15 )

TPCport : the TPC for a draught observed at the midship mark on portside.

7.6 Hull deflection – hogging & sagging

During a draft survey the observed drafts are corrected for list and displacement. At this stage the
arithmetical mean of the forward and aft drafts must be calculated, this is the so called Arithmetical Mean
Draft (AMD).

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When comparing this AMD with the corrected midships draft, the outcome will tell us something about a
possible distortion of the hull.

If the outcome is equal then the vessel is neither hogged nor sagged.

 If the actual draft is less than AMD then the vessel is hogged.
 If the actual draft is greater than AMD then the vessel is sagged.

Fig 16. Hogging and sagging

It is difficult to establish the distortion exactly. Larger vessels tend to deflect more during daytime due to
sunlight (hogging). If hogging and sagging are taken into account an agreement should be made about
the way this is taken into account prior to the survey.

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8 DENSITY ASSESSMENT
There is a bid more to say about the density than just measure it with a hydrometer and find the weight by
volume times density. In theory a number of different densities can be mentioned, however the density
assessed by using the hydrometer is a so called relative density.

The relative density (RD) is by definition:

“the ratio of the mass of any volume of a substance, to the mass of an equal volume of gas free distilled
water”.

The following equation applies:

mass of a volume of substance at t1 °C

RD = ---------------------------------------------------------- (16)
mass of equal volume fresh water at t2 °C

The hydrometer, in principal, is calibrated for a t2 of 4°C or 15°C.

A temperature correction is required if the actual temperature of the sample diverts from those
temperatures. The manufacturer of the hydrometer will attach a correction table to the instrument. Some
manufacturers claim to deliver a correction free instrument.

We have determined the exact draught (cMoM). With this draught you can look in the ship particulars to
find the volume of the underwater ship (in the column with specific density 1.000 tonnes/m3). Now we
have to determine the displacement of the ship.

Recall from the law of Archimedes:

Displacement = Volume x Density

It is now necessary to determine the density of the water in which the ship is floating. The density is
measured with a calibrated hydrometer (aerometer) with accompanied certificate.

The instruments certificate of conformity gives a maximum error not exceeding “x” kg/liter. The density is
given in kilograms per liter given a certain temperature and has to be determined with great accuracy. A
difference of 1 o/oo salt more or less can be of great importance for the exact weight calculations.

The density is not the same on every depth or place in the harbour. Therefore it is necessary to take
samples around the ship and on different depths. Never just take the surface water to determine the
salinity.

In tidal ports the density changes in a just a few hours so you have to check the water density before the
starting survey and before the finishing survey. In ports at a river end like the port of Rotterdam it is likely
that the water is more salt at high tide than at low water because of the river water going outwards. The
density of water ballast in the ship does not have to be the same as the port density because it can be
taken in on a different location.

Procedure:

 Use only calibrated equipment.

 Clean and rinse your equipment.
 Check the surrounding for any discharging activities.
 Check the tide.

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  Take a water sample.
 Measure the temperature of the water.
 Let the Areometer float in the water sample.
 Read the density from the Areometer.
 Repeat the procedure on the offshore and inshore side, fore & aft ship and maximum and half
draught of the ship.

Practical suggestions

 Protect your equipment from direct sunlight.

 Hold the hydrometer by the top and lower it slowly in the water sample until it floats freely.
 Make sure the jar is filled completely to avoid parallax.
 Take the density readings promptly and by placing the eye in line with the sample water level.
 Make sure the ship is not grounded.
 Obtain the density and draughts at the same time if possible.
 In normal situations the density does not have to be corrected for temperature.
 Do not correct the draught for density but only the displacement.

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9. DEDUCTIBLES
9.1 General

To be able to determine the weight of the cargo it is necessary to correct the difference between the initial
and final survey for all other weight changes occurred during these two surveys.

Other weights are called deductibles. Deductibles can be ballast water, bunkers, daily usage, stores,
swimming pool, bilges etc.

As already mentioned earlier, the variable weights in the ship will be ascertained by measurement of
liquids or by declaration of the chief officer or chief engineer.

 Every compartment capable of carrying water should be carefully inspected and sounded.
 Be alert for fluctuations in levels when removing the sounding caps.
 Check the ships plan for the positions of the tanks and length of the sounding pipe, and be sure it
reaches the bottom of the tank.
 Check the position of the sounding pipe in the tank, if the sounding pipe is on the starboard side
and the ship has list on the port the conclusion finding an empty tank may be the wrong one.
 If observable, tanks should be measured by the draught surveyor himself.

Weight of the cargo = Displacement – (light ship + deductibles)

9.2 Tank volume assessment

Tanks on board ships have all kind of shapes. Calculation of volumes of liquid by using: volume = L*B*h
is thus not reliable.

Two options are relevant:

A tank table for each tank is available; assessment will be done by measuring the ullage. Only full
capacity of the tank is indicated. The tank has to be either full or empty or the contents should not be
altered between the starting and finishing survey.

Ullage measurement

The first step to find the weight of liquid in each tank is

measurement of the ullage or level of the liquid in the tank.
The ullage is the distance between the tanktop-
measurement-reference and the surface of the liquid
(remember that the tank height may be different from the
sounding pipe and be aware of air pockets when the ship is
trimmed).

With this figure (i.e. the ullage sounding) the draught

surveyor can find the actual liquid volume in the appropriate
tank table. Due to trim of the ship the ullage reading should
be corrected to an even keel reading.

Either tank tables are available for different trim conditions or

an ullage correction formula is given. For a trim between 2
tables, interpolation is required.

Fig 17. Ullage and sounding of a tank

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 Ullage is the measurement from the surface of the liquid to a fixed relevant point (usually the top of the
tank or the top of the sounding pipe)
Sounding is the measurement from the bottom of the tank (sounding pipe) to the top of the liquid.

Weight calculation

When the volume is known, the weight can be calculated by:

Weight = volume * spec. density of the liquid.

Also for the ballast water, the specific density should be ascertained, since it can be fresh or sea water or
something in between. The density of oil and lubricants is given on the bunker receipts.

Use a temperature correction to the density before calculating the weight of the bunkers. It is unusual to
apply a temperature correction on ballast water.

Some practical points of attention:

 When possible use the calibrated measurement equipment.

 Use water finding paste to measure the level.
 Measure every tank on the ship.
 Do not forget the bilges.
 If no level is measured check with ship tank data whether a certain amount of liquid still remains.
 Check invoices for weight of bunkers taken on board during the stay in port. Make sure if anything
has been discharged.
 If more ullage holes are available, take the ullage in the middle of the tank.
 Take good care when if the ships has trim by the head. Suction (and sounding) pipes are often
situated at the back side of the tank and that makes it difficult to empty ( or measure ) the tank
completely.
 The circumstances that are of influence on the accuracy of the survey should be recorded in the
survey report.
 For tanks without tables or calculation formulas, be certain that no changes other than full 
empty, have been created between starting and finishing survey.
 The intended quantities of bunkers, water and stores should be determined in advance of
completion of the cargo. Accurate determination of the ballast and other deductibles remains a
major issue and are often a cause of error in the final calculations.
 Stores, provisions, crew and their effects are likely to be constant during a survey and can be
added to the light displacement.
 The changes in weight deductibles during the survey are the most important.

9.3 Sounding correction for trim

formula to correct soundings &
volume for trim:

X + Z x trim
Y = ----------------- (17)
LBP

Fig 18. Correction for trim

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Example:
LBP = 100 m
Trim = 3.00 m
Rectangular tank = length 25 m and breadth= 10 m
Sounding = 1.5 m
Sounding pipe = 4 m forward of aft bulkhead

Question: What is the volume of the liquid?

Answer:
Y = X + ((Z x trim) / LBP)
Corrected sounding = sounding + ((correction x trim) / LBP)

Correction to the sounding = ( 4 x 3 ) / 100

Correction to the sounding = 0.12 m
Sounding = 1.5 + 0.12 m = 1.62 m
Volume of the liquid = 25 x 10 x 1.62 = 405 m3

9.4 Special corrections

1. Volume if the liquid level doesn’t cover tank bottom

LBP x Btank x Y2
Volume = --------------------------- (18)
2 x trim

Fig 19. Correction if tankbottom is not fully covered

2. Weight of anchor cable

When the anchors are in the housed position they contribute to the lightship weight. When they are used
for mooring or anchoring, part of the chain will be on the seabed. Thus the weight should be subtracted
from the light ship and added to the cargo weight.

The weight of the chain can be determined by using the following formula:

58,05 x link diameter2

Weight per shackle = ----------------------------- (19)
1000
Weight input and outcome in tonnes
One shackle = ± 27 meter

The weight of the anchor can be found in the ships documents.

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10. CONSTANT
If displacement of a ship is assessed without any variable weight, like cargo, ballast, bunkers and stores,
the lightship weight should be measured. However, additional fixed weights installed after the new
building, will give a higher displacement. The difference between the assessed displacement and the
lightship weight is called the “ship constant”.

Examples could be additional equipment, extra stores and extra spares

The constant usually increases up to 5% (or 0.2% of the light displacement per annum) due to additional
equipment, paints, and not to forget the mud in ballast tanks. Cleaning the ballast tanks during docking
might decrease the constant. It is also possible that the ship yard already made a mistake with the
assessment of the light weight. Then the constant already starts with higher values. The constant can be
calculated before loading as follows:

Constant = Displacement – Deductibles – Light ship weight (20)

The constant for the finishing survey can be compared with the one assessed during the start survey, as
well as with a constant of earlier surveys.

11. IMPERIAL SYSTEM

If a ship has draughts and hydrostatic data based on the imperial system, the following equations should
be used instead of the indicated above.

The following units will be common:

 Dimensions like ships length in feet.

 The weight will be shown in longtons of 1016 kg.
 In stead of the TPC figure, the imperial system will use the tons per inch (TPI).
 The MTCT is expressed in the ton feet per inch.

11.1 Equations imperial system

Note:

Trim, a, b and LBP in feet and inches as decimal of feet (e.g.: 12’ 4” = 12.33‘)

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12. PRACTICAL NOTES
12.1 Practical notes-General-

In theory the draught survey appears to be simple. Take the draught before loading (initial survey) or
discharging and do the same after completion (final survey). The difference in displacement should be the
amount of cargo.

The experienced surveyor knows that this is not all there is to it. Often there are circumstances which
make the work of a surveyor more difficult (and more challenging). The best way to learn is experience,
however we try to give some information to prepare the student for the practical aspects of the working
field.

Try go get as much information as possible before visiting the ship. The more you can prepare the
quicker the survey can be conducted.

Checklist before departure:

 Location in port
 Time in the harbour
 Name & Homeport
 Size / deadweight
 Kind of ship
 Loading or discharging
 Other activities of the ship during her stay in the harbour
 Name and contacting address of the ships agent
 Cargo
 Time and date arrival ( ETA) & departure ( ETD )
 Movements within the harbour
 Recent draught surveys report from the ship
 Info about ships particulars (also used grammar)
 Information from colleagues on the ship
 Tidal information
 Max. draught in the harbour
 Check your instruments & safety clothing
 Transportation to the ship and a small boat for taking density samples and the draught
 Inform the ships agent and or ships crew of the planned survey
 Ask the ship to prepare for the draught survey
 Make sure that the survey is done prior to any cargo operations

Arrival at the site:

 Take all the necessary safety precautions

 Observe the environment on safety aspects
 Carry out an observation of the working area
 Is the ship ballasting / shifting any weights?
 Location of cranes & hatchcovers etc.
 Is the anchor in or out?
 The state of the ship
 Loading or discharging?
 Get a general idea of the draft, list, trim & distortions

Arriving on board:

 Safety precautions

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  Report to ship’s management (OOW)
 Stick to the professional rules and the rules of conduct
 Communicate in a correct manner
 Discuss the purpose of your visit
 Discusses the job with the mate
 Gather information
 Ask for ship’s documents & stability info (& copy’s of former official draft surveys?)
 Study the stability information and calibration tables
 Determine the used measurements system
 Note down specific about correction tables, heights, signs,
 Check tank capacities and location of the tanks
 Note down sounding depths, summer draught, deadweight, freeboard
 Inform about the ships constant & daily port consumption quantities
 Ask for planned activities during loading / discharging / stay in the harbour ( stores, bunkers
deliveries )
 Discuss documentation and details and location and state of the compartments
 Perform the survey together with the mate
 Allow no movements of any weight during the survey

12.2 Initial survey

 Determine density
 Check the sampling aids
 Take samples from different depths
 Measure the SD of the water and notes down the figures on the survey report
 Collect the proper data to calculate the corrections for SD
 Note down the findings on the survey report including variations in density
 Check the tide and under keel clearance

Taking the draught:

 Check all possible movements of weights on the ship such as anchors moved in or out, crane
movements, taking of water / oil bunkers and other supplies Ice / snow on deck.
 Take care of the safety aspects during the survey
 Verify the correctness and validity of the load line certificate & draft marks
 Check deck line
 Work accurate
 Check the environment for influences on taking the draught
 Collect the draft fore, aft & mid ship taking into account the environmental influence (propeller,
other ships ect)

The ship:

 Check for scuppers & water on deck

 Check the cargo hold
 Note down all the ballast tanks on board including its location and length of sounding pipes
 Take soundings of the ballast tanks
 Check the contents of the ballast tanks
 Read the bunkers, oil, lubricating, gasoline, heavy fuel oil, bilge, stores, fresh & potable water and
variables
 Note down the findings of the survey in a correct manner into the survey report

Prepare the calculations, collect the proper data to calculate:

 The displacement in tonnes, empty or loaded

 Draft corrections, empty or loaded
 Trim corrections

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  The amount of ballast, empty or loaded
 The amount of bunkers
 The loaded or discharged weight

Calculations:

 Determine the weight of the deductibles corrected for list, trim and temperature
 Determine the draught corrected for list, trim
 Determine the displacement corrected for density
 Prepare for the final survey

Final survey:

 Repeat the steps of the initial survey

 Write the draft survey report according to the U.N. / ECE Draft Survey Code and forms
 Report the facts precisely, with all relevant details of the situation and unambiguously
 Communicate your findings with ships officer

12.3 Instruments for draught survey

INVENTORY LIST:

 Sounding-rod with graduations in metres and feet

 Sounding rope
 Chalk
 Torch
 Density measuring device
 Water finding paste
 Steel sounding tape / Measuring-tape
 Small hand pump with hose for taking samples
 Sample jar
 Sample bucket with line
 Measuring glass
 Measuring-rod
 Hydrometer with certificate
 Hydrostatic particulars and documentation
 Pocket computer or calculator
 Draught survey format

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13 REPORTING
13.1 Reporting a draught survey

The surveyor works in an international environment. Many parties are interested in a good and honest
opinion of the quantity of cargo. The principal can drawn in lawsuits fighting shortage claims which can
cost considerable amounts of money. In order to avoid disputes about the cargo weight the quality of
information given is of great importance. One of the ways to achieve that quality is uniformity and
consistency. The United Nations Economic Commission for Europe has developed a Code of uniform
standards and procedures for the performance of draught surveys. For draught survey this is the UN/ECE
Draught Survey Code forms which can be found in the annex in the back of this book.

The use of these standards can avoid discrepancies which can lead to disputes between interested
parties. The interested parties can be the shipper, cargo owner, ship owner, charterer, consignee
(sender) or the receiver of the cargo and insurance companies. At the moment a lot of companies still
uses there own standard form and or a computer (spreadsheet) program.

Studying the standard form provides a good example on which procedure should be followed, what
information is needed and the calculations that need to be performed. The standard form can be used for
the different kind of cargoes.

The final report should contain all information, circumstances and difficulties that occurred during the
survey in order to convey all aspects of the survey.

The surveyor is often under time pressure to do his survey and time is money. The surveyor should be
well prepared in order to perform a good survey in a reasonable time. The checklist in the annex can be
useful to ensure nothing has been forgotten and all relevant information is obtained. Always perform the
survey together with the ships staff in order to avoid disputes.

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Annex A – TERMINOLOGY
Draught survey deals with a number of units, used in relation of ship construction and operation. The
following terms with their explanation are mentioned.

DISPLACEMENT The weight of the vessel and all on board of her.

The weight of the vessel ready for sea with only
LIGHT SHIP DISPLACEMENT
spare parts and water in the boilers.
The weight of cargo, ballast, bunkers, stores, fresh
DEADWEIGHT water and any other weight not being a part of the
light ship.
A volume unit indicating the space below the
GROSS TONNAGE tonnage deck and the permanent closed
superstructure, no units !!!.
Deducted gross tonnage by certain non earning
NET TONNAGE
spaces.
Hold capacity in m3 or ft3 loading of substances like
GRAIN AND BALE SPACE
grain or bales.
Vertical through intersection of bow with summer
FORE PERPENDICULAR (Fpp)
draught
AFT PERPENDICULAR (App) Vertical through the rudder axis
LENGTH over all (LOA) Maximum length of the ship
LENGTH between perpendiculars (LBP) Length between fore and aft perpendicular
Also called the center of flotation, around this point
LONGITUDINAL CENTRE OF FLOTATION (LCF) the hull trims. If the hull is symmetric for and aft this
point is at half length.
Greatest breadth measured from outside hull plate
(MOULDED) BREADTH
starboard to port (frames to frames).
Vertical distance from bottom (top) keel to to top of
(MOULDED) DEPTH deck plate (deckframes) in the side. Measured at
1/2 ships length.
(MOULDED) DRAUGHT Distance from bottom (top) of keel to water surface.
FREEBOARD Distance from deckline to water surface.
TONNES 1 tonne of 1000 kg or metric tonne (Mt)
LONGTON 1 Long ton of 1016 kg.
The weight in kg of 1 dm3 (liter) or weight in tonnes
SPECIFIC DENSITY
of 1 m3 of the substance involved.
TRIM Difference between the draught aft and foreward.
A draught survey can be done on behalf of the
shipper, the ship owner or charterer, the cargo
owner or anyone else who has an interest in the
cargo. The Principal needs a good honest opinion
of the quantity of cargo. This is usually sufficient if
there are no disputes. If there is a dispute about the
PRINCIPALS quantity of cargo, then the Principal needs to know
about the quality of his information. He needs to
know if he should commit large amounts of money
in fighting a shortage claim in a court of law, or if it
would be cheaper to accept the loss. The surveyor
should include in his report any doubts that he may
have about the quality of his survey.

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Annex B - Additional calculations
B.1

Calculation of LCF when LCF is not given but only the trimfactor is known, quiet common with German
coasters:

½LBP x ( factorvorne – factorhinter)

LCF = -------------------------------------------- (B1)
factorvorne + factorhinter

outcome: distance from ½LBP

negative: fwrd from ½LBP

Example: “Union Venus” LBP 76.8 m., draft : 1.80 m.

LCF = -0.932m.

B.2

Calculation of MTC ( german : D.M.Z.) when MTC is not given.

TPC1 = (TPC at draft + 50 cm) x 2
TPC2 = (TPC at draft - 50 cm) x 2

TPC1 – TPC2
MTC = ------------------ x 7.2 (B2)
Bvessel

B.3

Corrected sounding of tank:

Trim x Ltank
Correction = ---------------- (B3)
LBP

B.4

Correction for list:

Corr = 6((drmean – drport) - (drmean – drstbd)) x (TPCdraft port – TPCdraft stbd) (B4)

correction always positive, in tonnes

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Annex C - UN/ECE FORMAT

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Annex D - Metric/Imperial conversion
1 Foot = 0.3048 Metres
1 Foot = 30.48 Centimetres
1 Inch = 2.54 Centimetres
1 Metre = 39.37 Inches
1 Metre = 3.28 Feet
1 Centimetre = 0.3937 Inches

1 Cubic Foot = 0.028317 Cubic Metres

1 Cubic Foot = 7.4805 U.S.Gallons
1 Cubic Foot = 6.2324 Imp. Gallons

1 Cubic Metre = 35.3148 Cubic Feet

1 Cubic Metre = 264.167 U.S.Gallons
1 Cubic Metre = 6.2898 U.S.Barrels
1 Cubic Metre = 220.0 Imp. Gallons

1 Long Ton = 1.016047 Metric Tonnes

1 Metric Tonne = 0.9842064 Long Tons
1 Metric Tonne = 2204.6223 Pounds
1 Metric Tonne = 6.2898 U.S. Barrels

1 U.S. Gallon = 0.13368 Cubic Feet

1 U.S. Gallon = 231 Cubic Inches
1 U.S. Gallon = 8.33 Pounds of fresh water
1 U.S.Galion = 0.833 Imp. Gallons

1 Imp. Gallon = 277.3 Cubic lnches

1 Imp. Gallon = 0.16045 Cubic Feet
1 Imp. Gallon = 10.0 Pounds of fresh water

WATER
1 Long Ton fresh water = 35.9 Cubic Feet
1 Long Ton salt water = 35.0 Cubic Feet

FUEL OIL (RD 0.944)

1 Long Ton = 6.77 U.S. Barrels
1 U.S.Gallon = 7.88 Pounds

DIESEL OIL (RD 0.85)

1 Long Ton = 319 U.S. Gallons
1 Metric Tonne = 311 U.S.Gallons
1 U.S.Gallon = 7.09 Pounds

LUB. OIL (RD 0.90)

1 Long Ton = 298 U.S.Gallons
1 Metric Tonne = 294 U.S.Gallons
1 U.S.Gallon = 7.51 Pounds

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