2020. 1. 21. 10:18ㆍ카테고리 없음
Apr 29, 2015 - The SurveyorMates is marine survey calculation programs for Draft Survey, Bunker Survey and Oil Calculation/Petroleum Survey. It is designed. Quantity delivered calculation, based on density testing. Detailed bunker survey reports. Sampling documentation photographs as requested or permitted. Intertek's marine bunker fuel surveying services are supported by experienced bunker fuel quality testing laboratories. Marine bunker fuels are tested to ISO 8217, Marpol Annex VI and other specifications. Bunker fuel samples are easily packaged and shipped for testing on a global basis, as needed, through the ShipCare program. The software makes draught survey and trimming calculations for bulk carriers easy. Software for bunker barges, orange juice tank forms, and bunker surveys.
Bunker Calculation Software
BUNKER SURVEY REPORT GENERATOR ZakosBunkerSurvey® is a user-friendly Bunker and Barge Oil calculation program for All ships, Marine Surveyors and Chief Engineers. A comprehensive set of ASTM-API-IP tables are included together with utilities to complement the tables and refine the calculation. ZakosBunkerSurvey® is controlled by easy to use Menus and Dialogs for easy operation. The ZakosBunkerSurvey® is known to be the most thorough Ship Bunker Calculation in the market. As the program includes ship’s FO/DO Sound/Ullage Table and Trim / Heel corrections has the following benefits:. Avoid calculation errors as ( Interpolation ) for Volume / Trim / Heel. Take off the time Ch.Engineer needs to calculate manualy.
Accurate Calculations of Bunker quantities on both your vessel and the receiving vessel. Accurate Calculations of Bunker’s Arrival / Saiing Reports.
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BunkerCalculations Reports can be exported as Excel and send to the office. Provide comprehensive documentation for each survey report. Monitoring of Bunkers ROB. Office benefits:. The same software program is installed to the Office computers. On receiving a Barge Bunker delivery receipt the user instantly can recalculate the quantities received. On receiving from ship’s Ch.
Engineer the following: Drafts / Heel and for each tank( Density / Sound / Temp ) the user instantly can calculate the FO/DO Reports in order to monitoring the Bunkers ROB. The user can track record of Bunker quantity measurements every voyage. FO / DO Tank Data will be created from Ship’s Ullage/Sounding Tables.
Supports up to ( 15 FO/DO ) tanks and any kind of Trim/List correction method. Includes VCF: ASTM-API-IP tables 6B,24B and 54B/D for volume correction factor. Includes from (1) One to (5) five Barge Reports FOR SHIPPING COMPANIES the following documents are required:.
Capacity Plan. Ullage / Sound Tables for FO / DO tanks Calibration tables are thoroughly checked for any mistake at no cost FOR DECK OFFICERS the following documents are required:. Capacity Plan.
Cargo Tank Infos User uses the Create Tank Data program in order to create tank data. But NOT Volume data. FO / DO Tank Data will be created from Ship’s Ullage/Sounding Tables. Supports up to ( 15 FO/DO ) tanks, and any kind of Trim/List correction method.
Generates the following reports as shown on the BUNKER MENU: FO / DO Reports can be exported as Excel and send to the office. View the program manual on.pdf format « ».
Finally, I have comfort time to complete this post after having busy with some surveys that I should fulfil. Any terms on this post should be refer to previous post. The Draft Survey procedures and calculation ascertained as the following series:. Reading the draftmark of the ship, which consist of six (6) points of draftmarks, i.e.; Fore, Midship, and After at both sides of the ship,. Sampling and testing the sea water or dock water density at the place where the vessel floats,. Determining of deductible weights by measuring and sounding of ballast tanks, fuel oil, fresh water that existing onboard at the time of survey,. Using Hydrostatic Table provided onboard to begin calculation. Reading the Draftmark of the ship Commonly, all ship are designed with draftmark for working with Draft Survey to determined their actual weight.
The draftmark could be find at six (6) points on the below places:. Forward Port Side (FP),. Forward Starboard Side (FS),. Midship Port Side (MP),.
Midship Starboard Side (MS),. Aftward Port Side (AP),. Aftward Starboard Side (AS), View the Draftmark: Use the small boat to go around the ship and get as near as possible to the draft mark for best viewing.
The surveyor should be read all above marks clearly, because reading the draftmark is the first and most essential process. I am not saying that other processses is not essensial, but this process is hard to do and involves many rules of conduct to gain the correctness and accuracy of Draft Survey itself (I will post it later). The draftmark read is recorded on the surveyor notebook, do not try to remember it or write down in your palm hand. Its useless and un-professional. Sampling and testing the sea water or dock water density After reading the draftmark, directly engage with the sampling of sea water or river water around the ship’s dock. Why? Because the ship draft will not be the same at different water densities (at the lower density means the ship more sink and at the higher density means the ship more float).
Where as the water density is subject to changes which follow with water tide that carrying different water salinity and temperature on to the ship dock. The sea water density is indeed at density 1.025 and the fresh water at density 1.000. To determine the density of water, we need the instrument named Hydrometer or Density Meter. Inserted the Hygrometer on to the water sample on the Sampling Can or Tube, then we could check the scale pointed on the surface of the sampling water. Records the water dock density as survey data. Determining of deductible weights by measuring and sounding Deductible Weight could measure by sounding the tanks which used the Sounding Tape or gauging the tank level by visual inspection. Any deductible weight such as Ballast Water, Fresh Water, Fuel and Diesel Oil, and Bilges is notify to check.
Records all in the survey book includes with the density for Ballast and Bilges, and for Oil complete it with density and temperature. The Fresh Water was at density 1.000. View the Sounding Pipe: Using Hydrostatic Table provided onboard to begin calculation, I think all necessary data was completed, so we could do calculation. The calculation is uses Displacement Table or usually called Hydrostatic Table. This table is included all data that we need to complete the calculation. Draftmark posision and correction to perpendicular. As the ship draftmark is not placed at the perpendicular, the Fore and After draft should be corrected with distance from the draftmark to perpendicular. The correction rules is: if the Trim by Stern, the Fore correction should be minus and After correction plus, and if the Trim by Head (stem), the Fore correction should be plus and After correction minus. The Midship correction is parallel with the fore correction with the same pattern. Some Hydrostatic table provided with these correction result. But if not the reference pattern is for Fore Correction or Fc = (Fd x AT): LBM and After Correction or Ac = (Ad x AT) / LBM.
Where Fd = Fore distance to perpendicular, Ad = After distance to perpendicular, and LBM = Length Between Mark or Length between Fore and After draftmarks or LBM = LBP – (Fd + Ad). I use this correction formula for ballast tanks: A=S-Trim.Ltank/(2.LBP) A – Adjusted Sounding at Aft Bulkhead Tank S – Actual Sounding Ltank – length of the tank Trim – vessel’s trim(+ to aft, – to fore) LBP – length between perpendiculars So after getting A, refers it to the Tank Capacity Table to find the quantity on Tank. This formula can be used only when the tanks have a almost paralelipipedic shape (no way to be used for forepeak and afterpeak). If the vessel has no correction tables for ballast tanks is advisable to ask that the vessel to be put on even keel(if is safe).
“surveyors” Your formula show more ballast water in tank when vessel’s trim is to aft, which is not true. Hi Milind, – Expect to read the Draft maximum sea vessels, although it is not possible or dangerous. – In circumstances like this, read the Draft and land next to the sea with the help of manometer, consisting of clear plastic hose, strong, mounted on both ends of the pipe to facilitate water level measurements.
– If possible, pipes installed along the width of the entire ship – the size is taken from the overall width. – Reading Draft sea side obtained through adding to or subtracting from the land side of the manometer readings – The surface is measured from the same base line and taken to the same distance from both sides of the ship’s centerline. – All air must be expelled from the hose and the pipe surface is maintained at a higher elevation than the deck on the centerline.
– The height of the water surface on both sides of the ship measured above deckline (h) or other fixed surface. The difference between the height divided by two and the result (d) is added to or subtracted from the readings Draft one to get the mean on Draft centerline.
SAMPLE OF CALCULATION – QUESTION: Draft midships left = 8.00M, the right side of the manometer readings 8.50M on both sides of centerline. Full width of the ship = 20.85m. Draft midships Calculate the mean, the centerline Draft, if the difference between the 2 readings manometer manometer readings higher right = 25cm. – ANSWER: The width of effective 8:50 x 2 = 17.00M, with the triangle at 0:25: 17 = d: 20.85 d = 20.85×0.25: 17 = 0.307m wide differences in management. Differences half-width = 0307: 2 = 0.153m.
Centerline Draft = 0153 8:00 = 8.153m DRAUGHT SURVEY THE U.K. VERSION, 1994. Alex, You have to consider the trim of tug boat to obtain the correction of sounding that you have done, due to on tug / vessel with trim the liquid on tank were at different level between sides (fore and aft sides of tank). The correction is made to flat it on the same level (being actual liquid level) for calculation. As your sounding quantity still in Cubic Meter, the density of fuel oil is needed to converted the Cubic Meter to Kilo Liter, and than from Kilo Liter to Metric Ton. ASTM Table 54b (for Volume Correction Factor or VCF) and Table 56 (for Weight Correction Factor or WCF). Regards, Faisal.
Valter, Thanks to comment. Although in calculation the differences of both methods (1 and 2) in small quantities as well, but it could be a question to standard of draft survey that we have to use from the our customers. I am in opinion that the Displacement corrected to density should be the displacement after corrected by the 1st and 2nd trim correction. By mean, the vessel displacement should be free from all vessels un-box shape and un-even keel correction before correcting by density. This method is commonly use for bulk carrier and it recorded on vessel hydrostatic table.
The UN ECE might be mean the same, the D they meant is D after 1st and 2nd trim correction, where we mentioned as DispT. Waiting for your next comments. 🙂 Best Regards, Faisal.
Thanks Suhendar, The Draft Survey and Shore Scale / Weight Scale were the same function to determine quantity of cargo. As long as I known there is no rules to arrange the percentage of differences for both techniques. Caused each Technique should be accurate.
Draft Survey is depends on the Hydrostatic Table calibration, and the Scale is depends on the accuracy of calibration of unit of Scale. Both of them are recommended. And if the Techniques has the same accuracy, it should be resulted the same figure of weight quantity. For Bulk Cargo, it is recommended to use draft survey, because you never know how much cargo losses or spillages during discharging and conveying by truck to the Scale. The Scale is essensially uses for actual quantity received by the Receiver. For other readers, please submit your comments if you have got the rules as Suhendar asked for. Regards, Faisal.
Hi Darussalam, Thanks for your comment. Simplify the calculation for tank sounding were as follows: – Sounding resulting Quantity in Cubic Meter (see on Tank Quantity Table). – Quantity in Cubic Meter (x) Volume Correction Factor (from ASTM Table 54B) resulting Quantity in Kiloliter @15C. – Quantity in Kiloliter @15C (x) Weight Correction Factor (from ASTM Table 56) resulting Quantity in Metric Ton. – ASTM Table 54B for VCF is gained by Oils Density @15C and Temperature. – The complete calculation will be posting soon.
Just check the blog later. Hi Mehdi, Thanks for comment. Appreciated you as my Senior, as I have just completed 10% surveys of yours. I think the data to be followed was written on the Hydrostatic Table. But if then we verify and will find that the both correction is applied trim to complete the calculation. The more trim you get the more correction will be.
FTc is more fluctuate than STc. Its happen due to point of LCF sometimes moving to the aft and fore of Ship Centre / Midship, where it will result the LCF in Minus and Plus. The value of LCF could be down below the 1.00 like 0.15 depends on the LCF’s distance from Midship. Mathematically, you have been times 0.15 with other numbers, but certainly you do devide it.
This will be influent to reduce FTc total value when you do calculate it. On the other hands, the MTC is not subject to minus. And the MTC value is typically the high number, means above 3.00, so it will advance for your calculation. Anyone has any advice?
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Waiting for your comment. Regards, Faisal. Nitin, when all the requirements in the calculation of survey based on the Draft UN / ECE Code 1990 followed, the accuracy could be expected in the limit: – For ship 10,000 DWT between 0.1 s / d 0.3%. Waalaikum Salam. Me in my best, thanks. Draft Mark reading is the essential part of Draft Survey, where the Draft Survey is begin from the reading part. There are some rules to get the best result.
Actually it should be write down in one posting, but the basics are: – Read the Draft Marks as close as possible, – Use the small boat to read close the Draft Marks, do not see it from the ship’s maindeck, – Vessel is secured at the wharf properly, – No any ship’s gears movement allowed at the time, (such as crane, derrick etc), – No any ship’s liquids transfer activity allowed during reading, (ballast, fresh water, fuel and diesel oil), – Find the draft in meter first then continue with centimeter to prevent big error. – For the heavy swell sea condition it is recommended to read and record 12 times, taken out 1 biggest and 1 smallest of the reading results, and make avarage draft from the 10 results remained. Trying to post this as complete version soon. Second one, you could check my last post Draft Survey: Terms of Conduct for Light Ship and Constant Terms. Regards, Surveyors. Hi Luis, I have ever found the same case like yours. The best you can do is find the terms on Hydrostatic Table that you working with.
Usually in the first page you will find it. When the first time meeting with this case, I am very confusing. I try to guess the LCF, and reopen the Hydostactic Table many times but nil. I asked the Chief Officer about it. Unfortunately he did not know because he is the new Chief Officer and doing calculate with the Loading Manual on Ship’s Computer.
Or he wanna test the surveyor at the time 🙂 In the end, I reopened the data page and rechecked the Terms: LBP = Length between Perpendicular MTC = Moment to ChangeTrim at 1 cm. Then I found LCA = LCF (Longitudinal Center of Floatation) That the answer. So, I back to the table and checked the LCA and written down as LCF.
In the case, you may also find LCB = LCF. It is recommended for surveyor to check the terms and the calculation rules that provided on the Hydrostatic Table prior doing calculate. If you are in doubt, please asking for the Original Hydrostatic (in blue printing) from the ship to get the correct information and calculation. Regards, Surveyors. Dear Mcdudz, The Draft Survey formula has considered to deflection correction, due to it was made up to the Quartermean (Mean of Mean of Mean – MMM), meanwhile the deflection correction is applied at the Mean Draft. The calculation result is the same for both methods. Example (briefly, the calculation is directly to corrected draft): Fcd = 2.232 Acd = 2.851 Mcd = 2.502 FAm = 2.542 1.
For Draft Survey Formula: – MM = (FAm + Mcd) / 2 = 2.522 – MMM = (MM + Mcd) / 2 = 2.512 (use to check corresponding displacement at table) 2. For Deflection correction: – FAm = 2.542 – Hogging = 2.502 – 2.542 = -0.040 (Deflection or D) – Equivalent Draft = FAm + 3/4 D = 2.542 + (3/4 x -0.040) = 2.542 + (-0.030) = 2.512 For any abbreviations, you could refer to my late posts. Please advice me whether any mistakes. Regards, Surveyors.
Dear Surveyors! Have one question. When we calculate the draft survey we use corrected trim (after correcting for distances of draft marks from perpendiculars) to enter the hydrostatic tables and ballast tables. So it used corrected trim to look at ballast tables with trim corrections. However when everybody calculates the bunkers in fuel oil tanks or mdo tanks at time of bunker survey everybody use simply d.aft-d.frw so called apparent trim. I mean that all chief engineers and surveyors I have seen so far use apparent trim to enter the capacity tables with trim for bunker tanks. Why it so and is it a correct way?
Will be appreciated to hear any comments. Bat rgds George.