Cargo Calculations – Tanker Work

General
An oil volume can only be measured at its prevailing temperature and it, therefore,
follows that the standard volume must usually be calculated. Unfortunately, different
countries have different standard (reference) temperatures.

Generally, the reference temperatures are:

1. In Eastern Bloc, Brazil 20oC;

2. In Western Europe 15oC;
3. In the USA 60oF.

The situation is further confused in that there are primarily two volumetric units, which
are:

1. In metric countries the cubic meter (m )

2. In non-metric countries the barrel (Bbl).

Combining a statement of volume with a statement of the reference temperature

yields the following measurement systems

In Eastern Bloc, Brazil m3 at 20oC;

In Western Europe m3 at 15oC;

In the USA US Bbl at 60oF.

It is customary to refer to volumes at the reference temperature as Standard Volumes

e.g US barrels @ 60oF or cubic meters @ 15oC.

However, confusion may arise in the latter case if the reference temperature is not
stated (Bill of Lading and or Certificate of Quantity and or shore Quantity Calculations
Certificate).

It should be noted that most crude oils are traded in Barrels.

GLOSSARY OF TERMS AND UNITS OF
MEASUREMENT
Quantities
1. On Board Quantity (OBQ) : All the oil, water, sludge and sediment in the cargo
tanks and associated lines and pumps on a ship before loading commences.
2. Quantity Remaining On Board (ROB) : All the measurable oil, water, sludge and
sediment in the cargo tanks and associated lines & pumps on a ship after
discharging a cargo has been completed, excluding vapour.

Sediment
Suspended sediment are non-hydrocarbon solids present in the oil but not in solution.
Bottom sediment are non-hydrocarbon solids present in a tank as a separate layer at
the bottom. Total sediment is the sum of suspended and the bottom sediment.

Water
Dissolved water: is the water contained within the oil forming a solution at the prevailing
temperature. Suspended water is the water within the oil which is finely dispersed as
small droplets

Note: It may over a period of time either collect as free water or become dissolved water
depending on the conditions of the temperature and pressure prevailing. Free water is
the water that exists in a separate layer,

Note: It typically lies beneath the oil. Total water is the sum of all the dissolved,
suspended and free water in a cargo or parcel of oil.

Volumes
1. Total Observed Volume (TOV) is the volume of oil including total water and
total sediment measured at the oil temperature and pressure prevailing.
2. Gross Observed Volume (GOV) is the volume of oil including dissolved
water, suspended water and suspended sediment but excluding free water
and bottom sediment, measured at the oil temperature and pressure
prevailing.
3. Gross Standard Volume (GSV) is the volume of oil including dissolved
water, suspended water and suspended sediment but excluding free water
and bottom sediment, calculated at standard condition e.g 15 oC or 60oF and
1013.25 hPa.
4. Net Observed Volume (NOV) is the volume of oil excluding total water and total
sediment at the oil temperature & pressure prevailing.
5. Net Standard Volume (NSV) is the volume of oil excluding total water and total
sediment, calculated at standard conditions e.g 15 oC or 60oF and 1013.25 hPa.
6. Total Calculated Volume (TCV) is the gross standard volume plus the free water
measured at the temperature & pressure prevailing.
7. The Volume Correction Factor (VCF) is the factor depending on the oil type,
density or its equivalent and temperature which corrects oil volumes to the
Standard Reference Temperature (s). (ASTM Tables 54 A, B, C, D or 6 A, B)

Vessel Experience Factor

At the end of a ship loading or discharge operation, it is customary to compare the
quantity loaded or discharged measured on shore with the quantity measured on board
the ship. Both the shore figures & the ship figs will be subject to the effects of random
errors and systematic errors so they are unlikely to agree exactly. The question is: “How
closely should they agree?” In a perfect world, for any given vessel, a constant ratio
between the ship’s figure & the shore figures should be achievable (even if the ship’s
tanks are over or under-calibrated). In reality, this ratio is not constant but varies about a
mean value which is known as the vessel’s experience factor. Such factors are often
used at loading ports to provide a convenient means of checking the accuracy of B/L
and ship’s figures. There is no reason why similar techniques cannot be used at the
discharge ports, although in practice this is seldom done.

Institute of Petroleum (IP) Terminology:

1) Vessel Experience Factor (Loading) [VEFL]

The adjusted mean value of the Vessel Loading Ratio(VLR) obtained after several
voyages.

2) Vessel Experience Factor (Discharging) [VEFD]

The adjusted mean value of the Vessel Discharge Ratio(VDR) obtained after several
voyages.

The IP stipulates that the following types of voyages should not be used when
calculating a VEF:

First voyage after dry-dock; Lightening operations; Voyages where the B/L has been
based on shipboard measurement; Voyages prior to any structural modifications which
have affected the vessel’s carrying capacity.
There is also a body of opinion which suggests that part cargoes (less than 80% of the
capacity) should not be considered when calculating a VEF.

Units of Measurements
1. Mass: Mass is a measure of the quantity of material in a body & constant,
regardless of geographical location, altitude, atmospheric conditions or air
buoyancy effects.
2. Weight: Weight is accepted as being the value secured when an object is
weighed in air. Now often referred to as ‘apparent mass’, and can be converted to
mass by the application of an air buoyancy correction (Table 56 = weight
correction for oils).
3. Gross Weight In Air: Gross Weight in Air is the weight of oil including dissolved
water, suspended water & suspended sediment but excluding free water & bottom
sediment.
4. Net Weight In Air: Net Weight in Air is the weight of oil excluding total water &
total sediment.
5. Density: The density is the ratio of the mass of a substance to its volume.
(typically kg/m3 or sometimes kg/litre Since density is dependent on temperature
& pressure these should be stated.
6. Density @ 15oC (VACUO): Mass / Unit volume @ 15oC (typically kg/m3 or
sometimes kg/litre)
7. Relative Density @ 60 60oF (Specific Gravity @ 60 60oF): The Relative Density
@ 60 60oF is the density of a substance at 60oF to the density of pure water, also
at 60oF = The Density of a substance @ 60oF   ÷  The Density of pure water @
60oF. Specific Gravity is now internationally known as Relative Density.
8. API

Gravity : 
9. Weight Conversion Factor (WCF): The Weight Conversion Factor is a factor
dependent on the density, for converting volumes to weight in air. Such factors
shall be obtained from the API-ISO-ASTM-IP Petroleum Measurement Tables
(Tab56)

Related Article:   Molasses - Carriage on Tankers

(All terms according to ISO or International Organisation for Standardisation)

Standard Tables
The 1980 / 1982 edition of the API-ASTM-IP Petroleum Measurement Tables for crude
oils, refined products and lubricating oils (excluding light hydrocarbons, LPG’s and
bitumen) are carried onboard according to the vessel’s trade.

Cargo Calculations in STASCO

Within Shell International Trading & Shipping Co. Ltd. Oil cargo calculations are based
on:

1. Metric System
2. Standard Temperature / Pressure 15oC / 1013.5 hPa
3. Weight in Air.

Explanations are given in the Charterer’s Instructions.

Oil quantity calculations should be made with the ASTM Petroleum Measurement
Tables (ASTM Tables).

The equations are as follows:

 Volumes at 15oC on board a vessel always GROSS = Gross Volume at 15 oC =

Gross Standard Volume; Gross Standard Volume = Gross Standard Volume *
Volume Correction Factor;
 Gross Weight In Vacuo (Mass) = Gross Standard Volume * Density @ 15 oC
(Vacuo). (Gross Weight in in Vacuo = GSV * Density @ 15 oC (Vacuo)

Note: Hydrometers used on board are for density @ 15 oC (vacuo).

The cargo statement requires weights in air to be recorded therefore the weight in
Vacuo must be corrected for the buoyancy of air.

Gross Weight In Air = Gross Weight in Vacuo * Weight Correction Factor.

However, weight in vacuo is not normally calculated on board & therefore this part is
normally omitted.

 Gross Weight In Air = Gross Standard Volume * Density @ 15 oC (Vacuo) * WCF.

Note: Ship’s volume / weight quantities are always GROSS as vessels are unable to

determine the:

1. Dissolved Water;
2. Suspended Water;
3. Suspnded Sediment.

To compare ship’s figures loaded / discharged with shore

figures always compare Gross Standard Volumes.

Manner of Calculations On Board

Total obs volume in m3 at a temperature as observed by vessel Free Water m3 –

Balance Volume m3

Bottom Sediment m3 –

Balance Volume m3 Slops m3 .

Gross Obs Volume in m3 at a temperature as observed by vessel Volume Correction Factor

x
(ASTM Tables 54A, B, C, or D)

Gross Standard Volume in m3 at 15oC

ASTM Tables 52 Factor x

Gross Standard Volume in Bbls at 60oF.

Note: ASTM Table 52 to be used for conversion of m3 at 15 oC to Bbls at 60oF (As 15oC
is not equal to 60oF).
Gross Standard Volume in m3 at 15oC

 
 
x

Density @ 15oC (Vacuo) * Weight Correction Factor (ASTM Table 56).

Gross Weight In Air in Metric Tonnes.

Refer to the SONAR Operating instructions for more information on cargo calculation
methods used by SONAR.

Ballast Calculations
Use the density of the water to find the WCF in ASTM Table 56.

Conversions in Weight
Use the ASTM Table Volume XI / XII. Note: Be aware of the fact that some terminals
use weight in vacuo (e.g. Shell Netherlands Refinery BV; Pernis / Europort).
Cargo calculation and documentation - Chemical tankers
procedure 

Transportation of chemicals by tankers is usually accompanied by

considerable documentation. Documentation can be even greater when
trading to and from less developed countries. The vessel’s management is
presented with a great deal of documentation from parties to the cargo,
authorities, etc. Furthermore vessel’s management must also issues papers
serving to record evidence, claims etc.

Cargo is bought and sold in various units of measurement. These may be

Barrels (Bbls) at 60F, Cubic metres (M3) @ 15C, Metric Tonnes in Vacuum,
Metric Tonnes in Air and Long tons in Air. 

Different methods of calculation for various substances can be applied, but

they must be similar for loading and discharging. The method must be
agreed with the surveyor. The range of substance temperatures (port of
loading and port of discharging) must also be taken in to consideration.
Necessary data for the expected temperature of a substance should be
requested from the surveyor at the loading port.

Calculation with Specific Gravity

The Specific Gravity (SG) given at the port of loading cannot be used directly
with the observed volume of a cargo. It must first be corrected to density in
air at the observed temperature, using a correction factor. The resulting
density in air will be used to convert the volume of cargo to Metric Tonnes.

The following may be received in loading port:

S.G. at 25/20 = 0.8250

ASTM Tables

In 1980, the American Society for Testing and Materials (ASTM) together
with the London Institute of Petroleum (IP) and the American Petroleum
Institute (API), introduced the new API/ASTM-IP Petroleum Measurement
Tables (further ASTM tables). 

Presently the set of ASTM tables consists of 14 volumes however only a few
tables are required for onboard cargo calculations. The following is the list of
ASTM volumes (with description of required tables) each vessel should carry
on board:

For tankers carrying Petroleum Products:

 Volume II (Tables 5B and 6B).

 Table 6B to be used for petroleum Products correction of volume to
60ºF against API Gravity at 60ºF. (American Measurement System).
 Volume VIII (Tables 53B and 54B)
 Table 54B to be used for Petroleum Products correction of volume to
15ºC against Density at 15ºC. (Metric Measurement System).
 Volume XI/XII (Tables 1-4, 8-14 and 21, 22, 26-31, 33, 34, 51, 52,
56-58).
 Tables for conversion between various Volume and Density Measures.

These sets of books together with ship’s Ullage Tables or Sounding tables
provide everything required for calculating the quantities of oil cargoes on
board the vessel

Density, Relative density and API

Density is by definition measured in vacuum at 15C

Density x volume (M³) gives metric tonnes in vacuum.
Density in vacuum subtracted by 0.0011 is known as density in air”.

For example:
1000M³ at 15C of density 0.8560 is 856 metric tonnes (MT) in vacuum or
854.9 MT in air. Use tables 54A or B in volumes VII and VIII.

For chemical cargoes the vessel to check with surveyors if density in air is
supplied by cargo surveyors for the cargo to be loaded.

Relative Density 15/4 :

Relative density 15/4 is the density of oil at 15C/density of fresh water at

4C. Relative density 15/4 can be treated exactly the same way as density at
15C as it is almost the same. Use table 54A or B in volumes VII or VIII or
convert to API using table 3 in volume XI/XII. 

Relative Density 60/60 (SG): Relative density 60/60 is the density of cargo
at 60F/density of fresh water at 60F. Convert this to density at 15C, or API
using table 3 in volume XI/XII 

Volume reduction to standard temperature

There are several standard temperatures in use throughout the industry. It

is the Company policy that, except where tank calibrations are only in
barrels, calculations of cargo quantity will be done using density at 15C and
cubic metres as a volume measure. If the density is given at 20C, as in
Brazil or Rumania, it should be converted to 15C in the following way.

Product density @ 20C = 0.8764

Table 53B, Volume VIII, page 209. Call 20C “observed

temperature”. Corresponding density @ 15C is 0.8798.
Proceed with calculation using density @ 15C.

Reduce the volume to 15C with table 54B, or 60F with table 6B as
appropriate.

Ullage Reports

On completion of loading and prior to commencement of discharge

operations the Chief Officer together with the surveyor will check the ullage
and the temperature of the relevant tanks. These two parameters are the
basis for the cargo calculation and they are to be recorded in the “Ullage
Report Form”.

With heated cargoes, great care must be taken to establish the correct
average temperature in each tank. This can only be done with electronic
probe thermometers. Some cargoes however, will block the sensor of the
thermometer. If this occurs, glass thermometers are to be used in
preference to blocking up all the ship’s electronic thermometers. 

If glass thermometers have been used, a note is to be made on the Ullage

Report Form. Water dips can successfully be taken in almost any heated
cargo, if the sounding rod is left on the bottom for a minute, and gently
worked up and down. Kolor Kut water finding paste should be used if
possible, in preference to Vecom water finding paste as the Vecom paste
tends to change colour in contact with suspended traces of waterin the
cargo, and may cause great errors in the recorded free water quantity.

Good practice

Careful assessment to be done for applicable load lines during cargo

calculations , it is also important that a structured message containing all
the applicable deductibles sent to the charterers immediately on receipt of
cargo query.