MEASUREMENT OF PETROLEUM ON BOARD MARINE VESSELS

Class #2310

John A. “Jack” Szallai

Orion Associates L.L.C.
14835 Oak Bend
Houston, Texas 77079

INTRODUCTION

Generally, marine measurements are used to confirm the validity of shore side custody transfer measurement.
Marine measurements can also be used for custody transfer if no other valid means are available or the shore
side custody transfer system is not available or functioning properly.

Measurement of petroleum on board marine vessels, ocean or inland, are generally based on the American
Petroleum Institutes “Manual of Petroleum Measurement Standards”, Chapter 17, with cross references to other
pertinent chapters.

The actual physical measurement of petroleum on board marine vessels is not vastly different than for a shore
tank. The differences arise from the fact marine vessels are floating structures that are mobile. Their physical
structure permits them to change their orientation relative to a flat plain. This movement requires additional steps
be taken and different adjustments be made to the physical measurements in order to obtain the proper volumes.

It must be recognized at the beginning of this discussion that marine vessels ARE NOT designed or built to be
accurate measurement facilities. It has been said that measurement of bulk liquids is an art and not a science.
This is truly applicable to measurement of petroleum on board marine vessels.

Marine vessels ARE NOT “strapped” or physically calibrated like a shore tank. The calibration or “ullage” tables
for a marine vessel are developed from the naval architect’s drawings rather than physical measurement.
Therefore any changes, adjustments and/or mis-alignments in the construction of the marine vessel may not be
reflected in the calibration tables. This results in a measurement bias for each vessel. This bias is the basis for the
“Vessel Experience Factor” (VEF) which will be discussed later.

Additionally, marine vessels do not maintain a constant orientation, i.e., a shore tank is fixed and built to be level.
Admittedly, some shore tanks “lean”, have bottom flexing, etc. but marine vessels will change vertically (list) and
horizontally (be trimmed “down by the stern or the head”) on a regular basis. Compounding this change in
orientation is the fact these changes are not consistent. Since the calibration tables for a marine vessel are
developed for a vessel being on an even keel (no trim) and upright (no list), adjustments have to be made to the
marine measurements when the vessel is not on an even keel and/or upright. Since the marine vessel is
constantly going through changes in trim and list these adjustments apply most of the time.

Factors such as the vessel resting on the bottom of the channel, twists in the hull, hogging and sagging, or sludge
and sediment build-up in the bottom of the vessel will influence marine vessel measurements.

In the short period of time allotted we will address the basic measurement procedures outlined in API MPMS
Chapter 17 and discussion the influence of the physical limitation of the vessel in obtaining accurate
measurements on board marine vessels.

API Manual of Petroleum Measurement Standards (MPMS) Chapter 17

Chapter 17 of the MPMS contains nine (9) sections, which pertain to measurements on board marine vessels.
These sections are:

Section 1 – Guidelines for Marine Cargo Inspection

Section 2 – Measurement of Cargoes On Board Tank Vessels

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Section 3 – Guidelines for Identification of the Source of Free Waters Associated with Marine Petroleum
Cargo Movements
Section 4 – Method of Quantification of Small Volumes on Marine Vessels (OBQ/ROB)
Section 5 – Guidelines for Cargo Analysis and Reconciliation
Section 6 – Guidelines for Determining the Fullness of Pipelines between Vessels and Shore Tanks
Section 7 – Developing Barge Control Factors
Section 8 – Pre-Loading Inspection of Cargo Tanks
Section 9 - Vessel Experience Factors (VEF’s)

A review of Sections 1 & 2 will bring no surprises, especially to those of you who are familiar with measurement in
shore tanks. In order to obtain accurate and correct measurements you must not only measure the liquid in the
tank after loading but also inspect the tank before it is loaded. This is true whether or not you are dealing with a
shore tank or a marine vessel.

Manual of Petroleum Measurement Standards, Chapter 17 – Marine Measurement, Section 1 – Guidelines

for Marine Cargo Inspection

Section 1 – Marine Cargo Inspection discusses the information that is needed before and after a marine vessel
tank is loaded or discharged. Section 1 states, “Manual gauging of vessels is recommended for all marine cargo
inspections. All volumetric measurements performed on marine vessels should be done in accordance with
MPMS Chapter 17.2.” (This is Section 2)

It should be noted most modern ocean going marine vessels are fitted with remote read out (SCADA) equipment
similar in nature to the type equipment fitted on a shore tank. However, because of the nature of a marine vessel
it is recognized that this type equipment may not give the appropriate information needed to obtain accurate and
correct measurements.

Section 1 recognizes that measurements on board a marine vessel are subject to numerous elements and that
accurate and correct measurement requires shore side measurement information prior to loading to verify the
vessel’s measurements. For example, whether or not shore pipelines are full of liquid or empty should be
determined. Opening gauges, temperatures, samples, and water measurements on shore tanks should be taken.
If meters are to be used and/or automatic samplers steps must be taken to insure the quality of the information
they will provide.

Section 1 goes on to state the following information should be obtained on the marine vessel before loading:
1. Data to calculate a Vessel Experience Factor (VEF) should be obtained.
2. Vessel’s draft, trim and list should be recorded. (See Appendix B in Section 2)

Note: Draft is the depth of the vessel in the water and is used to determine trim and list. Trim is the difference
between the draft at the bow (forward) and the draft at the stern (aft). If the draft is deeper at the stern than at the
bow, the vessel is “down by the stern”. If the draft is deeper at the bow than at the stern, the vessel is “down by
the head”. The difference between the port and starboard draft can be used to determine the list. A clinometer,
placed amidships, will show the degrees of list to the port or the starboard.

3. The quantity of any ballast on board should be measured.

4. The vessel’s pipelines and tanks should be inspected to determine the amount of On Board Quantity
(OBQ) on board. This is material left on board after discharge and called ROB at the discharge port.

Note: To verify status of marine vessel’s pipelines the vessel should be requested to open all valves and drain the
contents into one tank. Alternatively, have the vessel “pack” the lines (make sure they are full).

5. Verify sea valves are closed and sealed. Record seal numbers, and
6. Fuel oil tanks should be inspected.

After loading the recommended data to be obtained on the marine vessel is:
1. Record vessel’s draft, trim and list.
2. Determine the status of the vessel’s lines and have them drained into a vessel tank, if possible.

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3. Gauge, temperature, sample and water cut vessel’s tanks.
4. Check cofferdams, void spaces, ballast tanks and empty cargo tanks to make sure there is no petroleum
in these tanks/spaces, and
5. Verify sea valve seals remain intact.

The fullness of shore pipeline(s) should be verified after loading. Closing gauges should be taken on the shore
tanks and samples obtained. If automatic samplers and/or meters were used normal procedures to insure the
quality and accuracy of the measurement information should be followed.

Finally at the load port, Section 1 tells the reader how to calculate the shore and vessel volumes transferred and
to use the information to “… prepare the load port section of the Voyage Analysis Report …” (VAR). The VAR
provides a means to verify the shore quantity loaded, which is generally the Bill of Lading (BOL) quantity and the
volume loaded on board the marine vessel.

Section 1 then outlines the inspection steps to be taken shore side at the discharge port, before and after
discharge. These procedures are basically the same as those outlined above for the load port.

On the marine vessel prior to discharge the same data that was obtained at the load port after loading should be
gathered. Data required:
1. Check sea valve seals to verify they are still intact.
2. Check all ballast tanks, void spaces, and empty tanks.
3. Gauge, temperature, sample and water cut tanks.
4. Determine the status of the vessel’s pipelines, and
5. Record the vessel’s draft, trim and list.

After discharge the procedure/data required is similar to the data obtained prior to loading. Section 1 requires:
1. Draft, trim and list should be recorded.
2. Remaining On Board (ROB) should be determined after vessel pipelines have been drained into a cargo
tank.
3. ROB volume is to be calculated and a determination of whether or not it is liquid should be made. If
sufficient quantity the ROB should be sampled and temperature obtained.
4. Sea valve seal numbers should be checked. This may not be applicable if the vessel was given
permission to commence ballasting prior to completion of discharge.
5. Volume in the bunker tanks should be recorded.

The final step is the “Discharge Port Reconciliation”. The shore and vessel volumes transferred are calculated.
The data obtained in this reconciliation should then be recorded on the VAR. The resulting comparisons will
indicate whether or not the quantity on board was correct and if it was discharged within the acceptable
parameters of the parties involved in the cargo movement.

The VAR recaps measurement data from the shore side and vessel at the load port. It also recaps the
measurement data for the shore side and the vessel at the discharge port. The recap is in a form that permits a
solid analysis of the volumes transferred and assists in identifying measurement errors and clarifying volume
discrepancies.

Manual of Petroleum Measurement Standards, Chapter 17 – Marine Measurement, Section 2 –

Measurement of Cargoes On Board Tank Vessels

17.2.4. General Measurement Techniques and Procedures … states, “To determine the quantity and quality of
cargo on board marine tank vessels, it is necessary to accurately gauge, ascertain temperature, sample, and
calculate the amount of all materials contained in the vessel’s lines, cargo tanks, and slop tanks. “ It should be
noted that all void spaces be examined to see if there is any liquid present.

It goes on to state, “This publication describes the appropriate methods of performing these procedures for crude
and petroleum products normally carried on board marine tank vessels.”

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Since Section 1 strongly recommends manual gauging, Section 2 discusses manual gauging and describes the
gauging equipment. In particular, they discuss the differences between ullage and innage equipment.

The innage gauge is the measured distance from the surface of the liquid to a fixed datum plate or to the tank
bottom. The ullage gauge is the measured distance from the surface of the liquid to the reference point in the
tank.

Innage tape and bob is a tape where the tip of innage bob is zero. On an ullage tape and bob the zero point is
where the clip on the tape connects to the bob. If at all possible innage bobs should not be used on ullage tapes
and vice versa. This equipment is no different than that used to manually measure shore tanks. The determining
factor on whether you use innage or ullage gauging equipment is whether the calibration tables are developed for
innaging or ullaging.

Gauges, whether ashore or on board, should be taken at the reference point noted in the calibration tables. On
marine vessels, it is API’s recommendation the reference heights for each tank be stenciled near the gauge point.
When gauging a tank the reference height should be checked even if you are using the ullage method of gauging.
The height measured is generally know as the observed reference height and it should equal the reference height
noted in the calibration tables. If they are not equal an investigation on the difference should be done. This
investigation should involve vessel personnel to ascertain whether or not structural changes were made since the
calibration tables were prepared.

Petroleum Measurements

The initial cargo volume is obtained by gauging the cargo tanks to determine the ullage/innage. The resulting
measurements are then used to enter the calibration tables to determine the volume in the tank. When a marine
vessel is in motion at an open roadstead, lightering location, or an exposed dock, API recommends five (5)
gauges be taken in each tank and the average used to determine the tanks volume. Of course, this would not be
a concern on a shore tank.

When measurements are taken on board a marine vessel it is important to record the trim and list. This is
necessary in order to make the necessary corrections for list and/or trim to the volume obtained.

If the vessel is fitted with automatic gauges they should be recorded at the same time as the manual gauges are
taken.

Free Water

The quantity of free water in a marine tank is measured by the use of water indicating paste. Measurements
should be done independent of the cargo gauges. Free water should be measured at both the load and
discharge ports. In all honest, the turbulence that results during loading will general mean the free water has
been mixed with the cargo and will be hard to detect. At the discharge port, however, the water has time to “fall-
out” of the cargo during the sea passage. The free water measured on the marine vessel prior to discharge is
generally more accurate than the free water measured in a shore tank after discharge. The shore tank
experiences the same type of turbulence the vessel experienced during loading. The free water has been mixed
with the liquid in the shore tank and there is probably not enough time for it to settle out.

When lowering the tape into the tank, the person taking the water cut should note the reference height and as the
tape approaches that depth should proceed slowly so the bob does not tip over. When taking water cuts the
gauger should indicate whether the cut was clearly defined, speckled, and or slightly colored. The clearly defined
cut is the free water level.

If there are significant amounts of free water observed on board the marine vessel it may prudent to sample the
water and then using Section 3 – Guidelines for Identification of the Source of Free Waters Associated With
Marine Petroleum Cargo Movements should be followed.

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ROB/OBQ

ROB and OBQ can be measured by either the innage or the ullage method. You will find, however, that when the
ROB or OBQ is liquid the innage method is used. For solid material the only choice is the ullage method.
Generally, at the time of measuring the ROB/OBQ the vessel’s trim will require the gauge taken be trim or wedge
corrected. The trim correction should only be applied IF THE LIQUID IS IN CONTACT WITH ALL THE
BULKHEADS. If the liquid is NOT in contact with all the bulkheads, a wedge correction should be applied to the
quantity. Section 4 - Method for Quantification of Small Volumes on Marine Vessels (OBQ/ROB) and its
appendices give formulas for trim and wedge corrections.

Note: OBQ is the ON-BOARD-QUANTITY prior to loading. ROB is the REMAINING-ON-BOARD quantity after the
vessel is discharged. When determining ROB/OBQ, list, trim and wedge corrections are usually NOT applied to
non-flowing material. This is material recognized as sediment and sludge. It should also be noted the structure of
a marine vessel cargo tank might result in the ROB/OBQ being trapped in a segregated area of the tank and may
be undetectable from the normal gauge point.

Sampling

The measurement for gravity and S & W is done through testing of “representative” samples. Samples of the
petroleum are taken manually on board marine vessels. If deemed necessary by the parties involved, the free
water and/or sediment may be sampled, too. Manual sampling equipment does not vary significantly than that
used to manually sample a shore tank.

In order to get a representative sample in a marine vessel’s cargo tank upper, middle, and lower samples should
be drawn or a running sample taken. If upper, middle, and lower samples are obtained a proportionate mixture of
one-third (1/3) of each sample needs to be prepared to make a composite sample for each tank. To obtain a
representative sample by the “running” method is difficult since the sample taker has to insure the rate at which
the container is pulled up through the cargo results in the sample container being only 75% full (maximum 85%).

All samples taken should be labeled with:

1. Date, time, and location
2. Name of sample taker
3. Name of marine vessel
4. Name and grade of cargo
5 Number of the tank and approximate volume
6. Type of sample taken
7. Equipment used.

Temperature

An “average” temperature should be determined for EACH tank. Although API discusses the use of flushing case
and cup case thermometers, the best and fastest temperature determining device is the Portable Electronic
Thermometer (PET). To obtain a temperature in a tank the thermometer has to be left in the liquid until it reaches
equilibrium. A PET reaches equilibrium quickly. A cup case thermometer may take as much as 20 minutes to
reach equilibrium. With some marine vessels having as many as 27 to 30 tanks the PET is the quickest means of
obtaining a valid average temperature.

Marine Vessel vs. Shore Tank

There should be no mystery in the foregoing for anyone who has knowledge of gauging shore tanks. The basics
are the same. Measurements on a marine vessel require the gauger check the reference height at the gauge
hatch. This is applicable on a shore tank as well as it is on a marine vessel.

The proper type of tape and bob is lowered into the tank to check the reference height. Once the reference height
is confirmed the tank can be innaged or ullaged depending on the calibration table format. Water paste is put on
the bob to try and quantify any free water in the tank. No different than gauging a shore tank! Correct?

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Of course you will need to lower a thermometer, preferable a portable electronic thermometer (PET) to obtain the
average temperature. Additionally, you will draw samples from the marine vessel’s tanks. Again, no surprise! The
same procedures are generally followed when manually gauging a shore tank. The difference comes when you
take into account the physical orientation and status of the marine vessel and its tanks.

Inerted and/or Closed-System Marine Tank Vessels

When considering other factors that differ from a shore tank measurement the first condition that comes into play
today is whether or not the vessel’s cargo tanks have an inert gas blanket on them. This inert gas reduces the
oxygen in a tank below 8% thereby reducing the potential of fire and/or explosion.

At the load port the vessel may not be inert gas blanketed but on arrival at the discharge port the cargo tanks in
all likelihood will have an inert gas blanket. Since this inert gas blanket is a safety requirement and creates a
positive pressure in the tanks most vessels WILL NOT open up their tanks and relieve the inert gas blanket for
gauging, sampling, and/or obtaining a temperature. These vessels are fitted with a vapor control valve system
that allows for compatible portable gauging and sampling equipment to be used without releasing vapors into the
atmosphere. When going on board a marine vessel with vapor lock valves the reference height must be check
since a number of vessels have been retrofitted with these vapor control valves and the reference height may not
be in agreement with the calibration tables. New calibration tables should be prepared by the ship
owner/operator.

Additionally, the portable gauging equipment to be used with the vapor lock valve must be compatible. Since
there are a number of systems available, the proper gauging equipment must be used or errors will occur.

If the vapor lock valve is fitted with a “stand-pipe” in the tank, caution should be exercised to insure the proper
level of liquid will be measured and a proper sample obtained. Like a straw in a glass, the standpipe may indicate
a different level of liquid in the tank.

Ballast

When vessels arrive at the load port there is ballast on board. Ballast is a requirement on board marine tank
vessels to stabilize the vessel and to reduce stress on the structure. Generally, the vessel will carry 25 – 30% of
its deadweight in ballast. The modern marine tank vessel will have segregated ballast. Segregated ballast tanks
and associated pipelines are completely independent of the cargo system.

If ballast is segregated why is it of concern? Since ballast can be discharged during the measurement for OBQ
the orientation of the vessel is important. If the ballast is not managed properly a list could be placed on the
vessel which allows the OBQ to flow away from the measurement points which will result in an understated OBQ.
The same can be true after discharge when the ROB measurements are being taken while the vessel is preparing
for departure by taking on ballast.

Vessel Experience Factor (VEF)

As mentioned above, the calibration tables on a marine tank vessel are calculated from architectural drawings
rather than physical measurements. Since the final structure of the vessel may not truly reflect the drawings,
marine tank vessels general have a measurement bias. In an attempt to recognize this bias the API developed
the Vessel Experience Factor (VEF) which is a statistical means of quantifying this bias.

The VEF is a compilation of the Total Calculated Volume (TCV) measured on the vessel and adjusted for OBQ or
ROB, and then compared against the shore TCV. The adjusted vessel TCV is divided by the shore TCV to obtain
a voyage VEF for each voyage. The sum of all the qualifying vessel VEF’s are averaged to obtain the VEF.

A VEF(L) should be developed at the load port using only load port TCV’s and discharge VEF(D)’s should only
use discharge port TCV’s. All voyages should be listed starting with the most current and working backwards.

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Even voyages that do not meet the qualifying voyage criteria should be included. A minimum of five qualifying
voyages must be used to obtain a workable VEF.

Voyages prior to structural changes that affected the vessel’s tank capacity should be excluded. Voyages with no
shore side measurements should also be excluded along with any voyage that is not with in +/- 0.3% of the
average ratio of all voyages listed.

Conclusion

The information required to be obtained through measurements on board a marine vessel is basically the same
as that required for a shore tank. The physical measurement on board of marine vessels is basically the same as
for shore tanks. However, the calibration tables on a marine vessel are not based on physical measurements.
This results in a measurement bias on each marine vessel.

The equipment used for obtaining manual measurements on board a marine vessel are, generally, the same.
Measurements on board marine vessel require various adjustments and additional steps to obtain accurate and
proper quantities.

These adjustments and requirements are:

1. The draft is an important piece of data that must be recorded along with the trim and list.
2. The result of the vessel's orientation (List and trim) may require all measurements taken be adjusted.
These adjustments will always be applicable unless the vessel is on an even keel and upright.
3. The measurement bias resulting from calibration table preparation from architectural drawings requires
the application of a VEF to the total volume on board a marine vessel.
4. Marine vessels have inert gas systems that require use of vapor lock valves and special equipment.
5. The determination of ROB/OBQ quantity is important because this quantity will influence the Voyage
Analysis Report (VAR) analysis. Without good ROB/OBQ volumes the ability to validate custody transfer
volumes may be hampered.
6. Free water measurement on a marine vessel after loading is, generally, less accurate at the load port.
The reverse is true on arrival at the discharge port.
7. Cofferdams, void spaces, ballast tanks, and empty cargo tanks need to be checked to insure no liquid
has leaked into them.
8. Additional gauges must be taken and averaged when a vessel is in motion at the time of gauging.
9. Vessel’s may be structural modified to accommodate equipment changes which may require
measurement information being updated.

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