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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.
The situation is further confused in that there are primarily two volumetric units, which
are:
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).
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 15oC 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 15oC 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)
The adjusted mean value of the Vessel Loading Ratio(VLR) obtained after several
voyages.
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)
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.
Oil quantity calculations should be made with the ASTM Petroleum Measurement
Tables (ASTM Tables).
Volumes at 15oC on board a vessel always GROSS = Gross Volume at 15oC = Gross
Standard Volume; Gross Standard Volume = Gross Standard Volume * Volume
Correction Factor;
Gross Weight In Vacuo (Mass) = Gross Standard Volume * Density @ 15oC (Vacuo).
(Gross Weight in in Vacuo = GSV * Density @ 15oC (Vacuo)
The cargo statement requires weights in air to be recorded therefore the weight in
Vacuo must be corrected for the buoyancy of air.
However, weight in vacuo is not normally calculated on board & therefore this part is
normally omitted.
Gross Weight In Air = Gross Standard Volume * Density @ 15oC (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.
Note: ASTM Table 52 to be used for conversion of m3 at 15oC to Bbls at 60oF (As
15oC is not equal to 60oF).
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).
ASTM Tables Usage & Procedure of Calculations
The term Weight in Air is that weight which a quantity of fluid appears to have when weighed in
air against standard commercials weights so that each will have a mass (weight in vacuum) equal
to the nominal mass associated with it.
The term Weight in Vacuum refers to the true mass of a fluid.
USE OF WEDGE FORMULA FOR OBQ / ROB CALCULATIONS & FREE WATER
CALCULATIONS
The Wedge Formula is a mathematical mean being used to approximate the small quantities of
liquid and solid cargo and free water on board prior to the vessel’s loading and after her discharge,
based on the dimensions of the individual cargo tank and vessel’s trim. The Wedge Formula is to
be used only when the oil liquid does not touch all bulkheads of the vessel’s cargo tank, that is to
say the liquid oil lying in small pools among the bottom sediment.
In order to standarise the OBQ/ROB calculations on board the Crude Oil carrying tanker vessels,
the following geometric form of the Wedge Formula shall be used and this form of the formula
assumes that the cargo tank is ‘box shaped’ with no internal ‘deadwood’ or pipeline systems,
heating coils etc. that would impact the accuracy of the volume calculated from the sounding.
Furthermore this wedge formula calculation makes the enormous assumption that any ‘liquid’
found in a cargo tank is in the form of a regular wedge shape with its base at the aft bulkhead of
the cargo tank.
It is obvious that such a series of assumptions normally can invalidate the absolute accuracy of
the calculation immediately given, amongst other issues, the shape of the wing tanks (the turn of
the bilge) and in particular those wing tanks at the fore and aft parts of the vessel.
The calculation method for the Geometric edition of the Wedge Formula:
Assumption: Given the small angle involved with the trim of the vessel, then the ‘Sine’ of an angle
can be considered as the same as the ‘Tangent’ (Tan) of an angle and consequently:
Step 1:
Correct the position of the sounding position with respect to the aft bulkhead of the cargo tank due
to the trim of the vessel, distance = A
Step 2:
Determine the distance of the apex of the wedge from the aft bulkhead for obtaining information
whether:
(1) should a Wedge Formula be used at all (kindly note that a wedge formula is not applicable if:
(a) the liquid surface covers the total cargo tank bottom or the calculated apex of the wedge is at
or beyond the forward bulkhead of
the cargo tank or:
(b) it is sludge ROB volumes only);
And
(2) whether the wedge is a regular wedge (which can be checked by comparison with alternative
soundings being taken).
S = Observed Sounding;
F (Distance of the apex of the wedge from the sounding position) = S x Tan X;
E (Distance of the apex of the wedge to the aft bulkhead) = (F – A) + B;
where B is the distance on deck from the point of sounding to the aft bulkhead.
Step 3:
Determine the depth of the wedge at the aft bulkhead of the cargo tank, depth = D; D = E x Tan X
Step 4:
Knowing D (sounding depth at the aft bulkhead) and E (the distance from the aft bulkhead to the
apex of the wedge), then the area of the longitudial cross section of the wedge may be calculated,
thus as the area of a triangle = (Base x Height) / 2 then; (D x E) / 2 = cross sectional area of
wedge.
Step 5:
Having obtained the cross sectional area of the wedge, the volume of the wedge is calculated by
multiplication by the breadth of the cargo tank (please note that the breadth of the cargo tank
should be measured at the bottom of the tank at the aft bulkhead position and not at deck level or
elsewhere within the cargo tank).
Volume of the Wedge = Cross sectional Area x Breadth of Tank
Throughout this calculation it is very important that all distances are in metres. Do not use
centimetres for the observed sounding.
Alternatives:
Regardless above stated requirement, an I.S.O. standard method is also available in the event
that any Cargo Inspector do not accept the geometric edition of the wedge formula. This method
depends upon the accuracy of the vessel’s tank ullage calibration tables for the larger ullages /
smaller soundings in the cargo tank. If the tank calibration tables are accurate for this region of the
cargo tanks, then this method will give added accuracy to the general method of calculating tank
residues after discharge.
This method is as follows:
Step 1:
Calculate DA (the Corrected liquid sounding at the aft bulkhead position); DA = D + {f(Y – (H x f))}
where:
D is the observed liquid sounding;
f is the Trim factor ( TS / LS );
TS is the vessel’s trim;
Y is the distance of the sounding point to the aft bulkhead;
H is the reference height of the cargo tank;
LS is the vessel’s Length Between Perpendiculars.
Step 2:
Calculate Ct (the Tank constant); Ct = LS / ( 2 x TS x Lt ) (where Lt is the Length of the Cargo
Tank).
Step 3:
Calculate the ‘k‘ coefficient; k = DA x Ct
if k > 0.5 wedge is not required to be carried out;
if k = 0.5 wedge must be carried out.
Step 4:
if k > 0.5 then calculate the volume of the liquid contained in the cargo tank from the calibration
tables using the Observed sounding, D, applying the trim corrections.
Step 5:
if k = 0.5 then calculate DX (the wedge sounding). DX = DA / 2
Step 6:
Enter the cargo tank calibration tables with DX, without applying trim corrections to equivalent
volume VO.
Step 7:
Calculate the liquid wedge volume V1; V1 = VO x 2 x k
In addition to above methods it should be noted that if the procedures as specified in the vessel’s
COW manual are being followed for the determination of the ‘Dryness’ of a cargo tank, namely,
the sounding of the residues in four(4) differing locations within the cargo tank, then the foregoing
methods of calculations can be avoided.
Assuming the shape of the individual cargo tanks is fairly regular / constant in a fore and aft
direction and, notwithstanding the fact that the vessel will be significantly trimmed by the stern,
then the four measurements, as suggested in the COW Manual guidelines, as obtained by
sounding can be used to calculate an average sounding so as to obtain a single sounding. The
single average sounding can be used directly in order to obtain an equivalent volume from the
vessel’s tank ullage calibration tables
Such a method will provide a clearer indication as to the type and nature of the residues on the
cargo tank floor as well as provide much clearer indications as to the profile of the residues within
the cargo tanks.