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
Marine measurements are, generally, used to
confirm the validity of shore side custody transfer
measurement from meters or gauging of shore
tanks. 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.
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 which permits them
to change their orientation relative to a flat plain
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 architects drawings rather than
physical measurement. Therefore any changes,
adjustments
and/or
mis-alignments
in
the
construction of the marine vessel will 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 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
Standards (MPMS) Chapter 17

Measurement

Chapter 17 of the MPMS contains eight (8) sections,

which pertain to measurements on board marine
vessels. These sections are:
Section 1
Section 2
Section 3

Section 4

Guidelines for Marine Cargo

Inspection
Measurement of Cargoes On Board
Tank Vessels
Guidelines for Identification of the
Source of Free Waters Associated
with Marine Petroleum Cargo
Movements
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
Note: Section 17.9 is the final draft form and will
address Vessel Experience Factors (VEFs) when
approved.
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.

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.
Vessels 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.

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 vessels 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 normal prudent
steps must be taken to insure the quality of the
information they will provide.

4.

The quantity of any ballast on board should

be measured.
The vessels 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 vessels 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.
6.

Verify sea valves are closed and sealed.

Record seal numbers, and
Fuel oil tanks should be inspected.

After loading the recommended data to be obtained

on the marine vessel is:
1.
Record vessels draft, trim and list.
2.
Determine the status of the vessels lines
and have them drained into a vessel tank, if
possible.
3.
Gauge, temperature, sample and water cut
vessels 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 vessels
pipelines, and
5.
Record the vessels 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 vessels 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.
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 APIs
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

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.
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 vessels 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.

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.

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.

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

In order to get a representative sample in a marine

vessels cargo tank upper, middle, and lower
samples should be drawn or a running sample
taken. If upper, middle, and lower samples are

Sampling

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?
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 vessels 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 vessels
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.

on physical measurements. This results in a

measurement bias on each marine vessel.

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.

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.

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 VEFs
are averaged to obtain the VEF.
A VEF(L) should be developed at the load port using
only load port TCVs and discharge VEF(D)s should
only use discharge port TCVs. All voyages should
be listed starting with the most current and working
backwards. 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
vessels 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

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.
Vessels may be structural modified to
accommodate equipment changes which
may require measurement information being
updated.