SCOPE

MEASUREMENT STAGES
The organization of the detailed procedures in this document reflects the fact that when petroleum products are transported by ship from one shore terminal to another, measurements are made for the purpose of:
(a) Establishing the quantity of product loaded and to confirm the quantity show on the Bill of

lading (b) Establishing the quantity of product received by the receiving terminal. (c) Establishing the outturn loss, i.e. the difference between the quantities established under (a) and (b) above.

Note that when, for a particular cargo, more than one load port or discharge port is used, measurements must be made at all such additional ports in order for a reliable comparison to be made between the quantity shown on the Bill of lading and the outturn. The points at which measurements are made and the way in which the results are combined to establish the outturn loss

QUALITY CONTROL
It is recognized that contamination may occur during the various transfer and transportation stages of a product movement. Procedures and recommendation for a testing schedule are given which will minimize such contamination risk.

SUMMARY OF DATA TO BE REPORTED

Because it is recognized that cargo inspector and their clients each have their preferred way of recording the data to be reported, particular forms are not prescribed by this standard. However, for information, a listing of the minimum information sufficient to define a petroleum product cargo loading or discharge operation. This listing represents a consensus of a number of cargo inspector and their clients. Additionally, a listing of typical forms sufficient for a complete analysis of inspection is given in Appendix E. The detailed format of these forms should be agreed with clients when contracts are being arranged.

DEFINITIONS
BILL OF LADING: A document issued by the cargo supplier which states the quantity of material delivered to the vessel. DENSITY: The ratio of the mass of a substance to its volume. Since density is dependent on temperature and pressure these should be stated. IN-TRANSIT LOSS: The difference between the total calculated volume on board a vessel after loading, then the total calculated volume on board before discharge. LOAD ON TOP (LOT): The procedure, of commingling the recovered oil slops with the next cargo by loading the cargo on top of the slops. ON BOARD QUANTITY (OBQ): All the oil, water, sludge and sediment in the cargo and associated lines and pumps on a ship before loading a cargo commence. (this term may not apply to product movement). QUANTITY REMAINING ON BOARD (ROB): All the oil, water, sludge and sediment in the cargo tanks and associated lines and pumps on a ship after discharging a cargo has been completed, excluding vapour but including clingage. (this term may not apply to product movements) . SEDIMENT: Suspended Sediment: Non-hydrocarbon solids present within the oil but not in solution. Bottom Sediment: Non-hydrocarbon solids present in a tank as a separate layer. Total Sediment: The sum of the suspended and bottom sediment. SLOPS: Material collected after such operations as stripping, tank washing or dirty ballast separation. It may include oil, water, sediment and emulsions, and is usually contained in a tank or tanks permanently assigned to hold such material. VESSEL EXPERIENCE FACTOR-LOADING (VEFL): The mean value of the qualifying VLRs obtained after several voyages (see Appendix C for more details). VESSEL EXPERIENCE FACTOR-DISCHARGE (VEFD): The mean value of the qualifying VDRs obtained after several voyages (see Appendix C for more details).

VESSEL LOAD RATIO (VLR): The ratio of the quantity (TCV) of oil measured on board a vessel immediately after loading less the on Board Quantity (OBQ) to the quantity (TCV) measured by the loading terminal i.e

VLR =

Vessel TCV after loading - OBQ shore TCV loaded

VOLUME CORRECTION FACTOR: A factor dependent upon oil density and temperature which corrects volumes to the standard reference temperature. Such factors shall be obtained from the latest API-ASTM-IP Petroleum Measurement Tables.

VOLUMES FOR DYNAMIC MEASUREMENT CALCULATIONS:

INDICATED VOLUME: The change in meter reading that occurs during transfer through a meter. GROSS VOLUME: The indicated volume multiplied by the appropriate meter factor for the liquid and flow rate concerned, without correction for temperature and pressure. Note: This includes all water sediment transferred through the meter. GROSS STANDARD VOLUME: The gross volume corrected to the standard conditions e.g. 15oC and 1.01325 bar. Note: For refined products, dissolved water, suspended water and sediment are not usually deductible, as limits are commonly prescribed in the quality specification. For this reason the term NET is not used for products.

VOLUMES FOR STATIC MEASUREMENT CALCULATIONS:

TOTAL OBSERVED VOLUME (TOV): The volume of oil including total water and total sediment measured at the oil temperature and pressure prevailing. This may be either the volume in a tank or the difference between the volume before and after a transfer. GROSS OBSERVED VOLUME (GOV): 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. This may be either the volume in a tank or the difference between the volumes before and after a transfer. GROSS STANDARD VOLUME (GSV): The volume of oil including dissolved water and suspended sediment, calculated at standard at standard conditions, e.g. 15 C and 1.01325 bar. This may be either the volumes in a tank or the difference between the volumes before and after a transfer.

TOTAL CALCULATED VOLUME (TCV): The gross standard volume plus the free water measured at the temperature and pressure prevailing.

Note:

For refined products, dissolved water, suspended water and sediment are not usually deductible, as limits are commonly prescribed in the quality specification. For this reason the NET is not used for products.

DIPHATCH: The opening in the top of a tank (container) through which dipping and sampling operations are carried out. REFERENCE POINT: Is the distance from the dipping reference point to the bottom of the tank. Normally this is datum point from which the calibration table has been computed. DIP (Innage Gauge): Is the depth of liquid in a tank, measured from the surface of the liquid to the bottom or to fixed datum point. WEDGE FORMULA: An equation relating the volume of liquid material in a ships tank to the dip, ships trim, dipping point location and the tanks dimensions when the ships calibration tables cannot be applied. To derive the equation, assumptions have to be made. The major assumption in the derivation is that the material is free flowing and will accumulate in the aft end of a tank when the ship is trimmed by the stern. An example is given in Appendix F. ULLAGE (Outage Gauge): Is the distance from the reference point to the surface of the liquid in a tank . GASOILNE PASTE: A paste containing a chemical which changes colour upon contact with petroleum products thereby indicating a clear cut where the surface of the liquid reached upon the dip tape, or ullage rule.
WATER FINDING PASTE: A paste containing a chemical which changes color when in contact with water. The paste, when applied to a water finding rule, indicates the level of free water in a container. DIP TAPE: A graduated steel tape using for measuring the depth of oil or water in a container, either directly by dipping or indirectly by ullage. DIP WEIGHT: A weight attached to a steel dip tape, of sufficient weight to keep the tape taut and of such a shape as to facilitate the penetration of any sludge that might be present on the dip-point or the dip plate.

GENERAL PRINCIPLES
THE PURPOSE OF A CARGO INSPECTOR:
The main purpose of a cargo inspector is to provide a certified statement of the quantity and quality of oil loaded or discharged and to draw attention to matters which may be relevant to the protection of the client's interests. The inspector should advise and assist in minimizing the extent to which procedural and/or measurement errors before, during and after the loading or discharge could affect the quantity and quality of product recorded on documents issued at a port of loading or discharge. When petroleum products are being transferred, the inspector shall take all necessary steps to ensure that the products are not, and do not become, contaminated. In addition to the above the inspector should also serve to assist in minimizing the quantity of product remaining on board the vessel after completion of discharge.

GENERAL RESPONSIBILITIES:
1To achieve the purpose described above, the cargo inspector must discharge a number of responsibilities, some of a general nature and others of a highly specialized and clearly defined nature. The general responsibilities are described immediately below and the specialized responsibilities form the subject matter of subsequent chapters. If or when inspectors find it impossible to satisfy all the requirements placed on them because of operational or other restrictions, the reasons causing such failure shall be recorded and reported to all relevant parties, and statement shall be made in the final report.

2- The inspector shall make himself available in time to carry out (or witness) each stage in the oil transfer, including testing for quality assurance where appropriate. To carry out the inspector properly, more than one inspector may be required to be in attendance at certain times. 3- Details of the measurement, sampling, analytical methods and certification referred to in these procedures may be specified by interested parties. In the absence of such instructions, IP, ISO, API, ASTM or other international equivalent standards and procedures shall be followed. 4- Written protest shall be submitted by the cargo inspector to the terminal operator and/or Master of the vessel when: # Any occurrences conflict with the interests of his principal. # Operational or other restrictions make it impossible for the cargo inspector to follow these procedures. # Any quality or measurement discrepancies occur, or are suspected. Such protests in writing should be issued when the occasion for protest is first observed and before the vessel sailed from the port of loading or discharge.

Any observed and unresolved measurement differences between quantities determined by the cargo inspector and other parties concerned shall be advised in writing to such parties. Any additional comments on any of the events reported under this clause shall be included in the cargo inspector's report. 5- Before any cargo operation commence, the cargo inspector shall meet all key personnel concerned with such operations to discuss operational plans and procedures relating to the measurement of the cargo. 6- Any procedure to be performed on board a vessel shall be accomplished with the Master's explicit approval and in the presence of his nominee. For safety reason, only equipment approved by the Master or terminal operator shall be used. 7- The cargo inspector shall comply with all applicable governmental, local port authority and terminal regulations in force at the port of loading or discharge . 8- With regard to the tank measurements, permission shall be sought from the Master and the terminal representative to open the vessel's tanks and the shore tanks respectively for manual measurement. In the event that permission for the specified operations to be performed is refused or there are other reasons why manual measurements cannot be made, written protests shall be made to the Master and / or terminal representative and the facts recorded in the cargo inspector's report. On vessels fitted with inert gas systems, prior agreement to permit the inspector appropriate access shall be obtained from all the responsible parties. 9- The inspector's report shall be issued on completion of measurement operations and in accordance with the instructions given in the inspection contract. 10 - Cargo inspectors should record each occasion when they are required to take measurements under conditions which are not conducive to custody transfer accuracy. The best measurement accuracy is achieved when the following conditions apply. (a) Before and after transfer from vertical cylindrical shore tank, liquid depths should never be less than 2m. This will ensure that there is sufficient head of liquid to minimize the effect of tank bottom movement where only one dip is employed. However, if a tank bottom has been calibrated by a liquid method, which takes account of the hydrostatic head, then depths of less than 2 m can be used. (b) Where only one tank is involved the loading or discharge, accurate measurement can be achieved by ensuring that the change in liquid level between start and completion is not less than 7 m. (c) A floating roof should not be grounded.

(d) When product is being metered from a shore tank, it is essential to ensure that there is a minimum liquid height of 2 m above suction level so that no air will be entrained in the metering system. (e) An adequate settling period should be allowed after a liquid movement before tank gauging. (f) Where ballasting is taking place at the same time as cargo loading or discharge, it is essential to ensure that proper separation is achieved both on the vessel and on shore. Twin valve separation or spading between the two operations should be maintained. 11- Measurement equipment shall be frequently recalibrated and the calibration documents shall be available for inspection.

OPERATION LOADING PLANNING

INFORMATION TO BE DETERMINED BEFORE A LOADING The following table gives the type of question to be asked and the minimum information which should be obtained by the cargo inspector from the vessel and terminal staff prior to carrying out physical checks.
LOAD SHORE 1-That ship/shore inspector are agreed on the quantity / quality of cargo to be transferred. 2- (a) That the advised quantity is available . (b)That the cargo meets quality specification requirements. 3-(a) The numbers of the tanks involved and the approximate quantity from / into each. (b) The proposed order that the tanks will be loaded. 4-Whether any tanks contain previous cargoes, or residues thereof. 5-Was there any intransit movement of cargo? 6-The nature of the previous three cargoes carried in the designated tanks. Note: In the case of loading low lead products, the previous five cargoes need to be known. 7-The planned loading. 8-That the tank capacity being made available will be sufficient to contain the cargo. 9-Tank and line preparation and cleaning procedures, if any, that have been carried out. 10-The materials used for any ship's tank coating and its condition. 11-When ship cargo tanks are subject to inert gas: (a) Whether the quality of the inert gas will affect the quality of the cargo. (b) What facilities exist for measurement and sampling of cargo tanks? (c) Whether cargo tanks can be separately inerted / depressurized SHIP

LOAD

12-When carrying multi - grade cargoes, are the venting systems of the different grades positively separated? 13- Whether any cargo tanks contain ballast which is to be discharged before or during the cargo transfer. If so: (a) Will effective segregation be maintained between cargo and ballast systems? (b)Whether the shore terminal is expecting to receive these ballast quantities, and has adequate facilities. 14-Whether any cargo tanks contain recovered washings (slops) which are to be discharged before, during or after the transfer of cargo. IF so: (a) What the nature and quantity of slops involved? (b) What tank/line cleaning procedures are to be applied after tank washings have been discharged? 15- Whether the shore line cargo system to be used for the transfer connects with any other shore line system. If so; The status of the shore line, whether full or empty, and method available for verification. 16- Which ship's line system is to be used, and the points where the line may be examined If so: (a) The previous product through the line system, and whether any cleaning was carried out. (b) Which ship's line system is to be used for the transfer of each product? 17-In the case of multi-grade cargo transfer: (A) Whether a common line system will be used. (b) Whether blinds or two - valve separation are available for segregation (c) The order of loading (d) Whether simultaneous loading. 18 -The location of measurement and sampling points.

SHORE

SHIP

MEASUREMENT AND SAMPLING PROCEDURES

GAUGING PROCEDURES:
BOARD ON SHIP
If possible, observe and record the vessel's draft, trim, and list Apply trim and list quantity corrections where applicable, as determined from the vessel's trim and list tables. Record the location of the gauging point of each tank and indicate whether the measurements to be used in the calculations are derived from manual or automatic methods Record the reference heights of the relevant ship's tanks quoted in the tank calibration tables. If automatic level gauges are to be used, record the actual stored position readings. Note any differences between these readings and the heights recorded in the tank calibration tables. Request and record an explanation from the chief officer for such differences. If there are no differences in stored automatic level gauge readings, then automatic gauges may be used for ullages. Where an automatic gauge malfunctions or shows an incorrect housed reading then the ullage should be determined manually from the official gauge point. Note: Automatic gauges shall not be used for measurements of small quantities, typically less than 300 mm in depth, OBQ/ROB or water measurements. A portable sonic ullage /interface tapes may be used for all manual ullage measurements. If a steel tape and brass bob are used then the oil cut shall be on the tape and not on the bob. Whatever method is used the ullages are to be recorded to the nearest 5mm. Measurements shall be made in all vessel cargo compartments, and all segregated ballast and relevant void spaces shall be inspected. Measurements should be made from the calibration reference points. However, for the measurements of ROB/OBQ, water and small quantities, it may be necessary to take measurements from other points, to ascertain whether the tank bottom is completely covered. Water cuts shall be obtained from all ship cargo tanks using water finding paste or portable sonic ullage / interface tape. Check measured reference heights against calibrated reference heights to ensure that tank bottoms are reached .Determine

volumes below zero soundings, which cannot be measured, from vessel calibration tables. If the vessel has any trim, it will be necessary to measure for free water at the extreme ends of tanks. According to the vessel's trim, it may be necessary to calculate free water volumes by the Wedge formula (Appendix F). Black oil products will require special attention due to temperature, density, viscosity and possible sedimentation. Accosting of light lubricating oil over the water detection paste can assist in achieving a more clearly defined cut. Free water should be sampled using a bottom sampler, and samples should be retained. SHORE Prior to gauging, determine the nature and quantities of material in the shore lines and the total capacity of the lines, from the vessel's flange to the shore tank(s) to be used. Ascertain what product grade or quality is in the shore line, it being preferable to take a pipeline sample rather than accepting the records of the previous operation. If the line contents are not compatible with the product to be delivered or received, arrangements should be made to circulate it internally within the shore installation. An alternative for vessel discharge is for the vessel to flush/displace the line content to suitable shore tankage. Verify the status of shore pipeline(s). If they are said to be empty, this can be checked by opening drain valves at low points. If they are said to be full, this can be checked by internal shore transfer, line pressurization or line displacement. Check the valves fitted at high points on the line for the presence of air. The temperature of the line contents should be determined by the best practical means .The terminal should arrange for lines and valves to be set so as to minimize the possibility of cargo being contaminated or lost through other lines and tanks .The terminal shall be requested to confirm in writing that all relevant lines and valves are set correctly. Where possible, the inspector shall check the system, sealing all relevant valves and attempt to ascertain the last time valves were properly and thoroughly tested and the method used for such testing. Ascertain the position of the point where dip tapes ground and also whether the dip pipe is slotted or not. Also ascertain the last time the tank was strapped or calibrated, when the tank was last cleaned or inspected and when any repairs were made to the tank. If the tank has been in service or mixed recently, wait at least half an hour for the liquid level to become constant before commencing gauging. Report the reference height of the shore tanks recorded in the tank calibration tables. Gauge the reference height; compare this to the reference height stamped on the tank hatch and to that recorded in the tank calibration tables. If the measured reference height differs by 5 mm or more from the official reference height, ullage measurements shall be taken .Reference dipping is the preferred method and should be used wherever possible. Ullage measurements are recommended when sludge or debris is lying in a tank.

TEMPERATURE MEASUREMENT It is strongly recommended that a portable electronic thermometer be used for all oil temperature measurements and it accuracy be checked before and after use .for oil depths of 3.5m or greater, readings shall be taken at five levels. These shall be at oil depths of onetenth, three-tenths, fivetenths, seven-tenths and nine-tenths. When oil depths are less than 3.5 m, readings shall be taken at three levels. These shall be at oil depths of one-sixth, three-sixths and five-sixths. All temp, readings should be recorded to the nearest 0.1 C and averaged. Heated oils such as luboils and fuel oils will require temp, measurement at more levels. Care should be taken with measurement made below heating coil level. If the cargo inspector is of the opinion that temp, layering is present, then a temp, profile should be obtained by taking temp, at 1m intervals or less, throughout the depth of oil and averaging the results.

SAMPLING ON BOARD SHIP

At the commencement of a loading take a spot sample from a convenient sample point at the vessel's manifold to verify the content of the line. After the time necessary to displace the line content completely, take another sample and visually compare with the material being loaded. If free water is present then a free water sample should be obtained using a bottom sampler. Sufficient samples should be and retained to meet the requirements of interested parties and regulatory agencies. Sampling and testing requirements are generally specified by interested parties. On completion of loading take representative samples from each of the vessel tanks so that, if required, a composite sample representative of the total cargo may be prepared in the laboratory for appropriate testing. Such composite samples will be prepared by combining the individual vessel tank samples in proportion to the volumes contained in the respective tanks. Note: Some products, most notably black oils which are separately loaded to a vessel from two or more shore tanks cannot be deemed to be thoroughly mixed within ship's tanks termed as "on board blend" cargoes.

PROCEDURES TO CONTROL PRODUCT QUALITY

(LOADING) SHIP'S TANKS
SHIP'S TANK INSPECTION PRIOR TO LOADING: It is important that, prior to loading, the inspector should ascertain that the tanks to be loaded, and as far as possible the associated lines and pumps, are in a clean condition to receive cargo. For this purpose a visual inspection should be made. This may necessitate entry into the tank. The condition of a tank, its atmosphere and the previous cargo history will determine the type of inspection to be undertaken (visual from deck level plus sounding, or tank entry). Should tank cleaning be required an example of vessel tank cleaning guidelines is given in Appendix H. See also ROB determination (Appendix I). After ship's tank inspection, the inspector should issue a certificate which itemizes the tanks inspected, the method of inspection and whether tanks are considered substantially clean for cargo receipt. It is strongly recommended that Dry Tank Certificates are not signed by shore representatives or inspectors. DURING LOADING: It should be recognized that some products by their nature or end use are very susceptible to contamination. Such sensitive products should only be loaded into vessels whose previous cargo tank history is acceptable. Important information in this connection would be previous cargoes carried, materials (if any) used for cleaning and tank construction acceptable to the contracting parties. For example, carriage of low lead naphtha may require vessels to have had three to five previous "lead-free" cargoes or to have coated tanks. If it is known or suspected that the products previously carried by the vessel could contaminate the product to be loaded, the following procedure should be adopted: All ship's lines to be used for the loading shall be flushed with the product to be loaded , which shall subsequently be used to load the first 300 mm into each ship's tank designated to receive the particular cargo . After 300 mm of product has been loaded into the receiving ship's tanks samples shall be drawn. Using key tests, checks shall be made to ensure that the samples satisfy the main. Quality criteria. If the samples meet the client's specification requirements, satisfied further action is required which could involve contacting the client.

AFTER LOADING: After loading draw sufficient samples from each ship's tank for testing and retention and dependent on the contractual requirements test individual samples or a composite. Either a sealed composite or a set of individual sealed ship's tanks samples should be placed on boarded and a receipt obtained for them signed by the Master or his representative. It is recognized that certain contractual agreements allow for vessels to sail after loading without the requirement for the product to be tested. In such cases it is imperative that samples be drawn are as representative of the cargo as possible and sufficient volume to conduct any testing which may later be called for .Samples should be drawn from each ship's tank in duplicate seals by the inspector and where possible countersigned by the Master or his representative . NOTE 1: These samples should not be composite as this may prevent at later stage a full investigation of any quality problems which may arise. NOTE 2: All samples drawn and stored for reference should be in containers which will maintain the integrity of the sample during the storage period.

SHORE TANK
Before approval is given to load from a shore tank its contents should be checked for specification compliance by testing representative samples drawn from the tank. Note: When the cargo is the result of an 'on-board-blend' special attention is necessary: refer to Appendix G In addition, it is important to ascertain that the tank contents are not layered as this could result in: (1) Product being loaded onto a vessel which would differ in quality from the tank contents as a Whole, if only part of the tank contents was used for the loading. (2) Individual ship's tanks containing product of differing quality, if the shore tank contents were loaded into a number of ship's tanks.

In either case it may well result in some part of the cargo not meeting specification requirements. To check for layering, spot samples should be drawn from upper, middle, lower and suction levels and key tests carried out on each sample .For general requirements density checks on the samples from the various levels will give an indication of layering. The difference in density should preferably be within the reproducibility limits of the test method used but no greater than 2.0 kg/m3. If this is the case the tank contents may be assumed not to be layered. Note: (1) The actual tests used for the layering check will depend on the product and its specification. (2) It may be necessary to draw samples from other intermediate levels to determine the degree of layering. If the tank contents are found to be layered the inspector should inform all the interested parties. The tank contents should be mixed, resembled and rechecked for layering until the inspector and all relevant parties are satisfied that tank contents are mixed, or agreement should be made to load from a stratified tank. Provided that the tank contents are not found to be layered samples may be either bulked or tested separately for specification compliance and the product may be cleared for loading. Should the product fail to meet specification a fresh set of samples should be drawn and tested. Should these fail further investigations should be made and the relevant informed.

PIPELINE
Manual sampling: Prior to loading a sample should be drawn from the line at a point as close as possible to the ship's flange and compared with the material to be loaded. The actual tests which are conducted will depend on the product in the line and the cargo specification. Where appropriate for example during multi-grade simultaneous loading or when only single valve separation is present it is recommended that manual spot samples be drawn from the line during loading for quality control or reference purposes. Automatic sampling: If high RVP products are to be sampled using an automatic sampler the samples may not be representative owing to light end loss and should not be used for RVP or density determination unless special facilities are available for sampling and sample handling . When an automatic sampler is not available manual samples may be drawn line at intervals during the loading to give an indication of the product loaded. Such samples should only be regarded as spot samples which may not be representative of the wholes.

MEASUREMENT PROCEDURES AT LOADING

BEFORE LOADING / ON BOARD SHIP
1- Record the grade of cargo which is going into each tank and the cargo /manifold line to be used for each grade. Record the information specified in p 2- Request vessel's personnel to drain the ship's lines into the aft-most tank (s). If draining is found to be incompatible with the cargoes to be loaded, cleaning may be necessary. 3- Check the tank reference heights and compare with the corresponding values quoted in the tank calibration tables. Investigate and report any differences. 4- Determine the amount and nature of any OBQ in all cargo tank(s) to be loaded. The OBQ should be calculated and recorded prior to the commencement of loading. If any slop is to be commingled with the cargo, they should be recorded as OBQ. When there is sufficient liquid available a temperature shall be obtained and a sample taken for retention. 5- Immediately prior to loading measure and record the quantity of any ballast in cargo tanks left on board also record the presence of any measurable hydrocarbon in any ballast tanks. 6- Confirm in the presence of the vessels personnel that sea valves and overboard discharge valves are in the closed position and lashed before loading begins, Seal valves and the seal numbers. 7- The quantities and types of material in all nondesignated cargo spaces such as the forepeak, cofferdams , pump rooms, void spaces, duct keel and segregated ballast tanks shall be determined and recorded. 8- When required carry out a bunker survey. 9- Record the information required for the wedge calculation. 10- Determine the VEFL using the vessels historic data and the methodology. 11- If more than one compartment is being used for grade request that the cargo is loaded into one compartment only for at least 15 minutes so that any water in ship's lines is more readily detected, measured and sampled after loading.

BEFORE LOADING /SHORE

Cargo will generally be delivered to a ship from tankage, either directly or via a meter bank. 1- When the quantity of cargo to be loaded is to be established from standing tankage (static measurement). 2 Determine the pipeline content quantity. Determine the level of liquid in each shore tank designated for loading and its average temperature. Determine the level of free water in each shore tank designated for loading. Calculate and record the quantity of oil cargo in each shore tank to be used in the loading When the quantity measurement): of cargo to be loaded is to be established by metering (dynamic

Record the type of meter, its size and the maximum rated flow rate. Record the position of the temperature probe in the line i.e. centre, bottom, top, etc... Record the intended flow rate, temperature pressure, viscosity and grade of oil to be loaded. Note: Highly viscosity oil would affect metering accuracy. If a temperature probe in the shore line is to be used to determine the temperature for correcting the metered quantity loaded, record in the inspection report the last two occasions the probe was checked for accuracy. Determine pipeline content quantity.

DURING LOADING / ON BOARD SHIP

When Deballasting is concurrent with loading: The ballast tanks shall checked for OBQ when deballasting has been completed. When possible a comparison should be made between the quantity of ballast discharged by the ship and quantity received by the shore If the loading of one parcel is to be followed by the discharge of ballast or the loading of another parcel than every cargo tank shall be measured whether empty or containing cargo or ballast after the first parcel has been loaded. After completing ballast discharge and before recommencing loading recheck ullages and recalculate volumes for all tanks loaded.

DURING LOADING / SHORE When metering the cargo:

Whenever possible examine meter records, prove meter performance and establish throughput If access is not possible establish previous performance from available documentation. If neither alternative is possible issue a protest in writing to the terminal.
Record hourly for each meter:

- Flow rate. - Pressure. - Temperature.

Establish hourly:

- Cumulative volume at line condition. - Cumulative volume at standard condition.

Establish gross standard volume. Check the temperature of the oil from a point near the meter. Compare this temperature with

the temperature readout at the meter bank or in the control room. Record any discrepancy.

AFTER LOADING / ON BOARD SHIP

1) Before measuring request that the vessel's deck lines be vented and drained into the cargo tanks. In all instances where the vessel has completed loading the inspector must ensure that all internal of cargo has ceased and tank/manifold valves are secured prior to gauging. 2) Measure and record ullages, water cuts and temperatures in all cargo compartments. Take samples . Inspect for presence of oil in all non-designated cargo spaces. If oil is found, measure in the same manner as in cargo compartments and record the measurements. Note if measurements were manual or automatic, and if vessel tanks were inerted during ullaging. 3) Samples drawn at the loading port shall be sealed and placed on board against a signed receipt from the Master and his confirmation that they will be available for collection at the discharge port. 4) Confirm in the presence of vessel's personnel that sea valves and overboard discharge valves are closed and that the seals are sill intact. If previously sealed valves are not intact, attempt to ascertain the reasons why the seals were broken. Issue a protest to the Mater and record the findings in the inspector report. 5) Inspect ballast tanks and record the quantity of ballast aboard. Report the presence of any gaugeable hydrocarbons in any ballast tanks and sample if possible. Report any suspected seepage to and from cargo and ballast tanks. The quantities and types of material in the forepeak, cofferdams, pump rooms, void spaces, duct keel and segregated ballast tanks shall be determined and recorded. 6) When required carry out a bunker survey. 7) Record both the actual ullage as measured and the trim / list corrected ullage. 8) Record the time and date of the main loading events. Include the time and description of any unusual events. 9) Record weather condition when tanking measurements.

AFTER LOADING / SHORE

1) When the quantity of cargo loaded is being established directly from standing tankage i.e by static measurement: Determine the level of liquid in each shore tank used for loading and its average temperature. Determine the level of free water in each shore tank used for loading. Take such manual samples as may be appropriate Calculate and record the quantity of oil remaining in each tank and hence the quantity of oil loaded.

2) Verify the quantity of material in the shore line. 3) When the cargo has been metered record the closing meter readings and the meter factor used . Obtain a complete copy of all meter proving forms and meter tickets. Attach them to the completed meter quantity reports and include in the inspection report. If the meter(s) was not proved during loading indicate the frequency of meter proving and attach a copy of all current meter proving reports. The quantity delivered from the shore tanks shall be compared with the metered quantity. Report the time and date of the main loading events and also the time and a description of any unusual events.

AFTER LOADING: CALCULATIONS AND REPORT

1) Calculate the Gross Standard Volume in each ship's tank using the average temperature of each tank.
Do not use a single average temperature for the entire ship.

Calculate the Total Calculated Volume of each grade of product on board the vessel. 2) Determine the Vessel Load Ratio (VLR) by comparing the shore TCV with the TCV loaded, less the OBQ measured on board the vessel. When available, the inspectors' results shall be used for these calculations. 3) Test the validity of the VLR by comparing it with the VEFL applying one of the following criteria: The VLR shall not exceed or be less than the VEFL by more than 0.3% The VLR shall not exceed or be less than the VEFL by more than two standard deviations.

If the criteria are not met, then recheck all measurements and calculations in an attempt to identify the cause of the discrepancy. If the difference cannot be reconciled a protest shall be made in writing to the parties concerned and the principals shall be advised forthwith. 4) Comparisons shall be made in terms of TCV and GSV, of the inspector's shore measurement of the quantity loaded and the corresponding quantities entered by the shore terminal on the Bill of lading. If the percentage difference in any instance exceeds 0.05% volume a full investigation shall be initiated to determine the reason for the discrepancy. If an unreconciled difference in excess of 0.05% volume still exists the cargo inspector shall protest in writing to the terminal representative and the protest shall be noted in the report. 5) A telex shall be dispatched to the inspector's principals giving a resume of his findings and drawing attention to any unresolved problems which may have arisen during the loading. The details to be provided are usually agreed between the inspector ministry and its principals in advance of the survey. 6) The inspector shall prepare his report on the loading this shall include the information.

FINAL REPORT
On completion of a cargo inspector, the various data recorded during the inspection should be consolidated into a final report. The format of this report depends upon any agreement reached between the various interested parties. It recommended that a summary sheet is prepared which should include full details of ship and shore cargo quantities. Some or all of the source documents listed, should included in final report. For the sake of consistency in reporting, it is suggested that a final report be issued containing the following information. (a) The summary Report: including Bill of Lading, outturn difference, ship/shore differences (including adjustments by VEF), in-transit variation, change in OBQ/ROB, free water etc. (b) Quantity Certificate (including reference height report). (c) Vessel's Ullage Report. (d) Vessel's OBQ/ROB Report. (e) Slops Report. (f) Ballast/Void Space Report. (g) Bunker Report. (h) Quality Certificate. (i) VEF Statement. (j) Time Log (Statement of Facts). (k) Sample Report. (1) Meter Record. (m) Meter Prover Report. (n) Document Checklist. Thereafter copies of Letters of Protest, Notices of Apparent Discrepancy and salient supplementary documentation should be attached to the report. A general note on operations should be submitted with the report, highlighting any special operational problems that may have been observed either a board the vessel or a shore.

Appendix C

PROCEDURE FOR CALCULATING VESSEL EXPERIENCE FACTORS

(LOADING)

INTRODUCTION In order to monitor the accuracy of the Bill of lading or outturn quantities it is possible to use the ships quantity for comparative purposes. As the ship comprises several tanks the random errors associated with ullage and temperature measurement are minimized and give an excellent overall repeatability. However , as the accuracy of the ships calibration tables can vary from -2% to +2% it is necessary to use a ratio , called vessel load ratio or vessel discharge ratio , which is the quantity received and measured in the ship divided by the Bill of lading or qutturn quantity respectively . The mean of the VLR or VDR, over several voyages is called the vessel experience factor (VEFL or VEFD). This appendix provides two alternative methods for calculating vessel experience factors. Both of the methods should be based on a minimum of ten consecutive voyages and both methods employ techniques for rejection of non - qualifying voyages form the final calculation. If one or more voyages are rejected then it is recommended that additional valid data are included and a new VEF calculated. Method is based on the assumption that 68% of all the VLRs or VDRs will lie within a range equal to the VEF + 0.003. If any values lie outside this range then they are rejected. Additionally, VLRs or VDRs which are derived from data where shore measurements were not available or those affected by any possibility of structural change to the vessel are also excluded from the calculation of the VEF.

METHOD
In this method only vessel load ratios within 0.3% of the mean value of the ratios are included in the calculation of the vessel experience factor. The calculation routine is as follows: Step (a) List the admissible VLRs. The following criteria are reason for exclusion from this listing:

First voyages after dry dock. Lightening Voyages where Bills of lading have been based on shipboard measurement. Voyages prior to any modifications which have affected the vessels cargo carrying capacity. Calculate the mean r of the listed VLRs. Calculate 0.3% of the mean. Delete VLRs lying outside the range given by r 0.003r, determined in step (c) Recalculate the new mean value r. Recalculate 0.3% of the new mean. Report: The vessel experience factor = r established in Step (e) The range of accuracy of the vessel experience factor value determined in Step (f).

Step (b) Step (c) Step (d) Step (e) Step (f) Step (g)

Example of Calculation by Method Step (a) List admissible data:

voyage number 1 2 3 4 5 6 7 8 9 10

vessel load ratio (VLR) 0.9998 1.0120 1.0010 1.0027 1.0022 1.0054 1.0008 0.9990 0.9975 0.9985

Step (b) Calculate mean of above 10 numbers = 1.0019 Step (c) Calculate 0.3% of 1.0019 = 0.003. Step (d) Delete VLRs lying outside range 1.0019 0.003 i.e. 0.9989 to 1.0049. Thus the VLRs for voyages Nos 2,6,9 and 10 are deleted Step (e) Step (f) Step (g) Recalculate mean r of remaining six VLRs = 1.0009. Recalculate 0.3% of 1.0019 = 0.003. Report; The vessel experience factor = the mean r calculated in Step (e) = 1.0009. The range of accuracy of the vessel experience factor = 0.003.

Appendix E

LIST OF TYPICAL FORMS

1- Vessel and Port Information. 2- OBQ / ROB Report. 3- Slops Report. 4- Tank Cleaning and Inspection. 5- Vessel Ullage, Sounding and Capacity Report. 6- Vessel Experience Factor. 7- Vessel Discharge Record. 8- Bunker Survey. 9- Time Log (vessel and shore). 10- Shore Measurement and Calculation Reports. a- Shore Tank Gauging and Capacity Report. b- Tank Quantity / Quality at Loading. c- Dynamic Measurements. (Meter Quantity / Meter Proving Report). 11- Voyage Analysis Report.
12- Sampling Report.

13- Sample Analysis Report. 14- Vessel or Cargo Receiver's Receipt for Duplicate Loading Sample. 15- Certificate of Quality. 16- Notices. a- Notice of Protest to Port. b- Notice of Protest to Ship. c- Notice of Apparent Discrepancy.

Appendix G

ON BOARD BLEND CARGOES

ALL COMPONENTS LOADED FROM SHORE TANKS

Before loading / shore tank

Sample component tanks at a sufficient number of levels to establish that the tank contents are homogeneous and submit the samples to the laboratory for test. Test individual samples for key tests to check tank contents for homogeneity. If results indicate layering within the tank inform the terminal and request additional mixing and then re-sample and test. This procedure must be repeated until the tank contents are found to be homogeneous. Ascertain if the shore line contents are to be part of the blend and if so draw a sample from the line. Where possible samples should be drawn from a number of locations and tested for key tests to check overall line content characteristics. Make up a hand blend using the ratios of the volumes of the various components forming the blend and, where necessary, tanking into account the line contents. Test or witness the testing of a composite sample of specification requirements. Calculate from the component ratios the volumes of components to be loaded from each shore tank Make measurements and take temperatures of each component tank. If shore line contents are not to from part of the blend ascertain their compatibility with the cargo and how the shore terminal intends to displace the line contents prior to loading.

Before loading / vessel

It is imperative that the loading procedure is discussed with the Master or his representative. Ideally the loading procedure shall ensure that each ship's tank receives the components of the blend in their correct ratios. Previous cargoes carried by the vessel must at all times be taken into account when considering the quality aspects of the cargo to be loaded and the likely effect that any residues however small might have.

During loading / shore tank

Check that the correct volume of each component is loaded from each tank, either by stop dip using automatic gauges or by metered readings. If neither are available hand gauging techniques should be employed.

During loading / vessel

After each component has been loaded tank measurements of the quantity in each ship's tank to check that the tank has received the correct proportion of the component and that the total volume of the component has been received.
Note: The contents of the line will have to be taken into consideration when making the calculation for the total volume delivered from the shore tanks.

After loading / vessel

Check that ship's tank has received the components in the correct ratio and that the correct total volume has been loaded.
Note: Samples drawn from the ship's tanks may not be representative of the cargo as a whole owing to layering of the components within the tanks. It is recognized, however, that samples may be called for and the following procedure is recommended.

Samples should be drawn from at least three levels from each ship's tank. These samples should be combined and a weighted composite made up from the combined ship's tank samples. The weighted composite sample should be clearly labeled, stating that it may not be wholly representative of the cargo.

Appendix F

WEDGE FORMULA CALCULATION

Dimensions for wedge calculation

The wedge formula is

V = LBP /2T

Where V is the volume of liquid in the wedge L is the length between perpendiculars of ship B is the breadth of the tank T is the ship's trim P is the corrected dip P= [p1 cosec o + (y d tan o)] tan o Where p1, o, y and d are as shown in Fig. 1 Note: (a) The formula assumes that the liquid is free flowing. (b) It only applies for zero list. (c) Units used must be consistent.

Example of application
Measured dip p1 = 14 cm (0.14) y=2m L = 329.2 m d = 27.49 m

B = 20 m
To obtain corrected dip p

T = 2.5m

P = [p1cosec o + (y d tan o)] tan o The angle o is first obtained thus:

tan o = T/ L = 2.5/329.2 = 0.00759 o = 0 26' and cosec o = 132.23 Now substituting the values in the formula for corrected dip. p = [0.14 * 132.23 + (2 - 27.49 * 0.00759)] * 0.00759 = (18.512 + 1.7914) * 0.00759 p = 0.154 m Now using the wedge formula V = 329.2 * 20 * (0.154) / 2 * 2.5 V = 31.2 m3

Appendix 1

CALCULATION OF OBQ AND ROB

Determine the OBQ/ROB for Liquids as follows: (1) By measurement determine the depth of liquid in each tank. Measurements should be taken at as many points as possible to ascertain if the liquid covers the tank bottom. (2) Where there is a sufficient depth of liquid determine its temperature. If not assume the material to be at standard temperature. (3) Calculate and record corrected volumes using where appropriate : (a) Special dip tables or the wedge formula if the liquid does not cover the bottom of the tank. (b) Trim/list corrections if the liquid covers the bottom of the tank. Note: When applicable, estimate the volumes of oil residues adhering to the surfaces of the tank walls and structure. Add this volume to the quantities determined above. (4) Where possible obtain a sample of the OBQ/ROB.
Note:

Slops which are to be loaded on top should be included in the OBQ/ROB report. Record on the report from the nature of the materiel and the method used to determine the volume in each compartment. Material in compartments not receiving cargo should also be measured and reported on an OBQ/ROB report from.

This report should be signed by the interested parties. If the vessels officer signed under protest a note shall be made as to whether the vessel chose to have a survey made by another company on its behalf .It is strongly recommended that Dry Tank Certificates are not signed by inspectors. Refer to specific instructions issued by interested parties concerning Dry Tank Certificates. If there is an unresolved dispute between the vessels personnel and the inspector or other interested parties as to the quantity and character (liquid or non-liquid) of the ROB this shall be reported immediately by telephone or telex to all the parties concerned and noted on the OBQ/ROB report.