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 
  
An oil volume can only be measured at its prevailing temperature and it therefore follows that the standard volume
must usually be calculated. Unfortunately different countries have different standard (reference) temperatures.
Generally, the reference temperatures are:
In Eastern Bloc, Brazil 20oC;

In Western Europe 15oC;

In the USA 60oF.

The situation is further confused in that there are primarily two volumetric units, which are:
3
In metric countries the cubic meter (m )

In non-metric countries the barrel (Bbl).

Combining a statement of volume with a statement of the reference temperature yields the following
measurement systems:

o
In Eastern Bloc, Brazil m3 at 20 C;

o
In Western Europe m3 at 15 C;

o
In the USA US Bbl at 60 F.

o
It is customary to refer to volumes at the reference temperature as Standard Volumes e.g US barrels @ 60 F
or cubic meters @ 15oC.

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

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

 
 


 


 


 

  
  

   

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 #
!

All the oil, water, sludge and sediment in the cargo tanks and associated lines and pumps on a ship
before loading commences.

   
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 $  %

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!

All the measurable oil, water, sludge and sediment in the cargo tanks and associated lines & pumps
on a ship after discharging a cargo has been completed, excluding vapour.

  
" $ 

Suspended sediment are non-hydrocarbon solids present within 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.

  &
' 

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.

  (
)$ 

Total Observed Volume (TOV) is the volume of oli including total water and total sediment measured at the oil
temperature and pressure prevailing.

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.

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.

Net Observed Volume (NOV) is the volume of oil excluding total water and total sediment at the oil temperature &
pressure prevailing.

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.

Total Calculated Volume (TCV) is the gross standard volume plus the free water measured at the temperature &
pressure prevailing.

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)

Page 1 of 4
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  *
)  
+,  -
-

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

  * 
 
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/  $
 /
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)  
+,  -
-
" %
0)1

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


)  
+,  -
-
 -2% %
0)1

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.

  3
 
.
  $ 

  3 


Mass is a measure of the quantity of material in a body & constant, regardless of geographical
location, altitude, atmospheric conditions or air buoyancy effects.

  3 
' %2

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 &

' %2

 

Gross Weight in Air is the weight of oil including dissolved water, suspended water & suspended
sediment but excluding free water & bottom sediment.

  3 (

' %2

 

Net Weight in Air is the weight of oil excluding total water & total sediment.

  3 *
  #

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.


  3 3
  #
4
* 
)

o
Mass / Unit volume @ 15 C (typically kg/m3 or sometimes kg/litre)

 
  3 5
  6
  #
4
37
37 
 , - . -
6 #
4
37
37 

The Relative Density @ 60 60 oF is the density of a substance at 60oF to the density of pure water, also
o
at 60 F:
o
The Density of a substance @ 60 F
The Density of pure water @ 60oF

Specific Gravity is now internationally known as Relative Density.

  3 8
/
6 #

141.5
API Gravity = o - 131.5
Relative Density @ 60 60 F

  3 9
' %2
6  
-
'

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)

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

  5
""
: 

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
Page 2 of 4
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according to the vessel's trade.

  8
%
- 

 

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

1) Metric System

o
2) Standard Temperature / Pressure 15 C / 1013.5 hPa;

3) Weight in Air.

Explanations are given in the Charterer's Instructions.

Oil quantity calculations should be made with the ASTM Petroleum Measurement Tables (ASTM Tables). The
equations are as follows:

1) Volumes at 15oC on board a vessel always GROSS = Gross Volume at 15oC = Gross Standard Volume;
Gross Standard Volume = Gross Observed Volume * Volume Correction Factor;

2) Gross Weight In Vacuo (Mass) = Gross Standard Volume * Density @ 15oC (Vacuo). (Gross Weight in
in Vacuo = GSV * Density @ 15oC (Vacuo)

Note: Hydrometers used on board are for 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.

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

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

3) 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:

a) Dissolved Water; b) Suspended Water; c) Suspnded Sediment.

To compare ship's figures loaded / discharged with shore figures always compare Gross Standard Volumes.

  9
 
.
- 

!"

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

Free Water m3 ;

Balance Volume m3

Bottom Sediment m3 ;

Balance Volume m3

Slops m3 ;

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

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

o
Gross Standard Volume in m3 at 15 C

ASTM Tables 52 Factor x

o
Gross Standard Volume in Bbls at 60 F.

o o o o
Note: ASTM Table 52 to be used for conversion of m3 at 15 C to Bbls at 60 F (As 15 C is not equal to 60 F).

o
Gross Standard Volume in m3 at 15 C

o
Density @ 15 C (Vacuo) * Weight Correction Factor (ASTM Table 56). x

Gross Weight In Air in Metric Tonnes.

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

  7
!
- 

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

  
6  

' %2

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).


 

Page 3 of 4
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x WCF by VCF
o o
Metric Tonnes m3 / 15 C m3 / Nat C
Tab 56 Tab 54A

x 6.293 (Tab 52) x 6.28981

US Barrels at Load
US Barrels
Temperature

WCF = Weight Correction Factor (Table 56 or Density - 0.0011)

VCF = Volume Correction Factor

Tab. 3 = API ----------- Density @ 15oC Tab. 51 = Density @ 15oC ----------- API


 


!

by 6.293 by VCF
o o o
m3 / 15 C US Barrels @ 60 F US Barrels @ Nat F
Tab. 52 Tab 6A
6.2928

x by WCF x by WCF
Metric Tonnes Long Tonnes
Tab. 13 Tab. 11

Page 4 of 4