PROCEDURES AND CODE OF CONDUCT FOR MEASUREMENTS OF IMPORTED PETROLEUM

PRODUCTS Commented [M1]: Review of the heading

INTRODUCTION MEASUREMENT PROCEDURE ON IMPORTED PETROLEUM

PRODUCT

This document contains Guidelines/ Procedures intended for use in the petroleum
measurement operations .Essentially, these procedures /Guidelines relate to
measurements of petroleum products. Used to determine arrival quantity.

Throughout these Guidelines there are references to well-known standards documents

published by the American Petroleum Institute, Institute of Petroleum, and American
Society for Testing Material. ISGOT International safety Guide for Oil tankers and
Terminal

DISCLAIMER
Inspections for on board measuring instruments is on the measuring done under the
Weights and Measures Act Cap 340 2002.

These procedures are heavily relay on the international best practices and standard
procedures. This procedures is emphasize on the use of the relevant legal unit of
measurements, the SI system In accordance to the country metrological system In any
case the use of other unit besides SI Units is against the national authority laws and OIML
Document 2 consolidated editions of 2002 The Legal unit of Measurements, in which the
Tanzania is the member state through Weights and Measures Agency.

The Guidelines should be interpreted as representing general minimum requirements.

They should not be viewed as prescriptive Commented [HJG2]: Nimeongezea literature ktk kipengele
hiki. Tukitazame

ON BOARD OPERATIONS
.

I. INFORMATION AND DOCUMENTATION

1. Information in Preparation for Discharge

a) Cargo specifications.

b) Whether or not the cargo includes toxic components, for example H2S, benzene,
lead additives, etc.

c) Any other characteristics of the cargo requiring special attention, for example, high
true vapour pressure (TVP).

d) Flashpoint (where applicable) of products and their temperatures upon arrival,

particularly when the cargo is non-volatile.

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 e) Cargo quantities loaded and disposition in ships tanks.

f) Quantity and disposition of slops.

g) Any unaccountable change of ullage in ships tanks since loading.

h) Water dips in cargo tanks (where applicable).

i) Preferred order of discharge.

j) Maximum attainable discharge rates and pressures.

k) Whether tank cleaning, including crude oil washing, is required.

l) Approximate time of commencement and duration of ballasting into permanent

ballast tanks and cargo tanks

2. Information in Preparation for Loading and Bunkering:

a) Details of last cargo carried, method of tank cleaning (if any) and state of the cargo
tanks and lines.

b) Where the vessel has part cargoes on board, grade, volume and tank distribution.

c) Maximum acceptable loading rates and topping off rates.

d) Maximum acceptable pressure at the ship/shore cargo connection during loading.

e) Cargo quantities acceptable from terminal nominations.

f) Proposed disposition of nominated cargo and preferred order of loading.

g) Maximum acceptable cargo temperature (where applicable).

h) Maximum acceptable true vapour pressure (where applicable).

i) Proposed method of venting.

j) Quantities and specifications of bunkers required.

k) Disposition, composition and quantities of ballast together with time required for
discharge and maximum light freeboard.

3. Information on the certificates

a) Ship particulars( Showing detail description of the shp

b) Tank calibration certificate (a valid certificate showing the valid of the tanks)

c) Bill of lading

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 d) Ullage temperature interface calibration certificate

e) Certificate of quantity

f) Certificate of quality

Reference
ISGOT International safety Guide for Oil tankers and Terminal

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 II. INSPECTIONS OF PETROLEUM MEASURING DEVICES
Standard Practice for the Manual Gauging of Petroleum and Petroleum Products in the
marine vessel

The procedures for manually gauging the liquid level of petroleum and petroleum
products in non-pressure fixed-roof, floating-roof tanks and marine tank vessels, (b)
procedures for manually gauging the level of free water which may be found with the
petroleum or petroleum products, (c) methods used to verify the length of gauge tapes
under field conditions and the influence of bob weights and temperature on the gauge
tape length, and (d) the influences that may affect the position of gauging reference point
(either the datum plate or the reference gauge point). Throughout this standard the term
petroleum will be used to denote petroleum, petroleum products, or

Inspection is made on Portable Electronic Gauging Equipment (commonly known as (UTI

Ullage Temperature interface) if

i. Portable electronic gauging devices (PEGDs) must consist of an electronic sensing

device suspended on a measuring tape, and housing with readouts.

ii. On custody transfer gauging, these devices shall be capable of demonstrating the
same measurement accuracy as the non-electronic gauging tape and bob, and
shall be calibrated or verified against a reference devices

Marking

i. The graduated tape, the sensor probe and the body of the winding frame of each
PEGD shall be marked with unique serial number(s) that can be annotated on the
calibration certificate for the purpose of audit trail

ii. The zero point of the level measured by a portable electronic gauging tape shall be
the reaction point at which the sensor detects a liquid surface when operating in the
outage mode.

iii. The zero offset distance shall be verified and stated on the certificate of the said
unit.

On Marine electronic gauging (Automatic Tank Gauging (ATG) Inspector shall make
observance if

i. Minimum Measurable Level, the ATG is able to measure levels as near to the
bottom of the tank as possible.

ii. All marine ATGs shall be capable of withstanding the pressure, temperature, and
other environmental conditions likely to be encountered in marine service.

iii. When an ATG is installed in a corrosive service, any parts exposed to the liquid or
vapours shall be of durable, corrosion-resistant construction.

iv. Product temperature should be measured at the same time as the tank level is
measured. The temperature should be representative of the tank contents

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 v. All parts of the ATG in contact with the product and compatible with the product, to
avoid both product contamination and ATG corrosion.

vi. If The ATG is designed to meet its intended operating conditions

vii. On vessels that are fitted with ATGs and a second means of measurement, that
gauge point for the second measurement location should have the same reference
height (otherwise correction will be required) as well as be located in line
longitudinally (forward to after) with the ATG.

viii. The system permit accurate comparison between manual gauging and automatic
tank gauging, a manual calibration check point is provided close (within 3 feet or 1
meter) to the ATG.

ix. Marine ATGs is installed in accordance with the ATG manufacturers instructions

x. Marine ATGs is calibrated at the factory against a manual gauging tape or

reference certified by the appropriate national standards organizations.

xi. Initial verification, the calibration of the ATGs has been checked against manual
tank gauging performed

xii. Verification is designed and carried out to confirm the ATG is properly calibrated.
(After completion of cargo loading at a load port and prior to discharge at a
discharge port, normal practice is to check the reading of the ATG against manual
tank gauging. The manual gauging levels are normally used for the cargo reports).

xiii. If the reading by ATG and the reading by manual gauging agree within(6
millimetres).

xiv. ATG verification records should be documented and the record should be ready for
inspection by involved parties. The records has been kept for a minimum period of
one year

xv. The ATG reading and the manual gauging should be repeated three times (or five
times if there are waves in the tank). If the reading by ATG and the reading by
manual gauging differ by more than (6 millimetres). The average of the manual
gauge readings and the ATG readings should be compared. For best accuracy,

xvi. The vessel should be on an even keel and upright. In situations where both trim and
list exist, every effort should be made to eliminate at least one condition, preferably
list

Manual of Petroleum Measurement Standards Chapter 3Tank Gauging

Section 1AStandard Practice for the Manual Gauging of Petroleum and Petroleum
Products

Manual of Petroleum Measurement Standards Chapter 3-Tank Gauging Section 5-

Standard Practice for Level Measurement of Light Hydrocarbon Liquids On board
Marine Vessels by Automatic Tank Gauging

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 III. MEASUREMENT AND CALCULATIONS

These procedures are intended to guide the user through the steps necessary to
calculate static liquid quantities, at atmospheric conditions, in upright, cylindncal tanks
and marine tank vessels. The procedures define terms employed in the calculation of
static petroleum quantities.
The procedure also specifies equations that allow the values of some correction factors to
be computed. Fundamental to this process is the understanding that in order for different
parties to be able to reconcile volumes, they must start with the same basic information
(tank capacity table, levels, temperatures, and so forth) regardless of whether the
information is gathered automatically or manually.

Calculation sequence

Determination of liquid level

Using portable gauging equipment commonly known as ullage temperature interface

(UTI) the ullage of the product shown on the stowage plan report is measured on the ship
compartments (ship tanks). Establish and record the ullage and the product temperature.

Determination of total observed volume (TOV)

The TOV is obtained from the vessels calibration tables, which are entered with one of
the following:
a. The observed ullage or innage, if the trim and/or list corrections are a volumetric
adjustment. The amount of trim and/or list correction will need to be applied to the TOV
quantity to arrive at a trim and/or list corrected TOV
b. The trim and/or list corrected ullage or innage.
c. The observed ullage or innage and the vessels trim. Some calibration tables show
varying TOV values for the same gauge under differing conditions of trim.

Density determination

Product density will be obtained from authorised local institution which is the the
responsible for product quality analysis.
WMA use the density obtained from their product analysis report.

Calculation of gross observed volume GOV

To calculate the GOV for marine vessels tanks, deduct the FW volume from the TOV

GOV= TOV- FW

Note
Free Water (FW) volume is obtained from the vessel's capacity tales, which are entered
with the FW innage or ullage. FW is subject to the effects of trim and list, and the
previously referenced trim and list corrections are applicable to free water

Gross standard volume (GSV)

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The GSV is calculated by multiplying the GOV by the correction for the effect of
temperature on liquid (or volume correction factor).

GSV = GOV.X VCF

Note
Correction for the effect of temperature on a liquid (CTL) or Volume correction factor
(VCF)
If a volume of petroleum liquid is subjected to a change in temperature, its density will
decrease as the temperature rises or increase as the temperature falls. This density
change is proportional to the thermal coefficient of expansion of the liquid and
temperature. The correction factor for the effect of the temperature on the density of a
liquid is called CTL or VCF. The CTL factor is a function of the Base Density of the liquid
and its temperature. The function of this correction factor is to adjust the volume of liquid
at observed temperature to its volume at a standard temperature. The most common
standard temperatures are , 15C, and 20C

Calculation of Weight in Air

Usually, weight in air is calculated by multiplying the GSV by the appropriate weight
correction factor.

Gross standard weight (in air) = GSV x WCF

Note
The WCF is found in the various tables that are contained in Volume XI and Volume XII of
API MPMS Chapter 11.1.
These volumes detail the "Intraconversion between Volume Measures and Density
Measures." These two volumes contain 26 different tables. Because of the diversity of
these tables, it is possible to approach the calculation process from various directions
using different tables. Where possible, the most direct conversion process (table) should
be used to arrive at the answer.
For example, a surveyor wishes to calculate the GSV to metric tons rather than to use
Table 11 to convert NSV to long tons and then Table 13 to convert the long tons to metric
tons. Commented [M3]: More literature review

Manual of Petroleum Measurement Standards Chapter 12-Calculation of Petroleum Quantities

Section I-Calculation of Static Petroleum
Part I-Upright Cylindrical Tanks and Marine Quantities Vessels
SECOND EDITION, NOVEMBER 2001

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 IV. REPORT AND RECONCILLIATIONS

Data collections
The shipment of petroleum or petroleum products by marine vessels may result in a
difference between the load port (Bill of Lading) and discharge port (Outturn) quantities.
This difference, or volume gain or loss, is caused by one or more of the following:
a) Physical gains or losses.
b) Discrepancies or errors in liquid level or meter measure-ments, determining
temperature, sampling, and laboratory testing methods.
c) Inconsistencies or errors in calculations.

Reconciliation of marine cargo quantity

Procedures are intended to provide a basis for analysing and reconciling the quantity
differences (gains/losses) resulting from marine custody transfer movement(s) of
petroleum and petroleum product cargoes.

Gathering all relevant ship and shore measurement data for analysis and reconciliation.
Marine transfer inspection reports include a shore gauging (or metering) report, a vessel
gauging report, a time log, a line fill verification report, and information to calculate a
Vessel Experience Factor (VEF).

Other important information may need to be collected from other sources, such as the
terminal and the vessel.

The VAR provides a useful format for the organization of basic cargo data and also
provides calculations recommended in this procedure. Any shore-to-shore variances are
broken down according to Total Calculated Volume (TCV), Free
Water (FW), Gross Standard Volumes (GSV), during each stage of the voyage.

Voyage analysis report VAR

The VAR provides a useful format for the organization of basic cargo data and also
provides calculations recommended in this procedure. Any shore-to-shore variances are
broken down according to Total Calculated Volume (TCV), Free Water (FW), Gross
Standard Volumes (GSV), Sediment and Water (S & W), and Net Standard Volumes
(NSV) during each stage of the voyage.

Comparison of Shore Quantities in Custody Transfer

TCV FW GSV S&W

Outturn TCV Outturn FW B/L Outturn GSV B/L Outturn S & W B/L S & W
B/L TCV FW GSV
TCV Difference FW Difference GSV Difference S & W Difference

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Vessel/Shore Quantities at Load Port(s)

TCV FW GSV NSV

Vessel Loaded Vessel Loaded FW Vessel Loaded GSV Theoretical Shore TCV
TCV B/L FW B/L GSV B/L TCV
B/L TCV
TCV Difference. FW Difference GSV Difference Shore TCV Diff
Theoretical

Vessel/Shore Quantities at Discharge Port(s)

TCV FW GSV TCV: VEF Adjusted

Vessel Vessel Discharged Vessel Discharged Theoretical Outturn
Discharged TCV FW GSV TCV
Outturn TCV Outturn FW Outturn GSV Outturn TCV
TCV Difference FW Difference GSV Difference Theoretical Shore TCV
Diff

Transit Comparison of Vessel Quantities at Load and Discharge Port(s)

TCV FW GSV
Vessel Arrival TCV Vessel Arrival FW Vessel Arrival GSV
Vessel Sailing TCV Vessel Sailing FW Vessel Sailing GSV
TCV Difference. FW Difference GSV Difference Theoretical
TCV Difference FW Difference GSV Difference

Request for the voyage summary and reconciliation report (VSRR)

The VSRR is designed to consolidate the reported facts of the voyage, together with any
relevant background information, in an effort to explain the reason(s) for the voyage gain
or loss.

Check on reconciliation, observance of the following factors

Failure to follow proper operating practices.

The use of defective or non-standard measurement equipment.
The environment at the time the measurements are taken.
Observed tank height differences between opening andclosing measurements.
The use of incorrect tank tables or the improper use of tank tables.
The use of incorrect quantity correction factors (i.e., VCFor WCF).
Temperature and density stratification (may also have an effect on floating roof
correction calculations).

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 The use of incorrect conversion factors when converting between systems of
measurement.
Random errors in measurement.
Failure to use properly calibrated equipment.
Failure to perform cargo measurement operations in accordance with API
standards
Improper or lack of, use of trim, list and wedge corrections.
Incorrect closed system gauge height adjustments (i.e., retrofitted equipment or
location).
Weather and sea conditions.
Inconsistencies between automatic, closed and manual measurements.
Inconsistencies in the gauge point locations.
Inconsistencies in the use of capacity tables.
Unslotted standpipes used for measurement.
Difference in vessels cargo line fills condition, load port vs. Discharge port.
Cling age, load port vs. discharge port.
Deliberately biased measurements in favour of one party or another.

Reference to the Petroleum standards

Reference
The list below are the references of the

Manual of Petroleum Measurement Standards Chapter 17Marine Measurement

Section 5Guidelines for Cargo Analysis and Reconciliation of Cargo Quantities

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LIST OF REFERENCE DOCUMENT

1. Manual of Petroleum Measurement Standards Chapter 17Marine Measurement

Section 5Guidelines for Cargo Analysis and Reconciliation of Cargo Quantities

2. Manual of Petroleum Measurement Standards Chapter 17Marine Measurement

Section 5Guidelines for Cargo Analysis and Reconciliation of Cargo Quantities

3. ISGOT International safety Guide for Oil tankers and Terminal

4. Weights and Measures Act 2002

5. OIML Document 2 Legal Units of Measurements

6. Marine Vessels by Automatic Tank Gauging Manual of Petroleum Measurement

Standards Chapter 3-Tank Gauging Section 5-Standard Practice for Level
Measurement of Light Hydrocarbon Liquids On board

7. ISGOT International safety Guide for Oil tankers and Terminal

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