Cargo Calculations Adv (137 Str.). Gas

7/29/2019 Cargo Calculations Adv (137 Str.). Gas

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CARGO CALCULATIONS


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Cargo calculations

The volume of cargo on board can bedetermined by means of soundings or ullagemeasurements and calibration tables (tanktables)

The purpose of the cargo calculations is toconvert the observed volume into weight

Calculation of trim, stability, freeboard, shearforces, bending moments is based on weights

On the B/L the quantity of cargo is stated as aweight (Metric Tons , Long Tons, Short Tons,

Pounds, etc. )


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When making the

stowage plan a lot of

information has to

be gathered, a lot of

factors have to be

taken into account

Cargo calculationsare important

because they are the

link between the

available space and

the weight to be

loaded


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Cargo calculations on board ofa gas carrier


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Cargo calculations

The volume of cargo on board can bedetermined by means of soundings or ullagemeasurements and calibration tables (tanktables)

The purpose of the cargo calculations is toconvert the observed volume into weight

Calculation of trim, stability, freeboard, shearforces, bending moments is based on weights

On the B/L the quantity of cargo is stated as aweight (Metric Tons , Long Tons, Short Tons,

Pounds, etc. )


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Cargo calculation

maximum filling limits IMO specifies maximum filling limits as follows:

Vl = 0.98 V dr/dt Vl is the max volume to which the tank can be loaded

V is the total volume of the tank Dr is the density of the cargo at ref. temperature

Reference temperature = boiling temperature at relief valvesetting pressure (the highest temperature that can be reachedduring the voyage, highest temperature = smallest density)

Dt is the density of the cargo at the loading temperaturePS. Liquefied gas is always transported at the boiling temperature, atthis temperature liquid and gas are in equilibrium. Boiling temperature isdetermined by the pressure in the tank. Boiling temperature rises withthe pressure and the pressure will never get higher than the relief valvesetting.


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Example:

Fully ref. vessel loading propane at42C.

Relief valves set at 0.25barg (bar gauge =relative pressure)Absolute pressure: 0.25+1.0 = 1.25 bar

Ref. temperature (corresponding to SVP, Saturated

Vapour Pressure, 1.25 bara for propane) = -375C Density of liquid propane dr = 0.5765 @ -375C

Density of liquid propane dt = 0.582 @ -42C

Vl =0.98 V 0.5765 / 0.582 = 0.97 V

Thus tanks can be filled to 97%

Cargo calculation

maximum filling limits


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Units of volume

1 U.S. Gallon = 3.78541 Litre

1 U.S. Barrel = 158.987 Litre 1 U.S. Barrel = 42 U.S. Gallons

1 Imperial Gallon= 4.54596 Litre

1 Cubic feet = 28.3169 Litre

1 Cubic meter = 6.28981 U.S. Barrel


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Units of weight

1 Long Ton = 1.01605 Metric Ton

1 Short Ton = 0.907185 Metric Ton 1 Long Ton = 2240 Pounds

1 Pound = 0.453592 Kilogram


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Density is the relation between mass(weight) and volume

True and apparant density

Relative density and specific gravity

Litre weight

API

Units of density


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Temperature conversion

Degrees Celsius: C

Degrees Fahrenheit: F

Degrees Kelvin: K

0C = 32F & 100C = 212F

=>

F=(

C-32)x 5/9C = (F x 9/5) + 32


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Cargo calculations

The relationship between the volumeand the mass/weight can be expressed

by:Density

True density

Apparent densitySpecific gravity

Litre weight

API gravity


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Cargo calculations

The relationship between the volume andthe mass or weight can be expressed bythe density (specific gravity, litre weight,

API, relative density etc.)

Density and volume change in function ofthe temperature

The weight of a cargo is of courseindependent of the temperature but theweight in air (apparent weight) the

weight in vacuum (true weight)


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Density

Fundamentaly

Density: Unit of mass per volume [kg/m3

or kg/litre ]When calculating cargo

True density: Weight per unit of volume in

vacuumApparant density: Weight per unit of

volume in air


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Mass

Mass is the only SI unit not based on thefundamental atomic properties or the

speed of light Reference standard is a small platinum

cylinder with a mass of 1 kg made in 1880

and kept under inert conditions at theBureau International des Poids et Mesuresnear Paris


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Cargo calculations

Mass (massa )is a measure of the quantityof material in a body and is constantregardless of geographical location, altitude

or atmospheric conditions

Weight is the force with which a body isattracted to the earth and varies from placeto place with g , the acceleration ofgravity

Standard ???? g = 9,81m/sec2

Weight = Mass x 9,81m/sec2


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Cargo calculations

All commodities are sold by weight andthis means weight in air.

The term weight in general practicehas been accepted as being the valuesecured when an object is weighed in air

This weight or weight in air is often

converted to weight in vacuum by theapplication of an air buoyancy correction(vacuum factor)


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Principle of Archimedes

Physical law of buoyancy, discovered bythe ancient Greek mathematician and

inventor Archimedes, stating that anybody completely or partially submerged ina fluid (gas or liquid) at rest is acted upon

by an upward, or buoyant, force themagnitude of which is equal to the weightof the fluid displaced by the body.


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A ship that is launched sinks into theocean until the weight of the water it

displaces is just equal to its own weight(). As the ship is loaded, it sinks deeper,displacing more water, and so the

magnitude of the buoyant forcecontinuously matches the weight of theship and its cargo.


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P = Weight

F = Force of Archimedes

The ship floats if P = F

If P > F => Submarine

(ballast)

If P < F => Air balloon(hot air or a very light gas

f.i. hydrogen)


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The bathescafe sinks because his own

weight (light weight + ballast) > theweight of the water it displaces

The Zepplin flies because his own

weight (hydrogen gas is very light) the density decreases

Relation between change in temperatureand change in volume is expressed by thecoefficient of volume expansion


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Relation between density and

temperatureCoefficient of volumetric expansion isnot linear see curve.

Curve is described by the ASTM-VCFtables.

For a small temperature range curvecan be replaced by tangent line.

Inclination of this line is better knownas the DCC coefficient

DCC = Density correction per degree

centigrade


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Examples of DCC factors

Acetone - 0.00114

Caustic Soda (50%) - 0.00070

Ethanol - 0.00079

Glycerine - 0.00063

i-pentane - 0.00097

Latex - 0.00100


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The VCF factor (VCF) converts a volumeor a density of a fluid at ambient

temperature to a reference or standardtemperature (15C or 60F)

VCF factors are published in special tables

ASTM-tablesASTM = American Standards on Technical Measurements

Volume correction factor


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Example ASTM tables


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ASTM tables

Table No Description

Table 5A Correction of observed API gravity to API gravityat 60F (gen. crude oils)

Table 5B Correction of observed API gravityto API gravity at 60F (gen. Products)

Table 5D Correction of observed API gravityto API gravity at 60F (gen. Lub. Oils)

Table 6A Correction of volume to 60F againstAPI gravity at 60F (gen. crude oils)

Table 6B Correction of volume to 60F againstAPI gravity at 60F (gen. products)

Table 6C VCF for individual and special applications

Table 6D Correction of volume to 60F against API

gravity at 60F (gen. lub. oils)


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ASTM tables


Table 23A Correction of observed relative density to

relative density 60/60F (sen. crude oils)

Table 23B Correction of observed relative density torelative density 60/60F (gen.products)

Table 24A Correction of volume to 60F against

relative density 60/60F (gen. crude oils)

Table 24B Correction of volume to 60F against

relative density 60/60F (gen. products)



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ASTM tables


Table 53A Correction of observed density to

density at 15C (gen. crude oils)

Table 53B Correction of observed density to density at15C (gen. products)

Table 54B Correction of volume to 15C againstdensity at 15C (gen. products)


Table 54D Correction of volume to 15C against densityat 15C (gen. lub. oils)

Vol XI and XII contain 58 conversion tables


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EXXON BUNKER COLCULATION

TOOL

Cargo calculations going from total observed volume to
http://localhost/var/Mijn%20documenten/EXXON/XON.EXE


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Cargo calculations going from total observed volume toweight in air using VCF

Met ullage en trim ga je in tanktabellen en vind je het geobserveerde volume. Dit is zonder

rekening te houden met temperatuur of densiteit. Vervolgens ga je met trim en dip nog eens in de

tabellen en heb je berekend hoeveel water er onder je lading zit. Hiervoor wil niemand betalen enze wordt dus met het geobserveerde volume vermindert. Zo bekom je het gross observed volume.

Vervolgens doe je een aanpassing voor de temperatuur en de densisteit, je vindt zo de VCF factor,

deze moet je met de gross observed volume vermeerderen. We bekomen zo ons volume. Als we

nu nog een omzetting naar vacuum moeten doen, dan komt hier nog een vacuumfactor bij. Enkel

met vacuum werken als men de hoeveelheden aan de wal bekend maakt, voor de rest verder

werken in air.


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Cargo calculations on board of a

gas carrier Calculations are somewhat different from the

calculations on board of an oil- or chemical

carrier On board of a fully- or semi refrigerated gas

carriers temperatures are very low.

These low temperatures have an influence on

the volume of the tank itself and on the theullaging equipment, being the floater and theperforated tape (in case of a mechanical ullagingdevice)


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gas carrier In a loaded gas tank an equilibrium exists

between the cargo in the liquid phase and

the cargo in the gas phase. Consequently a not negligible part of the

cargo is gaseous

All the above mentioned facts make a gascalculation somewhat more complicated

C l l ti b d f


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Cargo calculations on board ofa gas carrier

On discharge one normally retains sufficientcargo on board to keep the tanks cooled forethe next loading

quantity loaded/discharged = quantity o/bon arrival - quantity o/b at departure

Therefore calculations before AND after everyloading or discharge operation


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LNG - calculations

LNG is traded within long-time projectswith dedicated production, transportationand reception facilities

LNG-carriers use the boil-offduring loadedand ballast voyages as ships fuel Commercial quantification is usually done

on the basis of the calorific value of the

cargo delivered. Calorific calculations are based on liquid

volume and density at tank conditions


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Shore measurements versus

ship measurementsShore tank measurements are not as

accurate as ship measurementsShore tanks have a greater cross-section =>

greater relative errorDuring cargo handling operations a certain

pressure has to be maintained in the shoretanks => vapours of different origins can beused.Vapour flow from other shore tanks

Liquid vaporisers

Vapour return line from the ship

=> Exact vapour quantity is difficult to

calculate.


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ship measurementsVapour quantification ashore is difficult Some terminals, therefore, use a simplified

approach.

The weight-in-air of the liquid change in theshore tank is evaluated from measurementsbefore and after transfer and 0.43 % (only forpropane and butane in fully ref. condition) of

the weight-in-air of the liquid transferred issubtracted or added to account for the vaporweight replacing the liquid transferred.


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ship measurements It is common practice to use ships figures to

determine cargo volumes (contrary to crude orchem. trade where shore figures are used)

Some customs authorities require the shipstanks to be calibrated by an approvedclassification society or by suitable independent

cargo surveyors (custody transfer)


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ship measurements On loading it is important to take account of the

density of the remaining cargo (liquid heel ineach tank). If this is appreciably different fromthe cargo to be loaded => the density in thetanks after loading may be affected

An independent cargo surveyor will be appointed

to verify ship & shore volume measurements(ship-shore difference)


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gas carrierLiquefied gas cargoes are carried as

boiling liquids in equilibrium with their

vapour in closed containment systems

The vapour phase above the liquid cargo

must be calculated and included in thetotal cargo quantity


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gas carrier

Total quantity of cargo is equal to the sum

of :

1. Quantity of cargo in liquid phase

2. Quantity of cargo in vapour phase

Liquid cargo calculation


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Liquid cargo calculationvolume determination

Innage orsounding is

measured ongas tankers,ullage on other

tankers

Mechanically operated float


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Mechanically operated floatgauges

M h i ll


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Mechanicallyoperated float

gauges


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Sonic systems


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Sonic systems


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A calibration table is provided for eachcargo tank, giving for each sounding thecorresponding volume

this table has been drawn up

under ambient conditions

with the vessel being in upright position (notrim, no list)

Therefore corrections must be applied to obtain a

CORRECTED SOUNDING


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Corrections:

temperature corrections

Tape correction

Float correction

not upright ship corrections

Trim correction

List correction


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Low temperatures have an influence on

the ullaging equipment, being the floater and theperforated tape (in case of a mechanical ullagingdevice)

the volume of the tank itself


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Tape correction or dip correction:

The float gauge tape passes through the coldvapour space

Depending on the temperature it will contract

It will therefore indicate a lower liquid level

then actually presentTape correction should be added to the

liquid level read

Li id l l ti


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Float correction:The zero of the float gauge is determined by

the manufacturer

Immersion of the float depends upon thecargo density

If cargo temp. and density are different from

that assumed by the manufacturers zerodetermination a small correction for floatimmersion is required


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List correction depending on the actual list

depending on the position of the liquidindicator on the cargo tank

list is indicated in degrees


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In an upright position, liquid level and ships bottom

are both horizontal. No correction has to be applied



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Depending upon the

position of the liquid

indicator a list

correction has to beapplied

V l i th t k h t


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Volume in the tank has notchanged

List = 0

A = B = C

A B C A B C

List = 5

A > A

B = B

C < C

Li id l l i


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Trim correction

depending on the trim position of the shipdepending on the position of the level indicator

on the cargo tank

trim is expressed in metres (centimetres)

Li id l l ti


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If the ship is even keel, the liquid level is parallel to the keel.

No trim correction in this condition

Li id l l ti


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If the ship is not even keel, the horizontal liquid surface is

not parallel to the keel anymore. The liquid level will be

different depending on the place of measurement

Li id l l ti


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Sounding observedDip or tape correction

float

actual soundinglist

trim

corrected sounding

liquid volume


Li id l l ti


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Shrinkage factor:The cargo tank is calibrated at ambient

temperature (mostly 20C)

If cold cargo is loaded, the tank will have alower temperature and therefore a smallervolume

Different corrections are applied to liquid andvapour phases because of differenttemperatures

Li id l l ti


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Liquid volume

x shrinkage factor

actual liquid volume



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q gmass determination

liquid mass

standard volume

x density at 15C

ASTM D 1250 - table 54 B

VCF correction (old)

liquid mass

ASTM D 2598 - table 53 B

density at cargo temperature

liquid mass

density tables from an official surveyor (f.e. SGS)

density at cargo temperature

observed volume

shrinkage factor

liquid volume at temperature

corrected sounding

list and trim correction

actual sounding

dip and float correction

observed sounding

1 2 3

Cargo calculations going from


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g g gtotal observed volume to weight

in air using VCF

Vapour cargo calculation


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Vapour volume =

total tank volume - liquid volume

due to low temperatures in the tank, thetotal tank volume has to be corrected, by

using the shrinkage factor for the mean(or weighed ) temperature in the tank

Vapour cargo calculationvolume determination

W i h d t k


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Weighed average tank

temperature

Weighed average tank temperature =((liquid height x liquid temp.) + (gasheight x gas temp.))/Total height ofthe tank.

Used to obtain the shrinkage factorfor the complete tank



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Due to cargo operations, vapour and liquidare not in equilibrium in the tank

therefore gas density cannot be obtainedfrom the tables

we will use the ideal gas law and

Avogadros law

Vapour cargo calculationmass determination



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Basis: The ideal gas law

The gas in a standard situation

(P = 1013mbar en T = 288K) iscompared with the gas in the tankatmosphere

222

111

TVP

TVP

Vapour cargo calculationmass determination


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Some definitions

MOLE = also spelled MOL, in chemistry, astandard scientific unit for measuringlarge quantities of very small entities such asatoms, molecules, or other specified particles.

The mole designates an extremely large numberof units, 6.0221367 x 1023, which is the number

of atoms determined experimentally to be foundin 12 grams of carbon-12.


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MOLE or MOL

Carbon-12 was chosen arbitrarily to serve as thereference standard of the mole unit for theInternational System of Units (SI). The number ofunits in a mole also bears the nameAvogadro'snumber, orAvogadro's constant, inhonour of the Italian physicist Amedeo Avogadro(1776-1856). Avogadro proposed that equal

volumes of gases under the sameconditions contain the same number ofmolecules, , a hypothesis that proved useful indetermining atomic and molecular weights and

which led to the concept of the mole.
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Avrogadros law

Under the same conditions of temperatureand pressure, equal volumes of differentgases contain an equal number of molecules.

The volume occupied by 6.0221367 x 1023The volume occupied by one gram-mole ofgas is about 22.4 l at standard temperatureand pressure (0C, 1 atmosphere) and is the

same for all gases.

22.4 l/mol at 0C or 273K becomes23.645l/mol at 15C or 288K

TvPv.Vv

TsPs.Vs

Purpose = to calculate


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Mm

Ps

Pv

Tv

Ts

Dv

Tv

Dv

Mm.nPv.

Ts

Ps.n.I

gastheofdensityDv

kg/molinweightmolecularMm

n.Mm/DvVv

Kinexpressedtankin theretemperatuTv

tanksin thepressureabsolutePv

l23.645l/moI

molaantaln

n.IVs

C)(15K288Ts

1013mbarPs

Purpose to calculate

the vapour density at

the observed

temperatureStarting point = the

ideal gas law

A volume gas =

number of moles X

the volume of 1 mole

= 22,4l/mol if temp.

273K(0C) or 23,645

if temp. 288K

A volume gas also =

(number of moles x

mulecular mass)/

vapour density


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Example

Volume vapour in the tank = 29.952m3

Temp = -30C = (273K-30C = 243K)

Pressure = 0.1bar relative = 1.1bar absolute

Mm = 44.1 kg/kmol

dv = 2.4 kg/m3

kmolm

kmolkgx

mbar

mbarx

/3645.23

/097.44

1013

1100

K243

K288dv



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Vapour cargo calculationweight determination

Vapour volume x vapour density

= vapour weight

cargo calculation


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cargo calculationweight determination

Liquid weight + vapour weight

= total cargo weight


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Cargo calculations - data

Product Propane Innage 10.020 Trim + 2m

List 0.5 P Liq.temp -43C Gas temp -38CVapour space pressure 59 mbarg Molecular weight 44.097 Density at 15C 511 kg/M3


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Ships calibration tables

Trim correction -127mm List correction + 46mm

Level gauge correction + 1mm

Float immersion correction 0mm

Corrected innage 9.940m

Volume at calibration temp 5.441,88M3

100% at calibration temp 9.893,63M3

Volume vapour space at cal. temp. 4.451,75M3 Shrinkage43C 0.99773

Shrinkage38C 0.99791


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INNAGE corrections

Trim correction

Innage127mm

List correction

Innage +46mm


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Liquid Calculation

Liq.vol. at cal. temp. 5.441,88m3

Shrinkage factor 0.99773

Volume liquid at43C 5429.52 m3

VCF43C -> 15C 1.145

Volume at 15C 6.216,8 m3

Density at 15C (vac) 511 kg/ m

3

Mass 3.176,785 T


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Vapour Calculation

Vol.vapour at calib.temp 4451,75 m3

Thermal factor 0.99791

Vol. at38 4442.45 m3

Dens. at38C (see slide) 2.389 kg/ m3

Mass Vapour 10.613 T

Total Mass 3.187,398 T

Weight in air factor (ASTM 54) 0.99775

Weight in air 3.180,23 T


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Vapour density calculation

= 2.389 kg/M3

Dynamic Flow Measurement


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y Some modern terminals are being

equipped with sophisticated liquid andvapour flow metering with associatedin-line sampling. The equipmentpresently is expensive and requires

complicated proving arrangements.However, this method allows flow rateand density to be continuously recordedat the flow temperature and, bycombining these outputs electronically,mass flow rate can be provided andintegrated to give total mass

transferred


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Ultrasonic flow measurement

Quantity calculations on board


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Quantity calculations on boardof LNG carriers

The quantity discharged is measured by anultrasonic flow measurement device

Ultrasonic meters have no moving parts, theysuffer no pressure loss and theyprovide maintenance-free operation - importantadvantages over conventional

mechanical meters such as positive displacementmeters (PDs), turbines, orificeplates and vortex meters

Quantity calculations on board


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Quantity calculations on boardof LNG carriers

Ultrasonic flow measurement uses the transittime principle, whereby oppositesending and receiving transducers are used to

transmit signals through the flow.The signal travels faster when moving with theflow stream rather than againstthe flow stream. The difference between the two

transit times is used to calculatethe flow rate.

Measuring principle Doppler effect

O ti i i l


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Operating principle

Metering Unit on board of the


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Ultrasonic type flow meter

and gas chromatograph

Applied extensively on land

based plants

(incl. Custody Transfer Systems

on land) No moving parts => very

reliable

Metering Unit on board of theExcalibur

G Ch t h


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Gas Chromatography

Used to establishchemical compositionof the gas and the

derived values suchas density and caloricvalue of the sample

C d t ti


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Cargo documentation

B/L is the most important cargo document Enables the cargo receiver to assess if the

proper quantity has been discharged

Before departure from the loadingterminal the shipmaster should ensurethat the B/L quantities accuratelyrepresent the cargo loaded

The master should be sure that cargocalculation records made at loading anddischarge are properly prepared


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Bill of Lading


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Bill of Lading

A Bill of Lading is a document signed by theshipmaster at the port of loading.

It details the type and quantity of cargo loaded,the name of the ship and the name of the cargoreceiver.

The Bill of Lading has three functions. It is:

The shipmaster's receipt for cargo loadedA document of title for the cargo described in it

Evidence that a Contract of Carriage(such as a voyagecharter party) exists

Bill of Lading


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Bill of Lading

By signing the document, the shipmaster atteststo the apparent good order and condition of thecargo loaded.

By signing the Bill of Lading, the shipmasteragrees to the quantity of cargo loaded

In some circumstances, where the Bill of Lading

quantities do not match the ship's figure, theshipmaster may be expected to issue a Letter ofProtestat the loading port.

Bill of Lading


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Bill of Lading

Whoever possesses the Bill of Lading rightfullyowns the cargo.

The old practice of issuing three original Bills ofLading has been largely superseded and now itis common to find only one being issued.

Should a cargo be sold before it reaches its

destination, the Bill of Lading must be endorsedby the original cargo buyer to show the newcargo owner.

Bill of Lading


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Bill of Lading

Due to delays in banking or trading chains, anendorsed original is not always to hand at thedischarge port. Accordingly, as an alternative to

presenting the original Bill of Lading to the shipmaster, a receiver may issue a Letter ofIndemnity (LOI) to the ship.


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B/L


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Certificate of Quantity


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A Certificate of Quantity is issued by the loadingterminal as, or on behalf of, the shipper and thecargo quantities declared as loaded may be

verified by an independent cargo surveyor. Thecertificate is of assistance to the shipmaster indetermining the quantities to be inserted in theBill of Lading.

However, the quantities as stated on the Bill ofLading remain the official record of the cargo asloaded.



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Certificate of Quality


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A Certificate of Quality provides the productspecification and quality in terms of physicalcharacteristics (such as vapour pressure and

density) and component constituents. It isissued by the loading terminal as, or on behalfof, the shipper or may be issued by anindependent cargo inspection service. Again, thedata contained in the document assists theshipmaster in signing the Bill of Lading.



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Certificate of Origin


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Certificate of Origin

A Certificate of Origin is a document issuedby the manufacturer or shipper,counter-signed by the customs authorities,which attests to the country in which thecargo was produced. It may be required byfinancial authorities in the importing countryso that they may assess import taxes orgrants. Unlike the previous two certificates, itis not complementary to or supportive of theBill of Lading but its distribution to shipper,carrier and cargo receiver is similar.


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Time Sheet


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Time Sheet

The Time Sheet records all salient port-times,from a ship's port entry until final departure. TheTime Sheet is usually prepared by an

independent cargo surveyor or the ship's agentand is checked and countersigned by theshipmaster and the shore terminal. Its purposeis to provide an agreed statement of factsrelating to the timing of events and delaysduring the ship's port call and is used tofacilitate demurrage claims.


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Time

sheet


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NOR

Cargo Manifest


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Cargo Manifest

A Cargo Manifest is usually prepared bythe ship's agent at the loading port or bythe shipmaster and lists all cargoes

according to the Bills of Lading. Itspurpose is to provide readily available datafor customs authorities and ships' agents

in the discharge port. The appropriatepreparation of the Cargo Manifest iscontrolled by the SOLAS & FALconvention.


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Certificate of tank fitness


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Certificate of tank fitness

A Certificate of Tank Fitness is usually issued bya specialist chemist from a cargo surveyingcompany and is issued where particular tank

cleanliness conditions are required prior toloading.

Certificate of Inhibitor Addition


136/137

136

Certificate of Inhibitor Addition

An Inhibitor Information Form is issued by theloading terminal or by the cargo manufacturer.

Inhibitor addition


137/137

Inhibitor addition

Date post:	14-Apr-2018
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Cargo Calculations Adv (137 Str.). Gas

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