A loading operation

The tanker
The oil tanker is a modern double hulled vessel that has six pairs of cargo tanks, and two slop
tanks, all being divided by a full height oil tight centreline bulkhead.
The maximum deadweight to which the vessel can load is controlled by her “Summer” load line.
The draft at the summer marks is 14.77 metres and equates to a deadweight of 99,999 mt.

Arrival condition at the load port

This is shown in the table.
Intermediate Fuel Oil (IFO) 348
Marine Diesel Oil (MDO) 76
Lubricating Oil 100
Fresh water 300
Stores 350
Constant 50
On board Quantity (OBQ) 0
Total Arrival Deadweight 1224

Loading orders
The loading orders will contain everything the Master needs to know relating to the forthcoming
voyage. Instructions regarding the appointment of agents, the periodic reporting requirements
relating to ETA’s, daily positions, actions in the event of emergencies etc. will be also included.
It is essential that the voyage orders are studied with great care, and fully understood. For the
purposes of this example, however, only the relevant instructions relating to the cargo itself are
provided.

Load Port Hound Point

Laydays 16-18 June 2002.
Grade to load. Forties Crude Oil
API 43.6
Load on Top Cargo to be loaded on top
Supplier: Grove Head Producing and Supply Corporation
Quantity to load Maximum cargo always constant with safe max arrival draft Trieste 16metres
Cargo temperature 88°F Approx
Destination Trieste

The bunker requirement

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The first calculation is to determine the quantity of bunkers required for the voyage.

The distance from Hound Point to Trieste is 3360 miles and the voyage time based on an
estimated speed of 14.00kts is exactly 10 days. The bunker requirement is estimated as
shown:
IFO bunker calculation M Tonnes
Consumption at the load port 12
Loaded voyage. 10 days at 48 tpd 480
Safety margin (7 days) 336
Sub-total 828
LESS
Quantity on board on arrival at load port 348
TOTAL IFO required at load port 480

A request to the Operator will therefore be made to arrange supply of this quantity at the load
port. Diesel requirements are obviously to be considered in the same way.

Factors that determine cargo load quantity

The controlling factors to be considered are:
(i) The total tank volume available for the cargo.
(ii) Any controlling draught restriction at the discharge port.
(iii) Do the orders stipulate any maximum stated quantity?
(iv) The vessel’s controlling load line.
(v) The API and expected loading temperature of the cargo.

(i) Tank Volume available

Reference to the Tank capacity Summary Table indicates that the combined capacity of all
cargo tanks plus the slop tanks is 117,873.8 cubic metres.
(ii) Controlling draughts
The charterer’s orders state that the quantity to be loaded is the maximum that can be lifted
consistent with a safe arrival draft of 16.00 metres at Trieste. As there are no controlling
draught constraints at the load port, it is immediately clear that the amount of cargo to be
loaded is not going to be reduced because of draught limitations because the tanker’s
maximum draught is less than 16.00 metres.
(iii) Stipulated Quantities
Frequently, charterers will be very specific as to the quantities that are to be loaded, and may
use terms such as maximum or minimum quantities. These terms are self evident. Another

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expression, “min/max” denotes that the actual quantity to load is that as specified in the
loading orders.

In this example, the charterer’s instructions do not specify any specific quantities, therefore
these considerations do not apply.

Factors that determine cargo load quantity

(iv) Load line
The vessel is loading during the month of June at Hound Point, which lies in the seasonal North
Atlantic Summer Zone. The discharge port, (Trieste) is within the Summer Zone, therefore the
vessel will load to summer marks.
(v) API and estimated loading temperature
The final consideration is that of the API of the cargo and the temperature at which it will be
loaded.

After consideration of the above factors, it is concluded that the vessel will load the maximum
cargo always consistent with the draught being not greater than 14.77 metres.
Cargo calculation
The vessel will be loading to meet the controlling draught of 14.77metres (Summer marks).
Two further factors must be now considered. These are:
(i) Will the vessel be loaded to its summer marks with one or more cargo tanks being
less than full? or
(ii) Will all the cargo and slop tanks be filled to capacity, but the vessel floating at
draught less than 14.77 metres? (Summer draught)

Cargo Tank Capacity - Summary

Compartment Capacity in Cubic
Metres
100% 98%
1 Port Cargo tank 7514.3 7364.0
1 Stbd Cargo tank 7511.3 7361.1
2 Port Cargo tank 10114.5 9912.2
2 Stbd Cargo tank 10110.4 9908.2
3 Port Cargo tank 10142.2 9939.4
3 Stbd Cargo tank 10138.1 9935.4
4 Port Cargo tank 10142.2 9939.4
4 Stbd Cargo tank 10138.1 9935.4
5 Port Cargo tank 10142.2 9939.4

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5 Stbd Cargo tank 10138.1 9935.4
6 Port Cargo tank 9775.7 9580.2
6 Stbd Cargo tank 9771.8 9576.4
Port Slop tank 2320.5 2274.1
Stbd Slop tank 2319.6 2273.2
TOTAL 120279.0 117873.8

The total capacity of the vessel’s tanks at 98% full is 117,873.8 cubic metres. This can be
converted into US barrels

117,873.8 cubic metres x 6.2898 US barrels per cubic metre = 741,402.6 US barrels. This is
called the Gross Observed Volume (GOV)

In this example, the cargo is expected to be loaded at 88°F and a volume correction factor
applied so that the actual volume required can be calculated.

Entering ASTM Table 6A for Generalized Crude Oils using an API of 43.6, the correction factor
for an API cargo of 43.6 at 88.5°F can be found. This is 0.9850.
The corrected barrels to load then is

741,402.6 X 0.9850 = 730,281.6. This is called the Gross Standard Volume.

Note: It is customary on tankers to refer to “Gross Standard Volume” as “Net Barrels”. “Gross
Standard Volume” and “Net Barrels” are the same.
Calculating The Weight

The ASTM Table XII provides the factors to convert US Barrels at 60°F to metric tonnes.
Entering table XII with an API of 43.6 provides a Tonnes per US barrel factor of 0.12818. The
weight of cargo that is to be loaded therefore can be now calculated by multiplying the GSV by
the Tonnes/US barrel factor.

Gross Standard Volume (Net barrels)

730,821.6 x 0.12818 = 93696.7 m tonnes

This is the estimated cargo that is to be loaded.

Actual cargo loaded

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The pre-loading calculation above, will provide a useful indication of the weights and volumes
that will be loaded, and of the departure condition. The actual quantities, however, can only be
accurately calculated at the completion of loading. The actual ullages and volumes are
calculated as follows:

Tank Actual Trim/List TOV Free Water GOV API at Temp VCF GSV
No. Ullage Corrn. Bbls Dip Bbls Bbls 60F F Table Bbbl
Cm 5A @60F
46318. 46318. 0.985 45623.
1P 1.17 1.17 16 NIL 0.00 16 43.60 88.7 0 39
46299. 46299. 0.985 45605.
1S 1.17 1.17 92 NIL 0.00 92 43.60 88.7 0 42
62345. 62345. 0.985 61410.
2P 1.24 1.24 85 NIL 0.00 85 43.60 88.7 0 66
62320. 62320. 0.985 61385.
2S 1.24 1.24 70 NIL 0.00 70 43.60 88.7 0 89
62516. 62516. 0.985 61579.
3P 1.26 1.26 94 NIL 0.00 94 43.60 88.7 0 19
62491. 62491. 0.985 61553.
3S 1.24 1.24 15 NIL 0.00 15 43.60 88.7 0 78
62516. 62516. 0.985 61579.
4P 1.24 1.24 94 NIL 0.00 94 43.60 88.7 0 19
62491. 62491. 0.985 61553.
4S 1.24 1.24 15 NIL 0.00 15 43.60 88.7 0 78
62516. 62516. 0.985 61579.
5P 1.24 1.24 94 NIL 0.00 94 43.60 88.7 0 19
62491. 62491. 0.985 61553.
5S 1.25 1.25 15 NIL 0.00 15 43.60 88.7 0 78
60257. 60257. 0.985 59353.
6P 1.08 1.08 64 NIL 0.00 64 43.60 88.7 0 78
60233. 60233. 0.985 59330.
6S 1.23 1.23 74 NIL 0.00 74 43.60 88.7 0 23
14303. 14303. 0.985 14089.
PS 1.16 1.16 66 NIL 0.00 66 43.60 88.7 0 11
14297. 14297. 0.985 14082.
SS 1.25 1.25 37 NIL 0.00 37 43.60 88.7 0 91

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TOTA TOV 74140 74140 GSV 73028
L 1.31 1.31 0.3

Note that in this instance, the trim and list corrections are nil. The list or trim of the tanker at the
time of taking the ullages must be applied in accordance with corrections that are contained in
the cargo tank calibration tables.
Cargo loaded summary

TOTAL OBSERVED VOLUME ( T.O.V ) 741,401.31

LESS TOTAL FREE WATER 0.00
GROSS OBSERVED VOLUME ( G.O.V ) 741,401.31
GROSS STANDARD VOLUME ( G.S.V ) 730,280.30
LOADED OIL VOLUME @ 60 F 730,280.30
LESS OBQ PRIOR LOADING 0.00
WCF TABLE 0.12818
METRIC TONNES 93,605.401
LONG TONS (OIL) 92,124.860

Deadfreight
Although the tanker is cubically full, the deadweight is less than the deadweight when the
tanker is floating at summer marks. A calculation is made to determine the difference between
the permissible deadweight and the actual deadweight used for cargo. This difference is called
deadfreight

Summer deadweight 99993.6

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Deductions
IFO 822
MDO 60
Lube oil 100
Fresh Water 360
Stores 350
Constant 50
OBQ 0
Total Deductions 1742

Summer deadweight, less deductions = 98251.6 Mt

Maximum dwt available for cargo
Actual Cargo loaded by weight 93605.4 Mt
Deadfreight 4646.2 Mt

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