GAS Cargo

Measurement and Calculation

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 VAPOUR/LIQUID EQUILIBRIUM IN A TANK

Quantity of the liquefied gas cargo

• The quantity of liquefied gas cargoes loaded to, or discharged from, ships is measured and
calculated in a similar manner to other bulk liquid cargoes such as crude oils and petroleum
products.
This is done by finding cargo volume and cargo density and, after correcting both to the same
temperature, by multiplying the two to obtain the cargo quantity.

• However, unlike most other bulk liquids carried by sea, liquefied gases are carried as boiling
liquids in equilibrium with their vapours. Furthermore, they are contained within closed
systems.

This method of carriage involves the following considerations which lead to more complicated
measurement and calculation procedures than is the case for other bulk liquids:

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1. The inclusion of vapour in cargo calculations
• At all times when cargo is in the tank, vapour spaces contain the saturated vapour of the
cargo liquid. The vapour evaporates from, or condenses back into, the liquid during cargo
handling and no vapour is lost to atmosphere. The vapour is, therefore, an intrinsic part
of the cargo and must be accounted for in cargo quantification.

2. The difference between before and after quantities

• On discharge, it is common practice in some trades to retain on board a significant
quantity of liquid (heel) and its associated vapour to keep cargo tanks cool on the ballast
voyage and to provide suitable cargo quantities for cool-down before loading the next
cargo.
• On loading, the new cargo is added to the heel. Alternatively, if the ship has arrived with
warm tanks, bulk cargo is added to the product put on board for tank cool-down
purposes. Thus, at both discharge and loading, it is necessary to measure the vapour and
liquid content both before and after handling, in order to find the cargo discharged or
loaded.
3. Temperature and liquid level measurement
• Cargo loaded in a ship's tank may vary in temperature over the loading period. This may
be due to cargo coming from different shore tanks or to initial cooling of shore pipelines.
Liquefied gases have comparatively large thermal coefficients of volumetric expansion.
These are some three to four times those of petroleum products.
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Accordingly, the resultant variation in density of the cargo may give rise to stratification in
• A number of temperature sensors are usually provided at different tank levels and it is
important that all these temperature readings are taken into account to assess
accurate averages for the liquid and vapour. It is from these average temperatures
that the appropriate temperature corrections may be applied.

• Either by boil-off or by condensation, a tank's liquid and vapour content will adjust to
saturated equilibrium. However, this equilibrium may not be achieved immediately
after loading. It is, therefore, desirable to delay cargo measurement and sampling for
as long as possible, subject to the constraints of the ship's departure time.

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THE CONCEPT OF WEIGHT IN AIR
• The "mass" is the amount of matter in any given object, whereas its "weight" is
the force exerted by gravity on the object.
• The Mass of an object doesn't change when an object's location changes. Weight,
on the other hand does change with location.
The mass would be the same in space (i.e. zero gravity) but on earth, while the
weight is dependent on the force of gravity where the object is placed.

• The weight of an object has been standardised by international convention as the

mass of brass which will exactly balance the object, on a balanced arm, in air of a
specified density.
• This definition of the weighing process is important to the complete understanding
of the cargo calculation, since LPG cargoes are traded on a weight basis.

• The type of machine used in a weighing does not matter, since all devices are
calibrated according to the definition above.
• Variations in the gravitational field also have no effect upon the result of a
weighing, since the variation will affect each side of the balance equally.
• This means that the weight of an object is independent of both the type of scale
actually used and the location where the weighing takes place. 5
• LPG cargoes are conventionally traded by weight, although only the smaller quantities
carried by road or rail are directly weighed.
• The weight of a ship cargo is calculated by indirect means using the volume and the
density of the cargo.
• A difference from other petroleum cargoes lies in the fact that LPG vapour is also
present and needs to be taken into account. The presence of this vapour will produce
special considerations both in the case of direct weighing and also in the case of the
indirect derivation of weight. These two situations must be considered independently.
• The indirect weighing is the measurement of the cargo volume and the cargo density.
• Since the volume of the cargo is dependent upon temperature, it is necessary to specify
the condition of the cargo at which the weight is to be determined. The condition
chosen as the basis of the weight determination is a temperature of 15⁰C, with the
further assumption that the cargo is entirely a liquid at its boiling point.
• To analyse the weighing process quantitatively it is necessary to consider the forces
acting upon each side of the balance. On each side the force is composed of a
gravitational force acting downwards upon the mass with a buoyancy force due to the
displacement of air acting upwards. Archimedes principle must be used for the
determination of this upthrust.
• Although the mass of two cargoes may be identical but their volumes are not equal,
the upthrust caused by air displacement will be different and hence their weights will
be different.
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• An extreme case could be conceived in which two cargoes of equal mass were weighed, one
entirely as a liquid, and the other entirely as a vapour. The former would have a weight not
greatly different in magnitude from its mass; whilst the latter would have very little weight
due to its very large air displacement.
The use of a precise standard avoids this ambiguity.

• The mass may be calculated and this converted to weight by use of a conversion factor, which
depends upon the liquid density at 15˚C.
(The conversion factor used in this method is given by the short table at the introduction to
Table 56 of the ASTM/IP Petroleum Measurement Tables.)
• ASTM/IP - American Society for Testing and Materials/Institute of Petroleum (Great Britain)
• In summary
– the weight in air of an LPG cargo requires the whole cargo to be considered as a
saturated liquid at 15˚C.
– This cargo is then calculated as if balanced against brass weights of standard density in
air of a standard density.
– The mass of brass which achieves the balance is the cargo weight.
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 ASTM 56 (short table)

* Density at 15°C Factor for converting Density at 15°C Factor for converting
(Kg/L) Weight in Vacuo to (Kg/L) Weight in Air to Weight
Weight in Air in Vacuo
0.5000 to 0.5191 0.99775 0.5000 to 0.5201 1.00225
0.5192 to 0.5421 0.99785 0.5205 to 0.5432 1.00215
0.5422 to 0.5673 0.99795 0.5433 to 0.5684 1.00205
0.5674 to 0.5950 0.99805 0.5685 to 0.5960 1.00195
0.5951 to 0.6255 0.99815 0.5961 to 0.6265 1.00185
0.6256 to 0.6593 0.99825 0.6266 to 0.6603 1.00175
0.6594 to 0.6970 0.99835 0.6604 to 0.6980 1.00165
0.6971 to 0.7392 0.99845 0.6981 to 0.7402 1.00155
0.7393 to 0.7869 0.99855 0.7403 to 0.7879 1.00145
0.7870100.8411 0.99865 0.7880 to 0.8421 1.00135
0.8412 to 0.9034 0.99875 0.8422 to 0.9044 1.00125
0.9035 to 0.9756 0.99885 0.9045 to 0.9766 1.00115
0.9757 to 1.0604 0.99895 0.976710 1.0614 1.00105
1.060510 1.1000 0.99905 1.061510 1.1000 1.00095

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Density measurement
• Since liquefied gases are boiling liquids, the measurement of density requires laboratory
equipment not available on ships. Cargo liquid density is measured on shore and the
results are provided to the ship for its cargo calculations.

• The density of LPG cargoes is usually expressed in terms of kilogrammes per cubic metre
(kg/m3), kilogrammes per cubic deci-metre (kg/dm3) (equivalent to tonne/m3) or
kilogrammes/litre (for all practical purposes equal to kg/dm 3, 1 litre = 1.000028 dm3).

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MEASUREMENTS NECESSARY FOR THE DETERMINATION OF TANK INVENTORY

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• From the tank measurements the steps in the determination of the tank inventory
are as follows:

1. Read the temperature profile to calculate an average liquid temperature and an

average vapour temperature.(The average liquid temperature is the arithmetic
mean of all temperature points within the liquid and the average vapour
temperature is the arithmetic mean of all points within the vapour so long as the
tank is of constant cross section with depth.)
2. Read the liquid level, making any temperature and other corrections, which are
necessary.
3. From the liquid level calculate liquid volume using the tank calibration tables.
4. Calculate the vapour volume as the total tank volume minus the liquid volume,
again with due allowance for temperature,
5. Measure the liquid composition and hence calculate the liquid density at tank
temperature and pressure conditions.
6. Calculate the liquid mass as the product of liquid volume and liquid density.
7. Calculate the vapour density from the average vapour temperature and pressure.
8. Calculate vapour mass as the product of vapour volume and vapour density.
9. Calculate total mass as the liquid mass plus the vapour mass.
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MEASUREMENT OF CARGO TANK VOLUMES
• All ships are provided with a calibration table for each cargo tank. The calibration table
enables liquid and vapour volumes to be found from a measurement of the liquid level. A
calibration table is obtained from careful measurements taken at ambient temperature and
pressure after the ship is built. The volumes given in the tables normally assume the ship to
be upright and with no trim. The calibration tables, therefore, contain correction factors with
which to adjust the liquid level measurements in accordance with the actual conditions of
the ship's list and trim and with the cargo tank temperatures at the time of cargo
measurement.
• The principal corrections are:
– Trim correction
It is usual for tank calibration tables to be established assuming the ship to be upright (having a zero list).
Accordingly, where the tank gauge is not situated centrally and if the ship is listed, a correction to the
measured liquid level is necessary in order to enter the calibration table to get the correct liquid volume.
– Tape correction
Float gauge tapes pass through cold vapour spaces and, depending on temperature, will contract and
indicate a greater ullage in the vapour space — so leading to a lesser indication of liquid level. This
correction, therefore, adds to the indicated liquid level.
– Tape correction
The zero reading of a float gauge is determined by the manufacturer but is normally at 50 per cent float
immersion. If the cargo liquid has a temperature and density different from that assumed for the
manufacturer's zero determination, a small correction for float immersion will be required.
– Tank shell contraction and expansion
The cargo tank, having been calibrated at an ambient temperature, has a smaller volume at a cold cargo
temperature due to contraction of the tank material. If the liquid temperature is different from the vapour12
space
temperature, it is usual to apply separate correction factors to the liquid and vapour space tank volumes.
 Maximum quantity of cargo to load

• The maximum volume of cargo that may be loaded into a cargo tank is governed by the
relief pressure setting on the cargo tank safety valves.
The rule is that no more cargo should be taken than that which would occupy 98 percent
of the cargo space after allowance has been made for the cargo to expand to a
temperature, the saturated vapour pressure of which would lift the safety valve.

• In effect, this means that if for any reason it is not possible to refrigerate the cargo, the
cargo will expand as it warms up and, at the same time, its vapour pressure will rise, until
at a certain temperature, the increase in vapour pressure will cause the safety valves to
open and the excess pressure relieved up the mast.
The release of the excess pressure will cause the product inside the tank to boil, use up
latent heat and, in this manner, the cargo to refrigerate itself so that it will not get any
warmer.

• The ship must be so loaded that when the temperature/pressure of the cargo
corresponds to the safety valve relief setting and the cargo occupies 98 percent of the
cargo space.
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Maximum filling limit
• Maximum filling limit is the maximum volume liquid allowed to be loaded in
the cargo tank. It is stated in chapter 15 of the IMO gas code that the
maximum filling can be 98% of full tank volume. Filling limit depends on the
set point of relief valve and the density of the actual cargo.

• Formula for maximum volume liquid is as follows:

Filling limit = ρR /ρL * 98%
ρR - Density of reference temperature on the relief valve setting
ρL - Density for actual cargo temperature

• This means that if the relief valve setting is low, more cargo can be loaded
than if the setting is high. If there is a possibility to take off one or more of the
pilot valves, more cargo can be loaded. The time used for loading will also
increase if there is lower set point on the cargo tank’s relief valves.
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Sloshing
• A further point to be noted in respect of tank filling levels is that, large prismatic cargo
tanks, due to their width and shape, may suffer from substantial sloshing of cargo in
heavy pitching or rolling conditions. Such tanks, and particularly membrane-type tanks
which have no centre line wash bulkheads, may have prohibited filling levels in order to
avoid damage to tank structures or internal fittings.
• Typical controls on such tanks are a prohibition on all filling levels in the 10 to 80 per cent
range.
• If an unusual cargo distribution is requested and if this involves cargo tanks only being
part-filled, then it is usual for the shipmaster to seek further guidance from shipowners.
In such cases it is sometimes necessary for the owner to seek confirmation from the
ship's classification society before loading can start.

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 Procedure using dynamic flow measurement
• As a means of overcoming the uncertainties associated with static measurement of
cargo on shore, some modern terminals are being equipped with sophisticated
liquid and vapour flow metering with associated in-line sampling.
• This method allows flow rate and density to be continuously recorded at the flow
temperature and, by combining these outputs electronically, mass flow rate can be
provided and integrated to give total mass transferred.

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LNG quantification
• The foregoing discussion has been general in nature and applies to all liquefied gases.
• LNG trading, however, differs from other liquefied gas trading in two respects
affecting cargo quantification. Firstly, LNG is traded within long-term projects with
dedicated production, transportation and reception facilities. Secondly, cargo boil-off
during loaded and ballast voyages is used as ship's fuel.
• Accordingly, commercial cargo quantification is tailored to the particular project and
contract and this is usually on the basis of calorific value of cargo delivered. Calorific
value is derived from a knowledge of cargo composition and the mass of the liquid
transferred, with an adjustment made for the calorific content of the volume of the
vapour displaced. Thus, weight-in-air is not involved in the quantification of LNG
cargoes and mass is invariably calculated from liquid volume and density at tank
conditions.

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