![]() consistent datum points, allowances for vessel's list and trim, repeat measurements in poor sea conditions) and once a standard volume metric has been applied, then it should become apparent how much cargo resides in the cargo spaces Assuming this process is performed accurately (e.g. Typically, this is done by ullaging the headspace in the tanks and consulting the relevant calibration tables to determine the actual volume of those tanks the cargo now occupies, commonly referred to as the Total Observed Volume (TOV). ![]() Assuming there is no impediment to the assessment of a standard volume (with reference to a prescribed temperature), one then has to ascertain the cargo's actual volume, as transferred, by reference to the volume of the spaces it has been moved to and from. Pump up the volumeThe movement of oil and its products is best understood and measured in terms of standard volume rather than weight. This is where careful measurement becomes key. Whilst the carrier may be exposed to the risk of cargo loss during (i) loading, (ii) transit, (iii) discharge, and (iv) subsequently (OBQ/ROB losses) it would seem self-evident it is at loading and when the vessel receives her intended cargo that any margin for error remains within the carrier's control. Nor are they any less susceptible to factors such as "clingage" or unpumpable Remain On Board (ROB), but the point remains that most major inconsistencies arise due to errors in cargo accounting. This is not to say that oil cargoes, particularly unrefined crude, do not change volume (due to temperature) or emit gases on route In the main, cargo shortage claims on outturn tend to be the greatest source of issue but many of these, if not the vast majority, can frequently be explained because of a "paper" loss rather than an actual physical disappearance of product. Just as with many other segments of the shipping industry, in the oil trade, cargo claims can often be divided into two broad categories those relating to quantity of cargo as delivered and those concerned with the condition of the cargo as received. However, there is one aspect of STS cargo transfers is not so clear-cut should either or both vessels apply their respective Vessel Experience Factor (VEF) when assessing how much cargo has been transferred and received between the two? These types of arrangements are nothing new to Owners, crews or vessel operators and whether by virtue of express charter party provisions or in accordance with best practice industry guidelines, the mechanics of such operations are often clearly defined and understood by all parties. In various tanker trades, both dirty and clean, it is commonplace for vessels to load and discharge cargo via Ship-to-Ship (STS) transfer. Taken from the latest edition of Hellas Hilights, Senior Claims Executives Christos Aporellis and Alec Kyrle-Pope examine whether vessels should apply their respective Vessel Experience Factor when assessing how much cargo has been transferred & received in ship to ship transfer to avoid cargo claims.
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