BRITANNIA LOSS PREVENTION MARCH 2026 TANKER CARGO SHORTAGE CLAIMS CAN BE EXPENSIVE, AND THEY REPRESENT A MAJOR TYPE OF CLAIM THE CLUB FACES. Cargo shortages can also lead to customs fines in certain jurisdictions. The bill of lading (B/L) issued at loading contains the reference figure for the quantity of cargo shipped. Confirming the accuracy of this figure, along with any intermediate changes to cargo disposition is an essential part of defending cargo shortage claims. In the Club’s experience, a cargo shortage may be an actual physical loss of cargo or, in many cases, a ‘paper’ shortage where a difference in cargo figures manifests as an apparent loss of cargo. Regardless of the cause of shortage, the ship is likely to be suspected and should be prepared to prove that the shortage was not because of any error or lack of care by the ship’s crew. LIQUID CARGO SHORTAGES CALCULATION ERRORS CAN OCCUR AT ANY STAGE WHEN CARRYING A TANKER CARGO. Such discrepancies can have many causes. Most common are errors such as applying erroneous trim and list corrections, mistakes in applying petroleum correction tables, errors in cargo temperature measurement, and failure to correctly account for bottom line content. The use of incorrect API gravity or density values often supplied by the loading port after completion of cargo operations will also make a substantial difference to the final figures. Less common situations include tank volume data being no longer valid due to structural modifications, but these still must be considered and addressed when CALCULATION ERRORS 2 | BRITANNIA LOSS PREVENTION | GUIDANCE they occur. The ship’s crew must be provided with the most accurate tools and data to allow the best possible onboard measurement. Additionally, inaccuracies can arise during cargo measurements taken while the ship is at an open berth and experiencing swell conditions, which affects the reliability of the readings. These inaccuracies, caused by the movement of the liquid surface inside the tank, often lead to measurement errors during cargo operations, particularly in ship-to-ship transfers and at single buoy moorings. Shore measurement errors such as incorrect storage tank calibration, use of wrong line displacement quantity, or flow meter calibration errors can also contribute to differences between the ship’s figures and those on the B/L. The ship’s cargo officer can minimise these issues through careful and independent cargo calculations, verified against those made by the cargo surveyor. Regularly comparing figures received or delivered with shore personnel could also provide early indication of a problem with shore distribution. It is recommended that an experienced officer is physically present during tank gauging, to jointly agree on the readings with other cargo interests. The officer on cargo watch should also cross-check their readings with fixed shipboard gauges throughout cargo operations to identify any issues quickly. Proper consideration should be given to On Board Quantity (OBQ) at the port of loading, free water, line content, and any ullage port height corrections required as per the ullage table. It is important to gauge and calculate the cargo on board at every change in cargo quantity, whether due to loading, discharging, or transferring of cargo. Such gauging and calculations should also include the gauging of non-nominated tanks. Equipment such as Ullage, Temperature, Interface (UTI) tapes should be properly calibrated i