Code: COM- T/ 3

CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014

Ver: 2.00
LOADING OPERATIONS Page 1 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

INDEX
3 LOADING OPERATIONS ................................................................................................ 1
3.1 CLASSIFICATION OF PETROLEUM .................................................................................................1
3.2 DETERMINATION OF GRADES .........................................................................................................2
3.3 CARGOES PERMITTED .....................................................................................................................2
3.4 VOYAGE ORDERS .............................................................................................................................2
3.5 CARGO PLANNING ............................................................................................................................2
3.5.1 Load plan: operational requirements for tank ship liquid ..................................................................5
3.6 CALCULATIONS .................................................................................................................................6
3.7 MAXIMUM CARGO .............................................................................................................................6
3.8 MINIMUM STORES .............................................................................................................................6
3.9 DENSITY OF WATER .........................................................................................................................6
3.10 INSPECTION OF TANKS PRIOR TO LOADING................................................................................6
3.11 SEGREGATION OF GRADES ............................................................................................................7
3.12 LOADING OVERALL (OVER THE TOP) ............................................................................................7
3.13 LOADING TO DRAFT .........................................................................................................................8
3.14 ALLOWANCE FOR EXPANSION .......................................................................................................8
3.15 SLOP TANK LOADING LIMITATION .................................................................................................8
3.16 SLACK TANKS ................................................................................................................................ 10
3.17 CARGO HEATING AND LOADING TEMPERATURES .................................................................. 10
3.18 CARGO OPERATIONS ORDER BOOK .......................................................................................... 11
3.19 MANIFOLD SIGNS ........................................................................................................................... 11
3.20 DEPTH OF WATER .......................................................................................................................... 11
3.21 PREPARATION PRIOR TO LOADING ............................................................................................ 11
3.21.1 Pre-loading operation check ...................................................................................................... 12
3.22 LOADING PROCEDURE.................................................................................................................. 13
3.22.1 Commencement of loading at off-shore buoy berths................................................................. 15
3.22.2 Commencement of loading through a stern line ........................................................................ 16
3.22.3 Loading at terminal having vapour emission control system ..................................................... 16
3.22.4 Toxic gases release at terminal ................................................................................................. 16
3.23 MULTIGRADE CARGO .................................................................................................................... 17
3.24 SAMPLES ......................................................................................................................................... 18
3.25 ULLAGING........................................................................................................................................ 21
3.26 COMPLETION OF LOADING........................................................................................................... 21
3.27 DEADFREIGHT ................................................................................................................................ 21
3.28 PREPARING FOR SEA .................................................................................................................... 21

3 LOADING OPERATIONS

3.1 CLASSIFICATION OF PETROLEUM

Generally it is sufficient to group petroleum liquids into two categories entitled non volatile and volatile defined in
terms of flashpoints as follows.
Non-volatile
Flashpoint of 60 degrees centigrade as determined by the closed cup method of testing. Some petroleum liquid
in this category are capable of producing an equilibrium gas air mixture within the flammable range when in

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 2 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

some part of the normal ambient temperature range, while most of the rest give equilibrium gas / air mixtures
above the upper flammable limit at normal ambient temperatures. Examples of the former are jet fuels and
kerosene and of the latter gasoline and most crude oils. In practice gasoline and crude oils are frequently
handled before equilibrium conditions have been attained and gas / air mixtures in flammable range may be then
present.
The choice of 60 degrees centigrade as the flashpoint criterion for the division between non-volatile and volatile
liquids is to some extent arbitrary. Since less stringent precautions are appropriate far non-volatile liquids it is
essential that under no circumstances is a liquid capable of giving a flammable gas / air mixture ever
inadvertently included in the non-volatile category. The dividing line must therefore be chosen to make
allowance for such factors as the misjudging of the temperature, inaccuracy in the flashpoint measurement and
the possibility of minor contamination by more volatile materials. The closed cup flashpoint figure of 60 degrees
centigrade makes ample allowance for these factors and is also compatible with the definitions adopted
internationally by the International Maritime Organization (IMO) and by a number of regulatory bodies throughout
the world.

3.2 DETERMINATION OF GRADES

Before the loading of a cargo is commenced, its grade shall be ascertained and the appropriate loading
precautions observed.

3.3 CARGOES PERMITTED

The vessel shall carry only those grades of cargo, which are permitted by the Ship’s Certificate of Inspection or
Classification.

3.4 VOYAGE ORDERS

Voyage and cargo instructions will be issued by the Operator and must be acknowledged on the day of receipt.
If there is any disagreement with the instructions the Operator and the management are to be advised.

3.5 CARGO PLANNING

When advised of the grades and quantities, the Chief Officer is to prepare a cargo stowage plan. The following
points are to be taken into consideration:
a. Stresses
b. Trim, list and stability at all stages of the voyage
c. Maximum uplift of grades
d. Deadweight and draft
e. Loading sequence, taking into account number of slack tanks permissible.
f. Any restrictions imposed by local regulations or by status of vessel’s
g. Measures to prevent contamination

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 3 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

If the Operator has suggested stowage, any difference is to be communicated to Operator and to the
Management.
When the Cargo Stowage Plan has been established a Cargo Handling Plan is to be devise and the plan is to be
discussed and agreed with the Terminal Representative before loading commences.
In accordance with regulations all vessels are supplied with an approved Loading Manual, which indicated
conditions of loading and ballasting with weight distribution structure.
The manual details the stress and stability data for the lightship conditions, and various ballast and loaded
conditions. The manual also contains full capacity, dead weight, stability, and hydrostatic particulars.
All tankers have a tendency to sag in the fully laden condition, and hog in the light condition. If these tendencies
are further aggravated by the unsatisfactory distribution of cargo, bunkers or ballast, unnecessary stresses will
be put on the structure of the vessel. This effect is cumulative and if made a regular practice can result in
structural failure.
In order to reduce stresses to a minimum, weight distribution for various conditions of loading as detailed in the
manual and verified by the stress and stability indicator are to be followed.
The ship is provided, as supplement to the stability booklet, with a dedicated stability computer approved by
class.
The main problem likely to be encountered is the effect on the transverse metacentric height of free liquid
surface in the cargo and double hull ballast tanks.
Depending upon the design, type and number of these tanks, the free surface effect could result in the
transverse metacentric height being significantly reduced. The situation will be most severe in the case of a
combination of wide cargo tanks with no centerline bulkhead, and ballast tanks also having no centerline
bulkhead (“U” tanks).
The most critical situation is when there is ballast / deballast double bottom ballast tanks during the discharging
/loading of cargo tanks , in fact if sufficient cargo and ballast tanks are slack simultaneously, the overall free
surface effect could well be sufficient to reduce the transverse metacentric height to a point at which the
transverse stability of the ship may be threatened.
This could result in the ship suddenly developing a severe list or angle of loll.
A large free surface area especially likely to threaten stability at greaten soundings (innages), with associated
high vertical centre of gravity.
It is imperative that ship’s personnel involved in ballast operations are aware of this potential problem and that all
cargo and ballast operations are conducted strictly in accordance with ship’s loading manual
Where fitted ,interlock devices, to prevent too many cargo and ballast tanks from being operated simultaneously,
thereby causing an excessive free surface effect, should always being maintained at fully operational order and
should never be overridden.
Before starting cargo operations Ch. Mate must make pre-calculation concerning the stability conditions during
the cargo operations, and must insert them in the cargo plan , which will detail the sequence of cargo and ballast
operations (i.e. initial and maximum loading rates, method of tank venting, emergency procedures, etc.) is to be
agreed between ship and Terminal.

LOADING SEQUENCE
1. Line up and check all cargo lines, valves, drains and P/V valve in order to ensure that all in good order
and in the correct position. The initial line -up shall be carried out under direction from Chief Officer. The
officer of watch should reconfirm that the line-up is as per the plan. The officer on watch should check

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 4 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

each valve physically to confirm its status is correct as per the plan. The OOW’s check shall be
completely independent of Chief Officer’s check. Once check completed then follow next step
2. Commence loading with low rate (about 500 cbm). Check around for possible leakages. Verify that
cargo is being flowing into the intended piping.
3. Open tanks in accordance with loading / discharge planning, increase loading / discharge rate to
maximum allowed.
4. Verify that cargo is being received in the correct tank (s) only (if loading).
5. Decrease loading rate to 500 cbm for topping up in accordance with load planning. Commence toping off
of cargo tanks as planned
6. Always comply with the following:
IMO required stability data:
- Max righting arm at angle: >=25 degr
- Righting lever at angle of heel 30degr or greater: >=0.20 m
- Area 0 to 30 degr: >=0.055 m*rad
- Area 0 to 40 degr: >=0.9 m*rad
- Area 30 to 40 degr or angle of flooding: >=0.03 m*rad
7. Enter vessel stability limitation data
(Take info from Stability manual and Damage Stability manual)
8. Loading sequence as per Company’s Form to be followed. OOW to check and verify discharge
sequence during the watch comparing the values with Load Computer. When the values entered into
each step of the sequence will be reached then can pass to next stage accordingly. Date and time and
signature entry into the form accordingly by the OOW
9. Every hour Cargo Rate Log Form to be fill in. This is mainly to monitor vessel’s stress and condition
taking the value straight from the Load Computer instead to print the condition every hour from. Every 2
or 4 hours a print out can be done at the discretion of Master or Ch Off
10. Only Sea Condition Must Be Used during cargo ops on Stability Computer
11. Bending moment and shear force: as less as possible but no more than 90% in order to maintain safe
stability and stress condition during all over the cargo ops and Sailing condition.

REMARKS.
1. Before commence any cargo ops pre-cargo operation check list to be carried out.
2. Before start cargo ops Ch Off to inform and instruct the deck Officers, Pumpman and Rating of the
agreed ops with terminal representative
3. Owner’s policy to load flammable cargoes into inerted tanks only. However independently to inerting
condition and type of cargo anti electrostatic precautions is required at all the time.
4. For stress, stability information sees Load Planning calculation sheet or loading computer.
5. For final tank-by-tank cargo or ballast ullages see Pre-Loading Procedure.
6. Ensure that, related to the cargo to be loaded, appropriate toxic tubes are on board. If not, a P.O. to be
raised in order that before loading will be supplied on board

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 5 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

7. To completed loading shore control valve should be closed first before the ship's valves.
8. Loading plan compiled in accordance with ISGOTT, Tanker Safety Guide – Chemicals if required, IBC,
Company Chemical Tanker Manual as required and related Company Procedures
9. During cargo operations PRINT OUT stability information every 4 hr, but hourly stability information to be
recorded into Company Rate Log form accordingly
10. REMEMBER to entry date and time of completion at each stage end as on Company Load/Discharge
Sequence form
11. Any operations with cargo and ballast must be noted in cargo log.
12. Safety Security round must be performed by watches as reported into SSSCL.
13. To monitor and pay attention to the changes in weather and sea conditions.The OOW shall observe the
weather and sea conditions, and pay great attention to their change. In one of the following cases, the
OOW shall call the Master (Chief Officer):
(1) Wind velocity: 15 m/sec or above
(2) Visibility: 2 mile or under
(3) Whirling angle: 45 degree or above
14. State of tide, expected state of tide and current (ebb and flow) must be available at all stage of the cargo
operation as well as ship passing traffic to be monitored, to avoid ship being moved along the dock by
tide, current, or passing ship traffic.
15. Pay continuous attention to the ship’s draught during cargo work, so that the limitations on under keel
clearance are not exceeded
16. When loading by loading arms, the alignment of the arms must be frequently checked to ensure the ship
is not creeping forward or aft due to uneven tending of the mooring lines. Both ship and shore must be
aware of the loading arm operating envelope and take timely action to see that the maximum limits are
not exceeded.
17. At single point moorings, a continuous watch must be maintained over the buoy and mooring hawser by
a crew member stationed in the bow.

3.5.1 Load plan: operational requirements for tank ship liquid

The procedure defines criteria and modalities for considering the tank ship liquid overfill during the preparation of
cargo plan.
Responsibility and duties for the implementation of this procedure are with Master / Ch. Officer for the control
and execution of the necessary actions.

General
All managed vessels are equipped for each tank, with an intrinsically safe high level alarm and a tank overfill
alarm, set at 95% and 98% of the cargo tank volume respectively.
According to CFR 46 § 30.39-1(e), a cargo tank must not be filled higher than:
1) 98,5% of the cargo tank level; or
2) the level of which an overfill alarm complying with § 30.20-7 (4): "Alarm early enough to allow the person in
charge of transfer operations to stop the transfer operations before tank overflows".
Operations

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 6 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

As our overfill alarm is set at 98% of the cargo tank volume, the Master and Ch. Officer, in order to meet the
requirements of CFR 39.30, have to make sure that:
- cargo pre-loading plan shall be prepared considering the tank level of cargo at maximum 97.5% of
the tank volume.
- cargo tank shall be loaded at no more than 97.5% of its volume. The intention is to have the overfill
alarm always available to set off even after loading. If the alarm is already activated after completion
of loading in a particular tank then if this tank overfilled for some reason, there is no way of alerting
the OOW.
- each alarm shall be tested not more than 24 hrs prior to start of the transfer operations so to verify
its good working
Test shall be recorded in the Test Log Book

3.6 CALCULATIONS
When the specific gravity / density of the cargo has been ascertained, the finish ullage of each tank should be
calculated so as to bring the ship to the appropriate draft and required trim on completion of loading. Such
calculations must allow for the weight of bunkers, fresh water and consumable stores on board. At the time of
sail and the daily consumption of these must be considered so that the requirements of the Load Line
Regulations will be met when entering the various Seasonal Zones.

3.7 MAXIMUM CARGO

The maximum cargo compatible with the Load Line Rules and the Charter Party must always be loaded.
Unnecessary quantities of bunkers and ballast are to be avoided.

3.8 MINIMUM STORES

Minimum quantities of fresh water and stores should be carried to enable maxi dead-weight cargo to be loaded.
Frequent checks should be made to accurately assess the weight of consumable stores against the constant in
the Builders stability information and any stipulation in the Charter Party.

3.9 DENSITY OF WATER

On each occasion of loading the density of seawater is to be established from a sample taken in adequate time
before completion of loading. Any necessary allowance should be calculated and its effect allowed for when
calculating the completion ullages.

3.10 INSPECTION OF TANKS PRIOR TO LOADING

The Chief Officer is to accompany the appointed surveyors and inspect each tank into which cargo is to be
loaded, and agree that the tanks are empty and in a fit condition to receive the
grade of cargo in accordance with the Cargo Stowage Plan.
The time tanks were inspected is to be recorded in the statement of facts and a Tank Inspection Certificate
issued.

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 7 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

On vessels with inerted tanks it will not be possible to visually inspect the tanks and they therefore must be
checked UTI/MMC dipping rod and proved dry or on board quantities (OBQ) entered on an Ullage Report before
loading commences.
Slops are to be measured and the ullage and amount recorded in the Ullage Report before loading commences.

3.11 SEGREGATION OF GRADES

Every care must be taken to avoid mixing of cargoes. Precautions to be taken include:
a. Cargo distribution must conform to the limitations of the vessel’s cargo system. Where segregated cargoes
are to be loaded the use of tanks served by common lines and pumps should be avoided.
In certain vessels this segregation may be achieved by the use of Master valves providing those two valves
separation is maintained between grades at all times.
b. Certain solvents require more than two valve separation and in these cases blank flanges or special soft
seat valves are to be used.
c. Tank bulkheads, pipelines and pumps must be tight in keeping with the proposed cargo layout. Specific
tests are to be made prior to loading when necessary.
d. Tanks, lines and pumps must be thoroughly washed through, drained and in a suitably clean condition for
the cargo to be loaded.
e. Setting of cargo valves must be carefully controlled and critical valves must be lashed. These lashings must
be removed under the direction of the Chief Officer. When vessels are fitted with power operated systems
and lashing is impractical. Controls must be labelled or other suitable means adopted to prevent accidental
operation.
f. Pressure / vacuum (P/V) valves must be in good operating condition.
g. Deck valve stuffing boxes, tank lids, tank cleaning hatches and ullage cover packing must be in good
condition to prevent the ingress of water. Shore hoses and rigid loading arms are to be checked to ensure
they are properly connected to the correct ship manifold.

3.12 LOADING OVERALL (OVER THE TOP)

Loading overall is not an approved practice in the crude oil and petroleum tank trades. It is normally only
encountered in the specialist liquid trades but only when certain conditions are satisfied.
Volatile or non-volatile petroleum having a temperature higher than its flashpoint by10°C, should not be loaded
over the top into a non gas free tank.
For non volatile petroleum having a temperature lower than its flashpoint by 10°C, may be loaded on top in
following circumstances:
 If the tank concerned is gas free , provided no contamination by volatile petroleum can occur
 If prior agreement is reached between Master and Terminal Representative
There may be specific port regulations relating loading over the top
Ballast or slop must not be loaded or transferred over the top into a tank containing a flammable gas mixture.

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 8 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

3.13 LOADING TO DRAFT

When loading a dead-weight cargo, vessels will load to the maximum draft permitted under the International
Load Line Regulations and company UKC policy. The draft / freeboard to which the regulation apply is the
observed draft / freeboard midships, and not a figure obtained by taking the mean of the fore and aft drafts.

3.14 ALLOWANCE FOR EXPANSION

In calculating the ullage to which the tanks are to be loaded, due allowance must be made for temperature
increases during the voyage either from climatic conditions or cargo heating. Excessive allowance must be
avoided so that cargo is not shut out unnecessarily.
Allowing for expansion, a cargo tank should never be loaded beyond 98% of its capacity. For slop tanks refer to
section 3.15.

3.15 SLOP TANK LOADING LIMITATION

It is company policy to load the Slop tanks up to 90% by volume OR the quantity as determined by using the
below mentioned calculation for Dump valve, whichever is lesser. This limitation is always to be adhered. In rare
circumstances where the Charter Party or voyage order requires an infringement of this policy, permission from
SQE department should be sought. Permission to load more than the maximum limit may be granted on case-
by-case basis by SQE departmentafter carrying out a thorough Risk Assessment.
Where dump valves are installed at the after end of the main deck, it should be ascertained whether opening of
the valves will actually result in the disposal of the spilled oil to the tank. U-bends fitted in the line allow spills to
be safely disposed of without first having to depressurize the tank, but this is dependant on the liquid level in the
U-bend being adequate to prevent back – flow of the vapour. For this reason the U-bend line should always be
filled with water.
The ullage of the cargo tank may also affect the ability to drain spills from the deck, particularly when the tank is
full, the U- bend is immersed in cargo and the vessel is trimmed. Below diagram illustrates the calculations done
to determine the minimum loading ullage of the Slop tank.

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 9 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

Dump V/V

UTI + Vapour 0.50 mtrs

Lock Corr

Main Deck
Total
2.40 mtrs
( Inert Gas )

1.20 mtrs
Ship Side

0.7 mtrs

( Cargo oil )

Void Space Slop Tank

Considering Worst Case Scenario

1) Inert Gas press 500 mmAq Exerted on liquid 0.5 mtrs
2) Corr for Stern Trim of 3 mtrs 0.03 mtrs
3) 1 Deg list towards the side of Spillage 0.03 mtrs
4) Deck Spillage Contents to accommodate in the slops (5% of
0.14 mtrs
Ullage)
5) UTI + Vapour Lock Correction 0.5 mtrs
6) Height Under Deck to U-Tube Inlet 1.2 mtrs
Total 2.4 mtrs

Emergency Spillage Containment Using the Dump Valve using the worst case scenario During Cargo
Operations with Inert gas Press of 500 mmAq with a stern Trim of 3 meters and List of 1Deg Towards the side
of spillage. Draining the Deck Spillage would only be Possible through the Dump Valve U-Tube if there is

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 10 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

Reserve Ullage space in the Slops. In the above exampleSlops should never be loaded to an Ullage less than
2.4 meters. Such a calculation shall be made onboard and posted in Cargo control room.
3.16 SLACK TANKS
Slack tanks are to keep to a minimum. Vessels must comply with IMO’s “Intact Stability requirements” on
tankers during liquid transfer operations.

3.17 CARGO HEATING AND LOADING TEMPERATURES

Heating coils are to be blown clear and tested prior to loading cargoes which require heating and blown clear
prior to loading a product which is not compatible with the heating medium. Any leaks discovered are to be
repaired accordingly. In case the leak cannot be repaired, the line should be blown through from both ends and
isolated. Additionally the temperature monitoring equipment is to be tested and calibrated.
Cargo is to be heated in accordance with instruction contained in the voyage orders. When a heated cargo is
being carried the engine room observations tank (Hot well) is to be closely monitored for indications of leakage in
the heating coils. If any such leakage is observed precautions must be taken to prevent the product from
reaching the boiler.
Unless the ship is specially designed for carrying very hot cargoes, such as bitumen carrier, cargo heated to a
high temperature can damage a tanker’s structure, the cargo tank coatings and equipment such valves, pumps
and gaskets.
Master should consult the ship operator whenever the cargo to be loaded has a temperature in excess of 60°C.
Master should notify SQE department if any heating limitation is posed by tank coating, structure, valves,
gaskets and pumps below 60°C.
The following precautions may help to alleviate the effect of loading hot cargo:
 Spreading the cargo throughout the ship as evenly as possible to dissipate excess heat and to avoid
local heat stress
 Adjusting the loading rate in an attempt to achieve a more reasonable temperature
 Taking great care to ensure that tanks and pipeline are completely free of water before receiving any
cargo that has a temperature above the boiling point of the water
If heated cargoes have not been loaded since the previous 3 months prior, then prior to loading heated cargoes,
a “Steam Trial Test” shall be carried out.
 The steam traps shall be maintained in accordance with the maintenance schedule.
 Vessel should check that the proposed loading temperature does not exceed the maximum loading
temperature for tank coating, structure, valves, gaskets and pumps.
 Cargo plans should take into account changes in ullage space due to cargo temperature fluctuations,
with special regard to expansion of cargoes.
 On loading heating cargo, special precautions shall be taken to efficiently drain all lines into the tanks,
after operation.
 Also due regard to be considered where certain cargo is present (ie if heated cargo is present in entire
bottom line and non heated cargo is stowed adjacent, it may so happen that the section of bottom line
passing through the non-heated cargo tank section may solidify in the line.)

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 11 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

In certain cases, it may be required to strip the lines to avoid such problems.
Should there be any request to heat cargo beyond that of the valve safe maximum temperature then the
company must be advised

3.18 CARGO OPERATIONS ORDER BOOK

For the guidance of all personnel involved in cargo operations, the Chief Officer shall issue written instructions in
the Cargo Operations Order Book for all operations planned.

3.19 MANIFOLD SIGNS

When loading multi-grade cargoes the Chief Officer is to ensure that signs indicating the correct manifold
connection for each grade of cargo are displayed before shore hoses are connected.

3.20 DEPTH OF WATER

Before commencing cargo operations the depth of water alongside shall be checked and cargo operations
conducted so that the vessel remains in compliance with company UKC policy at all times.

3.21 PREPARATION PRIOR TO LOADING

Before commencing loading all items in the ISGOTT Safety Guide Ship / Shore Safety Checklists are to be
checked and confirmed.
The Chief Officer is to compile a separate Checklist for the ship, which is to detail the following items:
a. Pumproom fans operating (where applicable).
b. Pumproom ventilators properly trimmed (where applicable)
c. Inert gas system isolated.
d. Tank vent valves properly set.
e. Cargo valves in pumproom and on deck set.
f. Pumproom bilge alarm operative.
g. All void spaces including pumprooms, cofferdams, peak tanks checked for leaks or flooding.
h. Portable and fixed gas detection equipment tested and ready for use.
i. Breathing apparatus tested and ready for use.
j. Pumproom safety harness and hoisting line rigged.(where applicable)
k. Overboard discharge valve closed and sealed.
l. Tank lids, tank cleaning hatches, ullage ports closed.
m. Cargo loading rates and pressures agreed upon.

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 12 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

n. Warning notices posted.

o. Red flag and red light exhibited.
p. Sea suction valves closed and sealed.
q. Cargo hose connection tight, drip trays and scuppers plugged.
r. Tanks checked to ensure cargo entering nominated tanks.
s. Sufficient personnel on duty.
t. Written instructions from the Chief Officer ready by all personnel involved in operation.

3.21.1 Pre-loading operation check

Before starting loading operations, the Ch. Officer must instruct with a specific meeting, all the key persons
involved in the cargo operations, about the loading plan, ballast operations, dangerous situations that can be
occurred with the present cargo, first aid procedures and anti pollution measures for the present cargo. The
meeting must be recorded in the cargo operations log book.
The loading plan must contain all information concerning the cargo operations, such as sequence of cargo rate,
number of hoses, handling of ballast, ship's stability and stresses, the Ch. Officer must include the frequency of
control of temperature and ullages that must be compared with fixed electronic mean. Cargo pre-loading plan
shall be prepared considering the tank level of cargo at maximum 97.5% of the tank volume.
The plan must be signed by the Master for the approval and from every deck officer for acknowledgement and
fully understanding
The plan should clearly specify the sequence of loading and the tank change over procedures. The necessity of
opening of the next set of tanks prior closing the tanks in use and monitoring of manifold pressure while
changing over the tanks must be emphasized in the plan.
The loading plan should contain detailed information on the ballast operations sequence and relevant
information on stress and stability condition expected.
The plan must be discussed and agreed also with Loading Master.
In accordance with Company check list before starting loading operations, additional checks must be carried out
on the operational of equipments / instruments to be used during the loading.
Particular care must be paid on check of good working conditions of P/V valve, 95% and 98% cargo tank alarm,
portable and fixed gas measuring instruments calibrated, battery fully charged, Ex communication radio fully
working and battery fully charged, anti pollution equipment available and ready to use, all scuppers, drip tray and
save all plugged, fire equipment available and ready to use.
Relevant MSDS for the present cargo, copy of fire plan, updated crew list and emergency contact list should be
available close the gangway.
Proper loading procedures must be fully discussed and agreed with Cargo Surveyor / loading master, maximum
loading rate must be clearly indicated, method of communications agreed and verified. Common emergency
signal and emergency procedures must be discussed and fully understood by ship and shore staff.
All other checks must be in accordance to the ship/shore safety check list. The checklist must be filled and
signed by Ch. Mate and Loading Master. These check lists are issued in the mutual interest of the ship and
terminal.

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 13 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

Where it is required, repetitive checks must be carried out at the agreed interval of time and signed by ship and
shore personnel.
It is imperative that the loading master provides the below information:
 Any kind of toxic components present in the cargo, (i.e. H2S or benzene)
 Tank venting required system
 Maximum pressure available at manifold connections
 Stand by time for pump stopping
The Chief Officer or his delegate is to accompany the appointed surveyors and inspect each tank into which
cargo is to be loaded, and agree that the tanks are empty and in a fit condition to receive the grade of cargo in
accordance with the Cargo Stowage Plan.
The time tanks were inspected is to be recorded in the statement of facts and a Tank Inspection Certificate
issued. On vessels with inerted tanks it will not be possible to visually inspect the tanks and they therefore must
be checked by UTI/MMC dipping rod and proved dry or on board quantities (OBQ) entered on an Ullage Report
before loading commences.
Slops are to be measured and the ullage and amount recorded in the Ullage Report before loading commences.
Prior commencing the operation the responsible officer must ensure that the personnel involved in connection
and disconnection of cargo arm/hose proper and correct protective equipment to be worn.
Ship's personnel should be kept informed over the public address system and reminded of the strict need to
obey "NO SMOKING" signs, and other regulations, such as keeping accommodation doors, external intake of air
for air conditioning system closed, whilst de-ballasting, loading.
A vessel must be organised at all times to handle emergencies and the failure of equipment. For this reason it is
necessary to have the deck watch fully conversant with the communication media by which the terminal can be
requested to stop loading operations.

3.22 LOADING PROCEDURE

On completion of tank inspection and when the shore hoses are connected the ship valves should be opened in
the following order:
a. Valves in the pumproom for vessels loading through the pumproom.
b. In vessels, which do not load through the pumproom, all pumproom valves are to be shut and
secured.
c. Master and cross over valves.
d. Gas venting valves in the tanks to be loaded.
e. P/V valves secured in the open position.
f. Tank valves for the initial tanks to be loaded.
g. Loading valves at the ship manifold.
Before opening any valves in the pumproom, the sea valves and valves immediately inboard are to be checked
to ensure they are tightly closed.
When all the valves have been set and all is ready, the signal to begin loading at the agreed initial rate should be
given. At this stage check shall be made at the flexible hose coupling, pumprooms and to ensure the oil is
entering the correct tanks.

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 14 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

It is necessary start at the slowest rate as possible (but not exceeding 500 m3/hrs), better if it is possible start by
gravity, and start to fill only one tank per time to prevent the formation of static electricity inside the cargo tank
(for non-inerted ships),, to check that there are no leakage on ship’s cargo line or manifold connection and for
verify that all proper valve are fully open.
Once that in all cargo tanks the 1st foot has been completed and when the Chief Officer is satisfied that all is in
order, the loading rate can be increased to the maximum agreed At this moment particular attention must be
paid at manifold connection, to check the tightness of the connection until agreed flow rate or pressure is
reached
When the oil level in the tanks is approximately 50% a sample should be taken and temperature specific gravity
determined. Previous calculations are to be checked any necessary adjustments made to the final ullages.
The loading rate is to be monitored by taking hourly ullages and the completion time estimated and the present
situation of cargo on board and of stress and stability condition, should be compared with the pre-calculation
made by Ch. Officer.
To avoid excessive pressure on the flexible hoses and pipelines when changing over from one set of tanks to
another, before the change over, the valves to the next set of tanks should be slightly opened. Ensure that they
are operating correctly and that oil is actually entering the tank.
The Chief Officer under Master’s Delegation is responsible officer for all the cargo and ballast operations, and
must be called for any doubt or anomalies situations by the officer on watch, but this does not relieve the officer
on watch of his duty and responsibilities during the cargo operations. It means that the officer on watch should
know, read and sign the loading plan.He must be fully aware on the status of loading and ballast, estimation time
of completion and if some stop of cargo operations is planned.
During the loading operations, the officer on duty should check and verify at regular interval:
 that cargo is loaeded in the designated cargo tank,
 ship’s loading rate must be taken at least hourly and compared with shore figure to identify any
discrepancy
 The ship’s stress should be checked in accordance with Company’s instructions / procedures and
should include the observation and the record of shear force, bending moments, torsional stress and all
other relevant stability information.
 Inspections of cargo deck and over-side area for any leakage. Where is possible, during darkness, the
water space around the vessel should be illuminated to better identify any oil spillage in the water
The officer on watch must also take care about the deck watches, he must check and verify that moorings line
are frequently checked and adjusted, that there is no any cargo leakage on deck or at shore.
The changeover of watch should not take in place if there is imminent change of cargo tank or if ballast tank is
close to be completed. The officer on duty must wait the completion of operations and only after that he can
pass the watch.
Particular care must be kept during loading of cargo, concerning the pressure in the cargo tank.
The ship should advise the terminal when the final tanks are to be topped off and request the terminal, in
adequate time, to reduce the loading rate sufficiently to permit effective control of the flow on board the ship.
The following points are to be considered during “topping off”:
1. The pre-loading meeting must include agreement on the arrangements and notice required for "topping-
off". The number of valves to be closed during "topping-off" should be reduced to a minimum.
2. Communications - both internal & external is verified to be in order.

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 15 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

3. The loading rate should be reduced to a safe level. This will require a request to the shore to reduce the
rate for the topping-off of cargo tank that should be done at the lowest rate as possible, to avoid any risk
of cargo tank overfill and where is possible the completion of loading should be done by gravity. Ship
tank valves should not be used to reduce the rate as this can lead to pressure surges or excessive
pressure in the system.
4. If pumps to be used for the completion of loading, their rate must be regulated in the way that shore
personnel can close the valves as soon as requested by vessel.
5. Portable UTI/MMC ullage gauges should be used for "topping-off". Remote gauges should only be used
for cross reference. The ullages off topped-off tanks should be checked from time to time to ensure that
overflow do not occur from some leaking of valves or from some incorrect operation.
6. The Vessel is kept upright as far as possible during topping operations and thereafter until completion of
loading.
7. Tanks not being loaded must be frequently checked for leakage.
8. The final stages of tank filling should be well staggered to ensure that only one tank is being "topped-off"
at any one time. After "topping-off" individual tanks master valves should be shut, where possible, to
provide two valve separation.
9. One tank in each grade should always be kept slack as a "Dump tank". If a valve failure or major leak is
experienced, so that a tank being "topped-off" cannot be closed off, the availability of a "crash tank" will
provide space to divert the flow during an emergency reduction in rate or complete stoppage. The
"Dump tank" would always be the final tank to be loaded.
10. The ship’s personnel must wait that the shore’s valves are closed before close the ship’s valves.
11. After completion of loading operations and closure of valves, the Chief officer or his delegate should
check that all valves in the cargo system are fully closed.

3.22.1 Commencement of loading at off-shore buoy berths

Before commencement loading operation at an offshore buoy berth, the ship and the terminal must clearly agree
on the communication system to be used for the control of the operations
A secondary system of communication should be provided and ready for use in case of failure of the primary
system.
It is necessary start at the slowest rate as possible, better if is possible start by gravity, and start to fill only one
tank per time to prevent the formation of static electricity inside the cargo tank (for non-inerted ships), to check
that there are no leakage on ship’s cargo line or manifold connection and for verify that all proper valve are fully
open.
Once that in all cargo tanks the 1st foot has been completed, the loading rate can be increased to the maximum
agreed, in this moment particular are must be paid at manifold connection, to check that the tightness of the
connection is granted until agreed flow rate or pressure is reached.
A watch on deck close to the manifold area must always be present in the way to immediately detect any
leakage.
During the darkness manifold area must be always adequately illuminated and if possible and safe a bright light
should be shown on the water in the vicinity of the hose

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 16 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

3.22.2 Commencement of loading through a stern line

Before commence the loading operation trough the stern line, a dangerous area of not less than 3 meter of
extension from the manifold connection, must be clearly identified and marked and no any unauthorised
personnel is allowed to entry in this area during all loading operation.
As per normal loading operations a deck watch should be always maintained for any leakage.
All door to entry in enclosed spaces and all air inlets must be fully closed and fire fighting equipment must be
ready to use close the manifold.

3.22.3 Loading at terminal having vapour emission control system

When the ship is loading at a terminal, the vapours are collected as they are displaced by the incoming cargo
and are transferred ashore by pipeline.
The ship is connected with terminal by an additional stream of vapours, thereby introducing into operation
additional risk that must be preventive assessed by ship’s personnel.
IMO has developed international standard for design, construction and operation of vapour collection system on
tanker and the OCIMF has issued guidance on vapour manifold arrangements.
To guard against the possible misconnection of the ship’s vapour manifold to a terminal liquid line, the vapour
connection should be clearly identified by painting the outboard 1 meter section with yellow and red bands and
by stencilling the word “VAPOUR”. For full details please also refer to the OCIMF publication “
Recommendations for Oil Tanker Manifold and Associated Equipment”
As per all closed cargo operations, particular care must be paid to the cargo tank pressure. The connection to a
vapour emission control system result in pressures within the ship’s vapour spaces being directly influenced by
any changes that may occur within the terminal system.
For this is important to check that all cargo tank P/V valves are fully operational and that loading rate not exceed
the maximum allowable rates.
In addition, pressures within vapour collection piping systems should be continuously monitored by sensor that
incorporate high and low pressure alarm functions connected to audible and visual alarm.

3.22.4 Toxic gases release at terminal

The procedure defines criteria and modalities to manage the situation in which a toxic gases release happens.
Responsibility and duties for the implementation of this procedure are with Master and Safety Officer for
instructions to the crew and control of the actions.

General
Master and crew take into consideration that special precautions need to be taken when vessel carries cargoes
containing toxic substances in concentrations to be hazardous.
Loading terminals have the responsibility to advice the master if the cargo to be loaded contains hazardous
concentration of toxic substances.
This information requires to be exchange by the ship/shore safety check list.
The ship must also advice the terminal and any other tank inspector if the previous cargo contained toxic
substances. The information of the product to be handled should be available on board the ship and ashore
before and during operation. The information should include:

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 17 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

 A cargo stowage plan

 A full description of the physical and chemical properties, including reactivity, necessary for the
contentment of the cargo
 Actions to be taken in the events of spills or leaks
 Counter measures against accidental personal contact
 Fire-fighting procedures and fire-fighting media
 Procedures for cargo transfer

Procedure implementation
Considering the fact that health is defined by irritant or toxic effect on the skin r the mucous membranes of the
eye, nose, throat and lungs in the gas or vapour state, in case such symptoms are experienced, Master and his
crew must comply with following emergency procedure for toxic gas release:
1. To stop immediately loading or discharging operation, alerting all crew on board and the terminal for the
danger
2. To assist any person onboard intoxicated or contaminated by toxic gases
3. To wear immediately a breathing apparatus
4. To stop all kind of ventilation inside the accommodation and in engine room
5. To detect by portable vapour detector instrument available for the product to be handled in order to access
the vapour concentration to ensure the concentrations of vapour exceeding the Permissible Exposures
Limits (PEls) of the toxic substances
6. To start the fire pump water spray system on deck area, in order to decontaminate the atmosphere around
the vessel
7. To use safety shower and eye rising equipment in order to assist any person who may need help
8. To investigate the source of the toxic gas release
In case no source of toxic gases release has been found, it is suggested to resume loading operations, reducing
loading rate, in order to minimize the emission of gases.

3.23 MULTIGRADE CARGO

When a vessel is scheduled to load more than one grade of cargo at a terminal, every effort is to be made to
handle two or more grades simultaneously.
At all times during loading, carriage and discharge of multigrade cargoes there must be a minimum two valve
separation and care must be taken to avoid admixture via the inert gas main or common vent lines.
When working out a stowage plan, it can happen that segregation purposes, a common line is used to
load/discharge cargo of two different grades in two tanks of the same group.
In that case, the Master has immediately to advise Operations dept. that will communicate to the master if he will
be authorized to proceed in accordance with charterers orders.
Once authorization received from Operation dept., the Master has to establish the loading and discharge
sequence during the pre-loading or pre/discharging meeting and communicate same to all parts concerned in
due time.

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 18 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

The grade to be loaded first is the most delicate one for example of naphtha and gas-oil are involved, naphtha
will be loaded first and discharged first followed by gas-oil.
Prior of commencement of simultaneous loading of two or more grades of cargoes, Risk Assessment is to be
carried out.

3.24 SAMPLES

Handling cargo samples

The procedure defines criteria and modalities for taking and handling cargo samples safely.
Responsibility and duties for the implementation of this procedure are with Chief Officer, OOW and deck crew for
checking and execution of the necessary actions.
New deck crew must be trained to the procedures to be followed for the sake of the safety and Industries
Standard Requirements
If the charterers request open sampling of cargo tanks, the SQE department should be contacted for guidance
and approval.
Taking and Handling cargo samples
Cargo sampling is a risky operation. Physical contact of cargo vapour or spray may cause serious injury,
especially when handling chemical cargoes.
Our vessels are classed for closed cargo operation system. Release of small amount of cargo may cause
spillage on deck and air pollution as well.
Closed gauging or sampling will be undertaken using the fixed gauging system or by using portable equipment
passed through a vapour lock. Such equipment will enable ullages, temperatures, water cuts and interface
measurements to be obtained without relies any cargo vapours.
Cargo tank may be in a pressurised condition, the opening of vapour lock valves, ullage ports or covers and the
controlled release of any pressure should be undertaken by authorised personnel only. For these reasons, it is
absolutely necessary to comply with the strictest safety regulations and the requirements of the material safety
data sheets
When sampling, care must be taken to avoid inhaling gas. Personnel should therefore keep their heads well
away from the issuing gas and stand at right angles to the direction of the wind. Standing immediately upwind of
the ullage port might create a back eddy of vapour towards the operator. In addition, depending on the nature of
the cargo being handled, suitable protective gear should be worn as required before start any sampling
operations (For better information refer to ISGOTT, chap. 11.8.1)
When handling a static accumulator cargo, should not be lowered into a tank any cargo sampler and or a metal
sampling cans which is not bonded to the ship's structure. A period of 30 minutes should elapse after loading
has been completed to ensure any static charges have been dissipated before any unbounded of equipments.
For protection against possible cargo claims it is very important that cargo sampling is correctly carried out.
It is recommended at the pre cargo ops meeting to agree with Loading Master or Terminal representative,
depending on the cargo involved, sampling procedure, series of samples are to be taken and in case required a
risk assessment to be carried out. Master to ensure that charter party conditions are respected where required.

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 19 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

Unless specified otherwise, as a general rule, a sealed sample should be taken for every tank carrying cargo.
Samples taken by the vessel bearing no signature from the surveyor or other authorised person, unless a very
good documented sample log is kept by the vessel, have no real value as evidence in legal actions.
Samples must be taken at the manifold prior to releasing cargo to the tanks to ensure that Shippers lines are
clean.
In order to detect sources of cargo contamination and for use as evidence in the event of a claim arising from
cargo contamination, samples of each cargo carried shall be taken as follows:

All vessels:
 A 1-litre line sample of each grade is to be taken from the shoreline and at manifold upon beginning of
loading operation (one sample for each connection) immediately after commencing each grade.
 A 1-litre line sample in each cargo tank, and if specifically requested by charterers, when cargo level
reaches 1 foot. “ First Foot sample “ refers to filling the tank approximately at one foot innage level.
However, with solidifying cargo, sufficient cargo should be in the tank to cover the total length of the
heating coils (where present)
 Line flushing
o If a product is to be loaded into several tanks, either a certain amount of cargo is transferred
from tank to tank until in the last a foot sample can be taken, or all tanks will receive ‘one foot’
cargo.

 Upon completion of loading in each cargo tank separately

 A composite sample i.e. a mixture of cargo of all cargo tanks has also to be taken.

Clean petroleum product vessels:

In addition to line sample, 1 litre sample is to be taken from each cargo tank approximately 30 minutes after
completion.
Samples are to be taken at approximately the half depth of the tank.

Dirty petroleum products and crude oil vessels:

In additional to line samples, 4 x 1 litre composite samples of each grade carried are to be taken.
When the samples are taken, the Ch Mate and or the OOW are in charge to supervise the sampling operations
and procedures and the operation should be witnessed by the attending Surveyor appointed by
Charterers/Receivers or a Terminal Representative. The sample should be sealed, labelled. The samples taken
must be labelled and label must show following:
a) Date and time
b) Voyage Nr
c) Name of Cargo

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 20 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

d) Cargo Tank under loading

e) Manifold interested
f) Where taken if at manifold, first foot, line flushing, during
loading, final sample and or composite sample, etc.
g) Seal to prove integrity
Once and every time a cargo sample is taken entry is to lodged into the Port Log or Deck Log Book and or Time
Sheet as required.
Vessel must retain two set of cargo samples collected in sealed bottles: one is for the ship and must be retained
on board for one year after the cargo has been discharged, the second is for the Receiver and it should be
handed over to the Receivers surveyors only once the cargo will be accepted at discharging port. All samples
must be kept in a safe and dedicated place covered by fixed fire fighting system.
The sampling bottles must be filled entirely in order to avoid prejudice to the sample quality. In-fact if much
space is left empty in the bottle, the product may lose part of the volatile fractions jeopardizing flash point, Vapor
Pressure and other characteristics.
A written request to witness and seal samples has to be submitted to the surveyor as per wording provided in
"Request for witnessing and sealing vessel's cargo samples" .
The set of samples, as described above, has to be sealed and signed by both vessel and surveyor or Loading
Master. Once same signed samples are to be kept in a safe dedicated place.
The set of samples taken on board signed by the surveyor and kept on board is not to be surrendered to third
parties unless expressly so instructed by the owners Operations and/or Legal dept .
Sample sets are to be kept on board for one year. A record should be maintained on board of the date of
sample, name of sample, date of disposing, method of disposing. In case surveyor refusal to sign set of samples
Master has to issue letter of protest as per wording provided in "Letter of protest for sampling".
Other samples shall be taken during the loading from cargo tanks. Such samples must be sealed and signed by
both parties; ship/shore representative and one sample for each grade of cargo shall be retained on board.
Samples must be stored in designated area and well secured. If the samples are in glass bottles, care should be
taken to stow them safely to avoid breakage of bottles.

Storage and disposal procedures

Storage as follow:
 Cargo sample must be all the time stored in sample locker and never left placed to inappropriate places like
CCR or main deck.
 The storage space should be made of materials fully resistant to the different chemicals / annex I intended to
be stowed and to be cell divided in order to avoid damage between each other
 Adequate ventilation (not necessarily forced) is to be provided at the storage space
 Samples that may react with each other dangerously are not to be stowed close to each other
 Cargo Samples must be kept on board for a period not less then 12 months

NOT CONTROLLED WHEN PRINTED

 Code: COM- T/ 3
CARGO OPERATIONS MANUAL- TANKERS Date: January 01, 2014
Ver: 2.00
LOADING OPERATIONS Page 21 of 21

References: SQE Manual; ISM Code; ISO 9001; ISO 14001; OHSAS 18001

Disposal as follow:
 Samples should only be disposed to approved shore reception facilities and receipts for the disposal must
be obtained and maintained onboard
 Samples must only be released to third parties under direct instructions from Charterer’s and/or
Management Office and a detailed receipt has to be obtained for each sample.
 Samples relating to a cargo claim may only be handed over to a representative of a P&I Club and after
getting a receipt for the same

 When a sample can be disposed can be added to a tank cleaning slop or, ROT tank where it is inside same
category / type / nature of cargo and then disposal as per regulations
Once one of the Storage/Disposable ops is carried out entry must be made in to Cargo Sample Log and Cargo
Record book as appropriate with the required information
Records of disposal of all samples (including a record of receipts when these are disposed ashore) is to be
maintained by the Chief Officer

3.25 ULLAGING
On completion of loading, the ullage and temperature of each tank loaded is to be taken, water dips made and
quantities calculated and detailed in Ullage Report.

3.26 COMPLETION OF LOADING

On completion of loading all cargo valves are to be shut down. When going from cold to hot climate,
consideration should be given to keep some deck line valves open to allow expansion of vapours in the line and
to avoid leakage from dresser couplings.

3.27 DEADFREIGHT
If deadfreight is incurred, a deadfreight claim is to be made in accordance with the Owners / Operators
requirements. The claim statement is to show full details of calculation.

3.28 PREPARING FOR SEA

Before departure the Chief Officer should personally ensure that ullage vapour locks and tank domes are
securely battened down and that the P/valves on the cargo tank venting system are properly set.

NOT CONTROLLED WHEN PRINTED