12.20.00.00.

08 TANKER OPERATIONS

CONTENT LIST
Procedure
Description
Reference
12.20.01.00.01 INTRODUCTION AND REFERENCE PUBLICATIONS
12.20.02.00.00 OIL TANKER - CARGO OPERATIONS (GENERAL)
12.20.03.00.01 CLASSIFICATION OF CRUDE OILS
12.20.04.00.01 RESPONSIBILITY
12.20.04.01.01 Master
12.20.04.02.01 Chief Officer
12.20.04.03.01 Watch Keeping Officers
12.20.04.04.01 Chief Engineer
12.20.04.05.00 Second Engineer
12.20.04.06.00 Electrical Officer
12.20.04.07.00 Safety of Third Party Personnel
12.20.05.00.01 Loading
12.20.05.01.01 Loading Port Pre-Arrival
12.20.05.02.00 Oil Pollution Prevention
12.20.05.03.00 Fire Fighting And Safety Equipment
12.20.05.04.01 Gas Monitoring Equipment
12.20.05.05.00 Manifolds, Reducers
12.20.05.06.01 Cargo Line Preparation
12.20.05.07.00 Ship And Terminal Requirements
12.20.05.08.00 Communications
12.20.05.09.01 Cargo Planning & Free Surface Effect
12.20.05.10.00 Initial Planning
12.20.05.11.00 Multiple Grade Cargoes
12.20.05.12.00 Cargo Loading Computer
12.20.05.13.00 Compatibility And Segregation
12.20.05.14.01 Loading Rates
12.20.05.15.00 Loading Restrictions
12.20.05.16.00 Contingency Planning And Dead Freight
12.20.05.17.01 Starting The Load Plan
12.20.05.18.00 Stowage Permutations and Combinations
12.20.05.19.01 Loading Plan Finalization And Changes
12.20.05.20.01 Standing Orders
12.20.05.21.00 Line Setting
12.20.05.22.00 Manifold Drain, Breaker, Pump Room And Unused
Valves
12.20.05.23.01 Remote Control Hydraulically Operated Valves
12.20.05.24.00 Inert Gas And Venting Systems
12.20.05.25.00 Closed Loading
12.20.05.26.00 Weather Conditions
12.20.05.27.00 High Velocity Vent Valves
12.20.05.28.00 Heated Cargoes
12.20.05.29.00 Pre-Loading Planning & Safety Meeting
12.20.05.30.00 Initial Loading
12.20.05.31.01 Sampling
12.20.05.32.01 Bulk Loading

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TANKER OPERATIONS
 Procedure
Description
Reference
12.20.05.33.02 Topping Off
12.20.05.34.00 Cargo Survey And Calculations
12.20.05.35.00 Precautions For Loading High H2S Crude
12.20.05.36.01 Precautions Prior Loading Static Accumulator Cargoes
12.20.05.37.00 Commingling or Blending Cargo On Board
12.20.05.38.00 Additives For Cargoes
12.20.06.00.02 CARGO CARE AT SEA
12.20.06.01.00 Oil Cargo Temperature
12.20.06.02.01 Cargo Heating Temperature
12.20.06.03.01 Examination Of Tanks And Heating Coils
12.20.06.04.00 Heating Guidelines and Procedures
12.20.06.05.00 High Pour Point Oils
12.20.06.06.00 Slop Tank Heating
12.20.06.07.00 Guidelines For Carriage Of High H2S Cargoes
12.20.06.08.00 Loading No Heat Fuel Oil On VLCC
12.21.01.00.01 DISCHARGING
12.21.01.01.00 Cargo Planning - Discharging
12.21.01.02.01 Factors For Cargo Discharge Planning
12.21.01.03.01 Pre-Discharge Preparation And Checks
12.21.01.04.01 Pre Discharge Operations
12.21.01.05.00 Pre-Discharge Planning And Safety Meeting
12.21.01.06.00 Pre-Discharge Cargo Gauging And Survey
12.21.01.07.02 Samples - Retention of Samples and Disposal
12.21.01.08.01 The Cargo Discharge Plan
12.21.01.09.00 Inert Gas Policy
12.21.01.10.00 Preparing Slop Tanks For Crude Oil Washing &
Stripping
12.21.01.11.01 Bulk Discharge
12.21.01.12.00 Completion Of Bulk Discharge And Last Tank COW
12.21.01.13.01 Final Stripping And Completing The Discharge
12.21.01.14.01 Precautions during Discharge of High H2S Crude,
High Vapour Pressure Cargoes and High Viscosity
Cargoes
12.21.01.15.01 Cloud Point
12.21.01.16.00 Tank High Level And Overfill Alarms
12.21.01.17.00 Hose Handling And Care
12.21.01.18.00 Hose handling by Ship Staff and Terminal Personnel
12.21.01.19.00 Manifold Blanks And Presentation Flanges
12.21.01.20.00 STS Hoses
12.21.01.21.00 Pressure Testing Hoses
12.21.01.22.00 Hose Connection Mechanisms
12.21.01.23.00 Chiksan/Hard Arm Connections
12.21.01.24.01 Hose Connection Monitoring
12.21.01.25.01 Draining/Blowing of Lines
12.21.01.26.00 Disconnecting Hoses
12.21.01.27.01 Shore Line Flushing
12.21.02.00.01 TANK CLEANING
12.21.02.01.00 Tank Cleaning Instructions & Cargo Sea-Chest

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TANKER OPERATIONS
 Procedure
Description
Reference
Valves
12.21.02.02.00 Tank Cleaning Plan
12.21.02.03.01 Preparation Of Tanks In Clean Product Carriers
12.21.02.04.00 Continuity Testing Of Washing Hoses
12.21.02.05.02 Crude Oil Washing (C.O.W.)
12.21.02.06.00 Slop Handling & Decanting
12.21.02.07.00 Oil Discharge Monitoring And Control
12.21.02.08.00 Discharge Of Bottom Water (Decanting)
12.21.02.09.00 Slop Tank Gauging
12.21.02.10.00 Overboard Discharge, Monitoring And Control
12.21.02.11.00 Emergency Manual Operation
12.21.02.12.00 Final Slop Tank Quantities And Disposal
12.21.02.13.00 Visual Observation
12.21.02.14.00 Overboard Discharge Pipeline
12.21.02.15.00 Retention of Oil on Board and Disposal
12.21.03.00.00 VAPOUR EMISSION CONTROL
12.21.03.01.00 Inert Gas System
12.21.03.02.01 Oxygen Content
12.21.03.03.00 Inert Gas Pressure
12.21.03.04.00 Inert Gas Recorder
12.21.03.05.00 Hydrocarbon Gas Leakage
12.21.03.06.00 Portable Instruments
12.21.03.07.00 Inert Gas Records
12.21.03.08.00 Operating Instructions For Inert Gas System
12.21.03.09.00 Inerting Of Gas Free Tank
12.21.03.10.00 Inert Gas During Loading
12.21.03.11.00 Inert Gas Loaded Passage
12.21.03.12.00 Inert Gas During Commencement Of Discharge
12.21.03.13.01 Oxygen Control During Discharge
12.21.03.14.01 Inert Gas Pressure Control During Discharge
12.21.03.15.00 Purging
12.21.03.16.00 Purging Before Gas Freeing
12.21.03.17.01 Atmosphere Control During Tank Washing In The
Inert Condition
12.21.03.18.00 Vapour Balancing
12.21.03.19.00 Prevention of Freezing
12.21.04.00.02 OPERATIONS DURING STS, AT SPMs, CBMs AND
WHILE TANDEM MOORED.
12.21.05.00.01 CARGO DOCUMENTATION
12.21.06.00.01 CHECKLISTS
12.21.07.00.00 RECORD KEEPING DOCUMENTATION
12.21.08.00.00 VERIFICATION OF OPERATION AND RECORDS

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TANKER OPERATIONS
12.20.01.00.01 INTRODUCTION AND REFERENCE PUBLICATIONS

It is the policy of the Company that all cargo operations are carried out
in a controlled and safe manner in accordance with the Company’
operating guidelines as laid down in the HSQEEn Documentation. These
guidelines are based on industry best practices as referred in the
publications listed below in this section.

The following guidelines are intended to lay down Company’s minimum

standards to serve as guidelines for the safe operation of the vessel.
Should there be any conflict between these guidelines and those in the
ship specific manual, the ship specific cargo operation manuals is to
take the precedence.

The following reference publications are to be read in conjunction with this

section:

 SOLAS - 74 as amended
 MARPOL – 73/78 as amended
 International Safety Guide for Oil Tankers and Terminals (ISGOTT)
 Ship to Ship Transfer Guide (Petroleum)
 Safety in Oil Tankers
 Clean Seas Guide for Oil Tankers
 Prevention of Oil Spillage through Cargo Pump room Sea Valves
 USCG 33 and 46 CFR
 IMO – “Crude Oil Washing Systems”

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TANKER OPERATIONS
12.20.02.00.00 OIL TANKER- CARGO OPERATIONS (GENERAL)

The purpose of this section is to provide guidelines related to preparation for

safe and efficient loading and discharging of oil cargoes in bulk being carried on
an oil tanker, in conformance with applicable rules regulations, codes,
guidelines and standards.

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12.20.03.00.01 CLASSIFICATION OF CRUDE OILS

The cargo carried by Company vessels is crude oil and Petroleum Products.
These can be separately classified on the basis of its hydrocarbon type, sulphur
content, boiling point, vapour pressure, heating and as either sour or sweet.

Crude oil is a raw material, also known as Petroleum, Rock or Mineral Oil and as
Naphtha. This latter name should not be confused with the misnamed
petroleum product “Naphthalene” commonly referred to as Naphtha. Crude oil
is composed mainly of many different kinds of hydrocarbons with very small
amounts of nitrogen, sulphur and oxygen compounds and metals. It is the
varying amount of all of these compounds contained in crude oils that give rise
to the many diverse crude oils found throughout the world.

Hydrocarbon Types:

There are four basic types of hydrocarbons under which crude oils can be
classified. These are:

 Paraffin Hydrocarbons: These are one of the main components of the

hydrocarbon groups that make up crude oil. They are the hydrocarbons
of the Methane series and display the properties of light density and low
viscosity, but commonly with high wax content.
 Naphthene Hydrocarbons: These are the other main group of
hydrocarbons found in crude oil. They display the property of heavier
density than the Paraffin Hydrocarbons and greater viscosity.
 Olefin Hydrocarbons: Raw crude oil contains few Olefin Hydrocarbons.
They are mainly produced in the refining process and are hydrocarbons
of the Ethane series. They are akin to the Paraffin Hydrocarbon group.
 Aromatic Hydrocarbons: Few Aromatic Hydrocarbons are contained in
raw crude oil. They are similar to Naphthene Hydrocarbons and include
Benzene, Toluene and Xylene. These represent the greatest health risk of
all the hydrocarbon groups and are found in many typical petroleum
products such as Gasoline and Gasoline Blending components,
Reformates, Naphtha, Special Boiling Point Solvents (SBPS), White
Spirits and Crude Oils. See Toxic Effects of Hydrocarbons - Tanker Op
(RF0010) for additional information on this topic.

Sulphur Content:

Many crude oils have high sulphur content, which is generally undesirable in the
refining process due to the deterioration of product and the high risk of air
pollution. One of the more dangerous compounds of sulphur in crude oils is
Hydrogen Sulphide. This may be present in relatively large percentages of
between 0.1% and 5% in any given cargo. The quantity in crude oil is
sometimes reduced by a stabilization process before transportation. However,
high levels of hydrogen sulphide are found in some crude oils of this group

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TANKER OPERATIONS
Boiling Point:

Crude oils are also classified by boiling point. Petroleum products are refined
from the raw crude oil by using the different boiling points of the many
components of crude oil. Light crude oils tend to contain many low boiling point
hydrocarbons, whereas the heavier crude oils tend to contain a greater
proportion of the higher boiling point hydrocarbons.

Vapour Pressure:

Another classification of crude oils is the vapour pressure, being either high or
low. Crude oils termed as High Vapour Pressure crude oils contain many low
boiling point hydrocarbons, with high volatility and high vapour pressure. This
type of crude oil has the potential for high cargo loss due to vapour emission
and for problems associated with pumping.
Cargo with Reid Vapour Pressure (RVP) greater than 0.03 Mpa (4.5 PSI)
generally needs to be treated as high vapour cargo.

Pour Point:

High pour point is another classification of petroleum. High paraffin wax content
and/or high viscosity due to asphalt content requires the oil to be heated in
excess of ambient temperatures to keep the petroleum liquid for transportation
and pumping.

Cloud Point

The Cloud Point of crude oils is the temperature at which wax crystals begin to
precipitate out of solution as the temperature is lowered. It is therefore an
important factor when the heating requirements for crude oils in transit and
during discharge are considered.

Refer to:
“Energy Institute, London IP“ Current Edition of HM 40 guidelines for the crude
oil washing of ships tanks and the heating of crude oil being transported by sea.

Sweet/Sour:

The classification of petroleum as Sweet or Sour is made upon the percentage

of sulphur compounds within the petroleum. When petroleum contains a high
percentage (more than 1%) of sulphur compounds and particularly of hydrogen
sulphide (H2S), they are referred to as “Sour” crudes, due the pungent odour
of the liquid. Where crude oils contain less than 1% or negligible traces of
sulphur compounds, they are referred to as Sweet.

Spiked:

Spiked Crude is crude oil, which is spiked or enriched with naphthalene or

butane, etc. to stabilize the crude oil and/or other petroleum products. This
may be done before being loaded or by onboard co-mingling. Spiked crudes
must always be treated as volatile.

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TANKER OPERATIONS
Cargoes Containing Hydrogen Sulphide Gas:

Many crude oils contain hydrogen sulphide gas in solution, which may be
liberated during handling and storage. The gas is formed by the decomposition
of sulphur compounds in the crude and is highly toxic and corrosive. H2S can
also evolve from mixtures of saltwater, oils sewage and chemicals containing
sulphur. Therefore it must be remembered that there are other possible sources
of H2S other than from cargo loaded or residues from previous cargoes.

The gas concentration in raw crude is often reduced to an acceptable level by a

stripping process prior to shipment. Even after stripping, however, the gas
content may still be sufficiently high to be dangerous to the personnel if
reasonable safety precautions are not followed. Hydrogen sulphide gas is
colourless, transparent and is commonly recognised by its characteristic smell
of rotten eggs. However do not rely on this methodology of detection of H2S as
it deadens the sense of smell very quickly. Dangerous concentrations may be
present that cannot be detected by smell alone. Precautions must be taken to
prevent exposure of personnel to H2S gas. Reference is to be made to other
parts of this section and to ISGOTT. There is growing evidence to suggest that
H2S levels in cargoes are on the increase.

Among the crude oils most commonly carried which contain hydrogen sulphide
are listed below, however it must be remembered that any cargo or cargo
residue may contain H2S.

 Arabian Light & Iranian Light

 Arabian Medium & Iranian Medium
 Arabian Heavy & Qatar Crude
 Brega West & Texas Sour
 Kirkuk & Maya
 Soyo

Masters must also be aware that strict regulations exist in some loading ports
regarding the expelling of petroleum vapour containing H2S concentrations in
excess of 5-10 ppm in air. Masters are to ensure that they are aware of any
such regulation well in advance of arrival in case they have to remove
concentrations of H2S by purging or cleaning.

The gas concentrations within these crudes and other crudes containing
hydrogen sulphide in solution may vary from time to time. In the absence of
specific information from the loading terminal they must always be regarded as
being potentially dangerous.

The Company provides equipment to monitor levels of H2S on board in the

form of a portable H2S meter together with a Dragger/Gastec Multigas Detector
and tubes for H2S.

The T.L.V. for H2S is given as 5 ppm but concentrations in enclosed spaces are
to be reduced as far as possible below this level and if men are to work in the
space without breathing apparatus, a nil concentration must be achieved before
entry is permitted and effective ventilation must be maintained.

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TANKER OPERATIONS
The following guide, with the effects under various atmospheric concentrations
on exposed persons, gives an indication of the dangers involved: Measured in
Air by Volume

 0.1 – 0.5 ppm: First detectable by smell.

 10 ppm: May cause some nausea, minimal eye irritation.
 25 ppm: Eye and respiratory tract irritation. Strong odour.
 50 -100 ppm: Strong smell starts to break down. Prolonged exposure to
concentration at 100 ppm induces a gradual increase in the severity of
these symptoms and death may occur after 4-48 hours exposure.
 150 ppm: Loss of sense of smell in 2-5 minutes.
 350 ppm: Could be fatal after 30 minutes inhalation.
 700 ppm: Rapidly induces unconsciousness (few minutes) and death.
Causes seizures, loss of control of bowel and bladder. Breathing will stop
and death will result if not reduced promptly.
 700+ ppm: Immediately fatal.

Note: Persons over-exposed to H2S vapour should be removed to clean air as

soon as possible. The adverse effects of H2S can be reversed and the
probability of saving the person’s life improved if prompt action is taken.

It is important to realise that the concentration of gas can be measured and

expressed in two different ways:

 Parts per million - in the liquid, by weight.

 Parts per million - in the air, by volume.

There can be a vast difference between the two measures. The measure in air
will be higher and can be a great deal higher. For example, chemists have
measured a concentration of 700 ppm (deadly) in the vapour stream coming
from an ullage opening when a tank was being "topped-off" with crude
containing only 70 ppm of hydrogen sulphide in the liquid.

It is important to ascertain which method of measurement is being used.

Producers and processors frequently use the liquid measure.

Masters are to endeavour to ascertain from the terminals the H2S content of
cargoes being loaded. When handling a cargo with noticeable or known
hydrogen sulphide content or when ballasting after discharge of such a cargo
the following precautions are to be followed:

 The officer supervising the operations must keep a sharp watch on

personnel for signs of fatigue or distress.
 Lifelines, breathing apparatus and resuscitator must be readily available.
 Loading through the pump room must be avoided where possible to
reduce the possibility of H2S contamination of the pump room
atmosphere.
 Gas must be vented through the tank venting system only, and, if ullage
opening is necessary, Master’s prior approval must be obtained, cargo
tank depressurised, and the ullage plugs should be kept open for the
least possible period of time.

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TANKER OPERATIONS
  When ullaging tanks, personnel are to work in pairs and stand at right
angles to the wind direction in relation to the ullage opening.

Before entering a pump room the mechanical ventilation system is to be started

and the atmosphere therein is to be tested for dangerous concentrations of gas.
If the pump room has to be entered under such circumstances the full Enclosed
Spaces Entry Procedure must be carried out and an Action Plan completed.
Other spaces into which H2S may have been drawn should be ventilated and
the atmosphere checked before entry.

Persons overcome by H2S are to be moved to a gas free area immediately and
artificial respiration is to be administered at once using the Resuscipac initially
if available. Oxygen is to be administered and medical advice sought.

Gas tests must be made on deck and in the accommodation and machinery
spaces at regular intervals and particularly during "topping-off" operations. If
concentrations of 10ppm and above are recorded inside the accommodation, or
50ppm on deck more than 3 meters from a gas outlet, the loading rate must be
reduced and if this does not result in a decrease of the gas concentration
loading must be stopped until conditions have improved.

Where it is expected that H2S levels in a cargo are likely to exceed 200 ppm in
air a full risk assessment must be carried out before resumption of cargo work.

Cargoes Containing Mercaptans:

Mercaptans are colourless, odorous gases generated naturally by the

degradation of natural organisms. Their smell has been likened to rotting
cabbage.

Mercaptans are also present in the vapours of pentane plus cargoes and in
some crude oils. They are also used as an odorising agent in natural gas.

Mercaptans can be detected by smell at concentrations below 0.5 ppm,

although health effects are not experienced until the concentration is several
times higher than this.

The initial effects of Mercaptans on people are similar to those caused by H2S
exposure, i.e. irritation to the lungs, eyes, nose and throat. If the concentration
is very high, unconsciousness may occur and it may be necessary to administer
oxygen.

Cargoes Containing Aromatic Hydrocarbons:

Pure Benzene is no longer carried in conventional tankers but it is a component

of many crude oils and products.

The Short term effects of exposure to the vapours of cargoes containing

aromatics such as benzene ,toluene xylene and cumene, are similar to those of
other hydrocarbons vapours although somewhat more severe.

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TANKER OPERATIONS
However, in addition, exposure to benzene vapours can present a chronic long-
term health hazard.

All persons involved in the handling of petroleum cargoes should be aware of

the information’s on toxicity hazards contained in the International Safety
Guide for Tankers and Terminals (ISGOTT), Toxicity of Petroleum and
associated substances.

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12.20.04.00.01 RESPONSIBILITY

All shipboard personnel who are expected to perform any task covered by these
guidelines shall comply with same.

In the operation of any vessel it is essential that good co-operation exists

between all ranks on board, in addition junior Deck Officers should be actively
encouraged and involved in the loading/discharge planning and the execution of
cargo and ballast operations. The Job Descriptions contained in the Crew
Instructions concerning cargo operations is as follows:

NOTE: All management level deck officers undergo a Liquid Handling Simulator
Course as part of their Tanker Safety training. All officers must undergo a
refresher training course every 5 years.

12.20.04.01.01 Master

The Master is responsible and accountable for:

 Ensuring that the voyage orders are fully understood and complied with.
 Advising the Chief Engineer and Chief Officer of the relevant details of
intended voyage.
 Providing the Company and Charterers with accurate information
regarding the cargo operations.
 Advising the Company when instructions cannot be complied with or he is
unsure of the intended voyage instructions.
 Supervision of cargo system and spaces preparation including cleaning
requirements.
 The Checking and verification of cargo plans prepared by Chief Officer.
 The Supervision of all cargo and ballast operations on board.
 The monitoring of the vessel’s stress and stability throughout the cargo
and ballast operations and during the voyage to ensure that they remain
within the required limits.
 The Completion, checking and signing as applicable of cargo documents.
 Ensuring that hours of work are in accordance with STCW regulations and
those adequate levels of manning are in place for all shipboard
operations including cargo work.
 Ensuring that hours of work are in accordance with STCW regulations and
ensure that adequate trained/experienced staff is available exclusively to
handle safe cargo operations.
 Conducting a pre-arrival meeting with top four Officers to plan who will
attend to various other tasks that will occur concurrent with cargo
operations.

12.20.04.02.01 Chief Officer

Under the supervision of the Master, the Chief Officer is responsible and
accountable for:

 The preparation of the cargo plan in compliance with the voyage orders.
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TANKER OPERATIONS
  The checking of the cargo system to ensure that the intended plan will be
followed.
 The preparation of ship’s cargo system and spaces for intended cargo.
 The monitoring of all cargo and ballast operations on board and personal
supervision of commencement and completion of these operations.
 The operation and control of all cargo equipment.
 Producing his own written standing orders concerning the cargo
operations which are to be well understood and signed by each Deck
Officer.
 The monitoring of the vessel’s stress, draft, trim and stability for key
stages and throughout the cargo and ballast operations and during the
voyage to ensure that they remain within the required limits.
 The cargo and ballast plans are to be sent by e-mail to office in order to
monitor them timely. In case the SF/BM exceeds 90% any time, this
shall be brought to the attention of operation department by phone as
well as by e-mail attachment to seek guidance.
 The maintenance of cargo records as required by the Company,
Charterers and International regulations.
 The calculation of the quantity on board and preparation of cargo
documentation as required.
 The checking sounding of all compartments on a daily basis and
recording this in the Deck Log Book.
 Ensuring that empty tanks and void spaces surrounding cargo spaces
which contain flammable cargoes are tested for combustible gas as far as
practicable on a daily basis, and the results are recorded in the Deck Log
Book.
 For monitoring of toxic gases vapours concentration in ship’s
compartments as required.
 Maintaining the records in conjunction with the Chief Engineer as
required.
 Applying the ballast water management practices and maintaining
records.

12.20.04.03.01 Watch Keeping Officers

The Second and Third Officers are responsible and accountable to the Chief
Officer for:

 Assisting in all cargo and ballast planning, cargo line setting, and
execution of cargo & ballast operations.
 Monitoring of cargo and ballast operations as instructed by the Chief
Officer.
 Ensuring that a proper deck and security watch is maintained.
 Ensuring that the vessel remains securely moored at all times.
 All above information shall be used by the Senior Officers towards
training and mentoring of Junior Officers and assessing their suitability
for promotion.

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 12.20.04.04.01 Chief Engineer

The Chief Engineer is responsible and accountable for the maintenance and
repair of all cargo and ballast related equipment.

 He is to assist the Chief Officer in the operation of the cargo-related

equipment.
 He is to keep the Chief Officer advised of any bunker, lubricating oils or
sludge transfer, which may affect the ship’s trim, stress and/or stability.
 He is to ensure that Engineer Room is properly manned during all cargo
related operations.

12.20.04.05.00 Second Engineer

Under the supervision of the Chief Engineer, the Second Engineer is responsible
and accountable for Cargo, Ballast and Deck Equipment:

 He is to assist the Chief Engineer in the operation and maintenance of all

machinery including the Cargo Ballast and Deck equipment on board.
 During the watch, he is responsible for the safety and integrity of the
Cargo Ballast and Deck equipment and to ensure that relevant
procedures are followed.

12.20.04.06.00 Electrical Officer

Under the supervision of the Chief Engineer, the Electrical Officer is responsible
and accountable for Cargo, Ballast and Deck Electrical equipment:

 He is responsible for maintenance of all the electrical motors on ship i.e.

in engine room and on deck.
 He is responsible for maintenance of electrical system on board the
vessel for Cargo, Ballast , Bunker and Deck Equipment
 He has to carry out routine maintenance for alarms and trips along with
the Chief Engineer on the Cargo, Ballast and Bunker system.

12.20.04.07.00 Safety of Third Party Personnel

It is the Master’s responsibility to ensure that all contractors / third party

personnel on board to perform any work, must be advised of the potential
hazards on the vessel including any hazards related to the operation that may
affect them. They must be closely supervised by the respective Department
Heads during the works performed by them.

This information can be provided through MSDS (posted) and safety briefing
(familiarization) prior to commencement of any work.

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12.20.05.00.01 LOADING

12.20.05.01.01 Loading Port Pre-Arrival

Once the vessel has prepared the tanks for loading and a comprehensive
loading plan has been formulated, the vessel now has to prepare for arrival at
the loading port. Pre-Arrival Load Port checklist is to be completed.

This should be used as a guide to the final preparations required to present the
vessel at the port, ready in all respects to load, and not as a limit to the
amount of preparation that is required.

These preparations are designed to ensure that the cargo operations are carried
out in a smooth and professional manner, avoid unnecessary delays, and
present no danger to the ship, personnel or the environment.

A pre-arrival meeting should be held to discuss all cargo operations, MSDS

sheets and cargo characteristics, safety aspects, special arrangements
regarding the terminal / port, and any other operations such as receiving stores
/ provisions / surveyors / repairmen – servicemen, etc.

Refer to:
12.20.05.011 - Pre-arrival and Commencement of Cargo Operations Checklist
12.20.05.012 - Ballast Water Exchange And Purging Of COT Checklist
12.20.05.013 - Load Port Cargo Operation Checklist

12.20.05.02.00 Oil Pollution Prevention

All necessary measures should be taken to prevent pollution. Scuppers MUST

be effectively plugged during all cargo, ballast and bunker handling operations
and at all other times when in port, except when clearing rain water. If
rainwater accumulates on deck to an unacceptable level, it should be drained
off by opening one of the scupper plugs. This operation should be carefully
supervised and should only be done with the approval of the duty officer. Open
scupper plugs should never be left unattended and any oil sheen should be
removed before drainage operations are started.

Where the ship is fitted with a scupper drain system this MUST be checked prior
to arrival in port to ensure that the lines are clear and the valves operate
correctly. Scupper drain system valves MUST be clearly identified and MUST be
kept closed whilst the ship is in port.

Wooden plugs with cement are acceptable provided they are properly
maintained. Mechanical type scuppers are required to be used in USA ports.

All applicable oil-pollution prevention equipment should be stationed ready for

use at the appropriate locations.

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 12.20.05.03.00 Fire Fighting and Safety Equipment

Firefighting equipment must be laid out for immediate use in compliance with
the safety checklist (otherwise known as Declaration of Inspection checklist in
the U.S.). In some ports this now includes firefighting equipment being rigged
in way of pump room entrances as well as manifold areas.

Deck foam monitors should be directed toward the manifold on the side where
the hose is to be connected. It may be prudent that a sufficient number of foam
monitor valves are opened so that immediate response is acquired when fire
pumps are started in the event of an incident.

12.20.05.04.01 Gas Monitoring Equipment

Gas monitoring instruments should be recently calibrated to obtain efficient

readings and ready for use as and where required, particularly adjacent to or in
the pump room.

Personal gas meters shall be used on deck by watch keepers during operations
and when entering pump room.

Function test of all portable gas meters must be carried out prior to use.

12.20.05.05.00 Manifolds, Reducers

Manifolds, blanks, reducers, and the hose handling equipment should be

prepared. Blanks on connections intended for use can have the number of bolts
reduced to four to reduce removal time. All unused connections should have
fully bolted blanks in place.

12.20.05.06.01 Cargo Line Preparations

Prior to arrival at the load port the cargo lines should be checked and the
valves set for the loading/discharging operation with the exception of the tank
and manifold valves, which must remain closed. All venting lines and valves
should be set and checked, including vapour collection lines and manifolds if
they are to be used. Vent flame screens should be checked.

All other cargo lines and valves not to be used for loading/discharging should
be shut and manual valves lashed to prevent inadvertent operation. Cargo sea
suction and overboard valves should be checked, shut, and lashed, including
leak check devices. Cargo sea suction and overboard valves will normally be
sealed by inspectors before loading is commenced.

All Cargo Oil Transfer Systems' should be tested annually to rated MAWP and to
1.5 times their rated working pressure at least twice within any five-year
period. Pipelines should be marked with the date of test and the test pressure.

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Oil Transfer System' includes the discharge pump and piping between the pump
and the vessel's manifold.
In this case the MAWP can be assumed to be either the pressure at which the
transfer piping relief valve is set or, where no relief valve (s) are fitted, the
maximum discharge pressure that can be developed by the vessel's pump. For
centrifugal pumps this is the pressure developed by the pump at zero flow
conditions. Pressure testing should be a hydrostatic test, pressure testing using
compressed air or inert gas is not acceptable. This includes corrosion of bolts
and flanges on dresser couplings.

12.20.05.07.00 Ship and Terminal Requirements

Once the vessel arrives at a port, the port operations follow no set pattern and
depend mainly upon terminal operations, schedules, and requirements.
Matching the ship to these requirements or establishing a common goal with
the terminal and all their staff involved in the operation, may be one of the
hardest tasks for the ships staff. The working relationship with these people will
be the benchmark by which, not only the ship and its staff are measured, but
also the attitude and respect with which the company is within the industry.
A good working relationship with the port produces a smooth and efficient
operation enhancing the reputation of all involved.

12.20.05.08.00 Communications

This relationship does not start when the ship arrives at a port. Early
communications before the vessel arrives often establishes the footing upon
which the relationship is founded, and allows much preplanning to be made
before the vessel arrives. With the ship fully prepared before arrival at the port,
the first contact with port personnel will make the task of carrying out the
operations so much easier for everyone involved. It reduces the pressure under
which personnel will have to work and the need for additional work.

Depending upon the type of terminal where the vessel is to berth, terminal
personnel may board the vessel before it is moored, as is the case of berthing
at an SBM, otherwise; they will board the vessel once it has completed mooring
and access has been established. In either case access to the vessel should not
be delayed, as the first personal contact is often the most crucial in establishing
a good working relationship.

12.20.05.09.01 Cargo Planning & Free Surface Effect

Cargo planning ranges from simple single cargo stowage through to complex
multi-grade / parcels and / or blending operations. They are often the result of
several communications between the ship and office in order to try and find the
most acceptable stowage of cargoes to maximize the cargo quantities.

The cargo and ballast plans are to be sent by e-mail to office in order to
monitor them timely. In case the SF/BM exceeds 90% any time, this shall be

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brought to the attention of operation department by phone as well as by e-mail
attachment to seek guidance.

On certain tankers, partly filled tanks can have substantial free surface due to
movement of liquid, which can result in loss of stability. Further, loss of stability
can arise from incorrect distribution of deadweight on board. Particular care
should be taken when handling cargo ballast or bunkers to ensure that the total
free surface effect of cargo and ballast tanks is within safe limits, otherwise a
sudden and possibly violent list could occur.

All vessels are provided with duly approved stability data. Responsible ship
board personnel and their department head should be fully familiar with any
limitation imposed upon the cargo, ballast or bunker operations, in the stability
data or loading manual, due to the design of the vessel. These limitations, if
any, should be carefully studied and followed. Generally, these instructions will
specify a maximum number of cargo holds or tanks that may be slack at any
one time. Sometimes it may be necessary to adjust the quantity of cargo to be
loaded in order to avoid hazardous cargo conditions.

In addition to inherent design limitations, factors that will adversely affect the
vessel’s stability are:

 Full breadth double bottom ballast tanks that extend across the whole
width of the ship.
 free surface in tanks
 unreliable tank valve system
 Failure of built in valve system

Before commencement of a cargo, ballast or bunkering operation, a plan should

be prepared for the anticipated sequence, bearing in mind the free surface
effect and distribution of all cargo, fuel and ballast at all stages of the
operation. The plan must be based upon pre-calculation to ensure that
sufficient positive stability is maintained through all stages of operation. This
aspect shall be frequently monitored by the watch keeping officer during the
operation.

12.20.05.10.00 Initial Planning

Before arrival at the loading port, loading plans will need to be compiled. First
indications of loading will normally be the intentions to load giving a brief
outline of the possible load ports, grade(s) of oil to be loaded, and approximate
quantities. As information is received, calculations and cargo plans are adjusted
and improved. At the same time, appropriate preparations are made for the
entire voyage so that charterers’ expectations can be met.

12.20.05.11.00 Multiple Grade Cargoes

If more than one grade of cargo is to be loaded, merely checking that the cargo
will fit into the tank configuration or confirming that the total quantity is
compatible with the deadweight of the vessel is not enough. The stowage of
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each grade must be checked for each stage of the loading, carriage and
discharge, to ensure that all trim, draught, and stress parameters are not
exceeded. Another factor for consideration is the ability to load and discharge in
varying sequences; whilst voyage instructions may indicate an intended
rotation of load and discharge operations, this is subject to change and the
vessel should always maintain some flexibility.

12.20.05.12.00 Cargo Loading Computer

All stress and trim calculations are made on the ship’s loading computer, which
is approved by the relevant Classification Society. The correct use of this
equipment is vital to ensure that shearing forces, bending moments, and
stability figures remain within the designed safe limits.

On most vessels, the Damaged Stability Condition can also be verified on the
Loading Computer.

The correct use of this equipment is vital to ensure that shearing forces,
bending moments, intact stability and damage stability conditions remain within
the designed safe limits.

Output data from the loading computer confirming that the final loading
condition meets intact stability and the damage stability criteria must be saved
on board for subsequent verification purpose.

When checking the damage stability criteria, all relevant damage cases should
be considered.

ACCURACY OF THE LOAD COMPUTER:

At intervals not exceeding 3 months, the accuracy of loading computer is to be

verified against the CLASS approved test conditions. At this time the accuracy
of the damaged stability condition shall also be verified as applicable for each of
the CLASS approved test conditions.

The testing procedure shall involve physically entering the data for each tank
into the computer and verifying the result. It is not acceptable to simply
retrieve a stored test condition from the computer and compare this against the
official conditions.

Test records for the approved test load conditions shall be maintained in Hard
Copy and the verification results for applicable Damage Stability conditions may
be maintained in Soft Copy.

RETENTION OF RECORDS:

Retention period of records for Class approved test conditions and damaged
stability condition is 3 years. These records shall be maintained in File number-
240.

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Retention period for actual loading condition records is 3 years, so as to allow
for verification during external audits. These records shall be maintained in File
number- 241 (HSQEEn 19.08.01.00).

Chief Officer’s Hand over Notes must indicate where the SOFT COPIES of
records are being filed.

12.20.05.13.00 Compatibility and Segregation

Compatibility and required segregation between cargo grades must be

considered. Single valve, double valve, limited line contamination, sequential,
and concurrent loading all have to be considered to avoid inadvertent
contamination, even to the extent of gas venting line isolation to prevent gas
contamination.

When different grades of cargo are said to be compatible, this usually means
that they are similar enough so that a small amount of contamination of one by
the other is acceptable and will not alter the quality of either cargo grade. It
can also mean that one grade of cargo can tolerate a small amount of
contamination by another but not necessarily vice versa (e.g., loading crude oil
after previous cargo of fuel oil) In this case pipeline and pump content
admixtures (and/or unwashed tank ROB/OBQ) are normally acceptable when
loading, (carrying) or discharging the grades consecutively through the same
system. Therefore, during the loading, carriage, and discharge of the cargo
grades, they are separated only by the tank suction valves. This is known as
“single valve segregation”.

In the case of incompatible grades of cargo where any admixture between the
grades will cause either or both grades to be contaminated, more stringent
segregation must be applied. This entails the use of separate pumps and lines
throughout the voyage.

Tankers are normally built with a certain number of main cargo pumps and it is
this number which normally dictates the number of separate grades which it
can load, carry, and discharge. Although this mostly applies to clean products
tankers, it is more common today to find smaller and mid-range crude oil and
dirty products tankers built along similar principles. VLCC’s are not normally
built along these lines and are usually restricted to the carriage of only one or
two grades.

When incompatible grades of cargo are carried, they are separated by what is
known as “System” or “Natural” segregation. This involves keeping both grades
of cargo entirely separated during the whole voyage. This is achieved by
loading through separate manifolds, drop and bottom lines, and similarly
discharging through separate pumps and lines. During all operations the grades
of cargo are kept separate with at least two valves (not including tank suction
valves) separating the pipeline systems.

With some grades of cargo, segregation may even extend to keeping the
vapours separate. In these cases, individual tank vents will need to be fitted on

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tanks carrying the grade which can be contaminated by vapours from other
grades.

Whilst on the loaded passage due allowance should be made for expansion or
contraction of the cargo caused by changing climatic conditions or by heating
procedures.

12.20.05.14.01 Loading Rates

Maximum loading rates are defined by the yard depending on the venting
capacity & cargo line/valve system design. Due consideration to the required
reduction in rates must be given depending maximum allowable rate per line,
venting capacity & other operations or restrictions, such as de-ballasting, single
tank rates, topping-off, etc.

A Poster regarding maximum loading rates per line, per tank, homogenous
loading & max venting capacity is to be conspicuously displayed in the CCR.

Initial and Bulk loading Rates:

The initial flow of cargo should be at a slow rate. Wherever possible this should
be by gravity and to a single tank. The initial loading rate should not exceed the
maximum flow rate for the cargo tank designated to receive the initial flow of
cargo from shore.

Subsequently, the loading rate may be increased to the agreed bulk loading
rate which shall not exceed the vessel’s design capability.

For vessels fitted with butterfly valves, it shall be further ensured that the
maximum flow rate through the valve does not exceed 6 meters per second.

12.20.05.15.00 Loading Restrictions

Applicable load line zones, draught restrictions en route or at any port, hog or
sag, squat, and water density should all be applied and allowed for when
planning for the voyage.

12.20.05.16.00 Contingency Planning and Dead Freight

Options and contingencies should be considered with possible alternative

loading stowage. After initial calculations and stowage are advised to parties
concerned, they may be amended in light of requirements such as co-mingling,
and dead freight. Charterers may amend cargo quantities, which would make a
re-stow necessary. Final quantities and stowage may not be confirmed until all
possible alternatives have been explored after several communications between
the ship, charterers and receivers of the cargo. Options of quantities should be
considered, i.e., vessel required to load parcels within percentage tolerances,
(e.g. Min/max ± 5, 10%, no tolerance etc.). These may frequently be used to
reduce or eliminate dead freight. Commingling, where a small portion of one

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grade or parcel can be loaded with another compatible grade, is another option
to reduce or eliminate dead freight.

If dead freight is unavoidable and/or incurred, it must be protested and a dead

freight statement prepared. It is often possible to determine a dead freight
situation before loading, in which case all interested parties must be notified, to
allow the situation to be rectified and protested as appropriate.

12.20.05.17.00 Starting the Load Plan

When starting a loading and stowage plan it is often advisable to first consider
the ship at the point in the voyage where the greatest restriction applies. If
possible, the cargo should be quantified and loaded so vessel will arrive at this
point at a suitable trim and without ballast on board; in this way the maximum
possible cargo is lifted. This point of maximum restriction can be at any port, at
the border of any load line zone, or on a particular date when zone restrictions
change. Cargo Stowage shall be planned in such a way that the cargo volume
shall not exceed 98% of the tank capacity. The Stowage plan shall take into
account the intended ballast and bunker operations planned for the voyage.

12.20.05.18.00 Stowage Permutations and Combinations

Each stowage permutation / combination and stage of loading through all

grades, and each loading port in all possible orders of loading must be explored
and repeated for the discharge port(s) to ensure the best possible stow of cargo
is arrived at. Through experience, the obvious stows that will not work will be
seen straight away, in many cases the obvious first stow may prove to be the
best stow. However, all the alternatives must be investigated so that a
particular stow is confirmed as the best possible in all circumstances so as to
avoid any possible grounds for claims against the vessel.

12.20.05.19.01 Loading Plan Finalization and Changes

Once final loading orders have been confirmed, details to the loading plan can
be added. More accurate API and expected temperatures of the cargo will be
known, more exact quantities required to be loaded and final stowage and
ullage of each grade to be loaded can be more accurately calculated with
tonnages, capacities, and ullages for individual tanks checked. Loading
manifolds can be designated and confirmed with loading routes for each
individual grade within the ship’s pipeline system, and loading rates can be
checked for individual pipelines etc.

However, once the ship arrives at the loading port much of this may be
changed, despite attempts to have information confirmed by individual loading
terminals. This is a result of both terminal nominations for the cargo differing
from the ship’s orders, terminal hose connections not known or confirmed, and
terminal loading rates much lower than ship’s required loading rates. For these
and other reasons, it is essential that loading plans are flexible to take up any
slack or discrepancies that develop. Once a good flexible plan has been made,
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every effort should be made to operate it as formulated. Chopping and
changing a plan unnecessarily only leads to confusion and inefficiency.

In the case of “blending” fuel oil cargoes, loading arrangements have to be

much more adaptable. Blend quantities and percentages can change almost
hourly and in some cases even more frequently as sources, quantities, and
qualities of various parcels of oil for blending become available to the external
providers involved in preparing the blend.

Once the vessel has formulated a plan for loading, this should be advised to the
various personnel involved so that all parties are aware of the requirements for
loading the cargo. Other personnel should be encouraged to study and question
the plan so that they are familiar with the plan, the reasoning behind the plan,
and the contingencies involved to prevent any incident which may present a
danger to the vessel and/or personnel or create a potential pollution incident.
They may also find defects with the plan or have good ideas, which can be used
to better the plan.

Similarly, plans for discharge should also be made. Discharge planning often
starts at the loading port. Discharge plans are more complicated and are dealt
with separately.

Refer to:
12.20.05.191 - Cargo Loading-Discharging Plan

12.20.05.20.01 Standing Orders

Chief Officer’s standing orders should already be in place as guidelines to the

various deck officers and crew involved in cargo operations. Cargo loading and
discharging plans should complement and supplement standing orders.
Standing orders by the Chief Officer should be a general guide to the manner in
which he expects the “in port” and cargo operations watch keeping to be
carried out.

These should include the responsibilities of the various personnel involved and
the security and safety of the vessel.

The general and standard precautions that must be taken to prevent pollution
and the hazards of fire and toxicity should be dealt with. Operational
requirements for both loading and discharging and associated operations,
including the preparation and use of equipment need to be addressed as well as
the monitoring, checks, inspections, and records that need to be completed to
continuously monitor the situation.

If it is evident to the watch keeping ratings that there is breach in own

procedure or a breach in procedure by terminal or other ship (in case of ship to
ship operation), he too shall make every effort to contact the CCR/OOW. Chief
Officer’s standing orders shall be signed by watch keeping ratings.

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 12.20.05.21.00 Line Setting

The setting of the ship’s cargo lines for the flow of the cargo to the designated
tanks to be loaded/discharged may have been prepared or partially prepared
before berthing at the loading/discharge port. This should be done only if the
integrity of the tanks and the cargo system is not compromised.

Cargo loading, discharging and venting lines should all be set and checked
independently, by the Chief Officer and the Officer of the Watch. Manifold and
tank valves and the main riser vent valve should remain closed until
loading/discharging operations are about to begin.

12.20.05.22.00 Manifold Drain, Vacuum Breaker, Pump Room and

Unused Valves

Manifold drain valves, cross over valves (if not being used), and manifold
vacuum breaker valves should be double checked, being shut, to prevent any
possible mishap causing either contamination or pollution. These and any other
unused, manually operated valves must be both shut and lashed.

It is most important that when checking and setting lines for loading that
unnecessary use of pump room lines is avoided. If the pump room lines are
used, it is essential that the cargo sea and overboard valves are shut and
sealed. They should be tested and proved tight before the vessel arrives at the
load port.

12.20.05.23.01 Remote Control Hydraulically Operated Valves

Most of the cargo system valves are controlled from the central cargo control
room. The mimic board with the remote switching / operating controls for the
valves can be set at a time nearer to the start of the loading operation. Prior to
this, the valve control switches of all the valves that will not be used for the
operation can be checked that they are in the shut position and the switch /
operating control can be taped or covered over to prevent inadvertent
operation. The tank configuration with the remote gauge readouts can be
similarly prepared with labels to indicate which tanks are to be used for each
cargo. This is important when the vessel is to load more than one grade and
even more so if cargoes are to be loaded concurrently. Valves can be similarly
labelled, including any valves operated from outside of the control room.
Wherever practicable, all local indicators of such remote controlled hydraulically
operated valves shall be visually checked during cargo operations.

12.20.05.24.00 Inert Gas and Venting Systems

The inert gas production system will not normally be operated during loading
and the engine room must be isolated from the deck I.G. and venting system.
The isolation is maintained with the I.G. deck valve being shut and locked, and
the non-return valve and the I.G. deck seal unit preventing any hydrocarbon
vapours flow into the engine room.
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As cargo enters the tanks, the vapour content in the tanks will be displaced and
adequate means must be available for this displacement to move without too
large an increase in pressure. The vapours may either be vented to atmosphere
via the main venting system and the mast riser, or discharged back to the
cargo supply installation via a vapour balancing line. When loading multi-grade
cargoes or when loading at several ports the vent system on non-operating
tanks should be closed to avoid contamination between grades.

12.20.05.25.00 Closed Loading

A strict closed loading policy must be adopted for all loading operations where
venting of the cargo tank atmospheres is carried out through the main branch
vent valves and main mast riser valve. This ensures that displaced cargo gases
are vented at a high level, clear of the deck, reducing the risks of fire and
toxicity to personnel working on deck.

Independent monitoring of tank levels must be undertaken at specific intervals

in addition to the primary gauging system.
Periodic updating of loading computer for stress monitoring to be undertaken to
compare the real & calculated draft, trim & stresses to give proactive warning
of any deviations from the loading / discharge plan.

12.20.05.26.00 Weather Conditions

The weather conditions must also be taken into account. At this time it should
be remembered that hydrocarbon gases are heavier than air. If the wind speed
is very low, or still air conditions are experienced, hydrocarbon gases vented
from the mast riser will not be diluted or carried away from the vessel. They
will tend to fall to, and accumulate on, the main deck. This produces a great
risk to the ship and personnel where a flammable atmosphere may develop and
toxic effects may strike. Lightning in the ship’s vicinity may also present a
hazard, particularly where the vessel is in an open roadstead loading at an
SBM. In both cases, loading should be stopped and the cargo system closed
down.

12.20.05.27.00 High Velocity Vent Valves

The venting system consists of high velocity vent valves individually fitted on
each tank. These operate when the pressure within the tank reaches a pre-set
level. As the pressure increases, the valve opening increases venting off the
displaced gases at a high velocity above flame propagation speed. The greater
the pressure, the greater the venting capacity (up to the maximum rated
capacity of the valve), but the same vented gas velocity. As the gases are
vented while the pressure is reduced in the tank, the valve begins to close, but
the venting velocity of the gas remains the same.

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 12.20.05.28.00 Heated Cargoes

Heated cargoes present further problems, particularly in the case of cargoes

with very high temperatures. Problems of localized heating, cargo valve seal,
and tank coating temperatures must all be considered and if operating limits
may be exceeded the company offices must be consulted.

Whenever lines are set for operations, it is important that the shortest line
possible be used. This avoids the use of unnecessary pipelines and possible
contamination of lines, which may be needed for later operations. All manually
operated valves which are not required for use during the loading operation
must be firmly shut and lashed to indicate that they are not to be used.

In case cargo pour point is more than ambient temperature following

precautions to be strictly adhered to:

After completion of loading, all deck / pump room lines used for loading to be
drained/stripped properly to respective loaded tanks/bottom lines. Similar
precautions to be taken in case of long stoppages while loading.

Refer to:
“Energy Institute, London IP“ Current Edition of HM 40 Guidelines for the crude
oil washing of ships tanks and the heating of crude oil being transported by sea.

12.20.05.29.00 Pre-Loading Planning and Safety Meeting

Vessel/Terminal Pre-Operational Safety & Cargo Meeting and safety checklist or

declaration of inspection is completed. Any restrictions, which are to be placed
on the vessel’s discharge, should be documented and protested.

Refer to:
12.20.05.291 - Ship Shore Agreement
12.20.05.292 - Ship Shore Safety Checklist

12.20.05.30.00 Initial Loading

When the terminal has advised that it is ready to commence loading operations,
the tank and manifold valves should be opened and the entire line-up checked
again. As soon as this final check is complete, the terminal can be asked to
start transferring cargo.

The commencement of loading should, initially, be to a single tank, at a

reduced loading rate, until such time that cargo is confirmed as being loaded
into the tank, that all lines, valves, and connections are not leaking, and that
cargo is only flowing into that single tank.

This can be confirmed by the sound of liquid flow through the ship’s piping
system, visual inspection, and from the cargo tank gauges.

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Once the integrity of the system on board the vessel has been proved secure
and cargo is only being loaded into the designated tank, further tanks to be
loaded can now be opened. The loading rate can then be increased to the
maximum allowable within the constraints of the pipeline and venting system
being utilized.
12.20.05.31.01 Sampling

Occasionally, “first foot” or “heel” samples are required. These samples are
normally taken after approximately one foot depth (30 cm approx.) of cargo
has been loaded into each tank. Sometimes, once this portion of cargo has
been loaded, loading is stopped by the terminal, until the samples have been
taken. Loading is not usually continued until the samples have been analyzed
and have passed inspection. At other times, samples are taken, “on the run,”
without loading being stopped. Loading is sequentially suspended to individual
tanks only while that tank sample is being drawn.

It is often prudent for the ship staff to take samples from the manifold (if
possible) during the initial flush of cargo into the ship. This is more important
when dealing with petroleum products. This precaution may help to prove that
any first foot samples found to be off specification or other problems with the
cargo may not be the fault of the ship. These samples are often difficult to take
if the cargo loading rate is too high. It may set up a venture effect at the
sampling point, which will draw air into the cargo instead of drawing off a
sample from the incoming cargo. Extreme care must be taken when drawing off
these samples to prevent any accidental pollution.

Samples of the grades of cargo loaded are normally taken on board and ashore
by the inspectors. Shore samples are usually taken from shore tanks and shore
loading lines. On board the ship, samples are normally taken from the ship’s
cargo tanks after loading. These can be taken either as individual tank samples
and/or the ship’s composite samples (of each grade).

Cargo tank samples must always be taken with the “closed” loading sampler
and system. This is considered too slow by some inspectors and they try to
pressurize the ship staff into opening tank openings to take samples with open
samplers. This must be resisted, and to prevent any controversy it is often
prudent to request inspectors to begin sampling in completed cargo tanks
before the completion of cargo loading.

Other samples may be taken as previously mentioned. In some cases, drip-feed

sampling equipment is fitted at the manifold and a set of composite samples
can be taken at the manifold during loading.

If any large quantities of free water are found in cargo tanks after loading,
bottom samples of the water must be taken. This is possible with the ship
samplers used in the “closed” system. Any free water indicated in the Cargo
Survey must be protested, including a note that the free water may increase
during the voyage.

The number and distribution of samples vary between loading terminals.

Samples are usually taken for the external providers (the loading terminal) and
the cargo receiver. Occasionally, samples are taken for the ship. A full set of
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the official samples is normally given to the external providers or his agents
(which may be the inspector) and similar samples placed on board for
forwarding to the cargo receiver.

In the event of no samples being taken or given for the ship, the inspector
should be requested to take additional samples which should be documented,
signed, and sealed as for all other official samples. If this request is refused,
the ship should take its own samples, which should be documented, signed,
and sealed by the Chief Officer or Master.

All samples must be fully documented, signed, and sealed. If they are not, they
are usually of no value in the event of any claims. Receipts for samples should
be carefully checked against samples placed on board, particularly with respect
to corresponding serial numbers. Receipt for samples should never be signed
blank (as any other document) or signed for without having seen or confirmed
that the samples have been placed on board.

Refer to:
12.20.05.311 - Cargo Sampling Log

12.20.05.32.01 Bulk Loading

During “bulk” loading the loading rate is at maximum. The ship must offer the
maximum loading rate for the vessel for bulk loading. This is subject to any
restrictions which may be required due to constraints of loading more than one
cargo grade where segregation is required or a reduced number of tanks to be
loaded or other requirements. A restriction in the Loading Rates should be
avoided where possible to prevent any claims against the ship or company for
restricting the loading rate or prolonging the loading time.

Hourly loading rates should be worked out and ship’s cargo quantity onboard
must be checked against terminal’s delivered figures.

When non nominated tanks (Static Tanks) are connected via common lines,
there ullages should be monitored closely and recorded to detect any ingress or
unintended transfer of cargo.

Refer to:
12.21.01.111 - During Cargo Operation Checklist (Oil)

12.20.05.33.02 Topping Off

During “topping-off” operations vigilance is essential to ensure that a pollution

incident is avoided.

The following points are to be considered during “topping-off”.

At the pre-loading meeting Chief Officer to confirm the arrangements and

notice required for “topping-off” with the Loading Master / Terminal
representative in writing for audit purposes. The number of valves to be closed
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during “topping- off” must be reduced to a minimum. The loading rate is to be
reduced to a safe level. This will require a request to the shore to reduce the
rate. Ship tank valves are not to be used to reduce the rate as this can lead to
pressure surges or excessive pressure in the system. Portable UTI tapes must
be used for “topping-off”. Remote gauges are not to be used for this purpose.
Tanks not being loaded must be frequently checked for leakage. The final
stages of filling tanks must be well staggered to make sure that only one tank
is being “topped-off” at any one time. After “topping-off” individual tanks
master valves must be shut, where possible, to provide two valve separation.
One tank in each grade must always be kept as a “crash tank” as far as
practicable. 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 “crash tank” must always be the final tank to be loaded. On
completion of loading, all tank valves are to be closed.

During loading operations, when cargo tank ullages reach mid-level and about 5
meters, a check must be made on the difference between UTI readings and
remote ullage readings (e.g. SAAB). The observed differences on each cargo
tank shall be recorded in port log and it shall be applied to the respective
remote ullage readings. Tanks which are not being loaded (Static Tanks), their
level shall be monitored regularly throughout the loading operation.

12.20.05.34.00 Cargo Survey and Calculations

As soon as loading operations have been completed, a survey of the cargo

loaded is carried out. This is to check and subsequently calculate that the
correct cargo and quantity have been loaded. It is normally carried out with the
cargo surveyor/inspector and/or other terminal representatives. Readings are
taken of tank ullages, temperatures that should be at no less than three levels
within the liquid and free water.

The ullage reading of the oil surface in the tank is a measure of the depth of
space above the oil to the tank reference level. With this reading, the cargo
tank ullage tables can be entered and the volume of liquid in the tank is read.
Correction must be made for any trim or list to which the vessel is subjected at
the time of reading. However, as far as possible, it is a good practice to have
the ship even keel and with no trim at the time of the cargo ullage survey. In
the event that cargo gauging ullages are obtained whilst the vessel is in motion,
e.g., when the vessel is at an SBM, readings should be carefully averaged for
each tank. A note should be made on the ullage calculation form and a formal
note of protest issued to the effect that ullages were subject to the vessel’s
motion.

The cargo temperature of the oil in the cargo tank is needed in order to make
the necessary calculations to determine the standard volumes and weight of
cargo in a tank. Cargo temperature readings at various depths should be
averaged and finalized to the nearest 0.5° for each tank. These calculations
also require knowledge of the cargo’s API, specific gravity, or density.

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The water content after loading in each tank has to be checked. If this water is
determined to have been loaded with the cargo, i.e., it has come on board the
vessel from the shore along with the cargo oil, then it must form part of the
cargo. The determination of any free water must be quantified in order to
calculate an accurate figure of the cargo “loaded”. It may be difficult to detect
unless the cargo in a tank has been standing for a period of time to allow any
free water to “drop out” of the cargo to the tank bottom. Any free water found
should be checked, not only by electronic gauges, which tend to be very
sensitive to water, but also by water finding paste to give a clear indication of
the depth of water in the tank bottom.

With the electronic gauge, the presence of any free water in the oil will be
easily detected, even if these are only droplets still trapped within the oil, and
will give a false impression of the amount of free water in the cargo tank
bottom. Therefore, it is essential to use water finding paste to give a more
accurate assessment of the free water found in a tank. If spots of discoloration
are seen on the tape bob then only traces of water can be said to exist.
Whereas, if a clearly defined interface or “cut” between a solid discoloration of
the paste and the original paste colour is seen, then the depth of free water can
easily be observed.

The above information, found from the cargo survey at the end of loading,
along with the API, specific gravity or density of the cargo as advised by the
shore, and being the value which will be stated on the B/L, then the amount of
cargo loaded on board can be calculated through the ship’s ullage tables and
use of the American Society for Testing & Materials (ASTM) Tables of
Measurement for Petroleum.

The calculation is made as described in the following paragraphs using the

standards of volume in barrels, temperature in degrees Fahrenheit and API as a
measure of the cargo density, through to final results of volume in barrels at
60°F and weight in metric tonnes. It is interesting to note that oil, even today,
is calculated in barrels, for production, buying, and selling. This prolongs the
standards of temperature in degrees Fahrenheit, long tons, barrels, API Gravity
or Specific Gravity and other archaic units of evaluation against the introduction
of the more universal system of metric and/or S.I. (System International) units.

The ship’s cargo ullage tables are entered for each tank to give the volume of
oil in the tank, which is known as the Total Observed Volume (TOV). This value
must be corrected for either or both trim and list that the vessel may have. This
can be either a correction to the ullage reading recorded during the survey or
correction given within the tables themselves, depending upon how the ship’s
ullage tables have been calculated and laid out.

On certain vessels the quantity of pipeline volumes may have to be calculated

where they have not been included within the tables. However, on most ships
these volumes are included in the tables. In either case, this information should
be clearly stated in the tables and where they are not included, volumes for
both individual lines and their totals should be given. In the case where multi-
grade cargoes are loaded, it may be more accurate to calculate individual
pipeline volumes to take into account the different volumes in the various
sections of line.
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For quantifying the free water after loading, the ullage tables, or cargo tank,
wedge tables are entered with the sounding reading of any free water (F.W.)
found, or the wedge formula used, to determine the volume of water within the
tank.

The quantifiable volume of water is then subtracted from the total volume of
liquid within the tank. This gives the volume of oil in each tank. This quantity is
known as the Gross Observed Volume (GOV).

(TOV - F.W. = GOV)

These volumes are all at the observed temperature within the tank and are
expressed in Barrels at observed temperature.

The Gross Observed Volume is now converted to a volume at the standard

temperature of 60°F. This is calculated from conversion factors found in the
ASTM tables for reducing volume at observed temperature to volume at 60°F
for the API of the cargo. This reduced volume is known as the Gross Standard
Volume (GSV) and is expressed in Barrels at 60°F.

The above calculations are made for each individual cargo tank. The Gross
Standard Volume for each tank is added up, to give the total Gross Standard
Volume for the cargo loaded, for that one grade.

To the total Gross Standard Volume, the total Free Water found after loading is
added back in, to give the Total Calculated Volume (TCV), expressed in Barrels
at 60°F.

(GSV + F.W. = TCV)

From the Total Calculated Volume any quantifiable OBQ found on board before
loading must now be subtracted, whether it is oil, water, and/or sediments. The
OBQ also includes any retained slops if they have been “Loaded on Top”. This is
the quantity of cargo loaded, expressed in Barrels at 60°F.

(TCV - OBQ = Quantity Received)

The Quantity of cargo received expressed in Barrels at 60°F can now be

converted to metric tonnes using the conversion factors found in the ASTM
tables, for the API of the cargo. Other figures for the cargo, such as long
tonnes, litres, or gallons may also be calculated but are in most cases not
necessary.

The final cargo figures of volume, long, and metric tonnes can now be used for
comparison with Bill of Lading (B/L) figures. It is important note, that surveyors
often use slightly different methods and different tables to calculate cargo
volumes and weights. Surveyors’ figures must never be confused with or used
as the ship’s figure. The Chief Officer’s calculations are the ship’s official
figures.

The comparison of figures between ship and B/L is essential to protect the
interest of all parties concerned with the cargo. Provided that the figures lie
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TANKER OPERATIONS
within certain tolerances of allowance then final cargo documentation can be
completed.

Charterers will usually require the ship to issue a letter of protest if the ship
figure is less than the B/L figure, however, as a matter of routine, any
difference between ship and B/L figures should be protested.

When the difference between ship and B/L figures, is outside the allowable
limits, both ship and shore must recalculate and if necessary re-gauge the
cargo tanks to try and reconcile the difference between the figures.

The Vessel’s Experience Factor (VEF) is a calculated comparison between the

ship and B/L cargo figures. It should not be used for the sole purpose of
reconciling ship and B/L figure differences.

On completion and prior to departure, relevant checklist shall be completed to

ensure vessel’s readiness for sea.

Refer to:
12.20.05.341 - Completion of Cargo & Watertight Integrity Checklist (Oil)

12.20.05.35.00 Precautions for Loading High H2S Crude

 The integrity of the vessel’s containment system must be assured prior

to arrival at the load port. Any vapour leaks from the vessel’s cargo tank
apertures (tank lids, purge pipes, valve glands, etc.) must be identified
and repaired prior to arrival. It should be confirmed that cargo pipeline
pressure tests have been carried out as required by the Tanker operating
instructions.
 The integrity of the vessel’s Inert Gas (IG) system and venting
equipment is to be confirmed prior to loading.
 Vessel’s contingency plans should be reviewed and amended as
necessary taking into account of the toxic nature of the cargo. Plans
must include the requirements that members of fire party wear Self
Contained Breathing Apparatus (SCBA) on all occasions where toxic
vapours may exist. Additional points to be considered include medical
treatment and considerations, muster stations, lifeboat preparations and
use of Personal Protective Equipment (PPE).
 Vessel to conduct Oil Pollution Drill and ensure that all personnel fully
understand their role in the event of a spill involving high H2S crude.
Spill clean-up team to wear SCBA. Special precautions and carriage
requirements of high H2S cargoes should be included in this drill.
 Prior to arrival at the load port, all onboard are to be made aware of the
hazardous nature of the cargo and in particular those hazards associated
with H2S, Relevant Marine Safety Data Sheet (MSDS) for the cargo to be
posted. A pre-loading Safety Meeting should be held with all crew.
 Cargo tank Inert Gas (IG) pressure should be reduced to minimum prior
to start of loading operations. This will reduce the requirement for
venting during loading.
 Within the loading plan, the Health, Safety & Environmental aspect of
discharging the high H2S cargo should be addressed. All aspects of these
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 instructions, in particular those relating to gas venting, are to be
discussed and agreed with shore officials prior to commencing loading.
 Whilst in port, the activities of shore personnel are to be closely
controlled and must be in line with the vessel’s agreed procedures.
Particular attention must be paid to these procedures during venting,
connection, and disconnection and sampling/measuring.
 During loading operations, access to the accommodation is to be
restricted to one entry point only and this should be agreed prior to the
vessel’s arrival at the load port. All other doors and ports should remain
closed throughout the loading operation.
 The air conditioning should, so far as possible, be set to full re-
circulation, with the external dampers securely dogged shut. All
accommodation exhaust fans should be stopped and accommodation
vents closed (normally approx 80% of re-circ). Galley and Sanitary space
exhaust fans are to be stopped and associated vents closed (normally
approx 20% of re-circ).
 Prior to berthing and commencement of loading, a PA announcement
should be made, to remind all onboard of the hazardous nature of the
cargo about to be loaded and additional precautions to be enforced.
 At all times during the loading operation only minimum personnel should
be permitted outside the accommodation and it is recommended that this
be limited to those directly involved in the cargo operation.
 Engine room manning should also be kept to a minimum during the
loading operation. Prior to cargo tank venting taking place, engine room
personnel should be advised and throughout the venting period, they
should remain in the engine control room.
 Where possible the mast riser valve should be kept shut during loading,
with cargo tank pressures being closely monitored. However, when it is
necessary to vent, the cargo area must be evacuated and all personnel
must remain inside the accommodation until venting has been
completed. Prior to resuming normal activities on deck, sufficient time
must be allowed for any residual gas in the cargo area to disperse.
 Where venting is to take place, the following procedure is to be adopted:
o Wind conditions to be assessed to confirm that adequate gas
dispersion, clear of the vessel’s accommodation, can be achieved.
o Shore representatives are to be given advanced notice of the
vessel’s intention to vent cargo tanks. Any workboats in the
vicinity of the vessel should also be advised.
o A PA announcement is to be made, advising all onboard that cargo
tank venting is about to take place.
o The operator of the IG mast riser valve, if locally operated, must
wear Self Contained Breathing Apparatus (SCBA) during venting
operations. Where possible, during venting the valve operator
should position himself to windward of the gas stream.
o Venting should not commence until it has been confirmed that all
personnel are inside the accommodation or engine control room,
as appropriate. The personnel lift is not to be used during venting
operations.
o If vessel is at an (Single Buoy Mooring) SBM and a tug is available
then tug may be used to pull the vessel across the wind to assist
with dispersion.

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TANKER OPERATIONS
 o On completion of venting operations the BA wearer should carry
out a full check of the cargo tank deck area and external
accommodation areas to ensure that no residual pockets of H2S
gas remain.

 Prior to each entry to the pump room, checks are to be carried out for
oxygen, hydrocarbon and toxic gas. Persons entering pump room to
carry escape set and personal gas detection meter.
 Exhaust fans, where fitted, to be running at least 30 min prior to entry to
the following areas: forecastle space, storerooms, steering flat and other
such spaces.
 When necessary to move portable tank gauging equipment from tank to
tank, SCBA must be worn. In addition, SCBA must be worn by those
directly involved in the post loading cargo tank survey. Cargo tank
pressure must be reduced to minimum for this operation.
 If H2S is detected in high concentrations or if there is any doubt as to
the presence of H2S, then loading must be stopped immediately and
cargo area evacuated.
 No planned maintenance is to be carried out on safety systems whilst
loading this cargo.
 Recharging of any compressed air cylinders during loading is not to be
carried out except under control which addresses the issue of air quality
at the compressor.
 SCBA is to be worn by personnel while engaged in disconnecting the
cargo arms ensuring lines are well drained. Any spillage into drip trays
must be cleaned up immediately.
 In the event of an incident refer to Shipboard Oil Pollution and
Emergency Plan (SOPEP).

12.20.05.36.01 Precautions prior loading Static Accumulator

Cargoes

Petroleum distillates often have electrical conductivities of less than 50

picoSiemens/metre (pS/m) and thus fall into the category of static
accumulators.

Since their conductivities are not normally known, all distillates must be treated
as static accumulators unless they contain an antistatic additive, which raises
the conductivity of the product above 50 pS/m. A static accumulator may carry
sufficient charge to constitute an incendive ignition hazard during loading into
the tank, and for up to 30 minutes after completion of loading.

Bonding is an essential precaution for preventing electrostatic charge

accumulation and its importance cannot be overemphasised. However, while
bonding facilitates relaxation, it does not prevent accumulation and the
production of hazardous voltages. It should not therefore be seen as a universal
remedy for eliminating electrostatic hazards.

For further details can be found in ISGOTT Chapter 11.1.7 on:

 Controlling Electrostatic Generation
 During Initial Filling of a tank
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TANKER OPERATIONS
  Limitation of loading rates after initial Filling periods (Bulk Loading)

The following table provides information on the typical conductivity value and
Classification for a range of products:

Initial and Bulk Loading Rates for Static Accumulator Cargoes

For controlling electrostatic generation in the initial stages of loading the

velocity of oil entering the tank shall be restricted to 1 metre/second until the
tank inlet is well covered and all splashing and surface turbulence in the tank
has ceased.

The 1 metre/second limit applies in the branch line to each individual cargo
tank and should be determined at the smallest cross-sectional area including
valves or other piping restrictions in the last section before the tank’s loading
inlet.

The reasons for such a low linear velocity as 1 metre/second are threefold:

1. At the beginning of filling a tank, there is the greatest likelihood of water

being mixed with the oil entering the tank. Mixtures of oil and water constitute
a most potent source of static electricity.

2. A low product velocity at the tank inlet minimises turbulence and splashing
as oil enters the tank. This helps reduce the generation of static electricity and
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TANKER OPERATIONS
also reduces the dispersal of any water present, so that it quickly settles out to
the bottom of the tank where it can lie relatively undisturbed when the loading
rate is subsequently increased.

3. A low product velocity at the tank inlet minimises the formation of mists that
may accumulate a charge, even if the oil is not considered to be a static
accumulator. This is because the mist droplets are separated by air, which is an
insulator. A mist can result in a flammable atmosphere even if the liquid has a
high flashpoint and is not normally capable of producing a flammable
atmosphere.

Once the tank bottom is covered, all splashing and surface turbulence has
ceased and after all water has been cleared from the line, the rate can be
increased to the lesser of the tanker or shore pipeline and pumping system
maximum flow rates . As established practice and experience indicates that
hazardous potentials do not occur if the product velocity is less than 7
metres/second, Bulk loading rate for the cargo tank being loaded shall not
exceed 7 metres/second as a maximum value.

12.20.05.37.00 Commingling or Blending cargo on board

Commingling or blending is mostly associated with oil cargoes in bulk. Cargo

interests may wish to commingle or blend cargoes loaded on different dates
and/or at different places and/or with different specifications. Should this be
requested, the Master should refuse to perform any commingling or blending
until he has received the Company’s approval and instructions. The
commingling or blending may affect the specification of the cargo already
loaded and the carrier may be held liable under any bill of lading already issued
for such cargo. The same liability may arise for the bill of lading to be issued for
the second parcel of cargo to be loaded. Commingling or Blending operations
shall be carried out in compliance with MARPOL regulation in port and not while
the ship is at sea.

Prohibition of the blending of bulk liquid cargoes and production processes

during sea voyages:

1. The physical blending of bulk liquid cargoes during sea voyages is

prohibited. Physical blending refers to the process whereby the ship's
cargo pumps and pipelines are used to internally circulate two or more
different cargoes with the intent to achieve a cargo with a new product
designation. This prohibition does not preclude the master from
undertaking cargo transfers for the safety of the ship or protection of the
marine environment.
2. The prohibition in paragraph 1 does not apply to the blending of products
for use in the search and exploitation of seabed mineral resources on
board ships used to facilitate such operations.
3. Any production process on board a ship during sea voyages is prohibited.
Production processes refer to any deliberate operation whereby a
chemical reaction between a ship's cargo and any other substance or
cargo takes place.

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TANKER OPERATIONS
 4. The prohibition in paragraph 3 does not apply to the production
processes of cargoes for use in the search and exploitation of mineral
resources on board ships used to facilitate such operations.*

12.20.05.38.00 Additives for Cargoes

The vessel may be required / requested by Charterers etc. to add a substance
to the cargo, these may include but not be limited to:

• Additives for stabilisation, colouring or odour (inhibitors, dyes, stanching

agents etc)

Following is the guidance for adding any Additives to cargoes:-

 Key meeting shall be held with Surveyor, and terminal representative
and procedure for dosing established
 Ensure all have full understanding of the operation.
 Confirm Nominated tanks and sequence of events, Type of Additive and
Calculate dosage.
 If dilution of additive is required. Additive must be pre-diluted with the
same cargo.
 A complete Risk assessment shall be carried out prior adding additives.
 Ensure all connections and equipment are in full working order.
 All personnel involved in additivisation procedures shall wear proper PPE
as per the PPE matrix.
 MSDS shall be available onboard for the additive.

Before adding any substances to the cargo the Management Office must be
contacted and approval sought.

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12.20.06.00.02 CARGO CARE AT SEA

12.20.06.01.00 Oil Cargo Temperature

The temperature at which oil cargoes are carried and handled can vary
considerably, depending on the surrounding influences and the processes to
which the oil has been subjected. Many grades can be loaded and discharged
safely and conveniently throughout the range of temperature, which result from
processing and storage in various climates, but some grades must be kept
within closely defined limits.

In the case of low flash point oils, it is desirable to keep the temperature as low
as possible, to inhibit the evolution of gas. With oils of high viscosity or high
pour point a relatively high temperature is necessary to give acceptable
handling characteristics, but this must be kept to a level which does not cause
stresses in the ship’s structure, injury to personnel from splash burns or
unnecessary loss of high fractions. Where oil is of low flashpoint and also has a
high pour point, as in the case of Libyan crude oil, a most careful control of
temperature is necessary to achieve the most efficient results.

12.20.06.02.01 Cargo Heating Temperature

Cargoes heated to a high temperature can damage the tank structure, the
cargo tank coatings, and equipment such as valves, pumps and gaskets.

Some classification societies have rules regarding the maximum temperature at

which cargo may be loaded and Masters should consult the ship operator
whenever the cargo to be loaded has a temperature in excess of 60°C.

Details of the loading, carriage and discharge temperatures will normally be

given in the voyage orders. Care must be taken to ensure that the cargo is not
overheated beyond the specified maximum temperatures.

When a cargo has to be heated to a temperature higher than its loading

temperature the finishing ullages must take account of cargo expansion during
the voyage.

Many vegetable and animal oils require special consideration when applying
heat; e.g. a cargo of Molasses can be damaged by excessively fast application
of heat.

The following precautions may help to alleviate the effects of loading a hot
cargo:

 Spreading the cargo throughout the ship as evenly as possible to

dissipate the 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 pipelines are completely free
of water before receiving any cargo that has a temperature above the
boiling point of water.
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TANKER OPERATIONS
The wing and double bottom spaces of a double hull tanker act as a thermal
barrier which effectively insulates the cargo tanks from the cooling effect of the
sea. Consequently, the cargo tank structure is less subject to temperature
change reflecting changes in ambient sea temperature and tends to remain
close to the cargo loading temperature.

After cargo discharge, the steel structure remains at an elevated temperature

for some time until such times as it is cooled by ambient air or adjacent ballast
tanks being filled by water. The temperature differential between sea and cargo
tanks during the ballast voyage has been reported as high as 15°C.

High temperatures lead to an increase in general corrosion. It has been

reported that the corrosion rate doubles for every 10°C increase in
temperature. High temperatures can also lead to an increased bacterial growth
rate and consequent increase in microbial influenced corrosion rates.

Refer to:
12.20.06.021 - Cargo Heating Report

12.20.06.03.01 Examination of Tanks and Heating Coils

The Company policy is that, where possible, all ballast tanks and void spaces
must be internally inspected on a six monthly cycle. All cargo tanks to be
inspected internally every dry-dock. Reference shall be made to HSQEEn
14.42.00.00 - Annex III - Hull Inspections. These inspection to be carried out
as stated in the Hull Inspection Manual booklet for the vessel to establish the
condition of steelwork, pipe work, fittings and coatings or anodes, as applicable.
In order to assist in this process and ensure a uniform and objective framework
of reporting, the publication “Condition Evaluation & Maintenance of Tanker
Structures” is to be referred to before commencing an inspection. In addition
LR publication “Tank Coatings Condition Guide” will also be provided on board.
Staff carrying out the inspection are to use the instructions stated in the Hull
Inspection booklet for the vessel. Defects must be reported as early as possible
to allow repairs to be coasted and scheduled. Wherever possible, the report is
to be supported with photographic evidence.

During the above inspections of cargo tanks any heating coils are to be
inspected and tested using either steam or compressed air at their normal
working pressure. In addition the heating coils must always be tested before
dry-dock and prior to carrying any heated cargo.

It is appreciated that due to certain ship designs and/or trading patterns that
the above inspection cycle may not be practical. In such cases, a suitable
inspection cycle must be agreed to in association with the fleet cell and
followed. Such agreement must be documented.

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 12.20.06.04.00 Heating Guidelines and Procedures

A. Cargo Heating Guidelines:

The type of crude oil cargo will determine cargo heating or heating program for
the voyage. Aromatic crude oils contain little or no wax. They can be permitted
to cool during the voyage, provided the vessels heating system is capable of
raising the cargo temperature to the required pumping temperature before
discharge. Paraffinic crude oils must be maintained above a certain critical
temperature, i.e. the cloud point to avoid phase separation of the wax they
contain. Charterers normally state the heating requirement for the voyage and
must be followed. The operators must be contacted if in any doubt.

Excessive heating of cargo will:

 Increase light end vapor losses

 Reduce the solvency of the crude for crude oil washing
 Accelerate the fall out of sediment and water otherwise suspended in the
crude, waste fuel
 Increase the possibility of vapor lock problems with the cargo pumps
during discharge

During carriage of heated cargoes, cargo temperatures, measured at three

points in each tank must be daily taken and recorded.

B. Practical Guidelines On Cargo Heating

A ship’s cargo heating system on a conventional crude tanker is designed with

quite a high degree of safety margin. In general, gradually raising the
temperature 3-40 F per day will be quite easy, even with only 60-70% of the
heating coils on board working.

The most important aspect, which needs to be realized, is that with cargo
heating, the steam’s latent heat is necessary. There is no use or advantage
gained if steam passes through the cargo tank and goes back to the hot well as
“live steam”. Therefore it is important that correct control of heating coil
returns and pressure to inlet systems is practiced.

The hot well system, where the condensed water returns from the coils must be
protected from any unforeseen cargo return from the heating system. Duty
engineers to be most vigilant about this as any of this oily water entering the
boiler can be disastrous.

The correct function of heating coil traps is extremely crucial to the

performance of the cargo heating system. It is extremely crucial for steam to
condense and latent heat to be given to the cargo. With a full cargo, generally,
it is very unlikely that steam will come back from heating coil returns since
almost all of it should condense prior to coming up. However, if your traps are
blocked there is no water returning back and, obviously, no heat transfer or
exchange.

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Clogging of trap filters with rust and fine debris is common and the overhaul of
steam traps in Planned Maintenance System is important.

C. Cargo Heating Procedures:

The main line is to be warmed up to avoid water hammer prior start of heating.
When commencing cargo heating for each steam header, it is very important
that coils are opened gradually and slowly. Generally, coils will have water
inside and this causes excessive hammer and water hammer can cause
damage.

The inlet must be first opened, and return shut. Thereafter line pressurized and
drain opened on deck slowly to check condensate quality. Take precautions
against oil Spillage on deck in case coil has heavy ingress of contaminant.

The pressure of steam on the entire heating system is another critical aspect. If
all coils and valves are fully opened, the pressure in the aft tanks will be more
and there may be nothing reaching forward.

It is not wise to adjust each coil individually but rather the tank common return
valve be throttled. Thereafter, depending on each cargo tank temperature, you
can shut off or increase the total number of coils you need.

The reason for throttling the tank outlet valves, rather than inlet is because the
entire coil will be at a higher pressure than the head of the oil within tank. This
therefore will avoid a contamination by oil in the condensate return. Throttling
inlet steam drops the pressure and increases velocity within coil. When this
condenses it leads to internal pipeline pressure drop which may be lower than
the head pressure of cargo within the tank.

The temperature is to be brought up gradually. Heating is more efficient at

anchor than underway. Records of past voyages are to be consulted.

It is recommended that a responsible officer is delegated to supervise the

operation of starting cargo heating rather than leaving it to the pumpman who
may not understand the basics.

Keep a log with daily cargo temperatures and steam pressure on forward, mid
and aft headers. Also, log the percent each return manifold is open so that on a
daily basis you can decide on how to change their positions. Normally, you
achieve a good balance within 3-4 days of trial and error. Thereafter, rarely will
you need to adjust the position.

D. Shut Down Procedure After Cargo Heating

Heating is normally kept on until the cargo is at the level of the heating coils.
Heating after that point will cause excessive vapor and contribute little to a
discharge operation.

As the tank level falls very low and the coil gets totally exposed, steam in the
heating coils must be gradually reduced. Otherwise, you could have damage at
bends, etc.
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When cargo heating coils are shut down completely, the drain must be opened
in order to break the vacuum. For guidance, once the pipeline steam within the
heating coil system condenses it causes a lot of pressure on the exterior wall
and, especially on older ships; you tend to get collapse fatigue.

In extremely cold weather climates, ensure that coils are immediately blown
out with air in order to avoid freezing damage. At the first opportunity, the
blanks must be swung to avoid any steam entering the coil system. Many ships
have faced severe damage simply because they forgot to adhere to this
elementary precaution.

12.20.06.05.00 High Pour Point Oils

The handling of HIGH POUR POINT (HPP) cargo such as Low Sulphur Waxy
Residue (L.S.W.R) is as with most cargoes, set into three phases; loading,
passage, and discharge.

A. Loading

Once the vessel is confirmed to load a High Pour Point cargo, certain steps can
be taken prior to loading that will aid in the overall operation of the carriage.

1. Ensure that at the load port facility the cargo being loaded is at least 20
deg F (110 C) above the pour point.
2. Have the vessel test all heating coils/exchangers prior to arrival at load
port.
3. Depending on the length of the voyage, consider starting the heating
early enough, thus not allowing for cooling down.

B. Passage

During passage the foremost instruction to the vessel is that continuous heat
must be applied and that under no means that the heat to each tank be
stopped. The heat to each tank need only be partially open but must be
constant. The constant application of heat will allow for normal heat movement
in the tank and will keep heat convection circulation in motion.

Discontinuing the heat to a tank will cause the setting up of the cargo on the
bulkheads and bottom. This situation will be difficult to resolve and will require
more heat. The normal course of heat only rising to the top will not allow for
the heating of cargo set up below coil levels.

The cargo when not having heat applied will form a thermal blanket on the
bulkheads and bottom to lessen the heat loss. This blanket, if allowed to
harden, will be extremely difficult to melt and will possibly result in a 1% to 2%
clingage lost to the outturn. The application of constant heat does not mean full
heat application to the tank. The opening of the coils 15% to 20% will probably
be sufficient, but do not allow for the discontinuation of the heat.

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 C. Discharge

2 to 5 days prior to the arrival of vessel at disport, open the heat to each tank
full open. This will allow for the elevation of temperature and increase the
natural heat movement in the tank to loosen or melt any lingering solidified
cargo that may have formed in transit.

Ideally at disport, your Charter party must include a supply of approximately

5,000 barrels of cutter stock to wash the tanks with during discharge. This can
be stowed in one slop tank. Upon completion of washing, this cutter stock is to
be discharged ashore along with the cargo.

Vessel shall continue to heat the cargo throughout the discharge, even if the
discharge is partial lightering to barges. Vessel should not allow tank cargo
level to drop below the height of cargo bottom pipelines. The vessel is to
discontinue the discharge of the tank when the sounding is about 1 meter
above the height of bottom pipelines. The vessel is then to superheat the cargo
to about 1500 F (650 C) and hold it. When the vessel has a trim of about 5
meter, then it can commence stripping tanks, one tank at a time.

Additionally consider these measures prior final stripping:

1. Have a tank heated at 1500 F (650 C) ready for back flush material.
2. Commence stripping the tank, if the tank has excessive R.O.B.,
immediately back flush and repeat if necessary.
3. Empty lines quickly. Never allow cargo to stand in a line this may clog
the line and may cause extended delays.
4. Discontinue heat as tanks are cleaned/stripped.

General Precautions:

In case of carriage of multi-grade (heat and non-heat cargo), caution should be

applied as considerable heat conduction takes place through the bulkhead of
adjacent tank which will heat-up the cargo adjacent to the heated tank. This
increase of temperature may not be detected early and depends on the
temperature monitoring point.

For double-hull tankers, to minimise the cooling effect of ballast water in

adjacent tanks, commence taking in ballast as far as practicable at the end of
discharge, keeping stability and stress factors in mind. i.e. fill up ballast tanks
to the height just below cargo tank’s inner bottom plating (tank top) as stress
increases.

After discharging heated cargo, all valves are to be checked for opening and
closing before commencement of next loading to confirm that all valves can be
operated. Sometimes numerous attempts may be required to operate the
valve.

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 12.20.06.06.00 Slop Tank Heating

The heating of recovered material in the slop tanks on black oil carriers assists
the separation of oil and water. Fuel oils slops may be heated to a temperature
not exceeding 60°C but crude oil slops must not be heated above 43°C as
severe waxing can occur after cooling from temperatures in excess of that
figure. Clean oil slops do not generally require heating. This treatment is most
effective if carried out after the decanting of free water.

If the slops recovered have a high viscosity, it will be beneficial to apply heat,
within the above limits, to render them more fluid at the discharge port.

12.20.06.07.00 Guidelines for Carriage of High H2S Cargoes

Following are the guidelines for carriage of cargoes with high H2S:

 Whilst the vessel is on passage, a careful watch on tank pressure must

be maintained throughout. If the cargo or vapour leakage is identified or
suspected the cargo area is to be evacuated immediately and the Officer
of the Watch (OOW) informed. Deck apertures where leakage may occur
(tank lids, purge pipes, valve glands, etc.) should be monitored on a
regular basis. Any repairs that are necessary shall be carried out by
personnel wearing SCBA equipment.
 During the heat of the day, pressure will rise as the tanks atmosphere
heats up. Pressure may be allowed to rise to 90% of the relief valve
setting before venting takes place. There may be a reluctance to hold
onto the gas and a tendency to relieve the pressure at too low a level.
However, holding on to gas pressure will, on most occasions, ensure that
the introduction of inert gas later in the day, as the atmosphere cool, will
not be required. If venting is necessary then it is preferable that it is
carried out in daylight, during scheduled breaks in the normal working
day. Cooling of deck by water to control pressure should be considered.
 Should the pressure rise to greater than the 90% value, and therefore
require venting, the following procedures must be adopted:
 Air conditioning to be set to full re-circulation with external dampers
securely dogged shut. All accommodation exhaust fans must be stopped
and accommodation vents closed/ Galley and Sanitary space exhaust
fans are to be stopped and associated vents closed. Pump room and
Forecastle fans should be stopped and spaces closed down until deck free
of H2S.
 All external doors and vent flaps are to be confirmed closed.
 Vessel’s anemometer checked and true wind direction in the vicinity of
vapour emissions determined.
 PA announcement to be made advising that cargo tanks are about to be
vented and all personnel to remain inside the accommodation or engine
room control room as appropriate.
 The operator of the Inert Gas (IG) mast riser valve, if locally operated,
must wear Self Contained Breathing Apparatus (SCBA), during venting
operations. Where possible, during venting the valve operator should
position himself to windward of the gas stream.

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  The Officer of the Watch (OOW), both on the bridge and in the engine
control room (ECR) must be informed in advance.
 The bridge is to be adequately manned and equipped with an Emergency
Life Support Apparatus (ELSA) set and personal monitor.
 Engine room manning should be reduced to the minimum level consistent
with safe operations. All other personnel are to gather inside the
accommodation. The personnel lift is not to be used during venting
operations.
 Prior to giving permission for the riser valve to be opened the OOW is to
confirm that all personnel are inside the accommodation or engine room
control room as appropriate.
 The pressure should be reduced by the minimum required, bearing in
mind time of day, temperature, and vessel movement and in line with
the gas generation experience on that particular voyage. The IG pressure
should be periodically recorded to allow predictive venting to take place.
 The vessel’s heading should be adjusted such that any gas emission from
the mast riser is carried away from the vessel. Speed and /or course may
need to be adjusted to ensure that this does occur.
 If the vessel is proceeding into congested waters where course
alterations would be difficult, it would be prudent to release most of the
pressure before that time. If it is necessary to release pressure where
manoeuvring is not possible and relative wind direction is from ahead,
than it must be released in short bursts at high velocity in order to carry
the gas as high as possible away from the vessel.
 On completion of venting operations the SCBA wearer must carry out a
full check of the external accommodation and deck areas to ensure that
no residual pockets of H2S gas remain.
 Once the area has been declared safe a PA announcement is to be made
to advise all personnel that venting is complete and the area is safe.
 Pump room entry to be restricted to essential requirements only and
atmosphere to be tested for oxygen, hydrocarbons and H2S, on each
occasion prior to entry.
 Entry into confined spaces is to be minimised during the loading passage.
 To minimise the risk of exposure, cargo sampling and temperature
readings should not be taken whilst on passage.
 For any emergency situation involving cargo leakage or a release of
vapour all personnel are to muster inside the accommodation. Those
involved in repair work or spill clean-up must wear SCBA.
 There shall be no work aloft carried out other than that directly related to
the operational safety or navigation of the vessel.
 Whilst on passage the IG line abaft the deck seal is to be tested for the
presence of H2S on a daily basis.
 No routine planned maintenance, which may affect the system integrity,
is to be carried out on the vessel’s IG system during the loaded passage.
 Pressure testing of cargo-related equipment is not to be carried out
during the loaded passage. If the crude oil wash line is to be pressure
tested then this operation is, so far as possible, to be carried out using
non H2S crude.
 In the event that internal cargo transfer is to be carried out on passage
then a full risk assessment must be carried out.
 Only essential maintenance is to be carried out on cargo-related
equipment.
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  Where possible planning should enable routine planned maintenance of
safety systems to be carried out prior loading.
 Compressed air cylinders are not to be recharged on loaded passage
unless carried out under control which addresses the air quality at the
compressor.
 All new joining personnel onboard are to be made aware of the
hazardous nature of the cargo and details of the approved procedures
that have been implemented.

12.20.06.08.00 Loading No Heat Fuel Oil on VLCC

Importing of non-heated Fuel Oil cargoes on VLCC’s is becoming a norm

amongst Fuel Oil traders in the Far East area. Cargo tanks on VLCC’s are not
equipped with heating coils, hence heating is not permitted.

What counts, is not the viscosity when you load the cargo but what the
viscosity will be when you discharge it. Viscosity at disport must be less than
or equal to 1000 cSt, hence before a vessel has been fully fixed, it is necessary
to carry out a Viscosity Feasibility calculation using the software based on the
simple worksheet structure, as illustrated below.

Note: Viscosity at disport not to exceed 1000 cSt

Viscosity in cSt at standard temperature of 500 cSt As supplied by

50C Charterer
Viscosity when loading 363 cSt from VI tables
Temperature when loading 55 C
0
Not to exceed
650 C
Full cargo/Part cargo Full
Loadport ........
Days to disport ........days Speed 14 kts
Temperature loss -110 C

Expected disport viscosity 756 cSt From VI table.

Basis
55-11=440 C
Since expected disport viscosity is less than 1000 cSt, this cargo is OK to lift!

During discharge operations:

Pumps on all vessels may be run at reduced speed as demanded by

circumstances. Ideally it may be run at around 800 rpm.

If you want to reduce the pump’s load during bulk discharge does not use cargo
valves to throttle flow of cargo. Always use speed control of pump instead. A
complete set of spare mechanical seals for each cargo pump to be onboard at
46
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TANKER OPERATIONS
all times. Depending on cargo pump model, one line bearing and one shaft
sleeve for each cargo pump to be carried onboard.

Extra vigilance to look for any increased or different vibrations from the cargo
pumps and an immediate shut down to avoid severe pump damage. The pump
should be immediately tripped manually if does not trip automatically.

Cargo eductor cannot be used for this cargo for draining individual cargo tanks
and hence final stripping to be carried out by steam reciprocating pumps only.

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12.21.01.00.01 DISCHARGING

12.21.01.01.00 Cargo Planning - Discharge

Discharge planning starts when the vessel first receives loading orders for a
cargo. This is particularly important when multiple grade cargoes are carried
and when discharge port(s) and terminal requirements are not declared. In
these cases cargo stowage must be extremely flexible to allow the discharge of
any grade carried, in any order. They can be modified as more information is
received and the earlier this information is sought and received, the more
prepared the vessel will be for arrival at the discharge port.

Discharge plans must be made and passed onto receiving terminals well before
arrival at the discharge port. This will allow sufficient time for the receivers to
communicate any information or requirements that may affect or require
changes to be made to the ship’s discharge plan. Any intentions to crude oil
wash, for which permission will be required, will need to be advised to the
concerned authorities.

The discharge plan combines three key operations, the discharge of the cargo,
the crude oil washing of cargo tanks, and the loading of ballast. In past times
on older vessels, these three operations were often separate and consecutive,
but with the increased pressure of commercial viability, modern tanker
construction and equipment have been combined into one continuous and
concurrent operation. This has made the detailed planning of cargo discharges
much more critical and necessary.

There is no set way in which a discharge is planned and executed, but it is the
result of several factors, each of which is as important as any of the others. The
aim of the plan should be to preserve the quality of the cargo, discharge the
vessel of all cargo with maximum out-turn and minimum ROB, and in the most
safe, expedient, and economic way. The plan must take into account all
necessary procedures to prevent injury to the vessel’s crew and any other
persons on board, the vessel, terminal, and environment.

Special consideration should be paid to the discharge of heated and high pour
point cargoes. These need to be handled carefully, and stripped effectively to
prevent high loss after completion of discharge.

Stoppages of cargo discharge by the vessel should be avoided. Whenever they

occur or are required, no matter how justified in terms of being more expedient
in the discharge of cargo and in favour of charterers, it is often an extremely
contentious issue with charterers. Stoppages are often used by charterers to
dispute and attempt to reduce demurrage claims. As charterers are not
normally physically present during a ship’s operations, they rely mainly on
documentation to verify that the operations of the vessel were carried out in
their best interests.

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 12.21.01.02.01 Factors for Cargo Discharge Planning

Use of Pumps:

The use of pumps must be clearly understood in order to move the maximum
amount of cargo and leave minimum quantities for stripping work and maintain
discharge within the scope of cargo pumping clauses and warranties. The
operation of each pump must be advised, clearly stating which pumps are
pumping bulk cargo and from which tanks, which pumps are to be used for
crude oil washing and/or stripping and the line set up for each. Final stripping
arrangements of slop tanks and all cargo pumps and lines via the MARPOL
stripping line should be advised. The flow of cargo through each stage and
operation must be clearly stated and how valves should be set to achieve the
required results.

Pumping Warranties:

It is extremely important that pumping warranties stated within charter parties

and/or voyage instructions are complied with. Delays, stoppages, and any other
circumstances, caused by the vessel, which prolong or appear to prolong the
discharge of cargo must be avoided, whenever possible. It should be stressed
that where a vessel is warranted to maintain a back pressure at the discharge
manifold, it must not be construed as the maximum back pressure that the
vessel should attain. It refers to the minimum average back pressure that
should be maintained throughout the discharge and includes stripping time.
This means that the discharge pressure during bulk pumping should be
maintained at the maximum allowable by the constraints of the receiving
terminal. Terminal’s restrictions on discharge pressure should be protested
against in writing.

At all times during bulk pumping, the shore maximum allowable back pressure
must be maintained. As the vessel discharges and the level of cargo in the
tanks falls, the head developed by the pump will fall, which will result in a
falling back pressure at the ship’s manifold. It is important that pump speeds
are adjusted to maintain the maximum allowable discharge manifold back
pressure.

Occasionally, the vessel cannot attain this back pressure even with all cargo
pumps running at full rated capacity. In this case or in the case where pump
speeds have reached their maximum, nothing more can be done to improve the
discharge. Full and complete records must be kept to prove that the vessel
discharged at its maximum discharge rate.

At certain terminals, the use of shore booster pumps is required to overcome

large back pressures created by the configuration of the terminal system. The
use of booster pumps creates more difficulties for the ship, and discharge
pressures must be maintained or changes of discharge rates must be clearly
advised in advance to shore personnel. Otherwise, problems may be
encountered with the use of booster pumps, which can lead to delays,
stoppages, or otherwise prolong the discharge of cargo.

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Hourly discharge rates should be worked out and checked against terminals
received figures. Even after running all pumps at maximum speed if the
throughput is not up to expected rate, investigation should be carried out for
the reason thereof. If it is due to the restrictions imposed by the terminal’s
receiving systems, a protest should be lodged against in writing.

Ship’s Discharge Limitations:

Limitations placed upon the discharge must be considered. Stresses, trims,

draughts, manifold air heights, inert gas, and ballast requirements must all be
considered at each stage of the discharge, pre-calculated and checked, so that
the vessel remains in a safe condition and cargo is discharged in the most
expeditious way. Plans should provide all relevant information concerning the
cargo, including information for calculating rates and quantities etc. and best
kept to a simple step-by-step guide to all the operations. Plans should be
carefully thought out to avoid unnecessary delays. A bar graph indicating
critical path analysis is most useful for an “at-a-glance” appraisal of the plan.

MSDS’s should be available to all persons on board. A pre arrival

safety/operational meeting should be held prior to arrival and all ship staff must
be aware of and understand the dangers and hazards associated with the cargo
so that all safety procedures and precautions are observed at all times.

Prior to the commencement of discharge operations a similar operational safety

meeting should be held with the terminal operators for above purpose.

Discharge Terminal Restrictions:

Details of terminal facilities must be considered. The side to which the vessel
will be berthed and hoses connected. Flow rates and maximum back pressures
at each stage of the discharge should be carefully considered, especially when
starting or slowing cargo and when shore tank changes are to take place.
Starting discharge rates are normally slow to prime the shore system and
confirm correct flow. Shore storage tanks may have floating roofs, which have
to be carefully floated off the tank bottom to avoid damage or jamming of the
roof.

Pipeline Displacements:

Line displacements are often required to clear shore lines of previous products
before the cargo being discharged is directed to its required storage tank. The
discharged cargo may be being stored in more than one tank, although being
discharged to one tank at a time. These factors may all cause delays or
stoppages which must be taken into account. With proper communications
between the ship’s staff and shore personnel these changeovers are usually
smooth operations. Cargo discharge rates can be properly controlled and
reduced in preparation for stoppages or reduced to allow shore personnel to
make tank changes smoothly without actually stopping the discharge of cargo.

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TANKER OPERATIONS
Pigging

At some installations the landline from tank farm to jetty manifold or part of it
are pigged. It is possible that large amounts of cargo are pressed into a cargo
tank at high rate and high pressure. Method and required tank volume
necessary for this shoreline emptying must be agreed upon in the pre-loading
conference. Especially one must be aware of the high pressure which could be
created when pigging and take precautionary measures to prevent over-
pressurising the tank or creating an overflow. Office approval must be obtained
and detailed procedure established between ship and shore before undertaking
any pigging operation.

Pipeline Purging:

Many terminals now require the vessel’s discharge lines to be “purged”, i.e. to
displace any gases / vapours from the discharge lines back into the ship’s tanks
to prevent the gases / vapours being introduced into the terminal system. This
is particularly important when discharging into shore tanks that have floating
roofs or through submerged pipelines at SBM and CBM moorings which can
cause flotation of the pipelines and the risk of damage and pollution.

Crude Oil Washing:

Crude oil washing procedures should be planned to cause minimum interference

in the discharge of the cargo and minimize any unavoidable delays. Dangers
and precautions should be clearly stated and advised with details of how and
why they are avoided. Vessels are normally allowed an additional time period
for crude oil washing, based on a full crude oil washing program of all tanks.

When fewer tanks are washed, this time is prorated to take into account the
reduced washing time required. Some receivers/terminals might insist on full
COW of all tanks (Lyondell-Texas). In such cases there should be definite
mention in the charter party instructions. If not, a letter should be obtained in
writing from the receivers/terminal containing the specific request.

Ballast:

Ballast requirements should be planned to help the discharge of cargo, as well

as prepare the vessel for sailing immediately after the completion of cargo.
Care should be taken that ballast operations are completed before the
completion of discharge of cargo at each port to avoid unnecessary delays.

Heated Cargoes:

Heated cargoes add a further complication to discharge plans and must be

carefully considered so that the cargo is discharged at the required temperature
with maximum out-turn and minimum residues left in the tank(s) after
discharge. Excessive heating should be avoided, which wastes important
resources, causing heavier end sedimentation and loss of solvents for crude oil
washing.

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TANKER OPERATIONS
In extreme cold climates, if carrying heated cargo, it may be advantageous not
to take in ballast adjacent to tanks being discharged (or still to be discharged).
This will reduce clingage and increase cargo outturn.

12.21.01.03.01 Pre-Discharge Preparation and Checks

The vessel should arrive at the discharge port(s) ready to commence operations
immediately. The company checklists and forms are to be used as a guide to
the requirements for both pre-arrival and during in-port operations. Cargo
discharge and crude oil washing plans should be completed according to
company format and monitored/recorded accordingly. It is a requirement that
the crude oil washing lines if they are to be used are pressure tested before
arrival at the discharge port. Refer to HSQEEn 12.20.05.011 - Pre Arrival and
Commencement of Cargo Operations Checklist (Oil).

Refer to:
12.21.01.031 - Checklist For Pressure Testing Of Cargo Lines

12.21.01.04.01 Pre-Discharge Operations

Discharge procedures should be agreed and confirmed by both the ship and
terminal staff and will include the discharge, crude oil washing, ballast plans,
safety procedures documentation, hose connection, cargo sampling and
surveying, communications, and final line preparation. The key to smooth
operations is good communication so that all personnel fully understand the
operations involved, are aware of each stage of the operation, and are kept
fully informed.

Refer to:
12.21.01.041 - Discharge Port Cargo Operation Checklist

12.21.01.05.00 Pre-Discharge Planning and Safety Meeting

With pre-discharge meetings, the same principles apply and should be referred
to concerning load port operations. Vessel/Terminal Pre-Operational Safety &
Cargo Meeting and safety checklist or declaration of inspection is completed.
Any restrictions, which are to be placed on the vessel’s discharge, should be
documented and protested. (Refer to HSQEEn 12.20.05.291 - Ship Shore
Agreement & 12.20.05.292 - Ship Shore Safety Checklist)

Emergency Shut Down Procedure:

The emergency shut down procedure should be clearly understood as these can
vary with different terminals. It must be remembered that in the case of
discharging operations, it is the receiving terminal that will dictate the
requirements of discharge. Accordingly the ship’s staff should always be alert to
the possibility of an emergency stop initiated by the terminal, as well as
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TANKER OPERATIONS
prepared to stop cargo discharge in the event of any incident on board which
could endanger personnel, the ship, and the terminal or the cargo.

It should be noted that some terminals require cargo pumps to be slowed down
and the discharge valve(s) shut before the cargo pumps are stopped. This is to
prevent the possibility of a pressure surge being generated by abruptly
stopping cargo pumps which may well be running at full speed.

Ship’s Engine Room and Personnel:

It is important for the Chief Engineer and his staff to be kept appraised of
anticipated requirements for pumps, I.G. systems, etc. These units all require a
degree of preparation and the engine room should be kept informed of any
delays or advances in proposed starting times.

12.21.01.06.00 Pre-Discharge Cargo Gauging and Survey

The pre-discharge cargo survey is similar to the survey made after loading.
Again this is normally carried out with an independent surveyor and a
representative from the receiving terminal. In the U.S. and certain other
countries a Customs officer is also present.

Provided all safety checklists have been completed, some terminals may allow
discharge to commence immediately following tank gauging and before the
cargo calculations are complete. Before agreeing to this, the ship should check
that the tank gauging figures are agreed to by all parties and that there are no
obvious discrepancies between the departure figures at the load port and the
arrival figures at the discharge port.

If some large discrepancies are noticed between load port and the discharge
port cargo quantities, do not hesitate to hold a second survey, with chief officer
himself present at tank gauging, to verify the quantities. The cargo discharge
should only commence after the satisfactory resolution of the cargo survey
discrepancies. (Refer to HSQEEn 12.21.07.004 - Ullage Report)

12.21.01.07.02 Samples - Retention of Samples and Disposal

Samples carried on board from the loading port for the receivers should be
handed over to the terminal or receiver’s representative. It is a prudent
precaution that a sample receipt is obtained for the transfer of custody of these
samples.

In some terminals it is common for cargo samples to be taken. Cargo discharge

may not be allowed until after cargo sampling has been completed and the
samples sent ashore, tested’ and approved.

This may cause a delay to commence discharge operations, but will be for the
terminal account, provided all other pre-discharge operations and
documentation have been completed.

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As previously mentioned sampling is carried out using the specially designed
sampling equipment provided on board. Samplers are designed to fit the
vapour lock valves to reduce the emission of gas from the cargo tanks. At some
ports, shore personnel or surveyors balk at using this equipment and try to
pressure the ship’s staff into opening tank hatches or ullage ports to speed up
the operation of sampling. This should always be resisted.

Cargo samples are to be retained on board for a period of six months (in
sample locker / paint locker) after the cargo has been discharged, before they
are disposed of into vessel’s slop tank in a controlled manner.

Open Sampling If Required By Charter Party:

If agreed in the Charter Party, certain Charterers may request for open
sampling at load port or disport when handling fuel oil cargo in cold countries.
Vessel must seek terminal approval first. On receipt of terminal approval,
vessel shall prepare a Risk Assessment and send it to Operations/HSQE
department for review.

Chief Officer must brief the shore sampling inspector and vessel staff with the
control measures stated in the Risk Assessment after which Open Sampling
may be carried out in a controlled situation.

Free Water:

During the cargo survey, if any large increase or amount of free water is
observed, samples of the water should be obtained to determine the source of
the contamination. There is a marked difference in the chemical makeup and
mineral content between sea water and water that has been produced from oil
wells.

12.21.01.08.01 Cargo Discharge Plan

The Chief Officer is to plan the discharge operation of each grade of cargo with
crude oil washing operation of either all or several of the tanks. This plan
should cover the main elements of any discharge. Each vessel and each cargo
is different, and each person in charge will have his own ideas in order to plan
and execute a discharge and crude oil washing operation, in the safest and
most expeditious manner. Other aspects may need to be considered and taken
into account, such as cargoes without crude oil washing, multi-grade cargo
discharges either concurrently or consecutively carried out, heated cargoes,
etc.

Once all preparations for the discharge have been completed and both the ship
and terminal are ready, the discharge operation can be commenced. Again, as
at the load port, plans for the discharge should be followed as closely as
possible, minimizing changes to avoid confusion and the risk of errors being
made. Tanks which are not being discharged, their level shall be monitored
regularly throughout the discharge operation.

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Refer to:
12.21.01.081 - Cargo Discharge Plan
12.21.01.082 - Cargo Manifold Pumping Record

12.21.01.09.00 Inert Gas Policy

Whilst discharging the cargo and crude oil washing, the inert gas system must
be operational and in use to fill the space in the cargo tanks created by the
discharge of the cargo and to provide the safety blanket for both the discharge
and crude oil washing operations required by regulations.

Company Policy in case of failure of the inert gas plant:

In the event of inert gas plant failure prior to or during cargo or cargo tank
ballast discharge, discharge should not commence or continue until the inert
gas plant operation is restored, or an alternative source of inert gas is provided.

Head Office is to be immediately informed of such a system failure. Any other

notification requirements as per the charter party clauses and voyage
instructions are to be complied with.

Whenever there is an I.G.S. failure, the Master should comply with the
Emergency procedures as in ISGOTT Chapter 7. Vessel must stop cargo
discharge so as to prevent any ingress of air into the cargo tank. All further
actions and events must take place in consultation with the office.

12.21.01.10.00 Preparing Slop Tanks For Crude Oil Washing

and/or Stripping Operations

The discharge usually commences with the discharge of the slop tanks and the
bottom meter of cargo from each main cargo tank. This is done to discharge all
and any free bottom water from the main cargo and slop tanks.

The reason for this is to get rid of any water in the tanks before carrying out
any crude oil washing operations. Crude oil washing should always be carried
out with “dry” crude, which is to say, crude oil, which does not include any
water. If water is included in the crude oil, which is to be used for washing, it
can generate significant amounts of static electricity creating an electrically
charged mist within a tank being crude oil washed. The attendant dangers of
this situation should be stressed to avoid a situation developing which could
have disastrous results.

After the slop tanks have been fully discharged, and the main cargo tanks de-
bottomed of free water, they can be either crude oil washed and refilled or just
refilled to the operational level required for further crude oil washing and
eductor stripping operations. Normally at this stage it is usually possible to refill
both of the slop tanks to their required ullage level by gravity flow from the
main cargo tanks. Before commencing any cargo transfers into slop tanks,
following precautions must be observed:

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  One must be aware of completion of transfer ullages in the slop tanks, as
well as in the tank from where the transfer is to be affected.
 Do not rely solely upon remote ullage sensing devices. Double check and
monitor ullages throughout the transfer operation by portable ullage
gauges.
 As far as possible, avoid filling the slop tanks using bleed off from the
cargo discharge operation. It is better to use an independent pump
where one can easily control the throughput and consequently the rate of
transfer.
 Throughout the transfer operation, designate a special person to monitor
ullages in the slop tanks by portable ullage gauging equipment.

12.21.01.11.01 Bulk Discharge

Bulk discharge will then continue from the main cargo tanks as required by the
plan. During this time, tank ullages are adjusted and arranged as needed to
proceed smoothly with the discharge and crude oil washing plan. Ballast
operations should be arranged to help bring the ship toward the condition
required for crude oil washing. When the first tanks to be crude oil washed are
discharged down to their predetermined levels, “top” crude oil washing can
then carried out. This washes the tank tops, upper bulkheads, and structures
within the tank ullage space down to the approximate level of the cargo
remaining in the tank. Checklist HSQEEn 12.21.01.111 is to be used during
cargo operations.

When non nominated tanks (Static Tanks) are connected via common lines,
there ullages should be monitored closely and recorded to detect any ingress or
unintended transfer of cargo.

Refer to:
12.21.01.111 - During Cargo Operation Checklist (Oil)

12.21.01.12.00 Completion of Bulk Discharge and Last Tank COW

The stage will eventually be reached when all bulk cargo has been discharged
and the last main cargo tank has to be crude oil washed and stripped. In this
case it may be unavoidable to stop the discharge ashore whilst completing the
crude oil washing and stripping operations in this tank. However, whenever
possible, and provided that two slop tanks have been used and are fitted with
eductor discharge to both, one of these tanks can be used for the crude oil
washing and stripping operations, while the other discharged at a reduced rate
consistent with the time needed to complete the crude oil washing and stripping
of this last tank. This prevents any stoppage of actual discharge time.

The discharge of the vessel has now reached the final stages where the main
cargo tanks should have all been discharged and stripped. Where possible
during the discharge, main cargo tanks, which have been completed should be
rechecked, and if necessary, re-stripped. If possible this should not cause a
delay to the discharge.

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 12.21.01.13.01 Final Stripping and Completing the Discharge

During this latter period of discharge it is prudent to reduce the inert gas
pressure to facilitate the taking of sounding in cargo tanks being stripped. This
will prevent excessive escape of inert and hydrocarbon gases and reduces the
risk of errors of reading due to the gas pressure.

If it is possible, have the surveyor check the main cargo tanks before discharge
of final slop tank, provided that all main cargo tanks have been completed, then
the remaining contents of the slop tanks can be discharged ashore. It could be
an embarrassment if when completed discharging the slop tanks ashore that a
large ROB in any of the cargo tanks is found and said to be pumpable.

Stripping systems on some vessels do not have a separate stripping line, but a
connection between the stripping pump and the main cargo suction lines. This
system is not always able to strip the relatively small quantities that may be
found in main cargo tanks with the stripping pump in this situation.

At this time it may also be possible to reduce the amount of pump and pipeline
stripping time by using the slop tank and eductor to strip as much of and as
many of the now completed and unused pipelines as possible before or during
the discharge of the last slop tank.

Once both slop tanks have been discharged, the final operation is to strip the
last or both of these tanks, the cargo pumps and all the pipelines used for the
discharge. This is carried out using the ship’s stripping pump and discharging to
the outboard side of the ship’s manifold valve via the stripping pump discharge
line, commonly referred to as the MARPOL stripping line. On completion of
cargo discharge and before disconnecting the manifolds, all cargo tanks must
be sounded to verify they are free of pumpable cargo.

The foregoing is an outline of the main elements of a full cargo discharge and
crude oil washing operation, which need to be planned in detail and with great
care. However, it must be borne in mind that whilst this is a guide to the basic
operation many variables exist and each discharge must be treated on its own,
separate, and distinct from any other discharge and crude oil washing
operation.

Some of the variables encountered may expedite the smooth discharge

operation of a cargo. Others may hinder the operation. Multiple discharge ports
can expedite the overall discharge, particularly the crude oil washing elements,
where tanks at a first discharge port can be emptied and then washed
subsequently at the second or subsequent ports/berths, either with the same
cargo or, if approved, with another grade of cargo.

Some charterers’ insistence on crude oil washing certain types of crude oil can
lead to complications and heated cargoes present additional factors. Terminal
facilities may also impose further restrictions and difficulties on a discharge
even to the extent of having to stop a discharge and ballast cargo tanks where
shore arm restrictions dictate manifold air draught heights.

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On completion and prior to departure relevant checklist shall be completed to
ensure vessel’s readiness for sea.

12.21.01.14.01 Precautions during handling of High H2S Crude /

High Vapour Pressure Cargoes and High Viscosity
Cargoes

 All applicable procedures defined in the document relating to the Loading

and Carriage of high H2S cargoes are to remain in force during the
discharge operation.
 Prior to arrival at the discharge port the vessel’s containment system
must be checked to confirm that there are no cargo or vapour leaks. If
cargo or vapour leakage is identified or suspected the cargo area is to be
evacuated immediately and the Officer of the Watch (OOW) informed.
Particular attention must be paid to cargo tank lids, purge pipes, valve
glands etc. Any repairs that are necessary shall be carried out by
personnel wearing Self Contained breathing Apparatus (SCBA)
equipment.
 Vessel’s contingency plans should be reviewed and amended as
necessary taking into account of experiences during loading and carriage
of the cargo. Part of the plan must consider the medical aspect of the
effects of exposure to H2S. Plans must include the requirements that
members of fire party wear Self Contained Breathing Apparatus (SCBA)
on all occasions where toxic vapours may exist. Additional points to be
considered include medical treatment and considerations, muster
stations, lifeboat preparations and use of Personal Protective Equipment
(PPE).
 The relevant Marine Safety Data Sheets (MSDS) for the cargo is to be
posted.
 Within the discharge plan, the HSE aspect of discharging the high H2S
cargo must be addressed. All aspects of these instructions, in particular
those relating to gas venting, are to be discussed and agreed with shore
officials prior to commencing discharge. A pre-discharge Safety Meeting
is to be held with all crew.
 Prior to arrival at the discharge port the vessel will reduce the cargo tank
pressure to the lowest acceptable level in order to reduce the possibility
of having to vent tanks whilst at the berth.
 Consideration should be given to reducing the setting of Inert Gas (IG)
pressure controller during discharge. The agreed setting must be
incorporated into the cargo discharge plan.
 Access to the vessel is to be restricted to persons on legitimate ship’s
business.
 Whilst in port, the activities of shore personnel are to be closely
controlled and must be in line with the vessel’s agreed procedures.
Particular attention must be paid to these procedures during venting,
connection, disconnection and sampling/measuring.
 Storing and port formalities are to be completed in a controlled manner.
 New joining personnel must, on joining, be immediately appraised of the
health and safety aspects and precautions that are in place regarding the
high H2S cargo onboard.

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  During discharge operations, access to the accommodation is to be
restricted to one entry point only and this should be agreed prior to the
vessel’s arrival at the load port. All other doors and ports should remain
closed throughout the discharge operation.
 The air conditioning should, so far as possible, be set to full re-
circulation, with the external dampers securely dogged shut. All
accommodation exhaust fans should be stopped and accommodation
vents closed. Galley and Sanitary space exhaust fans are to be stopped
and associated vents closed.
 Prior to berthing and commencement of discharge, a PA announcement
must be made to remind all onboard of the hazardous nature of the
cargo and advise that additional precautions are to be enforced.
 At all times during the discharge operations only minimum personnel are
to be permitted outside the accommodation and it is recommended that
this be limited to those directly involved in the cargo operation.
 Engine room manning should be kept to a minimum during the discharge
operation. When working outside the Engine Control Room (ECR), engine
room personnel are to carry portable UHF radios. Prior to cargo tank
venting taking place, engine room personnel must be advised and
throughout the vending period, they must remain within the
accommodation block or engine control room.
 If crude oil washing is to be undertaken then the sections of line in use
should be minimised and at all times be limited to those machines in use.
All branches and legs are to be drained down immediately after use as
far as practical.
 Prior to crude oil washing (COW) operations the oxygen levels in the
cargo tanks must be measured. The individual measuring the tanks must
be wearing SCBA and equipped with another H2S monitor. Readings
should be limited to one per tank and full venting precautions are to be
implemented during the measurement period.
 Where possible the mast riser valve should be kept shut during discharge
and no cargo tank venting should take place. However, should it become
necessary to vent, the cargo area must be evacuated and all personnel
must remain inside the accommodation or engine control room until
venting has been completed. Prior to resuming normal activities on deck,
sufficient time must be allowed for any residual gas in the cargo area to
disperse.
 Where venting is to take place, the following procedure is to be adopted:
o Wind conditions to be assessed to confirm that adequate gas
dispersion, clear of the vessel’s accommodation, can be achieved.
o Shore representatives are to be given advanced notice of the
vessel’s intention to vent cargo tanks. Any workboats in the
vicinity of the vessel should also be advised.
o A PA announcement is to be made, advising all onboard that cargo
tank venting is about to take place.
o The operator of the IG mast riser valve, if locally operated, must
wear Self Contained Breathing Apparatus (SCBA) during venting
operations. Where possible, during venting the valve operator
should position himself to windward of the gas stream.
o Venting should not commence until it has been confirmed that all
personnel are inside the accommodation or engine control room,

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 as appropriate. The personnel lift is not to be used during venting
operations.
o If vessel is at an (Single Buoy Mooring) SBM and a tug is available
then tug may be used to pull the vessel across the wind to assist
with dispersion.
o Venting should be minimised and is recommended that the vapour
is released in short, high velocity bursts to maximise dispersion
rates
o On completion of venting operations the BA wearer should carry
out a full check of the cargo tank deck area and external
accommodation areas to ensure that no residual pockets of H2S
gas remain.
 Prior to each entry to the pump room, checks are to be carried out for
oxygen, hydrocarbon and toxic gas. As per agreed procedures, persons
entering pump room are to carry escape set and personal gas detection
meter. Pump room ventilation is to be verified as operating to the
designed standard.
 Exhaust fans, where fitted, to be running at least 30 minutes prior to
entry to the following areas:
o forecastle space,
o storerooms,
o Steering flat and other such spaces.
Fans should not be operated unless the deck atmosphere is free of H2S.
 When necessary to move portable tank gauging equipment from tank to
tank, SCBA must be worn. In addition, CBA must be worn by those
directly involved in the pre and post discharge cargo tank survey.
 Cargo tank pressure must be reduced to minimum and full venting
precautions must be implemented for the duration of this operation.
 If H2S is detected in high concentrations on deck or if there is any doubt
as to the presence of H2S, then discharge must be stopped immediately
and the cargo area evacuated.
 No non-essential maintenance is to be carried out on safety systems
whilst discharging this cargo.
 Recharging of compressed air cylinders during discharge is not to be
carried out except under control which addresses the issue of air quality
at the compressor.
 In the event of an incident refer to the shipboard Oil Pollution and
Emergency Plan (SOPEP).

Precautions for Handling of High Vapour Pressure cargoes

Typical high vapour cargoes

Crude oil R.V.P (PSI) Crude oil R.V.P (PSI)

Brass Light 12.7 Qatar Land 8.0-11.2
Oseberg 7.1-11.0 Upper Zakum 7.0-10.3
Khafji 6.4-6.8 Qatar Marine 5.8-7.1

Precautions during loading and on voyage

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The tank pressure may rise due to various factors during the carriage of high
vapour cargoes and the gas may be discharged overboard. Consequently, the
points below should be carefully considered and efforts made to prevent vapour
loss.

 If the tank pressure approaches the automatic release setting of the P/V
valve due to an increase in the outside temperature, ensure to spray the
upper deck with water for cooling and follow VOC plan guidance
 Periodically inspect and maintain the vent line and the P/V valve, and
prevent unnecessary discharge of gas.
 To maintain the airtightness within the tank, periodically inspect and
maintain the packing in the tank openings on the upper deck (tank
hatches, ullage stands, tank cleaning holes, etc.) and prevent gas
leakage.

Precautions during discharging voyage

Cavitation or vapour lock may occur during the final stage of discharging high
vapour cargo, which may disable the discharging operation. Therefore, the
following precautions are to be taken:

 Ensure that a tank with adequate head for priming remains until the final
stage of the discharging operation.
 Make the trim as large as practicable, and increase the intake suction
head.
 If possible, pressurize the tank to about 6-10 kPa (about 600-1000
mmAq), and increase the apparent suction head.
 If a self-stripping device is provided, operate the device continuously
before the stripping to keep the separator tank full at all times.
 When the self-stripping device is in use for such cargo, always station
deck hands in the pump room to carefully monitor the overflow of drain
tank.
 Changing over to the eductor and stripping in its early stages, which may
also be considered.

Precautions for Handling of High Viscosity cargoes

Generally, cargo with viscosity greater than 20 cSt is to be treated as high

viscosity cargo. Such cargo should be handled considering precautions given
below.

Handling precautions
It should be noted that when the dynamic viscosity exceeds 600 cSt, the pump
and turbine output efficiencies drop considerably.

When stripping high viscosity cargo, adequate trim is necessary and stripping
should be performed placing adequate intervals of time between successive
stripping operations.

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Cargo heating to be followed as per the Voyage Instructions. If the ship deems
heating to be necessary, heating should be performed only after consulting and
obtaining permission from the ship operator.

12.21.01.15.01 Cloud Point

Cloud point of the cargo is the temperature at which phase separation occurs
and the first wax crystal precipitates out of the cargo.

Ambient conditions, for example cold sea water, can greatly affect the crude oil
temperature, especially the layers close to the hull or adjacent to the ballast
tanks. Localised cooling to temperatures below the cloud point leads to
precipitation of wax, which in turn aggravates clingage and ROB on discharge.

When transporting No Heat Crudes for discharge to ports subjected to cold

weather conditions, cargo temperature should be monitored and if the
temperature is nearing the cloud point of the cargo, owners and charterers
should be alerted to the effect of cloud point on the cargo on board

12.21.01.16.00 Tank High Level and Overfill Alarms

1.0 High Level Alarms

Alarms shall be properly set and tested prior to each cargo operation. For this
purpose they shall not be set to higher level than 95%.

2.0 Tank Overfill Alarms

All tank overfill alarms shall be tested by manual lifting of the float, or other
local test device, prior to each cargo operation, according to makers manual.

Tank overfill alarms are to be switched on and operational during all

cargo operations.

Log entries are to be made confirming the above, with any defects being
advised to the office immediately.

The audio and visual alarm positions on deck must be clearly identified with a
stencil. If each tank has a different alarm the tank must also be identified.

Both a high level alarm and an overflow alarm systems must be totally
independent of one another and give visual and audible alarms.

12.21.01.17.00 Hose Handling & Care

This is often the first operation once the vessel has been safely berthed and
moored and the means of access between the ship and shore established.

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There are basically two types of connections between the ship and shore facility
through which the transfer of cargo is affected. These are either flexible hoses
or fixed loading/discharging arms, often referred to as “Chiksan” or “hard”
arms.

12.21.01.18.00 Hose handling by Ship Staff and Terminal

Personnel

Increasingly, especially in the case of flexible hoses and in particular where

floating hoses are used at SBM’s, CBM’s, Tandem Moorings and at STS
operations, the connection of the shore hoses or arms to the ship’s manifold is
carried out by ship’s staff. This is usually carried out under the direction of a
terminal representative who may have some shore staff to help with the
operation. At other terminals, shore labour is used to carry out hose
connection.

Even when terminal staff carries out hose connection, there is always a need
for ship’s staff to be present for a variety of reasons. These include the need to
use the ship’s cranes or derricks, removal of manifold blanks, prevention, or
cleaning up, of any spilled oil from hoses during connection.

During hose connection the Deck Officer of the Watch should always be present
to liaise with the terminal representative and to ensure that the connection is
carried out in a correct, safe, and efficient manner. Responsibility for the
connection lies with those persons making the connection whether ship or
shore.

It is extremely important that all personnel understand the principle of

responsibility that is applied to the connection of hoses. Whenever ship’s staff is
designated to connect the hoses, the responsibility for the connection lies with
the ship and vice versa.

Therefore, where shore labour is designated to connect the hoses, it is

imperative that the ship’s staff do not, in any way, interfere or help in the
connection of the hoses. Usual courtesies may be extended, by operation of the
ship’s crane being used in the operation, removal of manifold blanks, provision
of portable drip trays and the supply of tools and gaskets if this becomes
necessary.

However, these latter courtesies must be agreed to and approved by the Chief
Officer. Ship’s staff should not become involved with the actual operation of
connecting and tightening the connection. In the event of any leakage or
concern about the connection, the Officer of the Watch should be informed who
should in turn inform the Chief Officer and the terminal staff. If cargo
operations are already commenced they should be stopped until the problem
has been resolved. Ship’s staff should not attempt to correct any leakages or
doubtful connection, which must be left for appointed terminal staff.

With the increasing requirements of efficiency and elimination of delays, the

ship’s staff is often involved in the actual connection of the hose(s), the
traditional employment of the pump man in pipeline connections has now given
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way to the involvement of the Boatswain and deck crew. The pump man is now
more involved with the Chief Officer in cargo tank gauging.

12.21.01.19.00 Manifold Blanks and Presentation Flanges

Presentation flanges should be closely examined before pipeline connections are

made. It is prudent that this is done before the vessel enters port. It is
imperative that presentation flange faces are in good condition and not liable to
cause any leakage. When not in use, all blanks to be bolted with 100% bolts.

When flange faces are found in poor condition they should be cleaned up, to
present a smooth surface, cleaning away any rust or scale that may be
developing. Pieces of old flange gasket or gasket glue must be cleaned off.
These are often the cause of leakage from hose connections.

Flange faces must always be looked after and protected when not in use. When
blanks are fitted, gaskets should always be used and grease coated to provide a
good seal and protect faces. If in storage, they should be similarly protected,
and where metal blanks are not provided, temporary wooden blanks can be
made to help protect faces.

Gaskets used for flange connections should always be in good condition, and
where possible a new gasket should be used at every hose connection. A light
smear of grease can help keep a gasket in place whilst hose flanges are
connected.

12.21.01.20.00 STS Hoses

When a vessel is engaged in STS operations, the Company vessel may

occasionally be required to provide the oil transfer hoses. When these are
placed on board, the correct lengths are normally connected ready for use. The
vessel’s staff should not use the hoses for any job other than intended, nor
should connections between lengths be disturbed. When hoses are used in STS
operations it is important that the orientation of the hoses and flanges is
correct to prevent any rotation or kinking of the hoses. The date when the hose
was last tested is to be noted in the CCR long and Deck Log books.

12.21.01.21.00 Pressure Testing Hoses

Once hose connections are made, some terminals pressure test both the hoses
and the connections before cargo operations are allowed to commence. This is
a requirement when involved in STS operations.

12.21.01.22.00 Hose Connection Mechanisms

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Some hose connections are made with quick coupling mechanisms. These can
be manual as in the case of the “Camlock” system, where the shore hose or
arm presentation is specially fitted, normally with four rotating wedge lock
which fit over the ship’s presentation flange and are pulled or hammered up
tight to form the hose connection and seal. On many hard arms the coupling is
hydraulic. Whichever type is fitted, it is essential that both ship and shore
presentation flanges are centred relative to each other and the “locks” pulled up
evenly to form the oil tight connection.

12.21.01.23.00 Chiksan/Hard Arm Connections

The working envelope of hoses and “hard” arms is usually restricted,

particularly in the case of the latter. It is essential that once the ship is
correctly positioned and the oil transfer connections made, that thereafter, the
ship is not allowed to “walk“ up or down, or move away from the berth through
badly adjusted moorings or any other cause. If hoses or arms work outside of
their designed working envelope this can create excessive stress on equipment
and lead to failure of the connection with catastrophic results. Often arms are
alarmed to prevent such a case, and in this event, oil transfer should be
stopped immediately, until the situation has been rectified.

12.21.01.24.01 Hose Connection Monitoring

The connection for oil transfer between ship and shore can be considered as the
weak link in the system. It should be treated with care and any undue shock
loadings or other causes, which may damage the connection, such as vibrations
should be avoided. A permanent watch must be kept at the manifold
throughout loading, to monitor and check neither that undue stress is placed
upon the hose connection nor that any abnormal events occur that may lead to
risks of fire, safety or pollution.

Almost in every case, the number of connections is dictated by the number of

available hoses or arms from the terminal. The vessel must offer all of its
manifold connections for loading, even though it is known that the loading
terminal can only supply a lesser number. This prevents any claims being made
against the vessel for slow or restricted loading. The exception to this is if the
ship is loading more than one grade of cargo and where segregation of grades
is necessary.

Responsible ship’s officer shall supervise all operations involving connection and
disconnection of all Hard Arms and Flexible hoses at the manifold. He shall
liaise closely with terminal representative and shore personnel involved in the
connection and disconnection operations.

12.21.01.25.01 Draining/Blowing of Lines

Draining and Blowing shall be supervised by responsible officer and line setting
shall be independently verified prior to commencement of operations.

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The sections of lines concerned are the ship’s manifold lines and the shore
manifold and hoses or arms.

When shore loading arms are used, the upward lengths on the shore side are
normally drained back to the shore and the downward length drained to the
ship. On some arms, this is facilitated by a vacuum breaker fitted at the top of
the loading arm. On other systems where no vacuum breaker is fitted, draining
is carried out by gravity. Other systems employ air or inert gases to blow
through the arms or hoses to the ship.

In case of flexible hose connections at the berth, shore hoses are normally
drained to the ship. This is aided by raising the shore end of the hose so that
the full length of the hose is raised above the level of the manifold to allow it to
drain to the ship.

During STS operations the hoses are disconnected and similarly raised by the
vessel, which has discharged, after draining her own lines.

When loading at SBM’s, the floating hoses are normally fitted with shut-off
valves at the manifold connection end. In this case the shore hose valve is shut
and the ship’s lines and small section of line between the ship and shore valves
drained to the ship. Some of the older SBM’s do not have a valve fitted and
lines have to be very thoroughly drained before disconnection of the hoses is
allowed.

On board, the ship lines are usually drained via specially fitted drain lines to a
single cargo tank. On some ships, these lines may run and drain to a slop tank
or to the drop loading lines. Most commonly on board vessels of the fleet are
for the lines to be short and to drain into the nearest cargo tank.
After loading has been completed, it is normal practice for the manifold valves
to remain open until the shore-side lines have been drained. If practical and
possible on board the ship, once shore lines have been drained, the manifold
valves should remain open to allow manifold lines to be drained. Once the
drains have been opened, the initial flow of liquid will create a vacuum within
the lines.

Fitted at the topmost portion of the cargo discharge/loading lines are double
shut-off valve gooseneck vents, which are opened to break any vacuum and
allow lines to be properly drained. They must be carefully opened to prevent
any back flow of liquid or vapour to the atmosphere.

When draining lines, it is important that any lines and the tank into which they
are drained are fully de-pressurized to prevent any blow back or back flow of
vapours or liquid which may cause pollution or other hazard.

Draining lines and disconnecting hoses requires close cooperation between ship
and shore staff and disconnecting hoses or arms should never be permitted
until lines have been fully drained. It is imperative that all manifold, drain lines
and vacuum breaker valves are all fully closed after lines have been drained.

Once all lines have been drained and valves closed, the loading hoses can be
disconnected. Before any hoses or arms are disconnected it is common practice
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to have portable drip trays or half cut drums being sited beneath the
connection to catch any remaining cargo in the lines after draining, rather than
into the permanently fitted manifold drip tray. This oil can be later disposed of
through the manifold drip tray drain line into the cargo tank.

DRAINING OF CARGO LINES “NOT IN USE”:

In circumstances such as interim stoppages for switch-over of grades or

parcels, all cargo piping must be drained free of liquid cargo whenever not in
use for subsequent operations. Oil transfer should not be resumed until it is
confirmed that all cargo piping ‘not in use’ has been effectively drained.

Particular attention should be paid to sections of exposed deck piping liable to

be subjected to large atmospheric temperature variations that can lead to
excessive pressure or excessive vacuum being created within the piping. Such
pressure or vacuum conditions can lead to gasket/seal leaks or prevent normal
operation of butterfly valves.

Even after the lines have been drained of cargo, if the deck piping is exposed to
large temperature variation over a prolonged period, due care must be taken to
attempt to normalise the vapour pressure within the exposed piping by
momentarily opening and then shutting back any of the on-line valves/vents
within the closed cargo piping system.

12.21.01.26.00 Disconnecting Hoses

Hoses should not be disconnected until the Chief Officer is satisfied that the
correct type and quantity of cargo has been loaded. This should cause no undue
delay when loading to marks. However, when loading to calculated quantities,
cargo may have to be stopped and checked, and if required, loading more
cargo before calling a final stop on loading.

12.21.01.27.01 Shore Line Flushing

Shore terminal line-flushing operation is only be undertaken after obtaining the

Office concurrence and under the following conditions:

 A risk assessment has been carried out for the intended task and all the
control measures identified have been implemented.
 All cargo lines have been stripped thoroughly and no cargo remains
inside the cargo lines (including pump room).
 Spool piece to be connected only after completion of the line stripping
operation at end of discharge. Bolts should be eased up well before the
anticipated operation.
 The ship’s stability (trim, heel, draft, air draft) should be within the range
of limits stipulated by the terminal and hull strengthen (BM/SF/FL)
should be confirmed to be within the allowable range of values, during
this operation.

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  After line flushing is completed, remaining water in the lines should be
stripped ashore. Any remaining water should be transferred to a Slop
tank.

Usually, the Owner/Manager will require a Letter of Indemnity to be provided

by Charterer for vessel to agree to undertake Shore Line Flushing and Charter
Party Clauses must be referred to at the time.

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12.21.02.00.01 TANK CLEANING

Tank Cleaning and preparation may be required for various reasons such as

 Cargo Grade Change

 Tank inspection and/or repair
 Dry Dock preparation

It is the Policy of the Company that ships fitted with inert gas systems are to
operate the system during tank washing operations. Vessels not fitted with
inert gas must tank clean according to the guidelines contained in the current
edition of the ISGOTT guide.

Note: It must be noted that the over-rich method of tank cleaning is no longer
acceptable and must not be used.

Tank cleaning is carried out using portable or fixed tank washing machines or
occasionally a combination of both. Crude oil ships and product carriers capable
of carrying black oils may be fitted with high capacity fixed machines which
may be programmable in the vertical plane. Because of the high capacity of
these machines, care is to be taken to avoid coating damage by excessively
long washing programs if washing is immediately undertaken after last cargo
discharge.

Some ships are provided with a full set of portable machines. In the case of
ships with fixed machines these portable machines may be used to supplement
the coverage provided by the fixed machines.

Reference Publications:

The following reference publications are to be read in conjunction with this

section.
 MARPOL 73/78
 Ship’s “COW Operations and Equipment Manual” (Approved by Class)
 Ship’s “Procedure and Arrangements Manual” (Approved by Class)
 International Safety Guide for Oil Tankers and Terminals (ISGOTT)
 IMO – “Crude Oil Washing Systems”
 Tank Cleaning Guide (Dr.Verwey) (Chemical/Product Tankers only)
 “Energy Institute, London IP “Current Edition of HM-50 Guidelines for the
cleaning of tanks and lines for marine tank vessels carrying petroleum
and refined products.

Refer to:
12.21.02.001 - Cargo Tank Cleaning Plan and Record

12.21.02.01.00 Tank Cleaning Instructions & Cargo Sea-Chest

Valves

Tank cleaning instructions for vessels on time charter will come from the
Charterers. Tank cleaning instruction for vessels on voyage charter will

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normally be taken from the industry guides provided on board and as listed in
the Publications Index.

Any specific tank cleaning instructions contained in a Charter Party must be

strictly adhered to unless those instructions are likely to pose a threat to the
ship’s safety or the environment. In this case the Company must be consulted
immediately.
Notwithstanding any of the above, if in doubt, the Company is to be advised.

Prevention of pollution from cargo sea chest valves:

Integrity test procedure for cargo sea-chest valve:

Cargo sea-chest is generally fitted with standard Exxon Sea chest connection
testing mechanism, with a compound pressure gauge. As a monthly routine its
integrity to be tested by checking the pressure & draining the spool section
between the sea-chest valve & blank, subsequently this section to be
pressurised for pressure drop test using compressed air to 3 bars.

Tests carried out shall be recorded in a Log Book.

After each test a responsible officer shall ensure that all testing arrangement
drain valves are shut and lashed.

An appropriate placard “Discharge of Oil Prohibited”, as required by 33 CFR

155.450 shall be prominently displayed near the sea chest overboard valve.

Sea chest valves and overboard discharge valves on the cargo side, shall be
kept suitably lashed and sealed. Record of latest seal date and number should
be available with the Chief Officer.

Precautions prior opening cargo sea-chest valves:

When the necessity to ballast cargo tanks for heavy weather or for air-draft
requirements at a terminal or ballasting slops prior to tank cleaning using cargo
pump & sea-chest the following precautions need to be taken:

Ensure the line section between cargo pump & sea chest is stripped dry. Start
the cargo pump at idling rpm to create vacuum in the suction line, crack open
the pump discharge valve, post a over-side look out. Open the inner hydraulic
valve, followed by the outer manual sea-chest valve slowly. Then follow normal
pump start up procedures.

After completion of operation follow the reverse procedure before stopping the
cargo pump i.e. reduce the rpm to idling, shut the outer manual sea-chest
valve, followed by inner hydraulic valve, the pump discharge valve & finally
stop the pump.

Note: This test shall be conducted at anchor or alongside in calm weather

conditions.

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 12.21.02.02.00 Tank Cleaning Plan

Prior to commencing any tank cleaning a written plan must be produced by the
Chief Officer, in consultation with the Chief Engineer, and approved by the
Master. The plan is to include, but not be limited to the following:

 Full details of the tanks to be cleaned.

 The positioning of machines and the proposed time scheduled.
 Details of pumps required.
 Intended ballast changes and time schedule in relation to the cleaning
program.
 Stability during cleaning the programme before, during and after any
ballast changes.
 Line washing plan.
 Watches and duties of personnel involved in the operation.
 Instructions to cleaning personnel.

Once the tank cleaning plan has been approved by the Master all personnel
involved in the cleaning operation are to sign for acknowledgement and
understanding.

The setting up of valves and lines in accordance with the plan is the
responsibility of an officer and line and valve setting is to be double checked by
another responsible person already briefed in the tank cleaning plan. Should
there be any apparent need to deviate from the written plan, and then the
Chief Officer must be advised who in turn is to consult with the Master in order
that the change can take place. Any such change must be logged, the plan
amended and relevant personnel re-briefed.

Tank cleaning is to be considered a critical operation and therefore a checklist

should be constructed in order to ensure that all relevant parts of the operation
are carried out in accordance with the plan and that the operation is conducted
in a safe and proper manner.

12.21.02.03.01 Preparation of Tanks in Clean Product Carriers

The products carried in this type of ship range from those that are very light
volatile oils, to gas oils and lubricating oils which are not volatile, but that may
be greasy.

Provided coatings are in good condition, adhesion of most types of clean oil is
reduced, which automatically reduces the amount of washing required. A good
stern trim and efficient equipment are essential prior to the starting tank
cleaning machines, a wash cycle with one or two machines is frequently
sufficient to establish the required standard of cleanliness keeping the tank
effectively drained.

On sailing from the discharge port, unless otherwise instructed, the vessel is to
clean all tanks on the assumption that the next cargo may be incompatible with
the last cargo. If valve/pipe work repairs or coating maintenance is required
then the tanks must also be gas freed. Any scale deposits must be removed. In
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coated tanks it has been established that cold water washing is sufficiently
effective to prepare for all grades, except following the carriage of the heavier
lubricating oils. Cold water is therefore to be used unless there are special
circumstances that require the use of hot water.

The use of hot water expedites tank cleaning and gas freeing after clean oil
cargoes. It removes greasy films more quickly and by raising the temperature
of the tank atmosphere, releases gas and accelerates ventilation. Hot washing
is to be used mainly for dry-docking or repairs or whenever a special degree of
cleaning is required, and when necessary to avoid operational delay.

When the ship is cleaning for dry-dock repairs, all tanks, lines and pumps,
together with any pipe work or tanks associated with a self-priming system
must be thoroughly washed with hot water to remove all traces of cargo
residues and then gas freed. Pump room bilges and cofferdams must also be
thoroughly washed and gas freed. Whenever there persistent oil in these
compartments, they must be washed into a shore facility slop tank line or
sump.

MOPPING FOR CRITICAL CARGOES

Cargo Tank Entry procedures shall be adhered to after tank washing, when
it is necessary to mop tanks dry for critical cargoes such as aviation kerosene,
lubricating oil.

Care should be taken to achieve a compatible standard of preparation

throughout that portion of the cargo system allocated to the critical product.
The following procedures should be followed:

The cargo lines which are to load and discharge the critical product should
be opened and well drained. This includes manifolds, drop lines, pump
discharge lines and tank suction lines.

Cargo pumps and their associated air vessels, strainers and bypasses should
be opened and well drained. This is to include any vacuum breakers.
Individual tank suction valves should be opened and remain open during
the mopping process. Valve inspection covers should be opened as
necessary.

Where fitted, fixed eductor systems should be blown through with air,
valves opened and lines left to drain into the tank prior to mopping.
Fixed tank washing lines should be drained, and any water in the leg between
the main line and the machine allowed to drain into the tank via the
machine prior to mopping.

After draining, the fixed tank cleaning machines should be positively isolated
from the supply line by blanking or other secure means.

Particular attention should be paid to the inert gas deck seal overboard line.
It should be ascertained that this line is free from blockage and that there
are no valves partially or fully closed. Any substantial increase in the deck
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seal water level will cause 'carry over' and introduce water back into the
tank during re-inerting.

Low point drains on inert gas lines should be cleared of water and other liquid
contamination.

Consideration may be given to substituting mopping by enhanced stripping

and drying where such facilities are available.

After Black Oil Cargoes:

These cargoes range from dirty gas oils to heavy fuel oils and the degree of
cleaning will vary considerably with the grade to be loaded and the grades
previously carried.

As with clean products, it is necessary to clean this type of vessel on the

assumption that the next cargo or grade will be incompatible with that
previously carried unless instructed otherwise. Every opportunity is to be taken
to carry out valve and/or coating repairs.

Heavy fuels leave residues on tank bottoms and the tank structure at low
temperatures and these can cause serious contamination of lighter fuels and
gas oils. When washing such tanks, the machines are to be sighted to ensure
the best coverage of the whole of the tank structure.

Washing must be continued until the required state of cleanliness is achieved.

The tank bottom will always require special attention particularly after carrying
waxy fuels at low temperature.

When the ship is being cleaned for dry-dock repairs, all tanks, lines and pumps
must be thoroughly washed with hot water and gas freed until all oil and gas
has been removed. Pump room bilges and cofferdams must be thoroughly
washed and made gas free. All vapour lines must be well ventilated to ensure
they are gas free.

Vessels engaged in carrying Orimulsion will normally, prior to cleaning for dry-
dock or repairs, carry a buffer cargo of fuel oil, due to the high level of slops
generated when washing Orimulsion.

After Crude Oil:

All crude oils are classed as persistent oils. Depending on the type of crude
carried, varying amounts of sediment will be left on tank bottoms and the tank
structure. Generally crude Oil washing during discharge will reduce the amount
of sediments left in tanks.

Cleaning of tanks that have contained crude oil is not critical from the
compatibility point of view. In respect of clean ballast it is essential that the
required tanks are cleaned properly. Periodical cleaning will also be required for
dry-dock or ballast passage repairs whilst the vessel is in service.

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The use of hot water in washing must be carefully assessed, as while the flow
of residues is improved with heat, the same heat will also wash the lighter
fractions out of sediments and leave waxy deposits behind.

Slop tanks are to be included in the ongoing washing program.

Crude oil contains volatile components and thorough ventilation is necessary to

render compartments gas free. Gas can be entrained in residual sediments and
scale, and when these are disturbed during removal by hand, continuous
ventilation must be provided. The tank atmosphere must be monitored
frequently with an Explosimeter.

Line Washing:

As part of any tank cleaning program it is essential that all residues of the
previous cargo or grade are also removed from all affected pipelines,
separators, strainers, pumps and other places where they may collect.

Lines must be washed into a dirty tank immediately prior to loading clean
ballast, and after discharge of dirty ballast and tank cleaning.

Lines are washed by pumping clean water through them in a systematic way to
ensure that all parts of the cargo system are attended to. It is important that a
full flow is established throughout each part of the system including all cargo
pipelines and pumps. The line washing program will be included in the Tank
Cleaning Plan, produced by the Chief Officer.

Washing Coated Tanks:

When tank cleaning in vessels with coated tanks the temperature of the
washing water must not exceed 70oC or the paint manufacturers guidelines as
damage to the coatings may result.

Safety during Tank Cleaning:

Tank cleaning is a hazardous operation which requires an increased level of

safety awareness.

Additional safety precautions must include, but not be limited to the following:-
 Smoking regulations must be in force as for a load or discharge port.
 All doors and windows kept closed.
 Air conditioning must be on full recirculation.
 No unauthorised personnel allowed on deck.
 Other requirements as per the current edition of the ISGOTT guide.

12.21.02.04.00 Continuity Testing Of Washing Hoses

All portable hoses to be used with portable tank cleaning machines must be
tested in a dry condition for electrical continuity prior to the operation and must
not be used if the resistance exceeds 6 ohms per meter length.
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 12.21.02.05.02 Crude Oil Washing (C.O.W.)

Tankers may use crude oil from the cargo as a washing medium. Under normal
operating circumstances, for the vessels on the Crude Oil Trade and equipped
with the Crude Oil Washing Systems approved by the Flag State Administration,
C.O.W. is the primary and the most efficient method of tank cleaning. C.O.W
operations shall be conducted as per guidance in ship’s C.O.W Manual.

This operation, subject to Charterers permission may take place in port or at

sea between discharge ports. It is most commonly carried out while the tanker
is discharging cargo and permits the removal of sediments that have settled
from the cargo. These sediments are then discharged with the cargo. This
results in:

 Increased out turn of cargo.

 Less oil is retained on board, thus less oil is available to cause pollution.
 Increased tonnage for the next cargo (more freight earned).
 Reduction in corrosion due to less water washing of the tanks.
 Reductions in the time and cost of routine tank cleaning and tank
cleaning for dry dock.
 Limitation of pollution threat when using Crude Oil Washed cargo tanks
for the loading of ballast.

Any vessel equipped with an approved C.O.W. system is required to have on

board an approved “Crude Oil Washing Operations and Equipment Manual”.
This manual must always be referred to prior to C.O.W. operations. The
procedures and checklists contained in the vessels “C.O.W. Operations and
Equipment Manual” must be strictly adhered to. Reference is also to be made to
the relevant publications in the Publications Index.

For vessels equipped with a C.O.W. system and also a C.B.T system for the
product trade, it must be noted that when changing over to a product trade
that the tanks which are to be used as dedicated clean ballast tanks, are also to
be crude oil washed.

The person in charge of crude oil washing operations must be suitably qualified.
It is absolutely essential that the inherited dangers of C.O.W. are recognised,
and are as follows:

 Failure of the inert gas system.

 Oxygen content exceeds 5% by volume .
 Cargo tank pressure falls below atmospheric pressure.
 Any water content not discharged prior to C.O.W.
 Leakage from the C.O.W. system.
 Cargo unsuitable for C.O.W.

When it is required to carry out crude oil washing operations during discharge
the Master must inform the competent authority and the Terminal (or vessel
when the ship-to-ship transfer is involved) at least 24 hours in advance. Crude
oil washing may only proceed when permission has been obtained.

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Prior to arrival at a port where crude oil washing is to be carried out, the crude
oil washing system is to be pressure tested to normal working pressure and the
system examined for leaks. A Deck Log Book entry is to be made to this effect.
Any leaks found are to be made good immediately. Only fixed tank washing,
pipe work and machines may be used for crude oil washing.

The oxygen content of the tank atmosphere must not exceed 7% by volume.
Under no circumstances may Crude Oil Washing operations be commenced
without operational inert gas equipment.

Any Butterworth tank washing water heaters fitted must be blanked off and
drained at all times.

Prior to crude oil washing the blanking of the tank washing heater line is to be
checked. These blanks may consist of spectacle blanks or a removable ‘spool’
piece. In either case, positive assessment is to be made.

On completion of Crude Oil Washing, the COW line must be drained back to an
after tank by means of opening up a COW machine aft and a second machine
as far forward as possible.

All COW operations are to be carefully planned so as to ensure that they are
safely carried out with the minimum of delay to the discharge operation. Such
planning is to be detailed within the Cargo Discharge Plan.

Cautionary Notice:

A notice is to be displayed in the cargo and engine control rooms, on the bridge
and on the notice boards of ships that carry out crude oil washing as follows:-

TANK WASHING LINES ON THIS SHIP MAY CONTAIN CRUDE OIL. VALVES ON
THE TANK CLEANING SYSTEM MUST ONLY BE OPERATED ON THE AUTHORITY
OF THE CHIEF OFFICER.

Refer to:
12.21.02.051 - Crude Oil Washing Checklist
12.21.02.052 - COW Log

12.21.02.06.00 Slop Handling & Decanting

This section deals with the operation of decanting of slop tanks for load-on-top
purposes or for disposal to shore reception facilities of final retained “slops”.
Slops are defined as the final retained oil, oil/water mixture, and water on
board after tank cleaning operations.

When tank cleaning and any tank work are completed, the last operation before
arriving at either a load port or an intermediate port is to decant the slop tanks.
Decanting is the operation of pumping out the bottom clean water from the slop
tanks. Any operation involving pumping overboard is strictly controlled by
numerous regulations, including MARPOL 73/78, State flag, USCG and U.S.
Federal and State regulations, etc.
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The criteria of the allowable limits within which small quantities of oil mixed
with water can be discharged overboard are stated. The actual regulations are
more complex when applied to all vessels and other sources of oil and oily
water mixtures, e.g., E.R. bilges. Therefore, the complete text of the
regulations of MARPOL Annex 1 should be consulted for full details. Where other
regulations apply, these should be consulted as necessary, e.g., when trading
on the coast of the US.

12.21.02.07.00 Oil Discharge Monitoring and Control

Any discharged overboard of effluent which originates from cargo spaces and
pump rooms is strictly controlled and must be made through an oil discharge
monitoring and control device. This equipment monitors the oil content in any
overboard discharge and controls the flow of the discharge. The control of the
discharge is governed by two valves interlocked with the monitoring and control
units. When the system is in use, provided that the discharge of effluent is
within allowable limits the overboard discharge valve is opened and the return
valve to the slop tank is shut. When the effluent is outside of the allowable
limits or if there is a malfunction or fault with the monitoring and/or control
system, the return valve to the slop tank will be opened and the overboard
discharge valve closed.

The following points are to be considered at all times:

 The Oil Discharge Monitoring Equipment (ODME) MUST be regularly

tested and verified fully operational, prior to each use.
 The ODME MUST be calibrated on an annual basis.

Refer to:
12.21.02.071 – Procedure for testing ODME

12.21.02.08.00 Discharge Of Bottom Water (Decanting)

When there is a large amount of water settled out and remaining after tank
cleaning, the bulk of the bottom water can be discharged using one of the main
cargo pumps. The stripping pump is used afterwards to discharge final
quantities of clean water at a much reduced rate.

The use of the stripping pump in the later stages avoids excessive disturbance
of any bottom sediments and the oil/water interface, allowing as much water as
is possible to be discharged. When the amounts of water are too small to use
the main cargo pump, then only the stripping pump should be used.

12.21.02.09.00 Slop Tank Gauging

Before decanting of the slop tank(s) is commenced, the contents of the slop
tank(s) must be known, recording the levels of total ullage and the oil/water
interface. By checking these levels, the quantity of water which can be
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discharged can be calculated. Calculations of expected ullages and interfaces
can be made for changing over pumps and for expected completion.

When decanting more than one slop tanks there are alternative methods. Each
tank can be decanted separately, the “clean” tank first and then the “dirty”, or
discharging all the bulk water from both tanks at the same time. It may be best
to discharge all the bulk water from both tanks, first before changing over to
the stripping pump rather than change over on completion of bulk on each
tank.

The stripping pump should then be used on each tank separately until it is
perceived that as much water as possible has been discharged. Final remaining
oil/water mixtures from the “clean” tank can then be transferred to the single
“dirty” slop tank. It may be possible to carry out further decanting of the “dirty”
slop tank, provided that sufficient time is allowed for further settling of the
contents after any other effluents are discharged into it.

12.21.02.10.00 Overboard Discharge, Monitoring and Control

Inadvertent overboard discharge is prevented by an outboard manual

overboard discharge valve, a fitted patent line blank, and the automatic
overboard control valve. Before any overboard discharge can take place the
blank must be removed and replaced with an open spool and the manual
overboard discharge valve opened. Care must be taken when changing the
open and blank spools both before and after the decanting operation. The
pipeline should be empty to avoid possible mess being made in the pump room
from any remaining effluent in the line and the risk and hazards of petroleum
gases. The blank spool piece should always be fitted during all operations
except when overboard discharge is necessary.

The decanting operation is started by setting up the Oil Discharge Monitoring

and Control Equipment. Calculations first have to be made of the total quantity
of oil that is allowed to be discharged overboard in the effluent from the slop
tanks. This quantity is 1/30,000 of the cargo of which the residues form a part.

The oil monitor is first set up by switching the power on to the whole system.
The type of oil of the previous cargo is selected on the monitoring unit,
according to a table, and the oil level set at a predetermined reading. When the
power is first switched onto the system, the overboard valve is confirmed shut
and the return valve to the slop tank opened automatically. This interlocks both
valves to the oil monitor.

Lubrication of the sample pump, control air pressures should be checked and
the required valves opened on the sample inlet and discharge lines, fresh water
supply and flow meters.
On the central control unit, the set values should be checked and confirmed.
These include the year, date, and time GMT (UTC), the full scale flow values for
both main and stripping pumps (high and low flow) and the alarm limit
(1/30,000) for the total allowable quantity of oil discharge. The summation

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value of the total oil discharged from the previous use should be cleared to a
zero value.

The central control unit switch is now set to auto and the printout checked,
including selecting the flow meter required for the pump to be used. It is now
necessary to ensure that the discharge line in way of the sample point and flow
meters is now full with dirty water (as a comparison against the fresh clean
water used for calibration and cleaning). This is required for the monitor to self-
check, zero, and calibrate. This can be done with either pump at minimum flow,
but since re-circulating of the slop tank contents will be taking place at this
time, which will disturb the contents; it may be preferable to use the stripping
pump. Once the discharge line is confirmed full, the pump can be stopped and
the monitor started.

Switching on the mode switch of the monitoring unit will start the sequence of
backward and forward flushing of the system sample piping, followed by zero
checking and calibration. This sequence takes about four minutes after which
the oil monitoring process can be started.

The pump to be used for decanting can now be started and the monitoring
process begun. Until this point, the automatic return valve to the slop tank has
remained open and the automatic overboard discharge valve has remained
closed. Once the monitoring process has begun, provided that the discharge
sample is within the maximum allowable limits of instantaneous discharge rate
and total quantity, the overboard valve will open and the slop tank return valve
will close, thus allowing the bottom water from the slop tank(s) to be
discharged overboard.

At any time during the discharge if the limits are reached or exceeded or if
there is a failure or malfunction of any part of the system, then the return valve
will open and the overboard discharge valve will close. The valve will remain in
these positions until the discharge returns below the maximum allowable
instantaneous discharge rate or the fault or malfunction is rectified. If the total
quantity allowable has been reached, the overboard discharge valve will remain
closed.

The instantaneous discharge rate is affected by the ship’s speed, the ppm
quantity contaminating the effluent, and the rate of discharge. Adjusting the
ship’s speed is not normally a viable option, however, by reducing the
discharge rate when a high ppm quantity is indicated will normally allow further
overboard discharge. This is particularly important to observe so that changing
from main cargo to stripping pump is made in ample time without disturbing
the slop tank contents and interface as the level in the slop tank falls.

The stripping pump should be similarly slowed down as the oil/water interface
progressively nears the calculated maximum ullage before discharge overboard
must be stopped. There must be no attempt to remove the entire water content
of the slop tank as this will only result in contamination of the pump(s) and
lines.

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If an alarm is activated during discharge, this normally stops the monitoring
process signal being applied to the control unit. This must be acknowledged and
once normal operating limits have been restored the monitoring process signal
to the control unit must be manually reactivated before the overboard
discharge valve opens again.

The system ends by stopping the discharge pump and switching the monitor
back to its standby position. This opens the return valve, shuts the overboard
discharge valve, and activates a shutdown sequence of flushing the sampling
system before the sample pump stops.

Once this sequence has been completed and it has been confirmed that the
discharge pump has stopped, the system can be shut down and switched off
until it is required again.

The manual overboard valve should be shut and the open spool should be
replaced with the blank, to prevent any further or accidental discharge
overboard.

12.21.02.11.00 Emergency Manual Operation

This system can be run manually with signals of instantaneous discharge rate,
ship’s speed, and discharge rate being manually input as required to allow the
system to operate and permit overboard discharge. The instantaneous rate will
need to be calculated from the ppm quantity indicated on the monitor. This
should only be carried out if the overboard discharge and operation of the
system comply with the regulations.

The system also has a manual override. However, this can only be used in
emergencies as defined by the regulations. In such circumstances the Ship
Team is to be advised.

If any problem with the Oil Discharge Monitoring and Control Equipment is
experienced, the company’s offices must be advised. This equipment is
essential to the smooth running of any tanker and proof of the vessel’s
compliance with regulations for the prevention of pollution of the sea by oil. It
must remain operative at all times and maintained in strict accordance with the
maintenance manual.

If the equipment is not used for any prolonged period, it should be checked and
run on test at regular and frequent intervals.

12.21.02.12.00 Final Slop Tank Quantities

Once final slop tank decanting has been completed, readings of the final ullage
and interface should be made. It may be prudent to leave the slop tanks for a
further period to settle after decanting before checking the contents of the slop
tank. After the ullage and interface of the remaining slops are recorded, to be
used in the calculation of the final contents of the slop tanks, a sample of the

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oil content should be drawn and it’s API, temperature and tank temperature
must be checked.

12.21.02.13.00 Visual Observation

When discharging water from the slop tanks it is not acceptable just to allow
the oil discharge monitoring and control equipment to monitor the discharge,
visual observation of the discharge must also be made. This is very prudent
particularly when reaching the lower level in the slop tanks discharging with the
main cargo pump. By visual monitoring, the colour and degree of “dirtiness” of
the discharge can be seen, and is a back-up check that the system has been
set up and operating correctly. If this is seen as too discoloured, then it may be
better to stop the discharge by main cargo pump, and change to the stripping
pump; and if discharging by stripping pump, to stop the discharge and recheck
the slop tank contents.

12.21.02.14.00 Overboard Discharge Pipeline

It is important to keep the overboard discharge pipeline clean to avoid the

possibility of inadvertent pollution by residues remaining in the open outboard
section of the overboard discharge pipe. Hardened or viscous residues may,
when in warmer climate ports, melt and run out of the pipe causing minor
pollution. In some areas and ports this can have devastating repercussions,
even though the amounts can be less than a teaspoonful. This can be avoided
by not only relying on the oil monitor, but by keeping a constant visual
observation of the discharge to ensure that the effluent remains clean and
clear.

If however, the discharge is particularly “dirty”, depending upon the quality of

the slops then the overboard discharge line will have to be flushed clean before
decanting operations are completed.

In this case either the main cargo pump or stripping pump or both, will have to
be used to clean the overboard discharge line by re-circulating the pump sea to
sea. This may also be necessary to clean the pumps if they have to be opened
later for inspection or maintenance.

With tank cleaning, gas freeing, and slop tank operations the company
documentation should be completed accurately as required.

12.21.02.15.00 Retention of Oil on Board and Disposal

The Company requires that all operations with oil cargo, dirty ballast and slops
on board the vessel are made in accordance with the MARPOL. Each operations
to be recorded in Oil Record Book (Part 2) as required by MARPOL 73/78.

 A detailed receipt or certificate is to be obtained for all slop or dirty

ballast discharges and kept in the Oil Record Book (Part 2).

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  The cargo oil at completion of discharge is to be minimised by draining
all tanks, pipelines and pumps and discharging the oil ashore.

 A vessel designated as a Crude Oil Washing (COW) tanker shall carry out
Crude Oil Washing programme as per MARPOL requirement to reduce the
amount of oil retained on board.

Refer to:
12.21.02.121 – Certificate of Slops.

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12.21.03.00.00 VAPOUR EMISSION CONTROL

Inert gas systems mainly developed in the early 1970's along with the
development of crude oil washing systems. Initial systems were developed from
waste flue gas, particularly on the large steam turbine driven vessels. Later
inert gas generators have been developed for use on smaller vessels that do
not have the engine load capacity to produce sufficient inert gas of the required
quality. Today inert gas systems are mandatory on all tankers fitted with crude
oil washing systems under present MARPOL 73/78 regulations and by all
tankers of 20,000 tonnes deadweight and above under present SOLAS
regulations. Venting systems are required by SOLAS regulations. The
requirements of both inert gas and venting systems are governed by SOLAS
Regulations Chapter ll 2, Part B Regulations 5.5 and 5.3. Vapour emission
control systems are governed by USCG regulations. Note that on double hulled
tankers, even the double hulled spaces (ballast tanks) must be protected by
inert gas (normally the IG connection to the ballast tanks is blanked off, it is
only used when a ballast tank becomes contaminated due to a crack or rupture
from a cargo tank and has ingress of hydrocarbons).

The inert gas, venting and vapour control systems all share common
components, of piping and protective equipment. Therefore, in the physical
description of the systems where a component has been previously described,
reference will be made to it to avoid duplication. The inert gas system contains
the majority of components and it is this system that will be described first.

This equipment is of recent innovation as an extension of the awareness for

protecting the environment. It is essentially an U.S. regulatory requirement
under the United States Environment Protection Agency ”Clean Air Act” of
1991. It is designed to reduce and/or prevent air pollution from the emission of
vapours from cargo tanks. There are various names for this equipment, which
include vapour recovery, vapour collection, vapour balancing and vapour
control systems.

Whilst at present a system of vapour control is not mandatory under USCG

regulations, if a vapour emission control system is fitted then it must comply
with USCG regulations. Vapour displaced by a loading operation passes through
the piped venting system to purpose designed vapour manifolds adjacent to the
cargo manifolds. The collected vapours then pass through vapour hoses to the
shore recovery system for later recovery, destruction or dispersion; thus
avoiding the necessity to vent them to atmosphere from the vessel. When
loading from another vessel the tank vapour is similarly transferred to the tanks
on the supply vessel as it is displaced by the incoming cargo.

The regulations govern the physical design of the vapour collection system and
associated equipment as well as the practical operation of the systems.

Much of the physical system and associated equipment is already a requirement

under other regulations such as SOLAS and where this is the case, reference to
this will be made.

As already mentioned the piping system required utilizes the inert gas and
venting piping required under SOLAS, with additional piping to ship-side
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manifolds. The piping for the vapour collection system, when not in use, should
not interfere with the venting system. Under USCG regulations this piping must
be permanently fixed, with the vapour connections (manifolds) located as
closely as practical to the vessels loading manifolds. The piping must be
electrically continuous and electrically bonded to the ship’s hull.

The manifold connection valve(s) must be capable of manual operation with

clear indication of the valve position, open and shut. The manifold connection
ends should be clearly marked with paint colour coding for identification and
the presentation flange fitted with a permanently fixed stud. This is to prevent
inadvertent wrong connection of cargo hoses to the vapour collection system.

If grades of cargo carried are incompatible, the vapour collection system must
keep the incompatible vapours separate throughout the system. Means must be
provided to eliminate or to drain any liquid condensate from the piping system
at its lowest points.

The system must be isolated from any inert gas supply, this requirement is
satisfied by the second non-return isolation device(s) fitted under SOLAS
regulations. The vapour collection system can only be used when certain other
items of equipment are fitted and comply with the USCG regulations.

These include, a closed gauging system, cargo high level and overfill alarms,
and pressure / vacuum protection devices. The closed gauging system should
provide indication of the liquid level over the full range of a tank, at the centre
of cargo control operations.

The liquid overfill protection devices should incorporate alarms to indicate both
high liquid level in the tank and imminent overfill level in the tank. These
alarms must be independent of each other and protected by an alarm in the
event of loss of power or failure of their circuitry. Both alarms must be capable
of self-testing or being checked at the tank site for correct operation before
cargo transfer operations are begun. The overfill alarm must be independent of
the cargo gauging system.

The pressure / vacuum device requirements is satisfied by the devices fitted in

the inert gas and venting systems covered by SOLAS regulations and as
described in the relevant preceding sections.

Note that USCG insists that vapour manifold must be painted in yellow and the
word VAPOUR must be painted in black over it.

Refer to:
12.21.03.001 - Prior To Use Of VEC System Checklist (Oil)

12.21.03.01.00 Inert Gas System

All components of the Inert Gas system must be operated, periodically

inspected and maintained as necessary to ensure the highest practicable
availability of the system for use when required. The stock of spare parts

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carried on board must be maintained at the appropriate level and whenever
critical spares are used they must be re-ordered immediately by cable or telex.

If, when using the Inert Gas system, any of the following occurs:

 The high oxygen content alarm activates

 The low pressure alarm activates
 The inert gas plant shuts down

Then the Inert Gas system is deemed to have failed and consideration must be
given to stopping all relevant operations immediately.

If, after immediate investigation it is decided that the system cannot be freed
of the fault the system and all relevant operations are to be stopped and the
Master informed. These operations must not normally be resumed until the
Inert Gas plant is once more available.

If this failure occurs in port the Master must notify GSM, the Harbour authority
and the Terminal Operator as soon as possible.

Company policy is to use IG irrespective of the type of cargo carried on board.

In event that Charterers or Receivers specifically request vessel to discharge
without use of IG (e.g. when carrying high flashpoint cargoes above 60 deg C),
Master must contact GSM immediately for advice. The situation will be
reviewed on a case-by-case basis with all parties concerned before appropriate
instructions are sent out to the vessels.

In view of the possible hazard of pyrophoric ignition on vessels which carry

crude oil the Master must also advise the Company of the following:

The lowest oxygen content of each cargo tank ullage space during the
last loaded passage, details of the last cargo loaded including any
known data regarding the hydrogen sulphide content of it the condition
of the tank coating (if any) in the normal ullage space of each tank and
whether any tank was loaded to a lower than normal level during the
last loaded voyage

This information is essential so that the Company may consult other interested
parties.

Relevant operations without the availability of inert gas must not be

commenced until a positive instruction to do so has been received from the
Company and until the appropriate authorities have agreed to such a course of
action.

If permission is granted to resume operations without inert gas then the

appropriate operations are to be carried out strictly in accordance with the
relevant requirements and an the guidance given in the I.M.O. Inert Gas
Systems booklet.

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 12.21.03.02.01 Oxygen Content

The maximum oxygen content in any inerted space shall be maintained at not
more than 8% oxygen by volume.

The maximum oxygen content of the gas produced by the Inert Gas plant and
delivered to the inerted spaces is to be not more than 5% oxygen by volume
and tank atmosphere should always be below 8% of oxygen by volume.
During topping up, purging and discharge operations it is preferable to maintain
the inert gas supply at between 4% and 5% oxygen content to minimise the
possibility of the formation of pyrophors.

On loaded passages the oxygen content of each inerted space is to be tested

and recorded just before a topping up operation in order to obtain an indication
of what is the lowest level of oxygen in each space.

If the automatic oxygen recorder is not operating the oxygen content of the
inert gas delivered by the plant is to be measured by a portable analyser and
recorded on each occasion of starting up the plant, change of boiler load and at
intervals of not more than one hour when the plant is operating.

12.21.03.03.00 Inert Gas Pressure

On loaded and ballast passages the inerted spaces are to be re-pressurised as

convenient before the low pressure alarm activates.

If the automatic pressure recorder is not operating the system pressure is to be

manually recorded at least once per day during passages and once per hour
during operations.

12.21.03.04.00 Inert Gas Recorders

A hand written time reference mark is to be made on the printout of automatic

recorders at least once per day when the recorder is in operation.

Refer to:
12.21.03.041 - IG Pressure and O2 Log

12.21.03.05.00 Hydrocarbon Gas Leakage

Whenever possible a drain valve (or vent valve if fitted) in the section of inert
gas main piping between the deck water seal and the inert gas pressure
regulating valve is to be left open when the inert gas plant is not operating.
The possibility of back flow of hydrocarbon gas is to be monitored by testing
the atmosphere in the inert gas main between the deck water seal and the inert
gas pressure regulating valve for hydrocarbon gas.

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If hydrocarbon gas is discovered in this atmosphere:

The gas is to be vented to a safe location as soon as possible and the cause of
the leakage rectified before the inert gas plant is started. The Company is to be
notified immediately and the reasons for the leakage given.

12.21.03.06.00 Portable Instruments

In addition to the requirements of HSQEEn 14.33.00.00 each ship fitted with an

Inert Gas system shall carry at least two portable gas sampling instrument for
detecting hydrocarbon gas in the presence of inert gas with the scale reading
from 0-100% hydrocarbon gas (Tank scopes).

12.21.03.07.00 Inert Gas Records

Records shall be kept in the Deck and Engine Logbooks of significant changes in
the system, e.g. starting and stopping the Inert Gas plant, unavailability of
system, failure of major units etc. An Inert Gas Readings Log sheet is to be
kept for recording the oxygen readings, hydrocarbon test figures etc. as
required by this Section. Records of all maintenance carried out in the system
and the components of the Inert Gas plant are to be entered in the Planned
Maintenance system records.

12.21.03.08.00 Operating Instructions for Inert Gas System

The procedures for operating the IG plant depend upon the type of plant and
distribution system fitted on each individual ship. The procedures outlined in
this section are therefore only a basic guide, and must be considered in
conjunction with the IGS Manufacturer’s instructions.

Each ship must therefore prepare detailed operating procedures based on the
Manufacturer’s instructions and the general guidance contained below.

In preparation these procedures, Check Lists are to be drawn up for both Deck
and Engine Departments. As a part of pre arrival preparation, the Scrubber
Pump should be kept running well in advance of commencing of Inert Gas Plant
operation in port.

The IGS lines must be inspected and drained at regular intervals and results
recorded. It must also be carried out immediately in the event of a tank over-
fill.

12.21.03.09.00 Inerting of Gas Free Tank

The need for reducing the oxygen concentration of gas free tanks only arises
for:
 Initial inerting of all tanks after a dry-dock period.

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  Re-inerting a tank after entry for repair etc. These operations should be
carried out as soon as possible after dry-dock / tank entry, so that the
maximum contribution to corrosion control is obtained, and, after dry-
docking, any faults in the IG plant are identified in good time. If for any
reason cargo has to be loaded into non-inerted tanks, the subsequent
inerting of ullage spaces is difficult to accomplish efficiently, and indeed
the expelled hydrocarbon gas causes an unnecessary hazard on deck.
 When the IG plant is operating, open the Deck isolating valve and the
relevant purge pipe cover(s). Open the Gas Regulating valve as far as
possible, subject to any restriction on blower discharge pressure.

Progress of the inerting operation in each tank can be monitored by sampling

the efflux gas at a purge pipe with the portable oxygen analyser. Inerting
should continue until an oxygen reading of less than 8% is obtained, when the
purge pipe cover can be closed and the inerting of another tank begun.

On completion of the inerting operation, pressurize the cargo tank systems to

1000 mm wg, close the Deck isolating valve and shut down the IG plant. It may
be necessary to ‘top up’ the tank system pressure to maintain a minimum IG
deck pressure of 100 mm wg., but this is unlikely on the ballast passage unless
there is a wide variation in ambient temp and / or gas tight integrity is poor.

For topping up the auxiliary blower can be used and the operation will take an
hour or two.

12.21.03.10.00 Inert Gas during Loading

Before loading begins open the forward pressure release valve, and, if fitted,
the covers to all high velocity vents (Note : If deck pressure is more than 500
mm wg. open appropriate cover before the pressure release valve and await a
fall in pressure to 500 mm wg. before opening the other high velocity vent
covers). This ‘closed loading’ procedure will ensure that there is no flammable
vapour on deck.

12.21.03.11.00 Inert Gas Loaded Passage

During a loaded passage without IG protection the ullage space is naturally

over-rich, but it is nevertheless most desirable to retain a positive pressure on
the inerted tank system in order to minimize the risk of any air entry which
could create flammable conditions during subsequent cargo tanks operations.
Due to the small volume of the ullage space, the tank system pressure can
change rapidly. Diurnal fluctuations of over 1000mm wg may be experienced in
the tropics, and some release of the tank gas through the P/V valve may occur
on most afternoons.

On some vessels the slop tank P/V valves may lift before or at the same time
as the main P/V valve(s); such valves should be modified on board so that all
normal releasing of pressure takes place through the main P/V valves, well
clear of the accommodation. Until this is done excess pressure should be
released by briefly opening the forward pressure release valve. The isolating
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valves on the slop tank IG branch lines must not be closed in order to achieve a
similar effect, for if these were left closed inadvertently, serious structural
damage would result when the slop tanks were discharged.

Heavy rolling can cause fluctuations in pressure of 400 mmwg or more. As

more fluctuations have been known to blow the P/V breakers, the IG deck
Pressure should be watched carefully during the day in heavy weather, and the
forward pressure release valve open to keep the pressure below, say, 1000 mm
wg.

Topping up will only take a few minutes and the auxiliary inert gas blower can
be used provided the electrical generators do not become overloaded. Every
reasonable effort should be made to keep the IG pressure in the ullage spaces
above the lower alarm level. However, if the frequency of topping up
operations necessary to maintain this state becomes unreasonably high, i.e.
regularly more than once per day then all precautions should be taken to
prevent leaks.

Requests by Cargo Receivers for Manual Ullages, Samples and Water

Dips at Discharge Port:

Except at ports where local regulations (e.g. Customs) explicitly require shore
authorities to witness / carry out cargo measurements, Masters should resist all
demands by Cargo Receivers to de-pressurize the cargo tank system before
discharging for the purpose of witnessing or taking manual ullage, water dips or
cargo samples.

Positive pressure is to be maintained on all tanks so that no flammable vapours

exist in the cargo tanks or around the deck area.

If samples are required by the Customs authorities etc., and those from the
loading port are not available or acceptable, line sampling should be adopted. If
cargo measurements are required, every effort should be made to use fixed
gauging systems and take dips and samples through the purge pipes. If de-
pressurising is necessary open the forward pressure valve and when the
pressure has fallen sufficiently to avoid oil entrainment problems, open a few
vent stacks or sighting ports in the fore part of the Vessel to minimize
unnecessary delay. During sampling, all ports should remain covered when not
actually in use. After sampling is completed, re-pressurize the tanks and begin
the normal discharge procedure as soon as possible.

If there is an unacceptable difference between the ship’s figures and the shore’s
preliminary outturn figures at the end of the discharge, the ship should sound
all tanks. It is not normally possible to sight empty tanks because of the mist
caused by the condensation of water vapour in the inert gas during discharge.

12.21.03.12.00 Inert Gas during Commencement of Discharge

Cargo pumps should not be started until:

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  IG plant is operating and Deck isolating valve is open.
 All deck openings are checked closed.
 Slop tank isolating valves have been checked open.
 If a part cargo of fuel oil is carried, the IG line blanks have been
removed.

12.21.03.13.01 Oxygen Control During Discharge

The oxygen content of the flue gas mixture delivered should be less than 5%.
Oxygen levels of 5% in the cargo tanks is generally desirable.

The Oxygen level Recorder should be checked frequently during discharge so

that it is not necessary to check the oxygen content of each tank after
completion of discharge.

12.21.03.14.01 Inert Gas Pressure Control During Discharge

Automatic pressure control should be used whenever possible. IG Deck

Pressure should be maintained at about 1000 mm wg. throughout discharge
because high pressure provides a safety margin in case of IG plant failure,
decreasing the risk of having to slow or stop pumps, of activating P/V breakers
and admitting air to cargo tanks, and, on some ships, of the cargo pumps being
tripped; high pressure will assist the discharge and will allow main cargo pumps
to take tanks to a lower level thus reducing stripping time.

Secondary venting arrangements:

On inerted vessels, if pressure sensors are provided as the means of secondary

protection, the alarm settings for the pressure sensors must be set to actuate
when the tank pressure reaches 10% greater than the normal actuation
settings of the pressure valves themselves. In the case of the low-pressure
settings, the pressure in a tank should never be permitted to fall below 100 mm
of water gauge and the pressure sensors should be set to trigger alarm at this
pressure.

In the case of non-inerted vessels if pressure sensors are provided, the over-
pressure setting should be set to alarm at 10% greater than the normal
actuation settings of the pressure valves, and at a vacuum 10% greater than
the normal actuation settings of the vacuum valves.

In all cases, a description of which vents or pressure/vacuum sensing systems

are available on each tank when the main inlet valve to IG/vent main is shut
must be displayed on the CCR panel. These must be tested as per PMS
schedules.

12.21.03.15.00 Purging

Whilst any tank atmosphere with less than 11.5% oxygen by volume is non-
flammable, regardless of hydrocarbon gas content, it is desirable to purge
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empty cargo tanks so that the oxygen content is less than 8% by volume and
the hydrocarbon content less than 2% by volume. If the requirement to purge
arises following should be carried out:

 Before purging begins the IG deck pressure should be lowered to about

500 mm wg so that the purge pipe covers may be opened safely. A
portable oxygen analyser and a MSA Tank scope should be checked and
calibrated.
 When the IG plant is operational and the Deck Isolating Valve has been
opened, open the relevant purge pipe covers. In general the Gas
Regulating Valve should be fully opened and as many purge pipes as
possible should be uncovered.
 The oxygen content of the flue gas mixture delivered should be less than
5% by volume.
 Except, when purging before gas freeing, purging operations should be
monitored by sampling the efflux gas at the purge pipe with a short
sampling line. Purging should continue until a reading of less that 2% by
volume on the MSA Tank scope is obtained.
 When each tank is purged, secure the purge pipe cover. On completion
of the Purging operations re-pressurize the tank system to about 1000
mm wg and shut down the IG plant.

12.21.03.16.00 Purging Before Gas Freeing

Before gas freeing is commenced it is most important that the hydrocarbon gas
content of the entire tank is less than 2 Sampling lines must be lowered well
into the bottom structure in at least two locations in the tank which are well
removed from both the inlet opening and the purge pipe, and after ensuring a
true bottom sample is being obtained, purging should be continued until 2%
readings are obtained at the purge pipe and the sample lines.

12.21.03.17.01 Atmosphere Control During Tank Washing In The

Inert Condition

Oxygen Control:

Before the washing of any tank is started, check the oxygen concentrations in
the tank concerned and all the slop tanks with a reliable portable oxygen
analyser.

A sample should be taken from about 2 m below the deck head and another
from the middle of each tank, and in tanks with wash plate bulkheads, separate
samples should be taken from each section. Whenever any doubt exists about
the homogeneity of the oxygen content within a tank e.g. if oxygen of more
than 5% was recorded during purging or discharge, further checks should be
made at different heights and locations. If any readings are more than 5%, the
tanks should be re-purged.

Washing must not begin until all necessary oxygen readings are less than 8%.

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Provided no ingress of air into the cargo tank system is suspected, and any
inert gas delivered to the cargo tank system during washing is monitored with
the fixed analyser, no other oxygen measurements are required until before
washing the next tank.

Pressure Control and Use of IG Blower:

The basic requirements are:

 All washing must cease if deck pressure falls below 100 mm WG.
 Keep one IG Blower operating continuously when hot washing whilst one
or more cargo tanks are blanked off for gas freeing.
 Before washing is started, it is normal practice to check all Slop Tank IG
Isolating valves are open.
 Whilst the IG blower is operating during tank washing under the inert
condition, keep the forward pressure relief valve and the purge pipe
cover of the tank being washed closed, as a failure of the IG blower and
a fall in pressure could result in air being drawn into the tank.

Use of Portable fans

Portable fans or blowers should only be used if they are pneumatically or water
driven type. Their construction material should be such that no hazard of
incendiary sparking arises if, for any reason, the impeller touches the inside of
the casing.

Portable fans, where used should be so connected to the deck that an effective
electrical bond exists between the fan and the deck.

Hydrocarbon Gas Control:

There is no requirement to measure the hydrocarbon gas concentration whilst

actually washing a tank in the inert condition although the concentration will
increase during washing, by perhaps some 2% with cold water, 10% with hot
water and 20% with crude oil.

Necessity to Purge before Gas Freeing:

Before starting to gas free any particular tank it is most important to ensure
that no part of the tank will pass through the flammable zone. The hydrocarbon
gas content of the tank must therefore be checked both at the purge pipe and
with sample lines. If any part is more than 2%, further purging is necessary.

Whilst purging and gas freeing, precaution shall exercise to ensure that vessel’s
air conditioning system is kept on recirculation and window type/split air
conditioning units are disconnected.

Monitoring of Gas Freeing Process:

Initial progress of the operation can be monitored with a portable oxygen

analyser sampling from the vent stack, or purge pipe, but as 21% oxygen will
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be reached before zero hydrocarbon, oxygen content alone cannot be used to
test for ‘gas free’ condition. So once 21% oxygen has been obtained, the
explosimeter should be used for checking the hydrocarbon levels.

Flammability

Vapour given off by a flammable liquid will burn when ignited provided it is
mixed with certain proportions of air. If the vapour mixture is too lean or too
rich it will not burn. The range in which it will burn is called the flammable
range, and the limits are called the lower flammable limits (LFL) and the upper
flammable limits (UFL). See definitions carried in Section 1 of these operating
instructions for further details.

A flammable vapour also needs Oxygen in order to burn, typically in excess of

11 percent for hydrocarbon vapours. In addition a flammable liquid must be at
a temperature high enough to give off sufficient vapour in order to ignite (the
Flash Point). For the purpose of safe handling procedures, the flammability
characteristics of various products are divided into three broad categories:

Flammable cargoes------------ flash point not exceeding 60°C

Combustible cargoes-----------flash point exceeding 60°C
Non-combustible cargoes------cargoes which have no flash point

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Inert Gas Operation Record:

A record is to be kept on each ship of the relevant data concerning the

operation of the IGS. This is required to:

 Provide guidance for a new staff joining the vessel.

 Access the effectiveness of operating and maintenance procedures.
 Provide a formal record of IGS operations which will be available for
inspection.
 A record is to be kept of the following:
o Air and Sea temperature and Deck Pressure.
o Oxygen content of the Inert Gas and CO2 readings at the boiler when
IG plant is operating.
o Times of starting and finishing of all operations, i.e. loading,
discharging, ballasting, de-ballasting, purging, tank washing, gas
freeing inerting and re-inerting together with tanks concerned.
o Time, and brief reasons, when the IGS is not available, or air is
allowed to enter the cargo tank system (other than gas freeing).

12.21.03.18.00 Vapour Balancing

Vapour balancing is the transfer of vapour displaced by incoming cargo from

the tank of a vessel loading cargo to a tank of the terminal or facility via a
vapour collection system.

Vapour balancing shall be carried out only when required by local regulation.

A vapour balancing operation shall not use a compressor or blower to assist

vapour transfer.

Vapour balancing shall not be carried out when the vessel’s cargo tanks
and Terminal / Facility Tanks are not inerted.

Precautions for Vapour Balancing (general)

Local regulations shall be complied and approval from local authorities shall be
obtained when carrying out vapour balancing for cargoes other than crude oil,
gasoline and benzene.

An electrical insulating flange or one length of non‐conductive hose shall be

provided on both the liquid and vapour hoses.

The maximum allowable transfer rate permitted by the vapour return system of
the vessel shall not be exceeded.

The pressure in the vapour space of any cargo tank connected to the vapour
collection line shall not exceed 80 percent of the lowest setting of any pressure
relief valve connected to the transfer system, including the pressure relief valve
for cargo tanks on both vessels.

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All impressed current cathodic protection systems must be de‐energized during
cargo transfer operations.

The vapour transfer hose shall be purged of air and inerted prior to starting
vapour transfer.

Oxygen analyser with a sensor or sampling connection shall be fitted within 3

meters of the vessel vapour connection such that:

- An audible and visible alarm is activated in the ship’s cargo control room
(CCR) or position from where cargo operations are normally carried out when
the oxygen content exceeds 7 % by volume;

- An oxygen concentration indicator located in the CCR or position from where

cargo operations are normally carried out;

- A connection is provided for injecting a span gas of known concentration for

calibration and testing of the oxygen analyser.

The oxygen analyser must be tested for proper operation prior to the start of
each transfer operation;

The oxygen content of vapours being transferred must be continuously

monitored during the transfer operation to ensure oxygen content does not
exceed 7 % by volume.

Transfer shall be ceased immediately if oxygen content exceeds 7 % by volume

and shall resume only after remedying the cause of increase in oxygen content.

12.21.03.19.00 Prevention of Freezing

During periods of Cold weather

 All PV valves shall be operated at regular intervals to ensure free

movement and to prevent icing.
 Liquid in the PV breaker should be mixed with anti-freezing compound as
per maker instructions.
 All piping associated with cargo gauging system and pressure monitoring
system should be blown through.
 In periods of cold weather when air temperatures are below freezing
point, it is necessary to take precautions to prevent damage to pipework,
tanks, winches, windlass etc. In most cases, the precaution will consist of
draining off all water from spaces subject to the low temperature.

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12.21.04.00.02 OPERATIONS DURING STS, AT SPM, CBM AND WHILE
TANDEM MOORED

A. SHIP-TO-SHIP TRANSFER OPERATIONS

This procedure shall be read in conjunction with vessel’s Ship to Ship Transfer
(STS) Plan.

Where such an operation is expected the Master will be advised in advance.

Before agreeing to a ship-to ship transfer operation the Master must satisfy
himself that all appropriate safety precautions have been taken and are in force
on the lightering vessel as well as his own vessel. Procedures and checklists
detailed in the ISGOTT Manual and the OCIMF Ship-to-Ship Transfer Guide are
to be followed on both vessels involved. All mooring, transfer and safety
equipment for STS transfer must be checked and prepared ready for use prior
to arrival.

During in-port ship-to-ship transfer operations a specialist Supervisor may

sometimes be appointed to the ship. The Master must be in no doubt that this
appointment in no way relieves him of his responsibility for the safety and
security of his vessel and cargo.

Ship-To-Ship (STS) Transfer Using VEC Systems:

If a Vapour Emission Control (VEC) system is to be used by vessels during a

ship-to-ship transfer operation this must be done in accordance with, and
having a full regard to the provisions of ISGOTT. If the Master considers that a
proposed STS transfer operation is either unsafe or unnecessary, it must not
continue and the Company is to be advised immediately.

Before carrying out such an operation reference is to be made to the

operational guidelines contained within ISGOTT and other applicable reference
publications. The technique is probably described as Vapour Balancing. Ships
carrying out this operation are to be inerted.

Before commencing transfer the following operational precautions must be

complied with as a minimum:

• At least one of the vessels must be able to permanently monitor the oxygen
content of the vapour stream. The sample point must be close to the manifold
and audible and visual alarms are to be available should the oxygen content
exceed 7% by volume.
• The oxygen content of all tanks in the common system is to be maintained at
a level no higher than 7% by volume.
• The vapour transfer hose is to be purged of air using inert gas or nitrogen
until the oxygen content is below 7% before transfer commences.
• Vapour manifold valves are not to be opened until the receiving vessel system
pressure exceeds that of the discharging vessel system pressure.

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During the Cargo Transfer:

• Operations are to be terminated if the oxygen content of the vapour stream

exceeds 7% by volume. Operations are not to be resumed until the oxygen
content in the receiving ship has been reduced below 7% by volume.
• There is to be frequent monitoring of both ship’s IG pressures with cross
comparison on a regular basis and at least hourly. Transfer volumes are to be
compared on the same basis.
• No air is permitted to enter the tanks of the discharging ship at any time.

Refer to:
12.21.04.001 – Ship to Ship (STS) Transfer Checklist

B. OPERATIONS AT SPM, CBM AND WHILE TANDEM MOORED

Cargo Operations:

A pre‐operation meeting is to be held prior to the commencement of cargo

operations. This is to ensure that all the parties are familiar and in agreement
with the planned procedures and that all the necessary Communications, Safety
and Pollution checks have been completed. Any concerns and other operational
requirements are to be addressed in this meeting. Emergency shutdown
procedures must be thoroughly discussed and understood.

All vessels arriving for cargo operations shall arrive with all their cargo tanks
properly inerted to less than 7% oxygen. The Inert Gas System, remote gauges
and venting system should be fully operational such that a closed cargo
operations procedure can be safely followed.

The cargo operations plan, as well as the arrangements for emergency close
down of cargo operations, should be reviewed and agreed between the Loading
Master and the Chief Officer.

All cargo operations in relation with the starting, switching of tanks and
stripping must be directly and personally supervised by the ship's Chief Officer.
Good communications are of paramount importance for safe cargo handling.

Cargo transfer operations should not commence until the Chief Officer and the
Loading Master are satisfied and have agreed that the cargo hose is correctly
connected and that all necessary ship and onshore valves have been set for
commencing cargo transfer.

The cargo transfer operations should not commence until the Chief Officer and
the Loading Master are satisfied and have agreed that the cargo hose is
correctly connected and all necessary valves have been set for cargo transfer.

The Chief Officer will line up the vessels lines and on instruction from the
Loading Master open the manifold and commence cargo transfer.

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An inspection of the pump room, manifold, cargo system and surrounding water
should be made during the initial stages of cargo transfer to ensure there are
no leakages.

Periodic pump room inspections are to be carried out and the inert gas system
is to be run continuously during cargo discharge to maintain the correct oxygen
levels of less than 7% in Cargo Tank.

The Loading Master will notify the gradual increase in flow rate until the
maximum agreed rate has been achieved. All the systems are to be monitored
during this period.

The Loading Master is to be notified prior commencement of ballasting/de

ballasting operations and prior to commencement of Crude Oil Washing
operations.

At the time of completion of cargo operations, close communication is to be

maintained with the Loading Master.

Communications:

A reliable communications system, including a stand‐by system, should be

established and tested prior commencement of cargo operations.
Communication is to be maintained at all times between the CCR, manifold and
the Loading Master.

A VHF listening watch is to be maintained continuously whilst moored to the

SPM, CBM or Tandem Mooring on a VHF channel specified by the terminal.

Volumes comparison of ship and shore figures of cargo on board must be

exchanged as per agreed intervals.

CAUTION: IN THE EVENT OF A COMMUNICATION BREAKDOWN, AND WHERE

CONTACT CANNOT BE RESTORED, LOADING MASTER TO BE IMMEDIATELY
NOTIFIED AND IF NECESSARY CARGO OPERATIONS STOPPED.

Valve Operation and Pressure Surges:

A Ship and Shore valve operation communication shall be established and

maintained to avoid pressure surges and damage to cargo system.

Tankers are to test their emergency shutdown system before commencement

of cargo operations

The ship manifold pressure shall be monitored to remain within the Cargo
Operation Limit.

In case unusual pressure is rise experienced at Ship’s manifold beyond the

permissible operating limit defined in the “Cargo Operating Arrangements” due
to any reason, the officer on watch shall immediately stop the Cargo operations
and should immediately de‐pressurize the line to ensure that maximum
allowable operating pressure is not exceeded at Ships manifold
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De‐Ballasting/Ballasting Operations:

The Master shall ensure that the vessels propeller is submerged and the stern
trim prevails during ballasting/de-ballasting and cargo operations. Also the
vessel is to comply with the minimum permitted IMO Draft Regulation during
her stay at the SPM, CBM and Tandem Mooring.

Tankers fitted with segregated ballast systems or suitable clean ballast systems
may commence ballast handling operations concurrently with cargo transfer
operations after informing the Loading Master.

Tankers installed with a ballast treatment plant shall comply with the Ballast
Water Management Plan during the Ballasting/de-ballasting operations as
applicable.

Weather Parameters, Cargo Hoses and Bow Mooring:

Weather Parameters:
Master must closely monitor weather forecast and be aware of the parameters
governing the stoppage of cargo operation, disconnection of hoses and
unmooring as stated in the terminal information booklet.

Cargo Hoses:
Care shall be exercised during the hose handling operations to avoid the
potential for damage to the hoses and associated equipment.
Manifold Watchman shall be equipped with portable radio to communicate to
the CCR, and shall at all times:

Monitor the hoses and hose securing arrangement

Report immediately any hose or connection leakage

Report immediately any damage to the hoses

Report any leakage or damage to the hose string in the water

Report any noted abnormal or adverse environmental conditions within the

vicinity of the vessel.

Bow Mooring:
A deck watchman shall be stationed at the Bow with a portable radio and shall
report to the CCR in case of excessive Yawing of the vessel or if the distance
from the SPM or FPSO is decreasing or if there is any oil leak in the water.

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12.21.05.00.01 CARGO DOCUMENTATION

There are several reasons for completing documentation. It completes the

picture and provides a record of an operation. It is important that
documentation is completed comprehensively, thoroughly and correctly to
provide the details of an operation to other parties who may have an interest.
Documentation can provide a sound basis for the ship’s officers to plan and
execute an operation. Correct documentation during and after the operation will
provide the means to contest claims of non-conformity or non-performance.

Poor documentation defeats a good performance. No matter how well an

operation itself was carried out, charterers will only pay to the extent that the
operation was documented. Owners, charterers, and other affiliates are not
themselves present at an operation and therefore have to rely on second hand
knowledge of an operation through their representatives and the
documentation of the operation.

Although first class operational performance is always a priority and vital to the
reputation of the company, that alone does not generate revenue. Being paid
the money also depends on consistent presentation of accurate, thorough,
clear, and credible cargo documentation. Charterers may try to use any
irregularity in documentation as an excuse to argue and prevaricate or to
reduce or delay payment. As finalization of claims can often take months,
sometimes years, record-keeping is critical to claims follow-up work. Every
document on every voyage may not be used, but any missing or inadequate
documentation increases the liability exposure and may well become the critical
factor in resolving a dispute.

Demurrage payments typically account for a sizable proportion of the overall

revenue generated, over and above freight charges for each voyage.
Demurrage claim settlements depend entirely on the contents of “Notices of
Readiness”, “Time-sheets”, “Protests” for delays or operational restrictions and
the “Discharge Pumping Log”. The details entered on these documents must be
completely self-explanatory. Charterers often prefer to settle all of their
individual port demurrage claims with every cargo external providers and
receiver before settling the overall voyage demurrage claim with a ship-owner.
Unless the claim is documented well enough that the entire sequence of
relevant events will be immediately obvious to all parties, some charterers may
choose to simply blame the ship, short pay the owner and decline to even
present the owner’s further arguments to their affiliates.

Charterers often stick to their own academic contract interpretations regardless

of all practical consideration. For example, they may apply simple arithmetic to
calculate a theoretically possible flow rate without regard the prevailing
conditions. They may insist that “discharge time allowance” and
“laytime/demurrage” shall always exclude any kind of ship stoppage, no matter
what. Some even try to argue that a ship should maintain the minimum
required manifold pressure even when prevented from reaching it due to a flow
rate restriction imposed by the receiving terminal, or at least precisely maintain
the allowed flow rate.

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The basically types of documentation covering most aspects of tanker cargo
operations are:

 Checklists
 Documentation which provides standard planning procedures
 Documentation which provides information and sets required standards
 Documentation, which records information.

Refer to:
12.21.05.001 – Inert Gas Log
12.21.05.002 - Letter of Protest for Delay
12.21.05.003 - Letter of Protest for Short Loading
12.21.05.004 - Letter of Protest for Free Water

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12.21.06.00.01 CHECKLISTS

Checklists provide an “aide memoire”, as well as a record of the steps, which

are taken to safely and successfully complete an operation. However,
checklists, no matter how comprehensive, are no substitute for well-
maintained, accurate and complete entries in log books and other records.

Checklists should not be considered “that’s all we need to do” but should be a
guide and should not restrict the person in charge to checking only those items,
which appear on the lists. All and every detail of an operation should be
carefully examined to promote a successful outcome.

The Company provides several checklists / guidelines covering cargo

operations. These checklists / guidelines are for critical cargo operations and
cover preparations before entering port for cargo operations, final safety checks
before commencing cargo operations, safety checks to be made during cargo
operations, crude oil washing, tank cleaning and gas freeing operations.

In addition to these, further checklists / procedures can be found on board.

These include Declaration of Inspections which are completed in conjunction
with terminal representatives, Ship to Ship transfer, Helicopter operations and
Vapour Emission Control, as well as many others concerning ship-board
operations.

Checklists are usually self-explanatory and, if required, further information can

usually be found in the many publications on board.

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12.21.07.00.00 RECORD KEEPING DOCUMENTATION

Besides the legal contractual documentation associated with all cargo transport,
the supporting documents are important in order to prove that the cargo, the
preparation of the ship to carry the cargo, the loading, carriage and discharge
of the cargo were all carried out within the contractual obligations, in the
safest, most economical and most expeditious way within the company, and
statutory requirements.

1) Inert Gas Log: has a full explanation of how it is to be used and completed
with data. The importance of the record is emphasized. This is particularly
important with regard to compliance with SOLAS and MARPOL regulations. It is
a useful guide for future operations and certain data can indicate any trends
towards malfunction or operation outside normal operating parameters that
may damage the system or render it inoperative. This can be used to plan
preventive maintenance and or repair where necessary. The record should be
completed and updated as the operation progresses.

2) After Discharge Certificate: is an extremely important document and

serves as proof and agreement that the vessel has been properly and fully
discharged. It is often referred to as an “Inspection” or “Dry” certificate. Care
must always be taken over the content and wording of this document. Further
guidance can be found in the section concerning OBQ and ROB Tank Gauging.
It should be completed and the appropriate signature(s) obtained immediately
after the vessel has been inspected by ship’s staff, the appointed surveyor /
inspector and / or the receiving terminal’s representative.

Master shall ensure that OBQ/ROB volumes are always accurately determined
by taking soundings of cargo tanks from the aft dipping points and not from the
centrally located ullage ports.

If any ROB quantity is declared it must be specified as liquid or non-liquid,

pumpable or unpumpable and reachable or unreachable by the ship’s fixed
pumping systems.

3) Before Loading Certificate: is a similar document to the preceding one

and is equally important, serving as proof that the ship’s tanks are in a suitable
condition for the safe receipt and carriage of the cargo to be loaded. The
content and wording of the document is similarly important and reference
should be made to the section concerning OBQ and ROB Tank Gauging. The
certificate should be completed and the appropriate signature(s) obtained
immediately after the inspection of the ship’s tanks have been inspected and
before cargo loading is commenced.

4) Cargo Heating Log: Whenever a heated cargo is carried a record of the

daily cargo temperatures, environment temperatures and consumptions of both
boiler water and bunker fuel oil used for heating purposes is essential. It serves
as a record of the cargo heating and proof of the proper care and carriage of
the cargo, required by the charter party. It can be used to adjust the control of
cargo heating to avoid excessive bunker and water consumption and possible

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adverse effects on the cargo composition and specification. (The form is simple
to complete, but requires input from both Deck and Engine room personnel).

5) Slop Certificate: Whenever tank cleaning has been carried out, oil and
water slops are generated. These, are minimized within the legal parameters
before a vessel loads her next cargo, or are disposed to a reception facility.
Whatever arrangements are made for the slops, an accurate assessment of the
quantity, quality and content of oil and water within the slops is required.

The form is basically designed to record a brief history of the slops, how they
were produced and the details of the slops before the vessel is loaded. When
the slops are retained on board, either to be “Loaded on Top” or kept
segregated, this information is essential to correctly calculate any cargo loaded
and proof that regulations and requirements under charter party terms were
complied with.

When slops are disposed of to shore reception facilities or slop reception

vessels, the form can be used as part of the documentation to record the
correct change of custody of the slops in compliance with regulations.

It is important that a second party, either the surveyor at the loading port or
the receiver at the slop reception facility, verifies the quantity and quality of the
slops and that they are signatory to the certificate. This and the importance of
the form are required to substantiate claims for freight on slops retained on
board. Entries about slop are also made in the Ship’s Oil Record Book which is
scrutinized frequently by Terminal/Port State Control authorities and Oil Majors’
Vetting Inspectors.

6) Ullage Report: Is basically a calculation form and a record of the quantity

of cargo carried by the vessel, both in total and on a tank by tank basis.

It is this calculation that provides the ship’s figures for cargo loaded. Although
the form may appear to be designed for calculating multiple grade cargoes on a
single sheet, for the sake of clarity, it is often expedient to calculate each
individual grade on a separate form.

The form is completed after every loading, after each grade and after each
parcel of blended cargoes. It is also completed before each discharge and after
each discharge when part discharges have been carried out.

The form is simple to follow and self-explanatory. It is important that metric

tonnes are used for the calculation of weights on board and that the Bill of
Lading figures in gross metric tonnes is used for the cargo weight. This is the
basis and weight that is used for the calculation of both freight and dead
freight.

7) Cargo Stowage Plan & Cargo Transfer Records: These documents are
completed for each cargo and/or COW operation. They are used to assist in the
planning and efficient operation of cargo loading and discharging. The planning
information is usually exchanged prior to arrival load or discharge port with the
Charterers/Terminals.

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8) Port Log: This log is use to accurately record the activities in port as a
‘statement of facts’ and is self-explanatory.

9) Cargo Pumping Log: is only needed for discharge operations. The pumping
log should show enough detail to be fully self-explanatory as to why any part of
the operation differed from ideal conditions. Pumping logs must report credible
figures, for all the governing factors in the columns for each grade, although it
is recognized that some figures must be approximated, e.g. length of shore
pipelines. Details of events before or after the cargo operation, e.g.
mooring/unmooring, are not required on the pumping log. In other words,
document every factor that hinders the optimum discharge performance, i.e.,
anything that differs from ideal discharge conditions. Do not document any
events that do not have any bearing, relevance or effect on the cargo
operation. The definition of an ideal discharge would apply to the unrestricted
and uninterrupted discharge of a full homogeneous cargo, which has normal
characteristics and properties, through all manifolds using all cargo pumps at
optimum speed.

This form is used to record the data that affects a cargo discharge, and is also a
record of the discharge itself. It is important that all the information, which
dictates the parameters within which a discharge is constrained, is recorded.
The record of cargo pump use, including the times of starting and stopping the
cargo pumps and the pump performance data will show how the discharge was
carried out. Other information that affects the discharge will need to be
recorded, such as crude oil washing operations and any delays, restrictions
and/or stoppages.

The full and accurate completion of these forms is very important. Time
charters and most voyage charters contain pumping clauses in which owners
warrant that a vessel will discharge her cargo within certain parameters,
provided shore facilities permit. It is this form that is used to prove or
otherwise indicate that a vessel has performed a discharge in accordance with
this warranty.

The counter-signature of the form by the receiving terminal’s representative is

important to substantiate the limitations imposed by the receiving terminal.

10) Vessel Experience Factor: is the ratio between a ship’s cargo

measurement and the corresponding shore cargo measurement over a number
of voyages.

Certain standard criteria must be used to develop a correct and accurate VEF
for a vessel. The VEF can be developed for either cargo loadings or cargo
discharges, but they must be kept separate and not be confused. Loading VEF’s
are more common as accurate shore and ship figures are both readily available,
whereas accurate discharge terminal information is rarely completed before a
ship sails. All figures must be based on the same criteria of capacity (either
barrels or cubic meters) and calculation tables, thus ensuring ship and shore
figures are compared on a like for like basis.

11) Note of Protests: There are various pre-formatted Notes of Protest

supplied by the Company. These cover the difference between ship and shore
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loaded figures, slow loading rates, free water found on board after loading, and
restrictions due to limited discharge connections provided and discharge back
pressure allowed. They should not restrict or discourage the issue of other
letters of protest covering any other aspects which affect the ship’s
performance in port or which may be necessary to protect the interests of the
ship, her owners, charterers and agents. These should include the omission of
charter party dates on Bills of Lading, delays, restriction and stoppages
imposed by terminals on the loading/discharging of the vessel, etc.

Protests are useful. A protest may or may not avert a dispute or decide its
outcome, but absence thereof may completely deprive all rights to refer to the
point in the future. If port departure is delayed solely by cargo documentation
or by some other cargo purpose for more than two hours after the final
disconnection of the hoses/arms this must be documented in the deck log book,
pumping log, etc. to support any formal protest by the Master. If in doubt,
assume that any adverse factor or misleading allegation should be protested
even if not specified on a standard protest form.

It is beneficial to insert additional remarks or issue separate protests to clarify

all contributing factors that have hindered the port and cargo operation
performance or cargo out-turn. For example, protest should be issued when the
ship is prevented from discharging at the optimum design capability due to:

 Multiple grades, especially if terminal is unable to receive grades

concurrently
 Discharge sequence requested by terminal is other than the ship’s
optimal plan
 Shore fluctuations or stoppages disrupt pumping momentum
 Significantly unusual nature of a cargo (e.g., extremely gassy)
 Any other situations affecting optimum cargo discharge

Local authorities such as U.S. Coast Guard require documents prepared

regarding cargo transfer procedure, names of the designated people carrying
out specific duties and responsibilities, and details of vapour control etc. (Even
bunkering operation requires a similar document in U.S.A.)

The Oil Record Book is an official and legally required document in which the
movement of all oil on board must be recorded. The book is an open format,
but with stipulated entries for each movement or operation involving oil
including details of loading, discharging and crude oil washing, transfer and
disposal of slops etc. It is essential that this book is meticulously completed
with full and accurate information, as it is often scrutinized by third parties to
ensure that the vessel has complied with international regulations.

Refer to:
12.21.07.001 - Notice of Readiness
12.21.07.002 - ROB/OBQ Report
12.21.07.003 - Letter of Protest for Ship-Shore Difference
12.21.07.004 - Ullage Report
12.21.07.005 - Dead freight Statement
12.21.07.006 - Vessel Experience Factor

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12.21.08.00.00 VERIFICATION OF OPERATION, RECORDS AND
ANALYSIS

Operations Department shall undertake the verification of operational

procedures and allied records by following methods:-

1. Annual Cargo / Ballast / Bunker operations Audit for each vessel.

2. Ship visits during the port stay.
3. Remote sampling of on board operational records at intervals of about six
months period.
4. Observations if any received relating to Cargo operations during 3rd Party
inspections, SIRE inspections, and Terminal Feedback.

All observations noted during the audits and ship visits shall be closed as per
the SMS procedures.

All observations received from 3rd party inspections and terminal feedback shall
be analysed and closed out with the respective parties/authorities.

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