Tanker Operating Manual-15.02.2004

1
SAFETY AND QUALITY MANAGEMENT

Date : 15/05/03
Prepared : AKS
Approved : BST
TANKER OPERATING MANUAL

EXECUTIVE SHIP MANAGEMENT PTE LTD
Section : 0
Page No. : 1
Rev : 1

During change of staff, the handing over officer must show the quality manual to the
incoming officer.

1. The taking over officer must go through the manuals as soon as possible after joining.
He shall sign the page below, as acknowledgement of having read the manual. All
officers will sign in masters copy.

2. Master shall sign to verify that the officer has read the manuals. The Master or C/E
may question the officers to judge whether the officer has read and understood this
manual.

DATE OFFICERS NAME OFFICERS
SIGNATURE
TITLE MASTERS
VERIFICATION

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RECORD OF REVISIONS

SECTION PAGE NO. REVISION NO. DATE OF REVISION
6 ALL PAGES 1 23/04/2003
0 ALL PAGES 1 15/05/2003
ANNEXURES ALL PAGES REMOVED 15/05/2003
ANNEX A/01 ALL PAGES 0 15/02/2004

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LIST OF CONTENTS

CONTENT
1 Introduction
2 Safety
2.1 Reference Publications
2.2 General
2.3.1 Flash Point
2.3.2 Auto Ignition Temperature
2.3.3 Flammable / Explosive Limits
2.3.4 Vapour Pressure
2.3.5 Boiling Point
2.3.6 Vapour Density
2.3.7 Water Solubility
2.3.8 Melting Point / Freezing Point
2.3.9 Pour Point
2.3.10 Viscosity
2.3.11 Cloud Point
2.3.12 Colour
2.4 Chemistry And Types Of Liquid Cargoes
2.5 Toxicity
2.5.1 Threshold Limit Value (TLV)
2.5.2 Odour Threshold
2.5.3 Hydrogen Sulphide Gas (H
2
S)
2.5.4 Hydrocarbon Gases
2.5.5 Aromatic Hydrocarbons
2.6 Personnel Protection
2.7 Liaison With Shore
2.8 Ship-To-Ship Transfer
2.9 Internal Transfer Of Cargo
2.10 Tank Levelling
2.11 Removable Bends, Spool Pieces And Flexible Hoses
2.12 Flame Arrestors
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2.13 Radio Equipment And Radar
2.14 Electrical Equipment / Fittings
2.15 Hydrocarbon Monitoring
2.16 Sounding Routines
2.17 Cargo Pumprooms
2.17.1 Ventilation
2.17.2 Routine Inspection
2.17.3 Entry Procedures
2.18 Void Spaces / Duct Keels And Pipe Tunnels
2.19 Leakage Into Void And Ballast Spaces
2.20 Opening Hatches
2.21 Pyrophoric Iron Sulphide
2.22 Works In Cargo And Ballast Tanks
2.23 Accidental Spillages
2.24 De-sludging Of Tanks
2.25 Sea Valves And Overboard Discharge Valves
2.26 Deck Scuppers
2.27 Manifold Savealls
2.28 Line Draining
2.29 Emergency Procedures
2.29.1 Incident At Manifold / Tank Overflow
2.29.2 Tank Explosion
2.29.3 Pumprooms Fires
2.30 Cargo Operational Safety
2.30.1 General
2.30.2 Fire-Fighting Precautions At The Manifold
2.30.3 Ships Fitted With Fixed Foam Systems
2.30.4 Ship/Shore Cargo Operations
2.30.5 Ship/Ship Transfer Operations
2.30.6 Loading
2.30.7 Discharging
2.30.8 Crude Oil Washing Operations

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2.31 Static Electricity
2.31.1 General
2.31.2 Cargo Operations
2.31.3 Electricity Continuity Bonding And Earthing
2.31.4 Cargo Flow Velocity
2.31.5 Ullaging And Sampling
2.31.6 Loading Overall (Splash Filling) (Free Fall Loading)
2.31.7 Pipeline And Hose Cleaning
2.31.8 Steaming Operations
2.31.9 Tank Washing With Water
2.31.10 Portable Pumps
2.31.11 Tanker Explosions
2.32 Hydrogen Sulphide (H2s)
2.32.1 Crude Oils Containing Hydrogen Sulphide Gas
2.32.2 Threshold Limit Value (TLV)
2.33 Benzene And Other Aromatic Hydrocarbons
2.33.1 General
2.34 Slack Tanks
2.35 Slop Tanks

3 General
3.1 Cargo Responsibilities Of Chief Officer
3.2 Duty Officer
3.3 Pumpman
3.4 Access To Vessel
3.5 Means Of Access Safety Precautions
3.6 Access To The Vessel By Boat
3.7 Intoxicated Persons
3.8 Warning Notices
3.9 Electrical Equipment
3.10 Fuses
3.11 Store Rooms
3.12 Portable Electrical Appliances
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3.13 Portable Transceivers
3.14 Torches
3.15 Gas / Oxygen Detection Equipment
3.16 Illumination
3.17 Portable Instruments
3.18 Emergency Equipment
3.19 Enclosed Space Entry
3.20 Pumproom Lifelines
3.21 Cold Weather Precautions
3.22 Pollution
3.23 Precautions
3.24 Dangerous Conditions
3.25 Pressure In Cargo Tanks
3.26 Trim And Stability
3.27 Remaining Afloat
3.28 Scuppers
3.29 Oil Spill Clean Up Equipment
3.30 Cargo Handling
3.31 Blank Flanges
3.32 Valves
3.33 Sea Valves
3.34 Cargo Valves
3.35 Gas Valves
3.36 Cargo Heating Valves
3.37 Valve, Extended Spindle And Actuator Inspections
3.38 Hydrogen Sulphide
3.39 Familiarity With Cargo Systems
3.40 Safety Checklists And Procedures
3.41 Cargo Records And Reports
3.42 Inert Gas Pressure Reduction
3.43 Valve Lashings
3.44 Cargo Watch Personnel On Duty
3.45 Sealing The Seal
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3.46 Inspection Of Cargo Pumps, Equipment And Spaces
3.47 Hose Connections
3.48 Petroleum Inspectors / Surveyors
3.49 Cargo Transfer Communications
3.50 Simultaneous Handling Of Cargo And Ballast
3.51 Ship To Ship Transfer
3.52 Unfavourable Transfer Conditions
3.53 Cargo Pump Emergency Shutdown
3.54 Cargo Operations Craft Alongside
3.55 Bonding Cable / Insulting Flange
3.56 Superstructure Openings
3.57 Natural Ventilation Systems
3.58 Air Conditioning And Mechanical Ventilation
3.59 Pumproom Ventilation
3.60 Breathing Apparatus
3.61 Testing Of Flexible Cargo Hoses And Cargo Pipelines
3.62 In Port Watch Keeping Procedures
3.63 Us Regulations

4 Loading
4.1 Classification Of Petroleum
4.2 Determination Of Grades
4.3 Cargoes Permitted
4.4 Voyage Orders
4.5 Cargo Planning
4.6 Calculations
4.7 Maximum Cargo
4.8 Minimum Stores
4.9 Density Of Water
4.10 Inspection Of Tanks Prior To Loading
4.11 Segregation Of Grades
4.12 Loading Overall (Over The Top)
4.13 Loading To Draft
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4.14 Allowance For Expansion
4.15 Slack Tanks
4.16 Cargo Heating And Loading Temperatures
4.17 Cargo Operations Order Book
4.18 Manifold Signs
4.19 Depth Of Water
4.20 Preparation Prior To Loading
4.21 Loading Procedure
4.22 Multi-grade Cargo
4.23 Samples
4.24 Ullaging
4.25 Completion Of Loading
4.26 Loading Light Specific Gravity Cargoes
4.27 Dead freight
4.28 Preparing For Sea

5 Discharging
5.1 Cargo Handling Plan
5.2 Precautions
5.3 Safety Checklist
5.4 Ullaging / Sampling Prior To Discharge
5.5 Preparation Prior To Discharge
5.6 Valve Check
5.7 Safety Requirements
5.8 Operational Check Immediately Prior To Commencing Discharge
5.9 Rate Of Discharge
5.10 Simultaneous Discharge Of Different Grades
5.11 Draining And Stripping
5.12 Inspection Of Tanks After Discharge
5.13 Outturn
5.14 Pump Control
5.15 Centrifugal Pumps
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5.16 Reciprocating Pumps
5.17 Screw Pumps
5.18 Pump Strainers

6 Heated Cargoes
6.1 Cargo Temperature
6.2 Cargo Heating Temperature
6.3 Coils
6.4 Examination Of Tanks And Heating Coils
6.4.1 Testing Heating Coils
6.4.2 Cargo Heating Precautions
6.5 Heating
6.6 High Pour Point Coils
6.7 Slop Tank Heating
6.8 Special Care Requirements For Certain Chemicals
6.8.1 Cargo Protected By Stabilising Additives And Inhibitors
6.8.2 Agitation / Re-Circulation
6.8.3 Cooling / Refrigeration
6.9 Water Residues
6.10 Bunkers
6.11 Overheating
6.12 Under Heating
6.13 Economical Use Of Heating System

7 Ballast
7.1 Ballast Distribution
7.2 Designated Officer
7.3 Planning Of The Ballast Operations
7.4 Records And Reporting
7.5 Controls Applied By Port State Authority
7.6 Consideration For Ballast Conditions
7.7 Loading Of Ballast Water
7.7.1 Discharge Of Ballast Water
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7.7.2 Ballasting Of Cargo Tanks
7.7.3 Heavy Weather Ballast
7.7.4 Transferring Ballast
7.8 Ballasting Water Exchange And Sediment Removal
7.8.1 Flow Through Exchanges
7.8.2 Exchange Of Ballast Water In Cargo Tanks
7.9 Operation Of Sea Valves When Ballasting Cargo Tanks
7.10 Ballast Sailing
7.11 Ballast Arrival
7.12 Ballast On Dry Docking
7.13 Discharge Of Ballast Water
7.13.1 De-ballasting Of Cargo Tanks
7.13.2 Discharge Of Ballast Water To Shore Reception Facilities
7.13.3 Sample Analysis Certificate
7.14 Manual Removal Of Solid Elements
7.15 Ballast Operation Precautions
7.15.1 Personnel Safety
7.15.2 Ships Safety
7.15.3 Ballast Tanks Venting System
7.15.4 Pumping Limitation
7.16 Cathodic Protection

8 Tank Cleaning
8.1 Safety
8.2 Responsibility
8.3 Reasons For Cleaning
8.3.1 Tank Cleaning Plan
8.3.2 Preparation Of Tanks In Clean Product Carriers
8.3.3 After Black Oil Cargoes
8.3.4 After Crude Oil
8.4 Temperature Of Tank Cleaning Wash Water
8.5 Pressure Of Tank Cleaning Wash Water
8.6 Line Washing
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8.7 Washing Coated Tanks
8.8 Safety During Tank Cleaning
8.9 Tank Cleaning Machines
8.10 Tank Cleaning Hoses
8.11 Gas Freeing Fans
8.12 Inert Gas Venting
8.13 Tank Cleaning For Dry Dock
8.14 Disposal Of Residues By Retention On Board For Discharge Ashore Prior To
Loading At The Next Port
8.15 Disposal Of Residues By Retention On Board For Admixture With Next Cargo
8.16 Disposal Of Residues By Retention On Board For Discharge Ashore At A Port Other
Than The Next Loading Port
8.17 Load On Top Procedure (L.O.T.)

9 Crude Oil Washing
9.1 General Information
9.2 Responsibility
9.3 Tank Atmosphere Control
9.4 Prior To Arrival At The Discharge Port
9.5 Prior To Crude Oil Washing
9.6 Precautions After Crude Oil Washing
9.7 Gas Generation Whilst Crude Oil Washing
9.8 Water Washing After Crude Oil Washing
9.9 Oil Pollution Control
9.10 List Of Crude Oil Unsuitable For Crude Oil Washing

10 Inert Gas System
10.1 Objective Of The I.G. System
10.2 General Description Of The Inert Gas System
10.3 Operating Instructions For Inert Gas System
10.3.1 Inerting Of Gas Free Tank
10.3.2 Loading
10.3.3 Loaded Passage
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10.3.4 Requests By Cargo Receivers For Manual Ullages, Samples And Water Dips At
Discharge Port
10.3.5 Commencement Of Discharge
10.3.6 Oxygen Control During Discharge
10.3.7 Pressure Control During Discharge
10.3.8 Purging
10.3.9 Purging Before Gas Freeing
10.3.10 Atmosphere Control During Tank Washing In The Inert Condition
10.3.11 Necessary To Purge Before Gas Freeing
10.3.12 Monitoring Of Gas Freeing Process
10.3.13 Action In Event Of Failure Of IG Plant
10.3.14 Inert Gas Operation Record

11 Oil Carriage Information
11.1 General
11.2 Discharge Port Requirements
11.3 Documentation
11.4 Oil Cargo Claims

12 Loading / Stress Computer
12.1 P/V Valves
12.2 Flame Arrestors Gauges
12.3 P/V Breaker
12.4 Deck Seal & Non Return Check Valves
12.5 Tank Gauging
12.6 Pumproom Bilge Level Alarms
12.7 Pump Suction Strainers
12.8 Pump Safety Devices
12.9 Tank Cleaning Equipment
12.10 Gas Detection Equipment
12.11 Pressure Gauges
12.12 Tank High Level And Overfill Alarms
12.12.1 High Level Alarms
12.12.2 Tank Overfill Alarms
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12.13 Tank Radar Systems
12.14 Oil Discharge Monitoring And Control Equipment
12.15 Portable Hermetic Gauging And Sampling Equipment

13 Cargo Calculations
13.1 General
13.2 ASTM Tables
13.3 Density, Relative Density And API
13.3.1 Density
13.3.2 Relative Density 15/4
13.3.3 Relative Density 60/60 (SG)
13.4 Volume Reduction To Standard Temperature
13.5 Ullage Sheets
13.6 Ships Experience Factor (SEF Or VEF)

14 Maintenance Routines

Annex
A/01 Hydrostatic pressure test of cargo pipe line and cargo hose

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CHAPTER 1 : INTRODUCTION

ESM recognizing the potentially serious impact of marine incidents involving vessels
carrying crude oil or petroleum products, and the liabilities arising from such incidents, has
developed a Tanker Operating Manual, which contains guidance for ensuring safe ship
operations and protection of the marine environment.

The Tanker Operating Manual is to be used in conjunction with the set of company Quality
Manual placed on board, in particular with the following industry publications:

INTERNATIONAL CHAMBER OF SHIPPING
OIL COMPANIES INTERNATIONAL MARINE FORUM

1. International Safety Guide for Oil Tankers and Terminals

2. Clean Seas Guide for Oil Tankers

3. Prevention of Oil Spillage through Cargo Pumproom Sea Vales

4. Ship-to-Ship Transfer Guide

5. Ship/Shore Safety checklist Guidelines

INTERNATIONAL MARITIME ORGANISATION

1. Inert Gas Systems

2. Crude oil Washing Systems

In addition the Tanker Operating Manual is also to be used in conjunction with any
operational instructions or Operational Manual placed on board by the Charterers and with
any operational instructions issued by International, National, Port or Terminal Authorities.

The master is overall responsible to ensure that the vessel is operated safety with due regard
to all applicable regulations and recommended industry practices as per the above
publications.

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Following abbreviations have generally been used in this manual and elsewhere in tanker
related publications and their meaning is provided for general understanding:

ABBREVIATIONS

VOC Volatile Organic Compounds

P/V Pressure Vacuum

VEC Vapour Emission Control

STS Ship to Shore

API American Petroleum Institute (USA).

ASTM American Society for Testing and Materials (USA).

BCH Code Code for Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk for Ships built before 1 J uly 1986.

CBT Clean Ballast Tanks

CFR Code of Federal Regulations (USA)

COW Crude Oil Washing

EDP Early Departure Procedures

IBC Code International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk for the ships built after 1 J uly 1986.

ICS International Chamber of Shipping

IG Inert Gas

IP Institute of Petroleum (London).

IWRC Independent Wire Rope Core.

ISGOTT International Safety Guide for Oil Tankers and Terminals.

LEL (LFL) Low Explosive (or Flammable) Level

MBL Minimum Breaking Load

MSDS Material Safety Data Sheet

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NLS Noxious Liquid Substances

OBQ On Board Quantity (cargo before loading)\

OCIMF Oil Companies International Marine Forum

OPA 90 Oil Pollution Act 1990 (USA).

PEL Permissible Exposure Limit (Toxicity)

PPM Parts per Million

ROB Remain On Board (cargo after discharging)

SBM Single Buoy Mooring

SBT Segregated Ballast Tank

SEF (VEF) Ships (Vessels) Experience Factor

SOPEP Ships Oil Pollution Emergency Plan (MARPOL)

SMPEP Ships Marine Pollution Emergency Plan

SPM Single Point Mooring

STEL Short Term Exposure Limit (Toxicity)

STS Ship to Ship (transfer of the cargo)

TLV Threshold Limit Value (Toxicity)

TWA Time Weighted Average (Toxicity)

UEL (UFL) Upper Explosive (or Flammable) Limit

VEC Vapour Emission Control

VRP Vessel Response Plan (USA OPA-90)

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CHAPTER 2 : SAFETY

2.1 REFERENCE PUBLICATIONS

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

Publication

SOLAS 74 as amended
MARPOL 73/78 as amended
International Safety Guide for Oil Tankers and Terminals (ISGOTT)
Tanker Safety Guide (Chemicals)
Ship-to-Ship Transfer Guide (Petroleum)
Safety in Oil Tankers
Supplement to IMDG Code (Including MFAG and EmS)
SOPEP/SMPEP
Clean Seas Guide for Oil Tankers
FOSFA (for Oils, Seeds and Fats)
Prevention of Oil Spillage through Cargo Pumproom Sea Valves

2.2 GENERAL

SOLAS 74 regulates the carriage of liquid substances in bulk as amended and MARPOL
73/78 as amended for safety and pollution prevention purposes.

This manual applies on Company managed tanker vessels carrying oil cargoes in bulk.

The notation of oil includes petroleum in any form, such as crude oil or oil-refined
products.

To have an understanding of the nature of oil cargoes, all Officers and members of the ships
crew are to become familiar with the following:

Flash Point
Auto Ignition Temperatures
Flammable / Explosive Limits
Vapour Pressure
Vapour density
Water Solubility
Melting Point / Freezing Point
Pour Point
Viscosity
Cloud Point
Colour
Toxicity
Chemical reactivity and Corrosive hazards
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The publications listed in section 2.1 of this manual are to be consulted.

2.3.1 FLASH POINT

The flash point of a liquid is the lowest temperature at which the liquid will give off vapour
to form a flammable gas mixture with air, near the surface of the liquid.

2.3.2 AUTO IGNITION TEMPERATURE

The auto ignition temperature of a solid, liquid, or gas is the lowest temperature at which it
requires to be raised to support self sustained combustion.

2.3.3 FLAMMABLE / EXPLOSIVE LIMITS

The flammable (explosive limits) are the minimum and maximum concentrations of
flammable gas or vapour in air between which ignition can occur.

The Minimum vapour concentration is known as:
The Lower Flammable Limit LFL
The Lower Explosive Limit LEL

The maximum vapour concentration is known as:
The Upper Flammable Limit UFL
The Upper Explosive Limit UEL

2.3.4 VAPOUR PRESSURE

Vapour Pressure is an indication of the tendency of a liquid to vapourise. If a liquid is put in
a closed container at constant temperature, a pressure will be exerted which will reach an
equivalent value, known as the Vapour Pressure of the liquid at that temperature.

2.3.5 BOILING POINT

The boiling point (BP) of a liquid is the temperature at which its vapour pressure equals the
surrounding atmospheric pressure at which point the liquid vaporizes.

Petroleum Cargoes must therefore not, be loaded at or near their boiling points, unless the
tank has a closed or restricted ullaging system and the venting system has sufficient capacity
to cope with the vapour displaced during loading.

A cargo must not be loaded if the highest temperature which may be expected during loading,
or during the voyage will result in the vapour pressure exceeding the safe working pressure as
controlled by the pressure relief system.

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2.3.6 VAPOUR DENSITY

Density is the mass of a substance in unit volume.

The densities of hydrocarbon vapours are normally greater than air or inert gas thus the
possibility of layering of gases has to be taken into account during cargo operations.

2.3.7 WATER SOLUBILITY

The solubility of a substance in water, at a specified temperature is the maximum weight of
the substance, which will dissolve, in a given weight of water.

In the case of a liquid dissolving in, another liquid the term miscibility is used instead of
solubility.

Solubility information is useful in determining cleanup matters for spills, and the fire
extinguishing methods for liquid cargoes e.g.

A cargo, which is soluble in water, is likely to destroy normal fire fighting foam.
A cargo, which is insoluble in water, will form a separate layer above or below the
water layer dependant on its specific gravity.

When the specific gravity of the cargo is high a layer of cargo should always be suspended
beneath the water, which may result in hazardous vapours being released when the layers are
disturbed.

2.3.8 MELTING POINT / FREEZING POINT

The temperature at which the liquid state of a material is in equilibrium with a solid state, i.e.
at a high temperature the solid will melt and at a lower temperature the liquid will solidify.
Freezing point and melting point may not always coincide, but they are sufficiently close to
enable the difference between them to be ignored for the purpose of cargo handling.

2.3.9 POUR POINT

The pour point of a liquid is the lowest temperature at which the liquid will flow. It should
be noted that oil with thixotropic properties (the properties of showing a temporary reduction
in viscosity when shaken or stirred) can be pumped at temperatures well below its pour point,
but at very restricted rates.

2.3.10 VISCOSITY

Viscosity is a measure of a liquids ability to flow and is usually determined but measuring
the time required for a fixed volume to flow under gravity through a thin tube at a fixed
temperature. As the temperature of the liquid increases, its viscosity decreases and therefore
it flows more readily. It can also be described as a measure of the internal friction of a liquid.

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The distinction between viscosity and pour point should be made clear. Oil ceases to flow
below its pour point temperature when the wax content solidifies. A viscosity measurement
of a liquid depends upon the internal resistance of the liquid to flow. For a simple liquid this
internal resistance varies with the temperature in a predictable and regular way. However,
when an oil approaches its pour point the rate at which viscosity increases as temperature
falls accelerates until sufficient wax has precipitated to solidify the product.

Viscosity is important as regards the pumpability of a product. Centrifugal and deepwell
pumps are acceptable for the majority of cargoes but high-viscosity products such as bitumen
or molasses are more suited for pumping with positive displacement pumps.

2.3.11 CLOUD POINT

The Cloud Point of crude oils is the temperature at which wax crystals begin to come 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.

2.3.12 COLOUR

Colour is the comparison between a sample of product and standard colours measured under
closely controlled conditions. The colour of clean products is one of the more common
causes of cargo rejection or downgrading. This is generally caused by loading a light-
coloured product without adequate preparation into a tank that last carried a darker product.
Most of the lube oils and white water products show quite readily the traces of prior darker
lube oils or residual products, and because of this trait, it is most important that the tank
cleaning instructions are closely followed.

2.4 CHEMISTRY AND TYPES OF LIQUID CARGOES

The liquid cargoes capable of being carried by tanker vessels can be subdivided (as a rule
based on material chemical property) into a few major groups. These groups and the basic
chemistry related to liquid cargoes are discussed briefly in the following sub-sections:

Animal Oil An oily material obtained from animal substances.

Crude Oil Rough or unfinished or unrefined oil.

Hydrogenation The process of introducing hydrogen into the molecule of a
substance, usually with the aid of a catalyst. The conversion of carbon monoxide to
methanol is an example as is the hydrogenation of vegetable oils to produce fats.

Hygroscopic A hydroscopic compound is one, which absorbs moisture when
exposed to air, but does not become wet.

Orimulsion Natural Bitumen in a water emulsion stabilized with a surfacient
package.
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Petroleum Product A liquid hydrocarbon product derived from crude oil.

Vegetable oil Any oil of plant origin. Usually the colatile (essential) oils are not
included in this classification, which is primarily intended to designate the fixed oils
(i.e. glycerol esters of various fatty acids).

2.5 TOXICITY

Toxicity is the ability of a substance to interrupt the correct function of bodily organs.
Toxic cargoes are harmful if they are inhaled or swallowed or absorbed into the body through
the skin. Most of the chemical cargoes as well as some crude oils and petroleum products are
toxic or contain toxic components.

The Master must ensure that all ships personnel are aware of the toxic characteristics of
cargoes on board. Handling a cargo, which may be toxic, the precautions contained in MSDS
and/or ISGOTT to be followed. In case of any accident involving dangerous, hazardous or
harmful substances the IMO Medical First Aid Guide (MFAG) and IMO Emergency
Procedure for Ships Carrying Dangerous Goods (EmS) are to be followed.

The Company provides various gas detection equipments, including Draeger Multigas
Detector with special tubes to monitor the level of different dangerous gases in ships
compartments.

Information regarding the health hazards of the cargo can be obtained from Product Data
Sheets or Material Safety Data Sheets (MSDS). The most common term in use within the
industry for determination of product toxicity is Threshold Limit Value (TLV).

2.5.1 THRESHOLD LIMIT VALUE (TLV)

TLV refers to the maximum concentration of gases, vapours, mist or sprays to which it is
believed that nearly all persons may be repeatedly exposed day after day without adverse
effects. TLV is stated as Time Weighted Average (TLV-TWA), Short Term Exposure Limit
(TLV-STEL) and Ceiling (TLV-C): usually expressed in parts per million (ppm). Refer to
ISGOTT for more details.

2.5.2 ODOUR THRESHOLD

The Odour Threshold is the smallest concentration, expressed in parts per million (ppm) by
volume in air, that can be detected by smell in most people. However, it will vary between
individuals and will vary from day to day for any person. The odour of a potentially
dangerous vapour may be hidden by another odour. In addition, certain vapours are likely to
produce a deadening of the sense of smell. For these reasons, the sense of smell alone is not
a reliable indicator of the presence or absence of a dangerous vapour.

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2.5.3 HYDROGEN SULPHIDE GAS (H
2
S)

Many crude oils contain hydrogen sulphide gas in solution and suitable precautions are to be
taken to prevent personnel exposure to H
2
S gas. References must be made to ISGOTT 16.5.

Master must endeavour to ascertain from the loading terminal the H
2
S content of the cargo
being loaded.

Masters must also be aware that strict regulations exist in some loading ports regarding
expelling petroleum vapour containing H
2
S concentrations in excess of 6-10 ppm in air.
Masters must determine if such regulations exist, from agents, prior arrival in order that tank
atmosphere can be purged remove H
2
S prior arrival for loading. This applies in Norwegian,
United Kingdom, Oman and isolated ports such as Puerto La Cruz, Venezuela.

In certain load ports like Mina Al Fahl of Oman more than 2% LEL is not accepted, hence
the tanks would have to be inerted and H2S LEL in cargo tanks bought below 2%.

The T.L.V. for (H
2
S) is given at 10ppm but concentrations in enclosed spaces should 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.

Tank vessels are provided with H
2
S measuring instruments and spot checks of vapour levels
are to be made as appropriate.

2.5.4 HYDROCARBON GASES

In general TLV of petroleum gases is 300 ppm, which approximately corresponds to 2% of
Low Explosive Limit (LEL) however, this TLV must not be applied on gas mixtures
containing benzene, toluene or hydrogen sulphide.

2.5.5 AROMATIC HYDROCARBONS

The aromatic hydrocarbons include benzene, toluene and xylene. They are components in
varying amounts in many typical petroleum and chemical cargoes such as gasolines,
gasoline blending components, napthas and special boiling point solvents.

The TLV of an aromatic hydrocarbon is generally less than that of other hydrocarbons and in
this respect repeated exposure of benzene may produce serious chronic effects, which can
lead to disorders of the blood and bone marrow. Personnel engaged in operations involving
products listed above, especially benzene, should therefore follow the precautions described
in the ISGOTT in order to avoid harmful exposure during cargo handling operations.

For example the TLV-TWA of benzene is only 10 ppm (approx 0.07% LEL) therefore prior
to entry into a tank which has contained petroleum products mentioned in this section, the
tank must be ventilated to a reading of not more than 1% LEL on an Explosimeter and then
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checked with appropriate Draeger Multigas Detector tube to ensure that the concentration of
benzene vapours is at a safe level.

2.6 PERSONNEL PROTECTION

All ships carrying dangerous cargoes should have on board medical first-aid equipment,
including oxygen resuscitation equipment and antidotes for cargo carried in compliance with
recommendations listed in IMO MFAG (Medical First Aid Guide) and WHO IMGS
(International Medical Guide for Ships).

2.7 LIASON WITH SHORE

Prior to commencement of operations all procedures must be agreed with the Terminal or
shore representative and an ISGOTT style ship shore checklist completed. During all cargo
and associated operations at a terminal, the Officer-of-the-Watch on deck must maintain a
close liaison with terminal personnel. An agreed system of communication and control must
be established before operations begin, and be maintained until all operations have been
completed. The emergency signal to be used by the ship and shore must be agreed and
clearly understood by both.

Whilst alongside, all terminal regulations must be complied with. Where differences of detail
exist between the Company and the Shore regulations, the more strict set shall apply, unless
the safety of the ship will be adversely affected. Ships personnel must maintain an
awareness of operations and activities ashore and in the vicinity of the ship and if such
activities create a hazard to the ship, the shore authority must be requested to rectify the
situation. If necessary shipboard cargo operations are to be suspended until a satisfactory
solution has been achieved.

2.8 SHIP-TO-SHIP TRANSFER

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.

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.

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2.9 INTERNAL TRANSFER OF CARGO

It may become necessary to transfer cargo from tank to tank after sailing from a port because
of short loading, or to adjust trim or stress. This may be carried out provided the required
degree of separation is maintained. When this operation is carried out the safety precautions
for loading / discharging must be in force, and due regard must be taken of the need to avoid
any accidental spillage.

The charterers may not accept internal cargo transfer therefore prior to carrying out any cargo
transfer operation; the Companys permission must be obtained.

2.10 TANK LEVELLING

In order to avoid tank pressurisation and structural damage, the greatest care must be taken
when levelling cargo or ballast between tanks. Prior to any tank levelling the Chief Officer
must ensure the proper setting of p/v valves and the associated venting system.

2.11 REMOVABLE BENDS, SPOOL PIECES AND FLEXIBLE HOSES

Portable bends must only be connected when required for a particular operation. On
completion of that operation they must be removed and the blanks properly fitted. In order to
make them conspicuous, all portable bends, and spool pieces are to be conspicuously marked
and labelled with intended purpose. Gaskets of the correct size and material are to be
available, and must be used when connecting the bends, spool pieces or flexible hoses.

Flexible hoses are to be pressure tested annually, marked with date / pressure and provided
with test certificates. The electrical continuity of flexible hoses is to be checked before each
use should there be any doubt about condition deterioration since the last routine testing.
(Otherwise every three months).

When removable bends, spool pieces or flexible hoses are being used, particular care must be
taken to ensure that they are all in respects suitable for the intended cargo.

2.12 FLAME ARRESTORS

All flame arrestors and screens, if fitted, must be maintained, in good condition and replaced
if they deteriorate to the point where they will become ineffective. Passage of gas may be
dangerously restricted if these devices become blocked. Flame screens must never be
painted.

2.13 RADIO EQUIPMENT AND RADAR

When berthed the ships normal communications equipment must not be used unless certified
as being safe. This also happens to mobile telephones, pagers, loudhailers and searchlights
etc.

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Main radio transmitters are not to be used in port and all aerials must be disconnected and
earthed. Usually this does not apply to, satellite equipment and permanently correctly
installed VHF equipment, however, Masters must be aware that many ports, as a national
requirement, do not permit the use of satellite equipment.

Whilst the vessel is alongside and engaged in cargo operations the ships radar equipment is
not to be operated.

2.14 ELECTRICAL EQUIPMENT / FITTINGS

All electrical equipment and fittings outside the accommodation and machinery spaces must
be intrinsically safe. Damaged electrical fittings must be isolated and not used until they are
repaired. Particular care must be taken to ensure that portable electrical equipment such as
radio telephones, pagers and electrical equipment cameras etc. are not used in hazardous
areas. The batteries for portable equipment must not be changed on the open decks, and strict
control to be put in place to ensure that the following are intrinsically safe:

Hermetic Ullaging Equipment
VHF / UHF radios
Torches
Gas detection Equipment
Cameras when used in any dangerous areas, must not contain batteries or other
electrical circuits, unless intrinsically safe

Damaged portable equipment must not be used until it is repaired.

2.15 HYDROCARBON MONITORING

When spaces are automatically monitored for hydrocarbon gas then no manual monitoring is
required provided that the automatic equipment is operational and properly calibrated.

Spaces adjacent to cargo compartments are to be manually monitored for hydrocarbon gas
within 12 hours after loading flammable cargo and thereafter daily and records maintained in
the Deck Log Book.

Pumprooms are to be manually monitored at least weekly on voyage for hydrocarbon gas and
in addition any applicable toxic vapour and records maintained in the Deck Log Book.
During Cargo operations the pumprooms are to be monitored at least every two hours for
hydrocarbon and toxic vapours, with the readings recorded in the Cargo Time Book.

2.16 SOUNDING ROUTINES

A daily sounding routine is to be established on all vessels covering all ballast tanks,
pumprooms, stools, chain lockers, void spaces and all empty cargo spaces and the sounding
entered in the Deck Log Book.

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2.17 CARGO PUMPROOMS

2.17.1 VENTILATION

Correct use and set up of pumproom(s) ventilation systems are essential to ensure that
pumproom(s) remain free from explosive or toxic atmospheres.

Invariably the system fans are set up to make suction from below the bottom floor plates, i.e.
from the bilge area. This gives full and proper circulation of all air in the pumproom to
maintain a safe atmosphere.

Additionally middle level suctions are available above the bottom floor plates. These are for
emergency use only. In the event that flooding or saturated vapour builds up in the bilge
area, they can be opened to avoid liquid or saturated vapour being drawn up the fan trunk and
deposited on open decks, with the consequent pollution hazard.

A notice is to be posted to each control level for the mid level flaps: TO BE KEPT CLOSED
EXCEPT IN CASE OF FLOODED BILGE.

Throughout cargo handling operations the pumproom ventilation system must be in
continuous operation. Pumproom fans must be checked prior to and during cargo operations
to ensure the correct direction of flow and that fans are mechanically in good condition.
Noisy fans must not be operated until they have been checked to ensure that they are not
generating mechanical sparks or heat at defective bearings. Defective fans must be repaired
at the earliest opportunity.

2.17.2 ROUTINE INSPECTION

The pumproom is to be inspected as soon as possible after starting a cargo/ballast pump or
commencement of loading. Inspections are to place at intervals to ensure that there are no
leakages. The inspection of the cargo pumproom is to include checks of the following:

bilges are clean, dry and free of cargo product
cargo / ballast pump bearing and casing temperatures
cargo / ballast pump and pipeline integrity
Operation of ventilation system
Monitoring of atmosphere

2.17.3 ENTRY PROCEDURES

The Pumproom must be marked in the following manner:-

REPORT AT THIS POINT

NO ENTRY WITHOUT

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Permission from the Chief Officer / OOW
A valid Work Permit Pumproom Space Entry Permit
The ventilation having been in operation for at least 15 minutes
The atmosphere having been tested for:
- Oxygen deficiency
- Flammable gas
- Toxic gas

No one may enter the Pumproom unless the above conditions have been met.

Entry procedures to pumprooms are divided into three categories.

a) Normal Pumproom entry during cargo operations and tank cleaning must be made
under an Entry Permit, using the Pumproom Space Entry permit. Before
commencement or operations the Chief Officer and OOW must complete the
permit.

Where the cargo is known to contain dangerous toxicants (e.g. H
2
S) portable detectors
against these toxicants must be worn. Guidance shall be taken from the MSDS for the cargo
in question.

b) When work is contemplated then:- Entry under these circumstances differs from
section a) in that the work being carried out may result in the release of toxic
vapours. Entry may also be necessary to make good some defect, which has
resulted in leakage of oil and therefore Hydrocarbon vapour.

Before entry the Officer or rating must in addition to all the requirements in section a) ensure
that:-

Cold Work Permit (Health and Safety Manual) is completed

Note: Once the situation has reached a stage when the release of Hydrocarbon gas has ceased,
the ELSA units may be removed on instructions from the responsible officer.

This may take place when the space is not gas-free due to defective or inadequate ventilation,
mechanical failure of valves, pipelines or pumps, or for any other reason when tests indicate
the presence of toxic vapours.

c) Under these circumstances the entry is to be treated as an emergency operation
and the Chief Officer is to personally supervise the entry. An Enclosed Spaces
Entry Permit must be completed and the following procedures are to apply:-

Cold Work Permit is completed

No entry is to be permitted until the Enclosed Spaces Entry Permit has been
completed and approved by the Master. In the absence of the Master his deputy is
responsible for approving the Enclosed Spaces Entry Permit.
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Note 1

Fixed Smothering equipment fitted in the pumproom is not to be operated if the gas level is in
excess of 40% LEL.

Note 2

Gas generation caused by oil in the bilges can be reduced and minimized by spreading a layer
of foam over the pumproom bilges.

2.18 VOID SPACES / DUCT KEELS AND PIPE TUNNELS

Because of restricted natural ventilation these spaces may be oxygen deficient. In addition,
they are adjacent to cargo holds and ballast tanks, so both hydrocarbon vapour and inert gas
may leak into them. It must be recognized that the rescue of an unconscious or injured
person may be very difficult.

Where the Classification Society rules do not require the permanent lighting systems in these
spaces to be isolated during oil trading, the following procedures are to be complied with in
order to eliminate the hazards that could result from damaged flame proof fittings.

The space must be tested and proven gas free, before the lights are switched on.
The mechanical ventilation system is to be in operation before the lights are
switched on, and must remain in operation until after the lights are switched off.

2.19 LEAKAGE INTO VOID AND BALLAST SPACES

Leakage of cargo from the cargo tanks into the permanent ballast tanks or void spaces can
create a potentially serious pollution problem. Structural failure at known weak points
therefore requires monitoring. The generally recognized weak points are as follows:

On vessels with vertically corrugated transverse bulkheads, cracks may occur in the
welded seams between these bulkhead and the upper hopper tanks.

On vessels where the upper hopper tank is connected to the lower hopper by a trunkway or
pipe, any leakage will affect the lower hopper in addition to the area around the fracture.

In double hulled vessels, leaks may be found around the upper welded seams of the
longitudinal bulkhead between the ballast tank and the cargo tank abutting the sloped
deckhead of the cargo tank.

In order to monitor the integrity of double hull spaces a procedure for checking these spaces
for the presence of hydrocarbon gases is to be established. Where this is impractical due to
short voyage trading then a visual inspection of the surface of the ballast water, if carried, is
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to be made. Such an inspection is to be carried out in any case, to check whether oil is
present on the surface of the ballast after loading ballast and before discharge of the ballast.

As a back-up, a system of sounding round all spaces is to be employed. This system may be
established as part of the daily sounding routine. During the ballast voyage the cargo spaces
are to be checked for the ingress of water from the ballast tanks.

Depending on the cargo carried it is essential not only to test the ballast tank for oil content
but also the atmosphere for toxic gases and/or oxygen deficiency before entering the tank to
carry out repairs. It must be remembered that the requirements of the Work Permit Entry into
enclosed spaces must be complied with.

2.20 OPENING HATCHES

If it is necessary to open hatches after carrying an oil cargo, this must only be carried out
after the tank has been purged of hydrocarbons. The locking pins are to be inserted when the
hatches are open.

If it is necessary to open the lid to a cargo tank, which contains toxic or cargo, the following
precautions must be taken:

Ensure that the pressure in the tank has been released;

Ensure that the personnel involved are wearing the appropriate protective clothing and
breathing apparatus;

Accommodation air-conditioning plant must be kept on internal re-circulation.

The tank lid must be closed again as soon as possible.

2.21 PYROPHORIC IRON SULPHIDE

In an oxygen-free atmosphere where hydrogen sulphide gas is present (or specifically where
the concentration of hydrogen sulphide exceeds that of oxygen), iron oxide (rust) is converted
to iron sulphide. Where the iron sulphide is exposed to air, it is oxidized back to iron oxide
and either free sulphur or sulphur dioxide gas is formed. This oxidation can be accompanied
by the generation of considerable heat so that individual particles may become incandescent.
Rapid exothermic oxidation with incandescence is termed oxidation. Pyrophoric iron
sulphide, i.e. iron sulphide capable of pyrophoric oxidation in air, can ignite flammable
hydrocarbon gas / air mixtures.

References should be made to ISGOTT for full details.

2.22 WORKS IN CARGO AND BALLAST TANKS

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When it is necessary for crew to work in cargo or ballast tanks the Company requirements for
Enclosed Spaces Entry must be complied with in all respects.

The initial entry must be made by a responsible Officer to carry out further testing before
allowing the crew to enter the tank. During the time the crew are working in the tank a
responsible Officer must be in attendance.

When any cleaning, repairs or maintenance work has been carried out in a cargo or ballast
tank, the space must be carefully inspected by a responsible Officer after all work is
completed to ensure that all tools, equipment, materials and debris have been removed and
that no damage has been caused to coatings and/or fittings.

2.23 ACCIDENTAL SPILLAGES

Ships personnel must maintain a close watch throughout cargo operations to ensure that any
escape of cargo does not go unnoticed. In this respect, it is essential that all valves are closed
if not in use.

Personnel operating inert gas plants must be aware that, with some inert gas generators, there
is a risk of oil pollution via the cooling water discharge when the burner does not ignite in its
start cycle. Where such a risk exists it is better to start the generator before the vessel arrives
at the berth.

Cargo or bunker tanks, which have been topped-off, must be checked frequently during the
remaining loading operations to avoid an overflow.

If an accidental spillage or leakage of cargo occurs during any operation, the relevant
operation must be stopped immediately until the cause has been established and the defect
corrected.

All Company vessels are supplied with an approved outfit of clean-up materials as specified
under the U.S. Oil Pollution Act of 1990 and MARPOL Annex I. Clean up materials must be
available at the bunker or cargo manifold, for the prompt removal of any spillage on deck.
Portable salvage pumps must be deployed at the after end of each side of the main deck.
Chemicals used for clean up on deck must not be allowed to enter the water unless
permission has been obtained from the harbour authorities.

Should an oil spill accident take place then the appropriate authorities, as detailed in the
vessels Oil Spill Response Plan (US waters), or SOPEP/SMPEP (other waters) must
immediately be informed. The contact sheet required by the Plan must be completed prior to
arrival in port.

2.24 DESLUDGING OF TANKS

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Where manual desludging of tanks is carried out, any oily residues must be transferred to the
slop tanks for disposal ashore, unless the Company has advised other specific arrangements.

2.25 SEA VALVES AND OVERBOARD DISCHARGE VALVES

Particular care must be taken to ensure that no leakage of oil takes place through overboard
discharge or sea suction valves when starting or running cargo pumps. Manual valve are to
be chained/locked. These valves are to be air pressure tested regularly for integrity and a log
entry made. Officers should refer to the ICS/OCIMF Publication Precaution of Spillage
through Cargo Pumproom Sea Valves.

2.26 DECK SCUPPERS

Prior to any cargo operation taking place all deck scuppers are to be plugged. Careful
attention is to be given to keeping scuppers dry and clean. Mechanical type scupper closures
are required to be used in USA ports.

2.27 MANIFOLD SAVEALLS

Manifold savealls are to be provided under each manifold connection. There are to be kept
clean and dry whenever possible, with any cargo spillages being drained at the earliest
opportunity. Operational contamination is to be prevented by use of collection drums during
connection / disconnection.

2.28 LINE DRAINING

To prevent inadvertent spillage of oil all manifolds and shore lines must be well drained on
the completion of cargo operations and before disconnecting hoses.

Cargo lines and manifolds must only be drained using fixed stripping pumps and/or
pipework, which allows direct discharge to a slop tank. Under no circumstances must cargo
lines and manifolds be drained into the pumproom bilges. Draining must also be carried out
according to shore requirements e.g. airblowing is not allowed at some terminals.

2.29 EMERGENCY PROCEDURES

2.29.1 INCIDENT AT MANIFOLD / TANK OVERFLOW

The cargo manifold constitutes a high-risk area. Accidents occurring in this area may be
divided into two types:

Spillage through a fractured pipe or other cause that has not resulted in a fire.

A spillage that has resulted in a fire.

In either case the first consideration will be to cut off the supply to the area. If the ship is
discharging, this can only be done by stopping the ships pumps and closing valve between
the pump and the fracture. If the ship is loading it will obviously be necessary for the shore
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installation to stop the supply and the means of communication or special signals must be
established before loading is commenced.

With regard to the emergency shutdown of operations before loading or discharging is
commenced in the case of such incidents the appropriate contingency plan must be activated.

The large surface area created by a typical spillage will allow the oil to give off gas more
rapidly than would normally be the case. If a source of ignition is present, the resulting fire
could create a major conflagration that may be beyond the extinguishing ability of the
emergency party. The Chief Officer must ensure that all possible sources of ignition are
isolated or removed. The spillage area is to be covered with foam to minimize the risk as
soon as possible before cleaning up operation is commenced. Careful judgement must be
exercise as this action could spread the oil further causing greater risk and serious
environmental pollution.

Under these circumstances, a spillage of oil or tank overflow will be considered as an
emergency situation, and the Emergency Organisation brought into operation.

2.29.2 TANK EXPLOSION

An explosion in a cargo tank, is one of the most serious situations that any Emergency
Organisation can be called upon to fight. In the loaded condition there will probably be little
that the Emergency Party can achieve, and the saving off life is of paramount importance.

In the ballast condition there may be a greater chance of taking some effective action. The
following points must be considered by the Master following such an explosion:

Possible isolation of the resultant fire by the Emergency Party putting up a water
wall around the periphery of the fire.
Arresting the transfer of heat into adjacent accommodation spaces by spraying the
poop front bulkheads etc.

Bringing foam-making equipment into action.

Evacuation of non-essential personnel.

Adjusting the vessels course and speed as necessary to minimize fire spread and
reduce further structural damage.

The release of the fixed gas fire extinguishing medium into the cargo pumproom to
inert that space in order to prevent the spread of fire from the cargo tank or hold.

Before releasing the fixed gas extinguishing system in the pumproom the Master must be
satisfied that there is no chance of an explosion in the pumproom (an explosimeter reading
must not exceed 40% LEL). It must be remembered that electrostatic charge separation may
occur at the CO
2
nozzles. This produces a possible source of ignition in the form of charged
frozen particles of CO
2
in the pumproom.
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Any possible action is to be dictated by circumstances (the ability to provide water on deck
etc) but it is the duty of the Master and the Emergency Organisation to do all in their power
to combat the situation, even after the non-essential personnel have left the ship.

2.29.3 PUMPROOM FIRES

Pumproom fires can originate from overheated pump bearings and pump glands, and these
are to be checked at least hourly. This requirement is to be applied whenever cargo pumps
and/or ballast pumps are being operated. The results of such pumproom inspections are to be
recorded in the Cargo Log Book. It is important that lubrication systems are maintained in
the pumproom as well as they are on the Engine Room.

In the event of a fire all personnel must evacuate the space and the CO
2
smothering system to
the cargo pumproom must be released without delay. Before CO
2
gas is released into the
pumproom it is essential that the space is completely battened down and all ventilation
stopped.

If the extinguishing system to the pumproom does not extinguish the fire at least two,
preferably three, foam making branch pipes must be brought into operation from outside the
pumproom, projecting foam through the pumproom door(s) against the pumproom bulkheads.

2.30 CARGO OPERATIONAL SAFETY

2.30.1 GENERAL

This Chapter outlines the precautions to be taken prior to commencing any cargo operations
including C.O.W. or tank cleaning operation. It is to be read in conjunction with the
International Safety Guide for Oil Tankers and terminals and publications listed in the
Reference Publications Index.

2.30.2 FIRE-FIGHTING PRECAUTIONS AT THE MANIFOLD

Before any loading or discharging operations are commenced, the following fire-fighting
equipment is to be placed on deck in a position approximately 10 metres forward or aft, but
always upwind of the manifold:

One portable foam-making branchpipe with eductor, connected to a fire hose and
hydrant.

Not less than 75 litres of foam compound.

An additional hose with jet/spray nozzle attached, and connected to a hydrant.

An international shore connection and fire plan/wallet is to be available, situated in
the vicinity or point of access to the vessel.

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A semi-portable Foam or Dry Powder extinguisher is to be positioned close to the
manifold or if semi-portable extinguishers are not available then two 9 litre foam
extinguishers are to be used. The oil spill materials are to be kept available for use in
the event of a spillage, but are not to be placed adjacent to the fire-fighting equipment.

The above-mentioned equipment is to be provided from the nearest Supplementary
Equipment Station and Oil Spill Response Centre.

75 litres of foam compound will be consumed by any one branchpipe in 5 minutes. If
the Master considers that the Emergency Organization will require more than 5
minutes to supply additional foam compound to the manifold area, then additional 25
litre canisters are to be positioned in readiness.

The fire main must be pressurized throughout cargo operations.

2.30.3 SHIPS FITTED WITH FIXED FOAM SYSTEMS

In ships fitted with fixed foam systems the Chief Officer will satisfy himself that the system
is fully operational prior to commencing cargo, C.O.W. or tank cleaning operations.

Foam tanks must be checked to see that they are full.

Isolating valves must be tested to see that they are free.

Foam monitors must be uncovered and made ready.

At least one portable foam applicator must be connected to a hose and foam hydrant.
This is to be placed about 10 metres forward or aft but always upwind of the manifold
area.

A fire hose and jet/spray nozzle must be placed alongside, connected to the fire main.

2.30.4 SHIP/SHORE CARGO OPERATIONS

In addition to the foregoing precautions the Master is to satisfy himself that the ship/shore
checklist has been completed before cargo operations commence.

2.30.5 SHIP/SHIP TRANSFER OPERATIONS

In addition to the relevant parts of the reference publication Ship to Ship Transfer Guide
Petroleum the Master is to satisfy himself that the ship/ship checklists have been completed
before any cargo is transferred.

2.30.6 LOADING

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The main consideration for restricting the maximum rate at which a vessel may load is to
prevent the excessive build up of pressure within the cargo system. This is governed by a
number of factors including the diameter of the smallest section of pipe in the system; the
material from which the pipe is constructed, the angle frequency of bends, the capacity of the
venting system, etc.

The closing loading system, whereby vapours are exhausted through either vent risers or high
velocity vents, must always be used where possible.

The rate of loading must be adjusted to take into consideration the number of tanks or holds
open at any one time.

It is important that the maximum loading rate is not exceeded to avoid over presurrisation and
undue stress on the pipeline system.

In addition it is also essential to allow gas from the ullage space to be vented and to dissipate
to below the L.E.L. at safe distance from the outlet point.

It is also important that the cargo being loaded is correctly distributed. It is not permissible to
load at the maximum loading rate into one single tank or into tanks served by only one
section of the gas line so that all the gas being given off by the cargo is expelled through a
single outlet.

One person must be delegated to keep watch within sight of the manifold area at all
times throughout loading. If an incident at the manifold occurs, such as a burst pipe or
failure of the manifold connection, when the agreed shut down procedure must be put into
action first and the Emergency Alarms sounded. The gangway watchman may perform this
duty.

If the person delegated to watch the manifold area is a rating, he must be instructed in the
course of action to be taken in the event of an emergency before he commences his watch.

Tank hatches must not be opened, or ullage plugs left open during loading.

The atmospheric conditions at the time of loading are the main factors in the successful
dispersal of the gas at a safe distance from the gas line outlet. Hydrocarbon gases are, on
average 1.5 times heavier than air and in still air or near calm conditions will fall to deck
level and may accumulate there; in these conditions the Master may consider stopping
loading operations, if gas concentrations are approaching hazardous levels, until conditions
improve.

Similarly, if the existing atmospheric conditions cause the gas to flow towards the
accommodation, and the gas is detected inside the accommodation, loading must be stopped
immediately and the Emergency Alarms sounded. The Master must ensure all precautions
are taken to prevent vapours entering the accommodation. This must include having the air
conditioning on re-circulation.

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The Emergency Organization is then to take the appropriate action to isolate the electrical
supply of the accommodation from the main switchboard, and clear the accommodation of
gas.

The importance of keeping all doors and windows closed and air conditioning on maximum
re-circulation cannot be over-emphasised.

2.30.7 DISCHARGING

Before commencement of the discharge, the cargo pump emergency stop trips are to be
tested.

In vessels fitted with an inert gas system, normally only inert gas must be permitted to enter
the space displaced by the discharged cargo (this is dependent on the cargo in question and
port regulations).

The pressure . vacuum valves must be set to allow air to enter the tank in the event of an inert
gas plant failure to avoid damage to the tank structure whilst pumps are being stopped.

One person must be delegated to keep watch within sight of the manifold area at times
throughout discharge. If an incident at the manifold occurs, such as a burst pipe or failure
of the manifold connection, the cargo pumps must be tripped first and the Emergency
Alarms sounded. The gangway watchman may perform this duty.

If the person delegated to watch the manifold area is a rating, he must be instructed in the
course of action to be taken in the event of an emergency before he commences his watch.

Tank hatches must not be opened, or ullage plugs left open during discharge.

2.30.8 CRUDE OIL WASHING OPERATIONS

Under no circumstances are Crude Oil Washing operations to be commenced without
operational inert gas equipment.

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

Before each Crude Oil Washing operation a full pressure test of the system must be carried
out.

The procedures and instructions contained in the vessels Crude Oil Washing Operations and
Equipment Manual must be strictly adhered to.

2.31 STATIC ELECTRICITY

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2.31.1 GENERAL

Matter consists of equal numbers of positive and negative ions and under normal conditions
is electrically neutral. This is true of oils, chemical products and other liquids. A
redistribution of ions tends to occur when a liquid comes into contact with a solid, giving rise
to the formation of an Electric Double Layer where the ions adjacent to a liquid/solid
interface are redistributed to produce a layer of ions of the same electrical sign. Close to this
layer but slightly further away from the interface a layer of ions of the opposite sign will be
formed. Elsewhere the distribution of ions remains unchanged.

When the liquid and solid are separated, as in any pipe line flow, the ions in contact with the
solid (pipe) tend to remain attached to the solid and the oil (or other liquid) loses some of its
ions, thus becoming electrostatically charges. The separated charges will attempt to
recombine, their success depending upon the electrical conductivity of the oil. Crude oils,
which contain high levels of impurities, have high electrical conductivity and charge
recombination is rapid. Water also has high electrical conductivity.

By comparison, most refined products (white oils) contain few impurities and charge
recombination in such products is very slow. These products are known as STATIC
ACCUMULATOR OILS.

The rate of flow through pipes will influence the build-up of charge separation the faster the
flow, the faster the charge separation.

In the filling lines of tanks being loaded with white oils.

When oil mixes with water.

When air is allowed to bubble through white oils and splashing occurs at the
surface.

When oil is splashed or sprayed.

When water droplets in a steam jet (or CO2 particles) leave a nozzle.

When water passes through tank cleaning machines at high pressure electrostatic
charging of fine sprays or mists may result.

2.31.2 CARGO OPERATIONS

During cargo operations a potential hazard exists:

When the cargo being handled is static accumulator oil.

When the cargo being handled at or above its Flash Point.

When the cargo is loaded into a tank containing flammable vapour.
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2.31.3 ELECTRICAL CONTINUITY BONDING AND EARTHING

Static accumulator oils may be electrostatically charged by pipeline flow. When the charged
liquid flows through non-conducting flexible ship/shore connections part of the cargo may be
picked up by intermediate metal flanges and other metal parts, which are in contact with the
liquid inside the hose.

In order to prevent the accumulation of a dangerous voltage, all metal flanges and parts must
be effectively bonded to maintain electrical continuity to earth through the shore or the ships
hull. Generally the bonding of the metal reinforcement in the hoses to their flanges will
ensure this.

When ship hoses are to be used for cargo transfer, the Chief Officer is to ensure that electrical
bonding is checked prior to commencing operations.

When there is an insulating flange at the shore manifold, intermediate flanges in the
ship/shore hose will still be earthed by the continuous path to earth via the ships manifold
and hull.

Investigations have proved that ship/shore bonding wires serve no useful purpose, and they
are only to be connected on the insistence of the terminal. Under these circumstances the
Chief Officer must ensure that the switch in the bonding circuit is open, before permitting
connection to the ship. In addition the bonding wire is not to be connected to the manifold.

Connection to the ship and subsequent disconnection may not take place unless:

All ullage ports are securely closed and no sampling, sounding or dipping of tanks is
in progress.

No cargo, ballasting, tank cleaning or gas freeing operations are in progress.

2.31.4 CARGO FLOW VELOCITY

Charging of static accumulator oils by pipeline flow will be increased if water is present in
the cargo.

Charging to an even greater degree can be caused by the subsequent movement of water
settling through the cargo in the tank. When the cargo first enters a tank any water on the
bottom will be agitated and dispersed into the cargo to re-settle later and cause charging.
This can continue long after loading into the tanks has stopped.

To minimize the hazard, flow rates for static accumulator cargoes must be restricted during
the initial stages of loading as follows:

Into Tanks that are not Inerted.

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The flow velocity through the loading line into each tank is not to exceed 1 metre per second
until the cargo has covered the filling inlet and the tank bottom longitudinals, or depth 0.5
metres above the tank bottom has been reached, whichever is the greater. Thereafter the
loading rate may be increased. Loading into tanks, which have not been inerted, is not
permitted unless the agreement of the Company has first been obtained.

Into Tanks that are Inerted

Flow rates need not be restricted, however, at the start of discharge a slow pumping rate may
be required by the receivers.

2.31.5 ULLAGING AND SAMPLING

If the restrictions previously mentioned on flow rates are applicable, metal sampling cans and
steel ullage tapes must not be used during loading or for thirty minutes after completion of
loading the tank. These restrictions do not apply to the ships permanent gauging system. In
the event of failure of the ships permanent gauging system UTI gauges are to be used.

The normal practice in Company vessels will be to operate the closed loading method by
the use of automatic ullaging systems where fitted. On vessels not fitted with automatic
ullaging systems, or where the ullaging system is non-operational, the normal practice will be
to use UTI gauges.

2.31.6 LOADING OVERALL (SPLASH FILLING) (FREE FALL LOADING)

If the cargo has been electrically charged by flow through a shore pipeline, loading overall or
splash filling will deliver it to the liquid surface in the tank where the hazard from
electrostatic charging, in the presence of flammable vapours, is most likely to occur. For
these reasons, therefore loading or transferring of flammable cargoes by loading
overall is not permitted on the Companys ships.

2.31.7 PIPELINE AND HOSE CLEANING

Compressed air must not be used for clearing pipelines or ship/shore hoses back into a ships
tank if the cargo is a static accumulator and the tank contains flammable vapour.

2.31.8 STEAMING OPERATIONS

Water droplets issuing at high velocity in a steam jet may become charged by contact with jet
nozzles and produce a charged mist.

Steam must NEVER be introduced into a tank, which contains flammable vapour.

If, as a result of hot washing, a tank contains a mixture of steam and flammable vapour
a tank washing machine or other conductor (whether earthed or unearthed) must
NEVER be lowered into it. Such conductors may accumulate charge from the steam
cloud.

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2.31.9 TANK WASHING WITH WATER

The injection of water under high pressure through tank washing machines gives rise to the
formation of an electrostatically charged mist in the tanks or holds being cleaned. The degree
of electrostatic charging varies in direct proportion to the pressure and to the total throughout
of water.

It has been found that higher electrical potentials are developed by single nozzle machines
whereas twin nozzle machines, which rotate at a higher speed, develop opposite potentials at
each nozzle thus producing rapidly changing potentials within the space which do not reach
the high levels generated by single nozzle machines.

Impingement of water jets on the tank structure causes disintegration of the jet, which gives
rise to the formation of charge water droplets. The coarser drops all assume the same
electrical sign while the finer mist takes the opposite sign. Excess water dropping from
protrusions will form elongated droplets with pointed ends at, which may occur, a small
corona type discharge, which could create a hazard under certain circumstances.

A higher risk exists from a slug of water, which, after descending through a charged mist, it
becomes electrically charged, and on approaching an earthed probe may create an incendive
spark between the slug and the probe.

2.31.10 PORTABLE PUMPS

The use of portable pumps (such as Wilden or Graco types) can also create a risk of build up
of static electricity. Such pumps, when used in hazardous environment, must therefore be
properly grounded.

This is normally done by means of a grounding clamp. This consists of a wire fitted with a
ring-eye, which is attached to one of the bolts on the pump. The other end of the wire has a
clamp arrangement, which is to be secured to the nearest/best grounding point. After the ring
eye has been mounted properly on the pump the connection must be tested with an Ohm
meter to verify that there is a full electrical connection between the clamp and pump (i.e. zero
resistance)

All vessel must ensure that a suitable arrangement such as the above exists before using
portable pumps in a hazardous area.

2.31.11 TANKER EXPLOSIONS

In the course of investigations into electrostatics, certain new factors have emerged which are
relevant to the safety of tank cleaning operations, not only in very large tankers but in tankers
of all tonnages. it has been demonstrated that electrostatic charging to the water mist,
present in the tanks, exists under any cleaning condition, and that when washing operations
are stopped the level of charge decreases only slowly in the tank, and can remain present for a
long time, especially in the absence of ventilation. The following factors therefore need to be
considered.

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In studying charge concentration mechanisms, it has been found that insulated
objects are not normally present in ships tanks, but the use of sounding rods might
present such a hazard.

When a sounding rod is lowered into a tank filled with charged mist, a high static
charge can be fed into the operator via the wet suspension rope if the operator is
insulated by the deck paint or his footwear. Such a charge accumulation has been
shown to be sufficient to cause incendive sparking when the operator, the sounding
rod, or rope, comes into contact with the ships structure. This, of course, does not
apply if the rod is lowered into a sounding pipe extending to the bottom of the tank.

Portable tank cleaning machines are normally bonded to the ships structure and
furthermore, when in operation the washing water provides a path for the electrostatic
charge to dissipate. However, these machines may sometimes become insulated
objects and a potentially hazardous situation may exist in at least the two following
cases:-

Where the bonding wire is defective.

Where the hose is disconnected from the hydrant before lifting the machine out of the
tank.

a) Such disconnection, prior to lifting, is commonly done in order to drain water from
the hose. A coat of paint in good condition is sufficient to insulate the hose flange
from the steel of the deck. Under these conditions, when the machine is lifted an
incendive spark may jump to the lip of the tank cleaning hole, either from the machine
or from the securing rope or from the operator who guides the machine through the
hole.

The following precautions are required to prevent the foregoing hazards:

Not to use sounding rods through any deck opening other than the sounding pipe,
either during tank cleaning, or for one hour after cessation of washing if the tank is
being blown, or five hours if the tank is not being blown.

To carry out checks on the electrical continuity of bonding wires on the tank cleaning
hoses before each use.

To keep the hoses connected to the hydrants until the machines are out of the tank.
The draining of the hoses can be done by loosening the coupling of the hose carefully
to let the air in and by tightening the coupling again.

It is emphasized that while the likelihood of all the factors necessary to lead to an
incendive spark being present at any one time is remote, the fact that neglect of the
foregoing precautions might lead to an explosion remains a possibility.

2.32 HYDROGEN SULPHIDE (H2S)
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2.32.1 CRUDE OILS 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.

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.

Among the crude oils most commonly carried which contain hydrogen sulphide are:

Arabian Light Iranian Light
Arabian Medium Iranian Medium
Arabian Heavy Qatar
Brega West Texas Sour

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.

Hydrogen sulphide gas is colourless, transparent and has a disagreeable smell characteristic
of rotten eggs, which quickly deadens the sense of smell. Dangerous concentrations may be
present which cannot be detected by smell.

The Company provides equipment to monitor levels of H
2
S on board in the form of a portable
H
2
S meter together with a Draeger Multigas Detector and tubes for H
2
S.

2.32.2 THRESHOLD LIMIT VALUE (T.L.V.)

The T.L.V. for H
2
S is given as 10 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.

The following guide, with the effects under various atmospheric concentration on exposed
persons, gives an indication of the dangers involved:

Measured in Air by Volume

50 100ppm Eye and respiratory tract after exposure of 1 hour/
200 300ppm Marked eye and respiratory tract irritation after exposure of 1
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hour
500 700ppm Dizziness, headache, nausea etc within 15 minutes, loss of
consciousness and possible death after 30 60 minutes
exposure.
700 900ppm Rapidly produces loss of consciousness and death after a few
minutes.
1000 2000ppm Instantaneous death. Apparent death from H
2
S is not
irreversible as prompt and efficient artificial respiration may
restore life.

It is important to realize that the concentration of gas can be measured and expressed in two
different ways:

Parts per million in the liquid, be weight.

Part 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 a crude containing only 70 ppm of hydrogen sulphide in the liquid.

It is important to ascertain which method of measurement is being used. Produces 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 a 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 pumproom must be avoided where possible to reduce the
possibility of H
2
S contamination of the pumproom atmosphere.

Gas must be vented through the tank venting system and, if ullage opening is
necessary, the ullage plugs should be kept open for the least possible period of time.

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 pumproom the mechanical ventilation system is to be started and
the atmosphere therein is to be tested for dangerous concentrations of gas. If the
pumproom has to be entered under such circumstances the full Enclosed Spaces
Procedure must be carried out and an Action Plan completed.
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Other spaces into which H
2
S may have been drawn should be ventilated and the
atmosphere checked before entry.

Persons overcome by H
2
S 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 10 ppm and
above are recorded inside the accommodation, or 50 ppm on deck more than 3 metres 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.

During discharge the pumproom bilges are to be kept as dry as possible. Any small
leaks must be stopped and not left to build up in the bilges. If necessary and as a last
resort consideration should be given to transferring the bilges to the slop tanks.

During loading or ballasting operations, conspicuous notices warning of the potential
danger from H2S gas must be posted on deck at pumproom entrances, and at the
entrance to any other space, which could be affected.

2.33 BENZENE AND OTHER AROMATIC HYDROCARBONS

2.33.1 GENERAL

The aromatic hydrocarbons include benzene, toluene and xylene. They are components in
varying amounts in many typical petroleum cargoes such as gasoline blending components,
napthas and special boiling point solvents.

The TLV of an aromatic hydrocarbon is generally less than that of other hydrocarbon in
petroleum gases and in this respect benzene (TLV of benzene is 10 ppm), the chronic effects
of exposure to which can lead to disorders of the blood and bone marrow, is particularly
sensitive. Personnel engaged in operations involving products listed above, especially
benzene should therefore follow the precautions described in the ISGOTT manual in order to
avoid harmful exposure during cargo handling operations.

Prior to entry into a tank which has contained petroleum products such as those listed above,
the tank must be ventilated to a reading of not more than 1% LEL on an Explosimeter and
then checked to ensure that the concentration of benzene vapour is at a safe level. Tests for
benzene at low concentrations can only be made with a Draeger Multigas Detector tube.

2.34 SLACK TANKS

It is imperative that no cargo hold, unless so designed and permitted by Class, is allowed to
remain in a slack condition whilst the vessel is at sea. This is to eliminate the possibility of
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wave motion being set up in slack holds with the rolling of the ship. Such wave motion may
produce a source of ignition, may also be generated by movement of oily water mixtures in
the hold.

If it is necessary to ballast any cargo hold prior to leaving the discharge port or before
commencing tank cleaning, such holds must be filled into the coaming.

When it becomes necessary to adjust holds containing ballast, they must be pumped out:

only in smooth sea conditions; and
in the shortest possible time and if they have yet to be cleaned after oil with the inert
gas plant operating.

The avoidance of slack tanks applies equally to clean and dirty ballast.

2.35 SLOP TANKS

Following an oil cargo, particular attention is to be paid to the slop tanks. Either the slops are
to be pumped ashore and the tanks cleaned and maintained gas free, or the slops retained on
board and the tanks inerted. In the latter case, gas ventilation lines from the lop tanks must be
isolated from the main gas ventilation system.

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CHAPTER 3 : GENERAL

3.1 CARGO RESPONSIBILITIES OF CHIEF OFFICER

The Chief Officer under the direction of the Master is responsible for the safe and efficient
execution of all cargo operations. This includes:

a) Supervision of all cargo operations
b) Supervision and training of all personnel engaged in cargo operations
c) Enforcement of all International, National, Flag Administration, Terminal and
Company regulations relating to cargo operations.
d) Ensuring all operations are executed in accordance with applicable legislation and
recommended tanker practice so that there is no risk to safety of life or to the marine
environment.
e) Preparation of tanks, lines and pumps as required for the grades to be carried.
f) Planning of all cargo operations.
g) Briefing of all personnel involved in an operation and written orders to be given to
key personnel.
h) Preparation and maintenance of all cargo records, and the Oil Record Book
(operational)
i) Calculations of quantities.

3.2 DUTY OFFICER

The Duty Officer acts under the direction of the Chief Officer and is responsible for all
operations Conducted during the assigned period of duty.

3.3 PUMPMAN

The pumpman acts under the supervision and direction of the Chief Officer for both
Operational and maintenance duties.

3.4 ACCESS TO VESSEL

A safe means of access is to provided at all times when alongside a terminal, at an SBM, and
if required at anchor.

A reliable watchman shall be stationed at the access to prevent unauthorized persons coming
on board and to ensure that no person boarding infringes the Safety Regulations. A gangway
Register shall be maintained throughout the vessels stay in port.

3.5 MEANS OF ACCESS SAFETY PRECAUTIONS

A lifebuoy with a line and light attached, is to be kept near the point of access to the vessel so
as to be instantly available.

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During hours of darkness, the means of access to the vessel must be well illuminated. When
at anchor, illumination is to be arranged so that ships side in the vicinity can be seen from
the Navigation Bridge.

A safety net is to be rigged at all times.

3.6 ACCESS TO THE VESSEL BY BOAT

When access to the vessel is by boat, a suitable boat-rope is to be rigged just above the water
extending at least 30 meters each side of ladder.

3.7 INTOXICATED PERSONS

Refer to the companys drug and alcohol abuse policy.

Any shore person apparently under the influence of alcohol and drugs attempting to board the
vessel is to be refused access.

3.8 WARNING NOTICES

Warning notices prohibiting smoking and the use of naked lights shall be conspicuously
displayed at the exits from the accommodation area.

3.9 ELECTRICAL EQUIPMENT

The Chief Engineer accompanied by the Electrician shall make a weekly inspection of all
electrical fittings on the vessel with special attention to fittings and wiring connections in the
cargo area.

3.10 FUSES

If the vessel is fitted with cartridge type safety fuses bare wire must not be wrapped around
the exploded cartridges; new cartridges, shall be inserted.

3.11 STORE ROOMS

Electric lights in storerooms and other enclosed spaces are to be switched off immediately
after the use.

3.12 PORTABLE ELECTRICAL APPLIANCES

Unless approved for use in dangerous areas, portable radios, portable hand phones, tape
recorders, electronic calculations, cameras, and photographic flash units are not permitted on
the tank deck or in areas where flammable gas may be encountered.

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3.13 PORTABLE TRANSCEIVERS

Only UHF\VHF transceivers on an intrinsically safe type are to be used. Batteries should be
changed only in safe space preferably within the accommodation and not on open tank deck.

3.14 TORCHES

Only torches that have been approved by a competent authority for use in flammable
atmospheres are to be used. Batteries should be changed only in safe space and not on open
tank deck.

3.15 GAS/ OXYGEN DETECTION EQUIPMENT

When the battery compartment of an instrument is opened up the instrument ceases to be safe
therefore the battery compartment is only to be opened in a gas free area.

3.16 ILLUMINATION

When at terminal or at anchor, during hours of darkness or times of bad light, the Duty
Officer is to ensured that all deck lights are switched on to provide maximum lighting for the
working of the ship and safety personnel.

3.17 PORTABLE INSTRUMENTS

The sampling lines for portable instruments are especially constructed and designed for the
particular instrument, it is therefore important that the correct line is used with the particular
instrument.

3.18 EMERGENCY EQUIPMENT

Emergency equipment must only be used for the purpose for which it is intended. In
particular fire hoses must only be used for fire fighting, emergency exercises and training.

3.19 ENCLOSED SPACE ENTRY

No person shall be permitted to enter any cargo tank, cofferdam or double bottom unless a
senior officer has passed such compartments as safe for entry. An enclosed space entry
permit must be completed in every case.

3.20 PUMPROOM LIFELINES

All vessels are to be equipped with a ring bolt fitted to the Pumproom deckhead to which is
attached a block fitted with a 16mm or larger fibre rope complete in a stretcher or rescue
harness to be hoisted out of the space. If possible a rescue harness should be permanently
rigged in the Pumproom.

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3.21 COLD WEATHER PRECAUTIONS

a. Ice in pipelines and Fittings

Care must be taken to avoid the severe damage, which may be experienced as a
result of freezing water in pipelines and fittings. All lines, which have been
cleared by water on completion of discharge and/or tank cleaning, are to be
drained and valves securely closed. Particular care should be taken of stern
loading lines where fitted.

In low ambient temperatures where the vessel is discharging thick oil and
stoppage is required by either the shore or ship, the lines should be immediately
dropped to a tank having a large ullage. Failure to comply with this may lead to
oil solidifying in the lines on the discharge side of the pump, if necessary all lines
should be stripped dry and returned to a partly full tank.

b. Pressure Vacuum Relief Valves

Pressure vacuum valves should be checked frequently to ensure that frozen
condensate is not affecting the functioning of the valve.

3.22 POLLUTION

It is the policy of the company to concern itself with both the short and long-term effects of
its operations on the marine environment and support the measures taken to prevent pollution
by the International Convention for the Prevention of Pollution from Ships 1973 as amended
by the Protocol of 1978 (MARPOL 73/78) and to fully comply with the requirements of the
Annexes as appropriate.

3.23 PRECAUTIONS

All personnel must realize the serious consequences, which may result from the mixture of
different grades of oil in the tanks or from the spillage of oil, especially in enclosed spaces.
When engaged in any cargo/bunker operation, the precaution detailed in the International
Safety Guide for Oil Tankers and Terminals (ISGOTT) must be observed.

3.24 DANGEROUS CONDITIONS

During oil transfer, ballasting, gas freeing and tank cleaning operations the greatest hazard
lies with the formation of explosive mixture in enclosed or semi-enclose spaces. The highest
degree of vigilance is necessary during these operations. It must be remembered that the
hazard will be accentuated in heavy, hot or humid atmosphere.

3.25 PRESSURE IN CARGO TANKS

Serious structural damage can be caused by the creation of pressures or partial vacuum in
tanks during cargo operations. Care must be taken to ensure that tanks are adequately
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protected throughout these operations by ensuring that air vents, gas lines are suitably
adjusted before commencing operations and that the pressure in the tank is monitored during
the operations.

3.26 TRIM AND STABILITY

(Loading Manual stamped and approved by the Administration)

In accordance with regulations all vessels are supplied with an approved Loading Manual,
which indicated conditions of loading and ballasting with weight distribution structure.

The manual details the stress and stability data for the lightship conditions, and various
ballast and loaded conditions. The manual also contains full capacity, dead weight, stability,
and hydrostatic particulars.

All tankers have a tendency to sag in the fully laden condition, and hog in the light condition.
If these tendencies are further aggravated by the unsatisfactory distribution of cargo, bunkers
or ballast, unnecessary stresses will be put on the structure of the vessel. This effect is
cumulative and if made a regular practice can result in structural failure.

In order to reduce stresses to a minimum, weight distribution for various conditions of
loading as detailed in the manual and verified by the stress and stability indicator are to be
followed.

3.27 REMAINING AFLOAT

In some cases vessels are sent to berths where to remain afloat they must load or discharge
over the tide. It is the Masters responsibility to ensure that cargo operations are planned and
agreed with the terminal, which results in the vessel always remaining safely afloat with
adequate underkeel clearance. If necessary the vessel is to be taken off the berth in sufficient
time to prevent the vessel touching bottom. Pls. also refer Bridge Management Manual
regarding companys UKC policy.

3.28 SCUPPERS

All overside scuppers holds must be efficiently plugged with mechanical scupper plugs prior
to any oil transfer operations.

Water must not be allowed to accumulate on the deck. Water should be drained off at
frequent intervals to preserve the oil barrier integrity. A responsible person should supervise
drainage of water.

3.29 OIL SPILL CLEAN UP EQUIPMENT

It is a requirement for a vessel to carry a sufficient quantity of oil spill clean up equipment in
accordance with the SOPEP/SMPEP is to be stored such that it is readily available should an
oil spill occur.

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3.30 CARGO HANDLING

The Master is to inform the company immediately of any defects, which are beyond the
capabilities of the ship staff to remedy.

The Chief Officer is responsible for the testing of all cargo lines and valves, vent lines, oil
level and temperature monitoring equipment IG pressure and oxygen content monitoring
equipment before each cargo is loaded and for making good any defects with the assistance
of the Chief Engineer if required. It is the Chief Engineers responsibility to test the inert gas
and cargo heating system and make good may defect found.

High level alarms if fitted should be tested at every loading.

3.31 BLANK FLANGES

During cargo handling operations all pipe connections at manifolds, except those actually in
use must be covered by a blank flange with a joint and every hole fitted with a tightened nut
and bolt.

3.32 VALVES

The Chief Officer must personally supervise the initial setting of all cargo valves.

3.33 SEA VALVES

The Chief Officer is to satisfy himself that the Pumproom sea valves are properly closed &
locked. Pneumatic testing of cargo sea chest valve to be carried out every month.

The guidelines detailed in ICS / OCIMF publication Prevention of Pollution Through Cargo
Pumproom Sea Valves are to be closely followed.

3.34 CARGO VALVES

The proper maintenance of all cargo valves is the responsibility of the Chief Officer, the
Chief Engineer is to assist in valve maintenance jobs when required. Close liaison between
the Chief Officer and Chief Engineer must be maintained to ensure efficient operation of all
valves.

3.35 GAS VALVES

The proper operation of gas valves to prevent abnormally or low high pressure in the cargo
tanks whilst loading, discharging or transferring cargo or ballast is the responsibility of the
Chief Officer.

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3.36 CARGO HEATING VALVES

The responsibility for the correct use of all cargo heating valves lies with the Chief Engineer
in close liaison with the Chief Officer who is responsible for monitoring the temperatures
during all stages of the voyage.

3.37 VALVE, EXTENDED SPINDLE AND ACTUATOR INSPECTIONS

Frequent inspections of valves should be carried out and the screwed plugs inspection plates
should be removed and any deposits found under the gates cleaned out before reassembling.

Cargo valve extension rods should be regularly inspected for wear in the way of guide
brackets and universal couplings. If any defect is found such that any force required to open
or close a stiff valve may break the rod, corrective maintenance should carried out.

Cargo valve actuators are to be tested prior to each loading operation and any defect rectified.

THE CONSEQUENCES OF BEING UNABLE TO OPEN OR CLOSE A TANK VALVE
CAN BE EXTREMELY DANGEROUS.

3.38 HYDROGEN SULPHIDE

Much crude come out of the well with high levels of Hydrogen Sulphide but this level is
usually reduced by a stabilization process before the crude oil is delivered to the vessel.
However, the amount of stabilization may be temporarily reduced at times and cargo of a
particular crude with a Hydrogen Sulphide content higher than normal may be received.
Hydrogen Sulphide can also be encountered in other cargoes such as naphtha gas oils and
bitumen.

The TLV (Threshold Limit Value) of Hydrogen Sulphide is 10 ppm. When atmospheres are
encountered with Hydrogen Sulphide at concentrations higher than TLV, suitable respiratory
protection shall be worn until the gas concentration is brought below TLV.

3.39 FAMILIARITY WITH CARGO SYSTEMS

Upon joining the vessel, all Officers and Ratings who will be involved with cargo operations
are to familiarize themselves with the arrangement, layout and operations of the cargo
systems, including any special feature the vessel may have relating to the handling of cargo.

3.40 SAFETY CHECK LISTS AND PROCEDURES

Safety Checklists and operational procedures are to be completed and agreed between the
ship and the terminal before any oil transfer operation begins.

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3.41 CARGO RECORDS AND REPORTS

Complete and accurate records of all cargo carried shall be maintained by the Chief Officer.
Copies of all cargo records, including Bills of Lading, Notice of Readiness, Ullage reports
Tank Inspection Certificates and voyage orders shall be filed in voyage order and retained on
board.

3.42 INERT GAS PRESSURE REDUCTION

In vessels fitted with inert gas systems, it is in order to make a timely reduction of pressure
for short periods if this is dictated by operational requirements. Such reduction of pressure
may be necessary under the following circumstances:-

a. To meet Shore requirements for:
Physical measurements of ullage and temperature.
Tank inspections
Sampling
Tanking measurements relating to the monitoring of L.O.T.

b. To meet vessel operating requirements when remote reading gauging systems are
inoperative or not sufficiently accurate and reliable for topping off, draining or
gauging tanks.

Reduction of pressure to meet shore requirements should be co-ordinated with the
Terminal staff to ensure that such operations are conducted safely with minimum
delay to cargo operations.

Before any venting is undertaken, it must be ascertained that the operation does
not contravene any local Regulations.

Prior commencement of discharge all cargo tanks should be re-pressurized to
ensure there is a positive I.G. pressure within all cargo tanks.

3.43 VALVE LASHINGS

Where it is necessary to isolate valves by lashing them in the shut position to prevent
pollution or product contamination, the Chief Officer is responsible for ensuring that this is
done.

The Chief Officer will prepare clear, written instructions setting out the sequence of
removing such lashings at the discharging port.

The Duty Officer shall personally supervise the removal of these lashings in accordance with
the instructions.

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3.44 CARGO WATCH PERSONNEL ON DUTY

At all times during an oil transfer operations, the Duty Officer and a sufficient number of
other personnel shall be on duty on deck or in the Cargo Control Room a necessary to ensure
the safety of the operation and the safety of the vessel.

3.45 SEALING THE SEAL

Sea suction valves and on board discharge valves which are connected to the cargo system
are to be properly closed and sealed prior to loading cargo and shall remain sealed until all
cargo is discharged.

The serial numbers of the seals are to be recorded in the Deck Log Book.

Should it be necessary to break a seal before all the cargo is discharged, circumstances and
reason for the action shall be recorded in the Deck Log Book and independent surveyors
notified.

3.46 INSPECTION OF CARGO PUMPS, EQUIPMENT AND SPACES

During cargo operations, a close watch is to be kept on the cargo system to detect leaks or
any malfunction. When discharging cargo or ballast, periodic inspections of the cargo pumps
are to be made at intervals not exceeding one hour. Particular attention must be paid to pump
bearings to ensure that no overheating is occurring

Pumproom, Cofferdams and empty tanks shall be inspected as soon as cargo transfer has
begun, and at frequent intervals thereafter, to detect possible leakage of cargo into those
compartments. When discharging, tanks which have been completed should be checked at
frequent intervals to ensure that valves are tight and that no further transfer is taking place.

3.47 HOSE CONNECTIONS

Only approved oil cargo hoses, which conform to recognized standard specifications and
which have been inspected and tested by a competent authority are to be used.

The terminal staff shall be responsible for shore connections, and the ships staff shall be
responsible for connections on board the vessel, whether or not the shore staff actually
performs the task.

Adequate gaskets and bolts shall be used on every hose or loading arm connection to prevent
leakage or undue strain at the joint. Suitable clamps or other devices may be used at sea
loading terminals or when hose and pipeline flanges do not match, provided the use of such
clamps is acceptable to local authorities and does not contravene any flag administration
regulations.

On vessels carrying refined products or more than one grade of cargo a sign is to hung at each
manifold connection indicating the product to be transferred through that connection.

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The Chief Officer or Duty Officer is to supervise the connecting or disconnecting of oil cargo
hoses.

Cargo hoses shall not be disconnected until tanks have been inspected and passed.

3.48 PETROLEUM INSPECTORS / SURVEYORS

Petroleum Inspectors / Surveyors will be appointed as required to protect the interests of
parties concerned. Their duties will include:

a) Inspection of ships tanks and lines before loading and after discharging.
b) Sealing of sea valves and overboard discharges.
c) Establishing the quantity and quality of the cargo, water and residues on board.
d) Taking samples from cargo lines, cargo tanks and bunker tanks.
e) Gauging of shore tanks.
f) Observation of the cargo transfer operation.
Courteous co-operation is to be extended to all Inspectors and Surveyors.

3.49 CARGO TRANSFER COMMUNICATIONS

Before commencing cargo operations, ship and shore must establish a system of
communication between the Duty Officer and the responsible person ashore. The selected
system together with the necessary information on telephone numbers and/or radio channels
should be recorded as agreed on the Ship / Shore Safety Checklist and signed by both ship
and shore representatives.

3.50 SIMULTANEOUS HANDLING OF CARGO AND BALLAST

Simultaneous handling of cargo and ballast is prohibited except in vessels with segregated
cargo and ballast systems or in an emergency for the safety or life or the safety of the vessel.
In such cases every precaution must be taken to prevent pollution of the marine environment.

Except as detailed above, no oil transfer operation shall commence until ballast transfer has
been completed, sea valves and overboard discharge valves closed and sealed, and the
appropriate cargo valves set and secured.

Conversely on non-S.B.T. vessels the transfer of ballast is not to be started until cargo
transfer is completed and the appropriate valves set and secured.

3.51 SHIP TO SHIP TRANSFER

A frequent requirement of tanker operations is the transfer of cargo from ship to ship or ship
to barge either in port or at sea, whilst underway or at anchor. The final responsibility for
deciding whether it is safe and practical to carry out such a operation lies with the Master.

The guidelines detailed in ICS / OCIMF publication Ship to Ship Transfer Guide are to be
closely followed.

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3.52 UNFAVOURABLE TRANSFER CONDITIONS

During periods of calm, when wind speeds are below ten knots additional safety precautions
shall be taken during the handling of volatile cargoes. Such precaution shall include the
monitoring of areas where vapour may accumulate causing an explosive mixture. Should it
be found that potentially dangerous concentrations of vapour are building up, the cargo
operations should be temporarily terminated or the operational plan adjusted to improve the
situation.

3.53 CARGO PUMP EMERGENCY SHUTDOWN

All Officers and ratings who are involved in cargo transfer operations shall be familiar with
the cargo pump emergency stop procedure from all control and remote positions.

3.54 CARGO OPERATIONS CRAFT ALONGSIDE

Vessels or equipment constituting a hazard shall not be permitted to approach or come
alongside a vessel, which is carrying out the following operations:

a) Cargo oil transfer
b) Ballast transfer from / to non-segregated tanks
c) Tank-cleaning
d) Gas-freeing

If it is essential that the craft or equipment be allowed alongside all such operations must
ceases, all tank openings shall be closed, tank vents shut and pumproom doors closed.

Operations shall not be resumed until vessel or equipment has been removed.

3.55 BONDING CABLE / INSULTING FLANGE

A ship / shore bonding cable is not effective as a safety device and may even be dangerous.
A ship / shore bonding cable should therefore not be used.

To provide protection against arcing during connection and disconnection an Insulation
Flange should be installed in the Terminal cargo hose / arm arrangement.

3.56 SUPERSTRUCTURE OPENINGS

During cargo, ballast, tank cleaning or gas freeing operations all openings into the
accommodation and machinery spaces must be kept closed.

A notice to this effect is to be sited on all access doors to external deck areas.

3.57 NATURAL VENTILLATION SYSTEMS
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During cargo, ballast, tank cleaning or gas freeing operations natural ventilators into
accommodation and machinery space area are to be trimmed to prevent the entry of
petroleum gas.

If natural ventilators are located so that petroleum gas can enter regardless of direction in
which they are trimmed, they are to be covered, plugged or closed.

3.58 AIR CONDITIONING AND MECHANICAL VENTILATION

During cargo ballast, tank cleaning or gas freeing operations intakes of central air
conditioning or mechanical ventilation systems are to be adjusted to prevent the entry of
petroleum gas, by recirculation of air within the enclosed space.

If at any time it is suspected that vapour is being drawn into the systems they shall be shut
down or the operation stopped until it is safe to resume.

3.59 PUMPROOM VENTILLATION

At least one hour before personnel are required to enter a cargo pumproom the mechanical
ventilation shall be set in operation.

Prior to initial entry the atmosphere will be tested and ventilation will be maintained in
operation until access to the pumproom is no longer required.

3.60 BREATHING APPARATUS

Throughout cargo, ballast, tank cleaning and gas freeing operations, two breathing apparatus
outfits and intrinsically safe portable radios are to be available for immediate use.

Personnel are not to enter spaces that are inerted or not gas free or where there may be
oxygen deficiency unless properly attended and equipped with breathing apparatus and a
lifeline.

Hazardous cargo samples must not be stowed in the cargo control room, Chief Officers
Office or any position within the accommodation. This practice is unacceptable, even as a
temporary measure because:-

a) Smoking is generally permitted in this area and some samples are highly
flammable.
b) Unprotected staffs are in the area and some samples may present a considerable
safety hazard in being toxic.
c) The area is within the main accommodation citadel and safe zone. Samples must
always be immediately stowed away in the vessels designated sample locker.

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3.61 TESTING OF FLEXIBLE CARGO HOSES AND CARGO PIPELINES

To comply with United State Coast Guard (USCG) regulations all flexible cargo hose used
for the transfer of any oil within US ports must comply with the Code of Federal regulations,
Title 33, (CFR 33). The relevant sections are 155.800 Oil Transfer Hose: 154.500 Hose
Assemblies: 156.170 Equipment Tests and Inspections:

Masters must ensure that their vessels comply with the regulations and test certificates, valid
within a twelve-month period are held.

Main cargo lines must also be tested to their maximum static test pressure. The date of
testing must be entered in the Deck Log Book and also clearly painted on the relevant
pipelines.

All unused cargo hoses are to be kept blanked when they are in storage. For vessels with
destinations in the United States regulation CFR 33, 155.805 must be complied with

3.62 IN PORT WATCH-KEEPING PROCEDURES

1. When loading, discharging, ballasting or tank cleaning in port the Chief Officer
will be in overall charge of all operations.

2. In addition there will be an Officer of the Watch who will be in charge of the deck
under the instruction and supervision of the Chief Officer.

3. When any of the above operations are being undertaken in port the officer of
Watch or Chief Officer must be on deck.

4. When taking over the deck at the commencement of the operations or the
commencement of his watch the officer of the Watch should ensure that he is fully
conversant with the procedures required during the period of his watch. A written
plan of the operation to be undertaken should be at hand for the officers to study
and query if in any doubt.

5. The Officer of the Watch should especially check the cargo pipeline arrangement
and ensure that it is correctly set for the operation being carried out.

6. Frequent checks of the pumproom must be made, at least every thirty minutes and
more often when possible.

7. Ensure that the deck crews are constantly tending the moorings, gangway etc. in
seaman like manner and that they are fit for duty.

8. Maintain constant checks on the cargo ullages and record as required. Do not
forget to periodically check empty tanks or tanks no longer receiving cargo.

9. Maintain Charter Party discharge rates.

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10. Ensure that all safety standards are being maintained constantly by crew a visiting
shore personnel

11. The Officer of the Watch must satisfy himself that all Fire Fighting Equipment is
in constant state of readiness with immediate availability.

12. Keep a constant watch on the weather or any other condition that could materially
effect the vessel. (Increasing wind or Sea State thunderstorms in the near vicinity,
change of tide etc.)

13. Should the Officer of the Watch be in any doubt whatsoever; he is to clarify the
situation with the Chief Officer. The Officer of the watch should not hesitate, if
he considers it necessary at any time, to immediately stop the cargo operation, and
then inform the Chief Officer or Master.

3.63 US REGULATIONS

The Master of all vessels trading to the United States must ensure that personnel are familiar
with the Vessel Response Plans as required by OPA 90.

Notification procedure, drills and training as required therein must be carried out and records
maintained for inspection by US Coast Guard.

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CHAPTER 4 : LOADING

4.1 CLASSIFICATION OF PETROLEUM

Generally it is sufficient to group petroleum liquids into two categories entitled non volatile
and volatile defined in terms of flashpoints as follows.

NON-VOLATILE

Flashpoint of 60 degrees centigrade as determined by the closed cup method of testing. Some
petroleum liquid in this category are capable of producing an equilibrium gas air mixture
within the flammable range when in some part of the normal ambient temperature range,
while most of the rest give equilibrium gas / air mixtures above the upper flammable limit at
normal ambient temperatures. Examples of the former are jet fuels and kerosene and of the
latter gasoline and most crude oils. In practice gasoline and crude oils are frequently handled
before equilibrium conditions have been attained and gas / air mixtures in flammable range
may be then be present.

The choice of 60 degrees centigrade as the flashpoint criterion for the division between non-
volatile and volatile liquids is to some extent arbitrary. Since less stringent precautions are
appropriate far non-volatile liquids it is essential that under no circumstances is a liquid
capable of giving a flammable gas / air mixture ever inadvertently included in the non-
volatile category. The dividing line must therefore be chosen to make allowance for such
factors as the misjudging of the temperature, inaccuracy in the flashpoint measurement and
the possibility of minor contamination by more volatile materials. The closed cup flashpoint
figure of 60 degrees centigrade makes ample allowance for these factors and is also
compatible with the definitions adopted internationally by the International Maritime
Organization (IMO) and by a number of regulatory bodies throughout the world.

4.2 DETERMINATION OF GRADES

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

4.3 CARGOES PERMITTED

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

4.4 VOYAGE ORDERS

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

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4.5 CARGO PLANNING

When advised of the grades and quantities the Chief Officer is to prepare a cargo stowage
plan. The following points are to be taken into consideration:

a. Stresses
b. Trim, list and stability at all stages of the voyage
c. Maximum uplift of grades
d. Deadweight and draft
e. Loading sequence, taking into account number of slack tanks permissible.
f. Any restrictions imposed by local regulations or by status of vessels
g. Measures to prevent contamination

If the Operator has suggested a stowage, any difference is to be communicated to Operator
and to the Management.

When the Cargo Stowage Plan has been established a Cargo Handling Plan is to be devise
and the plan is to be discussed and agreed with the Terminal Representative before loading
commences.

4.6 CALCULATIONS

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

4.7 MAXIMUM CARGO

The maximum cargo compatible with the Load Line Rules and the Charter Party must always
be loaded.

Unnecessary quantities of bunkers and ballast are to be avoided.

4.8 MINIMUM STORES

Minimum quantities of fresh water and stores should be carried to enable maxi dead-weight
cargo to be loaded.

Frequent checks should be made to accurately assess the weight of consumable stores against
the constant in the Builders stability information and any stipulation in the Charter Party.

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4.9 DENSITY OF WATER

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

4.10 INSPECTION OF TANKS PRIOR TO LOADING

The Chief Officer is to accompany the appointed surveyors and inspect each tank into which
cargo is to be loaded, and agree that the tanks are empty and in a fit condition to receive the
grade of cargo in accordance with the Cargo Stowage Plan.

The time tanks were inspected is to be recorded in the statement of facts and a Tank
Inspection Certificate issued.

On vessels with inerted tanks it will not be possible to visually inspect the tanks and they
therefore must be checked with a sounding rod and proved dry or on board quantities (OBQ)
entered on an Ullage Report before loading commences.

Slops are to be measured and the ullage and amount recorded in the Ullage Report before
loading commences.

4.11 SEGREGATION OF GRADES

Every care must be taken to avoid admixture of cargoes. Precautions to be taken include:

a. Cargo distribution must conform to the limitations of the vessels cargo system.
Where segregated cargoes are to be loaded the use of tanks served by common
lines and pumps should be avoided.

In certain vessels this segregation may be achieved by the use of Master valves
providing those two valves separation is maintained between grades at all times.

b. Certain solvents require more than two valve separation and in these cases blank
flanges or special soft seat valves are to be used.

c. Tank bulkheads, pipelines and pumps must be tight in keeping with the proposed
cargo layout. Specific tests are to be made prior to loading when necessary.

d. Tanks, lines and pumps must be thoroughly washed through, drained and in a
suitably clean condition for the cargo to be loaded.

e. Setting of cargo valves must be carefully controlled and critical valves must be
lashed. These lashings must be removed under the direction of the Chief Officer.
When vessels are fitted with power operated systems and lashing is impractical.
Controls must be labelled or other suitable means adopted to prevent accidental
operation.
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f. Pressure / vacuum (P/V) valves must be in good operating condition.

g. Deck valve stuffing boxes, tank lids, tank cleaning hatches and ullage cover
packing must be in good condition to prevent the ingress of water. Shore hoses
and rigid loading arms are to be checked to ensure they are properly connected to
the correct ship manifold.

4.12 LOADING OVERALL (OVER THE TOP)

Loading overall is not an approved practice in the crude oil and petroleum tank trades. It is
normally only encountered in the specialist liquid trades but only when certain conditions are
satisfied.

4.13 LOADING TO DRAFT

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

4.14 ALLOWANCE FOR EXPANSION

In calculating the ullage to which the tanks are to be loaded, due allowance must be made for
temperature increases during the voyage either from climatic conditions or cargo heating.
Excessive allowance must be avoided so that cargo is not shut out unnecessarily.

Allowing for expansion, a cargo tank should never be loaded beyond 98% of its capacity.

4.15 SLACK TANKS

Slack tanks are to keep to a minimum. Vessels must comply with IMOs Intact Stability
requirements on tankers during liquid transfer operations.

4.16 CARGO HEATING AND LOADING TEMPERATURES

Heating coils are to be blown clear and tested prior to loading cargoes which require heating
and blown clear prior to loading a product which is not compatible with the heating medium.
Any leaks discovered are to be repaired accordingly. Additionally the temperature
monitoring equipment is to be tested and calibrated.

Cargo is to be heated in accordance with instruction contained in the voyage orders. When a
heated cargo is being carried the engine room observations tank is to be closely monitored for
indications of leakage in the heating coils. If any such leakage is observed precautions must
be taken to prevent the product from reaching the boiler.

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4.17 CARGO OPERATIONS ORDER BOOK

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

4.18 MANIFOLD SIGNS

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

4.19 DEPTH OF WATER

Before commencing cargo operations the depth of water alongside shall be checked and
cargo operations conducted so that the vessel remains afloat at all times.

4.20 PREPARATION PRIOR TO LOADING

Before commencing loading all items in the ISGOTT Safety Guide Ship / Shore Safety
Checklists are to be checked and confirmed.

The Chief Officer is to compile a separate Checklist for the ship, which is to detail the
following items:

a. Pumproom fans operating.

b. Pumproom ventilators properly trimmed (where applicable)

c. Inert gas system isolated.

d. Tank vent valves properly set.

e. Cargo valves in pumproom and on deck set.

f. Pumproom bilge alarm operative.

g. All void spaces including pumprooms, cofferdams, peak tanks checked for leaks
or flooding.

h. Portable and fixed gas detection equipment tested and ready for use.

i. Breathing apparatus tested and ready for use.

j. Pumproom safety harness and hoisting line rigged.

k. Overboard discharge valve closed and sealed.
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l. Tank lids, tank cleaning hatches, ullage ports closed.

m. Cargo loading rates and pressures agreed upon.

n. Warning notices posted.

o. Red flag and red light exhibited.

p. Sea suction valves closed and sealed.

q. Cargo hose connection tight, drip trays and scuppers plugged.

r. Tanks checked to ensure cargo entering nominated tanks.

s. Sufficient personnel on duty.

t. Written instructions from the Chief Officer ready by all personnel involved in
operation.

4.21 LOADING PROCEDURE

On completion of tank inspection and when the shore hoses are connected the ship valves
should be opened in the following order:

a. Valves in the pumproom in vessels loading through the pumproom.

b. In vessels, which do not load through the pumproom, all pumproom valves are to
be shut and secured.

c. Master and cross over valves.

d. Gas venting valves in the tanks to be loaded.

e. P/V valves secured in the open position.

f. Tank valves for the initial tanks to be loaded.

g. Loading valves at the ship manifold.

Before opening any valves in the pumproom, the sea valves and valves immediately inboard
are to be checked to ensure they are tightly closed.

When all the valves have been set and all is ready, the signal to begin loading at the agreed
initial rate should be given. At this stage check shall be made at the flexible hose coupling,
pumprooms and to ensure the oil is entering the correct tanks.

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When the Chief Officer is satisfied that all is in order the loading rate may increased to the
maximum agreed.

When the oil level in the tanks is approximately 50% a sample should be taken and
temperature specific gravity determined. Previous calculations are to be checked any
necessary adjustments made to the final ullages.

The loading rate is to be monitored by taking hourly ullages and the completion time
estimated.

To avoid excessive pressure on the flexible hoses and pipelines when changing over from one
set of tanks to another, before the change over, the valves to the next set of tanks should be
slightly opened. Ensure that they are operating correctly and that oil is actually entering the
tank.

The loading rate is to be reduced in adequate time prior to reaching the required final ullage
and allowance is to be made for any time required by the terminal to stop the oil transfer and
any quantities, which will be cleared from the shoreline to the ship.

4.22 MULTIGRADE CARGO

When a vessel is scheduled to load more than one grade of cargo at a terminal, every effort is
to be made to handle two or more grades simultaneously thus avoiding time delays.

At all times during loading, carriage and discharge of multigrade cargoes there must be a
minimum two valve separation and care must be taken to avoid admixture via the inert gas
main or common vent lines.

4.23 SAMPLES

In order to detect sources of cargo contamination and for use as evidence in the event of a
claim arising from cargo contamination, samples of each cargo carried shall be taken as
follows:

ALL VESSELS

A 1-litre line sample of each grade is to be taken from the shoreline immediately after
commencing each grade.

CLEAN PETROLEUM PRODUCT VESSELS:

In addition to line sample, 1 litre sample is to be taken from each cargo tank approximately
30 minutes after completion.

Samples are to be taken at approximately the half depth of the tank.

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DIRTY PETROLEUM PRODUCTS AND CRUDE OIL VESSELS:

In additional to line samples, 4 x 1 litre composite samples of each grade carried are to be
taken.

When the samples are taken, the operation should be witnessed by the attending Surveyor or
a Terminal Representative. The sample should be sealed, labeled and retained on board for 6
months after the cargo has been discharged.

4.24 ULLAGING

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

4.25 COMPLETION OF LOADING

On completion of loading all cargo valves are to be shut down.

4.26 LOADING LIGHT SPECIFIC GRAVITY CARGOES

When loading light specific gravity cargoes, particularly at high temperatures, capacity may
become limiting factor.

When a vessel is loading to capacity, all cargo tanks including slop tankers are to be loaded to
98% of their total capacity, calculated for the maximum temperature anticipated on the
voyage.

4.27 DEADFREIGHT

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

4.28 PREPARING FOR SEA

Before tank cleaning the Chief Officer personally ensure that all tank lids tank cleaning
hatches, ullage and sighting ports are securely battened down and that the P/valves on the
cargo tank venting system are properly set.

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CHAPTER 5 - DISCHARGING

5.1 CARGO HANDLING PLAN

Prior to arrival at the Terminal, the Chief Officer is to prepare a Cargo Handling Plan based
on the information available.

a. Cargo distribution and quantity to be discharged.
b. Tanks to be discharged.
c. Pumps and lines to be used.
d. Trim and stress
e. Maximum allowable back pressure and equivalent discharging rate.
f. Cow requirements
g. Venting requirement
h. Inert gas requirement
i. Ballasting operations
j. Bunkering and storing operations
k. Deck watch-manning levels

After the Cargo Handling Plan has been agreed with the Terminal Representative all
personnel involved in the oil transfer operation are to be briefed and the Chief Officer is to
issue detailed written instructions in the Cargo Operations Order Book.

5.2 PRECAUTIONS

Before commencing discharge, all precautions as detailed in the International Safety Guide
for oil Tanks and Terminals are to be followed.

5.3 SAFETY CHECK LIST

All items on the ISGOTT Safety Check List are to be checked by the Chief Officer and
Terminal Representative.

Where a terminal check list encompasses all the items, it may be used in preference.

5.4 ULLAGING / SAMPLING PRIOR TO DISCHARGE

Before discharge of cargo commence, the ullage and temperature of each tank is to be
ascertained, water taken with findings paste oil / water interface detector, and the quantities
of cargo and water calculated.

On vessels fitted with remote gauge, both manual ullage and gauge readings are to be taken
but only the manual ullages are to be recorded in the Ullage Report.

Samples will be taken as required by the Surveyor or Terminal Representative.

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5.5 PREPARATION PRIOR TO DISCHARGE

a. Pumprooms fans on.
b. Blank flanges removed from manifold connections to be used.
c. Manifold fire fighting equipment is readiness.

d. Pollution prevention measures carried out.
e. Cargo pumps ready and emergency stops tested.
f. Inert gas system ready, I.G. entry valves locked open.
g. Cargo tank vents set.

5.6 VALVE CHECK

Before lining up for discharge sea valve seals are to be checked and it is to be ascertained that
the valves are properly closed.

5.7 SAFETY REQUIREMENTS

Before the shore line is connected to the ship, all precautions against fire and explosions as
well as any special precautions deemed necessary by the Master must be initiated. Inert gas
must be throughout the discharge.

5.8 OPERATIONAL CHECK IMMEDIATELY PRIOR TO COMMENCING
DISCHARGE

Immediately prior to commencing discharge, the Chief Officer is to satisfy himself that all
safety, pollution prevention and operational requirements are being followed.

A full inspection of the tank deck and pumproom is to be made checking all valves.

5.9 RATE OF DISCHARGE

Cargo is to be discharged at the maximum rate attainable. The correct operating speeds and
working pressure of the cargo pumps can be ascertained from the Manufacturers Operation
Manual and instructions for operating the pumps must always be carefully followed.

The maximum rate of discharge will be determined in most cases by the ability of the shore
to receive the cargo, but occasionally by the pumping capacity of the tanker.

In all circumstances it is the duty of the ships staff to see that the maximum possible rate is
maintained throughout the whole operation without exceeding the maximum back pressure
allowed on the ships lines or as stipulated by the Terminal Representative.

5.10 SIMULTANEOUS DISCHARGE OF DIFFERENT GRADES

Every endeavor shall be made to discharge two or more grades simultaneous.

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The decision to discharge two or more grades simultaneously rests with the Master is to be
guided by the following:

a. Receivers of the cargoes to be simultaneously discharged are to be agreeable to
operation.
b. Two-valve segregation is to be maintained at all times during the operation. Tank
valves do not apply with regard to segregation.

5.11 DRAINING AND STRIPPING

On completion of the bulk discharging of cargo or ballast, each tank is to be individually
stripped, either by educator or positive displacement pump, until the portable (e.g. MMC)
gauge indicates that there is no liquid at the after end of the tank is otherwise known to be
well drained.

Main cargo pumps with self-priming systems, including Prima-Vac, may be used to strip
tanks at the end of discharge. Great care must be taken not to run the main cargo pumps dry.

The stripping procedures described in the cargo system instruction manuals are to be
followed.

On vessels fitted with hydraulic systems and submerged pumps, stripping is achieved with
the cargo pumps. Final draining of the tanks is accomplished by careful control of the cargo
pump. The pump discharge line is cleared by purging the pump and discharge line with inert
gas in the form of nitrogen. Air may be used with certain cargoes of a non volatile nature and
which are not static accumulator cargoes. This procedure is described in the pump
instruction manual. A list of static accumulator cargoes is contained within ISGOTT.

If sediment has not been allowed to accumulate and if the ship is properly trimmed no
difficulty should be experienced in draining tanks.

In the case of heated cargoes, draining is assisted by maintaining the cargo properly.

On completion of discharge of both crude and refined oil cargoes, all lines and tanks are to be
stripped as dry as possible to ensure that the maximum amount of cargo is delivered and in
transit losses are minimized.

Line stripping must not be neglected in order to reduce discharge time.

5.12 INSPECTION OF TANKS AFTER DISCHARGE

On completion of discharge, all tanks must be checked by the Chief Officer together with a
Terminal Representative/ Surveyor to verify that the tanks are well drained. Ullages and dips
of all tanks must be taken on completion of discharge and recorded on the appropriate cargo
forms.

The result of this inspection including, if necessary, the agreed calculation on the residue on
board (ROB) is to be entered on the Tank Inspection Certificate and signed by all parties.
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If there is residue remaining on board and this is unpumpable the Certificate is to be endorsed
Residue on board beyond the reach of ships pumps.

When a part cargo remains on board for discharge elsewhere, ullages and dips of all tanks
must be taken in conjunction with the Terminal Representative, and the quantity that has been
discharged calculated.

If ballasting of cargo tanks is carried out with cargo on board, ullages of cargo tanks must be
taken again after ballasting has been completed. Where, for safety reasons, it is necessary to
ship ballast before discharge at a particular port, the tanks, which are to contain ballast, must
be inspected before ballasting is commenced. All details of ballast, when carried
concurrently with cargo, must be shown on the relevant cargo form.

5.13 OUTTURN

It is appreciated that the shore installation is seldom in a position to confirm quantity of cargo
received before the vessels departure in which case they should be asked to telex / cable the
ship stating the OUTTURN figure. These facts should be noted on the operators and
charterers copy of the discharge record. The residue remaining on board figure is also to be
entered on the discharge record.

5.14 PUMP CONTROL

To attain maximum discharge rate, careful of the supply of cargo to the pump is required to
ensure that the pump are always working at maximum efficiency.

Only sufficient tanks should be fully opened to maintain a full supply of oil to the pumps. As
each tank reaches a low level, the suction valves should be progressively closed to maintain a
full flow and yet prevent cavitation which could allow gas to enter the pump causing gassing
up heating of the pump casing and loss of pumping efficiency. At the same time it will be
necessary to crack open a full tank maintain sufficient flow of oil to the pump.

This is a continuing process and eventually when the oil level is down to stripping level the
suction should be closed and the full tank suction opened.

This procedure calls for careful manipulation of the valves and when carrying this on a close
watch needs to be maintained on both the pressure and suction gauges.

In order to prevent delays in the overall pumping performance, tanks which have been taken
down as far as possibly by the main pumps should be stripped back to the slop tanks or after
most tanks which will be completed last.

In the final stages of discharge, the main pumps should be pumping out the last cargo tank
when tanks are stripped dry. Only one main cargo pump should be left on the last tank and
level of oil taken down as far as possible by reducing pump RPM and progressively closing
the discharge valve to maintain a suitable back pressure.

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In order to achieve a safe and efficient discharge, close co-operation must maintained
between the Deck and Engineering Departments. Overspeeding and cutting out of cargo
pump turbines, can, and must, be avoided. In this connection a close watch is to be
maintained on the tachometers and pressure gauges at all times so that speed of the pumps
may be regulated when it becomes necessary.

5.15 CENTRIFUGAL PUMPS

If suction is lost severe damage may occur to pump or turbine, therefore the manufacturers
standard operating procedure must be observed.

As the head on the pump suction falls, severe rattling in the pump casing may be
experienced sue to cavitation in the pump, aggravated when the level in the tank falls still
further by the tendency of the oil to form a vortex at the tank suction.

To prevent this occurring there are three possible actions that can be taken and in order of
priority these are:

a. Reduce the RPM of the pump.

b. Crack open a full tank to supply sufficient oil to the pump to prevent cavitation.

c. Close in the discharge valve closet to the pump to increase the back pressure.

5.16 RECIPROCATING PUMPS

Precaution must be taken to avoid racing if necessary by slowing the pump. If these pumps
are allowed to race considerable damage may occur to the valve seats and valve plates
causing unnecessary breakdown and costly delay.

5.17 SCREW PUMPS

Positive displacement screw pumps are self-priming and capable of producing high vacuum.
They give a steady flow but are less efficient than reciprocation pumps because of the large
areas with running clearance exposed to differential pressure between suction and discharge.
Wear increases the clearance with consequent loss of efficiency, especially when handling
low viscosity liquids.

The prime mover for a screw pump is invariable a diesel engine driving through a gearbox
and clutch system. Before clutching in a screw pump the pump shaft is to be turned by hand
to ensure free movement of the pump motors.

5.18 PUMP STRAINERS

After each discharge or cleaning operation the pump strainers are to be cleaned. The pumps
are never to be run with the strainer baskets removed as this can result in damage to the pump
internals.
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CHAPTER 6 - CARGO CARE

6.1 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 defines 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 ships structure, injury to personnel from splash
burns or unnecessary loss of high fractions. Where an oil 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.

6.2 CARGO HEATING TEMPERATURE

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.

Cargo is not to be loaded or carried at a temperature, which exceeds 65
o
C. In the event that
the cargo temperature is expected to exceed this figure the Company must be advised
immediately.

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

6.3 COILS

Heating coils are usually fabricated from stainless steel or Yorkalbro (Aluminum brass).
Other copper alloys are also used and occasionally mild steel. The design of an installation of
the coils is important to ensure maximum uniform heating of the cargo and prevention of
cold spots. Ideally the coils should extend out to the extremities of the tank, into tank
cargo pump well (if fitted) and not too high above the tank bottom.

6.4 EXAMINATION OF TANKS AND HEATING COILS

The Company policy is that, where possible, all cargo, ballast and void spaces must be
internally inspected on a six monthly cycle to establish the condition of steelwork, pipework,
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fittings and coatings or anodes, as applicable. Defects must be reported as early as possible
to allow repairs to be costed and schedule.

During the above six monthly 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 drydock and prior to carrying any heated
cargo.

6.4.1 TESTING HEATING COILS

1. Heating coils should be tested at least twice a year in vessels that are carrying heated
cargoes. A careful record should be kept and every effort made to make immediate
repairs if leaks or other damage is found.

2. In vessels carrying heated non-water critical cargoes heating coils must be tested
before arrival at the load port(s) by the ships staff.

3. In vessels carrying heated water critical cargoes the heating coil must be treated
before arrival at the load port(s) by the ships staff and also before loading witnessed
by the cargo Surveyor. Ensure that a written report is signed by the Surveyor to the
effect that the heating coils are completely tight and suitable for loading of the
specific cargo.

4. It is desirable that all heating coils are tested with steam and not compressed air. The
use of steam gives a more realistic test, and is closer to the actual conditions that the
coils will be subjected to when in use. On all vessels where cargo-heating coils are
fitted the tests will be carried out while steam is passing through the coils. A careful
examination will be carried out of all sections especially where the coils pass through
the tank deckhead or bulkheads to adjacent tank.

5. The heating coil return drains at the deck manifold should be carefully examined for
any traces of previous cargo that may have entered the coils. Care should be taken if
previous cargo was hazardous / toxic. Some cargoes are difficult to detect without
test equipment.

6. The above tests should obviously be carried out after the respective tanks have been
washed but even so, gas freeing ventilators should always be rigged and operating to
protect personnel from any vapours that may be produced from the coils or leaks.

6.4.2 CARGO HEATING PRECAUTIONS

It is essential that due care is taken with regards to starting up the cargo heating process.
Tendency is always hurry up and in the process causing damage to the heating coils and may
in worst case scenario result in consequential damage to the Auxiliary boilers.

Procedure:
1. Ensure that all steam inlet and outlet valves on the individual deck manifolds for
cargo and slop heating of all tanks are kept shut.
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2. Open the main stream bypass of the cargo heating system normally located right
forward on deck.
3. Open the cargo heating steam main valve gradually or if there is a warming up
connection than open the warming up valve till such time as the deck heating line is
sufficiently warm when the main valve can be gradually fully opened.
4. Once the cargo heating main steam valve is fully open wait till such time as the main
return line is sufficiently warm and then can only start opening steam return line
valves of the No.1 cargo tanks right forward.
5 Next open very gradually (initially crack and then gradually open fully) steam inlet
valve to the first coil only of the No.1 cargo tanks.
6. Do not open steam to any other coil till such time as the return line of the No.1 coils
on the deck steam manifold of the tank is warm.
7. It is only after the deck return line on this first coil is hot, should the return and inlet
valve of the second set of coils for the No.1 tanks be opened.
8. This process is then repeated with the next set of coils and then the next till such time
as all the coils are open proceeding from the forward most tank and sequentially
moving aft till the aftermost tank.

The entire process of starting up from the time steam is opened to the first forward coil till
the steam for the aftmost coil opened will normally take at least 24 hours or even much much
longer. The process if hurried will eventually result in damage to the heating coils inside the
tanks owing to water hammer generally with the pipes giving way at the deck penetrations.

It is also essential that the filters and steam traps of the individual heating coils are kept
clean and are regularly overhauled preferably prior loading any heating cargo.

6.5 HEATING

Heating instructions will be contained in the voyage orders. Cases sometimes arise where
cargoes are to be delivered to a separate consignee who may issue heating instructions.

Prior to departure from the loading port, the Master is to ensure that clear instructions are
received which detail heating requirements, carriage and discharge temperatures. If no
instructions are received the Master is to contact the Operator and the Management. If
instructions are received requiring the cargo to be heated to temperature above that suitable
for the tank coating, the Management is to be advise immediately.

6.5.1 Cargo is only to be heated on instructions from the Company or the vessels
Charterers. The Company must approve heating instructions from other sources.
Cases have occurred where voyage orders erroneously required cargo heating. In
such cases where the Master is in doubt about the validity of cargo heating, the office
is to be informed. The Chief Officer is responsible for implementing the instructions
for the heating of cargo. The Chief Officer must liase with the Chief Engineer to
ensure that the cargo heating system is available to commence heating the cargo at the
appropriate time. These Officers must plan the total heating operation to ensure that
the specified temperature is reached and maintained with the minimum expenditure of
heat energy and to ensure that there is adequate fuel, and where required, boiler water
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for the voyage. The overall plan must also avoid rapid changes of temperature, which
may adversely affect the quality of the cargo or unduly stress the ships structure.

6.5.2 When putting a steam heating system into operation the piping is to be drained
completely, this will require the opening of the drain cock on the exhaust side of each
coil or on the deck heater. Steam is then to be applied gradually to avoid a water
hammer effect. The drain cocks are to be left open until the water runs clear, to prove
that there is no in-tank leakage. If oil leakage is detected then the affected heating
coil loop is to be blanked off. Leakage after heating has commenced would be
indicated by a heavy consumption of water, or an unexpected increase in a tank
volume. Taking water dips can be used to confirm this.

Deck mounted heaters must be operated according to the manufacturers instructions.

6.5.3 During loading the cargo temperature is to be checked as soon as possible after
loading has commenced. The temperature of the incoming cargo is to be closely
monitored to ensure that the cargo is not coming in at a temperature, which could
damage the tank coating or possible stress the ships structure due to a large
temperature differential between the cargo and surrounding sea water.

6.5.4 CARRIAGE

The temperature of the cargo is to be maintained as instructed in the voyage orders monitored
as detailed in section 4.4.

When opening up steam supply to heating coils it should be done gradually to avoid damage
by water hammer or too rapid expansion.

When heating the cargo during carriage, the maximum increase per day is never to exceed
that given in the voyage.

On the loaded passage cargo temperatures must be monitored on a twice-daily basis when
heating is being applied to the tanks and once per day if the heating is off. The amount of
heat applied to individual tanks is to be adjusted as required according to the readings
obtained. The Chief Officer is responsible for taking and recording tank temperatures, but all
adjustments to the heating system will be the responsibility of the Chief Engineer.

6.5.5 DISCHARGE

The fundamental requirement for discharge of heated cargo is to ensure that the ship arrives
at the discharging Terminal with the cargo at the required temperature.

Unless a very viscous crude oil or fuel oil is carried, the steam to the heating coils should be
reduced on each tank at the commencement of discharge of that tank. Failure to carry this out
will result in a rapid increase of temperature as the ullage increase, which can results in the
cargo pump gassing up.

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If for any reason the discharge has to be temporarily suspended, the manifold valve is to be
shut and the top lines dropped back into the tank(s) being discharged. Depending on ambient
conditions it may be necessary to re-introduce steam heating to maintain the cargo at the
required discharge temperature.

Once the level of cargo has dropped below that of the heating coils, the heating should be
shut off and the tank stripped dry without delay to prevent the cargo cooling to state where it
becomes unpumpable.

During discharge, heating is to continue to assist with drainage. The heat supplied to the
heating coils is to be reduced as the tank level falls and shut off prior to the coils becoming
uncovered. Each tank is to be stripped dry immediately on completion of its bulk discharge
before any cooling takes effect. The number of tanks that are to be discharged as a group, is
to be limited to the number that can be promptly drained, always taking account of the
different cooling effects of the sea on center and wing tanks.

Records of the supply and adjustment of heating to the cargo and of all individual tank
temperatures taken throughout the voyage are to be recorded. All heating coils and deck
heaters must be tested before use, after repairs in three month intervals. The Company must
be informed of any deficiencies. Tests must also be carried out when changing from a low
flash point cargo, or from a dirty to a clean cargo.

6.5.6 COLD CLIMATE CONDITIONS

Some cargoes, which do not require heating in tropical and temperate climates, may require
heating in cold climates.

Heating instructions would normally be given in the voyage orders but if not, it is
recommended that three to four days before arrival, cargo heating is carried out sufficient to
ensure maximum outturn at normal discharge rate. The temperature of the cargo should
never be raised above the loading temperature.

6.6 HIGH POUR POINT OILS

Some high pour point crude oils coagulate when cooled below 24
o
C. Certain fuel oils have a
pour point of 38
o
C / 41
o
C. Heating of these oils must be commenced as soon as the heating
coils are covered during loading and must be continued throughout the voyage, ensuring
arrival at the discharge port with the cargo within the specified temperature range. On
completion of loading, the contents of the deck lines must be drained into a cargo tank to
prevent solidification in the cargo lines. Successful discharge of these cargoes is dependent
on proper draining of the tanks before the oil cools below its pour point. This will be
achieved by stripping individual tanks as soon as possible after the bulk discharge is
complete. In any stoppage, which may occur during the discharge, it is essential to drain the
ships lines down immediately to prevent a blockage forming in the deck lines. On the
completion of discharge all deck lines must be properly drained and pumps and bottom lines
cleared.

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6.7 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
o
C but
crude oil slops must not be heated above 43
o
C as severe waxing can occur after cooling from
temperatures in excess of that figure. Clean oil slops do not generally required 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.

6.8 SPECIAL CARE REQUIREMENTS FOR CERTAIN CHEMICALS

6.8.1 CARGO PROTECTED BY STABILISING ADDITIVES AND INHIBITORS

Certain cargoes may undergo polymerization or decomposition. To prevent this from
happening, during the voyage, small amounts of chemical additive or inhibitors may have to
be introduced into the tank. Inhibitor certificates should be referred to and Charterers
instructions followed.

The temperature of such cargoes must be monitored regularly whilst on passage and should
temperatures be noted to rise independently then it must be assumed that the process of
polymerization has begun and the Company must be advised immediately. Once
polymerization has begun it is a rapid self-perpetuating process and can be extremely
dangerous structurally. A significant example of such a kind of cargo is Styrene Monomer
where the expansion ration is 10 : 1 during the polymerization process.

6.8.2 AGITATION / RE-CIRCULATION

Some chemicals, e.g. Phosphoric Acid, require agitation to prevent separation and different
temperature / density layers from forming. Re-circulating through a diffuser is one method of
agitating the cargo.

6.8.3 COOLING / REFRIGERATION

Cooling, in specialized cases, is required to prevent products from giving-off toxic and
flammable vapours.

Special care requirements are generally documented in the condition of carriage details
contained in the ships Certificate of Fitness and also in the IBC/BCH Codes. The Company
and Charterers are to be consulted if additional information is required.

6.9 WATER RESIDUES

All traces of water are to be removed from the cargo tanks and lines prior to loading as heated
cargoes may have high sulphur content and any water residue may combine and produce
sulphuric acid when can result in corrosion to the ships structure.
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6.10 BUNKERS

The Master is to ensure that sufficient bunkers are on board taking into account the cargo
heating required during the voyage.

6.11 OVERHEATING

Overheating of the cargo and rapid changes in temperature are to be avoided as this may
damage the cargo, cause dangerous evolution of gas or damage the tank coating.

6.12 UNDERHEATING

There have been instances where vessels have arrived at a discharge port with the cargo
underheated, which has resulted, on a subsequent claim from Charterers for a short
OUTTURN of cargo due to the alleged inability of the vessel to pump out all the oil
contained in the ships tank. Other cases have resulted where the vessel has been DL off hire
until the cargo has been heated to the required temperature.

It is therefore important that the cargo is at the correct temperature port. If for any reason the
Master finds that during the voyage he is unable to comply with the charterers heating
instructions, he must immediately inform the Operator and the Management.

6.13 ECONOMICAL USE OF HEATING SYSTEM

Hot water in heating coils has practically no heating value, so everything possible must be
done to avoid condensation in the pipes conveying the steam to the coils. For this reason
steam should be maintained at a temperature to avoid condensation when it enters the deck
steam line.

Economic heating of cargo cannot be carried out unless the deck steam lines to the heating
coil manifolds are effectively lagged. Care must be taken to avoid damage to the lagging and
if damage does occur it is to be rectified immediately.

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CHAPTER 7 - BALLAST

7.1 BALLAST DISTRIBUTION

When the ship is not carrying cargo or is lightly loaded, sufficient ballast must be carried to
ensure that the ships stress, stability, draft, trim and propeller immersion is within
permissible limits to guarantee the safe handling of the vessel in the prevailing or expected
conditions.

In meeting these parameters the vessel must comply, at least, with the requirements of the
IMO, Class (especially appendix to Class Certificate) and Port State Authorities.

In IMO has adopted Resolution A.868(20) Guidelines for the procedures that the Company
view as the most practical to comply with this IMO Resolution are described in this section,
and Masters are to ensure compliance with them. Authorities in Australian, Canadian and US
ports among others require ballast water reporting.

Ballast operations must always be carried out within the capabilities of the vessel and its
systems and if the vessel is unable to follow any of the procedures described below the
Company is to be advised.

The Master is responsible for ensuring that the vessel is correctly ballasted to meet all
conditions anticipated during a ballast or partly loaded voyage and that the minimum draft as
stated in the Loading Manual or as required by the Classification Society is maintained.

While too much ballast should be avoided, sufficient should be carried to ensure good
performance of the vessel at sea and full manoeuvring control when leaving and entering
port. Good performance at sea includes reasonable comfort for the personnel and avoidance
of the ships structure being unduly strained.

The ballast disposition recommended in the vessels Loading and Stability Manual are to be
followed as far as possible and in all cases stress calculations are to be carried out.

In non-SBT tankers, ballast should be loaded in coated or cathodically protected tanks only.
If, for any reason, the Master finds it necessary to carry ballast in unprotected tanks a brief
report giving the reasons for so doing should be made.

7.2 DESIGNATED OFFICER

The Chief Officer is designated to carry out these procedures and maintain all records as
required.

The Master is to ensure the Chief Officer is familiar with the requirements of this section
including IMO Guidelines. The Master must also ensure that all the crew members are given
the instruction and are aware of the need for ballast water control procedures and the
procedures being adopted on board.

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7.3 PLANNING OF THE BALLAST OPERATIONS

Ballast operations are always to be planned in advance by the Chief Officer and entered on
the Cargo Operation Plan. The plan is to be approved by the Master prior to commencing
the operation. In port, the plan must be discussed and agreed with the terminal personnel.

Each vessel must produce a standard plan for a complete change of ballast.

7.4 RECORDS AND REPORTING

When taking on ballast waters, the date and time of commencement and completion of the
ballast operation, ships position, salinity (specific gravity) and amount of ballast water taken
onboard must be recorded in the Ships Deck Log Book.

A report in the format shown in the appendix to IMO Guidelines must be completed by the
Master and made available to the Port State Authority on request. Analysis certificates,
ballast reports and shore receipts must always be kept on board in a separate file.

On tankers, any ballasting or deballasting of cargo tanks are to be recorded, and shore
receipts kept in the Oil Record Book Part II or Cargo Record Book (NLS) as required by
Annex I and II of MARPOL 73/78.

When the Port State Authority water ballast control requirements (e.g. exchange of ballast at
sea) cannot be met during the voyage due to weather condition, operational impracticability,
etc, the Master must report the fact to the Company and the prospective Port State Authority
prior to entering its national waters (economical zone), so that appropriate alternative action
can be arranged.

7.5 CONTROLS APPLIED BY PORT STATE AUTHORITIES

The Master is to check in advance with the local agent, and the latest Port Guide, for any
information on ballast water sediment discharge procedures, being applied by the State
Authorities at an expected port of call. Theses procedures may include, but not limited, the
following control actions:

The non-release of ballast water;

Ballast water exchange and sediment removal at sea or in acceptable areas;

Ballast water management practices aimed at minimising the uptake of contaminated
water in ballasting and deballasting operations;

Discharge of ballast water into shore facilities.

Failure to comply with national requirements may lead to unnecessary delays for the ship. In
some cases penalties may be applied by Ports State Authorities. The vessel may be required
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to proceed to an approved location to carry out the necessary exchange, seal the ballast tanks
against discharge in the Port States waters, pump the ballast water to shore reception
facilities, or prove, by laboratory analysis, that the ballast water is acceptable.

7.6 CONSIDERATION FOR BALLAST CONDITIONS

In determining the correct disposition of the water ballast, the following is to be considered:

a. Distribution of ballast is to be in accordance with recommendations detailed in the
ships concentrations of loads either amidships or at the ends. This applies not
only during the voyage but also during the loading and discharging of ballast
water.

b. Reduction of vibration.

c. Permit rapid discharge at the loading port.

d. Have sufficient draft for safe manoeuvring.

e. Provide the most efficient draft and trim for the most cost effective speed /
consumption.

f. Sufficient trim for effective stripping for any tanks to be washed.

7.7 LOADING OF BALLAST WATER

When loading ballast every effort is to be made to ensure only clean ballast is being taken
onboard and the intake of sediment is minimized. Where practicable vessels are to avoid
taking on ballast water on shallow water areas or in the vicinity of dredging operations.

Vessels must not ballast if at all practicable in areas where there is a known outbreak of water
communicable diseases or where phytoplankton blooms are occurring.

It is recognized however, that when vessels trade to river or estuary ports, intake of some silts
and sediments is unavoidable. In such situations the amount of silt taken on board can often
be substantially reduced by planning to ballast on the flood tide when the suspended silt
levels are normally lower.

Vessels taking on ballast in river or estuary waters or any other areas where the purity of the
water is in doubt, including areas of portable contamination from chemicals, disease,
pathogens etc. must follow the control procedures as described below.

When segregated ballast has been loaded in stilted or otherwise polluted water, the ballast is
to be changed as soon as possible after leaving that port. It is also essential that this is carried
out to prevent the build up of mud in ballast tanks which may reduce the vessels cargo lifting
capacity.

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Whenever possible the initial filling of the ballast tanks should be running in from the sea by
gravity in preference to pumping in.

In general, segregated ballast tanks are to be filled to 100% capacity but not be overflowed.

7.7.1 DISCHARGE OF BALLAST WATER

No ballast is to be discharged in the continental shelf, coastal or port waters where ballast
water and sediment control measures are being applied by State Authorities, the ballast water
and sediment control procedures have been followed, or acceptable alternatives have been
adopted.

The effectiveness of the vessels procedures may be verified by Port State Authorities taking
samples of ballast water and/or sediments from the vessel, to test for the continued survival of
unwanted aquatic organisms and pathogens. Such samples may also be taken from suction
wells, chain lockers and other areas of such samples is completed. The Master is to ensure
that relevant written authorization is obtained from the Port Authority prior to discharging
any ballast to coastal waters of any country that exercises ballast control measures.

Shortly after commencement and during discharge of any ballast overboard the surface of the
sea is to be checked frequently to guard against accidental pollution.

Whenever possible, initial deballasting of SBT is to be by gravity in preference to pumping
out.

7.7.2 BALLASTING OF CARGO TANKS

In non-SBT (Conventional) tankers, and for SBT tankers in some instances for heavy
weather, it is necessary to ballast cargo tanks to achieve a safe condition for the vessel. In
such cases the ballast is only to be loaded into cargo tanks designated for this purpose by the
Class Certificate or approved ships Loading Manual, Trim and Stability Book or Dedicated
CBT Operations Manual. These tanks are normally provided with necessary corrosion
protection and structural reinforcement. No departure from the approved manual
requirements is permitted without Company approval.

The ballasting is normally carried out at discharge berth during or after completion of
discharge. The following precautions must be taken into account:

All relevant tanks, lines and pumps are to the thoroughly drained of cargo and the
tanks crude oil washed, if applicable, before loading of ballast water.

The cargo tanks venting system must be correctly set up for the required operation.

The lines are to be checked by the responsible officer and a cargo pump is to be used
and a vacuum obtained prior to opening sea valves. The vacuum is to be maintained
on the pump suction side until a proper discharge pressure is obtained and ballast is
filling to the required tanks.

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The overside area is to be observed during each opening of sea valves.

Clean ballast is to be loaded and dirty ballast discharged as soon as the voyage circumstances
permit.

On vessel classed as SBT, ballast must only be loaded into segregated ballast tanks. Where
the Master considers that additional ballast is necessary as permitted by MARPOL 73/78,
then the regulatory requirements are to be complied with.

If it is necessary to mount special spool pieces in order to carry out ballasting of heavy
weather cargo tanks, the spools are to be removed as soon as such ballasting is completed.

7.7.3 HEAVY WEATHER BALLAST

Additional ballast to meet the requirement of heavy weather is to be taken whenever the
Master considers it necessary. Should additional ballast be required because of severe
weather conditions, particular attention shall be given to avoiding slack tanks and to minimise
longitudinal stresses.

7.7.4 TRANSFERRING BALLAST

When tank cleaning, transferring or discharging ballast, care must be taken to ensure that the
stress imposed on the ships structure remains within prescribed limits.

7.8 BALLASTING WATER EXCHANGE AND SEDIMENT REMOVAL

The most realistic and practical method for the control of transportation of marine organisms
and to control sediments, is to exchange ballast water in deep ocean or open sea areas. This
will limit the probability that fresh water or coastal species will be transferred in the ballast
water. The responsibility for deciding on such action rests with the Master. The Master must
contact the Port State Authority of his next port via the agents and determine if special
control actions are required.

The exchange is to be conducted in water depths greater than 2000 metres, or in those cases
where this is not possible, exchange of ballast water is to be made will clear of coastal and
estuary influences.

Draining of each tank is to be done until pump suction is lost. This will minimize the
likelihood of residual organism survival. The tank is then to be flushed over the bottoms by
refilling (if possible by gravity) to approx. 0.5 metre depth, twice, each time followed by
complete draining until pump suction is lost. The tank is then to be refilled. The
effectiveness of this flushing can be increased if the vessel is on a course that causes the
vessel to roll slightly, however, the vessel must not deviate greater than 15
o
from the intended
voyage course during the time of flushing.

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When heavy sedimentation is observed after visual inspection, then manual sediment removal
may be undertaken. Tanks shall be inspected visually for sediment build up at least once
every three months wherever practical, and sediment build up recorded on the tank condition
report, which is to be forwarded to the Company.

7.8.1 FLOW THROUGH EXCHANGES

When a vessel cannot conduct a complete ballast change, a flow through (through ballast
tank vents) exchange of ballast water may be an acceptable alternative for some tanks,
however, it has little effect on sediment control.

Due to the risk of building up the pressure in ballast tanks, and the possibility of damage to
vent heads, screens, etc. this procedure would require Administration (Classification)
approval and must not be attempted without prior special considerations and authority of the
Company. Modification of tank venting arrangements may be necessary to avoid damage to
the vent heads and screens.

7.8.2 EXCHANGE OF BALLAST WATER IN CARGO TANKS

Generally non SBT tankers are designed to discharge dirty ballast and load clean ballast
simultaneously, and the stability and stresses involved are designed to be within limits, if the
operation is carried out as per vessels loading manual.

In some instances however the pipeline/valve system design does not allow simultaneous
ballasting and deballasting of tanks and it will be necessary to carry out these operations
alternatively. It is important that all persons are warned of the increased draft that can occur
in these circumstances on what is otherwise regarded as a ballast passage.

Clean ballast tanks will have undergone the process of tank cleaning. The process is
considered sufficient to satisfy the sediment control procedures (tank bottom flushing). If,
however heavy sedimentation is observed after visual inspection then manual sediment
removal may be undertaken.

Before loading clean ballast, the relevant tanks, lines and pumps are to be properly washed
and drained. The responsible officer is to ensure all valves are correctly set, prior to the
commencement of loading clean ballast into a tank. Soon after commencement the surface of
the water in the tank(s) must be visually observed or a sample drawn from the tank, to ensure
that the clean ballast is not oil contaminated.

Dirty ballast is to be processed and discharged in accordance with the current editions of
Clean Seas for Oil Tankers and the MARPOL 73/78 Annex I and II regulations.

The discharge of ballast from cargo tanks whether dirty or clean is to be carried out with the
Oil Discharge Monitoring Equipment (O.D.M.E.) in operation. During the discharge of dirty
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ballast overboard the performance of the O.D.M.E. is to be checked by frequent visual
inspections to guard against accidental pollution.

When the overboard discharge is stopped by the monitoring equipment, the remaining oily
water is to be retained and transferred to the primary slop tank for settling. Any line flushing
necessary is to be made into the slop tanks. After settling of the slop tanks the free water is to
be decanted to sea via the O.D.M.E. and on completion any lines used are to be stripped into
the primary slop tanks.

7.9 OPERATION OF SEA VALVES WHEN BALLASTING CARGO TANKS

To prevent oil from leaking overboard by way of the sea suction. When commencing to take
ballast pumproom, line and tank valves are to be properly set, and the pumps are to be run
at minimum speed to establish a vacuum on the sea line before the sea valves are opened. In
order to establish this initial vacuum on the sea line in Vessels fitted with centrifugal cargo
pumps, it is necessary to use the stripping pump in the vapour line of the main cargo pump
unless a gauge indicates that a vacuum exists.

Reference is to be made to ICS / OCIMF publication Prevention of Pollution through
Pumproom Sea Valves.

7.10 BALLAST SAILING

Delays must be avoided whenever possible and on completion of discharge the ship is to
vacate the berth without delay. The quantity of water ballast taken alongside should the
minimum required either to enable the ship to proceed to a safe anchorage where balance can
be loaded, or should no anchorage be available, to enable the vessel proceed in safety while
completing ballasting en route.

The quantity of ballast taken at the berth is dependent on prevailing conditions, and is at the
discretion of the Master.

7.11 BALLAST ARRIVAL

The total quantity of ballast on board should be the minimum necessary to ensure safe
handling and navigation in the prevailing conditions and to comply with local regulations and
Terminal requirements.

Subject to the requirements of MARPOL Annex 1 the vessel must endeavour to arrive at
loading terminals with clean ballast on board unless otherwise instructed by the Operator /
Charterers.

7.12 BALLAST ON DRY-DOCKING

The Management will give guidance as to the trim and draught requirements for entering dry
dock. The docking conditions contained in the vessels approved Loading and Stability
Manual should form the basis of the dry-docking pattern.

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The disposition and quantity of all ballast, bunkers and fresh water on board at the time of
taking the blocks is to be recorded in the Deck Log Book.

7.13 DISCHARGE OF BALLAST WATER

No ballast is to be discharged in the continental shelf, coastal or port waters where ballast
water and sediment control measures are being applied by State Authorities, the ballast water
and sediment control procedures have been followed, or acceptable alternatives have been
adopted.

The effectiveness of the vessels procedures may be verified by Port State Authorities taking
samples of ballast water and/or sediments from the vessel, to test for the continued survival of
unwanted aquatic organisms and pathogens. Such samples may also be taken from suction
wells, chain lockers and other areas where sediment may accumulate. In certain cases
discharge of ballast will not be permitted until analysis of such samples is completed. The
Master is to ensure that relevant written authorization is obtained from the Port Authority
prior to discharging any ballast to coastal waters of any country that exercises ballast control
measures.

Shortly after commencement and during discharge of any ballast overboard the surface of the
sea is to be checked frequently to guard against accidental pollution.

Whenever possible, initial deballasting of SBT is to be gravity in preference to pumping out.

7.13.1 DEBALLASTING OF CARGO TANKS

In some cases the discharge of ballast would be made concurrently with the loading of cargo
in other groups of tanks. In such cases double valve separation shall be maintained between
the cargo being loaded and the ballast discharge. All valves necessary to maintain this
separation shall be positively verified to be tight, prior to arrival at loading port. All lines
must also be in good condition and free from leakage.

The discharge of clean ballast from cargo tanks overboard is to be carried out with the
O.D.M.E. in operation and all details of such operations are to be entered in the Oil Record
Book Part II.

Before discharging any clean ballast, the surface of the water in cargo tanks must be
examined visually, or by taking surface samples. This is to detect the presence of any oil, and
if oil contamination is discovered it, must be treated as dirty ballast. These checks are also to
be made well before arrival at the loading port, in order to avoid substantial delays and costs
that might occur. In particular the vessel may not be allowed to deballast and will be liable to
large fines. A small quantity of ballast is to be discharged prior to arrival to verify the
cleanliness of lines and pumps.

The discharge of clean ballast must use the same lines and pump throughout from the
commencement of deballasting. If other pumps (i.e. stripping) are necessary to drain tanks,
then the pump shall be discharging slowly throughout the deballasting.

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7.13.2 DISCHARGE OF BALLAST WATER TO SHORE RECEPTION FACILITIES

Some terminals are already adopting this practice and have done so for many years, as local
conditions do not allow any discharge of ballast whatsoever.

The Master is to check with the terminal of any requirements for shore based discharge of
ballast through voyage orders, agents instructions, Guide to Port Entry, etc. If there is any
doubt the Company must be referred to for advice, well before arrival.

Generally SBT vessels are not provided with a direct means to discharge ballast ashore. In
this case it will be necessary to either:

Fit a spool piece between the cargo and ballast suction piping, and to use a cargo
pump for discharging of the ballast to the manifold. For this purpose the following
precautions shall be taken:

- All cargo system valves that isolate the cargo being loaded, from the ballast
being discharged shall be pressure tested and verified tight.

- Two valves separation between cargo and ballast is to be maintained. In most
cases this will require careful planning of the loading and deballasting
operation to ensure, the requirement is met.

- The spool piece is to be removed and pipes blanked immediately on
completion of the deballasting operation.

Load ballast in cargo tanks and discharge all ballast tank water in deep ocean areas
prior to arrival, with particular reference to Company approval, if tanks not normally
designated for ballast water are to be used. Two valves separation is to be maintained
between the tanks being loaded and deballasted. These valves are to be tested and
verified prior to the operation.

7.13.3 SAMPLE ANALYSIS CERTIFICATE

Vessels may avoid ballast changing in some circumstances by having their ballast water or
harbour source samples analysed by a laboratory at the departure port. Where the analysis
shows the ballast or sediment to be free from unwanted aquatic organisms or pathogens an
analysis certificate is to be provided by the Master to the Port State of arrival. This must be
carried out by fax several days prior to arrival in case the analysis is rejected, so that the
ballast change procedures can be applied prior to arrival.

7.14 MANUAL REMOVAL OF SOLID ELEMENTS

Care is to be taken when manually removing sediments while the ship is in port or in
continental shelf waters, to ensure sediments are not discharged into these waters. Sediments
must be disposed of ashore and processed according to the local requirements. A log book
entry is to be made and receipts obtained.

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This part applies to solid sediment discharges, and does not affect sediments that can be
removed from the chain locker or wells by hand hosing.

7.15 BALLAST OPERATION PRECAUTIONS

7.15.1 PERSONNEL SAFETY

If tank entry is required to affect the taking of samples, carrying out a ballast tank inspection,
or for manually removing solid sediments, then all the safety precautions and Entry into
Enclosed Space Entry Permit Form requirements must be complied with.

7.15.2 SHIPS SAFETY

When planning and carrying out operations with ballast waters, the following factors must be
taken into account:

Shear Force and Bending Moment

Stability and Free Surface Effect

Slack Tanks

Torsion Loads

Draft and Trim of the Vessel

The Ships course and speed is to be properly set depending on the prevailing weather
conditions.

Sufficient personnel must be available to allow safe monitoring of the operation.

7.15.3 BALLAST TANKS VENTING SYSTEM

If it of paramount importance that all segregated and permanent ballast tank vents are
properly set up and in good condition prior to any ballast operation. All vent closures that are
capable of manual operation must be in the open position. The original design venting
capability must be available at all times.

The vents are to be further checked soon after starting the operation to confirm that the tanks
are venting freely. Improperly set ballast vents can result in severe structural damage to the
vessel.

Vent screens are to be kept free from paint as this can seriously reduce their volumetric
capacity.

Great care is to be taken in conditions where icing is occurring. In certain circumstances
screens on ballast icing can block tank vents. During ballast operations in such conditions,
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the responsible officer is to ensure that all precautions are adopted to ensure the free venting
of ballast tanks, and that regular checks are made to ensure continuous free venting
throughout the operation.

7.15.4 PUMPING LIMITATION

During pumping of ballast care must be taken not to operate the pumps above the maximum
safe rate. In this respect the ballast pump capacity must be borne in mind with respect to the
maximum ballasting rate of any given tank or sets of tanks.

When ballasting at sea in heavy weather, there is a significant risk to personnel on deck and it
may be more prudent to run in the ballast by gravity to a number of tanks.

7.16 CATHODIC PROTECTION

Uncoated clean ballast tanks have a sacrificial zinc anode system fitted to protect the entire
tank structure.

Uncoated dirty ballast tanks have a sacrificial zinc anode system fitted to protect the bottom
shell plating only to guard against pitting.

CBT product carriers with coated tanks have anodes fitted in designated ballast tanks,
sufficient only to protect the tank coatings and the underlying steel in the event of a coating
breakdown. Care must be taken to avoid over protection in the tanks as this can lead to
coating breakdown.

It is important that ballast is loaded into protected tanks only, and any deviation from this
requirement in order to affect ballast control procedures must received approval from the
Company.

If loading ballast into tanks fitted with cathodic protection in a freshwater river or estuary it is
also important to change the ballast at sea as soon as practical in order to achieve the full
effect of the cathodic protection system.

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CHAPTER 8 : TANK CLEANING

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

Tank cleaning instruction for vessels on voyage charter will normally be taken from the
industry guides provided on board and requested from company if required.

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 ships 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.

8.1 SAFETY

These instructions are to be read in conjunction with the relevant documents relating to tank
cleaning, and where applicable inerting, listed in the Publications Index.

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.

NB 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 whose arc of operations 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.

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.

The safety procedures to be followed during tank cleaning operations are detailed in the
International Oil Tanker and Terminal Safety Guide.

On vessels fitted with an inert gas system, tank cleaning shall always be conducted with the
tanks in an inert condition.

On vessels without an inert gas system, tank cleaning is only to be carried out according to
the guidelines in the current edition of the ISGOTT Guide.

TANK CLEANING IS NEVER TO BE CARRIED OUT IN AN OVER RICH
ATMOSPHERE.

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8.2 RESPONSIBILITY

The Chief Officer is responsible to the Master for the supervision of the tank cleaning and gas
freeing operation and for ensuring the safe preparation of the cargo tanks, lines, pumps and
vents in readiness for the cargo(s) to be loaded.

The Chief Officer is responsible for the maintenance of all tank cleaning and gas freeing
equipment.

8.3 REASONS FOR CLEANING

Cargo tanks are to be cleaned for the following reasons:

a) Meet clean ballast requirements.
b) Meet cargo requirements.
c) Gas free for sludge removal.
d) Gas free for maintenance, repairs or inspection.
e) Gas free for dry dock.

Whilst it is necessary to clean for these reasons, excessive and unnecessary tank cleaning
must be avoided. Excessive tank cleaning leads to accelerated corrosion and is a waste of
fuel and manpower resources.

Vessels engaged in the Crude and Dirty Petroleum Products trades should not tank clean in
anticipation of a change of trade until orders are received to this effect.

8.3.1 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 to 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.

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Instructions to cleaning personnel.

8.3.2 PREPARATION OF TANKS IN CLEAN PRODUCT CARRIERS

The products carried on 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 and, provided a tank is effectively drained 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.

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 /
pipework repairs or coating maintenance is required then the tanks must also be gas freed.
Any scale deposits must be removed.

In 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 drydocking or
repairs or whenever a special degree of cleaning is required, and when necessary to avoid
operational delay.

When the ship is cleaning for drydock repairs, all tanks, lines and pumps, together with any
pipework 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. Pumproom bilges and
cofferdams must also be thoroughly washed and gas freed. Whenever there is persistent oil
in these compartments, they must be washed into a shore facility slop tank line or sump.

8.3.3 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. The cargoes
under this heading are all known as persistent oils, the discharge of which is prohibited at sea,
and residues must be retained for discharge ashore or kept segregated on board.

As with clean products, it is necessary to clean the 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 structure at low temperatures and these
can cause serious contamination of lighter fuels and gas oils. When washing such tanks, the
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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 drydock repairs, all tanks, lines and pumps must be
thoroughly washed with hot water and gas freed until all oil and gas has been removed.
Pumproom 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 drydock or
repairs, carry a buffer cargo of fuel oil, due to the high level of slops generated when washing
Orimulsion.

8.3.4 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 drydock or ballast passage repairs whilst the
vessel is in service.

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.

8.4 TEMPERATURE OF TANK CLEANING WASH WATER

To keep down corrosion and reduce the possibility of static generation tanks should be
washed with ambient temperature water. The decision as to whether to use hot or cold wash
water will depend upon the grade or cargo that has been discharged and the grade of cargo to
be loaded.

Should it be necessary to tank clean with hot water, either as preparation for particular cargo,
or to remove exceptionally heavy wax deposits or sludge, a constant temperature of 70
0
C will
give the best results providing this temperature will not damage any tank coating.

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8.5 PRESSURE OF TANK CLEANING WASH WATER

Efficient tank cleaning can only be achieved by the use of high-powered water jet hitting the
tank structure. The use of chemicals and/or hot water may assist this operation but the main
criteria is always the action of the high powered jet.

It is therefore essential to ensure that the water pressure is adequate and a press of 10 bar
should be maintained during tank cleaning wash cycles.

The time cycle of a washing machine varies in proportion to the pressure and it can therefore
be seen the higher the pressure the shorter will be the time required to complete a full
washing cycle.

Manufacturers instructions and cycle charts should always be consulted and the maximum
pressure aimed for. The total throughout of all washing machines in use is to be governed by
the vessels stripping capacity for the tank being washed.

8.6 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.

8.7 WASHING COATED TANKS

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

8.8 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 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.

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No unauthorized personnel allowed on deck.

Other requirements as per the current edition of the ISGOTT guide.

8.9 TANK CLEANING MACHINES

Tank cleaning machines are to be properly maintained by the Deck Department. Repairs and
maintenance are to be carried out in accordance with Manufacturers instructions.

8.10 TANK CLEANING HOSES

Tank cleaning hoses are to be checked with an AVO-meter for electrical continuity before
each tank cleaning operation. Hoses must be dry when tested. Readings should be below 50
ohms / 15 meters.

If the reading is above this figure or the bonding is suspect, a bonding wire should be fitted
and the hose retested.

No hose is to be used if the reading is above the 50 ohms / 15 meters figure.

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 metre length.

8.11 GAS FREEING FANS

Portable gas freeing fans are provided on all vessels. These fans may be driven by
compressed air, steam or water.

These portable fans fit the Butterworth opening and may be used in either a supply or
extraction mode.

8.12 INERT GAS VENTING

In vessels fitted with flue gas inert gas system, the two supply fans can be changed to supply
fresh air through the inert gas piping system.

When gas freeing with this equipment care must be taken. Ensure that the tank and main
cargo lines are properly drained and that the level of any liquid that may remain in the tank is
below the main suction. The manufacturers operating instructions are to be closely followed
at all times when using the equipment.

8.13 TANK CLEANING FOR DRY DOCK

On completion of discharge all bottom lines should be flushed through to wash out each
section of pipeline. Sufficient water should be introduced into each tank in order to
completely clean the cargo lines and flush the tank bottom.

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Particular care must be taken to pump water through all pumproom sea valves and suction
crossovers in addition to thoroughly washing the whole pipeline system including all cargo
pumps. Every valve in the system should be fully opened during the process, otherwise oil
may remain at a dead-end of the system. Opportunity should be taken during the washing
of the pipeline system to test cargo valves and glands and any defective items noted.

Minimum ballast required for sailing should be taken and the number of tanks to be ballasted
is to be sufficient for navigation on leaving the port bearing in mind navigational hazards as
well as the tidal and climatic conditions.

Clean oil vessels, when programmed to dry dock at a port which entails a sea passage from
the final discharging port, should clean tanks and arrive gas-free with clean ballast onboard.

The Company will arrange slop reception facilities as required.

Whether or not work is to be done in the cargo tanks during dry-docking. The heating coils
must be blown through by steam, so that should it be necessary to remove coils for repairs, or
allow access to other parts, any oil that may have leaked into the coils, will have been cleaned
out.

Special care should be taken in tanks where hot work is programmed.

8.14 DISPOSAL OF RESIDUES BY RETENTION ON BOARD FOR DISCHARGE
ASHORE PRIOR TO LOADING AT THE NEXT PORT

Instructions will be issued by the charterers / operator if this procedure is to be adopted. Oil
residues from tank washings and dirty ballast should be retained on board in the slop tank,
but in this case final water content on arrival at the loading port is not critical. However, to
avoid ballast delays it is obviously necessary to arrive with as little water as possible. There
are two possible sources of difficulty in implementing this instruction:

a) Uncertainty as to the next port of destination, which may exist until late in
ballast voyage.

b) Ships, which have discharged cargoes with a high wax content or having
exceptional high viscosities may experience difficulties in maintaining the
residue in a fluid state in the slop tank, consequently the disposal of the
residue into shore tank may give rise to problems. These cargoes are carried
only in ships having a big heating capability. It is obvious that the heating
efficiency of ships and employment of the right technique will be important
factors.

Maintenance of the proper heat on the cargo during the loaded voyage and the discharge
period will ensure the amount of residue to be dealt with on the ballast voyage is reduced to a
minimum. Covering tank bottom with water and heating prior to the commencement of
machine washing may prevent or reduce solidification of residue through contact with the
cold tank bottom.

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Heat will almost certainly need to be kept on the slop tank during the ballast voyage and care
will be necessary to avoid excessive water in this tank as this may prevent transmission of
sufficient heat to keep the surface layer of waxy residue in a fluid state.

8.15 DISPOSAL OF RESIDUES BY RETENTION ON BOARD FOR ADMIXTURE
WITH NEXT CARGO

Whenever possible this will be the normal procedure adopted and is accepted at most crude
oil loading terminals with the possibility of the following exceptions

a) Ships programmed to carry crude cargoes for third parties or for sale to
customers other than those under the direct interest of Charterers.

b) Certain crude oils, which cannot, for quality reasons, be loaded on top of
retained residue.

The Operator / Charterers will advise on each voyage policy with regard to oily residue.

Solid matter, sludge, etc. collected by hand from the tank bottoms cannot be disposed of by
dumping at sea unless the oil content is below that of the 30 litres per mile criteria. If sludge
is suspected in a tank then additional cleaning should be carried out to remove the oil content
in the sludge utilising heat if necessary. The final sludge remaining should then consist
mainly of scale and sand which may be discharged at sea providing the requirements of
MARPOL Annex 1 are complied with.

8.16 DISPOSAL OF RESIDUES BY RETENTION ON BOARD FOR DISCHARGE
ASHORE AT A PORT OTHER THAN THE NEXT LOADING PORT

Voyage instructions will specify if this is to be followed. This procedure may be adopted
where reception facilities for slope do not exist at the loading port and where the retained
residue will impair the quality of oil to be loaded. Under these circumstances the ship may be
diverted to another port for slop disposal before proceeding to the loading port as
programmed, or may be instructed to retain slops of disposal at a subsequent port. It will be
appreciated that in the latter case the water content must be reduced to a minimum to enable
the greatest possible capacity to be available.

8.17 LOAD ON TOP PROCEDURE (L.O.T.)

Full reference is to made to the ICS / OCIMF publications Clean Seas Guide for Oil
Tankers.

Where residues are retained on board and an L.O.T. procedure is to be carried out, it is
essential that sufficient space remains in the slop tank to ensure complete admixture with the
incoming oil. On no account are slops to remain segregated unless specific instructions are
received from the Operator / Charterer for this procedure to be effected.

As a guideline, the total amount of oil in the slop tank after loading must be equal to at least
twice the amount of slops retained on the tank-cleaning voyage. If the total amount of slops
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exceeds 50% of the slop tank they should be transferred to a larger tank before loading
commences.

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CHAPTER 9 : CRUDE OIL WASHING

9.1 GENERAL INFORMATION

The concept of crude oil washing (C.O.W.) for cleaning tanks previously contain crude oils
was initially developed for commercial and environmental reasons, which include:-

a) Increased cargo recovery (Improved outturn)
b) Less deadweight loss (Reduced sludge and wax residues)
c) Reduced workload at sea (Less tank washing)
d) Less corrosion
e) Reduced time in preparation tanks for dry-docking / repairs, etc.
f) Pollution Control

Almost all crude cargoes result in deposits of sludge on tank bottom and other structures in
the tank. Typically at least 50% of this residue sludge will reside on members other than the
tank bottom. This sludge consists mainly of waxy and asphaltic constituents of the crude oil
and if allowed to settle may lead to serious problem through impeding drainage.

Delays caused by tank washing can be minimized by careful advance planning and avoiding
over-washing. A totally successful Crude Oil Wash (C.O.W.) program pre-supposes all
cargo pumps, washing equipment and the Inert Gas Plant to be in good working order.

Ship specific C.O.W. manual to be used as a guideline for crude oil washing.

The additional time used in recirculating the cargo for oil washing will be:-

a) Least when the shore backpressure limits are reached while the ship is still
below its full pumping capacity.
b) Most when the ships discharge is not limited by shore.

A complete C.O.W. of the vessel need only be carried out at the final discharge port prior to
proceeding to dry dock.

The tankage to be Crude Oil Washed must always be maximized (Terminal permitting) to
ensure minimize sludge / wax and cargo loss.

No ballast is to be loaded into tanks that have not been C.O.W. in the cargo discharge prior to
ballasting. The designated clean ballast tanks will also have to be, in addition, water washed
to clean ballast discharge standard. Water washing of crude oil washed tanks, however,
should be kept to the absolute minimum.

Prior to commencement of any C.O.W. the O2 content within the tanks must be tested. If O2
level are greater than 8% C.O.W. must NOT be started or continued until tank(s) have been
purged with I.G. to reduce the O2 level.

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The general requirement during C.O.W. is for an O2 level below 8% in tanks corresponding
to an on-line O2 of below 5%. Certain terminals however, have rather more stringent
requirements. If a vessel is discharging at such a terminal, strict compliance of all terminal
requirements and regulations must be complied with.

No C.O.W. is to be carried out in any tank unless there is a good positive I.G. pressure within
the tank(s) to be washed. At least 100 mm. WG is the absolute lower limit.

No. C.O.W. is to be carried out at any terminal unless WRITTEN permission has obtained
from those in authority at that terminal.

Use of portable C.O.W. equipment is strictly forbidden.

It is the Managements policy to co-operate closely and fully with the Charterer and Owners
of vessels. In the event of your Charterers or Owners requesting you to cancel or vary your
C.O.W. programme, you may do so as long as such request does not involve a lowering of
safety standards as specified in these instructions. In all such circumstances the Management
should be immediately informed giving full details of the circumstances.

After completion of discharge and C.O.W. operations, all tanks must be purged with inert gas
to reduce the level of hydrocarbon gas to below the Lower Flammable Limit. It should be
noted that most ports will not permit purging or gas freeing whilst alongside or in port as a
Safety and anti-air pollution measure.

Purging must be carried out as soon as practicable after the vessel has departed from the last
discharge port. With a multi-port discharge any tanks that have been emptied should be
purged as a Safety Measure between ports. When all tanks have been purged, the inert gas
system can be shut down. Depending on the length of the ballast passage it may be necessary
to use the I.G. plant to ensure positive pressure within the tanks at all times. During the
purging of the cargo tanks full safety precautions must be maintained, as this is a very
hazardous period.

Water washing should be kept to a minimum. After a crude oil wash no water washing is to
be done other than that required to:

a) Bring tanks for clean ballast to a satisfactory standard.
b) Clean tanks that have been designated for tank maintenance or inspection to a
safe entry condition.

When oil washing during discharge has not been possible only those tanks to be used for
clean ballast should be water washed. If however, oil washing has not been possible on
consecutive discharges water washing of other tanks must be considered for the purposes of
sediment control.

9.2 RESPONSIBILITY

1. The Master shall be, at all times, totally responsible for ensuring a safe and efficient
C.O.W. operation
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2. The Chief Officer is responsible to the Master for planning the C.O.W. programme
and its implementation. All C.O.W. programs drawn up by the Chief Officer must be
fully discussed with the Master and his approval obtained before proceeding with
C.O.W.

3. The Chief Officer must ensure that all other personnel actively engaged in the C.O.W.
program fully understand their role and areas of responsibility. A clear detailed
schedule and diagram of the C.O.W. programme must be drawn up which include
stress and bending moment calculations for the entire discharge period.

4. The Chief Engineer shall be responsible for the efficient operation of the Inert Gas
plant at all times during the C.O.W. programme. The Chief Officer and Chief
Engineer must also discuss the programme so that each understands the requirements
of the other.

9.3 TANK ATMOSPHERE CONTROL

1. Hydrocarbon gas burns in air when its concentration is within the flammable range
that is between the Upper and Lower Flammable Limits. If the concentration of
hydrocarbon gas is above or below these limits it will not burn because it is either
over rich or too lean. An over rich mixture will enter the flammable range when
diluted sufficiently with air.

2. The gases given off by crude oil cargoes consist of mixtures of a number of individual
hydrocarbon gases each of which has its own flammable limits. The flammable limits
of a particular mixture, therefore, depends on the relative proportions of these
individual gases and thus varies with the type of crude oil. However, for practical
purposes, the limits of flammability of such mixtures are generally as follows:

3. Upper flammable limit (UFL) : 10% (10% gas, 90% air)

4. Lower flammable limit (LFL) : 1% (1% gas, 99% air)

5. These flammable limits are for petroleum gas mixture in fresh air, which contains
21% oxygen. If the oxygen content is reduced the range of flammability becomes
narrower until the mixture becomes non-flammable because there is insufficient
oxygen present to support combustion is 11% and this is irrespective of the petroleum
gas composition or concentration.

6. The main constituent of air is nitrogen (78%). This is an inert gas and will not
support combustion. Boiler flue gas also consists mainly of nitrogen and with good
combustion conditions in the boiler, the oxygen content of the flue gas can be
maintained below 8%. It can therefore be used to make the tank atmosphere non-
flammable.

9.4 PRIOR TO ARRIVAL AT THE DISCHARGE PORT

Prior to arrival at the discharge port, the following must be carried out:
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1. The inert gas system must be tested to ensure that all components and instruments are
operating properly. Both the fixed and portable instrumentation must be tested and
fully calibrated.

2. Fixed tank cleaning lines must be tested to a pressure of 12.5 Kg/cm
2
or as required
by ship specific cargo operational manual and any leakage in valve glands, joints or
couplings, etc., made good. Enter this test in the deck log book.

3. The tank-washing heater must be isolated by closing and lashing the valves on both
sides, and the by-pass valves opened.

4. All crew members must be properly instructed as to the procedures to be follow
during the C.O.W. operation. A C.O.W. schedule should be made up, approved by
the Master and reviewed by all concerned.

5. Authorities and the vessels agents must be advised by cable, telex or fax of the
vessels intention to C.O.W. concurrent with the discharge operation. Instruct the
agents to inform all the Port Authorities concerned and to advise when permission has
been granted. Advise also the Management so that in case of difficulties the matter
can be readily acted upon.

9.5 PRIOR TO CRUDE OIL WASHING

No C.O.W. is to be started until the Master has satisfied himself that the following has or will
be complied with:

1. The WRITTEN confirmation has been obtained from the Terminal authorities to carry
out the C.O.W. programme. (If the Terminal refuses permission for crude oil washing
though no fault of the vessel, issue an immediate protest and ensure that it is signed
by the relevant authorities and advise the Management and Charterers)

2. That the Inert Gas system is producing gas with the proper oxygen content, i.e. less
than 8% (some terminals require 5%).

3. That the C.O.W. programme as previously discussed and agreed is to be directly
supervised by the Chief Officer. C.O.W. checklist as mentioned in Annex 3 complied
with.

4. That during the entire period of C.O.W. operation one additional crew member shall
be added to the normal deck watch whose SOLE responsibility is to make continuous
rounds of the deck area to ensure that no leaks that may develop go undetected. This
crew member must be supplies with an operational VHF set to ensure communication
between the cargo control room, and the deck watch, is maintained at all times during
the washing operation. It is most important that the designated crew member is fully
conversant with the operation of the VHF set in use.

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5. That the supply of crude oil to the fixed machines is to be drawn from tanks that have
already had their bottom pumped out. This is to prevent the possibility of driving
the washing machines with crude that may contain a large percentage of water, which
would subsequently create higher than normal static electricity build up. If cargo
from the vessels slop tank is to be used then these tanks must first be discharged and
then refilled with fresh crude.

6. If during the washing operation any leaks develop in the fixed piping system, or at
any time there is any doubt as to the proper operation of the vessels inert gas system,
then the operation is to be immediately terminated until the problem has been
rectified.

7. The tank ullage float gauge (if fitted) MUST be raised to the housed position before
the tank washing machines are actuated. During the washing operation of each tank it
will be necessary from time to time to ascertain if the tank bottom is being kept dry.
This can only be done by lowering the tank gauge. Before the gauge is lowered
ensure that the washing machines adjacent to the gauge have been shut off. Failure to
do so will result in the gauge being damaged.

8. Tank bottom soundings to be taken to taken to ascertain existence of sludge. If
required an extra bottom wash to be given.

9. Usually a good trim is recommended for C.O.W. However for certain tanks, towards
the after part of the ship may require less trim depending upon the shape of the tank.
Ship specific C.O.W. manual to be referred for optimum results.

10. In case of heavy accumulation of sludge in a particular part of the tank, it is usually
possible to direct one of the tank cleaning machine continuously for sometime in that
direction to sweep away the sludge.

9.6 PRECAUTIONS AFTER CRUDE OIL WASHING

1. On completion of the C.O.W. the valves between the discharge line and the tank
cleaning line must be securely SHUT and LASHED.

2. The fixed deck tank washing line MUST be drained of crude oil. This is best
achieved by opening one of the washing valves to the slop tank and another valve at
the foremost end of the line, i.e. one centre tank. Do no forget to drain all the branch
lines by dropping each section into the tank it serves.

3. After the tank washing lines have been drained. The entire system must be shut
down.

4. In accordance with established procedures all tanks are to be purged to below LF after
sailing. Tanks to be opened for fresh air. Hydrocarbon levels in the tank must be
reduce so that at no time in the subsequent gas freeing will the tank atmosphere enter
the flammable range. If must always be below the critical dilution level.

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5. The only tanks that are to be washed are those for clean ballast and those where entry
is required for repairs.

6. When a vessel is proceeding to a port for repairs / dry-docking and a gas free
condition is required, it will be necessary to water wash throughout.

7. After any tanks have been ventilated for inspection they must be fully re-inerted
before any water washing commences.

9.7 GAS GENERATION WHILST CRUDE OIL WASHING

1. While C.O.W. is being carried out hydrocarbon gas will be generated. This may
manifest itself by a rise in the tank pressure and will be most evident in areas with
high ambient temperatures.

2. If washing is concurrent with discharge then this rise in pressure can easily be allowed
for by adjusting the pressure controller of the inert gas plant, if necessary.

3. When crude oil washing is carried out without the inert gas fan in operation, for
example, washing at sea between two ports there may be a gradual increase in
pressure. If allowed to become excessive this pressure may lift the P/V valves.

4. The P/V valves are usually set to lift at about 1400 mm.w.g.

5. Before the tank pressure reaches the high level the by-pass valve on the vent riser
should be opened to allow the excess pressure to escape to atmosphere via the vent at
the top of the mast.

6. It must be remembered that by opening this by-pass valve a means of air entering the
vessels tanks will occur if the pressure in the system becomes negative at any time.
Care must be taken therefore to ensure that once the tank pressure has been reduced to
a safe level the by-pass valve must be securely shut.

9.8 WATER WASHING AFTER CRUDE OIL WASHING

1. Successful COW makes water washing unnecessary except for carriage of clean
ballast or when tanks have to be entered for repairs.

2. After oil washing, all surfaces should be clear of sediment, but a small quantity of free
oil will accumulate in the suction area of the tank. Some of this will be unpumpable
and some from clingage. For clean ballast, and when tanks have to be gas freed this
will have to be washed out.

3. Provided that full coverage has been given to a tank during oil washing, water
washing cycles will usually be sufficient to bring it to a clean ballast standard.

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4. The oxygen content of the tanks to be washed must be checked to ensure that they are
fully inerted. If necessary they are to be re-purged before commencing water
washing.

5. Water washing should be carried out by washing sea to slop tank or re-circulating
from slop to slop tank internally. Tank must not be washed from sea to sea under any
circumstances.

6. Cargo lines MUST NOT be washed sea to sea unless they have previously been
washed to cargo or slop tanks.

7. All cargo lines and pumps that are to be used for clean ballast will also have to be
washed.

8. These lines can be either:

a. Flushed through initially when loading dirty ballast at the discharge port.

b. Flushed through to the tanks to be washed for clean ballast and then stripped
out to the slop tank before washing

c. Directly washed back to the slop tank.

d. Or a combination of all three.

9. Whatever system is used it must be very thorough as the slightest trace of oil will
downgrade the clean ballast. This is not so critical at a terminal that has ballast
reception facilities (the terminal may be willing to receive full dirty ballast) but is a
high pollution hazard at terminals with no facilities.

10. During the line washing the slop tank can be filled to the correct level(s) for re-
circulatory washing.

11. Ensure that during all washing operations, C.O.W. or water washing, that an adequate
ullage is maintained in the slop tank. It is most important that a diligent watch be kept
on the slop tank ullage.

9.9 OIL POLLUTION CONTROL

1. At any time when discharging dirty ballast from cargo tanks great care must be taken
to ensure that oily water is not discharged to sea. Discharge rates from individual
tanks must be reduced on approaching a water sounding of about 15% of the tank
depth. Pumping rates must be slowed down to minimum revolution to avoid drawing
oil from the water surface into the suction by vortex or weir effects Discharge
overboard should be stopped before the level at which oil entrainment is known to
occur (2 to 3 metres) is reached.

2. The remaining dirty ballast should be educted / stripped into Vessels slop system.
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3. If oil washing has been correctly carried out at the discharge port then only minimum
water wash will be required to bring the tanks to a clean ballast standard.

4. Should water washing of any cargo tanks other than the clean ballast tanks required,
then this should also be done prior to changing the ballast.

5. Great care must be taken when decanting water from the slop tank(s) to prevent oil
discharge to sea.

6. On completion of all water washing operations, i.e. tank cleaning, ballast from dirty to
clean condition and line washing, the contents of the slop tank(s) should remain
undisturbed for a period of at least 24 hours before commencing the decant. It is
obvious that the longer the settlement time allowed the better the separation of the oil
from water will be. Before this period do not forget to discharge pumproom bilges to
the slop tank especially if there is a lot of water evident.

7. Before any decanting takes place the position of the oil / water interface in the slop
tank must be established. This is determined by using the INTERFACE DETECTOR.

8. Ensure that the oily water discharge control monitor is fully operational before
commencing the decanting operation. Check that the monitor performance conforms
to existing international regulations.

9. Once the interface in the slop tanks is known, the oil free water is discharged to sea
using a main cargo pump running on reduced revs. Frequent overboard inspection is
to be maintained to prevent inadvertent discharge of oil.

10. The use of the main cargo pump is to stop when TWO metres of oil free water
remains in the slop tank(s). This should leave sufficient water to prevent a vortex
drawing oil to the pump in concurrence with the ODME.

11. The remaining oil free water is to be discharged using the stripping pump(s). Slowing
the stripping pump as the interface is approached. During this final stage of decanting
a crew member is to be positioned at the vessels side where he can visually monitor
the overboard discharge. J ust before reaching the interface the stripping pump must
be stopped.

12. If, before the interface level is reached it is reported that slight traces of oil are being
discharged, then the decanting operation must be stopped immediately.

9.10 LIST OF CRUDE OILS UNSUITABLE FOR CRUDE OIL WASHING

1. As a general guidance to the stability of oil for crude oil washing, following criteria
should be used.

a) The viscosity of the oil at the discharging temperature should not exceed 600 cst.

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b) The cargo should be discharged at a temperature, which exceeds its pour point by at
least 30 degree C.

c) All necessary precautions must be taken to prevent the washing oil solidifying in the
COW piping system.

2. These criteria are for general guidance and should be used when other information is
not available.

3. The following is an informative list of potentially difficult crude oils due to their high
pour points and viscosity. This list, however must not be regard as exhaustive.

Amna Lagunillas
Ardjuna Lucina
Boscan Maya
Bu Attifel Minas (Sumatra Heavy)
Cabina Minas (Sumatra Light)
Cinta Sarir
Duri Shengli
Gamba Tapis
J atibarang Tia J uana Pesado
Labuan Tila
Laguna

4. Crude Oils that are unsuitable for crude oil washing should not be carried without first
consulting the operators and managers.

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CHAPTER 10 : INERT GAS SYSTEM

10.1 OBJ ECTIVE OF THE I.G. SYSTEM

The principal purpose of the Inert Gas System (IGS) is to keep the atmosphere of all cargo
tanks in a non-flammable condition throughout the Operational life of the ship.

It is the overall responsibility of the Master to ensure that these non-flammable conditions are
maintained and that all staff concerned with the operation of the IG is fully conversant with
the operating instructions.

To ensure that the principle purpose of the IGS is always achieved and that the IGS itself
does not endanger the ship, the following safety measures are to be observed:

1. The oxygen concentration in every cargo system must not exceed 8% and no
tank is to be washed until it has been confirmed that the oxygen concentration
of the tan concerned and of the slop tank is below this level.

2. The gas pressure on the entire cargo system should not be allowed to fall
below 100mm W.G. operational conditions otherwise require.

3. The hydrocarbon gas concentration in every empty cargo tank should be kept
below 4% whenever operational conditions permit.

4. Special precautions are required for gas freeing and tank entry, and after
failure of the IG plant during discharge.

5. The correct level of liquid is to be maintained in the deck water seal and press/
vacuum breaker(s) at all times.

6. The position of all IG line blanks and slop tank isolating valves are to be
checked before any cargo tank operation begins.

7. Special care is to be taken to ensure no cargo tank is overfilled when loading
or ballasting.

It must be emphasized that the operation of the IG plant, the control of the oxygen content
and the IG deck pressure, and the co-ordination of operational and maintenance requirements
is the joint responsibility of the Chief Engineer and the Chief Officer.

10.2 GENERAL DESCRIPTION OF THE INERT GAS SYSTEM

The details of the Inert Gas System (IGS) fitted to each vessel are contained in the IGS
Manufacturers instructions. These details vary considerably from ship to ship and each
manufacturer uses different terms to describe common components. Routine test,
maintenance and checks prior IGS operation, during operation and on completion of the
operation to be carried out in conjunction with manufacturers instructions.
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The purpose of this chapter is to introduce the principal components of an IGS and to define
the terms used elsewhere in this manual when discussing their function, operation and
maintenance.

1. I.G. PLANT

The I.G. plant either draws in flue gases from the boiler uptake or generates I.G. in an
inert gas generator. The gas is then cooled, cleaned and the processed gas delivered
to the IG distribution system.

A series of control and safety systems are designed to prevent any reverse flow of
hydrocarbon gas from the cargo tanks entering the machinery space or boiler uptake.

Using a piece of white cloth, the Inert Gas to be physically checked for content of
soot in the Inert Gas through a sample line on deck. Soot content can be high if IG
introduced in the tank is with oxygen content below 3%. Heavy soot content in the
Inter Gas may damage cargo tank coating and can also result in cargo contamination
in case of products, hence care is essential.

2. BOILER UPTAKE VALVES

One or two remotely controlled butterfly valves are fitted close to the main boiler
uptake.

Associated with each boiler uptake valve is a steam soot-blowing system. On some
plants an air pressure sealing system prevents leakage of flue gas when the plant is
shut down. A blank flange is also fitted so that the rest of the IG plant may be gas
freed for inspection or maintenance work.

3. SCRUBBER

To cool the gas and remove sulphur dioxide and solids, the flue gas is washed in the
scrubber. The gas enters at the bottom of the tower and passes through a water seal
(to provide one of several barriers to prevent any reverse flow of gas into the boiler
uptake).

It travels upwards through a plentiful supply of seawater in the body of the scrubber
where sprays, venturi pipes, bubble trays, agglomerating units, impingement plates
and / or packed trays are fitted to increase the contact between the flue gas and wash
water. Full details of construction and principles are given in the manufacturers
instruction manuals.

Seawater is supplied to the scrubber by an independent, continuously rated scrubber
pump. The scrubber effluent )or wash or cooling water is discharged overboard via a
U-bend and special corrosion resistant piping.

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Flushing facilities are provided so that all acidic solutions may be removed after the
IG plant is shut down.

4. DE MISTER UNITS
Situated either in the top of the scrubber or adjacent to it are one or more de-mister
units. These units remove entrained water from the inert gas mixture by either pads
or mattresses of woven polypropylene or fibreglass, or centrifuge separators.

5. I.G. BLOWERS

Two centrifugal blowers are fitted in the vicinity of the scrubber to draw the inert gas
mixture from the scrubber / de-mister unit, where the cooling of the gas and friction
have lowered its pressure to as much as 600 mm W.G. below atmospheric, and to
deliver it to the IG distribution system at the required pressure. The combination of
both blowers must be capable of supplying gas at 25% in excess of the maximum
capacity of the cargo pumps, retaining a tank pressure of 200 mm w.g.

To prevent the blower from overheating when there is no demand for inert gas in the
tank system, a re-circulating line returns the blower discharge to the scrubber, or vent
valve opens to atmosphere. The recirculation flow is controlled by re-circulating or
by-pass valves operated either independently by gravity or in conjunction with the gas
pressure regulating system.

As with the scrubber, flushing facilities are fitted to remove any acid accumulation
and soot deposits in the blower casing.

6. PRESSURE REGULATING VALVE (GAS REGULATING, IG CONTROL
VALVE OR MAIN VALVE)

This remotely operated, variable position butterfly valve is also situated within the
machinery space. Its main purpose is to throttle the gas flow, although it also acts as
an additional barrier to any reverse flow of hydrocarbon gas when the plant is tripped
or shut down.

The position of the valve may be controlled manually or automatically. In the latter
case a feed back of IG deck pressure is used to control the valve so that a constant
pressure can be maintained regardless of the rate of discharge of cargo.

7. DECK WATER SEAL

A water seal is fitted on deck as the principle safeguard to prevent any reverse flow of
hydrocarbon gas from the cargo tank system to the machinery space. When the IG
plant is shut down, or in event of blower failure etc., the inlet to the water seal is
immersed in water to a depth greater than the possible pressure in the upper part of the
water seal, which is connected to the IG distribution system and the cargo tanks.
Depending on its design, the Deck Seal should withstand an IG Deck pressure of
between 230 and about 1880mm w.g. if it is properly filled and is not corroded
internally.
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To prevent the water in the deck seal from being carried into the cargo tanks, a
demister pad arrangement is fitted, or a dry seal is provided by incorporating a
venturi or a drop tank arrangement. The latter release water into the seal proper
through a valve, which opens when the blower discharge pressure falls to some pre-
set level, usually 100-mm, w.g.

Two water supplies are fitted to the deck seal. When the plant is operating the
scrubber pump supply is used, but a secondary independent supply (normal S.W.
service pump) must be available continuously in case water is required when the plant
is shut down.

Depending on Classification Society requirements, one or sometimes two mechanical
non-return valves are fitted as a back up to the water seal.

8. DECK ISOLATING

This valve isolates the IG plant from the deck distribution system and the cargo tanks.
It is the first barrier to any reverse flow from the tank when the IG plant is shut down
or whilst it is being run or tested. The valve thus represents the end of the IG plant
and the beginning of the distribution system.

9. IG DISTRIBUTION SYSTEM

A single IG main runs the entire length of the tank deck. From the IG main,
individual branch lines run to each cargo tank, the branch line may enter the tank
either through the side of the cargo hatch the side of a special hatch or through the
deck plating.

The IG main is common to all tanks, except for certain vessels where isolating valves
are fitted. With the exception of the slop tanks, the only mean of isolating individual
tanks is by inerting special blanks in each branch line. This arrangement, together
with the necessary pressure and vacuum protection arrangements enables:

a) The supply of inert gas to every cargo tank, on demand.

b) All cargo tanks to be kept continuously under pressure, thus excluding any
ingress of air, unless particular operational circumstances require otherwise.

c) A large reservoir of gas to cushion sudden pressure fluctuations in individual
tanks during cargo operations or when tank washing with hot water.

d) A closed load procedure that is venting of tank gases to atmosphere through
a common system to keep flammable vapours well clear of the deck area. On
the other hand the arrangement has two disadvantages:

i) When loading or ballasting a cargo tank using the closed loading
procedure, inadvertent over filling of a tank to the level of the IG
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branch line inlet can create a velocity head on the tank capable of
causing serious structural damage.

ii) After purging a tank oxygen or hydrocarbon rich gas can be
decanted back into the tank.

10. GAS VENTING ARRANGEMENT

A vent riser is fitted in the forward section of the IG main. High velocity vents for
each tank are fitted on 250mm stand pipes. These valves release tank gases at high
velocity in order to prevent flammable mixtures occurring close to the tank deck.
They are designed so there can be no release of gas unless the protective cover of the
vent is open and the cargo tank system exceeds a pressure of about 175mm w.g.

11. FLAME SCREEN(S)

A flame screen is fitted on all vent risers and tank vents.

The condition of the flame screens is to be checked prior to every discharge operation.

12. PRESSURE RELEASE VALVE

On mast riser installations, mast riser valve is kept closed except when releasing gas
during loading or ballasting, or when re-pressurizing the cargo tank system.

Toward completion of loading (or the ballasting of dirty tanks) oil particles can
entrained into the IG main, where they may accumulate in the flame screen chamber
base of the mast riser.

If not drained off, the oil levels build up and oil may eventually flow back down IG
main to the low point forward of the manifold, and / or blown up the mast riser out
onto the deck.

Hence caution must be exercised while opening mast riser valve as the traces of oil in
the IG line can blow out if the valve is not opened slowly.

13. PRESSURE / VACUUM VALVE

P/V valves are fitted to enable the tank system to release excess pressure caused by
large variations in the ullage space by cargo temperatures.

With the mast riser arrangement, a single P/V valve is fitted forward, in parallel with
the pressure release valve.

The limits for lifting and breaking vacuum arrangements should be 1400 and 250 mm
w.g. respectively.

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14. PRESSURE / VACUUM BREAKER

Depending on the number and capacity of P/V valves, one or two liquid P/V breakers
are fitted to protect the tank structure in case of:

a) IG blower failure during discharge at maximum rate.

b) Failure to open forward pressure release valve or if fitted, high Velocity Vent
covers, during loading or ballasting.

c) Failure or incorrect settling of P/V valve(s) during passages.

The constriction of these P/V breakers varies. All release excessive pressure and
vacuum, but not necessarily with audible or visual effect. The only way of checking
they are operational is by checking the level of the liquid.

The limits for lifting and breaking vacuum should be 1600 and 400 mm w.g. If these
limits are exceeded, the capacity of the breakers is sufficient to keep cargo tank
pressure within the range of 2450 to 700 mm w.g. when structural damage could
otherwise occur.

15. SLOP TANK ARRANGEMENT

To enable interface readings to be taken without de-pressuring the whole ship, the IG
branch lines to the slop tanks are fitted with individual isolating valves.

Individual P/V valves are provided to protect the tank structure whilst an isolating
valve is closed.

The limit of these P/V valves for lifting and breaking vacuum should be 1600 and
2500mm w.g. respectively.

The higher lifting level prevents normal venting of cargo tank close to the
accommodation.

16. IG LINE BLANKS

Arrangements for fitting blanks are provided near the end of each IG branch line
(including slop tanks on some ships); spade blanks of Tufnol or similar material are
used when the branch line enters the tank through a hatch, and spectacle banks where
the line passes through the deck.

These blanks are solely for use when gas freeing individual tanks. When in position
they remove the protection of the common P/V valve and P/V breaker arrangements
and so where possible spade blanks are provided with long handles so that the tank
hatch cannot be closed whilst they are in position.

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Special stowage arrangements are provided to minimize the risk of these spade blanks
causing structural damage if they were to be left in place by mistake.

17. PURGE PIPES

On some vessels a vertical pipe of about 350mm diameter is fitted extending from
1000mm above the bottom of the tank to a height of 2 metres above deck level.

The bottom end is open and the top end fitted with a hinged gas-tight cover with
retaining bolts. 25mm holes are drilled in the pipe about 150m below deck level to
avoid any build-up pressure where the cover is closed.

The purge pipe is situated as far from the IG inlet point as possible.

18. CONTROL, INDICATOR, RECORDER, ALARM AND SHUT DOWN
ARRANGEMENTS

Most of the controls and instrumentation are centralized in the Engine Control Room
and Cargo Control Room. Various alarms trigger indicator lights on the control
panels and an audible alarm. The latter is generally cancelled in the ECR; whilst such
arrangement ensures the alarm is noticed, the importance of the ECR checking that
CCR is in fact aware of the condition is obvious. Automatic shutdown arrangements
are fitted to trip the IG Blower and close the boiler uptake and gas regulating valves
under certain conditions.

10.3 OPERATING INSTRUCTIONS FOR INERT GAS SYSTEM

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

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

In preparation these procedures, Checklists are to be drawn up for both Deck and
Engine Departments.

10.3.1 INERTING OF GAS FREE TANK

The need for reducing the oxygen concentration of gas free tanks only arises for:

a) Initial inerting of all tanks after a dry dock period.

b) 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
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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 coverts. 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 analyzer. 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
1000mm w.g., 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 100mm w.g., 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.

10.3.2 LOADING

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

During the loading operation, it will also prevent tanks spraying oil on decks and
reduce the risk of an overflow. These increased safety factors should not be abused
and any opening of sighting ports, vent stacks etc., limited to the conditions below.

10.3.3 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 w.g. may be experienced in the tropics,
and some release of the tank gas through the P/V valve will 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
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accommodation. Until this is done excess pressure should be released by briefly
opening the forward pressure release valve. The isolating 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 discharge.

Heavy rolling can cause fluctuations in pressure of 400mm w.g. 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, 1000mm w.g.

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.

10.3.4 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, Master 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 used fixed gauging
systems and take dips and samples through the purge pipes. If de-pressurizing 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 ships figures and the shores
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.

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10.3.5 COMMENCEMENT OF DISCHARGE

Cargo pumps should not be started until IG plant is operating and Deck isolating
valve is open.

10.3.6. OXYGEN CONTROL DURING DISCHARGE

The oxygen content of the flue gas mixture delivered should be less than 5%. Higher
oxygen concentrations are obviously undesirable, but are considered better than no
flue gas at all as a delivered gas mixture with 8, 10 or more than 15% oxygen is
preferred to fresh air. Oxygen levels of more than 5% in the cargo tanks can be
lowered after sailing concurrently with the purging of hydrocarbon gas.

The oxygen level recorder should be monitored continuously during discharge.

10.3.7 .PRESSURE CONTROL DURING DISCHARGE

1. Automatic pressure control should be used whenever possible.

2. IG Deck Pressure should be maintained at about 1000mm w.g. throughout
discharge.

a) 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;

b) High pressure will assist the discharge and will allow main cargo
pumps to take tanks to a lower level thus reducing stripping time. This
assistance will be most marked in the case of high vapour pressure
cargoes. Care must be taken not to lose suction on the main cargo
pumps when discharge at high speed;

c) When discharging under high pressure, the following points must be
borne in mind:

i. Fixed gauging devices are to be working.
ii. Towards completion of discharge, pressure in the tank may be
reduced to 300 mmWG in order to have more accurate dips on
tank gauging during stripping and after completion of
discharge.

10.3.8 PURGING

Whilst any tank atmosphere with less than 11.5% oxygen is non-flammable,
regardless of hydrocarbon gas content, it is desirable to purge empty cargo tanks so
that the oxygen content is less than 8% and the hydrocarbon content less than 2%. If
the requirement to purge arises following should be carried out:
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a) Before purging begins the IG deck pressure should be lowered to about
500mm w.g. so that the purge pipe covers may be opened safely. A portable
oxygen analyzer and a MSA Tankscope should be checked and calibrated,

b) When the IG plant is operational and the Deck Isolating Valve has been
opened, open the relevant purge pipe covers. In general the Gas Regulation
Valve should be fully opened and as many purge pipes as possible should be
uncovered.

c) The oxygen content of the flue gas mixture delivered should be less than 5%.

d) 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 than 2% on the MSA
Tankscope is obtained. If more than 8% oxygen was recorded on the fixed
oxygen analyzer during discharge or purging, the oxygen content should also
be checked.

e) When each tank is purged, secure the purge pipe cover. On completion of the
Purging operations re-pressurize the tank system to about 1000mm w.g. and
shut down the IG plant.

10.3.9 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%. When purging to achieve this
concentration.

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.
After ensuring a true bottom sample is being obtained, purging should be continue
until <2% readings are obtained at the purge pipe and the sample lines.

Further purging can reduce the time necessary for gas freeing, but excessively
prolonged purging could reduce protection against flue gas toxicity. After purging, fit
the IG line blank to prevent any decanting of hydrocarbon gas from other cargo tanks,
and remove the gas sampling lines to prevent them becoming saturated with gas.

10.3.10 ATMOSPHERE CONTROL DURING TANK WASHING IN THE INERT
CONDITION

A) 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 analyzer.

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A sample should be taken from about 2m 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 tank should be re-purged.

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

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
analyzer, no other oxygen measurements are required until before washing the next
tank.

B) PRESSURE CONTROL AND USE OF IG BLOWER

The basic requirements are:

i. All washing must cease if deck pressure falls below 100mm w.g.
ii. Keep one IG Blower operating continuously when hot washing whilst
one or more cargo tanks are blanked off for gas freeing.
iii. Before washing is started, it is normal practice to check all Slop Tank
IG Isolating Valves are open.
iv. 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.

C) 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% cold water, 10% with hot water and 20% with crude
oil.

10.3.11 NECESSARY TO PURGE BEFORE GAS FREEING

Before starting to gas free any particular tank it is most important to ensure that 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.

10.3.12 MONITORING OF GAS FREEING PROCESS

Initial progress of the operation can be monitored with a portable oxygen analyzer
from the vent stack, or purge pipe, but as 21% oxygen will 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 MSA 40 should be substituted as by this
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time it will not only be reliable as far as oxygen sufficiency is concerned, but will
almost certainly indicate less than 100% LEL.

10.3.13 ACTION IN EVENT OF FAILURE OF IG PLANT

The IGS is an integral part of the ships cargo handling equipment for example, if the
main blower is not available, the auxiliary blower should be used and any delays in
deballasting or discharge time accepted by the ship.

If the IGS fails completely during de-ballasting or cargo discharge, the operation is to
be stopped and no air must be allowed to enter the cargo tank system for at least 3
hours. If after 3 hours repairs are not completed.

On mast riser vessels, fit the flame screen. The forward pressure release valve may
then be opened and de-ballasting / discharge completed, providing Terminal
Regulations permit.

No tank washing is to be carried out.

10.3.14 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:

a) Provide guidance for a new staff joining the vessel.

b) Access the effectiveness of operating and maintenance procedures.

c) Provide a formal record of IGS operations, which will be available for
inspection. A record is to be kept of the following:

i. Air and Sea temperature and Deck Pressure.

ii. Oxygen content of the Inert Gas and CO2 readings at the boiler
when IG plant is operating.

iii. 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.

iv. Time, and brief reasons, when the IGS is not available, or air is
allowed to enter the cargo tank system (other than gas freeing).

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CHAPTER 11 : OIL CARRIAGE INFORMATION

11.1 GENERAL

1. VOYAGE CHARTER

Under a voyage charter the vessel is put at the charterers disposal for the carriage of a
full or part cargo from one or more ports to either named ports or destination or ports
within a certain range at rates and conditions agreed to in the charter party.

The charterers are granted a certain amount of time (laytime) within which to load and
discharge the vessel, usually 72 hours SHINC (Sundays and holidays included). For
time spent in excess of agreed laytime. Charterers are charged demurrage.

There is no despatch in the tanker trade.

2. FREIGHT EARNINGS

Vessels are normally fixed according to Worldscale terms or as an alternative on lump
sum basis.

If fixed on basis Worldscale, freight is earned on the basis of cargo intake minimum
quantity guaranteed by charterers. Flat rate is obtained from Worldscale per ruling
tariff, i.e. any combination of loadports / discharge ports worldwide have a special
flat rate per ton cargo lifted. This basic freight rate is multiplied by the Worldscale
points, owners and charterers have agreed upon to arrive at the actual freight rate for
the voyage.

When fixed on Worldscale terms and conditions, it is imperative to have full capacity
available but always subject to quantity stated in the charterers voyage orders.
Owners normally obtain freight in excess of cargo fixed if any lifted usually at half
the basic freight rate called 50k overage. Therefore it is important that when
charterers voyage orders are received Master calculates maximum cargo intake due
consideration to the restrictions prevailing in the loadport / discharge port, which
weather zones the vessel will transit enroute to the discharge port and possible bunker
stem loadport or enroute as well as bunker consumption during the voyage to the
discharge port.

Above maximum cargo intake must be conveyed to the charterers via the operators in
an endeavour to persuade the charterers to accept maximum lifting over and above the
quantity actually fixed.

If the vessel is fixed on a lumpsum basis, Owners are only obliged to lift the cargo as
per fixture details and as such do not have the same incentive to increase the cargo
intake as describe above, as no additional freight is obtained for excess cargo over and
above what is actually fixed.

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3. NOTICES

It is extremely important that all instructions and notices as per Charter Party voyage
orders are strictly adhered to.

As NOR establishes the start of laytime. The importance of establishing it requires
correct communication procedures. Charterers designated NOR receivers should be
telexed direct from the vessel upon arrival and the vessel must receive the correct
answer back from the recipient receivers. The cable / telex NOR must be followed up
by the NOR printed form which is to be signed by representative upon berthing.

If the vessel arrives before laydays commence, NOR should be tendered on arrival
after checking with the operators that it is in order to do so. Sometimes NOR is
tendered before commencement of laydays in order to give the Charterer an
opportunity to accept the vessel earlier and also to utilize the 6 hours notice time.

The rules for calculation of laytime vary considerably and the Master should carefully
read the clauses concerning notices, laytime and demurrage in the Charter party in
question and ensure NOR is tendered at the right time. Normally for the sake of good
order, NOR is best tendered immediately upon arrival loadport or discharge port.

The Statement of Facts must contain the date and time the NOR was tendered and
accepted.

LAYTIME

Laytime means the period of time agreed between the parties in the C/P during which
owner will keep the vessel available for loading / discharging free of charge to
charterer.

Laytime normally commences 6 hours after NOR has been tendered or when all fast,
whichever occurs first, but the C/P should in each case be consulted to have the
correct basis for calculation of laytime. Laytime usually runs until the cargo hoses
have been disconnected. In certain instances such as an unreasonable long delay in
completing paper work, laytime will continue until the relevant documents are on
board and this time must also therefore be recorded.

The following does not count as laytime:

1. Sailing time from anchorage to all fast time at first berth.
2. Bunkering and possible steaming in this connection prior / after loading and
discharging
3. Time used for deballasting unless carried out concurrent with cargo Operation.
4. Stoppage ordered by the vessel for technical reasons.

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It is important that the dates and hours governing the periods not counting as laytime
are clearly stated in the statement of facts.

The Master must keep a current check on the laytime being used, and as soon as
laytime stipulated in the C/P has been used, the Operators, Charterers, shipper
receiver must be notified by telex that the vessel is on demurrage.

DEADWEIGHT

In the event that quantity supplied by shippers is less than what Charterers voyage
orders call for, the Master is to contact Charterers immediately directly or via the
operators to advise them of the situation and obtain their orders in writing whether to
await further cargo from shippers or complete loading with whatever quantity made
available to vessel by shippers and then on behalf of Charterers lodge protest to
shipper regarding the quantity short loaded compared to the quantity called for in the
voyage orders.

If the quantity of cargo requested by the vessel in accordance with the C/P is not
supplied, the vessel has the right to claim deadfreight for the difference. The Master
must ensure that he requests the above cargo quantity in writing from the shippers.

If the correct quantity is not loaded as requested, the Master must protest for short
loading of his vessel and for deadfreight as a consequence thereof.

A representative of the installation must sign the above protests. Should the
representative refuse to sign the protest, it should be telexed to the shipper and
Charterers before departure of the vessel to give these parties the opportunity to
supply the required additional cargo. An entry should in this case also be made in the
logbook that the terminal representative refused to sign the protest.

TIME CHARTER

Under a time charter the vessel is put at Charterers disposal for a certain period of
time, usually against a monthly payment expressed as a rate per ton summer dead
weight or on a daily hire basis.

Besides a thorough description of the vessel, the time charter party contains the terms
and conditions agreed upon between owner / Charterers, e.g. time and place of
delivery and redelivery, trading limits. Cargo allowed and the hire.

Under a time charter the vessel is under the direction of the Time Charterers and they
are under obligation to give the vessel all instructions in writing. The Time
Charterers pay for bunkers, port charges, pilotage, canal dues etc. The owner pays
only those expenses incurred in connection with the crew. Communication expenses
are usually a fixed amount monthly in addition to charter hire.

The vessel will receive all voyage and loading instructions from the Charterers.
These instructions must be adhered to. Basically the duties of the vessel will be the
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same as under a voyage charter, except that the voyages are performed on behalf of
the time Charterers.

If the Master feels at any time that the time Charterers instructions are not in
accordance with the C/P terms, he must inform the owners immediately and seek their
advice.

All fuel and diesel onboard at the time of delivery on time charter will be bought by
the Charterers, who will be in charge of further bunkering for the duration of the
charter.

When the vessel is redelivered, the Charterers will sell all fuel and diesel onboard the
owner. It is normal practice to engage a surveyor to establish the exact quantities of
bunkers at time of delivery and redelivery. Nevertheless, the time Charterers should
be able to get exact information about bunkers onboard at any time during the charter
period.

It remains the vessels responsibility to ensure that there are always sufficient bunkers
on board, including established safety margins for the voyage in question.

It might happen on time charter the Charterers sublet the vessel to a 3
rd
party. In
such case, the Master is acting both as Owners and a Time Charterers representative,
and he is to take care of all matters on their behalf.

LOAD PORT REQUIREMENTS

1. BALLAST HANDLING

Segregated ballast will be discharged overboard concurrently with loading but if
vessel is carrying any additional ballast in the cargo tanks then this may be required to
be discharged ashore. In such case it is necessary to complete a Cargo pump
discharge record in the same way as for discharging an oil cargo. Careful note must
be taken of any delays during the operation and of any restrictions or stoppages
together with the reasons for the same.

2. TANK INSPECTION

This will generally be carried out by a terminal representative or surveyor appointed
by them. On some occasions the Charterers will have retained a surveyor on their
own behalf, as distinct from on behalf of the Shippers. These Surveyors will often
complete their own certificate of fitness to load, and the Master should always request
a copy. In addition, the Companys tank inspection certificate should be completed
by the vessel and signed by at least the terminal representative.

On some occasions, Surveyors may refuse to inspect the vessels tanks, leaving all
responsibility to the ship. In such a case the Master should complete the Companys
tank inspection certificate as normal.

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Shore Surveyors should be invited to seal the ships sea valves. If this is done a note
to this effect should be made on the ullage report.

3. CARGO QUANTITY

Prior to commencement of loading, the Master should call for cargo quantity and
grades as per the voyage orders. If the Quantity to be loaded is critical, i.e. the vessel
is to be loaded to achieve either a particular draft or alternatively to her maximum
dead weight, the Master should also note in writing that cargo is to be stopped by the
ship.

4. LOADING RATE

The vessels loading capacity per hour as well as shore installations delivery capacity
per hour should be stated in writing. Masters are to load their vessels at rate
consistent both with the capabilities of the ship and with regard to the safety of the
ship. Factors that may influence their decision will include communication facilities
with the shore, number and type of shore pipelines and prevailing weather conditions.
Any significant delays by the shore during loading should be protest against.

5. FINAL ULLAGING

The greatest care must be exercised in recording ullages, temperatures and water dips.
This is so particularly with regard to temperature, for the obvious reason that a hastily
taken temperature will register less than true, giving quantity greater quantity than
true. Water dips should be taken whatever the grade of cargo loaded.

6. CARGO CALCULATIONS

There are a number of different conventions currently in use world wide for the
measurement of oil quantities. Of these the two most frequently encountered are the
systems using US units and the system using Metric units respectively. Any of the
above may be used for calculating cargo on board.

7. SHIP SHORE DIFFERENCE

As oil is still a rather valuable commodity, the sellers / shippers do not load more than
they have to and some try to load a little less. At the other end the receivers /
consignees want what they pay for, and it is therefore essential that the Master does
not sign for more than what has actually been loaded on board the vessel.

Charterers requirements regarding protests for quantity loaded should always be
complied with. A running record of ship / shore difference should always be kept. If
no guidance in the matter of protests is given in the voyage orders, then the difference
should be noted by a protest Letter on the Companys form.

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8. BILL OF LADING

It should be borne in mind that the Master signs the B/L on behalf of owners and not
on behalf of Charterers or Shippers, regardless whether the vessel operates on a
voyage or time charter. The B/L is an owners document and third parties such as
Charterers or shippers have limited powers to interfere with the master signing it. In
particular, the Master has no authority to sign for goods which he knows have not
been shipped, nor has he authority to vary the terms of the charter party governing the
vessels employment, and no third party can require him to do so. The master must
check the B/L with utmost care before signing.

Six points should be checked before the B/L is signed:
1. Quantity Lodge protest if there is a ship-shore difference, only if difference
below max.0.5%, otherwise regauge to confirm quantity. If still >0.5% seek
instructions from Charterers/ESM. Follow specification as per voyage orders
if any provided.

2. Description of cargo It should be consistent with the cargo details contained
in the fixture.

3. Date of B/L The correct date is the date on which loading was completed
and hose disconnected. A misdated B/L is considered fraudulent.

4. Terms and Conditions It should be ensured that the same terms of C/P are
incorporated in the B/L.

5. Ports of Loading / Discharge These with the description stated in the C/P

6. Payment of Freight Ensure B/L is claused Freight payable as per governing
charter party.

9. EARLY DEPARTURE PROCEDURE

Some oil ports operate an Early Departure Procedure. In this case the shore figures
are received by telex after the vessels departure. The ships figures should be
supplied by telex to the agent together with instructions regarding any protest to be
made to shippers with regard to quantity. The agent will also have to be issued a
letter of authority to sign the B/L on behalf of the Master.

It is important to note that the ships net figure (i.e. at 60 deg F) should be compared
with the Gross Standard Volume at 60 deg F as supplied by the shore.

10. DOCUMENTS TO BE SENT FROM LOADPORT

Following is a list of documents that will generally have to be sent from the loadport.
The list may differ for various Charterers but can be taken as a general guideline.

1. Sea passage report for the voyage.
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2. Port log for the last port.
3. Notice of Readiness
4. Cargo pump discharge record (only if ballast is discharged ashore)
5. Tank inspection certificate.
6. Ullage report.
7. Copies of protest letters
8. Copies of documents handed to Master by the shore authorities.

11.2 DISCHARGE PORT REQUIREMENTS

1. Cargo Figures Survey

It is by comparison between the cargo figures at the loadport and at the discharge port
that the so-called in transit loss is established. There is a prevalent belief that there
are allowances for discrepancy of upto a half of one percent. This is not so. In the
case of a significant discrepancy every effort must be made to establish the cause,
including checking of void spaces and re-taking of temperatures.

With regards to temperature, electronic thermometers provide an excellent means
obtain a temperature profile of a tank. If there would be no reason to suspect leakage
from the tank, and yet the observed quantity correctly for temperature does not closely
match that calculated at the loadport, the temperature must be incorrect and should be
re-checked.

The times of commencement and completion of checking of cargo figures should be
noted in the port log.

2. Speed of Discharge

The vessel should be ready to discharge on completion of checking cargo figures.

Any delay encountered in this should be protested against.

The C/P may contain a provision guaranteeing a certain rate of discharge, normally
pressure of 7kg psi at ships rail or discharge of entire cargo within 24 hours. Some
installations are unable to receive at this rate resulting in laytime being exceeded. To
establish proof of excess time used and thereby ensure payment of demurrage, a
written protest should be made as quickly as possible in order to give the installation
opportunity to improve on their reception.

Upon commencement of discharge, a cargo pump discharge log is to be started up
pressure at manifold is to be noted regularly at intervals not exceeding one hour.

3. Crude Oil Washing

In all cases where crude oil washing will be carried out, the agent should be informed
of this before the vessels arrival. This will ensure that the agent is able to put in hand
the proper application to the port authorities where required. Where COW is
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condition of the C/P it is important that the port log contains details of the operation
e.g. times and cycles in each tank washed. Generally when COW is agreed in the C/P
there will also be a provision extending the time allowed for discharge.

4. Final Draining

As far as practicable the discharge should be carried out in such a manner that the
tanks are drained internally to the slop tank while continuing on the bulk discharge.
The main part of stripping ashore is thus reduced to a single tank at the end of the
discharge. It is however very important that a final check be made on all tanks, and if
necessary they should be redrained prior to completion of discharge. There must be
occasions on some vessels where small quantities of liquid will remain in the tanks.
Final draining should not be pursed to a point where time is lost and no improvement
is achieved. It is however important to achieve as good a result as possible on a dry
tank certificate.

If it is the intention of the shore to drop lines back into the vessel, this should be done
after the tank inspection has been performed.

5. Tank Inspection

Upon completion of discharge, receivers representative or surveyor will check that
the tanks are empty and issue a Tank Inspection Certificate. The results of this survey
will largely determine whether Receivers / Charterers have a valid claim against the
vessel. It is highly desirable that any remains in the tanks are described as
unpumpable residues.

After completion of tank inspection, the discharging hose is normally disconnected.
Time of disconnection is very important for vessels on voyage charter, as the voyage
under normal circumstances is said to be completed once the hoses have been
disconnected.

6. Documents to be sent from discharge port

Following is a list of documents that will generally have to be sent from the discharge
port. The list may differ for various charters but can be taken as a general guideline.

1. Sea passage report for the voyage.
2. Port log for the last port.
3. Notice of Readiness.
4. Ullage Report.
5. Cargo pump discharge record.
6. Tank inspection report
7. Copies of protest letters
8. Copies of documents handed to Master by shore.

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11.3 DOCUMENTATION

1. General note

In the oil trade vessels have custody of very valuable cargoes. The ownership of these
cargoes may change hands several times during the voyage. Similarly, the time of the
vessel is, in actual money-terms, very expensive. If any person who is partly to the
voyage feels that his interest has not been properly served, he will seek to reduce the
payments that he makes, or alternatively try to recoup by making a claim against the
ship owner in a position to demonstrate the truth. All of the following documents are
therefore important.

2. Sea Passage Report

The sea passage report normally runs from Full away on passage to the End of Sea
Passage at the next port. It is of use the Owner in assessing the performance of the
vessel any may also be reduced as evidence in a claim for speed or fuel consumption.

3. Port Log

The port log normally describes all noteworthy events from End of Sea Passage to
Full Away on Passage. It should contain all details of significance that occur during
the vessels stay in port. It should be completed for all ports of call. The timings
recorded therein should be the same as those recorded in the statement of Facts.

4. Tank Inspection Certificate

This document serves as the starting point for a complete set of papers relating to the
carriage of an oil cargo. It is invariably required in the event of a cargo claim.

5. Ullage Report

The ullage report is the vessels statement of cargo loaded on board as measured by the
ships calibration tables. If there are factors, which might influence the accuracy to
this report, such as heavy swell causing surge in tanks, this should be noted on the
form. Temperatures and water dips must be taken in each tank and recorded.

6. Cargo Pump Discharge Record

In cases where demurrage falls due to the ship owner, the cargo pump discharge
record constitutes the necessary evidence that the vessel performed as per charter
party. Almost invariably a voyage C/P contains a warranty by the owner that the
vessel can discharge. Her full cargo in 24 hours or alternatively maintain a back
pressure of 100 psi at the manifold.

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It is for this reason that the back pressure on the manifold should be recorded hourly.
In other words, no matter how slowly the cargo goes out, provided 100 psi is
maintained at the manifold the owners position is protected.

In the case where, with all pumps running, 100 psi cannot be reached, the owners
position is protected by the fact that the pumps, at their design speed, will easily
discharge the cargo in 24 hours. Shore restrictions, stoppage and delays should
always be obtained on this document.

After completion of the discharge, the final account for the voyage is drawn up, and
the invoices for demurrage are prepared. The pump discharge record is most carefully
scrutinized by both the owner and Charterer to check whether the vessel has
performed as warranted.

7. Documents Handed To Master By Shore

Charterers frequently engage surveyors on their behalf and they are usually distinct
from surveyors appointed on behalf of the terminal or shippers. Copies of the details
recorded by these persons will normally be handed over to the Master. Note that
these documents may become very important in case of a claim or dispute and they
should carefully checked especially if required to be signed by the Master.

8. Protest Letters

If any issue arise where the Master feels that a possible claim or dispute may result,
then these items must be protested against to protect the owners interest. These are
several standard letters of protest in use in the oil trade, but the specific wording as
given, may be changed at the Masters discretion depending on the circumstances.

11.4 OIL CARGO CLAIMS

1. How Claims Arise

Oil is a very valuable and highly tradable commodity. In common with other bulk
commodities it is traded in a market environment in which speculation is
predominating feature. Because of this speculative interest, ownership of a particular
parcel of oil cargo may (and usually does) change many times. All of these parties
who have a temporary ownership seek to protect their interest with regard to the
quantity and quality they have bought or sold. The ship owner is placed in a difficult
situation of protecting the interest of the person to whom he will deliver and also his
interest.

2. Discharge without sighting original B/L

The most fundamental way in which the Ship owner / Master protects the interest of
the cargo owner is by ensuring that the cargo is actually discharged to the rightful
owner. It may happen that it is impossible for the cargo owner to present an original
B/L at the discharge port. In such a case the Charterers must provide the Owners with
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suitable guarantees. Under no circumstances must discharge be commenced without
specific authorization from the owners or without sighting one original B/L

3. Claims under the bill of lading

These claims may be used on comparison between the following quantities:

a) B/L figure and ships arrival figure at the discharge port.
b) B/L figure and shore out-turn figure.
c) If the ships experience factor applied to B/L figure results in a close
approximation of the ships figure at load port, then the claim for intransit loss
may be based on ships figure at load port minus ships figure at discharge port.

4. Retention Clauses

These clauses are more often then not found in voyage charter parties. They provide
that if there is any pumpable cargo remaining on board at the end of the discharge,
then the values of the ROB cargo, plus freight, will be deducted from total freight
earned. If draining is not performed adequately these claims can be very expensive.
In addition if the quantity of ROB is miscalculated by the surveyor, a consequent
incorrectly large deduction from freight is made. To refute this claim it should be
ensured that any cargo remaining on board is actually unpumpable.

5. DEMURRAGE CLAIMS

In a poor market for ships it is vital that the ship owner is able to substantiate his
claim for demurrage. It is largely for this reason that the documentation relating to
cargo operations is vitally important.

The Charterer will often have a parallel claim for demurrage against the installation
and he will ask for the ships documentation to support his claim. If the
documentation in fact does not support the Charterer's claim against the terminal, it
will not support the owner's claim against the Charterer.

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CHAPTER 12 : LOADING / STRESS COMPUTER

This instrument is provided to supplement the stability booklet for the vessel. It allows the
Officer responsible, to carry out the various complex calculations required to ensure that the
ship is not overstressed or damaged during the carriage of the nominated cargoes. It will also
permit the assessment of damage stability.

It must be remembered that a loading computer, as with navigation aids, is only an aid to the
operator. It relies on human input of data, and more importantly the human interpretation of
the output data. If the input data is incorrect, the output data will also be incorrect. Used
correctly it will ensure the safe operation of the ship for all conditions of loading,
discharging, ballasting and at all stages of the voyage.

It is a requirement that where such equipment is provided to a ship, test conditions must also
be supplied for use in verifying the accuracy of the equipment. it is Company policy that test
conditions must be run as soon as possible after a change of Chief Officer and at least every
three months and in any case prior to the vessel proceeding to drydock. Where the running of
these reveal significant errors the Company is to be advised immediately with a request for
attention.

12.1 P/V VALVES

Pressure / Vacuum valves are designed to provide protection of all cargo tanks and
provide for the flow of small volumes of tank atmosphere resulting from temperature
variations in the cargo tank(s) and should operate in advance of the pressure / vacuum
breaker.

P/V valves are to be clearly marked with their high pressure and vacuum opening
pressures.

Hi-J et type high velocity pressure / vacuum valves are designed to provide protection
to individual tanks and are capable of allowing high volumes of tank atmosphere to
pass, as would be the case during loading. They are also designed to throw the vented
gases clear of the deck area. They are not designed to be operated in the jacked-
open position and should only be used in this way when there is no alternative.

The correct maintenance of these valves is essential to the safe operation of the vessel.
To ensure this, these valves are to be inspected regularly and thoroughly overhauled
and decarbonised at least every six months, or more frequently if specified by the
manufacturers instructions.

12.2 FLAME ARRESTORS GAUZES

Flame gauzes / screens on P/V valves, Hi-J et type valves, vapour lines, mast risers,
purge pipes, p/v breakers and on ullage ports are to be inspected every three months
and replaced as necessary.

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Flame screens on ballast tank and bunker tank vents must be inspected every six
months and replaced as necessary.

12.3 P/V BREAKER

Every inert gas system is required to be fitted with one or more pressure / vacuum
breakers or other approved devices. These are designed to protect the cargo tanks
against excessive pressure or vacuum and must therefore be kept in perfect working
order by regular maintenance in accordance with the manufacturers instructions.

When these are liquid filled it is important to ensure that the correct fluid is used and
the correct level maintained for the density of the liquid used. The level can normally
only be checked when there is no pressure in the inert gas deck main. Evaporation,
condensation and possible ingress or sea water must be taken into consideration when
checking the liquid condition, density and level. In heavy weather, the pressure surge
caused by the motion of the liquid in the cargo tanks may cause the liquid in the
pressure / vacuum breaker to be blown out. When cold weather conditions are
expected, liquid filled breakers must be checked to ensure that the liquid is suitable
for low temperature use, and if necessary anti-freeze is to be added.

The P/V breaker(s) are to be clearly marked with their high-pressure and vacuum
opening pressures and also with the type and volumetric concentration of antifreeze
(if water filled type), and minimum operating temperature.

12.4 DECK SEAL & NON RETURN CHECK VALVES

On vessels fitted with an inert gas system it is a requirement to maintain a positive
seal between the cargo tanks and the inert gas generation plant this is accomplished by
the use if a non-return valve and a Deck Water Seal. The Water seal and non-return
valve ensure that the cargo tank atmosphere cannot leak back to the engine room or
inert gas generator.

In vessels fitted with a Venturi type Dry deck water seal, particular care must be
taken with inspections of the Venturi non return valves and/or orifice plates, as
applicable, to ensure that there is no corrosion or damage, which would allow
excessive carry over of water into the inert gas piping system and cargo tanks.

Filters in the system must be removed regularly for inspection and repair if necessary.

When vessels are trading in cold weather areas it is necessary that deck seal heating
systems are checked as being operational.

During carriage of flammable cargoes, including when there is a presence of
flammable slops onboard, the deck seal pump shall be kept operational on a
continuous basis and all alarm systems relating to the pump pressure, or level of water
in deck seal, shall be kept in full operation.

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Deck seals and non-return valves shall be opened up at periods not exceeding 12
months for inspection of all internal parts, venturies etc.

12.5 TANK GAUGING

The components of all cargo and ballast tank level gauging equipment are to be
operationally tested prior to every cargo operation and inspected / cleaned as required,
according to the makers instructions at least every six months.

12.6 PUMPROOM BILGE LEVEL ALARMS

Pumproom bilge alarms are to be tested weekly, and prior to every cargo operation.

12.7 PUMP SUCTION STRAINERS

The continued efficient operation of cargo pumps requires that the pump suction
strainers are kept clean as follows:

Main cargo pump suction strainers are to be opened up for inspection and cleaning at
least once every six months.

Cargo stripping pump suction strainers are to be opened up for inspection and
cleaning at least once per ballast voyage after tank cleaning has been completed.

Ballast pump suction strainers are to be opened up for inspection and cleaning at least
once every year.

12.8 PUMP SAFETY DEVICES

Cargo and ballast pump safety devices are to be tested at least once per loaded
voyage, just prior to the first discharge port, or monthly on voyages of short duration
before commencement of discharge. On satisfactory completion of the tests an
appropriate log entry is to be made.

12.9 TANK CLEANING EQUIPMENT

Tank cleaning machines, when not being used regularly, are to be checked in
accordance with the manufacturers instructions, at least every three months.

Tank cleaning hoses are to be checked for electrical continuity before each operation,
should there be any doubt about their condition deteriorating since last routine testing
(otherwise every three months).

12.10 GAS DETECTION EQUIPMENT

Each vessel is supplied with portable gas detection equipment according to the list
contained in the Health and Safety Manual, section 5. Each piece of equipment is to
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be checked before each use. A calibration check is to be carried out on all portable
equipment every two months.

Fixed gas detection equipment is to be checked weekly or before each load/discharge
port on shorter voyages. A calibration check is to be carried out every two months.

12.11 PRESSURE GAUGES

All manifold and other pressure instrumentation within cargo system is to be checked
annually for calibration. Vessels are supplied with one test gauge (certified) for this
purpose and all other gauges are to be checked against the calibrated gauge.

Gauges are to be checked within +/- 10% of the certified gauge and a certificate
issued by the Chief Engineer. An entry is also to be made in the deck log book.

The certified gauge is to be used only for calibration purposes. Any gauges, which
cannot be calibrated to within +/- 10% of the certified gauge, are to be replaced.

12.12 TANK HIGH LEVEL AND OVERFILL ALARMS

12.12.1 HIGH LEVEL ALARMS

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

12.12.2 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
of 50mm height in black letters on white TANK OVERFILL ALARM. If each
tank has a different alarm the tank must also be identified.

12.13 TANK RADAR SYSTEMS

Occasions have occurred where tank radar ullage indications have failed to indicate
correctly, without warning. Usually after cleaning of the transmitter antenna, as per
the manufacturers instructions, the correct indication is restored. All vessels fitted
with tank radar ullage systems are to make routine cleaning of radar antennas prior to
each cargo operation. A notice is to be displayed in cargo control room to that effect.

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12.14 OIL DISCHARGE MONITORING AND CONTROL EQUIPMENT

Vessels fitted with equipment for monitoring the discharge of effluent from slop tanks
must ensure that this equipment is operational before any discharge is made. The
operation of this equipment must be in accordance with the approval Oil Discharge
Monitoring and Control Systems Operation Manual.

A calibration check according to the manufacturers manual is to be carried out at
intervals not exceeding one month.

Printed records from the monitoring equipment must be retained on board for
inspection by surveyors.

12.15 PORTABLE HERMETIC GAUGING AND SAMPLING EQUIPMENT

Every vessel must be provided with a minimum of three units capable of closed
measuring of ullages and temperatures. One unit shall also be capable of determining
interface readings. Prior each use, for determining cargo quantity the equipment shall
be checked fully operational and calibration of temperature sensors checked against a
certified reference thermometer. Each instrument shall be calibrated by an
independent organization once per annum.

Earthing requirements of the instrument must always be compiled with, as per the
manufacturers instructions.

Each vessel shall also be provided with a closed sampling device.
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Section : 13
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CHAPTER 13 : CARGO CALCULATIONS

13.1 GENERAL

Cargo is bought and sold in various units of measurement. These may be Barrels (Bbls) at
60
o
F, Cubic metres (m3) @ 15
o
C, Metric Tonnes in Vacuum, Metric Tonnes in Air and Long
tons in Air.

Other conventions of measurement exist, and the purpose of this section is to show how the
vessel may deal with any system of measurement without difficulty.

13.2 ASTM TABLES

In 1980, the American Society for Testing and Materials (ASTM) together with the London
Institute of Petroleum (IP) and the American Petroleum Institute (API), introduced the new
API/ASTM-IP Petroleum Measurement Tables (further ASTM tables). Presently the set of
ASTM tables consists of 14 volumes however only a few tables are required for onboard
cargo calculations. The following is the list of ASTM volumes (with description of required
tables) each vessel should carry on board:

For tankers carrying Crude Oils:

Volume 1 (tables 5A and 6A)
Table 6A to be used for Crude Oils correction of volume to 60F against API Gravity
at 60F. (American Measurement System).
Volume VII (Tables 53A and 54A)
Table 54A to be used for Crude Oils Correction of volume to 15C against Density at
15C (Metric Measurement System).
Volume XI/XII (tables 1-4, 8-14 and 21, 22, 22-31, 34, 51, 52, 56-58).
Tables for conversion between various Volume and Density Measures.

For tankers carrying Petroleum Products:

Volume II (Tables 5B and 6B).
Tables 6B to be used for petroleum Products correction of volume to 60F against API
Gravity at 60F. (American Measurement System).
Volume VIII (Tables 53B and 54B)
Table 54B to be used for Petroleum Products correction of volume to 15C against
Density at 15C. (Metric Measurement System) .
Volume XI/XII (Tables 1-4, 8-14 and 21, 22, 26-31, 33, 34, 51, 52, 56-58).
Tables for conversion between various Volume and Density Measures.

These sets of books together with ships Ullage Tables or Sounding tables provide everything
required for calculating the quantities of oil cargoes on board the vessel.

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13.3 DENSITY, RELATIVE DENSITY AND API

13.3.1 DENSITY

Density is by definition measured in a vacuum at 15
0
C

Density X volume (M
3
) gives metric tonnes in vacuum.

Density 0.0011 is known as density in air.

For example:

1000 M
3
at 15
0
C of density 0.8560 is 856 metric tones (MT) in vacuum or 854.9 MT in air.

Use tables 54A or B in volumes VII and VIII.

13.3.2 RELATIVE DENSITY 15/4

Relative density 15/4 is the density of oil at 15
0
C/ density of fresh water at 4
0
C.

Relative density 15/4 can be treated exactly the same way as density at 15
0
C, as it is almost
the same.

Use tables 54A or B in volumes VII or VIII or convert to API using table 3 in volume XI/XII.

13.3.3 RELATIVE DENSITY 60/60 (SG)

Relative density 60/60 is the density of cargo at 60
0
F/ density of fresh water at 60
0
F.

Concert this density at 15
0
C, or API using table 3 in volume XI/XII.

13.4 VOLUME REDUCTION TO STANDARD TEMPERATURE

There are several standard temperatures in use throughout the industry. It is the Company
policy that except where tank calibrations are only in barrels, calculations of cargo quantity
will be done using density at 15
0
C and cubic metres as a volume measure.

If the density is given at 20
o
C, as in Brazil or Rumania, it should be converted to 15
o
C in the
following way.

Product density @ 20
o
C =0.8764

Table 53B, Volume VIII, page 209. Call 20
o
C observed temperature.

Corresponding density @15
o
C is 0.8798.

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Proceed with calculation using density @ 15
o
C.

Reduce the volume to 15
o
C with table 54B, or 60F with table 6B as appropriate.

13.5 ULLAGE SHEETS

Cargo quantities are to be calculated on the Company Ullage Report From. Temperatures
must not be averaged among the cargo tanks but calculated tank by tank.

With heated cargoes, great care must be taken to establish the correct average temperature in
each tank. This can only be done with electronic probe thermometers. Some cargoes
however, will block the sensor of the thermometer. If this occurs, glass thermometers are
used in preference to blocking up all the ships electronic thermometers. If glass
thermometers have been used, a note are to be made on the Ullage Report From.

Water dips can be successfully be taken in almost any heated cargo, if the sounding rod is left
on the bottom for a minute, and gently worked up and down. Kolor Kut water finding paste
should be used if possible, in preference to Vecom water finding paste as the Vecom paste
tends to change colour in contact with suspended traces of water in the cargo, and may cause
great errors in the recorded free water quantity.

13.6 SHIPS EXPERIENCE FACTOR (SEF OR VEF)

Surveyors at a load port must always be given the information to calculate the Ships
Experience Factor or Vessel Experience Factor.
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CHAPTER 14 : MAINTENANCE ROUTINES

14.1 MAINTENANCE ROUTINES

Within this particular section maintenance routines are required to maintain the cargo
equipment operational. The Master is responsible for ensuring that these are carried out at
the specified intervals described with this manual.

For those vessels which have a computerized Planned Maintenance System this work is to be
recorded electronically and a print out provided for quick access for any inspector who
required this information.

The following items are to be contained in the maintenance records:_

Item Frequency

Electrical bonding check on transfer hoses Each operation
Electrical bonding check on portable tank cleaning hoses 3 Months

Pressure testing of transfer hoses 12 Months
Pressure testing of cargo, COW, ballast and bunker 12 Months
piping (1.5 X WP)
Pressure testing of heating coils 6 Months
Pressure testing of cargo and COW lines to working Prior to each
Pressure discharge

Air pressure testing of sea and overboard valves Each operation

Pump trips and emergency shutdowns Each discharge operation
/ monthly on short voyage
Cargo and ballast pump safety devices Each voyage

Function testing and pressure testing of cargo valves 6 Months

Inert gas safety devices checks and operational tests
Each operation
Inert gas system inspection and maintenance Manufacturers
Including scrubber instructions
Testing pumproom bilge alarms Weekly
Test of cargo and ballast tank high level alarms and
Sirens Each operation
Testing of cargo tank overfill alarms and sirens Each operation

Purging of submersible pumps Before/after each
Operation

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Checking of mast riser sumps Each operation
Inspection and examination of cargo, ballast and void spaces 6 Months

Run of test conditions of loading computer 3 Months

Overhaul and decarbonisation of P/V valves 6 Months
Inspection of flame screens within cargo systems 3 Months
Inspection of flame screens within ballast/bunker systems 6 Months
P/V breakers Makers Instructions
Deck Seals 12 Months
I.G. Non return valves 12 Months

Overhaul and inspection of tank gauging equipment 6 Months

Opening up and cleaning of Cargo Pump strainers 6 Months
Opening up and cleaning of stripping pump strainers Each ballast voyage
Opening up and cleaning of ballast pump strainers 12 Months

Check of tank cleaning machines 3 Months

Calibration checks on portable gas measuring equipment 2 Months
(Recorded in Safety Set)
Calibration checks on fixed gas measuring equipment 2 Months
Calibration checks on pressure gauges 12 Months
Calibration and test run of ODME Monthly
Calibration check of hermetic temperature functions Each operation
Annual independent calibration of hermetic gauges 12 Months

Cleaning of tank radar systems transmitters Each operation

Mooring winch brake testing 12 Months

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Section : Annex
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ANNEX

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Section : A/01
Page No. : 1
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ANNEX A/01
HYDROSTATIC PRESSURE TEST OF CARGO PIPE LINE AND CARGO HOSE

33 CFR 156.170 requires:

To conduct hydraulic pressure test of all cargo piping and hoses at a pressure of 1.5 times of
maximum allowable working pressure (MAXP) satisfactorily at a time interval of less than
one year and the test date and testing pressure must be marked on the piping and hoses.

To comply with the requirement, we have prepared the procedure for pressure test of cargo
piping and hoses to prevent USCG Inspector pointing out non-conformity and delay in cargo
operations.

You are required to carry out the pressure test in accordance with the following procedure
and record it in the attached recording form for ready reference to USCG inspectors.

Pressure testing procedure for cargo piping lines and hoses is as follows.

1. Precautions for Testing
1) Testing shall be carried out under the condition where the tank(s) is empty and no
risk of contamination of cargo exits, especially when the vessel has group main
cargo line system.

In case of testing group main cargo piping system, all the cargo tanks connecting
to the piping lines to be tested must be empty and free from any cargo.

2) As the testing pressure is abnormally high, all the equipments to be used for
testing must be suitable for the pressure and the crew to be employed for the work
must be properly educated and instructed for dangers of the work.
DO NOT RAISE PRESSURE MORE THAN THE REQUIRED PRESSURE!

3) All the equipments, air and water used for testing must be clean enough to prevent
contamination of the lines and tanks to be tested.

2. Testing Time Interval
Carry out the test at a time interval of less than one year.

3. Testing Procedure by Compressed Air
3.1 Group Main Piping System
1) Close the suction valves (A) in the cargo tanks and connection valves (B) to the
cross lines and sea chest and fit blank flanges to the manifold flanges.
2) Fit pressure gauge (0~20kg/cm
2
) to a gauge boss of the manifold.
3) Connect air hose and water hose to the branch line at the outlet of the pump and a
drain line of the manifold respectively.
4) Fill fresh or sea water to the lines by opening the valve (C) for the water hose
while purging air remaining in the lines from the valves and cocks located at
higher position of the lines.
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5) After purging air from the lines, close all the valves at the open ends of the lines
and open the valve (D) for the air hose to fill compressed air and pressurize the
lines upto the pressure of 1.5 times of MAWP.
(Usually MAWP of cargo line is 10kg/cm
2
which is nearly equal to 150psi)
6) Inspect visually the lines and valves. After the suction valves are inspected, close
the intermediate valves or valves located inner side of suction valves for
inspection of the valves. The intermediate and inner valves shall be inspected for
leakage by opening the bottom plugs.
7) Record the results of inspection, repair any defect found through the test and
report to the head office.

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3.1 One Tank One Pump System / When cargo line of a single tank is tested.
1) Connect air hose to a drain line of the manifold and water hose to the delivery line
of the pump and fit blank flanges to the manifold flanges which should not be
tightened until the line is fully filled with water.

2) Fit pressure gauge (0~20kg/cm
2
3) Close the valves at pump delivery (A) and drop line (B) and open the manifold
valves (C).
4) Open the valve (D) for the water hose and fill water into the line while air in the
line is being purged from upper part of the line such as the manifold flanges etc..
5) When the line is fully filled up with water, close the valve (D) for water hose and
tighten the blank flanges of the manifold flanges.
6) Open the valve (E) for compressed air hose to charge air and pressurize the line
upto a pressure of 1.5 times of MAWP.
(Usually MAWP of cargo line is 10kg/cm
2
which is nearly equal to 150 psi)

In order to get necessary air pressure for testing the following procedure shall be
followed.
a) Test and confirm the valves for the air line to be in good condition.
b) Close inlet valve and outlet valves of air reservoir in pump room and make
sure that the safety valve is working properly.
c) Prepare temporary air pipe or hose which connect inlet pipe with outlet pipe of
air reservoir directly to by-pass air reservoir because popping pressure of
safety valve of the reservoir is set at 10kg/cm
2
.

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Pressure Reducing Valve
25 kg to 9 kg

Air
From Reservoir
Main Air in Pump
Reservoir Room

to fit temporary pipe or hose
to connect inlet pipe with
outlet pipe to by-pass air
reservoir Compressed Air on Upper Deck

d) Increase air pressure up to 15kg/cm
2
gradually by adjusting air reducing valve
or opening by-pass valve of the reducing valve slightly by watching pressure
on the secondary side.

7) After the pressure is set at the required level, inspect visually all the line including
flanges and valves.
8) After inspection in the above 5, close the manifold valves and remove the blind
flanges to inspect leakage of the manifold valves.
9) After inspection, close the valve for the air hose and release remaining pressure in
the line by opening manifold valves.
10) Drain the water from the line and the tank and clean the line.
11) Enter record in the attached sheet and keep in a file aboard.

3.2 One tank One Pump System / When cargo lines of multiple tanks are tested.

1) Connect the manifold with those of other tanks to be tested by using cargo hose(s)
as per the following plan and fit blind flanges to the open flanges of the manifolds
which should not be tightened till air in the lines is purged.

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2) Connect water hose and air hose to branch line on delivery line of cargo pump
and drain line at a manifold respectively as per the above plan.
3) Fit pressure gauge (0 ~20kg/cm
2
) to gauge boss of the manifold.
4) Close the valve (A) and (B) and open the valves (C).
5) Open the valve (D) and fill fresh or sea water to piping lines and hoses while
purging air remaining in the lines and hoses from the manifold blank flange,
etc
6) Open the valve (E) for compressed air hose to supply air and pressurize the
piping lines and hoses upto a pressure 1.5 times of MAWP.
7) Hereafter follow the same procedure as the above paragraph 3.2.
8) Enter record in the attached form and keep in file aboard.

The defect found through pressure test should be repaired and reported to the head
office.

4. Testing procedure by cargo pump operation
To confirm the integrity of the cargo piping and hoses more frequently beyond the
statutory requirement the following easier testing must be carried out at an interval of
about 6 months. This testing is essential especially for group main piping system as
leakage in the system can cause serious cargo damages easily.
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Page No. : 6
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4.1 Group Main Piping System

1) Fill some fresh or sea water into a cargo tank of foremost position amongst the
cargo tanks to which the line is connected.
2) Connect water hose to the drain line of the suction strainer of the pump.
3) Fit pressure gauge (0 ~20kg/cm2) to a gauge boss of the manifold.
4) Open or close the relevant cargo valves and suck and circulate the water in the
lines by operating cargo pump. Air remaining in the line shall be purged from the
valves or cocks located at higher position.
5) After air is purged from the lines by circulating water in the lines, open the valve
(A) for the water hose and close the suction valve (B) and then suction valve of
the cargo pump (C) and pressurize the lines by operating cargo pump to a pressure
at which the safety valve of the cargo pump opens.
6) Inspect visually the lines and valves for leakage. To inspect the valves closely,
open the bottom plugs of the valves for leakage.
After the suction valves are inspected, close the intermediate valves (D) or the
valves (E) located at inner position of the suction valves and inspect the valves by
opening the bottom plugs.
7) Record the results of test in the attached recording form, repair any defect found
through the test and report to the head office.

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Section : A/01
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4.1 One Tank One Pump System

1) Fill some fresh water into the cargo tank(s) to be tested.
2) Fit pressure gauge (0 ~20kg/cm
2
3) Close the valve on the manifold and the drop line.
4) Operate the cargo pump and fill water into piping lines while purging air
remaining in the lines from the valves located at upper position such as the
manifold valves, then pressurize the lines by closing the openings and operating
the pump at full.
5) Inspect visually the piping and valves while the piping lines are pressurized.
6) Record the results of test in the attached recording form, repair any defect found
through the test and report to the head office.

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