Loading preparation

Normally it is hectic on an oil tanker's ballast voyage in connection with new a

transport order. There is continuous communication between charterer, shipper
and the vessel to make the transport
One of the first questions, which appear, is how much the vessel is able to load.
These kinds of messages are usually marked "Urgent", and a rapid answer is
needed. It is important to act on this message as soon as possible, because there
are many companies competing in the market with available tonnage. And history
shows that many cargoes have slipped away due to hesitation on such applications.
The cargo quantity is calculated from the vessel's dead weight or from the total
cargo tank capacity. The death-weight is the summary of bunkers, fresh water,
stores, and cargo/ballast. The amount of cargo to load is then the dead weight at
the loading mark or other given draught minus the summary of fresh water,
bunkers and stores.
With the knowledge of the cargo density and temperature it is possible to calculate
the space (volume) that the cargo will occupy, and then it is possible to check if
there is enough space in the vessel's cargo tanks.
M/T Seagull is close to a charter party from Persian Gulf to Europe with the
following known specifications:

Dead weight in summer zone: 187997 metric tonnes.

98% cargo tanks capacity: 217180 m3.
Bunker consumption: 90 metric tonnes/24 hours.
Steaming time in tropic zone: 8 days.
Cargo temperature: 32°C. ..
Density by observed temperature: 864,7 kg/m3.
Bunkers stock:

Heavy fiiel: 3962 metric tonnes.

+ Diesel oil and lub. Oil: 238 metric tonnes.
+ Fresh water, feed water, store: 500 metric tonnes.
Total: 4700 metric tonnes.
© Seagull AS
 On this voyage it is possible to load the vessel up to its summer mark, plus the
amount of cargo that corresponds to the bunker's consumption at the loading port
in the summer zone (see the Load Line Zones chart). From the given
information, the following calculation can be done:

Summer mark dead-weight 187997 metric tonnes.

+ Consumption to summer zone: ( 90 x 8) = 720 metric tonnes.

- Available dead-weight 188717 metric tonnes.

- Bunker, water and store: 4700 metric tonnes.

= Dead-weight available for cargo: 184017 metric tonnes.

The amount of cargo is 184017 metric tonnes, which the vessel is able to load in
this specific tropical port Then the vessel will be at the loading mark when
entering the summer zone, 8 days after departure. But before this number is
settled, a check on the available cargo space-in the vessel's cargo tanks has to be
done. Make use of the information concerning the cargo density and temperature.

The cargo will occupy a volume of (184017: 0,8674)= 212148 m3.

From the vessel's capacity plan, 98%corresponds to filling of 217180m3. The

conclusion is that there is good space for the calculated cargo. The loading in this
case has a dead-weigfat limitation. Lighter cargoes, for instance, may cause a
volume limitation in that the cargo tanks are filled up without reaching the vessel's
loading mark.

This was a simple example using homogeneous cargo. With more than one grade
of cargo, other situations come must be considered, such as, trim, stress and
particular cargo placing with regards to the segregation. Remember that it is the
circumstance during the loading operation that the plan is based upon.

Stress analyses

The next step is in the preparation for cargo distribution. This is done by testing
the loading (on a loading computer etc) with an eye for wanted draughty trim and
most of all shear forces and bending moments. The load planning is based upon
the demands that hull forces have limits at all times. The important forces
regarding M/T Seagull, and oil tankers in general, are the shear forces and bending
moments.

© Seagull AS
Bending moments is the force, which bends the vessel up and down in the fore-
and-aft direction. The force is comparable with a flexible rod When bending the
rod up or down, it will bend up or down in the middle.

If the vessel is loaded with heavier weight in the ends than in the middle, the fore
and aft part of the vessel will be pulled down while the middle section is forced up.
This is called a "hogg moment". If the vessel is loaded with a heavier weight in
the middle section than at the ends, the vessel will be forced down in the middle
section. This is called a "sagg moment". So, these forces must be kept within the
classification company's limits.

Another force to consider is shear force. These forces are affected between loaded
and empty parts of the vessel, also between a loaded cargo tank and an adjoining
empty cargo tank. The specific vessel is supplied within the specifications, given
by the classification companies, for how many empty cargo tanks the vessel is
allowed to sail with.

Most of the vessels today are equipped with a cargo handling computer for cargo
calculation. These computers must be approved and must have a certificate
issued, which satisfies the Classification Company regarding shear forces and
bending moments. The programs are supplied with curve diagrams for these
forces, and remember, in all stages of a cargo operation within limitations of force.

Before arrival at loading port

For the loading terminal to be prepared as best as possible regarding the

organisation of a safe and efficient operation, the terminal needs some information
about the vessel. When the vessel has provided the loading figures, and the vessel
is nominated for the cargo, she receives a lot of particulars that need to be
answered. Among other things this can consist of:

• The vessel's draught and trim on arrival.

• Ballast on arrival. Amounts of CBT and SBT.

• How the debailasting is to be done - pumped over board or deliveries to shore.

• Type of cargo on previous voyage. (Usually, the three last voyages are asked
for).

• Amount and location of slop on arrival.

• Prospective request for LOT (Load on Top). This means to load on top of the
arrival slop.

© Seagull AS 3
• To confirm that the cargo tanks are inerted on arrival, and that the inert gas
plant is working properly.

• -Number of manifold lines and their size.

• The manifold's height above the main deck.

• The manifold's distance from rails.

The information given to the vessel from the terminal varies from port to port If
the information from the loading terminal is defective, it can be necessary to
obtain the necessary information from somewhere else. Among all the reference
books on board is the "Guide to Port Entry". This book contains almost all the
relevant information about most ports world wide with international traffic. The
book informs about tide, current condition, depth along side piers, pier size,
number and dimension of loading/dischargjng arms (hoses, etc.)

With regards to information about the cargo to load, it is usually not possible to
achieve accurate information before the vessel is well moored. It will now be
beneficial to keep an orderly system of storing previous loading documents. The
planning of a loading operation can be done in good time ahead based on the
information obtained, such as:

• Available loading rate.

• Approximately density and temperature of the cargo.

• Number and dimension of loading arms (hoses). This is important to know

due to connection of prospective reducers on the manifold.

• Draught along side the pier.

• Air draught limitation.

• Local circumstances like the tide, for instance regarding the moorings.

Based upon all available information, a loading plan is formed. Thorough

preparations also include that personnel involved in the operation are fully
informed about the plan. A good chief officer makes sure that all the involved are
instructed in their duties. Such instruction is best for the personnel involved and
reduces die risk of undesirable occurrences.

A common principle is to gather all the personnel involved in the operation in a

pre-arrival meeting. This to make a final point to each person about their duties.
Such a meeting is also a good opportunity to inform the crew about the other
happenings during the stay, for instance, bunkering provisioning, etc. It is also
important to inform about expected visitors from the company, oil company,
inspections, Classification Company, etc,

© Seagull AS 4
An important pact of the preparations concerns the safely on board during the
stay. Besides the inevitable advantage of reduced risk for accidents, its also gives a
positive impression of vessel and crew that the vessel is arriving with all the details
in order. The following must be checked and in order before arriving at berth:

• The cargo tanks have positive pressure and the inert atmosphere is according to
the regulation in force.

• The cargo tank's pressure/vacuum valve is operating properly.

• The drip-tray beneath the manifold is drained and clean.

• The manifold flanges (reducers) are blind off.

• Make sure that all the scupper plugs are fitted. The main deck is, in advance,
being cleaned to avoid oil film on the water surface, if rain should appear. The
rainwater is to be dropped over board by an open scupper plug when
necessary. Remember to replace the scupper plugs.

• Make sure that all the valves leading to the pump room from bottom lines and
deck lines are shut before the operation takes place.

• The required pumps to collect oil pollution are on the main deck. These
pumps are rigged ready to be used by a quick coupling connected to air,
sucking hose on the main deck and a delivery hose, for instance to a slop tank
(ready to use).

• The fast closing for the ventilation to the pump room is tested before arrival.

• Make sure that the radar is stopped and the vessel's radio plant grounding is
properly connected.

• Make sure that all the loose antennas from the cabin portholes are removed.

*
The whole crew and personnel from shore is instructed that doors leading out
on deck must be kept closed at all time.

When entering the port the following equipment which concerns safety, in case of
fire and oil pollution, should be ready and available on the main deck:

• After the vessel is moored, a fire wire is rigged fore and aft on the outer side (if
the vessel is moored with starboard side along side, the wires are to be rigged
on port side). These wires are to be used by tugboats if some unforeseen
circumstances should appear. The tugboats can rapidly fast the wires and pull
the vessel from the berth. These wires have to be supervised constantly during
the stay to make sure that the wires are hanging in right height above the water
surface.

• Safety net should be rigged underneath the accommodation ladder.

© Seagull AS 5
• Next to the accommodation ladder, a capacity plan is placed, showing the
vessel's safety equipment, fire equipment, ans.

• • Next to the capacity plan, an international fire coupling is placed. This coupling
is used between the vessel's fire hydrant and the terminal's connection. Both
the above mentioned items must be placed in plain marked boxes.

• Fire hoses rigged in the manifold area.

• Fixed foam monitors are made ready for use and pointed towards the manifold
area.

• Absorbent booms, sheets, etc. are made ready for use in case of pollution.

• Sawdust is ready for use.

• A mobile 50kg's powder extinguisher.

• A box containing personal protection, such as suit, boots, oil proof gloves,
shovels, scrapes, buckets and other equipment to collect oil. All equipment in
spark proof material.

• Oil detrimental chemicals - to use on board and on the water along the
shipside. Local approval has to be issued before using the chemicals. On
board, the chemicals must be stored in a particular locker properly marked.

As the above shows, there is a lot of work to be done in connection with a port
stay. Also be aware of the value of good routines. Besides, it also has a double
effect when a vessel is organised in a professional way. The cargo operation
becomes safer and easier and the shore representatives get a positive impression of
the vessel.

Procedures after arrival at the terminal

After the vessel is well moored at the terminal, the chief officer meets the
terminal's loading master, security officer and one or more independent surveyors.
During a pre-meeting the operation is lined up and information is exchanged, such
as:

• Number of loading arms (hoses) and which manifolds to use.

• The loading plan is reviewed. Agreement of quantity and which cargo tanks
will be filled.

• Agreement for the deballasting.

• Establish start rate, full rate and topping up rate during loading.
© Seagull AS 6
• Agreement about how much time is needed for a stop, an emergency stop, ans.

• Agreements of shore stop or ship stop. When dead-weight limitation is in

force, which stops before the cargo tanks are full, it is advantageous for the
vessel to agree to shore stop.

Before the loading commences a lot of paper work has to be done. An obligatory
transition hereby exists for the serial safety points, a so-called "Ship/Shore Safety
Check List". In addition, the captain must sign a letter, which contains the vessel's
Concepts in cargo
calculations
With volume and quantity calculations of liquid cargo, such as oil, there are many
details to consider. Before going into calculating cargo, we will take a closer look
at the concepts, which are necessary to be familiar with.

Let us start with the place cargo is kept, which is the single cargo tank. Each tank
is calibrated when built, and the total volume is determined. From this an ullage
table is worked out Ullage is the distance between the surface of the liquid and
the top of the tank, or the height of the "empty space" above the liquid.

In the ullage table, we find the liquid's volume for different tank levels. The levels
are often given as ullage (distance down to the liquid surface) and in sounding (the
depth of the liquid).

Enclosed are the ullage tables, which is a table for trim corrections belonging to
each tank. The table give the change in ullage when it is exposed to differences in
trim forward or trim astern. The trim corrections are determined by the
comparison of the location of the measuring point and the cross-ship centre line in
the tank.

Likewise, we have a list correction, which was determined by the ullage plugs'
location compared to the fore and aft centre line in the tank.

With the above mentioned corrections, we calculate from the table ullage to get
the corrected ullage, which is what we are using in our tables.

The methods for the measuring of tank liquid levels passed great changes in later
years. In the past, the measuring was executed standing over an open ullage plug,
sounding the ullage with a tape, often with a piece of wood in the end to help,
determining the distance down to the liquid surface. The topping was controlled
with a wooden stick marked with inches or centimetres.

Gradually stricter demands on non-flammable tank atmosphere came into

regulation and we now have closed gauging.

There are a lot of different types of devices used in the sounding of liquid level in
tanks. A common principle is radar echo, where device placed on deck sends
signal, which are reflected on the liquid surface and recorded on reading device.
Usually, this is transferred for distance reading in the cargo control room.

© Seagull AS 1
For manual sounding, different types of measuring tapes are adjusted and
connected to ball valves giving a gas tight connection. A frequently used type is
the UTI apparatus (ullage-temperature-interface) which has a sensor attached to
the end. This can be used in both measuring ullage, temperature and can differ
between oil and settled water (interface).

When measuring ullage, the apparatus gives a sound signal once the sensor hits the
liquid surface the ullage can be read in the window of the device.

With the sensor well clipped in the cargo, the temperature is read digitally on the
apparatus. Temperature measures are usually done on several levels in the cargo
tank to achieve an average cargo temperature. The UTI-instrument can also be
used in confirming which level we find the separation between oil and water. By
sinking the sensor well down into the water and then leading it into the oil, we will
receive a sound signal once the sensor passes the separation line. This signal is
obviously different from the signal for ullage.

Some types of devices using the principle of floating also exist This is a simple
mechanical measuring principle with a float at the end of an ullage tape which runs
on a roller in a device on deck. Here the ullage is read in the window of the deck
housing. In addition, it is common to transfer this information to the cargo
control room.

The instrument has to be inspected and maintained so that the measuring tape and
the mechanical parts function as required. Last but not least, do not forget to
crank up the tape into the deck housing before tank washing commences.

This was a short briefing of the most common methods of measuring the liquid
level in a tank. To get accurate measuring is important that the liquid surface is
calm. Therefore, make a note in the reports, if the ship has been rolling or
pitching during ullaging.

Now we can move further on and view the other expressions and concepts used
in various cargo calculations. In the calculation forms and tables on board, we
frequently come across expressions and abbreviations. Here we will view some of
the most frequently appearing such as:

• TOV = Total Observed Volume. Total volume of oil, free water, residues,
etc. at actual temperature at the time of measuring.

• GOV = Gross Observed Volume. TOV withdrawn of free water. Residues

are still counted in.

• GSV = Gross Standard Volume. GOV multiplied with a volume correction

factor. This is a standardised volume either at 15 degrees C or 60 degrees F for
use in the tables.

Seagull AS
 TCV= Total Calculated Volume. GSV added free water. Total volume of
oil, free water, residues, etc. by table temperature (15 degrees C or 60 degrees

• OBQ = On Board Quantity. The oil deposits from the last voyage, which
are on board before loading.

• ROB = Remaining On Board. Oil deposits of cargo left in the tanks after
discharging.

• VCF = Volume Correction Factor. Factor used to correct the volume at the
actual temperature, to the volume the liquid would have had by a given table
temperature (15 degrees C or 60 degrees F).

• VEF = Vessel Experience Factor. Factor that is used to correct the

difference experienced between the ship figure and the Bill of Lading figure.

• Mass = The quantity of mass (weight in vacuum), the SI description =

kilograms

• Weight in air = Mass subtracted from the buoyancy in air. In ASTM

suggested to be 1,22 kg/m3.

• Specific Gravity 60°/60° F, is a proportional number between a volume of

water and a volume-measured liquid, both at 60° F. With both in equilibrium
the proportion between the volumes is calculated.

• API Gravity at 60 degrees F = Simplified number referring to Sp. gr, 60°/60°

F. The number is worked out by the American Petroleum Institute, and with
the following formula we use API to find Sp. gr.;

Sp. gr. 60°/60° F = 141,5 : ( API + 131,5)

• M.T. = Metric tonnes (1000kg)

• L.T. = Long Tons (1016,05 kg)

• U.S. BBLs = Barrels, 1m3 = 6,2898105 BBLs

For trim and list corrections, we find the ullage (corrected ullage) for the ship on
even keel. With this value we refer to the ullage 'table to get the volume (some
operate in m3 and others in U.S. Barrels). This is TOV.

After loading some of the settled water in the bottom of the cargo tank may be
measured. By subtracting the water from the volume we get GOV, which is the
volume of oil and residues at an observed temperature. With the GOV, we then
use VCF, which is a factor used to calculate what the volume, at observed
temperature, would have been, if we had reduced the volume to equal standard
(table) temperature. The volume correction factor is read off the oil density table,
which is valid just for oil. This is the reason why free water is drawn out
© Seagul AS 3
The result of GOV corrected with VCF is also Gross Standard Volume, and in
other words, the same standard that the tables refer to.

GSV multiplied with density at 15° C gives the mass of the cargo in MT (metric
tonnes).

ASTM-Tabtes

A standard frequently used on oil tankers for the calculation of cargo is the table
from the American Society for Testing Materials. These ASTM Tables are used
for almost all thinkable conversions and factor calculations relating to cargo
calculations. A quick view of the most used tables:

• Table 3-21-52: Converts between the-terms API-Sp. gr. 60°/60° F. Density at

15°C

• Table 53 A/B: With given density at observed temperature, we find a

corresponding density at 15°C

• Table 54 A/B: With the given density at 15°C, we hereby find the volume
correction factor for the actual temperature. This is used on volume at actual
temperature in order to find what this would have been if the liquid
temperature was 15° C

• The tables A and B above are valid with crude oil and petroleum's products.

• The tables 5 A/B and 6 A/B represent the same as 53 and 54, but here we
operate with API and temperatures in F, in stead of densities and temperatures
in C.

• Table 11 and 13 give long tons and metric tonnes pr. U.S. BBLs in regards to
actual API.

• Table 52 gives the average factor for calculations from m3/15°C to BBLs
v/60°F

© 6«agull AS
Cargo calculations

When the loading is complete, we will calculate the loaded cargo quantity.
The ship calculates how much cargo is received and the terminal calculates
how much cargo delivered. The independent loading surveyor performs the
calculations both places in order to compare.
The ullage and temperature are measured in each tank. We try to find the
amount of water we have in the oil that settles after loading.
Note, here it is extremely important to record traces of water (if any), even if
we cannot decide the amount. This way we have something to refer to at the
discharging port where we will find larger amount of water settled during the
voyage.
In addition, we note the actual trim and list for correction of the ullage, if
needed.
Let's use an example of cargo calculation with records from Ships Quantity
Report. We have loaded M/T Seagull, and for a simple review, we will do
the calculation of one tank, CT no.l. The following information is given:
• Type cargo: Bonny Medium
• Measured ullage CTno.l: 2,23m
• Trim by stem: 2,00 m
• Official API at 60°F: 25,2
• Temperature: 31° C
• Free water:(Interface measure): 4 cm. (47,92m3)
• VEF: 1,00128
• B/L-fig. Standard Volume at 15°C: 27656,24.
• OBQ inch water: 142,36m3

Let's go through these posts as we follow the formula on the next page:

© Seagull AS 1
© Seagull AS
We start writing, in the information columns, the facts we have. First the
API 60° F = 25,2 with which we refer to the ASTM-table 3, in order to find
the density at 15° C = 0,9025 t/m3.

This density gives the calculation as "weight in vacuum". Often it is desirable

to use "weight in air" calculations - the density minus the liquid's air
buoyancy. In table 56 we change the density from vacuum to air. The factor,
which is valid over the whole spectre, is 0,0011, is subtracted from the density
in the vacuum. In our situation, we have the density in air at 15° C (0,9025 -
0,0011)= 0,9014t/m3.
Next, we record observed ullage which was 2,23 m. Furthermore we record
trim correction for 2m trim by stem of 0,178m. This give the correct ullage
of (2,23 + 0.178m) = 2,408m

With this ullage, we go to the ullage-table. The table gives the volume in the
tank at actual temperature; all is included residues, water, ans.. This is
recorded in the column for Total Observed Volume (TOV). By
interpolating the table, we calculate the volume to be 28055,12 m3.
The result of searching for water in the cargo tanks is recorded in the column
for Free water (sounding and volume). In our situation, we sampled 4cm of
water, similar to a volume of 47,92 m3. This volume is subtracted from
TOV, and the result appearing is called Gross Observed Volume (GOV). .
The temperature of the cargo was observed during the tank inspection with
the surveyor (ullage/temp). This is recorded in the appropriate column, in
our situation in Celsius because we used the ASTM-table 54 in our
calculations.

TOV withdrawn FW is recorded in the column called Gross Observed

Volume (GOV). This is volume of oil and residues at observed temperature.
The reason for subtracting the water is, that GOV should be recalculated to a
standard volume with a factor valid to oil and not to water. We record
(28055,12 - 47,92) = 28007,20 m3.
The above mentioned factor is what we call the Volume Correction Factor
(VCF). This is found in the tables where the cargo's observed temperature
and given density at standard temperature is calculated. In our situation, we
use ASTM-table 54A with Celsius degrees and density at 15°C. We can see in
the table that the density used is kg/m3. By searching the table for 902,5
kg/m3 and temperature 31°C, we find VCF in the table to be 0,9879, which
will be used in the formula. When handling large volumes, frequently it is
necessary to interpolate between the different laying values in the table.

© Seagull AS
 The next step will now be to calculate Gross Standard Volume (GSV). To
be able to do this we need to know GOV and VCF. The following formula is
valid:
GOV x VCF = GSV.
This meaning: multiply 28007,20m3 with 0,9879 and get GSV = 27668,31
m3

Gross Standard Volume is the volume the cargo, which would have occupied
the tank, if the cargo temperature was changed from the observed loading
temperature to the referred temperature used in the tables, in our case 15°C.
Gross Standard Volume, in other words, refers to the table standard, which is
consequently used by the one and same cargo load calculation. This is
because we have to find the volume at the same temperature with regards to
density, in this example 15°C. Then we can multiply GSV with the density at
15 C and find the total mass of this cargo. Before doing so, first GSV has to
be corrected a little to achieve the loaded quantity.
Those columns we have mentioned here are recorded for each tank. The
different types of volume is summed up separately and recorded as a TOTAL
in the bottom of the columns.
Under the columns, we find a layout for converting volumes and calculation
of the mass.

First, we find the TCV (Total Calculated Volume), which is Gross Standard
Volume plus Free Water. In other words, total volume after loading, is
corrected to standard temperature. We record (27668,31 + 47,92) =
27726.23 m3
Before the loading started, we recall that the cargo tanks were inspected in
order to establish how much remained from the last voyage. The amount of
slop, which is still onboard (On Board Quantity), is recorded under Less
OBQ. Our surveyor has found this to be 142,36m3.

TCV minus OBQ is recorded as Ship Figure Loaded. This is the standard
volume of the quantity loaded. We record 27573,87m3.
This volume should now be converted to BBLs 60° F. The easiest way is to
refer to table 52 where, we in the density area 902-1074 kg/m3, find the factor
6,292.
For recalculating from m3 to BBLs with one and same temperature, we have
the fixed factor 6,2898105. However, because of a small temperature
difference (60° F is similar to about 15,6°C) some average factors have been
worked out for some given areas of density at 15°C. We do a simple
arithmetic:

© Seagull AS 4
27573,87m3at 15°C x 6.292 BBLs at 60°F = 173494,79 BBLs/60degrees F.
m 3 atl5°C

Now, we have the ship's figure for the quantity loaded with both volume
terms.
Assuming that the terminal has given us the final, official density of the cargo,
we are ready to calculate the mass of the cargo loaded. We choose to
calculate as "weight in air". Then, we calculate the density at 15°C to be
(0.9025 - 0,0011)= 0,9014 t/m3. The weight of the cargo is then
(27573,87m3 x 0,9014t/m3 = 24855.09 M.T.

Our formula has a column for the weight in long tons, a term which is
defined as 1016,05 kg. Long tons are found by multiplying metric tonns with
0,9842065. We then get (24855,09 M.T. x 0,9842065) = 24462.54 Long

The weights can also be calculated regarding the volume in BBLs at 60 F. We

then use the ASTM-table 11 and 13 to find Long tons and Metric tonne pr.
BBLs at 60°F, based on the API in force.

What we now have fulfilled are the volumes and weights measured and
calculated onboard. This now will be compared to what the terminal claims
to have delivered on board. Frequently, the experience is that the results are
different, due to differences between land tanks and ship tanks. Therefore a
correction is made based on the ship's loading history.

The loading surveyors are working out this Vessel Experience Factor (VEF).
The rule says that at least 3 qualified cargoes (sufficient quantities and
comparative liquids) will be the basis, but usually 10 or more cargoes are used
for the calculation. The factor is presented by the Ship Figure Loaded and is
divided by the Shore Figure (Bill of Lading).

The methods vary between different companies, but in our case the Ship
Figure Loaded is divided with VEF to determine Ship Figure Corrected. This
number is compared to Bill of Lading figure. Eventually, differences lead to
protest. The owners follow their own practice, but it is common that the
captain protests if the difference is more than 0,3% of the Ship figure.

©Seagull AS 5
Load planning
Before a loading operation on an oil tanker can start, a detailed loading plan
must be worked out. The planning should include the loading operation itself
and the safety means around this plan.
A watch list is to be written, with name of the officer and crew on duty. The
persons should be described with names and duties during their watch
periods.
A security preparation plan, in case of oil pollution, should be worked out
also, which describes the preparation actions and the persons executing the
different actions.
All plans and watch lists are to be given to the operators in charge, and the
same information is delivered to the terminal representatives ashore. Put a
copy of the plan so it is available to other visitors to view (for instance the US
Coast Guard).

Some particulars relating to the load planning:

The tank atmosphere at arrival loading port. Check that O2 content and
the tank pressure is OK. The Loading master will inspect this.
Keep well-established routines for rigging the equipment to fight fire and
attempt to prevent oil pollution ans. This will reduce the risk of forgetting
in a period when a thousand things happen at the same time.
Present the ship with blind flanges on the manifold. Arrive at the port
with all the valves on the loading line system closed. These can then
gradually be operated as needed. A common principle is not to open
more valves than necessary.
The persons on duty should be active! Remember that the Watchman for
the manifold, watch hoses and lines should also be in touch with the
people on shore and the ship's cargo control room. The Deck Watches
should be aware and follow the happenings on the tank deck and
moorings, the out rigged fire wire, and the gangway to shore.

Now, we will work out a proposal for a load plan based on M/T Seagull.
First the needed information is drawn up to view the planed operation.

©Seagull AS 1
 Loading plan for M/T Seagull:
Loading in Bonny - Nigeria.

• Cargo to be loaded: Bonny Medium Crude oil

• Approximately quantity:
• Preliminary API at 60°F:
• Temperature:
• Arrival draught:
• Arrival ballast, CBT:
CT2 =
CT4 =
SBT:
WT3 s/p =
FPT=
• Tanks to be loaded:
• Initial tank:
• L.rate during deball CBT:
• Full loading rate:
• Topping up rate:
206000m3.
25,2.
31°C.
Fwd: 6,95 m. Aft 8,90 m
9000 metric tonnes.
18500 metric tonnes.
10450 metric tonnes.
12100 metric tonnes.
All cargo tanks, incl. slop tanks. (LOT)
CT3, starting rate: 3000 m3/h.
7000m3/h
14000 m3/h
3000 m3/h

Topping sequence with final ullages:

WT 6, s/p(l,00m). WT.5, s/p (1,00m). WT4,s/p (1,00m).
WT 2, s/b (1,00m). WT1, s/p (1,00m). CT 4 (1,00m). CT.2 (1,00m).
CT1 (3,08m). CT 3 (4,79m).
Departure draught Fwd: 18,93m. Aft 18,93m

M/T Seagull is well moored. Fire wire rigged and equipment placed oh tank
deck, as required. Hoses are connected to manifold 2 and 4. Valves are kept
closed. Loading master is checking tanks for O2 and pressure. Tank
surveying has commenced. OBQ calculations and OBQ recording (exclusive
arrival ballast tanks, CT2 and CT4) are done. Slop surveying and issuing of
slop certificate will not be done before deballasting of CBT is completed. All
valves on deck are checked that they are dosed (master and drop valves). All
valves in the pump room are checked mat they are dosed. The cargo tank's
suction valves and the crossover valves on the bottom lines are dosed.

© Seagull AS 2
The ship is ready to commence loading. We record this in the deck logbook
and in the operation time sheet: Vessel Ready to Load. Prospective delays
will then not be charged to the ship.
Before we start the planning, we have to examine the ship and how the cargo
tanks and lines are arranged. As we can see from the drawing, we have 4
centre tanks and 5 pairs of wing tanks for cargo. These are separated in 4
systems with its own line system segregated by doubled valve segregation.

The division of the main systems is, as follows:

Line 1 leading to CT 1 and WT 5,s/p. (COP 1).
Line 2 leading to CT 4 and WT l,s/p. (COP 2).
Line 3 leading to CT.3 and WT 2,s/p and WT 6,s/p (slops). (COP 3).
Line 4 leading to CT.2 and WT4,s/p. (COP 4).

M/T Seagull does not have sufficient-capacity for segregated ballast (SBT)
and must therefore use water washed cargo tanks for the ballast M/T Seagull
has arrival ballast in CT 2 and CT 4. After the demands for two valves
segregation between cargo and ballast, system 2 and 4 are closed for loading,
until deballasting of CBT is completed. The start of loading must be limited
to lines 1 and 3. This will also influence the loading rate, because the max.
loading rate is given to be 3500m3/h. pr- line.
A message is received to start loading. Open valves to CT3, drop valve on
line no. 3, cross over valves between manifold no. 3 and manifold no 2, and
between manifold no. 1 and manifold no. 2. Commence loading in CT 3 with
a rate of 3000 m3/h. Make sure that the cargo is coming in on CT 3 and
nowhere else.
Now open valves for loading on the other tanks, on system 1 and 3, that
means CT 1, WT 2 s/p, and WT 5, s/p. Also open drop valve no. 4, cross
over the valve between manifold no. 3 and manifold no. 4 and manifold valve
no. 4. Inform the shore terminal to increase the rate to 7000 m3 /h.
We choose to keep closed, WT 6, s/p on line 3 (slops), for loading, as long as,
the deballasting of CBT from CT2 and CT4 is in process (the slop certificate
is not yet issued). The deballasting has to pass through a Oil Detection
Monitoring Equipment which closes the over board valve and opens to the
slop tank if we for some reason get oil in the ballast water. Therefore, the
slop tanks must be kept empty and available in case of eventual happenings.
Line up for deballasting of CT 2 and CT 4. Open suction valves on the
mentioned tanks and bulkhead valves on the bottom line 2 and 4. The free
flow is open towards cargo pump 2 and cargo pump 4. On the cargo pump's
delivering side, open crossover valves to the high over board line via ODME.
Open the manual valves on the over board line and open the high inlet to the
port slop tank. The ODME is set in automatic mode. Delivery valves to
cargo pumps 2 and 4 are kept closed when starting.

©Seagull AS 3
Start cargo pumps 2 and 4 with low revolution. Let them run toward the
closed delivery valve, on "idle speed", in a period given by the pump's
operational manual. There after, the pump's revolutions are increased
gradually and the delivery valve is also open according to the increased
revolution.
During deballasting of CBT, we load on lines 1 and 3. Spread the cargo to
these tanks, so we can maintain a sufficient trim by stem during the
deballasting. Consider dropping from FP-tank with gravity, if necessary, to
maintain wanted trim by stem.
After about three hours, the CT 2 will be down at stripping level and the
equipment to dip is made ready for use. Vacuum stripping equipment is
made ready. Loading is adjusted, so the ship has a stern trim of
approximately 4m. Copy of the curve show that the shear force and the
bending moments are within the limits.
When stripping is completed on CT 2, the suction valve is closed and cargo
pump no. 4 is stopped. Also, all the other valves on this system are closed
such as, the bottom line valves and the valve leading to high over board.
When the stripping is completed on CT 4, the suction valve is closed and
cargo pump no. 2 is stopped. All the other valves in the system are closed
such as the bottom line valves and the valve leading to high over board.
The surveyors have been warned in good time and are ready to survey the
two deballasted cargo tanks, CT 2 and CT 4. Before permission is given to
load on these two tanks, agreement of on board quantity must be achieved,
with all the figures recorded and accepted by both parts. Now the slop tanks
are surveyed and a slop certificate issued.

CT 2 and CT4 have completed deballasting, are surveyed and have permission
to load. Because we are loading only one grade, we can now open all
cross over-valves on the bottom lines. We reverse to load on systems 2 and 4,
which means CT 2 and CT 4 plus WT 1, s/p and WT 4, s/p are made ready
to receive cargo. We can also load the slop tanks, WT 6, s/p. The tanks on
system 1 and 3 (CTl, CT 3 plus WT 2, s/p and WT5, s/p) are closed. When
this change is done we can call for full loading rate, 14000m3/h.
This is done to load the tanks on systems 2 and 4 to the same level as the
tanks on systems 1 and 3. After 3 to 4 hours at full rate, these tanks should
be loaded with approximately the same amount as the other tanks, which are
loaded at half rate during the 6 hour deballasting period. Thereby, we have
accomplished even balancing with all tanks at about the same level, therefore
avoiding flow from loaded to empty tanks.
Now we are opened for loading on all systems. The plan is to top up the
wing tanks while throttling the centre tanks which adjusts for trim. Adjust
the loading of the wing tanks to make differences in ullage, so we have
enough time in between each tank when the topping starts.

©Seagull AS 4
For practical reasons, we plan to top up the wing tanks, starting from the aft
This gives good control.
After the wing tanks are completed, we continue loading the centre tanks.
We adjust the loading with full opening to CT 2 and CT 4, which are loaded
to ullage 1m. The balance tanks CT1 and CT3, which require a higher ullage
than the other two, are slowed down. Here we want the final loading and a
possibility for trim regulation.
After some time loading on the centre tanks, the loading is adjusted so the
CT4 is the first centre tank to finish. At a pre-agreed time before topping
(notice time), the shore terminal is told to reduce the rate. Now, we just have
one tank per line, and thereby the rate is reduced to 3500 m3 /h for each
tank's completion. Also, in good time before CT 4 is completed, the terminal
is told to reduce the rate from 14000m3/h to l0500m3/h, reduce to 7000m3/h
before closing CT 2, and reduce to 3500m3/h before closing CT 1. The final
topping rate will be 3500m3/h for this loading operation.
With only CT 1 and CT 3 left to load we frequently check the trim. This is
done with good time to find the "final" ullage on CT 1, which is the second
to last tank to load. Remember to reduce the rate before closing CT 1. The
last tank to load is CT 3.
Now the terminal ashore has noticed that the loading is just taking place in
one tank only, and notes approximately how much time is needed to
complete the loading. Beforehand, we have agreed to a "shore stop" on
loading. Every the time at the end of the loading, we check the trim and
eventually adjust between CT1 and CT 3, to achieve wanted departure
draught and trim.
Reduce the rate to approximately 1500m3/h when close to the finish, and get
ready to end the loading operation. The operation is completed and upon
confirmation from the terminal, we close the tank valves and manifold's
valves. CT 3 with its associated drop valve is kept open until we have drained
the loading hoses and everything is disconnected from the manifold.

©Seagull AS 5