Additional notes (chapter 6 – 10)

FOR MCA ORAL EXAMINATIONS

Topics and links :

Table of Contents :

Chapter 06 : | bulk carrier safety chapter 12 |

Chapter 07 : | calibration of gas testing instruments |

Chapter 08 : | mooring ropes |

Chapter 09 : | condemning a wire rope |

Chapter 10 : | cargo handling manual for tankers | 01 contents | 02 introduction | 03 correction notation
table | 04 policy | 05 communications | 06 cargo handling and stowage | 07 loading | 08 discharging |
09 sampling and samples | 10 pumproom | 11 safety | 12 pollution prevention | 13 cargo heating | 14
cargo loss control |

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 6.
Bulk-carrier safety SOLAS chapter-12

Chpt 12 Solas….Safety Measures For Bulk Carriers

Came Into Force On 1st July 99

All New Bulk Carriers 150 Mts. Or More In Length Built After 1st July 1999 Eg. Wheat, Rice And Timber
Carrying Cargoes With A Density Of 1000 Kg/Mt^3 And Above Should Have Sufficient Strength To
Withstand Flooding Of Any One Cargo Hold Taking Into Effect Dynamic Effects Resulting From Presence
Of Water In The Hold And Taking Into Account The Recommendations Adopted By I.M.O.

For Existing Bulk Carriers Built Before 1st July 1999 Carrying Bulk Cargoes With A Density Of 1780
Kg/Mt^3 And Above The Transverse Water Tight Bulkhead Between The Two Foremost Cargo Holds And
The Double Bottom Of The Foremost Cargo Hold Should Have Sufficient Strength To Withstand Flooding
And Related Dynamic Effects In The Foremost Cargo Hold. If Not So The Surveyors Can Place
Restrictions On The Cargo Carried And Such Bulk Carriers Should Be Permanently Marked With A Solid
Triangle On Its Side Shell And Will Not Be Permitted To Carry Any High Density Cargoes. The Triangle
Being Equilateral And The Apex Of It Being 300 Mm Below The Deck Line Both Obn The Port And Stbd
Sides. The Length Of Each Of Its Sides Should Be 500 Mm.

Major Loss Of Bulk Carriers At Sea: If The Ship Is Flooded In The Forward Hold For Reasons Like
Collision Etc. The Bulkhead Between The Two Foremost Holds May Not Be Able To Withstand The
Pressure That Results From The Sloshing Mixture Of Cargo Water And Assorted Debris, Especially If The
Ship Is Loaded In Alternate Holds With High Density Cargoes. If The Bulkhead Between One Hold And
The Next Collapses,Progressive Flooding Would Rapidly Occur Throughout The Length Of The Vessel
Causing Her To Founder Within Minutes. This Being The Major Cause Of The Loss Of Bulk- Carriers At
Sea.

Maritime Safety Committee - 70th Session: 7-11 December 1998

Further to the note above;

Maritime Safety Committee To Further Review Bulk Carrier Safety

The Maritime Safety Committee (Msc) Considered Further Measures To Enhance The Safety Of Bulk
Carriers.

In November 1997, Imo Adopted A New Chapter Xii On Bulk Carrier Safety To The International
Convention For The Safety Of Life At Sea (Solas), 1974. Chapter Xii Aims To Prevent Losses Of Bulk
Carriers Due To Structural Failure Following Flooding Of The Foremost Hold, Identified As The Cause Of
A Number Of Losses Of Bulk Carriers In The Early 1990s. The Chapter Contains A Number Of
Requirements For Improving The Structural Integrity Of Bulk Carriers, Including Strengthening The
Double Bottom And Bulkhead Of The Foremost Hold Where Required.

However, A 1998 Report On The Sinking Of The Bulk Carrier Derbyshire In September 1980 With The
Loss Of 44 Lives, Presented At The Last Session Of The Msc In May By The United Kingdom, Contains
Further Recommendations Relating To The Design And Construction Of Bulk Carriers.

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Based On The Report Of A Working Group On Bulk Carrier Safety, Which
Reviewed The Findings Of The Report, The Msc Agreed To Refer A Number Of Issues To The
Sub-Committee On Stability And Load Lines And On Fishing Vessel Safety (Slf), Including:

1. Strength Of Hatch Covers And Coamings;

2. Freeboard And Bow Height;
3. Reserve Buoyancy At Fore End, Including Forecastles;
4. Structural Means To Reduce Loads On Hatch Covers And Forward Structure; And
5. Fore Deck And Fore End Access.

These Issues Will Be Considered In The Context Of The Ongoing Review Of The 1966 Load Lines
Convention. The Msc Invited Delegations To Submit Proposals On Other Specific Issues, Including
Dealing With Loss Of Steering Ability On A Bulk Carrier And Training And Operational Matters

The Msc Also Invited Further Submissions On Proposals That New Bulk Carriers Should Be Required To
Carry A Safe Haven, Which Would Float Free If The Ship Were To Sink, And That Existing Bulk Carriers
Should Be Fitted With Freefall Lifeboats.

The Msc Agreed Various Interpretations And Clarifications Requested By The 1997 Solas Conference And
Adopted Them By An Msc Resolution. These Include The Identification Of Bulk Carriers For Port State
Control Purposes, The Definition Of Bulk Carrier In Solas Chapter Ix And The Application Of Solas
Regulations Xii/9 On Requirements For Bulk Carriers Not Being Capable Of Complying With Regulation
4.2 Due To The Design Configuration Of Their Cargo Holds And Xii/10 On Solid Bulk Cargo Density
Declaration.

Formal Safety Assessment Study On Bulk Carriers Agreed

The Msc Agreed With A United Kingdom Proposal To Carry Out A Formal Safety Assessment (Fsa) Study
Of Bulk Carriers, To Aid Future Imo Decision-Making On Bulk Carrier Safety.

Fsa Is Described As A Rational And Systematic Process For Assessing The Risks Associated With Any
Sphere Of Activity, And For Evaluating The Costs And Benefits Of Different Options For Reducing Those
Risks. It Therefore Enables, In Its Potential Application To The Rule Making Process, An Objective
Assessment To Be Made Of The Need For, And Content Of, Safety Regulations.

The Fsa Study, Scheduled To Be Completed Over A Two Year Period By A Number Of Imo Member States
In Collaboration With Observer Organizations Will Look At A Range Of Measures To Improve Bulk
Carrier Safety, Including Problem Areas Referred To The Msc By The Solas Conference Of November
1997, Which Adopted The New Chapter Xii To Solas On Bulk Carrier Safety.

The Fsa Study Is Also Likely To Consider Further Whether Chapter Xii Should Apply To Bulk Carriers
Under 150 Metres In Length And To Double Skin Bulk Carriers, As Well As Those Of Single Skin
Construction. The Study May Also Look At The Benefits Of Specific Safety Measures, Such As The Need
For A Device To Detect Water Ingress Into Cargo Holds Of Existing Bulk Carriers Would Assist In
Warning The Crew Of Situations Where One Or More Holds Were In The Process Of Flooding And The
Possible Need For Crew Access To The Foredeck In Heavy Weather.

Fsa Consists Of Five Steps:

 Identification Of Hazards (A List Of All Relevant Accident Scenarios With potential Causes And
Outcomes);
 Assessment Of Risks (Evaluation Of Risk Factors);
 Risk Control Options (Devising Regulatory Measures To Control And Reduce The Identified
Risks);
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  Cost Benefit Assessment (Determining Cost Effectiveness Of Each
Risk Control Option); And
 Recommendations For Decision-Making (Information About The Hazards, Their Associated Risks
And The Cost Effectiveness Of Alternative Risk Control Options Is Provided).

7.
Calibration of gas testing instruments.

S.R. # Instrument/Equipment Model Calibration Gas And Date

1 Portable O2 Analyser Model 245 / R Checked In Atmosphere

2 Portable Explosimetre M.S.A. Model 2e 2% Methane In Air40/50%Lel

3 Portable Explosimetre M.S.A. Model 2a 2% Methane In Air40/50%Lel

4 Portable C.G.I. M.S.A. Gas Scope 8% Butane In Inert Gas

5 Portable C.G.I. Msa Tankscope 8% Butane In Inert Gas

6 Multigas Detector Acura And Auer(H2s) --------------------------------

7 Calibration Kit M.S.A. Calibration Kit To Be Pressure Tested.

Model ‘R’

# This List Is Taken From My Last Ship.

8.
Care Of Ropes

1. Examine The Ropes For Chafing, Cutting And Internal Wear.

2. Keep Away From Direct Sunlight, They Should Be Stored Underdeck For Long Voyages But If
Kept Outside They Should Be Kept Covered With Tarpolines Or On Gratings.
3. Ropes Should Never Be Stowed Away Wet To Prevent Rotting.
4. They Should Be Free From Grease Oilstains And Paint Marks Etc.
5. They Should Never Be Surged To Prevent Wear And Tare Due To Friction, Some Ropes Have A
Low Melting Point And Can Permanently Fuse And Get Damaged.

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 6. Wire Ropes Should Be Regularly Lubricated With Patent Lubricants
Such As Surret Fluid Or Wire Grease.
7. For A Wire Rope Care Should Be Taken While Breaking A New Coil As The Rope May Get
Kinked Or A Person May Get Injured Due To Faulty Handling. Break The Coil As Per Instructions
Given In The Seamanship Manuals Eg.The Vertical Swivel Or The Reel. Always Use Gloves
Whenever The Handling Of Ropes Is Concerned.
8. Sharp Angles (Nips) To The Wire Rope Need To Be Avoided.
9. Rollers Need To Be Used When Wires Are Being Used As Unnecessary Chafing Occurs.
10. When Turned On Bits The Top Turns Should Be Secured Against Springing Off By A Light
Lashing.

Handling, Maintainence And Inspection:

 Synthetic Lines Can Pose A Great Danger To Personnel If Not Properly Used Or Handled.
Handling Of Mooring Lines Has A Higher Potential Accident Risk Than Most Other Shipboard
Activities.
 The Most Serious Danger Is Snap-Back, The Suddern Release Of Static Energy Stored In The
Stretched Synthetic Rope When It Breaks.
 Snap-Back Is Common To All Lines And Even Long Wire Lines Under Tension Can Stretch
Enough To Snap-Back With Conciderable Energy.
 Synthetic Lines Break Without Warning And There Are No Visible External Signs Regarding This
Danger.
 As A General Rule Any Point Within About A 10 Degree Cone Around The Line From Any Point
At Which The Line May Break Is In Danger. A Broken Ine Will Snap Back Beyond The Point At
Which It Is Secured, Possibly To A Distance As Far As Its Own Length.

9.
Condemning a wire rope.
To Condemn A Wire Rope:

If In Any Length Of 8 Diametres The Number Of Visible Broken Wires Exceeds 10% Of The Total
Number Of Wires In The Rope.

The Breaking Strengths Of Ropes:

Ropes:

1) Manila: 2d^2 / 300

2) Polypropylene: 3d^2 / 300

3) Terylene: 4d^2 / 300

4) Nylon: 5d^2 / 300

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Wire Ropes:

1) 6 Strand, 12 Wires Per Strand 15d^2 / 500

2) 6 Strand, 24 Wires Per Strand 20d^2 / 500

3) 6 Strand, 37 Wires Per Strand 21d^2 / 500

Types Of Lays Of Wire Ropes:

1. Right Handed Ordinary Lay, Strands Are Right Handed While The Wires Are Left Handed.
2. Left Handed Ordinary Lay, Strands Left Handed While The Wires Are Twisted Right Handed.
3. Right Handed Langs Lay, Strands And Wire Are Both Right Handed.
4. Left Handed Langs Lay, Strands And Wire Are Both Left Handed.
5. Cable Laid Wire Rope, Large And Flexible 6 Stranded Rope.

A Wire Rope Is Made Of A Number Of Strands Laid Around A Central Hart Which Itself May Be A Steel
Strand, Steel Wire Rope, Or Be A Rope Of Vegetable Or Synthetic Fiber.

Each Strand In Turn Is Composed Of A Given Number Of Individual Wires Again Laid Round A Central
Wire Or Fiber Core.

The More The Number Of Wires In A Strand The More The Wire Is Flexible. Further Flexiblity Is
Achieved By Introducing A Fiber Strand In The Core Of The Wire Rope. Eg. A Hemp Or Coir Strand Is
Introduced In The Centre At The Cost Of The Strength, The Flexiblity Increases The Strength Decreases.

Types Of Slings:

1. Bale Strop Sling: Used For Lifting Boxes Cases Or Bales.

2. Pallet Sling: Used To Lift Pallets.
3. Timber Dogs: Used For Lifting Logs.
4. Plate Clamps: Used For Lifting Plates.
5. Can Hook Slings: Used For Lifting Drums.
6. Nets: Used For The Lifting Of Bags, Stores, Personal Articles Etc.

10.
Cargo handling manual for tankers.

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1. Contents

Document Property

Amendments

2. Introduction

2.1 General

3. Correction Notation Table

4. Policy

4.1 General Policy On Cargo Handling

5. Communications

5.1 General

5.2 Voyage Instructions

5.3 Notice Of Readiness

6. Cargo Handling And Stowage

6.1 Cargo Orders

6.2 Cargo Stowage Plan

6.3 Cargo Equipment

6.3.1 Cargo Measurement Equipment

6.4 Slack Tanks

6.5 Pre Transfer Cargo Conference

6.6 Check List

6.7 Cargo Record Book

6.8 Petroleum Hazards

6.8.1 General

6.8.2 Hydrogen Sulphide (H2s)

6.8.3 Cleaning After “Leaded” Cargoes

6.8.4 Products Containing Benzene/Toluene

7. Loading

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7.1 General

7.1.1 Procedures For Oil Residues

7.1.2 Arrival Ballast

7.1.3 Simultaneous Deballasting/Loading

7.1.4 Permanent Ballast

7.1.5 Draining Cargo Lines

7.1.6 Tank Inspection

7.1.7 Lining Up Cargo System

7.1.8 Setting P.V. Valves

7.1.9 Opening Manifold Valve

7.2 Loading Plan

7.3 Start Loading

7.3.1 During Loading

7.3.2 Topping Off & Check After Loading

7.4 No Shore Facilities For Dirty Ballast

7.5 Dirty Ballast Shore Facilities

7.6 Inspection Before Loading

7.7 Calculation Of On Board Quantity (O.B.Q.)

7.8 Cargo Measurement

7.8.1 Standard Instruments

7.9 Inert Gas System (If Fitted)

7.10 Internal Transfer Of Cargoat Sea OnLoaded Passage

7.11 Ship To Ship Transfers

8. Discharging

8.1 General

8.2 Discharge Plan

8.3 Cargo Measurement

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8.4 Crude Oil Washing (If Fitted)

8.4.1 Crude Oil Washing At Sea

8.5 Inert Gas System (If Fitted)

8.6 Ballasting

9. Sampling And Samples

9.1 General

9.2 The Sample

9.2.1 Dynamic Sampling

9.2.2 Static Sampling

9.2.3 Average Sample

9.2.4 Composite Samples

9.2.5 Running Sample

10. Pumproom

10.1 General Precautions

10.1.1 Ventilation

10.1.2 Pumproom Entry

10.1.3 Opening Of Pumps, Valves Or Equipment

10.1.4 Pumproom Lighting

10.2 Inspections

10.3 Bilge Alarm (If Fitted)

10.4 Stripping Overboard Discharge (If Fitted)

10.5 Seachest Valve Leak

10.6 Cargo Pumps

11. Safety

11.1 General

11.2 Mooring/Men On Watch

11.3 Fire Fighting Equipment

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11.4 Notices

11.5 Inert Gas

11.6 Doors And Portholes

11.7 Incinerator (If Fitted)

11.8 Radio Equipment

11.9 Lights

11.10 Pumps: Emergency Shut Down

11.11 Smoking

11.12 Means Of Access

11.13 Electrostatic Precautions

12. Pollution Prevention

12.1 Scupper Plugs

12.2 Oil Spill Equipment

12.3 Oil Record Book

13. Cargo Heating

13.1 General

13.2 Heating Requirement

13.3 Inability To Comply

13.4 Testing Of Heating Coils

13.5 Commencement And Duration

13.6 Discharging Temperature

13.7 Overheating

14. Cargo Loss Control

14.1 General

14.2 Cargo Calculation

14.3 Cargo Disputes/Complaint

Appendix I

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Introduction

1) Isgott - Ship / Shore Safety Check List

2) Notice Of Readiness

3) Ship’s Ullage Report (Two Pages)

4) O.B.Q. / R.O.B Report

5) Letter Of Protest For Free Water Loaded

6) Letter Of Protest For The Water Contents

7) Letter Of Protest For Difference Between B/L - Ship’s Dept/Arr Figures

8) Discharging Instructions

9) Discharging Rate

10) Loading Rate

11) Letter Of Protest For Loading Rate

12) Letter Of Protest For Ship’s Experience Factor

13) Deadfreight Claim

14) Master Protest Upon Execution Of Bill Of Lading

15) Letter Of Protest For High Temperature

16) Letter Of Protest For Low Temperature

A) Notice Of Discrepancy Between Ship’s/Shore Figures

B) Letter Of Protest For Discharging Rate

C) Letter Of Protest For Remainder Of Cargo

2. Introduction

2.1 General

Reference Resolution A: 741 (18) Imo International Safety Management (Ism) Code.

The Purpose Of This Manual Is To Provide The Master Of Ships With The Basic
Information And Instructions Necessary For The Efficient Fulfilment Of Cargo Handling
Procedures.
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 The Contractual Relationship Between The Company And
Charterers Of A Ship Is Legally Defined In The Charter And Nothing
Contained In This Manual Shall Be Considered In Any Way To Vary The Charter.

In The Exceptional Event That A Master Considers A Conflict Exists Between Any
Instructions He May Have From The Company Of His Ship On The One Hand, And The
Charterers On The Other, Then He Must Refer The Difficulty To The Company And
Immediately Inform The Charterers If, Because Of Any Such Conflict, He Find Himself
Unable To Comply With Their Instructions.

It Is Implicit Throughout This Manual That All Operations Are To Be Conducted With Due
Regard To Safe And Efficient Tanker Practices And In Compliance With Any Port And/Or
National Laws That May Be Applicable.

The Manual, However, Has Been Written With Full Regard To The Safety
Recommendations Formulated By The International Chamber Of Shipping (Ics) And The
International Safety Guide For Oil Tankers & Terminals (Isgott). The Manual Has Also
Written With Full Regard To The Recommendations Formulated And Published In The
Ics/Ocimf (Oil Companies International Marine Forum.)

Every Endeavour Will Be Made To Maintain This Manual In An Up To Date Condition By

Issuing Amendments To Ensure That It Reflects The Various Developments And The
Collective Experience Of The Masters Of Ships. To This End, Masters Are Welcome At All
Times To Make Suggestions For Improvements In The Content Of The Manual And, In
Particular, To Bring To The Company Immediate Notice Of Any Actual Or Foreseeable
Operational Difficulty Arising From The Use Of This Manual.

3. Correction Notation Table

Correction Sheet(S) Are Issued At Intervals, The Serial Number Of The Correction Being Printed On The
Top Of The Sheet(S). This Number Together With The Month And Year Show The Date Of Insertion Of
The New Sheet(S) And The Initial Of The Corrector. In The Event Of Any Of The Series Not Being
Received, Direct Application For The Relevant Sheet(S) Should Be Made To Company.

4. Policy

4.1 General Policy On Cargo Handling

During Cargo Operations All Precautions Should Be Taken In Accordance With Up-To Date
Texts Of :

o Marpol 73/78, (1991 Consolidated Edition)

o Standard For Oil Tanker Manifolds And Associated Equipment (Ocimf),
o International Convention For The Prevention Of Pollution Of The Sea (Last Ed.)
o Prevention Of Oil Spillage Through Cargo Pumproom Sea Valves(Ics/Ocimf),
o Inert Gas System (Imo And/Or Owner’s Manual),
o Crude Oil Washing System (Imo And/Or Owner’s Manual),
o International Safety Guide For Oil Tankers & Terminals (Ics/Ocimf).
o Ship To Ship Transfer Guide (Petroleum) (Ics/Ocimf)
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 o Clean Seas Guide For Oil Tankers (Ics/Ocimf)

Vessel Personnel, Particularly Masters, Chief Engineers And Cargo Officers Will
Operate Cargo System As A Primary And Vital Component Of The Safety.

Shore Management And Staff Will Be Fully Committed To Ensure That The
Maintenance And Operation Of Cargo System Will Receive Continuous High
Priority Support.

Vessel Masters And Chief Engineers Must Constantly Insure That Their Officers
And Crew Realize The Importance Of Cargo Safety Procedures.

Safety Will Be The Determinant In Maintaining The Cargo System At A High Level
Of Reliability.

Ongoing Training Programs For Vessel Personnel Will Be Conducted5.

Communications

5.1 General

To Ensure The Efficient Fulfilment Of The Voyage It Is Essential That There Should Be In
Good Communications Between Master And Charterers/Company.

Communications May Be Divided In Two Broad Groups:

A) Immediate : Those Affecting Current Operations And Being For Informations Or

Action Upon Receipt

B) Historic : Those Reporting On Past Operations, Ships’ Performance, Incidents Of

Interest Etc.

The First Group Are Normally Channelled Via Cable, Radio Or Telephone, Whilst The
Latter Concern Letters, Reports, Printed Forms, Etc.

This Chapter Describes Communications In The “Immediate” Category. The Second Group
Of Communications Are Dealt With At Appropriate Charterers’/Owners’ Requirements.

5.2 Voyage Instructions

Details Of The Cargo To Be Loaded And Voyage To Be Performed, Together With

Bunkering Instructions And, Where Necessary, Fresh Water Instructions, Are Passed To The
Ship’s Master Through The Agent At The Unloading Port Or Directly Via Radio/Fax/Tlx.

The Instructions Will Contains Following Standard Information

o Loading And Discharging Ports

o Approx. Volume At 15 Degree Centigrade
o Limiting Drafts At Loading/Discharging Port If Any
o Special Requirements (I.E. Cargo Heating)
o Special Properties Of Cargo (I.E. H2s)
o Stemming Details
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 In Addition To These Instructions The Following Messages In
Connection With The Next Loading Are Passed To Ship Direct By
Radio/Fax/Tlx Or Through Agents:

(A) White/Clean Oil Tankers

The Intended Cargo, Voyage And Bunkering Instructions Are Sent To The Ship As Long As
Possible In Advance Of Her Arrival At The Loading Port.

This Is Done To Enable The Master To Confirm The Required Segregation And To Plan His
Cargo Stowage, Also To Decide What, If Any, Further Tank Cleaning Is Necessary Prior To
Arrival (Refer Marpol 73/78 With Latest Amendments And Ics/Isgott Chapter 8 Last
Edition).

(B) Black/Crude Oil Tankers

Every Effort Is Made To Give Masters An Indication At The Previous Discharge Port Of
Their Next Cargo And Voyage, To Enable Them To Decide On What Tank Cleaning Is
Required At Sea, To Prepare Tentative Cargo Stowage Etc. (Ref. Must Be Done To Marpol
73/78 Latest Edition With Latest Amendments An To Ics/Isgott Chapter 8 Last Edition).

5.3 Notice Of Readiness

At Arrival At Customary Anchorage Or At Waiting Place At Loading/ Discharging Port, The

Vessel Will Tender Notice Of Readiness (N.O.R.)

6. Cargo Handling And Stowage

6.1 Cargo Orders

If A Vessel Receives Cargo Orders And Cannot Stow The Quantities Involved Within The
Tolerance Predetermined By Charterers Or Owner (Generally Is +/- 10% For Any Grade),
Charterers/Owner Must Be Informed Immediately And Given Brief Particulars Of The
Difficulties.

6.2 Cargo Stowage Plan

On Receipt Of Loading Orders, Masters Have To Plan The Stowage Of The Cargo To Take
Account Of:

o Trim
o Segregation
o Best Loading/Discharge Sequence
o Cargo Quality Security
o Limiting Zone Of The Loaded Passage

When Handling Multi-Grade Cargoes Every Effort Must Be Made To Stow Them With Due
Regard To Segregation And Trim, And In Such A Way That, Whenever Shore Facilities
Allow, Two Or More Grades Can Be Handled At The Same Time During The Greater
Portion Of The Loading/Discharge Period.

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 Concerning The Cargoes It Is Necessary To Clarify Masters’
Responsibility With Regard To Inspection Of Tanks And Suitability To Load
Particular Grades, And Owner Wishes To Emphasise, That In The Final Analysis, The
Responsibility For The Condition Of The Ship, The Care Of Cargo And Liability For
Contamination Of A Particular Grade Lies With The Master Alone.

It Is, Therefore, The Master Who Must Finally Decide What Degree Of Cleaning Is
Necessary, And He May Of Course, Seek Advice From Installation Representatives
Whenever He Considers It Advisable To Do So.

6.3 Cargo Equipment

Before Loading/Unloading Operation The Cargo Officer Shall Assure Himself That As Per
Visual Assessment And Pre-Testing (Where Possible) Of Cargo Tanks, Ballast Tanks, Cargo
Lines, Ballast Lines, Cargo And Ballast Pumps, Igs System And All Instruments That Must
Be Used For Incoming Operations Are In All Respect Ready To Receive/Discharge The
Cargo In Safe Condition.

The Connection Of All Cargo Hoses Is To Be Supervised By A Licensed Deck Officer And
The Bunker Hose By The Chief Engineers.

When Making Connection Prior To Loading Or Bunkering, The Chief Officer Is To Assure
Himself That Adequate Allowance Is Made For The Movement Of The Vessel To Ensure
Safe Transfer Of Cargo Or Bunkers

Cargo And Bunker Manifolds Not In Use Are To Be Securely Covered Using A Blank
Flange.

Every Hole In The Flange Connection Is To Be Fitted With A Bolt Of The Proper Size And
Length Tightened Properly With A Gasket.

Only Steel Manifolds’ Reducers And Spool Pieces Are To Be Used.

Pressure Gauges Before To Commencing The Loading Operations Must Be Properly

Installed At The Cargo Manifolds.

No Cargo Or Bunkering Operations Are To Commence Until All Scupper, Including Those
On The Poop Deck Have Been Properly Plugged And Checked At Frequent Intervals That
The Plugs Are Properly Set And Are Tight. Do Not Leave Unattended When Draining Off
Accumulated Water Overboard.

Bags Of Oil Absorbent Material Should Be Placed At The Manifolds In Case Of Oil
Splashes On Deck During Handling Hoses

The Cargo Officer Is Responsible For The Routine Operation And Inspection Of All Cargo
System. Defects Should Be Brought To The Immediate Attention Of The Master And Chief
Engineer.

6.3.1 Cargo Measurement Equipment

This Section Report The Main Equipment Which May Be Required To Ensure
Accurate Cargo Measurements:

o Ullages Tape:
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 Ullage Rule/Bob Or Electronic Tape. For
Operational Instructions Refer To Manufacturers’ Handbook
With Particularly Attention To Static Electricity Problems.

o Automatic Tank Gauges (Where Fitted) :

Used To Monitor Levels In Cargo Tanks During Transfers. When Reliability

And Accuracy Allow These Should Be Used For Topping Off (In Some
Terminals This Is Compulsory), But Final Tank Ullages Will Normally Be
Carried Out By Use Of A Manual Steel Tape.

o High Level/Overflow Alarms (Where Fitted) :

Should Be Kept In Good Working Condition, Regularly Calibrated And

Operational.

o Oil/Water Interface Detector :

This May Be A Function Of The Electronic Ullage Tape Or An Independent

Item. Provided There Is Sufficient Depth Of Water To Activate The Sensitive
Element; The Use Of This Equipment Is Preferred To Water Finding Paste.
The Equipment Should Be Maintained In Good Order. For Operating
Instructions Refer To Manufacturers’ Handbook.

o Sample Equipment :

Vessels Fitted With Vapour Locks Should Carry Equipment That Enables
Normal Cargo Samples To Be Taken Via These Fittings. Other All Vessels
Should Have A Bottle Sampler.

o Vapour Locks (Where Fitted):

These Fittings Should Be Used For Ullaging, Temperatures, Water Dips And
Samples So As To Reduce Cargo Vapour Loss/Emission.

o Digital Thermometer:

Electronic Thermometer Which May Be Integrated With The Electronic

Ullage Tape. Should Be Accurate To 0.2 Degree Centigrade. This
Equipment’s Accuracy Should Be Checked Against A Mercury Reference
Thermometer Prior To Measurements Being Taken, And The Results
Recorded In The Cargo Book.

o Sounding Rods And Water Finding Paste :

Water Finding Paste Are Applied To Innate Bobs Or Rods Which Are
Lowered To The Bottom Of Ships’ Tanks, Via Vapour Locks If Fitted. For
The Use And The Store Of The Water Finding Paste Should Be Strictly
Observed The Manufacturer’s Instruction. For A Reliable Value The Paste
Should Be Immersed For A Period Between 30 And 60 Second Depending
On Type Of Paste.

6.4 Slack Tanks

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 According A Safe Stability The Number Of Slack Tanks, Must
Be Kept At A Minimum Consistent With Loading Instructions. For More
Details Refer To Stability Booklet.

6.5 Pre Transfer Cargo Conference

Oil Pollution From Tankers Usually Occurs While Loading Or Discharging Cargo. Failure
Of Vessel And/Or Terminal Personnel In Charge Of The Cargo Transfer To Understand The
Planned Transfer Operations, Capacities And Characteristic Of Vessel/Shore Equipment
And Emergency Shutdown Procedures Contribute To The Risk Of Oil Pollution.

Vessel And Terminal Personnel In Charge Of Oil Transfer Should Always Hold An
Effective Pre-Cargo Transfer Conference. This Conference Should Include A Discussion Of
An Agreement On The Following Items:

o Grades, Quantities, Segregations, Start/Stop Times Of Each Cargo Parcel To Be

Transferred.
o Ship-Shore Communication Procedures To Be Followed During Standard Transfer
Operations And Any Special Communications Procedures To Be Followed In Case Of
Emergency, Including An Oil Spill.
o Notification Of Procedures/Contacts In The Event Of An Emergency Closure Of The Shore
Valve, So As To Enable The Vessel To Activate Emergency Cargo Pump Stops.
o Prompt Notification Of Terminal Contact In The Event Of Valve Failure, Imminent
Overflow, Or Other Occurrence On Board The Vessel That Would Require An Immediate
Terminal Shutdown Of The Loading.
o Topping Off Procedures
o Line Loading Arm Or Hose Draining Procedures

For Further Guidance On This Subject Refer To International Safety Guide For Oil
Tankers And Terminals (I.E. Isgott) Chapter 4, 5 And 7. Also, Appendix A Of Isgott
Provides A Comprehensive Ship/Shore Safety Checklist In Case This Is Not Readly
Available From Terminal.

6.6 Checklist

Prior To Any Cargo Operations Being Carried Out The Ship/Shore Checklist Are To Be
Completed, Even If This Is Not Requested By The Terminal. Guidelines For The
Compilation Of This Checklist Are Contained In Isgott Publication, Appendix A.

6.7 Cargo Record Book

Master Shall Assure Himself That The Following Information Is Entered In The Cargo
Record Book:

o Grades And Quantities Of Each Cargo Handled In Each Port.

o The Applicable Seasonal Loading Mark.
o Cargo Deadweight, Stress And Trim, Draft Data.
o Ullages And Water Innage Of All Tank Before And After Loading And Discharging At Each
Terminal.
o Cargo Shifting Made For Affecting The Trim And Stress Of Vessel
o Details Of Any Loss Of Cargo Which May Have Occurred During The Voyage.
o Tanks Washed With Crude Oil With Full Details.

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 Eventual Other Information Is Not Limited And Can
Be Recorded.

6.8 Petroleum Hazards

6.8.1 General

Petroleum Must Always Be Treated With Respect, For In Varying Degrees It

Possesses Two Proprieties Which, Given The Right Conditions, Can Harm
Personnel And Property.

The First Of These Is “Flammability”, I.E. Ability To Burn, Which Practically All
Petroleum Grades Possess. The Lighter And More Volatile The Petroleum, The More
Readily It Will Burn And The More Likely It Is To Explode On Igniting.

The Second Is “Toxicity”, I.E. The Ability To Poison The Human System Either
Directly Or Indirectly By Depriving It Of Oxygen Thus Causing Unconsciousness,
And Eventually If Exposure Continues, Death.

To A Large Extend, Petroleum Provides Its Own Safeguards By Gases And Smells,
Which Serve As A Constant Reminder To Personnel Not To Ignore Obvious
Precautions Such As Keeping Source Of Ignition Away, And Avoiding Too Close
And Too Long Exposure To Its Vapours.

There Are, However, A Number Of Fewer Obvious Hazards, Particularly The

Possible Ignition Of Flammable Vapours By The Generated Sparks From Static
Electricity.

For These Purpose Master Should Refer To “Tanker Safety Guide” Published By
International Chamber Of Shipping And To Safety Manual Furnished By Company.

6.8.2 Hydrogen Sulphide (H2s)

A Considerable Number Of Crude Oils, Mostly From The Middle East Contain
Hydrogen Sulphide.

This Is An Evil Smelling Poisonous Gas Which May Cause Death Depending Upon
The Concentration Of Gas In The Air Inhaled And Also The Length Of Exposure.

Great Care And Attention Is Required When Handling Crude Oils, With An H2s
Content. The Personnel Should Stand At A Right Angle To The Wind Direction
When Ullaging Tanks This Means That They Should Stand Sideway To The Wind
Direction So That Any Vapour Coming From The Tank Opening Is Carried By The
Wind Clear Of Them And They Are Clear Of Any Eddies Immediately To
Windward.

6.8.3 Cleaning After “Leaded” Cargoes

In The Case Of Shore Storage Tanks Containing Leaded Gasoline, Very Extensive
Precautions Are Laid Down For The Care Of Personnel. This Is Because The Tanks
Concerned Are Usually Cleaned Only After Long Intervals, During Which Time
They Have Replenished On Many Successive Occasions And Deposit Of Tel (Tetra-
Ethyl-Lead) Or Tml (Tetra-Methyl-Lead), With Other Sediments, May Have Formed
In The Tank Bottoms.
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 These Conditions Do Not Occur In The Tanks Of
Vessel Carrying Leaded Gasoline Cargoes, And Consequently, It Is Not
Necessary To Take Such Stringent Precautions As Are Applicable To Shore Tank
Cleaning Operations. It Is, Nevertheless, Recommended That All Men Engaged On
This Work Should Wear Protective Clothing, E.G. Rubber Boots, Tank Gloves And
Boiler Suit; Also, That Before Meals And At The End Of Each Day’s Work, The
Exposed Parts Of The Body Should Be Thoroughly Washed And Clothing Changed.

6.8.4 Products Containing Benzene / Toluene

Certain High Aromatic Grades In Various Categories With Higher Then Normal
Benzene And Toluene Contents Are Often Handled By Terminal Personnel In The
Same Manner As Pure Benzene. Because Of The Cumulative Toxic Effects Of Pure
Benzene Very Extensive Precautions Are Laid Down For The Care Of Personnel
Regularly Engaged In Handling Such Products.

Occasional Handling Does Not Necessitate The Application Of Such Stringent

Precautions. However When Aromatic Products With High Benzene Contents Are
Handled On Board Tankers The Attention Of Master Is Drawn To Any Relevant
Precautions Laid Down By Company And By Ics’s Safety Publications.

7. Loading

7.1 General

Ships Are Required To Load Cargo As Rapidly As Possible By Day And

Night In Accordance With The Terms Of Their Charter Parties. This
Means, Whether Single Or Multi-Grade Cargoes, That Ships Are Expected
To Load As Fast As The Shore Can Supply Or They Can Safely Receive.
The Question Of How Fast A Ship Can Load Is The Responsibility Of The
Master, Having Regard To Their Company Instructions, The Charter Party
And The Experience Of Ship’s Personnel.

7.1.1 Procedures For Oil Residues

Unless Otherwise Specified In The Voyage Orders, The Vessel Should Arrive At
Load Port With Clean Ballast Having Followed Load On Top Procedures.

Depending On Charterers Requirements The Slop May Be Handled In One Of The

Following Ways:

o Pumping The Slops Ashore At The Loading Terminal

o Retaining The Slops On Board Loading The Incoming Cargo On Top Of Them
o Retaining The Slops On Board But Segregated By Incoming Cargo.
o If Last One Procedure Is Required, It May Be Possible To Discharge The Slop At The
Nominated Disport If Reception Facilities Are Available. It May, However, Be Necessary
To Retain The Residue For More Than One Voyage.

7.1.2 Arrival Ballast

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 Vessel Shall Arrive At Loading Port With Minimum
Ballast In Respect Of Safe Navigation And Port Requirements.

Cargo Officer, Preparing Ballast Layout, Should Consider The Safe And Best
Performance Of Discharge.

7.1.3 Simultaneous Deballasting/Loading

Simultaneous Deballasting/Loading Should Not Be Attempted Unless

Separation Is Not Granted By At Least Two Valves And The Master Is
Satisfied That The Two Valves Are Tight.

7.1.4 Permanent Ballast

Permanent Ballast May, Of Course, Be Discharged Simultaneously To Loading

Cargo. This May Be Required To Maintain A Safe Draft Reducing The Effect Of
Wind In The Light Ship Condition.

7.1.5 Draining Cargo Lines

At The End Of Deballasting, Cargo Lines Should Be Drained Into After

Most Cargo Tanks And Stripped Into Ashore Facilities, Than Final Discharge
Of Ballast Must Stripped Through The Small Diameter Line To The
Manifold Valve.

7.1.6 Tank Inspection

Prior To Loading The Cargo Tanks Should Be Inspected By Terminal

Representative And/Or Independent Inspector (If Nominated) With
The Presence Of Cargo Officer.

O.B.Q. Certificate Must Fill Up Reporting The Amount In Cubic

Metres Of:

o Liquid Oil
o Not Liquid Oil
o Water

7.1.7 Linig Up Cargo System

Before Start, Loading Deck And Pumproom Valves And Lines

Should Be Set. Loading Should Be Set So That Cargo Flows Through
Loading Drop Valves Bypassing The Pumproom.

Pumproom Cargo-Line Valves Should Be Firmly Shut And Sea Chest

Valves Lashed Shut.

Deck Valves That Are Not Going To Be Used Should Be Lashed Shut

7.1.8 Setting P.V. Valves

The Vessel Should Use The Close System.

Please consider the environment before printing out these copies 20

 All Cargo Tank Vents Should Be Set To The Loading Position.
Ensure That Inert Gas Plant (If Fitted) Is Shut Down, The Deck Isolation Valve
Is Shut And The Main Inert Gas Venting Valves Are Open.

7.1.9 Opening Manifold Valve

The Manifold Valve Should Remain Shut Until The Cargo Officer Is
Satisfied In All Respect With The Vessel’s Readiness To Load.

7.2 Loading Plan

The Loading Plan Must Be Prepared And Recorded In The “Cargo Book”.

Following Details Must Be Reported :

1 - Customer

2 - Loading Port

3 - Unloading Port

4 - Qualities And Quantities Of The Products To Be Loaded

5 - Cargo Liquid Density

6 - Heating Requirements (If Any)

7 - Heating Limitations (If Any)

8 - Cargo Layout Diagram

9 - Ship’s Line That Will Be Used In Respect To Avoid Contamination

10 -Sequence Of Cargoes To Be Loaded

11-Expected Final Ullages

12 -Expected Final Fwd-Midship-Aft Drafts

13 - Loading Rates To Be Required

14 - Any Interesting Information Concerning Loading Operation

The Cargo Plan Prepared By Cargo Officer Will Be Signed As Understood By The
Vessel Deck Officers Prior To Arrival In Port, And By A Terminal Representative As
Required By Ship/Shore Check List. Guidelines For The Compilation Of This
Check List Are Contained In Isgott Publication, Appendix A.

7.3 Start Loading

The Initial Flow-Rate Should Be Low In Order To Check :

o The Cargo Flow In The Corrected Tanks

o The Cargo Is Not Flowing Into Uncorrected Tanks
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 o Any Possible Leakage Of Oil

After These And If No Problem Rise Cargo Officer Shall Advise The Terminal Operator
That The Vessel Is Ready And Agree For Full Loading Rate.

7.3.1 During Loading

If The Officer In Charge Detects Or Suspect Any Faults In The Loading System He
Should Immediately Require That Loading Be Stopped Until Any System Faults
Have Been Corrected. The Failure Must Be Recorded In A Cargo Book. Both Cargo
Officer And Terminal Representative Shall Decide When To Resume Loading.

The Ullages Of The Tanks Being Loaded Should Be Monitored Frequently And
Regularly, Especially When Tanks Are Approaching The Topping Off Range.

Full Precaution Must Be Done On Changing Tanks Operation In Order To Avoid

Over Pressure On Ship’s And Shore’s Lines.

Also The Cargo Tanks Already Loaded Should Be Checked At Regular Intervals In
Order To Avoid Cargo Overflow Due Any Possible Leakage Of Cargo Valves.

7.3.2 Topping Off & Checks After Loading

Adequate Notice Should Be Given To The Terminal When Approaching The End Of
Cargo. The Last Part Of The Loading Operation Should Be Done At A Reduced
Rate. The Chief Officer Should Satisfy Himself That There Are Terminal Staff On
The Jetty Ready To Shut Down, Prior To Completion Of Cargo.

When Ordering The Stop Of Cargo, Time Should Be Allowed For The Terminal To
Shut Down. Space Should Be Allowed In The Tank For This, And Also For Draining
Loading Arms.

As Soon As The Loading Arms Have Been Drained, The Cargo Officer Should
Ensure That All Valves In The Cargo System Are Closed, That All Appropriate Tank
Openings Are Closed, And That Pressure/Vacuum Relief Valves Are Correctly Set.

7.4 No Shore Facilities For Dirty Ballast

This Is Very Common Pollution Cause, Occurring At Load Ports, Which Do No Have Dirty
Ballast Handling Facilities.

Most Important Prevention Steps Are A Thorough Cleaning Of Vessel’s Tanks And
Pipelines Holding Or Transferring Ballast.

Establish Procedures Which Allow For Some Clean Ballast To Be Properly Discharged At
Sea Prior To Arrival At The Loading Port. This Will Flush The Sea Chests And Guard
Against The Possibility Of Trapped Oil Escaping In Port.

Require That All Ballast Tanks, Including Segregated Ballast Tanks, Be Carefully Inspected
For Oil Content Prior To Discharge. We Recommend That A Small Piece Of An Oil-
Absorbent Pad Be Lowered To The Surface Of The Ballast Water For A Physical Check Of
The Water In Addition To A Visual Inspection. This May Require Removal Of Tank
Cleaning Opening.

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 It Is Also Recommended That A Cargo And Ballast System
Pressure Test Be Carried Out During Each Ballast Passage Prior To Loading
Cargo To Verify That Lines And Valves Are Tight. Records Of These Tests Should Be
Maintained.

One Should Ensure That The Oil Content Monitor/Recorder Is Properly Operating At All
Times While Deballasting.

7.5 Dirty Ballast Shore Facilities

Whenever Possible, Vessels Should Discharge Their Ballast To Shore Facilities If

These Are Available.

If Vessel Discharges Dirty Ballast To Shore Facilities, Procedures To Retain Slop Oil
On Board May Be Required.

For Further Guidance On These Subjects Refer To Pollution Prevention Manual And
To Isgott Chapter 7.5.

7.6 Inspection Before Loading

Prior To Inspection Cargo Lines Should Be Drained Ashore.

All Material Concerning The Quantity That Remains On Board Should Be Determined As
Liquid, No Liquid And Free Water. If Sufficient Quantity Is Available Then A Sample May
Be Taken And One Sample Stored On Board.

A Temperature Measurement Should Be Taken If Sufficient Liquid Available. The

Temperature Should Be Taken From The Mid Point Of The Oil Layer. Solid And Small
Quantities Of Liquid For Which A Temperature Cannot Be Taken May Be Assumed To Be
At Standard Temperature.

Bunker Survey And/Or Lel Gas Check In The Bunker Tankers Can Be Carry Out If
Requested By Independent Inspector.

Any Slops That Are To Be Commingled With The Subsequent Cargo Are To Be Recorded
As O.B.Q. (On Board Quantity). For Official Document Refer To 4.1.6.

7.7 Calculation Of On Board Quantity (O.B.Q.)

The O.B.Q. Should Be Calculated And Recorded Prior To The Commencement Of Loading
Cargo.

The Quantity Of O.B.Q. Should Be Determined As Follows:

o Use Special Wedge/Dip Tables If Carried, Or The Wedge Formula If Liquid Does Not
Cover Bottom Of Tank.
o Use Trim/List Correction If Liquid Covers Entire Bottom Of Interested Tank, And Compute
The Quantities Using A Calibration Table.
o For The No Liquid Oil Use Calibration Table Without Correction For Trim And List

7.8 Cargo Measurement

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 The Measurement Must Be Taken With All Precaution And
Practicable Accuracy. Prior To Topping-Off Operations Compare Local And
Remote Readings When Stowed And At Ullage Depth For Any Discrepancies.

The Responsibility For The Quantity Of Cargo On Board Rests Entirely On The Master
And There Is No Need For Terminal Representative To Witness Ship’ Staffs’ Measurement
Of Cargo. At Ports Where Local Regulation (E.G. Custom) Requires Shore Or Local
Authorities To Witness/Carry Out Cargo Measurement, Master Must Naturally Assist In
Every Way.

7.8.1 Standard Instruments

Automatic Tank Gauges, Where Fitted And When Reliability And Accuracy Allow
These Should Be Used For Topping Off (For Some Terminals This Procedure Is
Compulsory). Final Tank Ullages Will Normally Be Carried Out By Use Of A
Manual Steel Tape.

Vessels Fitted With Vapour Locks Must Use This Fitting For Ullaging,
Temperatures, Water Measurement, Sediment Measurement And Sample So As To
Reduce Cargo Vapour Loss/Emission.

For The Safety Purpose Reference May Be Done To Isgott, Chapter 7.1

7.9 Inert Gas System (If Fitted)

Refer To Chapter “Safety”, Page 3 Of 5 Of This Manual.

7.10 Internal Transfer Of Cargo At Sea On Loaded Passage

Transfer Of Cargo Between Ships’ Cargo Tanks Should Be Only Carried Out If:

o An Emergency Arises
o For Drafts Problems On Arrival Port (Informing Before The Charterer)
o Others (Always Informing Before The Charterer)

When There Is Transfer Of Cargo During The Loaded Passage, The Ullages Of
Involved Tanks Must Be Taken Before And After The Transfer. Ullage
Measurements Are Taken Also In Those Tanks Not Involved In The Transfer
Operation To Ensure Valve Integrity.

Temperature Must Be Measured In Those Tanks Where Cargo Transfer Has

Occurred And The Redistributed Cargo Must Be Calculated To Make Certain No
Losses Have Occurred.

Each Completed Operation Shall Be Reported On Oil Record Book, Part Ii, As
Indicated By Marpol 73/78 (Refer Annex J, Appendix Iii - List Of Items To Be
Recorded: Item B “Internal Transfer Of Oil Cargo During Voyage”)

7 .11 Ship To Ship Transfers

Both Tankers Should Comply Fully With The Safe Precautions As Contained In The
Ics/Ocimf “Ship To Ship Transfer Guide (Petroleum)” Last Edition.

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8. Discharging

8.1 General

It Will Be Realised That, Whether Shore Facilities Are Restrictive Or Not, The Ability Of A
Ship To Achieve A Good Discharge Performance Depends Upon All The Cargo Handling
Plant Being Efficiently Maintained, As Well As Skilfully Operated.

Good And Safe Discharge Performance Demands An Intelligent Use Of The Tanker’s
Pumping Capabilities And Company Expect Masters To Ensure That Their Responsible
Personnel Are Aware Of This And Carry It Out.

8.2 Discharge Plan

The Discharging Plan Must Be Prepared And Recorded In The “Cargo Book” .

Following Details Must Be Reported :

1 - Arrival Cargo Layout, With Ullage, Volume, Specific Gravity, Temperature And
Weight For Each Grade.

2 - Sequence Of Discharge Per Grade Of Cargo

3 - Ships’ Line That Will Be Used In Respect To Avoid Contamination

4 - Crude Oil Washing Program (If Fitted) Reporting Per Each Cargo Tank Time
And Type (Top-Bottom-Full) Of Washing, Sources Of Supply And Type Of
Draining.

5 - Layout Of Tanks To Be Ballasted Concurrently With Discharge

6 - Record Of Inert Gas Values (If Fitted)

7 - Planned Control And Record Of Value Of Trim And Stress

8 - Maximum Flow Rate Requested By Terminal

9 - Any Interesting Information Concerning Unloading Operation

The Cargo Plan Prepared By Cargo Officer Will Be Signed As Understood By The Vessel
Deck Officers Prior To Arrival In Port, And By A Terminal Representative As Required By
Ship/Shore Check List.

8.3 Cargo Measurement

Company Requires That Masters Shall Keep A Strict Account Of All Cargo Loaded And
Discharged. Company Wish To Emphasize That The Above Obligation On Masters Refers
Particularly To The Taking And Recording Of Cargo Measurement Data, I.E. Ullages,
Temperatures, Specific Gravities, And Where Applicable, Water Dips.

Please consider the environment before printing out these copies 25

 To Ensure That The Tankers In Their Employment Use
Standard Instruments For Cargo Calculation Purposes Company Supply Each
Ship With Proper Instruments.

Vessels Fitted With Vapour Locks Should Use This Fitting For Ullaging, Temperatures,
Water Measurement, Sediment Measurement And Sample So As To Reduce Cargo Vapour
Loss/Emission.

The Precautions To Be Taken And The Procedures That Should Be Observed During Cargo
Measurement Are Reported As Guide In Isgott Publication, Chapter 7.

8.4 Crude Oil Washing (If Fitted)

The Following Advantages Can Be Attributed To C.O.W. :

o Reduce The Potentiality Of Sea Pollution

o Less R.O.B. On Completion Of Discharge
o Increase The Shore Figures And Produce More Space Available For Next Cargo
o Save Of Time And Bunkers Required For Subsequent Clean Ballast

If Fitted Reference Should Be Made To The “Crude Oil Washing Manual” And Isgott
Recommendations Chapter 8.4 And To The Imo Publication “ Crude Oil Washing System”

8.4.1 Crude Oil Washing At Sea

Crude Oil Washing Should Only Be Carried Out At Sea At Express Request Of The
Charterer, And Must Be Completed Before The Ship Leaves Its Final Port Of
Discharge.

Where Any Tank Is Crude Oil Washed While The Ship Is At Sea Between Multiple
Discharge Ports, The Tank Shall Be Left Empty And Available For Inspection At
The Next Port.

8.5 Inert Gas System (If Fitted)

Refer To Chapter “Safety”, Page 3 Of 5 Of This Manual

8.6 Ballasting

Prior To Start The Ballasting And Before Opening Sea Valves Following Procedure Should
Be Observed:

o Set Line For Ballasting With The Seachest Valve Kept Closed
o Drain With Highest Accuracy All Oil From The Interested Pump And Cargo Lines
o Start Up The Pump At Reduced Revolution And Check If Possible That No Positive
Pressure Exist Between The Pump And The Sea Valve
o As Soon As Pump Is Running Steadily, Start To Open The Seachest Valve, Increasing The
Pump Speed As The Pump Start To Take Up Suction.

The Ballasting Operation Should Be Reported In The Cargo Book As Part Of The Overall
Discharge Plan.

Please consider the environment before printing out these copies 26

 Terminal Representative Should Be Advised When Ballasting
Interests Cargo Tanks Already Discharged And/Or Cargo Tanks Empty On
Arrival.

The Agreement Of The Terminal Representative Should Be Obtained Before The

Simultaneous Handling Of Cargo And Ballast, Other Than Segregated Ballast, Take Place.

Independent Cargo Inspector, If Nominated, Should Be Advised So That Both Cargo Officer
And Independent Inspector Shall Check With All Practicable Accuracy The R.O.B.
Quantity. An Appropriate Report Will Be Issued And Duly Signed By Both Parties.

9. Sampling And Samples

9.1 General

Sampling Of Cargo At Loading And Discharging Ports Is Necessary For Quality Control
Purposes, Particularly For Sensitive Products.

Samples Taken At Loading Ports Are Frequently Placed On Board For Delivery To
Discharging Ports And Masters Are Requested To Ensure That The Sample Are Delivered In
The Condition In Which They Are Received.

Usually The Samples Are Taken By Terminal Staff Or By Independent Inspector With Ship
Representative As Witness But Some Time The Vessel Is Asked To Take Samples.

9.2 The Sample

The Product Is Tested By Various Method For The Determination Of Physical And
Chemical Characteristics, Therefore The Sample Should Be Highly Representative.
The Representative Characteristics Of The Sample Are Numerous And Depend On
The Type Of Material Being Sampled. The Tank Or Bottle That Will Receive The
Oil Should Be Perfectly Clean And Dry.

9.2.1 Dynamic Sampling

Used When Samples Are Drawn From An Oil Flowing In One Line. Require
Special Equipment Usually Working In The Shore Line Or At The Manifold.

9.2.2 Static Sampling

Used When Samples Are Drawn When The Product Being Sampled
Is At Rest.

9.2.3 Average Sample

Average Sample Is One That Consists Of Proportionate Parts From

All Section Of One Single Tank.

9.2.4 Composite Sample

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 A Composite Sample Is Obtained
Mixing The Samples Of Each Tank In Proportional Parts.

9.2.5 Running Sample

Is Obtained By Lowering A Special Bottle That Each Empty The Bottom Of The Tank And
Returning To The Top Of The Oil At A Uniform Rate Of Speed. The Bottle When Reach
The Top Of Oil Should Be Only ¾ Full.

10. Pumproom
10.1 General Precautions

For:

10.1.1 Ventilation

10.1.2 Pumproom Entry

10.1.3 Opening Of Pumps, Valves Or Equipment

10.1.4 Pumproom Lighting

Reference To Isgott Article 2.16.1 Should Be Made.

10.2 Inspections

During Cargo Handling The Pumproom Should Be Checked At Least Hourly. Safe
Procedures Must Be Strictly Observed By Person Entering The Pumproom, And One Crew
Member Must Watch On The Top Of The Pumproom While The Inspection Going On.

During The Pumproom Inspection, If Possible, Radio Contact Should Be Maintained.

For Further Guidance On This Subject Refer To Company Safety Manual And To Isgott
Chapter 2.16 And 6.4.

10.3 Bilge Alarm (If Fitted)

The Pumproom Bilge Alarm Should Be Tested Prior Of Each Cargo Transfer Operation And
The Result Recorded In The Cargo Book.

10.4 Stripping Overboard Discharge (If Fitted)

If Stripping Overboard Discharge Exist Must Be Blanked.

10.5 Seachest Valve Leak

This Is Very Common Cause Of Pollution Which Can Occur At Load Or Discharge Ports. The Key To
Controlling This Pollution Threat Is To Frequently Test Integrity Of Seachest Valves.
Please consider the environment before printing out these copies 28
 For The Vessel Fitted With Testing Arrangement It Is Strongly
Recommended That At Least, Some Tests Should Be Conducted Prior To Each
Port Entry.

For Further Guidance On This Subject Refer To Isgott Chapter 6.9 As Well As Ics/Ocimf
Publication “ Prevention Of Oil Spillages Through Cargo Pumproom Sea Valves”

10.6 Cargo Pumps

Following Procedures Are To Be Observed In Order To Prevent Damage To Centrifugal

Pumps And To Obtain Best Performance:

 Pumps Are To Be Run At Their Full Design Rpm During Bulk Discharge.
 The Pump Should Be Started Gradually Increasing The Revolution To The Full Nominal Rpm And
Simultaneously Regulating The Back Pressure By Means Of The Discharge Valve.
 When The Tank Ullage Is Nearing Stripping Level It Is Preferable To Partially Close The Discharge
Valve, Rather Than Reduce Pump Revolutions, In Order To Reduce The Flow Rate But Rpm Then
Be Reduced If Necessary.
 Cavitation Should Be Avoided Because Can Cause Damages To The Pump.

During The Pump Operations An Officer Must Be On Watch At All Times In The Cargo
Control Room In Order To Operate Adequately When Discharge Pressure Change
Dangerously.

11. Safety

11.1 General

Outlined Below Are The General Precautions For Safety Whilst The Ship Is At An Oil
Terminal.

11.2 Mooring / Men On Watch

Port Watches Should Be Set As To Ensure Safe Manning Level At All Times Of The
Operations.

The Loading Operations Must Be Constantly Monitored By Licensed Watch Officers That
Will Be Responsible To The Master For The Safety Of Cargo Operations.

Sufficient Seamen On Watch Must Provide To Maintain Safe Mooring.

The Watch Officer Is Responsible For Frequent And Careful Tending Of Mooring.

The Vessel Should Maintain Contact With The Fenders And Mooring Should Not Be
Slacked If The Tanker Is Lying Off The Fenders.

11.3 Fire Fighting Equipment

Immediately Before On Arrival At The Loading Or Discharging Port, The Ship’s

Fire Hoses Should Be Connected To The Fire Main, One Forward And One Aft Of
The Ship’s Manifold. If Praticable A Fire Pump Should Maintain Pressure On The
Please consider the environment before printing out these copies 29
 Ship’s Fire Main While Cargoor Ballast Is Being
Handled. If Not Possible The Fire Pump Should Be In Stand By
Condition And Ready For Immediate Operation.

Monitors Should Be Ready For Use. Portable Fire Extinguishers, Preferably Of The
Dry Chemical Type, Should Be Placed Near The Ship’s Manifold.

A Check Should Be Made To Confirm That Both Ship And Shore Have An
International Shore Fire Connection For The Transfer Of Water For Fire Fighting.

11.4 Notices

Notices At The Gangway In Appropriate Language As:

Warning

No Naked Light

No Smoking

No Unauthorized Person

Should Be Displayed On Arrival At The Terminal.

11.5 Inert Gas

If Fitted Refer To The “ Inert Gas System Operation And Planned Maintenance Procedures” And To
The “Inert Gas System Record Book” Company Manuals And Isgott Recommendations (Chapter 7
Section 7.8 And
Chapter 9).

11.6 Doors And Portholes

All Doors And Portholes On The Forecastle, After House And Store Room Are To Be Kept
Closed Whilst Handling Cargo, Ballast Or Cargo Cleaning.

The Notice “This Door Must Be Closed While Loading, Discharging, Ballasting Or Tank
Cleaning” Is To Be Posted On The Bulkheads, Both Inside And Outside, Adjacent To Each
Door Required To Be Closed.

11.7 Incinerator (If Fitted)

The Refuse Incinerator Must Not Be Used During Any Cargo, Ballast Or Gas
Freeing Operation.

11.8 Radio Equipment

The Radio Transmissions During Cargo Or Ballast Handling Operations Are

Potentially Dangerous. This Does Not Apply To The Use Of Permanently
And Correctly Installed Vhf Equipment. Permitted Exceptions Are For:

o Radar With Approval Of Terminal Manager

o Intrinsically Safe Vhf/Uhf “Walkie-Talkies”
o Satellite Communication After Consultation Between Tanker And Terminal
Please consider the environment before printing out these copies 30
 o Closed Circuit Television

11.9 Lights

Only Approved Explosion Proof Lights And Flashlights In Good Working Order Are
Permitted In Or Near Cargo Compartments, Pumprooms Or On The Main Deck.

11.10 Pumps: Emergency Shut Down

It’s Very Important That All Officers And Ratings Involved With The Cargo Or
Ballast Operations Are Fully Aware As To The Location And The Operation Of The
Emergency Cargo And Ballast Pump Button Shut Down.

The Operation Of These Emergencies Is To Be Checked Prior To Each Discharge,

And The Test Should Be Recorded In The Cargo Book With The Necessary
Comments.

11.11 Smoking

Smoking Should Be Strictly Prohibited Within The Restricted Area Enclosing All
Tanker Berths And On Board Any Tanker Whilst At Berth, Except In Designated
Smoking Places.

11.12 Means Of Access

Gangways Or Other Means Of Access Should Be Provided With A Safe Net Where
Appropriate, And Life Buoys With Life Lines Should Be Available In The Vicinity
Of The Gangway.

During Darkness, The Means Of Access To The Tanker Should Be Well And Safely
Lighted.

For Further Guidance On This Subject Refer To Isgott Recommendations And To

“Safety Manual” Of Company

11.13 Electrostatic Precautions

On This Subject Refer To Isgott Recommendations And To “Safety Manual” Of

Company.

12. Pollution Prevention

12.1 Scupper Plugs

No Cargo Or Bunkering Operations Are To Commence Until All Scupper, Including Those
On The Poop Deck Have Been Properly Plugged And Checked At Frequent Intervals That
The Plugs Are Properly Set And Are Tight. When Draining Off Accumulated Water,
Overboard Do Not Leave Unattended.

12.2 Oil Spill Equipment

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 This Equipment Should Be Made Ready At Main Deck Stores
And Should Be Considered As Minimum:

o 6 Bags Of Sawdust
o Spanners For Removing Butter Worth Plates
o 1 Air Driven Pump
o 2 Rubber Buckets
o 2 Tank Shovels

For Further Details On This Subject Refer To Isgott Chapter 6.9 As Well As Company
Manual “Pollution Prevention”

12.3 Oil Record Book

All Cargo/Ballast Operations Must Be Duly Recorded In The Oil Record Book As Required
By Marpol 73-78 Annex I.

This Log Is Regularly Inspected By Port Authorities. The Instructions For Use And
Compilation Of This Book Are Within It.

13. Cargo Heating

13.1 General

The Heating Requirements For Different Grades And Circumstances Are Based Upon A
Number Of Factors Which Balance The Cost Of Heating Against The Results To Be
Achieved Thereby.

Characteristics Which Govern Whether An Oil Should Be Heated Or Not And To What
Temperature, Are “Viscosity And/Or Pour Point” . The Need For Heating For Viscosity
Reasons Is Self-Evident As Is That For Pour Point With Respect To The High Pour Point
Cargoes.

13.2 Heating Requirement

When Loading Orders Are Received, Company And/Or Charterer Give Instructions For
Heating The Grade To Be Loaded (If Any). Agents Or Suppliers May Issue More Heating
Instructions. Should There Be Any Discrepancy Between These Instructions And Those
Sent By Company/Charterer Loading Must Not Be Delayed But Company/Charterer Should
Be Informed By The Most Rapid Means, Together With Any Reason For The Difference Put
Forward By The Loading Port. The Master Will Then Be Advised Which Instructions To
Follow.

13.3 Inability To Comply

In The Event Of Masters Being Unable For Any Reason To Comply With The Required
Heating Instructions, Or If They Anticipate Difficulty In Heating The Cargo To The
Necessary Temperature During The Voyage, Before Commencing To Load They Must
Radio Charterer/Company Direct And Inform Agents .

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 If Difficulty In Complying With The Heating Instructions Is
Experienced During The Actual Loaded Voyage, The Master Should
Immediately Inform Charterer/Company By Radio, Stating The Reasons For His Inability
To Carry Out The Heating Instructions.

13.4 Testing Of Heating Coils

When Heating Cargo Is Required The Heating System Must Be Tested Prior To Arrive At
The Loading Port.

If Any Coils Are Thought To Be Leaking Within The Cargo Tanks, Any Efforts Are To Be
Made To Repair These Coils Following The Required Safety Procedures Described In
Safety Manual.

When Such Repairs Are Not Practical Then The Heating Coil Concerned Should Be
Blanked Off.

13.5 Commencement And Duration

Unless Otherwise Instructions It Is Left To The Master’s Discretion As To When Heating

Should Be Commenced To Ensure That The Ship Arrives At The Discharge Port With Cargo
Heated To The Required Temperature.

Whilst With The Majority Of Grades It Is Not Necessary To Maintain Heating Throughout
The Voyage, Master Should Not Hesitate To Do This If There Is Any Doubt Of The Ship’s
Ability To Rise The Cargo Temperature To That Required For Discharge.

With Certain Very Viscous, Or High Pour Point Cargoes It Is Essential To Heat Throughout,
To Keep The Cargoes In A Pumpable State.

13.6 Discharging Temperature

The First Essential To Ensure The Success Of This Operation Is To Arrive At The Port Of
Discharge With The Cargo At The Correct Temperature.

All Grades Of Cargo Must Be Discharged In The Shortest Possible Time, But With The
Cargoes Requiring Heat The Time Taken To Discharge The Contents Of A Compartment
Also Determines The Amount Of R.O.B (Remain On Board Quantities). This Must Be The
Absolute Minimum, And The Surest Way Of Effecting This Is To Maintain The Correct
Temperature As Tanks Are Emptied, And Ensure That The Draining Rate Is As High As
Possible So That Drainings Do Not Cool And Become Unpumpable Before The Tank Is
Empty.

The Order In Which The Various Compartments Are Discharged Is Also Important,
Particularly When The Sea Temperature Is Low.

The Following Remarks Are, Therefore, For Guidance Only:

o Of The Three Compartments Of The Tank, The Wing Components Are The Most Exposed
To The Cooling Effect Of The Water Outside And, Theoretically, The Order Of Discharge
Should Be To Empty The Two Wing Compartments, Followed By The Centre
Compartment, Assuming One Pump Only Is Available.
o Provided Contrary Instructions Are Not Given For A Particular Grade Of Cargo, As A
Discharge Of Cargo From Individual Tanks Progresses, The Steam On The Heating Coils
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 Of These Tanks Should Be Gradually Reduced, And On
Reaching A Depth Of A Few Inches Above The Coils The Steam Should Be
Shut Off Completely. This Prevents The Cargo Becoming Heated Above The Permitted
Maximum And Also, In The Case Of Certain Crude Oils, Prevents The “Gassing” Of The
Pumps.

13.7 Overheating

Effects Of This Are Not So Apparent, But Nevertheless It Is Undesirable For The Following
Reasons:

o Unnecessary Expenditure Of Bunkers.

o Deterioration Of Crude Oil Cargoes Through Loss Of Light Fractions.
o Gasification Of Pumps During Discharge Often Resulting In Excessive Draining Times.

Masters Need Have No Fear Of Loading Cargoes At Temperatures In Excess Of That To

Which They Are Allowed To Heat, As The Temperature In These Case Is Invariably A
Carefully Controlled Refinery Process. By Recording The Loading Temperature On The
“Cargo Documents” And On Cargo Book Their Interests Are Safeguarded.

14. Cargo Loss Control

14.1 General

All Cargo Measurements Are To Be Taken With All Practicable Accuracy. The
Responsibility For The Care Of Cargo From The Time It Passes The Ship’s Manifold On
Loading, Until It Passes The Ship’s Manifold Again On Discharge Rests Always With The
Ship.

In Order To Minimize The R.O.B. Following Measures Are To Be Taken:

o Stripping Is To Continue Until All Possible Liquid Cargo Is Discharged.

If Unusual Quantity Of Liquid Remains On Board, The Company Must Be Advised

Of The Reasons.

o Main Cargo Lines Are To Be Drained Into Last Tank Before Final Stripping Ashore
o Last Tank (I.E. Slop Tank) Should Be Discharged By Main Cargo Pump To Lowest Possible
Level In Tank, And The Remainder Cargo Should Be Stripped Shore.

For The Purposes Of Cargo Measurement An Independent Inspector May Attend Cargo
Operations. Full Cooperation Is To Be Given And A Deck Officer Is To Assist Cargo
Inspector During Ullaging And Sampling And The Inspection Should Be Witnessed And
Agreed By Both Parties.

Large Discrepancies In Figures, If Any, Between Ship And Shore Figures Should Be
Investigated And If Still Exist The Reasons For These Should Be Commented On The
Official Ullage Report Form.

14.2 Cargo Calculation

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 The Ship’s Ullage Report Should Contain Following
Information As Minimum:

Tov Total Observed Volume At Observed

Temperature

Fw Free Water On Tank Bottom Determined By

Water Cuts/Interface

Gov Gross Observed Volume (Tov - Fw) At

Observed Temperature

Vcf Volume Correction Factor

Gsv Gross Standard Volume (Gov X Vcf)

Corrected At 60f/15c

Tvc Total Calculated Volume (Gsv+Fw).

Obq On Board Quantity Prior To Loading

(Flowing Oil+ No Flowing Oil +Water)

Rob Remaining On Board After Discharge

(Oil+No Flowing Oil+Water)

Vef Vessel Experience Factor

Wcf Weight Correction Factor (To Convert

Volume / Weight)

Drafts Fwd - Center - Aft

Trim If Applied Or Not

14.3 Cargo Disputes / Complaint

There May Be Occasions During The Course Of Normal Cargo Handling Operations When
Disputes Or Complaints Arise Over The Quantity And/Or The Condition/Quality Of The
Cargo. From A Practical Point Of View These Matters Are Usually Dealt With On The Spot
And Resolved Satisfactorily But, In Order To Facilitate Any Investigations Which May Be
Necessary At A Later Date, Copies Of Any Correspondence In The Nature Of A Letter Of
Protest Or Written Explanations Exchanged Between The Ship And The Shore Should Be
Sent To Charterers As Well As To Company.

The More Usual Kinds Of Dispute Or Complaint And The Action Can Be Summarised As
Follow:

 Differences Bill Of Lading / Ship’s Figures

The Quantity Stated In The Bill Of Lading Should Be Checked By Master Against The
Quantity Determinant From The Ship’s Ullage Measurement. If There Is A Difference In
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 Volume Of More Than 0.2% (Considering The V.C.F.)And
Such Difference Is Not Due To Any Known Inaccuracy In The Ship Calibration
Table, A Letter Must Be Written By The Master To The Cargo Supplier Drawing Their
Attention To The Discrepancy And Stating That The Bills Of Lading Are Accordingly
Signed Under Protest, But In No Circumstances Should The Bill Of Lading Be Endorsed To
This Effect Or Altered In Any Way.

If Different Policy Is Used By Charterers That Should Be Followed

• Differences Bill Of Lading / Outturn Figures

Although On Occasion The Cargo Receiver Protest To The Ship Regarding The Quantity Of
Cargo Delivered, Such Complaints Usually Take The Form Of A Letter Of Protest And All
That Is Necessary On The Master’s Part As Far As This Document Is Concerned Is To Sign
It As “Received” And Make No Other Comment Whatsoever.

 Contamination

In The Event Of Contamination Of Cargo Occurring On Board The Ship, The Master’s
Attention Will In Most Case Be Drawn To This Fact By The Cargo Suppliers Or Cargo
Receivers In Sufficient Time To Enable The Ship And The Shore To Take Steps To Deal
With The Problem From A Practical Point Of View.

The Cause Of Contamination May Not Always Be Immediately Apparent But, In Any Case,
Any Formal Complaint From The Shore Should Generally Speak Be Dealt By A Simple
Acknowledgement Although It May Sometime Be Necessary For The Master To Provide
The Shore Installation With More Detailed Explanations Of The Cargo Operations Carried
Out On Board. It Will Be Of Assistance In Investigating Any Claims Which May Arise If A
Copy Of The Master’s Report With Copies Of Any Correspondence Exchanged With The
Shore Is Sent To Company And To Carterers.

 Miscellaneous

Any Other Cause For Complaint Which May Be Made By The Cargo Interests Against The
Ship, Apart From Those Already Mentioned An Usually Be Dealt Within Much The Same
Way.

If, For Example, The Cargo Carried Normally Requires Heating And On Arrival At The
Discharge Port The Temperature Of The Cargo Is Found To Be Below Or Above That Of
The Temperature Stipulated In The Charterers Heating Instructions, Cargo Receivers Will
Usually Issue A Letter Of Protest Specifying The Numbers Of The Tanks Involved And The
Temperature Of The Oil Contained Therein. In These Cases It Is Only Necessary To
Acknowledge Receipt Of Such Protest By Signing It As “Received”

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