Topics and links :

index - next

1 Publications.
2 Anchor certificates.
3 Ballast water management plan.
4 Bridge equipment.
5 Bulk carrier code.
6 Solas chapter 12, bulk carrier safety
7 Calibration of gas testing equipment.
8 Care of ropes.
9 Condemning a wire rope.
10 Cargo handling manual for tankers.

1.
Publications.
Descriptions of publications on board
home.
Carriage of nautical publications ;
Section A Publications which must be carried by sea-going passenger vessels and all other
vessels over 300 gross tons.

1. International code of signals.

2. The mariners hand-book.

Section A Publications for which only those parts relevant to a vessels voyage and
operation must be carried.

1. merchant shipping notices, marine guidance notes and marine information

notes.
2. Notices to mariners.
3. Lists of radio signals.
4. Lists of lights.
5. Sailing directions.
6. Nautical almanac.
7. Navigational tables.
8. Tide tables.
9. Tidal stream atlases.
10. Operating and maintenance instructions for nabvigatiional aids carried.
Ships Routeing:
Part A: General, Design Criteria And Symbols.
Part B: Tss.
Part C: Deep Water Routes.
Part D: Area To Be Avoided.
Part E: Other Routeing Measures.
Part F: Associated Rules And Recommendations Of Navigation.

Mariners Handbook: Np 100.

Chapter 1: Charts, Navigational Information, Supply Of Charts, Nav Warnings Etc.
Chapter 2: Use Of Charts And Other Nav Aids, Fixing Positions On Charts, Light And Fog
Signals, Buoyage, Echo Sounding Etc.
Chapter 3: Operational Information And Regulations.
Chapter 4: The Sea.
Chapter 5: Meteorology.
Chapter 6: Sea - Ice - Icebergs.
Chapter 7: Operations In Polar Regions Where Ice Is Prevalent.
Chapter 8: Observing And Reporting Hydro Information.

Code Of Safe Working Practices For Merchant Seamen:

This Code Provides A Sound Basis Upon Which The Concerned Can Establish And Maintain
Safe Working Conditions On Board Ships At Sea And In Port And Designedto Reduce The
Number Of Accidents.
Published For The Maritime And Coastguard Agency Under Licence From The Controller Of
Her Majesties Stationery Office.

Contents Being :
Section 1: Safety Responsiblities/Shipboard Management.

Chpt 1: Risk Assessment.

Chpt 2: Health Surveillance.
Chpt 3: Safety Officials.
Chpt 4: Personal Protective Equipment.
Chpt 5: Safety Signs.
Chpt 6: Means Of Access And Safe Movement.
Chpt 7: Work Equipment.

Section 2: Personal Health And Safety.

Chpt 8: Safety Induction.
Chpt 9: Fire Precautions.
Chpt 10: Emergency Procedures.
Chpt 11: Security On Board.
Chpt 12: Living On Board.
Chpt 13: Safe Movement.
Chpt 14: Food Preperation And Handling.

Section 3: Work Activities.

Chpt 15: Safe Systems Of Work.
Chpt 16: Permit To Work Systems.
Chpt 17: Entering Enclosed And Confined Spaces.
Chpt 18: Boarding Arrangements.
Chpt 19: Manual Handling.
Chpt 20: Use Of Work Equipment.
Chpt 21: Lifting Plant.
Chpt 22: Mantainence.
Chpt 23: Hotwork.
Chpt 24: Painting.
Chpt 25: Anchoring, Mooring And Towing Operations.
Chpt 26: Hatch Covers And Access Lids.
Chpt 27: Hazardous Substances.
Chpt 28: Use Of Safety Signs.

Section 4: Specialist Ships.( Later To Be Published.)

Chpt 29: Dry Cargo Ships.
Chpt 30: Tankers And Other Ships Carrying Bulk Liquid Cargoes.
Chpt 31: Ships Serving Offshore Gas And Oil Installations.
Chpt 32: Ro-Ro Ferries.
Chpt 33: Port Towage Industry.

Section 5: Appendixes
Appendix 1: Standard Specifications Refered To In This Code.

Appendix 2: Bibliography.

Bridge Procedures Guide:

Published By: International Chamber Of Shipping. Edn Referred To: 1990
Foreword
Purpose And Scope
References
Part A: Guidance For Masters And Watch Keeping Officers
Bridge Organisation
1.1 General
1.2 Passage Plan.
1.3 Safety System - Maintenance And Training.

Passage Planning
1.4 Responsibility For Passage Planning
1.5 Pilotage And Passage Planning.
1.6 Notes On Passage Planning.
1.7 Parallel Index Plotting.

Duties Of The Officer On Watch

1.8 General
1.9 Keeping A Good Watch.
1.10 Main Engines.
1.11 Changing Over The Watch.
1.12 Periodic Checks Of Navigational Equipment.
1.13 Helmsman / Autopilot.
1.14 Navigation In Coastal Waters.
1.15 Restricted Visiblity.
1.16 Calling The Master.
1.17 Navigation With Pilot Embarked.
1.18 Watchkeeping Personnel.
1.19 Search And Rescue.
1.20 Helicopter Operations.
1.21 Log Books.
1.22 Bridge And Emergency Checklists.
1.23 Ship At Anchor.
1.24 Ships Draft And Manoeuvering Information.
1.25 Bridge Located Systems / Systems Controls / Monitoring And Operations.

2 Operation And Mantaince Of Navigational Equipment

2.1 General
2.2 Radar And Arpa.
2.3 Steering Gear And Autopilot.
2.4 Gyro And Magnetic Compasses.
2.5 Chronometres.
2.6 Echo Sounders.
2.7 Speed And Distance Recorders.
2.8 Electronic Position Fixing Aids.
2.9 Direction Finders.
2.10 Hydrographic Publications.
2.11 Emergency Navigational Lights And Signal Equipment.
2.12 Radiotelephone.
2.13 Ship Radio Reporting Systems And Requirements.

Annex I: Pilot Card.

Annex Ii: Wheelhouse Poster.
Annex Iii: Guidance On Steering Gear Test Routines.
Annex Iv: Notice On The Correct Use Of Vhf Channels.
Annex V: Required Boarding Arrangements For Pilots.

Part B: Bridge Checklists.

1 Familiarisation With Bridge Equipment.
2 Daily Tests And Checks.
3 Preparation For Sea.
4 Embarkation / Disembarkation Of Pilot.
5 Master / Pilot Information Exchange.
6 Navigation, Deep-Sea.
7 Navigation, Coastal Waters / Traffic Seperation Schemes.
8 Changing Over The Watch.
9 Preparation For Arrival In Port.
10 Anchoring And Anchor Watch.
11 Restricted Visibility.
12 Navigating In Heavy Weather Or In Tropical Storm Areas.
13 Navigating In Ice.

Part C: Emergency Checklists (Red Pages)

1 Main Engine Failure.
2 Steering Failure.
3 Gyro Failure / Compass Failure.
4 Bridge Control / Telegraph Failure.
5 Imminent Collision / Collision.
6 Stranding.
7 Fire.
8 Flooding.
9 boat / Liferaft Stations
10 Man Over Board.
11 Search And Rescue.

M/S Notices:
Contains Essential Information For The Safety Of Merchantr Ships And Seamen. These
Notices Are Guidelines To Surveyors, Marine Supers And Followed By Ship Owners,
Masters, Ship Builders, Classification Societies For Inspection Mantainence And Operation
Of Ships.
These Notices Are To Be Corrected And Updated Or New Notices Are Issued In The Form
Of Suppliments. They Will Be Superceded Or Cancelled.
M. Notices - Issued By The British Government. (For A List Of The M Notices Currently In
Force. .
Ms. Notices - Issued By The Indian Government Through The Compilation Of The M.S
Notices For The Year 98.)

Admirality Tide Tables:

Volume 1: Np 201 - United Kingdom And Ireland.
Volume 2: Np 202 - European Waters Including Mediteranean Sea.
Volume 3: Np 203 - South China Sea And Indian Ocean.
Volume 4: Np 204 - Pacific Ocean And Adjacent Seas.
On The Back Cover The Map Of The World Showing The Limits Of Each Volume Is Drawn.
Each Volume Is Divided Into Three Parts:
Part 1: Primary Ports. Giving Daily Predictions Of Time Of Low And High Waters.
Part 2: Data Of Secondary Ports.
Part 3: Principle Of Harmonic Constants.

Important Definitions:
1) Bore Tide: As A Progressive Wave Enters Shallow Waters Its Speed Decreases. Since
The Trough Is Shallower Than The Crest Retardation Is Greater Resulting In The
Steepening Of Wave Front So In Estuaries Advance Of Trough Is So-Much Retarded
That The Crest Of The Rising Tide Overtakes It And Advances Upstream In A Churning
Wall Of Water.. Dangerous For Moored Ships Which Can Surge.
2) Chart Datum: Lowest Astronomical Tide Below Which The Level Of Water Doesnt
Usually Fall.
3) Negative Surges: Fall In Low Water Or Predicted Water Due To Meteorological
Reasons.
4) Seiches: Occurs In A Confined Body Of Water. A Long Wave Having Crest At One End
And Trough At Other End Of Confined Space.Abrupt Changes In Meteorological
Conditions Like Passage Of An Intense Depression Or Line Of Squall May Cause
Oscillations Of Sea Level, So The P0eriod Between Successive Waves Can Be
Unpredictable, Few Minutes To Two Hours.

Tidal Stream Atlases:

Gives The Tidal Prediction For Every Hour Including Rate And Directions Of The Springs
And Neaps For Each Of The 6 Hours Before And After High Water For A Particular Place.
11 Volumes + 3 Extra Volumes Which Cover South East Asia Including Malaca
Straits.

Admirality List Of Light And Fog Signals:

Consists Of 11 Volumes, A To L Except I . Since I Cannot Be Mistaken For
1.
Published Every 15 Months.
Corrections For These Books Are Issued Under Section 5 Of The Weekly Notices
To Mariners.
The Item To Be Corrected Will Have An Asterix Marked Under It Though The
Whole Row May Be Pasted Upon.

Contents:
1) Geographical Range Diagram / Luminous Range Diagram.

On The Horizontal Axis - Nominal Range.

On The Vertical Axis - Luminous Range.
Within The Quadrant Are Meteorological Visibility Curves.

2) Abbreviations Used.
3) Explainations Of Lights.
4) Chacteristics Of Lights.
5) Oil And Gas Production Installation
 World Map Is Drawn On The Cover Indicating The Limits Of Each
Volume.

The Format For The Table Of Contents Is:

1) Light Number.
2) Location And Name.
3) Lat / Long.
4) Characteristics And Intensity.
5) Elevation In Metres.
6) Nominal Range.
7) Description Of Structure.
8) Remarks.

Definitions:
1) Geographical Range: It Is The Theoretical Range Considering The Curvature Of The
Earth And The Refractivity Of The Atmosphere. {2.095 ( Sq Rt Of Ht Of Eye + Sq Rt
Ht Of Object)}.
2) The Nominal Range: It Is The Luminous Range When The Met. Visiblity Is 10 Miles.

Admirality List Of Radio Signals:

8 Volumes Published Annually Except For Volume 4 Which Is Published Every 18
Months.
Corrections For These Are Issued Every Week Under Section 6 Of The Weekly
Notices To Mariners.

Alrs. Volume 1: Np - 281; Coast Radio Station, Public Correspondence.

Includes All Frequencies And Classes Of Emmisions.
Information About Medical Advice By Radio - Inmarsat.
Maritime Satellite Service.
G.m.d.s.s.
Ship Reporting System.
Piracy Reports.
Regulations For Use Of Radio In Terminal Waters.
Brief Extract Of Radio Regulations Together With Ass Diagrams.

Part 1: Europe, Africa And Asia (Exclude Phillipines And Indonesia).

Part 2: Phillipines, Indonesia, America, Australia, Greenland And Iceland.
Alrs. Volume 2: Np - 282; Radio Navigational Aids
Includes Radio Direction Finding.
Radar Beacons.
Radio Time Signals.
 Electronic Position Fixing Systems.

Alrs. Volume 3: Np - 283; Radio Weather Services And Nav Warninngs Together With
Other M.S.I. Broadcasts. (Marine Safety Information).

Part 1: Europe, Africa And Asia (Exclude Phillipines And Indonesia).

Part 2: Phillipines, Indonesia, America, Australia, Greenland And Iceland.

Alrs Volume 4: Np 284 - List Of Meteorological Observation Stations.

This Volume Is Also Available On Floppy.

Alrs Volume 5: Np - 285; Gmdss.

Alrs Volume 6: Np - 286; Pilot Services And Port Operations.

Includes All The Maritime Radio Procedures Essential To Assist Vessels Requiring Pilots
And/Or Entering Ports.
Part 1: Europe And Mediterranean.
Part 2: Africa, Asia, Australia, America, Greenland And Iceland.

Alrs Volume 8: Np - 288; Satellite Navigation Systems.

Contains All The Information On All Aspects Of Satellite Navigation Systems
Including Detailed Explaination And Advise On Various Position Error Sources.

Nautical Almanac:
Published Every Year And It Contains Tabulated Data Of The Entire Year For The Practice
Of Astronomical Navigation At Sea.
Function Has Also Been Provided To Use The Almanac Of The Previous Year For The
Subsequent Year In Case The Supply Of The Almanac Has Been Delayed On Board.

Admirality Distance Tables: Np - 350

Published In Three Volumes:
Volume 1: Np - 350(1) Atlantic Ocean And Connected Seas.
Volume 2: Np - 350(2) Indian Ocean And Connected Seas.
Volume 3: Np - 350(3) Pacific Ocean And Connected Seas.

These Distances Are Given In Nautical Miles And Are The Shortest Navigable
Distance Without Concidering The Advantage Of Current And Weather.
Trans Oceanin Distances May Be Found By Concidering A Link Port Or Position
Common To Both These Oceans.

Ocean Passages Of The World: Np - 136

 The Hydrographer Of The Navy Publishes It.
It Is Used In Planning Deep Sea Voyages.
Contains Notes On Meteorological Factors Affecting The Passage.
Guides A Mariner To Follow The Best Passage In A Particular Month Through A
Particular Stretch.
It Is A Unique Admirality Publication, In Which Sailing Vessels Are Dealt With
Seperately.
In Passage Planning Both The Asd. And Opw. Are Valuable Publications To Refer
To.
While Asd. Is Generally Required For Coastal Navigation The Opw. Is Required
For Ocean Navigation.
It Is Divided Into 4 Parts:

Part 1: Power Driven Vessels, Chapter 1 To 8.

Part 2: Sailing Vessels, Chapter 9 To 11.
Part 3: A Comprehensive General Index.
Part 4: Charts And Diagrams.

The Book Gives A Number Of Illustrative Charts And Diagrams Showing Principal
Routes Between Key Places To Guide A Mariner In General.
Additionally Following Charts Are Found.
1) World Climatic Charts. (Jan. - July.)
2) Tracks Followed By Sailing And Auxillary Powered Vessels.
3) World Ocean Currents.
4) Loadline Rules, Zones, Areas And Seasonal Periods.

O.p.w Is Kept Upto-date By A Periodical Suppliment.

Chart Catalogue: Np - 131

Published By The Hydrographer Of The Navy Every Year. It Consists Of 37 Sections, Which
Gives The Date Of Publication, Date Of Current Edition, Coverage Area Of A Publication,
Diagrammatic Index Of Coverage And Titles Of Various Charts And Publications.
It Also Gives The Details Of The Agent From Whom To Procure Them With The Price Of
Each Item.
Some Of The Important Contents Are Listed Below:
1) General Information.
2) List Of Admirality Charts And Agents.
3) Numerical List Of Charts And Publications.
4) Limits Of Chart Index.
5) Limits Of Small Scale Charts.
6) List Of Chain Details Of Decca - Loran Charts.
7) Wall And Outline Charts.
8) Routeing Charts.
9) Fisheries Charts.
10) List Of Admirality Sailing Directions.
Guide To Port Entry:
The Guide To Port Entry Is Published In Two Volumes Covering The Ports Of The
Entire World Using A Variety Of Informations Regarding Various Aspects Of Ports.
The Information Provided Is Thoroghly Professional And Is Of Great Value Not
Only To Ship Masters But Also To Charterers, Owners And To Various Parties
Connected Shipping.
Each Volume Is Further Divided Into Two Parts:
1) Description Of The Port Is Given In A Very Systematic Way.
2) Yellow Pages Giving Plans And Mooring Diagrammes Of Various Ports Which May
Be Useful To The Ships Officers.

The Contents Can Be Classified As Follows:

1) Port Limits.
2) Documents.
3) Pilotage.
4) Health.
5) Police And Ambulance.
6) Services.
7) Emergency.
8) Banks.
9) Currency.
10) Seamans Clubs.
11) Developments.
12) Ships Masters Reports.
13) Authority And Quarintine Agents.

Admirality Sailing Directions:

72 Volumes The Suppliments Of Whose, Are Published Every 18 To 24 Months.

Popularly Known As Pilots.
Provide Valuable Information That May Be Needed By A Mariner Regarding Any
Area.
Various Navigable Areas All Over The World Are Covered By Different Asd.
Volumes.
A Diagrammatic Key Showing Boundaries Of Geographical Areas Covered By
Different Volumes May Be Found In Admirality Chart Catalogue.
Gneral Nformation About Any Area And Knowledge Of Local Regulations,
Climatic Conditions, Anchorages, Port Facilities, Harbour Approaches Etc May Be
Easily Acquired By Reading The Appropriate Volume.
Corrections To Asd. Are Found In Section 4 Of Weekly Notices To Mariners.
Those In Force At The End Of The Year Are Reprinted In The Annual Notices To
Mariners.
 Each Succesive Publication Supercedes The Previous One.

Admirality List Of Notices To Mariners:

(Weekly Edition)

Contains Information, Which Enables The Mariner To Keep His Charts And Books
Published By The Hydrographic Department Uptodate For The Latest Reports Received.
They Should Be Retained Until The Next Annual Summary To Admiralty Notices
To Mariners Is Received.
However Weekly Editions Dating As Far Back As 18 Months May Be Required
And Must Be Kept Safely On Board.
The Hydrographer Of The Navy Publishes Them.

Contents:
# T/P Notices On The Last Week Of The Month.
# List Of Publications In Current Usage Quarterly.
# List Of Enforced Navareas Quarterly.

Section 1: Use Of Charts And Associated Publications.

Geographical Index.
Notice Number / Page / Chart / Folio Number.
Chart Number / Notice Number.
Asterix Alongside These Items Of Correction Indicate Original Information I.E
Information Gathered By The British Hydrographer And Not By Other Countrys
Authorities.

Section 2: Items Tagged Pl Are New Editions Of Charts, Suppliers Information, Chart
Corrections. Last Correction Date Is Given Below The Actual Correction.
Section 3: Nav. Warnings: 16 Nav Areas To Be Filed, Cancel As Per Cancellation Or
Enforced List. Hydrolants And Hydropacs To Be Filed Along With Nav Warnings File Itself.
They Are Issued By The United States Coast Guard:
Hydrolants: Warnings For Pacific And Indian Oceans.
Hydropacs: Atlantic And Mediterranean Sea.

Section 4: Corrections To Sailing Directions.

Section 5: List Of Lights And Fog Signals.
Section 6: Correction To Alrs.
Additionally Towards The End We Have Blocks Notes And Reporting Forms To The
Hydrographer (Forms-H102/H102a).

Indian Notices To Mariners:

Published Every Fortnight By The Hydrographer Of The Navy - Dehradun.
Section I: Index To Charts Affected.
Section Ii: Permanent Notices.
Section Iii: Temperary And Preleminary Notices To Mariners.
A List Of Those T/P Notices Enforced Is Ublished Quarterly And Text Republished In Annual
Edition Of Indian Notices To Mariners.
Section Iv: Marine Information.
Section V: Radio Nav. Warnings (Only Nav. Area 8).
Section Vi: Corrections To Asd.
Section Vii: Corrections To Admirality List Of Lights And Fog Signals.
Section Viii: Corrections To Admirality List Of Radio Signals.

Annual Summary Of Admirality Notices To Mariners:

Index of 2002 annual notices.

1. Admiralty tide tables, 2002 addenda and corrigenda.

2. Suppliers of admiralty charts and publications.
3. Safety of british merchant ships in crisis, conflict and war.
4. Distress and rescue at sea ships and aircraft.
5. Firing practice and exercise areas.
6. Former mine danger areas; swept routes and instructions regarding explosives picked up
at sea.
7. United ki ngdom and russian federation agreement on the prevention of incidents at sea
beyond territorial waters implication for non military ships.
8. Information concerning submarines.
9. Hydrographic information ; policy for the promulgation and selection of safety critical
information for charts.
10. Minelaying and mine countermeasures exercises.
11. Meteorological and oceanographic data buoys.
12. National claims to maritime jurisdiction.
13. World wide navigational warning service and world meteorological organization.
14. Availability of notices to mariners.
15. Under keel allowance.
15a.Negative storm surges.
16. Protection of historic and dangerous wreck sites.
17. Traffic separation schemes.
17a.Ship reporting systems automatic ship identification and reporting system (AIRS).
18. Carriage of nautical publications.
19. Satellite navigation system positions and British admiralty charts.
20. Protection of offshore installations.
21. Canadian charts and publications regulations.
22. U.s. navigation safety regulations relating to navigation, charts and publications.
23. High speed craft.
24. Submarine cables and pipelines avoidance of and associated dangers.

Cumulative Notices To Mariners.

Published Every 6 Months (January To July).
Contains Notices Affecting The Different Charts With The Weekly Notice Number
Adjoining It For The Previous Two Years.

2.
Anchor Certificate.
home.
Tests On Anchors

All Anchors Over 168 Lb ( 76 Kg ) In Weight Must Be Tested & Issued With A Test Test
Certificate. The Weight Of Any Anchor For The Purpose Of The Rules & Regulations
Governing Anchors & Cables Shall:
A) For Stockless Anchors Include The Weight Of The Anchor Together With Its Shackle If
Any.
B) For Stocked Anchors The Weight Of The Anchor Including Its Shackle, If Any, But
Excluding The Stock.

Drop Test ( Cast Anchors )

Any Part Of An Anchor Over 15 Cwt Is Subjected To A Percussion Test By Being Dropped
Both End On & Side On From A Height Of 12 Feet On To An Iron Or Steel Slab. After That,
The Piece Must Be Slung & Hammered All Over By A 7 Lb Sledgehammer. A Clear Ring
Must Be Produced To Show That No Flaw Has Developed During The Percussion Test.

The Bending Test ( Cast Anchors ).

An Additional Piece Of Metal, 8 In. Long, Is Cast With The Piece To Be Tested, & Is Cut
Away For The Purpose Of The Bending Test. This Piece Will Be Turned Down To 1 In. Dia,
& Bent Cold By Hammering Through An Angle Of 90o Over A Radius Of 1.5 In. The
Casting Will Be Deemed Sufficiently Ductile If No Fracture Appears In The Metal.

All Anchors Are Subject To Proof Strain, & Subsequent Proof Load, But Only Cast Steel
Anchors Are Will Be Subjected To Percussion, Hammering & Bending Tests. Wrought Iron,
Or Forged Steel Anchors Are Not Subjected To These Tests As They Are Forged From Red
Ot Slab By Hammering. All Other Anchors Will Also Be Annealed.

Marks On Anchors.
Each Anchor Must Carry On The Crown & On The Shank The Makers Name Or Initials, Its
Progressive Number & Its Weight. The Anchor Will Also Bear The Number Of The
Certificate, Together With Letters Indicating The Certifying Authority.

Tests On Cables

Anchor Cable Over 12.5 Mm In Diametre Is Accepted For Testing At An Approved Testing
Establishments In Lengths Of 27.5 Mts. ( 1 Shackle Of Cable ). The Manufacturer Will
Provide 3 Additional Links For The Purpose Of The Test.
These 3 Links Will Be Subjected To A Tensile Breaking Stress, And If This Proves To Be
Satisfactory Then The Total Length Of The Cable Will Be Subjected To A Tensile Proof
Test, The Tests Being Carried Out On Approved Testing Machines.
If Two Succesive Links Break, The Cable Is Rejected. Before The Tests On Chain Cable Is
Carried Out, The Superviser Will Satisfy Himself That The Quality Of The Material From
Which The Cable Is Manufactured Meets With The Requirements Of The Anchor And Chain
Cable Regulations.

After The Tests On The Anchor Is Completed, An Anchor Certificate Will Be Awarded. The
Certificate Will Show The Following:
1) Type Of Anchor.
2) Weight (Excluding Stock) In Kgs.
3) Weight Of Stock In Kgs.
4) Length Of Shank In Mm.
5) Length Of Arm In Mm.
6) Diametre Of Trend In Mm.
7) Proof Load Applied In Tonnes.
8) Identification Of Proving House, Official Mark And Government Mark.
9) Number Of Test Certificate.
10) Number Of Tensile Test Machine.
11) Year Of License.
12) Weight Of The Head Of The Anchor.
13) Number And Date Of Drop Test.

Chain Cable Certificate:

After A Succesful Test On A Chain Cable A Certificate Is Awarded, Stating:

1) Type Of Cable.
2) Grade Of Cable.
3) Diameter In Mm.
4) Total Length In Mts.
5) Total Weight In Kgs.
6) Length Of Link In Mms.
7) Breadth Of Link In Mms.
8) Tensile Breaking Load Applied In Tonnes.
9) Tensile Proof Load Applied In Tonnes.
10) Number And Types Of Accessories Included.
The Certificate Issued Shall Also Show:
1) A Serial Number.
2) Name Of Certifying Authority.
3) Mark Of The Certifying Authority.
4) Name Of Testing Establishment.
5) Mark Of Testing Establishment, If Any.
6) Name Of The Superviser Of Tests.

The Certificate Is Signed On Behalf Of The Certifying Authority.

3.
Ballast water management plan;
home.
Harmful Aquatic Organisms In Ballast Water
An Mepc Working Group On Ballast Water Reported Progress In Developing Draft New
Regulations For Ballast Water Management. It Is Intended To Include These In A New
Annex To Marpol, To Be Adopted At A Conference Provisionally Scheduled For 2000.
Implementation Guidelines For The Proposed Annex Are Also Being Developed, Which Are
Expected To Be Included In A Code Related To The New Annex.
The Proposed New Annex Vii Is Aimed At Addressing The Environmental Damage Caused
By The Introduction Of Unwanted Aquatic Organisms In Ballast Water, Used To Stabilize
Vessels At Sea. Globally, It Is Estimated That About 10 Billion Tonnes Of Ballast Water Is
Transferred Each Year.
The Water Taken On Board For Ballasting A Vessel May Contain Aquatic Organisms,
Including Dormant Stages Of Microscopic Toxic Aquatic Plants - Such As Dinoflagellates,
Which May Cause Harmful Algal Blooms After Their Release. In Addition, Pathogens Such
As The Bacterium Vibrio Cholerae (Cholera) , Have Been Transported With Ballast Water.
As Ships Travel Faster And Faster, The Survival Rates Of Species Carried In Ballast Tanks
Have Increased. As A Result, Many Introductions Of Non-Indigenous Organisms In New
Locations Have Occurred, Often With Disastrous Consequences For The Local Ecosystem -
Which May Include Important Fish Stocks Or Rare Species.
The Mepc Approved A Questionnaire To Be Sent To Member States To Obtain Information
On Current Domestic Laws And Regulations On Ballast Water Management. It Is Intended
That The New Internationally Binding Regulations Would Avoid A Situation Whereby
Individual Governments Adopted Their Own Rules To Prevent Contaminated Ballast Water
Affecting Their Local Ecosystems. Meanwhile, The Mepc Noted The Different Options For
Introducing The Proposed Regulations. The New Annex To Marpol, As Originally Proposed,
Could Be Adopted Via A Protocol To Add A New Annex To Marpol 73/78, Or It Could Be
Adopted As A New Annex Via Amendments To Marpol 73/78, A Simpler Process. Another
Option Is For A Diplomatic Conference To Adopt A New Convention On Ballast Water
Management, Under Which The Terms For Entry Into Force Would Be Determined By The
Conference, Instead Of Having To Comply With Existing Entry Into Force Terms
Established By Marpol 73/78. The Mepc Agreed To Consider A Legal Framework For The
New Regulations At Its Next Session In November.
 This Information Is Sourced From The Net.

More Info From The Net

Marine Environment Protection Committee 40th Session 18-25 September 1997

Committee Tackles Ballast Water Problem

The Committee Discussed Measures To Deal With The Problem Of Harmful Aquatic
Organisms Transported In Ballast Water And Approved A Draft Assembly Resolution On
Guidelines For The Control And Management Of Ships Ballast Water To Minimize The
Transfer Of Harmful Aquatic Organisms And Pathogens, For Submission To The
20th Assembly For Adoption.

There Has Been Increased Awareness In Recent Years Of The Environmental Damage
Caused By The Introduction Of Unwanted Aquatic Organisms In Ballast Water, Used To
Stabilize Vessels At Sea. Examples Of Introductions Of Non-Indigenous Organisms In New
Locations Include The Introduction Of The European Zebra Mussel (Dreissena
Polymorpha) In The North American Great Lakes, Resulting In Expenses Of Billions Of
Dollars For Pollution Control And Cleaning Of Fouled Underwater Structures And
Waterpipes; And The Introduction Of The American Comb Jelly (Mnemiopsis Leidyi) To
The Black And Azov Seas, Causing The Near Extinction Of The Anchovy And Sprat
Fisheries.

Human Health Has Also Been Badly Affected, With The Transportation Of The Bacterium
Vibrio Cholerae (Cholera) To Latin American Coastal Water, Probably Through Discharges
Of Ballast Water From Asia, And The Introduction Of The South-East Asian Dinoflagellates
Of The Genera Gymnodinium And Alexandrium, Which Cause Paralytic Shellfish
Poisoning, To Australian Waters.

The Draft Guidelines, Which Have Been Drawn Up By A Working Group On Ballast Water,
Are Aimed At Minimizing The Risks Of Introducing Harmful Aquatic Organisms And
Pathogens While Maintaining Ship Safety. Some States Have Already Introduced Mandatory
Management Of Ballast Water To Prevent The Introduction Of Exotic Species.

Guidelines For Preventing The Introduction Of Unwanted Organisms And Pathogens From
Ships Ballast Waters And Sediment Discharges Were Adopted By The Committee In 1991
And Subsequently As An Assembly Resolution A.774(18), But The Revised Version
Incorporates Further Recommendations On Tackling The Problem, Including How To Lessen
The Chances Of Taking On Board Harmful Organisms Along With Ballast Water.

The Recommendations Include Informing Local Agents And/Or Ships Of Areas And
Situations Where Uptake Of Ballast Water Should Be Minimized, Such As Areas With
Known Populations Of Harmful Pathogens Or Areas Near To Sewage Outlets. Ships Should
Operate Precautionary Practices, Through Avoiding Loading Ballast Water In Very Shallow
Water Or In Areas Where Propellers May Stir Up Sediment. Unnecessary Discharge Of
Ballast Water Should Also Be Avoided.
Procedures For Dealing With Ballast Water Include Exchange Of Ballast Water At Sea And
Discharge To Reception Facilities, While The Guidelines Note That In The Future Treatment
Using Heat Or Ultraviolet Light Could Become Acceptable To Port States.

Imos Maritime Safety Committee (Msc) And The Committee Have Already Approved
Guidance On Safety Aspects Relating To The Exchange Of Ballast Water At Sea, Which
Outlines Procedures For Exchanging Ballast Water And Point Out Safety Issues Which Need
To Be Considered, Such As Avoidance Of Over And Under Pressurization Of Ballast Tanks
And The Need To Be Aware Of Weather Conditions.

The Committee Approved A Programme Of Work For The Ballast Water Working Group,
Which Includes Developing Draft Regulations On Ballast Water Management To Be
Adopted As An Annex To Marpol At A Conference Of Parties To The International
Convention For The Prevention Of Pollution From Ships, 1973, As Modified By The
Protocol Of 1978 (Marpol 73/78), The Main International Convention Dealing With The
Prevention Of Pollution From Ships. The Conference Is Scheduled To Be Held In The Year
2000.

4.
Bridge Equipment

Autopilot.
home.
This Instrument Is Not To Replace The Helmsman.
It Is Not To Be Used In Restricted Waters Or During Manoeuvring.
Not To Be Used For Large Alterations Of More Than 10 Degrees.
Autopilot Will Operate Efficiently Over A Certain Speed (Approx. > 5 Knots),
Below Which It Will Start To Wander.

Dangers
The Auto Pilot Gives Rudder According To The Gyro Heading.
If The Gyro Fails The Autopilot Will Still Keep The Gyro Course & Wander With
The Gyro.
Gyro Alarm To Be Taken Seriously Or The V/L Will Collide If There Are Sudden
Alterations.

Off Course Alarm

It Is Fitted On The Autopilot Usually Set For 5 Or 10 Dgrees. If Difference Between
Actual Course & Course Set By Officer For Autopilot Is More Than Value Set For
Alarm, It Will Sound.
This Alarm Will Not Sound In Case Of Gyro Failure.
Only Indication In This Case Is A Gyro Failure Alarm. Gyro Compass & Repeaters
To Compared Frequently Along With Magnetic Compass.

Controls
 Permanent Helm: To Be Used Only If A Constant Influence, Like Cross Wind Or
Beam Sea Is Experienced. If There Is A Very Strong Beam Wind From Starboard Side
Then A Permanent 5 Degrees Starboard Helm May Be Set.
Rudder: This Setting Determines The Rudder To Be Given For Each Degree Of
Course Drifted. Eg. 2 Degrees For Every 1 Degree Off Course.
Counter Rudder: Determines The Amount Of Counter Rudder To Be Given Once
V/L Has Started Swinging Towards Correct Course To Stop Swing. Both Rudder &
Counter Rudder To Be Set After Considering Condition Of V/L (Ballast, Loaded, Etc.).
Eg. Laden Condition Full Ahead, Not Advisable To Go Over 10 Degrees Rudder.
Weather: The Effect Of Weather & Sea Conditions Effectively Counteracted By
Use Of This Control. This Setting Increases The Dead Band Width. Comes In Handy If
V/L Is Yawing Excessively.

Steering Modes
Auto / Manual: Allows Userto Select Between Manual Steering & Autopilot.
Officer To Steer Correct Course, Rudder To Be On Midships, Course To Steer Set (Gyro
Pointer On Lubber Line), Off Course Alarm Set Before Changing Over To Autopilot.
Follow Up: If Rudder Is To Be Put On Starboard 10, Helm Is Put On Starboard 10.
When Helm Is On Midship Rudder Will Return To Midship.
Non-Follow Up: If Rudder To Be Put On Starboard 10 Helm Is Turned To
Starboard, A Few Degrees Before Starboard 10 The Helm Is Put On Midships, Rudder
Then Settles On Starboard 10. If Rudder Goes Beyond Starboard 10, Slight Port Helm
To Be Given. Rudder Will Remain On Starboard 10 Even When Helm Is Returned To
Midship. To Bring It Back To Midship Port Helm To Be Given.

Bridge Equipment -Echo Sounder.

Speed Of Sound In Water Is 1500 Mts/Sec.

1) Controls:

Range Switch: To Vary The Range From Lower To Higher.

Scale Selector: Feet, Fathoms & Metresselector For Scale.
Fix Marker: This Button When Pressed Will Make The Stylus Mark The Paper.
Keeps A Record Of Event Or Time.
Paper Speed Control: To Select Fast Or Slow Speed.
Draft Setting: Used To Set Zero Line According To The Draft Of The Vessel.
Gain Or Sensitivity: To Make The Echoes Darker On The Paper In Case They
Appear Weak.
Dimmer: Adjust The Illumination Of Light.

2) Errors:

Propagation Error: The Velocity Of Sound Increases When Temperature, Pressure

& Salinity Increase. Due To High Salinity In Red Sea, Depths To Be Increased By 5%.
 Aeration: Caused By Bubbles In The Water Due To:
a) V/L Going Astern.
b) Moving Rudder Hard Over.
c) Air Pockets Left Over By Bad Weather.
d) Breaking Water Over Shoal.
Air Bubbles Reflect The Sound Waves Resulting In False
Echoes.
Multiple Echoes: In Shallow Waters Echoes May Be Received From The First,
Second & Third Reflections From The Sea Bed. Correct Echo Is The First One, Second
& Third To Be Ignored.
Pythagorus Error: This Error Occurs If The V/L Has Two Transducers, One A
Transmitter & The Other A Receiver. Distance Travelled By Sound Is More Than Actual
Depth Of Water Below Keel. More Pronounced In Shallow Waters.
False Bottom Echoes: This Occurs In Deep Waters When An Echo May Be
Received After The Stylus Has Completed One Rotation & Begun Another.

Bridge Equipment-G.P.S.

Space Segment:
Satellites Are To Be Operated In 6 Orbital Planes In Very High Orbits,
Approximately 20,200 Kms Above The Earths Surface.
Four Satellites Are Located In Each Plane Having One Spare In Every Alternate
Orbit. The Configuration Being 21+3 Satellites. The Orbital Planes Are Inclined At 55
Degs To The Equator.
The Orbital Period Of These Satellites Is Just Under 718 Minutes Resulting In The
Satellites Passing Over The Same Ground Point Each Day, Excepting The Fact That
They Are Four Minutes Earlier (Give Or Take 1.7 Secs).
The Orbit Design Was Developed To Guarantee That Atleast Four Satelites Are
Alkways In View At Every Point On The Earths Surface 24 Hours A Day.

Ground Segment:
The Ground Or Control Segment Refers To The Ground Based Element Of A Gps
System Which Manages The Performance Of The Satellites
This Is Through Orbital Tracking, Clock Monitoring And Therefore
Fundamentally Is Responsible For The Daily Control Of The System.
The Control Segment Of The Navstar System Consists Of Three Main Types Of
Operational Facilities.
The Master Control Station Situated At Colorado Springs Is Responsible For
Overall Satellite Control, Navigation Performance Estimation And Ephemeris
Production.
Four Further Sites At Hawaii, Ascension Islands, Diego Garcia And Kwajalein
Alongside The Master Are Operated As Monitor Stations For Tracking The Satellites
And Collecting Range Data To Produce Information For Ephemeris (Orbit) Modelling.
Uplink Antennas To Transmit Navigation Data And Commands To The Satellites
Have Also Be Hoisted From Such Stations.
The Uplink Frequency Is Centered On 1783.74 Mhz, With Downlink Frequency
Of 2227.5 Mhz.
User Segment:
The User Segment Mainly Consists Of The Gps Antenna And Receiver,
Additional Features However Would Include A Differential Gps Antenna And Various
Interfaces Into Systems.
From Noise To Signal: The First Task For The Gps Receiver Is To Get Enough
Signals From The Satellite Transmissions Into The Receiver Itself.
It Is Usually Achieved With A Pre-Amplifier/Head Amplifier In The Antenna Unit
To Boost The Signal Before Sending It Down The Cable.
Antennas Are Designad To Receive All Signals Within The Relevant Band.The
Gps Signals Are Very Weak And Indistinguishable From The Background Noise At
First And Second Glance.
These Signals Are Also Spread Over A 20 Mhz Band-Width Centered Around The
L1 Frequency Of 1575.42 Mhz. This Has The Same Effect As Transmitting A Much
More Powerful Signal And Also Allows Much More Information To Be Incorporated
Into The Transmissions.
From Signal To Numbers: Most Signal Processing Tasks Are Now Undertaken In
Micro-Processors, But To Allow This The Signal Must Be Converted From Analogue
To Digital Form.
From Numbers To Code: The Gps Receiver Will Now Have At This Point The
Ability To Sample The Substantially Altered Frequency Of The Satellites. The
Primary Task Of The Receivers Is To Measure Ranges To The Satellites.This Is
Achieved By Attempting To Identify The Code Transmissions Superimposed On To
The Signals.
Each Satellite Transmits A Unique Code, Or Technique Known As Code Division
Multiple Access. To Identify The Code The Receiver Has To Produce An Exact
Replica Of The Satellite Code Sequence And To Mach The Two Together.
From Numbers To Phase: To Make Use Of This Code Information To Produce
Ranges And Thus Position The Receiver, Also Needs Another Set Of Information,
The Satellite Ephemeris.
The Ephemeris Being Modulated Over The Carrier Frequency And Needs Also To
Be Extracted.
From Measurement To Position: Once The Receiver Has Produced The Necessary
Information In Terms Of Measured Pseudo Range And Navigation Data, This Is Then
Poassed To A Dedicated Microprocessor Dealing With The Position Computation
And, Usually, The User Interface As Well.

The Pseudo- Range:

The Pseudo- Range Is A Measure Of Distance From The Receiver To The Satellite, Usually
Expressed In Mts.
The Term Pseudo Is Used Because The Range Is Contaminated. For Time To Be Accurately
Measured Between The Two Sites The Clocks Must Be Accurately Synchronised. The
Clocks Between The Satellites Are Synchronised, So The Ranges Measured Between Them
Would Actuallyu Be True Ranges. But The Receiver Clock Is Not Synchronised To The
Satellites Which Gives An Error Which Can Be Resolved Mathematically, Hence The Term
Pseudo-Range.
The Pseudo-Range Cannot Be Converted To A True Range Without Other Sets Of
Information, Namely Ranges To Three Other Satellites And Accurate Knowledge Of All The
Satellites Positions In Space ( And Time )

Computation Of Position:
The Ability To Measure Pseudo Range And Knowledge Of The Satellites Position At All
Times, The Gps Receiver Now Has Enough Information To Calculate A Position.
For Every Computation Of Position There Are, Then Four Unknowns Called X,Y,Z And T
(For Time). But By This Point The Receiver Has Also Managed To Acquire A Whole Series
Of Knowns Namely, Pseudo Ranges To The Satellites And The Position Of Those Satellites.
As Long As The Receiver Can Measure As Many Ranges To The Satellites As There Are
Unknowns Then Position Can Be Calculated Quite Simply Through A Series Of Four
Simultaneous Equations.
This Is A Mathematical Technique That Uses A Combination Of Known Quantities To
Calculate A Combination Of Unknown Quantities, But It Does Require Symmetry In Its
Equation Forms- Basically The Same Number Or More Knowns To Unknowns.

The Dilution Of Precision:

This Is One Of The Primary Quality Control Indicators Available To The User Of The Gps
Receiver. It Indicates The Geometrical Relationship Of The Satellites.
The Dilution Of Precision Was The Mechanism Userd By The Gps System Planners To
Identify The Best Orbit Geometry Of The Satellites To Provide The Best User Geometries.
On Its Own The Dop Figure Is Only A Qualitative Figure With The Prescribed Numbers Not
Being Of Any Specific Units. The Most Complete Dop Is The Geometric Dilution Of
Precision (Gdop). This Is The Factor Used To Design The Orbital Arrangement Of The
Satellites. Gdop Brings Together The Four Unknowns Of The System.
The Most Frequently Used Dops Are Pdop ( Position Dilution Of Precision) And Hdop (
Horizontal Dilution Of Precision). Pdop Is Used By Those Interested In Three Dimentional
Positioning (Lat/Long/Ht). Hdop Is For Two- Dimensional Positioning. For Most Purposes
Hdop Is Used By The Marine Community.
Dop Figures Are Actually Used By A Navigator In The Following Way. If A Composite
Pseudo-Range Measurement Error Of 10 Mts. (95% Probability) Is Assumed For The
System, Then By Multiplying This Figure By The Relevent Dop Value, Eg. 3.0, Gives An
Overall Position Accuracy Of 30 Mts. Dop Figures Are Therefore Only Relative Numbers,
With Smaller Dops Giving Better Accuracies.
The Final Constellation Is Designed To Guarantee Pdop Figures Of Better Than 12.0 All
Over The Earths Surface, Though Figures Of Better Than 7.0 Are To Be Generally
Expected. For Marine Applications Hdop Figures Are More Useful & The Design Figure Of
3.0 Is To Be Expected For The Majority Of Coverage.

Errors Of The System.

1) Gdop - If The Configuration Of The Available Satellites Is Not Suitable, Accuracy Of
The Fix Is Affected.
2) Ionospheric & Tropospheric Delays Of Signals - While Ultra High Frequencies Are Used
For Transmission, Yet The Ionosphere & Troposphere Refract The Signals Causing
Delays Which Lead To Inaccuracy Of Positions. These Errors Can Be Reasonably
 Predicted & Are Fed Into A Mathematical Model Built Into The Software Of The
Receiver.
3) Satellite Clock Error - Any Errors In The Clocks On Board The Satellites Will Lead To
Errors In Time Measurement.
4) User Clock Error - Same As Above. This Is Eliminated By Using An Extra Satellite
Equation
5) Deviation Of Satellites From Their Predicted Orbits - Since The Position Of The
Satellites Needs To Be Known Very Accurately, It Is Obvious That If The Satellite
Deviates From Its Orbit, For Any Reason, Then Inaccuracy In Fixes Will Result.
6) Receiver Errors - These Are Small & Are Caused Due To Internal Noise, Computational
Errors, Etc.

The Dilution Of Precision.

Gdop Geometric Dilution Of Precision Integrates

X,Y,Z, And Time.
Pdop Position Dilution Of Precision Integrates
X,Y,Z, Three Dimentional Positions.
Hdop Horizontal Dilution Of Precision. Two
Dimentional Marine Positioning.
Edop Easting Dilution Of Precision
Ndop Northing Dilution Of Precision, X And Y
Positioning Seperated.
Tdop Time Dilution Of Precision For Time Transfer
Users.

The Satellite Geometry Is Presented To The User By A Factor Known As The Dilution Of
Precision. These Figures Are Used To Assess The Potential Positioning Quality Of A Certain
Satellite Constellation And To Help Provide Realistic Quality Control Information. The
Procedure Used To Define These Values Is Quite Complicated, But It Relates The Difference
In Three Dimentions Of The User To All The Concidered Satellites In A Geometrical Sense.
The Resultant Dop Figure Then Suggests The Amplification Of Pseudo-Range Measurement
Error Into User Positioning Error. Differen Dops Are Used Depending On The Type Of
Position Calculated. Hdop For A Two Dimentional Fix And Pdop For A Three Dimentional
Fix.
The Dop Figures Are Used By The Navigator In The Following Way. If A Composite
Pseudo-Range Measurement Error Of 10 Metres (95% Probablity) Is Assumed For The
System, Then Multiplying This Figure By The Relevant Dop Value, Eg. 3.0, Gives An
Overall Positioning Accuracy Of Thirty Metres. Dop Figures Are Therefore Only Relative
Numbers, With Smaller Dops Giving Better Accuracy. The Probablity Figures Detailed In
The Circular Brackets Are Indications Of The Confidence In The Position Accuracy.

Bridge Equipment - Logs

Electromagnetic Log:
In A Magnetic Field Created By A Solenoid, The Magnetic Flux Lines Extend Out In The
Water. Salt Water Being A Conductor Flowing Past The Solenoid Creates An Emf. This Is
Picked Up By A Sensor & A Pre-Calibrated Voltmetre.
The Voltage Induced Is Proportional To The Speed Of The Water.

Doppler Effect:
The Doppler Frequency Shift Is The Difference Between The Received Frequency Which
Can Be Measured & The Transmitted Frequency Which Is Known.
There Are 2 Types Of Logs;
1. Continuous Wave (Cw) &
2. Pulse Type.
The Pulse Type Is Better Than The Cw. Type Because There Is A Signal Leakage From The
Transmitter To The Reeciver Which Interferes With The Received Signal (Feedback).
It Uses A Higher Frequency Than The Echo Sounder As The Smaller Wavelength
Makes A Concentrated Beam Possible Hence, Less Loss Of Energy To Water, Stronger
Echoes & Smaller Area Of Transducer Required. Also Diffused Reflection Is Acquired
By The High Frequency Which Is Neccesary Because Of Oblique Incidence Of The
Transmitted Pulse.

5.
Bulk Carrier Code

Introduction:home.
Section 1: Definitions: Eg:
Angle Of Repose: Maximum Slope Or Angle Of Non Cohesive Granular Material / Angle
Between The Horizontal Plane & Cone Slope Of The Material.
Flow State: State Where Mass Of Granular Material Is Saturated With Liquid To An Extent
That Under The Influence Of External Forces Like Vibration Or Impaction Due To Ships
Motion It Looses Its Internal Shear Strength.
Chapter 2: General Precautions:
- To Prevent Overstressing Of The Structure.
Hi Density Cargo Is Cargo With Sf 0.56 M^3/T Or Lower. (Gen. Cargo Generally
Designed To Carry Between 1.39-1.67 M^3/T.
- In Case Detailed Info Not Available B.C.C. Provides
Precautions:
1. General Fore & Aft Distribution Should Not Differ From That Found Satis. For General
Cargo.
2. Max. No. Of Tonnes Loaded In Any Cargo Space Should Not Exceed 0.9lbd Tonnes (
L=Length Of Hold In Mtrs, B=Average Breadth In Mtrs, D=Summer Draft)
3. Where Material Is Trimmed Or Only Partially Trimmed Ht Of Pile Peak Above The
Cargo Floor Should Not Exceed 1.1d X Sf
4. If The Material Is Trimmed Entirely Level, The Max No. Of Tonnesof Material Loaded
In Lower Hold May Be Incld By 20% Over The Amount Calculated By Formula,
Provided Complying With
5. Shaft Tunnel Has A Stifferning Effect, The Spaces Aft Of The E/R May Be Loaded 10%
In Excess, But Complying With

Section 3: Safety Of Personnel & Ship.

Section 4: Assesment & Acceptability Of Consignements For Safe Shipment.
Gives A List Of Sub Samples To Be Taken Eg: Consignements Less Than 15000t, One 200g
Subsample For Each 125t.
Section 5: Trimming Procedures.
For Trimming Purposes Bulk Cargo Can Be Categorised As Cohesive & Non Cohesive As
Defnd In Appendix B & C.
Section 6: Methods For Determining Angle Of Repose.
1. Tilting Box Method.
2. Shipboard Method.
Described In Appendix D.
Section 7: Cargoes Which May Liquify.
Section 8: Cargoes Which May Liquify, Test Procedure.
Spot Test: Half Fill A Can (0.5-1 Ltr Cap.) With A Sample, Take Can In Hand & Strike
Against Hard Surface Atleast 25 Times From A Ht Of 25m Atleast, At 2 Sec Intervals. If
Fluid Condition Appears Send For Addnl Lab Tests.

Section 9: Materials Possesing Chemical Hazard.

Section 10: Transport Of Solid Wastes In Bulk.
Section 11: Stowage Factor Conversion Table.

Appendix A: List Of Bulk Materials Which May Liquify.

Appendix B: Bulk Materials Possessing Chemical Hazards.
Presenter In Tabular Form:
U.N. # I.M.O. Class Mfag Table # App. Stowage Factor Ems#
Appendix C: List Of Bulk Materials Which Are Neither Liable To Liquefy (App A) Or
Possess Chemical Hazards (App B).
Appendix D: Lab Test Procedures, Associated Apparatus And Standards.
Appendix E: Ems. Schedule For Materials Listed In Appendix B.
Appendix F: Recommendations For Entering Cargo Spaces ,Tanks, Cofferdams Etc.With
Safety Checklists.
List Of Materials . Material A,B,C,D.

6.
Bulk-carrier safety solas chapter-12

home.

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.
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);
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).

home.
Calibration of gas testing instruments.
S.R. # Instrument/Equipment
1 Portable O2 Analyser
2 Portable Explosimetre
3 Portable Explosimetre
4 Portable C.G.I.
5 Portable C.G.I.
6 Multigas Detector
7 Calibration Kit
7.
Model Calibration Gas And Date
Model 245 / R Checked In Atmosphere
M.S.A. Model 2e 2% Methane In Air40/50%Lel
M.S.A. Model 2a 2% Methane In Air40/50%Lel
M.S.A. Gas Scope 8% Butane In Inert Gas
Msa Tankscope 8% Butane In Inert Gas
Acura And
Auer(H2s) --------------------------------
M.S.A. Calibration
Kit To Be Pressure Tested.
Model R

# This List Is Taken From My Last Ship.

8.
Care Of Ropes
home.
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.
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.
home.

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

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.
home.
Cargo Handling Procedures Manual

Contents

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

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 On
Loaded Passage
7.11 Ship To Ship Transfers

8. Discharging

8.1 General
8.2 Discharge Plan
8.3 Cargo Measurement
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
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

Introduction
1) Isgott - Ship / Shore Safety Check List
2) Notice Of Readiness
3) Ships 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 - Ships Dept/Arr
Figures
8) Discharging Instructions
9) Discharging Rate
10) Loading Rate
11) Letter Of Protest For Loading Rate
12) Letter Of Protest For Ships 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 Ships/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.
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 :
Marpol 73/78, (1991 Consolidated Edition)
Standard For Oil Tanker Manifolds And Associated Equipment (Ocimf),
International Convention For The Prevention Of Pollution Of The Sea (Last
Ed.)
Prevention Of Oil Spillage Through Cargo Pumproom Sea Valves(Ics/Ocimf),
Inert Gas System (Imo And/Or Owners Manual),
Crude Oil Washing System (Imo And/Or Owners Manual),
International Safety Guide For Oil Tankers & Terminals (Ics/Ocimf).
Ship To Ship Transfer Guide (Petroleum) (Ics/Ocimf)
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 Ships Master Through The Agent At The Unloading Port Or Directly Via
Radio/Fax/Tlx.
The Instructions Will Contains Following Standard Information
Loading And Discharging Ports
Approx. Volume At 15 Degree Centigrade
Limiting Drafts At Loading/Discharging Port If Any
Special Requirements (I.E. Cargo Heating)
Special Properties Of Cargo (I.E. H2s)
Stemming Details

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:
Trim
Segregation
Best Loading/Discharge Sequence
Cargo Quality Security
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.
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:
Ullages Tape:
Ullage Rule/Bob Or Electronic Tape. For Operational Instructions Refer To
Manufacturers Handbook With Particularly Attention To Static Electricity
Problems.
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.
High Level/Overflow Alarms (Where Fitted) :
Should Be Kept In Good Working Condition, Regularly Calibrated And
Operational.
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.
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.
Vapour Locks (Where Fitted):
These Fittings Should Be Used For Ullaging, Temperatures, Water Dips And
Samples So As To Reduce Cargo Vapour Loss/Emission.
Digital Thermometer:
Electronic Thermometer Which May Be Integrated With The Electronic
Ullage Tape. Should Be Accurate To 0.2 Degree Centigrade. This
Equipments Accuracy Should Be Checked Against A Mercury Reference
 Thermometer Prior To Measurements Being Taken, And The Results
Recorded In The Cargo Book.
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 Manufacturers 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

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:
Grades, Quantities, Segregations, Start/Stop Times Of Each Cargo Parcel To
Be Transferred.
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.
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.
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.
Topping Off Procedures
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:
Grades And Quantities Of Each Cargo Handled In Each Port.
The Applicable Seasonal Loading Mark.
Cargo Deadweight, Stress And Trim, Draft Data.
Ullages And Water Innage Of All Tank Before And After Loading And
Discharging At Each Terminal.
Cargo Shifting Made For Affecting The Trim And Stress Of Vessel
Details Of Any Loss Of Cargo Which May Have Occurred During The
Voyage.
Tanks Washed With Crude Oil With Full Details.

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.
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 Days 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 Icss 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 Ships 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:
Pumping The Slops Ashore At The Loading Terminal
Retaining The Slops On Board Loading The Incoming Cargo On Top Of
Them
Retaining The Slops On Board But Segregated By Incoming Cargo.
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

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:
Liquid Oil
Not Liquid Oil
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.
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 Vessels 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- Ships 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 :
The Cargo Flow In The Corrected Tanks
The Cargo Is Not Flowing Into Uncorrected Tanks
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 Ships And Shores 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 Vessels 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.
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:
Use Special Wedge/Dip Tables If Carried, Or The Wedge Formula If Liquid
Does Not Cover Bottom Of Tank.
Use Trim/List Correction If Liquid Covers Entire Bottom Of Interested Tank,
And Compute The Quantities Using A Calibration Table.
For The No Liquid Oil Use Calibration Table Without Correction For Trim
And List

7.8 Cargo Measurement

 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:
An Emergency Arises
For Drafts Problems On Arrival Port (Informing Before The Charterer)
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 Inteernal 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.

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 Tankers
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.
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. :

 Reduce The Potentiality Of Sea Pollution
Less R.O.B. On Completion Of Discharge
Increase The Shore Figures And Produce More Space Available For Next
Cargo
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:
Set Line For Ballasting With The Seachest Valve Kept Closed
Drain With Highest Accuracy All Oil From The Interested Pump And
Cargo Lines
Start Up The Pump At Reduced Revolution And Check If Possible That No
Positive Pressure Exist Between The Pump And The Sea Valve
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.
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

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 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.
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 Ships

Fire Hoses Should Be Connected To The Fire Main, One Forward And One Aft
Of The Ships Manifold. If Praticable A Fire Pump Should Maintain Pressure On
The Ships 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 Ships 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:
Radar With Approval Of Terminal Manager
Intrinsically Safe Vhf/Uhf Walkie-Talkies
Satellite Communication After Consultation Between Tanker And
Terminal
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

Its 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

This Equipment Should Be Made Ready At Main Deck Stores And Should Be
Considered As Minimum:
6 Bags Of Sawdust
Spanners For Removing Butter Worth Plates
1 Air Driven Pump
2 Rubber Buckets
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 .
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 Masters 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 Ships 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:
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.
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 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:
Unnecessary Expenditure Of Bunkers.
Deterioration Of Crude Oil Cargoes Through Loss Of Light Fractions.
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 Ships Manifold
On Loading, Until It Passes The Ships Manifold Again On Discharge Rests Always
With The Ship.
In Order To Minimize The R.O.B. Following Measures Are To Be Taken:
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.
Main Cargo Lines Are To Be Drained Into Last Tank Before Final Stripping
Ashore
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

The Ships 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 / Ships Figures
The Quantity Stated In The Bill Of Lading Should Be Checked By Master Against
The Quantity Determinant From The Ships Ullage Measurement. If There Is A
Difference In 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 Masters 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
Masters 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 Masters 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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