28 Chief Officer - Tanker

Chief Officer – Tanker
Company Specific Training

www.interorientshipmanagement.com
CST / Chief Officer, Oil Tanker
Chief Officer is responsible for the safe loading,

discharging, ballasting and general cargo operations of
the vessel. He participates in the general planning of
cargo operations and maintenance. He controls the
detailed performance of cargo operations and observes
safety policies and practices during them.
www.interorientshipmanagement.com 2
Chief Officer:
is the Master’s deputy whenever necessary.
implements Safety Policies and Practices, Company’s
Garbage Management Plan.
is responsible for the general maintenance of the ship.
is responsible for crew discipline and welfare.
is the Ship’s Safety Officer with the assistance 2nd
Engineer
is a Training Officer for Deck Cadets and ratings.
Chief Officer must make regular inspections of all spaces

in the ship and monitor personnel working practices to
ascertain that no safety hazards exists.
He is responsible to the Master for ensuring that:
the maintenance of all safety, fire fighting & LSA
equipment on board is carried out
the maintenance of all cargo gear is carried out
all accidents and dangerous occurrences are reported and
investigated and, where appropriate, preventive action
recommended
Chief Officer is to arrange repair of any defect or failure
of deck and cargo handling equipment. He is responsible
for the maintenance and proper appearance of the
external hull and accommodation
As a Cargo Officer, Chief Officer is responsible to the

Master for the safe stowage, loading, carriage and
discharge of the cargo, and compliance with the
charterer’s instructions regarding the cargo.
He must ensure that a cargo plan is prepared to receive
the intended cargo and that all samples required or
recommended for a particular cargo are taken, to ensure
that such cargo complies with all safety criteria for its
carriage.
Some hints
The Density of material is defined as its mass per unit
volume
In some cases density is expressed as the dimensionless
quantities specific gravity (SG) or relative density (RD), in
which case it is expressed in multiples of the density of
some other standard material, usually water or air/gas.
The American Petroleum Institute gravity, or API gravity,
is a measure of how heavy or light a petroleum liquid is
compared to water.
API gravity = 141.5 / SG – 131.5
Conversely, the specific gravity of petroleum liquids can
be derived from the API gravity value as
SG at 60 F = 141.5 / API gravity+131.5
Thus, a heavy oil with a SG of 1.0 (i.e., with the same
density as pure water at 60 F) would have an API gravity
of: 141.5/1.0 – 131.5 = 10.0 deg API
Light crude oil - API gravity higher then 31.1 deg API;
Medium oil – API gravity between 22.3-31.1 and Heavy
oil below 22.3 deg.API.
6
The cargo measurement has to be as accurate as possible.

The ullage and temperature equipment has to be properly calibrated, as manufacturers
guidelines and records to prove that calibration has been done must be available in vessels
PMS.
It is recommended that two sets of certificated/calibrated UTI tapes are to be ready for
every cargo operation.
Cargo measurement must be carried out in the presence of an independent surveyor
and/or at least the loading master/terminal representative.
The ships tanks ullage/volume tables and API tables have to be used accurately in order to
prevent any mistake in the calculation.
The ship’s trim, list and draft (fwd, mid and aft) to be taken into account. It is always
preferable if the calculations can be carried out with a minimum of corrections.
Tanks are not to be loaded beyond 98% capacity or less if expansion allowance has to be
considered in order to assure that volume is never exceeding 98% depending on cargo
carried.
Cargo planning
Detailed cargo plans must be prepared by the Chief Officer for all cargo loading, discharge and
tank cleaning operations as per Company template.
The plan must be submitted to the Master for his review and approval if in agreement (TM36;
TM37; TM22b).
The plan must, as minimum include the following details:
Cargo quantities to load/discharge and the names of all personnel involved in the
operations
Sequence of tanks to be filled/emptied with expected time schedule
Load/discharge rates
If appropriate finishing ullages
If appropriate COW sequence
Ballast operations
Indicated draught/stability/SF&BM figures during various periods of the operation and
number/location of any slack tanks
Cargo operations terminating measures
It must be read by all cargo watch officers and signed to indicate their full understanding.
Pre loading/discharging Meeting should be held

between the vessel and terminal operators prior to any
cargo operations commencing, as soon after mooring
operations have been completed safely. Operations
concerning cargo handling, COW, tank cleaning, pre-
wash, ballasting and bunkering require an exchange of
information between the ship and the terminal.
Vessels are encouraged to make a checklist for ease of
use. Such a checklist must be filled with the cargo
paperwork and records of the meeting recording in the
cargo log book. Contact list to be available at least at
CCR, bridge, Captaincabin, Ship’s office at all times while
the vessel is alongside the oil terminal.
Note: Ship/Shore Safety Check List should be provided by
the Terminal but in cases where this is not so then the
Company Ship/Shore Safety Check List (TM02) is to be
used.
The Chief Officer is responsible for the maintenance of the Oil Record Book Part 2 and the
Cargo Record Book where applicable and the Ballast Water Handling Log. He is to present
these Books to the Master for signature upon the completion of each page.
For vessels able to carry noxious liquid substances in bulk (Annex II Cargoes), an NLS
Logbook must be supplied and used.
Full and extensive records of all cargo operations must be written in the appropriate log
books.
Tank Cleaning Risk Management.

All tank washing operations should be carefully planned
and documented, potential hazards should be identified
in a systematic manner and risk assessed and
appropriated safeguards put in place to reduce risk.
Full records of all tank cleaning operations must be
maintained in the Cargo Operations Log Book.
Before starting a written plan must be prepared by the
Chief Officer, approved by the Master and send to the
Marine Department for final approval. (Ref. to forms
TM22a, TM22b, TM22c).
The Cargo Tank Cleaning Plan and record of monitoring of
tank atmospheres are also to be kept.
Disposal of Oily Mixtures from Cargo Tanks/Slop Tank

Discharge (Ref. Clean Seas Guide for Oil Tankers 1.8
Page 5)
Any disposal of oil and oily mixtures must be in
accordance with MARPOL.
Where disposal is prohibited the mixture should be kept
on board as slops.
Decanting should be carried out utilizing the ODME.
The Chief Officer is to be ensured that the oil content of
any discharge is always within the permitted limits.
Decanting of the contents of the slop tank is a critical
step in the retention of oil onboard and the timing of the
various steps in operation is important.
Before starting, an accurate interface and ullages reading
must be taken, using an oil/water interface detector.
Discharge from slop tank must cease well before this
interface is reached. Extreme care is necessary and a
close check must be kept on the overboard even with the
automatic system in operation.
Decanting of vessels slop tanks is normally only to be

carried out on ballast passage unless special
circumstances prevail following an approved risk
assessment in co-operation with the Company Marine
Department.
The ODME must be periodically calibrated as per
manufacturer’s instructions to ensure that all monitoring
and testing equipment is functional and accurate.
COT’s Venting Arrangements

Vessels cargo tanks are protected from over/under
pressurization by fitting of PV valves and secondary back
up systems. All vessels comply with SOLAS requirements –
P/V valve settings are set to facilitate specific
design/structural criteria and actual settings are not
specified.
On vessels fitted with individual tank pressure sensors to
comply with SOLAS Ch.II, Reg 11, Section 6 in lieu of a
secondary venting arrangements, the setting of these
alarms are to set at a value 10% higher than the P/V valve
opening pressure both on pressure and on vacuum side.
A secondary means of full flow relief of vapour, air or inert
gas mixtures shall be provided to prevent overpressure or
under-pressure in the event of failure of the primary
ventingarrangements. Alternatively, pressure sensors may
be fitted in each tank protected by the primary venting
arrangement with a monitoring system in the cargo control
room or the position from which cargo operations are
normally carried out. Such monitoring equipment shall
also provide an alarm facility which is activated by
detection of over-pressure or under-pressure conditions 14
Vessels cargo tanks are protected from over/under

pressurisation by the fitting of PV valves and secondary
back up systems.
It is important for all appropriate officers and crew to
fully understand the reasons for this equipment and
the operational requirements.
All tankers are subject to SIRE vetting inspections. On
the practical SIRE Inspection side, inspectors are
looking to ensure that ships' officers are able to
demonstrate to an inspector that they understand:
the venting systems that they have to operate,
the issues associated with secondary venting, over and
under-pressurisation
And are fully aware of the measures that they need to take
into account to ensure that the over/under pressure
situation does not become a critical operational item.
All vessels comply with SOLAS requirements – P/V valve

settings are set to facilitate specific design/structural
criteria and actual settings are not specified
On vessels fitted with individual tank pressure sensors
to comply with SOLAS Chapter II, Reg 11, Section 6 in
lieu of a secondary venting arrangements, the setting of
these alarms are to set at a value 10% higher than the
P/V valve opening pressures both on pressure and on
vacuum side
A notice must always be placed in the cargo control
room clearly advising all appropriate staff what the p/v
settings, secondary sensor settings and p/v breaker
settings are set at onboard at all times.
Ships officers and staff must be familiar with ISGOTT Section 2.6 and the possible risks
associated with pyrophors.
A summary of facts and guidance given on this issue is outlined below:
1. The issue is with regards to pyrophors
2. The issue re pyrophors does not occur in non inerted vessels because the vapour space often
contains oxygen which inhibits the formation of pyrophors.
3. On inerted vessels - particularly crude carriers, although the inert gas contains about 1-5% O2,
this can be reduced further by absorption into the crude thus generating to right atmosphere to
produce pyrophors.
4. During discharge, should the tank go into vacuum, the introduction of oxygen will cause
oxidation of any iron sulphide back to free sulphur or sulphur dioxide gas with associated heat
produced by exothermic reaction thus raising the risk of explosion.
5. The conditions best suited to formation of pyrophors are cargoes containing high hydrogen
sulphide and where the vessels tanks are rusty (iron oxide deposits).
6. The need is to ensure during discharge no air enters into the tanks and producing item 3 above.
It is therefore understood that the risk is highest in crude oil tankers or tankers carrying
cargo with high hydrogen sulphide content in a non coated tanks which may have rusty
areas.
However, we must be prudent and realize the ALARP (As Low AS Reasonably Practical)
principle – thus where the Master considers such an unacceptable risk to exist, he should
discuss this with the company to change the vacuum setting to above zero - as
recommended, and record such change in the vessels log book.
We are aware that many of our vessels have coated tanks and alarms systems on the IGS
system which activates alarms to indicate a low IG pressure – firstly to make the officer
aware that the IG pressure is low and that action should be taken and secondly, should no
action be implemented, a second alarm will activate and stop the MCP thus stopping the
possibility of the tank going into vacuum and air entering cargo the tank.
In all instances – control of pressure/vacuum within cargo tanks must be carried out in
such a way as not to introduce air into the tanks and thus create a dangerous atmospheric
condition to develop
Officers must be very vigilant in this respect and control the discharge and IGS system
correctly.
There are following documents and records are to be

maintained related to cargo operations:
Cargo Files
Copies of typical for vessel and current Charter Party
Correspondence with Agent, Charterers & Chartering Dept.
Copy of properly signed Loading PC printouts for each
cargo/ballast voyage
IMO/IMDG dangerous cargo information
Voyage /Port Log abstract (ST1, ST2)
Copies of all documents related to the cargo handling
(plans, B/L, LOP, etc.)
Checklists related to cargo operations
Stability calculations
STS Assessments.
Other records, not listed, but may be incorporated in

the filing system:
Calibration Records
Garbage Disposal Log (with Reception Certificates)
Oil Record Book Part 2 (with Reception Certificates)
Cargo Log Book (Chemical cargoes)
Cargo Record Book
Ballast Water Handling Log
Deck Log Book
Certificates (or copies) for cargo, ballast, safety, mooring
equipment.
During handover the Chief Officer has to carefully discuss the following Items (Ref. to form
T17a):
Condition of the vessel (condition of tanks; PMS AVECs status (works done during contract,
works planned), condition of pumps and all cargo systems, condition of deck machinery,
mooring equipment, IG plant
Last Class Status Report
Condition of Safety Equipment, Safety organization, Training/Drills status, Safety Record Folders
(AVECS), Safety Committee, Management Committee, Environmental Committee Meetings
Current Voyage Instructions (C/P, Orders, Communications)
Requisitions status/stock
Reporting
Crew Management (Appraisal Reports, Evaluation, Watch schedule, Overtime Regulations)
Last ships inspections results (PSC, Vettings, Audits, Company Visits)
Security/ISPS deputy duties (if applicable).
List of reference documents.

Company SMS, Part 2, Section 5, Cargo Care & Port Operations (issue No.5, March 2008)
Company SMS, Part 1, Section 3, Crewing & Administration (issue No.5, March 2008)
Company SMS, Part 2, Section 4, Technical Support & Maintenance (issue No.5, march 2008)
Company SMS, Part 1, Section 2, Safety & Environmental Protection (issue No.5, March 2008)
Company TPM, (issue No.7, Jan 2009)
Company Forms Folder
Company Circular Letters Folder and MABs
ISGOTT
MARPOL
SOLAS
P&A Manual.
Thank You!

28 Chief Officer - Tanker

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28 Chief Officer - Tanker

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Chief Officer – Tanker

Company Specific Training

Chief Officer is responsible for the safe loading,

Chief Officer must make regular inspections of all spaces

As a Cargo Officer, Chief Officer is responsible to the

The cargo measurement has to be as accurate as possible.

Pre loading/discharging Meeting should be held

Tank Cleaning Risk Management.

Disposal of Oily Mixtures from Cargo Tanks/Slop Tank

Decanting of vessels slop tanks is normally only to be

COT’s Venting Arrangements

Vessels cargo tanks are protected from over/under

All vessels comply with SOLAS requirements – P/V valve

There are following documents and records are to be

Other records, not listed, but may be incorporated in

List of reference documents.

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