Approved General Manager

CHEMICAL TANKER MANUAL Date 05.11.2021

Chapter 4.2
Revision 7
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4.2 CARGO PLANNING

4.2.1 General

This procedure shall give guidance for planning Chemical cargo operations to the crew.

Planning of loading / discharging cargo operations following shall be complied with.

- For chemical cargoes, TSG-C, MEPC2. Circular XX (PROVISIONAL CATEGORIZATION OF LIQUID

SUBSTANCES IN ACCORDANCE WITH MARPOL ANNEX II AND THE IBC CODE), IBC code /Fitness
certificate

In addition to the above followings shall be taken in to the consideration

- P & A manual
- Coating Resist List
- Ship operation manual
- Ship stability booklet
- Ship damage stability booklet
- MSDS
- IMDG code , IMDG Code Supplement EmS Fire, Ems Spill, MFAG
- Fosfa list (see the latest circular from MILBROS)

The ship’s Master and responsible officers should well understand above guidelines, in order to perform a stowage
plan in line with all rules and regulations and company requirements.

The stowage plan shall be sent to company as initial and final for each voyage. Initial stowage plans to be
approved by the company operations department.

4.2.2 Guidelines for Cargo Planning

1. Check the ship’s Certificate of Fitness. The cargo, which to be carried, should be written in attachment of
the certificate (List of Products). If the cargo is not stated in this list contact with the company.

2. Check condition of carriage requirements of the Cargo from the fitness list of products. If the Cargo
condition of carriage requirements is not suitable for the vessel, contact with the company. (When
planning specific and operational requirements (IBC chapter 17 requirements) must be complied with.

3. Check MEPC.2/Circ. XX (PROVISIONAL CATEGORIZATION OF LIQUID SUBSTANCES IN

ACCORDANCE WITH MARPOL ANNEX II AND THE IBC CODE), Compare requirements against to
Fitness list requirements. In case of any difference contact with the company.

4. Check compability groups of the cargoes. Reactive cargoes must not be placed in adjacent tanks. Cargo
and vapour Piping systems must be separated by double blind flanges.

5. Check MSDS for requirement for heating, density etc.

6. Check Fosfa list, where applicable, and consider previous banned cargoes restrictions if any. Toxic
cargoes must not be placed in neighbouring tanks with edible products (human or cattle). Separate the
piping systems by means of double blind flanges

7. Products which are able to polymerized (e.g. styrene, vinyl chloride, ACN) should never come in bulkhead
contact with heated cargoes. The same refers to drying vegetable oils. (e.g. linseed oil.)

8. Volatile products (aromatics, ketones, alcohols etc.) should not be put into bulkhead contact with heated
cargoes in order to avoid unnecessary evaporation losses.
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CHEMICAL TANKER MANUAL Date 05.11.2021
Chapter 4.2
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9. After leaded gasoline, cargoes for human or animal consumption must not be loaded as the next cargo;
neither “virgin naphtha feedstock“ Lead compounds may adhere to the bulkheads after several
intermediate cargoes even in coated tanks. Therefore the vessel MUST receive a written approval
from the Director prior loading.
10. Consult the cargo trim and stability book. There may be restrictions with regard to cargo distribution and
stability.

11. When one and the same pipe has to be used for several consecutive products: start with the lighter
products, going on to more viscous ones .

12. Load vessel so that positive trim is ensured during discharge, preferably without filling ballast in Cargo
tanks, particularly not in port. Try to find out the receiver’s desired sequence of discharge. Keep an eye on
hogging / sagging.

13. Maximum permitted density for the cargo shall be considered.

14. Maximum alowable cargo temperature shall be considered.

15. Thermal expansion of cargo shall be considered. In any stage of the voyage, during loading, voyage and
discharging , cargo level shall not reached to the overflow alarms level (overflow alarms shall not
be activated) due to thermal expansion of the cargo.

For the thermal expansion followings shall be taken in to the consideration;

a) Heated cargo effect in the adjacent tanks

b) Heating instruction of the cargo
c) Seasonal changes (changes of seawater temperature (also special streams such as gulf streams), air
temperature and sun effect).

Below calculation formula is recommended;

Filling ratio (% by volume) = 100*[1-(R*T)]-S

R: co-efficient of cubic expansion of product considered per 1C

T: maximum expected temperature difference in C during the voyage
S: safety margin, 2,2% of capacity
When the cargo level calculation done for each tank ;
a) Cargo tanks temperature shall be affected from seawater temperature directly.
So highest seawater temperature on the voyage should be checked from the Routing Charts and
sailing directions. Cargo tank temperatures shall increase till the reach equal temperature of
seawater.
b) The deck tanks, (deck slop tanks ), are basicly under sun effect/air temperature.In the hot
climates, where deck tank exposure to the excessive sunbath, the cargo temperature shall be
increased rapidly. Sunbath effect should be taken in to consideration and should be loaded
accordingly.

16. Where the voyage fixed to the excessive sunbath area, loading of cargoes, inhibited and high vapour
pressure cargoes, to the deck tanks shall be avoided.

17. Check maximum loading rate using VECS manual, considering vapour density. Always take in to
consideration maximum loading and discharge rate for each tank.

18. Check the emergency procedures, incase of fire-spillage and exposure of cargo from the MSDS and
IMDG Code Supplement sections;
a. For the spillage use MSDS+The EmS guide Spillage Schedule procedures
b. For the fire use use MSDS+ The EmS guide Fire Schedule procedures
c. For the medical first aid guide use MSDS+ MFAG
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19. Medical First Aid procedure should be well known by the all crew and adequate training should be given.
This procedures should be posted at public area.

4.2.3 Load Line Zones and Load Line Seasons

The Chief Officer must know exactly what draft is the limiting draft when loading at and departing any given port.
The route of the ship to the next port, the season of the year and the salinity of the water in the port shall be
considered when determining the limiting draft. In case a vessel is loading to maximum practicable deadweight,
Chief Officer must establish the Load Line zone that will limit the deadweight of the vessel during the voyage, and
accordingly pre-calculate cargo quantity loadable.

Load line zones are subject to change with vessel’s lenght as below and seasons (with a date frame)
Vessel’s length must be considered when checking seasonal areas

 ships length over 100 m

 ships length less than 100 m

4.2.4 Cargo Operation Plan (Loading Discharging Standing Orders)

1. Loading discharging plan (ısm form 2902) MUST be prepared prior carrying out cargo transfer operations.

2. Loading discharging plan must be discussed with all concerned crew members for their understanding
and compliance. All crew in charge must be brified for planned operation and they should sign plan.

3. In case of any diversion in the loading discharging plan, such as before operation during ship shore
conference, Cargo transfer operation should not be carried out unless the new Cargo operation plan is
prepared and discussed with the concerned crew members

4. The Cargo Transfer Operation MUST strictly adhere to the Loading discharging plan stage by stage.

4.2.5 Loading Computer Test

The loading computers shall be tested at least every three months, against class-approved test data to ensure
operational accuracy and records are maintained. In case of any failure the company shall be informed
immediately. During annual class audits, loading computers accuracy shall be verified by the class society.

4.2.6 Stability and Damage Stability

As per intact stability criteria IMO Resolution A.749(18) following criterias shall be met at all times in the vessel.

Stability and stress calculation shall be carried out as per sea condition criteria both in port and at sea.
In the case of vessel does not meet sea condition criteria in port, vessel subject to company confirmation to make
calculation as per harbour condition.

In the case of any failure of the below criteria, vessel cannot sail from the port. All these criterias are calculated on
loading computer. Results strictly monitored, reviewed by the Master to be sure fully compliance of criteria.
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Chapter 4.2
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Damage stability is completely different from the intact stability. Damage stability is if the vessel still in positive GZ
(positive righting lever) under certain conditions.

As per damage stability manuals (ship specific) , the vessel divided into several compartments ( these are grouped
and called as case according to Damage Stability Manual. Example: Case 1. DBT 1S & DBT 2S damage).
Damage stability calculates for each case (if the vessel has structural damage) if the vessel still positive GZ or not.

Based on above explanation,

- 1. Damage stability shall be calculated for each departure condition, including after bunkering or at the end
of any ballast exchange operation with current condition of vessel.
- 2. Damage stability summary shall be signed by the Master and all deck officers.
- 3. In the summary, if all case resulted with “pass” or “satisfactory” or “ok” this means that in all cases,
vessel shall have still positive GZ. So vessel shall not capsize, in case of any damage from the defined
case.
- 4. In the summary, if some of the cases resulted with “failed” or similar, this means if the vessel takes
damage from that case, vessel shall loose stability (negative GZ) and capsized.

The damage stability calculation SHALL BE RESULTED WITH SATISFACTORY or PASS or similar positive
conclusion.

Otherwise VESSEL SHALL NOT SAIL with ANY NEGATIVE RESULT:

The MASTER shall ensure that final damage stability calculations comply with above criteria.

The vessel cannot sail either she does not fully comply with intact or damage stability criteria

The company has special agreement with “Ayden Marine” for Emergency Response Service. In case of any
incident regarding stability, the master will provide necessary information to the office and Ayden Marine as per
their reporting system which provided to the vessel at the time of agreement. ¶ The vessel should not transfer
cargo without approval of the damage assessment provider. ¶

4.2.7 Sloshing and Free Surface Effect

The main problem likely to be encountered is the effect on the transverse metacentric height of liquid free surface
in the cargo and double hull ballast tanks.
Depending upon the design, type and number of these tanks, the free surface effect could result in the transverse
metacentric height being significantly reduced. The situation will be most severe in the case of a combination of
wide cargo tanks with no centreline bulkhead, and ballast tanks also having no centreline bulkhead (‘U’ tanks).
The most critical stages of any operation will be while filling the double bottom ballast tanks during discharge of
cargo, and emptying the tanks during loading of cargo. If sufficient cargo tanks and ballast tanks are slack
simultaneously, the overall free surface effect could well be sufficient to reduce the transverse metacentric height
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CHEMICAL TANKER MANUAL Date 05.11.2021
Chapter 4.2
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to a point at which the transverse stability of the ship may be threatened. This could result in the ship suddenly
developing a severe list. A large free surface area is especially likely to threaten stability at greater soundings
(innages), with associated high vertical centre of gravity.
In the U shape tanks, if cargo tanks partly loaded due to free surface effect, especially cargoes with heavy density,
vessel may face with structural damage due to sloshing effect.
Loading manual to be reviewed for if there is any restriction for sloshing effect.

4.2.8 Procedure for Restoring Stability in Case of Unstable Conditions

If in case of unstable conditions developed during any cargo operations, the vessel should complied with this
procedures as follows:

1. All operation (cargo, ballast, bunker) must be ceased immediately, it is prudent to disconnect the loading
arms or hoses
2. The Master and chief officer should be immediately called
3. A plan should be prepared for restoring positive stability. If the ship is at a terminal, this plan should be
agreed by the terminal representative.

The specific action required to restore stability will be determined by the ship’s detailed stability information
in relation to a particular condition.
In general, the following principles apply:
 The vertical centre of the gravity must be lowered in the most effective way.
 Where slack double bottom tanks exist, these should be filled (pressed up), starting with those on the
low side, followed by those on the high side.
 No attempt should be made to correct a list by filling compartments on the high side as this is likely to
result in a violent change of list to the opposite side.
 If the pressing up of slack double bottom tanks is insufficient to regain stability, it may be necessary to
consider filling empty double bottom ballast tanks. It must be recognized that this will initially result in a
further loss of stability caused by the additional free surface effect. However, this will soon be
corrected by the effect of the added mass below the ship’s original centre of gravity.
 The restraint provided by moorings should be considered. To attempt to control a list by adjusting
mooring ropes’ tension could be dangerous and is therefore not recommended.

On completion of loading, the number of slack holds should be at a minimum and, in any event, not more
than that specified in the stability information book

4. All ship’s stresses should be calculated accordingly

5. All lines, valves, expansions, flanges, connections for previous operation (before ceased ops.) should be
checked
6. Operation department will be informed and consulted (If necessary),

On completion of loading, the number of slack tanks should be at a minimum and, in any event, not more than that
specified in the stability information book
Note: Procedure for Restoring Stability in Case of Unstable Conditions section should be posted in the CCR.

4.2.9 Unfamiliar Chemical Cargo Handling

4.2.9.1 Chemical Cargoes to be Carried First Time

Whenever the vessel is given orders to carry an unfamiliar chemical cargo, the safe handling procedures must be
reviewed by the Master, Chief Officer and the Company.
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A risk assessment shall be carried out involving vessel / company and both side shall be fully agreed for below
items before handling relevant cargo.
For safe handling procedures the review shall include but not be limited to:
 IBC Code 
 Certificate of Fitness
 Procedures and Arrangement Manual
 Material Safety Data Sheets
 USCG Compatibility Chart
 IMDG code supplement

The proper shipping name of the cargo should be available and only the cargo listed in the certificate of Fitness
shall be loaded, unless proper class addendum provided.

Master should be checked below items and to be agreeing with company to be sure that cargo is suitable for the
vessel;

 Check the name of cargo in IBC Chapter 19, “Index of Products Carried in Bulk”. The name of cargo
should be written in this chapter. If cargo name is not stated in this chapter, contact with the Company.  
  Check the IBC Code Chapter 17 and 18. Minimum requirements, if there is special requirement of the
cargo, should be examined. Be sure that all requirements of the cargo and/or all special requirements of
the Cargo are suitable for the vessel. If not, contact with Company.
  Check the ship’s Certificate of Fitness. The cargo, which to be carried, should be written in attachment of
the certificate (List of Products). Check condition of carriage requirements of the cargo. If the cargo is not
stated in this list and/or any of condition of carriage requirements is not applicable, contact with the
company.
  Check the cargo Material Safety Data Sheet. All information, such as compatibility group, cargo heating,
specific gravity, etc. should be examined. If there is any loading limitation and/or restriction which is not
suitable for the vessel, company should be informed.
  Check the ship’s specific class approved P&A Manual. Vessel equipment, tanks design, compatibility to
coating, pumps, etc. should be suitable for intended cargo.
  Check the antidote requirements, if any, for the intended cargo. If not available on board request from
company
  Check necessary gas detection tubes. If not available on board request from company
  Check the Tanker Safety Guides. Related precautions for cargo should be examines, e.g. for precautions
for static electricity during loading and discharging, etc.
  Check ship’s specific “Vapour Emission Control System (VECS) Manual.   

Above mentioned information should be readily available on board. If Master needs any additional information for
cargo, should contact with the company immediately. The company is responsible to supply any information which
requested by the Master for unfamiliar cargo(s).

If sufficient information, necessary for the safe transport of the cargo, is not available before loading, the cargo
shall be refused.

A safety meeting should be carried out on board for safe handling, safety procedures and hazards of the cargo.
Safety information, for cargo carried, shall be readily available to all crew members in public areas

4.2.9.2 New Chemical Cargoes (Tripartite agreement)

By the development of the technology and new daily demands, chemical product industry is working on new liquid
products (Chemicals).

New produced bulk liquid cargo that has not been classified (not listed /classified in IBC code) maybe listed in the
IMO tripartite agreement.
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Tripartite agreement is, when the new chemicals were produced, for marine transportation, cargo should be
categorized by the following organizations and to be listed in the MEPC.2 Circular XX

 the port state of the shipper,

 the flag states (list of flag states available in the MEPC.2 Circular XX)
 the port state receiving the cargo

Products that are not shown in IBC Code (Marpol annex II cargoes), such products have been subject to a
provisional categorisation and are identified as potential entries to the IBC Code in the IMO Tripartite Agreement
Lists.

Whenever the vessel is given orders to carry a new chemical cargoes (not listed in IBC code),
the safe handling procedures must be reviewed by the Master, Chief Officer and the Company.

Following information source must be used but not limited;

 Cargo name shall be checked from tripartite agreement

 Cargo details shall be checked from tripartite agreement (same details of the IBC code chapter 17
summary of minimum requirements)
 MSDS shall be provided
 USCG Compatibility Chart
 IMDG code supplement

When new chemicals worked for new voyage, master / company shall follow

1- Check the cargo Material Safety Data Sheet. All information, such as compatibility group, cargo heating,
specific gravity, etc. should be examined. If there is any loading limitation and/or restriction which is not
suitable for the vessel, company should be informed
2- The technical details of the cargo shall be reviewed from tripartite agreement,
3- Company shall apply to flag state (or classification society) to provide addendum
4- A risk assessment shall be carried out involving vessel / company and both side shall be fully agreed for
safe handling of relevant cargo.
5- Check the ship’s specific class approved P&A Manual. Vessel equipment, tanks design, compatibility to
coating, pumps, etc. should be suitable for intended cargo
6- Check the antidote requirements, if any, for the intended cargo. If not available on board request from
company
7- Check necessary gas detection tubes. If not available on board request from company
8- Check the Tanker Safety Guides. Related precautions for cargo should be examines, e.g. for precautions
for static electricity during loading and discharging, etc.
9- Check ship’s specific “Vapour Emission Control System (VECS) Manual.  

Above mentioned information should be readily available on board. If Master needs any additional information for
cargo, should contact with the company immediately. The company is responsible to supply any information which
requested by the Master for new chemical cargo(s).

If sufficient information, necessary for the safe transport of the cargo, is not available before loading, the cargo
shall be refused.

A safety meeting should be carried out on board for safe handling, safety procedures and hazards of the cargo.

Safety information, for cargo carried, shall be readily available to all crew members in public areas

In addition to above procedure, where the cargo technical name is not listed in the both IBC code and IMO
tripartite agreement, below items shall be provided; ( During annual period new cargoes may be produced but
may not be available in the circular)
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Chapter 4.2
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1- Shipper port state agreement

2- Receiver port state agreement
3- Flag state agreement (obtain addendum)

4.2.10 Blending

Prohibition of physical blending during sea voyages:

SOLAS defines physical blending as “the process whereby the ship's cargo pumps and pipelines are used to
internally circulate two or more different cargoes with the intent to achieve a cargo with a new product
designation“.

Blending of bulk liquid cargoes and production processes during sea voyages is prohibited.
This prohibition does not preclude the master from undertaking cargo transfers for the safety of the ship or
protection of the marine environment.
Prohibition of the blending of cargoes does not apply where cargo is recirculated within its cargo tank or through
an external heat exchanger during the voyage for the purpose of maintaining cargo homogeneity or temperature
control, including when previously blended cargoes while in port or cargoes where additives were
added, to allow mixture and maintaining a homogeneous mixture during the sea voyage. Two or more different
products have previously been loaded into the same cargo tank within port limits.

Blending operations in port:

Blending operations would be permitted on board when conducted in port or while moored, for example, where it is
presupposed that safer conditions would exist and additional spill response equipment would be readily available.

Before Blending operations Master must ensure that below items complied with;

1- Company to be informed and permission provided,

2- Clear instruction to be obtained from charterer,
3- Blending operation shall not be started unless, Cargoes MSDS and new cargo MSDS to be provided by
the shipper before cargo operation,
4- MSDS for cargoes reviewed and dangers shared with crew.
5- P & I to be notified, LOI to be obtained before blending operation,
6- Cargo tank coating resist list to be checked and be sure that there is no any reaction to be occurred,
7- Operational risks to be evaluated and RAS to be issued by master,
8- Cargo names before blending and after blending to be available in the fitness certificate (for annex 2
cargoes)