Man CMN 007

Prime Tanker Management Inc.
CARGO OPERATIONS MANUAL

Manual Code: COM (010)
Oil and Chemical Tankers
Approved by DPA
Authorized by
CHIEF OPERATING OFFICER (COO)
DOCUMENT CONTROL
No part of this document may be reproduced, utilized, stored in any retrieval system or transmitted in any form
or by any means, electronic or mechanical, including photocopying, recording or by any information, storage or
retrieval system without the permission of Prime Tanker Management Inc and Prime Gas Management Inc.
Cargo Prime Tanker Management Inc.
GENERAL
Operations
Manual Revision: 06
(010) GENERAL
Eff. Date: 29/02/2020
RECORD OF AMENDMENTS
Amendment Date Position /
Section / Page No. Date Issued Initials
Number Amended Rank
All Sections
00 Newly issued 01/03/2016 N/A CAC S&Q Mgr
Manual
Sections
01 Amended 01/03/2016 30/09/2016 CAC S&Q Mgr
01-02-03-04-05
Sections
Amended
02 01/03/2016 28/02/2017 CAC S&Q Mgr
01-02-03-04-05-
06-08-09
Sections
03 Amended 01/03/2016 31/03/2017 CAC S&Q Mgr
02-03-05-08
The Cargo Manual was completely re-issued with date 31/07/2017
And Amendment No:00
All Sections 01-26
00 31/07/2017 N/A CAC S&Q Mgr
And Appendix 01
Sections Amended
01-02-04-05-07-13
01 14-15-16A-16B- 31/07/2017 30/11/2017 CAC S&Q Mgr
17-18-19-21-23-
24-25
Sections Amended
02-03-04-05- 06-
02 31/07/2017 30/06/2018 CAC S&Q Mgr
07-09-08A-14-
16A-17-20-23
Sections Amended
03 08A-16A 31/07/2017 31/03/2019 CAC S&Q Mgr
Sections Amended
03-04-06-
04 07-08A-09- 31/07/2017 31/05/2019 CAC S&Q Mgr
10-11-12
-13-19-20-23
GENERAL
Operations
Manual Revision: 06
(010) GENERAL
Eff. Date: 29/02/2020
RECORD OF AMENDMENTS
Amendment Date Position /
Section / Page No. Date Issued Initials
Number Amended Rank
Sections Amended
02-03-04-
05 06-07-09 31/07/2017 30/09/2019 CAC S&Q Mgr
13-14-23
24-25
Sections Amended
(ALL)
01-02-03
04-05-07
08A-08B-09
10-11-12 31/07/2017
06 13-14-15 29/02/2020 CAC S&Q Mgr
16A-16B-17
18-19-20-21
22-23-24
25-26
New Section
31/12/19
27
GENERAL
Operations
Manual Revision: 06
(010) GENERAL
Eff. Date: 29/02/2020
CONTENTS
SECTION No Title Issue Issue

Status Date
Manual Control Page
GENERAL : 06 29/02/2020
Record of Amendments and Contents
SECTION 01 Purpose and Scope 02 29/02/2020
SECTION 02 Records and Definitions 04 29/02/2020
SECTION 03 Responsibility & Accountability 04 29/02/2020
SECTION 04 Cargo Hazards 05 29/02/2020
SECTION 05 Tanker Operations 03 29/02/2020
SECTION 06 Voyage Orders 04 29/02/2020
SECTION 07 Cargo Planning 05 29/02/2020
SECTION 08A Pre-Arrival 04 29/02/2020
SECTION 08B Pre-Arrival -Loading 01 29/02/2020
SECTION 09 Loading Operations 04 29/02/2020
SECTION 10 Transit 02 29/02/2020
SECTION 11 Pre-arrival- Discharging 02 29/02/2020
SECTION 12 Discharging Operations/ 02 29/02/2020
SECTION 13 Cargo Documents 04 29/02/2020
SECTION 14 Ballasting- De-ballasting Operations 04 29/02/2020
SECTION 15 Vapour Return System 02 29/02/2020
SECTION 16-A Inert Gas Operations- Oil Tankers 04 29/02/2020
SECTION 16-B Inert Gas Operations- Chemical Tankers 02 29/02/2020
SECTION 17 Tank Cleaning Operations 03 29/02/2020
SECTION 18 Tank Cleaning Verification 02 29/02/2020
SECTION 19 Slop Management 03 29/02/2020
SECTION 20 Cargo Sampling 03 29/02/2020
SECTION 21 Cargo Doping Operations 02 29/02/2020
SECTION 22 Heavy Weather Ballast 01 29/02/2020
SECTION 23 Ship-to-Ship Operations 05 29/02/2020
SECTION 24 Cargo Pumps 03 29/02/2020
SECTION 25 Cargo, Ballast and Void Spaces Inspection 03 29/02/2020
SECTION 26 Free Surface and Sloshing 01 29/02/2020
SECTION 27 NEW: Cold Cargo Handling 00 29/02/2020
Appendices
APPENDIX I Chemical Cargoes ± Handling Information 00 31/07/2017

Prime Tanker Management Inc. SECTION 01
Cargo Operations
Manual
(010) Revision: 02
PURPOSE AND SCOPE Eff. Date: 29/02/2020
Contents
1. PURPOSE AND SCOPE..............................................................................................................2
1.1 CARGO AUDITS BY QUALIFIED OFFICE STAFF (PORT CAPTAINS ) .................................................2
2. GENERAL....................................................................................................................................2
3. RECORD...................................................................................................................................... 2
4. RELATED DOCUMENTS.......................................................................................................... 2
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Cargo Operations
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PURPOSE AND SCOPE Eff. Date: 29/02/2020
1. PURPOSE AND SCOPE

The purpose and scope of the Cargo Operation Manual is to provide clear guidance for Cargo
Operations on Oil Tanker and Chemical Tankers.
Every Section of this Manual, includes guidance and procedures which are applicable to both Oil and
Chemical Tankers, as well as guidance and procedures which are Oil Tanker-Specific or Chemical
Tanker-specific.
The Vessel type-specific guidance, is as per the Colour Code below:
Text in BLACK Colour Guidance and Procedures for both Oil and Chemical Tankers
(additionally, the title of each paragraph and sub-paragraph have
the indication ³GEN´.
Text in RED Colour Guidance and Procedures for Oil Tankers.
Text in BLUE Colour Guidance and Procedures for Chemical Tankers.
This Manual must be reviewed in conjunction to all other Manuals of the IMS and in particular to the
Shipboard Safety Manual (SAF-003).
1.1 CARGO AUDITS BY QUALIFIED OFFICE STAFF (PORT CAPTAINS )

Cargo audits are performed with the aim to first evaluate and secondly to assist the crew understand
the most effective practices of conducting a safe cargo operation
To this effect internal cargo audits by office representatives that include but not limited to, cargo,
ballast and tank Cleaning operations verify that applicable procedures as implemented are in line
with procedures as stated onto the COM and that the safety of operations is not endangered.
These audits are scheduled to be carried out once on an annual basis throughout the fleet.
Audits are carried out through the review of documents and record keeping related to cargo / ballast
operations and submitted to the office.
Any non-conformities, near misses or weak areas identified are reported and actions for their
rectification and avoidance of reoccurrence must be implemented within the timeframe decided.
2. GENERAL
THE CARGO OPERATIONS MANUAL

must be reviewed in conjunction with all other Manuals of the IMS
and in particular with the Shipboard Safety Manual (SAF-003).
3. RECORD
Internal Cargo Audit Checklist -Tankers PRO/PRO 10 / OFF/MRS/202
Internal Cargo Audit Checklist± Gas Carriers PRO/PRO 10 / OFF/MRS/202G
4. RELATED DOCUMENTS
Shipboard Safety Manual (003)
Page 2 of 2
Cargo Operations
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(010) RECORDS AND DEFINITIONS Revision: 04
Eff. Date: 29/02/2020
Contents
2. RETENTION TIME OF RECORDS AND REPORTS............................................................... 2
3. DEFINITIONS AND ABBREVIATIONS...................................................................................2
4. TANKER SAFETY GUIDE ±Chemicals (TSG-C) & ISGOTT (Chemical Tanker Specific)....5
5. MIRACLE TANK CLEANING GUIDE & SEMINAR (Chemical Tanker Specific).................6
6. RECORD...................................................................................................................................... 7
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The purpose and Scope of the ³Cargo Operations Manual´ is to provide clear guidance for safe Cargo
and Ballast Operations on Oil Tanker and Chemical Tankers, always taking into consideration the
Company Policies for Safety, Health, Environmental Protection, Energy Conservation and Customer
Satisfaction.
Tanker-specific, identified by a ³Colour Code´ which is detailed in Section 01-³Purpose and Scope´.
2. RETENTION TIME OF RECORDS AND REPORTS

All Records and Reports, must be retained onboard for a period of three (3) years, covering the
period between two successive External Audits (ISM/ISO).
They must be appropriately filed (as per the Vessels¶ Standard Electronic or Hard Copy Filing Plan
System).
3. DEFINITIONS AND ABBREVIATIONS

Note:
The Definitions included in this procedure are the most important ones, related to
Cargo Operations.
Further definitions can be found in the relevant documents like ISGOTT, TSG-C and others.
ISGOTT International Safety Guide for Oil Tankers and Terminals
TSG-C Tanker Safety Guide Chemicals
IMDG Code International Code for Dangerous Goods
MFAG Code Medical First Aid Code (in the IMDG Code Supplement)
EMS Emergency Response Procedures (in the IMDG Code Supplement)
ERI Card Emergency Response Information from CEFIC
CEFIC European Chemical Industry Association
TLV-TWA Only TLV-TWA to be used - See Health and Safety Manual
x LFL :Lower flammable limit (ISGOTT)

Lower Flammable Limit (LFL) The concentration of a hydrocarbon gas in air below which
there is insufficient hydrocarbon to support and propagate combustion.
Sometimes it is referred to as Lower Explosive Limit (LEL).
x UFL: Upper flammable limit (ISGOTT)

The concentration of a hydrocarbon in air above which there is insufficient oxygen to support
and propagate combustion (sometimes referred to as Upper Explosive Limit ( UEL).
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x Flammable range
The flammable range is between the LFL and the UFL.
In practice, the Lower and Upper Flammable Limits of oil and some LPG cargoes carried in
tankers can, for general purposes, be taken as 1% and 10% by volume respectively.
Caution:
On Chemicals, the Flammable range might be extreme
(i.e for Methanol it ranges from 6% to 40%)
x Purging (Oil Tanker) according to ISGOTT

The introduction of inert gas into a tank already in the inert condition with the objective of
further reducing the existing oxygen content and/or reducing the existing hydrocarbon gas
content to a level below which combustion cannot be supported if air is subsequently
introduced into the tank.
x Purging (Chemical Tanker) according to TSG-C

The introduction of inert gas (usually Nitrogen) into a tank to replace the atmosphere prior
loading to further reducing the existing oxygen content and/or reducing the existing moisture.
x Padding (Chemical Tanker) according to TSG-C

The introduction of inert gas (usually Nitrogen) into a tank to replace the atmosphere in the
headspace after loading to further reducing the existing oxygen content.
x Reactive Chemicals:
Reactive cargoes can be subdivided into following categories:
o Self-reactive (cargos like Styrene Monomer)
o Water reactive (cargoes like MDI, TDI or sulphuric acid)
o Reactive with other cargoes (most chemicals ± see also CFR 46,49) or IMDG code.
x Toxic cargoes:
Every cargo or product likely to produce and release vapours exceeding the TLV-TWA limit
will be a toxic product in this manual.
For Chemical Cargoes:
In addition, high toxic cargoes are identified in column ³k´ of the IBC code with ³T´.
x Asphyxia
Asphyxia is unconsciousness caused by lack of oxygen, and means suffocation. Any vapour
may cause asphyxiation, whether toxic or not, simply by excluding oxygen in air.
Danger areas include cargo tanks, void spaces and other enclosed spaces.
But the atmosphere of a compartment may also be oxygen-deficient through natural causes,
such as decomposition or putrefaction of organic cargo, or rusting of steel in void spaces such
as cofferdams, forepeak and after peak tanks.
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x Anaesthesia
Certain vapours cause loss of consciousness due to their effect on the nervous system. In
addition, anaesthetic vapours may not but can be toxic.
x Corrosiveness
Corrosive severely will damage the eyes and skin.
Acids, Anhydrides, Amines and Alkalis are the most commonly carried corrosive substances.
They can rapidly destroy human tissue and cause un-repairable damage.
They can also corrode normal ship construction materials, and create a safety hazard for a
ship. Acids in particular might react with metals, and some evolving hydrogen gas which is
extremely flammable.
x Hazardous (Dangerous) Area (ISGOTT)

Hazardous spaces are spaces where flammable gases or vapours are normally present or likely
to be present.
For Tanker Vessels, a hazardous space is any area on a tanker which is regarded as dangerous
( for the purposes of the installation and use of electrical equipment).
x Non Hazardous (Dangerous) Area

Non-Hazardous Area is an area which does not fall under the definition of a
Hazardous/Dangerous Area as given in the paragraph above.
x Hot work (ISGOTT)

Hot Work is work involving sources of ignition or temperatures sufficiently high to cause the
ignition of a flammable gas mixture.
This includes any work requiring the use of welding, burning or soldering equipment, blow
torches, some power-driven tools, portable electrical equipment which is not intrinsically safe
or contained within an approved explosion-proof housing, and internal combustion engines.
o Using any sparking tool for any kind of work is considered as Hot Work in this content.
o Barbeque on board is considered as Hot Work in this content.
x Gas free
A Tank, Compartment or Container is gas free when sufficient fresh air has been introduced
into it, to lower the level of any flammable, toxic, or Inert Gas to that required for a specific
purpose e.g. Hot Work, entry, etc.
x Inert Condition (ISGOTT)

A condition in which the Oxygen content of the atmosphere of a Tank has been reduced to
8% or less by volume by the addition of Inert Gas.
The Company requires the Oxygen content in the Cargo Tanks

to be maintained below 5%.
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x Cold work
Cold Work is considered work which cannot create a source of ignition.
x Designated Area
The Designated Area for Hot Work is the Engine Room Workshop.
x Cargo Heating System

Cargos heated by using the Heating Coils or Heat Exchanger System in operational condition.
Therefore, the system might have a very hot surface, potentially causing severe burns.
NVM: Non Volatile Material.
x PTT: Past Time Test.
x Routine (Standard) Operation

See Risk Assessment Library.
x NON-Routine (Standard) Operation

See Risk Assessment Library.
x Miracle Tank Cleaning Guide

The Miracle Tank Cleaning Guide is provided on company Chemical Tanker.
In addition to the Tank Cleaning Guide, Health and Safety guidance is provided in the
Cleaning Seminar Chapter of this guide which has been adopted and incorporated into the
Company System, as applicable.
4. TANKER SAFETY GUIDE ±Chemicals (TSG-C) & ISGOTT (Chemical Tanker Specific)
TSG-C Tanker Safety Guide Chemicals
This is the applicable Industry Guideline for the Chemical Tanker Trade
ISGOTT International Safety Guide for Oil Tankers and Terminals
This publication must be used for REFERENCE ONLY!
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5. MIRACLE TANK CLEANING GUIDE & SEMINAR (Chemical Tanker Specific)

Apart from providing guidance on Tank Cleaning, the Miracle Tank Cleaning guide is providing a
Chemical Tanker Seminar, which can be used onboard for Training.
The Miracle Chemical Tanker Seminar covers the following subjects:
CLEANING PROCESS
Physical properties, Product Characteristics
Cleaning Machines
Cleaning Methods
Pickling & Passivation
SAFETY
Hazards
Fire, Static Electricity, Static Accumulators
Asphyxiation
Toxicity
Reactivity
Nitrogen
Tank Cleaning Plan
TANK MATERIALS
Stainless Steel
Zinc
Epoxy
Marineline
CLEANING AGENTS
Approved Cleaners
INSPECTION & TESTING
Wall Wash Testing

PTT
Water misc ( Hydrocarbon Test)
Tyndall
Chloride
UV
Acid Wash
CHEMISTRY
TROUBLE-SHOOTING
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6. RECORD
None
ISGOTT
TSG-C
TSG-G
IMDG Code
Miracle Tank Cleaning Guide (Chemical Tankers)
&)5&ODVV'HILQLWLRQV
Page 7 of 7
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Manual
(010) RESPONSIBILITY AND ACCOUNTABILITY Revision: 04
Eff. Date: 29/02/2020
Contents
2. GENERAL....................................................................................................................................2
2.1 Master........................................................................................................................................ 2
2.2 Chief Officer..............................................................................................................................2
2.3 Master and Chief Officer (CHEMICAL Tanker Specific)........................................................3
2.4 Officer of the Watch (OOW).....................................................................................................4
2.4.1 General................................................................................................................................................................... 4
2.4.2 Additional Duties on Vessels with a Cargo Pump Room...................................................................................... 4
2.4.3 Additional Duties on Chemical Tankers (Chemical Tanker Specific)...................................................................5
2.5 Deck Cadet Officer....................................................................................................................5
2.6 Chief Engineer...........................................................................................................................5
2.7 Pumpman / Boatswain...............................................................................................................5
2.8 Able Seaman (AB) / Ordinary Seaman (OS)............................................................................ 5
3. RECORD...................................................................................................................................... 6
Page 1 of 6
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This procedure provides clear guidance regarding the Responsibility and Accountability for Cargo
Operations on board Company Vessels.
2. GENERAL
The Responsibilities and Duties of every person in charge of Cargo/COW/Ballasting Operations must
be clearly recorded and understood by all involved.
Cargo and Ballast operations must always be carried out in accordance with the relevant Plan
prepared by the Chief Officer acknowledged/signed by ALL Deck Officers conducting a Deck
Watch, for having read and understood.
The Plan must be approved / signed by the Master and available in the Cargo Control Room
(CCR).
2.1 MASTER
The Master is accountable for the overall safety during all Cargo and Ballast operations, which are
supervised either by the Chief Officer or the Officer of Watch.
The Master is responsible to:
x Approve the Cargo and Ballast Operations Plan, to monitor the execution, to identify
areas for improvement and to take appropriate actions to achieve this.
x To submit to the Operations Department the Cargo and Ballast Plans for review and
approval.
x Report to the Ship Operator any defect, which is detected during the preparations for
Cargo Transfer that may or has the potential to delay or interrupt Cargo Operations.
2.2 CHIEF OFFICER

The Chief Officer is responsible for all matters related to Cargo and Ballast Operations, including:
o Planning, communicating with Deck Officers and supervising/executing all Cargo,
Ballast, Tank Cleaning, Gas Freeing, Inerting, Purging and COW Operations.
o Carrying out Cargo/Ballast Calculations and Stability / Stress Calculations.
o Sampling and Gauging.
o Issuing written instructions related with Cargo and Ballast operations.
o Keeping all Cargo Records and the Oil Record Book.
o Enforcing all Safety, Health and Pollution Prevention Rules and Regulations.
o Supervising the distribution of the Pollution Preventive and mitigating equipment.
o Ensuring that there is always a Deck Officer supervising the Cargo Operations in the
Cargo Control Room (CCR), when handling Cargo or Ballast.
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The Chief Officer must not leave the Deck or the CCR
until he has issued Written Instructions relevant to the
Cargo /Ballast operations to the Officer of the Watch (OOW) and has fully satisfied himself that the
OOW has understood the Instructions.
The Chief Officer or the Master must be present in the following operations:
o Commencement of loading / discharging / ballasting operations.
o Completion of loading / discharging / ballasting operations.
o During any critical part of operation.
o During COW operations.
o Tank Cleaning Operations.
o Decanting Operations.
In order to avoid delays, the Chief Officer must be in closely communication/cooperation with the
Chief Engineer for:
x the preparation of the Inert Gas System.
x the operation of the Cargo/Ballast pumps.
2.3 MASTER AND CHIEF OFFICER (CHEMICAL TANKER SPECIFIC)

In addition to the accountability and responsibilities stated in the above and ,
on Chemical Tankers, the Master is Accountable and the Chief Officer is Responsible
for ensuring that all the operations onboard are fully in line and in compliance with:
x The IBC Code.
x The requirements of the Tanker Safety Guide ±Chemicals (TSG-C).
x The P&A Manual.
x Cargo Compatibility requirements.
x The hazards of the Chemical Cargoes being operated and the relevant Emergency Response.
o Informing all crew accordingly.
x The requirements and application of antidotes ± if applicable.
o Also, being fully aware of additional emergency response items like PEG for Phenol
x The PPE requirements of the Chemical Cargoes being operated.
x The requirements of MARPOL Annex II.
o Especially all requirements regarding Pre-wash.
Mandatory.
Solidifying cargoes.
High viscose cargoes.
2.4 OFFICER OF THE WATCH (OOW)
2.4.1 General
While cargo is being operated, at all times, a licensed Deck Officer and a sufficient number of other
personnel must be on duty to ensure the safe handling of the operation, and the safety of the Vessel.
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The Officer of the Watch (OOW) is the Second or Third Officer.
The Officer of the Watch (OOW) is responsible:

x To ensure that all crew working on Deck are wearing /carrying the appropriate PPE according
to the Operations performed, including relevant personal gas detectors duly calibrated.
x To fully understand his authority including the ³Stop Work Authority´ in case of emergency
or unsafe situation.
x To check the NAVTEX, weather and other information which might have an impact on the
Cargo Operations BEFORE taking over the watch.
x To understand and verify that all Cargo and Ballast operations are performed and planned
correctly.
x To closely monitor of the pump room , where fitted, especially during the commencement of
discharging operations
x To perform necessary over-side checks for the anti-pollution precautions and also to perform
regular visual checks of any exhaust gases i.e from Vessel¶s funnel.
x To be fully familiar with the arrangements and settings of the Cargo Lines and Valves in the
Tanks, in the Pump Room and on deck BEFORE taking over the watch.
x To ensure that his instructions are fully complied with by all crew involved in Cargo and
Ballast Operations.
x To ensure that during Cargo Operations, all Repetitive Checks (³R´) are performed
according to the signed Ship/Shore Safety Checklist (SSSCL) during his watch.
o Any deviation identified MUST be reported to the Chief Officer without delay.
x To call the Chief Officer or the Master in case of any doubt.
2.4.2 Additional Duties on Vessels with a Cargo Pump Room

x The Officer of the Watch or the pumpman is responsible to inspect the pipelines and valves,
glands, stuffing boxes mechanical seals and bearings of operating pumps for overheating
every (1) hour.
An entry shall be made in the Cargo Operations¶ Log Book
x To frequently inspect the Cargo Hoses or Transfer Lines for leaks, chafing, improper support
and sharp bends or kinks.
The Officer of the Watch (OOW) shall also be actively involved in the
Cargo, Ballast and Tank Cleaning Planning process.
2.4.3 Additional Duties on Chemical Tankers (Chemical Tanker Specific)

In addition to the duties and responsibilities stated in the above 2.4.1 & 2.4.2), the Officer of the
Watch on Chemical Tankers is responsible to:
x Be fully aware of the Properties of the Chemical cargoes being operated
x Be fully trained and familiar with the hazards and the emergency response associated with the
chemical cargoes being operated onboard.
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2.5 DECK CADET OFFICER

A Deck Cadet Officer is an additional Apprentice Officer, other than the Officer mentioned in 2.4
³Officer of the Watch´.
If Deck Cadet Officers are on board Company Vessels, they shall support the Officer of the Watch
and the Chief Officer, as applicable.
Deck Cadet Officers must:
x Be actively involved in the planning and execution of the Cargo and Ballast Operations.
x Perform loading /stability /stress calculations under the supervision of the Chief Officer.
x NOT perform Cargo operations replacing the Officer of the Watch.
2.6 CHIEF ENGINEER

The Chief Engineer is accountable for all the activities of his Department which are related to Cargo
and Ballast operations i.e
x For Cargo Operation Systems:
o Inert Gas.
o Boiler Operation.
o Hydraulic Operations, as applicable.
x For Tank Cleaning Systems :

o Steam
o Hot Water supply
2.7 PUMPMAN / BOATSWAIN

The Pumpman / Boatswain is responsible to perform duties according to the instructions of the Chief
Officer and the Officer of the Watch.
He is accountable for the ABs and OSs working under his supervision.
2.8 ABLE SEAMAN (AB) / ORDINARY SEAMAN (OS)

The Able Seamen (AB) and Ordinary Seamen (OS) are responsible to perform duties according to the
instructions of the Pumpman / Boatswain, the Chief Officer and the Officer of the Watch.
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3. RECORD
Tank Cleaning Plan COM/SECTION 17 SF/OPS/329
Cargo Plan COM/SECTION 08B SF/OPS/330
Stowage Plan COM/SECTION 08B SF/OPS/330A
Heavy Weather Ballast Plan COM/SECTION 22 SF/OPS/332
Cargo Standing Orders-Oil /Chemical Tankers COM/SECTION 03 SF/OPS/334
Crew Certificates of Competency
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(010) CARGO HAZARDS Revision: 05
Eff. Date: 29/02/2020
Contents
1. PROCEDURE...............................................................................................................................3
2. PROCEDURE...............................................................................................................................3
2.1 Responsibility and accountability............................................................................................. 3
2.2 General...................................................................................................................................... 3
2.3 Flammable Cargoes................................................................................................................... 4
2.3.1 Tests for Flammability (Oil Tanker Specific)........................................................................................................ 5
2.3.2 Classification of Petroleum Products (Oil Tanker Specific).................................................................................. 5
2.3.2.1 Volatile and Non Volatile (Oil Tanker Specific)................................................................................................ 5
2.3.2.2 Permitted Cargoes (Oil Tanker Specific)............................................................................................................ 6
2.3.3 Use of Intrinsically Safe Equipment...................................................................................................................... 6
2.3.4 Air Conditioning and Ventilation...........................................................................................................................6
2.3.5 Monitoring of Ballast and Void Space Atmospheres.............................................................................................6
2.3.6 Inert Gas................................................................................................................................................................. 7
2.3.6.1 Inert Gas (Oil Tanker Specific)........................................................................................................................... 7
2.3.7 Inert Gas -Nitrogen.................................................................................................................................................8
2.3.7.1 Inert Gas -Nitrogen (Chemical Tanker Specific)................................................................................................ 9
2.3.8 Tests for Flammability........................................................................................................................................... 9
2.3.9 Steaming of Tanks and Cargo Lines.................................................................................................................... 10
2.3.10 Static Electricity................................................................................................................................................. 10
2.3.10.1 Static Accumulator Cargoes............................................................................................................................10
2.3.10.1.1 Loading in Inerted Cargo Tanks...................................................................................................................11
2.3.10.1.2 Loading in Non-Inerted Cargo Tanks (Oil Tanker specific)........................................................................11
2.3.10.1.3 Loading in Non-Inerted Cargo Tanks (Chemical Tanker specific)..............................................................11
2.3.10.2 Non-Static Accumulator Cargoes....................................................................................................................12
2.3.10.3 Ship/Shore Insulating and Earthing.................................................................................................................12
2.3.10.3.1 Insulating...................................................................................................................................................... 12
2.3.10.3.2 Ship/Shore Bonding Cables......................................................................................................................... 13
2.3.10.3.3 Cathodic Hull Protection System................................................................................................................. 14
2.3.10.4 Tank-Cleaning Hoses...................................................................................................................................... 14
2.3.10.5 Tank-Cleaning with Portable Machines.......................................................................................................... 14
2.3.10.6 Objects left in Cargo Tanks.............................................................................................................................14
2.3.10.7 Filters...............................................................................................................................................................15
2.3.10.8 Discharge into Shore Installations...................................................................................................................15
2.3.10.9 Loading Over the Top (Splash Filling) (Free Fall Loading)........................................................................... 15
2.3.10.10 Hose and Pipeline Clearing........................................................................................................................... 15
2.3.10.11 Static Accumulator Oils (Oil Tanker Specific)............................................................................................. 15
2.3.11 Electric Storm.....................................................................................................................................................17
2.4 Toxic Cargoes..........................................................................................................................17
2.4.1 General................................................................................................................................................................. 17
2.4.1.1 Toxic Cargoes (Chemical Tanker Specific)...................................................................................................... 18
2.4.2 Personal Protection and High Risk Areas............................................................................................................ 18
2.4.3 Liquid Petroleum (Oil Tanker Specific)...............................................................................................................19
2.4.4 Petroleum Gases (Oil Tanker Specific)................................................................................................................19
2.4.5 Carcinogenic Cargoes (Benzene )-Vessel............................................................................................................ 20
2.4.6 High Toxic Cargoes............................................................................................................................................. 21
2.4.6.1 High Toxic Oil Cargoes.................................................................................................................................... 21
2.4.6.1.1 H2S (Cargoes) ( Oil Tanker Specific )........................................................................................................... 22
2.4.6.1.2 Mercaptans ( Oil Tanker Specific )................................................................................................................ 25
2.4.6.1.3 Oil Cargoes containing Aromatics (Oil Tanker Specific).............................................................................. 25
2.4.6.1.4 Lead Gasoline (Oil Tanker Specific)..............................................................................................................26
2.4.6.2 High Toxic Chemical Cargoes.......................................................................................................................... 26
2.4.6.3 High Toxic Chemical Cargoes (Chemical Tanker Specific).............................................................................26
2.4.7 Mercury in Crude Oils......................................................................................................................................... 27
2.4.7.1 Health Impacts due to Mercury.........................................................................................................................27
2.4.7.2 Environmental Impacts due to Mercury............................................................................................................28
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2.4.7.3 Occupational Exposure Limits of Mercury....................................................................................................... 29

2.4.7.4 Safeguards in case of excessive Mercury concentrations................................................................................. 29
2.4.7.5 Personal Protective Equipment.........................................................................................................................30
2.4.7.6 Tank Venting..................................................................................................................................................... 30
2.4.7.7 Stowage and Handling Materials containing Mercury.....................................................................................30
2.4.7.8 De-contamination..............................................................................................................................................31
2.4.7.9 Training of Personnel........................................................................................................................................31
2.5 Corrosive Cargoes................................................................................................................... 32
2.5.1 Corrosive Cargoes (Chemical Tanker Specific ).................................................................................................32
2.5.2 Special Acids (Chemical Tanker Specific )......................................................................................................... 33
2.6 Reactive Cargoes..................................................................................................................... 33
2.6.1 Self -Reactive Cargoes.................................................................................................................................. 33
2.6.1.1 Self -Reactive Cargoes ± IBC Requirements (Chemical Tanker Specific)...................................................34
2.6.1.2 Company Requirements (Chemical Tanker Specific).......................................................................................34
2.6.1.3 General Guidance on Self-Reactive Cargoes (Chemical Tanker Specific).......................................................34
2.6.1.4 Emergency Response (Chemical Tanker Specific).......................................................................................... 35
2.6.2 Water-Reactive Cargoes................................................................................................................................35
2.6.2.1 Water Reactive Cargoes (Chemical Tank Specific).....................................................................................35
2.6.2.2 Water Reactive Acids and Alcalines (Chemical Tank Specific)..................................................................35
2.6.3 Reactive Cargoes (Chemical Tanker Specific)............................................................................................. 36
2.6.3.1 Chemicals reacting with Oxygen in the Air (Chemical Tank Specific)......................................................36
2.6.3.2 Cargo Quality (Chemical Tank Specific)....................................................................................................37
2.6.4 Incompatible Chemicals ( Reactive to each other) ( Chemical Tanker Specific)........................................ 37
2.7 High Density Cargoes............................................................................................................. 38
2.8 Solidifying Cargoes................................................................................................................. 39
2.8.1 Heating Temperature............................................................................................................................................39
2.8.2 Un-intended Heating............................................................................................................................................ 40
2.8.3 Ballast next to Heated Tanks................................................................................................................................40
2.8.4 Checking Vapour Lines and P/V Valves..............................................................................................................40
2.9 High Viscose Cargoes............................................................................................................. 41
2.10 Solidifying or High Viscose Cargoes-MARPOL (Chemical Tanker Specific ).................. 41
2.11 Vapour Release through P/V Valve and deck openings...................................................... 41
2.11.1 Graphic showing danger of wind.................................................................................................................. 42
2.12 Pollution Hazards................................................................................................................. 43
2.12.1 Oil Cargoes (Oil Tanker Specific)..................................................................................................................... 43
2.12.2 Chemical Cargoes (Chemical Tanker Specific)................................................................................................. 43
2.12.3 Danger of Floaters ( Oil or Chemicals )............................................................................................................. 44
2.12.4 Danger of Sinker (Oil or Chemicals)................................................................................................................. 44
2.12.5 Danger of Evaporators (Chemicals)................................................................................................................... 44
2.12.6 Danger of Dissolver (Chemicals)....................................................................................................................... 44
2.13 Sampling and Gauging.........................................................................................................44
2.13.1 Sampling and Gauging (Chemical Tanker Specific).....................................................................................45
2.14 Cargo Hoses......................................................................................................................... 45
2.15 Pressure Surge or ³Hammer Effect´.................................................................................... 45
2.15.1 What is ³Pressure Surge´ or ³Hammer Effect´?.........................................................................................46
2.15.2 Onboard Operations..................................................................................................................................... 46
2.15.3 General Precautions against ³Pressure Surge´ Hazards...............................................................................46
2.15.4 ³Pressure Surge´ or ³Hammer Effect´ (Chemical Tanker Specific)........................................................... 47
2.16 Food Grade Cargoes (Chemical Tanker Specific)............................................................... 47
3. RECORD.................................................................................................................................... 47
4. RELATED DOCUMENTS........................................................................................................ 48
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1. PROCEDURE
This procedure provides specific guidance regarding the health, environment and operational hazards
of Oil and Chemical Cargoes carried (or likely to be carried), on Company Vessels.
Additional hazards may occur, which, once identified, and must be taken into consideration.
2. PROCEDURE
2.1 RESPONSIBILITY AND ACCOUNTABILITY
ALL CREW All Crewmembers are responsible to become fully aware and familiarize
themselves with Hazards associated with the cargoes carried onboard their
Vessel.
The Master is accountable for strict compliance to the Procedures.
(also refer to SECTION 02-³Responsibility and Accountability´).
2.2 GENERAL
The main cargoes carried on Oil and Chemical Tankers are FLAMMABLE CARGOES which may
also be TOXIC.
For this reason, Liquid Cargoes carried on Company Vessels might present multiple hazards, which
are described in this procedure.
The Master and the Safety Officer must hold a Safety Meeting
in order to advise all crew on the hazards associated with the Cargo to be loaded /discharged
BEFORE the commencement of the Loading /Discharging Operations.
In addition:
x Any company Vessel shall only carry cargoes for which they are certified by the Flag
Administration and the Classification Society.
x A relevant MSDS for the cargo to be loaded must be available before the commencement of
the loading operation.
x At the cargo planning phase a generic MSDS for the cargo to be loaded may be used.
x Cargo Operations of Hazardous Cargoes are only permitted through the Vessel¶s manifolds
and NEVER Over the Top.
x The PPE Matrix (PPE Matrix- Cargo Operations (Safety Manual (003) - Section 03-³Use of
PPE´) must be fully complied with, taking into consideration the different exposure levels during
Cargo Operations.
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Additional references and guidelines can be found in the following publications:

x ISGOTT for Oil cargoes,
x Tanker Safety Guide Chemicals (TSG-C) for Chemical cargoes
x Miracle Tank Cleaning Guide-Safety Seminar- Hazards,
which have been adopted by the Company as best industry practice.
2.3 FLAMMABLE CARGOES
Flammable cargoes are the main hazardous cargoes on Company Vessels.
Fire Explosion
Remember!!
It is NOT the liquid which is burning. The VAPOURS of the liquid are burning.
Therefore, it is essential to strictly control any Cargo Vapour during Cargo Operations
For Tank Cleaning with Hot Water, Steaming and adjacent cargoes of heated cargoes
always remember that,
x $IODPPDEOHOLTXLGLVDOLTXLGZLWKDIODVKSRLQWEHORZ&RUDQ\FDUJRZKHQKHDWHGWRa
WHPSHUDWXUHRI&RUOHVVWRWKHIODVKSRLQW
For any Fire or Explosion the following are required:

x Oxygen,
x Fuel
x Ignition source (apart from auto ignition)
The following rule must always been taken into consideration:
x You CAN control the Oxygen level
x You CAN control the fuel (flammable cargo and vapours)
x You CANNOT control the ignition source.
Many Oil and Chemical cargoes are highly flammable.
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However, compared to Oil Cargoes, Chemical cargoes can have a very different flammable range.
i.e Methanol has a flammable range between 6% and 40%.
Additionally, some chemicals have a very low LEL i.e MTBE has a LEL of 1% or less.
This needs to be carefully taken into consideration when planning Cargo Operations for these
kinds of cargoes.
2.3.1 Tests for Flammability (Oil Tanker Specific)

Many Oil cargoes are flammable.
Two (2) standard tests for flammability are used:
x The Reid Vapour Pressure ( RVP )
x The Flashpoint
A flammable liquid is any liquid which gives off flammable vapours (as determined by flash point
from an open cup tester, as used for test of burning oils) at or below a temperature of 80 degrees F/
26.6 0C.
2.3.2 Classification of Petroleum Products (Oil Tanker Specific)
Any flammable liquid having a Reid Vapour Pressure (RVP) of 14 pounds per
Grade ǹ: square inch absolute (PSla) or more, e.g. natural gasoline, very light naphtha and
Liquefied Petroleum Gases (LPG).
Any flammable liquid having a RVP of less than 14 PSla and more than ò PSla,
Grade Ǻ:
e.g. motor and aviation gasoline and some unfinished gasoline.
Any flammable liquid having a RVP of ò PSla or less and a flashpoint of &
Grade C: or less, e.g. most crude oils, some "cut back" asphalts, creosote and some
unfinished gasoline.
Any combustible liquid having a flash point below & and above & e.g.
Grade D:
kerosene, light fuel oils and a few very heavy crude oils.
Any combustible liquid having a flash point of & or more, e.g. heavy fuel
Grade E:
oils, diesel oils, asphalts and tars.
2.3.2.1 Volatile and Non Volatile (Oil Tanker Specific)

Volatile petroleum has a flash point below & as determined by the closed cup method of
WHVWLQJ1RQYRODWLOHSHWUROHXPKDVDIODVKSRLQWRI&RUPRUH
If there is any doubt as to the characteristics of a cargo, or if a non-volatile cargo is being
handled at a temperature above its Flashpoint minus 10 0C, it must be treated as a volatile
petroleum product. Owing to their particular characteristics, residual fuel oils must
always be treated as volatile.
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2.3.2.2 Permitted Cargoes (Oil Tanker Specific)

The Vessel must only carry those grades of cargo, as defined above, which are permitted by
the Classification Society rules.
For the purpose of practical safety, Vessels which are certified to carry up to and including
class Ǻ cargoes must not load a cargo unless the true vapour pressure (TVP) is less than 14
PSla at ambient temperatures.
However, the RVP limit established by regulations must not be exceeded.
2.3.3 Use of Intrinsically Safe Equipment

Any electrical equipment, including Walkie-talkie handsets, used for cargo operations and for
maintenance work outside the accommodation areas, must be intrinsically safe and approved.
Additionally, all Walkie-talkie handsets must be held in their carrying Case.
It is PROHIBITED to use damaged intrinsically portable electrical equipment ,

until repaired and verified to be intrinsically safe again.
The use of any NON-intrinsically safe equipment

( i.e tape recorders , electronic calculators, laptop computers, handheld computers, smart watches,
fitness bands & similarly constructed devices ) outside the accommodation
is PROHIBITED on company Vessels.
(This also includes electronic cigarettes)
2.3.4 Air Conditioning and Ventilation

Before commencing any cargo operations, the central Air Conditioning must be adjusted to prevent
cargo vapours from being drawn into the Accommodation.
This is achieved by adjusting the intake system to operate on recirculation, and not taking suction
directly from outside.
2.3.5 Monitoring of Ballast and Void Space Atmospheres

Void and Ballast spaces located within the cargo tank block, must be DAILY monitored to check that
no leakage has occurred from adjacent tanks.
Monitoring must include regular atmosphere checks for hydrocarbon content and sounding/ ullaging.
(Records must be kept on SF/MRS/236- ³Explosive Gas Monitoring Log´).
Checks carried out must involve the use of explosimeters for testing the presence of hydrocarbon
vapours.
During the sea passage, the Chief Officer must keep relevant Daily Records, as follows:
x During the ballast voyage checks of the water surface for the presence of oil and measurement
of the hydrocarbon vapour concentration in % LEL of the tank atmosphere (if not 100% full)
and the sounding.
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x During the loaded voyage, when the ballast tanks will be empty, measurement of the
hydrocarbon vapour concentration in % LEL and the taking of soundings in order to
determine the possibility of cargo leakage from the cargo to the ballast tank
x During cargo or ballast voyage, void spaces adjacent to cargo tanks must be checked in the
same way as empty ballast tanks, to determine the possibility of cargo leakage.
2.3.6 Inert Gas
The main hazard associated with Inert Gas is its low Oxygen content, thus becoming asphyxiated.
SOLAS requires that Inert Gas systems:

x deliver Inert Gas with an Oxygen content in the Inert Gas main of less than 5% by volume at
any required rate of flow, and
x maintain a positive pressure in the cargo tanks at all times, with an atmosphere having an
oxygen content of less than 8% by volume except, when it is necessary for the tank to be gas
free.
The full description of Inert Gas Operation can be found in Sections 16A & 16B-³Inert Gas´ of this
Manual.
On Vessels equipped with Inert Gas systems, it is Company Policy to maintain all cargo tanks in a
fully inerted condition with the oxygen content of the tanks not more than 5% by volume.
Same applies for heated cargoes when the cargo temperature reaches a temperature of & less
than the flashpoint.
2.3.6.1 Inert Gas (Oil Tanker Specific)

Inert Gas produced by combustion, either in a steam raising Boiler or in a separate Inert Gas
Generator, will also contain trace amounts of various toxic gases that may increase the
hazards to personnel exposed to it.
For flammable Oil cargoes, the following rules for Inerting / Purging must be complied
with:
Pre loading Oxygen content less than 5%

After loading Oxygen content less than 5%
During Transit Oxygen content less than 5%
During discharging Oxygen content less than 5%
During Tank Cleaning Oxygen content less than 5%
In certain ports, the maximum Oxygen content of Inert Gas in the cargo tanks may be set at
5% to meet particular safety requirements, such as the operation of a Vapour Emission
Control System (VEC).
Where such a limitation is in place, the ship must be advised of the requirements in the
Pre-arrival Information Exchange.
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Efficient scrubbing of the Inert Gas is essential, particularly for the reduction of the Sulphur
Dioxide content.
High levels of Sulphur Dioxide increase the acidic characteristic of the Inert Gas, which is
harmful for personnel and may also cause an accelerated corrosion of the Vessel¶s structure.
The Table below provides an indication of the typical composition of Inert Gas generated
from boiler flue gas, expressed as a Percentage (%) by volume:
Nitrogen N 83 %
Carbon Dioxide CO2 12-14%
Oxygen O 2-4%
Sulphur Dioxide SO2 50 ppm
Carbon Monoxide CO Trace
Nitrogen Oxide NOx 200 ppm
Water Vapour H2O Trace ( high if not dried)
Ash and Soot (C) Traces
Density 1.044
2.3.7 Inert Gas -Nitrogen

The Master must receive Inert Gas requirements with the Voyage Orders.
The Master must immediately advise the Company if this process is deviated
(i.e when no Inert Gas Requirements have been provided).
Although Nitrogen is a very good and clean Inert Gas, it also has some disadvantages.
x Nitrogen can cause oxygen deficiency in confined spaces, exhaust openings, on deck during
purging of tanks and in void spaces.
x Nitrogen lines must be blanked when not in use, to prevent accidental and unintended
entering in a tank.
x Nitrogen is a Silent Killer
Operation with Nitrogen can also be dangerous, due to tank over-pressurization when received from
Shore.
The following safety precautions shall be implemented whenever Nitrogen is used:

x Before the commencement of work, a Safety Meeting and a Toolbox Meeting shall take
place to ensure that all crew involved have been briefed regarding the job to be carried out
and the required safety measures, including the use of appropriate PPE and Personal Gas
Detectors.
x When inerting the Cargo Tanks with Nitrogen, NO other Cargo Operations shall take
place.
x Tank / Enclosed space Entry during inerting is prohibited.
x Areas where N2 operations are taking place shall be restricted to those crew members
and shore personnel who are not directly involved in the operation.
o Personnel working in these areas shall carry a Personal Oxygen Meter.
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x Crew and Shore personnel must be aware that deck structures may create areas that can
allow nitrogen to accumulate, near nitrogen inerted spaces,
o Resulting in an Oxygen deficient atmosphere, especially if there is little wind.
They must always be aware of the wind direction and remain upwind of outlet(s),
whenever possible.
x Cargo tanks and other enclosed spaces, inerted with nitrogen, shall be tagged with
suitable weather resistant Warning Signs such as ³Danger! Nitrogen!-Do not enter!´
x Nitrogen supply lines shall be capable of being blanked-off, in order to prevent the
accidental inerting of a tank.
o Precautions shall also be taken to ensure that nitrogen cannot enter the tank via cargo
lines, vent lines or any other tank connections.
x Following discharging, tanks inerted with nitrogen must be kept closed and tagged until
the tank is clean, well ventilated, and tested to ensure it is gas free, the Oxygen level has
been restored, and the tank is safe for entry.
x Access to the Nitrogen Generator Area (when installed), shall be controlled with Oxygen
Alarms. Emergency Escape Breathing Apparatus must be provided.
2.3.7.1 Inert Gas -Nitrogen (Chemical Tanker Specific)

All Chemical Cargoes requiring Inerting, according to the IBC Code- Chapter 17- or the
relevant MEPC.2 in Column ³h´ ³Inert´, must be operated in Inert Gas conditions at all times.
All Chemical Cargoes requiring Padding according to the IBC Code- Chapter 17- or the
relevant MEPC.2 in Column ³h´ ³Pad´, must be padded after loading and the relevant
padding to be maintained throughout the voyage.
All Chemicals requiring Inerting or Padding, due to Charterer Instructions, are to be operated
accordingly.
Note: Different to the Inerting requirements due to Safety reasons (max 5% O2) Charterer
requirements might get as low as 50ppm (0,005%).
For flammable Chemical Cargoes, (other than those for which inerting or padding is
mandatory according to the IBC Code), the following rules for Inerting / Purging / Padding
must be complied with:
Pre-loading:
During Transit According to Charterers¶ instructions
During discharging
Tank Cleaning According to SOLAS and Tanker Safety Guide ±Chemicals
2.3.8 Tests for Flammability
Any local regulations at loading and discharging Terminal installations must be complied with by the
Vessel.
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2.3.9 Steaming of Tanks and Cargo Lines

Steaming is PROHIBITED in Flammable or Undetermined Atmosphere (see TSG-C3.11)
When performing steaming operations, it MUST be ensured that the relevant cargo tanks are vented
simultaneously, in order to avoid a too high temperature in the cargo tank, destroying the tank
coating.
This process will be included in the relevant cargo handling procedure.
Whenever steaming is performed, everyone MUST be aware of the hazards of Steam and the Very
High Temperatures which may result in serious burns.
Because of the hazards from static electricity, the introduction of steam into the cargo tanks must not
be permitted where there is a risk of flammable atmosphere.
It must be borne in mind that a non-flammable atmosphere cannot be guaranteed in all cases where
steaming might be thought to be useful.
Steaming can produce mist clouds, which may be electrostatically charged.
The effects and possible hazards from such clouds are like those described for the mists created by
water washing, but the levels of charging are much higher.
The time required to reach maximum charge levels is considerably less.
Furthermore, although a tank may be almost free of hydrocarbon gas at the start of steaming, the heat
and disturbance will often release gases, and ³pockets´ of flammability may build-up.
Steaming may be carried out in tanks that have been either inerted or water- washed and gas freed.
The concentration of flammable gases must not exceed 10% of the LFL prior to steaming.
Precautions must be taken to avoid the build-up of steam pressure within the tank.
(ISGOTT must be referred to).
2.3.10 Static Electricity

(Refer to ISGOTT Chapter 3 ³Static Electricity´).
(Refer also to Shipboard Safety Manual -SAF 003, S(&7,212.10)
2.3.10.1 Static Accumulator Cargoes

An Oil or Chemical Cargo with an electrical conductivity of less than 50 PicoSiemens / metre
(pS/m), is capable of retaining a significant electrostatic charge.
Static Accumulator cargoes can be identified by performing the relevant calculation or using the
Industry guidelines or Tank-cleaning guideline.
A list of Static Accumulator cargoes (Oil and Chemicals) can also be found in the ³MIRACLE´ Tank
Cleaning Guide.
Static electricity can be generated due to the passage of a liquid through a hose or pipeline, and
turbulence within a tank.
Static electricity is generated by friction that occurs between different materials during relative
motion.
Electrostatic charges can then accumulate in materials which are poor conductors of electricity or
which are good conductors, but are insulated.
If two such bodies with accumulated static electricity charges are brought close together, and if the
difference of potential is great enough, the accumulated charge will jump between them.
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If a strong discharge of static occurs as a spark where a flammable atmosphere is present, there is a
risk of igniting the atmosphere.
The rate of charge generation increases with the rate of flow agitation in the tank and the amount of
entrained water.
A charged product could be a source of ignition if:
o A static charge was generated.
o Enough static charge was accumulated to cause an incendiary spark.
o A means of discharging the spark existed.
o An ignitable air-vapour mixture was present.
2.3.10.1.1 Loading in Inerted Cargo Tanks
No special precautions are required unless in case of emergency.
Loading Rate
A loading rate is based on a linear velocity of 12 metres/second for loading non-static
accumulator cargoes and also for loading static accumulator cargoes into inerted tanks.
This velocity is provided for guidance only and is generally considered as a rate above
which pipeline erosion may occur at pipe joints and bends.
2.3.10.1.2 Loading in Non-Inerted Cargo Tanks (Oil Tanker specific)
As per Company Policy this operation (i.e to load in Non-Inerted Cargo Tanks)
is NOT allowed on Oil Tankers.
2.3.10.1.3 Loading in Non-Inerted Cargo Tanks (Chemical Tanker specific)

Whenever static accumulator cargoes are to be loaded into a NON- Inerted cargo tank,
all requirements of ISGOTT, TSG-C or TSG-G must be strictly observed.
Every Vessel loading a Static Accumulator Cargo into a Non-Inerted Cargo Tank must
fully comply with the precautions below:
x Planning
Restricting the linear velocity of the cargo to a maximum of 1m/s at the individual
tank inlets during the initial stages of loading until filling pipe has been submerged
to twice the filling pipe diameter.
x Bonding
The bonding of the metal objects to the metal structure of the ship to eliminate the
risk of spark discharges between metal objects that might be electrically insulated
o This includes metallic components of any equipment used for dipping,
ullaging and sampling.
o The removal from tanks or other hazardous areas of any loose conductive
objects that cannot be bonded.
o Some objects shall be electrically insulated in hazardous situations and
therefore be bonded, are ship-shore hose couplings and flanges, portable
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tank washing machines, manual ullaging and sampling equipment, the float
of a permanently fitted ullaging device,- if its design does not provide an
earthing.
x Rate Restrictions
o A loading rate based on a linear velocity of max.1 meter/second at the tank
inlet for the initial loading rate for static accumulator cargoes into non-
inerted tanks.
o When the initial filling period is completed, after all splashing and
surface turbulence has ceased and all water has been cleared from the
line, the rate can be increased to ship or shore pipeline maximum flow
rates but the rate shall not be more than max. 7 m/s linear velocity.
x Relaxation Time
Relaxation time is the time necessary to dissipate a static charge.
There shall be a delay of 30 minutes after the completion of the loading of each
tank before commencing dipping, ullaging or sampling with metallic equipment.
o This is to allow the settling of gas bubbles, water or particulate matter in
the liquid and the dissipation of any electrical potential.
o Non-metallic containers which are greater than the capacity of one (1) litre
shall not be permitted for any purpose to use in the cargo tank.
2.3.10.2 Non-Static Accumulator Cargoes

Non±Static Accumulators in bulk are those that have sufficient high conductivity to prevent
the accumulation of static electricity,
Or,
An oil with an electrical conductivity greater than 50 picoSiemens/metre (pS/m), which is
incapable of retaining a significant electrostatic charge.
2.3.10.3 Ship/Shore Insulating and Earthing

It must be highlighted, that Ship/Shore earthing, using a bonding wire has been proven to be
non-efficient. However, it is demanded in many ports and terminals.
Insulating flanges are much more effective.
2.3.10.3.1 Insulating
The use of Insulating Flanges is the best practice and is recommended by the Industry.
Therefore Insulating flanges must be used for Ship/Shore or Ship / Ship connections,
whenever possible.
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2.3.10.3.2 Ship/Shore Bonding Cables
Because of the large current availability and the difficulty of achieving a sufficiently
small electrical resistance in the ship/shore bonding wire, this method has been found
to be quite ineffective for its intended purposes, but has itself created a possible hazard
to safety.
The use of ship/shore bonding wires is therefore not recommended.
Insulating flanges to be used instead.
If however Local Regulations require the use of a bonding cable, and the installation is
unavoidable, then the Chief Officer must ensure that it is connected before the first
hose is put aboard, and not disconnected until the hose has been removed.
The connection must be at the shipside, well clear of the manifold area.
When a ship-shore bonding cable is used, it must be used in the following manner:
x When connecting:
o Open switch.
o Connect bonding cable to Vessel, away from any possible source of ignition
- e.g. as drip trays.
o Close switch.
o Connect hose.
x When disconnecting:
o Disconnect hose.
o Open switch.
o Remove bonding cable.
2.3.10.3.3 Cathodic Hull Protection System

Switching-off cathodic protection systems of the impressed current type either ashore
or in the Vessel, is not considered to be a feasible method of minimizing ship / shore
current potential differences in the absence of an insulation flange or hose.
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Only if the jetty is without an insulating flange and is without cathodic protection,
must consideration be given to switching off the Vessel's System.
The Vessel's System must be switched-off only as mentioned above or if required by
Terminal Regulations.
In view of the possibility of an incentive spark above the water line on the Vessel's
initial contact with a jetty or other Vessel, it is necessary to restrict all activities, which
would provide a source of hydrocarbon vapour during the berthing process.
(Further guidance on insulating flanges can be found in ISGOTT and the TSG-C).
2.3.10.4 Tank-Cleaning Hoses

Before using the Tank Cleaning hoses, the relevant Continuity Test must be performed by the
Electrician under the authority/supervision of the Chief Officer.
x Tank Cleaning Hoses MUST be connected to the Tank Cleaning Machines before
lowering them into a Cargo Tank.
2.3.10.5 Tank-Cleaning with Portable Machines

Portable Tank Cleaning machines are only allowed to be used in Gas Free cargo tanks after
they have been cleaned with fixed machines and ventilated accordingly. This way any
possible danger from asphyxiation due to hazardous emissions i.e CO or H2S will be avoided.
Use of Portable Tank Cleaning Machines in an Inert Gas Condition is prohibited.
x Portable tank cleaning machines and hoses shall, before use and before being lowered into the
tank, be flushed-through with sea water.
x Before lowering the portable Tank Cleaning Machine into a cargo tank, it must be verified
that the external Monel wires (for earthing purposes) are connected, ensuring proper electrical
continuity between the Tank Cleaning Machine and the Tank Cleaning System.
x Disconnection of hoses and bonding wires must not take place unless the machine is removed
from the tank.
2.3.10.6 Objects left in Cargo Tanks

After the completion of repairs in cargo tanks, the tanks concerned must be carefully and
systematically searched for any objects that may have been left in the cargo tank.
If any, they must be removed in order to avoid any impact to the cargo pump or cargo as such.
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2.3.10.7 Filters
Micropore filters, usually made of paper, cellulose or glass fiber are known to be capable of
generating high static charge levels.
If a micropore filter is fitted in the shore pipelines system, the loading rate must be adjusted to
ensure that at least 30 seconds elapse between the time the cargo leaves the filter and the time
it enters any cargo tank.
The Operation Department must be informed for further advice, if such a filter will be
installed by shore
Additional information can be found in the relevant industry guideline (ISGOTT, TSG-C).
2.3.10.8 Discharge into Shore Installations

This operation must be discussed and agreed with the Terminal representative.
In addition to the requirements set out in the preceding paragraphs, when discharging static
accumulator oils into NON- Inerted shore tanks,
the initial flow rate must be restricted to one (1) meter/second unless or until the shore
take inlet is covered sufficiently to limit turbulence.
2.3.10.9 Loading Over the Top (Splash Filling) (Free Fall Loading)
If the cargo has been electrically charged by flow-through shore pipeline, loading Over the
Top or ³Splash Filling´ will deliver it to the liquid surface in the tank, where the hazard from
electrostatic charging, in the presence of flammable vapors, is most likely to occur
and is therefore PROHIBITED.
2.3.10.10 Hose and Pipeline Clearing

Compressed air must NOT be used for clearing pipelines or ship/shore hoses back into the
ship¶s tank, if the cargo is a static accumulator and the tank contains flammable vapours.
2.3.10.11 Static Accumulator Oils (Oil Tanker Specific)

Although, most Crude oils, Diesel oils and Asphalts, normally have sufficient conductivity to
prevent an accumulation of static electricity, some petroleum products such as Kerosene, JET,
AVGAS, MOGAS and low flash White oils, in general, are capable of accumulating static
electricity.
Clean oils are, in general, accumulators of static electricity because of their lower
conductivity.
Static accumulator oils include:

x Naptha
x Natural Gasolines
x Kerosene x Heating Oils
x White Spirit x Heavy Gasoils
x Motor and Aviation Gasolines x Clean Diesel/ Gasoils
x Jet Fuels x Lubricants
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Black oils have sufficient conductivity to prevent the accumulation of static electricity.
Consequently, Black oil cargoes are NOT classed as Static Accumulators and the anti-static
precautions will not necessarily be required when handling such oils.
Examples of such oils are:
x Crude Oils
x Black Diesel Oils
x Residual Fuel oils
x Asphalts (bitumens)
Hazards associated with static electricity may still occur with such black oil cargoes.
It is important to take all safety precautions to prevent the accumulation of static electricity on
measurement and sampling equipment.
It is prudent to assume that the surface of a non-conducting liquid (static accumulator) may be
charged and at a high potential during and immediately after loading.
Bonding is an essential precaution for preventing electrostatic charge accumulation, however,
it does not prevent accumulation and the production of hazardous voltages.
Metallic dipping, ullaging and sampling equipment

must ALWAYS be bonded and earthed to avoid sparks.
Typical conductivity of products

Product Typical Conductivity (pS / m) Classification
Non -conductive
Xylene 0.1 Accumulator
Gasoline(straight run) 0.1 to 1 Accumulator
Diesel (ultra - low Sulphur) 0.1 to 2 Accumulator
Lube oil (base) 0.1 to 1.000 * Accumulator
Commercial jet fuel 0.2 to 50 Accumulator
Toluene 1 Accumulator
Kerosene 1 to 50 Accumulator
Diesel 1 to 100 * Accumulator
Cyclohexane <2 Accumulator
Motor gasoline 10 to 300* Accumulator
Semi-conductive
Fuel with antistatic 50 to 300 Non-accumulator
additives
Heavy black fuel oils 50 to 1.000 Non-accumulator
Conductive crude > 1.000 Non- accumulator
Bitumen > 1.000 Non-accumulator
Alcohols 100.000 Non-accumulator
Ketones 100.000 Non-accumulator
Conductive
Distilled water 1.000.000.000 Non-accumulator
Water 100.000.000.000 Non-accumulator
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It must be stressed that some additives used for performance improvement

can increase the conductivity significantly.
2.3.11 Electric Storm

When an electrical storm is anticipated in the vicinity of the Tanker or Terminal, the following
operations must be stopped, whether or not the ship¶s Cargo Tanks are inerted:
x Handling of volatile cargoes.
x Handling of non-volatile cargoes in tanks not free of hydrocarbon vapour.
x Ballasting of tanks not free of hydrocarbon vapour.
x Purging, tank cleaning or gas freeing after the discharge of volatile cargoes.
The above is applicable for any kind of cargo operation including but not limited to Loading,
Discharging, Tank Cleaning, Ship-to-Ship Operation, at port, at sea and at anchor.
Therefore:
x All tank openings and vent valves MUST be closed.
x The OOW is responsible to verify, BEFORE taking over his watch, the weather condition in the
vicinity of the Vessel.
x The Master is accountable to ensure that the process is strictly followed.
In case of doubt the Operations Department must be notified.

The Company must fully support the Master.
2.4 TOXIC CARGOES

(see also Safety Manual (003) )
2.4.1 General
A toxic cargo is any cargo where the exposure to Cargo Liquid or Vapours might exceed the
TLV-TWA level during normal operation.
Oil cargoes might be Toxic.
Note:
Any cargo might become Toxic in case of abnormal conditions, such as heat, fire and others and
MUST be evaluated and treated according to this procedure.
As already mentioned, the Vapour pressure is important for vapour detection and it must be noted
that the temperature of the product has a major impact on this.
The Odour Threshold must also be taken into consideration.
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For example:
Benzene has a TLV-TWA of 0,5ppm but the Odour Threshold is 2,7ppm.
This means when smelling Benzene you have exceeded the TLV-TWA at least five (5) times.
Whenever toxic cargoes are operated, PPE according to the PPE Matrix (Safety Manual (003)-
Section 03-³Use of PPE´) MUST be used and worn by everybody (the crew, contractors and any
other 3rd Party), in any area where it can be expected that the exposure will be above the TLV-TWA
level.
For training and additional information refer to:
x Miracle Tank Cleaning Guide ± Safety Seminar ± Hazards.
x Tanker Safety Guide Chemicals
x ISGOTT
2.4.1.1 Toxic Cargoes (Chemical Tanker Specific)

(This paragraph, must be reviewed in conjunction with the Shipboard Safety Manual ± Section
23-³Toxicity´).
Many Chemical Cargoes carried on Chemical Takers are TOXIC.
The most toxic products are indicated in the IBC Code or in the relevant MEPC.2 in column ³K´
as ³T´.
Note:
Any cargo might become Toxic under abnormal condition, such as heat, fire and others and
MUST be evaluated and treated according to this procedure.
One of the most important issues is the Vapour Pressure of the product.
For example, MDI (Methylene Diphenyl Di-isocyanate) has a very low vapour pressure (0.00001
PP+JDW& DQGWKHUHIRUHLWLVYHU\GLIILFXOWWRPHDVXUHDQ\WR[LFYDSRXUV
7', WROXHQHGLLVRF\DQDWH KDVDPXFKKLJKHUYDSRXUSUHVVXUH PP+JDW& DQG
therefore it is easier to detect the same (both products are Isocyanates and the TLV-TWA for both
is 0,005ppm.
For Toxic cargoes with a low vapour pressure:

Although toxic vapours might not be measured, it might be possible that the cargo tank / line is
still contaminated with toxic product.
Therefore the tank cleaning times and requirements in the Miracle tank cleaning guide are the
absolute MINIMUM which is not allowed to be reduced.
2.4.2 Personal Protection and High Risk Areas

Whenever operating high toxic cargoes, PPE according to the IBC Code, requirements must be worn
/used.
Especially when working in high risk areas and operations , FULL protection MUST be used.
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These High Risk Areas and operations are as follows, but not limited to:
x Connecting and disconnecting hoses and loading arms;
x Cargo Watch directly at the Manifold
x Taking Ullages and Cargo Samples
x On deck, during Tank Cleaning or Gas Freeing Operation
x Inspecting Pipelines and Equipment for leaks;
x Dealing with accidental Leaks and Spillage
x Operating a Portable Emergency Pump
x Opening-up pumps and equipment (unless certified gas free).
(Also refer to Safety Manual (003)±Section 22´Toxicity´)
2.4.3 Liquid Petroleum (Oil Tanker Specific)

Liquid Petroleum has a low oral toxicity to man, but when swallowed, it may cause acute discomfort
and nausea. There is the possibility that during vomiting, liquid petroleum may be drawn into the
lungs and this can have serious consequences, especially with higher volatility products (i.e
gasolines, kerosenes).
Many petroleum products, especially the more volatile ones, cause skin irritation and remove
essential oils from the skin, leading to dermatitis. They may also irritate the eyes and cause serious
skin disorders on repeated and prolonged contact.
When handling liquid petroleum, appropriate protective equipment must be used according to the
Shipboard Safety Manual- Section 03-³Use of PPE´.
2.4.4 Petroleum Gases (Oil Tanker Specific)

The main effects of low concentrations of petroleum gas on personnel, are headaches and eye
irritation, with diminished response/reaction and dizziness like intoxication.
High concentrations of petroleum gases may lead to paralysis, unconsciousness and death.
Special attention must be given to the following:
x The symptoms can occur at concentrations well below the Lower Flammable Limit (LFL).
x Petroleum gases vary in their physiological effects. Human tolerance to these effects also
varies widely.
x It must not be assumed that because conditions can be tolerated, the gas concentration is
within safe limits.
x The smell of petroleum gas mixtures is very variable, and in some cases the gases may dull
the sense of smell.
x The impairment of smell is especially likely and particularly serious if the mixture contains
hydrogen sulphide.
The absence of smell must never be taken to indicate the absence of gas.
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2.4.5 Carcinogenic Cargoes (Benzene )-Vessel

Many Oil cargoes contain Benzene, some of them above 0.5% , meaning that the MSC /Circ 1095
will be applicable.
When carrying cargoes of Benzene or mixtures or in general any paints, thinners or solvents
containing 0,5% of Benzene or more, the following must be taken into consideration :
Cargoes that might contain benzene are the cargoes listed in Appendix I to Annex I of MARPOL,
and the following bulk liquids:
x Naphtha,
x White Spirit
x Condensate and other
Some Oil Cargoes contain more than 10 % Benzene.

According to the IBC Code, these cargoes are Chemicals and NOT Oil Products.
Therefore the Operations Department must be immediately be informed in case such a cargo is to be
loaded on a Company Vessel.
Remember!
Many Ports have a ZERO Emission Policy for Benzene and products containing Benzene.
Therefore, the loading operations in such ports MUST be performed using a Vapour Return system.
x Cargoes which contain Benzene, shall be loaded under closed condition only including
Vapour Return Line.
Releasing cargo vapours through the P/V valves is also prohibited in many countries.
o In case the Vessel is requested to load such a cargo without a Vapour Return
Line the Operations Department must be informed for further guidance.
x Before disconnecting, efficient and complete draining and purging of all pipes, hoses and hard
arms used for cargo handling must be ensured.
x Cargo loading, tank cleaning and gas-freeing are those procedures that expose the crew to the
largest risk of exposure to vapours from the products carried, both in the accommodation and
on open deck.
x It is, therefore, essential during these operations that:
o All Openings to the accommodation are closed or battened down
o Ventilation in the accommodation is either re-circulated or shut down,
x Gas freeing (before tank cleaning) shall not be performed
x Vapours from the tank during tank cleaning and tank breathing must be emitted through a
controlled tank venting system complying with either SOLAS regulation II-2/16.3.2, or
paragraph 8.3.2 of the IBC Code.
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x All cargo related measurements (e.g. ullage, temperature and sampling) must be carried out in
a closed mode to minimize the risk of exposing the crew and shore personnel to harmful
vapours. The appropriate PPE according to Company Procedure MUST be worn.
x Before operating such a cargo, a Safety Meeting must be carried out informing ALL
crewmembers about the hazards and precautions for this product, taking the requirement of
the MSC/Cir. 1095 into consideration.
This must be part of the Pre-Arrival Safety Meeting.
Remember!
If you smell Benzene you have already exceeded the TLV-TWA five (5) times!!
(also refer to ISGOTT, TSG-C and Shipboard Safety Manual (003) ±Section 22-³Toxicity´)
2.4.6 High Toxic Cargoes

High Toxic Cargoes may be carried on Oil Tankers
Exposure to toxic or poisonous substances causes harm to human health and in more extreme cases
can lead to serious injury or death.
Even the slightest exposure to a highly toxic substance can result in serious health problems.
Therefore it is MANDATORY to wear the appropriate PPE whenever this kind of product
is operated.
Additionally, Correct Medical First Aid and quick Emergency response is vital.
The entire cargo operations must be in full compliance with the company¶s Cargo Operations
Procedures.
Some cargoes have substances commonly called ³poisons´ having extreme acute toxicity, which may
even cause death almost immediately after exposure.
Valve gland packing is the source of many leaks.
The correct packing material for the chemical being carried must always be used and the glands
correctly tightened.
The correct packing material for the chemical(s) being carried must always be used.
Glands must be correctly tightened.
2.4.6.1 High Toxic Oil Cargoes

High Toxic Oil Cargoes might be carried on company Vessels as follows:
x Oil Cargoes containing a high H2S content.
x Oil Cargoes containing a high Mercaptans content.
x Oil Cargoes containing Benzene.
x Oil Cargoes containing other Toxic Chemicals.
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2.4.6.1.1 H2S (Cargoes) ( Oil Tanker Specific )

(Refer to the Safety Manual (003) ±SECTION 22-³Toxicity´)
General
This paragraph applies for H2S Cargo Operations
Hydrogen Sulphide (H2S) is found in many crude oils, in refined products such as naphtha, fuel
oil, bunker fuels, bitumens and gas oils. It is a very toxic, corrosive, highly poisonous and
flammable gas.
It has a very low odour threshold and a distinctive strong odour of rotten eggs. H2S is
colourless, is heavier than air, has a relative poor vapour density of 1.189 and is soluble in
water.
Therefore, butterworthing helps to remove the gas.
H2S is the MAIN TOXIC HAZARD for Vessels transporting Oil cargoes.
It is often underestimated and various fatalities have occurred in the past due to high H2S
Exposure.
Whenever a Cargo containing High H2S (>50ppm) is to be loaded on Company Vessels the
Master ST immediately inform the Operations Department and the DPA.
It must always be kept in mind that in certain ports, Bunkers might contain H2S.
The procedures in ISGOTT Chapter 2.3.6 (H2S) must be complied with accordingly.
Characteristics
Hydrogen Sulphide (H2S) is a highly poisonous gas. It is colourless, initially has a strong
odour of rotten eggs and is heavier than air. H2S is soluble in both fresh and salt water, so
water washing helps to remove the gas.
The main hazard of H2s is that the human sense does not detect H2S
if the vapour concentration is above 150ppm (see ISGOTT table below)
and will be FATAL already in low concentration.
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Measurement
The concentration of H2S is expressed in two (2) ways:
x parts per million (ppm) in the liquid, by weight and
x the ppm in the air by volume.
If there is a possibility that H2S concentrations can exceed TLV-TWA 1 ppm by
volume in air,
Personnel must always carry Personal Gas Measuring Monitors when:
x working in enclosed spaces, carrying out gauging, &sampling,
x entering a pump-room,
x connecting and disconnecting loading lines,
x cleaning filters, draining to open containments and
x mopping up spills
Whenever very high concentrations (100 ppm in the vapour space is considered to be a
reasonable threshold) of H2S are likely to be present, Emergency Escape Breathing Devices
(EEBD) must be available to all personnel working in hazardous areas.
In any case personnel must always have a personal H2S gas monitoring /alarm instrument.
Practical guidance on operational measures that can be taken to minimize the risks
associated with loading cargoes containing H2S is provided in ISGOTT.
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Precautions
x Breathing Apparatus
The self-contained breathing units must be checked to see that they are working
properly and that air bottles are filled to their full capacity.
x H2S Detectors
The H2S Detectors must be checked to ensure that they are in good operating
condition and that sufficient tubes are on hand.
x Pipelines
The entire Cargo System must be inspected for tightness.
All leaks must be repaired before loading.
Emergency Procedure
Emergency Rescue from an area likely to contain H2S shall be done ONLY by the Emergency
Rescue Team using the appropriate PPE. The use of Breathing Apparatus is Mandatory.
Caution!!
No one must ever attempt a rescue without notifying the OOW and without taking the suitable
precautions for his own safety.
By not doing so, he exposes s his own life at risk and almost certainly, prevents the person he
intended to rescue from being saved!!!
Following a Rescue Operation from an area containing H2S, the following actions must be
taken:
x Persons overcome by H2S must be removed to a gas free area.
x The victim must be given mouth-to-mouth resuscitation as soon as possible until normal
breathing is resumed.
x The Oxygen Resuscitator must also be used to compliment artificial respiration
x For Medical treatment, guidance included in the MSDS and ³MFAG´ must be referred
to.
Precautions for entering a Tank after high H2S Cargoes

Tank entry on a Vessel which has previously carried Cargoes with high H2S content may
present special hazards.
The following additions to normal Enclosed Space Entry precautions must be followed:
x All personnel entering a Tank must carry an EEBD.
x Tests for H2S must be carried out and the Tank Atmosphere must be constantly monitored
from the Deck level during the duration of the Tank Entry.
x Pipelines passing through inspected tanks must be flushed and filled with clean Ballast
Water.
x All Personnel involved in tank entry must be fully briefed in the hazards of H2S.
Adequate manpower must be available, if Rescue is required.
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2.4.6.1.2 Mercaptans ( Oil Tanker Specific )

Mercaptans are organic sulphur compounds, which are present in some Crude oils, Natural
gasoline and Feedstock.
The toxicity hazards of Mercaptans and the precautions necessary are very similar to those of
H2S.
They have a TLV of about 0.5 ppm and, as some Mercaptans are not soluble in water.
It is necessary to consult with Charterers whether the use of special procedures and / or gas
detection equipment is necessary before entering tanks, which have contained cargoes with a
concentration of Mercaptans of more than 100 ppm by weight.
The initial effects of Mercaptans on people are similar to those caused by H2S exposure,
i.e. irritation to the lungs, eyes, nose and throat.
If the concentration is very high, unconsciousness may occur and it may be necessary to
administer Oxygen.
The permissible exposure limit (PEL) of Mercaptans is 0.5 ppm.
2.4.6.1.3 Oil Cargoes containing Aromatics (Oil Tanker Specific)

Aromatic cargoes (toluene, xylene, benzene, white spirits etc) can produce harmful health
effects through ingestion, absorption or inhalation.
The risk of harmful effects varies according to the type of aromatics, its physical properties
and the individual¶s inherent sensitivity.
Aromatic cargoes (e.g benzene, toluene and xylene) are generally clear colorless liquids,
characterized by a distinctive sweet odour.
Before loading or discharging, the relevant Material Safety Data Sheets (MSDS) must be
reviewed and brought to the attention of all personnel associated with the use or handling of
the product concerned. (i.e during a pre-cargo operations Safety Meeting).
Checks must be made to ensure that the packing and gaskets in the following fittings are in
good condition and that the fittings are tight:
x Ullage Plugs
x Tank tops
x Valve deck stands
x Tank Cleaning Opening plates
x Tape wells and wiper glands
x Pump room cargo valves , blinds etc
x There are no leaks in the closed vent system and the system is free of obstructions.
x The cargo and stripping systems used, are in good condition with no leaks at flange
gaskets, packing glands or seals.
Tanks, previously containing aromatics, must be tested with a combustible gas and oxygen
indicator and a vapour indicator before personnel is allowed to enter.
Regular checks must be carried out for aromatic and combustible vapours in locations where
excessive concentrations are probable, such as the Pump Room.
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During discharge or when loading through the pump room, the pump room ventilation system
must be in continuous operation.
Before entering the pump room, the atmosphere must be vapour- tested and the appropriate
respiratory protection used.
2.4.6.1.4 Lead Gasoline (Oil Tanker Specific)

The amounts of Tetraethyl Lead (TEL) or Tetramethyl Lead (TML) normally added to
gasolines, are insufficient to render the gases from these products significantly more toxic
than those from unleaded gasoline. The effects of the gases from leaded gasolines are
therefore similar to those of petroleum gases.
2.4.6.2 High Toxic Chemical Cargoes

The IBC code clearly identifies (High) Toxic cargoes in Chapter 17 column K (T).
IBC Code requirements for these cargoes are highlighted in Chapter 17 column ³O´ with a
reference to Chapter 15.12.
2.4.6.3 High Toxic Chemical Cargoes (Chemical Tanker Specific)

High Toxic Chemical cargoes can only be carried on Ship-Type 1 or 2.
On these Vessels, crew with the relevant certification and experience must be employed only.
The following must be strictly followed:
x High Toxic Cargoes are only allowed to be operated in Closed Condition on company
Vessels.
x Before loading High Toxic Cargoes, the Master must ensure that the Cargo Hazards
related to the Cargo are fully understood by all crew and that all measures have been
taken.
x A Pre-cargo operation conference ( for Loading/Discharging/Tank Cleaning)
is Mandatory
Some High Toxic Chemical Cargoes are transported frequently.
Examples are:
x Aniline
x Acrylonitrile
x Benzene and mixtures having 10% Benzene or more.
x Pyrolysis Gasoline (containing Benzene)
x Phenol
x TDI, MDI
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The Company must provide a Cargo Handling Sheet for the product(s) carried onboard.
In addition, before any High Toxic Cargo (which has not been previously carried onboard) is
to be loaded, the following are required:
x a Preliminary Cargo Handling Sheet
x a Risk Assessment
x a Management of Change
2.4.7 Mercury in Crude Oils

Mercury has been found to be present in many crude oils in both organic and inorganic form:
x Dissolved Elemental Mercury
x Dissolved Organic Mercury
x Inorganic Mercury Salts
x Complexed Mercury
x Suspended Mercury Compounds (most commonly Mercuric Sulphide and Selenide)
x Suspended Adsorbed Mercury (Elemental and Organic)
Concentrations in excess of 10 ppb (parts per billion) can be frequently found and some crude oils
(mainly from Asia Pacific) may even have concentrations in excess of 100ppb.
Mercury has both chronic and acute effects on health. Chronic effects are the result of long term
exposure to relatively low OHYHOV Acute effects are less common and tend to result from a single
uncontrolled high exposure.
The recent transportation of a crude oil cargo containing a high concentration of Mercury, has
highlighted the need to establish a suitable and sufficient working practice for handling cargoes with
Mercury or for accessing areas and enclosed spaces that might contain Mercury.
In principle, all cargoes, indicating Mercury content in their MSDS, must be handled as potentially
hazardous and relevant atmospheric measurements must be taken to ensure compliance with
occupational exposure restrictions (see below).
Particular attention must be placed when handling cargo considered as high in Mercury, i.e.
when the terminal analysis shows the concentration of Mercury to be equal to or greater than 50
parts per billion (ppb) or 0.05 parts per million (ppm).
The OCIMF¶s publication ³Safety, Health, Environmental Issues and Recommendations for
Shipboard Handling of Elevated Mercury Crude cargoes´ may be referenced for further guidance.
2.4.7.1 Health Impacts due to Mercury

The human body can be exposed to Mercury by the following means:
x Inhalation.
x Absorption.
x Ingestion.
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Absorption can occur through skin contact for this substance and though ingestion is possible, it is
the least likely form of entry to the body.
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The exposure to naturally occurring mercury is likely to personnel working on deck during cargo
operations or to personnel who are required to enter the cargo tanks of crude carriers which have
recently carried cargos designated as high Mercury cargoes.
Metallic mercury and its compounds are considered toxic and or very toxic. Mercury and its
compounds have an appreciable vapour pressure at room temperature and therefore are readily
absorbed through the respiratory tract or through unbroken skin. It acts as a cumulative poison since
only small amounts of the element can be eliminated at a time, targeting vital organs, such as kidneys
and nervous system.
High concentration of vapour may cause acute effects, such as:
x Headache
x Nausea
x Tremor
x Allergic skin reactions
x Cough
x Breathlessness
x Vomiting
Chronic effects from continual exposure to small concentrations can cause severe nervous
disturbance, insomnia, loss of memory, irritability and depression.
In severe prolonged absorption, severe damages may occur, such as:
x Kidney disease
x Emotional disorders
x Tremors
x Ataxia
x Skin ulcers
x µMad Hatters¶ disease ± psychosis, dementia, neuroses
x Unintelligible speech
x Irritant dermatitis
x Loosening of teeth
Although the likelihood of acute exposure is low, this must be never underestimated as threat,
especially in high temperature environment, such as when carrying out hot work in confined
spaces or pipelines.
2.4.7.2 Environmental Impacts due to Mercury

Mercury becomes most environmentally hazardous when introduced to eco-systems, when it is
altered by bacterial or chemical action into an organic form called methyl-mercury.
Methyl-mercury is much more toxic than the original metal molecules, as it has the ability to be
absorbed and accumulated within the living tissue and its concentration passes through the food
chain and builds-up.
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Elevated methyl-mercury levels may lead to the decline of the affected wildlife population and affect
human health when consuming contaminated food.
Onboard tankers, levels of Mercury may be present in suspension in slop water coming from cargo
tank washings, settled to the bottom of tank after a period of time.
In this respect it is recommended to consider analyzing slop water for potential Mercury content
before its discharge, in cases of:
1. Slops come from tank washings, where the original Mercury content was high.
2. Slops are to be discharged after limited settling time.
2.4.7.3 Occupational Exposure Limits of Mercury

The present generally accepted Occupational Exposure Limit (OEL) over 8-hour time weighted
average (TWA) for Mercury ± Alkyl Compounds in air is 0.01 mg m-3 and for Mercury ± Elemental
and Inorganic Forms is 0.025 mg m-3 (NB).
For noticing the difference air saturated with mercury vapour at & exceeds the toxic limit by 200-
500 times). Certain countries may enforce their own OEL, which may be even stricter.
In any case, airborne concentration up to of 0.0125 mg/m3 (measured by portable instruments

and using a dedicated Mercury analyzer) is considered by the Company to be the maximum
acceptable workplace exposure limit onboard fleet Vessels, notwithstanding any applicable
stricter standards imposed by Flag or Port States.
The presence of mercury must be detected on deck during cargo and tank cleaning operations and in
tanks, as applicable for the enclosed space entry process.
2.4.7.4 Safeguards in case of excessive Mercury concentrations

Atmospheric testing must be carried out by using portable atmospheric equipment and suitable
measuring tubes for Mercury vapours. Alternatively, a Mercury direct reading instrument may be
used, provided it is ensured being intrinsically-safe.
In case of intended loading of a cargo with declared high Mercury content (in excess of 5 PPM)
relevant hazards and mitigating measures must be addressed in advance through a formal Risk
Assessment.
This Risk Assessment must be thoroughly discussed and its results taken in account during the Safety
Meeting held among the Master and the Crew Members prior to any cargo transfer or tank cleaning
operation and posted in the CCR throughout the operation.
Moreover, and irrespectively the indicated Mercury content in cargo, if the initial or repetitive
atmospheric measurements indicate airborne concentration in excess of 0.0125 mg/m3 then:
x For personnel operating on deck appropriate PPE must be worn, as listed below.
x Personal air monitoring devices must be available for full shift (specific for Mercury monitoring)
x For enclosed space, entry of personnel must be banned or interrupted, until the concentration is
measured to be below the above acceptable limit.
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2.4.7.5 Personal Protective Equipment

Personnel involved in Cargo, Tank Cleaning and Enclosed Space Entry operations must wear
Personal Protective Equipment as per the Company¶s applicable PPE Matrix,
Moreover, in case of elevated Mercury concentrations, the following must be considered in addition:
Table 5: PPE for elevated Mercury concentrations
Mercury Respiratory Equipment Other PPE

Concentration
(mg/m3)
0 ± 0.0125 None required As originated from the PPE matrix.
In addition, Chemical suit, if working in tanks with
sludge present.
0.0125 ± 0.25 Supplied and or self- Chemical suit with rubber apron (the latter if splash
contained air breathing potential exists), chemical face shield and gloves.
apparatus
0.25 ± 1.25 Supplied and or self- Chemical suit with rubber apron, chemical protective
contained air breathing shield, chemical resistant gloves and chemical resistant
apparatus shoes (rubber boots) or shoe covers.
1.25 ± 10.0 Supplied and or self- Chemical suit with rubber apron, chemical protective
contained air breathing shield, chemical resistant gloves and chemical resistant
apparatus shoes (rubber boots).
> 10.0 Supplied and or self- Chemical suit with rubber apron, chemical protective
OPERATION contained air breathing shield, chemical resistant gloves and chemical resistant
apparatus shoes (rubber boots).
BE AVOIDED
Personnel carrying out this process must exercise a high standard of personal and industrial hygiene.
2.4.7.6 Tank Venting

Special care must be placed in case of cargo tank venting.
In this respect:
x Likely paths of the vented vapours must be identified and access restricted by cordoning-off.
x Appropriate PPE as per the above table and personal monitors for Mercury must be used.
x Frequency of venting, as well as ambient conditions, temperature, wind and Vessel movement
must be taken in account to control venting and minimize possibility or extent of exposure.
2.4.7.7 Stowage and Handling Materials containing Mercury

Contaminated PPE must be changed without delay. Defective PPE must not be used. In general any
material including PPE and clothing, which is suspected to be contaminated with Mercury must be
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considered as hazardous waste and kept outside the accommodation, for de-contamination or
disposal ashore, through appropriate disposal channels.
Sediments and sludge removed from cargo tanks during the tank cleaning process, after regular
carriage of cargoes with high Mercury concentrations, can contain elevated levels of Mercury; in
this respect specific precautions for handling, storage and disposal might be required, including
employment of approved Companies operating in compliance with the applicable regulatory regimes.
The segregation of mercury impact PPE, cloths and solid waste (such as sediments and sludge) is
critical to control exposure and cross-contamination of wastes. In this respect, they must be stored
and segregated dedicated containers, properly labelled, without mixing with other waste or material.
Attention must be also placed to avoid physical contact of Mercury wastes with certain metals, such
as aluminum, since this tends to form amalgams and corrode the metals.
Disposal of Mercury impact waste must always be conducted in accordance with the national
legislative requirements of the country, where the waste is to be disposed.
2.4.7.8 De-contamination
De-contamination of personnel involved in activities with cargoes containing Mercury must take
place within the cordoned-off hazardous zones.
PPE must be removed, inspected, cleaned / decontaminated before being re-used or disposed. PPE
contaminated with sludge must be sealed in plastic bags, not mixed with other waste and labelled as
containing Mercury waste, before being off-landed for disposal.
Mercury is not soluble in water, thus decontamination is usual not feasible, as it is difficult to remove
it by conventional means; in this respect, in most cases, safe disposal of contaminated equipment is
the preferred option.
2.4.7.9 Training of Personnel

Personnel involved in handling Mercury must be properly trained with records maintained in the
individual training logs.
Training topics must include, not necessary limited to, those described in OCIMF¶s publication
³Safety, Health, Environmental Issues and Recommendations for Shipboard Handling of Elevated
Mercury Crude cargoes´:
x MSDS review, incl. consideration of physical/chemical properties and potential hazards.
x Mercury toxicity and exposure guidelines & limits.
x Locations where exposure to mercury may occur.
x Mercury presence identification, incl. technics for measuring atmospheric concentration of
Mercury vapours.
x Control and mitigating measures, including proper PPE selection.
x Physical access restrictions, labelling and cordoning-off areas with potential risk of Mercury
accumulation.
x Personal hygiene and safety.
x Special precautions to minimize exposure, incl. spill prevention and cleaning-up.
x Waste handling, decontamination and segregation for disposal.
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2.5 CORROSIVE CARGOES

The most common corrosive liquids are acids, alkalis and amines, which can be organic or inorganic
in origin.
The most dangerous corrosive products can cause severe burns after only a very short exposure time
and can destroy the eye(s) with one contact only.
Corrosive substances will easily destroy the skin, eyes and mucous membranes in the mouth and the
respiratory tract, when coming in contact.
Corrosive Cargoes can also corrode metals or other materials used in the ship¶s construction at a very
high rate.
Some corrosive substances have an anesthetic effect on the skin, so that the harmful effects of
exposure are only felt at a later stage.
x Some substances become more corrosive in the presence of water, or produce corrosive
vapour when in contact with moist air.
x Alkalis and acids, if mixed, can form a violent reaction.
These two cargo types must be kept totally separated from each other and must NOT be
stowed in adjacent tanks.
o The same is applicable to organic and inorganic acids.
x Some corrosive liquids can become flammable gases when in coming into contact with some
materials such as metal or fibrous materials.
2.5.1 Corrosive Cargoes (Chemical Tanker Specific )

In addition to the general guidance in the 2.5 above, Shipboard personnel on Chemical Tankers
must refer to the Miracle Tank Cleaning Guide-Safety Seminar ± Hazards and to the Tanker Safety
Guide-Chemicals.
Corrosive cargoes are very hazardous to human beings as well as to the Vessel¶s structure.
Corrosive cargoes include :

x Acids,
x Amines and
x Alkalis.
x However, Caustic Soda must never by underestimated
Caution: The use Leather Gloves and Shoes is NOT permitted.
The following precautions must be taken into consideration:

x All materials used in the construction of the tanks and cargo system must be resistant to
corrosion.
x While these cargoes are being handled, full- protective clothing must be worn according to
the PPE Matrix for Chemical Cargoes.
o All parts of the body, especially the eyes, must be covered.
x Great caution must be taken when opening- up a tank space, valve, line or blank.
x Materials such as cotton waste must not be used for mopping up corrosive liquids.
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o Corrosive liquids, waste, etc. can cause fire.

x If a person is splashed with corrosive liquid, the clothes must be removed as soon as possible
and the person must be washed with plenty of water.
o Emergency Showers are available on the deck for this purpose.
o For medical treatment guidance as found in the MSDS and in MFAG must be referred
to.
x Spray shields must be used for cargo manifold connections in order to prevent cargo spraying
on the surrounding structure.
x All accidents must be reported to the Office immediately.
2.5.2 Special Acids (Chemical Tanker Specific )

Some Acids present additional hazards.
Some are mentioned in this paragraph but the list may not be considered complete.
x Nitric acid is a powerful oxidising agent and can cause fire when coming in contact with
combustible materials such as wood and cotton.
Therefore, fabric materials must never be used on spilled nitric acid or any other oxidising
agent.
x Sulphuric acid and Chlorosulphonic acid react violently with water-the resulting reaction
producing large amounts of heat- which can cause the water to boil.
x Chlorosulphonic acid, Dichloropropionic acid, hydrochloric acid and oleum are toxic by
inhalation.
x Acetic acid and acetic anhydride are flammable.
x Most other acids are themselves non-flammable but, in general, acids react with metals to
evolve hydrogen, which is highly flammable.
2.6 REACTIVE CARGOES

Reactive cargoes (including their vapours) are cargoes reacting when coming into contact with each
other.
The Cargo Compatibility Card and system according to CFR 46 Part 150 must be strictly followed.
Important:
This also applies to any Oil Tanker simultaneously carrying / operating Chemical cargoes.
2.6.1 Self -Reactive Cargoes

Self-Reactive Cargoes are Unstable Chemicals, which can self-react within their own mass and do
not need another substance to trigger a reaction.
Decomposition or polymerization is the most typical reaction that can occur within unstable
chemicals, carried on board Chemical tankers.
A cargo may change from a liquid into a viscous or even a solid one.
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2.6.1.1 Self -Reactive Cargoes ± IBC Requirements (Chemical Tanker Specific)

Ships carrying Self- Reactive cargoes must be provided with a Certificate of Protection from
the manufacturer, and kept during the voyage, specifying:
x The name and amount of the Additive present
x Whether the additive is Oxygen dependant
x The Date additive was put in the product and the duration of effectiveness
x Any temperature limitation qualifying the additives effective lifetime and
x The action to be taken, must the length of the voyage exceed the lifetime of the
additive/inhibitor.
2.6.1.2 Company Requirements (Chemical Tanker Specific)

The Vessel MUST have a correct Inhibitor Certificate on board, before departing from the
jetty.
The Vessel must calculate/evaluate whether the lifetime of the inhibitor is sufficient for the
duration of the intended voyage (duration of the voyage +30%) also taking into consideration
potential temperature differences.
Attention!!
Some inhibitors (like TBC for Styrene) can be very dangerous!
For further guidance refer to Section 21-³Cargo Doping Operation´ of this Manual
2.6.1.3 General Guidance on Self-Reactive Cargoes (Chemical Tanker Specific)

Self-reactive cargoes are cargoes like Styrene Monomer, Vinyl Acetate Monomer and others.
Polymerisation may, under some circumstances, be dangerous, but may be delayed or
controlled by the addition of inhibitors.
Substances that polymerise may generate extensive heat and/or toxic and/or flammable gases.
o Polymerisation is often initiated by high temperatures, or by a reaction with small
amounts of other chemical impurities that act as a catalyst which further accelerates
the rate of reaction.
o Often, it can be controlled, before the product reaches the so called ³runaway point´.
o Until this point, the temperature is raising gradually, thereafter it raises in an
uncontrolled and potentially violent way.
The most common catalysts that accelerate polymerisation are:
x acids,
x alkalis and
x metals.
The main danger of exothermic polymerisation in a confined space is an increase in pressure
in addition to the emission of potentially toxic and flammable vapours.
Polymerisation may be prevented by controlling the transport temperature and by adding a
chemical stabiliser or inhibitor, which neutralises the impact of the catalyst.
Substances which polymerise, such as styrene monomer and vinyl acetate monomer, exhibit a
unique property which allows individual molecules of a particular substance (monomer) to
combine with each other to form long chain polymers.
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Most polymerisation reactions are exothermic, and are characterised by an accelerating

reaction rate until all of the monomer molecules are consumed. The speed of a polymerisation
reaction can be extremely dangerous.
If the polymerisation process starts spontaneously, the product is considered to be self-
polymerising. Although spontaneous polymerisation can occur at ambient temperatures, it is
very often initiated by elevated temperatures, either due to environmental conditions or
adjacent heat sources.
2.6.1.4 Emergency Response (Chemical Tanker Specific)

If cargo has passed the ³Runaway Point´, Cargo jettisoning must be taken into consideration
for the safety of the Vessel.
The Master MUST inform the Office, as per Company Emergency Reporting procedures
before such an Emergency Operation takes place.
2.6.2 Water-Reactive Cargoes

Water-Reactive Cargoes, react (sometimes violently) with water.
Special attention must be given when handling this kind of cargo.
2.6.2.1 Water Reactive Cargoes (Chemical Tank Specific)

The reaction of some chemicals with water, including humidity in the air, can generate gases
that are flammable or toxic or both.
Isocyanates, such as Toluene Di Isocyanate (TDI), react violently with water to form carbon
dioxide, an asphyxiate gas.
The reaction can also lead to over pressurisation of the tank.
Therefore, the crew must be fully aware, in case this kind of product is carried on board.
Other products react in a slow manner that does not pose any safety hazard to the ship or her
crew, but may generate chemicals, which will possibly damage equipment, tank coating or
materials, or can deplete the space from oxygen.
Other products, if contaminated with water, may deteriorate in their composition at such a
degree that will lose their original chemical composition.
The following must be kept in mind:
x Cargo Reaction may occur spontaneously with no outside influence, or may occur if the
cargo is heated, or if a catalyst of impurity is added.
x Inerting, in this case, is not used for reducing the Oxygen BUT for removing the humidity
in the cargo tank!
2.6.2.2 Water Reactive Acids and Alcalines (Chemical Tank Specific)

If water is added to acid or alkalis, the temperature may rapidly rise to above & and can
cause splashing.
Concentrated sulphuric acid (95-98%) becomes corrosive to stainless steel when diluted
between 20-80%.
Corrosiveness is further enhanced, when acid is diluted with sea water because of the high
chloride content.
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Taking the above into consideration it is of utmost importance to remove the clothes from a
person which has been contaminated with acid, in order to avoid an increasing skin burn due
to dilution when using the decontamination shower.
In case of a cargo release on deck, do NOT try to collect the cargo with a wilden pump but
use massive amount of water in order to wash the cargo overboard.
Caution!! Sulphuric Acid will form explosive hydrogen when in contact with Water!!
2.6.3 Reactive Cargoes (Chemical Tanker Specific)

Most chemicals are chemically stable, if appropriately handled.
Some chemicals, however, may be self-reactive (called ³unstable´ or ³reactive´) when in contact
with air, water or other materials and may react in a dangerous and violent manner.
Reactive cargoes are cargoes which will react:
x By themselves (Self-Reactive cargoes ± usually inhibited) and/or
x React with air
x React in contact with another cargo
x React with water
x React with other materials
Cargo Reaction can be spontaneous

and might cause fire, explosion or polymerization, massive expansion cracking tanks.
For training and additional information the following Industry Guides must be referred to:
x Miracle Tank Cleaning Guide ± Safety Seminar ± Hazards.
x Tanker Safety Guide Chemicals
x Tanker Safety Guide Gas
2.6.3.1 Chemicals reacting with Oxygen in the Air (Chemical Tank Specific)
( Also refer to Tanker Safety Guide- Chemicals )
Some chemicals react with Oxygen.
These include ethers which react slowly with Oxygen in the air, or with Oxygen dissolved
within the mass of the liquid, to form peroxides.
Once formed, organic peroxides can act as reaction catalysts, initiating a polymerizing
reaction.
The main danger is that at normal or elevated temperatures, they are liable to trigger
exothermic and self-accelerating decomposition.
The decomposition can be initiated by:
x heat,
x contact with impurities (e.g. acids, heavy metal compounds and amines),
x friction or impact.
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Some organic peroxides may decompose explosively, particularly in conᚏned spaces such as a
cargo tank.
The following precautions must be taken into consideration:
x In order to prevent the formation of organic peroxides, when carrying such cargoes, the
tank must be fully inerted for the duration of the voyage.
x A further precaution is to ensure that the carriage temperature is as close to ambient as
possible.
Decomposition Process
Natural products such as animal and vegetable oils react slowly with Oxygen as a part of the
Decomposition process (also known as putrefaction).
These oils slowly oxidise in the presence of air by the action of bacteria present within the
oils.
There are two (2) dangers associated with this decomposition process:
x Natural products : The process consumes Oxygen and produces carbon dioxide (CO2)
creating an asphyxiating atmosphere
x Hydrogen sulphide (H2S), a hazardous gas, can be produced as part of the decomposition
process, if Oil is in contact with water.
Tanks containing bunkers or slop tanks, containing vegetable oil washings are a particular
risk, especially after prolonged storage over several days at elevated temperatures.
The Decomposition process is accelerated by heat and the presence of water.

Due to this as Vegetable Oils can have a risk of Putrefaction, any Cargo tank entered for the
purpose of sweeping,
MUST be tested for CO as well, and any person entering this Cargo Tank MUST carry
a Personal CO meter.
2.6.3.2 Cargo Quality (Chemical Tank Specific)

One of the main concerns of the Chemical Tanker Trade, are Chemicals reactive to Oxygen
(mainly due to cargo quality reasons).
The Cargo can be easily damaged if the Oxygen content increases above the provided limits.
It is essential to maintain the Oxygen level in the cargo tank below the maximum Oxygen
content allowed.
If an increasing Oxygen level is identified, the Operations Department must be notified
without delay for further guidance.
2.6.4 Incompatible Chemicals ( Reactive to each other) ( Chemical Tanker Specific)
Certain groups of chemicals react with those of other groups if they come in contact with each other.
Such reactions can be hazardous and result in the generation of toxic gases, heat, fire and explosion.
A violent reaction can lead to an overflow and the possible rupture of a cargo tank.
x The USCG Compatibility Chart and subsequent guidance in CFR 46 Part 150 must be used
This is published on an Annual basis.
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It is important to review the relevant Appendix I, II and II.

The relevant guidelines included there-in must be strictly observed.
Guidelines for cargoes might apply to cleaning chemicals and sample bottles as well.
Additionally, the mixing of some acids with water may greatly increase their corrosive effect and
a violent reaction can occur.
When acids and alkalis (caustics) are mixed with water, energy is released in the form of an
immediate increase in temperature.
In order to prevent a violent reaction,

acids or alkalis must always be slowly added to water
rather than water being added to the container of acids or alkalis.
2.7 HIGH DENSITY CARGOES

High density cargoes might be carried on company Vessels.
It is essential that the Vessel checks the COF (for Chemical Tanker) or other ships documents
(Oil Tanker) BEFORE loading high density cargoes and ensure that there are no loading restrictions.
Additionally, the Ship¶s Stability Booklet must be consulted, for any sloshing restriction for this kind
of cargo.
Framo Pump:
Loading through the Cargo Pump is PROHIBITED, because it might damage the impeller.
Stowage of a nominated cargo in the ship¶s cargo tanks shall be executed in strict compliance with
the Vessel¶s Loading Manual.
When the Vessel is instructed to load a high-density cargo, the Master shall ensure that the following
procedure is strictly adhered to, when preparing the Loading Plan.
xThe maximum filling level must be calculated, ensuring that there will be no damage to the
tank bottom.
x In addition, the sloshing requirements must be fully complied with.
x Sloshing can damage the ship¶s side or bulkheads and generate electrostatic-charged mist in
the ullage space.
If a Vessel is nominated to load a high-density cargo with a density which is more than the ship¶s
design limitations, the Company must be consulted in order to verify with the Classification Society
whether the cargo can be loaded and under what limitations (if any) .
2.8 SOLIDIFYING CARGOES

Solidifying cargoes are cargoes which might or will solidify during transport without additional
heating.
It MUST be taken into consideration that some cargoes might be liquid when being loaded, but might
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The following guidelines must be followed:
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x Special attention shall be given when loading heated cargoes.

The effect of a sharp temperature gradient can induce large thermal stresses, which may even
lead to buckling of plates or internal structure or paint deterioration.
x The ballast sequence must be carefully evaluated in order to avoid solidification of the cargo
during loading.
x The ballast tanks-next to the cargo tank to be loaded -must be empty in order to avoid a
solidification of the cargo in the Cargo Tank.
x Any spaces adjacent to heated cargo tanks must be free of water to avoid thermal shocks and
loss during passage.
Furthermore, low flow of cargo is to be kept at the beginning of the loading operation,
allowing the tank structure to heat up gradually.
x (see also the relevant Industry Guideline ( ISGOTT or TSG-C ).
x In addition, loading may commence simultaneously into all tanks that are to receive the
heated cargo or into pair by pair in order the cargo to be spread evenly throughout the Vessel
to ensure even heating of the Vessel¶s structure, depending on factors like sea & environment
temperature, receiving cargo¶s actual temperature, heating requirements, stresses calculations.
x It must be agreed with the Terminal that continuous flow of cargo will be achieved
throughout the whole loading, in order to avoid solidification in deck cargo lines.
x A constant communication must be established to this effect.
x In case loading is interrupted or completed, then cargo loading lines must be blown and
emptied into the tanks taking all necessary precautions to avoid overflow and excessive
pressure. Particular attention must be given to avoid solidification in cargo lines, either
loading or discharging, when the Vessel is in the winter zone.
x Heated cargoes may be loaded at temperatures up to 700C.
On occasions and only with specific approval from the Company, the Vessel may be
permitted to load petroleum cargo at temperatures in excess of this temperature up to a
maximum of 750C. In any case the temperature MUST not exceed the maximum temperature
permitted by the maker of the tank coating.
Cargo must be heated in accordance with Company¶s instructions or any special instructions
contained in the voyage orders. Unless specifically instructed to do so in the voyage orders,
petroleum cargo must not be heated above 700C.
2.8.1 Heating Temperature

Cargoes might require heating due to different reasons.
One main hazard is that the cargo heating system, when in operation, might cause burns to
crewmembers.
2.8.2 Un-intended Heating

Whenever solidifying cargoes are carried on board company Vessels (heated cargoes) and different
products (not to be heated) are loaded onboard at the same time, it MUST be ensured that only the
cargo to be heated is connected to the heating system and all other tanks are disconnected from the
same in order to avoid unintended heating.
Therefore, it is essential that the temperatures of the cargo is measured for ALL loaded cargo tanks
and not only the heated tanks.
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2.8.3 Ballast next to Heated Tanks

The ballast tanks underneath or adjacent to a cargo tank with a heated cargo, must not be used for
ballast and trimming purposes until the tank has been entirely discharged.
Otherwise the cargo temperature near the tank floor or sides, may drop below the melting point
(solidifying), before discharging is completed.
This may lead to solidification of the cargo on the tank floor and pump well, which can potentially
stop the cargo operation.
Also the same, due to deviations from the stripping requirements, will increase the amount of residue,
which in turn will increase the cleaning process (possibly requiring a prewash), if the cargo is a
chemical cargo .
Prior to the commencement of the ballasting operation in presence of heated cargo, the danger of
solidification of the cargo must be taken into consideration.
The following precautions must be considered:
x The cargo must be heated in order to maintain the required temperature for avoidance of
solidification
x The ballasting operations must be carried out progressively, to avoid the sudden change of the
temperature in the adjacent cargo tanks.
x The discharge plan shall take this into consideration, avoiding cargo solidification.
x Raising the cargo temperature to the maximum permitted could help, however overheating a
cargo could affect its quality. Therefore the Master must seek advice from the Company before
deciding to raise the cargo temperature.
2.8.4 Checking Vapour Lines and P/V Valves

It is essential that the Vapour Line System and P/V Valves are checked during loading and also
before arrival at the discharge port.
The Vapours of solidifying cargoes might settle in the venting system or P/V valves, decreasing the
diameter. This means that the maximum loading capacity of this effected tank will be reduced ± in
the worst case down to ZERO ± which might cause an over pressurization of the cargo tank.
It is essential the pressure in the cargo tank will be monitored constantly and that the crew will check
(using the Hammering System) the P/V valve system frequently. Unblocking can be achieved by
means of N2, air or steam as allowed.
It must be remembered that the same is applicable when a Vapour Return Line is connected to the
Vapour Return System.
2.9 HIGH VISCOSE CARGOES

High viscose cargoes might be carried on company Vessels.
If a Framo Pump is installed, High viscose cargoes MUST be carefully evaluated and compared with
the maximum viscosity the Framo Pump is designed for.
In any case the Vessel MUST receive the relevant Viscosity Curve, in order to calculate the
minimum discharge temperature for the relevant viscosity.
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lower viscosity.
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Further information regarding these kinds of cargoes can be found in TSG-C.
2.10 SOLIDIFYING OR HIGH VISCOSE CARGOES-MARPOL (CHEMICAL TANKER SPECIFIC )

Solidifying substance means a cargo with a melting point of less than & is at a temperature of
less than & above its melting point at the time of unloading or with a melting point of equal or
greater than & is at a temperature of less than & above its melting point at the time of
unloading.
High viscosity substance means a noxious liquid substance in category ³X´ or ³Y´, with a viscosity
equal to or greater than 50 mPa.s at the unloading temperature.
A tank, from which a solidifying or high viscosity substance has been unloaded, shall be prewashed
before the ship leaves the port of discharge, according to MARPOL and Ship¶s P&A manual.
The resulting residues must be discharged to a Reception Facility until the tank is empty.
If the residues cannot be disposed to a Reception Facility, in order to comply with Administration
Requirements, this must be reported to Company.
Prewash Procedures for High Viscosity and Solidifying Substances
Tanks must be washed as soon as possible.
After unloading, if possible, tanks must be heated before washing.
Tanks must be washed by means of a rotary water jet, operated at sufficiently high water pressure
and in locations to ensure that all tank surfaces are washed.
During washing, the amount of water in the tank shall be minimized by continuously pumping out
slops, and promoting flow to the suction point (positive list and trim).
If this condition cannot be met, the washing procedure shall be repeated three (3) times, with
thorough stripping of the tank between washings.
The Master has to obtain from the Shippers, the Shipping Documents when transporting such
cargoes, in order to ensure that the products will be heated accordingly, in order to avoid the prewash
obligation, if at all possible.
2.11 VAPOUR RELEASE THROUGH P/V VALVE AND DECK OPENINGS
This paragraph is applicable for Loading, Tank Cleaning and Gas Freeing operations!
When releasing hazardous vapours through the Mast Raiser, the wind condition must be carefully
observed in order to protect the crew from exposure to flammable and / or toxic vapours or vapours
including any other health hazard.
The relevant guidance in ISGOTT Section 11.4.3 and the TSG-C Section 7.7 must be taken into
consideration.
The gas level within the tanks to be below 30% of the LEL and all relevant areas must be tested at
regular intervals in order to avoid exceeding the TLV-TWA limits when the vapour release is through
the PV Valves.
However, any escape of cargo vapours on deck level must be avoided unless the tank or enclosed
space has been confirmed as gas free therefore, the concentration of flammable gases in its
atmosphere is 0% LEL, the concentration of toxic gases (including IG components) is less than the
TLV and the Oxygen concentration is not less than 20.8%
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2.11.1 Graphic showing danger of wind

The following Graphic shows the danger of wind (source ISGOTT).
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2.12
PO
LLUTION
HAZARDS
The following
guidelines must be taken into consideration, in order to protect crew from exposure to oil and
chemical cargoes in case of pollution, and to protect the environment
(The procedures /guidance as found in the SOPEP / SMPEP Manuals fully apply).
2.12.1 Oil Cargoes (Oil Tanker Specific)

There are mainly only two (2) pollution categories:
x Floater
x Sinker
As mentioned earlier in this Manual, cargo vapours can be a source of ignition, toxicity and other.
Depending on the product, it MUST be taken into consideration that a pollution is not only a
pollution hazard but might also be an increasing fire, explosion or toxic hazard.
2.12.2 Chemical Cargoes (Chemical Tanker Specific)

Chemicals have different properties and therefore the Pollution Hazards are categorized in
four (4) categories:
x Floater
x Sinker
x Evaporator
x Dissolver
³Floater´ and ³Sinker´ are similar to the Oil cargo regarding Emergency Response.
³Dissolver´ are chemicals, fully water soluble and no effective Emergency Response on a spill to
water can be performed.
2.12.3 Danger of Floaters ( Oil or Chemicals )
If a pollution occurs, there is a risk of remote ignition as well as intoxication of any 3rd Parties due
to the fact that Cargo and /or Cargo Vapours might travel for some distance.
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Therefore, relevant Pollution Plan must be executed as soon as possible in order to prevent the Cargo
or Cargo vapours from dispersing.
2.12.4 Danger of Sinker (Oil or Chemicals)

Because this type of product is heavier than water, the product will sink and there is not much the
Vessel can do, apart from informing the Authorities and the Spill Response Centre, when/if
applicable.
2.12.5 Danger of Evaporators (Chemicals)

³Evaporators´ are very dangerous because a gas cloud will be formed close to the Vessel and above
the polluted cargo which could easily be ignited, even from distance or cause an intoxication when
toxic.
2.12.6 Danger of Dissolver (Chemicals)

Dissolvers are Chemicals dissolving in Water. The percentage (%) of the various Chemicals is
different. However, when a Chemical dissolves in water, there is not much the Vessel can do apart
from informing the Authorities and the Spill Response Centre when applicable.
2.13 SAMPLING AND GAUGING

Sampling and Gauging can be a High-Risk operation depending on the Cargo and the manner it is
carried out.
The Company has decided to implement the same procedure for both Sampling and Gauging
The Company has a ³CLOSED´ Cargo Operation Policy for Hazardous Cargoes
and therefore Closed Sampling and Gauging is included.
Closed Gauging / Ullaging is required by the Company
for all Hazardous (e.g. flammable, toxic, corrosive or reactive) cargoes.
For ³OPEN´ Sampling the following must be considered:

x Open Sampling of Toxic/or Reactive cargoes is Prohibited.
x Open Sampling of Flammable cargoes might be carried out if the tank is inerted, provided
that the Risk Assessment Procedures is fully complied with but also local authorities /
terminal¶s permission has been received, in writing.
(for more information on Sampling refer to SECTION 20 ±³Cargo Sampling´ of this Manual).
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2.13.1 Sampling and Gauging (Chemical Tanker Specific)

Chemical cargo gauging is regulated in the IBC Code column ³j´ accordingly as ³Closed´,
³Restricted´, or ³Open´.
Sampling has not been regulated in the same way and therefore the Company has decided that the
same rules do apply for Sampling as for Gauging.
A deviation from the Company¶s CLOSED Sampling and Gauging Procedure

for cargoes indicated as ³R´ and ³C´ of the IBC, Code Chapter 17,Column ³j´ is
PROHIBITED.
On Company Vessels, only Vegetable Oils are permitted for Open Sampling due to the nature of the
product and some Chemicals, indicated as ³O´ in Columns ³j´ in the IBC Code.
Any Deviation from the above, requires approval from the Operations Department following a Risk
Assessment process for a Non-Standard Operation.
Sampling of Flammable or Toxic Chemical using the drip line is PROHIBITED.
2.14 CARGO HOSES

Whenever Cargo Hoses from Company Vessels will be used, the following apply for the Ship-to -
Terminal connection as well as for the Ship to Ship connection , during Cargo Transfer .
x Cargo hoses used MUST be approved for the relevant product transferred.
x All cargo hoses used MUST have a valid Test Certificate.
x Cargo hoses with visual damages MUST NOT be used.
x Checks have to be performed according to the Maintenance Manual.
2.15 PRESSURE SURGE OR ³HAMMER EFFECT ´
It is important to prevent the generation of the ³Hammer Effect´ or ³Pressure Surge´ during
Cargo and Ballast Operations on board.
It must be noted that Pressure Surge, in most cases, could have a significant adverse impact on the
safe conduct of the operations since it may result in serious damages to the Vessel, its Cargo and its
Ballast Piping Systems or to the Shore Piping and Cargo System.
Misconduct of routine Cargo and Ballast Operations will result in damages to Pipelines, Machinery
and other connected Equipment.
It must be stressed that any Pipeline System is liable for more or less severe Pressure Surge.
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2.15.1 What is ³Pressure Surge´ or ³Hammer Effect´?
³Pressure Surge´ or ³Hammer Effect´, is an abrupt increase of pressure in the pipeline system
when there is a sudden change in the Rate of Flow of liquid in the line(s).
It reaches its maximum when the flow is stopped.
Pressure Surge usually occurs when a fluid flow starts or changes or stops quickly or is forced to
make a rapid change in direction.
The main factors in the generation of the Pressure Surge are:
x the Flow Velocity of the liquid
x the length of the pipe.
2.15.2 Onboard Operations

Pressure Surge can occur during various stages of the cargo and ballast operations on-board, mainly
due to sudden changes in flow, such as:
x rapid opening or closing of valves against the flow.
x starting and stopping of pumps.
The most critical stages of the cargo and ballast operations during which the responsible Officers
must exercise caution to prevent µPressure surge¶ are the following:
x Cargo Operations
o Starting a Cargo Pump for discharging.
o Stopping a Cargo Pump.
o Changing Discharging System (lines).
o Starting Loading Operation.
o Changing Tanks during the Loading operation.
o During Topping off process.
x Ballast operations
o Starting Ballast Pumps for ballasting.
o Stopping Ballast Pumps.
o Changing Ballast Tanks when the Pumps are running.
2.15.3 General Precautions against ³Pressure Surge´ Hazards

Relevant Chapters of ISGOTT provide details on the causes of the generation of µPressure Surge¶ as
well as precautions against generation of the phenomenon onboard.
The most important guidelines are listed below:
x To avoid Pressure Surges, valves at the downstream end of a Pipeline System must be
operated with great care.
x Whilst Loading, special care must be exercised in the sequence of the opening and closing of
valves, particularly at the Topping-up stages.
Before changing Tanks, the Valves on the next Tanks to be opened, must be checked for
operation.
x When the flow of cargo is to be diverted from one Tank to another, the Valves on the tanks to
be loaded, MUST be opened before the Valves on the previous tanks are shut.
This is particularly important, when loading at a High Capacity and where mechanically
operated valves are involved.
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x Valves, which control the flow of liquid, must be slowly closed.
x The time taken for valves to move from the open to the closed position and vice versa
must be checked every three (3) months according to the PMS.
x It is important to check that the valves are fully open, when in use, during cargo operations.
Butterfly valves must never be used to throttle the flow when handling cargo at high rates.
If it is necessary to control the flow, it is preferable to reduce the rate.
x In order to reduce the risk of pressure surge, before commencing operations, information must
be exchanged and a written agreement must be reached between the tanker and the terminal
concerning the control of flow rates, the rate of valve closure and pump speeds. This must
include the closure period of remote controlled and automatic shutdown valves.
This information must be included in the Vessel¶s Cargo Plan.
2.15.4 ³Pressure Surge´ or ³Hammer Effect´ (Chemical Tanker Specific)
For Chemical Tankers : The Tanker Safety Guide-Chemicals must be referred to , in particular
Chapter 11.1.4 and 16.8, 16.9 and 16.10
2.16 FOOD GRADE CARGOES (CHEMICAL TANKER SPECIFIC)

Whenever food grade cargoes are to be loaded, special care must be given to the previous cargoes.
Although food grade cargoes do not necessarily present a hazard to the Vessel and crew,
it MUST be kept in mind that this cargo will end up in the food chain.
Any deviation from rules and requirements can seriously harm the end user.
Therefore when carrying Oil or Fat Cargoes, FOSFA Rules

and any other relevant EU Regulations must be strictly observed.
3. RECORD
Cargo Tanks Atmosphere for O2/-
-hydrocarbons & H2S COM/SECTION 10 SF/OPS/343
Daily Cargo Temperature &
Cargo Heating Consumption Monitoring COM/SECTION 10 SF/OPS/317
Daily Tank Pressure Readings-
-when at least one group of IG Branch lines are blinded COM/SECTION 10 SF/OPS/340
Explosive Gas Monitoring Log COM/SECTION 04 SF/MRS/236
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x FOSFA Rules
x Risk Management Manual
x Risk Assessment Form:
x MSC.1/Circ.1401
x ISGOTT
x TSG-C
x TSG-G
x IMDG code
x CHF 46 Part 150
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(010) TANKER OPERATIONS Revision: 03
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 Closed Cargo Operations...........................................................................................................2
2.2 Cargo Tank Venting.................................................................................................................. 2
2.3 Double Segregation Valves....................................................................................................... 3
2.4 Manifold Flanges and Pressure................................................................................................. 3
2.5 Avoiding Cargo Mixing and Leakage....................................................................................... 3
2.6 Drip Tray................................................................................................................................... 3
2.7 Expansion of Cargo................................................................................................................... 4
2.8 Calm Weather Conditions......................................................................................................... 4
2.9 Wind Speed Limit Guidelines................................................................................................... 4
2.10 Discharge of Ballast............................................................................................................... 4
2.11 Environmental Protection (Pollution Prevention)..................................................................5
2.12 Hull Stress.............................................................................................................................. 5
2.13 Freezing Conditions............................................................................................................... 6
2.14 Personnel Transfer by Basket................................................................................................ 6
3. RECORD...................................................................................................................................... 6
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This procedure includes general guidance and instructions for all operations, which are applicable to
both Oil and Chemical Tankers.
2. PROCEDURE
2.1 CLOSED CARGO OPERATIONS
When operating hazardous cargoes (flammable, toxic, corrosive, reactive )

ALL operations shall be performed under "CLOSED" conditions.
³Closed´ Cargo Operations include:

x Emissions to the atmosphere are NOT permitted, unless the Approved Vessel¶s System is
used (for example P/V valves).
x All relevant checks must be performed BEFORE loading (i.e high level, high-high level
alarms).
x P/V valves are checked to ensure that they are free and operational according to
Manufacturers¶ instructions.
x All Cargo Tank Hatches MUST be closed and secured.
x All gauging / sampling ports MUST be closed and secured.
x For Toxic Cargoes, only CLOSED Gauging and Sampling Systems must be used.
2.2 CARGO TANK VENTING

The Cargo Tank Venting System must be set for the operation concerned.
High-Velocity Vents must be set in the operational position to ensure the high exit velocity of vented
gas.
When Volatile Cargo is being loaded into tanks connected to a Venting System (which also serves
tanks into which non-volatile cargo is to be loaded), particular attention must be paid to the setting of
Pressure/Vacuum Valves and to the associated Venting System, (including any Inert Gas System), in
order to prevent flammable gas entering the tanks to be loaded with non-volatile cargo.
Whenever tanks are isolated to prevent cross-contamination, the likelihood of Oxygen entering the
tank due to pressure variations on passage, must be taken into consideration and measures may need
to be planned to restore the inert condition prior to discharge.
Inspections must be made according to the PMS.

Further details on Tank Venting Systems are provided in the following paragraphs as well as in
ISGOTT, TSG-C as applicable.
The maximum flow rate of the cargo is driven by the Maximum Venting Capacity of each cargo tank.
Therefore the Maximum Flow Rates according to VECS Manual must be observed.
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The Cargo Tank Venting System must be correctly adjusted.

Relevant information to be available /posted in the Cargo Control Room for immediate reference.
2.3 DOUBLE SEGREGATION VALVES

All the isolating valves used for double separation purposes, must be closed, lashed or locked.
This must be verified by the Chief Officer or the Officer of the Watch (OOW) under the
accountability of the Chief Officer.
2.4 MANIFOLD FLANGES AND PRESSURE
All unused manifold flanges must be closed and fully bolted.
The Chief Officer must ensure that this has been performed according to the Cargo Operation Plan,
and must recheck this after the commencement of Cargo Operations.
During Cargo Operations, the manifold pressure gauges must be installed on all manifolds including
ALL unused manifolds and must be regularly checked, for valve leakage (which is indicated by an
increasing pressure of the unused manifolds).
2.5 AVOIDING CARGO MIXING AND LEAKAGE

During cargo operations, frequent checks must be made by the responsible Officer, of the cargo
piping system and tanks, to ensure that the correct cargo is entering or leaving the correct cargo
tanks.
Upon completion of loading or unloading of each cargo tank, the relevant valves must be closed to
avoid accidental interconnection to other tanks and to the deck.
2.6 DRIP TRAY

It is essential that drip trays are kept dry at any time.
Whenever there is any cargo release into the drip tray, it must be removed as soon as possible.
Especially, toxic or flammable cargo in the drip tray will create a high risk area, where the TLV-
TWA is expected to be exceeded.
In addition, the above is very important when operating multiple grades.
Some might be not compatible and may therefore react with each other, increasing the hazard at that
area.
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2.7 EXPANSION OF CARGO

Before loading heated cargoes, due consideration must always be given to the maximum cargo
temperatures that may be experienced when the cargo is on the Vessel.
If it is expected that the cargo temperature may be increased during the forthcoming voyage, there
must be sufficient ullage space available to allow for safe cargo expansion.
2.8 CALM WEATHER CONDITIONS

During calm weather conditions, when there is a risk of gas accumulation on deck, additional safety
precautions must be taken during loading of volatile cargoes or during ballasting into a non-gas free
tank.
Such precautions may include monitoring with a Gas Detector where gas may accumulate (e.g.
around the accommodation).
Hydrocarbon Gas readings in excess of 5% of the LFL must be considered as an indication that
potentially dangerous concentrations of gas are building up.
If these limits are reached, the loading operation must be temporarily stopped or the loading patterns
must be adjusted to prevent such a build-up of gas.
Under such conditions, further monitoring for toxic gases such as hydrogen-sulphur, Mercaptan and
benzene, must be carried out.
2.9 WIND SPEED LIMIT GUIDELINES

On arrival at the Terminal, the Vessel¶s Master and/or Bridge Officer must confirm the wind speed
restrictions applicable to the Terminal, taking into consideration the local conditions.
x The maximum wind speed at which the Cargo operations must be stopped.
x The maximum wind speed at which the cargo hoses / hard arm must be disconnected.
x The maximum wind speed at which the Vessel must cast off.
The Wind speed must be recorded in the Bridge logbook at least once per watch.
2.10 DISCHARGE OF BALLAST

During the discharging of Ballast, a regular watch must be maintained on deck, to monitor the
Vessel¶s surroundings.
If any trace of oil is noticed, de-ballasting must STOP

until the source of oil is found and eliminated.
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The discharge of dirty ballast is always performed in accordance with MARPOL regulations, which
define the requirements for the discharge of oil into the sea.
In any other case the Master shall ensure that at the loading terminal there are adequate facilities for
the reception of dirty ballast.
2.11 ENVIRONMENTAL PROTECTION (POLLUTION PREVENTION)

When carrying out any operation, all Industry and mandatory recommendations and regulations must
be complied with, in addition to Vessel's Response Plan and/or SOPEP/SMPEP.
Before any loading or discharging operation, the Responsible Officer must ensure that all Sea Valves
and Overboard Discharge Valves are lashed shut and sealed and/or blanked off.
Before any cargo operations, the Vessel's oil / cargo spill equipment must be placed at the cargo
manifolds and at the aft end of the main deck level.
Portable oil / cargo spill pumps shall be ready for immediate use, with hoses connected and drive air
available.
Air driven pumps must also be mounted to prevent movement and subsequent damages during
operations
All deck scuppers must be firmly in place.
Vessels fitted with deck surface valves shall have a suitable wheel key standing by and instructions to
ensure that slop tanks are de-pressurized of inert gas prior to opening the valves.
2.12 HULL STRESS

The cargo must be distributed longitudinally and evenly to the Vessels tanks and in combination with
the required draught and trim, in order to avoid excessive Ship¶s bending and shear stresses.
In general, all undue concentrations of weight must be avoided.
Before loading cargo or ballast, the Ship's stress and trim for the entire voyage must be calculated
with great attention.
Particular consideration must be given to any limiting draughts that may apply to the forthcoming
voyage.
ǹ record of all stress and stability calculations carried out to support the preparation of the
cargo/ballast operation plans must be retained on board.
It is the responsibility of the Chief Officer to ensure that all those involved with cargo and ballast
operations are fully aware of the calculated and expected final conditions.
Likewise, any stability problems that may be encountered must be fully understood by those
responsible for cargo and ballast operations.
If the quantity of cargo is not adequate, enough to support safe trim, hull stress and draught, or if the
cargo distribution is not sufficient to ensure the aforementioned safe conditions, then ballast may
have to be loaded.
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As a minimum, every one (1) month the loading computer must be tested in accordance with the
approved Loading Computer Manual.
The test must involve physically entering the data for each tank in the Computer and verifying the
result.
Simply retrieving a stored condition and comparing it against the official conditions is not sufficient.
The Tests must be carried out as per PMS instructions.
The Company must be immediately informed of any inaccuracies identified.
The Test Records and Loading Computer print-outs of these tests must be maintained by the Chief
Officer.
2.13 FREEZING CONDITIONS

During freezing weather conditions, cargo / ballast operations must not be started until both the over
and under pressure sides of high velocity vents have been proved free to operate.
Under such conditions, the Chief Officer is responsible for implementing a program to ensure that
they remain free to operate throughout the cargo / ballast operation.
Cargo Officers must go through the company procedures for Cargo/ Ballast Operation in Ice/
extremely cold conditions and fully familiarize themselves regarding cargo / ballast and bunkering
operations.
Form SF/MRS/217A ³Master¶s Overall Monitoring Checklist for Navigation in ice ± Section ³Deck´
must be completed and a relevant entry into Bridge Logbook be made.
2.14 PERSONNEL TRANSFER BY BASKET

If, during Offshore Operations, it is required to transfer personnel by basket, the relevant procedure
of the Shipboard Safety Manual (003) ±Section 05-Work Permits, 2.16-³Personnel Transfer by
Basket´ must be complied with.
The relevant form ³Personnel Transfer by Basket Permit´ must be issued and approved.
3. RECORD
Master¶s Overall Monitoring Checklist-
- for Navigation in Ice NAV/SECTION 05 SF/MRS/217A
Personnel Transfer by Basket Permit SAF /SECTION 05 SF/SAQ/425D
None
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(010) VOYAGE ORDERS Revision: 04
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.1.1 Voyage Orders........................................................................................................................................................2
2.1.2 Time Charter.......................................................................................................................................................... 2
2.2 Voyage Orders...........................................................................................................................2
2.2.1 Voyage Orders and Company Internal Procedures......................................................................................... 4
2.2.2 Voyage Orders ±Technical and Marine Department.......................................................................................4
2.2.3 Voyage Orders received during Week-ends / Holidays.................................................................................. 4
2.2.4 Voyage Orders and Compliance with Charterers¶ Expectations.....................................................................4
2.2.5 Voyage Orders and Vessel¶s Compliance....................................................................................................... 4
2.2.6 Voyage Orders±Charterers Requirements related to Emergency Notification & Terminal Environmental
Requirements...................................................................................................................................................................5
2.2.6.1 Emergency Notification...................................................................................................................................... 5
2.2.6.2 Port Terminal- Specific Environment Requirements.......................................................................................... 5
2.3 Training & Familiarization of Officers on Voyage Orders Compliance................................. 5
3. RECORD...................................................................................................................................... 6
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This procedure provides general guidance regarding the Voyage Orders and the subsequent actions.
2. PROCEDURE
2.1 GENERAL
2.1.1 Voyage Orders

All Voyage Instructions will be provided to the Vessel¶s Master by the Operations Department.
Voyage instructions received directly from Charterers and/or Brokers must not be followed, unless
approved by the Operations Department.
Additionally, if any conflicting instructions are received from Third Parties i.e Agents, Terminals etc
they must not be complied with.
The Operations Department must be notified in order to provide further guidance.
2.1.2 Time Charter

Time Charterers may communicate directly with the Vessel¶s Master, however all instructions must
always be in writing, and must be copied (cc) to the Operations Department.
If any request is raised by the Time Charters over the phone, this must be sent to the Vessel in writing
(by email) and copied (cc) to the Operations Department.
When the Voyage Orders are received by the Master, he is responsible to make a careful review and
immediately inform the Operations Department:
x if there is any item(s) of concern or is unclear and needs further clarification
x if any order cannot be performed and , if so, the reasons
Must Time Charterers, as Commercial Operators, issue instructions which are in conflict or
contradict Company procedures, the Master must immediately contact the Vessel¶s Operator before
assuming any responsibility (i.e by confirming compliance or acceptance to such instructions).
2.2 VOYAGE ORDERS

The Master plans the Voyage based on the Voyage Orders which he receives from the Company.
Additionally, the Master might receive Charterers Instructions.
If differences are identified between the Voyage Instructions received from the Company and
those received from the Charterers the Master must immediately contact the Operations
Department.
If changes to the existing Voyage Instructions occur, the Operations Department must always send
an updated Version of the Voyage Instructions to the Master in writing.
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The Voyage orders must include the following information:

x Charters, Shippers, Consignees
x Loading and Discharging Port
x Cargo Grades
o For Chemical Cargoes the correct Technical Cargo Name according to the IBC
Code.
x Cargo Specifications
x MSDS** for each Grade supplied by the Operation Department (who MUST receive them
from the Charterers or Shippers).
** If the specific MSDS cannot be supplied, a generic MSDS version of this product might be sent to
the Vessel¶s Master and Officers, for the purpose of planning the cargo operations and taking all
required safety precautions.
However the Master MUST receive the cargo-specific MSDS on arrival at the Loading port.
x Cargo Quantity of each grade (CBM or Metric Tonnes).

o Cargo Terms for Each Grade (e.g. MOLCO)
x Draft or Air Draft restrictions and Tide restrictions of loading/discharging port when
applicable.
o The Master is fully responsible to ensure,
that the Vessel will load the maximum possible cargo for the given draft
restriction and
that the Vessel will not arrive over-loaded.
x Cargo heating instructions if applicable.
x For Oil Cargoes only: Whether the ³Loading on Top´ procedure will be applied,
(ref COM 010- SEC 09/ Par. 2.11.6.1.3)
x Nitrogen (Inert Gas) Requirements, if applicable.
x Prewash, if applicable.
x Sample Requirements, if applicable.
x Charter Party (C/P) details.
x Laycan.
x Laytime.
x ETA notices for loading and discharge port.
x Bunker Stems.
x Special Instructions for cargo tank preparation or carriage of cargo or charterers
communication request.
x Charterer instructions (incl. incident notification).
x Agents Details.
x Any special instructions.
The Master must acknowledge receipt of Fixture recap, Voyage Orders and any additional orders, to
the Operations Department, in writing, confirming that these have been fully reviewed and
understood by him.
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When the Master receives the Charterers¶ Voyage Orders, he must prepare a provisional ³Stowage
Plan´ and submit it to the Operations Department, for approval.
2.2.1 Voyage Orders and Company Internal Procedures

Must the Time Charterers or the Voyage Charterers issue instructions which are in conflict with
Company own procedures, the Master must immediately contact Vessel¶s Operator before assuming
any responsibility by confirming compliance or acceptance to such instructions. Operations
Department will review these orders and decide as to how will proceed without the Company¶s
Policy is prejudiced.
2.2.2 Voyage Orders ±Technical and Marine Department

The Technical and Marine Departments have access to all Operations Department¶s emails and
provide instructions to the Vessel¶s Master, in cooperation with the Operations Department, wherever
their input is required.
2.2.3 Voyage Orders received during Week-ends / Holidays

The Vessel Operator and the Operations Manager are contactable at all times, day or night, including
Saturdays, Sundays or Holidays.
In the above periods, all e-mail messages are being monitored on a regular basis through Company-
provided mobile phones and laptops.
Any Voyage instructions or alterations received during AOH/Weekends/Holidays are being passed to
the Masters along with any comments.
2.2.4 Voyage Orders and Compliance with Charterers¶ Expectations

All incoming or outgoing messages to and from the Vessel¶s Master and Officers are automatically
copied to the Company server, even if the company is not in copy.
The Voyage is closely monitored by the Operator, who is responsible for the day to day
communication (including AOH, Weekend and Holidays), with the Master concerning all operational
matters for the execution of the Charter Party. Instructions or comments are given as necessary in
writing and through the phone. Masters are encouraged to communicate with the Operations
Department any time and for any clarification they might require.
2.2.5 Voyage Orders and Vessel¶s Compliance

The Voyage instructions are forwarded to Master by the Operations department along with any
comments.
The Master must study all the details of the Voyage Orders to become familiar with. In the event that
any part of the received orders is unclear or needs further explanation, he must contact the Operations
Department for clarifications.
Special attention must be paid to:
x Cargo grades.
x Cargo quantity.
x Required tank cleaning procedures.
x Draft limitations at loading and discharging port (s).
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x Laydays / Cancelling Dates.

x ETA Notices.
x Requirements from Charterers e.g planned cargo intake, stowage, seasonal load lines
limitations applicable for the Voyage etc.
x Emergency notifications.
2.2.6 Voyage Orders±Charterers Requirements related to Emergency Notification &

Terminal Environmental Requirements
2.2.6.1 Emergency Notification

Company Emergency procedures are described in the IMS Emergency Manual (004).
Charterers¶ Emergency procedures are being received:
x For Vessels under Time Charter through the Charterers¶ Emergency notification
procedures.
x For Vessels under Voyage Charter, the Emergency Notification Procedures are either
included in the Voyage Instructions or forwarded by a separate message.
The Operations Department is responsible to ensure that the instructions are being received
from the Ships and will be complied with.
2.2.6.2 Port Terminal- Specific Environment Requirements

The above information can be collected via Port Agents (SF/OPS/323-³Request for Port
Information´) and re-transmitted to the Master.
Same also is saved in Operations Department Electronic Filing System± File ³Port
Information file´.
2.3 TRAINING & FAMILIARIZATION OF OFFICERS ON VOYAGE ORDERS COMPLIANCE

In order to ensure that the Bridge/Deck Officers are fully familiar with the Voyage Orders and the
importance of strict compliance, the Company has taken the following actions:
x Presentation of Commercial Issues, including Voyage Orders, during the Officers¶ Seminars.
x During the Interview, Briefing and Familiarization of newly hired Officers, or Officers
scheduled for promotion, the Voyage Orders and strict compliance to them, are discussed.
Relevant Forms as below:

OFF/CRW/504- Interview / Familiarization ±Operations Department -Operations for Masters
and Chief Officers
o OFF/CRW/516A- Briefing of Masters and Chief Officers.
o OFF/CRW/518A-Master¶s Mentoring.
o SF/CRW/519A-Higher Rank Training±for Master¶s Duties
o SF/CRW/519B-Higher Rank Training ±for Chief Officer¶s Duties
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3. RECORD
Request for Port Information ±
-Pre-arrival Instructions COM/SECTION 08B/11 SF/OPS/323
Under Keel Clearance Calculation NAV/SECTION 03 SF/MRS/205C
Charter Party
Fixture Recap
Voyage Orders
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(010) CARGO PLANNING Revision: 05
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.1.1 Carriage of Chemical Cargoes (Chemical Tanker Specific)........................................................................... 3
2.2 Responsibilities......................................................................................................................... 3
2.2.1 Master.....................................................................................................................................................................3
2.2.1.1 Master (Chemical Tanker Specific).................................................................................................................... 3
2.2.2 Chief Officer.......................................................................................................................................................... 4
2.2.2.1 Chief Officer (Chemical Tanker Specific).......................................................................................................... 5
2.3 Cargo Information..................................................................................................................... 6
2.3.1 Cargo Information (Oil Tanker Specific)...............................................................................................................6
2.3.2 Cargo Information (Chemical Tanker Specific).....................................................................................................6
2.4 Special Cargoes......................................................................................................................... 7
2.4A Special Cargoes (Chemical Tanker Specific)........................................................................ 7
2.4.1 Heated Cargoes...................................................................................................................................................... 7
2.4.2 Heated Cargoes (Chemical Tanker Specific)......................................................................................................... 7
2.4.3 Heavy Cargoes (SG>1.025)................................................................................................................................... 7
2.4.4 Heavy Cargoes (SG>1.0) (Chemical Tanker Specific).......................................................................................... 7
2.4.5 Toxic Cargoes (Chemical Tanker Specific)........................................................................................................... 7
2.4.6 Self ± Reactive Cargoes (Chemical Tanker Specific)............................................................................................ 8
2.4.7 Water± Reactive Cargoes (Chemical Tanker Specific)..........................................................................................8
2.4.8 High H2S Cargoes (Oil Tanker Specific).............................................................................................................. 8
2.4.9 Cargoes containing more than 0.5 % Benzene (Oil Tanker Specific)....................................................................8
2.4.10 Cargoes containing Mercaptans (Oil Tanker Specific)........................................................................................ 8
2.4.11 High Viscous Cargoes (Chemical Tanker Specific)............................................................................................ 8
2.4.12 FOSFA, EU, NIOP, Kosher Cargoes (Chemical Tanker Specific)......................................................................9
2.5 Pre-Loading Plan....................................................................................................................... 9
2.5.1 Additional Guidance on the Pre-loading (Oil Tanker Specific)...........................................................................10
2.5.2 Pre-Loading Plan (Chemical Tanker Specific).................................................................................................... 11
2.6 Loading Plan............................................................................................................................11
2.7 Tank Cleaning for the Cargo to be Loaded............................................................................. 11
2.7.1 Tank Cleaning Requirements for Cargo to be loaded (Chemical Tanker Specific).............................................11
3. RECORD.................................................................................................................................... 12
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This procedure provides general guidance for the planning of cargo operations, always taking into
consideration Health, Environmental and Operational Hazards of liquid cargoes carried or likely to
be carried on Company Vessels.
2. PROCEDURE
2.1 GENERAL
All cargo operations must be carefully planned and documented well in advance, before arrival at the
loading or discharging port.
The details of the Cargo Plans must be presented and analyzed to all shipboard personnel involved,
with extra focus on the duties and responsibilities during the Cargo Operations and on the critical
stages of the operation.
The Cargo Plan must be discussed and agreed with the Terminal Personnel, BEFORE the
commencement of the cargo operations.
If the Cargo Plans are modified following discussions with the Terminal Representatives, Supercargo
or Surveyors, all changes must be formally recorded and brought to the attention of all shipboard
personnel involved with the Cargo Operation.
In case the changes require any deviation from Company procedures,

the Operations Department must be immediately informed
NO CARGO OPERATIONS MUST COMMENCE,
before approval is received from the Operations Department.
Additionally, deviations from quantities indicated in the Voyage Orders are only allowed
following approval by the Operations Department.
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2.1.1 Carriage of Chemical Cargoes (Chemical Tanker Specific)

Since the Company¶s Chemical Tankers do not carry Chemical Cargoes on a regular basis, the
following must be strictly implemented:
CASE 1 Before proceeding with any loading operation.

New Cargo to the Vessel x A Risk Assessment
x A Management of Change report on ³New Cargo to
Vessel´

New Cargo to the Industry x A Risk Assessment
x A Management of Change report on ³New Cargo to
Industry´
x A Tripartite Agreement

The Vessel has not carried any x A Risk Assessment
Chemical Cargoes for a period x A Management of Change report
of more than twelve (12)
months
Cargo planning on Chemical Tankers must take all Regulatory requirements into consideration.
i.e
x The Vessel MUST receive the Correct Product Technical name according to the IBC Code or
MEPC2 Circ. X from the Operator.
If NOT: the Vessel cannot load the cargo in the first place.
x Only Chemical Cargoes listed in the COF can be loaded on Chemical Tankers.
Any Chemical cargo NOT listed in the COF needs an amendment to the same (Class
approval) or CANNOT be carried.
On Vessels having carried Oil products previously:

The MARPOL- Annex I stripping line must be disconnected.
2.2 RESPONSIBILITIES
2.2.1 Master
The Master is accountable for the Cargo Stowage Plan.
2.2.1.1 Master (Chemical Tanker Specific)

The Master is Accountable for the Cargo Stowage Plan of Chemical Cargoes.
He must ensure that all requirements are met according to Cargo Compatibility, COF, P&A
Manual, IBC Code, Tanker Safety Guide- Chemicals, and Charterers¶ Instructions.
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Some Cargoes like Latex, Wine and some Vegetable Oils MUST be loaded with 100% special
instructions which must be provided by the Office.
When preparing the Cargo Stowage Plan, the Master AND the Chief Officer:
x MUST review the CFR 46 Table 150, ensuring that cargoes stowed adjacent to each other
are compatible and will not react dangerously with one other.
x MUST ensure that a mixing of cargo vapours cannot take place by using separate cargo
lines and venting systems.
x Complete the Tank History of the last Three (3) cargoes BEFORE loading, to ensure
compatibility of the cargo with the three (3) cargoes previously carried in the Cargo
Tanks.
2.2.2 Chief Officer

The Chief Officer is responsible to issue a stowage plan, taking into consideration:
o Vessels design and equipment
o Regulatory requirements
o Environmental Health requirements
o Health and Safety requirements
o Office instructions
o Charterer instructions
The following to be taken into consideration for planning:
x The seasonal zones applicable to the voyage;
x the final freeboard which must be in compliance with the applicable load line zone with
allowance for voyage consumption of bunkers, fresh water, decanting of slops etc.;
x The Heated cargoes must be stowed so as not to be adjacent to Heat- Sensitive cargoes or
where a heat source could lead to dangerous reaction;
x That any tank coating heating instructions are complied, with including coatings applied to
adjacent tanks and spaces;
x The cargo tank coatings are compatible (when applicable);
x That any specific cargo tank venting requirements, such as vapour return, are complied with;
x That any specific tank cleanliness or preparation requirements are complied with;
x The condition shall be within the maximum permissible limits of SF and BM for sea
condition through the passage;
x The Vessel shall be in a condition of safe trim and under keel clearance for the entire voyage;
x The Vessel shall be suitable to the intended cargo according to her certification;
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Cargo tanks shall be never loaded over 98%, taking into consideration the transit and
discharging port¶s atmosphere temperature.
Sufficient volume has been left in the tanks for possible expansion of cargo if Vessel transits
warmer areas or proposed voyage is to warmer areas.
x The two-valve segregation to be provided on cargo and venting system between different
products;
x The applicable limitations, if any, as described in the Vessel¶s Trim and Stability Booklet
, as regards to the number of slack tanks during the voyage.
Additionally, any reference on the allowable filing ratio, according to the density of the
Cargo to be loaded.
x The trim and stability must be suitable through the operations that provides efficient discharge
and stripping of the tanks loaded with different grades.
o The Damage Stability conditions must be checked, including all worst-case scenarios
o The conditions must be checked for departure and arrival conditions of intended
voyage, before arrival at the loading port.
o The Office must confirm / approve these calculations.
x Tank History Last 3 cargoes shall be completed prior to loading, to ensure compatibility
of the cargo with the 3 cargoes previously carried.
Cargoes must not be accepted for shipment, if there is any doubt,

concerning the Specification of the Cargo or
of the Ship¶s capability to comply with the Loading Criteria.
2.2.2.1 Chief Officer (Chemical Tanker Specific)

The Chief Officer is Responsible for the Stowage Plan of Chemical Cargoes.
He must ensure that all requirements are met according to Cargo Compatibility, COF, P&A
Manual, IBC Code, Tanker Safety Guide- Chemicals, and Charterers¶ Instructions.
Additional Responsibilities ( in cooperation with the Master)

5HIHUWR± Master ( previous page)
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2.3 CARGO INFORMATION

The first step for any cargo planning is receiving the relevant Data for the cargo to be loaded.
The Vessel must always receive the relevant MSDS for the cargo to be loaded in order to prepare
proper stowage plan ensuring that all Cargo Hazards are clearly identified and the PPE and other
protection is available accordingly.
In case the relevant MSDS is not received, a generic MSDS might be used for the purpose of cargo
planning.
ALWAYS take into consideration that some data might be different,

causing a change of the Stowage Plan at a later stage.
Form SF/OPS/330-³Cargo Plan´ must be filled in, to ensure that all properties and requirements are
identified accordingly.
2.3.1 Cargo Information (Oil Tanker Specific)
The Operations Department is responsible to inform the Vessel if the Oil cargo planned to be loaded
has additional Safety Hazards ( i.e H2S, Benzene, Mercaptans, Lead or other cargoes)
2.3.2 Cargo Information (Chemical Tanker Specific)

Before Loading Chemical Cargoes, the following information must be received or identified
and must be included in the Cargo Stowage Plan (SF/OPS/330A).
x Correct Technical Name of the cargo according to the IBC Code or MEPC.2/Circ X
x USCG Compatibility Group
x MARPOL-Annex II classification (X,Y,Z, OS)
x Inhibitor Requirements (if applicable)
x Nitrogen Inerting requirements (if applicable)
x IBC Code requirements (especially regarding section ³O´ must be reviewed
accordingly)
x Cargo handling data
Further Guidance for Chemical Cargoes can be found

in the Appendix 1 ±³Cargo Handling Information´ of this Manual
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2.4 SPECIAL CARGOES
2.4A SPECIAL CARGOES (CHEMICAL TANKER SPECIFIC)
Refer to recommendations and requirements regarding the cofferdam for the Cargo Pump if the same
might be filled with a fluid medium (for example DOP) instead of purging!
Also refer to Section 24 ±³Cargo Pumps´ of this Manual.
2.4.1 Heated Cargoes

(Refer to SECTION 04- ³Cargo Hazards´- 2.8- ³Solidifying Cargoes´ of this Manual)
2.4.2 Heated Cargoes (Chemical Tanker Specific)

Charterer¶s Instructions in the Voyage Orders for Heated Cargoes, must be carefully taken into
consideration.
Note: Any deviation from this can lead to solidification or OFF-Spec cargo (for example
discoloration).
Particularly, Adjacent Heating requirements must be carefully evaluated and complied
with.
2.4.3 Heavy Cargoes (SG>1.025)

(Refer to Section 04 ±³Cargo Hazards - 2.7-³High Density Cargoes´ of this Manual)
2.4.4 Heavy Cargoes (SG>1.0) (Chemical Tanker Specific)
The Chief Officer must carefully review the COF and the Stability requirements
when Heavy Chemicals are planned to be loaded.
Unlike Oil Cargoes, Chemical Cargoes might have an SG of more than 1.7
2.4.5 Toxic Cargoes (Chemical Tanker Specific)
The Chief Officer must ensure that the relevant ANTIDOTES and other Emergency Response
Equipment WILL be available onboard ± by the latest- on arrival, and BEFORE connecting to the
Shore Line.
The 3-IBC ±Gas Tight Suits MUST be available onboard, before the Loading Operation Commences.
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2.4.6 Self ± Reactive Cargoes (Chemical Tanker Specific)

The following must be ensured:
x NO HEATED CARGO must be planned to be loaded adjacent to Self-Reactive Cargoes.
x The same must be taken into consideration for any Planned TANK Cleaning.
2.4.7 Water± Reactive Cargoes (Chemical Tanker Specific)

The following must be ensured:
x NO Ballast Water or other Water must be adjacent to a Water -Reactive cargo
x The same must be taken into consideration for any Planned TANK Cleaning
2.4.8 High H2S Cargoes (Oil Tanker Specific)
All Safety Precautions, as per SECTION 04 ³Cargo Hazards´ of this Manual

and the Shipboard Safety Manual (003)- SECTION 22-³Toxicity´
must be fully complied with.
2.4.9 Cargoes containing more than 0.5 % Benzene (Oil Tanker Specific)
All Safety Precautions, as per SECTION 04 ³Cargo Hazards´ of this Manual

2.4.10 Cargoes containing Mercaptans (Oil Tanker Specific)
All Safety Precautions per SECTION 04 ³Cargo Hazards´ of this Manual

2.4.11 High Viscous Cargoes (Chemical Tanker Specific)

The Chief Officer MUST have the Viscosity Table available on board in order to ensure that the
cargo can be discharged with a temperature enabling the Deep Well Pumps to operate the cargo
according to Manufacturer¶s instructions.
He must check the Viscosity characteristic on Conventional Cargo Pumps.
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2.4.12 FOSFA, EU, NIOP, Kosher Cargoes (Chemical Tanker Specific)

Whenever edible Fats, Oils or Vegetable Oils are to be loaded, the FOSFA Rules must
strictly apply.
x The Vessel MUST have the latest version of the FOSFA Rules on board available.
x Other Rules, like EU and NIOP, might apply as well.
x Whenever such cargoes are planned to be loaded, the last cargo restrictions must be
strictly complied with. THERE IS NO ROOM FOR DEVIATION!!
2.5 PRE-LOADING PLAN

The stowage of cargo is a Core document for any cargo operation.
B e f o r e a n y l o a d i n g o p e r a t i o n , i t must be ensured that all relevant requirements are complied with.
The following information MUST be taken into consideration for the Stowage Plan:
x ALL Physical properties of the relevant cargo.
o Taking ALL Hazards of the Cargo to be loaded into consideration.
x MARPOL classification.
x Fire-fighting procedures and Media.
x PPE required including GasTec Tubes and Antidotes as applicable.
x Cargo tanks to be loaded and sequence of loading.
x Cargo segregation ± when applicable.
x Cargo in the Slop tank - when applicable.
x Expansion factor of the cargo due to climate change or heating.
x Stability.
x Sloshing if applicable.
x Coating resistance.
x Maximum loading rates at different stages of the operation.
x Maximum tank pressure.
x Required status of all vent.
x Required status of all vent IG valves (if applicable).
x Topping off sequence.
x Ballast tanks to be discharged and sequence of discharge.
x Manifold / drop / bottom lines to be used.
x Required status of all manifold, crossover, drop, block and bulkhead valves.
x Loading sequence.
x Hull stress at all stages of loading / discharging operation and voyage.
x Safeguards against contamination.
x Inerting requirements - when applicable
x Any other relevant details of operation. (UKC Restrictions/Manifold Height from Sea level
restriction etc.)
x Details of deck watch procedures (e.g. tending moorings / gangways, security, etc.).
x Venting requirements.
x Emergency spills procedures and spill containment.
x Hazards of the particular cargoes.
x Precautions against static generation.
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Additionally:
x Action to be taken in the event of spills or leaks.
x Countermeasures against accidental personal contact.
x Special tank operational or tank cleaning requirements.
In addition, the following must be taken into consideration:
x Condition of Vessel¶s cargo tanks and system.
x Draft limitations in loading and discharging ports, including air draft where appropriate.
x Hull stress at all stages of loading / discharging operation and voyage.
x Trim and stability at all stages of loading / discharging operation and voyage.
x Safeguards against contamination.
x Other activities i.e
o Bunkering
o Stores
o Crew-Change
o Inspections
o Any other occurring
The Master must submit to the Operations Department for approval the following:
x The Cargo Plan ( SF/OPS/330 )-including the four (4) stages of the Cargo Operation
x The Stowage Plan (SF/OPS/330A)
x The Intact and Damage Stability Calculations
x The Ship¶s Load Indicator Printout,
x The UKC Calculations
x The Seasonal Load line zones (as applicable).
x Form SF/OPS/343-³Cargo Tanks Atmosphere Monitoring for O2 Content, Hydrocarbons and
H2S.
If a revised Voyage Order is sent by the Ship¶s Operator, containing significant changes to the agreed
Cargo Plan, the Master must approve the changes, amend / revise the Cargo Plan and re-submit it to
the Operations Department for subsequent approval.
The same procedure must be followed for any major changes, when alongside.
2.5.1 Additional Guidance on the Pre-loading (Oil Tanker Specific)

In addition to the general guidance of this paragraph the following to be taken into consideration for
Oil Tankers:
x Co-mingling, if applicable.
x Loading on Top.
x Doping.
x Crude Oil Wash (COW).
2.5.2 Pre-Loading Plan (Chemical Tanker Specific)

In addition to the procedures included in Preloading Plan, when drawing the Cargo Stowage
Plan for Chemical Cargoes, Cargo Compatibility must be included .
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2.6 LOADING PLAN
When possible, the Chief Officer must prepare the Cargo Plan at least forty eight (48) hours before
the commencement of the operation, provided that the Voyage Orders have been issued by the
Charterers and received onboard.
The Cargo Plan must be approved by the Master.

Every effort must be taken to avoid admixture of cargo grades.
The cargo layout must comply with the limitations of the Vessel cargo, Venting and Inert Gas Line
Systems.
ǹ ³Section´ is defined as a group of tanks served by separate filling, discharge and suction lines and
a separate pump.
Unless otherwise specified by the Company, there must always be at least two-valve segregations
between different grades.
2.7 TANK CLEANING FOR THE CARGO TO BE LOADED

If ³Loading on Top´ is not allowed or is not practical, the following requirements must apply:
x All tanks, lines and pumps must be thoroughly cleaned / prepared, in accordance with the
requirements of the intended cargo as per Voyage Instructions.
x Where a heated cargo is to be carried, heating coils shall be tested against leakage before
arriving at the loading port.
The procedures of the following Sections of this Manual must be followed :

x Section 17-³Tank Cleaning Operations´ and
x Section 18 ±³Tank Cleaning Verification´
2.7.1 Tank Cleaning Requirements for Cargo to be loaded (Chemical Tanker Specific)
If there is no next Cargo, Tank cleaning must be performed according to the ³Water White Standard´
or to the ³High Purity Standard´ (See Miracle Tank Cleaning Guide).
x The Tank Cleaning Plan must be completed before the operation, approved by the Master and
sent to the Operations Department.
o In case the Tank Cleaning process will be in Deviation to the Guidance in Miracle
Tank Cleaning Guide, confirmation from the Company must be received.
x During the tank preparation P & A manual shall be used as guidance.
x Cleaning operations to comply with MARPOL/Local regulations and the related parties shall
be notified regarding final quantity and stowage of slops.
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3. RECORD
Cargo Pre-arrival Checklist OT/CT COM/SECTION 08B SF/OPS/334A
Cargo Pre-operation Checklist OT/CT COM/SECTON 08B/11 SF/OPS/334B
Seasonal Load-line Zones ±
-Calculation of Loadable Cargo COM/SECTION 08B SF/OPS/330C
Underkeel Clearance NAV/SECTION 03 SF/MRS/205C
Cargo Tanks Atmosphere Monitoring
For O2 Content, HC and H2S COM/SECTIOM 10 SF/OPS/343
MARPOL
USCG CFR 46
MSDS
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Prime Tanker Management Inc. SECTION 08A
Cargo Operations
Manual
(010) PRE-ARRIVAL Revision: 04
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.1.1 Using Correct Petroleum Tables (Oil Tanker Specific).................................................................................. 2
2.2 Responsibility............................................................................................................................ 2
2.3 Pre-arrival Information Exchange - Ship/Shore........................................................................ 3
2.3.1 Pre-arrival Information Exchange -before arrival.................................................................................................. 3
2.3.2 Pre-arrival Information ± Berthing.........................................................................................................................3
2.3.3 Pre-arrival Information Exchange (Chemical Tanker Specific).............................................................................4
2.4 Pre-Arrival Checks (Chemical Tanker Specific).......................................................................4
2.4.1 Heated Cargoes (Chemical Tanker Specific)......................................................................................................... 4
2.4.1.1 Heated Coils/Heated Exchangers (Chemical Tanker Specific).........................................................................4
2.4.3 Normal Inerted Cargoes (Chemical Tanker Specific)............................................................................................5
2.4.4 Oxygen Sensitive Cargoes (Chemical Tanker Specific)........................................................................................ 5
2.4.5 Water (Humidity) Sensitive Cargoes (i.e TDI) (Chemical Tanker Specific).........................................................5
2.4.6 Tank Cleaning Verification (Chemical Tanker Specific).......................................................................................5
2.5 Arrival....................................................................................................................................... 5
2.5.1 Free Pratique.......................................................................................................................................................... 5
2.5.2 Notice of Readiness (NoR).................................................................................................................................... 6
2.5.2A General Instructions............................................................................................................................................ 6
2.5.2B Tanker-Specific Instructions................................................................................................................................6
2.5.2.1 A Valid Notice of Readiness (NoR)....................................................................................................................7
2.5.2.2 Retendering a Notice of Readiness (NoR).......................................................................................................... 7
2.5.2.3 Notice of Readiness (NoR) for Multiple Cargo Operations................................................................................7
2.5.2.4 Early Loading...................................................................................................................................................... 7
2.5.2.5 Special Areas.......................................................................................................................................................8
2.5.2.6 Berth not included in the Charter Party...............................................................................................................8
2.5.3 USA Calls-ENOA/D.............................................................................................................................................. 8
3. RECORD...................................................................................................................................... 9
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This procedure provides guidance regarding Arrival and Pre-Loading operations of Tankers, taking
into consideration the health, environment and operational hazards of liquid cargoes carried or likely
to be carried on Company Vessels.
In case of Multiple Cargo Operations in Port (Loading & Discharging) Section 11- ³Pre-Arrival
±Discharging´ of this Manual also applies.
Tanker-specific, identified by a ³Color Code´ which is detailed in Section 01-³Purpose and Scope´.
2. PROCEDURE
2.1 GENERAL
This procedure has been issued due to the importance of the Pre- Arrival Information Exchange and
Communication, in order to ensure a smooth in-Port Operation.
If the Vessel identifies any potential problem, the Operations Department must be contacted, without
delay, in order to find a solution.
2.1.1 Using Correct Petroleum Tables (Oil Tanker Specific)

When dealing with Crude Oils, the applicable ASTM Tables are 6A-54A.
When dealing with Clean or Dirty Petroleum Products the applicable ASTM tables are 6B-54B.
ASTM Table 13 for Metric Tons or 11 for Long Tons to be used.
The following Company forms must be used:
x SF/OPS/304- Ullage Report ± Metric Units
x SF/OPS/304A- Ullage Report ±Imperial Units, Crude
x SF/OPS/304B- Ullage Report ±Imperial Units, Products
2.2 RESPONSIBILITY
Master The Master is accountable for ensuring that the pre-arrival information
exchange and communication is carried out satisfactorily and as per this
procedure
Chief Officer The Chief Officer is responsible for the full implementation of this procedure.
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2.3 PRE-ARRIVAL INFORMATION EXCHANGE - SHIP/SHORE
2.3.1 Pre-arrival Information Exchange -before arrival

The following General information must be communicated to the Terminal, as required by
International, Regional and National requirements and regulations and as applicable:
x Name and Call Sign of ship.
x Country of Registration.
x Overall length and beam of ship and draught on arrival.
x Estimated time of arrival at designated arrival point, (e.g. pilot station or fairway buoy).
x Ship¶s displacement on arrival. If loaded, type of Cargo and disposition.
x Maximum draught expected during and upon completion of cargo handling.
x Any defects of hull, machinery or equipment that could adversely affect safe operations or
delay commencement of cargo handling.
x If fitted with an inert gas system, confirmation that the ship¶s tanks are in an inert condition
and that the system is fully operational.
x Any requirement for tank cleaning and /or gas freeing.
x Whether crude oil washing is to be employed and, if so, confirmation that the pre-arrival
checklist has been satisfactorily completed.
x Information as required, on quantity and nature of slops and dirty ballast and of any
contamination by chemical additives of the slops.
x Quantities and specifications of bunkers required, if applicable.
2.3.2 Pre-arrival Information ± Berthing

Before berthing, the Terminal must provide the Master through the Pilot or Berthing Master, with
details of the Mooring Plan. The procedure for mooring the ship must be specified and must be
reviewed by the Master with the Pilot or Berthing Master and agreed between them.
Information must include:
x For all Types of Berths
a) The plan for approaching the berth, including Turning locations, environment limits and
Maximum Speeds.
b) The number of tugs to be used.
c) The type of tugs to be used and their bollard pull(s).
d) For escort tugs, the maximum towline force that the tug is able to generate or must not exceed
at escort speeds.
x For Jetty Berths
a) Minimum number of ship¶s moorings.
b) Number and position of bollards or quick release hooks.
c) Number and location of jetty manifold connection or hard arms.
d) Limitations of the fendering system and of the maximum displacement, approach velocity and
angle of approach, for which the berth and the fendering system have been designed.
e) Details of any berthing aids, such as Doppler radar or laser equipment.
f) Any particular feature of the berth, which is considered essential to bring to the prior notice of
the Master.
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x For conventional multi-buoy moorings

a) Minimum number of shackles of cable required on each anchor that may be used during the
course of mooring.
b) Number and position of mooring lines, shackles and other mooring equipment likely to be
needed.
x For all sea berths and Single Point Moorings
a) Required Safe Working Load (SWL) of the ship¶s hose handling equipment.
b) Number and flange size of the hoses to be connected and details of any equipment that the
ship must provide to assist in hose handling.
x For Single Point Moorings ( SPMs)
a) Diameter of the chafe chain links using in the mooring.
b) Weight of each of the moorings that has to be lifted onboard.
c) Length and size of any messenger lines that have to be used to pick up the moorings.
d) Minimum requisite dimension of bow chock or lead required.
e) Method used to make the SPM fast to the ship and details of any equipment that must be
provided by the ship.
Any deviation from the agreed Mooring Plan made necessary by changing weather conditions must
be communicated to the Master as soon as possible.
2.3.3 Pre-arrival Information Exchange (Chemical Tanker Specific)

For Chemical Tankers, in addition to the requirements of the applicable 2.3.1 and 2.3.2 of this
Section, the following must be included in the pre-arrival information exchange:
x Mandatory prewash requirements,
x Cargo Names and
x Quantity of Washings of transit cargoes for discharge to reception facilities,
x Quantity, quality and disposition of slop (if applicable).
x Whether alongside, Tank Cleaning is required in addition to pre-wash.
x Permission for Multi-Cargo Operation (for example discharge in to a barge as well).
2.4 PRE-ARRIVAL CHECKS (CHEMICAL TANKER SPECIFIC)
2.4.1 Heated Cargoes (Chemical Tanker Specific)

Adjacent Heating requirements must be carefully evaluated and complied with.
2.4.1.1 Heated Coils/Heated Exchangers (Chemical Tanker Specific)

For maintenance and checks on heating coils/ heat exchangers, refer to Maintenance Manual,
Section 10, 2.12.
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If Toxic Cargoes are to be loaded the following must be ensured:
x Antidotes Emergency Response Equipment and Additional Safety Equipment or Material are
on board as required (for example PEG for Phenol or Neutralizer for TDI).
If NOT: all above mentioned have been ordered and confirmed to be supplied on arrival.
The above are MANDATORY, before the commencement of any cargo operations.
2.4.3 Normal Inerted Cargoes (Chemical Tanker Specific)

If cargo tanks are required to be inerted less than 8%, the Nitrogen Generator and Supply System
must be checked accordingly.
2.4.4 Oxygen Sensitive Cargoes (Chemical Tanker Specific)

A thorough ³Pressure Tightness Test´ of the relevant Cargo System must be carried out and
recorded.
Note: if the ³Pressure Tightness Test´ is NOT successful the cargo cannot be loaded.
2.4.5 Water (Humidity) Sensitive Cargoes (i.e TDI) (Chemical Tanker Specific)
A thorough Pressure Tightness Test of the relevant Cargo System must be carried out and recorded.
Note: if the ³Pressure Tightness Test´ is NOT successful the cargo cannot be loaded.
2.4.6 Tank Cleaning Verification (Chemical Tanker Specific)

Apart from the requirements in the SECTION 07-³Cargo Planning´ of this Manual, a relevant ³Wall
Wash Test´ might be required to be carried out.
(Refer to Section 17-³Tank Cleaning Operations´± of this Manual)
2.5 ARRIVAL
2.5.1 Free Pratique
Definition:
³Free Pratique´ is a Certificate, issued by the Port-Health-Authorities, verifying that the ship is free
of any infectious disease or plague on board, and therefore permitted to enter port and to allow
people to board and disembark.
Free Pratique must be requested prior to the Vessel¶s arrival, via e-mail
One of the conditions that must be met before a ship is considered to be "ready" to load or discharge
and thus to allow laytime to commence is that it must be "legally ready".
This includes permission from the port health authorities.
According to Charter Parties and common practice a NoR (Notice of Readiness) is valid, provided
that the Free Pratique has been requested (Form SF/OPS/312A ±³Free Pratique Request´) and has
been granted prior to the Vessel¶s arrival or at the same time at which the Master has tendered a NoR.
If Free Pratique has not been received, the Master must issue a Letter of Protest in writing
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(Form SF/OPS/LOP-L7-³Failure to Grant Free Pratique on arrival´), against the Port Authority and
the facility at the port (Terminal).
x The Protest letter must be issued irrespective of any agents¶ message explaining that ³Free
Pratique is no longer practiced at this country, or will be granted upon berthing, upon
boarding of Authorities etc.
x All such ³Agents Explanations´ must be simply ignored, and the Letter of Protest must be
issued and forwarded by email to all parties, including Charterers, at the same time of NOR
tendered.
x The Letter of Protest must be issued in all ports where a Notice of Readiness is tendered.
x The Letter of Protest is to be addressed to the local Port Authorities and Agents with copy to
Charterers and Owners first by email, followed by hard copy along with all other protest
letters.
x You will have to re-tender your NOR, ³without prejudice to the initial NOR tendered´, at the
same time that Free Pratique has been granted.
x In the Statement of Facts the date/time Free Pratique requested as requested and the date/time
the relevant Letter of Protest was issued, must be recorded.
x Please ensure that this Free Pratique LOP will also be included in the Statement of Facts, if it
is finally issued, along with all NOR retenders.
Lay-time and potential subsequent demurrage will ONLY start AFTER Free Pratique has been
granted, as explained above.
Deviating from this will result in OFF-HIRE and high financial losses to the Company.
It is imperative that, the time a Free Pratique was granted, is properly recorded in the Time Sheet
(Radio Free Pratique included).
2.5.2 Notice of Readiness (NoR)
2.5.2A General Instructions

Notice of Readiness means a notice to Charterer, Shipper, Receiver or any other party as required by
the loading and discharging orders, that the Vessel has arrived at the port and she is all respects ready
to load or discharge the cargo.
In general, the NOR must be tendered either at Pilot Station (for direct berthing) or on Customary
Anchorage (if instructed to anchor).
In special cases the Operation Department will instruct when and where to tender the NoR.
The procedures below must be strictly followed, otherwise ³Notice of Readiness´ will be considered
³invalid´ and laytime will not start counting.
2.5.2B Tanker-Specific Instructions
If in doubt, seek advice from the Operations Department on how and when to tender a NOR.
Do NOT indicate on the NOR the cargo quantity to be loaded or to be discharged.
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2.5.2.1 A Valid Notice of Readiness (NoR)

The Notice of Readiness will be considered as valid when tendered from an ³Arrived Ship´
thus, ALL below requirements are met at the time of tendering:
x The Vessel must have arrived at the port, berth or dock as stated in the C/P either at Pilot
Station or upon completion of dropping anchor or having arrived at the place where the
Vessel is ordered to wait (Customary Waiting Area for this port).
x The Vessel must be in all respects ready to commence loading or discharging her cargo
and be at the entire disposal of the Charterers.
This means that all her tanks must be ready to receive nominated cargo at the time of
tendering the NOR and not at a later stage.
x The Vessel must be within the legal and fiscal limits of the port
In addition:
x Whenever the Vessel is berthed at ³all fast´ / gangway down, the Master must again re-
tender the Notice of Readiness in hard copy.
x In case the Terminal refuses to sign the additional Notices of Readiness and only signs the
first NOR, the Master must note on all the additional Notices of Readiness the remark
µ¶Refused to sign¶¶ and issue a simple Letter of Protest to this effect.
As a general rule, if at any given time you are in doubt as to whether a new Notice of
Readiness is required to be tendered or not, then is such case a new NOR must be tendered
always of course ³without prejudice to the ones previously tendered´.
2.5.2.2 Retendering a Notice of Readiness (NoR)

x If the Vessel is ordered to remain at anchor, then it is advisable to re-tender the NOR
³Without prejudice to the original NOR tendered, daily at 08:00 (every 24 hours at the
same time at which after the initial NOR has been tendered).
x If the Vessel is bunkering, before proceeding to berth, the Master must re-tender NOR
³Without prejudice to the previously tendered N.O.R´, as soon as the bunkering
operation is completed.
2.5.2.3 Notice of Readiness (NoR) for Multiple Cargo Operations

x If the Vessel has been scheduled to perform multiple cargo operations in this port,
LQGLYLGXDO125Vmust be given for ALL cargoes to be operated!
x If tank cleaning is required in- between any cargo operations, the Notice of Readiness
must be tendered when the tank cleaning is completed and the cargo tanks are suitable
for loading the nominated cargo.
2.5.2.4 Early Loading

Early Loading (before Laycan) is PROHIBITED unless approved by the Operation Department
x Owners, in liaison with the Charterers must advise the Master whether to comply or not.
x If the Master i s instructed to tender N.O.R b e f o r e t h e commencement of laydays
for E arly L oading, and the Vessel for any reason does not proceed to berth until the
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agreed laycan commences, then the Master, precisely on commencement of such laycan
must again tender a NEW NOR as agreed in the Charter Party.
2.5.2.5 Special Areas

Venezuela
Maracaibo Lake Ports.
The NOR must be tendered at the Customary Anchorage for the actual port the Vessel is
calling.
Notices are not to be tendered at the Guaranao Pilot station, as they will be considered invalid.
However Guaranao Pilot station will be considered the point of commencing or ending the
Sea Passage for the purpose of the arrival and departure messages.
SW Pass/Mississippi River
D 8SRQDUULYDODW6:3DVVWHQGHU125 RQ(263
b) Upon arrival at Mississippi port (for example Baton Rouge, St. Rose etc) and with a valid
COC.
E if instructed to anchor, on completion of anchoring, re-tender NOR without prejudice.
E LQFDVHRIGLUHFWEHUWKLQJUHWHQGHU125DWSLORWVWDWLRQDQGDJDLQZKHQDOOIDVW
c) If the VesselPXVWXQGHUJR86&*LQVSHFWLRQWRUHQHZ&2& SHUKDSVQH[WPRUQLQJ
F 5HWHQGHU125XSRQREWDLQLQJYDOLG&2&FHUWLILFDWHDQGDJDLQZKHQDOOIDVWZLWKRXW
prejudice.
2.5.2.6 Berth not included in the Charter Party

When issuing Voyage Instructions, Charterers might include Terminals that the Vessel is
approved to call.
In case the Master is instructed from Agents and/or Pilots to proceed to a NON-approved
Terminal or to a Terminal that it is not mentioned at all in the Voyage Order,
the Vessel shall not proceed but instead must consult the Operations Department.
2.5.3 USA Calls-ENOA/D

ENOA/D submission is the Owner's / Master's responsibility.
The Company has assigned the ENOA/D notification for all ports in United States to the appointed
Agent.
All Vessels must submit an Electronic Notice of Arrival (ENOA) for each U.S. port, 96 hours before
Arrival through the appointed Agent.
The Agent must to receive from Master the ENOA. Five (5) days before arrival.
Changes of ETA +/- 6 hours must be reported, as updates.
ENOA has to show the Arrival time at Berth.
If the Vessel stays at anchor, the ENOA must be updated daily with the changes.
A separate ENOA is required for each U.S port.
For voyages of duration less than 96 hours, the ENOA must be submitted prior to departure from the
previous port and at least 24 hours prior to arrival at the port of destination.
Updating a previous ENOA by changing the port name is NOT acceptable.
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ENOD must be submitted to the appointed Agents in not less than 1.5 hours prior to departure from
the Berth.
3. RECORD
Ullage Report±Metric Units COM/SECTION 13 SF/OPS/304
Ullage Report ±Imperial Units, Crude COM/SECTION 13 SF/OPS/304A
Ullage Report ±Imperial Units, Products COM/SECTION 13 SF/OPS/304B
Cargo Pre-arrival Checklist- OT/CT COM/SECTION 08B SF/OPS/334A
Request for Port Information &
Pre-arrival Instructions COM/SECTION 08A-B SF/OPS/323
Free Pratique Request COM/SECTION 08A SF/OPS/312A
Failure to Grant Free Pratique on arrival (Loading) COM/SECTION 13 SF/OPS/LOP-L7
Failure to Grant Free Pratique on arrival (Discharge) COM/SECTION 13 SF/OPS/LOP-D10
None
Page 9 of 9
Prime Tanker Management Inc. SECTION 08B
Cargo Operations
Manual
(010) PRE-ARRIVAL- LOADING Revision: 01
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.3 Pre-arrival Information Exchange............................................................................................. 2
2.4 Pre-arrival Checks..................................................................................................................... 4
2.4.1 Heated Cargoes /Heating Coils/ Heat Exchangers................................................................................................. 4
2.4.2 Toxic Cargoes........................................................................................................................................................ 4
2.5 Pressure Test..............................................................................................................................5
3. RECORD...................................................................................................................................... 5
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This procedure provides guidance regarding Arrival and Pre-Loading operation on board Company
Tankers, taking into consideration the health, environment and operational hazards of liquid cargoes
carried or might be carried on company Vessels.
Tanker-specific , identified by a ³Colour Code´ which is detailed in Section 01-³Purpose and Scope´.
In case of Multiple Cargo Operational in Port (Loading and Discharging)

the procedures of SECTION 11- ³Pre-arrival ±Discharging´ apply,
in addition to those in this procedure.
2. PROCEDURE
2.1 GENERAL
This procedure applies in addition to SECTION 08A ³Pre-Arrival Procedure´.
This procedure has been issued due to the importance of the Pre- Arrival Information Exchange and
Communication, in order to ensure a smooth in-Port Operation.
If the Vessel¶s Master and/ or Chief Officer identify any potential problem, the Operations
Department must be contacted without delay in order to reach a solution.
Master The Master is accountable for this procedure.
Chief Officer The Chief Officer is responsible for this procedure
2.3 PRE-ARRIVAL INFORMATION EXCHANGE

Operations concerning cargo handling, prewash, tank cleaning, ballasting and bunkering require an
exchange of information between the Ship and Shore, before the Ship carries in Port.
The following must be considered for inclusion in such an Information Exchange, so that both the
Ship and Shore can plan their operations before arrival:
General
x The Maximum Draft allowed alongside and in the approach to the Berth;
x UKC limitations and whether there are any other dimensional limitations such as Air Draft,
Beam or Freeboard;
x Tidal range alongside and any special Mooring Arrangements
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Cargo:
x Cargo Specifications, to include approved IMO shipping Cargo names, the nominated
quantities to be transferred, expected temperature of cargoes during transfer, flash point
(where applicable), specific gravity, the MARPOL pollution category if applicable, and any
viscosity and solidifying information.
x Availability of MSDS including emergency and health data for each cargo to be handled.
x Where the ship has multiple or in transit cargoes, the cargo name, volume and tank
distribution of each cargo.
x Any special cargo handling requirements.
x Proposed stowage of cargo and preferred order of loading.
x Details of cargo tank preparation for loading, including previous cargo carried, method of
tank cleaning (if any), state of the cargo tanks and lines.
x Tank inspection and testing procedure.
x Whether foot samples or other samples are to be taken, and any suspension of cargo operation
while samples are being analysed.
x Number and sizes of hoses or loading arms to be used for each cargo, and any limitations on
the movement of hoses or loading arms.
x Whether the Vessel will be required to reposition alongside when changing grades or to
utilize other shore connections.
x Whether the Vessel will arrive under inerted condition or not, if the Vessel¶s Master requested
to arrive under inerted condition the percentage of Oxygen level in the cargo tanks to be
identified.
x Ship¶s manifold details, including size, number, distance between centres of connections to be
presented.
o Products to be handled at each manifold, numbered from forward.
x Advance information on proposed cargo handling operations, including grades, sequence,
quantities and any rate restrictions.
x Maximum pumping rates and maximum back pressure limitation at the manifold connection,
and any restrictions due to inherent properties of the cargo.
x The use of shore automatic emergency shutdown valves, and their closing period.
x Any restrictions on tank venting requirements and, must vapour return be required, a full
description of the terminal¶s system including hose sizes and pressure and capacity limits.
x Tank environmental control requirement, e.g. drying and inert gas, and quality of inert gas (if
applicable).
x For transit Cargoes / Slops only: Terminal or port regulations on prewashing of cargo tanks
alongside the berth, and details of reception facilities available to receive slops (if applicable);
x Whether other operations such as bunkering or storing are permitted to be carried out
concurrently with cargo operations.
If not, agree on when such operations can be planned to take place.
x Restrictions on the pumping of Ballast water.
x Any other pertinent information for the Terminal or the Ship, including access arrangements
and limitations.
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2.4 PRE-ARRIVAL CHECKS

All Cargo System checks, according to the Form SF/OPS/334A-³Cargo Pre-arrival Checklist´
OT/CT´, must have been carried out and no deficiency must have been identified.
In addition to the Pre-Arrival Checklist:

When loading or discharging Multi-Grade cargoes, signs indicating the correct manifold connection
for each grade of cargo to be handled, must be displayed on the appropriate manifold, before cargo
hoses or arms are connected.
x Any water in the drip trays must not contain oil.
x Deck staff must be on stand-by in case they have to decant water from the deck.
In general the drip trays for port and starboard manifolds must be kept completely
empty and dry.
x Heating coils:
o To be blinded, if the intended cargoes to be loaded are not to be heated in the
relevant cargo tank.
The Chief Officer must verify all checks according to the Pre-arrival checklist in order to avoid a
³ONE MAN ERROR´.
x The Chief Officer, under this duties as Safety Officer, must perform a Pre Arrival Safety
Meeting (chaired by the Master) informing all Officers and Crew about the indented cargo
operations and all hazards involved (See Shipboard Safety Manual (003) ±Sections 12-³Safe
Working Onboard´ and Section 17-³Precautions on Tankers´).
x The Master must contact the office in case any essential information is missing, such as the
relevant MSDS.
If applicable, the Agent must be informed for any quantity of dirty ballast or slops to be discharged
ashore, before loading.
E.T.A notices must be sent to all parties concerned, in accordance with Voyage Orders each time
with a copy to the Operations Department.
2.4.1 Heated Cargoes /Heating Coils/ Heat Exchangers

If Heated Cargoes are to be loaded, it must be ensured that the heating coils are properly maintained
and checked.
For maintenance and checks on Heating Coils/ Heat Exchangers refer to Maintenance Manual (005)
Section 10-³Maintenance of Cargo Equipment´ 2.12- ³Heating Coils/ Heaters´.
2.4.2 Toxic Cargoes

If Toxic Cargoes are to be loaded, the following must be checked, in addition to other standard
checks:
x The Correct MSDS for this Cargo has been received on board before the ship¶s arrival at
loading port, care of the Master and/or Ship¶s Operator.
o If Not: relevant MSDS MUST be received on arrival.
The Chief Officer and the Master to verify if all planned precautions are actually
correct according to THIS MSDS.
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IN case of any changes required due to different specifications in THIS

MSDS, the Company must be immediately informed and the Loading
Plan, as well as the cargo information form, must be adjusted accordingly.
In case the Hazards or Emergency Response actions are different, this
must be highlighted and another Safety Meeting must take place before
any Cargo Operation.
x Relevant PPE is available on board
o If Not: relevant PPE has been ordered and confirmed to be supplied on arrival.
x Relevant GasTec Tubes are on board.
o If Not: relevant GasTec Tubes been ordered and confirmed to be supplied on arrival.
x Relevant Antidotes are available (if applicable)
o If Not: relevant Antidotes has been ordered and confirmed to be supplied on arrival.
The above is MANDATORY

BEFORE the commencement of any Cargo Operations for IBC Toxic Cargoes
2.5 PRESSURE TEST

Whenever flammable, toxic, Oxygen sensitive or self-reactive cargoes are to be loaded, the Vessel¶s
Personnel shall perform a Pressure and Vapour Tightness Test BEFORE arrival.
The test includes the entire cargo system:

x Tank
x Lines
x Manifolds
x Drains
3. RECORD
Cargo Pre-arrival Checklist for OT/CT COM/SECTION 08B SF/OPS/334A
US Customs Unique Identifier COM/SECTION 08B SF/OPS/349
Request for Port Information/Pre-arrival Instructions COM/SECTION08B/11 SF/OPS/323
Seasonal Loadline Zones-
-Calculation of Loadable Cargo COM/SECTION 08B SF/OPS/330C
Underkeel Clearance NAV/SECTION 03 SF/MRS/205C
None
Page 5 of 5
Cargo Operations
Manual
(010) LOADING OPERATIONS Revision: 04
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................3
2.1 General...................................................................................................................................... 3
2.3 Watch Composition................................................................................................................... 4
2.4 Cargo Transfer Controls & Vapour Pressure Alarm Settings...................................................... 4
2.4.1 Cargo Transfer Controls.........................................................................................................................................4
2.4.2 Vapour Pressure Alarm Settings............................................................................................................................ 5
2.4.2.1 Vapour Line Alarm Setting................................................................................................................................. 5
2.4.2.2 Cargo Tanks with a P/v Valve release pressure 1400mmWG and vacuum at.................................................... 5
-350mmWG.....................................................................................................................................................................5
2.5 Pre-loading................................................................................................................................ 6
2.5.1 Ship/Shore Safety Meeting.....................................................................................................................................6
2.5.1A Ship/Shore Safety Meeting (Chemical Tanker Specific).................................................................................... 7
2.5.1.1 Ship/Shore Safety Checklist (SSSCL)................................................................................................................ 7
2.5.1.2 Change of Loading Sequence..............................................................................................................................8
2.5.2 Terminal Water Depth............................................................................................................................................9
2.5.2.1 Periodic Checks of Draft Gauges against Draft Marks..................................................................................... 10
2.5.3 Tank Inspection.................................................................................................................................................... 10
2.5.3.1 Tank Inspection±Wall Wash Test (WWT) (Chemical Tanker Specific).......................................................... 10
2.5.3.2 Tank Cleanliness Certificate (Chemical Tanker Specific)................................................................................ 11
2.5.4 Drip Tray Inspection............................................................................................................................................ 11
2.5.4.1 Drip Tray Inspection- Multiple Reactive Cargoes (Chemical Tanker Specific)...............................................11
2.5.5 Pre-cargo Operations Checklist............................................................................................................................12
2.6 Special Cargo Precautions.......................................................................................................12
2.6.1 Special Cargo Precautions on Chemical Tankers (Chemical Tanker Specific)................................................... 12
2.6.2 Toxic Cargoes (IBC) (Chemical Tanker Specific)...............................................................................................13
2.6.3 Self-Reactive Cargoes (Chemical Tanker Specific).............................................................................................13
2.6.4 Corrosive Cargoes (Chemical Tanker Specific)...................................................................................................13
2.7 Manifold Connection...............................................................................................................13
2.7.1 Cargo Hoses......................................................................................................................................................... 14
2.7.1.1 Vessel¶s Cargo Hoses (Oil Tanker Specific).....................................................................................................14
2.7.1.1A Vessel¶s Cargo Hose (Chemical Tanker Specific)......................................................................................... 14
2.7.1.2 Submerged Hoses.............................................................................................................................................. 14
2.7.1.3 SBM (Oil Tanker Specific)............................................................................................................................... 14
2.7.2 Loading Arm (Hard-arm)..................................................................................................................................... 16
2.7.3 Common Line.......................................................................................................................................................16
2.7.4 Closed Loading.................................................................................................................................................... 17
2.7.4.1 Vapour Return Line...........................................................................................................................................18
2.7.4.2 P/V Valve.......................................................................................................................................................... 18
2.8 Inerting/ Purging......................................................................................................................18
2.8.1 Closed Loading (Chemical Tanker Specific)....................................................................................................... 18
2.9 Commencement of Loading.................................................................................................... 19
2.9.1 Loading Operations.............................................................................................................................................. 19
2.9.1.1 Supervision........................................................................................................................................................20
2.9.1.2 Solidifying (Heated) Cargoes............................................................................................................................20
2.9.1.3 Solidifying (Heated) Cargoes (Chemical Tanker Specific).............................................................................. 20
2.10 Ullage and Sampling............................................................................................................ 20
2.10.1 Ullage................................................................................................................................................................. 20
2.10.2 Sampling Process............................................................................................................................................... 21
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2.10.2.1 Sampling Activity........................................................................................................................................... 21

2.10.2.2 Sampling Process............................................................................................................................................ 22
2.10.2.2.1 First Foot sample.......................................................................................................................................... 23
2.10.2.2.2. First Foot Sampling (Chemical Tanker Specific)....................................................................................... 23
2.10.2.2.3. Manifold Sampling......................................................................................................................................23
2.10.2.2.4 Manifold Sampling (Chemical Tanker Specific)......................................................................................... 24
2.10.2.3 Final Sample....................................................................................................................................................24
2.10.2.4 Sample Records...............................................................................................................................................24
2.11 Loading................................................................................................................................ 24
2.11.1 Loading Sequence.............................................................................................................................................. 24
2.11.2 Loading Rates.....................................................................................................................................................24
2.11.3 Pressure Surges.................................................................................................................................................. 25
2.11.4 Changing Cargo Tanks.......................................................................................................................................25
2.11.5 Topping- Off...................................................................................................................................................... 25
2.11.5.1 Topping- Off Individual Tanks....................................................................................................................... 25
2.11.5.2 Topping -Off Final.......................................................................................................................................... 26
2.11.6 Blending (Oil Tanker Specific).......................................................................................................................... 26
2.11.6.1 Bio-Diesel Blending (Oil Tanker Specific).....................................................................................................26
2.11.6.1.1 Blending in Port (Oil Tanker Specific)........................................................................................................ 26
2.11.6.1.2 Blending outside Port Limits (Oil Tanker Specific).................................................................................... 27
2.11.6.1.3 Loading on Top Procedure (LOT) (Oil Tanker Specific)............................................................................ 27
2.12 Commingling of Cargo (Oil Tanker Specific)..................................................................... 28
2.13 Line Clearing........................................................................................................................29
2.13.1 Blowing the line from Ship to Shore..................................................................................................................29
2.13.2 Blowing the line from Shore to Ship..................................................................................................................30
2.13.3 Blowing the line from Ship to Ship....................................................................................................................30
2.13.4 Pigging............................................................................................................................................................... 30
2.13.5 Pigging (Chemical Tanker Specific).................................................................................................................. 31
2.14 Cargo Hose Disconnecting...................................................................................................31
2.15 Pre-departure........................................................................................................................ 32
2.15.1 Loaded Ullages...................................................................................................................................................32
2.15.2 Ship/Shore Differences...................................................................................................................................... 32
2.15.3 Vessel Experience Factor (V.E.F)......................................................................................................................32
2.15.4 Dead Freight Claim............................................................................................................................................ 33
2.15.5 Self-Reactive Cargoes (Chemical Tanker Specific)...........................................................................................33
2.16 Cargo Documents and Bills of Lading.................................................................................33
2.17 Early Departure Procedure (EDP)........................................................................................33
2.17.1 Why EDP? Early Departure Procedure......................................................................................................... 33
2.17.2 Early Departure Procedure............................................................................................................................ 34
2.18 Reporting..............................................................................................................................34
3. RECORD.................................................................................................................................... 35
Page 2 of 35
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This procedure provides general guidance regarding the Loading operations onboard Oil and
Chemical Tankers, taking into consideration the health, environment and operational hazards of
liquid cargoes carried or likely to be carried on company Vessels.
2. PROCEDURE
2.1 GENERAL
The Loading Operation is always a High-Risk Operation, due to the nature of the cargo operated.
The Vessel¶s Master and Officers must strictly comply with all Company, Port and Statutory
Regulations when transferring Cargo.
(this paragraph also applies to SECTION 12-³Discharging Operations´1.1- of this Manual)
Master
The Master is accountable for the cargo operations ,ensuring that
they are carried out in full compliance with Company procedures,
and the relevant Rules and regulations as per MARPOL ( Annex I or
Annex II ) TSG, TSG-C
Chief Officer
The Chief Officer is responsible for the cargo operations
Officer of the Watch
The OOW is responsible for the cargo operation on order of the
( OOW)
Chief Officer
Chief Engineer The Chief Engineer is accountable that all machinery required is
working in safe manner
Duty Engineer The Duty Engineer is responsible that all machinery required is
working in safe manner
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2.3 WATCH COMPOSITION

(This paragraph also applies to SECTION 12-³Discharging Operations´
2-³Watch Composition´ of this Manual)
The number of persons required for Deck Watch-keeping must be determined by the Chief Officer in
consultation with the Master.
However each Watch must be under the supervision of a qualified Deck Officer, assisted by Deck
Watch-keepers, as determined by the Chief Officer.
The Officer of the Watch is responsible for the execution of the Cargo Transfer Plan under the
supervision of the Chief Officer.
The Watch Schedule must be posted in the Cargo Control Room (CCR) and must be signed by the
Chief Officer.
The following Table indicates the Minimum Cargo Watch requirements established by the Company:
No. Stage of Cargo Operations Cargo Watch arrangements

1. At commencement of Cargo Operations Chief Officer
Pump man
Three (3) Ratings
2. During Cargo Operations Officer of the Watch
Chief Officer or
Pump man when the Chief Officer rests
Two (2) Ratings
3. Topping up for individual Cargo Tank Chief Officer / Master
Pumpman or boatswain
Three (3) Ratings
4. At completion of Cargo Operations Chief Officer
Pump man
Three (3) Ratings
2.4 CARGO TRANSFER CONTROLS & VAPOUR PRESSURE ALARM SETTINGS
2.4.1 Cargo Transfer Controls

Cargo Transfer must be carried out in accordance with the prepared Cargo Plan
(Form SF/OPS/ 330-³Cargo Plan´)
A complete record of the Cargo Transfer Operation must be maintained in the Port Log.
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2.4.2 Vapour Pressure Alarm Settings

In order to ensure safe cargo operations, it is important that the vapour alar ms are correctly set.
To avoid ANY kind of misunderstanding the follo wing apply:
2.4.2.1 Vapour Line Alarm Setting

P/V Valve settings at 1400mmWG and -35 0 mmWG:
Example:
Pressure sensor must alarms at a high pr essure to 90 percent of the low est pressure relief
valve setting in the cargo tank venting system= 12 60 mmWG
Alarms at a low pressure of not less than fo ur inches water gauge (0.144 psi g) = 102
mmWG for an inerted tankship, or the lowest vacuum relie f valve setting in the cargo tank
v enting system for a non- inerted tankship -350 mmWG . (CFR 46 39 .20-13)
2.4.2.2 Cargo Tanks with a P/v Valve release pressure 1400mmWG and vacuum at
-350mmWG
NON Inerted Tankers (Primary means is P/V and secondary the alarm):
High Pressure Alarm: The over-pressure setting must be set to alarm at 10% greater than the
normal actuation settings of the pressure valves
Low Pressure Alarm: At a vacuum 10% greater than the normal actuation settings of the
vacuum valves.
For Example:
Relieve Pressure of the P/V Valve is 1400mmWG and -350 mmWG:
High Pressure Alarm at 1540mmWG
Low Pressure Alarm at -385mmWG
Inerted Tankers (Primary means is IG, se condary is the P/V):

High Pressure Alarm: When the tank pressu re reaches 10% greater than the n ormal actuation
settings of the pressure valves themselves.
Low Pressure Alarm: The pressure in a tank must never be permitted to fall below zero
and the pressure sensors must be set to alarm abov e zero 100 mmWG or more.
For Example:
Relieve Pressure of the P/V Valve is 1400mmWG and -350 mmWG:
High Pressure Alarm at 1540mmWG
Low Pressure Alarm at 100mmWG
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2.5 PRE-LOADING
2.5.1 Ship/Shore Safety Meeting

Before any cargo operation commences, the Cargo Plan must be discussed and agreed during the
Ship / Shore meeting with the Terminal Representative.
The Cargo Plan (Form SF/OPS/330) must be discussed and the following agreed, (including but not
limited to):
x Quantity must be loaded (if MOLOO Vessel must call the maximum possible)
x Inerting and Padding, as applicable
x Start-up Loading Rate
x Loading Rate
x Toping- up Sequence and Rate
x Ship or Shore Stop (Shore Stop preferred)
Although mentioned in the SSSCL (Ship Shore Safety Check List- Form SF/OPS/334C) the
following must be highlighted:
x Where the ship has part cargo onboard on arrival, grade, volume and tank distribution.
x Maximum acceptable Loading Rates and Topping-off Rates.
x Maximum acceptable pressure at the ship/shore cargo connection during loading.
x Loading Sequence
x Maximum acceptable cargo temperature (where applicable).
x Method of Venting.
x Quantities and specifications of Bunkers required. (if applicable)
x Distribution, composition and quantities of Ballast together, if relevant, with time required for
discharge and Maximum Light Freeboard.
x Quantity, quality and distribution of slops. (if applicable)
x Quality of inert gas (if applicable).
x Communication system for loading control, including the Signal for Emergency Stop.
x Bunkering
The Emergency Signal and Shutdown Procedure to be used by the Ship and Shore
must be explained and clearly understood by all involved.
Based on the information exchanged, an operational agreement must be made in writing between the
Responsible Officer and the Terminal Representative.
(For additional information regarding the loading plan refer ISGOTT / TSG-C or TSG-G)
If the Loading Plan is modified following discussions with the Terminal Representatives, Supercargo
or Surveyor, all changes must be formally recorded and brought to the attention of all shipboard
personnel involved with the cargo operation.
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If changes require any deviation from Company Procedures the Operations Department must
immediately be informed in this case, as per Voyage Orders.
Cargo operations CANNOT commence before approval from the Operations Department is obtained.
Deviations from Quantities indicated in the Voyage Orders can only be accepted after Office
Approval has been received.
2.5.1A Ship/Shore Safety Meeting (Chemical Tanker Specific)

When operating Chemical Cargoes, apart from all the items mentioned in the previous paragraph, the
following issues must be discussed in detail, during the Ship/Shore Meeting:
All Hazardous Cargoes

x Special precautions in case of a Cargo spill
x PPE requirements for Ship and Shore personnel involved in the Cargo Operation
x CORRECT Gasket type must be used
Toxic Cargoes
x Availability of Antidotes ( specific for the cargo/cargoes must be operated) for Ship and
Shore Personnel (when applicable)
x Emergency Response Procedures
x Hospital availability at the Terminal or in the town in case of emergency
x In case of venting through the P/V valve, NO small craft must be alongside
Inhibited Cargoes
x Process of adding inhibitor ( if this will be done on the Vessel¶s Personnel)
x Inhibitor Certificate
x Cargo Quality Certificate ensuring that a polymerization has not started
2.5.1.1 Ship/Shore Safety Checklist (SSSCL)

(the same applies to Section 12-³Discharging Operations´ ±paragraph 2.3.1.1)
The SSSCL MUST be completed. It is mandatory that the SSSCL must be completed in the
correct way ± meaning that the mandatory ³Walk Around´ on the Vessel MUST take place.
Note:
The minimum time for the completion of the SSSCL is expected must be thirty (30) minutes.
If less time is used, it might indicate that not all checks have been carried out appropriately.
x Only the SSSCL according to ISGOTT must be used (for further information see
ISGOTT)
x If any other SSSCL will be presented in addition to the Company SSSCL (Form SF/OPS-
334C) same must be completed as well.
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The time for repetitive checks must be agreed,

but the Vessel¶s personnel to perform the repetitive checks at least every four (4) hours.
x If a difference of opinion arises on the adequacy of any arrangements made or conditions

found, the operation must not be started until measures taken are jointly accepted.
x The joint declaration must not be signed until both parties have checked and accepted
their assigned responsibilities and accountabilities.
x If any deviation from the SSSCL is noticed during the time alongside, the Terminal must
be informed immediately, in order to agree on corrective or protective actions.
o If the deviation causes an unsafe situation, the cargo operation must be stopped
accordingly.
Terminal regulations
All Officers and Crew must be made aware of any Terminal Regulations.
Any activities carried out by the Terminal that may be considered hazardous to the Vessel
must be brought to the attention of the Master, the Chief Officer and the Officer of the Watch
immediately. The Master or Chief Officer must then liaise with the terminal to rectify the
situation. The Operations Department must be immediately informed.
x All anti ± pollution equipment must be deployed, Fire precaution measures must be taken and
Warning Signs / Signals must be displayed before the commencement of the loading
operation.
x When alongside a Terminal, immobilization of the Vessel is NOT permitted during Cargo
Operations.
x Repairs or maintenance which may have a negative impact on the Safety System or the Cargo
Operations of the Vessel might only be performed after approval has been obtained from the
Terminal and the Port Authorities (when applicable).
2.5.1.2 Change of Loading Sequence

In several occasions, in their instructions addressed to the Master, the Charterers indicate that
³The Master will follow Local Instructions´.
This case refers to the Loading and/or discharging ports, where the Master has to follow the
instructions given by the Charterer¶s representatives and/or by the Cargo surveyors who have
been appointed by them.
When the Master is requested to follow ³Local Instructions´, normally the meaning is to liaise
with the Charterer- appointed Cargo Surveyors, who are well aware of the sequence of
loading or discharging.
However, the Master must always take into consideration that when the Vessel is alongside
the Terminal, his primarily target is to notify the Terminal for every alteration and movement
he intends to make, especially when opening or closing valves , thus influencing the Loading
Rate.
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This means that every time he decides, along with the Cargo Surveyors, to make an alteration,
the Terminal¶s consent must always be requested before proceeding.
Failure to follow this procedure may have serious implications.
The Master and Crew have the obligation to satisfy the requirements of two completely
different parties:
x The Charterers and their appointed Cargo Surveyors
x The Terminal
Every effort must be taken to achieve this to the extent possible from a safety point of view
However, the Master must take always into consideration that the Terminal representatives¶
requirements always supersede the requirements of any other Party involved.
If any amendment must be made to the Vessel¶s Loading and/or Discharging Plan that will
affect the Loading Rate and/or Discharge Rate and / or cause any stoppages, the Terminal
Representatives and the Company must be notified immediately.
Very often, Charterers may request changes without providing ample notice. Even in such
cases, during the key meeting which is held before the loading or discharging operations, the
Terminal Representatives must be notified to expect some changes and/or alterations, in order
to be prepared and arrange their processes, plans and equipment as necessary.
The Master must be very cautious, during the cargo operations with the Terminal.
He must always prioritize the Cargo Plans and actions and make sure that he has taken all
actions and measures required to avoid any kind of conflict.
The Master must always take the Vessel¶s Cargo Operation Plan into consideration.
Any amendment to the plan, different from the Voyage Orders requirements, must be
approved by the Operations Department.
NO demand from ANY Third party, including the Charterers,
must force a Master to deviate from this.
Relevant notifications must be included in the following forms:

x SF/OPS/314 - Discharging Operation and Relative Information
x SF/OPS/309C-Loading Operation Information Exchange ± Cargo Nomination Letter
2.5.2 Terminal Water Depth

(this also applies to SECTION 12-³Discharging Operations´± 2.3.2 ³Terminal Water Depth´ ± of
this Manual)
Before commencing cargo operation, the depth of the water at the berth must be checked (seaside and
dockside, in way of Bow-Mid-Stern).
The Master must ensure that cargo loading, and cargo operations are calculated and conducted in
such a way that the draft at each berth does not exceed that required to keep his Vessel safely afloat
at the lowest anticipated low water.
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See also UKC in the Navigation and Mooring Manual ( NAVM 006- SECTION 01-³Navigation
Policies´.
³Pumping Over the Tide´ is a Non-Routine Operation and the process must be performed
following a relevant Risk Assessment.
2.5.2.1 Periodic Checks of Draft Gauges against Draft Marks

The Vessel¶s drafts must be visually checked and compared with the drafts shown on the Vessel¶s
Loadicator.
In order to have reliable readings of drafts in the Vessel¶s Loadicator, all weights and constants must
be correctly depicted.
The drafts taken visually and those shown in the Loadicator must be compared and forwarded to the
Operations Department along with Loadicator extracts and representative photos.
The form used for this reporting is SF/OPS/354-³Draft Comparison Form´.
2.5.3 Tank Inspection

Cargo Tanks might be inspected to verify their cleanliness by a Surveyor or Terminal Representative.
If Cargo Tanks are must be inspected, this will be a visual inspection only.
Cargo Tanks Inspection MUST be attended by the Chief Officer or the Officer of the Watch
under the accountability of the Chief Officer.
Cargo Tank inspections must only be carried out

when NO Cargo / Inerting operation is taking place.
A Tank Entry Permit can be used for this purpose.

(See Safety Manual (003) Section 04- ³Entry into Enclosed Space´)
2.5.3.1 Tank Inspection±Wall Wash Test (WWT) (Chemical Tanker Specific)

The Cargo Tank inspection is likely to include a Wall Wash Test in case sensitive cargoes
will be loaded.
The Wall Wash Test is fully described in Section 17 ±³Tank Cleaning´ of this Manual.
Ventilation MUST be ensured during the Wall Wash Test (WWT) to remove any vapours from the
Wall Wash Medium.
However, at the same time the ingress of chlorides (for example by salty air) must be avoided.
Important!
Often, the Surveyor is not complying with the Wall Wash Test requirements (surface and
amount of liquid used).
In such a case, and for a serious deviation the Operation Department must be informed.
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Rags must NEVER be used for wiping the wall wash medium. This practice is not
acceptable. PTT (Past Time Test) or UV Test will fail.
In case a contaminated sample is collected into the sample bottle the Operation Department
must be informed immediately.
Wall Wash Medium:

x Preferably high purity methanol to be used for a Wall Wash Test (WWT)
If excessive Methanol is used for Wall Wash Test purposes, the atmosphere in the Cargo
Tank might become hazardous.
x PCE ± Perchloroethylene - might be used for a NVM (Non Volatile Matter) Test prior
loading PO.
Due to the nature of the product, additional precautions must be considered.
Also, it must be ensured that the cargo Tank is clean.
This Test is much more stringent than the Methanol WWT
x Hexene-1 might be used before loading Hexne-1.
Due to the nature of this product, additional precautions must be considered.
Additionally, it must be ensured that the cargo Tank is clean.
This Test is much more stringent than the Methanol WWT.
2.5.3.2 Tank Cleanliness Certificate (Chemical Tanker Specific)

(Refer to Section 13-³Cargo Documents´- ³Tank Cleanliness Certificate´)
2.5.4 Drip Tray Inspection

The drip tray below the Manifold must be empty and clean.
If a shore cargo hose is used, at any other place than the manifold itself, a portable drip tray must be
in place accordingly.
2.5.4.1 Drip Tray Inspection- Multiple Reactive Cargoes (Chemical Tanker Specific)
Caution!!
During multiple cargo operations, the drip tray must have relevant segregations in order to
avoid one product leaking into the drip tray to come into contact with another product.
The above practice is MANDATORY when reactive cargoes are operated simultaneously.
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2.5.5 Pre-cargo Operations Checklist

All items in the Cargo Pre-Operation Checklist (Form SF/OPS/334B) must be verified and
completed. A relevant entry must be made in the Deck Log Book.
If any item of the checklist has a negative answer (NO), the Chief Officer must be informed and the
relevant item must be corrected BEFORE any cargo Operation can take place.
The Master and the Chief Office must be informed and the Defect reporting and Rectification
procedure must be initiated.
Checklist Items may be marked as ³N/A´ when they are clearly ³Not Applicable´.
Additional ³Ship Specific´ checks may be added to this checklist, as required.
2.6 SPECIAL CARGO PRECAUTIONS

Whenever Toxic, Reactive or Corrosive cargoes will be loaded the Manifold area is a High-Risk area
and full protection must be used for connecting and disconnecting the shore line system to the Vessel.
Preferably, Splash Shields must be used for each manifold connected.
In case the Shore Representative, performing or assisting in this operation, is using a lower standard
PPE the Chief Officer must be informed immediately to discuss preventive action.
2.6.1 Special Cargo Precautions on Chemical Tankers (Chemical Tanker Specific)

For all Chemical Cargoes, the following measures must be taken:
x NO Visitor must board the Vessel during cargo operations UNLESS the access to the Vessel is at
the Accommodation and outside the hazardous area.
x A BOX with all required PPE must be placed at the gangway.
o If this is placed in a hazardous area, access to this area must be approved by the Master or
Chief Officer.
o If not already worn, all required PPE must be used by 3rd Party coming on board
x Chemical Goggles are Mandatory for everyone on Deck.
x A Splash Shield at the manifold must always be used.
o It is mandatory according to the IBC Code when operating certain acids.
The Decontamination Shower and the Eye Wash must be checked

and verified to be operational and pressurized.
In Sub Zero areas it must be ensured that the system is not blocked by ice.
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2.6.2 Toxic Cargoes (IBC) (Chemical Tanker Specific)

In addition to the general precautions which are mentioned in Section 04 ±³Cargo Hazards´ of this
Manual and in the Shipboard Safety Manual (003) Manual, the following Safety Precautions must be
strictly observed when handling Toxic Cargoes:
x Only essential crew must be on deck.
x The Deck watch MUST have an EEBD available for emergency escape.
2.6.3 Self-Reactive Cargoes (Chemical Tanker Specific)

The Deck watch MUST have an EEBD available for emergency escape.
2.6.4 Corrosive Cargoes (Chemical Tanker Specific)

The Deck Watch MUST wear a Chemical Splash Suit.
2.7 MANIFOLD CONNECTION

(This Paragraph also applies to SECTION 12 ³Discharging Operations´³Manifold
Connection´ of this Manual´)
Ship / Shore connection must only be made to the dedicated manifolds for THIS cargo
Operation and must always be undertaken in the presence of the responsible Officer.
Utmost care must be taken when opening a blind flange from a Cargo Hose or Loading arm. Various
incidents have happened in the Industry because the Shore System was under pressure.
Therefore NO crewmember is allowed to open any Shore Hose or Hard Arm without verification that
the Shore System is free of pressure (checking pressure gauge or drain system when applicable).
The following safety precautions must be taken:
x Only suitable gaskets for the cargo operated must be used for the connection.
x Only suitable reducers must be used when applicable.
x Regardless of whether hoses and cargo arms are connected by Vessel or Terminal staff,
the Officer of the Watch and/or the Chief Officer must check that connections are
properly made, with adequate gaskets and bolts in every hole, and that the arms are
properly supported.
x Drip trays must be in place under all hose or loading arm connections.
x Freeboard limitations for hoses and Loading arms must be established and observed.
x ONLY Non-spark tools must be used.
x Portable Drip trays must be avoided but might be necessary when using reducers.
According to ISGOTT 24.7.4: the portable drip trays must be placed under each
connection to retain any leakage.
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2.7.1 Cargo Hoses

(This paragraph also applies to SECTION 12-³Discharging Operations´- 2.5.1-³Vessel Cargo
Hoses´ of this Manual)
Only Shore Cargo Hoses must be used in order to avoid any claim against the Vessel for Non- Clean
Cargo Hoses used.
2.7.1.1 Vessel¶s Cargo Hoses (Oil Tanker Specific)

(This paragraph also applies to SECTION 12-³Discharging Operations´- ³Vessel¶s
Cargo Hoses´ of this Manual)
It is strictly prohibited to use the Vessel¶s hoses.
Cargo hoses on Company Vessels must not be used for cargo operations, unless approved by
the Operations Department.
2.7.1.1A Vessel¶s Cargo Hose (Chemical Tanker Specific)

If the Vessel¶s Chemical Hoses are used, these MUST be pressure-tested according to the
PMS and must be verified must be in good condition without any visible damage.
The Terminal must verify the cleanliness before using the Vessel¶s Chemical Hoses and sign
a ³Hose Inspection Report´.
2.7.1.2 Submerged Hoses

(This paragraph also applies to SECTION 12-³Discharging Operations´³Submerged
Hoses´ of this Manual)
No cargo operation must take place using submerged hoses (other than an SBM) unless
approved by the Company.
This operation requires a complete/detailed Risk Assessment, approved by the Operations
Department.
2.7.1.3 SBM (Oil Tanker Specific)

Responsibilities, roles and watch keeping during SPM / CBM Operations
The standard Roles and Responsibilities for Cargo and Ballast operations also apply during
buoy Mooring Operations.
Terminals with buoy moorings for ocean-going Vessels, may provide professional advice on
safety aspects related to the local marine operations (i.e. from the assigned Berthing Master
and/or Mooring Master), which will assist the Master¶s and the Pilot¶s mooring planning, as
necessary.
The Chief Officer, being authorized by the Master as the Key Person in charge for Cargo and
Ballast operations, must include guidance for buoy mooring operations in his Standing and
Deck Orders, which must be posted in a conspicuous place on deck.
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Whilst the Cargo Operation in process at buoys moorings, the following is minimum deck
personnel requirements:
x At SPM and CBM, the Bridge may stay unmanned, subject to further consideration
by the Vessel's Master and the Mooring Master.
The Officer in charge on deck must also be charged with the task to regularly visit the
Bridge for monitoring information regarding weather and traffic conditions.
x On Deck, during cargo loading (incl. de-ballasting as required):

o One licensed Deck Officer and
o a full Deck Watch,
ensuring continuous watch on the main deck and the manifold areas.
Offshore manifolds must be especially monitored during commencement of operation
and changing of grades.
x On Deck, during Topping- Off:

Two licensed Deck Officers and a full Deck Watch, including the Pumpman.
x The Engine Room must be manned as necessary with :

o an Engine Officer
o One Oiler
o One Senior Engineer (Chief Engineer or Second Engineer who will be
supervising the engineering activities.
x A Watchman must be stationed on the forecastle head, specifically assigned as

permanent Watch at Single Point Moorings and during his standard deck watch-
keeping rounds at conventional buoy moorings, in order to report any failure of
moorings or leakage.
x The Master may impose extra requirements for licensed and unlicensed personnel
must be onboard when he considers it necessary.
Communications
Good communication between bridge, the deck squad and poop is essential at buoy moorings
in order to:
x Prevent deterioration of mooring conditions, caused by weather changes, passing-by
traffic and changes of Vessel's draft and trim.
x Avoid moorings or mooring boats must be caught up in ships¶ propellers.

In this respect the watchman stationed at forecastle head, must carry appropriate
equipment in order to communicate with the Officer on the Watch.
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He must also report immediately if the Vessel ³rides-up´ to the buoy.

When the Vessel is at buoy mooring, frequent and regular inspection is essential in
order to ensure that mooring lines are kept tensed, with minimum movement of the
tanker. Excessive movement can break cargo connections.
Planning and Execution of the buoy mooring operations

The existing guidance for carrying out cargo and ballast operations, whilst alongside, also
applies during buoy mooring operations, including:
x Preparatory conditional checks
x Cargo planning
x Stress and stability calculations for all the nodal steps of cargo and ballast operation
x Safety meetings
x Documentation of progress record during the operation
x Procedures for the termination of the operation
The above procedures must be enhanced by the implementation of safeguards resulted from a
Risk Assessment, which must be always considered before any buoy mooring operation.
2.7.2 Loading Arm (Hard-arm)
Connection to always be undertaken in the presence of the responsible Officer.
Precautions must be taken during connecting of metal arms, due to the risk of unexpected movements
of both powered and unpowered arms. Vessels¶ personnel must stand well clear of moving arm and
Vessel manifolds or other structure. When connecting manually operating arms, two lanyards must
be fitted to control the movement of the connection end.
Where loading arms are hydraulically secured on Vessel¶s manifold, extreme caution must be taken
due to possible sudden release, which can be caused by Vessel¶s movement. Extra attention must be
given during operation from passing traffic. Vessel¶s spring lines must be maintained tight to restrict
movement.
Great consideration must be given to Freeboard limitations.
2.7.3 Common Line

Common Line Operations:
The Common Line must be used for ONE (1) grade only.
x The sequence of cargo discharge must be stated in writing and signed during the Ship-
Shore Agreement and Pre-Loading meetings with the Loading Master.
x The Chief Officer must carefully evaluate the loading sequence for the cargo loaded via
the common line, especially when loading solidifying cargoes, in order to avoid any
blockage / solidification of the Common Line or Cargo Lines to the individual tanks.
x All Cargo Tanks Connections, connected to the Common Line, must be checked when
start loading for leakages.
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When grades are compatible, cargo might be loaded through the Common line but after
Office approval has been received:
The most sensitive grade must be loaded first.
x If applicable, and for Oil cargoes only:
o The Line clearing procedure between the parcels must be handed over to the Cargo
Surveyor and the Terminal.
o Additionally, a Letter of Protest must be submitted to the Terminal, stating that no
responsibility will be taken due to any delays.
o In case the Terminal leaves the decision to the Vessel¶s Master, regarding the
sequence of the loading, the more sensitive cargo must always be discharged first.
2.7.4 Closed Loading
The Company has a CLOSED LOADING POLICY.

For effective Closed Loading, cargo must be loaded with the Ullage, Sounding and Sighting ports
securely closed.
Preferably, Cargo Vapours must either be send back to Shore by using a Vapour Return Line.
x If this is not available, the Cargo Vapours must be vented to the atmosphere using P/V valves.
x Flame arrestors at the P/V valves must be regularly checked to confirm they are clean, in
good condition and correctly installed.
It MUST be taken into consideration, that Chemical and Oil Vapours are heavier than Air.
Therefore, during calm Weather conditions, a ³Fall Down´ of Cargo Vapours on Deck Level, when
venting through the P/V valves, is possible.
Applicable measurement must be performed and PPE must be used.
To undertake closed loading, the Vessel must be equipped with ullaging equipment and independent
overfill alarms which allow the tank contents to be monitored without opening tank apertures.
There is a risk of overfilling a cargo tank when loading under normal closed conditions.
Due to the reliance placed on closed gauging systems, it is important that they are fully operational
and that back-up is provided in the form of an independent overfill alarm arrangement.
The alarm will provide audible and visual indication and must be set at a level which will enable
operations to be shut down, before the tank becomes overfilled.
Individual overfill alarms must be tested at the tank to ensure their proper operation before the
commencement of loading, unless the system is provided with an electronic self-testing capability
which monitors the condition of the alarm circuit and sensor and confirms the instrument set point.
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2.7.4.1 Vapour Return Line

Cargo Transfer using a Vapour Return line is the safest and most environmentally friendly
system for Closed Cargo Operations.
Connection of a Vapour Return system MUST be attended by the Officer of the Watch
or the Chief Officer.
A Vapour Line must be used whenever loading Toxic cargoes.
If in use ± If there is a failure of the Vapour Return/Recovery System¶s ,

the Cargo Operations must be immediately suspended until rectification.
The Operations must ONLY be resumed in agreement with the Terminal.
2.7.4.2 P/V Valve

Although NO Vapour Return System might be connected, Cargo Operations must be carried
out under "CLOSED CONDITIONS´ at all times.
This will require all cargo tank apertures at main deck level to be closed.
When loading, venting will take place through the P/V valves:
The Tank Venting System must be checked for correct setting

(see 2.4.2. of this procedure) and verified to be fully operational
before each operation.
Flame arrestors at the P/V valve must be regularly checked to confirm they are clean, in good
condition and correctly installed.
Especially when operating solidifying cargoes the P/V valves must be checked during loading
operations
2.8 INERTING/ PURGING

If a flammable Oil cargo will be loaded or a Chemical reactive to Oxygen or Water (Humidity), the
Cargo tanks will be inerted / purged prior loading.
Section 16-³Inert Gas Operation´ must be strictly complied with.
2.8.1 Closed Loading (Chemical Tanker Specific)

If sensitive Chemical Cargoes are to be loaded, the Cargo tanks must be inerted (also called ³purged´
in the Chemical Trade) with Nitrogen.
Sections 16A & 16B-³Inert Gas Operation´ must be strictly complied with.
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2.9 COMMENCEMENT OF LOADING

The High level and High/High (overfill) level alarms panel must be switched on at all times.
Loading must start only with a low / reduced Loading Rate enabling the crew to verify the integrity
of the Cargo System and to detect any leakage or vapour release.
x Once all operations are considered to be safe, the rates can then be gradually increased.
x All Cargo and Ballast tanks must be checked at the beginning of any Cargo Operation to
ensure that no unforeseen event takes place.
STOP OPERATIONS!!!
if any defect is detected during Cargo Operations, affecting the Vessel's stability, structure,
fittings, cargo segregation, ballast segregation, loading capability, pumping, heating, tank
cleaning, gas freeing or any other area that causes concern,
Immediately contact the Operations Department.
2.9.1 Loading Operations

A Watch must be maintained at the manifolds, to ensure that:
x Not used manifold valves are fully closed,
x Not used manifold blanks are fully bolted and
there is no pressure build up at the start of all cargo transfer operations.
x all manifolds pressure gauges from both sides uncovered.
x manifolds sample points are closed and plugged.
x manifold¶s dip tray are closed and plugged.
x Correct settings of common line valves.
x -MARPOL line valves are fully closed.
During Cargo operations, the Officer of the Watch must log
x all events related to connection / disconnection of Loading Arms etc.
x commencement / completion of Operations,
x any stop of cargo operations and the reason etc.
into the Form SF/OPS/312-³Statement of Fact (Loading)´ and these must also signed by the
Terminal Representative, and the Agent, as applicable.
OVERFILL ALARMS
In case an overfill alarm is activated then the Officer of the Watch must close the valve of the filling
tank and maintain continuous monitoring of ullage level.
In case the ullage is still increasing then STOP the loading immediately.
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2.9.1.1 Supervision
The following safeguards must be maintained throughout the Loading Operation:
x A Responsible Officer must be on watch and sufficient crew on board, to deal with the
operation and security of the tanker.
x A continuous Watch of the tank deck must be maintained.
o If a ship¶s Cargo Control Room (CCR), from which all operations can be
controlled, does not have an overall view of the tank deck, then a competent
member of the ship¶s crew must be continuously on watch on the tank deck.
x The agreed Ship to Shore communications system must be maintained in good working
order.
x At the commencement of loading, and at each change of watch or shift, the Responsible
Officer and the Terminal Representative must each confirm that the communications
system for the control of loading is understood by them and by Personnel on Watch and
on Duty.
x The stand-by requirements for the normal stopping of Shore Pumps on completion of
loading, and the Emergency Stop System for both the Tanker and Terminal, must be fully
understood by all personnel concerned.
2.9.1.2 Solidifying (Heated) Cargoes

(Refer to Section 04-³Cargo Hazards´³Solidifying Cargoes´)
2.9.1.3 Solidifying (Heated) Cargoes (Chemical Tanker Specific)

When handling cargoes with a high solidification point like Phenol or Slack Wax !& it is
essential to frequently check the entire Cargo Venting System (at least every ONE (1) hour)
for any potential solidification.
An established method is using a hammer or similar and checking the sound of the relevant
pipeline.
Important!
DO NOT rely on the Pressure Sensor System and Pressure Alarms.
Very often, the sensor gets frozen during loading and may NOT be reliable.
2.10 ULLAGE AND SAMPLING
2.10.1 Ullage
The primary system on company Vessels is the Vessel¶s Fixed Gauging System.
The ullage of all cargo tanks of the Vessel must be closely monitored by the Officer of the Watch.
A detailed record of the hourly Loading Ullages and Rates must be kept and a crosscheck with the
Terminal must be made (Form OPS/330D-³Hourly Monitoring Records).
In this way, any large discrepancy arising can readily be detected.
An immediate investigation must be carried out to identify the cause of the discrepancy.
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The Ullage must be cross- checked by using a UTI/MMC as secondary means

EVERY FOUR (4) HOURS .
Whenever there is an indication that the ullage changes in any cargo tank, not scheduled to be
loaded, the Cargo Operation must be stopped until the reason for this has been identified.
The company must be immediately informed in such cases.
In case of failure of Fixed Gauging System cargo transfer rate must be adjusted in order tanks
volume could be monitoring with the available quantity of UTI/MMC.
Notification to company¶s relevant departments must be made.
See also Section 20 ±³Cargo Sampling´ of this Manual.
2.10.2 Sampling Process
It is the Company Policy to perform CLOSED SAMPLING on all Tankers.

OPEN SAMPLING IS STRICTLY PROHIBITED
(for Hazardous cargoes i.e Toxic, Flammable, Reactive)
If Open Sampling is requested,

Procedure of Section 20 ±³Cargo Sampling´ must be followed.
2.10.2.1 Sampling Activity

Sampling must be carried out through Vapour Lock Arrangements.
The Master is accountable and the Chief Officer is responsible to ensure that:
x Sampling operations are accurately performed, in line with the sampling procedures and in
compliance to Safety Requirements.
x The Vessel¶s Sampler and Sampling pipe are clean, before proceeding with sampling.
x The Vessel¶s Sample Bottles are dry and absolutely clean.
o New/clean empty Sample Bottles must be used at all times.
The Officer of the Watch is responsible to attend all Sampling Operations, enforcing the
Company¶s instructions and the Chief Officer¶s orders regarding the cargo measurement and
the testing of cargo equipment.
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2.10.2.2 Sampling Process

(See also Chapter 20-³Cargo Sampling´ of this Manual)
Retention of Samples onboard
To avoid any dispute arising between the Ship and Shore, concerning suspected
contamination at the load port and unless the Company advises to the contrary, the cargo
samples must be retained on board for a minimum period of fourteen (14) months after
the cargo has been discharged, for later analysis.
The Charterers instructions must also be taken into consideration regarding cargo samples
Sampling on board.
The Chief Officer must not accept Cargo Samples taken without the presence of a Vessel¶s
Officer or himself.
He must request Cargo Samples bottles to be sealed and clearly marked with the Product
Name, Date taken and the Name and Position of Person who took the samples.
The Vessel must not accept to receive sealed Samples without first verifying the contents.
If nobody from the Terminal takes samples, the Vessel¶s personnel must do this instead, by
securing the samples for the Company and the Master must inform the Operation Department
immediately for further advice.
The Master must issue Letter of Protest and submit it to the Terminal.
(General Form LOP-LO).
The Chief Officer and the Officer of the Watch are responsible for the Surveyor¶s safety while
on deck.
The Surveyor is required to follow all safety procedures and precautions while on-board.
(Ref COM (10) Section 20 Cargo Sampling).
All personnel must wear appropriate PPE during the Sampling Operations, as required by this
procedure and Shipboard Safety Manual.
If there is any doubt about the quality of the sampling procedures performed by the Cargo
Surveyor, the Master Must inform the Operation Department immediately and, if considered
necessary, a Letter of Protest must be issued.
Details of all Sampling must be recorded on Form SF/OPS/326 ³Record of Cargo Samples´.
The samples must be stowed securely in lockers that have access external to the
accommodation.
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2.10.2.2.1 First Foot sample
In case a ³First Foot´ is loaded, this must be of a small quantity, preferable not more than
30cm in the cargo tank.
In case the cargo operations will be interrupted for analyses, all valves have to be closed
accordingly.
IMPORTANT!
If solidifying cargoes are operated, the cargo line system MUST be blown-free
If the loading stops after the First Foot, in order to avoid freezing of the Cargo Line
System, blocking the same.
Caution!!
Contaminations are more likely from the Shore-line or the Shore-tank than from the
Vessel.
Therefore, the Company must be immediately informed in case A contamination
occurs.
2.10.2.2.2. First Foot Sampling (Chemical Tanker Specific)

Depending on the Cargo, the ³First Foot´ sampling MUST be strictly observed.
In case the Cargo is Oxygen-sensitive, the sample must be taken into a pre-purged
Sample Bottle only!
The same must apply for hydroscopic cargoes.
In both cases, the Oxygen and humidity in the air may cause contamination.
2.10.2.2.3. Manifold Sampling
Manifold Sampling Operations are PROHIBITED for Toxic Cargoes.
A Manifold Sample must be taken upon commencement of loading and subsequently every 5
to 10 minutes, thereafter.
It is a Company requirement to take a Manifold Sample and Running Manifold

Samples for every cargo if permitted (see restriction above).
REMEMBER! Manifold Sampling is OPEN SAMPLING!!
Therefore FULL PPE appropriate for the hazards of the cargo operated must be worn
during this operation and all precautions must be observed according to Chapter 20 of this
Manual).
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2.10.2.2.4 Manifold Sampling (Chemical Tanker Specific)
MANIFOLD SAMPLING IS PROHIBITED

ON ALL CHEMICAL CARGOES
2.10.2.3 Final Sample

Usually, after loading, all loaded cargo tanks will be sampled.
The Vessel¶s personnel must receive one (1) sample as well.
If the Vessel does NOT receive a sample, a Letter of Protest must be issued accordingly.
2.10.2.4 Sample Records

Cargo samples must be recorded on form SF/OPS/ 326 ±³Record of Cargo Samples´.
2.11 LOADING
2.11.1 Loading Sequence

Loading Operations must be in accordance with the Loading Plan agreed with the Terminal.
If any deviation from the Plan is required, this must be discussed before the commencement of the
Cargo Operation.
The Chief Officer, the OOW and Pumpman are responsible for the verification of initial line-up prior
commencement of loading, as well as any consequent cargo, commenced at a later stage, according
to the agreed and approved Cargo Plan.
2.11.2 Loading Rates
The Maximum Loading Rate must NEVER EXCEED the Venting Capacity of the Cargo Tanks
operated (see manufactures' Instructions Manual to allow for the vent rate must be calculated).
Officers involved with Cargo Operations must be aware that they must keep a certain number of
tanks open, to maintain the Loading Rate, or reduce the Loading Rate to suit the tanks that are open.
x To ensure that Maximum Loading Rates can be achieved, the Venting System must be
operating effectively and be correctly set.
x The Loading Rate must not exceed a rate that cannot be handled safely
x Loading Rates must be closely monitored and frequently recorded.
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x To avoid any discrepancy, the Fixed Ullage Systems can be used in conjunction with portable
electronic ullage equipment.
x The pressure at manifolds must be monitored at least hourly and recorded in the Manifold
pressure record book.
This record must be signed by the responsible Officer in charge of discharging and the
representative of the shore terminal.
o Any shore side request to vary the manifold pressure must be duly recorded.
2.11.3 Pressure Surges

During loading operations, before shutting-off any tank valve, the cargo must be directed at an empty
or partially empty tank.
Due consideration must be given when closing the valves, to prevent pressure surges
(see also SECTION 04-³Cargo Hazards´ -2.15-³Pressure Surge or ³Hammer Effect´ of this Manual).
2.11.4 Changing Cargo Tanks

Changing Cargo Tanks during Cargo Operations, MUST be in accordance to the Loading Plan
developed by the Chief Officer.
The Master must be informed about this, before this task (changing cargo tanks) is performed.
x Before changing tanks, valves on the next tanks to be opened must be checked for operation.
x When the flow of Cargo is to be diverted from one tank to another, the valves on the tanks to
be loaded MUST be opened before the valves on the previous tanks are shut.
o This is especially important when loading at high capacity and where mechanically
operated valves are involved.
2.11.5 Topping- Off

Topping-Up of Cargo Tanks must take place with reduced Loading Rate only.
The Chief Officer MUST attend and supervise the Topping-up process for each tank.
He is NOT allowed to delegate this to any Officer of the Watch.
One (1) Deck crew MUST be at the manifold in order to operate the Cargo Valves in case of
emergency.
2.11.5.1 Topping- Off Individual Tanks

When operating various tanks, using the common line, the following process must be taken
into consideration:
x The Loading Rate of the individual cargo tank must be reduced, when the tank level
reaches a level set by the Chief Officer.
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x Using the reduced (slower) Loading Rate, the tank must be filled-up to the required level
(usually 98%).
2.11.5.2 Topping -Off Final

Before topping-off operations commence at an offshore berth, the Ship/Shore
communications system must be tested.
One (1) Deck crew MUST be at the manifold in order to operate the cargo valves in case
of emergency.
The ship must advise the Terminal when the final tanks are to be topped- up and request the
Terminal, in adequate time, to reduce the Loading Rate sufficiently, as agreed, to permit
effective control of the flow on board the ship.
If the Loading Rate is not reduced, the Chief Officer must use the Shore Emergency Stop
(when available) and inform the Master.
If no Emergency Stop is available, the situation must be treated as ³Emergency´.
Deck Crew might be ordered to close the Manifold valve.
The number of valves to be closed during the topping- off period, must be reduced to a
minimum.
The Vessel must not close all its valves against the cargo flow.
x After Topping-Off (and eventually clearing the lines) all valves must be shut.
x The ullages of topped-off tanks must be checked, from time to time, to ensure that
overflows do not occur because of leaking valves or incorrect operations.
x Shore control valves must be closed before the ship¶s valves.
2.11.6 Blending (Oil Tanker Specific)
2.11.6.1 Bio-Diesel Blending (Oil Tanker Specific)

NOTE:
If a chemical is to be loaded into an Oil Tanker, the Tanker Safety Guide Chemicals might be
used for reference.
ONLY CHEMICAL HOSES must be used for CHEMICAL CARGOES (NOT Oil hoses).
2.11.6.1.1 Blending in Port (Oil Tanker Specific)

It is common practice that for Biofuels, blending will take place in port BUT sometimes at
different terminals.
Whenever Chemicals and Oil cargoes will be mixed for the purpose of blending, the chemical
part must be loaded first.
NOTE: If a chemical is to be loaded into an Oil Tanker, the Tanker Safety Guide Chemicals
might be used for reference. Only chemical hoses must be used for chemical cargoes and NO
Oil hoses.
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Also refer to ³Miracle-Tank Cleaning Guide- Seminar´, regarding the hazards of the
individual chemical to be loaded.
The correct fire-fighting equipment MUST be available for the chemical must be loaded.
2.11.6.1.2 Blending outside Port Limits (Oil Tanker Specific)

It is up to each Port State and Port Authority to define the respective Port locations and Limits
DQGWKHFLUFXPVWDQFHVXQGHUZKLFKEOHQGLQJPD\EHXQGHUWDNHQLQSRUW
Permission and guidelines for undertaking blending and chemical processes whilst in port
may therefore be available or obtained from the relevant Port Authority.
(Also refer to Section 10-³Transit´).
2.11.6.1.3 Loading on Top Procedure (LOT) (Oil Tanker Specific)

Loading on Top is the Shipboard Procedure of collecting and settling water and oil mixtures,
resulting from Ballasting and Tank Cleaning Operations, usually in Vessel¶s Slop Tanks, and
VXEVHTXHQWO\ORDGLQJ&DUJRRQ7RSDQGSXPSLQJWKHPL[WXUHDVKRUHDWWKH'LVFKDUJH3RUW
Whenever feasible, Hazardous Cargoes must avoid being loaded on top.
However, if for any reason, loading on top is necessary, following guidance must be
considered that will prevent any electrostatic hazards according to ISGOTT 3.3.3 and 11.1.12
relevant to loading on top.
x Volatile petroleum, or non-volatile petroleum, having a temperature higher than its flashpoint
PLQXV&must never be loaded over the top into a non-gas free tank.
x 1RQYRODWLOHSHWUROHXPKDYLQJDWHPSHUDWXUHORZHUWKDQLWVIODVKSRLQWPLQXV&PD\EH
loaded over the top in the following circumstances.
- If the tank concerned is gas free, provided no contamination by volatile petroleum can
occur.
- If prior agreement is reached between the Master and the Terminal Representative.
The free end of the hose must be lashed inside the tank coaming to prevent movement.
Ballast or slops must not be loaded or transferred over the top

into a tank containing a flammable gas mixture.
If the next cargo is compatible with the slops generated from the last cargo, it is possible, with
&KDUWHUHU VFRQVHQWWRORDGWKHQH[WFDUJRRQWRSRIWKHVORSV
As regards to the safety precautions involved, Load-On-Top (LOT), procedures must be
conducted in compliance with the requirements of MARPOL regulation 15 ('Retention of oil on
board') and only after Operator¶s approval.
It is important and must be made clear by the Charterers, if the Vessel is to LOT on the
previous slops.
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If it is not clear, the Master must clarify this point before arrival at the load port.
If the LOT procedure will not be used, then the slops must either be discharged ashore or
alternatively, may be retained on board and the slop tank must not be loaded with cargo.
Charterers sometimes require the slops to be spread evenly to the Vessel's tanks before loading.
However, bearing in mind that the slops (after decanting the free water), may contain up to
30% water in suspension, a serious salt water contamination of the next cargo may result by
doing this.
Most Refineries have equipment to remove salt from the Crude Oil before refining, however
salt water can be a contaminant of all Crude Oils.
In excessive amounts, it can cause serious damage to the refractory equipment in the Refinery.
More particularly, if the oil is to be used in the production of asphalt, it can cause 'loss of
penetration' in the finished product.
Recommendations for completing the LOT procedure include:
x If charterers insist that slops are to be spread in all Vessel's tanks, the Master must
refuse to do so, responding that this procedure may contaminate the cargo.
x If charterers¶ intentions prevail and slops are distributed among the cargo tanks before
loading, then when arriving at the discharge port suggest in writing, that 'wet bottoms'
and slops are discharged first to a single shore tank in order to minimise the danger of
spreading 'wet bottoms' throughout the shore tank system.
x The Vessel's first duty is the 'proper care of the cargo'. If the charterers requirement for
commingling of the slops in all cargo tanks is followed, a serious cargo claim may
result, since very often the Bill of Lading has passed into the hands of a third party who
is unaware of the charterer's request and to whom the Vessel will be responsible.
The Vessel may be found unseaworthy with regard to the cargo and a possible regress
by owners against the charterer's may turn out to be a doubtful venture (due to no
charterer's assets). Therefore, proper care of the cargo takes priority over charterer's
orders/requirements.
2.12 COMMINGLING OF CARGO (OIL TANKER SPECIFIC)

Commingling may take place when:
x Two or more different grades are commingled on board at the same or different ports
x Cargo from one terminal / port is commingled on board with cargo loaded from another
terminal / port
Commingling operations are permitted on board:
x Only when conducted in port or while moored
x When the Operations Department and the Master have received the MSDS and the Quality
Certificates of the cargoes to be commingled, prior to the commingling operation.
Commingling instructions may be included in the Charterer¶s Voyage orders, but must this operation
be requested, the Master must not proceed and perform any commingling, unless approval and
instructions have been received from the Operations Department.
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The commingling of any cargo on board the Vessel may affect the specifications of the cargo already
loaded and the Vessel may be held liable under the Bills of Lading already issued for this cargo.
The same liability may arise under the Bill of Lading being issued for the second, third and so on
parcels loaded.
A commingling clause must be inserted in the Bills of lading (3/3) stating the stowage of each grade
and the commingling of the grades to be declared, as it is the legitimate right of the Cargo Receivers
to have knowledge of this.
The usual clause is:
³This shipment was loaded on board the Vessel as part of one original LOT of ««..Metric tons with
no segregation as to parcels.
Neither the Vessel¶s Master NoR the Owners assume any responsibility for the consequences of such
commingling nor the separation thereof at the time of delivery.
2.13 LINE CLEARING

Depending on the Cargo Loading, the Shore Line might be cleaned by:
x either by Air
x or Nitrogen
x or by using a pigging system.
2.13.1 Blowing the line from Ship to Shore
Air or Nitrogen might be used for the purpose of line clearing to shore.
Whenever hazardous cargoes have been operated ONLY Nitrogen must be used.
This is a High-Risk Operation when performing this on Hazardous Cargoes and the PPE for
Hazardous Areas and in accordance to PPE Matrix 2 must be used.
x Nitrogen hose must be connected to the air coupling before the gate valve.
x Drop valve will be closed
x Air / Nitrogen valve is open and after achieving 6 Bar pressure in the line, the drop valve is
open.
x Drop valve is closed again and this process is repeated for 3-4 times.
In order to be sure, after the completion of the blowing, drain plugs on the line, must be opened and
checked.
During draining, no spillage to the deck to be ensured and drip trays to be used.
Before every parcel, a sample must be collected from the ship¶s manifold under the supervision of the
surveyor (minimum 2x200 ml).
P.S: For sample collection, the gate valve must be kept closed and the sample must be taken from the
common line.
The sample collected must be sealed by the Surveyor, otherwise a Letter of Protest must be issued.
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2.13.2 Blowing the line from Shore to Ship

Whenever the Terminal requests a cleaning of the Shore line, by blowing the remaining cargo into
the Vessel, the following actions must be taken:
x One (1) crewmember must be on stand-by at the manifold, to immediately close the Vessel¶s
manifold valve.
x The pressure must be agreed, before the operation commences.
x Only a Shore part (max 10m) must be blown
x The Vessel¶s Personnel must use a cargo tank loaded not more than 98% (for example
the Hard Arm System only).
x Cleaning the entire Shore line from the shore tank to the Vessel is prohibited, because the
remaining cargo in the shoreline might be unknown and ± in addition ± the amount of Air /
Nitrogen used, might lead to an over- pressurization.
2.13.3 Blowing the line from Ship to Ship

During the blowing operations from Ship to Ship, the procedures of the previous paragraphs of this
Section apply (any reference to ³Shore´ will mean ³Ship´)
The STS procedure in SECTION 23 ³Ship to Ship Operations´ of this Manual, fully applies.
2.13.4 Pigging
At some installations, the Shore line from the tank farm to the jetty manifold or, part of it, are
³pigged´.
That is, must be cleaned by a cylindrical shaped object (the ³pig´) which is pushed by compressed
air in the shore line and, as it moves in it, sometimes till the manifolds, it cleans the viscous cargo
remaining which is drained into the Vessel's cargo tank.
During the ³pigging´ operation, possibly large amounts of cargo are pressed into the Vessel's cargo
tank at a high rate and a high pressure which may create risk of tank overflow or even tank over-
pressurization and consequent structural damage of the Vessel¶s tank and deck fittings.
If during the Pre-Loading Meeting, the Terminal Representative / Loading Master advises that upon
completion of the loading, the Shore Line must be "pigged", the below procedure must be agreed
in writing in the Pre-Loading Agreement.
The following actions must be agreed:
x The cargo quantity must be drained.
x The cargo tank(s) must be suitably slack, in order to receive the drained cargo quantity
without the risks of tank overflow or tank over-pressurization.
x If the cargo is vegetable oils, the tank lid of the selected tank, where the lines will be drained,
must be open during the pigging operation
x Ship/Terminal communication means must be established for the Emergency Stop of the
³pigging´ operation.
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x Means for the Emergency Stop of the ³pigging´ operation must be available to the ship¶s
crew at the manifolds, including the closing of the ship¶s manifold against the pigging
pressure, in case of emergency, at the Terminal¶s risk and responsibility.
x Means for preventing the pig to enter the ship¶s lines. Suitable wire mesh shall be fitted on the
manifold connection.
x The valve of the ship's manifold will be crack-open in order to enable the ship¶s crew to
control the Shore pressure.
The Chief Officer must monitor the cargo tank pressure in which (tank), the shore line cargo
is drained and must be in direct communication with the Officer of the Watch who must be on
standing-by at the manifold valve, in order to close the same if needed).
All crew participating in the cargo operation must be briefed on the procedure which must be
followed during the pigging operation. The procedure must be stated in detail in the Cargo Plan.
Pigging is PROHIBITED unless a LOI has been received and the operation has been being approved
by the Operation Department, holding the Terminal fully responsible for any damage to the Vessel or
the Environment as a result of this Operation.
2.13.5 Pigging (Chemical Tanker Specific)
³Pigging´ is prohibited for all Cargoes mentioned in Section 04-Cargo Hazards- 7R[LF
&DUJRHV2.4.1 to 2.4.4 i.e Toxic Cargoes, Self -Reactive Cargoes, Corrosive Cargoes
2.14 CARGO HOSE DISCONNECTING

Utmost care must be taken when disconnecting a Cargo Hose from the Manifold.
The following precautions must be taken:
x This Operation must always be undertaken in the presence of a Responsible Officer.
x NO crewmember is allowed to disconnect any Cargo Hose, without verification that the Shore
System is free of pressure.
The same applies to Shore Staff, when disconnecting the Loading Arm.
(Numerous incidents have occurred in the Industry, because the Shore System was under
pressure)
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Note:
Most hazardous are Loading arms with a Clamp System because the Loading arm might be
released in an uncontrolled way.
It must always be kept in mind that a Loading arm might swing.
Nobody must be in this area!
2.15 PRE-DEPARTURE
2.15.1 Loaded Ullages

Throughout the loading operation, regular checks must be made on tanks that have been loaded.
Upon completion of loading, all cargo tanks must again be inspected, and ullages must carefully
measured and recorded in the Vessel¶s ullages reports (SF/OPS/304 -304A-304B ³Ullage Report´
Similar checks must be made throughout the Vessel¶s passage.
2.15.2 Ship/Shore Differences

As the shore figures are taken in most cases as the B/L quantity, one may be faced with a possible
³out-turn shortage´ claim upon the discharge.
If at the completion of loading there is an abnormal discrepancy between the ship's and the
Terminal¶s (Bill of Lading) figures, all measurements, including freeboard, must be re-checked.
If the Ship¶s/Shore¶s difference is within the usual acceptable difference set to 0.3%, then the
Master must issue the usual Letter of Protest.
It is advisable, however, to recheck the Ship¶s figures once again, to preclude any human error in
calculations.
When the discrepancy is above 0, 3%, the Office must be notified immediately and before signing
the B/L.
2.15.3 Vessel Experience Factor (V.E.F)

When the ship has carried more than 10 single grade cargoes, a Vessel Experience Factor (V.E.F)
must be calculated and recalculated on an ongoing basis.
The Vessel¶s Experience Factor must always be taken into consideration and must be incorporated in
the ship¶s loaded figures.
For any cargo discrepancy between Bills of Lading and Ship¶ Figures (either plus or minus) is
identified, the Master is obliged to issue the appropriate Letter of Cargo Discrepancy between Bills
of Lading and Ship¶s Figures.
Taking into account the VEF the above form must be issued in two (2) copies:
One form containing ship¶s figures without applying the VEF
A second form containing the ship¶s figures after applying the VEF (Form SF/OPS/322)
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2.15.4 Dead Freight Claim

Due to the possible financial impact and a partial non -compliance with the Charter Party terms, this
declaration is of great importance.
If the cargo loaded is less than Charter Party quantity including Owner/Manager/Charterer option, a
Dead Freight Claim must be issued by the Master.
(See guidance in Section 13-³Cargo Documents´ of this Manual).

The Vessel MUST receive a valid ³Inhibitor Certificate´ as required specified by the
IBC-Code which states:
³Ships carrying such cargoes (Self-reactive) must be provided with a Certificate of protection from
the manufacturer, and kept during the voyage, specifying:
x the name and amount of additive present
x Whether the additive is oxygen-dependent
o If ³YES´, the Oxygen requirements must be included
x The date that the Additive was added in the Product and the duration of effectiveness;
x Any temperature limitations, qualifying the additive¶s' effective lifetime
o If the inhibitor has temperature limitations (for example p-TBC) the Master MUST
carefully evaluate whether the cargo has sufficient inhibitor for 1.5 times of the
length of the entire voyage, taking the relevant temperatures (Water and Air) into
consideration.
x the action to be taken, must the length of voyage exceed the effective lifetime of the additives.
2.16 CARGO DOCUMENTS AND BILLS OF LADING
See guidance in Section 13 ±³Cargo Documents´ of this Manual
2.17 EARLY DEPARTURE PROCEDURE (EDP)
2.17.1 Why EDP? Early Departure Procedure

In some cases, either the Charterers (more often) or the Terminal (more rarely) will request the
Vessel¶s Master to adopt an EDP (Early Departure Procedure).
This means that the Vessel will have to vacate the berth without signing any Bill of Lading.
In such cases, before leaving the berth, the Master must at least be provided with the Shore figures
after requesting it from the Terminal and issue a Letter of Protest for any possible discrepancy.
Before adopting an EDP, the Master must receive permission from the Company, unless this is
clearly stated in the Voyage Orders.
The Agent must, upon receiving the draft BL, fax or e-mail a copy to the Master¶s attention.
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Only after the Master¶s confirmation to the agent, in writing, will the original B/L be signed and
released. It is important for the Agents TO be fully advised of such a procedure before vacating the
berth.
Subject to such facilities being available to the ship, the Master must avail himself of the EDP only if
Charterers require it, and then follow their written instructions.
2.17.2 Early Departure Procedure

On arrival, the Master will indicate his acceptance of the EDP according to the provisions of
governing Charter Party.
Then:
x The Bill of Lading and Cargo Manifest will be prepared in advance, (except for cargo figures)
and will be presented to the Master for signature.
x The Master will sign a document, authorizing the Agent to sign all other documents on his
behalf but only after the Master has been informed by e-mail and has reviewed the B/L
figures and has noted by protest any differences between the Ship¶s and Shore (B/L) figures.
x The Agent must be instructed in writing to wait for confirmation from the Master AND
authorization, before releasing the B/Ls (at some ports this authority must be cabled to the
Shippers).
x Copies of the Bill of Lading and the Cargo Manifest must be retained on board. These
arrangements must be confirmed with the Operations Department before the Master¶s
agreement.
x Before the ship is released to sail, Ship/Shore figures MUST be agreed and be within
acceptable limits, (Max 0, 3 %).
If the Ship Figures are not released, the Operations Department must be notified for further
guidance.
x If Ship/Shore differences exceed 0,3%, EDP IS NOT PERMITTED
The Master must notify the Operations Department for further guidance.
2.18 REPORTING
The following must be sent to the Office after loading:

x Ullage Report(s).
x Copy of Notice of Readiness.
x Copies of any Letters of Protest.
x Dead freight Statements.
x Full set of Cargo Documents.
x Statement of Facts.
The Master must ensure that all cargo documents are signed by the required parties (Agent, Terminal,
and Vessel).
The Master is also requested to define ³Documents onboard TIME´ in Statement of Fact before
sailing from port.
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3. RECORD
Ullage Reports COM/SECTION 13 SF/OPS/304(A-B)
OBQ/ROB Report COM/SECTION 13 SF/OPS/306
Loading Operations Information Exchange
-Cargo Nomination Letter COM/SECTION 08B SF/OPS/309C
Authorization for signing and releasing
Bill of Lading, Early Departure Procedure COM/SECTION 09 SF/OPS/309D
Statement of Facts COM/SECTION 13 SF/OPS/312
Discharge Operation and Relative Information COM/SECTION 11 SF/OPS/314
Topping off checklist COM/SECTION 09 SF/OPS/318
Vessel Experience Factor COM/SECTION 13 SF/OPS/322
Record of Cargo Samples COM/SECTION 20 SF/OPS/326
Hourly Monitoring Records COM/SECTION 09/12 SF/OPS/330D
Internal Cargo Transfer Plan COM/SECTION 09/12 SF/OPS/331
Internal Cargo Transfer Checklist COM/SECTION 09/12 SF/OPS/331A
Internal Cargo Transfer Record ±Valve/Open-Closing COM/SECTION 09/12 SF/OPS/331B
Ullage Report before Internal Cargo Transfer COM/SECTION 09/12 SF/OPS/331C
Ullage Report on completion of Internal Cargo Transfer COM/SECTION 09/12 SF/OPS/331D
Cargo Pre-Operation Checklist ±OT/CT COM/SECTION 08B/11 SF/OPS/334B
Ship-Shore Safety Checklist ±OT/CT COM/SECTION 09/12 SF/OPS/334C
Terminal Satisfaction Report COM/SECTION 13 SF/OPS/338
Un-pumpable Ballast COM/SECTION 14 SF/OPS/353
Additives Onboard-Monitoring Form COM/SECTION 21 SF/OPS/351
Draft Comparison Form COM/SECTION 14 SF/OPS/354
ISGOTT
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(010) TRANSIT Revision: 02
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.3 Maintaining Inert Condition (when applicable)........................................................................ 2
2.4 Cargo Monitoring during Transit.............................................................................................. 2
2.4.1 Heated Cargoes...................................................................................................................................................... 2
2.4.1.1 Monitoring and Recording.................................................................................................................................. 2
2.4.1.2 Monitoring of High Sensitive Cargoes (Chemical Tanker Specific).................................................................. 3
2.4.2 Water in Cargo (Oil Tanker Specific).................................................................................................................... 3
2.4.3 H2S Monitoring (Oil Tanker Specific).................................................................................................................. 4
2.4.4 Hydrocarbon (HC) Monitoring (Oil Tanker Specific)........................................................................................... 4
2.4.5 High Reid Vapour Pressure (RVP) Monitoring (Oil Tanker Specific).................................................................. 4
2.4.6 High Oxygen Sensitive Cargoes (Chemical Tanker Specific)............................................................................... 4
2.4.6.1 Cold Weather Precautions (Chemical Tanker Specific)......................................................................................4
2.4.6.2 P/V Valve Pumping (Chemical Tanker Specific)............................................................................................... 5
2.4.7 High Humidity Sensitive Cargoes (Chemical Tanker Specific)............................................................................ 5
2.4.8 Depressurization of Cargo Lines during Voyage................................................................................................... 5
2.5 Internal Transfer........................................................................................................................ 6
2.5.1 Internal Transfer ± Emergency...............................................................................................................................6
2.5.2 Blending during the Voyage.................................................................................................................................. 6
2.5.3 Commingling during the Voyage........................................................................................................................... 7
3. RECORD...................................................................................................................................... 7
Page 1 of 7
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This procedure provides clear guidance regarding Transit and relevant Cargo Care on Oil and
Chemical Tankers.
2. PROCEDURE
2.1 GENERAL
During transit, usually the conditions of the cargo tanks must be monitored but no special precautions
are necessary, except for the Cargoes, mentioned in this procedure.
Master The Master is accountable for all monitoring and operations in this
section.
Chief Engineer Chief Engineer is responsible for the technical aspects, overall operation
and performance of the deck cargo heating system.
Chief Officer The Chief Officer is responsible for monitoring of cargo¶s temperature
state.
2.3 MAINTAINING INERT CONDITION (WHEN APPLICABLE)

All Oil Tankers and/or Chemical Tankers, being in compliance with SOLAS, are required to carry
flammable cargoes (FP below & under Inert Gas (Nitrogen), maintaining the Oxygen content at
<5% throughout the voyage.
As per Company Policy, ALL Oil cargoes must be carried at <5% Oxygen content.
If an increase in Oxygen content is identified,
the Operations Department must be immediately notified.
Actions to restore the required level to be taken.
2.4 CARGO MONITORING DURING TRANSIT

2.4.1.1 Monitoring and Recording
If heated cargoes are carried, the Cargo Temperature must be strictly monitored in order to
comply with the Charterers¶ heating instructions.
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The Cargo Temperature and Ullage must be recorded Daily on Form SF/OPS/317-³Daily
Cargo Temperature and Consumptions Monitoring´ also recording the associated bunker
consumption.
In order to identify any unintended heating in other Cargo Tanks,

ALL Cargo Tanks must be monitored as to cargo temperature, treated or not.
During transit, the heating instructions listed below must be followed:

x During the Voyage, the temperature must be kept between the Minimum and Maximum
Limits, as stated in the Voyage Orders.
x The increases in temperature during a period of 24 hours must NOT exceed a
specified limit, stated in Voyage Orders.
x Top and bottom temperature difference must QRWWRH[FHHG&
x Suspected or detected heating system problems must be reported to the Chief Engineer.
o When heated cargoes are carried, the Chief Engineer must test the heating
system for cargo contamination daily.
If an unexpected temperature increase in a non-heated cargo tank is observed, the Chief Officer must
investigate the Root Cause and must verify that the heating system to this tank is closed/ blanked, as
planned.
The Operations Department must be immediately notified.
During the carriage of heated cargoes, if during transit, a breakdown of the heating system occurs, the
Technical and Operations Departments must be informed without delay in order to decide on the
mitigating actions required.
The Form SF/OPS/317- ³Daily Cargo Temperature and Consumption Monitoring´ must be
maintained as well as the Cargo Heating Log,
Entries must be made at frequent intervals, as necessary.
This log must be signed and handed-over to the Cargo Surveyor(s) at the discharging port, as
appropriate.
2.4.1.2 Monitoring of High Sensitive Cargoes (Chemical Tanker Specific)

High Sensitive Cargoes to be monitored daily, twice (2) per day and recorded.
2.4.2 Water in Cargo (Oil Tanker Specific)

Initially, at twenty four (24) hours, afterwards at forty eight (48) hours and finally four (4) days
after sailing from the final loading port, water dips of all tanks (weather permitting) must be taken
and the tonnage of water must be calculated, separately in each grade.
Free water must always be measured by both UTI and hermetic dip, using water-finding paste.
If at any stage, the quantity of the free water found has increased significantly, compared to that
found at the loading port, the Operation Department must be notified.
The agent at the Load Port must be instructed to render a Letter of Protest to the Suppliers on behalf
of the Master / Charterers.
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2.4.3 H2S Monitoring (Oil Tanker Specific)

H2S shall be monitored throughout the voyage in case the cargo contains the same.
Records must be completed according to Form SF/OPS/334A- ³Cargo Pre-Arrival Checklist´
In case of any unexpected increase of H2S, the Operation Department must be informed accordingly.
2.4.4 Hydrocarbon (HC) Monitoring (Oil Tanker Specific)

During ballast voyage HC in cargo tanks shall be monitored and records must be maintained on Form
SF/OPS/343 ±³Cargo Tanks Atmosphere Monitoring´.
If an unexpected increase of HC is identified, the Operation Department to be informed accordingly.
2.4.5 High Reid Vapour Pressure (RVP) Monitoring (Oil Tanker Specific)
If the Vessel carries a High RVP cargo, the pressure in the cargo tank must be monitored and
recorded at least twice a day, as per the Form SF/OPS/340-³Daily Tank Pressure Readings´.
If an unexpected increase of Pressure is identified, the Operation Department must be informed.
2.4.6 High Oxygen Sensitive Cargoes (Chemical Tanker Specific)

High Oxygen Sensitive Cargoes require special attention because only a slight deviation from the
Maximum Oxygen Content can DAMAGE the cargo, or even the Vessel, in case of Polymerization.
Examples of such Cargoes are, but not limited to:

x Hexene-1 (max O2 <50ppm)
x HMD, (max O2 <500ppm)
x Octene-1, PO, and various other chemicals.
Caution for Padding Operation (PO) Cargoes:
The requirements for PO are not only for cargo quality reasons.
The IBC Code requirements must be STRICTLY complied with, when carried.
The Company¶s and Charterer¶s instructions regarding the maximum Oxygen content allowed in the
headspace must be strictly followed.
In case the maximum Oxygen content required is below 1000 ppm O2, the Vessel might NOT use
the Nitrogen generator for padding ± unless for emergency response.
Nitrogen bottles connected to the Nitrogen supply line to be used instead with a minimum purity of
99, 99% of Nitrogen.
(Also refer to Section 16B ³Inerting Nitrogen-Chemical Tankers)
2.4.6.1 Cold Weather Precautions (Chemical Tanker Specific)

If the Cargo is loaded during winter and / or loaded much warmer than the water or outside
temperature, the cargo volume will be reduced, shortly after departure due to cooling effect.
This means that air will be introduced into the cargo tank through the Vacuum Valve,
UNLESS appropriate precautions have taken place.
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Regular Monitoring of the Cargo Tank Pressure is ESSENTIAL especially during this time.
Monitoring must be carried out at least every one (1) hour for the first 12 hours to
evaluate the Pressure drop and Temperature drop of the cargo.
THIS MUST be taken into consideration because at that stage of transit, a high amount of
Nitrogen might be required to maintain the Oxygen content in the headspace.
The same applies when carrying such a product from summer to winter zones and / or passing
such area during transit (for example Red Sea).
2.4.6.2 P/V Valve Pumping (Chemical Tanker Specific)

Apart from the possible described in this Section (2.3.´ Maintaining Inert Condition), an
additional risk is an increase of Oxygen into a Cargo Tank when passing heavy weather /
swell / waves.
During transit, special care must be taken regarding the pumping effect of P/V valves during
rolling and pitching / sloshing, when cargo will move into the vapour system and falls back.
Due to the very low Oxygen requirements (1000ppm or less) only a small quantity of Oxygen
might significantly increase the Oxygen content in the headspace.
This may cause a contamination of the cargo.
Therefore the cargo tanks must be kept between 70 and 120 mbar overpressure.
Deviations from this might cause an Oxygen increase due to operating P&V valves.
2.4.7 High Humidity Sensitive Cargoes (Chemical Tanker Specific)

High Humidity sensitive cargoes ± such as Isocyanates ± will react with water.
Therefore the same precautions as mentioned in WKLV6HFWLRQ2.4.6-³High Oxygen-Sensitive
Cargoes´ are applicable.
Note: If there is a cargo reaction with these cargoes due to water, besides the risk of contamination,
additional risks occur i.e
x MDI will get solid when reacting with water,
x TDI will react with high CO release.
2.4.8 Depressurization of Cargo Lines during Voyage

Cargo line valves must be operated during long voyages and when passing through hot climates in
order to avoid internal pressure build-up due to cargo thermal expansion and gassing-up in cargo
lines.
Consideration must be given in case of cargo segregations to avoid contamination of different
groups.
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2.5 INTERNAL TRANSFER
Internal transfer of cargo during sea passage is PROHIBITED

according to MARPOL Annex I and applicable regulations.
2.5.1 Internal Transfer ± Emergency
This procedure is NOT applicable in case of Imminent Danger.

In such a case the Master must exercise his Overriding Authority
Cargo transfer is prohibited after the completion of cargo loading, measurements and calculations.
In special cases, where transfer of cargo is required for stress and trim reasons, the Master must draft
a Cargo Transfer Plan, accompanied by Stress and Stability calculations, and submit them to the
Operations Department, requesting permission for the transfer (explaining the reasons and
circumstances for this transfer).
Before granting permission for the Cargo Transfer, the Operations Department must consult the
Technical and Marine/Vetting Departments.
Cargo Transfer during an emergency must NOT to be made

without the authorization of the body who carries out the Damage stability calculations i.e.
Classification Society or Technical Management.
2.5.2 Blending during the Voyage
Blending during the Voyage is PROHIBITED.
In accordance with the IMO requirements, blending of bulk liquid cargoes, by using ship¶s cargo
pumps and pipelines to internally circulate two or more different cargoes, as well as any production
processes on board ships during the sea voyage, is prohibited.
This prohibition refers to Vessels being outside port limits.
x It is up to each port state and port authority to define the respective port locations and
limits and the circumstances under which blending may be undertaken in SRUW
Permissions and guidelines for undertaking blending and chemical processes whilst in
port may therefore be available or obtained from the relevant port authority.
x The final product must be listed in the Certificate of Fitness or IOPP.
With respect to additives and dyes, the prohibition against the blending of cargoes will only apply to
WKHPL[LQJRIDGGLWLYHVRUG\HVLIWKH\DUHDOVRFDUULHGDQGGHFODUHGDVFDUJR
x Furthermore, the prohibition against production processes will apply to the use of
additives or dyes if these substances are used to react with the cargo in order to produce
a new end product, which varies in specification from the original cargo.
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The Master shall be in close contact with the Operations Department before carrying out ANY
operation. Final approval must be obtained from the Company.
2.5.3 Commingling during the Voyage
Commingling during the Voyage is PROHIBITED.
3. RECORD
Stoppage Report COM/SECTION 10 SF/OPS/303B
High Risk and Additional Premium Area Transit COM/SECTION 10 SF/OPS/303C
Deviation Statement COM/SECTION 10 SF/OPS/327
Cargo Pre-arrival checklist COM/SECTION 08B SF/OPS/334A
Turkish Straits Transit Statement COM/SECTION 10 SF/OPS/339
Daily Tank Pressure Readings COM/SECTION 10 SF/OPS/340
Cargo Tanks Atmosphere Monitoring
-for Oxygen Content, Hydrocarbons and H2S COM/SECTION 06A SF/OPS/343
Speed-Up Calculation COM/SECTION 10 SF/OPS/345
ISGOTT
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Page 7 of 7
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(010) PRE-ARRIVAL DISCHARGING Revision: 02
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.3 Pre-arrival Information..............................................................................................................2
2.3.1 Pre-arrival Information Exchange (Chemical Tanker Specific).............................................................................3
2.4 Pre-Arrival Checks.................................................................................................................... 4
2.4.1 Heated Cargoes...................................................................................................................................................... 5
2.4.2 Toxic Cargoes........................................................................................................................................................ 5
2.4.3 Oxygen Sensitive Cargoes (Chemical Tanker Specific)........................................................................................ 5
2.4.4 Water Sensitive Cargoes (i.e TDI) (Chemical Tanker Specific)............................................................................5
2.5 Arrival (End of Sea Passage).....................................................................................................6
2.5.1 Free Pratique.......................................................................................................................................................... 6
2.5.2 Notice of Readiness................................................................................................................................................6
3. RECORD...................................................................................................................................... 6
4. RELEVANT DOCUMENTS....................................................................................................... 6
Page 1 of 6
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This procedure provides general guidance regarding Arrival and Pre-Discharging Operations on
board Company Tankers, taking into consideration the health, environment and operational hazards
of liquid cargoes carried or likely to be carried in the future, on Company Vessels.
(Pre-arrival Navigation Information can be found in the Navigational and Mooring Manual).
2. PROCEDURE
2.1 GENERAL
If Multiple Cargo Operation are carried in Port (Loading & Discharging)

the requirements of SECTION 08A ³Pre-arrival´ and 08B ³Pre-arrival-Loading´
of this Manual fully apply
This procedure has been issued because the Pre- Arrival Information Exchange and the
Communication is very important to ensure a smooth in Port Operation.
If the Vessel¶s Master or Chief Officer identifies any potential problem, the Operations Department
must be contacted without delay.
Chief Officer The Chief Officer is responsible for this procedure.
Master The Master is accountable for this procedure
2.3 PRE-ARRIVAL INFORMATION

Operations concerning cargo handling, prewash, tank cleaning, ballasting and bunkering require an
exchange of information between the Ship and Shore before the ship arrives in port.
The following must be considered for inclusion in such an information exchange so that both the
Ship and Shore can plan their operations before arrival.
General
x The maximum draft allowed alongside and at approach to berth.
x UKC limitations and whether there are any other dimensional limitations such as air draft,
beam freeboard or manifold height from sea level.
x Tidal range alongside and any special mooring arrangements.
Page 2 of 6
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Cargo
x Cargo specifications.
x MSDS available for cargoes handled onboard.
x Where the ship has multiple or in transit cargoes, the cargo name, volume and tank
distribution of each cargo.
x Any special cargo handling requirements.
x Proposed Discharge sequence.
x Number and sizes of hoses or loading arms to be used for each cargo, and any limitations on
the movement of hoses or loading arms.
x Whether the Vessel¶s Master will be required to re-position alongside when changing grades
or to utilize other shore connections.
x Whether the Vessel will arrive with the Cargo in Inert condition and the Oxygen level in the
relevant Cargo Tanks.
x Maximum discharge rates and maximum back pressure limitation at the manifold connection,
and any restrictions due to inherent properties of the cargo.
x Any restrictions on tank venting requirements and, must vapour return be required, a full
description of the terminal¶s system including hose sizes and pressure and capacity limits;
x Any other pertinent information for the terminal or the ship, including access arrangements
and limitations.
x Mooring details.
2.3.1 Pre-arrival Information Exchange (Chemical Tanker Specific)

For Chemical Cargoes, the following information must be exchanged:
x Approved IMO Cargo/Product names, the nominated quantities to be transferred, expected
temperature of cargoes during transfer, flash point (where applicable), specific gravity, the
MARPOL pollution category, if applicable, and any viscosity and solidifying information.
x Required Nitrogen supply from Shore, when applicable.
x Restrictions relating to any electrostatic properties of a product, and precautions to prevent
the generation of hazardous static electricity charges.
x If applicable:
Terminal or Port Regulations on prewashing of cargo tanks alongside the berth, and details of
reception facilities available to receive slops.
x If applicable:
Mandatory prewash requirements, cargo names and quantity of washings of transit cargoes
for discharge to reception facilities, and quantity, quality and disposition of slop.
x If applicable:
Whether alongside tank cleaning is required, in addition to pre-wash.
x Whether other operations such as bunkering or storing are permitted to be carried out
concurrently with cargo operations.
If not, on agreement to be reached as to when such operations can be carried out.
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2.4 PRE-ARRIVAL CHECKS

All cargo system must be checked according to the Form SF/OPS/334A- ³Cargo Pre-arrival
Checklist´ in order to ensure that there are no deficiencies.
Checks may include, but not limited to:
x All instruments related to cargo operations must checked and tested, to ensure their good
operational condition i.e
o Level gauges,
o High-High High and overflow alarms and
o Thermometers
o Ex, Ox, Tox meters
x The Ship's cargo and bunker pipelines not intended for use, to be securely blanked and fully
bolted at the manifold.
x Maximum flow rates according to VECS Manual must be observed.
The Cargo tank venting system to be correctly adjusted.
x All the isolating valves used for double separation purposes, to be closed, lashed or locked.
x Blanks to be fitted to the manifold flanges and to be fully bolted.
x When loading or discharging Multi-Grade cargoes, signs indicating the correct manifold
connection for each grade of cargo to be handled, must be displayed on the appropriate
manifold, before cargo hoses or arms are connected.
x Thorough inspection of all manifold and pipeline drains, both on deck and in the Ballast
Pump room must be carried out to ensure that all are shut and caps fitted.
x Any water in the drip trays must not contain oil.
x Deck staff must be on stand-by in case they have to decant water from the deck.
x In general, the drip trays for port and starboard manifolds must be kept completely empty and
dry.
x Cofferdams and Cargo/Ballast Pumproom bilges must be free of oil leakages.
x Cargo area deck lighting, Pumproom Lighting and ventilation must be checked and confirmed
as being in full working order.
x All cargo systems must be thoroughly checked regarding any defect for the intended cargo
operation.
x All cargo lines to be pressure tested up to normal working pressure by means of cargo when
in laden condition or by water during tank cleaning operations.
x All cargo lines, vapour lines and manifolds must be adjusted to the planned cargo operations.
x The Chief Officer must verify all the above in order to avoid a ³ ONE MAN ERROR´
The Chief Officer, as Safety Officer must perform a Pre Arrival Safety Meeting (Chaired by the
Master) informing all Officers and Crew about the indented cargo operations and all hazards
involved.
If applicable, the Agent must be informed for any quantity of dirty ballast or slops to be discharged
ashore before discharging.
E.T.A notices must be sent to all parties concerned in accordance with Voyage Orders.
A Copy must be sent to the Operations Department.
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If Heated Cargoes will be discharged, the following must be additionally checked:
x The Cargo temperature must be gradually increased to the required discharge temperature
according to Charterer instructions.
o Important: strictly follow the temperature increase requirements as well (increase of
temperature per day).
x The entire piping system must be checked, for any solidification.
o This can be achieved by using the Hammer System (See Chapter 10).
o Frozen cargo lines or pipelines (especially vent lines) must be unfrozen prior
discharge operation will take place by using Hot Water or Steam.
NOTE
A Cargo Tank is VERY sensitive to under pressurization.
It can be easily damaged when discharging a cargo with a blocked Vapour Line!
2.4.2 Toxic Cargoes

If Toxic Cargoes are to be loaded the following to be additionally checked:
x Relevant PPE, in sufficient quantities are available on board.
x Sufficient GasTec Tubes are available on board.
If any of the above is Not available in sufficient quantity they must be ordered
and their supply onboard on arrival must be confirmed.
This is MANDATORY before the commencement of Cargo Operations involving Toxic Cargoes.
2.4.3 Oxygen Sensitive Cargoes (Chemical Tanker Specific)

The Oxygen content of all relevant cargo tanks MUST be checked again.
If there is any deviation from Charterer instructions, the Operations Department must be contacted
for further guidance.
Additional supply of Nitrogen bottles or other action might be taken into consideration to ensure that
the Vessel will arrive at the jetty with the cargo and the headspace within specification.
2.4.4 Water Sensitive Cargoes (i.e TDI) (Chemical Tanker Specific)

The Oxygen content of all relevant cargo tanks MUST be checked again.
If there is any deviation from Charterer instructions the Operations Department must be contacted for
further guidance.
It must be noted that there is a high risk of solidification of the cargo.
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2.5 ARRIVAL (END OF SEA PASSAGE)
2.5.1 Free Pratique

(Refer to SECTION 08A-Pre-arrival±paragraph 2.5.1)
2.5.2 Notice of Readiness

(Refer to SECTION 08A-Pre-arrival±paragraph 2.5.2)
3. RECORD
Pumping over the Tide COM/SECTION 11 SF/OPS/307
Discharging Operation and Relative Information COM/SECTION 11 SF/OPS/314
Request for Port Information/ Pre-arrival Instructions COM/SECTION08B/11 SF/OPS/323
Cargo Pre-arrival Checklist ±OT/CT COM/SECTION 08B SF/OPS/334A
Import Control systems ICS Declaration Form COM/SECTON 11 SF/OPS/348
USA calls AKMS Entry Requirements COM/SECTION 11 SF/OPS/350
Under Keel Clearance NAV/SECTION 03 SF/MRS/205C
4. RELEVANT DOCUMENTS
None
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(010) DISCHARGING OPERATIONS Revision: 02
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................3
2.1 General...................................................................................................................................... 3
2.1.1 Responsibilities...................................................................................................................... 3
2.1.2 Watch Composition................................................................................................................................................4
2.2 Cargo Transfer Controls............................................................................................................................................4
2.2.1 Vapour Alarm Setting............................................................................................................................................ 4
2.3 Pre-Discharging.........................................................................................................................5
2.3.1 Pre-Discharging Meeting....................................................................................................................................... 5
2.3.1.1 Ship-Shore Safety Checklist (SSSCL)................................................................................................................ 6
2.3.2 Terminal Water Depth............................................................................................................................................6
2.3.3 Cargo Calculations................................................................................................................................................. 6
2.3.4 Pre-Cargo Operation Checks..................................................................................................................................6
2.4 Special Cargo Precautions (Chemical Tanker Specific)......................................................... 6
2.5 Manifold Connection.................................................................................................................6
2.5.1 Cargo Hoses........................................................................................................................................................... 6
2.5.1.1 Vessel¶s Cargo Hoses..........................................................................................................................................7
2.5.2 Submerged Hoses................................................................................................................................................... 7
2.5.3 Loading Arm (Hardarm)........................................................................................................................................ 7
2.5.4 Common Line.........................................................................................................................................................7
2.5.4.1 Multiple Grade Cargoes (Oil Tanker Specific)............................................................................................... 7
2.5.4.2 Stern Line (Chemical Tanker Specific)...............................................................................................................8
2.5.5 Closed Discharging................................................................................................................................................ 8
2.5.5.1 Vapour Return Line.............................................................................................................................................8
2.5.5.2 P/V Valves...........................................................................................................................................................9
2.5.5.3 P/V Valves (Chemical Tanker Specific)............................................................................................................. 9
2.6 Purging...................................................................................................................................... 9
2.7 Commencement of Discharging................................................................................................ 9
2.7.1 Discharging Operations..........................................................................................................................................9
2.7.1.1 Discharging Operations (Oil Tanker Specific)..................................................................................................10
2.7.1.2 Supervision........................................................................................................................................................10
2.7.1.3 Solidifying Cargoes (Chemical Tanker Specific)............................................................................................. 10
2.7.1.4 High Viscose Cargoes (Chemical Tanker Specific)..........................................................................................10
2.8 Ullage and Sampling............................................................................................................... 11
2.8.1 Failure of Fixed Gauging System..................................................................................................................11
2.9 Discharging............................................................................................................................. 11
2.9.1 Discharge Sequence...................................................................................................................................... 11
2.9.1.1 Discharging using the common Line............................................................................................................ 11
2.9.2 Discharge Rates.............................................................................................................................................12
2.9.3 Pressure Surges............................................................................................................................................. 12
2.9.4 Changing Cargo Tanks..................................................................................................................................12
2.9.5 Stripping........................................................................................................................................................ 12
2.9.5.1 Stripping (Oil Tanker Specific)...................................................................................................................12
2.9.6 Dry-Tank Certificate..................................................................................................................................... 13
2.9.6.1 Dry-Tank Certificate (Chemical Tanker Specific)........................................................................................13
2.9.7 ROB ±Remaining onboard Cargo (Oil Tanker Specific).............................................................................. 13
2.10 Line Clearing (Oil Tanker Specific).................................................................................... 14
2.10.1 Cargo Line Displacement ± Bill of Lading figures determination (Oil Tanker Specific).............................14
2.10.1.1 Measurement Procedure (Oil Tanker Specific)...............................................................................................14
2.10.2 Line Displacement with Water (Oil Tanker Specific)...................................................................................16
2.10.3 Line Draining (Oil Tanker Specific)............................................................................................................. 16
2.10.4 Clearing Hoses and Loading Arms to the Terminal (Oil Tanker Specific)...................................................16
2.10.5 Clearing Hoses and Loading Arms to the Ship (Oil Tanker Specific)..........................................................17
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2.10.6 Clearing Ship¶s Cargo Pipelines (Oil Tanker Specific)................................................................................ 17

2.10.6.1 Use of Air (Oil Tanker Specific).....................................................................................................................17
2.10.6.2 Use of Inert Gas (Oil Tanker Specific)........................................................................................................... 17
2.10.6.3 Gas Release into Tank Bottom (Oil Tanker Specific).....................................................................................17
2.10.6.4 Receiving Nitrogen from Shore (Oil Tanker Specific)................................................................................... 18
2.11 Line Clearing (Chemical Tanker Specific).......................................................................... 18
2.12 Disconnecting.......................................................................................................................19
2.13 Discharge Figure Discrepancy............................................................................................. 19
2.14 Reporting..............................................................................................................................20
3 RECORD.................................................................................................................................... 20
4 RELATED DOCUMENTS........................................................................................................ 20
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This procedure provides general guidance regarding discharging operations onboard company
tankers taking into consideration the health, environment and operational hazards of liquid cargoes
carried or might be carried on company Vessels.
Chemical Tankers, as well as guidance and procedures which are Oil Tanker-specific or Chemical
2. PROCEDURE
2.1 GENERAL
All areas shall be reviewed when planning cargo operations. Performing discharging operations is a
high risk operation of potential hazardous cargoes. In order to perform this, as safely as possible, this
procedure MUST be complied with and the industry guidelines i.e ISGOTT and the TSG-C MUST
be followed accordingly.8-
No deviation from Industry Guidelines is allowed,

unless a full MOC process has been completed.
2.1.1 RESPONSIBILITIES
(this paragraph also applies to SECTION 09-³Loading Operations´ paragraph 2.2- of this Manual)
Master The Master is accountable for the cargo operations, ensuring that they are
carried out in full compliance with Company procedures, and the relevant
Rules and regulations as per MARPOL (Annex I or Annex II) TSG, TSG-C.
(Oil Tanker Specific)
The Master is accountable for Crude Oil Washing (COW) Operations.
( Chemical Tanker Specific)
The Master is accountable for Tank Cleaning.
Chief Officer The Chief Officer is responsible for the cargo operations.
The Chief Officer is responsible for Crude Oil Washing (COW) Operations.
The Chief Officer is responsible for Tank Cleaning.
Officer of the Watch The OOW is responsible to carry out the Cargo operation as per Chief
( OOW) Officer¶s instructions.
Chief Engineer The Chief Engineer is accountable that all machinery required,
is working in safe manner
Duty Engineer The Duty Engineer is responsible that all machinery required is working in
safe manner
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2.1.2 Watch Composition

(Identical to Section 09- Loading Operations 2.3)
The number of persons required for Deck Watch-keeping shall be determined by the Chief Officer in
consultation with the Master.
However each Watch must be under the supervision of a qualified Deck Officer, assisted by Deck
Watch-keepers, as determined by the Chief Officer.
The Officer of the Watch is responsible for the execution of the Cargo Transfer Plan under the
supervision of the Chief Officer.
The Watch Schedule must be posted in the Cargo Control Room (CCR) and must be signed by the
Chief Officer.
The following Table indicates the minimum Cargo Watch requirements established by the
Company:
No. Stage of Cargo Operations Cargo Watch arrangements
1. Chief Officer
At commencement of Cargo Operations
Pump man
Three (3) Ratings
2. Officer of the Watch
During Cargo Operations
Chief Officer or
Pump man when the Chief Officer rests
Two (2) Ratings
3. Chief Officer / Master
During COW Operation
Pumpman
Three (3) Ratings
4. Chief Officer
At completion of Cargo Operations
Pump man
Three (3) Ratings
2.2 Cargo Transfer Controls

Cargo Transfer must be carried out in accordance with the prepared Cargo Plan
(Form SF/OPS/ 330-³Cargo Plan´).
A complete record of the Cargo Transfer Operation must be maintained in the Port Log.
2.2.1 Vapour Alarm Setting

(See SECTION 09-³Loading Operations´ 2.4.2-³Vapour Pressure Alarm Settings´)
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2.3 PRE-DISCHARGING
All cargo operations must be carefully planned and documented, well in advance, before arrival at the
discharging port.
The details of the Cargo Plans must be presented and analyzed to all shipboard personnel involved,
with extra focus on the duties and responsibilities during the Cargo Operations and on the critical
stages of the operation.
The Cargo Plan must be discussed and agreed with the Terminal Personnel, BEFORE the
commencement of the cargo operations.
If the Cargo Plans are modified following discussions with the Terminal Representatives, Supercargo
or Surveyors, all changes must be formally recorded and brought to the attention of all shipboard
personnel involved with the Cargo Operation.
In case the changes require any deviation from Company procedures, the Operations Manager must
be immediately informed. No Cargo Operations must commence, before approval is received from
the Operations Department.
Additionally, deviations from quantities indicated in the Voyage Orders are only allowed following
approval by the Operations Department.
The Master must submit to the Operations Department the following:
x Cargo Plan (SF/OPS/330), including the four(4) stages of cargo operation
x Stowage Plan ( SF/OPS/330A)
x Intact and Damage Stability Calculations
x Ship¶s Loadicator Printout
x UKC Calculations
x Seasonal Load Line Zones (if applicable)
If a revised Voyage Order is sent by the Ship¶s Operator, containing significant changes to the agreed
Cargo Plan, the Master must approve the changes, amend / revise the Cargo Plan and re-submit it to
the Operations Department for subsequent approval.
The same procedure must be followed for any major changes, when alongside.
2.3.1 Pre-Discharging Meeting

Before any cargo operation commences, the Cargo Plan must be discussed and agreed during the ship
/ shore meeting with the terminal representative.
The Cargo Plan (Form SF/OPS/330) must be discussed and the following must be agreed, including
but not limited to:
x Quantity to be Discharged
x Pumping rate
x Backpressure
x Inerting and Padding requirements, as applicable
x Start-up Discharge Rate
x Discharge Rate
The Crude Oil Wash (COW) Operation to be discussed, when applicable
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2.3.1.1 Ship-Shore Safety Checklist (SSSCL)

(Same as SECTION 09-³Loading Operations´ 2.5.1.1 ±Ship/Shore Safety Checklist (SSSCL)±of
this Manual).
2.3.2 Terminal Water Depth

(Same as SECTION 09-³Loading Operations´± 2.5.2 ³Terminal Water Depth´±of this Manual)
Pumping over the Tide is a Non-Routine Operation

and a Risk Assessment must be carried out.
2.3.3 Cargo Calculations

Before discharging, Cargo Volume calculations must be carried out by a Surveyor, as well as other
measurements- as applicable- such as but not limited to:
x Cargo Sampling
x Oxygen content in the Headspace, when applicable
x Cargo temperature.
In case of any irregularity the Master must inform the Operations Department for further guidance.
Discharging Operations must not commence before an agreement has been reached
that the Quantity of the Cargo to be discharged is , as per Voyage Orders.
2.3.4 Pre-Cargo Operation Checks

Pre-cargo operation checks to be made as per ³Ship-Shore Safety Checklist OT/CT´
(Form SF/OPS/334C).
2.4 SPECIAL CARGO PRECAUTIONS (CHEMICAL TANKER SPECIFIC)

Special cargo precautions must be taken as per:
x IBC Code,
x MSDS,
x TSG-C,
2.5 MANIFOLD CONNECTION

(Refer to SECTION 09 ³Loading Operations´7 ³Manifold Connection´ of this Manual).
2.5.1 Cargo Hoses

(Refer to SECTION 09-³Loading Operations´7.1-³Cargo Hoses´ of this Manual).
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2.5.1.1 Vessel¶s Cargo Hoses

(Refer to SECTION 09-³Discharging Operations´- 7.1.1-³Vessel¶s Cargo Hoses´ of this
Manual)
2.5.2 Submerged Hoses

(Refer to SECTION 09-³Loading Operations´7.1.2-³Submerged Hoses´ of this Manual)
2.5.3 Loading Arm (Hardarm)

(Refer to SECTION 09-³Loading Operations´7.2-³Loading Arm (Hard-arm) of this Manual)
2.5.4 Common Line

If the cargo was loaded via the Common Line, same shall be used for discharging.
The Common Line must be used for ONE grade only.
x The sequence of discharging the cargo must be stated in writing and signed during the Ship-
Shore agreement and the Pre-Discharge Meetings with the Jetty Master.
x The Chief Officer must carefully evaluate the discharge sequence for the cargo loaded via the
common line, especially when discharging solidifying cargoes, in order to avoid any blockage
/ solidification of the Common Line or Cargo Lines to the individual tanks.
x All Cargo Tanks Connections, connected to the Common Line, to be checked upon
commencement of the discharging operations, for leakages.
CAUTION!!
There is a risk of OVERFILLING A Cargo Tank when discharging through a common line with
Deep Well pumps.
During transit a valve might be loosened and discharged cargo might enter a loaded tank.
It is of UTMOST importance to check the ullage of all cargo tanks when discharging through a
common line.
2.5.4.1 Multiple Grade Cargoes (Oil Tanker Specific)

If Multiple Grades have to be discharged through the Common line, the Discharging sequence
must be agreed with the Operations Department and the Charterer. The more sensitive cargo
must always be discharged first.
Line clearing procedure between the parcels must be agreed with all parties.
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2.5.4.2 Stern Line (Chemical Tanker Specific)
At present, the Company does not have any Vessel with a Stern line
However, if any such Vessel is acquired, the following must be complied with,
for Chemical cargoes:
The Stern Line must be used for ONE grade only.
Unless it is to be used, the Stern Cargo Pipeline must be isolated from the Tanker¶s
Main Pipeline System at a point forward of the Accommodation.
Cargo Operations using the Stern lines are more dangerous because a potential spillage or
vapour release will be very close to the accommodation.
Therefore air-condition intakes shall be set to the appropriate mode in order to avoid any
suction from outside.
2.5.5 Closed Discharging
The Company has a CLOSED DISCHARGING POLICY.

For an effective Closed Discharging, cargo must be loaded
with the ullage, sounding and sighting ports securely closed.
Preferably Cargo Vapours must be send back to shore by using a vapour return line.
If this is not available, the cargo vapours must be vented to the atmosphere using P/V valves.
Flame arrestors at the P/V valve must be regularly checked to confirm they are clean, in good
condition and correctly installed.
The alarm provides audible and visual indication and must be set at a level which will warn when
activated.
2.5.5.1 Vapour Return Line

The Vapour Return Line must be connected for Hazardous cargoes according to Chapter 09-
³Loading Operations´ of this Manual.
A Vapour Return Line (or Nitrogen supply) MUST be connected whenever discharging High
Oxygen Sensitive Cargoes or High Water (Humidity) reactive Cargoes.
Note:
The Vapour Return System must be closely monitored throughout the discharging operation,
because there is the possibility that cargo will come through the Vapour Return System due to tank
overfilling ashore.
See also Vessels VEC Manual.
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2.5.5.2 P/V Valves

The P/V vales MUST be in operational condition to protect the Cargo Tanks during the
discharging operation.
2.5.5.3 P/V Valves (Chemical Tanker Specific)

Except for cargoes applicable to ³Open´ venting in the IBC code, the P/V valves must be in
fully operational condition.
2.6 PURGING
Whenever discharging High Oxygen Sensitive Cargoes or High Water (Humidity) reactive Cargoes,
either Nitrogen to be received from shore or a Vapour Return Line to be connected.
In case the Vessel will discharge flammable Chemicals or Oil ± inerted less than 5% Oxygen - either
the Vessel¶s Nitrogen system or Shore supply as above MUST be used during discharging.
2.7 COMMENCEMENT OF DISCHARGING
STOP DISCHARING OPERATIONS!!

if any defect is detected during cargo operations, affecting Vessel's stability, structure, fittings, cargo
segregation, ballast segregation, discharge capability, pumping, heating, tank cleaning, gas freeing or
any other area that causes concern, immediately call the Operations Department.
2.7.1 Discharging Operations

Shore valves must be fully open to the receiving tanks before the tanker¶s manifold valves are
opened.
The Responsible Officer must establish with the Terminal Operator whether there is a possibility of
high pressure existing in the shore line due to the elevation of the shore tanks above the level of the
ship¶s manifold.
The existence of non-return valves must also be established in order to minimize the possibility of
run-back into the ship¶s tanks. In instances, where this may happen, the ship¶s manifold valves must
not be opened until adequate pressure has been built-up in the cargo pumps.
Discharge must start at a slow rate and only be increased to the agreed rate once both parties are
satisfied that the flow of oil to and from the designated tanks is confirmed.
Discharging shall start only with a low / reduced discharge rate enabling the crew to verify the
entreaty of the cargo system and to detect any leakage or vapour release.
x Once all operations are considered to be safe, the rates can then be increased.
x Strict attention shall be given to all cargo and ballast tanks at the start of any cargo operation
to ensure that no unforeseen event takes place.
x The high level and high/high (overfill) level alarms panel must be switched on at all times.
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2.7.1.1 Discharging Operations (Oil Tanker Specific)

Throughout the discharging operation, the ship must monitor and regularly check all full and
empty tanks to confirm that cargo is only leaving the designated cargo tanks and that there is no
escape of cargo into pump rooms, cofferdams, or through sea and overboard discharge valves
The ship must check Tank Ullages

at least every one (1) hour and calculate the Discharge Rate.
Cargo figures and rates must be compared with Shore figures to identify any discrepancy.
During Cargo Operations, change of ullages of all tanks must be monitored, including the ones
that are already emptied or must remain empty. This includes the Retention tank.
If the Retention tank contains slops, the ullages must remain steady during cargo operations.
2.7.1.2 Supervision
The following safeguards must be maintained throughout the Discharging Operation:
x A Responsible Officer must be on Watch (OOW) and sufficient crew on board to deal
with the operation and the security of the tanker.
x A continuous Watch of the tank deck must be maintained.
o If a ship¶s Cargo Control Room (CCR), from which all operations can be
controlled, does not have an overall view of the tank deck, then a competent
member of the ship¶s crew must be continuously on watch on the tank deck.
x The agreed Ship to Shore communications system must all be maintained in good working
order.
x At the commencement of discharging, and at each change of watch or shift, the
Responsible Officer and the Terminal Representative must each confirm that the
communications system for the control of discharging is understood by them and by
personnel on watch and on duty.
x The stand-by requirements for the normal stopping of ships pumps on completion of
discharging, and the Emergency Stop System for both the Tanker and Terminal, shall be
fully understood by all personnel concerned.
OVERFILL ALARMS
Extra caution must be given in case of activation of any Overfill Alarm.
If the level of the tank is increasing STOP the operation for additional checks.
2.7.1.3 Solidifying Cargoes (Chemical Tanker Specific)

(Refer to Section 04-³Cargo Hazards´³Solidifying Cargoes´)
2.7.1.4 High Viscose Cargoes (Chemical Tanker Specific)

(Refer to Section 04-³Cargo Hazards´9-³High Viscose Cargoes´)
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2.8 ULLAGE AND SAMPLING
Ullage must be taken by the Fixed Gauging System.

Portable UTIs must be used to verify the accuracy of the fixed system EVERY FOUR (4) HOURS.
Sampling must be carried out in accordance with Chapter 20 ±³Cargo Sampling´ of this Manual.
2.8.1 Failure of Fixed Gauging System

In case of failure of Fixed Gauging System cargo transfer rate must be adjusted in order tanks volume
could be monitoring with the available quantity of UTI/MMC.
Notification to Company¶s relevant departments must be made.
2.9 DISCHARGING
2.9.1 Discharge Sequence

Discharging Operations must be in accordance to the Discharging Plan agreed with the Terminal.
If any deviation is required, this must be discussed BEFORE the operation.
The Chief Officer, the OOW and Pumpman are responsible for the verification of initial line-up prior
to commencement of discharging, as well as any consequent cargo, commenced at a later stage,
according to the agreed and approved Cargo Plan.
2.9.1.1 Discharging using the common Line

When the cargo operation involves discharging multiple tanks, backflow of cargo through one
or more deep well pumps can occur and therefore, there is a risk of tank overflow (i.e if a
Tank that was thought to be discharging, is filling in).
In order to prevent backflow, the following actions must be considered (unless when
operating solidifying cargoes):
x Start discharging two (2) tanks simultaneously, until the level of the tanks is below the
High-Level Alarm activation point (usually 95%):
x When the above has been achieved, start discharging another two (2) tanks until they are
below the High Level Alarm activation points, keeping in mind that the discharge pressure
must be increased above the manifold pressure before opening the discharge valve.
x When all tanks to be discharged, are below the High-Level Alarm activation point, then
all tanks, can commence.
(Use of as many tanks as recommended by the Vessel¶s Specific Operation manual).
x It is very important to monitor the cargo tank levels to identify any backflow that may be
occurring.
x Balance the hydraulic pressures of the cargo pumps.
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2.9.2 Discharge Rates

The Vessel¶s Master and Chief Officer must always offer/propose discharging with a Maximum
Discharge Rate provided Shore Facilities permit.
If the Terminal cannot fulfill this requirement, the Master must issue a Letter of Protest.
The Pressure at Manifolds must be monitored at least every (1) hour

and recorded in the Manifold Pressure Record Book and/or Pumping Log (SF/OPS/305).
This record must be signed by the responsible Officer in charge of the discharging operation, and the
Terminal Representative.
Any shore side request to vary the Manifold Pressure must be fully recorded.
If a high back pressure occurs, reducing the Discharge Rate, a Letter of Protest must be issued
accordingly (see Cargo Documents).
2.9.3 Pressure Surges

(Refer to Section 04-³Cargo Hazards´General Precautions against ³Pressure Surge
Hazards´).
2.9.4 Changing Cargo Tanks

Changing cargo tanks during cargo operation MUST be in accordance to the discharge plan.
The Chief Officer or the Master must be informed before the task is performed.
2.9.5 Stripping
For Tankers with FRAMO PUMPS
Every Cargo Tank shall be stripped according to the P&A Manual.
Deviations from this might result in not receiving a Dry Tank Certificate, Mandatory Pre-Wash and /
or additional problems with the Charterer and PSC.
2.9.5.1 Stripping (Oil Tanker Specific)

If, during the discharge of cargo, a slop tank or other selected tank(s) are used to receive the
drainings of the tanks being stripped, personnel must be alert to the fact that the ullage in the
receiving tank will be decreased.
In these circumstances, great care must be taken to avoid an overflow.
Proper precautions must be taken if any vapours are emitted.
As air and/or gas bubbles in a liquid can generate static electricity, stripping pumps and
eductors must be operated to avoid, as far as possible, the entrapment of air of gas in to the
liquid stream.
In the first place, during the discharging operation, very good stripping must be carried out. If
necessary, tanks must be stripped repeatedly, trimming the Vessel by stern for optimum
results.
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Even if next cargo to be loaded (if known) is compatible:

a) It must be ensured that on completion of discharge, all cargo has been delivered, to avoid
any liquid ROB claims. If any quantity remains onboard, the Operations department must
be contacted. The Wedge Formula must always apply.
b) It must be ensured that the previous cargo quantity remaining onboard, must be the
absolutely minimum, unpumpable by the Vessel¶s Fixed Pumps.
It is important to trim the Vessel correctly, adjusting ballast as necessary, and following the
stripping procedures as described in this Manual.
The discharging operation must not be interrupted for ³internal stripping´.
This time is almost always deducted from laytime, thus, it is preferable, when carrying
internal stripping to continue the discharging operation even at very slow rate.
The ³Statement of Facts´ report must not to have a remark ³stopped discharging for internal
stripping´, ³resumed discharging´.
The aim is:

x To avoid interrupting the discharge for stripping and getting avoidable remarks
x Deliver all cargo, as best feasible, exercising all efforts to avoid any possibility of
coming across with ³Liquid Cargo ROB Claims´.
x To carefully strip tanks, having in mind that we must avoid rendering the next cargo
³Off-Spec´.
Insist on good stripping and carry out another stripping operation en route, before
arrival at next loading port.
If tank cleaning has been carried out, the fresh water remaining onboard must be
confined to the pump well only.
2.9.6 Dry-Tank Certificate

(Refer to Section 13- CARGO '2&80(176 2.15-³Dry Tank or Empty Tank Certificate´ of this
Manual)
2.9.6.1 Dry-Tank Certificate (Chemical Tanker Specific)

After discharging inhibited cargoes like Styrene, cargo tank must be rinsed immediately, in
order to avoid cargo solidification on the Tank bulkheads.
2.9.7 ROB ±Remaining onboard Cargo (Oil Tanker Specific)

If the Vessel has remaining / un-pumpable Oil in a Tank the relevant process, described in Section
13-³Cargo Documents´- ³ROB-Remaining Cargo Onboard´ of this Manual, must be fully
complied with.
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2.10 LINE CLEARING (OIL TANKER SPECIFIC)

The procedure for clearing the pipelines and hoses or arms between the shore valves and the ship¶s
manifold, will depend on the facilities available and whether these include a slop tank or other
receptacle. The relative heights of the ship and shore manifolds may also influence procedures.
2.10.1 Cargo Line Displacement ± Bill of Lading figures determination (Oil Tanker Specific)
Before loading or discharging, the line displacement procedure must be used, in order for the Cargo
Inspector to ensure that the pipeline contents are the same before and after the operation for Bill of
Lading determination, without discrepancies between Ship and Shore figures.
The Line displacement measurement, intends to determine the amount of liquid, pumped from a
Shore Tank to a Vessel (or from a Vessel to a shore tank) through the pipeline system designated for
cargo transfer and compare the measured volume delivered to the measured volume received.
Before loading or discharging cargoes, the following information must be obtained, recorded, and
agreed upon to ensure that procedures to determine the degree of fullness are as thorough as possible:
x The capacity of the designated pipelines. The capacity of the Vessel's lines designated for the
line displacement operation must be available for reference. Vessel personnel must also
indicate whether the designated lines are full or empty.
x The stated condition of the designated pipelines (full, slack, or empty).
x The time of the last cargo movement through the designated pipeline(s).
x The last (or current) product in the designated pipeline(s).
x The temperature of cargo to be loaded or discharged.
x The sources of all the above information.
The condition of the Vessel's lines will have a direct effect on the accuracy of the line displacement
between Vessel and shore. Vessel personnel must provide assistance to accurately determine the
fullness condition of its lines.
Before executing the line displacement method, all authorized parties must agree on the acceptable
difference when comparing measurements taken before and after the procedure.
This agreement may be in terms of volume rather than level measurement.
The term ³Agreed tolerance´ refers to this agreed-upon span of acceptable difference.
2.10.1.1 Measurement Procedure (Oil Tanker Specific)

The operating conditions (e.g. weather, undersea lines, time etc), as well as the cargo
temperatures must be taken into account during the measurement process.
The Vessel must be on an even keel with no list.
Otherwise, a trim or list correction must be applied and noted on the measurement report.
Note: Even-keel measurements are preferred because of the precision limitations involved in
Trim, List and Wedge Calculations.
The Vessel¶s Quantity Survey must be conducted before the Line Displacement.
The number of Vessel tanks used for line displacement must be minimized, and their location
must be selected to minimize changes in trim or list.
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Deck lines, risers, bottom lines, and drop lines must be in the same filled condition both
before and after line displacement, between the Vessel and Shore.
Ship and Shore Representatives must agree on the quantity to be displaced and on the Cargo
Flow Rate.
Line fill differences must not be addressed independently of the overall voyage analysis of the
entire cargo transfer.
To apply the line displacement method, the following steps must be consecutively performed:
Step 1
Gauge and measure the temperature of delivering and receiving tanks before line
displacement.
Measurements may be taken using either automatic measurement equipment or manual
measurement equipment.
Step 2
Transfer the volume required for displacement between Vessel and shore. Re-gauge the
Vessel and shore tanks using the same types of equipment and technique that were used for
the opening measurements.
Step 3
Using shore and Vessel tank calibration tables, convert the measurements taken before and
after line displacement to volumes. TOV must be used to quantify volumes transferred.
Step 4
Compare measured volumes of delivering and receiving tank(s) to determine whether their
difference exceeds the agreed tolerance.
If Vessel and shore volumes differ by more than the ³Agreed Tolerance´, any or all of the
following options may be exercised until all Parties agree that line fullness has been
determined to their satisfaction:
x Check all calculations for accuracy.
x Re-gauge shore tank (or verify its meter reading) and re-gauge designated Vessel tank(s).
x Re-gauge all Vessel tanks and reconfirm Vessel line condition.
x Repeat the line displacement procedure.
x Proceed with cargo transfer and determine, after the transfer, whether the line fill
difference has had any unacceptable effect on the cargo transfer volume.
The initial line displacement volume will normally be part of the cargo transfer and must
therefore be accounted for in the total transferred quantity.
Step 5
For purposes of line fill determination, the designated pipeline system may be considered full
if the difference between measured volume delivered and measured volume received is within
the ³Agreed Tolerance´.
Note: This does not necessarily ensure that voids do not exist in the line.
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2.10.2 Line Displacement with Water (Oil Tanker Specific)

On tankers that have a segregated ballast system, the practice of using cargo pumps on a sea suction
must be avoided if possible.
However, some Terminals may require the ship to displace the contents of the hoses or arms, and
perhaps also the shore pipelines with water, on completion of cargo operations.
Due to the added risk of pollution, this practice must only be undertaken if it is absolutely essential
and must be carefully planned and executed.
Before starting the displacement, the ship and terminal must reach an agreement on the procedures to
be adopted, particularly the amount to be pumped and the pumping rate.
Particular attention must be paid to create suction with the cargo pumps in order to ensure that NO
Oil will escape when opening the sea valves.
Reference must be made to the ICS/OCIMF publication ³Prevention of Oil Spillages through Cargo
Pumproom Sea Valves´.
This operation must NOT be carried out without the approval of the Operations Department
2.10.3 Line Draining (Oil Tanker Specific)

It must be ensured that liquids are always created from cargo top lines and vapour lines on
completion of cargo operations, so that cargo liquids do not remain closed in cargo and vapour deck
lines. In this respect the deck watch must ensure proper draining of lines.
Relevant entries must be made in the Cargo Log Book.
Detailed instructions are given below:
x The hoses or arms, and perhaps a part of the pipeline system, between the Shore valve and the
Ship¶s manifold are also usually drained into the ship¶s tank.
x Sufficient ullage must be left in the final tanks, to accept the cargo oil drained from hoses or
arms and ship or shore lines.
x On completion of discharge, the ship¶s cargo deck lines must be drained into an appropriate
tank and then discharged ashore or into a slop tank.
x When draining is complete, and before hoses or arms are disconnected, the Ship¶s manifold
valves and Shore valves must be closed and the drain cocks at the ship¶s manifold must be
opened, to drain into fixed drain tanks or portable drip trays.
x Cargo manifolds and arms or hoses must be securely blanked after being disconnected.
x The contents of portable or fixed drip trays must be transferred to a slop tank or other safe
receptacle.
2.10.4 Clearing Hoses and Loading Arms to the Terminal (Oil Tanker Specific)
If hoses or arms have to be cleared to the Terminal using compressed air or inert gas (N2), the
following precautions must be strictly observed in order to avoid the possible creation of a hazardous
static electrical charge or mechanical damage to tanks and equipment:
x The procedure to be adopted must be agreed between the Ship and the Terminal.
x There must be adequate ullage in the reception tank.
x The line clearing operation must be continuously supervised by a Responsible Officer.
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2.10.5 Clearing Hoses and Loading Arms to the Ship (Oil Tanker Specific)
The clearing of hoses and loading arms to the Ship, using compressed air, must not be undertaken
due to the risks of:
x Static charge generation.
x Compromising inert gas quality.
x Over-pressurization of tanks or pipelines.
x Oil Mist emanating (coming out) from tank vents.
2.10.6 Clearing Ship¶s Cargo Pipelines (Oil Tanker Specific)

When compressed air or inert gas is used to clear the ship¶s pipelines, for example when evacuating
the liquid column above a submerged pump, sometimes referred to as ³purging´, similar hazards to
those identified above may arise and similar precautions must be observed.
Line clearing operations must be undertaken in accordance with the operating procedures established
for the particular ship.
2.10.6.1 Use of Air (Oil Tanker Specific)

When lines are drained into the ship¶s tanks, the Responsible Officer must ensure that there is
sufficient ullage in the nominated tank to accept the line contents.
Air must not be used to clear lines of volatile cargoes or to clear lines into a tank containing
flammable gas, because of the possibility of creating a static charge. Air may only be used for
viscous non-volatile cargoes such as fuel oils. It must never be used on any refined white oil
product or crude.
2.10.6.2 Use of Inert Gas (Oil Tanker Specific)

Inert Gas may be injected into the lines to assist clearance.
Whenever air or gas is used, the amount of air must be kept to a minimum in order to avoid
turbulence and any over pressurization of the system.
Before shore hoses or arms are disconnected, the shore vacuum breakers and the drain cocks
at the ship¶s manifold must be opened.
Cargo manifold connections must be securely blanked off immediately after disconnection,
and the contents of the drip tray transferred to a suitable tank or receptacle.
2.10.6.3 Gas Release into Tank Bottom (Oil Tanker Specific)

A strong electrostatic field can be generated by blowing air or inert gas into the bottom of a
tank, containing static accumulator oil.
If water or particulate matter is present in the cargo, the effect is made worse, as the rising gas
bubbles will disturb the particulates and water droplets.
The settling contaminants will generate a static charge within the cargo.
Therefore, a settling period of thirty (30) minutes must be observed after any blowing of
lines has taken place into a tank that could possibly contain a flammable atmosphere.
Precautions must be taken to minimize the amount of air or inert gas entering tanks containing
static accumulator oils.
However, it is best to avoid the practice of blowing lines back to tanks containing such cargo.
Whenever possible, cargo lines must be drained by gravity.
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2.10.6.4 Receiving Nitrogen from Shore (Oil Tanker Specific)

If there is a requirement to use Shore-Supplied Nitrogen, for example for purging tanks,
padding cargo or clearing lines, the ship must be aware that this may be at high pressure (up
to 10 bar ) and at a high flow rate and that it can therefore be potentially hazardous because of
the risk of over-pressurization of the cargo tanks.
A Risk Assessment must be carried out and the operation must only proceed, if appropriate
risk response, are in place and is operating.
Reference to ISGOTT must be made.
One method of reducing the risk of over-pressure is to ensure that the tank has vents with a
greater flow rate capacity than the inlet, so that the tank cannot be over-pressurized.
Where vapor control and emission regulations require close operation, the incoming flow of
Nitrogen must be restricted to a rate equal to, or less than, the maximum flow of vapour
possible through the Vapor Return Line.
Positive measures to ensure this, must be agreed.
A small hose or reducer prior to the manifold can be used to restrict the flow rate, but pressure
must be controlled by the terminal.
A gauge will permit the ship to monitor the pressure.
It is not appropriate to attempt throttling a gas flow, by using a ship¶s manifold valve that is
designed to control liquid flow.
However the manifold can and must be used as a rapid safety stop in an emergency.
It must be noted that the effect of pressure surge in a gas is not as violent as in a liquid.
Sensitive cargoes, for example, some highly specialized lubricating oils, may have to be
carried under a pad or blanket of nitrogen supplied from ashore.
In such cases, it is preferable to purge the entire cargo tank before loading.
After such purging has been completed, loading the cargo in a closed condition will create the
required pad within the tank.
This significantly reduces the risk of over-pressurization that is present when padding with
shore supplied nitrogen as a separate procedure on completion of loading.
2.11 LINE CLEARING (CHEMICAL TANKER SPECIFIC)
Air or Nitrogen might be used for the purpose of line clearing to shore.
Whenever hazardous cargoes have been operated, ONLY Nitrogen shall be used.
This is a High Risk Operation when performing this on Hazardous Cargoes and the PPE for
Hazardous Areas and in accordance to PPE Matrix Cargo shall be used.
x The Nitrogen hose must be connected to the air coupling before the gate.
x If the operation will take place on the common line through the stern line (if any), the
jumping (cut off) valve of the tank to be blown, will be turned on, on the common line.
x The Drop valve must be turned off
x The Air / Nitrogen valve must be turned on and after achieving 6 bar pressure in the
line, the drop valve must turned on.
x The Drop valve must be turned-off again.
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This process must be repeated for 3-4 times.

In case all the above mentioned processes are completed, the stern line global drain valves must be
cleaned and no contamination will be allowed even though not drained.
Still, to be sure, after the completion of the blowing, drain plugs on the line, must be opened and
checked.
During draining, spillage to the deck must be avoided. Drip trays must be used.
Clearing the shoreline into the Ship¶s Tanks for Chemical cargoes is PROHIBITED.
The reason is that the Vessel will NO longer comply with Marpol (cargo remaining after
discharging).
If the Terminal requests such a practice, Company Approval MUST be received and relevant Slop
and potential Pre-Wash arrangements to be verified.
2.12 DISCONNECTING
Disconnection to always be undertaken in the presence of the responsible Officer.
x Utmost care to be taken when disconnecting a cargo hose from the Manifold.
x The Hard-arm to be disconnected by shore staff.
Various incidents have happened in the industry because the Shore System was under pressure
Therefore, NO crewmember is allowed to disconnect any cargo hose without verification that the
shore system is free of pressure.
The same applies when disconnecting a Hard-arm.
NOTE
It must always be kept in mind that a Hard-arm might swing.
Nobody must be in this area.
2.13 DISCHARGE FIGURE DISCREPANCY

If at the completion of discharging operation, there is a discrepancy between the Ship and Shore
figures, the Operations Department must be informed without delay for further guidance.
This is particular important in case the shore does not present a ³Dry Tank Certificate´.
The same is applicable for comingled cargoes.
No ³Dry Tank Certificate´ will be received due to obvious reasons.
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2.14 REPORTING
The following Reports and Records must be sent to the office after discharging: Statement of fact
x Statement of fact
x Ullage Report
x Copy of Notice of Readiness
x Copy of any Letter of Protest
x Pumping log sheets
x ROB Report
The Master must ensure that all Cargo Documents are signed by the required Parties involved
(i.e Port Agent, Terminal Representative, and Vessel Representative).
The Master is also requested to define ³Documents onboard TIME´ in Statement of Facts Report
before sailing from port.
2 RECORD
Pumping Record COM/SECTION 13 SF/OPS/305
OBQ/ROB Report COM/SECTION 13 SF/OPS/306
Empty tank Certificate-After Discharging COM/SECTION 13 SF/OPS/311
Statement of Facts COM/SECTION 13 SF/OPS/312
Port Activities Report COM/SECTION 09 SF/OPS/319
Crude Oil Washing Record COM/SECTION 12 SF/OPS/324
Crude Oil Washing Checklist COM/SECTION 12 SF/OPS/325
Hourly Monitoring Records COM/SECTION 09/12 SF/OPS/330D
Internal Cargo Transfer Plan COM/SECTION 09/12 SF/OPS/331
Internal Cargo Transfer Checklist COM/SECTION 09/12 SF/OPS/331A
Internal Cargo Transfer Record ±Valve/Open-Closing COM/SECTION 09/12 SF/OPS/331B
Ullage Report before Internal Cargo Transfer COM/SECTION 09/12 SF/OPS/331C
Ullage Report on completion of Internal Cargo Transfer COM/SECTION 09/12 SF/OPS/331D
Cargo Operations Log COM/SECTION 12 SF/OPS/334D
Masters Feedback on Port and Terminal COM/SECTION 13 SF/OPS/338A
Loading/Discharging Performance COM/SECTION 13 SF/OPS/344
Delivery of Additives to Shore Facility COM/SECTION 21 SF/OPS/352
3 RELATED DOCUMENTS
ISGOTT
TSC-G
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(010) CARGO DOCUMENTS Revision: 04
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Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.2 Notice of READINESS (NOR)................................................................................................. 2
2.3 Bill of Lading............................................................................................................................ 2
2.3.1 Function in Law..................................................................................................................................................... 3
2.3.1.1 Receipt for Goods Shipped onboard................................................................................................................... 3
2.3.1.2 Document of Title............................................................................................................................................... 3
2.3.1.3 Evidence of the Terms of Carriage......................................................................................................................4
2.3.2 Accuracy of Statements in a Bill of Lading........................................................................................................... 4
2.3.3 Quantity of Cargo...................................................................................................................................................4
2.3.3.1 Differences in Quantities.....................................................................................................................................5
2.3.4 Apparent Condition......................................................................................................................................... 5
2.3.5 Cargo Description........................................................................................................................................... 5
2.3.5.1 Chemical Cargo Description (Chemical Tanker Specific)..............................................................................5
2.3.6 Date of Shipment.............................................................................................................................................5
2.3.7 Destination of Shipment..................................................................................................................................6
2.3.8 Terms and Conditions of the Charter Party.....................................................................................................7
2.3.9 Clean and Dirty Bills of Lading...................................................................................................................... 7
2.3.10 Claims after Discharge.................................................................................................................................... 7
2.3.11 B/L Letter of Indemnity.................................................................................................................................. 8
2.4 Letter of Indemnity ±General.................................................................................................... 8
2.5 Letter of Protest (LOP)..............................................................................................................8
2.5.1 Letters of Protest Shore-Ship................................................................................................................................. 8
2.5.2 Letters of Protest Ship-Shore................................................................................................................................. 9
2.6 Dead Freight............................................................................................................................ 10
2.7 Demurrage Claim Declaration.................................................................................................10
2.8 Ullage Report.......................................................................................................................... 11
2.9 Discharge Capacity Declaration (Backpressure).....................................................................11
2.10 Berthing Delays....................................................................................................................12
2.11 Statement of Facts (SOF) General Remarks........................................................................ 12
2.12 ROB ±Remaining Onboard Cargo (Oil Tanker Specific).................................................... 13
2.13 WEDGE FORMULA (Oil Tanker Specific)....................................................................... 13
2.14 Tank Cleanliness Certificate (Chemical Tanker Specific)...................................................14
2.15 Dry TANK OR Empty Tank Certificate (Chemical Tanker Specific)................................14
3. RECORD.................................................................................................................................... 15
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This procedure provides guidance regarding the Cargo documents onboard Company Vessels and
other associated Forms and Records
2. PROCEDURE
2.1 GENERAL
Special diligence must be demonstrated from all Parties concerned, regarding the documents
described below, as they are of paramount importance for the commercial operation of the Vessels.
Failure to do so, may cause severe problems.
2.2 NOTICE OF READINESS (NOR)

(Refer to SECTIONS 08 ³Pre-Arrival´ and SECTION 08A-³Pre-Arrival- Loading´
2.3 BILL OF LADING

The Bill of Lading has three (3) functions:
x A Receipt for goods loaded on the Vessel.
x A Document of Title, through which the property of goods may be passed from one party to
another.
x Evidence of a Contract of Carriage.
As already known, a Bill of Lading will not or, at least, must not, be issued until after all of the Cargo
covered by that Bill of Lading has been shipped onboard the carrying Vessel and, indeed, might not
be issued until after the carrying Vessel has sailed from the loading port.
Therefore, the way Bills of Lading are issued has dictated their characterization, generally, as
documents that contain evidence, rather than constitute, Contracts of Carriage.
In simple words, the B/L itself, incorporates the terms of the agreed C/P and also includes the Terms
under which the transportation is being made i.e Hamburg Rules, Hague-Visby rules etc.
The Bill of Lading is an OWNERS¶ issue and not Charterers, Time Charterers, Terminals or any
other.
It is the Vessel¶s Owner (through his Master) who is committed when signing a Bill of Lading.
Charterers/Shippers/Terminal etc may decide on the form of the Bill of Lading, but it is the Master¶s
responsibility to check/verify and sign for the accuracy of the information provided.
The Master must exercise extreme attention when reviewing and checking the Bill of Lading, before
he signs it.
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2.3.1 Function in Law

A Bill of Lading has three recognized legal functions.
2.3.1.1 Receipt for Goods Shipped onboard

When the other legal functions are examined, the receipt for goods function is a great deal
more important, than the way it is presented i.e the Master simply/typically signs the
documents.
The Master must be aware that when he signs a Bill of Lading, he is making representations,
regarding, for example, the apparent condition, quantity, date of shipment, freight etc. of the
goods shipped.
Bearing in mind that the Bill of Lading is a negotiable instrument, a Third party, who
purchases the goods, is paying for the goods as described in the Bill of Lading.
If the Master signs a Bill of Lading which states that e.g. lube oils were loaded in port ³A", in
apparent good order and condition, and on discharge the cargo has been contaminated with
water, the Master must provide explanations.
The ordinary assumption is that the cargo became contaminated during the time it was
onboard. The Ship is liable to the Receiver.
Before signing Bills of Lading for any cargo, the Master must be completely satisfied with the
accuracy of statements on the B/L concerning the following points:
x Vessel¶s Name (Spelling to be correct)
x Name of the Master (Spelling to be correct)
x Quantity shipped,
x Description of the cargo and apparent condition,
x Date of shipment,
x Voyage details, load port/discharge port, freight details of charter party,
x That nothing in the Bill of Lading is at variance with the terms and conditions of
the charter party.
2.3.1.2 Document of Title

The Holder of an original Bill of Lading, consigned just to order or to the order of a named
Party, is the only one entitled to receive delivery of the goods.
The most important implication of this function for the Master, is that the Bill of Lading is a
negotiable instrument.
The goods represented in the Bill of Lading can be sold (negotiated), and the title to the goods
can pass to a new owner by transferring the Bill of Lading to him.
Bills of Lading are made up in sets.
In foreign trade, usually there are three (3) Original Bills of Lading (but only one (i) in
U.S. coastwise trade, on U.S. flag ships), and any number of duplicates which will be clearly
stamped as ³non-negotiable´.
The Originals are the vital negotiable instruments, and the number of originals issued will
appear on the Bill of Lading in a statement.
It is quite a common practice to issue several Bills of Lading for a homogenous cargo (paper
split).
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In case Shippers/Charterers intend to deliver onboard one (1) Original Bill of Lading to be
carried to destination and effectively, the Vessel to discharge against this Original Bill of
Lading, then the following wording must appear on the first page of ALL originals bills of
lading.
x ³One´ (1) Original Bill of Lading carried onboard against which delivery of cargo may
properly be made, upon receipt of Charterers¶ specific instructions´
x In this case all Holders of Bills of Lading will be aware that one (1) original is onboard.
o Otherwise, the Vessel must only deliver/release the cargo to receivers:
upon surrendering to Master one (1) Original Bill of Lading duly accomplished
for ³all cargo delivered´ usually by stamping/signing by Receivers.
(rarely seen in Tanker trade, but quite common in Chemical Trade)
Upon receipt, confirmation from Operations Department that a LOI (or LOI
invocation) has been received.
2.3.1.3 Evidence of the Terms of Carriage

A Bill of Lading will often be issued by a Vessel which is performing a Voyage Charter
Party. The Agreed Terms of the carriage must be as stated in the Voyage Charter Party.
There ought to be no term in the Bill of Lading which contradicts a term in the Voyage
Charter Party.
The stipulations contained in the Voyage Charter Party do not apply to the Bill of Lading,
unless expressly stated on the Bill of Lading.
It is vital that the important Charter Party Clauses are included in a Bill of Lading consigned
just to µorder¶ or ³to order of a named person´.
Must the Bill of Lading be transferred to a Third Party (and possibly be re-negotiated), then
only the terms which are in the Bill of Lading have any relevance as to whether the ship has
safely carried and delivered the cargo as agreed.
The Bill of Lading becomes the Contract of Carriage.
2.3.2 Accuracy of Statements in a Bill of Lading

In practice, there will be occasions when it will be very difficult, if not impossible, to verify the
accuracy of the statements in the Bill of Lading.
On other occasions, the Master might disagree with the statements presented by the Shippers.
The advice provided in the following paragraphs may be of assistance in relation to the foregoing
points.
2.3.3 Quantity of Cargo

Irrespective of the apparent sophistication of any shore weighing system, the ship must be prepared
to check the weight of cargo on board at completion of loading.
To best achieve this, ullage measurements must have been conducted before cargo operations
commenced.
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2.3.3.1 Differences in Quantities

If the Bill of Lading quantity and ship¶s figures quantity differ by more than 0.3%, after
applying the Vessel Experience Factor (VEF), the Master must refuse to sign the Bill of
Lading, as presented, until the discrepancy is explained.
The Master must check the quantity appearing in Bill of Lading in comparison with Ship¶s
figures at the same unit (in vac or in air mt) using identical density or API.
If the Ship¶s/Shore difference is within the usual acceptable difference set to 0.3%, then
Master must lodge the usual Letter of Protest letter.
It is advisable however, to recheck the Ship¶s figures once again, to preclude any human error
in calculations.
If there is a Ship/Shore difference, over and beyond industry standards, Ship¶s figures being
unusually over or under the Shore figures, the Master MUST NOT sign, but must contact the
Operations Department for advice.
2.3.4 Apparent Condition

A Master can only be held responsible for statements on a Bill of Lading regarding the condition of
the goods if he indeed can be considered qualified to make that assessment.
Hence the standard typed wording of all Bills of Lading, ³shipped in apparent good order and
condition.´
If the cargo is NOT in good order and condition.

the Operations Department must be contacted for instructions.
2.3.5 Cargo Description

Any statements on the Bill of Lading describing the goods must be accurate to the knowledge of the
Master, e.g. if goods are described as ³lube oil´ on the Bill of Lading, but it is apparent that it is
groundnut oil, then obviously, the Master cannot sign the Bill of Lading as presented.
2.3.5.1 Chemical Cargo Description (Chemical Tanker Specific)
The Bill of Lading MUST include the Correct Technical Name according to the IBC Code OR
MEPC2/Circ.X.
2.3.6 Date of Shipment

The date of the Bill of Lading must be:
x the date of completion of loading or
x the date of arms disconnection depending on the CP agreement
but NOT the Sailing date which could be next morning.
For several grades the correct Bill of Lading dates must be the Date each parcel completed loading.
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x However in some ports being a ³custom of the port´, the date of Bill of Lading could be
the date of completion of the last parcel.
x In such a case, if in doubt, the Master must contact the Operations Department for
instructions.
Under no circumstances, must the Master sign a Bill of Lading which is ante/post-dated.
In such eventuality (or any attempt to present to the Master a LOI) Master must contact Operations
Department immediately.
The Master is not authorized to sign a Bill of Lading with a Date earlier or later than
the one on which the ship completed loading the cargo
2.3.7 Destination of Shipment

The loading and discharge ports contained in the Bill of Lading must be the same, as identified in the
Charter Party.
x Destination.
The destination appearing on a Bill of Lading must be within the agreed discharging range
(as stated in the Charter Party).
o Or for a Time -Chartered Vessel, within the agreed trading countries (not excluded
countries or ports).
x For example, if the discharging range agreed in the Charter Party (in recap) is 1-2 safe
ports U.K Continent, and the destination appearing on the Bill of Lading states
³Rotterdam´, this is considered acceptable and the Master may sign.
o If however the destination shown states Odessa, then the Master must NOT sign
because the port is out of the agreed discharging range.
o In this case Operations Department must be notified immediately.
x Quite often however, the Vessel¶s Master may receive Voyage Instructions where the
discharging port is declared as Milford Haven.
x However the discharging port in the Bill of Lading appears to be Rotterdam.
o The Master must compare the Charter Party and not the Voyage instructions.
If the discharge range in Charter Party is U.K -Continent, then Milford Haven is
considered ³OK´.
x The Owners will receive an LOI (Letter of Indemnity) for change of destination.
o In this context, the ³Change of Destination´ means WITHIN THE AGREED
DISCHARGE RANGE.
x A Bill of Lading must NOT be signed, when a destination appears on the Bills of Lading
³for orders´ without mentioning a Port or Country.
If such a Bill of Lading is presented, the Operations Department must be contacted for
advice.
x A ³through´ Bill of Lading i.e Such as Mombasa in transit to Tanzania must NOT be
signed
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x If lightering will be necessary at the stated discharge port AND the Bill of Lading
prohibits lightering, then this Bill of Lading, must NOT be signed.
x Bill of Lading stating ³freight prepaid´ or ³freight paid´ must not be signed ,
unless Owners grant authorization to do so (i.e. indeed freight payment received).
2.3.8 Terms and Conditions of the Charter Party

The Master must closely check that all terms and conditions in the Bill of Lading do not conflict with
the terms of the Charter Party.
If the Bill of Lading contains an incorporating clause e.g. ³All terms and conditions including the
Arbitration clause as per the Charter Party dated´, a checking of the reference must be made to
ensure that it is accurate.
There may also be a clause, incorporating:
x The Hague rules, or
x The Hague-Visby rules, or
x A carriage of goods by Sea Act.
If no incorporating clause is inserted, then the Master must call the Operations Department for
advice.
2.3.9 Clean and Dirty Bills of Lading

A ³CLEAN´ Bill of Lading is one which describes the exact quantity as well as the apparent good
order and condition of the goods on shipment.
As has already been stated, a Bill of Lading is a powerful and valuable document.
Many transactions concerning carriage of goods, demand that only if a clean Bill of Lading is issued,
will money be released by a bank or financial sponsor.
This means that there is pressure on the Shippers to obtain nothing other than a ³clean´ Bill of
Lading.
A Master must never sign any Bill of Lading which does not accurately represent the true
quantity and condition of the goods and shipment.
2.3.10 Claims after Discharge

If the Receivers¶ claim that goods are not as described is well founded/established, it may be that a
Letter of Protest has been drafted concerning the sea passage which could explain the suspected
damage ± (see Letters of Protest)
In such a case the Operations Department must be immediately contacted.
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2.3.11 B/L Letter of Indemnity

At some time a Master will be offered a Letter of Indemnity (LOI) for Bill of Lading issues.
The Master is not authorized to sign a Bill of Lading which contains

Statements, which he considers to be inaccurate.
LOIs can be ingeniously designed to give the appearance that they are legal documents which
would and could never be contested. Such an LOI must ALWAYS be rejected.
IF an original Bill of Lading is not presented at discharge, the Master must notify the Operations
Department immediately.
Discharge will be approved or prohibited, depending on whether the Operations Department has been
provided with a satisfactory LOI.
2.4 LETTER OF INDEMNITY ±GENERAL
Any Letter of Indemnity received, MUST NOT be directly accepted by the Master.
It must be sent to the Operations Department for further guidance.
2.5 LETTER OF PROTEST (LOP)

Best endeavours must be made, to have all documents (including NOR, S.O.F, Pumping Logs,
Protest Letters etc) signed by all attending persons i.e Terminal representative, Loading Master,
Surveyors, Agents etc.
If someone is unwilling to sign (or declares ³unauthorized to sign´), the Master must issue a simple
Letter of Protest to this effect.
A good practice is to request the signing Party to write down his Full Name and the name of the
Company he represents, in capital letters.
2.5.1 Letters of Protest Shore-Ship

Any Letter of Protest must be signed ³For Receipt Only, without prejudice´.
Any signature without this, might have significant Operational and Liability consequences.
The Master must add his remarks, describing his own version of events.
If no remarks can be added, then a Letter of Protest must be issued to this effect.
Any Letter of Protest received concerning HSSE (Health, Safety, Security, Environment )
Must be immediately forwarded to the Marine /Vetting Manager
The Ship¶s Operator to be informed accordingly.
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2.5.2 Letters of Protest Ship-Shore

To safeguard the Owner¶s and / or Charterers interests, after any cargo operation, proper supporting
documentation is required in case a necessity for defending against any claim arises.
To this effect, the Master¶s attention must be stressed to the points, as per the following paragraphs,
with respect to handling delays and relevant Letters of Protest.
A "Letter of Protest" can be used as evidence in a Court of Law.

x The "Letter of Protest" must exactly indicate the cause(s) that lead to the non-compliance.
x If a "Letter of Protest" is issued by the Master and either the Terminal or the Agent refuse to
accept it:
o The Master shall endorse the "Letter of Protest" to that effect including the wording
³Refused to Sign´ and send it to the Office at the first opportunity.
x Pre-drafted Letter of Protest are available. Company forms are SF/OPS/LOP ( LOP-L for
³Loading´ and SF/OPS/LOP-D for ³Discharging´)
x Note: If any Safety issue arises from shore installation or personnel, a Letter of Protest must
be issued.
The following must always be included in the Letter of Protest, as applicable:

x All delays.
x Any measurement discrepancies between Ship¶s vs Shore cargo figures.
x Actual or potential cargo contamination, including free water.
x Slow loading or discharge rates, due to terminal inefficiencies or restrictions.
x Any other items which is considered to have delayed the Vessel or has potentially affected the
quality of the cargo on board.
x If Vessel's discharge rate is restricted either by insufficient shore line availability, or due to
Maximum Back Pressure Restriction, a Note of Protest before departing berth must be
submitted.
x If the Vessel has two or more parcels onboard, and where Vessel¶s Master is constrained to
discharge the multi-grade cargoes on a grade by grade basis, which undoubtedly prolongs the
Vessel¶s overall discharge operations, a Letter of Protest must be issued, clearly indicating
that as long as the Vessel¶s Master is not allowed to give delivery of both parcels together, the
Vessel's full pumping capacity is not utilized.
x If shore facilities/instructions do not allow or permit the Vessel to maintain either of the
above warranties (time and pressure)
In both instances, this has to be clarified in a Letter of Protest.
Remarks on the time sheet and pumping log must be made, all countersigned by the
Receivers, (failing of which, will entitle Charterers to claim for losses from the Owners).
x No prolonged discharge/load operation must be admissible, unless Shore Facilities request in
writing reduced pumping pressure/loading rate from the Vessel.
x A Letter of Protest to the shore facility must be accordingly, and must be signed by
Receivers/Shippers/Installation.
x If the Vessel fails to maintain the warranted discharge rate or pressure, any additional time
must be for the Owners¶ account. Charterers will have the right to withdraw the Vessel from
the berth .All time and expenses incurred will be for the Owners¶ account, and time will not
count.
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x All reasonable endeavors must be made to have such Notes of Protest and supporting
documentation, countersigned by the Surveyor and Terminal Representative, (provided such
are available.)
o If they refuse, a Letter of Protest and/or in their absence to sign documents, a Letter of
Protest must be issued.
In such cases, Charterers to be advised in writing, as soon as possible.
The Letter of Protest must be forwarded to the Agents/Charterer as soon as possible.
x Unless otherwise provided, running of Laytime (or time on demurrage, if the allowed Laytime
has expired) must, unless otherwise interrupted, cease upon disconnection of hoses at
completion of loading or discharging.
o If, however, the Vessel is not free to sail in more than three (3) hours (or two(2)
hours depending on the Charter Party ) ,following the disconnection of hoses -solely
by reason of failure of Terminal to furnish cargo documentation or failure of Cargo
Surveyor to complete inspection-, any delays thereby incurred must be protested
accordingly.
x If the Vessel is forced to leave the berth and/or loading facility and shift to a nearby
anchorage for the purpose of awaiting documentation formalities, any time thereby lost must
be forthwith followed by a Note of Protest by the ship's command.
x If the Terminal does not provide for either a suitable ground to secure the Vessel's gangway
or for a suitable replacement of shore gangway, the Master must issue Note of Protest for the
records and against any delays incurred thereby.
2.6 DEAD FREIGHT

When a Vessel is fixed for a Voyage, the minimum quantity that she must load is agreed with the
Charterers and is stated in Charter-Party. The freight is mainly based on this minimum quantity.
In the Voyage Orders, the Charterers specify the cargo quantities they wish to be lifted, which are
usually more than the minimum agreed or same.
However if the Voyage Orders specify less quantity than the minimum agreed, the Master must
request this quantity from the Suppliers. In this case, the Master has no further actions to take.
However, in some cases, the Cargo Suppliers are unable or they do not wish to load the quantity the
the Master requests, according to the Charterers instructions.
In such a case, Master must immediately inform the Charterers and the Operations Department and
consequently must issue and hand over to the Suppliers a Letter of Protest, namely a ³Dead Freight
Protest´. (Form SF/OPS/LOP-L2).
2.7 DEMURRAGE CLAIM DECLARATION

The Charter Party specifies the number of hours agreed to load and discharge the cargo.
This is usually between 72 to 96 hours.
If for any reason, -other than the Vessel¶s fault-, the Vessel loads and discharges her cargo in excess
of the agreed number of hours, then the Owner is entitled to ³Demurrage´ at an agreed rate of USD
/per day pro rata.
In order to prepare and defend a ³Demurrage claim´, the Company must submit Documents proving
that any delay incurred during loading and or discharging (which prolongs the Vessel¶s loading and /
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or discharging time beyond the specified Laytime as per Charter Party), have been substantiated and
are well documented.
The following documents are the most important, for documenting a ³Demurrage claim´:
x Notice of Readiness
x Statement of Facts
x Free Pratique request (upon Vessels arrival at all ports)
o Free Pratique protest (if Free Pratique not granted within 6 hours of Vessels arrival)
x Letters of Protest regarding delays and stoppages
x Pumping Log and Letters of Protest for discharge facilities, plus any other factors affecting
the Pumping Performance
x Loading and discharging information exchange between the Vessel and the Terminal
x Crude Oil Washing Report (if applicable).
2.8 ULLAGE REPORT

The Ullage report (Forms SF/OPS/ 304+) is one of the fact-recording documents and has several uses
and aims which amongst others are:
x To record the quantity facts and figures of a product loaded in one or more tanks.
x To be able to show recorded facts and figures verified by the Cargo Surveyor at both load and
discharge ports in case of an out turn shortage claim at the discharge ports, by comparing the
facts and figures, as recorded in both ports.
Each and every item of data ³must be filled´:

Under remarks, the following subjects must be recorded:
xIf there is foam over the top of the product, a remark stating ³ullage measured over foam³
xAny irregularity during the loading or discharging, such as spillage, hose burst, chance of
shore tank.
After all data have been recorded, the ullage report must be signed by Cargo Surveyor, the Chief
Officer and countersigned by the Master.
2.9 DISCHARGE CAPACITY DECLARATION (BACKPRESSURE)

The Vessel may delay at the discharging Port:
x If the Shore Line size is smaller than the Vessel¶s.
x The Shore Tanks farms are far away.
x The Shore Tank is higher than sea level.
The Vessel¶s Discharging Capacity will be decreased, therefore delays may be caused.
The Vessel will be held responsible.
If the Vessels experience an unusual Backpressure due to the above, the Master must prepare a Letter
of Protest (LOP) which will be presented for signature along with the rest of Cargo Documents.
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This Letter of Protest must provide as follows:

x Shore¶s situation may be explained (shore line size, length of the line etc.)
x The Vessel¶s Discharge Capacity could be stated (Vessel can be discharged with more
capacity than present, in normal condition, except shore restriction.)
x The following statement must be included:
³On behalf of Vessel, Owners and Underwriters, we hereby reject any responsibility and or /
liability or claim for the delay of discharging, hereby keep you responsible for any delay at
discharging´.
2.10 BERTHING DELAYS

When the Vessel experiences delays between Arrival and Berthing, the Master must avoid stating
reason of delay in the Statement Of Facts using the phrase ³waiting for pilot or waiting
pilot/berthing, due to the fact:
x In most of the occasions the delay is actually due to berth unavailability.
x In most of the Charter Party terms, the delay for ³waiting pilot¶¶ is for the Owner¶s account.
Therefore, whenever the Master declares that the Vessel is ³waiting for pilot´, the Charterers are
deducting this time from the lay time calculation.
For this reason, in case of relevant delays, the declaration ³waiting for berth availability´ is the most
favourable for the Vessel.
2.11 STATEMENT OF FACTS (SOF) GENERAL REMARKS

Statement of Facts must include Facts only ± NOT opinions.
The Times recorded, must be counter-rechecked with the times recorded by the Terminal, Surveyors
and Agents. These must be the same. The facts cannot be different.
If the Master does not agree with an entry in the Terminal, Agent¶s etc Statement of Facts (SOF),
He must write down ³Masters Remarks´ explaining his disagreement and making reference to the
³Vessels Statement of Facts´.
In case there is no room for ³Masters Remarks´ or he is denied to record remarks, the Master must
issue a relevant ³Letter of Protest´.
x If (as per Shore orders) the loading or discharging operations are interrupted, this must be
clearly shown in the Statement of Facts.
x Delays in waiting for berthing must be mentioned as ³Waiting for berthing´ only.
x If any other reason for the delays is being advised or recorded to any message coming from
the Agents or any other Party, this must also be stated, as received.
o Any verbal instructions given by the Loading Master / Terminal (for example to slow
down discharging etc) certainly must be complied with BUT also recorded
accordingly.
x Best endeavors must be made for Loading Master¶s / Terminal instructions to be followed
in writing.
o If no such instructions are repeated in writing, the Master must record the facts and
issue a simple Letter of Protest.
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2.12 ROB ±REMAINING ONBOARD CARGO (OIL TANKER SPECIFIC)

Most Charter Parties permit Charterers to make a deduction from freight or Charter Hire, if the cargo
remaining on board a Vessel after completion of cargo discharge operations is found to be ³liquid
and pumpable´ by an Independent Surveyor.
In some cases, a large or abnormal non-liquid ROB can be the subject of a cargo claim, where it is
established that the high ROB, is a result of negligence on the part of the ship¶s staff or the failure of
the ship¶s equipment.
Cargo Surveyors at the discharge port are always appointed by the receivers of the cargo.
These Surveyors represent Cargo Receiver¶s interests and therefore cannot be considered
Independent Surveyors.
The final ROB report, issued by the Cargo Surveyor and the Ship must be in agreement on the
following subjects:
x The quantity of the cargo remaining on board.
x Whether the cargo is liquid or non-liquid.
x Whether the cargo is pumpable, with ship¶s equipment being in normal good working order.
On every occasion that:

x A Vessel has a high liquid ROB
x A higher than normal non-liquid ROB.
x Where the Cargo Surveyor and ship¶s staff disagree on whether the cargo on board is liquid or
non-liquid.
x Where the Cargo Surveyor and ship¶s staff disagree whether the cargo on board is pumpable
or unpumpable.
The Operations Department must be immediately contacted and advised of the situation,
Before signing the ROB Certificate and sailing from the port.
The Operator of the Vessel must then advise the Master, on a suitable course of actions, that will best
protect the Vessel¶s/Company interests.
It is also essential, that at least one cargo hose or Loading Arm, is kept connected and Shore Lines
are not drained into the ships tanks, until the ROB Certificate has been signed.
When signing an ROB Certificate the following remarks must always be inserted
By the Chief Officer:
x OBQ before loading was i.e XX barrels liquid and YY barrels non-liquid.
x The ROB of AA barrels liquid and BB barrels non- liquid unpumpable and unreachable with
ship¶s Fixed equipment, being in normal good working order.
2.13 WEDGE FORMULA (OIL TANKER SPECIFIC)

The Wedge Formula is a calculation to determine the quantity of liquid or non-liquid cargo.
(On Board Quantity±OBQ or Remaining Onboard± ROB) on cargo tanks.
(Form SF/OPS/321-³Wedge Calculation Record´)
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The following conditions must be fulfilled:

x The Vessel has huge trim, but there is no trim correction value available on the tank table,
x The liquid or cargo on tank is not touch one or more of the tank bulkheads,
x Observe sounding tanks at several points to ensure the cargo has not touch one of the tank
bulkheads.
2.14 TANK CLEANLINESS CERTIFICATE (CHEMICAL TANKER SPECIFIC)

The necessity to have a Tank Cleanliness Certificate has several reasons.
The most important are:
x To have the Tank cleanliness inspected and confirmed by an Independent Surveyor appointed
by the Supplier or the Shipper.
x To have at hand, a Written Confirmation for the state of cleanliness as a protective measure
against any possible claim of contamination of the product, due to alleged uncleanness of the
tank. This is a basic requirement by the majority of P & I Clubs.
The Tank Clean Certificate must be obtained in a signed Form SF/OPS/310-³Certificate of

Cleanliness´ from the Surveying Inspector BEFORE any loading operation.
If the Inspector refuses or abstains from signing the Certificate of Cleanliness ,

although he declares that the Tank is in a state of cleanliness to load the product
DO NOT START LOADING
The Operations Department must be immediately contacted.
2.15 DRY TANK OR EMPTY TANK CERTIFICATE (CHEMICAL TANKER SPECIFIC)

The ³Empty Tank Certificate´, is a Document, issued by the Cargo Surveyor who attended the
discharge, providing proof of discharge and delivery of a parcel.
After completion of a parcel discharge, the Cargo Surveyor must check the tank. Wording must
mention: ³Empty and well drained´.
It is essential to receive the Empty Tank /Dry Tank certificate (Form SF/OPS/311) immediately after
the individual tank is empty.
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3. RECORD
Prime Standing Orders
Daily Noon Report COM/SECTION 13 SF/OPS/301
Daily Noon Report COM/SECTION 13 SF/OPS/301A
Arrival Report COM/SECTION 13 SF/OPS/302
Departure Report COM/SECTION 13 SF/OPS/303
Delivery certificate COM/SECTION 13 SF/OPS/308
Re-delivery certificate COM/SECTION 13 SF/OPS/308A
Notice of Readiness COM/SECTION 13 SF/OPS/309
Notice of Readiness (re-tendered) COM/SECTION 13 SF/OPS/309A
Certificate of Cleanliness / -
-Tank Inspection Certificate (Before Loading) COM/SECTION 13 SF/OPS/310
Empty Tank Certificate/Dry Tank - After Discharging COM/SECTION 13 SF/OPS/311
Agents Performance and Evaluation Report COM/SECTION 13 SF/OPS/313
Operations Representation COM/SECTION 13 SF/OPS/315
Charterer¶s Representative List COM/SECTION 13 SF/OPS/315A
Wedge Calculation Record COM/SECTION 13 SF/OPS/321
Ship¶s Particulars for Commercial Purposes only COM/SECTION 13 SF/OPS/333
Terminal satisfaction report COM/SECTION 13 SF/OPS/338
Letters of Protest -Loading COM/SECTION 13 LOP-L0 to L30
Letters of Protest-Discharging COM/SECTION 13 LOG D0 to D22
None
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(010) BALLASTING & DEBALLASTING Revision: 04
OPERATIONS Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 Responsibility........................................................................................................................... 2
2.2 General...................................................................................................................................... 2
2.3 In Port........................................................................................................................................ 3
2.3.1 Ballasting................................................................................................................................................................3
2.3.2 Unpumpable Ballast............................................................................................................................................... 4
2.3.3 De-Ballasting..........................................................................................................................................................4
2.3.4 Shore Line Flushing............................................................................................................................................... 4
2.4 Ballast Water Decanting en Route............................................................................................ 6
2.5 Ballast Water Exchange............................................................................................................ 6
2.5.1 Safety Considerations.............................................................................................................................................6
2.5.2 Preparation............................................................................................................................................................. 7
2.5.3 Ballast Water Exchange......................................................................................................................................... 8
2.6 Ballast Water Treatment Systems (BWT S)..............................................................................8
2.7 Ballast Cargo Leakage in Double-Hull Spaces......................................................................... 9
2.7.1 Water Reactive Cargoes including Acids (Chemical Tanker Specific)................................................................. 9
2.7.3 Self-Reactive Cargoes (Chemical Tanker Specific).............................................................................................10
2.8 Ballasting Operation with Heated Cargoes............................................................................. 10
3. RECORD.................................................................................................................................... 10
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This procedure provides guidance on the safe implementation of Ballasting and De-ballasting
operations, taking into account the environmental protection.
The Company has developed a Water Ballast Management Plan for each Fleet Vessel, based on the
IMO, ICS and Industry requirements.
2. PROCEDURE
The Master must carry the required amount of Ballast, consistent with:
x weather conditions,
x Safe Trim,
x Vessel¶s Stress and Stability and Handling Characteristics
2.1 RESPONSIBILITY
Master The Master is responsible for monitoring the proper planning and execution of
ballasting/de-ballasting operations on board and for reporting any incidents to the
Operations Department
Chief Officer The Chief Officer is responsible for the preparation of Ballast Management Plans,
taking in account the IMO BWM (Ballast Water Management) Convention and for
carrying out the ballast loading and discharging operations.
2.2 GENERAL
The following must be complied with, during Ballasting and De-ballasting operations:
The Chief Officer is personally responsible to ensure that:

x The operation is fully planned in compliance with the Ballast Water Management Plant
(BWMP).
x All loading and discharging of Ballast is carried out in compliance with his instructions and
under the direct supervision of a responsible Deck Officer, being in constant communication
with the Bridge and Deck Personnel.
x A Ballast Operation plan has been prepared, which must include, at least the tanks that are
going to be ballasted or de-ballasted and the ullage to which the level must raise, including
o Piping, Ballast, Cargo and Ventilation Valves Status.
All above data must be recorded in the Ballast Plan which must be reviewed, approved
and signed by the Master.
x The Ship¶s stresses have been checked for the intermediate and final ballast condition, using
the Vessel¶s Loadicator, before the commencement of ballast operation.
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x The Ballast, Cargo and Venting valves have been checked and have been verified to be
correctly set, before the commencement of the Ballasting or De-ballasting operation.
o Double check / verification of the correct setting of the above-mentioned valves must
be carried out by another competent crewmember as well.
x If a change of Ballast is taking place, that all measures provided by the Ballast Management
Plant (BMP) must be ensured.
In addition:
x A constant Deck Watch must be on deck during the Ballast Handling Operations.
x The Deck Watch must be in constant communication with the Cargo Control Room (CCR)
and when at sea, with the Bridge.
x The pumping of ballast into a tank must be carried out with a great care, measuring ullages, in
order to avoid /prevent an overflow or an over-pressure condition to be avoided.
The Tanks must be filled up to 100% of their capacity.

Consideration must be given at ports where overflow is not permitted.
2.3 IN PORT
2.3.1 Ballasting
Ballasting in Port needs to be carefully evaluated.
If Ballast Water containing Sediments is taken in a Port, the minimum necessary quantity must be
taken.
If Ballast Water with sediments has been taken - when on route ±

this Ballast Water must be exchanged as soon as possible
in order to keep the Sediments to a minimum.
Whenever permitted by Port regulations, the Vessel¶s Master and Chief Officer must adopt the
practice of ballasting before completion of discharge operation.
This practice has considerable savings in port turn-around time, particularly at tidal ports, and the
maximum freeboard requirements can be met.
The Chief Officer is personally responsible:

x To ensure that ballast loading operation is carried out in compliance with his instructions,
which are based on the Vessel¶s Ballast Water Management Plan.
x To evaluate and decide which tanks shall be used for ballast and the ullage to which ballast is
to be received.
x To check that the relevant valves are correctly set.
x To ensure that a Deck Watch is constantly being maintained on deck during ballasting
operations
x To safely carry out Ballast Operations, in order to avoid an overflow or an over-pressure
condition.
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x To ensure that tanks are filled to a maximum 100% of their capacity only (for safety reasons
and in order to avoid any damage to bulkheads)
Vessels, which are not fitted with a Ballast Tank Fixed Gas Detection System or whose system is not
working, must monitor ± on a daily basis - the Void Spaces and Ballast Tanks - when empty.
The readings must be recorded on form SF/MRS/236-³Explosive Gases Monitoring Log´.
For further guidance, refer to the BWMP and ISGOTT.
2.3.2 Unpumpable Ballast
At least once per year (at a convenient port), the Master must check all ballast tanks emptied of
unnecessary ballast through very good stripping and quantify the unpumpable ballast or mud
(If any).
The form used for this reporting is:

SF/OPS/353-³Unpumpable Ballast´
2.3.3 De-Ballasting
Before the commencement of the de-ballasting operation, a sample of the Ballast Tanks must be
visually checked for oil / cargo contamination on each occasion, before being discharged and a
relevant entry must be made in the Vessel¶s Log Book.
Only the Ballast tanks which are adjacent to the Cargo or Bunker tanks must be checked.
If any oil / cargo sheen is detected on the surface of the Ballast water, the Ballast Operation must not
commence. The Operations Department must immediately be informed.
The Chief Officer is personally responsible:

x To ensure that the ballast Discharging Operation is carried out in compliance with his
instructions, which are based on the Vessel¶s Ballast Water Management Plan.
x To evaluate the best possible de-ballasting sequence according to the cargoes to be loaded.
x To check that all relevant valves are set correctly.
x To ensure that a Deck Watch is constantly being maintained on deck during the ballasting
operation.
x To ensure that the Deck Watch is in constant communication with the Cargo Control Room
(CCR) and the Bridge.
2.3.4 Shore Line Flushing

If the Vessel¶s Master and Chief Officer are required to pump Ballast Water in the Terminal¶s Shore
Line through the cargo manifolds i.e for line clearing and /or ballast discharge ashore etc. the
following must be taken into consideration.
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1. Line flushing will only be permitted where discharge work is thoroughly completed and
when the Master confirms that all cargo has been discharged.
For any different case and before such operation, the Master must verify that no cargo has
remained inside the cargo lines and pump room (if applicable) and all associated lines have
been thoroughly drained.
2. Flushing water must be supplied by segregated ballast tank through the spool piece between
the Cargo and Ballast lines. Flushing water supplied directly from the sea chest must be
avoided but in case no other alternative is present, then a specific permission must be
requested by the Company.
3. Spool piece connection work must start after the specific line to be used has been thoroughly
stripped and verified empty, both on deck as well as in the tanks and the pump room ( if
applicable).
4. The Vessel¶s condition (trim, heel etc) must meet the limits as stipulated by the Terminal
while stresses (BM/SF) must be confirmed to be within the acceptable / allowable range of
values for the entire duration of this operation.
5. After the line flushing has been completed, all water remaining in the cargo lines must either
be collected in the Vessel¶s Slop / Rot tank before cargo and ballast lines have been
disconnected.
Any requirement for flushing Ballast Water to the Terminal Shore Line must immediately be
communicated to the Company. Under no circumstances must the Master proceed with such an
Operation without having received the Company¶s approval, in writing.
If signs of cargo ( sheens) are identified at the overboard discharge, during de-ballasting,
the de-ballasting operation must be stopped immediately.
The Master must not wait for the Terminal to inform him.
The following actions must be taken :
o Inform the DPA, the Terminal and the Port Authorities;
o Apply the Pollution measures according to the SOPEP / SMPEP;
o Locate the source of contamination;
o If permission is granted by the Port Authorities, the contaminated ballast to be
transferred into the slop tanks if are empty for retention and later discharge ashore.
For further guidance, refer to the BWMP and ISGOTT.
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2.4 BALLAST WATER DECANTING EN ROUTE
Refer to Section 22- Heavy Weather Ballast
2.5 BALLAST WATER EXCHANGE

As per Rules and Regulations, and IMO Ballast Water Management Convention 2004, the Vessel¶s
Personnel is required to always perform Ballast Water Exchange in order to protect the maritime
environment at the next Port of call.
The Master must plan the Ballast Water Exchange process which MUST be in line with the approved
Ballast Water Exchange Plan and sent it to the Operations Department, for approval.
Before the commencement of ballasting operations, the ships stresses for the Intermediate and Final
Ballast condition must be checked by the use of the relevant Computer Program.
The signed and approved Ballast Water Exchange Plan must be posted in the Cargo Control Room.
The Ballast Water Plan must be supported by Loading Computer print-outs to document the Vessel¶s
satisfactory intact and damage stability and longitudinal strength during all the critical steps of the
operation sequence.
The Water Ballast Plan must always be approved by the Master.
The Master must review and sign and the Ballast Water Exchange forms, which must reflect the
Loading Computer¶s stress and stability calculations.
The relevant Risk Assessment must also be thoroughly reviewed, in conjunction with the Stress and
Stability calculations.
Approval by the Operations Department must be received, BEFORE the commencement of any
Ballast Water Exchange Operation, especially when the sequential ballasting method takes place.
The Ballast Exchange time, method and ship¶s position during the exchange must be recorded in the
Deck Log Book, along with the notification to /and approval from the Operations Department.
2.5.1 Safety Considerations

The relevant IMO Resolution includes guidance on safety aspects of the Ballast Water Exchange at
sea.
The Master is accountable and MUST always ensure that the following conditions are met
whenever a Ballast Water Exchange is going to take place:
x That the Ballast Water Exchange Plan, which has been prepared by the Chief Officer, is in
line with Rules, Regulations, Company requirements, and the Vessel¶s Ballast Water
Management Plan.
o That all intact and damage stability calculations are always in line with the
Approved Stability Manual.
o That measures have been taken to avoid over and under- pressurisation of ballast
tanks.
o To control Free surface effects on stability, and sloshing loads in tanks that may be
slack at any one time.
x To take into consideration and evaluate Bad weather conditions.
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o Maintenance of adequate intact stability in accordance with an approved trim and

stability booklet.
o Permissible seagoing strength limits of shear forces and bending moments in
accordance with an approved loading manual.
x Minimum/maximum forward and aft draughts.
x Wave induced hull vibration.
x Weather routeing in areas seasonally affected by icing conditions.
x Contingency procedures are available for situations which may affect the ballast water
exchange at sea,
o including deteriorating weather conditions, pump failure, loss of power etc.
Ballast Water Exchange at sea must be avoided in Freezing/Sub-ZERO weather conditions.
However, when it is deemed absolutely necessary, particular attention must be paid to the hazards
associated with the freezing of the:
x Overboard discharge arrangements,
x Air pipes,
x Ballast system valves.
Adequate controls must be in place to keep any negative effect to a minimum.
The Operations Department must be consulted.
2.5.2 Preparation
The Operations Plan, in line with the approved Ballast Water Management Plan, must be prepared
by the Chief Officer, and must be reviewed, approved and signed by the Master.
The following must be taking into consideration:
x Consult the Ballast Water Management Plan before undertaking a Voyage in order to
determine which Administration requirements are in force.
x If considered necessary, consult with the A gents at the next port, to ensure that the
requirements of the Administration with respect to Ballast Exchange before arrival to Port
are complied with;
x Ensure that the intact and damage Stability and Stresses of the Vessel always remain within
permissible limits (see below).
If the Master decides that a Ballast Exchange process would threaten the Crew or the Vessel,
or the Vessel¶s Safety and Stability, because of adverse weather, Ship¶s Design or Stress,
equipment failure, or any other extraordinary condition, then he must take whatever action he
deems necessary to ensure the safety of the Crew and the Vessel.
When planning the Ballasting operations the following must be taken into consideration:
x MARPOL draft requirements and IMO Ballast Water Management convention requirement.
x Measures to minimise stress.
x Stability issues
x Measures to minimise Vessel vibrations.
x Measures to minimise the number of slack tanks to reduce the effect of sloshing.
x Considerations for the most effective draft and trim for efficient and economic speed.
x Efforts to ensure that only clean ballast water is being taken on and that the uptake of
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sediment with the ballast water is minimized.

Ballast must be handled and distributed to minimize hogging and sagging stresses and ensure no
effects on stability
Stresses must be kept to a Minimum.

Ballast patterns must not be used if they result in hogging or sagging stresses
which exceed 90% of the allowable maximum in port or at sea
without prior approval from Operations Department.
It is recommended that the stresses do not exceed 80% of the allowable maximum in port or at sea.
Stress and Stability calculations must be made BEFORE the transfer of any Ballast and these must be
kept as part of the Vessel's records.
Entries showing stresses calculated for each of the following conditions are required:
x Before the commencement of the ballast transfer.
x 50% ballast loaded.
x Completion of loading ballast.
x 50% ballast discharged.
x Completion of transfer operations.
2.5.3 Ballast Water Exchange

The preferred option on company Vessels is the Sequential Method if this is permitted by the
BWMP.
The Chief Officer is personally responsible to:
x Ensure that Ballast Water Management procedures are followed.
x Ensure that records of Ballast Water Exchange are maintained:
o in the Ballast Water Management Plan ,
o in the relevant IMS Forms and
o in the Deck Log Book
2.6 BALLAST WATER TREATMENT SYSTEMS (BWT S)

The adoption of new Ballast Water Treatment Regulations by IMO and USCG, lead to installation of
BWTS on board company¶s Vessels.
Ballast Water Treatment System (BWTS) is any system which processes ballast water such as to
meet or exceed the ballast water performance standards required by IMO and/or U.S. Coast Guard
Regulations.
The BWTS includes ballast Water Treatment Equipment, all associated Control Equipment,
monitoring equipment and sampling facilities.
The use of the treatment system is detailed in Ballast Water Management Manual and Manufacturers¶
Instruction Manual.
Company¶s Vessels equipped with BWT have to use the system when taking/ discharging ballast,
without exception.
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All failures or Malfunctions are to be recorded in Ballast Water Record Book. Vessel¶s Flag and Port
Authorities have to be informed in case of malfunction.
Maintenance routines are included in Vessel¶s PMS and must be closely followed. The maintenance
routines include the calibration and testing of the various system sensors.
2.7 BALLAST CARGO LEAKAGE IN DOUBLE-HULL SPACES

If Ballast Leakage in double-hull spaces is detected, the following actions must be taken:
x The DPA and the Operations Manager must immediately be notified.
x When in Port: The Harbour Authorities and the Terminal must be informed.
x Actions as per the Emergency Procedures Manual must be taken.
2.7.1 Water Reactive Cargoes including Acids (Chemical Tanker Specific)

In a Ballast Tank, will create a serious RISK to the Vessel and the relevant Emergency Response
Procedure does apply.
Aggressive Acids:
x Pump the cargo into an empty cargo tank if available
o If not possible, you might jettison the cargo.
x Even if the cargo is already jettisoned, the Ballast tank MUST be filled with Water and
overfill the Ballast Tank to remove the maximum possible cargo from the Ballast Tank.
x Some Acids might create Hydrogen meaning that maximum caution to be taken for all
operations to avoid an explosion.
Note: There have been more than one Vessel with Stainless Steel Tanks and a breakthrough of Nitric
Acid into the Ballast Tank which sank.
Other Water Reactive Cargoes (like TDI, MDI):

x Pump the cargo into an empty cargo tank if available
o If not possible, you might jettison the cargo.
x DO NOT fill the Ballast Tank with Water OR
o If there is any Water in the Ballast tank remove the same as soon as possible.

In cases of a breakthrough of Toxic cargoes into a Ballast Tank the following to be observed apart
from the Emergency Response Procedures:
x Caution!! There is a High Risk that Toxic vapours will escape from the Ballast tank venting
system.
x Pump the relevant cargo into an empty cargo tank when available.
x Ensure that Ballast Tank P/V valves are in operational condition (if applicable).
x Keep the air condition in re-circulation mode.
x Perform Toxic Tests out frequently.
Page 9 of 10
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In cases of a breakthrough of Self Reactive cargoes into a Ballast Tank following to be observed
apart from the emergency response procedure:
There is a High Risk that the cargo will start reacting because the inhibitor might not work any
longer.
x Pump the relevant cargo into an empty cargo tank, when available
x Inert the Ballast Tank (if possible) ± But observe the O2 requirement of the Inhibitor
x Measure and Record the Ballast Tank Temperature.
2.8 BALLASTING OPERATION WITH HEATED CARGOES
See SECTIONS 09 -10-11 of this Manual:

6HFWLRQ/RDGLQJ9.1.2-³Solidifying (Heated Cargoes)´
6HFWLRQ7UDQVLW ³Heated Cargoes´
6HFWLRQ3UHDUULYDO'LVFKDUJLQJ³Heated Cargoes´
3. RECORD
Explosive Gases Monitoring Log COM/SECTION 04 SF/MRS/236
Unpumpable Ballast COM/SECTION 14 SF/OPS/353
Draft Comparison Form COM/SECTION 14 SF/OPS/354
Ballast Intake in Cargo Tanks for commercial reasons COM/SECTION 14 SF/OPS/355
Ballast Water Handling Log COM/SECTION 14 SF/OPS/356
Ballast Water Reporting COM/SECTION 14 SF/OPS/357
Ballast Exchange Sequence COM/SECTION 14 SF/OPS/358
Ballast Water Management Plan´ (BWMP)
Bridge Log book
Oil Record Book, Part II.
IBC Code
Page 10 of 10
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(010) VAPOUR RETURN SYSTEM Revision: 02
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.2 Responsibility............................................................................................................................ 2
2.3 Testing of the Vapour Return System....................................................................................... 2
2.4 Vapour Return System Manifolds............................................................................................. 3
2.5 Ship- Shore Agreement on the use of Vapour Return System.................................................. 3
2.6 Working Hazards when using a Vapour Return Line............................................................... 4
2.6.1 Loading...................................................................................................................................................................4
2.6.2 Discharging............................................................................................................................................................ 4
2.7 USCG Requirements................................................................................................................. 4
3. RECORD...................................................................................................................................... 5
Page 1 of 5
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Eff. Date: 29/02/2020

This procedure has been issued provide guidance and instructions for the proper operation of the
Vessel¶s Vapour Return System.
2. PROCEDURE
2.1 GENERAL
All cargo operations which involve a Vapour Return System MUST be in line with the Vessel¶s VEC
Manual.
The Vapour Return System is intended to maintain a slight over- pressure in the cargo tank(s) which
is below the pressure setting of the tank's P/V valve.
The purpose of Vapour Return Systems is to ensure that cargo vapours are not released to the
atmosphere.
Therefore, when the Vapour Return System is to be used, it is very important to ensure that the
pressure alarms are correctly set.
2.2 RESPONSIBILITY
Master The Master is accountable for full compliance with the VEC
requirements and procedures.
Chief Officer The Chief Officer is responsible to be fully familiar with the existence
and content of this Manual. He must strictly follow its requirements.
Must there be any errors in the Manual, then the Operations and Marine
Managers must be informed, and action must be taken to correct them
2.3 TESTING OF THE VAPOUR RETURN SYSTEM

The Vapour Return System must be tested as follows:
x The entire piping system must be tested annually for tightness, applying 150 % of the
Maximum Operating Pressure.
x A record of the test must be completed and entered in the PMS ± ³Vapour Recovery System´
x The piping system must be marked with the date of the test and Pressure reading.
All relevant tests must be performed according to the PMS.
Page 2 of 5
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2.4 VAPOUR RETURN SYSTEM MANIFOLDS

The connection of hoses intended for Vapour Transfer to the manifold flanges of the pipelines for
liquid transfer, is prevented by a stud, permanently fixed between two (2) bolt holes in the
presentation flange of the Ship¶s Vapour Return System Manifold.
The stud will fit into a corresponding additional hole in the flange of the Shore Vapour Hose.
The stud is designed in such a way, to avoid a cargo liquid hose being connected to a vapour
connection by mistake.
Unfortunately, not all Terminals have Vapour Connection Hoses provided with a corresponding hole
in the connecting flange.
Therefore, on Company Vessels, the stud can be removed, when necessary.
However, the stud must be repositioned after use, with no fail.
Therefore, Vapour connections must also be identified by painting and stenciling in a standard way.
2.5 SHIP- SHORE AGREEMENT ON THE USE OFVAPOUR RETURN SYSTEM

Before the commencement of Cargo Operations, during which a Vapour Return System will be used,
a discussion must be held with the Terminal Representative including, but not limited to, the
following:
x The maximum cargo transfer rate
x The maximum permissible pressure drop in the vapour return system
x The opening pressure of a non-return valve, if fitted, which must be less than that of the P/V
valves
x Alarm and shutdown procedures.
All Deck Officers must be fully aware that pressures within the Vessel¶s Cargo Tanks and Vapour
lines are directly influenced by any changes in the Terminal¶s System.
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Eff. Date: 29/02/2020
Therefore, it is extremely important to ensure that the pressure in the Cargo Tanks is closely
monitored, at all times, when using the Vapour Recovery System.
Drain cocks at low points in the Vapour Recovery System must be occasionally monitored for liquid
build up.
2.6 WORKING HAZARDS WHEN USING A VAPOUR RETURN LINE

When using the Vapour Return System during Cargo Operations, the following problems may occur
during Loading / Discharging:
2.6.1 Loading
Increased Tank Pressure
x due to a blocked Vapour Return Line
x Due to Terminal issues
x Due to frozen vapours in the system (when loading solidifying cargoes).
2.6.2 Discharging
Sudden Under-pressure in the Cargo Tank
x due to Malfunction of the Shore Vapour Return System
Cargo contamination
x due to wrong vapours delivered from shore
It must be always kept in mind that the Vessel has no control of the Terminal Vapour Return System.
Therefore, extra caution, controls and continuous monitoring must be maintained.
2.7 USCG REQUIREMENTS
The Vessel must be supplied with an Approved Vapour Recovery System Manual
The Vapour Return System Line must be fitted with an independent High Pressure Alarm.
This must be set to operate before the P/V Valve settings. Consideration must be given to the Lowest
Pressure Relief Valve located in the Inert Gas/Vapour line near the Mast Riser (if applicable).
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USCG requires:
x the High Pressure Alarm to be set to 90% of the P/V Pressure Valve rated release pressure,
Low Pressure Alarms to be set at not less than four (4) inches wg (0.144 psig or 10 mbar) for
an Inerted Vessel,
x or the Lowest Vacuum Relief Valve Setting in the Cargo Tank Venting System for a
NON-Inerted Vessel.
(USCG±Title 46-Shipping, Part 39-Vapour Control Systems, Subpart 39.20-Design and Equipment,
Sec. 39.20-13 High and low vapour pressure protection for tank ships).
3. RECORD
Vapor Emission Control Systems /-
\Prior to use checklist COM/SECTION 15 SF/OPS/342
x Vapour Recovery System Manual
x ISGOTT
x TSG-C
x CFR 46
Page 5 of 5
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(010) ) Revision: 04
INERT GAS SYSTEM±OIL TANKERS Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.2 Responsibility and Accountability............................................................................................ 3
2.3 Inert Gas Documentation...........................................................................................................3
2.3.1 The Inert System Manual....................................................................................................................................... 3
2.3.2 Inert Gas Maintenance Records............................................................................................................................. 4
2.4 Atmospheres Replacing Methods..............................................................................................4
2.4.1 Dilution Method..................................................................................................................................................... 4
2.4.2 Displacement Method............................................................................................................................................ 4
2.5 Cargo Tank Atmosphere Control.............................................................................................. 5
2.5.1 Inert Gas System Operation................................................................................................................................... 5
2.5.2 Degradation of Inert Gas Quality........................................................................................................................... 6
2.5.3 Inert Empty Tanks.................................................................................................................................................. 6
2.5.4 Loading Cargo or Ballast into Tanks in an Inert Condition................................................................................... 7
2.5.5 Vapour Balancing during Ship-to-Ship Transfers..................................................................................................7
2.5.5.1 before commencing Cargo Transfer....................................................................................................................7
2.5.5.2 During Cargo Transfer........................................................................................................................................ 7
2.5.6 Loaded Passage...................................................................................................................................................... 8
2.5.7 Pressure Vacuum Breaker...................................................................................................................................... 9
2.5.8 Discharge of Cargo or Ballast from Tanks in an Inert Condition.......................................................................... 9
2.5.9 Ballast Passage....................................................................................................................................................... 9
2.5.10 Static Electricity Precautions............................................................................................................................. 10
2.5.11 Vapour System Isolation.................................................................................................................................... 10
2.5.12 Purging............................................................................................................................................................... 11
2.5.13 Gas Freeing...................................................................................................................................................... 12
2.5.14 Portable Gas Freeing Fans..................................................................................................................................12
2.6 Cargo Precautions to be taken to AVOID ATMOSPHERE Control...................................... 13
2.6.1 Inert Gas on Deck.................................................................................................................................................13
2.6.2 Ullaging into Cargo Tanks................................................................................................................................... 13
2.6.3 Entry into Cargo Tanks........................................................................................................................................ 13
2.6.4 Breaching of Inerted Tanks.................................................................................................................................. 13
2.6.5 Scrubber and Condensate Water.......................................................................................................................... 13
2.7 Gas Measuring Equipment...................................................................................................... 14
2.8 Emergency Inert Gas Supply...................................................................................................14
2.9 Inert Gas System Failure......................................................................................................... 14
2.9.1 Actions to be taken on Failure of the Inert Gas System.......................................................................................14
2.9.2 Inert Gas Plant Repairs.........................................................................................................................................15
2.9.3 Operation of Inert Gas Generator (IGG) - Prevention of Soot Accumulation................................................... 16
2.9.4 Operation of Inert Gas- Flue Gas....................................................................................................................... 16
2.10 Monitoring and Alarm requirements by IMO......................................................................16
2.11 Training and Operations.......................................................................................................17
2.12 Cold Weather Precautions for Inert Gas System................................................................. 17
2.13 Inspection and Maintenance of Inert Gas Systems.............................................................. 18
2.14 Inerting Procedures for Double Hull Spaces........................................................................18
3. RECORD.................................................................................................................................... 22
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This procedure describes the references and arrangements for the control and safe operation of
the Ship¶s Inert Gas System (IGS).
2. PROCEDURE
While precautions in this manual constitute minimum standards to be observed, nothing herein
precludes from prescribing supplementary, or more stringent, precautions for special conditions as
deemed necessary for ships undergoing repair works in shipyards where additional safety precautions
prescribed for an industrial environment, are required.
Several activities of this Section, form part of a Routine Risk Assessment.
2.1 GENERAL
The Inert Gas is principally used to control the Cargo Tank Atmospheres and so prevent the
formation of flammable mixtures.
The primary requirement for an Inert Gas is low Oxygen content.
SOLAS requires that Inert Gas systems be capable of delivering inert gas with an oxygen content in
the Inert Gas main of less than 5% by volume at any required rate of flow, and of maintaining a
positive pressure in the Cargo Tanks at all times, with an atmosphere having an oxygen content of
less than 8% by volume except, when it is necessary for the tank to be gas free.
Efficient scrubbing of the inert gas is essential, particularly for the reduction of the sulphur dioxide
content. High levels of sulphur dioxide increase the acidic characteristic of the inert gas, which is
harmful for personnel and may cause accelerated corrosion to the structure of the ship.
Refer to Section 04-³Cargo Hazards´- ³Inert Gas Oil´±Table of ³Typical Composition of
Inert Gas generated from Boiler Flue gas, expressed as a percentage (%) by volume.
It is Company¶s policy to operate the IGS with ALL Hydrocarbon Cargoes.

On no account Vessels fitted with IGS shall discharge Cargo, without operating the IGS.
Before starting the IGS and the beginning of discharging, all inert gas inlet valves to the Cargo Tanks
must have their locking devices fully operational and in the locked ³OPEN´ position.
It is the Chief Officer¶s responsibility to ensure that the inert gas inlet valves are operating properly.
The Poster 31-³Inert Gas Procedures´ must be posted at the Inert Gas Control Panel to ensure that
the valves are correctly set.
In order to prevent any ingress of air into the Cargo Tanks, the IGS must be started prior to running
the cargo pumps in accordance with the ship's Inert Gas Manual or the manufacturer¶s instructions.
Throughout any cargo handling operation, the dedicated Cargo Tank venting system shall be used,
unless a vapour recovery system is required by the Terminal.
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2.2 RESPONSIBILITY AND ACCOUNTABILITY
Master The Master is responsible to ensure that the IGS is operated effectively
and efficiently, even if the discharging Terminal does not insist upon its
use.
Chief Officer The Chief Officer is responsible for the operation of the IGS through
cargo operations, tank cleaning and topping up during loaded passages.
Officer of the Watch The Officer of the Watch (cargo operations) is responsible for the regular
monitoring and recording of tank IG pressure and oxygen content, as well
as for the necessary adjustments for keeping the values of the above
parameters within the specified limits.
He is also responsible for regularly keeping the Chief Officer informed on
the IG system parameters.
Chief Engineer The Chief Engineer is responsible to maintain all Inert Gas maintenance
records.
These records must be available for inspection by visiting Company
Representatives and other interested Parties.
2.3 INERT GAS DOCUMENTATION

The documentation available for the Inert Gas system must be capable of readily supplying
information for the training of new staff, the normal operation of the system and its maintenance and
repair by trained personnel.
2.3.1 The Inert System Manual

Each Vessel equipped with Inert Gas is, by law, to have the appropriate Manuals as required by the
appropriate Authority.
The Inert Gas System Manual as supplied by the manufacturer must be regarded as a part of
Company Instructions.
All staff onboard, who may be concerned with cargo operations and tank cleaning operations, must
read and understand this manual.
This the following items are included in the Inert Gas system manual:
x A description of the system as fitted onboard the Vessel.
x The operating procedures for starting up, running and shutting the system down.
x Maintenance procedures and related safety precautions.
x Fault finding diagnostic and repair information.
x Information details for individual manufacturer¶s equipment.
x Details for essential spare parts and guidance as to the provision of the spares system. Since
the "as fitted" equipment varies from one Vessel to another, even within the same fleet,
documentation needs to be designed for each Vessel, even though there may be much
common material.
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The manual must include guidance on procedures to be followed in event of a fault or failure of
the inert gas system.
The Inert Gas System must be operated as instructed in the Inert Gas System manual at all times.
Further information is contained in SOLAS Chapter 2 , ISGOTT and in IMO Publication ³Inert
Gas System´, available onboard all Vessels equipped with Inert Gas System.
2.3.2 Inert Gas Maintenance Records

The recording of all maintenance work, inspections, safety checks and operational records of the
Inert Gas System, is a statutory requirement, under legislation for the issue of the IOPP Certificate.
The records must be maintained up-to-date and must always be available for examination by Class,
Port State or Government surveyors, at each port.
The Form SF/MRS/235 ³Inert Gas Log´ must be used for this purpose.
The form must be completed while the Inert Gas System is in operation and two (2) times per day
during Loaded and Ballast Voyage.
2.4 ATMOSPHERES REPLACING METHODS

If the entire tank atmosphere could be replaced by an equal volume of Inert Gas, then the resulting
tank atmosphere would have the same oxygen content as the incoming Inert Gas.
In practice, this direct exchange cannot be achieved and a volume of Inert Gas equal to several tank
volumes must be introduced into the tank before the desired result is achieved.
The replacement of a tank atmosphere by Inert Gas is achieved by either inerting or by purging.
In each of these methods, there are two distinct processes involved:
2.4.1 Dilution Method

Dilution takes place when the incoming Inert Gas mixes with the original tank atmosphere in order to
form a homogeneous mixture throughout the tank, so that, as the process continues, the concentration
of the original gas decreases progressively.
It is important that the incoming Inert gas has sufficient entry velocity to penetrate to the bottom of
the tank.
To ensure this, a limit must be placed on the number of tanks which can be inerted simultaneously.
Where this limit is not clearly stipulated (specified) in the Inert Gas Operations Manual, only one
tank must be inerted or purged at a time when using the dilution method.
2.4.2 Displacement Method

Displacement depends of the fact that Inert Gas is slightly higher than hydrocarbon gas, so that, while
the inert gas enters at the top of the tank, the heavier hydrocarbon gas escapes from the bottom
through suitable purge piping.
When using this method, it is important that the Inert Gas has a very low entry velocity to enable a
stable horizontal interface to be developed between the incoming and escaping gas.
However, in practice, some dilution inevitably takes place owing to the turbulence caused in the inert
gas flow.
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Displacement generally allows several tanks to be inerted or purged simultaneously.

Whatever method is employed, and whether inerting or purging, it is vital that oxygen or gas
measurements are taken at several heights and horizontal positions within the tank to monitor the
ongoing efficiency of the operation.
A mixture of inert gas and petroleum gas, when vented and mixed with air, can become flammable.
The normal safety precautions taken when petroleum gas is vented from a tank must not be relaxed.
2.5 CARGO TANK ATMOSPHERE CONTROL
2.5.1 Inert Gas System Operation
Tankers using an Inert Gas System must maintain their Cargo Tanks
in a non-flammable condition at all times.
If follows that:
x Tanks must be kept in an inert condition at all times, except when it is necessary for them to be
gas free for inspection or work i.e the oxygen content must be less than 5% by volume and the
atmosphere must be maintained at a positive pressure.
x The atmosphere within the tank must make the transition from the inert condition to the gas free
condition without passing through the flammable condition.
In practice, this means that before any tank is gas freed, it must be purged with inert gas until the
hydrocarbon content of the tank atmosphere is below the critical dilution line.
x When a ship is in a gas free condition before arrival at a loading port, the tanks must be inerted
prior to loading.
In order to maintain Cargo Tanks in a non-flammable condition, the Inert Gas Plant will be required
to:
x Inert empty Cargo Tanks (see ISGOTT).
x Be in operation, or be ready for immediate operation, during Cargo Discharge, Deballasting,
Crude Oil Washing and Tank Cleaning).
x Purge tanks before Gas Freeing.
x Top-up the Pressure in the Cargo Tanks, when necessary, during other stages of the Voyage.
It must be emphasized that the protection provided by an inert gas system depends on the proper
operation and maintenance of the entire system.
Prior to starting IG operations:
x The fixed oxygen analyser must be checked and calibrated.
x All alarms, recorders and gauges must be tested and found working.
x There must be an adequate supply of water for the scrubber and deck seal.
x The Scrubber Pump must be running before arrival in port.
x Any fresh air inlets must be securely closed.
x All Cargo Tank IG inlet valves must be locked open.
After IG operations have been completed:

x Blowers are washed
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x The scrubber and effluent lines are flushed for at least one (1) hour.
x The water supply to the deck seal is running and that any associated alarms are working.
x The uptake gas valves are closed
x The deck line non return valve is shut.
x The IG main supply valve is fully closed.
Whenever the IGS is operating, the oxygen content and pressure in the main line must be
continuously recorded.
When the plant is started, the recorders must be synchronised and a notation of time/date must be
made on the recording paper.
During cargo discharge operations the Officer of the Watch must make a similar notation at the end
of his watch.
2.5.2 Degradation of Inert Gas Quality

Tanker personnel must be alert to the possible degradation of inert gas quality within tanks as a result
of air being drawn into the tanks due to inappropriate operation of the inert gas or cargo systems.
For instance:
x Due to falling temperature at night.
x Prolonged opening of tank apertures for tank gauging, sampling and dipping.
When water is drained from a non-inerted tank, air will be entrained into the drains delivered to the
slop tank and may ultimately enter into inerted tank atmospheres.
The volume of air entrained in this manner can be particularly high if an eductor is used on
recirculation to the slop tank. Therefore, when liquid is to be drained to the slop tank, the inert gas
quality in all tanks must be closely monitored.
2.5.3 Inert Empty Tanks

Before the Inert Gas system is put into service, the tests required by the Inert Gas Operations Manual
and the Manufacturer¶s Instructions must be carried out. The fixed oxygen analyzer and recorder
must be tested and proved to be in perfect working order. Portable oxygen analyzers and hydrocarbon
meters must also be prepared, tested and calibrated as appropriate.
When inerting empty tanks, which are gas free, for example following a dry docking or tank entry,
inert gas must be introduced through the distribution system while venting the air in the tank to the
atmosphere. This operation must continue until the oxygen level throughout the tank is less than 5%
by volume. Thereafter, the oxygen level will not increase, if a positive pressure is maintained by
using the inert gas system to introduce additional inert gas when necessary.
If the tank is not gas free, no dipping, ullaging, sampling or other measuring equipment must be
inserted until it has been established that the tank is in an inert condition.
This must be done by monitoring the gas vented from the tank being inerted.
Must it be necessary to introduce a gas sampling system, metallic components of the sampling
system must be electrically continuous and earthed?
All precautions against static electricity given in ISGOTT must be taken until the oxygen content of
the tank has been reduced to less than 5% by volume.
When all tanks have been inerted, they must be kept common with the Inert Gas main and the system
pressurized with the minimum positive pressure of 100mm water gauge.
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If individual tanks have to be segregated from a common line (e.g product integrity) the segregated
tanks must be provided with an alternative means of maintaining an inert gas blanket.
The ³low´ and ³low-low´ Inert Gas pressure alarms vary slightly in settings as designed and required
in various systems.
It is prudent to verify the accurate and correct function of these visual and audible alarms and re-
calibrate by the independently reading UT Tube Manometer if necessary.
2.5.4 Loading Cargo or Ballast into Tanks in an Inert Condition

When loading cargo or ballast, the Inert Gas plant must be shut down and the tanks vented through
the appropriate venting system.
On completion of loading or ballasting, and when all ullaging has been completed, the tanks must be
closed and the Inert Gas System restarted and re-pressurized. The system must then be shut down and
all safety isolating valves secured.
2.5.5 Vapour Balancing during Ship-to-Ship Transfers

Vapour balancing is used to avoid the release of any gases to the atmosphere through vents and to
minimize the use of the inert gas systems when transferring cargo from ship-to-ship.
The inert gas mains of the ships are connected using a flexible hose.
As a minimum, the following recommendations must be followed:
2.5.5.1 before commencing Cargo Transfer

Before commencing Cargo Transfer, the following measures must be taken:
x Equipment must be provided on at least one of the Vessels to enable the oxygen
content of the vapour stream to be monitored.
This must draw samples continuously from a location close to the vapour manifold
connection and must include the facility for audible and visual alarms in the event that
the oxygen content of the vapour stream exceeds 5 % by volume. The oxygen
analyzer and associated alarms must be tested for proper function prior to each cargo
transfer operation.
x The oxygen content of the vapour space of each tank connected to the IG main of both
ships must be checked and confirmed to be less than 5% by volume.
x The vapour transfer hose must be purged of air and inerted prior to commencing
transfer of vapours.
x The vapour manifold valves must not be opened until the pressure in the cargo system
of the receiving Vessel exceeds that of the ship discharging cargo.
2.5.5.2 During Cargo Transfer

During Cargo Transfer, the following must be ensured:
x The inert gas system on the discharging ship must be kept operational and on standby,
with the inert gas main deck isolating valve closed. The inert gas system must be used if
the inert gas pressure in the discharging Vessel falls to a low level (300 mm WG).
x The inert gas pressure on both ships must be monitored and each ship advised of the
other¶s pressure on a regular basis.
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x No air must be allowed to enter the Cargo Tanks of the discharging ship.
x Transfer operations must be suspended if the oxygen content of the vapour stream exceeds
5% by volume and must only be resumed once the oxygen content has been reduced to
less than 5 % by volume.
x The cargo transfer rate must not exceed the design rate for the vapour balancing hose.
2.5.6 Loaded Passage

At the start of a voyage, unless otherwise required for a specific purpose, all Cargo and Slop Tanks
must be inerted with an Oxygen content of less than 5% and a pressure in excess of 200 mm wg. The
Chief Officer must make an entry in the Bridge logbook to this effect.
If there is any deviation from this requirement this must be noted at this time.
Any subsequent changes to the status of the Cargo or Slop Tanks must be recorded in the Bridge
Logbook.
During the voyage the Tanks and line pressure as recorded on the Wheelhouse Pressure Gauge, must
be logged in the Bridge Logbook, at the end of each watch.
Positive inert gas pressure must be maintained in the Cargo Tanks during the sea passage at all times.
If for some reason the pressure falls below the Low Pressure Alarm Level (100mmWG), the Inert
Gas Plant must be started, to restore the pressure at adequate level.
Loss of pressure normally is associated with leakage from the tanks¶ openings, falling Air Pressure
and Sea Temperature.
Certain oil products, principally Aviation Turbine Kerosene and Diesel Oil, can absorb Oxygen
during the storage.
This Oxygen can be later liberated in the ullage space of an inerted Cargo Tank. Therefore during
long voyages at frequently intervals and prior arrival at the discharging ports the ullage space must be
monitored and in case of high oxygen contents precautionary measures must be taken and the
situation must be restored as soon as possible.
Records must be maintained in relevant section of the Forms:
x SF/OPS/340-³Daily Tank Pressure Readings´
x SF/OPS/343-³Cargo Tanks Atmosphere Monitoring´
Gas leaks are usually easily detected by their noise and effort must be made to eliminate leaks at tank
hatches, ullage lids and tank washing machine openings, valves, etc.
Leaks, which cannot be eliminated must be marked and recorded for sealing during the next ballast
voyage or any other suitable opportunity.
It follows therefore that routine replacement of sealing rubbers and packing in doubtful condition is
to be undertaken as a routine part of the Vessel¶s planned maintenance system.
Certain oil products, principally aviation turbine kerosene and diesel oil, can absorb oxygen during
the refining and storage process.
This oxygen can later be liberated into an oxygen deficient atmosphere such as the ullage space of an
inerted Cargo Tank.
Although the recorded incidence of oxygen liberation is low, Cargo Tank oxygen levels must be
monitored so that any necessary precautionary measures can be taken prior to the commencement of
discharge.
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2.5.7 Pressure Vacuum Breaker

In order to ensure that the fail-safe nature of the P/V breaker is not compromised, the level must be
maintained as specified by the System Manufacturer.
This must be checked prior to cargo operations.
In the event of the Vessel is operating in a climate where freezing temperatures could be encountered,
the breaker must be emptied and refilled with a mixture of water and anti-freeze liquid as per
Manufacturer¶s instructions.
The sight glass and the local pressure scale must be kept clear at all times so that the liquid level can
be easily ascertained.
2.5.8 Discharge of Cargo or Ballast from Tanks in an Inert Condition

The Inert Gas supply must be maintained throughout cargo or ballast discharge operations to prevent
air entering the tanks.
If a satisfactory positive inert gas pressure can be safely maintained without a continuous supply of
inert gas, then it is acceptable to re-circulate or stop the supply of inert gas provided that the inert gas
plant is kept ready for immediate operation.
Great care is necessary to ensure that the pumping arrangements used for circulation cargo do not
give rise to an overflow.
Throughout the discharge of cargo, particularly when the boiler load is low or fluctuating, the oxygen
content of the Inert Gas supply must be carefully monitored. Additionally, both the oxygen content
and pressure of the inert gas main must be continuously recorded during discharge.
Certain IGS will not allow the supply valve to the system to remain open if the oxygen content rises
to 5% in the inert gas produced.
If hand dipping of a tank is necessary, pressure may be reduced whilst dipping points are temporarily
open but care must be taken not to allow a vacuum situation to develop and thereby draw air into the
tank.
To prevent this, it may be necessary to reduce the cargo pumping rate, and discharge must be stopped
immediately, if there is any danger of the tanks coming under vacuum.
Both oxygen level content and the pressure of Inert Gas must be continuously recorded during
discharge for proof of operational safety.
If the Inert Gas plant fails during discharge, the positive pressure on the system will be rapidly lost.
Discharge must be stopped immediately to prevent tanks coming into vacuum. The Vessel must not
resume discharge until the operation of the Inert Gas plant is restored, or an alternative source of
Inert Gas is provided.
2.5.9 Ballast Passage

During a ballast passage, Cargo Tanks, other than those required to be gas free, must remain in the
inert condition and under positive pressure to prevent ingress of air.
Whenever pressure falls to the low pressure alarm level, the Inert Gas plant must be restarted to
restore inert gas pressure with due attention being paid to the oxygen content of the inert gas
delivered.
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2.5.10 Static Electricity Precautions

In normal operations, the presence of inert gas prevents the existence of flammable gas mixtures
inside Cargo Tanks. Hazards due to static electricity may arise however, mainly in the case of a
failure of the inert gas system.
To avoid these hazards, the following procedures are recommended:
A. If the inert gas plant breaks down during discharge, operations must be suspended.
If air has entered the tank, no dipping, ullaging, sampling or other equipment must be introduced
into the tank until at least 30 minutes have elapsed since the injection of inert gas has ceased.
After this period, equipment may be introduced provided that all metallic components are
securely earthed. This requirement for earthing must be applied until a period of five hours has
elapsed since the injection of inert gas ceased.
B. During any necessary re-inerting of a tank following a failure and repair of the inert gas system,
or during initial inerting of a non-gas free tank, no dipping, ullaging, sampling or other equipment
must be inserted until the tank is in an inert condition, as established by monitoring the gas
vented from the tank being inerted.
However, must it be necessary to introduce a gas sampling system into the tank to establish its
condition, at least 30 minutes must elapse after stopping the injection of inert gas before inserting
the sampling system.
Metallic components of the sampling system must be electrically continuous and securely
earthed.
(Also refer to ISGOTT and Section 04 ³Cargo Hazards´ 2.13 ³Sampling and Gauging´ of this
Manual).
2.5.11 Vapour System Isolation

The vapour system may be made common for those tanks carrying the same product, but must remain
completely separate under the following circumstances:
x Where a different product is being carried
x Where both Volatile and Non-Volatile Cargo is being carried
x Where cross contamination of the Vapour will result in contamination of any part of the
cargo
x Where some tanks are remaining empty.
However, when isolating any part of the Venting System, due care must be taken to ensure that those
parts which are isolated, are within the limits of the Pressure and Vacuum Values set at all times and
still connected to both Primary and Secondary Venting Systems if Cargo Operations are to take
place.
The following must be confirmed in good condition and fully operational:
x The Tanks Pressure Alarms,
x the Alarms Set-Points and
x the P/V valves of the isolated tanks
Continuous/ conterminous (having common boundaries) monitoring of the tanks pressure during
operation must be carried out through the Cargo Control Room (CCR).
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During the sea passage, the tanks¶ pressure must be checked by the Bridge/Deck OOW
every FOUR (4) HOURS, at the end of each Watch.
The Chief Officer must be informed
if the pressure drops below 100 mmWG or rises above 1200 mmWG.
2.5.12 Purging
When it is required to gas free a tank after washing, the tank must be purged with inert gas to
reduce the hydrocarbon content to 2% or less by volume.
It is to ensure that during any gas freeing operation after tank cleaning, no portion of the tank
atmosphere is brought within the flammable range.
Hence, when it is required to gas free a tank after washing, it must first be purged with inert gas until
the hydrocarbon content of the tank atmosphere is below the critical dilution line, i.e., to reduce the
hydrocarbon content to 2% or less by volume.
The atmosphere within the tank must make the transition from the inert condition to the gas free
condition without passing through the flammable condition.
Purging may be effected by the methods of Dilution (i.e. incoming inert gas mixing with the original
tank atmosphere to form a homogeneous mixture through the tank so that, as the process continues,
the concentration of the original gas decreases progressively) or Displacement (i.e., depending on the
fact that inert gas is slightly lighter than hydrocarbon gas, while the inert gas enters at the top of the
tank, the heavier hydrocarbon gas escapes from the bottom through suitable piping).
Purging to be performed through the venting pipes, fixed or portable.
If inert gas purging is being carried out by the displacement method any dense concentrated
hydrocarbon layer at the bottom of the tank is expelled in the early stages, followed by the remainder
of the tank atmosphere as it is pressed downwards by the inert gas.
If there is a uniformly high concentration throughout the tank, for example, after crude oil washing,
the hydrocarbon concentration of the vented gas remains high throughout the purging process until
the inert gas reaches the bottom of the tank.
During the operation, the gas inlet velocity must be lower to prevent undue turbulence.
If inert gas purging is being carried out by the dilution method, the gas concentration at the outlet is
highest at the beginning of the operation and falls continuously as it proceeds.
The operation must be carried out with the inert gas system set for maximum capacity to give
maximum turbulence within the tank.
Oxygen or gas measurements must be taken at several heights and horizontal positions within the
tank to check the efficiency of the purging operation.
A mixture of inert gas and petroleum gas, when vented and mixed with air, can become flammable.
The normal safety precautions taken when petroleum gas is vented from a tank must therefore not be
relaxed.
The hydrocarbon content must be measured with an appropriate meter especially designed to measure
the percentage of hydrocarbon gas in an oxygen deficient atmosphere.
The hydrocarbon content must be measured with an appropriate meter designed to measure the
percentage of hydrocarbon gas in an oxygen deficient atmosphere.
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The usual flammable gas indicator explosimeter is not suitable for this purpose, therefore all Vessels
are to maintain and have available a multi-gascope or gascope meter, which operates on a dilution
principle.
2.5.13 Gas Freeing

Before starting to gas free, the Cargo Tank must be isolated from the other tanks. When either
portable fans, or fixed fans, connected to the cargo pipeline system are used to introduce air into the
tank, the Inert Gas inlet must be isolated.
If the Inert Gas system fan is employed to draw air into the tank, both the line back to the inert gas
source and the inert gas inlet into each tank that is being kept inerted must be isolated.
2.5.14 Portable Gas Freeing Fans

Gas freeing on board tankers is required for entry into cargo tanks, for hot works or washing for
change of grade to be loaded.
Gas Freeing is one of the most hazardous operations routinely undertaken on board and the additional
risk created by cargo gases expelled from the tanks, which may be toxic, flammable and corrosive,
cannot be over-emphasized.
If portable ventilation equipment is to be used to blow air into a tank, tank openings must be kept
closed until work on that tank is about to commence.
Portable fans must only be used if they are water driven, or hydraulically or pneumatically driven.
Their construction materials must be such that no hazard of incendiary sparking arises if, for any
reason, the impeller touches the inside of the casing.
The manufacturer's recommendations for maintenance must be followed. Guards must be in place to
prevent accidental contact with fan blades.
Portable fans, where used, must be placed in such positions and the ventilation openings so arranged
that all parts of the tank being ventilated are effectively and equally gas freed.
Fans must generally be as remote as possible from the ventilation outlets.
The wind direction may cause cargo vapours to pass near to air intakes for accommodation spaces or
engine room ventilation, and necessitate additional precautions.
Central air conditioning or mechanical ventilation system intakes must be adjusted to prevent the
entry of gas, if possible by using recirculation of air within the spaces.
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2.6 CARGO PRECAUTIONS TO BE TAKEN TOAVOID ATMOSPHERE CONTROL
2.6.1 Inert Gas on Deck

Certain wind conditions may bring vented gases back down onto the deck, even from specially
designed vent outlets. In these conditions, all non-essential work must cease and only essential
personnel must remain on deck, taking all appropriate precautions.
When the last cargo carried was sour crude, tests must be made for H2S. If a level in excess of 5ppm
is detected, no personnel must be allowed to work on deck unless they are wearing suitable
respiratory protection (refer to ISGOTT).
2.6.2 Ullaging into Cargo Tanks

The low oxygen content of inert gas can cause rapid asphyxiation. Care must therefore be taken to
avoid standing in the path of vented gas (refer to ISGOTT).
2.6.3 Entry into Cargo Tanks

Entry into Cargo Tanks must be permitted only after they have been gas freed and all safety
precautions (refer to ISGOTT and to Shipboard Safety Manual) must be observed and consideration
given to the carriage of a personal oxygen deficiency alarm.
If the hydrocarbon vapour in tanks is not less than 1% LEL and oxygen levels is 20.9% by volume
the entry into the tanks is not permitted.
Only under exceptional circumstances such as rescue operation and when there is no practical
alternatives can entry the tanks after a thorough risk assessment is being carried out and appropriate
risk mitigation measures put in place. As a minimum, personnel must wear breathing apparatus under
such circumstances. Company must be informed prior any attempt is done.
2.6.4 Breaching of Inerted Tanks

Defects to the ship's structure or associated fittings, effecting operational efficiency of the Vessel's
IGS, cargo stowage, segregation, measurement, heating, pumping, tank cleaning etc. must be
immediately reported to the office.
Under no circumstances shall any tank, effected by any of the above conditions, have the inert gas
pressure released, unless all interested parties have been consulted and agreed. The interested parties
will include the Company, terminal operators, Charterers, Agents etc.
Once agreement has been achieved, safety precautions must be taken and maintained throughout the
duration of the breaching of any tank.
Necessary repairs shall be coordinated with the office and performed in accordance with terminal
regulations.
2.6.5 Scrubber and Condensate Water

Inert gas scrubber effluent water is acidic.
Condensate water, which tends to collect in the distribution pipes, particular in the deck main, is
often more acidic than the scrubber effluent and is highly corrosive.
Care must be taken to avoid unnecessary skin contact with either effluent or condensate water.
Particular care must also be taken to avoid accidental contact with the eyes, so protective goggles
must be worn whenever there is a risk of such contact.
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2.7 GAS MEASURING EQUIPMENT

All fixed and portable instruments supplied to the Vessel shall be accurately calibrated and readily
available for immediate use.
Vessels fitted with an IGS shall always have available a portable instrument for measuring
hydrocarbon content in oxygen deficient atmospheres.
2.8 EMERGENCY INERT GAS SUPPLY
SOLAS requires that suitable arrangements shall be provided so as to enable the Inert Gas system to
be connected to an external supply of Inert Gas for exceptional circumstances.
These arrangements must consist of a 250mm nominal pipe size bolted flange isolated from the Inert
Gas main by a valve and located forward of the non-return valve.
The design of the flange must be compatible with the design of other connections in the ship¶s cargo
piping system.
2.9 INERT GAS SYSTEM FAILURE
2.9.1 Actions to be taken on Failure of the Inert Gas System

In the event that the inert gas system fails to deliver the required quality and quantity of inert gas, to
maintain the oxygen levels in the tanks below 5% by volume or to maintain a positive pressure in the
Cargo Tanks and slop tanks, action must be taken immediately to prevent any air being drawn into
the tanks.
Cargo Operations must not be resumed until the IG has been restored to normal operations or an
alternative source of IG has been provided.
On failure of the Inert Gas System, all Cargo and Ballast Discharge Operations from inerted tanks
must be stopped. The Operations/ the DPA/Technical Departments and Terminal / Charterers to
be immediately informed.
In case of prolonged failure of the Inert Gas System, the Vessel¶s Classification Society and the
Flag Administration must also be informed.
Additionally:
x The inert gas deck isolating valve must be closed.
x The vent valve between it and the gas pressure regulating valve (if provided) must be opened, and
immediate action must be taken to repair the inert gas system.
x If it is considered totally impracticable to repair the Inert Gas System, discharge may therefore
be resumed with the written agreement of all interested parties, provided that an external source
of inert gas is provided or detailed procedures are established to ensure the safety of operations.
x The following devices must be taken:
x Devices to prevent the passage of flame or flame screens (as appropriate) are in place and are
checked to ensure that they are in a satisfactory condition.
x Valves on the vent mast risers are opened.
x No free fall of water or slops is permitted.
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x No dipping, ullaging, sampling or other equipment is introduced into the tank, unless it is essential
for the safety of the operation. If it is necessary for such equipment to be introduced into the tank,
this must be done after at least 30 minutes have elapsed, since the injection of IG has ceased.
x All metal components of any equipment introduced into the tank must be securely grounded. This
restriction must be applied until a period of 5 hours has elapsed since the supply of inert gas has
ceased.
When the Operations Department and the Technical Department are immediately advised in the event
that the IG fails, the following information must be made available:
x Nature of fail and Root cause ( if known)
x Estimated time of repair
x Whether specialist assistance is required.
x Availability of alternative IG Supply and its capacity
(The connection point on the IG Line for an alternative emergency supply must be clearly
identified).
x Required Spare Parts
x Restrictions, if any, on prolonged berth occupancy
x Cargo quantity remaining in each tank.
x Oxygen, hydrocarbon and pressure levels in each tank.
2.9.2 Inert Gas Plant Repairs

Regular routine maintenance shall be carried out to ensure full efficiency of the IGS at all times.
Routine maintenance must be carried out well in advance of cargo operations, to allow for any
eventual problems to be uncovered and repaired; thus delays will be avoided.
Inspection of the internals of the scrubber and deck seal is only permitted when these are gas free and
all safety precaution for this Operation (Entry into Enclosed Space), must be in accordance with the
Shipboard Safety Manual (003)
Before entry, the internals must be flushed with water, to remove any acidic deposits which might be
present.
All pressure indicators, oxygen content analysers and recorders must be fully operational at all times,
calibrated and in use throughout all the IGS operations.
In addition, the IG pressure recorders must be in operation and must be synchronized to the Vessel¶s
time during all Cargo, Ballast and COW operations.
The graph paper must be noted to reflect the synchronization of the recorder to the Vessel¶s time, and
signed by the Chief Officer or the Officer of the Watch.
It must also be in operation when conducting COW and Cargo Tank Ballasting operations, when the
IG Plant is secured.
Inert gas can cause toxic asphyxiation, therefore great care must be taken to avoid the escape of Inert
Gas into semi-enclosed space.
Before opening the IG system, it must- if possible- be gas freed and any enclosed space in which the
system is opened-up, must be ventilated to avoid any risk of Oxygen Deficiency.
Continuous positive ventilation must be maintained, before and during the work.
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All inspections, repairs and adjustments made to the Inert Gas Generator or Inert Gas System with
regard to the Control System Recorder Panels, Scrubber Tower, Deck Water Seal, P/V Breakers, and
Mast Riser Valves etc must be recorded.
No one must be allowed to enter the Scrubber Tower or Deck Water Seal, until the atmosphere
has first been tested for Carbon Monoxide (CO) and with an Oxygen level of 20.9% by volume
obtained (see also ISGOTT).
In addition, while personnel are working inside the scrubber tower, the atmosphere must be
continuously monitored for the oxygen level content, and personnel must be under constant
supervision.
2.9.3 Operation of Inert Gas Generator (IGG) - Prevention of Soot Accumulation

The Inert Gas Generator scrubber must be internally inspected and any loose soot inside must be
cleaned, as per PMS
Furthermore, when a discharging operation has been scheduled, the Inert Gas Generator must be
started one (1) hour before the boarding of the Pilot.
Upon starting the IGG, the Scrubber cooling water overboard must be checked to ensure it is free of
soot.
A watchman shall patrol above scrubber SW outlet at the starting and during the initial operation
stages of the IG system. His task will be to identify any possible presence of soot on the SW
effluent. As soon as the check is completed, the IGG must be kept running continuously during
pilotage and throughout the cargo operation. This will prevent any possible pollution alongside the
berth.
2.9.4 Operation of Inert Gas- Flue Gas

For Flue gas systems, the IG Scrubber must be internally inspected and cleaned as necessary, every
three (3) months as per PMS.
IG Flue Gas system must also be started one (1) hour prior pilot boarding, in order to check the
correct function in auto mode.
The IG uptake valves shall be opened only when satisfactory boiler(s) combustion performance is
ensured. Uptake valves shall close immediately in case of smoky exhaust.
The scrubber effluent must be checked to ensure that it is soot-free.
A watchman shall patrol above scrubber SW outlet at the starting and during the initial operation
stages of the IG system. His task will be to identify any possible presence of soot on the SW effluent.
The IG System must be kept running continuously during pilotage and throughout the cargo
operations.
2.10 MONITORING AND ALARM REQUIREMENTS BY IMO

IMO requires the following to be monitored:
A. The Inert Gas main oxygen level.
B. The Inert Gas main gas pressure.
C. The inert gas main gas temperature.
D. The water pressure to the scrubber (when included in the system).
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IMO also requires that the following alarms must be fitted to the relevant transducers:
x High oxygen content of gas in the inert main.
x Low gas pressure in the inert gas main.
x High temperature of gas in the inert gas main.
x Low water pressure to the scrubber.
Automatic shutdowns of the system, combined with suitable interlocks to equipment required for the
operation of the inert gas system, must be arranged at predetermined limits, these being:
x High temperature of gas in the inert gas main and
x Low water pressure to the scrubber
Alarms and automatic shutdown facilities must also be provided when a wet deck seal is used to
indicate when low water pressure exists in the supply to the deck water seal, or a low/high water level
occurs in the deck water seal.
Before starting the operation of the Inert Gas System:
x Oxygen Analyzers (1 units required) must be calibrated.
(see ³Cargo Pre-arrival Checklist´)
x The IGS Alarm System must be tested.
(see ³Cargo Pre-operational Checklist´)
x Cargo pumps trip function due to low IG pressure must never be by-passed
x Pressure sensors in Cargo Tanks are provided as means of secondary protection.
(Refer to Section 09- Loading Operations 4.2-³Vapour Pressure Alarm Settings)
2.11 TRAINING AND OPERATIONS

Training of personnel in the use and maintenance of the inert gas equipment is extremely important.
The I.G System has to be operated correctly with a full understanding of the reasons for each action
taken, before the system can protect the ship.
Only adequate training can eliminate potential hazards associated with lack of understanding.
2.12 COLD WEATHER PRECAUTIONS FOR INERT GAS SYSTEM

The inert gas system may be subject to operational faults when operating in extreme cold weather
conditions.
A. Condensation in Inert Gas Piping
SOLAS requires that the piping system shall be so designed as to prevent accumulation of cargo
or water in the pipeline under all normal conditions. However, in extreme cold conditions,
residual water in the inert gas may freeze in the inert gas main. Operators must be aware of this
and must therefore operate the system to minimize residual water and closely monitor the
system¶s operation.
B. Control Air
Air operated control valves fitted to the inert gas system outside the engine room may not operate
correctly, if exposed to extremely low ambient temperatures if the control air has a high water
vapour content. Water separators in control air systems must be drained frequently and the
control air dryers must be checked regularly for efficient operation.
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C. Safety Devices
In extremely cold weather, ice may prevent the pressure/vacuum valves from operating and may
block the flame screens on the pressure /vacuum valves and mast risers.
Water-filled pressure /vacuum breakers must be filled to the appropriate level with antifreeze
liquid. Deck water seals are fitted with heating coils and these coils must be put into operation
prior to experiencing cold weather conditions.
D. Sea Chests
To ensure that the water supply to the scrubber and deck seal is maintained in ice conditions at
sea or in estuaries, low sea water suctions must be used. This will reduce the probability of ice
slurry being drawn into the sea chest. Steam injection connections to sea chests can be used to
assist in clearing sea chests, when it becomes necessary.
2.13 INSPECTION AND MAINTENANCE OF INERT GAS SYSTEMS

The Inert Gas system forms an integral part of the Vessel¶s operational procedures. Malfunctioning
of the equipment can have serious effects on the operational efficiency of the ship and create hazards
likely to be detrimental to the safety of the ship.
By virtue of its design, the Inert Gas system will have the distribution piping in the hazardous zone of
any ship whilst the Inert Gas generating system will be within the engine room spaces.
Cooperation between the deck and the engine room departments is therefore essential to ensure that
the system operates efficiently within design limitations and that maintenance of the system is carried
out on a regular basis.
It is particularly important to ensure that non-return barriers function correctly, especially the deck
water seal or block and bleed valves, so that there is not possibility of petroleum gas or liquid
petroleum passing back the machinery spaces.
To demonstrate that the inert gas plant is fully operational and in good working order, a record of
inspection of the inert gas plant, including defects and their rectification must be maintained onboard.
Maintenance of the IGS is subject to inter-departmental co-operation and responsibility is shared as
follows:
x The Engine Room Department is responsible for the complete maintenance of the system
x The Deck Department responsible for the correct operational aspects.
The schedule of inspections and maintenance as detailed in the PMS must be complied with.
All personnel must be aware of and observe the precautions to be taken before maintenance of
system components is commenced.
2.14 INERTING PROCEDURES FOR DOUBLE HULL SPACES
Generic Instructions
Written Ship-Specific instructions must be available on board indicating the actions to be taken
for Ballast / Void spaces inerting following a cargo leakage, as well as the operations necessary
for the safe transfer of the Cargo.
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The complexity of the structure in double hull and double bottom tanks makes them more difficult to
inert than conventional tanks.
Whenever possible, the applicable practices must be implemented in conjunction with the
shipbuilder, as they depend on the Vessel¶s specification and must be based on actual tests/
experiments as well as on calculation.
They must describe for each tank the procedures to be followed, the equipment to be used and its
configuration, and the time required to reduce the oxygen level in the tank to less than 5% by
volume.
Where tanks are identical in structure and size, and where the method of inerting is identical, the data
can be obtained from tests on a representative tank.
Otherwise, the tests referred to above must be carried out for each tank.
The introduction of inert gas into a tank may give rise to electrostatic charging.
The compartmentalized structure of the tanks means that this charge is unlikely to reach incendive
levels. However, because there may be a flammable atmosphere in certain areas within the tank, it is
essential that all electrostatic precautions, detailed in ISGOTT, are complied with throughout the
inerting process and for 30 minutes thereafter.
Flexible hoses used for inerting double hull tanks must be clearly identified, be dedicated solely to
this use and be stowed safely and correctly.
The hose string must be electrically continuous, and this must be verified prior to putting hoses into
service.
It must be confirmed that the string is properly earthed before inerting commences.
In order to minimize the transfer of hydrocarbon vapour from cargo tanks, all cargo tank inert gas
supply valves, where fitted, must be temporarily closed.
Prior to connecting the hoses, the inert gas line must be purged with inert gas. The hoses must not be
connected until required.
Once the tank has been inerted, consideration must be given to the benefits of keeping it permanently
connected to the inert gas system (constant pressure monitoring, over-pressure protection via the
deck water breaker, ease of topping ±up, for example) against any potential problems of vapour
transfer (vulnerability of the hose to heavy seas, for example).
If the hoses remain connected, then all the cargo tank inert gas inlet valves must be re-opened. If the
hoses are disconnected, the inert gas system must be returned to its original status. If leaked oil is to
be transferred from a ballast space which has been inerted, it is important to ensure that further
inerting is carried out during the operation in order to avoid the introduction of oxygen into the tank.
Once inerted, the tank must be kept topped-up as necessary to ensure that a positive pressure is
maintained and the oxygen content to be less than 5 % by volume.
The exhaust vapour from the tank during inerting must be ventilated through an opening at least 2
meters above the deck. Portable standpipes must be used where necessary.
The guidelines and procedures referred to above and in ISGOTT ³Ventilating double Hull Ballast
Tanks´ must address the sealing of openings that might let air into the tank and the method for
ensuring that the tank cannot be over-pressurized.
The progress of inerting can be monitored by measuring the oxygen content of the exhaust vapour.
However, atmosphere measurements to determine when the tank is fully inerted, and subsequent
monitoring measurements must be taken at all designated sampling points and with the inert gas
supply stopped.
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Emergency Inerting Instructions

Adjacent to each ballast tank there is a branch off the IG main, with a valve and blank flange to
facilitate emergency inerting of the ballast tanks.
A portable flexible hose is connected when necessary between the tank inerting connection (elbow
with a blank flange) and the flange at the adjacent spur on the IG main.
It is also possible to inert the ballast tanks by connecting the IG line and the ballast bottom lines via
the removable spool piece that most probably located at pump room entrance.
The ballast tank hatch in this case would need to be open to allow venting, as would the required
ballast tank suction valve.
Alternatively, use the emergency inerting connection as the vent, utilizing the inert gas main line hi-
jet as the outlet for the tank vapour and the ballast line as the IG inlet.
The method to be used will depend on the incident and type of available vents on the ballast tank.
To carry out Emergency Inerting of Ballast Tank, Tank Partially Flooded:
x Shut the individual COT IG isolation valves.
x Remove the blank from the valve on the branch from the IG main.
x Remove the blank from the ballast tank inerting flange.
x Connect the portable flexible hose between the tank valve and the valve/flange on the branch.
x Open the ballast tank hatch, provided that there is no lightning or source of ignition in the
vicinity.
x Open the deck valves on Inert Gas line (IG delivery).
x The IG system must be running and ready for use.
x Open the deck-isolating valve for the IG main. Inert gas will now be sent to ballast tank, entering
via the flexible hose and valve.
Continue inerting until the oxygen reading at the tank vent is consistently below 8%, at which point
the tank can be considered inert.
Depending on requirements, it may be prudent to continue inerting until a level of 5% oxygen is
reached, to give a greater safety margin.
Alternatively the ballast tanks can be inerted using the permanent IG connection to the ballast system
as follows:
To carry out Emergency Inerting of Ballast Tank, No Flooding:
x Shut valves to maintain a positive pressure in the cargo tanks.
x The IG system must be running and ready for use.
x Insert the spool piece in the inert gas/ballast system connecting line.
x Open valves related valves (delivery for IG to Ballast line).
x Open the main valve for the ballast tank.
x Open the ballast tank hatch to act as vent, provided that there is no lightning or source of
ignition in the vicinity.
x Open the deck-isolating valve for the IG main.
Inert gas will now be delivered to ballast tank, entering via the ballast suction valve and exiting
through the ballast tank hatch.
Continue inerting until the oxygen reading at the tank vent is consistently below 5% at which point
the tank can be considered inert.
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Emergency Inerting, Ballast Tank
Emergency Inerting of Pump Room

In case Pump room must be inerted a sufficient way to obtain inert gas from main IGS line, which is
used in case of Ballast, tanks inerting (refer to above paragraph).
From the last (aft) ballast tank inerting flange that is closest to pump room and through skylight and
or other pump room nearest opening, flexible hose can be lowered at the desired level. Purging can
be effected through pumproom vents with pump room fans stopped.
Cargo pump room flooding damper must be tested operational prior inerting the pump room.
Cargo Tank Leakage during Cargo Operations

x If the Vessel is in cargo operation mode, then all the operations must cease immediately and
investigation must be made.
x Operator / Superintendent must be informed as soon as possible.
x All valves in cargo / ballast systems must be shut down, tank soundings recorded for cargo /
ballast and continuously monitored.
x Ballast / void spaces must be monitored for hydrocarbons.
x Fire-fighting equipment must be made ready.
x Ventilation fans must be made ready.
x No enclosed space must be entered until the situation has been clarified and enclosed space
permit has been completed, verifying atmosphere of tanks is correct.
x Any defect must be reported to the company as per Defect reporting procedure.
x If vapours/liquid in ballast/void spaces are a result of structural deficiency, Office must be
notified accordingly. No cargo transfers must take place until Damage Stability contractor and
Class approval has been given.
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x Terminal / Port Authority / Agent must be kept fully aware of situation.

x Office must advise for P+I/ H+M surveyor attendance.
Cargo Tank Leakage while At Sea

x If the Vessel is at sea, the Ship Manager must be immediately informed.
x No entry to ballast/void spaces must be allowed until enclosed space entry permit conditions
allow.
x No cargo transfers must be allowed until approval is received from the Office, who will be in
contact with Damage Stability Contractor and Class.
x Continuous soundings must be taken for all cargo / ballast / void spaces.
x If the Vessel is in heavy weather, the Master must take all actions required, including-but not
limited to-change of course / speed to reduce stresses on the Vessel.
During all wet voyages, the Ballast Tanks and void spaces must be daily checked for the
existence of any hydrocarbons (0% LEL).
The gauging must be taken from three levels of each tank (bottom, middle and top).
If any reading exceeds the 0% LEL, the Ship Manager and Operator must be immediately
informed for further instructions.
3. RECORD
Portable Equipment ±Test Details MTN/SECTION 10 SF/MRS/231
Inert Gas Log COM/SECTION 16 SF/MRS/235
Purging Log to reduce H2S COM/SECTION 16A-B SF/OPS/337
Daily Tank Pressure Readings /-
-when at least one group of IG Branch Lines are blinded COM/SECTION 10 SF/OPS/340
Cargo Tanks Atmosphere Monitoring COM/SECTION 10 SF/OPS/343
Inert Gas Procedures POSTER 31
SOLAS
INERT GAS SYSTEM MANUAL
Page 22 of 22
Cargo Operations Prime Tanker Management Inc. SECTION 16B
Manual
Manual INERT GAS NITROGEN- Revision: 02
(010) Eff. Date: 29/02/2020
CHEMICAL TANKERS
Contents
2. PROCEDURE...............................................................................................................................2
2.1 Definitions................................................................................................................................. 2
2.1.1 Nitrogen used to avoid Fire and Explosion............................................................................................................ 2
2.1.2 Nitrogen used for Cargo protection........................................................................................................................2
2.2 General...................................................................................................................................... 2
2.3 Solas Requirements.................................................................................................................. 3
2.4 Inerting with Nitrogen............................................................................................................... 3
2.4.1 Inerting Methods.................................................................................................................................................... 4
2.5 Nitrogen Padding (Blanketing)................................................................................................. 4
2.5.1 Padding through the Cargo Line System................................................................................................................4
2.5.2 Bubbling through the Drop-Line............................................................................................................................5
2.6 Nitrogen Supply by Vessel¶s Generator.................................................................................... 5
2.6.1 Oxygen Analyser....................................................................................................................................................5
2.6.2 Failure of the Inert Gas System.............................................................................................................................6
2.7 Nitrogen from Shore and Over-Pressurization.......................................................................... 6
2.7.1 Nitrogen Supply from Shore- General................................................................................................................... 6
2.7.2 Nitrogen Supply from Shore for Inerting............................................................................................................... 6
2.7.3 Actions when noticing Pressure Increase...............................................................................................................7
2.8 Liquid Nitrogen Supply by Shore............................................................................................. 7
2.9 Nitrogen Bottles........................................................................................................................ 7
2.10 Nitrogen Received from Shore Discharging.......................................................................... 8
2.11 Nitrogen Pressure and Flow-Rate.......................................................................................... 8
2.12 Nitrogen When Carrying Inhibited Cargoes.......................................................................... 8
2.13 Records...................................................................................................................................9
3. RECORD...................................................................................................................................... 9
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The purpose of this procedure is to ensure that All Inert Gas Operations are carried out in line with
Rules and Regulations and Company requirements, also adopting Industry Best Practices.
2. PROCEDURE
2.1 DEFINITIONS
The Inert Gas used on Fleet Vessels is Nitrogen.
2.1.1 Nitrogen used to avoid Fire and Explosion

Inert gas supplied to the Tanks must:
x Be no more than 5% O2 by volume at any required flow rate and
x Maintain a positive pressure in the Cargo Tanks at all times.
2.1.2 Nitrogen used for Cargo protection

Inert gas supplied to the Tanks must:
x Be at least 50% lower than the required Oxygen concentration at any required rate of flow.
x Maintain a positive pressure in the Cargo Tanks at all times.
For High Purity Cargoes, Nitrogen 99, 99% or 99,999% must be used.
2.2 GENERAL
Whenever Nitrogen is used onboard Company Vessels, the Shipboard Safety Manual-Section 22-
³Toxicity´-must be reviewed.
All Crew must be fully familiarized before the Cargo operation takes place.
The crew shall be familiar with requirement of the MSC.1/Circ.1401.
The CDI Publication ³Best Practice recommendations regarding the use of Nitrogen´ must be
reviewed before Nitrogen operations to take place.
Nitrogen Operations are HIGH-RISK Operations
In addition to the Nitrogen Health Hazards, mentioned in the Shipboard Safety Manual (003) ±
Section 22-³Toxicity:³Nitrogen´,
Nitrogen Operations present the following Cargo Hazards:
x Tank over-pressurization (supply of Nitrogen above the P/V valve capacity).
x Overflow / LOPC (due to lifting of the cargo by Nitrogen bubbles) of the cargo through the
P/V valve.
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Caution:
Local Regulations may expressly prohibit the venting of Cargo Vapours.
A positive pressure MUST be maintained below the release pressure of the P/V valve.
A Notice must be displayed at the Gangway and other locations, as appropriate stating:
³Caution Nitrogen Operations are in progress´.
During Inerting / Nitrogen Operations, Tank Entry is strictly Prohibited.

If a Tank Entry is necessary, it must be carried out ONLY after the Inerting / Inert Gas Operation has
been stopped.
An Enclosed Space Entry Permit must be issued.
2.3 SOLAS REQUIREMENTS

Inert Gas requirements SOLAS for Chemical Tanker when carrying chemicals with a FP below
&
Chemical Tanker DWT > 20.000 and cargo tank > 3.000cbm
Chemical Tanker DWT> 20.000 cargo tank <3.000 depending on TC equipment:
Chemical Tanker DWT> 8:000 Keel laid on or after 01.01.2016
According to SOLAS requirements:

x Fleet Vessels may operate Flammable Chemicals in NON- Inerted conditions.
x Company Vessels may perform Tank Cleaning of Flammable Chemicals in NON-Inerted
conditions applying the relevant SOLAS precautions, which are incorporated in the Tanker
Safety Guide Chemicals.
2.4 INERTING WITH NITROGEN
Inerting is usually also called ³Purging´ in the Chemical Tanker Trade.
Definition of ³Inerting´:
When the cargo requires an Inert Atmosphere, Inert Gas must be introduced into the empty tank
through the Distribution System, while venting the air in the Tank to atmosphere.
This operation must continue until the Oxygen content is at or below the value required for the
Cargo.
Inerting on Company Fleet Vessels is usually performed by using the Vessel¶s Nitrogen Generator
and using the Cascade System.
Therefore the operation is controlled and the risk of Over-Pressurization is low.
However, the Chief Officer must prepare an Inerting Plan with all details regarding the Cascade
Purging Operation.
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2.4.1 Inerting Methods

There are mainly three (3) different methods for Inerting.
The choice of the method often depends about the maximum Oxygen content required.
For example: the time to bring down the Oxygen content in a cargo tank to less than 1000ppm might
require the cascade system to be used in order to bring down the Oxygen content in a reasonable
time. 6HHDOVR³Nitrogen Supply by Vessel¶s Generator´ & TSG-C)
x Cascade method (TSG-C)

This is the preferred system. (See Section 5.8 of the TSG-C)
x Dilution method (TSG-C)

(See Section 5.8 of the TSG-C)
x Displacement method (TSG-C)

This method is used when N2 is received from Shore for Inerting
(See Section 5.8 of the TSG-C)
2.5 NITROGEN PADDING (BLANKETING)

Shore Nitrogen Supply Lines are often connected to the Vessel¶s Manifold. Therefore the Nitrogen
will enter directly into the cargo tank through the drop line.
If the volume of Nitrogen is high, there is the possibility that:
x Nitrogen Bubbles will be created causing a spontaneous release of Cargo and Vapours
through the P/V valve
x A Tank Over-Pressurization can take
When this operation is to be performed the following must be observed:

2.5.1 Padding through the Cargo Line System
x Padding Nitrogen through the cargo via the drop line must be avoided and is prohibited on
company Vessels for high viscous cargoes.
o Padding through the cargo via the drop line is only acceptable with LOW PRESSURE
Nitrogen supply.
o Failure of the above might result in tank over-pressurization (supply of Nitrogen must
be in accordance with tank¶s venting capacity) of the cargo through the P/V valve.
x The Vessels manifold valve MUST be closed for Nitrogen padding operations and the
Nitrogen must be received though the small diameter bypass line at the manifold to control
the flow of Nitrogen.
x A crewmember must be at the Manifold for immediate action in case of increased pressure in
the cargo tank.
x All crewmembers on deck to wear a personal O2 meter.
x The Chief Officer to monitor the pressure in the cargo tank continuously
x If the Oxygen in the cargo tank is below the required Oxygen level, purging must be stopped.
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Maximum Nitrogen rate / pressure must be specified in the Ship Shore Agreement
When such operation is to be performed,

the Operations Department must be informed accordingly.
2.5.2 Bubbling through the Drop-Line

Bubbling through the cargo is sometimes required in order to release Oxygen in oxygen sensitive
cargoes (for example after loading Propylene Oxide).
This operation shall only be performed for low viscous cargoes and under strict controlled manner.
This Operation requires the approval of the Operations Department
The Nitrogen Supply will be connected to the Manifold and will enter directly into the cargo tank
through the drop-line.
Caution!!
If the volume of Nitrogen is high, there is a possibility that a Nitrogen Bubble might be created
causing a spontaneous release of cargo and vapours through the P/V valve (and might also cause an
Over Pressurization).
Before ³Cargo Bubbling´ commences, a Safety Meeting between the Vessel and the Terminal must
be held.
The following must be agreed:
x Means of communication during the Operation
x Emergency Procedures
During the Cargo Operation, the ullages and pressure of the Cargo Tanks must be continuously
monitored.
If they become excessive, the ³Emergency Stop´ must be activated.
2.6 NITROGEN SUPPLY BY VESSEL ¶S GENERATOR

Nitrogen can cause an accident when being handled under pressure.
To prevent structural damage,
x always have pressure gauge (minus 0,5 to plus 1,0 bar) fitted, including a "shut off´ valve
fitted and
x monitor the pressure when adding / feeding nitrogen to closed tank.
If the pressure in the tank exceeds the opening pressure of the P/V valve, the nitrogen supply must
be momentarily reduced to avoid pressurization of the tank.
2.6.1 Oxygen Analyser

The Inert Gas System Oxygen Analyser, must be calibrated within 24 hours prior to each Inerting
Operation and at the intervals specified in the PMS.
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2.6.2 Failure of the Inert Gas System

If the Inert Gas System, is malfunctioning during operations, the Cargo Transfer Operations must be
suspended immediately, and not resumed until the IGS is in good working condition or an
alternative Inert Gas Supply is provided.
If failure occurs in Port, the Master must notify the Operations Department and the Terminal
Representative.
2.7 NITROGEN FROM SHORE AND OVER-PRESSURIZATION
The Cargo Tank Pressure Alarm System (see SECTION 09-³Loading´)

must be switched on for ALL cargo Tanks during Inert Gas Operations.
2.7.1 Nitrogen Supply from Shore- General

When preparing to receive nitrogen from shore special emphasis shall be placed on the following
points:
x Hazards of this operation must be discussed with the Crew during a Safety meeting prior to
the operation.
x Ship and Shore shall agree in writing on the gas supply, specifying the volume required, the
flow rate in standard cubic metres per minute, and the maximum in each case.
x Ensure that the Valves on the Cargo Manifold and the shore manifold are operated in the
correct sequence, so that the ship is in control of the nitrogen flow.
x The ship shall station a crew member at the Vessels manifold valve during the operation, even
where remotely operated valves can be closed more quickly by a person in the cargo control
room who is monitoring tank pressures.
o The crew member at the manifold is in the best position to react promptly to any other
external indication of trouble.
x Ensure that every tank purged (to be dried or inerted) has open vents with a greater flow rate
capacity than the inlet, that the tank cannot be over-pressurised.
o In case of a high Nitrogen supply open the cargo tank lid or Butterworth hatch.(Only
allowed for Inerting. Prohibited for Padding).
x When using a vapour return line: the nitrogen flow rate and pressure shall not exceed the
capacity of the venting system.
o Controls to be agreed with shore.
x The tank pressure shall be closely monitored throughout the operation.
x A Nitrogen log shall be maintained and O2 and pressure readings to be inserted at least every
hour.
2.7.2 Nitrogen Supply from Shore for Inerting

When Inerting (Purging) a cargo tank to a very low Oxygen level it might be necessary to receive
Nitrogen from Shore.
The amount of Nitrogen received from Shore can differ for some CBM per hour to 10.000cbm per
hour.
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Terminal approval for this operation must be granted before operation¶s commencement.
If this operation is performed the

Operations Department shall be informed accordingly
In case this operation will be performed following must be observed:

x All Cargo Tanks to be clean and gas-free for loading.
x The supply of the Nitrogen must be verified (pressure and volume per hour)
x Butterworth hatches must be opened if excessive Nitrogen is received, in order to avoid a
Tank over-pressurization.
x All crewmembers on deck must wear a personal O2 meter.
x The Nitrogen supply must be connected to the Manifold
x A purging operation must be performed.
x If the Oxygen in the Cargo Tank is below the required level, the purging operation must be
stopped
x Loading may commence.
2.7.3 Actions when noticing Pressure Increase

If an abnormal pressure increase is observed, even if the high-pressure alarm has not yet been
activated, the operation must be stopped.
If high-pressure alarm is activated:
x In co-ordination with the terminal representative, suspend immediately cargo and padding
operation. Order the crewmember to close the Vessels manifold and cut the Nitrogen supply.
x Inform the personnel working in the vicinity
x Closely monitor the tank pressure.
x Inform the Master and the Chief Officer as applicable.
x Investigate the cause of abnormal pressure increase.
x Master to notify the Office.
2.8 LIQUID NITROGEN SUPPLY BY SHORE
Any supply of Nitrogen produced by liquid Nitrogen is PROHIBITED.
2.9 NITROGEN BOTTLES
If the Vessel is carrying cargoes that require High Purity Nitrogen padding the company must
provide Nitrogen bottles with a purity of 99, 99 or 99,999.
Sufficient stock of Nitrogen Bottles to be available to allow padding operation throughout the
Voyage.
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2.10 NITROGEN RECEIVED FROM SHORE DISCHARGING

When receiving Nitrogen from Shore during the discharge operations following must be ensured:
The Supply Rate of the Nitrogen must be the same as the discharging rate and NOT:
o Higher ± in order to avoid an over-pressurization of the Cargo Tank.
o Lower - in order to avoid an increasing Oxygen level in the Cargo Tank.
2.11 NITROGEN PRESSURE AND FLOW-RATE

(source TSG-C)
Table 1
Volumes of Nitrogen that could be delivered in m3/hr.
depending on specific ship and shore delivery characteristics.
Table 2
Example of a Cargo Tank of 1,250 cubic metres
requiring four atmosphere changes, i.e. 5,000 cubic metres of Nitrogen to flow-through.
2.12 NITROGEN WHEN CARRYING INHIBITED CARGOES
Many inhibited cargoes require a certain amount of Oxygen to maintain the inhibitor.
If the Oxygen content gets bellow the required content, a Self-Reaction might occur.
See also SECTION 04-³Cargo Hazards´.1 & 2.6.1.1±³Self-Reactive Cargoes´.
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2.13 RECORDS
All automatic Recorder Printouts must be marked with a handwritten time-reference mark at frequent
intervals during cargo, ballast and tank cleaning operations, and daily during all other circumstances
when the recorder is in use.
A detailed record of Nitrogen operation must be maintained.
3. RECORD
Inert Gas Log COM/SECTION 16A-B SF/ MRS/235
MSC.1/Circ.1401
The CDI ³Best Practice recommendations regarding the use of Nitrogen´
TSG-C
SOLAS
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(010) TANK CLEANING OPERATIONS Revision: 03
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Contents
2. PROCEDURE...............................................................................................................................3
2.1 General...................................................................................................................................... 3
2.1.1 General Guidance (Oil Tanker Specific)................................................................................................................4
2.1.2 General Guidance (Chemical Tanker Specific ).....................................................................................................5
2.2 Responsibility............................................................................................................................ 5
2.3 Instructions for Tank Washing.................................................................................................. 7
2.3.1 Tank Cleaning Instructions for Oil Tankers (Oil Tanker Specific)........................................................................7
2.3.2 Tank Cleaning Instructions for Chemical Tankers (Chemical Tanker Specific)................................................... 7
2.4 Preparations for Tank Washing................................................................................................. 7
2.4.1 Preparations forTank Washing (Oil Tanker Specific)............................................................................................8
2.5 Tank Cleaning Operations (Oil Tanker Specific)......................................................................9
2.5.1 Tank Cleaning Operation ± Oil (Oil Tanker Specific)........................................................................................... 9
2.5.1.1 Inerted Tanks (Oil Tanker Specific)....................................................................................................................9
2.5.1.1.1 Tank Cleaning after CPP General (Oil Tanker Specific)................................................................................. 9
2.5.1.1.2 Tank Cleaning after Blended Biodiesels (Oil Tanker Specific).......................................................................9
2.5.1.1.3 Inert Gas System Failure (Oil Tanker Specific)...............................................................................................9
2.5.1.2 Non-Inerted Tanks (Oil Tanker Specific)......................................................................................................... 10
2.5.1.3 Changing DPP TO CPP (Oil Tanker Specific)................................................................................................. 10
2.5.1.4 Preparations for Dry Dock................................................................................................................................ 10
2.6 Tank Cleaning Operations (Chemical Tanker Specific)......................................................... 11
2.6.1 Tank Cleaning after Chemical Cargoes (Chemical Tanker Specific).................................................................. 11
2.6.1.1 Mandatory Pre-Wash ( MARPOL Annex II) (Chemical Tanker Specific).......................................................11
2.6.1.1.1 Mandatory Pre-Wash (Category ³X´) (Chemical Tanker Specific).............................................................. 11
2.6.1.1.2 Mandatory Pre-Wash (Category ³Y´) (Chemical Tanker Specific).............................................................. 11
2.6.2 Inerted Tanks (TSG-C) (Chemical Tanker Specific)........................................................................................... 12
2.6.2.1 Washing with Portable Machines (Chemical Tanker Specific)........................................................................ 12
2.6.3 Non-Inerted Tanks (TSG-C) (Chemical Tanker Specific)................................................................................... 12
2.6.4 Adjacent Cargo Tanks (TSG-C) (Chemical Tanker Specific)............................................................................ 13
2.7 Tank Cleaning using Additives............................................................................................... 14
2.8 Tank Cleaning using Re-circulation........................................................................................14
2.8.1 Tank Cleaning of Non-Inerted Cargo Tanks........................................................................................................14
2.8.2 Tank Cleaning of Inerted Cargo Tank..................................................................................................................14
2.8.3 Crude Oil Washing (COW) (Oil Tanker Specific)..............................................................................................15
2.8.3.1 General (Oil Tanker Specific)........................................................................................................................... 15
2.8.3.2 Tanks to be Crude Oil Washed (Oil Tanker Specific)...................................................................................... 15
2.8.3.3 Advance Notice (Oil Tanker Specific)..............................................................................................................16
2.8.3.4 Tank Washing Machines (Oil Tanker Specific)................................................................................................16
2.8.3.5 Control of Tank Atmosphere (Oil Tanker Specific)......................................................................................... 16
2.8.3.6 Precautions against Leakage from the Washing System (Oil Tanker Specific)................................................16
2.8.3.7 Avoidance of Oil and Water Mixtures (Oil Tanker Specific)........................................................................... 16
2.8.3.8 Isolation of the Tank Cleaning Heater (Oil Tanker Specific).......................................................................... 17
2.8.3.9 Control of Vapour Emissions (Oil Tanker Specific).........................................................................................17
2.8.3.10 Discharge Plan (Oil Tanker Specific)............................................................................................................. 17
2.8.3.11 Communications (Oil Tanker Specific).......................................................................................................... 17
2.8.3.12 Exclusion of Cargo from Engine Room (Oil Tanker Specific).......................................................................17
2.8.3.13 Cautionary Notice (Oil Tanker Specific)........................................................................................................ 17
2.9 Tank Cleaning using Injection................................................................................................ 18
2.9.1 Tank Cleaning using Injection (Oil Tanker Specific)......................................................................................... 18
2.9.2 Tank Cleaning using Injection (Chemical Tanker Specific)............................................................................... 18
2.10 Tank Cleaning using Steam (Chemical Tanker Specific).................................................... 18
2.11 Manual Cleaning of Cargo Tanks........................................................................................ 18
2.11.1 General............................................................................................................................................................... 18
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2.11.2 Removal of Sludge, Scale and Sediment........................................................................................................... 19

2.11.3 Manual Cleaning ±Oil Tankers (Oil Tanker Specific)....................................................................................... 19
2.12 Mopping............................................................................................................................... 19
2.13 Gas Freeing /Drying (Chemical Tanker Specific).............................................................. 20
2.14 Special Tank Cleaning (Chemical Tanker Specific)...........................................................20
2.14.1 Sweeping/ Squeezing (Chemical Tanker Specific)........................................................................................... 20
2.14.1.1 Sweeping/ Squeezing by Contractors (Chemical Tanker Specific)................................................................ 21
2.14.2 Tank Cleaning after Vegetable Oils (Chemical Tanker Specific).....................................................................21
3. RECORD.................................................................................................................................... 22
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This procedure provides guidance and describes the steps to be followed for Tank Cleaning
Operations after the discharge of Petroleum (volatile & non-volatile) and Chemical Cargoes, ensuring
that all the necessary safety measures are taken for an efficient Cargo Tank Cleaning and the
protection of the Environment.
2. PROCEDURE
Attention!
Many incidents onboard Chemical and Oil Tankers have occurred due to Tank Cleaning methods
used, in deviation from Industry Standards & best practices and Company Procedures.
SHORTCUTS are not permitted!
2.1 GENERAL
Tank cleaning is always a high-risk operation onboard Tankers.
Company Vessels are equipped with Fixed Tank Cleaning Machines in order to limit the Crew
exposure and to perform the task in an efficient manner.
Tank Cleaning MUST be performed according to the relevant MARPOL requirements
(MARPOL Annex I for Oil and MARPOL Annex II for Chemicals).
Cleaning of Contaminated Void / Ballast Spaces

This is a NON-Routine Operation.
It requires a Risk Assessment and a Management of Change process, therefore it is not covered in
this Procedure.
Caution!!
The amendments to SOLAS regulations II-2/4.5.5 and II 2/16.3.3 require an Inert Gas System to be
fitted on all new Oil and Chemical tankers of 8,000 DWT and above, (when transporting low-flash
SRLQWFDUJRHVRI&
The fitting of a Fixed Inert Gas System will be required for Tankers of 8,000 tonnes deadweight
(DWT) and over, constructed (keel laid) on or after 1 January, 2016
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Golden Rules for Tank Cleaning

x NEVER mix the MARPOL category.
x Tank cleaning of flammable Oil cargoes is ONLY permitted in inerted atmosphere
(Maximum 5% O2).
x Gas freeing is ONLY permitted after proper Tank Cleaning for Toxic cargoes including
Benzene and High H2S on company Vessels.
x Spraying in cargo tanks is ONLY permitted with Demi Water only.
x Tank Cleaning and Gas freeing is NOT permitted simultaneously with other Cargo
Operations (excluding pre-washing for Chemical Tankers).
x A Cargo Tank is to be considered clean (to MARPOL standards) when is FREE of any visible
cargo residues and is Gas Free.
x If any work is to be performed, which is not addressed in the Tank Cleaning Procedure a
FULL Risk Assessment and MOC process must to be carried out and approved by the Senior
Management.
x Tank Cleaning can commence only after the Tank Cleaning plan has been submitted to the
Operations Department and approval is obtained.
2.1.1 General Guidance (Oil Tanker Specific)

In addition to the general requirements of this Section, when undertaking Tank Cleaning Operations
on Oil Tankers, the following must be taken into consideration.
Tank Cleaning Operation on Oil Tankers must be STRICTLY carried out in accordance
with ISGOTT requirements.
As per Company Policy, all Tank Cleaning Operations on Oil Tankers must be performed INERTED
for the Initial Tank Cleaning without exception!
On Oil Tankers, Tank Cleaning operations must NOT BE UNDERTAKEN SIMULTANEOUSLY

with Loading or Discharging operations.
In the unusual event, where this is considered necessary, the Master must consult the Operations
Department, and must obtain permission from the Terminal Representative and the Port Authorities.
However, Crude Oil Washing (COW) and Cargo discharge may take place simultaneously, but
the Terminal Representative must be advised and approval must be granted.
If any part of the Tank Washing System extends into the Engine Room, it must be blanked-off as
soon as the Tank Cleaning operations have been completed to prevent cargo oil from entering the
Engine Room.
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2.1.2 General Guidance (Chemical Tanker Specific )

Amendments to SOLAS Regulations II-2/4.5.5 and II 2/16.3.3, require an Inert Gas System to be
fitted on all new Oil and Chemical Tankers of 8,000 DWT and above.
Therefore, ALL Flammable Chemicals must be Tank-cleaned in Inert Gas Conditions, on such
Vessels, not taking any operational problems ( solidification of the Chemical, problems with the
Inhibitor etc), into consideration.
2.2 RESPONSIBILITY
Master
The Master has the Overall Accountability for the safe and proper Tank Cleaning
Operations.
x He must immediately advise the Operations Department of any condition
which would affect the Vessel's ability to safely load, discharge, segregate
or carry the Cargo which the Vessel is expected to handle.
x He is responsible to check the implementation of these instructions, so that
the Cargo Tank Cleaning are carried out in the most efficient way, with no
risk to the safety of the Vessel and to the Environment.

x The Master is accountable to ensure that the Tank Cleaning Plans are
agreed with the Office and that Tank Cleaning is performed in full
compliance with ISGOTT Recommendations in Chapter 11.3.
The Master is accountable to ensure that Tank Cleaning Plans are agreed
with the Office and Tank Cleaning is performed, in full compliance with
the IBC Code and to the Tanker Safety Guide Chemicals
Recommendations in Sections 7.3.2 to 7.3.4
Chief Engineer The Chief Engineer is responsible to ensure that the Boilers, Nitrogen Generator,
Inert Gas Pumps, Tank Cleaning Pumps, Tank Cleaning Heaters and Washing
Machines, are in proper working condition, always when applicable.
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Chief Officer
The Chief Officer is responsible to issue a Tank Cleaning Plan
(OPS-329 ³Tank cleaning plan´) taking the following into consideration:
x Last Cargo and Next Cargo
x Hazards of the last Cargo
x PPE required by the crew
x Physical properties of the last cargo
x Tanks to be cleaned
x Adjacent cargo tanks (if loaded)
x Pollution data of the last cargo
x ALL cleaning steps
o Water wash cleaning
o Cleaning with additives if applicable
o Recirculation cleaning if applicable and permitted
o Injection cleaning if applicable and permitted
o Steaming (when permitted)
x Atmosphere monitoring (as applicable)
x He is responsible for controlling the tank cleaning operation and he shall
make sure that it is carried out in accordance with the plan agreed and all
safety precautions are taken.
x He is also responsible to inform the C/E of any malfunction of equipment
used for tank cleaning, so that repairs can be undertaken.
x Finally he is responsible to the Master for ensuring that cargo tanks and the
cargo system are in a suitably clean condition for the cargo to be loaded.

x The Chief Officer is responsible to issue Tank Cleaning Plans and to
perform the Tank Cleaning in compliance with ISGOTT
Recommendations in Chapter 11.3.
(Chemical Tanker Specific)

x The Chief Officer is responsible to ensure that Tank Cleaning Operations
will be performed in full compliance with the IBC Code and to the Tanker
Safety Guide Chemicals recommendations sections 7.3.2 to 7.3.4.
The Tank Cleaning operation is a joint activity of the Deck and Engine Departments.
It is therefore important that the Vessel's Management cooperates in the Planning and the Execution
of the operation.
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2.3 INSTRUCTIONS FOR TANK WASHING

Usually the Tank Cleaning requirements are sent to the Vessel by the Operations Department.
If the Vessel is under Time Charter, the Charterers¶ requirements apply, provided that they are in
line with the Company Requirements.
Tank preparation for the next cargo is the ultimate Owner¶s responsibility.
Therefore, if the Charterer¶s Tank Cleaning instructions are in deviation from Company
Requirements, the Operations Department must be informed BEFORE the commencement of the
Tank Cleaning Operation.
2.3.1 Tank Cleaning Instructions for Oil Tankers (Oil Tanker Specific)
Tank Cleaning between cargoes is performed as per Miracle Tank Cleaning guide and as per
Charterer¶s instructions which must be approved by the Operations Department.
Shell and HM-50 (Guidelines for the cleaning of tanks and lines by Energy Institute) pre-cargo
matrix might also be taken into consideration.
The Company adopts the most stringent Tank Washing procedure.
2.3.2 Tank Cleaning Instructions for Chemical Tankers (Chemical Tanker Specific)
Tank Cleaning is a common operation on Chemical Tankers.
Tank Cleaning instructions are usually provided to the Master by the Operations Department.
The Company has provided all Chemical Tankers with the ³Miracle Tank Cleaning Guide-Seminar´
for further guidance and minimum requirements.
2.4 PREPARATIONS FOR TANK WASHING

The Chief Officer must prepare the Tank Cleaning Plan (Forms OPS-329-329A-C) ³Tank Cleaning
Plan´) at least 24 hours before the commencement of the operation which must be approved by the
Master.
All checks must be carried out according to the forms SF/OPS/329+ ³Tank Cleaning Checklists´.
The Tank Cleaning Plan must be submitted to the Operations Department for approval before the
commencement of this operation.
Tank cleaning shall be supervised by the Chief Officer who is responsible to ensure that all safety
regulations and other instructions are duly observed.
It is also important to log the times in the Tank Cleaning Plan, in order to check the time spent to
complete the work.
This serves as statistical data, to compare the time required in previous similar Tank Cleaning
Operations and assists in determining ways for continuous improvement of the operations.
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Before commencing the Tank Cleaning operations, a Safety Meeting must be held with the
following attendances as a minimum:
x Master,
x Chief Engineer ,
x Chief Officer,
x 2nd Engineer,
x Pump man.
During the Safety Meeting all the phases of the Tank Cleaning Operation, the associated hazards, the
safety precautions required (i.e PPE) and any other necessary preventive measures must be discussed
and agreed.
The Safety Meeting must focus on:
x Applicable PPE and Emergency Response
x Instructions from the Company or the Charterers.
x The availability and condition of all equipment necessary for Tank Cleaning
x Tank cleaning procedures will be carried out on the basis of the last cargo discharged and
next cargo to be loaded.
x Estimated time required for the Tank Cleaning Operation.
x The expected quantity and composition of the Slops and their Disposal method.
x Availability of Water, Hot Water, Demi Water, Steam and required boilers, pumps, etc. and,
where necessary, for tank cleaning pre- heater.
All personnel on board must be made aware of the Planned Tank Cleaning Operation and the
time it will commence.
All portable tank atmosphere measurement instruments must be checked, calibrated and the results
must be recorded in the PMS.
All Cargo tanks planned to be inerted to 5% or less Oxygen Content.
This condition must be maintained throughout the Tank Cleaning Operation.
Smoking is prohibited on the Bride when Tank Cleaning operations are performed.
2.4.1 Preparations forTank Washing (Oil Tanker Specific)

In addition to the preparations for Tank Washing mentioned in the previous paragraph, for Tank
Washing on Oil Tankers, both before and during Tank Washing operations, the Responsible Officer
must be satisfied that all the safety precautions are being observed and the Tank Cleaning Checklists
must be properly filled (SF/OPS/329, 329A-B-C).
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2.5 TANK CLEANING OPERATIONS (OIL TANKER SPECIFIC)
Tank Cleaning to be performed with Fixed Machines at the Initial Stage ONLY.
Portable machines MUST not be used for Tank Cleaning unless the Cargo Tank is GAS FREE
2.5.1 Tank Cleaning Operation ± Oil (Oil Tanker Specific)

2.5.1.1 Inerted Tanks (Oil Tanker Specific)
2.5.1.1.1 Tank Cleaning after CPP General (Oil Tanker Specific)

White CPP differ from light volatile cargoes such as Naphtha and range up to heavier oils like
Gas Oils and Lub Oil cargoes.
x When Vessel¶s tanks are coated, then cold water washing most of the times will suffice
for cleaning after every white light cargo.
x Hot water and / or any kind of detergent might be necessary, if the last cargo was a
heavier CPP.
x Hot water makes tank cleaning quicker and more efficient, due to the fact that it removes
any cargo remnants and oil film from the tanks¶ vertical bulkheads and bottom.
x Since the temperature within the tank is being increased, trapped gases are being released
easier thus, ventilation becomes easier and faster.
For this reason, hot water cleaning is suggested when the next cargo requires specific
treatment or the tanks need to be cleaned the best way possible, for example, when the
Vessel is heading to DD.
x When carrying volatile cargoes such as Naphtha and Unleaded Gasoline, only minimal
residues can be left on the Vessel¶s structure after discharge, if efficient stripping has been
performed, whereas with heavier oils an oily film will remain.
Therefore, although the entire tank must not be thoroughly washed, bottom flushing must
be thorough and continuous, until all residues have been removed.
2.5.1.1.2 Tank Cleaning after Blended Biodiesels (Oil Tanker Specific)

(Refer to the Miracle Tank Cleaning Guide)
However the ODME must be approved / certified to be used for this particular product.
If the ODME is not approved, Tank washings must be delivered ashore.
2.5.1.1.3 Inert Gas System Failure (Oil Tanker Specific)

If proper Inert Gas cannot be supplied:
x Meaning any situation which could cause the oxygen content in tanks to exceeds 5% by
Volume,
x or making it difficult to keep the internal pressure of tanks positive due to troubles in the
IG system
x or other reasons during tank cleaning or hydrocarbon gas purging operations.
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If there is an Inert Gas System Failure,

x The Tank Cleaning Operation must be immediately suspended and the Operations and
Technical Department must be notified.
x Tank Cleaning Operations must NOT RESTART until proper supply of IG is
secured.
x Provided that the atmosphere in tanks is not under control, do not supply improper
IG (the oxygen content of which exceeds 5%).
2.5.1.2 Non-Inerted Tanks (Oil Tanker Specific)
Tank cleaning in NON-Inerted Oil cargo tanks must NOT be performed.
If it is necessary to carry out such a Non-Routine operation, a full Risk Assessment process
must be made.
In any case, ISGOTT requirements must to be fully complied with.
2.5.1.3 Changing DPP TO CPP (Oil Tanker Specific)

This operation must be performed in line with the´Miracle Tank Cleaning Guideline´.
Shell and HM-50 (Guidelines for the cleaning of tanks and lines by Energy Institute)
pre-cargo matrix might also be taken into consideration.
The Company adopts the most stringent Tank Washing Procedure.
2.5.1.4 Preparations for Dry Dock

Enroute to the chosen shipyard, all cargo and slop tanks, lines and pumps must be cleaned
with cold sea water, followed by hot water wash and fresh water rinsing.
Purging and gas freeing must be carried out, as necessary, at man entry and hot work
standards.
If necessary, approved Tank Cleaning Chemicals may also be used.
Disposal of generated slops after decanting through ODME as per MARPOL, must be
arranged by the Operations Department through Approved/Licensed Slop Reception Facilities
prior to Dry-docking or through the Shipyard, as the case may be.
In case the Vessel is a Crude Oil Carrier, best endeavours must be made for COW operations
to be carried out in as may tanks as possible during the last voyages, prior to the scheduled
Dry Docking (subject to Terminal¶s approval and Crude Oil permitted for COW).
For Crude Oil and dirty Product Carriers, de-mucking might be necessary.
The Operations Department must issue instructions focusing on the safe operations and
arrange bottom sludge collection in heavy duty bags supplied in advance.
All sludges must be delivered to Approved Shore Facility reception prior to Dry Docking.
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2.6 TANK CLEANING OPERATIONS (CHEMICAL TANKER SPECIFIC)
2.6.1 Tank Cleaning after Chemical Cargoes (Chemical Tanker Specific)
Tank Cleaning Operations after Chemical Cargoes must be in compliance with the P&A Manual and
MARPOL Annex II requirements.
Tank Cleaning depends on the Cargo which has been discharged and on the next Cargo which will be
loaded.
If the Vessel¶s next cargoes are not known, then cargo tanks must be cleaned to Water White
Standard.
The Miracle Tank Cleaning Guide must be used for reference, unless different instructions are
received by the Company.
2.6.1.1 Mandatory Pre-Wash ( MARPOL Annex II) (Chemical Tanker Specific)
MARPOL Requirements regarding Mandatory Pre-Wash must be strictly complied with.
2.6.1.1.1 Mandatory Pre-Wash (Category ³X´) (Chemical Tanker Specific)

The procedures for Mandatory Pre-Wash requirements are detailed in MARPOL Annex II.
If MARPOL Annex II Category ³X´ cargoes are to be cleaned, the relevant regulations must
be strictly followed.
If there is no Reception Facility in the port to receive the mandatory pre-wash, the Operations
Department MUST be informed and the process according to MARPOL must be initiated and
fully complied with.
Additionally, the requirements according to the P&A Manual and MARPOL Annex II ±
Appendix VI B fully apply.
2.6.1.1.2 Mandatory Pre-Wash (Category ³Y´) (Chemical Tanker Specific)

Category Y, high Viscosity and solidifying cargoes may require prewash, if not heated.
These cargoes do not require a prewash if the following is complied with:
Category Y Cargoes with a melting point less than 15&.

x Discharge temperature mustEHDWOHDVW&DERYHthe melting point of the Cargo.
Category Y Cargoes with a PHOWLQJSRLQWDERYH&

x 'LVFKDUJHWHPSHUDWXUHPXVWEHDWOHDVW&DERYHthe melting point of the cargo
Category Y Cargoes with Viscosity < 50mpa at discharge temperature

x In case the above cannot be met the Cargo Tank requires a Pre-Wash!
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The Master has to obtain the Shipping Documents with above information from Shipper when
transporting such cargoes, so that the products will be heated accordingly, in order avoid the
prewash obligation, if at all possible.
2.6.2 Inerted Tanks (TSG-C) (Chemical Tanker Specific)
Caution!!
In case of Tank Cleaning in Inert Condition, Inhibited Cargo or any other Cargo reacting with
Nitrogen (drying gas) , may cause the Tank Cleaning process to become very dangerous.
(for example if the Oxygen content is too low causing a polymerization) ,
Although the atmosphere in an Inerted tank is Non-Flammable, the following precautions must be
observed:
x Tank Washing must be carried out under CLOSED conditions, utilising FIXED tank cleaning
machines.
x All openings to the tank must be kept closed.
x Positive pressure in the tank must be maintained.
x Before each tank is washed, the Oxygen content in the tank must be measured at a point
about one (1) metre below the deck. The Oxygen level must not exceed 8%
x If during washing, the Oxygen level in the inert gas supply exceeds 5% by volume or the
pressure of the atmosphere in the tank is no longer positive, washing must be stopped until
safe conditions are restored.
x The tank must be kept drained during washing.
Washing must be stopped, as necessary, to clear any build-up of wash water.
x The Oxygen content and pressure of the inert gas being delivered must be monitored.
2.6.2.1 Washing with Portable Machines (Chemical Tanker Specific)

When using portable machines, it is not possible to ensure that an over- pressure of inert gas is
maintained in the tank.
Air may be drawn into the tank increasing the Oxygen Content.
The tank atmosphere must be considered to be Non-inert.
2.6.3 Non-Inerted Tanks (TSG-C) (Chemical Tanker Specific)
This operation is not allowed for Flammable Cargoes on Vessels > 8000DWT and (keel laid) on or
after 1 January, 2016.
Often, Tank Cleaning after Chemical Cargoes will be performed in Non Inerted Cargo Tanks.
The same will apply for Chemicals in accordance to SOLAS which has been adopted by the Tanker
Safety Guide- Chemical.
When cleaning a tank that has contained a flammable product, the only effective means of
preventing an explosion is to eliminate all sources of ignition.
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In all cases, after carrying a flammable cargo, the atmosphere in an empty, non-inert tank must be
treated as flammable.
The only way to ensure that an explosion cannot occur during washing in a non-inert atmosphere, is
to make certain that there can be no source of ignition.
For Tanks stripped in compliance with the P&A Manual

If the tank has been stripped in compliance with the P&A Manual, tanks can be washed provided that
the following precautions are taken:
x A bottom flash might be carried out, depending on the Chemical Cargo.
o But must NEVER be carried out after Water Reactive Cargoes unless a
specialized Tank Cleaning Procedure is followed.
x When portable washing machines are used, the tank cleaning machine and hoses must be
connected to the tank cleaning line before being lowered into the tank.
o Connections must not be broken until after the machine has been removed from the
tank.
x Ropes made of synthetic fibres must not be used to support the tank cleaning machines.
Only Manila Fibre or other anti-static ropes must be used.
x Tank cleaning machines must have a throughput of less than 60m3 per hour, and nozzles must
have a throughput of less than 17.5m3 per hour.
x The total water throughput per cargo tank must be kept as low as practicable and must in no
case exceed 180m3 per hour.
x The tank must be kept drained during washing.
Washing must be stopped to clear any build-up of wash water.
x Recirculated wash water must not be used.
The presence of traces of cargo in the wash water may increase the generation of static
electricity
x Equipment lowered into the tank must be bonded to the ship's structure (see Section 5.11.2 of
the TSG-C),
x Steam must never be injected into a tank with an atmosphere that might be flammable,
x Low flash or static accumulator products must never be used as a cleaning medium.
All other requirements according to the Tanker Safety Guide ±Chemicals must be complied with.
2.6.4 Adjacent Cargo Tanks (TSG-C) (Chemical Tanker Specific)

In case the adjacent cargo tank is still loaded, the following to be taken into consideration:
x If self-reactive cargoes are in the adjacent Cargo Tank, ensure that tank cleaning will be
performed with a temperature not increasing the same in the adjacent cargo tank because this
might lead to a polymerization.
x If the adjacent cargo tank is loaded with a volatile cargo, ensure that tank cleaning will be
performed with a temperature not increasing the same in the adjacent cargo tank because this
could lead to a cargo expansion and release of cargo vapors through the P/V valves.
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2.7 TANK CLEANING USING ADDITIVES

Tank cleaning might be performed using Tank Cleaning Additives.
Tank cleaning additives can be used:

x When approved by the Operations Department
x When listed in the MEPC2.Circ X (Approved list of tank cleaning additives)
x When the Cargo Tanks are in Gas free condition
If the additive intended for use, is not listed in the MEPC2 Circ.X, the Operations Department must
be contacted because ALL Wash Water might be subject to Shore disposal.
Note: Tank cleanings of different MARPOL Categories (i.e cleaning Lube Oil additives, MARPOL
Annex 2 with Base oil ± MARPOL Annex 1) is not allowed on company Vessels unless this has been
agreed with the Operations Manager and ALL wash water will be disposed ashore.
2.8 TANK CLEANING USING RE-CIRCULATION
2.8.1 Tank Cleaning of Non-Inerted Cargo Tanks

Tank Cleaning of Non-Inerted Cargo Tanks is usually not allowed on Company Vessels
UNLESS:
x The washing medium is Non-Flammable.
x The previous cargo was Non-Flammable.
x Recirculation must be carried out under FULLY CLOSED conditions.
x Operational and Health Hazards have been evaluated after Risk Assessment and Personnel
protection measures have been taken.
2.8.2 Tank Cleaning of Inerted Cargo Tank

x The Cargo Tank must be inerted and a positive pressure must be maintained.
x Recirculation must only be carried out under FULLY CLOSED conditions.
x The Atmosphere in the tank must be frequently measured.
Recirculation Cleaning after Flammable Cargo or with Flammable Products

must only be performed in Inert Gas Condition.
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2.8.3 Crude Oil Washing (COW) (Oil Tanker Specific)

This section describes Crude Oil Washing (COW) Operation.
2.8.3.1 General (Oil Tanker Specific)

A Crude Oil Tanker fitted with an Inert Gas System and an Approved Fixed Washing
Machines in its Cargo Tanks, can use Crude Oil from the Cargo as a Washing Medium.
This operation may take place either in port or at sea, between discharge ports.
It is most frequently carried out while the Tanker is discharging cargo and permits the
removal of all oil fractions adhering to or deposited on the tank surfaces.
These deposits, which could normally remain onboard after discharge, are then discharged
with the cargo.
As a consequence, the need to water- wash the discharged cargo tanks, during the ballast
voyage for the removal of the residues is much reduced, and in some cases, entirely
eliminated.
Water rinsing will be necessary if the tank is to be used for Clean Ballast.
Reference must be made to the IMO Publication: ³Crude Oil Washing System´, and the
Vessel¶s approved ³Operations and Equipment Manual´ for further detailed guidance on the
procedures involved.
Crude oil washing installation and associated equipment and arrangements must comply with
MARPOL Annex I requirements, as well as crude oil washing operations.
Every Tanker, operating with Crude Oil washing system, must be provided with a
Class-Approved ³Operations and Equipment Manual´ detailing the system and equipment and
specifying the operational procedures.
If an alteration, affecting the Crude Oil Washing system is made, the Operations and
Equipment Manual must be revised accordingly.
If a Crude oil is allowed to be Crude Oil Washed, the Vessel¶s COW Manual and the relevant
Industry publications.
Moreover, in order to avoid hazards related to Tank Washing, reference to the Form
SF/OPS/325 ³Crude Oil Wash Checklist´ must be made and all relevant checks ensured
during the appropriate phases of the operation.
If the Ship¶s Approved COW Manual contains any additional checks, these must be added in
the section ³Additional Remarks´ and carried out accordingly.
2.8.3.2 Tanks to be Crude Oil Washed (Oil Tanker Specific)

Before departure on a Ballast voyage, after the complete discharge of cargo, sufficient tanks
must be Crude-oil- washed whenever possible or at least as pre MARPOL minimum
requirements, subject to Terminal Approval and in accordance with the procedures specified
in the ³Operations and Equipment Manual´.
As a priority, the Vessel¶s dedicated Cargo Tanks for ³Heavy Weather¶¶ must be Crude-Oil-
washed.
Furthermore, approximately 25% of all remaining Tanks shall be crude- oil washed for sludge
control.
No tank needs to be Crude-Oil washed more than once every four (4) months.
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2.8.3.3 Advance Notice (Oil Tanker Specific)

When it is required to carry out Crude-Oil-washing (COW) during cargo discharge, the
Master must inform the competent authority and the Terminal (or other ship-to-ship transfer
involved) at least 24 hours in advance, or in such time, as is required.
Crude-oil-washing must only be carried out after approval has been granted.
2.8.3.4 Tank Washing Machines (Oil Tanker Specific)
Only FIXED tank washing machines may be used for Crude Oil Washing.
2.8.3.5 Control of Tank Atmosphere (Oil Tanker Specific)

The Oxygen content of the Cargo Tank must be less than 5% by volume.
If during COW washing, the Oxygen content in the tank exceeds 5 % by volume or the
pressure of the atmosphere in the tanks is no longer positive, COW washing must
STOPPED until satisfactory conditions are restored (also refer to ISGOTT).
2.8.3.6 Precautions against Leakage from the Washing System (Oil Tanker Specific)
Before the Vessel arrives at a port, where it intends to carry out a COW operation, the Tank
Washing System must be pressure- tested to normal working pressure and must be examined
for leaks.
The System must be drained-down after testing, to avoid the risk of leaks due to thermal
expansion.
All machines, which are to be used, must be briefly operated, to check for leaks beyond the
shut-off valve.
Any leaks found must be taken care of, after which the system must be re-tested and proved
leak-free.
During Crude Oil washing, the System must be kept under constant observation so that any
leak can be detected immediately, and prompt action taken to deal with it.
When tanks for Crude-oil-washing are being changed over, the pressure in the COW line must
be reduced to a minimum before any valves on the system are opened or closed, thereby
minimizing the potential for damage due to pressure surge.
2.8.3.7 Avoidance of Oil and Water Mixtures (Oil Tanker Specific)

Mixtures of Crude Oil and water can produce an electrically charged mist during washing
with an electrical potential considerably in excess of that produced during ³DRY´ crude oil.
The use of ³DRY´ crude oil is therefore important.
Before COW washing begins, any Tank that is to be used as a source of Crude Oil for
washing, must be partly discharged to remove any water that has settled-out during the
voyage.
This partial discharge must be of a layer of at least one (1) meter in depth, for the purpose of
removing any water that has settled out during the voyage.
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For the same reason, if the slop tank is to be used as a source of oil for washing, it must first
be completely discharged ashore and refilled with ³dry´ crude oil.
2.8.3.8 Isolation of the Tank Cleaning Heater (Oil Tanker Specific)

If the Tank Washing Water Heater is fitted outside the Engine Room, it must be blanked-off
during Crude Oil washing to prevent oil from flowing through it.
2.8.3.9 Control of Vapour Emissions (Oil Tanker Specific)

During Crude Oil washing, hydrocarbon gas is generated within the Cargo Tanks beyond
normally existing levels.
In case heavy weather ballast tanks have to be filled during the port stay, then permission
must be granted by port authorities as may prohibit such emissions.
2.8.3.10 Discharge Plan (Oil Tanker Specific)

In compiling the discharge plan, the responsible Officer must clearly outline the procedures to
be followed for COW operations.
The number of tanks to be washed and whether the washing is to be single or multi-staged
must be clearly defined.
The duration of the Crude Oil Wash time must be clearly stated.
For further guidance refer to ISGOTT and to the procedures within this Manual.
2.8.3.11 Communications (Oil Tanker Specific)

At least one (1) person must be on deck at all times, during any COW washing operations, to
keep watch for leaks and malfunctioning of equipment.
There must be an effective means of communication between the Watch Keeper on deck and
the Cargo Control Room, so that in the event of a leak in, or malfunctioning of the Crude Oil
Washing System, the washing may be stopped, as soon as possible.
2.8.3.12 Exclusion of Cargo from Engine Room (Oil Tanker Specific)

If any part of the Tank Washing System extends into the Engine Room, it must be blanked-off
to prevent cargo oil from entering the engine room.
If the Tank Wash Water Heater is fitted outside the Engine Room, it must be blanked-off
during Crude Oil Washing to prevent oil from flowing through it.
2.8.3.13 Cautionary Notice (Oil Tanker Specific)

A Cautionary / Warning Notice must be prominently displayed in the Cargo and Engine
Control Rooms, on the Bridge and on the Notice boards of the Vessels which have Crude Oil
Washing Systems fitted. The following text is suggested:
The Tank Washing Lines on this ship may contain Crude Oil.
Valves must NOT be operated by unauthorized persons.
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2.9 TANK CLEANING USING INJECTION

Tank Cleaning by using injection is carried out by injecting a NON-flammable) Cleaning Agent
directly into the butterworth line, during butterworthing the tank with fresh or seawater, for high
purity cleaning, meaning after the cargo tank is already clean and gas free.
The quantity to be injected depends on the consumption of the cleaning machines and the
concentration, which is usually recommended by the Supplier of the cleaner.
2.9.1 Tank Cleaning using Injection (Oil Tanker Specific)
For Oil cargoes ISGOTT requirements must be referred to.
2.9.2 Tank Cleaning using Injection (Chemical Tanker Specific)

In addition to the requirements of 2.9 above, the guidelines included in the ³Miracle Tank Cleaning
Guide ±Seminar´ must be followed.
If any issues arise, the Operations Department must be contacted for further guidance.
2.10 TANK CLEANING USING STEAM (CHEMICAL TANKER SPECIFIC)

Steam might be used for removing odours, from a previous cargo.
If Steam is used for this purpose, the followings must be ensured:
x The tank is GAS FREE before introducing Steam.
x The atmosphere is monitored in case of coated cargo tanks.
Steam might NOT be used for the purpose of removing chlorides from the tank (for example when
the next cargo is MEG fibre Grade).
Demi Water must be used instead, which is much more efficient.
2.11 MANUAL CLEANING OF CARGO TANKS

2.11.1 General
Manual cleaning in Cargo Tanks is a hazardous operation because crewmembers are working in an
enclosed space.
The Enclosed Space Procedures must be strictly followed throughout this operation
(Shipboard Safety Manual (003) ± Section 04- ³Entry into Enclosed Space´)
Manual Tank Cleaning shall NOT be performed with hazardous chemicals violating the requirements
of the Enclosed Space Entry procedures.
Some products may be used for the local cleaning of Tank bulkheads and Blind Spots by
hand-wiping, provided the amount of the Tank Cleaning Chemical used, is small and the personnel
entering the tank are strictly following all the Enclosed Space Entry requirements.
In addition to the above, any manufacturer¶s instructions or recommendations for the use of these
products must be followed.
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Where these operations take place in Port, Local Authorities may impose additional requirements.
A Material Safety Data Sheet (MSDS) for tank cleaning chemicals must be onboard the ship before
they are used and the advice on any precautions to be taken must be followed.
Persons handling such chemicals to wear the required PPE.
Tank Cleaning by spraying the Tanks by a Toxic/ Flammable product is strictly prohibited.
2.11.2 Removal of Sludge, Scale and Sediment

Manual removal of sludge, scale and sediment is a hazardous operation because crewmembers are
working in an enclosed space.
(Shipboard Safety Manual (003) ± Section 04- ³Entry into Enclosed Space´)
There may be an increase in gas concentrations in the immediate vicinity of the working area.
Constant measuring of the tank atmosphere must be carried out to ensure that the atmosphere remains
safe.
2.11.3 Manual Cleaning ±Oil Tankers (Oil Tanker Specific)

In addition to the guidance of 1.1 & 1.2 above, on Oil Tankers the following must be
considered:
x Before the removal by hand of sludge, scale and sediment, the tank atmosphere must be
confirmed as safe for entry, with the appropriate control measures implemented to protect the
safety and health of personnel entering the space.
x When removing sludge, scale or sediment from an enclosed space, periodic gas tests must be
undertaken and continuous ventilation must be maintained throughout the period the space is
occupied.
x There may be an increase in gas concentrations in the immediate vicinity of the working area
and constant measuring of tank atmosphere must be done to ensure that the atmosphere
remains safe.
x All other precautions for work in enclosed space must be maintained throughout the period of
work (careful use of tools, use of intrinsically safe electrical equipment).
x Equipment to be used for further tank cleaning operations must be such that no risk of
ignition exists.
2.12 MOPPING
Mopping is a hazardous operation because crewmembers are working in an enclosed space.
(Shipboard Safety Manual (003) ± Section 04- ³Entry into Enclosed Space´.
Mopping in Cargo Tanks presents slipping and falling hazards.
The relevant procedure of the Shipboard Safety Manual (003)-Section 18-³Slips and Falls´ must be
taken into consideration as to the safety measures.
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2.13 GAS FREEING /DRYING (CHEMICAL TANKER SPECIFIC)

The definition of gas freeing in the Chemical Trade is different than the one in the Oil trade.
There is a list of Chemicals attached to the COF and / or P&A Manual for cargoes suitable to be
vented for the purpose of Tank Cleaning (meaning gas freeing instead of tank cleaning).
In addition to the above, it MUST be taken into consideration that there are STRICT requirements
regarding venting / gas freeing in the IBC code.
Especially when carrying out Tank Cleaning after Toxic Cargoes (according to the IBC code),the
minimum exit velocity (20/30meter per second) MUST be strictly observed (which can only be
achieved through approved outlets- which is the P/V valve in this case).
2.14 SPECIAL TANK CLEANING (CHEMICAL TANKER SPECIFIC)
2.14.1 Sweeping/ Squeezing (Chemical Tanker Specific)

After the carriage of Vegetable Oils, manual sweeping of the cargo tanks is usually necessary to
push the semi-liquid residues towards the pump suction to complete the discharge and before
commencing tank cleaning.
Tank sweeping is sometimes referred to as ´squeezing´ or ³puddling´ and is carried out to ³stir´ the
Vegetable Oil sediment into the remaining cargo, which is then discharged before the sediments
separate.
This is a High-Risk Operation and the relevant procedures MUST be strictly complied with.
This procedure applies for sweeping performed by ship¶s crew or as 3rd Party Contractors when used
for this activity.
If a 3rd Party Contractor is used for this activity an Officer MUST supervise this operation in the
Cargo tank.
In addition to Oxygen deficiency, Vegetable Oil may generate Carbon Monoxide.
Large concentrations may be found in tanks which are in the final stages of discharge and
particularly where heating has continued to the end.
High C O concentrations can be fatal.

The maximum exposure level ( T L V - T W A ) o f CO over an e i g h t ( 8) hour period is 30ppm.
The Chief Officer must ensure that the hazards associated with Vegetable Oil are adequately
addressed and fully understand by all parties involved:
x Vegetable Oil may generate Carbon Monoxide
x Possible oxygen deficiency in the tanks
x Possible putrefaction of the product that might lead to oxygen depletion and / or toxic vapours
release
o All Personnel involved must use a personal analyser.
x Some Vegetable Oils can burn the skin and protective equi pment must be worn.
x The temperature of the product and/or the heating coils may present a hazard when
sweeping or squeezing.
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x The tank ladder and tank surfaces will be very slippery and due care must be taken.
x Sweeping of Hazardous / Toxic vegetable oils, such as Cashew Nut Shell Oil, is NOT
permitted.
x If personnel begin to feel dizzy or unwell they must leave the space at once.
The Chief Officer must ensure that the following will be carried out:
x Prior to entry the tank must be mechanically ventilated for at least o n e ( 1) hour,
x The company Enclosed Space Entry Procedures must be strictly adhered to.
x Continuous ventilation MUST be carried out whilst personnel are in a tank,
x If the Oxygen content falls below 20,5% the tank must be evacuated until the Oxygen level
is restored.
x Cargo discharge must be stopped when slightly above the heating coils.
o The heating coils must then be turned off and the remaining Vegetable Oil
together with the sediment ³swept´ towards the pump suction.
o The sediment must then be stirred up, and the discharge resumed.
x Excessive sediment may require ³back-flushing´ of sediment-free Vegetable Oil.
o Must back-flushing be necessary, then the heating coils must be turned-on again until
discharge is resumed and the sweeping process is continued.
x A Surveyor must be present, when sweeping is completed in each tank, in order to issue the
³Dry Tank Certificate´ so that the pre-tank cleaning can commence, as soon as possible.
x Even after a cargo tank has been cleaned, most possibly, some cargo will still remain there,
which can be a source of further flammable or toxic gas.
Whenever cargo pumps, pipelines or valves are to be opened, they must first be cleaned and gas
freed.
Particular care must be taken, whenever a pipeline or equipment in a tank is opened.
Atmosphere tests must continue to be carried out.
When removing sludge, scale or sediment from an E nclosed Space, periodic atmosphere checks are
Mandatory.
2.14.1.1 Sweeping/ Squeezing by Contractors (Chemical Tanker Specific)

The same procedure as found in 2.14.1-³Sweeping/Squeezing´ above applies.
A Safety Meeting with the contractors must take place before Cargo Tank entry, explaining the
Company procedures for Enclosed Space Entry, PPE and Sweeping / Squeezing Operations which
are also applicable for contractors on board.
It MUST be ensured that there is a proper communication between the Ship¶s Crew and the
Contractors, also taking into consideration any language barriers.
In addition, at least one (1) Officer must attend this operation, ensuring that all Safety precautions
are complied with.
A LOI must be signed by the Contractor.
2.14.2 Tank Cleaning after Vegetable Oils (Chemical Tanker Specific)

Various methods may be utilised for cleaning Vegetable Oils depending on the Grade.
The recommendations of the ³Miracle Tank Cleaning Guide´ must be followed.
Instructions must also be received from the Operations department.
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The following must also be observed:

x A pre-tank cleaning must be carried out as soon as possible either after the completion of
discharge or after sailing.
x The temperature recommendation of Miracle shall be adhered to.
x Using the wrong temperature at the start might cause major problems!
x Caution: High water hardness (Magnesium and Calcium) involves the risk of formation of
Magnesium and Calcium soaps (white or sticky residues)
x If tank cleaning is performed in areas with a low seawater temperature adjacent, it is advisable
to take- out ballast, if possible, from the section where the tank cleaning is planned.
x If possible, before starting a hot seawater wash, check the tank for areas where there are
significant accumulations of product, and plan the cleaning using manual machines
accordingly.
x For Vessels with fixed machines, use as many portable machines as possible for each tank, to
support the fixed machines.
3. RECORD
Enclosed Space Permit SAF /SECTION 04 SF/SAQ/417

Crude Oil Wash Record COM/SECTION 12 SF/OPS/324
Crude Oil Washing Checklist COM/SECTION 12 SF/OPS/325
Tank Cleaning Plan COM/SECTION 17 SF/OPS/329
Tank Cleaning Checklist (prior) COM/SECTION 17 SF/OPS/329A
Tank Cleaning Checklist (during) COM/SECTION 17 SF/OPS/329B
Tank Cleaning Checklist (after) COM/SECTION 17 SF/OPS/329C
TSG-C
ISGOTT
MARPOL 73/78.
Miracle Tank Cleaning Guide Cleaning Seminar
Miracle Tank Cleaning Guide
Prime Tank Cleaning Guide
Page 22 of 22
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(010) TANK CLEANING VERIFICATION Revision: 02
(WALL WASH TEST) Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.2 Responsibility............................................................................................................................ 2
2.3 Tank Testing ±Sampling Process.............................................................................................. 2
2.3.1 General................................................................................................................................................................... 2
2.3.2 Safety and Precautions........................................................................................................................................... 3
2.3.3 Choice of Sites..................................................................................................................................................... 3
2.3.4 Sample Collection Procedure............................................................................................................................... 4
2.3.4.1 Wall Wash Procedure........................................................................................................................................4
2.3.4.2 Test Consistency............................................................................................................................................... 4
2.3.4.3 Standard Testing Criteria.................................................................................................................................. 4
2.4 Tests...........................................................................................................................................4
2.4.1 Chloride Test.......................................................................................................................................................... 4
2.4.2 Hydrocarbon Test (Water Miscibility Test)........................................................................................................... 5
2.4.2.1 Equipment and chemicals required for Hydrocarbon Test..................................................................................5
2.4.2.2 Hydrocarbon Test Procedure...............................................................................................................................5
2.4.2.3 Results of Hydrocarbon Tests............................................................................................................................. 6
2.4.3 Permanganate Time Test (PTT)............................................................................................................................. 6
2.4.3.1 Apparatus required for the PTT Test...................................................................................................................6
2.4.3.2 Re-agents............................................................................................................................................................. 7
2.4.3.3 Procedure.............................................................................................................................................................7
2.4.4 Non Volatile Matters (NVM) Test......................................................................................................................... 7
2.4.5 Ultra Violet (UV) Test........................................................................................................................................... 8
2.4.6 Colour Test............................................................................................................................................................. 8
2.5 Tank Testing ± Wash Water...................................................................................................... 8
2.5.1 Chemical Oxygen Demand Test (COD)............................................................................................................... 8
2.6 Odour.........................................................................................................................................8
2.7 Water Contamination................................................................................................................ 8
3. RECORD...................................................................................................................................... 9
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This section includes the procedures which must be followed for Tank Cleaning Verification and
Cargo Tank Testing.
2. PROCEDURE
2.1 GENERAL
The testing of cleanliness of a Cargo Tank is essential in order to be ready to load the Next Cargo.
The relevant requirements for Cargo Tank Cleaning must be sent by the Operations Department.
All Tests to be carried out in a Cargo Tank will require an Enclosed Space Entry Permit.
However, Multiple Tank Entry is permitted for this Operation.
2.2 RESPONSIBILITY
Master The Master is accountable that all Cargo Tanks are cleaned to the
requirements of the company in a safe a professional manner.
Chief Officer The Chief Officer is responsible performing tank testing.
2.3 TANK TESTING ±SAMPLING PROCESS

2.3.1 General
For further guidance see Miracle Tank Cleaning Guide
The Wall Wash Testing of a Cargo Tank is carried out, by the use of a chemical, usually Methanol,
which is sprayed onto the Tank sides.
It is recovered in a Sample Bottle, which is then sent ashore for testing.
This procedure must be carefully controlled, as the Wall Wash process, exposes Personnel to harmful
vapours.
The following must be taken into consideration:
x The total amount of methanol used must be the minimum required to complete the test.
x It must be noted that elevated temperatures will increase the volume of vapours produced.
x Great care must also be taken when lowering and recovering samples from the tank, and the
responsible Officer must ensure that this operation is carried out safely.
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The way a Wall Wash Test is performed differs around the globe.
At times, Tank Cleaning verification has failed because an incorrect process for Wall Wash was
followed.
The correct process for performing Wall Wash described below, is in accordance to the
Miracle Tank Cleaning Guide -Seminar.
If Wall Wash is to performed in deviation of this process,
the Operations Department must be immediately informed for further guidance.
2.3.2 Safety and Precautions

Preferably, Methanol must be used for a Wall Wash Test.
The crew must be aware that Methanol can be toxic when exceeding the TLV-TWA.
The following precautions must be taken (but not limited to):
x Eye protection is required, to prevent the inadvertent contact of Methanol with the eyes
during the sample collection process.
x Gloves must be worn to prevent the absorption of Methanol into the skin.
x Disposable plastic gloves are also worn to prevent contamination of the samples during the
collection process. (A sufficient amount of chlorides can be absorbed from the skin to cause
the sample to fail the chloride analysis.)
Chlorides are abundant in the Marine Environment.
x All sampling equipment including bottles, funnels and other apparatus must be thoroughly
rinsed with methanol (of less than 0.2 ppm chlorides content) and stored in plastic containers.
x Bottles must be capped before the sample collection.
x Personnel collecting the samples, must be certain that no perspiration or bare skin contacts the
sample or sampling equipment, while the wall washes are being collected.
2.3.3 Choice of Sites

As a minimum, four (4) sites of approximately 1m2 must be chosen in each Cargo Tank.
(If additional sites are chosen, 100mls of methanol must be applied to each location and collected in a
separate container.)
Any area that appears to have crystalline deposits must definitely be tested.
Separate tests of non-typical areas greater than 0,5m2 (discoloured patches etc.) must be conducted.
The sample collected must be labelled with a description of the non-typical area.
(These areas must be analysed separately.)
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2.3.4 Sample Collection Procedure

2.3.4.1 Wall Wash Procedure
x Choose four (4) surfaces to test.
x Using the plastic wash bottle, squirt methanol on the test section at the highest
practical point (normally 1.5 up to 2 metres) above the tank bottom in a stream of
about 10cm wide.
x Allow the methanol to run down the wall approximately 15 cm and begin collecting it
with the funnel, squirting additional liquid as necessary to rinse the flushing into the
sample funnel.
x Continue this process until approximately an area of 10 by 120 cm has been rinsed
with 100 ml of methanol.
x After the washings from the four sites are collected, submit a portion of the sample for
analysis of chlorides, colour, suspended matter and hydrocarbons, whatever is
applicable.
2.3.4.2 Test Consistency

x Consistent number of sites tested.
x Consistent area tested at each site.
x Consistent amount of methanol applied to each site.
x Consistent amount of methanol recovered from each site.
2.3.4.3 Standard Testing Criteria

For the purpose of standardising methods and maintaining the desired consistency, the
following criteria have been established:
x Four (4) Wall Wash sites.
x An area of 10 by 120 cm for each wall wash.
x 100 mls of methanol applied to each site.
2.4 TESTS
2.4.1 Chloride Test

The Chloride test is used to determine the presence of chlorides on bulkheads etc.
Chloride levels vary from 0.1 ppm to 5 ppm depending on the requirement of the Charterer.
Chlorides will react with Silver nitrate/nitric acid solution forming Silver chloride (AgCl) which
makes the solution turbid (cloudy).
By comparing the sample solution with the various prepared standard solutions one can establish the
ppm chlorides in the wall wash. (This may be done electronically as well).
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2.4.2 Hydrocarbon Test (Water Miscibility Test)

The purpose of this test is the qualitative detection of non-water-soluble contaminants.
This test is based on the fact that many impurities are soluble in the wall wash liquid (Methanol,
Acetone) but not in water.
Sometimes this test is also called Hydrocarbon test.
It is carried out as follows:
x A small amount of wall-wash liquid is poured into clear water.
The wall-wash solvent is soluble in water but not the impurities.
Therefore the impurities will lead to a cloudiness or turbidity of the water.
x The water with wall wash liquid is compared with pure water.
If there is any turbidity after 30 minutes there are still hydrocarbons on the tank surface.
Hydrocarbons in water give a milky cloudy solution.
Depending on the hydrocarbons, the solution will be bluish to white cloudy.
2.4.2.1 Equipment and chemicals required for Hydrocarbon Test

The following equipment must be available:
x Nessler tubes 100ml.
x Distilled water -Chloride free
x Pure laboratory Methanol
x Penlight.
Note:
Disposable gloves must be used.
The Nessler Tubes must thoroughly cleaned
2.4.2.2 Hydrocarbon Test Procedure

x Fill a clean Nessler tube with 25 ml from the Wall Wash Sample.
x Add 75 ml de-ionised water. Insert stopper, invert once to mix the contents and allow it to
stand for 20 minutes.
x At the same time prepare a standard solution of 25 ml pure laboratory Methanol and 75 ml
de-ionised water.
x Place the tubes on a black surface.
x Make the room dark and shine light through the side of the tubes by means of a wide
beam flashlight, while looking down through the liquid columns.
x Frequently a penlight is used for this test which makes the evaluation far closer to the
Tyndall test.
o This makes the test far more sensitive due to the intensity of the light beam.
o Please also note that the reference sample might even show a faint whitish trace when
using a penlight.
2.4.2.3 Results of Hydrocarbon Tests

Any difference between the Reference Sample and the Wall-Wash sample means that the
Sample has ³failed´ for the presence of hydrocarbons.
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x If a bluish tint is present, there are moderate to heavy hydrocarbons.

x If a whitish haze is observed, this usually indicates slight hydrocarbons.
Factors that might affect the test are:
x Bulkhead being damp
x Dirty Nessler tubes
x Blue graduation numbers on the tube.
Note:
The proportion of Methanol to distilled water for testing will depend on the Terminal, from
where the product is to be loaded.
If a Terminal's required specification reads "hydrocarbons pass (10/90)", this means that the
Surveyor conducting the Wall-Wash test will use a mixture of 10 ml of Methanol to 90 ml of
distilled water.
The Responsible Officer conducting the test , may then use the same proportion of Methanol to
distilled water, however, a proportion of 30/70 will provide a more accurate picture of the
Cargo Tank wall.
2.4.3 Permanganate Time Test (PTT)

This method serves as a means of detecting the presence of impurities in alcohols or ketones that
reduce potassium permanganate.
This test is applicable to:
Methanol Acetone Methyl Ethyl Ketone

Ethanol Butanol Methyl lsobutyl Ketone.
Propanol
The following must be taken into consideration:

x Substances reacting with potassium permanganate in neutral solutions reduce it to
manganese dioxide, which colours the solution yellow-orange.
x In the permanganate test, the time required for the colour of the test solution to change to
that of a standard solution, is measured.
x The colour of the test solution changes from pink-orange to yellow-orange.
2.4.3.1 Apparatus required for the PTT Test

x Cylinders, glass-stoppered, 50 ml tall form
x &RQVWDQWWHPSHUDWXUHEDWKFDSDEOHRIPDLQWDLQLQJDWHPSHUDWXUHRI&HOVLXVRU
&HOVius.
x Pipet, capable of delivering 2 ml of solution.
x Clock or stopwatch.
2.4.3.2 Re-agents
0.02% solution of Potassium Permanganate, 0.100 g of KMnO4 per 0.5 liter water.
This solution will oxidize in air and must be prepared freshly every 2 ± 3 weeks.
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Storing in a fridge will help to prolong the life of the solution.

Cobaltous Chloride ± Platinum Cobalt standard Solution.
(See ASTM D1363 for preparation details).
This standard solution represents the colour of the end point to which the test sample solution
fades. This solution is stable and must be kept in a 50 ml glass-stoppered cylinder, exactly the
same as those in which the test is run.
2.4.3.3 Procedure
x Fill a 50 ml glass-stoppered cylinder with the sample to be tested and place it in the constant-
WHPSHUDWXUHEDWK &IRU0HWKDQRORU&IRU$FHWRQH LQRUGHUWRDOORZWKHWHVWVDPSOH
to equilibrate at the appropriate temperature.
x When the sample has reached the bath-temperature (after about 5 minutes), add with a pipette
2 ml of the potassium permanganate solution.
x Stopper the tube, invert once to mix the contents, and return it to the bath.
x Determine the time from the addition of the potassium permanganate solution until the colour
matches that of the standard.
x Protect the tube from light during this time.
x At the end of the test, clean the sample cylinders immediately with clean water otherwise they
will quickly become stained with a brown colour.
o If this happens, fill the tubes with 10% hydrochloric or nitric acid and allow to stand
until the tubes are visibly clean. Carefully remove the acid from the tubes and wash
with copious amounts of tap water, followed by a final flush with DI water.
NOTE: The presence of acid in the test cylinder during the permanganate test may cause the
sample to fail prematurely.
2.4.4 Non Volatile Matters (NVM) Test

This Test is used to determine if there are non-volatile impurities on the tank surface.
The test is carried out as follows:
A defined quantity of the wall wash liquid evaporates.
The weight of the residue, the so called NVM (Non Volatile Matter), is detected by weighing.
This is then divided by the original weight of the sample.
The NVM content must not exceed the value speciᚏed by the loader.
Caution:
Often the Wall Wash medium will not be Methanol but other Chemicals such as Per-Chlor-Ethylene
(PCE) or Hecene-1.
These Chemicals will remove even more impurities from the Tank Wall.
The TLV-TWA must also be checked.
2.4.5 Ultra Violet (UV) Test
The UV²Test is used to identity certain hydrocarbons and chemicals.
Many hydrocarbons and chemicals have the ability to absorb UV-light when they are exposed to such
light.
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Certain molecular electrons will get excited if exposed to light this excitation results in absorbance of
light which can be measured.
Absorbance at a speciᚏc wave -length is a measure for concentration of speciᚏc compounds.
The UV Meter might also be used for other Tests like Hydrocarbon Test.
In addition, it cannot only analyse the Wall Wash but also the Wash Water.
For Water Wash Testing no Cargo Tank Entry is required.
2.4.6 Colour Test

Certain impurities result in discoloration of the wall wash sample.
The colour of the wall wash liquid is compared with unused wall wash solvent.
Usually, the so-called ³Alpha colour´ is measured.
2.5 TANK TESTING ± WASH WATER

2.5.1 Chemical Oxygen Demand Test (COD)
Some Companies have implemented a so-called ³COD Test´ for the determination of impurities.
COD stands for Chemical Oxygen Demand.
The impurities are extracted by means of a solvent and analyzed with an oxidizer i.e potassium
dichromate.
2.6 ODOUR
An unusual smell is an indication of cargo contamination and shall be reported when it is noticed
upon loading.
In order to check products which have a strong ³natural´ odour one can moisten a filter paper with
the product and let the liquid evaporate. If a strange odour arises from the filter paper, this is an
indication of cargo contamination (by a product with a higher boiling point than the cargo in
question).
2.7 WATER CONTAMINATION

The presence of free water in non-water-soluble can -very roughly- be determined on board by the
following simple methods:
x Warm a sample of the product in a test tube or in a bottle. Water will then collect at the
bottom of the tube and can be seen after some time,
x Drop a little of the product on to an electric hot plate. A crackling sound indicates that water
is present. This can be used on lubrication oils etc.
Other methods for non-water-soluble products are:
x The product is kept at a temperature slightly above 100ÛC for period of a time and is
accurately weighed before and after heating (for products with a boiling point above about
125ÛC).
x Use a centrifuge and see if there is any water at the bottom of the test tube.
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x A distillation method according to ASTM D 95-62 (Dean stark) is often used for oil products
with relatively high boiling points (fuel oils, gas oil, and asphalt).
A sample is dissolved in xylene and solution boiled in a glass retort.
The vapours pass through a condenser.
The water condenses and can be measured in a graduated tube.
3. RECORD
None
TSG-C
TSG-G
ISGOTT
Marpol 73/78.
Miracle Tank Cleaning Guide - Cleaning Seminar
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(010) SLOP MANAGEMENT Revision: 03
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 Process.......................................................................................................................................2
2.2 Definitions................................................................................................................................. 2
2.3 Oil Cargo Slops (OIL Tanker Specific).................................................................................... 2
2.3.1 Discharge requirements according to MARPOL Annex I (Oil Tanker Specific).................................................. 2
2.3.2 Designated Special Areas under MARPOL Annex I (Oil Tanker Specific)..........................................................3
2.3.3 Special Oils like Bio-Diesel MARPOL Annex I (Oil Tanker Specific)................................................................ 3
2.3.4 Common Oil Stripping line to Slop Tank.............................................................................................................. 3
2.4 Chemical Cargo Slops (Chemical)............................................................................................ 3
2.4.1 Discharge requirements according to MARPOL ANNEX II.................................................................................4
2.4.2 Contaminated MARPOL±Annex II Slops (Chemical Tanker Specific)................................................................ 4
2.4.3 Pre-Wash in Transit (Chemical Tanker Specific).................................................................................................. 5
2.4.4 Designated Special Areas under MARPOL Annex II (Chemical Tanker Specific).............................................. 5
2.5 OIL Cargo Slops (Oil Tanker Specific).................................................................................... 5
2.5.1 Discharge of Slops/ Residues to Shore Facilities (Oil Tanker Specific)................................................................5
2.5.1.1 Voyage Chartered Vessels (Oil Tanker Specific)............................................................................................... 5
2.5.1.2 Time Chartered Vessels (Oil Tanker Specific)................................................................................................... 5
2.5.1.3 In both cases (Voyage and Time Chartered Vessels) (Oil Tanker Specific).......................................................6
3. RECORD...................................................................................................................................... 6
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This procedure provides clear guidance regarding the management of cargo slops and samples as
well as sample bottles.
2. PROCEDURE
Discharges of residues from cargo tank cleaning operations and ballast water from cargo tanks are
permitted in accordance with MARPOL.
2.1 PROCESS
Any cargo wastes, whether liquid, sludge, or solid that cannot be discharged in compliance with this
procedure and the MARPOL requirements, including those generated by hand scraping, must be
retained on board for shore-side disposal.
2.2 DEFINITIONS
Slop Tanks on Oil tankers are dedicated Slop Tanks, connected to the ODME.
Slop Tanks on Chemicals Tankers do not exist as such.
Slop generated (other than mandatory pre-wash) will be discharged through the underwater line
according to the relevant Rules and Regulations.
Usually any cargo tank is also its own slop tank.
2.3 OIL CARGO SLOPS (OIL TANKER SPECIFIC)

Slops on oil tankers must be strictly treated in accordance with MARPOL Annex I requirements.
Slops MUST be treated in full compliance with the Environmental Manual (009) ±
(Section 03 ³Compliance with MARPOL- Annex I± 2.4-³Handling of Slops´).
In the event of any failure that cannot be repaired on board, the Company must be immediately
informed and every effort must be made to have repairs carried out at the next port.
2.3.1 Discharge requirements according to MARPOL Annex I (Oil Tanker Specific)

The following outlines the Mandatory Company Requirements for discharging Oil
(MARPOL Annex I) - Slops
x Deviations are prohibited.
x The Tanker is Outside a Special Area
x The Tanker is proceeding en route
x The Tanker is proceeding en route more than 50 nautical miles from land and not in a special
area
x The Rate of discharge does not exceed 30 liters/nautical mile
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x The Total quantity of cargo discharged does not exceed 1/30,000

x The ODME and Slop tank arrangements are in good working order and used.
2.3.2 Designated Special Areas under MARPOL Annex I (Oil Tanker Specific)
Any discharge into the sea of oil or oily mixture from any oil tanker and any ship of 400 tons gross
tonnage and above other than an oil tanker shall be prohibited while in a ³special area´.
For the purposes of Annex I, the ³special areas´ and for the specific latitude and longitude
coordinates of the designated special areas refer to MARPOL Annex I, Regulation 1.
2.3.3 Special Oils like Bio-Diesel MARPOL Annex I (Oil Tanker Specific)
If New Oils or Special Oils have been carried, same might not be included in the ODME
specifications. Therefore, if this kind of cargo has been carried, the use of the ODME is only
permitted if the relevant cargo is APPROVED by the maker of the ODME.
(Reference is also made in EMS/Section 03/2.3 ± ³Handling of Slops´).
2.3.4 Common Oil Stripping line to Slop Tank

There is a common stripping system on tanker carrying oil enabling them to collect the Oil Cargo
residues and wash water into the designated Slop Tank connected to the ODME.
This system to be totally isolated when carrying Chemicals.
2.4 CHEMICAL CARGO SLOPS (CHEMICAL)

Chemical cargo slops are usually discharged through the underwater discharge system if all
requirements of MARPOL Annex II are met (take also into consideration Stripping, High Viscose
and Solidifying).
All processing and discharging of slops on tankers which are carrying a cargo of noxious liquid
substances in bulk is to be in strict compliance with the requirements of Annex II of MARPOL 73/78
and procedures described in the approved ship¶s specific Procedure and Arrangements Manual (P &
A Manual).
The above regulations (the latest amended version) must be available on board, and consulted before
the loading of any noxious cargo is considered.
All operations with respect to a chemical cargo which take place on board the Vessel, including
discharge into the sea or removal by ventilation of residues, is to be properly recorded in the Cargo
Record Book for Ships Carrying NLS in Bulk.
Substances posing a threat of harm to the environment are divided by MARPOL 73/78 Annex II into
four Categories ± X, Y, Z and OS. Category X substances are those posting the greatest threat to the
marine environment, while category OS substances are those posing the least threat.
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Due to the special properties of each Annex II cargo, a MOC must be conducted in order to identify
all related hazards of the generated slops and the proper handling required.
Below are some examples:

Acids to be washed with a lot amount of water as soon as possible.
Solidifying cargoes have specific stripping requirements to be observed and their temperature in the
slop tank to be controlled.
The relevant hazards of the cargoes must always been taken into consideration also for slops.
2.4.1 Discharge requirements according to MARPOL ANNEX II

The underwater discharge line to be used for MARPOL ANNEX II Category X,Y,Z and Other, for
the purpose of discharge of MARPOL Annex II Slops if:
x The Tanker is Outside a Special Area
x The Tanker was complying with the relevant Stripping requirement
x Mandatory Pre-Wash has been performed when applicable.
x The ship is proceeding en route
x Vessel speed of at least 7 knots
x The discharge is made below the waterline Annex II reg.12
o Not exceeding the design velocity
x Vessel at least 12 nautical mile from land
x Depth of water of not less than 25 meters.
2.4.2 Contaminated MARPOL±Annex II Slops (Chemical Tanker Specific)

If a Chemical cargo will be pre-washed with an Oil cargo (for example Base-oil, Diesel etc) the
MARPOL Category of the Slop in the Cargo Tank is NOT defined any longer.
The same applies if there is a mixing in the slop tanks of Chemical Cargo washings with Oil Cargo
washings.
When washing tanks, which contained special cargoes, it is preferable to wash each tank separately
and pump the washings independently to the shore, barge or sea rather than accumulate an unknown
mixture in a slop tank as mixing of Marpol Annex I and Marpol Annex II cargoes to be avoided as
PXFKDVSUDFWLFDEOH
In cases where eventually Annex I cargo slops are mixed with Annex II slops, prior mixing, their
compatibility of slops to be strictly observed.
In such cases, the Slops cannot be discharged thought the underwater system due to Oil in the Slops
and the ODME cannot be used due the Chemicals in the Slops.
This means that the cargo slops and subsequent washing must be discharged to a Shore Facility
unless otherwise specified in MARPOL.
If tank washing or slops are to be transferred to a barge alongside, the Ship to Ship Transfer Guide
is to be followed, and it must be ensured that the necessary hose connections are properly made.
Barge personnel must be acquainted with the nature of the hazards and with the safety precautions,
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which must be observed in the interest of both parties.

Under no circumstances must water with noxious cargo be discharged overboard into port or
enclosed waters, without the express permission of the appropriate authority. At sea, water
contaminated with cargo must only be discharged overboard when absolutely necessary, and in strict
compliance with Annex II of MARPOL 73/78 and ship¶s P&A Manual.
Tank cleaning chemicals to be used must be approved as per annex 10 of the MEPC.2/Circular 15.
2.4.3 Pre-Wash in Transit (Chemical Tanker Specific)

If the Terminal cannot receive the mandatory prewash of the Chemical Cargo the same might be
carried to the NEXT port and discharged there, provided that this has been permitted by the Port
Authorities, and a written confirmation is available from the next Port, confirming that the slops
can be discharged in the Reception Facility at that Port.
2.4.4 Designated Special Areas under MARPOL Annex II (Chemical Tanker Specific)
The designated Special Are for MARPOL Annex II is the Antarctic Area ± means the Sea South of
ODWLWXGH6
2.5 OIL CARGO SLOPS (OIL TANKER SPECIFIC)
2.5.1 Discharge of Slops/ Residues to Shore Facilities (Oil Tanker Specific)

Any discharge of Slops/Residues from Company Vessels to Shore Reception or other facilities (Slop
Barges etc) must be made according to the following procedure:
2.5.1.1 Voyage Chartered Vessels (Oil Tanker Specific)

On a Voyage Chartered Vessel, the Vessels operator will obtain:
Name and full style-address of the Slop receiving Company
Valid License /Certification for deslopping operation granted by Port Authorities.
If there is no previous cooperation with this particular deslopping Company, best endeavors to
obtain information on their last two (2) services provided to other Companies.
2.5.1.2 Time Chartered Vessels (Oil Tanker Specific)

On a Time Chartered Vessel, the Charterers will be made aware that deslopping can only be
carried out to an Owners-approved de-slopping Company.
In order Owners to grant their approval, the following must be obtained:
Name and full style-address of the Slop receiving Company
Valid License/Certification for de-slopping operation granted by Port Authorities.
If there is no previous cooperation with this particular deslopping Company, best endeavors to
obtain info on their last two (2) services provided to other Companies.
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2.5.1.3 In both cases (Voyage and Time Chartered Vessels) (Oil Tanker Specific)
The Master must send any Slop-Declaration Form required by authorities or Company
Deslopping Query Form, duly filled, to the Vessel¶s Operator for checking, prior to sending to
Authorities.
The Master must not discharge any slops until he receives written authorization to do so, from
the Vessel¶s Operator
3. RECORD
De-Slopping Query Form COM/SECTION 19 SF/OPS/316
Slop Report COM/SECTION 19 SF/OPS/320
Ballast Intake in Cargo Tanks COM/SECTION 14 SF/OPS/355
x Oil Record Book
x Cargo Log Book
x Procedures and Arrangements ( P&A) Manual
x MARPOL Annex I
x MARPOL Annex II
x Clean Seas Guide for Oil Tankers
x Miracle Tank Cleaning Guide - Cleaning Seminar
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(010) CARGO SAMPLING Revision: 03
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.2 Responsibility............................................................................................................................ 2
2.3 Process.......................................................................................................................................3
2.4 Handling Sample Bottles...........................................................................................................3
2.4.1 Vessel¶s Tanks Samples......................................................................................................................................... 3
2.4.2 Shore Tanks¶ Samples............................................................................................................................................ 3
2.5 Sample Distribution...................................................................................................................3
2.6 Open Sampling Process.............................................................................................................5
2.7 Sample Retention...................................................................................................................... 5
2.8 Sample Disposal-General.......................................................................................................... 6
2.8.1 Sample Disposal- Oil Cargoes (Oil Tanker Specific)............................................................................................ 6
2.8.2 Sample Disposal- Chemical Cargoes (Chemical Tanker Specific)........................................................................6
2.9 Dedicated Sample Locker......................................................................................................... 6
2.9.1 Dedicated Sample Locker for Chemical Cargoes (Chemical Tanker Specific).....................................................7
3. RECORD...................................................................................................................................... 7
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This procedure provides guidance and instructions on the Cargo Sampling Process.
Tanker-specific. Every Section of this Manual, includes guidance and procedures which are
applicable to both Oil and Chemical Tankers, as well as guidance and procedures which are Oil
Tanker-Specific or Chemical Tanker-specific, identified by a ³Colour Code´ which is detailed in
Section 01-³Purpose and Scope´.
2. PROCEDURE
2.1 GENERAL
Cargo samples are taken for the purpose of the checking whether the cargo satisfies a given
specification or not. Samples are also taken to ensure that contamination has occurred during the
voyage, during loading or unloading or prior to loading.
It is the Company Policy to perform CLOSED SAMPLING on all tankers using the relevant Closed
Sampling Device.
OPEN SAMPLING of Hazardous cargoes ( i.e Toxic, Flammable or Reactive Cargoes)
is strictly prohibited.
Manifold Sampling:
Whenever manifold samples are to be taken, it is acknowledged that this will be performed by using
a piping system not designed for closed sampling.
Therefore FULL PPE - according the hazards of the cargo operated - to be worn during this
operation.
2.2 RESPONSIBILITY
Office of the Watch The OOW is responsible for performing or attending the sampling
(OOW) operation.
He is responsible to enforce the Company¶s instructions and the Chief
Officer¶s orders regarding the cargo measurement and the testing of cargo
equipment.
The Chief Officer and the Officer of the Watch are responsible for the Surveyor¶s safety while on
deck. The Surveyor is required to follow all safety procedures and precautions while on-board.
He is not allowed to operate any cargo equipment of the Vessel.
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2.3 PROCESS
The sampling operation is very important due to potential consequences in case a cargo is Off-Spec.
Therefore, the Chief Officer must ensure that the Sampling process is in line with Company
procedures.
Is something suspicious is observed, the Loading must be stopped and the matter must be
investigated.
For any abnormal Cargo Sample case, the Charterers and the Operations Department must be
immediately notified.
2.4 HANDLING SAMPLE BOTTLES

Sample Bottles MUST be made of a Material resistant to the product to be sampled.
2.4.1 Vessel¶s Tanks Samples

Cargo Samples taken from the Vessel¶s Tanks must be permanently sealed in appropriate Containers
and labelled.
The Cargo Sample Label must include the following information:
x Name of Vessel
x Voyage Number
x Type of Cargo ± Product number and Cargo Number
x Port of loading or discharging
x Tank Number into which Cargo was loaded
x The Date on which the Sample taken, and the Name of person who took the Cargo sample
2.4.2 Shore Tanks¶ Samples

The Vessel might receive Cargo Samples from Shore tank(s).
Shore Cargo Samples must be properly sealed and signed and include all the relevant details
(i.e Shore Cargo Tank number).
If Shore Tank Samples are provided to the Vessel, they must be treated according to the requirements
in this procedure.
2.5 SAMPLE DISTRIBUTION

The samples will normally be collected, labelled and sealed by the Cargo Surveyor.
It is as standard practice for Cargo Surveyors to provide two (2) sets:
x one (1) set of Loading Cargo Samples for the Cargo Receivers and
x one (1) set of Cargo Samples for retention onboard.
The Cargo Receivers at the Discharge Port must sign the form SF/OPS/326A ³Custody Transfer
Record-Cargo Samples´ before receiving their Cargo Samples.
Each Cargo Sample container must be given a Consecutive Storage Number (CSN), which must be
posted on the Container and recorded in the Record of Cargo Samples, for easy retrieval.
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Each set of Cargo Sample must contain the following:

x Sample (s) from Shore Tank (s)
x Composite Sample (s) from Ship¶s Cargo Tanks.
If this procedure is not followed, the Master must immediately contact the Charterers and the
Operations Department for advice.
Sometimes, upon completion of loading, the Cargo Surveyor refuses to deliver Cargo Samples to the
Master, either from the Shore or the Ship¶s Cargo Tanks.
The Master must clarify with the Cargo Surveyors the ³Sample Issue´ BEFORE the commencement
of Loading, in order to have enough time, for contacting the Charterers and the suitable / responsible
persons and clear the matter before the completion of loading.
In case the Vessel has not received cargo samples properly sealed and authenticated, the Vessel shall
not un-berth and the Master must immediately contact the Operations Department for further
guidance and instructions.
In the event of a Cargo contamination or suspected Cargo contamination, it may be necessary for the
Vessel to give Cargo Samples to the P & I Surveyor.
x This must only be done on the production of the proper authority from the P & I club and
after signing the form SF/OPS/326A-³Custody Transfer Record ±Cargo Samples´.
If the surveyor refuses to take or seal Cargo Samples for the Vessel, the ship¶s personnel must
take out such samples and clearly make a note in the Deck Log Book and on the Cargo Sample Label
the Surveyor¶s reason for refusal.
x The Operations Department and the Vessel¶s Charterer must be immediately informed
regarding the Surveyor¶s refusal to provide proper Cargo Samples to the Vessel.
x The Operations Department must try to arrange for an independent Cargo Surveyor to draw
samples, provided that this is possible.
x In case the Operations Department cannot make any arrangements due to inconvenience of
time or port, the Master may directly request the Agents to arrange for a Surveyor, preferably
one from a reputable Surveillance Company, after receiving approval from the Operations
Department.
x The Master may also request the Shipper¶s Surveyor to draw Cargo Samples for the Vessel,
under an additional fee, which will be subject to negotiations between the Master and the
Surveyor.
If none of the above can be arranged, then the Master must assemble a Crew Cargo Sampling
Committee, comprised of:
x two (2) Officers and
x two (2) Deck Ratings,
who must draw Cargo Samples as described in the present procedure.
Samples must be labeled, sealed and stamped with the Ship¶s Stamp.
A Sampling Statement must be prepared and signed by the Master and the Members of the Crew
Cargo Sampling Committee.
The Master must release a Letter of Protest, addressed to the Charterers, the Shippers, Agent and the
Operations Department, reporting the Surveyor¶s refusal to take samples.
He must also state that the Cargo Samples were drawn and sealed by the Chief Officer.
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2.6 OPEN SAMPLING PROCESS
OPEN SAMPLING on Toxic, Flammable, Reactive and Oxygen sensitive cargoes is Prohibited.
OPEN SAMPLING might be permitted for Non-hazardous cargoes after Office and Charterers/
Terminal Approval has been received, in writing.
However, if for any case, it is absolutely necessary to carry out an Open Sampling Operation this must
be very well planned.
A relevant Risk Assessment and a Management of Change report must be issued and approved by the
Operations Department. A Management of Change is NOT necessary for Manifold Sampling.
The following safety precautions must be strictly followed, in addition to any other measures specified
in the relevant Risk Assessment:
x Full PPE MUST be worn during this operation, according the PPE Matrix Deck
to avoid dangerous exposure of personnel carrying out the measurements to inert gas or cargo
vapours.
x Measuring procedures and timing precautions normally taken to avoid static electricity
hazards must be strictly followed.
x The air condition system must be adjusted to maintain a positive pressure inside the
accommodation
x Mooring operations must have been completed,
x No small craft is permitted alongside.
x Only one (1) access point shall be opened at a time and for as short a period as possible.
x If metallic equipment are to be used, they must be earthed before introduction, until removal
from the tank (see also Static requirements).
x If non-conducting equipment with no metallic parts are to be used (i.e ropes or tapes made of
synthetic materials) they shall never be lowered into the tank at any time.
o Plastic bottle holders with natural fibre ropes are acceptable.
o The Sample container must be non-metallic and must be of less than one (1) litre
capacity
2.7 SAMPLE RETENTION
The samples must be retained for a period of fourteen (14) months after the cargo has been
discharged, unless a Vessel is involved in a parcel trade meaning that the Sample Locker will be
insufficient for this
2.7.1 Sampling of Chemical Cargoes containing Inhibitors (Chemical Tanker Specific)

x For Cargoes containing Inhibitors , the samples must be disposed earlier
(i.e on the expiration date of their Inhibitor Certificate)
In this respect, a Record of the Expiration Dates of the Inhibitor Certificates must be
maintained.
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x The inhibited Cargo Samples must all be inspected on monthly basis, to ensure that there
are no signs of polymerization.
x If signs of polymerization are visible, the Operations Department must be contacted for
approving an Early Disposal Process.
x Inhibited Cargo Samples shall be stored separately from the other Cargo/Bunker
samples.
x Appropriate PPE shall be used during the handling of samples and inventory checks.
x Relevant entries regarding the above checks and inspections must be entered in the Cargo
Log Book or other relevant monitoring form
2.8 SAMPLE DISPOSAL-GENERAL

The Ship¶s Operator will monitor the amount of Cargo Samples on board, as well as the disposal of
Cargo Samples, through the Form SF/OPS/326 ³Record of Cargo Samples´ which will be submitted
to the Operations Department by the Master periodically (every six (6) months as a minimum).
2.8.1 Sample Disposal- Oil Cargoes (Oil Tanker Specific)

When the Cargo Samples are no longer required, they must be disposed of either to a Slop /Residual
Tank onboard or to a Terminal¶s Waste-oil System.
A receipt must evidence this disposal.
When Cargo samples are disposed, this must be carried out in accordance with MARPOL.
All relevant records must be updated accordingly.
2.8.2 Sample Disposal- Chemical Cargoes (Chemical Tanker Specific)

All Cargo Samples must be disposed by landing them ashore.
Before arrival to port, the Master must contact the Port Agent in order receive information on the
Local Cargo Sample disposal procedures and related costs.
The Master must contact the Operations Department, providing this information and receiving
instructions before the disposal of the Cargo Samples.
Disposal of Cargo Samples must be recorded in the Deck Log Book and all other related Log Books,
with respect the MARPOL Category of the Cargo. The Record of Cargo Samples must also be
updated.
2.9 DEDICATED SAMPLE LOCKER

Cargo Samples must be stored in a Dedicated Locker, outside the accommodation
The Sample Locker must be well ventilated and must be fitted with flame arrestors,
and a fixed fire-fighting system i.e water sprinkler.
Copies of the MSDS of ALL Samples MUST be available in the Dedicated Sample Locker.
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2.9.1 Dedicated Sample Locker for Chemical Cargoes (Chemical Tanker Specific)
Chemical tankers are required to store a wide range of Cargo Samples.
x The IBC Code requires that the storage of samples must be within a purpose built storage
locker.
x The Sample Locker must be designed and built to ensure that Sample Bottles are securely
stored and protected from damage and that the space is adequately ventilated and fitted
with flame arresters.
x Fire-fighting equipment must be readily available.
x The Sample Storage space must be a Dedicated Locker, resistant to the different liquids that
will be stowed in it and sited within the Cargo Area.
x The Sample locker must separate Chemicals that react dangerously with one another
x The Sample Locker must only be used for the storage of Cargo Samples.
x Appropriate chemical proof Cell Dividers must be installed to avoid shifting of the Sample
Bottles at sea.
Note:
If the Sample Locker becomes full, the Operations Department must be notified accordingly in order
to approve the disposal of some Cargo Samples.
For additional guidance please see Tanker Safety Guide-Chemicals (TSG-C)
3. RECORD
Record of Cargo Samples COM/SECTION 20 SF/OPS/326
Custody Transfer Record COM/SECTION 20 SF/OPS/326A
MARPOL
IBC Code
TSG-C
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(010) CARGO DOPING OPERATIONS Revision: 02
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.1.1 Inhibitors added to Chemical Cargoes (Chemical Tanker Specific).....................................................................2
2.2 Hazards of Inhibitors / Additives.............................................................................................. 3
2.2.1 Information required.............................................................................................................................................. 3
2.3 Office Approval.........................................................................................................................3
2.4 Procedure for adding Additional Substances............................................................................ 3
2.4.1 Prior Loading into an Empty Cargo Tank....................................................................................................... 3
2.4.2 After Loading into a Loaded Cargo Tank............................................................................................................ 3
2.4.3 Adding of substances to the Cargo during Transit............................................................................................... 4
2.4.4 Emergency Doping/Additive Operation...............................................................................................................4
2.4.4.1 Self ±Reactive Cargoes-Emergency Doping (Chemical Tanker Specific)........................................................ 4
2.5 Additives for the Receivers....................................................................................................... 4
3. RECORD...................................................................................................................................... 5
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This procedure provides clear guidance regarding adding substances to the cargo.
This process is called ³DOPING´.
2. PROCEDURE
Depending on the trade it might be necessary adding substances (like inhibitor) to the cargo by the
Vessel¶s Crew.
The process of adding Substances (i.e inhibitors) in the Cargo might be necessary due to the
following:
x Water for dilution purposes (Alcohols and Phenols)
x Additives for stabilisation, colouring or odour (inhibitors, dyes, stanching agents etc)
It must be highlighted that adding an inhibitor to a cargo is a High-Risk operation because this
operation will usually be performed for reactive cargoes only which might also be flammable and/or
toxic.
Therefore, if the cargo or the inhibitor is flammable, toxic, reactive, self-reactive or aggressive in
any other way, this kind operation requires an approval from the Marine Department.
Final decision, if the task will be performed, remains with the Operations Department.
2.1 GENERAL
No substance shall be added into a loaded Cargo Tank through any Tank Hatch opening when the
Cargo or the substance is flammable, toxic, reactive.
x Whenever inhibitors are handled (even during transport on deck) the PPE requirements have
to be strictly observed.
x When inhibitors are added to the cargo, they may have an impact on the Tank Coating or
Tank Cleaning as such.
o Therefore all details relevant to the Cargo AND the Inhibitor must be taken into
consideration,
x In case an Inhibitor is used for Chemical Cargoes, the relevant Inhibitor Certificate MUST be
available on board, before the Vessel¶s departure from the loading Jetty.
2.1.1 Inhibitors added to Chemical Cargoes (Chemical Tanker Specific)

x In case an inhibitor is used for chemical cargoes, the relevant Inhibitor Certificate MUST be
available on board, before the Vessel¶s departure from the loading jetty.
x The lifetime of the Inhibitor MUST be 1.5 times the duration of the voyage ensuring that
no self-reaction will take place during transit.
x The Oxygen dependency MUST be stated on the Inhibitor Certificate.
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o Potential Inert Requirements must be carefully evaluated, in order to ensure that they
are in line with the Inhibitor¶s requirements.
2.2 HAZARDS OF INHIBITORS / ADDITIVES

The individual hazards can be identified in the relevant MSDS of the substance to be added to the cargo.
However additional operational issues might occur after discharging, such as polymerization of the cargo
residues at the Tank Wall, damages to the cargo tank coating and other.
Attention!! :
x Some inhibitors can be highly dangerous i.e p-TBC (Par-tertiary Butyl Catechol) for Styrene.
Therefore, Correct PPE to be used during this operation by all parties involved.
x Adding an additional substance can change the rules regarding FOSFA and other future
cargoes which might be used for human consumption!
2.2.1 Information required

Prior receiving any inhibitor on board company Vessel following information MUST be received and
be forwarded to the Operation Department
x The MSDS of the substance or inhibitor
x Letter of Indemnity (LOI) which must be worded and acceptable by Vessel Owners and
Vessel¶s P&I.
2.3 OFFICE APPROVAL

Only the Management of the Company might approve this operation.
Compatibility of cargo with addition of substances must be confirmed acceptable by Charterers,
Suppliers, Receivers and Port Authorities (if applicable) by the Operations Department
2.4 PROCEDURE FOR ADDING ADDITIONAL SUBSTANCES
2.4.1 Prior Loading into an Empty Cargo Tank

This operation shall be performed by the relevant Surveyor and NOT by the Vessel¶s Crew.
2.4.2 After Loading into a Loaded Cargo Tank

This operation shall be performed by the relevant Surveyor and NOT by the Vessel¶s Crew.
This operation is ONLY allowed under CLOSED CONDITIONS

using a Vapour Lock System or similar.
The UHTXLUHPHQWVRI ³General´ of this Section .must be strictly followed by the Vessel¶s Crew
and the Surveyor.
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2.4.3 Adding of substances to the Cargo during Transit
This operation is generally Prohibited.
Exemption : Self- Reactive Cargoes

(6HH³Self-Reactive Cargoes- Emergency Doping´ below )
2.4.4 Emergency Doping/Additive Operation

In case of an emergency (i.e if Cargo is reacting) the DPA and the Operations Manager must be
immediately informed .
Although the inhibitor might be on board, it must NOT be used if an emergency port / anchorage can
be reached in order for a Surveyor to perform this task.
ONLY if this is not possible, the Master must contact the Operations Manager for further
guidance. A Risk Assessment MUST be carried out in such a case.
2.4.4.1 Self ±Reactive Cargoes-Emergency Doping (Chemical Tanker Specific)

If a cargo reaction (polymerization) is starting in a Cargo Tank (temperature increase) the
Master MUST immediately inform the Operations Department.
Provided the cargo temperature is still significantly below the ³Runaway Temperature´, the
Vessel must call at the next possible port, in order carry out Emergency Doping/ Addition of
Inhibitor.
If the Vessel is not close to the shore and cannot approach a Port within a short time, the
following two options must be considered:
x If the suitable Inhibitor is available onboard, the Vessel¶s crew may add it in the Cargo
after having completed a full Risk Assessment and Management of Change process,
and after having received approval from the Company.
x If there is no Inhibitor onboard, the Emergency Procedure of Cargo Jettisoning must be

carefully evaluated BEFORE the Cargo Temperature reaches the Runaway Point.
2.5 ADDITIVES FOR THE RECEIVERS

It is common practice for the Charterers to place on board additives, which are used for the doping of
petroleum products.
Additives in transit for the Receiver
Those additives delivered onboard must either be handed over to the Receivers at the discharge port,
RUIRUDGRSLQJRSHUDWLRQWREHFDUULHGRQERDUGDWDQLQWHUPHGLDWHSRUW
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x No additives must be accepted onboard, unless their MSDS have been provided.
x Vessels Operator must approve the doping operation and a relevant LOI must be obtained
from Charterers.
x Master must make sure that the additive drums are properly and safely secured/lashed
onboard as necessary.
x The Vessel¶s Operator must monitor the additives on board, as well as their disposal from the
Vessel, in cooperation with the Master, by using the form ³Additives on board - Monitoring
form´ (Form SF/OPS/351).
x In case it is suspected that the Receivers/Terminal do not intend to collect those additives, the
Master must timely notify the Charterers and the Company, before the Vessel sails from the
port, in order for Charterers to arrange the removal of the additives from the Vessel.
x In the event that the additive drums are left onboard, the Owners must dispose them off at the
first convenient port under the following procedures:
o The Vessel¶s Operator must apply to a Reception Facility, providing them with the
quantity and name of additives, MSDS and all available details.
o He must make sure that the Disposal Facility is certified to accept those industrial
waste / chemical additives.
o He must obtain a copy of their Operating License and its validity must be verified.
o If transportation of the additives by truck is involved, then the Transportation License
must also be obtained.
o The Vessel¶s Operator must approve the disposal in writing
o The form SF/OPS/352-³Delivery of Additives to shore Facilities´ must be filled-in by
the Master.
3. RECORD
Additives on board - Monitoring form COM/SECTION 21 SF/OPS/351
Delivery of Additives to Shore Facilities COM/SECTION 21 SF/OPS/352
ISGOTT
TSG-C
TSG-G
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(010) HEAVY WEATHER BALLAST Revision: 01
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.2 Responsibility............................................................................................................................ 3
2.3 Cargo Tank Coating and Pipelines............................................................................................ 3
2.3.1 Coated Tanks..........................................................................................................................................................3
2.3.2 Stainless Steel Tanks (Chemical Tanker Specific ).............................................................................................. 3
2.3.3 Crude Oil Tanker (Oil Tanker Specific )................................................................................................................3
2.4 Heavy Weather Ballast Procedure............................................................................................3
2.5 Retention Time of Water Ballast in the Cargo Tanks.............................................................. 4
2.6 Discharging of Water Ballast from the Cargo Tanks................................................................ 4
3. RECORD...................................................................................................................................... 4
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This procedure provides guidance and instructions for Heavy Weather Ballasting Operations.
When the Vessel is expected to encounter highly adverse weather conditions, loading of additional
ballast may be necessary in order to safely execute the voyage.
Every Section of this Manual, includes guidance and procedures which are applicable to both Oil
and Chemical Tankers, as well as guidance and procedures which are Oil Tanker-Specific or
Chemical Tanker-specific, identified by a ³Colour Code´ which is detailed in Section 01-³Purpose
and Scope´.
2. PROCEDURE
This procedure covers Oil and Chemical Tankers.
2.1 GENERAL
While still at the Discharging port, the Master must make an evaluation of the forthcoming Voyage
and the anticipated weather conditions, in order to determine any necessity of heavy weather ballast
during the voyage.
If ballasting inside the port is not absolutely necessary and ballasting has been planned for when the
Vessel is at sea, then the dedicated spool piece must be in place before to Vessel¶s departure from the
Port.
Preferably, when at sea, Heavy Weather Ballasting operations to be carried out during ³Day Light´
and before the weather deteriorates.
Masters and Officers must be fully aware that partially loading a Cargo Tank with Heavy Weather
Ballast may present a potential problem due to ³sloshing´.
The combination of free surface and the flat tank bottom can result in the generation of wave energy
of sufficient power to severely damage the internal structure and pipelines.
Heavy Weather Ballast shall not be loaded in Cargo Tanks

Containing Water-reactive cargo residues
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2.2 RESPONSIBILITY
Master
The Master is responsible for monitoring the proper planning and execution of
ballasting/de-ballasting operations on board and reporting any incidents to the
office.
Chief Officer The Chief Officer is responsible for:
x The preparation of the Heavy Weather Ballast Plan.
x To follow, depending on the last cargo in the tanks, the relevant
Procedure for Oil cargoes OR Chemical cargoes.
x Recorded in the plan Piping, ballast, cargo and ventilation valves status
and the same to be approved and signed by the Master.
2.3 CARGO TANK COATING AND PIPELINES

2.3.1 Coated Tanks
Heavy Weather Ballast (Seawater) does not present any problem to coated tanks.
2.3.2 Stainless Steel Tanks (Chemical Tanker Specific )

Heavy Weather Ballast (Seawater) can cause massive problems to Stainless Steel Tanks and
pipelines. Saltwater will attack and destroy the surface of stainless steel within a short time.
Therefore, if used in Stainless Steel Tanks or pipelines, the time the seawater is to remain in the
Stainless Steel Tanks must be reduced to an absolute minimum, in order to protect the cargo tank
and pipeline.
2.3.3 Crude Oil Tanker (Oil Tanker Specific )

When it is probable that additional ballast will be needed during the voyage, the appropriate tanks
must be crude-oil-washed at the previous discharging port as per MARPOL.
Ballast water that has been loaded into a cargo tank that has been crude oil washed but not water
rinsed, shall be regarded as ³dirty ballast´ and handled accordingly.
2.4 HEAVY WEATHER BALLAST PROCEDURE

Hull stresses- Trim and Stability-Tank Choice must be retrieved from the Ship¶s Class approved
Trim & Stability Booklet, where all information regarding the nominated Heavy Weather Ballast
Tanks as well as the relevant stress and stability calculations are detailed.
The Heavy Weather Ballast Condition print-out from the Vessel¶s Loadicator
to include Damage Stability Calculations.
It must be sent to the Operations Department for approval before the commencement of the
Ballasting operation.
Heavy Weather Ballast must be loaded into Clean Tanks ONLY.
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The Master must ensure that all the necessary precautions and arrangement have been implement to
avoid dangerous occurrences to the crew and the Vessel.
The Chief Officer must prepare a Heavy Weather Ballast Plan (Form SF/OPS/332) which must
include at least the tanks that are going to be ballasted or de-ballasted and the ullage to which the
level shall raise.
Additionally, he must maintain a ³Heavy Weather Ballast Tanks Sounding Log´ (SF/OPS/332A).
2.5 RETENTION TIME OF WATER BALLAST IN THE CARGO TANKS
The Master must consider ballasting the Heavy Weather Ballast Tanks before the onset of severe
weather.
However, the Ballast Water must be discharged from the Cargo Tanks as soon as possible, of course
after establishing that it is completely safe to do so.
Sea water which remains in the cargo tanks for long periods may affect the pumping equipment and
tank coating.
2.6 DISCHARGING OF WATER BALLAST FROM THE CARGO TANKS

The discharge of the Water Ballast must be carried out in strict compliance with MARPOL
Requirements.
Depending on the last cargo carried in the Cargo Tanks, MARPOL Annex I or Annex II must be
complied with.
The same rules followed for the discharge of slops must apply.
3. RECORD
Heavy Weather Ballast Plan COM/SECTION 22 SF/OPS/332
Heavy Weather Ballast Tanks ±Sounding COM/SECTION 22 SF/OPS/332A
MARPOL ±Annex I / Annex II
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Contents
2. PROCEDURE...............................................................................................................................2
2.1 General Conditions and Requirements......................................................................................2
2.1.1 Ship-to-Ship Operations on Chemical Tankers (Chemical Tanker Specific)........................................................ 3
2.2 Ship-to-Ship Operations Categories......................................................................................... 3
2.2.1 Ship-to-Ship Operations during Night Time.......................................................................................................... 3
2.2.2 Ship-to-Ship Operations at Anchor........................................................................................................................ 3
2.2.3 Ship-to-Ship Operations Underway....................................................................................................................... 3
2.2.4 Ship-to-Ship Operations combined Underway and then at Anchor....................................................................... 4
2.3 Personnel Transfer by Basket....................................................................................................4
2.4 Responsibility............................................................................................................................ 4
2.5 Definitions................................................................................................................................. 5
2.6 Communication......................................................................................................................... 5
2.7 Approval by Authorities............................................................................................................ 5
2.8 Ship Compatibility /Office Agreement..................................................................................... 6
2.9 Transfer Area.............................................................................................................................6
2.10 Weather Conditions and Limitations..................................................................................... 7
2.11 Pre-Transfer Operation.......................................................................................................... 8
2.12 Mooring..................................................................................................................................8
2.13 Cargo Transfer ±Chemical Cargoes (Chemical Tanker Specific)..........................................8
2.13.1 Cargo Transfer ±Inerted Cargoes (Chemical Tanker Specific)............................................................................9
2.13.2 Cargo Transfer ±High Oxygen Sensitive Cargoes (Chemical Tanker Specific)..................................................9
2.13.2.1 When NO Vapour System is used (Chemical Tanker Specific)....................................................................... 9
2.13.2.2 When Vapour System is used (Chemical Tanker Specific).............................................................................. 9
2.13.3 Cargoes sensitive to Humidity (Chemical Tanker Specific)................................................................................ 9
2.13.4 Toxic Cargoes (Chemical Tanker Specific)......................................................................................................... 9
2.14 Accidental Cargo Release.................................................................................................... 10
2.15 Completion of Cargo Transfer............................................................................................. 10
3. RECORD.................................................................................................................................... 10
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This procedure provides general guidance regarding STS Operations on Company Vessels.
2. PROCEDURE
2.1 GENERAL CONDITIONS AND REQUIREMENTS
This procedure covers only the Basic requirements

for company Vessels involved in STS Operations
The procedures included in the Approved Ship- Specific STS Manual must always be followed.
It is the responsibility of the Ship¶s Operators, through the Agents and/or STS Providers to make sure
that all necessary permissions are in place for a Ship-to-Ship Operation, especially if the Transfer
Area is within the jurisdiction of a Port Authority.
The checklists of the STS Guide must be used at the planning stage, to ensure the compatibility of
ships and their Cargo Handling equipment.
Well in advance of the transfer, Ship Operators or the Local Agent must advise the Master about
documentation requirements especially Customs documentation.
It is normal for the quantity transferred to be agreed between the Masters of both ships in accordance
with the Ship Operators¶ instructions.
When preparing for a Ship-to-Ship transfer, the two Masters involved must agree, at the earliest
opportunity, on every aspect of the transfer procedure, including the Person who will be in an Overall
Advisory Control (POAC) of the operation (this may be one of them or an experienced STS
Superintendent.
The STS mooring must NOT commence until the Master has received from the POAC the mooring
and fendering plans and he has verified that they are in accordance with the agreed Joint Plan of
Operation and Vessel¶s STS plan guidelines and a safety risk assessment has been conducted basis
the actual conditions of the STS operation.
At all times, however, each Master will remain fully responsible for the safety of their own ship,
its crew and its cargo, and must not permit safety to be jeopardized.
The Master must NOT hesitate to exercise his overriding authority and to order the abort of the
STS mooring if he deems that a risky situation is developing due to wrongful fendering (position,
size, numbers), change of weather conditions, dubious maneuvering of the other Vessel, bad
communication etc. until the risk factors identified have been controlled.
All parties involved, must be advised as to the identity of the Person in Overall Advisory Control
(POAC).
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2.1.1 Ship-to-Ship Operations on Chemical Tankers (Chemical Tanker Specific)

The Ship to Ship Operations on Chemical Tankers are usually performed in Port, when alongside a
Jetty or at the buoys.
Therefore, the approved STS Operation Manual on board±applicable for MARPOL Annex I cargoes-
is not applicable because this Manual covers Open Sea STS Operations only.
2.2 SHIP-TO-SHIP OPERATIONS CATEGORIES
2.2.1 Ship-to-Ship Operations during Night Time

It is company¶s policy that night berthing for STS operations must be avoided for safety reasons. In
case of extreme importance the decision is at Master¶s final approval after liaising with the
Operations department, provided that the following parameters are Risk-assessed.
x Visibility at the area.
x Use of tugs is compulsory for berthing after sunset.
x Permission must be obtained from Local Authorities.
x Experience of Crew. Deck Officers and Ratings must be aware of associated Hazards
x Adequate deck lighting which does not destruct Deck Operations at the Participating
Vessel.
x Weather conditions must be calm and if not, strictly within the limits as stated in of
this procedure.
x Bridge Wing Search Lights to be tested working and pointing to fenders, with due
consideration on not to be pointing directly towards the Bridge of the other Vessel.
Also, No Lights to be overhanging and protruding beyond Vessel's maximum breadth;
x Based on prevailing conditions, the requirement of additional Fenders to be considered;
x The experience of the Mooring Master must be adequate for Night Berthing Operations.
The STS Provider must confirm that the Mooring Master provided has adequate Night
Berthing experience for the Type of Vessels involved.
x The Service Provider must have already cleared the STS location and approved it for
night berthing.
The Mooring Master and Service provider must present a risk assessment with reasonable risk
mitigation measures for night berthing for the STS.
2.2.2 Ship-to-Ship Operations at Anchor

If the ship to ship operation is performed at anchor the bridge must remain manned. In case of
prolonged operations (more than 3 consecutive days) one additional Deck Officer must be engaged.
2.2.3 Ship-to-Ship Operations Underway

If the ship to ship operation is performed underway, bridge and CCR must always remain manned. In
case of prolonged operations (more than 3 consecutive days) one additional Deck Officer must be
engaged.
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2.2.4 Ship-to-Ship Operations combined Underway and then at Anchor

In case of combined STS operation, initially underway and then at anchor the bridge and the CCR
must always remain manned.
In case of prolonged operations (more than 3 consecutive days) one additional Deck Officer must be
engaged.
The risk assessment must take into account the additional controls needed for such operation as the
identified risk for STS operation underway will differ from the risks associated with STS at anchor.
The constant heading ship will power all manoeuvers and proceed to the agreed anchoring position.
Excessive engine movements particularly astern must be avoided. Speed though the water must be
minimal.
The constant heading ship must use the anchor on the opposite side of the other ship is moored.
2.3 PERSONNEL TRANSFER BY BASKET

As a general recommendation the transfer of personnel between ships must be kept to an absolute
minimum. Whenever such Personnel Transfers are to be carried out a Risk Assessment and a relevant
Work Permit must be issued.
For more details, refer to:
x Shipboard Safety Manual (003) ±6HFWLRQ³Personnel Transfer by Basket´
x Risk Assessment A-08-Personnel Transfer by Basket using Vessel¶s Crane
x Work Permit SF/SAQ/425D-³Personnel Transfer by Basket´
2.4 RESPONSIBILITY
Master The Master is overall accountable for the STS Operation and responsible for
manoeuvring and Ship-Ship agreement.
Chief Officer The Chief Officer is also responsible for all cargo operations during STS
Mooring Master A person who is designated to assist a Ship¶s Master in the mooring and/or
unmooring of the ships. For some operations, the Mooring Master may be the STS
Superintendent and, for transfers involving MARPOL Annex I Cargoes they may
also fulfil the role of the POAC.
POAC POAC (Person in Overall Advisory Control of the Operation).

For transfers at sea involving Marpol Annex I cargoes, the person agreed to be in
overall advisory control of an STS Operation.
This person might be either one of the Masters (generally the Master of the
manoeuvring Vessel) or he may be an STS Superintendent. The POAC is
appointed by the STS Service Provider.
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2.5 DEFINITIONS
The Mother Ship is usually the larger Vessel engaged in STS Operations.
Mother Ship
In conventional STS Operations, the Mother Ship is the Discharging ship.
However, in a reverse lightering operation, the Mother ship may be a receiving
Vessel.
It is either alongside a jetty or at the buoys. This Vessel will usually ensure that
sufficient fenders are available for the Daughter Vessel, when coming alongside.
The Mother Vessel shall have prepared the Cargo Plan for the STS Operation.
Daughter Ship The Daughter Ship is normally the smaller of the Vessels engaged in STS Transfer
Operations.
In conventional STS Operations, the Daughter Vessel is the Receiving ship.
However in a reverse lightering Operation, the Daughter Vessel may be a
Discharging Vessel.
Fenders Yokohama Fenders shall be used for STS Operations, as per Company Policy.
Barges Inland barges for liquid transport (Oil and / or Chemicals)

x Important: Masters of ships must be aware that barge crews might not be
conversant with the µShip-to-Ship Transfer Guide (Petroleum)¶.
Hoses Neither Cargo Nor Vapour Return Hoses from the company Vessel shall be used.
If same to be used according to company instruction same to be received in
writing.
2.6 COMMUNICATION
The need for a common language of communication is most important.
Satisfactory communication between the two ships involved is an essential requirement for a
successful Ship-to-Ship transfer operation.
Neither approach and mooring, nor unmooring, must be attempted

x until satisfactory communications are established,
x and initial but essential information is exchanged.
If, during cargo operations, there is a breakdown of communications on either ship, all operations
must be suspended until they are satisfactorily restored.
The person with overall advisory control must arrange for the broadcast of a navigational warning
about the transfer, and must arrange for its cancellation on completion of the operation.
2.7 APPROVAL BY AUTHORITIES

Where an STS transfer operation is to be arranged within national waters and within the jurisdiction
of a Port Authority, it is the responsibility of the Ship¶s Operators and Agents to check the Local
Regulations, notify the Local Authorities and Government Agencies in order to secure the relevant
Approval for STS Operations.
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2.8 SHIP COMPATIBILITY /OFFICE AGREEMENT

When the parties involved are planning an STS Transfer Operation, they must ensure that the Ships
to be involved are compatible in design and equipment and that Mooring Operations, Hose
Handling and Communications can be conducted safely and efficiently.
Any STS Operation requires the approval from the Operations Department.
The Operator MUST contact the other Company involved in the STS Operation and share all
required information.
This will include but not limited to, receiving the following documentation:
x Vessel¶s Q88,
x P&I Certificate,
x CLC/ CLBC,
x Class Certificate,
x The First page of Vessel¶s STS Plan with Class Approval Stamp and
x Class Status Report (recent, up-to-one day old), for screening.
Confirmation of STS acceptance MUST then be sent by the Vessel¶s Operator to the Company
Vessel.
2.9 TRANSFER AREA

Transfer areas may be relatively large or quite small.
The space available will dictate the type of manoeuvre.
In the case of manoeuvres at sea, where it is intended that both ships are underway, a large transfer
area will be needed to accommodate the necessary manoeuvres.
A ship approaching another ship at anchor will require a much smaller overall area.
Sometimes this can be within port limits.
There must be prior agreement between the two Masters about the location of the transfer area and
the methods of mooring (and anchoring, if to be used).
Points to be considered when selecting the transfer area are:
x The destinations of the ships concerned, to avoid unnecessary deviation.
x The need to notify and obtain agreement of a Coastal Authority.
x The shelter provided from the weather, particularly from sea and swell.
x Present and forecast weather conditions.
x Tidal current conditions.
x Safe distances from off-shore installations.
x The availability of a safe zone, free of small craft traffic
x Sea room and water-depth to be sufficient for manoeuvring during berthing and unberthing.
x Sufficient sea-room available to allow for normal drift or steaming distances when cargo
transfer operations are to be conducted underway.
x Where cargo operations are to be undertaken at anchor, the transfer area must allow a safe
anchorage, and the nature of the sea-bed must be taken into account.
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x Sufficient sea-room must be available to allow for normal drift or steaming distances when
cargo transfer operations are to be conducted underway.
x The traffic density.
The preceding point- must also be borne in mind by Masters and Mooring Masters, if it becomes
necessary to change the position of the transfer area due to bad weather.
2.10 WEATHER CONDITIONS AND LIMITATIONS

It is generally impracticable to lay-down limiting weather conditions under which STS transfer
operations can be carried out because much will depend on the effect of the sea and swell on the
fenders and the relative rolling movement produced in the participating ships, taking into account
their relative freeboards.
If cargo transfer is to take place at anchor, the combined effect of current and weather conditions on
the yawing movements of the anchored ship and the ultimate strain on its anchor cable must be
considered.
All available weather forecasts for the area must be obtained before the operation begins and during
operations.
Throughout any berthing operation the visibility must be good enough for safe manoeuvring, taking
into account safe navigation and collision avoidance requirements.
Manoeuvres must only start when both Masters (and Mooring Masters) are satisfied that conditions
are suitable for mooring and cargo transfer.
In the event the wind speed becomes 20 knots, the STS operation must not be attempted or must be
abandoned, in case it is in progress.
In the event the height of the sea or the swell reach 1.5 meters the STS operation must not be
attempted or must be abandoned in case it is in progress.
Particular attention must be paid when STS is to be carried out with a similar Vessel (same LOA).
In summary the Company has established the following Weather ³Cut ±off Point´
ACTIONS WIND SPEED SEA OR SWELL
DO NOT BEGIN STS OPERATIONS >=20 knots >=1,5 meters
STOP STS OPERATIONS >=20 knots >=1,5 meters
DISCONNECT CARGO HOSES >=20 knots >=1,5 meters
VESSELS TO C AST OFF ! >=25knots >=2,0 meters
2.11 PRE-TRANSFER OPERATION

Preparations on each ship in readiness for the operation, the approach of the ships to each other,
berthing and mooring of the ships and safety procedures when alongside, must be conducted in
compliance with the STS Guide.
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When preparing, cargo loading and discharging plans, the Master MUST ensure that adequate
stability is maintained, hull stresses remain within seagoing limits, and that free surface effects are
kept to a minimum throughout.
The cargo operation must be planned and agreed between the two ships, and must include the
following information, where applicable:
x Quantity of each grade of cargo to be transferred, and the sequence of grades.
x Cargo data from MSDS.
x Inerting requirements when applicable.
x Inhibitor requirements when applicable.
x Details of cargo transfer system to be used, number of pumps and maximum pressure.
x Initial, maximum and topping off pumping rates.
o The discharging ship must be informed by the receiving ship of the flow rates required
for each of the different phases of the cargo operation.
x Notice of rate change, and transfer shutdown procedures.
o If variations in transfer rate subsequently become necessary due to circumstances on
one ship, the other must be advised accordingly.
x Emergency and spill containment procedures.
x Watch or shift arrangements.
x Critical stages of the operation.
x Local and national rules that apply to the transfer.
2.12 MOORING
Mooring must be performed according to the relevant Guidelines and Best Practice.
Caution:
In case of a big difference in height between the Mother and the Daughter Vessel, the Snap Back
Zones might be different than usual. Therefore, mooring operations must be carried with increased
caution.
2.13 CARGO TRANSFER ±CHEMICAL CARGOES (CHEMICAL TANKER SPECIFIC)

If alongside a Jetty the STS operation might be supervised by a Jetty Master.
If not, the Masters of the two Vessels to agree on the entire operation.
The Ship-Shore Safety Checklist (Form SF/OPS/334C) must be completed and signed by both Vessel
Representatives.
During Cargo Transfer the applicable checks as per the STS Checklists found in the STS Manual to
must carried out accordingly.
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2.13.1 Cargo Transfer ±Inerted Cargoes (Chemical Tanker Specific)

The cargo tanks of the receiving Vessel MUST be Inerted / Purged to less than 5% Oxygen.
The discharging Vessel MUST use Nitrogen to maintain the Oxygen content in the tank(s) to be
discharged in case a Vapour Return line is not in use.
If a Vapour Return line is used the precautions of the following Manual sections must be taken:
x Section 09- Loading Operations
x Section 16- Inert Gas
2.13.2 Cargo Transfer ±High Oxygen Sensitive Cargoes (Chemical Tanker Specific)
The Cargo Tanks of the receiving Vessel MUST be Inerted / Purged to the Oxygen content required
by Charterer Instructions.
2.13.2.1 When NO Vapour System is used (Chemical Tanker Specific)

If a Vapour Return line is not in use, the discharging Vessel MUST maintain the Oxygen
content in the tank(s) to be discharged using Nitrogen
2.13.2.2 When Vapour System is used (Chemical Tanker Specific)

x The Vapour Return must be connected between the Mother and the Daughter Vessel ±
All Manifolds must be closed.
x The Vapour Return Hose must be purged down to the required O2 content ±
All Manifolds to be closed.
x Only if the required O2 Level has been reached, can the Vapour Return line of the
Discharging Vessel be opened.
Thereafter, the Vapour Manifold of the Receiving Vessel can be opened.
2.13.3 Cargoes sensitive to Humidity (Chemical Tanker Specific)

The cargo tanks of the receiving Vessel MUST be Inerted / Purged to the Dew point required
according to Charterer Instructions.
Thereafter follow the process in 2.13.2-³Cargo Transfer- High Oxygen Sensitive Cargoes´ of this
Section.
Toxic Cargoes according to the IBC Code, must be operated ONLY by using a Vapour Return
System.
If a Vapour Return System is not available, the Vessel shall contact the Operations Department for
further instructions.
Note:
The activation of P/V valves will release Toxic vapours to the atmosphere, potentially exposing the
Daughter Vessel / Barge above the TLV-TWA limit.
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2.14 ACCIDENTAL CARGO RELEASE

Any cargo leakage or spillage must be reported immediately to the Office in Charge who must
immediately stop the cargo transfer.
2.15 COMPLETION OF CARGO TRANSFER

After completion of cargo transfer, all hoses must be drained into the receiving ship prior to
disconnecting.
x Disconnecting of cargo hoses must receive careful attention, as it is a procedure not usually
undertaken by ship's personnel.
x Cargo manifolds and cargo hoses must be securely blanked.
x Relevant authorities, if any, must be informed of completion of cargo transfer and the
anticipated time of unmooring.
x Any navigational warning issued must be cancelled.
3. RECORD
Ship-To-Ship Safety Checklist (OT/CT) COM/SECTION 09/12 SF/OPS/334C
STS operation log COM/SECTION 23 SF/OPS/336
STS transfer questionnaire COM/SECTION 23 SF/OPS/336A
Bunker consumption during STS COM/SECTION 23 SF/OPS/346
Under Keel Clearance NAV/SECTION 03 SF/MRS/205C
OCIMF STS Transfer Guide
Ship Specific STS Manual
ISGOTT
TSG-C
TSG-G
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(010) CARGO PUMPS Revision: 03
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Contents
2. PROCEDURE...............................................................................................................................2
2.1 Responsibility............................................................................................................................ 2
2.2 General...................................................................................................................................... 2
2.3 Cargo Oil Pumps....................................................................................................................... 3
2.4 Framo Pumps.............................................................................................................................4
2.5 Framo Emergency Pumps......................................................................................................... 5
2.6 Cargo Pump Cofferdam Purging............................................................................................... 5
2.7 Cargo Pump Cofferdam filling with Liquid.............................................................................. 5
2.8 Cargo Pumps- Maintenance..................................................................................................... 6
3. RECORD...................................................................................................................................... 6
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This procedure provides additional guidance for the use of cargo pumps.
Chemical Tankers, as well as guidance and procedures which are Oil Tanker-specific or Chemical
2. PROCEDURE
While precautions in this manual constitute minimum standards to be observed, nothing herein
precludes from prescribing supplementary, or more stringent, precautions for special conditions as
deemed necessary for ships undergoing repair works in shipyards where additional safety precautions
prescribed for an industrial environment, are required.
Several activities of this Section, form part of a Routine Risk Assessment.
The Manufacturer¶s Manual to be complied with accordingly.
2.1 RESPONSIBILITY
Master The Master is overall accountable for this procedures
Chief Officer The Chief Officer is responsible for this procedure and correct use of
cargo pumps under his supervision
Chief Engineer The Chief Engineer is accountable for the proper maintenance of cargo
pumps
2.2 GENERAL
Regular Maintenance Services & checks to verify operating conditions.
Regular purging must be carried out to monitor the condition of shaft seal in the deep well pump.
The oil level condition of pumps must be checked and Megger Test.
for electrical motor must be checked in accordance with Manufacturer¶s instructions and PMS.
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2.3 CARGO OIL PUMPS

An indicating drawing of a Cargo Pump/Turbine is as per the Diagram below:
Specific precautions must be taken into account when starting, running & stopping turbine type oil
pumps.
One of the most important factors is turbine¶s warming up, so as to reduce the risk of steam-water
ingress (condensate steam) and moisture entering in the turbine rotating element.
In order to avoid the above effect the operator must ensure that:
x Local pre lubricating pump is under operation.
x Oil levels & pre lubricating pressure are correct.
x All turbine drain valves, steam chest drain valves, individual steam line drain valves, low
point steam trap valves and drain separator steam trap drain valves to be open.
x Cargo oil pumps main steam warming by-pass valve to be slowly opened.
x After warming & draining the steam lines the drains to be closed as necessary.
x Warm gland steam to be supplied to the turbine gland system.
x After warming up the turbine to be rotated at max 200 rpm at initial stage and then RPM to be
gradually increased to 800. At that time the pump control must be transferred to CCR.
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By monitoring the temperatures of cargo pump casings and bearings, the performance of the
pumping system must be continuously appraised and any indication of deterioration of the pumps
must be identified timely.
Relevant records to be maintained by using the Form ³Cargo/Ballast Pumps Temperature Monitoring
Log (hourly) (SF/TEC/142).
The Cargo pump safety system, including pump bearings temperature alarms and trips must be
checked and tested on a regular basis as per manufacturer's recommendations and PMS in order to
avoid any sudden breakdown during cargo operations. The method of testing all trips (including over
speed) must be as per manufacturer¶s recommendations.
Records of all tests are kept and monitored via the PMS.
2.4 FRAMO PUMPS
Deep Well Pumps shall not run in a Dry Tank.

Incidents in the past have shown that Deep Well Pump running dry
might create sufficient heat to ignite an explosive / flammable atmosphere when present.
See Panama Serena Incident 01.01.2004
Some company Vessels have Framo pumps.

As mentioned in 2.2 the Manufacturer¶s instructions must to be complied with.
x In addition, the hydraulic system to be carefully checked as part of the pre-arrival checks.
x Any leakage shall be removed prior arrival.
If this is not possible the Company to be informed in order to arrange the necessary repairs
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2.5 FRAMO EMERGENCY PUMPS
The use of the Emergency Discharge (Framo) Pump is only permitted

after Company Approval has been received.
Due to the fact that this pump is designed to be used in case of emergency discharge of the cargo
(due to failure of the fixed cargo pump), this is a Non-Routine-Operation and the Risk Assessment
Process must be complied with.
2.6 CARGO PUMP COFFERDAM PURGING

The Purging of the Cargo Pump System must be carried out according to the Manufacturer
Instructions, but additionally:
x Prior loading,
x Twelve (12) hours after loading cargo,
x During transport, every week,
x Prior to unloading cargo and after unloading.
For Tank cleaning Operations: Quoted from ³Miracle Tank Cleaning Guide´
Quote
The pump¶s cofferdam must be checked during the cleaning operation to avoid potential
contaminations of the next cargo through a leaking pump seal.
x
Cargo or hydraulic oil could enter the pump cofferdam due to a leaking seal.
x
If this leak is not detected and the next cargo is loaded this could cause contamination of the
cargo although the tank and all other equipment has been cleaned perfectly.
x Purging the cofferdam and checking the exhaust trap, as shown in the drawing below, will
detect both a potential oil or a potential cargo leak into the cofferdam.
x For cargoes that could cause a reaction with the next cargo a purge with fresh water is
recommended.
Unquote
2.7 CARGO PUMP COFFERDAM FILLING WITH LIQUID

Certain cargoes might require that the Cofferdam will be filled with liquid (such as DOP).
The Company will advise the Vessel¶s Master, accordingly including complete instructions.
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2.8 CARGO PUMPS- MAINTENANCE
For the Maintenance of Cargo Pumps, refer to the Maintenance Manual (005)-
Section 10- Maintenance of Cargo Equipment Paragraph 2.6- Framo Pumps
The picture on the next page is a FRAMO TYPE CARGO PUMP and may be used for Information
( Source : Miracle Tank Cleaning Guide)
3. RECORD
None
Risk Assessment Library- DANAOS
PMS
Procedures and Arrangements ( P&A) Manual
FRAMO Instruction and Maintenance Manual
Cargo Pump Manufacturer¶s Manual
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(010) CARGO, BALLAST &VOID SPACE Revision: 03
INSPECTIONS Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 Responsibility............................................................................................................................ 2
2.2 General...................................................................................................................................... 2
2.3 Safety Precautions..................................................................................................................... 3
2.3.1 Ultrasonic and Camera Equipment....................................................................................................................... 3
2.4 Cargo / Ballast Tank and Void Space Inspection......................................................................3
2.5 Cargo Tank Inspections.............................................................................................................4
2.5.1 Means of Access enabling Cargo Tank Inspections...............................................................................................4
2.5.1.1 Portable Ladders.................................................................................................................................................4
2.5.1.2 Rafts.....................................................................................................................................................................4
2.6 BallastTank and Void Space Inspection..................................................................................6
2.7 Cargo / Ballast Pipe Work Inspection...................................................................................... 6
2.7.1 Pipeline Inspection................................................................................................................................................. 6
2.7.2 Fittings Inspection.................................................................................................................................................. 6
2.8 Maintenance and Renewal.........................................................................................................7
2.8.1 Cargo Tank Coating Repairs.................................................................................................................................. 7
2.8.1.1 Hot Work on Cargo or Ballast System or Void Spaces...................................................................................... 7
3. RECORD...................................................................................................................................... 7
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Manual

The procedure shall ensure that each Vessel¶s cargo, ballast, cofferdams, void spaces and other tanks
are routinely inspected and the respective conditions are recorded and monitored.
2. PROCEDURE
Before entering any Cargo Tank / Ballast Tank / Void Space,

an ³Enclosed Space Entry Permit´ MUST be issued accordingly.
2.1 RESPONSIBILITY
Master The Master is accountable for this procedure to be fully complied with as
well as for any Enclosed Space entry mentioned in this procedure
Chief Officer The Chief Officer is responsible for ensuring all safety precautions and
measures are taken to allow safe entry into cargo, ballast, cofferdams, void
spaces and other tanks.
2.2 GENERAL
Cargo, void, ballast and other relevant spaces are regularly inspected to ensure their integrity is
maintained.
Records are tank-specific, and made on a Standardized Format that may include photographs as
evidence of the tank¶s condition.
Due to operational requirements, it may not be possible to inspect all cargo, ballast, cofferdams, void
spaces and other tanks at one period.
Inspections of cargo, ballast, cofferdams and void spaces are to be carried out in the following
manner.
Inspection Frequency- as per Maintenance Manual (005)-Section 01-³Maintenance of Ship

and Equipment´³Inspection Scheme for Tanks and Void Spaces´.
Inspection of the above cannot be performed unless all safety procedures, including all
relevant requirements in the Shipboard Safety Manual, are fully complied with.
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2.3 SAFETY PRECAUTIONS
A Risk Assessment must be carried out before Cargo Tank / Ballast Tank / Void Space Entry.
Inspections must NOT be carried out:
x when the Vessel is manoeuvring in congested or restricted waters
x during heavy weather with rough seas.
2.3.1 Ultrasonic and Camera Equipment

Prior to using any electronic ultrasonic measuring equipment or Cameras by third party it must first
be checked to identify if they are intrinsically safe.
If the instrument is not intrinsically safe, a Hot Work Permit MUST be issued before use.
In addition it MUST be ensured that these are switched Off until the Hot Work Permit has been
issued.
2.4 CARGO / BALLAST TANK AND VOID SPACE INSPECTION

When inspecting each tank, a separate condition report (Form SF/TEC/117-Vessel¶s Structural
Condition Report´ must be completed to accurately describe the condition of the tank surfaces and
internals.
The information reported must be as accurate as possible, to enable thorough monitoring and a
detailed history of the tank.
If the allowable space for detail reporting is not adequate, additional notes can be added.
Guidelines for the report form are as follows:
x Tank: Identify the tank number and tank type.
x Coating: Tanks are uncoated, partially coated (upper and/or lower levels only) or fully coated.
Indicate which applies to the space being inspected.
x Coating type: Indicate the type of tank coating.
x Extent of estimated breakdown: If the tank being inspected is fully coated
o Estimate the amount of coating breakdown
NOT estimate the amount remaining intact.
x Tank protection / Anodes: Record approximate deterioration of anodes,
o The percentage of wastage must be that lost from the original size.
o In case of severe deterioration these must be reported to the Vessel¶s Technical
Superintendent.
x Structural wastage: The estimated extent of wastage will indicate the amount of general
wastage and scaling on the overall internal surfaces.
x Breakdown areas: In case breakdown is restricted to local areas, describe the actual location
by counting stiffeners or longitudinal from a suitable and recognisable reference point.
o Identifying the location will accurately recognise any further deterioration during later
inspections.
x In the case of wastage and when this is overall, all surfaces will be suffering from rust scaling
and/or wastage.
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o The maximum depth of wastage (corroded or pitting depth) shall be taken from the
most safely accessible point.
x Follow-up action: In the event of concerns regarding coating breakdown or extensive wastage
and scaling,
o Increase the frequency of inspections for that particular tank space.
o Carry out temporary repairs when applicable and possible
o Report on any temporary repair carried out, or
o Recommended repairs for a later date.
o If permanent repairs are needed, consultation with the Technical Department will be
required for arranging a repair team and Class surveyor.
2.5 CARGO TANK INSPECTIONS

Cargo Tanks must be inspected on a regular basis to ensure that they are free of damage, such as
cracks, buckling or deformation due to corrosion, or contact damage and that thickness diminution is
within the established limits.
2.5.1 Means of Access enabling Cargo Tank Inspections

Suitable means of access must be provided, enabling a full inspection.
Permanent means of access do not always give access to all areas required to be surveyed and
measured. Areas out-of-reach of the permanent means of access can be accessed by alternative
means, in combination with permanent means of access.
Such alternative means of access are:
2.5.1.1 Portable Ladders
Portable means of access are means that may generally be hand-carried by crew e.g portable
ladders, small platforms and staging. Portable ladders must rest on a stable, strong and suitably
sized, immobile footing so that the rungs remain horizontal. They must be free of oil, grease and
other slipping hazards. The feet of the portable ladder must be well secured to prevent from slipping.
The ladder must be raised at an angle of approximately 70 degrees.
(also refer to Safety Manual (003) ±6HFWLRQ³Working with Lifting Appliances and
ladders´)
2.5.1.2 Rafts
Surveys of tanks or spaces by means of rafts may only be undertaken with the agreement of the
attending surveyor.
The following safety measures must be considered:
Weather Conditions
x Consideration of the weather forecasting and the Ship¶s response to reasonable sea
conditions.
Raft condition and checks

x Only rough-duty, inflatable rafts, having satisfactory residual buoyancy (of minimum two
persons) and stability, even if one chamber is ruptured, must be used.
The raft must be pressure-tested before use and be verified leak free.
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x The raft must be tied to the access ladder and an additional person must be stationed down
the access ladder with a clear view of the raft.
x Extra care must be taken when carrying sharp tools in the raft.
Inspection Team, Back-up Team and Communication System

x The attending Surveyor must always be accompanied by at least one (1) person, who is
experienced in tank and enclosed space inspections.
x In addition, a back-up team of at least two (2) experienced persons must be stationed at the
hatch opening of the tank or space that is being surveyed.
The back-up team must continuously observe the work in the tank or space and must keep
lifesaving and evacuation equipment ready for use.
x A communication system must be arranged between the survey party in the tank and the
Responsible Officer on deck, the Navigation Bridge and the personnel in charge of
handling the ballast pump(s) in the Pump Control Room.
These communication arrangements must be maintained throughout the survey;
Personal Protective Equipment

x Adequate protective clothing must be made available and used (e.g. safety helmet,
gloves, safety shoes, and lifejackets) during the survey.
x Lifebuoys.
x Personal Gas Measuring Equipment.
Tank conditions
x The atmosphere must be tested and ensured safe (Enclosed Space Entry procedures must be
implemented).
x The tank or space must contain clean ballast water only.
When a thin sheen of oil on the water is observed, further testing of the atmosphere must be
carried out to ensure that the tank or space is safe for entering.
x If the tanks (or spaces) are connected by a common venting system, or inert gas system,
the tank in which the boat or raft is to be used must be isolated to prevent a transfer of
gas from other tanks (or spaces).
x At no time must the upside of raft be allowed to be within 1 m of the deepest under deck
web face flat so that the survey team is not isolated from a direct escape route to the tank
hatch.
x Adequate and safe lighting must be provided for the safe and efficient conduct of the
survey.
x Adequate ullage of 1,5** to 2 meters must be available inside the tank.
The surface of the water in the tank must be calm under all foreseeable conditions, the
expected rise of water within the tank must not exceed 0.25 m) and the water level
must be either stationary or falling.
On no account must the level of the water be rising while the raft is in use.
In addition to the above, rafts may be allowed for close-up survey of the under deck areas for
tanks or spaces if the depth of the webs are 1.5 m or less.
** If the depth of the webs is more than 1.5 m, rafts alone may be allowed only:
x When the coating of the under deck structure, as evaluated from a safe distance is in good
condition (meaning: condition with minor spot rusting) and there is no evidence of wastage;
or
x If a permanent means of access is provided in each bay to allow safe entry and exit.
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This means:
o access direct from the deck via a vertical ladder and a small platform about 2 m below the
deck; or
o access to deck from a longitudinal permanent platform having ladders to deck in each
end of the tank. The platform must, for the full length of the tank, be arranged in level
with, or above, the maximum water level needed for rafting of under deck structure.
For this purpose, the ullage corresponding to the maximum water level must be
assumed to be not more than 3 m from the deck plate measured at the mid-span of deck
transverses and in the middle length of the tank.
A Safety Meeting must be held prior to entering the tank or space using the raft.
The Relevant Risk Assessment D-40 ±³Cargo Tanks Inspection using raft´ must be reviewed.
During the Cargo tank inspection the relevant details have to be entered into Form SF/TEC/117--
³Vessel¶s Structural Condition Report´.
2.6 BALLASTTANK AND VOID SPACE INSPECTION
During the Cargo tank inspection the relevant details have to be entered into Form SF/TEC/117-
³Vessel¶s Structural Condition Report´.
All requirements according to the enclosed space entry permit do apply and the same to be completed
prior entry.
2.7 CARGO / BALLAST PIPE WORK INSPECTION

Inspections of pipeline systems and associated fittings must be carried out.
The responsible Officer, during inspection/completion of the report, must take account of the
following:
2.7.1 Pipeline Inspection

x Extent of estimated breakdown: If the pipe work being inspected is coated, estimate the
amount of coating breakdown, not the amount remaining intact.
x Thickness: Check visually deterioration due to rust, etc.
2.7.2 Fittings Inspection

x Pipe work supports and brackets: Location of loose brackets must be recorded and brackets
re-secured.
x Couplings: Couplings must be given particular attention. The general condition of nuts, bolts
and flanges showing any visible signs of breakdown will require to be inspected and
renewed, as necessary.
x Bulkhead transit penetrators: Inter-Tank bulkhead penetration pieces must be carefully
inspected for wastage and cracking.
x Seals/glands: Valve glands and/or actuator rod seals can be checked for any signs of leakage.
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x Hydraulic lines and fittings: Ensure hydraulic lines are leak free and adequately secured to
avoid excessive movement, resulting with damaged or leaking pipe work.
2.8 MAINTENANCE AND RENEWAL
2.8.1 Cargo Tank Coating Repairs

In case of minor damages or cracks in the cargo tank coating the same might be repaired using the
relevant instructions from the manufacturer of the Coating.
2.8.1.1 Hot Work on Cargo or Ballast System or Void Spaces
Any Hot Work on the Cargo or Ballast System or Void Spaces is prohibited unless approval
from the Company has been obtained.
Caution:
All the Safety Precautions for Hot Work included in the Shipboard Safety Manual (003)-
Section 06-³Hot Work´ must be followed.
3. RECORD
Vessel¶s Structural Condition Report MTN/SECTION 01 SF/TEC/117
Unpumpable ballast COM/SECTION 14 SF/OPS/353
Draft comparison form COM/SECTION 14 SF/OPS/354
ISGOTT
TSG-C
TSG-G
Guidance for Inspection and Condition Assessment of Tanker Structures issued by IACS
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(010) FREE SURFACE AND SLOSHING Revision: 01
Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.1.1 Heavy Cargoes (SG<1.025)................................................................................................................................... 2
2.2 Considerations........................................................................................................................... 2
2.3 Free Surface and Sloshing Effects.............................................................................................2
2.4 Recovery from Unstable Situation........................................................................................... 4
3. RECORD...................................................................................................................................... 4
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Eff. Date: 29/02/2020

This procedure addresses the problems on Tankers caused by Free surface and Sloshing Effect.
2. PROCEDURE
2.1 GENERAL
Cargo Tanks must be loaded in such a way so as to eliminate or minimize the sloshing effect as far as
possible.
In this respect, cargo must be distributed in a minimum number of tanks.
This practice must also be followed when the Vessel:
x takes-in Heavy Weather Ballast or
x takes Ballast in the Cargo Tanks in order to comply with Port Restrictions.
The possibility of structural damage caused by sloshing in the Cargo tanks must not be
underestimated.
2.1.1 Heavy Cargoes (SG<1.025)

If the Vessel is to load a Heavy Cargo ( SG>1.025) , the Master and Deck Officers must be aware
that partially loading a Cargo Tank with a Heavy Cargo may present a potential problem due to
sloshing.
The combination of free surface and the float tank bottom, can result in the generation of a wave
energy of sufficient power which may severely damage the internal structure of the cargo tank and
the pipelines.
2.2 CONSIDERATIONS
The Master and the Duty Officer for Cargo Operations must be aware of the Vessel¶s Maximum
Permissible Density of cargo that can be loaded and at what percentage (Tank Top strength).
The Vessel¶ approved Trim & Stability Booklet must be consulted.
As a ³Rule of Thumb´, on tankers, each Cargo Tank, must not be loaded more than weight of salt
water (density 1.025).
2.3 FREE SURFACE AND SLOSHING EFFECTS
In order to avoid free surface effects,

x Cargo tanks must be loaded at 98%
x Ballast Tanks must be loaded at 100%.
Best efforts to be taken to load the Cargo Tanks in such a way that sloshing effect is eliminated or
minimized. In this respect, cargo must be distributed in a minimum number of tanks.
The same applies when the Vessel takes-in Heavy Weather Ballast or is ballasting the cargo tanks to
comply with Port Restrictions.
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The possibility of structural damage caused by sloshing in Cargo Tanks must not be underestimated.
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 on 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 centerline
bulkhead, and ballast tanks also having no centerline bulkhead (³U´ tanks).
The most critical stages of any operation will be while filling the double bottom ballast tanks during
discharging 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 to a point at which the transverse
stability on the ship may be threatened.
This could result in the ship suddenly developing a severe list or angle of roll.
A large free surface is especially likely to threaten stability at greater soundings (innages) with
associated high vertical centre of gravity.
It is imperative that Tanker and Terminal personnel involved in Cargo and Ballast operations are
aware of this potential problem, and that all Cargo and Ballast operations are conducted strictly in
accordance with the Ship¶s Loading Manual.
Where they are fitted, interlock devices to prevent too many Cargo and Ballast Tanks from being
operated simultaneously thereby causing an excessive Free Surface Effect, must always be
maintained in full operational order, and must never be overridden.
To avoid Free Surface Effects :

x Cargo Tanks sha ll be loaded at 98%
x Ballast Tan ks shall be loaded at 100%.
In case a Vessel is loading parcel cargoes the loading plan MUST ensure t hat the free surface
and sloshing effect will be taken into conside ration and approved. Class appr oved calculations
to be included.
When loading, or discharging: excessive free surfaces to be avoided b y optimizing the cargo
operation or Ballast Operation plan.
The Guidance in ISGOTT 11.2 shall be co mplied with.
Masters and Officers m u s t be aware that partially loading a cargo tank with H eavy Weather
Ballast may present a potential pro blem due to ³Sloshing´.
The co mbination of free surface and the flat tank bottom can result in the generation of wave
energy of suff icient power to severely damage internal structure and pipelines.
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The Guidance in ISGOTT shall be complied with.

4.1.4-³Sloshing´
11.2-³Stability Considerations-Free surface´
2.4 RECOVERY FROM UNSTABLE SITUATION
Follow the Procedure, Actions and Duties for restoring Stability

As found in the Emergency Procedure Manual-Section 05-
Paragraph 29 & Emergency Checklist SF/SOS/029
3. RECORD
Recovery from Unstable Situation EMP/ SECTION 05 SF/SOS/029
Heavy weather ballast plan COM/SECTION 22 SF/OPS/332
Heavy weather ballast tanks sounding log COM/SECTION 22 SF/OPS/332A
ISGOTT
TSG-C
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Manual Revision: 00
(010)
COLD CARGO HANDLING Eff. Date: 29/02/2020
Contents
2. PROCEDURE...............................................................................................................................2
1.1 Responsibility............................................................................................................................ 2
1.2 Guidelines for Handling Cold Cargo.........................................................................................2
3. RECORD...................................................................................................................................... 3
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(010)

This procedure provides guidance on the safe handling of Cold Cargo taking into account the
Vessels¶ capabilities and the environmental protection.
Company Policy
The Oil and Chemical Tankers shall load Cold Cargo
with minimum temperature at manifolds -10 C0.
2. PROCEDURE
The Master must carry the loading of Cold Cargo, consistent with:
x weather conditions,
x Safe Trim,
x Vessel¶s Stress and Stability and Handling Characteristics
1.1 RESPONSIBILITY
Master The Master is responsible for receiving loading cargo temperature during the pre-
loading information exchange and agreement with the Loading Master. He must
verify that the cargo plan provides all actions for loading the Cold Cargo safely
and for reporting any incidents to the Operations Department
Chief Officer The Chief Officer is responsible for the preparation of the Cargo Plan to include
the actions for the safe loading of the cold cargo, taking into account the Vessel¶s
capabilities and IMS guidelines and for carrying out the ballast, loading and
discharging operations.
1.2 GUIDELINES FOR HANDLING COLD CARGO

In cold climates, it may be required to load Cold Cargoes like naphtha, gasoil, and gas condensate all
having freezing points well below -40degC.
The cargo must have minimum temperature -10degC when passes the manifolds in order to avoid
brittle behavior of the Vessel¶s steel construction.
In ships intended to be loaded with liquid cargoes having a cargo temperature below & the risks
must be assessed prior to loading
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(010)
The following mitigating arrangements must be ensured during the cargo planning:
x Measures for proper ballast planning in order to prevent excessive ice built-up in the ballast
tanks located adjacent to the cargo tanks. Ice may be detrimental to the ship structure.
x Prevention of freezing of the heating medium in the cargo heaters and in the piping system.
x Maintenance of the temperature of the heated cargo in all heaters below its boiling point.
x Maintenance of the temperature of the cargo in the tanks below its flash point.
x Oil products must not be directly heated by steam or thermal oil having a temperature
exceeding the boiling point of the product.
For Vessels with heating coils fitted in the cargo tanks, the cargo can be gradually heated during
loading.
For Vessels with deck-mounted cargo heaters, the cargo can be recirculated within them and
gradually to be heated.
The Chief Officer is personally responsible to ensure that:

x A MOC / Safety Risk Assessment has been issued covering all safety aspects of this
operation.
x In the pre-loading meeting with the terminal, the cargo temperature must be declared in order
to ensure that it is higher than -10degC and the cargo plan must state in detail the cold cargo
handling procedures to be followed.
x During loading, the cargo tanks temperature to be monitored in the SF OPS 330D Hourly
Monitor Records and the loading rate to be adjusted for maintaining a temperature higher than
the lower cargo tank temperature set (-10degC).
3. RECORD
Cargo Plan COM/SECTION 09 SF/MRS/330
Loading Operation Information Exchange COM/SECTION 09 SF/OPS/309C
Ullage Report COM/SECTION 09 SF/OPS/304
Ballast Water Handling Log COM/SECTION 14 SF/OPS/356
Ballast Water Management Plan´ (BWMP)
Bridge Log book
Oil Record Book, Part II.
IBC Code
Page 3 of 3
Prime Tanker Management Inc. APPENDIX I
Cargo Operations
Manual
(010) CHEMICAL CARGOES Revision: 00
CARGO HANDLING INFORMATION Eff. Date: 31/07/2017
Contents
1. PURPOSE........................................................................................................................................ 2
2. GENERAL....................................................................................................................................... 2
3. GUIDANCE FOR SPECIFIC GARGOES...................................................................................... 2
3.1 Molasses.................................................................................................................................... 2
3.2 Caustic Soda ( Sodium Hydroxide )..........................................................................................4
3.3 Acrylonitrile (an)....................................................................................................................... 5
3.4 Butyl Acetate............................................................................................................................. 6
3.5 Glycols ( General )................................................................................................................... 6
3.6 Latex.......................................................................................................................................... 7
3.7 Methanol....................................................................................................................................8
3.8 Octanol ( Ocyl Glycol).............................................................................................................. 9
3.9 PARA-xylene........................................................................................................................ 9
3.10 Styrene Monomer................................................................................................................10
3.11 Toluene ±Xylene................................................................................................................. 11
3.12 Slack Wax- Paraffin Wax.................................................................................................. 11
3.13 Vegetable, Fish and Animal Oils......................................................................................... 12
3.13.1 Edible Oils and Fats ± FOSFA Regulations-Acceptable and Banned Lists.......................................................12
3.13.2 Vegetable Oils.................................................................................................................................................... 13
3.13.3 Guidelines for Heating Oils and Fats................................................................................................................ 15
4. RECORD....................................................................................................................................... 19
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1. PURPOSE
This Appendix on Cargo Handling Information, has been issued to assist and support the Chief
Officers and Masters of Chemical Tankers to plan the Cargo Operations of Chemical Cargoes .
2. GENERAL
This Appendix DOES NOT Replace

ANY Procedure of the Cargo Operations Manual (010) or any other in the IMS
3. GUIDANCE FOR SPECIFIC GARGOES
3.1 MOLASSES
Molasses is used for human consumption through the alcohol and pharmaceutical industries. It is also
used for animal consumption.
There are two ( 2) main types of molasses:

x Beet molasses, made from sugar beet residue, which has a pH of 7 - 7.5, occasionally pH 8.It is
neutral or a little alkaline.
x Cane molasses, made from sugar cane residue which has a pH of 7 - 6.5, occasionally pH 6. It is
neutral or a little acidic.
A low pH will show that the molasses is already old. The pH can be checked with an indicator paper.
Part of the glucose in the molasses can turn into ethanol and carbonic acid. Ethanol can further
become vinegar. The transformation of the glucose to ethanol and later to vinegar is by hot
fermentation. This can be accompanied by a temperature increase. Increased ethanol content makes
the molasses unsuitable for making penicillin.
The fermentation process reduces the quality of the molasses. Fermentation can be reduced or
stopped by adding air into the molasses by air hoses or via a drop line connection. If fermentation
occurs, then the Master should immediately contact the Charterers and the Owners for advice.
The carbonic acid causes the formation of foam. Any ingress of water can prevent foaming.
Although the water does not affect the quality of the molasses, the receivers will not pay for water.
There is great variation in the viscosity of molasses, depending upon the sugar content.
The word used is ³BRIX´.
The ³BRIX´ is measured with a ³sugar refract meter´.
The lower the viscosity, the easier to pump.
Due to the air content in molasses itself and the transformation of the glucose to carbonic acid, the
cargo can be expanded during the carriage therefore sufficient ullage space should be left to allow for
cargo expansion. Excessive allowance should be avoided so that the volume of cargo is not
unnecessarily reduced.
The cargo tanks must be presented suitable for loading Molasses.
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Molasses requires stowage in tanks for which the last three cargoes must be have been lead-free.Tank
cleaning for this cargo does not normally require the use of chemiclas. However , as with vegetable
oils, special cleaning instructions will be issued.
When loading is performed over the top, the free fall should be kept to a minimum in order to avoid
ingress of air into Molasses. This will form foam and will create difficulties during the discharging.
Molasses has a high specific gravity between 1.2 and 1.45, therefore the loading manual should be
reviewed for instructions concerning the partial loading of tanks (sloshing restrictions).
In addition, due to the cargo¶s specific gravity, calculations for the extent of tank filling should
be made basis tank top strength.
Different interpretations exist regarding the maximum allowable temperature, which varies from 40.5
0C to 43 0C. Excessive heating can scorch or burn the molasses, reducing the quality and leading to
claims. The molasses may become unfit for human and animal consumption
The cargo should be loaded warm - about 400C. Unless ordered differently, molasses may be allowed
to cool after loading until about 10 days before the o arrival at the discharge port.
The tightness of heating coils must be checked before loading Molasses. Care must be taken because
Molasses need a very long time to heat up. The lower layer might go above the temperature
instructed by the Charterers, while the top layer may still be below the required discharge
temperature. If it is heated fast to achieve the required discharge temperature before arrival, there is a
danger of crystallization around the coils.
The majority of the charterers request the vessel to maintain the loading temperature throughout the
voyage and the discharge. In this case, the cargo is normally heated and the risk of crystallization by
sudden application of heating is avoided.
For the inferior quality Molasses (old Molasses with a lower pH) the temperature should be
maintained above 27 0C.
Actually, the Master should follow the charterers/shippers instructions for all kinds of Molasses..
During loading, sealed samples should be drawn from the ship¶s tanks in the presence of the shipper
or surveyor.
The Cargo Samples should be kept onboard for fourteen (14) months after the completion of
discharging unless there is a cargo claim or there are special instructions from Charterers.
The required discharge temperature at the discharge port varies according to the receiver i.e.:
x Amsterdam requests 40 0C
x Hamburg requests 45 0C
x The absolute maximum discharge temperature will be 450C
The above figures are indicative; the Master must follow the charterer¶s and/or Shipper¶s instructions
with regards to cargo temperature. Due to the discharge temperature variations as per above, there is
a danger of scorching and crystallization.
A draft survey should be carried out before and after loading, in order to determine the loaded
quantity. The same procedures should be followed at the discharging port.
The freight is always payable on out-turn figures, therefore an accurate draft survey at the loading
and the discharging port is absolutely must.
Cargo claims are lodged for any shortage based on the out- turn figures.
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It is very important to seal the sea valves in the load port.

If the shipper does not seal them, then the reason must be entered in the Cargo/Deck Log book.
The ship should seal the sea valves itself and record the details in the Cargo/Deck Log book.
Failure to comply with the above will lead to cargo claims if the out-turn is less compared to the
loading port figures.
The Charterers will claim from Owners transit loss.
As soon as possible, after the completion of the discharge, the tanks should be cleaned with warm
seawater. Molasses residue attacks the tank coating and must therefore be removed as early as
possible.
After the carriage of molasses, it is important to thoroughly clean tanks, lines and pumps. Molasses
residues will discolor subsequent cargoes.
It should be noted that steaming and the use of fresh water will cause foaming. The use of salt water
for cleaning the tanks is recommended.
During cleaning, gases are generated and which may cause suffocation. Alcohol fumes and C02 can
be formed in the ullage space above the molasses and there may be no oxygen present. The tanks
should be checked for Oxygen before each entry.
3.2 CAUSTIC SODA ( SODIUM HYDROXIDE )

It is a hydroscopic substance (i.e. it will absorb water from the air, when exposed). This means that
an accurate, dry weight is difficult to be determined.
NaOH (sodium hydroxide), when exposed to the air, will react with the carbon dioxide in air, to form
sodium carbonate.
Caustic soda intended for paper manufacture is sensitive to iron contamination, particularly rust. A
common limitation is max 10 ± 25 ppm iron. For the aluminum industry, the requirements are
somewhat less stringent, but spotlessly clean tanks are required.
Due to its high viscosity and high specific gravity, the product is sensitive to particle contamination.
In addition, due to the cargo¶s specific gravity, calculations for the extent of tank filling should be
made basis tank top strength. Any particles left will settle very slowly.
Tanks must be kept clean from any hydrocarbon residues and loose rust. Surface rust may be
accepted for the aluminum industry, but cellulose industry will require the uncoated tanks to be
thoroughly cleaned. Coated tanks are always preferred.
Tank cleaning after discharging

Tanks should be washed with cold water. No cleaning agents are required.
In some cases the cargo may leave drops of mercury behind, on the bottom of the tank. These should
be removed as they tend to initiate local pitting corrosion.
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Cargo Handling
Caustic soda is strongly aggressive to human tissue. Any skin contact should be avoided. Eyesight is
at a risk if splashes occur. Fully protective suit, oilskin type, gloves, rubber boots, protecting goggles
and safety helmet, should be worn when handling hoses, taking ullages etc.
Caustic soda-corroded copper alloys, however, not stronger than that various bronze fittings in
pumps, valves etc can be accepted. The condition of these details after a longer period in service
should be checked.
Common shipping concentrations are 48 ± 50 % NaOH. The corresponding lowest pumping
temperatures are about 20 ± 22 C. This means that heating must normally be applied. In case of a
breakdown of the heating system, the receiver may accept that the cargo be heated by introduction of
live steam at the bottom of the tank.
The specific gravity of caustic soda is high (about 1.4). This means that cargo tanks have to be
strengthened above ³tanker for oil¶¶ standards or special loading conditions to be implemented, as
instructed by the classification society.
Caustic soda destroys zinc silicate coating. Epoxy coatings are normally resistant. Manufacturer¶s
instructions should be checked. In some cases time limitations for exposure to caustic soda are
applicable. Stainless steel tanks do not have any restrictions. All type of flange gaskets can be used.
Expansion glands in cargo piping may have a tendency to leak after a period of time in caustic soda
service. White asbestos impregnated with PTFE (Teflon) is suitable for repacking.
3.3 ACRYLONITRILE (AN)

This substance is Very Toxic and sensitive to light and water.
Light causes polymerization and darkening of the product and should be avoided. Water should also
be avoided because it may inactivate the inhibitor added to the product.
The tanks should be thoroughly washed with cold sea water and steamed and ventilated well. Tanks
and piping must be completely dry and clean, before loading commences.
Loading of the ship¶s tanks should preferably be arranged with a cargo vapor return to shore tanks.
All tanks lid should be kept closed. Only closed gauging systems should be used.
Do not place acrylonitrile with bulk head to bulkhead contact with edible oils.
Recent laboratory tests indicated a potentially hazardous reaction between acrylonitrile ( group 15 )
and caustic soda solutions (group 5). This combination is considered compatible for adjacent stowage
by current regulations (46 CFR part 150). While a review of the data used to construct the
compatibility part in these regulations showed no reactivity between these two chemicals at test
temperatures up to 100 degrees C, the new data indicates that a delayed reaction may occur, which
generates large amounts of heat if the mixture is vigorously stirred. The regulations are being
amended to reflect this incompatibility. Meanwhile Do not load Acrylonitrile and Caustic Soda
Solution in Adjacent Tanks
The flange of heating coils should be blinded. Heating coils should be blown-through over the deck
before to being taken in use again.
Checks for toxic vapors should be made before entering.
Oilskin ± type protective suits with long rubber boots gloves, safety goggles and helmet should be
worn.
Page 5 of 19
Cargo Operations
Manual
3.4 BUTYL ACETATE

This substance has a moderate Toxicity.
Tanks must be absolutely dry and free from hydrocarbons. Any loose rust must be removed and be
rinsed with fresh water and dried.
Butyl acetate may decompose and form acetic acid. The product then turns aggressive against steel
and zinc silicate tank coating (against which it otherwise is neutral).
The degree of acidity should be documented (not below PH 5.5 for zinc silicate coatings).
Blind flanges should be inserted against other cargoes and the seawater should be kept away.
Epoxy coated tanks are commonly used.
3.5 GLYCOLS ( GENERAL )

The Toxicity is Moderate to Low.
Glycols are intended for cosmetic and pharmaceutical products, therefore they are sensitive to odour
contamination (from previous cargoes such as methanol, molasses, from cleaning agents, from
uncured tank coatings etc).
Chlorides are a serious contaminant in certain cases (pharmaceutical grade max 1 ppm).
High viscosity and high specific gravity of many glycols make them sensitive to particle
contamination (e.g. rust). Particles will be slow in settling out in shore tanks.
Tanks before loading

Tanks should be finally rinsed with fresh water. Tanks should be well swept free of any sand, rust
etc.
Tanks and piping should be drained. Well-cured coated tanks should be preferred for the carriage of
Glycols.
The remaining odour should be removed by steaming, ventilation or repeated washing.
A loading inspector should make a chloride test on the tank walls. A pre- test can be made by the
personnel on board to prove that fresh water rinsing has been adequate.
Cargo Handling
Seawater should be kept out. Blind flanges should be inserted against other products.
Certain glycols require heating i.e. poly±ethylene glycol to max 48 C.
Materials
Epoxy and zinc silicate coatings are acceptable for glycols.
Page 6 of 19
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3.6 LATEX
This substance has low Toxicity.
Contamination
Latex is damaged (lumps formed) if it freezes below 00C or is kept above 35 ± 40 0C for any duration
of time. Rust and unprotected steel may contaminate latex.
Natural latex has approximately 0.7 % ammonia added to reduce its tendency to co-agulate.
Therefore galvanized, steel, copper, brass cannot be used as these metals will be readily attached by
ammonia, which may also contaminate the product.
Tank condition before loading

Mild steel tanks (uncoated) must be coated with paraffin wax (melting point above 140 C).
This process is called WAXING BY SPRAYING and done to the bulkheads, tank tops, cargo valves
inside the tanks and the bell mouth of cargo pumps (the melting point of wax is above 140 0C). The
tanks must be dry during the above process. The tanks must be clean but they need not be dry upon
loading. The wet tank walls while loading reduces the tendency for skin adherence after discharge.
Sometimes the tanks are required to be sterilized before loading if the state of their cleanliness is held
in any doubt.
After completion of waxing in tanks, must be carefully enter the cargo tanks that not to damage the
waxed parts
Cargo handling
Calculate the cargo quantity to be filled up to 100 pct in each cargo tank. During loading check that
no Air Pockets and Air Bubbles are created in the cargo tanks.This will cause discrepancy on cargo
quantity at the discharging port and on the other hand after discharging and while cleaning of tanks
will take along time to peel off the latex from the waxing walls.
Heating of the product from neighboring tanks should be avoided.
Natural latex with ammonia added has a relatively high vapor pressure. The Pressure/Vacuum valves
may have to be set at the max permissible value. A higher pressure is sometimes demanded by the
shipper. Is this case the tanks should be designed for such a pressure.
Unnecessary access of air to the tanks should be avoided.
Discharging
Ordinary pump shaft glands have a tendency to score in latex service (latex coagulates in contact
with air). Double glands or double mechanical seals rea advisable, using water as the intermediate
medium.
Normally the cargo is discharged by special portable pumps and never use vessel¶s own cargo
pumps. The portable pumps are operated by 2 supervisors.
The system of portable pumps consists of:
x Diesel Hydraulic Power pack
x Main pump
x Stripping pump
x Hydraulic hoses
x Cargo hoses
x Tripod Haust
x Ejector
Page 7 of 19
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Tank cleaning after discharge

Wash with cold water immediately after discharge. Any remaining skin on the tank walls may then
have to be peeled off manually. Be careful not to damage tank coatings.
Materials
Stainless steel tanks should be preferred. Epoxy coatings are normally considered non-resistant.
Zinc silicate and phenolic coating have limited resistance.
Coating manufacturer¶s instructions should be checked.
3.7 METHANOL
This substance is Toxic.
Contamination
Methanol is contaminated by minor amounts of hydrocarbons (also light products) and by very small
amounts of chlorides (salt).
Magnesium (a constituent in the protective tank anodes) will form magnesium methylate, which is a
serious contaminant.
Air may cause a discoloration as well.

Tanks should be dry and absolutely free of hydrocarbons. Last cargo should preferably have been a
light product. Loose rust should be removed because it may contain traces of previous cargoes. The
last rinsing should be done with fresh water.
Di-ionized water is preferable.
The Tank inspector should make a chloride test and Hydrocarbon test on the tank surface. In certain
cases, a permanganate time test is required.
Loading samples should be taken on the jetty for reference, as contamination may have occurred
before the product was loaded onboard.
Cargo handling
Methanol should not be located near heated cargoes to avoid evaporation losses.
Chlorides contamination has occurred due to seawater ingress during the voyage. The tank lids
should be kept closed and the pressure/vacuum valves should be protected from the possibility of
water entering during bad weather.
The heating coils should be blanked off.
The cargo tanks should be purged with nitrogen before loading and Nitrogen blanketing is required
during voyage.
Page 8 of 19
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Manual
3.8 OCTANOL ( OCYL GLYCOL)

This substance is of moderate toxicity.
Contamination
Octanol is sensitive to contamination from previous cargoes. The last three (3) cargoes should
preferably have been aromatics, alcohols etc.
Tanks should be finally rinsed with fresh water. Tanks should be clean and dry and loose rust should
be removed.
Materials
Epoxy and zinc silicate coated tanks are acceptable.
3.9 PARA-XYLENE
This substance is of Moderate toxicity.
Contamination
Para - Xylene is sensitive to contamination from previous cargoes. The last cargo should have been
³Solvent´ like alcohol, aromatics etc.
NOT acceptable last cargoes are:

x vinyl acetate,
x styrene monomer,
x vegetable oils or animal oils ,
x gasolines or products with anti ± oxidation additives.

Tanks should be clean and dry and free of loose rust. Very careful cleaning is necessary.
Cargo Handling
Para ± Xylene has a very high freezing point + 13 C.
The cargo should be kept around 20 C ± 30 C.
Freezing will occur from the sides and bottom tanks. The bottom suctions may freeze and get
blocked.
Heating may be applied after obtain the Charterer¶s approval.
Materials
Zinc silicate coatings are resistant to Para ± Xylene. Epoxy coatings are normally considered non ±
resistant. The manufacturer¶s instructions should be checked. In any case, epoxy coatings have to be
very well cured.
Epoxy tar coatings are not acceptable, because they may bleed and discolor the product.
For stainless steel tanks there are no restrictions.
Page 9 of 19
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3.10 STYRENE MONOMER

This substance is of moderate toxicity.
Contamination
Styrene polymerizes under the influence of light, oxygen, heat, rust etc. Polymerization can be
observed as a discoloration and also as deposits on tank surfaces. Copper with alloys may also cause
discoloration.

Tanks should be dry and clean and free from all loose rust.
Heating coils should be blind- flanged. Blind flanges should be inserted against other cargoes.
Cargo handling
Maximum transport temperature is 32 0C
Styrene must not be placed in bulkhead contact with heated cargoes. The deck should be cooled by
hosing seawater during very hot days.
Styrene has an inhibitor added to avoid polymerization. The inhibitor, being consumed with time,
may fall out in cases of low temperatures.
The Inhibitor should be added by specialists ONLY.

The inhibitor is usually butyl catechol (TBC) which is added to a concentration of 15 ppm.
The contents should not be permitted to go below 8 ppm.
A check on the contents of the inhibitor can be made by means of a color comparison and a reference
scale. A check on the amount of polymerization can be made by mixing 1 part of styrene with three
(3) parts of methanol. If the mixture remains a clear liquid or shows a slightly bluish shadow, the
product is probably intact. Polymerization can be observed as a whitish shadow.
The shipper sometimes requires styrene monomer to be transported with inert gas or nitrogen
blanketing.
Tank cleaning
Tanks should be washed immediately after discharge with cold water. If washing cannot be carried
out, it is advisable to keep the tank filled with cold water until washing can take place.
Sometimes, polymerized materials have to be removed manually.
In the final cleaning, detergents or solvent cleaners must be used. Final steaming may be necessary to
remove any remaining odours.
Chloroethane can be used for cleaning valves, glands etc.
For Styrene an Inhibitor¶s Certificate should be always demanded from the Shipper.
Page 10 of 19
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Manual
3.11 TOLUENE ±XYLENE

This substance has a Moderate Toxicity
Contamination
Discoloration may occur from previous cargo.
Xylene ³nitration grade´ is sensitive to contamination by chloride (salt).

Loose rust should be removed because it may contain residues of previous cargoes. Rust in itself is
acceptable.
Before Xylene ³nitration grade´ the tanks should be rinsed with fresh water.
The tank inspector may take a ³presence of hydrocarbon test´.
In case of doubt, the ship¶s officers can make these tests themselves beforehand.
Cargo handling
In order to avoid cargo evaporation losses, these products should not be placed close to heated
cargoes. Heating coils should be blanked.
Materials
Zinc silicate coatings are resistant to Toluene and Xylene. Epoxy coatings are normally considered
non-resistant or have time limitations. The coating manufacturer¶s instructions should be checked.
In case of epoxy, coatings must be very well cured and aged.
Epoxy ± tar coatings are not resistant and may discolor the cargoes.
No restrictions exist for stainless steel tanks.
3.12 SLACK WAX- PARAFFIN WAX

The wax may be removed from paraffin distillates by chilling and pressing.
When separating it from solutions, it is a colorless, more or less translucent, crystalline mass, without
odor and taste, slightly greasy to touch, and consisting of a mixture of solid hydrocarbons in which
the paraffin series predominates.
It is a heated cargo which requires during the voyage a temperature between 70-80 0C.
Zinc silicate coatings are not resistant to Paraffin wax. Epoxy coatings are considered suitable for the
carriage of slack wax. The coating manufacturer¶s instruction should be checked regarding the
maximum permissible temperature for coating, as well as the coating resistance.
Solidifying substances such as slack wax or paraffin wax, should be cleaned with hot water at a
temperature above 78 0C.
Any failure of the boiler or heater should be avoided because, before cleaning, these substances are
soft- like grease, but will become as hard as ice if the washing temperature lowers.
Before washing, clear access to the pump suction well in each tank should be cleaned. This can be
done with a shovel through the solidified wax.
All drop lines must be well steamed.
Page 11 of 19
Cargo Operations
Manual
In winter conditions, onboard a vessel with a double bottom, (but without a double hull and with
a heater that may supply 78 0C for 1 or 2 washing machines simultaneously only, the best choice is
to:
x pump the washing water into a designated cargo tank,
x heat it with the heating coils or heater and
x pump it to the cleaning machines.
In such a case, the necessary rate of heated water at the required pressure and temperature will be
provided to all cleaning machines in the tank.
The tank will be steamed completely and the cleaning result will be adequate.
3.13 VEGETABLE, FISH AND ANIMAL OILS

For a list of the oils, reference should be made to MARPOL ³Restrictions on Previous Cargoes when
Carrying Fats and Oils for Edible and Oleo-Chemical Use´.
When carrying fats and oils for edible or Oleo-chemical use, the three (3) last cargoes should not
contain any leaded products.
FOSFA and NIOP List describe banned immediate last cargoes and acceptable previous cargoes.
FOSFA will apply for vessels trading in Europe or if vessel fixed to load according to FOSFA. NIOP
will apply for vessels trading in U.S.A. or if vessel fixed to load according to NIOP.
Common for both Lists is that: if a previous cargo is not listed either on the acceptable or
unacceptable prior cargo list, the charterers have to be notified if they can accept the tank.
The NIOP list includes cargoes on research. The charterers should be notified in case the previous
cargo has been accepted after the issuance of the NIOP list. The same also apples if the tanks have
zinc coatings, due to the possibility of zinc.
The issue of Pick-up in the cargo is normally cleared on an early stage, but for the sake of good
order, the subject of coating/cargo compatibility should always be clarified with the Ship¶s Operator
before loading.
3.13.1 Edible Oils and Fats ± FOSFA Regulations-Acceptable and Banned Lists
According to FOSFA regulations a cargo tank is only considered loaded with FOSFA acceptable or
FOSFA non-banned cargo if the tank has been filled minimum 60 % of the tank volume.
The majority of edible cargoes require at least the last cargo in a tank to be a FOSFA acceptable
cargo. This means that if for example the last cargo was Tallow ± which is in FOSFA acceptable list
± and the second cargo was Lubricant oil ± which is not in FOSFA acceptable list ± and this tank was
filled 50 % with Tallow, then the tank will not be accepted for loading edible oil.
Therefore it is very important that:

x Tanks are filled to more than 60 % of the volume, if at all possible
x Master at all times to know if a tank is not 60 % full or not intended to be 60 % full.
As a general rule, all cargoes that are not in the FOSFA banned list should be loaded to minimum 60
% of the volume, whenever possible.
When a stowage plan is prepared, the above rule should always be taken into consideration.
Page 12 of 19
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Manual
FOSFA of the last version in force and/or NIOP List of Acceptable Previous Cargoes / Banned
Immediately previous cargoes should be consulted
3.13.2 Vegetable Oils

Toxicity
These products are non-toxic.
There have been accidents, however, this happened only when tanks have been entered just after the
completion of the discharge.
There are indications that the lack of oxygen may have been the cause. Oxidizing oils may be more
dangerous in this respect.
As a Rule: Good Ventilation should be carried out before entering the tanks.
Contamination
Odour and remains from previous cargoes may be a serious contaminant. Strongly smelling products
(methanol, octanol, molasses etc) may lessen the value of edible products considerably.
Discoloration may result due to overheating from heating coils with a too high surface temperature.
Vegetable oils may be contaminated and become toxic if they are carried in zinc silicate coated tanks
under incorrect conditions.
Vegetable oils may increase their contents of Free Fatty Acids (FFA) abnormally and turn rancid
(bad) if:
x The tanks are poorly cleaned from previous cargoes (bacteria from vegetable or
animal oil).
x The cargo is carried out at an unnecessarily high temperature
x The ullage space ( air ) is unnecessarily large
x Sun radiation, light or heat is applied onto the cargo.
Tank condition Before loading

x Normally, vegetable oils are carried in coated tanks.
x Uncoated mild steel tanks should be free from rust.
x In order to remove odour, the tanks may have to be steamed.
x Cleaning by means of soda or any other cleaning agents is normally required.
x Finally a fresh water rinse should be made.
x Manual cleaning may be necessary in d corners, etc.
x The Tank inspector will inspect carefully.
x Kapok seed oil, in particular requires well cleaned tanks.
x The Heating coils should be tested before loading.
Cargo handling
x Blind flanges should be inserted against cargoes of a different nature.
x Vegetable oils should never be loaded adjacent to toxic cargoes.
x Blind flanges should be inserted where necessary for separation.
x The cargo should be heated according to instructions from the shipper.
Page 13 of 19
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x Heat should be applied with great caution in order not to burn the cargo, in particular
Soya bean oil, Cottonseed oil, Kapok seed oil, Linseed oil, Tung oil. The admission of
steam should be adjusted, in order not to return condensate.
x Heat more that instructed should never be applied.
x In certain cases one voyage temperature and another discharge temperature is
stipulated (e.g. Kapok seed oil: voyage 11-13 C, discharge 24-30 C).
x Heating should be increased very slowly.
x During the voyage there will normally be an increase in the amount of Free Fatty
Acids (FFA).
x Before loading, the amount of FFA should be determined by an independent surveyor
and the result should be documented.
x The vessel may be held responsible for any increase in FFA contents.
x The higher FFA contents at the beginning, the higher the FFA increase.
The following vegetable oils normally require heating:

x Cottonseed oil,
x Coconut oil,
x Palm oil,
x Palm kernel oil,
x Other vegetable oils may require heating at low ambient temperatures.
Tank cleaning after vegetable oils

Cleaning should start immediately after the discharge. The cleaning routine for drying oils should be
followed.
Cleaning should be carried out with cold water.
Materials
Generally, Epoxy tank coatings have a good resistance against vegetable oils. Zinc Silicate coatings
may be affected by the cargo.
The cargo suffers a zinc pick-up, if vegetable oils have a too high content of Free Fatty Acids.
Usually 2.5 % of FFA is tolerated for short voyages up to 5 %.
Palm oils and coconut oils should not be carried in zinc silicate coated tanks. Before loading the
coating maker¶s instructions should be checked.
Heating instructions for Palm Oil

x Ship¶s coils must be completely covered by the oil on completion of loading.
x No heat should be applied until the average temperature of the oil has fallen till
350 C.
x For oils up to and including 6% FFA and 40.6 degr C for oil exceeding 6% FFA.
Heat should then be applied to maintain these temperatures until the sixth (6th)
day before arrival at the port of discharge.
x As from the sixth (6th) day before arrival at the port of discharge , the
temperature should be raised steadily (not more than 2.5 degr C in 24 hours) in
order to reach - but not exceed - the following average temperatures on
discharge:
o 51.7 0C for oils up to including 6 % FFA on shipment
Page 14 of 19
Cargo Operations
Manual
o 57.2 0C for oils exceeding 6 % FFA on shipment

x During the winter months namely November to April inclusive, the foregoing
temperatures may be increased by 2.5 0C.
x The Top and bottom temperatures should be maintained as equal as possible.
x The above instructions may be varied only by official message or written
notification. Details of any amendments and the authority responsible must be
duly recorded.
x At the time of loading, the correct and true FFA of the oil loaded must be stated
on the loading and carriage log.
Special Warning!
A sudden increase in temperature must be avoided, as it will almost certainly result in damage to
the Oil.
3.13.3 Guidelines for Heating Oils and Fats

Reasons for Heating
It is necessary to apply artificial heating to some oil products to ensure homogeneity for sampling
and delivery when the oil must be liquid with no fat solids or crystals and not be temperature/density
layered. Heating will accelerate precipitation of moisture.
Heating may be required to reduce viscosity to acceptable pump able levels.
Contracts, Standards
Where FOSFA contracts either contain specific instructions or refer to recommendations of named
bodies, these should be applied. These are generally concerned only with ship¶s tanks at loading,
during voyage and at discharge.
Additionally, some national and International standards recommend temperatures for specific
products, principally for sampling.
Guidelines
Where the contract does not provide temperature and heating recommendations or provides only for
ship¶s tanks, then the following guidelines are suggested.
x When heating is applied to immersed coils, use either hot water passing through the
heating coils (providing these are self-draining) or low pressure saturated steam at
maximum pressure 150 kPa/1.5 bars, limiting coil surface temperatures to about & in
order to prevent local burning.
x Alternative heating may be applied through heat exchangers with similar restrictions on
heating media and temperature control.
x Heating should be applied such that average oil temperature increases at a rate of not more
than 5 degrees C in a 24 hour period.
It shall not be considered that the product is evenly heated if the difference between the
top and bottom temperatures in the tank exceeds 5 0C.
x Temperatures should be maintained within the recommended ranges to ensure
homogeneity at the lower end and to avoid overheating, oxidation etc, of the oil at the
upper end.
Of necessity, any tabulated recommendations must be of a general nature.
Page 15 of 19
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Manual
x Where oils are known to have different characteristics, the heating levels must be adjusted
accordingly.
Transit and Handling/Sampling Temperatures

The following Temperature Table sets out the minimum and maximum temperatures & for oils and
fats both in transit and for handling/sampling purposes. This Table is sourced from IASC Handbook
5th Edition, Section Four (1993 Amended June 1995).
Page 16 of 19
Cargo Operations
Manual
TEMPERATURE TABLE
PRODUCT IN TRANSIT HANDLING AND
SAMPLING
MAX
0,1 & 0$; & 0,1 &
&
Castor Oil 20 25 30 35
Coconut Acid Oil 27 32 40 45
Coconut Fatty Acids 40 45 45 48
Coconut Oil 27 32 40 45
Cottonseed Oil Ambient Ambient 20 25
Fish Oil 20 25 25 30
Grape seed Oil Ambient Ambient 15 20
Grease 38 41 50 55
Groundnut Oil Ambient Ambient 20 25
Illipe Butter 38 41 50 55
Lard 38 45 50 55
Linseed Oil Ambient Ambient 15 20
Maize (Corn) Oil Ambient Ambient 15 20
Maize/Soya/Sun Acid Oil 30 35 45 55
Oiticica Oil 24 32 35 38
Oleo Margarine 45 50 50 55
Oleo Stearin 40 60 60 65
Olive Oil Ambient Ambient 15 20
Palm Acid Oil 45 50 67 72
Palm Fatty Acid Distillate 45 50 67 72
Palm Kernel Acid Oil 27 32 40 45
Palm Kernel Oil 27 32 40 45
Palm Kernel Olein 25 30 30 35
Palm Kernel Stearin 32 38 40 45
Palm Oil 32 40 50 55
Palm Olein 25 30 32 35
Palm Stearin 40 45 60 70
Rapeseed Oil (HEAR Type) Ambient Ambient 15 20
Rapeseed Oil (LEAR Type or
Ambient Ambient 15 20
Canola)
Safflower Oil Ambient Ambient 15 20
Sesame Oil Ambient Ambient 15 20
Sheanut Butter 38 41 50 55
Soyabean Oil Ambient Ambient 20 25
Sunflowerseed Oil Ambient Ambient 15 20
Tallow 44 55 55 65
Teaseed Oil Ambient Ambient 15 20
Tung Oil 20 25 20 25
Page 17 of 19
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Manual
Notes
1. The maximum temperatures recommended for handling and sampling may be exceeded by 5 0C
in order to facilitate handling, but only if agreed by the parties concerned and if the temperature is
given in the sampling report.
2. In some cases the ambient temperatures may exceed the recommended maximum figures shown
in the Table.
3. Hydrogenated oils can vary considerably in their slip melting points, which should always be
declared. It is recommended that during the voyage, the temperature should be maintained at
around the declared melting point and that this should be increased prior to discharge to give a
temperature of between 10 to 15 0C above that point to effect a clean discharge
Different grades of palm stearin may have wide variations in their slip melting points and the
temperatures quoted may need to be adjusted to suit specific circumstances.
Phosphoric Acid
Preloading Precautions
High copper content and temperatures above & will give corrosion. With new grades / ports, send
the specifications of the Phosphoric Acid to Stainless Steel manufacturer for carriage approval.
Preparations for Loading

The SS tanks must be cleaned to W/W standards with absolutely no previous cargo residues
The cargo pump cofferdam must be checked and dried out. Pump seals checked and renewed if
necessary. Do not blow heating coils dry. Keep the coils inside the cargo chock a block with fresh
water and blank off the coils. You need not heat this cargo. After loading, blow the cargo lines
thoroughly back to the tanks
At sea
Circulate the cargo during the voyage, if possible, or agitate the cargo in order to prevent the buildup
of sediment as much as possible. In cold climates, heating to & is advisable. However too long
recirculation will wear out the pump seals.
To prevent pump blockage, it is necessary to blow the pump stack with compressed air at least once a
day. The pump should be run slowly, a few minutes to ensure that the impeller is operating freely.
Ensure that the PV valve and ullage hatch are open during blowing.
Certain Phosphoric acid grades exported from Richards Bay, Morocco and Tunisia require daily
recirculation through diffuser installed on drop line.
Discharging
Ensure that the pump stack is blown with compressed air with PV valve open, to loosen cement at
pump suction sump, before starting the Framo impeller. Because of the high specific gravity of
Phosphoric Acids, very high pump pressure may be experienced.
Immediately after discharge flush the cargo lines thoroughly with fresh water to push the line
sediments back to the tank. Build up pressure by opening and closing the various valves several
times. Remove the residues in the tank by hand hosing it to the pump well using fresh water.
Never leave slops and water in the tanks. This will become concrete
Page 18 of 19
Cargo Operations
Manual
Cleaning
Butterworth with cold fresh water for 2 hours. Ensure that no sediments have remained in the tank
bottom. Ventilate, mop, suck and dry the tank. After the tanks are thoroughly/finally cleaned,
passivate the tanks with Nitric Acid as the Phosphoric destroys the passive oxide coating on the
stainless.
4. RECORD
None
Page 19 of 19

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Prime Tanker Management Inc.

CARGO OPERATIONS MANUAL

Oil and Chemical Tankers

SECTION No Title Issue Issue

APPENDIX I Chemical Cargoes ± Handling Information 00 31/07/2017

1. PURPOSE AND SCOPE

1.1 CARGO AUDITS BY QUALIFIED OFFICE STAFF (PORT CAPTAINS )

THE CARGO OPERATIONS MANUAL

1. PURPOSE AND SCOPE

2. RETENTION TIME OF RECORDS AND REPORTS

3. DEFINITIONS AND ABBREVIATIONS

x LFL :Lower flammable limit (ISGOTT)

x UFL: Upper flammable limit (ISGOTT)

x Purging (Oil Tanker) according to ISGOTT

x Purging (Chemical Tanker) according to TSG-C

x Padding (Chemical Tanker) according to TSG-C

x Hazardous (Dangerous) Area (ISGOTT)

x Non Hazardous (Dangerous) Area

x Hot work (ISGOTT)

x Inert Condition (ISGOTT)

The Company requires the Oxygen content in the Cargo Tanks

x Cargo Heating System

NVM: Non Volatile Material.

x PTT: Past Time Test.

x Routine (Standard) Operation

x NON-Routine (Standard) Operation

x Miracle Tank Cleaning Guide

5. MIRACLE TANK CLEANING GUIDE & SEMINAR (Chemical Tanker Specific)

Wall Wash Testing

1. PURPOSE AND SCOPE

2.2 CHIEF OFFICER

2.3 MASTER AND CHIEF OFFICER (CHEMICAL TANKER SPECIFIC)

2.4 OFFICER OF THE WATCH (OOW)

The Officer of the Watch (OOW) is the Second or Third Officer.

The Officer of the Watch (OOW) is responsible:

2.4.2 Additional Duties on Vessels with a Cargo Pump Room

2.4.3 Additional Duties on Chemical Tankers (Chemical Tanker Specific)

2.5 DECK CADET OFFICER

2.6 CHIEF ENGINEER

x For Tank Cleaning Systems :

2.7 PUMPMAN / BOATSWAIN

2.8 ABLE SEAMAN (AB) / ORDINARY SEAMAN (OS)

2.4.7.3 Occupational Exposure Limits of Mercury....................................................................................................... 29

2.1 RESPONSIBILITY AND ACCOUNTABILITY

Additional references and guidelines can be found in the following publications:

2.3 FLAMMABLE CARGOES

Flammable cargoes are the main hazardous cargoes on Company Vessels.

For any Fire or Explosion the following are required:

2.3.1 Tests for Flammability (Oil Tanker Specific)

2.3.2 Classification of Petroleum Products (Oil Tanker Specific)

2.3.2.1 Volatile and Non Volatile (Oil Tanker Specific)

2.3.2.2 Permitted Cargoes (Oil Tanker Specific)

2.3.3 Use of Intrinsically Safe Equipment

It is PROHIBITED to use damaged intrinsically portable electrical equipment ,

The use of any NON-intrinsically safe equipment

2.3.4 Air Conditioning and Ventilation

2.3.5 Monitoring of Ballast and Void Space Atmospheres