1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34

LOADING ( DURING ) CHECK LIST Have you communicated with shore personnel regarding the progress of the loading operation? Do all crew have relevant PPE on ? Is communication between CCR , manifold and shore tank adequately maintained ? Are you aware which cargoes create static charges when passing through pipelines? Are there any leak from cargo hose or line ? Have you prevented cargo contaminated shoes from being worn inside accomodation? Are you aware that if there is any possibility of off hire, the master must be informed? Are you aware of the surrounding condition including sea weather and change of tide ? Is the gangway for passage to the shore correctly adjusted for safe access ? Is the sanctity of the CCR being violated by undesirable material/ persons? Are orders on walkie talkie being repeated and reported back when executed? Are steam hoses ready in freezing weather? Are you topping up tanks using only one inlet? Are emergency stop written procedures available in CCR? Is a copy of ERP contact list available in CCR? In case somebody jams the walkie talkie channel, is an exit channel been agreed upon and known to all? Are you providing corrected for current trim/ list topping up ullages to duty officer? Do incoming duty crew go on deck and relieved crew knock off via CCR? Have you taken the initial load contents into one single tank? Have you taken a manifold sample immediately on start into a clear glass sample bottle with manifold valve shut? Is there a signed and dated stowage plan in the fire wallet? Is there a secondary means of communication with shore terminal if the primary fails? Is the oxygen resuscitator readily available? Have vapor return calculations been done? At commencement has an officer been stationed at the manifold for any leakage, abnormality? Do you know the standard correction to be applied to MMC/ CCR fixed remote guage? Are you checking and recording the loading rate every hour? Is the loading operation going as per written and agreed plan? Do you estimate time of completion of loading every hour ? Before the relieving duty crew takes over , are they briefed in the CCR ? Does duty officer patrol regularly for early discovery of any abnormal situation ? Are Draeger tubes used especially in still air conditions for inhalation hazard / carcinogen cargoes? Are open shut status of valves correctly maintained on the CCR valve board ? Is lashing condition of loading hose with shore / barge normal ?

35 36 37 38 39 40 41 42 43 44 45 46 47 48 S.N 1 2 3 4 5 6 8 9 10 11 12 13 14 15 16 17 18

Is ballast condition properly adjusted ? Is the shore leave board giving a true picture? Are the port logs and cargo logs upto date? Do you confirm with all parties concerned regarding ships schedule after completion of loading ? Did you instruct the duty officer and Bosun about all the necessary work after completion of loading ? Is everything ready for completion including all documents ? Can you bleed into next tank in sequence to create a comfortable topping rate? When you top up the last tank will you reduce the loading rate to prevent overflow? Are you monitoring for crew fatigue? Are valve wheels of tanks already topped up being lashed? Has eye wash and shower been tested every watch? Are hourly SF/BM calculations done on loadicator? Are relevant safety rechecks checks carried out? Is the valve open status board in CCR up to date? LOADING COMPLETION CHECKLIST Is Chief officer present for supervision during topping up operations? Is the topping up sequence as per the written plan? Are you aware that spherical deck tanks have rapid ullage decrease for small increase of cargo? Have you confirmed completion of loading with shore personnel ? Have you taken the density of dock water? If the crew is forced to connect / disconnect the shore hose , has a LOP been issued? Did you receive necessary instruction for cargo care ? ( heating instruction , N2 purge , inhibitor , etc.) If cargo has been commingled, does the B/L have the commingling clause? Do you know charterers percentage difference limits for reullaging and recalculation? Have you drained water from compressed air line before line blowing? If the cargo has high MP have you ascertained lines are empty by sound check? If the cargo has to be heated is it prepared ? Have you squared up the deck and secured everything ? If there is foam above cargo have you made a remark that the ullage is measured over foam? If agent is authorized to sign B/L will he protest any difference between ship/ shore figure? Are you aware of charterers requirements regarding calling P&I surveyor for cargo discrepancy? Are you aware that the B/L must not be signed for a port ship is incapable of reaching in safety?

19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39

Are you aware that no reference must be made in SOF regarding segregated ballast? Have you noted the exact time the final cargo documents are recd on board in the SOF? Have LOP been issued for all relevant matters? Have you double checked and reconciled cargo received on board by draft measurements? Have you reconciled ship/ shore cargo figures? Have you updated the cargo record book? Has shore stop been entered in the SOF and quantity declaration? Has dead freight form been made if applicable? Have you made a separate SOF for each cargo? If the original bill of lading is placed on board, has the remaining B/L been endorsed? Will you purge the pump cofferdams immediately after loading? Will you depressurize the manifold pipelines prior disconnecting flexible? Have you received the loading samples ? Are the sample bottle properly sealed and tagged ? Does the tag show the ships name, voyage no, date, location, cargo name and type of sample? Are all documents completed ? In case of polymerising or heating cargo , did you finish draining cargo remaining in the cargo line ? Are blind flanges of manifold fully bolted ? Did you shut all valves of cargo line ? Have you reset breather valves of vent line to normal position ? Are the tankdomes , butterworth ports etc shut ?

PRE LOADING CHECKS ON CHEMICAL TANKER

Have all emails, telexes, faxes and verbal cargo instructions been cross checked? Has the chemical and product names been reconciled? Has the tank coating compatibility been cross checked? Has load density of tank been considered? Have you checked the COF for the intended cargoes? Have you checked the USCG chemical reactive group compatibility tables- exception list? Have charterers agreed with the stowage plan? Are all the cargoes to be loaded in the COF? Are all the cargoes to be loaded suitable for tank coating/ lining ? Are you keeping away toxic cargoes from edible? Are heated toxic vapor cargoes stowed right forward? Is there at least 10 degrees difference between BP of the cargo and adjacent heat? Is list correction in port possible at all times with minimum ballast and time? Can you do internal stripping at disport with the planned stow ?

Are all cargoes suitable by compatibility tables A and B (cargo groups / reactive groups)? Has FOSFA ( or NIOP/ EU etc ) banned / acceptable lists been consulted? Is the filling height all right for the load density of tank? Has adjacent heat been considered? Are drying oils, polymerizing cargoes, volatile cargoes kept away from adjacent heat? Are cofferdam seals of Framo pumps free from leaks? If no, are any polymerizing or high MP insoluble in water cargoes assigned to those tanks? If your steam pipes are unlagged are you stowing any high MP cargoes forward ( sea spray )? Is the molybdenum content of the steam coils suitable for the aggressive cargo to be heated? Do cargoes which have to be recirculated have diffusers on drop line? Are you reducing the number of tanks to be recirculated at sea? Are cold ballast water interfaces removed from high MP cargoes? Will cold condensation effect the cargo (example styrene/ MEG fg adjacent )? Are you avoiding the use of too many flexible cargo hoses? Have you avoided loading tanks which have leaky steam coils? Have you avoided waste of nitrogen due to slack tanks? If you are loading at different berths has the draft /trim/ list been considered? Have you given your best tanks for WWT? In case there are draft restrictions at disport have you put heavy cargoes amidship? Have you avoided loading high MP insoluble cargoes in shadow sector tanks? Are you loading 2 consecutive aggressive cargoes without recovery of tank lining? Is it possible to use adjacent heat instead of thermal oil heating? In case sensitive first foot samples will be taken are you using the best and largest tanks? In case pipelines have to be deslopped like for MEG FG are you using the best and largest tanks? Are you minimizing tank cleaning chemicals expenditure by using stainless steel tanks? Can your pumps handle the cargo discharge without booster pump ? Are you aware that edible oil cannot be heated by thermal oil? Have you considered filling lower/ upper limit of sloshing as per P@A manual? Has damage stability been considered? Are you using the largest tanks with large pumps and risers for high viscosity cargoes? Will you avoid last minute methanol spray to pass WWT by using best previous cargo tanks? Are you stowing high MP high heat cargoes within double hull? Have you consulted list of acceptable previous cargoes prior cargoes like HMD, Chlor solvents? Have you consulted paint manufacturers tables for vent/ FFA/ hot cure/ moisture content etc? Will cleaning temperatures exceed max permissible for the tank coating? In case ballast has to be shifted to avoid cold interface are you using centre tanks to avoid list? In case you have cargo stoppages ( barges ) with high MP cargoes , will cargo freeze in pipelines? If cargo will freeze do you have a blow back plan ready into the tank? If cooling is required ( propelene oxide ) have you tested the cooling systems? Has FOSFA banned/ acceptable lists been considered? Do you have a spare tank earmarked if the WWT test fails? Has the UKC at berth at low water been considered? Has the trim for deballasting been considered if ship has to load to deadweight ? Has the trim for fast and efficient squeezing been considered when deciding the stow?

Has vapour return calculations been done if needed ? Have cargo lines been set and double checked? Have all pipeline plugs been replaced and drain cocks shut? Have all bolt holes been used at the manifold? Have the manifold connections made been leak tested with compressed air and soap water? Has a preloading meeting been held? Has the max load rate for all grades been agreed upon? Has the loading master been asked if there are any planned shore stops? Has the topping up rate been agreed upon? Has the ship shore safety checklist been signed? Are emergency procedures known to ships crew? Have you made arrangements for closed loading as per company policy? Have high level and overflow alarms been checked? Have PV valves been manually lifted a couple of times to see if they are not frozen or jammed? Have all lines to be used for loading been pressure tested before arrival berth? Have steam coils to be used been pressure tested for leaks ( not with air )? Have written heating instructions been received? Are the tanks to be loaded dry and pipelines blown? Have you checked the antidotes and expiry dates? Have you worked out the SF/BM for harbour condition? Does your software indeed have harbour condition? Have use of flexible hoses been minimized? Are in use cargo hose certificates ready for inspection by shore a authority? Have sampling procedures been agreed upon? Is there a proposal to take a first foot sample from the tank? Are line blowing arrangements agreed upon? Is sufficient space available in the tank to receive line blow contents? Is suitable PPE ready for crew use? Is the port crew watch rotation schedule posted? Does the deck officers attire indicate rank? Has the crew been trained to understand the MSDS sheet contents? Has the eye wash and shower been tried out ? Will splash couplings be used for toxic and corrosive chemicals? Are the crew wearing full sleeve boiler suits with company logo? Are walkways to be used by crew and shore personnel well lit and non slip? Is a visitors log being maintained? Is the anemometer working and being used ? Do all know that no samples can be brought to the accommodation block? Is it understood that no shore person can enter the cargo tanks without a signed permit? In the absence of a mimic board is there a valve / drain cock open status board in CCR? Are there sufficient charged spare batteries? Is there a shore leave board for ships crew? Are there any persons in the CCR who are not related to assisting cargo work? Is vapor return line being used?

If yes, are the non applicable spool pieces removed and blanked in place? Have you pressure tested the steam coils prior arrival port? Are all leaky / untested/ unnecessary steam coils blanked? Do you have a means of steam tracing in case pipelines get frozen with cargo? In case you are loading different cargoes using the same line will the best grades loaded first? If the manifold drip tray gets full due to cargo or rain do you have a plan to drain the mixture? Have you checked the level gauges and UTI tapes? Are the flexible cargo hoses suitable for the cargo? Have you made dog tags for the manifold hose stating cargo name and tanks it has to fill? Have you made nitrogen dog tags for the tanks proposed to be purged with nitrogen? Have you tried out all the PV valves and set them in the correct auto position? Are the MMC tapes clean for sensitive and edible cargoes? Have you obtained inhibitor/ stabilization certificates for polymerizing cargo? Are there specific written instructions to duty officers ( other than standing orders)? Has MSDS sheets been posted and old obsolete ones been removed? Has written instructions from shippers for heating and cooling been received? If not have you issued a written protest stating that cargo quality might be affected? Are both supply and return lines of unused steam heating coils blanked? Will you be switching off the high level alarms set at 95% just before activation? Is a manifold rigging diagram available with deck officers , pumpman ,crew and loading master? Are cargo hoses adequately supported to avoid damage and kinking? If purging with high pressure shore nitrogen will you avoid structural damage to tanks ? After purging tank with nitrogen will you prevent its escape by shutting of PV and tank dome? If emergency inhibitor is placed on board is it clearly marked? If yes are there proper written instructions available for its use and return of balance / disposal ? If you are loading more than 98% (latex/ wine etc) have you taken operators/ owners permission? Have you allowed for cargo expansion ( climate change/ adj cargo heat/ adj tank wash)? Is sufficient tank space available for hose and line clearing? Have you provided the duty officer stop ullage for MMC using computed anticipated list/ trim? Will you be using rope lashings for manual cargo valves whose status must not be changed? Did you set the pressure gauge on the manifold and confirm that the gauge is calibrated ? Have you fitted pressure gauges on the sea side between the valve and the blank? Are unused cargo hoses blinded and housed? Are all tools , nuts, bolts, gaskets etc to be used sighted and kept ready? Did you confirm cleanliness of lines and hoses of terminal / barge ? Are unused lines and lines to be used for loading segregated ? ( flange , spool piece , etc.) Are valves to be used for loading in good operational condition ? Are all drain plugs closed ? (cargo line , vent line , valve) Are unused manifold fully bolted and blinded ? Has a approved ship / shore safety check list been satisfactorily completed ? Do proposed procedures meet all port or terminal local requirements ? Are clean and transparent glass sample bottles ready? Have diffusers been fitted inside tank on drops which require recirc during voyage? Are MFAG medicines and antidotes available?

Are tank cleaning chemicals for the proposed cargoes ordered? Is the steam coil blanking board in CCR maintained? Is a digital camera readily available ? Do you have a certificate of leak tightness ready? Have the local read out of ullages / pressure been reconciled with MMC/ CCR?. Does the thermal tracer of eyewash and shower give comfortable temperature? Are flame screens fitted wherever the exit velocity of flammable gas is less than 30 mtrs/ sec? Have you conducted pH value tests for steam coil blown out contents? Are the fixed gas detectors of p/room, accommodation , galley etc working properly? Are loading rate and venting rate tables posted in CCR? Are yellow gas suits available for special cargoes? Are you aware that loading cannot commence till the tank ready certificate is recd ? Do you know if loading is by gravity, centrifugal pump or positive displacement pump? Are you aware ,shutting off manifold valve against a positive displacement pump can cause hose rupture? When taking the manifold sample is the tank valve shut to prevent cargo ingress into tank? Is there a wilden pump rigged up for immediate use in emergency? Has the loading plan been approved and signed by master? Is the safety warning board displayed at gangway? Is Bravo flag raised? Has the integrity of manifold drip tray and after most deck scupper been checked with water? Is a safety mat available at the manifold tray? Have you looked into the manifold lines for residues , prior boarding of tank surveyor? Have you ensured that there is no water inside loading flexibles for water sensitive cargoes? Have you received heating and nitrogen instructions in writing?

Tank cleaning steps

Operating parameters
Tank cleaning methods Butterworth, Recirculation, Rinse, Vent Tank cleaning step time Length of the step in hours

Tank cleaning step Tank cleaning temperature medium Ambient : Cold up to max 30 deg C Sea water Warm : 35 - 45 deg Fresh water C Treated fresh water

Moderate : 50 - 65 deg C Hot : 75 - 80 deg C

Demi water Chemicals/Products

Cleaning Agent
Some cargoes require the use of a cleaning agent for efficient cleaning. Most cleaning agents are additives that are used in combination with water to improve the water solubility of the cargo to be cleaned. A variety of cleaning agents is available for most application problems. Cleaning agents must be IMO approved.

Tank cleaning recipe

StepMethod

Recipes consist of several tank cleaning steps

TimeTemperatureMediumCleaner Step Remark Ambient temp due to flamability of cargo

Butterworth 0,5 ambient

Sea Water Fresh water Fresh water 0.5% cleanerXYZ

2 3

Recirculation1,5 moderate Rinse 0,2 ambient

verify the result of the tankcleaning operation the tank and all other equipment that was in contact with the cargo must be inspected. This can only be performed by entering the tank. All standards and procedures related to tank entry must be followed strictly. In the tank the following items should be inspected, because they are known potential problem areas. Entire tank surface for visible residues. Wall should also be touched and checked for perceptible residues Shadow Areas of the cleaning machine Underneath heating coils Heating coil supports Pump suction well Loading line outlet Tank internals (ladder, cleaning machine, thermowells, Level indicators etc) Furthermore the entire stainless steel tank surface should be inspected for discoloration and pitting. If the tank is coated the coating condition must be checked. The entire tank should also be checked for Smell and Wetness/ Moisture. Although the inspection of lines is almost impossible, as a minimum test the opening of manifold blind flanges should be carried out, to check lines as much as possible visually for residues and moisture. Also smell in the lines could indicate insufficient cleaning. The pump cofferdam should be purged to detect any possible contamination or seal leak. If required by the loader a Wall Wash must be carried out and checked for compliance with the requirements, which are usually defined by the loader. A variety of analytical procedures are available for testing the wall wash sample.

Permanganate Time Test The Permanganate time is used to judge the presence of oxidizable materials that may be associated with contamination during distribution and to access compliance with a specification. The test is based on the ability of potassium permanganate (KMnO4) to oxidise hydrocarbon impurities that could be present in the wall wash liquid. If there is a reaction in a neutral solution, the potassium permanganate is reduced and changes its colour from pink-orange to yellow-orange. The more impurities the faster a change in colour occurs. Water Miscibility (hydrocarbon test) The purpose of this test is the qualitative detection of nonwater-soluble contaminants. It works on the basis that many impurities are soluble in the wall wash liquid (Methanol, Acetone) but not in water. Sometimes this test is also called Hydrocarbon test. Chloride Test The Chloride test is used the judge 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. By comparing the sample solution with the various prepared standard solutions one can establish the ppm chlorides in the wall wash. 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. Mostly the so-called Apha colour is measured. UV Test The UV-Test is used to identify certain hydrocarbons and chemicals. Many hydrocarbons and chemicals have the ability to absorb UV-light when they are exposed to such light. Certain molecular electrons will get exited if exposed to light. This exitation results in absorbance of light which can be measured. Absorbance at a specific wavelength is a measure for concentration of specific compounds. In a special apparatus called Spectrometer a sample (containing hydrocarbons) and a reference sample (containing just a solvent such as methanol) are exposed to a UV light source. Acid Wash The Acid Wash Test Method is used to determine the presence of Benzene, Toluene, Xylenes, refined Solvent Naphthas, and similar industrial aromatic hydrocarbons. This test is also used for detecting of impurities in methanol. Compounds which cause darkening in the presence of concentrated sulphuric acid due to carbonization can be detected with this test. In Methanol analysis this is often referred to as Carbonizables NVM Test Used to determine if there are non-volatile impurities on the tank surface. A defined quantity of the wall wash liquid is evaporated. 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 specified by the loader.

Tank cleaning safety hazards

A Hazard is a physical situation with a potential for human injury, damage to property, damage to the environment, to capital investment or some combination of these. Hazards can be identified through a review of the Physical Properties and Product Characteristics of the product to be cleaned. Typical hazards that exist during Tank Cleaning and related activities are: Fire & Explosion Three elements are necessary to create a fire: Fuel, an Oxidiser (usually air) and a Source of Ignition (energy). In theory, ignition is not possible, if any one of the 3 is eliminated. Most cleaning operations will be carried out in tanks that are filled with air, thus the oxidiser is present in most cases, unless the tank is inerted. Fuel as far as tank cleaning is concerned could be the product itself, if this product has a low flash point, or a flammable cleaning solvent. Under certain circumstances even substances with a high flash point can be ignited and must thus be considered as a fuel (mist). During many tank cleaning operations the atmosphere in the tank must be considered as flammable because the product to be cleaned is flammable and inertisation is not possible. Under these circumstances the only way to guarantee that an explosion cannot occur during cleaning is to

make certain that there is no source of ignition. A potential source of ignition during tank cleaning is Electrostatic discharge. Especially during water spraying electrostatic charges could be induced. Undesired reactions Polymerization (Depletion of inhibitor or excessively high temperature) Saponification (Creation of hard soap forming a layer on the tank requiring acid cleaning or even removal by Hydroblasting) Drying/Hardening (Formation of hard debris that is no longer soluble, requiring treatment with a Solvent) Reaction with water (Violent reaction of an Isocyanate after PreCleaning with water) Corrosion - Corrosive substances destroy human tissue on contact (e.g. skin, eyes and mucous membranes in the mouth and respiratory tract) Metal or other material used in ship construction could be corroded at an excessive rate. Overexposure to toxic substances (Death of operator after wiping Phenol residues by tank entry without wearing a full chemical suit and SCBA [self-contained breathing apparatus] Asphyxiation -Oxygen deficiency (Entry into a tank with an inert gas atmosphere) Emissions

To the air: As always when ventilating, special care must be taken to prevent the risk of explosion (flammable products) or with regard to toxic vapors. All normal safety precautions must be taken. (No smoking, accommodation ventilation on recirculation etc.) The wind strength and wind direction must also be a decisive parameter for the Master to allow ventilation. To avoid a buildup of explosive or toxic vapors on deck the amount of gas to be escaped from the tanks should be limited. Never open and ventilate several tanks at the same time

To the water: Emissions to the water should be reduced to the absolute minimum. All on-board facilities must be operated carefully according to the P&A Manual to reduce the residues during unloading. All regulations, especially MARPOL I and II, must be followed strictly.

Tank cleaning Chemicals

CTC-Cleaner-VLC P3-Grato 50 Marine P3-T1166 Marine P3-Grato 14 Marine P3-Na Marine CP-Superdegreaser KT-Plus

KT-Solve