Cargo Operations Manual CT

Issued by: DMR
Approved by: COO
COM-CT
PT. VEKTOR MARITIM
CARGO OPERATIONS MANUAL - CHEMICAL TANKERS
August 01, 2012

Rev/Issue: 00/01
SIGNATURE SHEET
During change of staff, the handing over officer must show the cargo operations manual to the
incoming officer.
The taking over officer must go through the manuals as soon as possible after joining. He shall sign
the page below, as acknowledgement of having read the manual. All officers will sign in masters
copy.
NAME
RANK
SIGNATURE
DATE
Issued by: DMR
Approved by: COO
COM-CT
PT. VEKTOR MARITIM
INDEX
SECT.
DESCRIPTION
INTRODUCTION AND GENERAL PRECAUTIONS
1.1
1.2
1.3
1.3.1
1.3.2
1.3.3
1.3.4
1.3.5
1.3.6
1.3.7
1.3.8
1.3.9
1.3.10
1.3.11
1.3.12
1.3.13
1.3.14
1.3.15
1.3.16
1.3.17
1.3.18
1.3.19
1.3.20
1.3.21
1.3.22
1.3.23
1.4
1.4.1
1.4.2
1.4.3
1.4.4
1.4.5
2
2.1
Introduction
Definition
General Precautions
Persons in charge
Access to the ship
Fire Fighting Equipment
Pollution Prevention
Ships readiness to move
Safety Notices
Smoking and Naked Lights
Galley Stoves and Cooking Appliance
Portable Electrical Equipment
Helicopters
Radar Scanners
Communication Equipments
Moorings
Emergency Towing Wires (fire Wires)
Ship / Shore Insulation and Bonding Cables
Cold Weather Precautions
Personal Protection
Putrefaction
Enclosed Space Entry
Work within Cargo Area
Emergency Response
Checking of Ballast tanks and Void Spaces
Gas Measurement Instruments
Cargo Characteristics
Hydrocarbons
- OH Group (Hydroxy Group)
Aldehydes and Ketones
Nitro Compounds
Miscellaneous
CARGO INFORMATION
2.1.1
2.1.2
2.1.3
2.1.4
2.1.4.1
2.1.5
General
Emergency Procedure
Fire And Explosion Data
Chemical Data
Health Data
Toxicity
Physical Data
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August 01, 2012

Rev/Issue: 00/12
Page 1 of 7
REV. DATE
Issued by: DMR
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COM-CT
PT. VEKTOR MARITIM
INDEX
SECT.
2.2
DESCRIPTION
Chemical Hazards Response Information System (Chris)/
Hazardous Chemical Data Manual
3
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.9.1
3.10
3.11
3.11.1
3.11.2
CARGO STOWAGE PLANNING AND LOADING

Voyage Orders and cargo Quantities
Cargo Stowage Planning
Loading Plan
Calculations
Procedures For Reporting Cargo Non-Conformance
Maximum Cargo
Minimum Stores
Density Of Water
Ballasting / Deballasting Operation
Heavy Weather Ballast
Flow-Chart
Segregation
Reactivity With Other Cargoes
Segregation From Other Tanks Loaded With Heated Cargoes
3.11.3
Segregation Of Cargoes Reactive With Water

Loading Limitation Of Cargo
Filling Limits For Cargo Thermal Expansion
Filling Limits For Cargo Tank Design Specific Gravity
Filling Limits For Sloshing Strength Of Cargo Tank
Damage Stability Characteristic
Stability And Stress
Notice Concerning Stability
Longitudinal Strength And Allowable Value
Loading To Draft
Slack Tanks
Loading Computer
Angle Of Heel
Restriction Of Loading Edible Oils
Handling of flammable/toxic cargoes
CARGO HANDLING OPERATIONS
Preparations prior to Cargo Handling
Cargo Operations Responsibilities
Ship Checks prior Arrival.
Ship / Shore Safety Checklist
Ship checks after Arrival prior to Cargo Operations
Knowledge and Familiarity With Cargo Systems
Lining up of Cargo valves
Maintenance of Cargo Equipments
Safety Of Tools, Machinery And Materials
3.12
3.12.1
3.12.2
3.12.3
3.13
3.14
3.14.1
3.14.2
3.14.3
3.14.4
3.15
3.16
3.17
3.18
4
4.1
4.1.1
4.1.2
4.1.3
4.1.4
4.2
4.2.1
4.2.2
4.2.3
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INDEX
SECT.
4.2.4
4.3
4.3.1
4.3.2
4.3.3
4.3.4
4.3.5
4.3.6
4.4
4.4.1
4.4.2
4.4.3
4.4.4
4.4.5
4.4.6
4.4.7
4.4.8
4.4.9
4.4.10
4.4.11
4.4.12
4.4.13
4.4.14
4.5
4.6
4.7
4.8
4.9
4.10
4.10.1
4.10.2
4.10.3
4.10.4
4.11
4.12
4.12.1
4.12.2
4.12.3
4.12.4
4.12.5
4.12.6
DESCRIPTION
Review Of New Chemicals Carried Onboard
Liaison between Ship and Shore
Exchange Of Cargo Information And Prior Arrangement
Advice To Terminal From Vessel Before Start Loading
/Discharging
Advice To Vessel From Loading / Discharging Terminal
Surveyor
Agreed Cargo Handling
Communication during Cargo Operations
Joint Ship & Shore Liaison and checks prior Cargo
Operations
Loading
Loading Methods
Conditions Of Tanks Prior To Loading
Inspection of Tanks Prior to Loading
Cargo Stowage Plan On Receipt Of Shipping Orders
Test Of Heating Coil Prior To Loading
Loading Overall
Splash Filling
Regulations
Loading Procedure
Start Of Flow
Control Of Flow
Topping Off Procedure
Sampling And Ullaging
Final Ullage
Vapour Dispersal
Pressure Surge
Line Flushing
Completion Of Loading
Checking Vessel Schedule After Loading
Cargo Hoses
Cargo Hose Connection
Clearing of Shore Pipelines
Clearing of Cargo Hoses
Disconnection of Cargo Hoses
Tank Over Pressurization and Under Pressurization
Discharging
Precaution Prior To Discharging
Precautions
Ullaging / Sampling Prior To Discharge
Preparation Prior To Discharge
Lining Up Of Cargo Valves
Pumping Systems
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INDEX
4.12.6.1
SECT.
4.12.7
4.12.7.1
4.12.7.2
4.12.7.3
4.12.7.4
4.12.8
4.12.8.1
4.12.8.2
4.12.8.3
4.12.9
4.13
4.14
4.15
4.16
4.17
4.18
4.19
4.20
4.21
4.22
4.23
4.24
5
5.1
5.2
5.2.1
5.2.1.1
5.2.2
5.2.3
5.2.4
5.2.5
5.2.6
5.2.7
5.3
5.3.1
5.3.2
5.3.3
5.3.4
5.3.5
5.3.6
5.3.7
5.4
Speed of Discharge
DESCRIPTION
REV. NO
Submerged Centrifugal Pumps

Control and Operation of Centrifugal Pumps
Discharge Valves
Cavitation
Discharging using more than One Pump
Positive Displacement Pumps
Reciprocating Pumps
Screw Pumps
Operation
Commencement Of Discharge
Trim And List Of Vessel
Tank Inspection
Outturn
Cargo Residue
Sweeping (Squeezing) of Cargo Tanks
Leak Test Of Submerged Cargo Pump
Portable Cargo Pump
Inerting
Emergency Shutdown Plan
Butterfly and Non-return (check) valves
Valve Operation
Internal Transfer of Cargo
TANK CLEANING
General
Tank Cleaning Principles
Cleaning of Tanks after Flammable products.
Type Of Cargoes
Physical Properties
Product Characteristics
The Role Of Tank Cleaning Chemicals
Cleaning Processes And Detergent For Use To Each Product
Heat
Coated Tanks
Tank Cleaning System And Equipment
Cleaning Machine
Pumps
Heaters
Controls And Instruments
Tank Cleaning Main Supply Lines
Deck Opening
Associated Equipment
Preparation For Tank Cleaning
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INDEX
5.5
5.5.1
SECT.
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Tank Cleaning Steps

Planning
DESCRIPTION
REV. NO
5.5.2
5.5.3
5.5.4
5.6
5.7
5.8
5.8.1
5.9
5.9.1
5.9.2
5.9.3
5.9.4
5.9.5
5.10
5.10.1
5.11
5.12
5.13
5.13.1
5.13.2
5.13.3
5.13.4
5.13.5
Pre-cleaning
Final Cleaning
Verification
The Reasons For Tank Survey Failures
Consumables For Cleaning
Pre-wash + Control Of Effluent Discharge
Example of Mandatory Pre-Wash Procedures
Tank Cleaning After Dry-docking
Inspection Of Cargo Tanks
Curing Of Coating
Pre-Cleaning Before Start Of Usual Tank Cleaning
Cleaning Of Tank Recoated With Zinc Coating
Cleaning Of Tank Recoated With Epoxy Coating
Heating Coil
Test Of Heating Coils
Cargo Record Book
Oil Record Book
Tank Materials And Coatings
General
Mechanical Damage
Stainless Steel
Coated Tanks
Inspection And Maintenance
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6
6.1
6.1.1
6.1.2
6.1.3
6.1.4
6.1.5
6.2
6.2.1
6.2.2
6.2.3
6.2.4
6.2.5
6.2.6
6.3
6.3.1
6.3.2
CARGO CUSTODY
Cargo Measuring
Gauging And Alarm System
Measurement Procedures
Equipment
Cargo Measuring Equipment Checks And Records
Safety Precautions
Cargo Samples
Sample Lockers
Sampling Procedures
Closed Sampling
Stowage Of Cargo Samples
Retention Period And Disposal
Safety Precautions
Cargo Heating
Heated Cargoes
Testing Heating Coils
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INDEX
6.3.3
6.4
6.5
6.6
SECT.
Heating Instructions
Pre-Loading Checks
Bunkers
Responsibility For Heated Cargoes
DESCRIPTION
0
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6.7
6.8
6.9
6.10
6.11
6.12
6.13
6.13.1
6.13.2
6.13.3
6.13.4
6.13.5
6.13.6
6.14
6.14.1
6.14.2
6.15
6.16
6.17
6.17.1
6.17.2
Overheating
Under-heating
Loading
Discharge
Compatibility Of Cargo With Heating Media
Cold Climate Conditions
Temperature Limit
Segregation Of Heated Cargoes
Blanking Of Heating Coils
Heating Of Water Soluble Product
Heating coils serving Tanks carrying Poisonous Cargo
Calibration Of Temperature Measuring Instruments
Precautions When Using Hand Thermometers
Cargo Quality Control
Inerting
Stabilisation / Inhibition
Static Electricity
Oils and Fats
Measures To Prevent Contamination
General
Water Contamination
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7
7.1
7.2.
7.2.1.1
7.2.1.2
7.2.2
7.2.3
7.2.4
7.2.5
7.2.6
7.2.7
7.2.8
7.2.9
7.2.10
7.3
7.3.1
7.3.2
OIL / CHEMICAL CARRIAGE INFORMATION

General
Charter Parties
Time Charter
Voyage Charter
Freight Earnings
Charterers
Charter Party Forms
Deviations
Notice of Readiness
Laytime
Dead Freight
Ships Performance During Charter
Bill of lading
Transhipment/Lightening
Load Port Documents
Discharge Port Documents
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INDEX
7.4
7.5
Documentation
Chemical Cargo Claims
CARRIAGE AND HANDLING OF SPECIAL

CARGOES
SECT.
DESCRIPTION
A.
8.1
8.2
8.3
8.3.1
8.3.2
8.4
8.4.1
8.4.2
8.5
8.6
8.6.1
8.6.2
B
8.7
8.7.1
8.7.2
8.7.3
8.7.4
8.7.5
8.7.6
8.7.7
CORROSIVE CARGOES
Precautions for cargo work
Jettison
Cargo loading
Precautions
Loading operation
Cargo discharging
Preparation
Discharging operation
Cargo tank cleaning
Handling & precautions- Sulphuric and Phosphoric acid
Sulphuric acid
Phosphoric acid
SOLIDIFYING AND HIGH VISCOSITY CARGOES
General information
General precautions
Checks before loading
Checks after loading
Checks during voyage
Checks before unloading
Checks immediately before unloading
Conclusion
9
A/01
ANNEX
Ship To Ship Transfer Procedure
A/02
Hydrostatic Pressure Test Of Cargo Pipe Line And Cargo

Hose
FOSFA and EU Information
A/03
A/04
A/05
A/06
A/07
A/08
Tank Cleaning Guide

Corrosion in Chemical tankers & Care of Stainless Steel
Tanks
Responsibilities of Ship Staff During Port Operations
List of Draeger Detection Tubes
Wall Wash Test
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August 01, 2012
Rev/Issue: 00/01
Page 1 of 1
REVISION INDEX
SECT.
PAGE NO
REMARKS
REV. NO
DATE
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PT. VEKTOR MARITIM
SECTION 1 :
1.1
August 01, 2012

Rev/Issue: 00/01
Page 1 of 10
INTRODUCTION
The objective of this manual is to give guidance and procedures for safe cargo operation and proper
custody of cargoes. All the masters and officers of the vessels under the management of Ishima
Ship Management are required to satisfy or follow the contents of the manual to achieve Quality
Service by preventing any accident, injury, pollution, cargo loss or process loss.
This manual is designed to be used together with following publications:
1. ICS Tanker Safety Guide (Chemical).
2. "IMO Code for the construction and equipment of ship carrying dangerous chemical in bulk
(IBC or BCH Code)".
3. International Safety Guide for Oil Tankers and Terminals.
4. MARPOL 73/78.
5. Dr. Verweys tank cleaning Guide.
6. USCG - Chemical Data Guide for Bulk Shipment by Water.
7. IMDG code with Supplements
In addition Companys Quality Management Manuals are to be referred to.
The following shipboard plans and manuals shall also be referred to while carrying out cargo
related operations:
1.
2.
3.
4.
5.
6.
7.
Procedures and arrangement manual.

Operation manual / Loading manual.
Charterers tank cleaning guide and procedures. (If applicable)
Trim and stability booklet.
Damage stability booklet.
Tank coating manual.
Manual for tank cleaning hose compatibility for various cargoes, operating temperatures,
pressure etc.
This manual shall be reviewed and up-dated periodically or occasionally and the amended parts shall be
distributed to the vessels.
All masters and officers joining the vessels are required to read this manual and the relevant
publications.
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1.2
August 01, 2012

Rev/Issue: 00/01
Page 2 of 10
GENERAL PRECAUTIONS
1.2.1 Persons in Charge
The Master, or a Chief officer must be onboard to supervise loading, discharging,
transferring, tank cleaning and ballasting operations.
During all cargo, bunkering, ballasting, tank cleaning and gas freeing operations, the
Master must ensure that the precautions required by all the relevant statutory Regulations
and Company requirements on Safety and operational procedures are observed. Prior to any
cargo operations, the following safety precautions are to be taken.
1.2.2 Life Saving and Fire Fighting Equipment

The following equipment is to be made ready:
a. Personal protective gear depending upon the hazards of the cargo to be deployed at the
manifold. Refer to IBC Ch 15 for special requirements of cargoes.
b. At least one set of safety equipment as required by IBC Ch 14.2.2 must placed near
manifold
c. Fire plan to be placed at gangway, with current crew list and stowage plan.
d. At least two fire hoses, one aft and one forward of manifold to be run out and connected.
e. Fire main to be pressurized or if not practical, fire pump to be in a standby condition.
f. Fire / Foam Monitors ready for use. The fixed foam should be Alcohol Resistant
g. Foam / Dry powder extinguisher (or equivalent) placed near the Manifold.
1.2.3 Pollution Prevention

a. Manifold Savealls under each manifold connection are to be kept dry, with any cargo
spillages being drained at the earliest opportunity.
b. All deck scuppers and any open drains onto jetty must be effectively plugged to prevent
spilled cargo escaping into water. Accumulation of rainwater should be drained
periodically and scupper plugs replaced immediately. Scupper plugs must not be left
open unattended for drainage of rainwater. Contaminated water should be transferred to
a slop tank or a suitable receptacle.
c. All cargo and bunker pipelines not in use should be securely blanked and fully bolted at
the manifold and at the pump stack (For Deep Well pumps).
d. All cargo tank openings such as Tank domes, Butterworth pockets should be securely
closed.
e. Spill collection / mitigation gear as required by the SMPEP must be available for use at
all times and relevant gear to be deployed at manifolds and main deck aft. Spill
containment pumps (adequately grounded) to be placed at aft main deck ready for
immediate use.
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1.2.4 Ships readiness to Move

At all times during cargo operations, alongside a berth or at anchorage, the ship should be
ready for departure at short notice in the event of an emergency. The ships boilers, main
engines, steering machinery, mooring equipment and other equipment essential for
manoeuvring should be kept in a condition that will permit such movement at short notice.
Repairs or other work which may immobilise the ship should not be undertaken at berth
without prior agreement with the terminal and Office.
1.2.5 Safety Notices
1. The vessel is to display warning notices at the gangway and cargo manifold stating, in
appropriate languages: WARNING:
a.
b.
c.
d.
e.
Unauthorised persons are not allowed to board;

Visitors are required to show identification;
Mobile phones and other electronic equipment must be switched off;
Smoking and naked lights are prohibited;
Lighters and matches are prohibited to be carried on board.
2. In addition, when Chemicals being handled present a health hazard, additional notices in
appropriate languages should be prominently displayed stating:
WARNING
HAZARDOUS CHEMICALS
3. When handling multiple grades, the name of various grades to be posted on the relevant
Manifold.
1.2.6 Galley Stoves and Cooking Appliances

Prior to permitting the use of galley stoves and other cooking equipment while the tanker is
at berth, the Chief Officer and terminal representative must inspect such places and jointly
agree no danger exists. Caution must be exercised when granting permission if the stern
loading / discharging manifold is to be used.
All doors and window ports opening onto the tank deck must be securely closed, whilst the
tanker is in port.
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1.2.7 Portable Electrical Equipment

Only portable electrical equipment of an approved type for use in a hazardous zone should
be allowed on any open deck or enclosed space. The use of radios, tape players or any other
electrical instrument on the open deck, at sea or in port is prohibited. Communications
equipment for use during cargo operations is to be certified intrinsically safe. Only
approved self contained torches, and lamps are to be used onboard.
1.2.8 Helicopters
Helicopter operations are not routine on chemical tankers, but in some ports Pilots may
embark / disembark especially during bad weather. Helicopter operations must not be
permitted over cargo tank deck unless all other operations have been suspended and all
cargo tank openings closed. Refer to Guide to Helicopter/Ship Operations (ICS) for further
guidance.
1.2.9 Communication Equipments

The use of medium or high frequency radio transmissions, which emit significant energy
during transmissions and which can create a danger of incendive sparking by inducing an
electrical potential in unearthed steel work should be prohibited in port. Low energy
transmissions of one watt or less, such as VHF / UHF radios are not considered hazardous.
Appropriate measures should be taken to prevent the use of mobile telephones and radio
pagers in the cargo area.
1.2.9.1 Automatic Identification Systems (AIS)

AIS is required to be operating while a ship is underway and while at anchor. Some port
authorities may request that the AIS is kept on when a ship is alongside. The AIS
operates on a VHF frequency and transmits and receives information automatically, and
the output power ranges between 2 watts and 12.5 watts. Automatic polling by another
station (e.g. by port authority equipment or another ship) could cause equipment to
transmit at the higher (12.5 watt) level, even when it is set to low power (2 watts).
When alongside a terminal or port area where hydrocarbon gases may be present, either
the AIS should either be switched off or the aerial isolated and the AIS given a dummy
load. Isolating the aerial preserves manually input data that may be lost if the AIS was
switched off. If necessary, the port authority should be informed.
When alongside terminal or port areas where no hydrocarbon gases are likely to be
present, and if the unit has the facility, the AIS should be switched to low power.
If the AIS is switched off or isolated whilst alongside, it must be reactivated upon leaving
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Page 5 of 10
the berth.
The use of AIS equipment may affect the security of the ship or the terminal at which it is
berthed. In such circumstances, the use of AIS may be determined by the port authority,
depending on the security level within the port.
1.2.10 Moorings
The consequences of a Chemical tanker ranging along a jetty or breaking away from berth
during cargo transfer involving multiple different chemicals could be disastrous. Mooring
requirements and arrangements are usually determined by the location and layout of the
terminal, supplemented by active advice from the pilot. Moorings should be regularly
checked and tended to ensure that they remain effective. The master should ensure that,
during cargo operations, sufficient personnel are available for mooring adjustments. Care
should be taken to ensure that the vessel is securely moored to avoid any undue strain on the
shore hoses / loading arms or connections between ship and barge. Strict attention must be
paid to moorings when there is a considerable rise and fall of tide.
The deck crew should be aware of the cause and effect of vessel surging and should take
preventive actions well in advance.
1.2.11 Emergency towing wires (Fire Wires)
Fire wires, positioned at fore and aft on the offshore side of the vessel, to be provided by
vessel, ready for immediate use without adjustment. They should be in good condition, of
adequate strength, and properly secured to bitts such that full towing loads can be applied.
Refer to OCIMF Mooring equipment Guidelines for guidance.
There are various methods currently in use for rigging emergency towing-off wires, and the
arrangement may vary from port to port. A terminal which requires a particular method to be
used should advise the ship accordingly.
1.2.12 Putrefaction
Most animal and vegetable oils undergo decomposition over time; a natural process called
putrefaction (going off) that generates obnoxious and toxic vapours and depletes the oxygen
in the tank. Such tanks must be thoroughly ventilated and atmosphere tested prior tank entry.
Refer to company guidelines & section 3.6 of ICS tanker safety guide, Chemicals.
All vapours produced by cargoes liable to putrefaction may not be due to it; some may not
be obvious. Carbon Monoxide (CO) (TLV: 50 ppm), which is colourless and odourless can
be produced when an animal / vegetable oil is overheated.
The CO content in the tank should be measured positively prior entry and if presence of CO
is detected the tank should be ventilated adequately and ventilation to be continued during
squeezing
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1.2.13 Work within Cargo Area

When working within cargo area, crew is liable to be exposed to various hazards of cargo.
They have to use or wear safety equipment and protective clothing against the likely hazards
without fail, for which they have to be trained and be familiarized to use them. The
equipment and clothing must be cleaned and the underwear and socks must be laundered
after every use.
1.2.14 Emergency Response
Apparatus or equipment to rescue crew in casualty should be readily available nearby the
working area.
It is essential to have adequate first aid equipment ready to use. This would include
resuscitation equipment and antidote kit. All crewmembers should be familiar with artificial
respiration and oxygen inhalator techniques, and instructional posters should be prominently
displayed throughout the vessel.
The "Medical First Aid Guide for Use in Accidents Involving Dangerous Goods" (MFAG)
published by IMO should be readily available on board.
1.3
CARGO CHARACTERISTICS
1.3.1 Hydrocarbons
are only composed of C and H
low molecular weight
burn in air, liberates large amount of heat and light & therefore inestimable value
as fuel
are insoluble in water
are not toxic, except aromatic hydrocarbons like benzene.
Aliphatic Hydrocarbons
do not contain benzene rings

Alkanes, Alkenes and Alkynes
are combustible
low molecular weight substances are highly flammable and pose significant vapour
cloud
Alkanes or Paraffins
single covalents bonds joining carbon chains, saturated with H
molecular formula Cn H2n+2, nomenclature: ending in-ane
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Alkanes are used to generate Alkyl groups,

CH4 methane CH3 methyl group
C2H6 ethane C2H5 ethyl group
C3H8 propane C3H7 propyl group
C4H10 butane C4H9 butyl group
from C5: Greek numerals: penta, hexa, hepta, cota, nona, deca.
Alkenes or Olefins
contain one or more C = C groups

molecular formula Cn H2n, four hydrogen atoms less, unsaturated
nomenclature: ending in-ene
can easily be oxidized
isoprene can polymerise
Alkynes
contain one or more C = C

molecular formula Cn H2n-2, two hydrogen atoms less, unsaturated
nomenclature: ending in-yne
simplest alkyne HC = CH Acetylene
Cyclic saturated hydrocarbons
chain of carbon atoms forming a ring and hydrogen atoms bonded to them
two hydrogen atoms attached to each carbon atom
saturated carbon rings
cyclohexane
Aromatic Hydrcarbons
have sweet aroma and hence the name Aromatics

carbon rings with 6 C-atoms and 3 x C = C
contain one or more benzene rings
most important unsaturated cyclic hydrocarbons
benzene, toluene, xylenes and benzene homologues
Unsaturated aromatics
olefins chain to benzene molecule
can polymerise
styrene, vinyl toluene, a-methyl styrene
1.3.2 OH Group (Hydroxy Group)
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Alcohols
characterizing structure OH attached to carbon atoms

Naming: identifying and naming the Alkyl group and following up with alcohol
very reactive because of chemically reactive OH group
low carbon alcohols are water-soluble
four carbon alcohols and higher have much lower water solubility
except allyl alcohol, not toxic
unusually high boiling points
classified as primary, secondary and tertiary based on their structures
Primary: one alkyl group on carbon, Secondary: two alkyl groups on carbon
another class: Phenol, where the OH group is attached to an aromatic ring
Ethers
chief functional group is O-R group ( alkoxy group)

two alkyl groups bonded to an a central oxygen atom R O - R
Naming: identifying and naming the Alkyl group and following up with ether
autoxidation, formation of acetylides
Low molecular weight ethers are water soluble
Glycols and glycol ethers
alcohols containing two hydroxyl groups (diols)

ethylene glycols, propylene glycols, glycerol, polyethylene glycol etc
readily water-soluble
high viscosity and high boiling points
hardly inflammable, slightly explosive by low vapour pressure
1.3.3 Aldehydes and Ketones: carbonyl functional group

Aldehydes
acyl group, characterizing structure R-C = O; with a hydrogen bonded to carbonyl

nomenclature: ending in - al
like alcohols low molecular wt (upto 4 carbons) water-soluble;
known sensitizers, chemically induced allergic reactions
easily oxidable (undergo auto oxidation, toxic and flammable
unsaturated aldehydes (as acrolein) can polymerise
Ketones
acyl group, characterizing structure R - C = O, another alkyl group connected to

carbonyl carbon
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nomenclature: ending in - one

like alcohols low molecular wt (upto 4 carbons) water-soluble
low molecular wt, highly flammable
highly volatile, narcotic & anesthetic effects
reactive with many acids, alkalies and aldehydes (violently)
1.3.4 Nitro-compounds
characterizing group - NO2

insoluble in water
can detonate by autoxidation
low flammability
many compounds are extremely toxic
Amines
characterizing group - NH2

Naming: identifying and naming the Alkyl group and following up with ether
water-soluble, basic in nature
generally, toxic
Amides
characterizing structure C N
water-soluble
great dissolving power
neutral in nature
Nitriles
characterizing group C = N
decompose by water
toluene di-isocyanate
1.3.5 Miscellaneous
Pb-compounds
very toxic
Esters
Compounds formed by the reaction between acids and alcohols

All natural fats, oils, and most waxes are mixtures of esters
(except mineral oils)
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many esters have a fruity odor

Nomenclature: suffix oate
water breaks esters into acids and alcohols
Natural products
molasses, wine, etc

water-soluble
no explosion hazards
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CARGO INFORMATION
SECTION 2 :
2.1
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CARGO INFORMATION
GENERAL
The correct product name of the cargo to be loaded should be available and, if the data sheet kept on
board does not adequately cover the cargo, sufficient additional information required for its safe and
efficient carriage should be obtained from the shipper and other parties concerned.
Following information must be available on board for each particular cargo prior to loading:
1.
2.
3.
4.
5.
6.
7.
A Full description of the physical and chemical properties, including reactivity, necessary
for the safe containment of the cargo.
Compatibility with other materials.
Action to be taken in the event of spills or leaks
Countermeasures against accidental personal contact.
Fire fighting procedures and fire extinguishing media.
Whether chemical is stabilized/inhibited including limitations of the inhibitor.
Procedure for cargo transfer, tank cleaning, gas freeing and ballasting.
Master and all those concerned should use the data sheet and/or any other relevant information to
acquaint themselves with all characteristics of each cargo to be loaded. Loading should not
commence before the master is satisfied that the necessary information for safe handling of the
cargo is available to the personnel involved. Chemical data Guide for Bulk Shipment by Water as
required by CFR (USCG) is available on board all company vessels for guidance.
The following notes are intended to give guidance to Master and all those concerned on the use of
the cargo data sheet to achieve safety.
2.1.1 Emergency Procedure
The emergency procedure given on the data sheet is self-explanatory.
All crew should be given basic training in emergency procedure such as the use of breathing
apparatus and protective clothing and the application of first-aid.
Any incident, accidental or deliberate and whether at sea or in port, that causes or will
probably cause a release of Oil / Noxious liquid substances into the sea should be reported to
proper authorities. Refer to Shipboard Marine Pollution Emergency Plan (SMPEP) or
Vessel Response Plan (VRP for USA) and Company's contingency planning as per SQE
Manuals, for advice. These plans give detailed requirements for notification and response.
2.1.2 Fire and Explosion Data
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Vapour given off by a flammable liquid will burn when ignited provided it is mixed with
certain proportions of air (Oxygen in air). A mixture of vapour and air cannot be ignited
unless the proportion of vapour and air lies between two concentrations known as the Lower
Flammable (Explosive) Limit (LFL or LEL) and the Upper Flammable (Explosive) Limit
(UFL or UEL). The limits vary depending on a cargo (see data sheets). Concentrations
below LEL (too-lean) or above UEL (too-rich) are incapable of burning, but it is important
to remember that concentrations above LEL may burn or explode when it is diluted by air to
a concentration within the flammable range.
At any given temperature every liquid exerts a pressure called the Vapour Pressure.
Vapour concentration of a cargo varies depending on the vapour pressure and temperature of
the cargo. As the temperature increases so does the vapour pressure and vapour
concentration above the liquid. For each liquid there is a temperature at which the vapour
concentration reaches the LEL, and another higher temperature at which the concentration
exceeds UEL. The more readily the liquid vapourizes, the lower the temperature at which
the LEL is reached.
The flash point of a liquid is the lowest temperature at which the liquid gives off sufficient
vapour of the concentration in air equivalent to the LFL. Some cargoes form flammable
mixtures at ambient temperatures, others only at higher temperatures or when heated.
For the purposes of the safe handling procedures dealt with in this manual, the flammability
characteristics of cargoes are divided into three broad categories according to the flash
point:Flammable cargoes
Combustible cargoes
Non-Combustible cargoes
- those with a flash point below 60oC

- those with a flash point above 60oC
- those which have no flash point and do not burn
The above description of flammability considers cargo vapour mixed with air. If air is
mixed with sufficient inert gas such as nitrogen or carbon dioxide, its oxygen content will
no longer be capable of supporting the combustion of flammable vapour. Suppression of
combustion by this means is known as Inerting and is a measure, which is adopted for
preventing ignition of vapours within enclosed spaces such as cargo tanks. It is important to
remember that an inerted mixture may become flammable again if air is admitted, for
instance, during routine measuring or on venting the mixture to atmosphere or during gasfreeing with air.
2.1.3 Chemical Data
1. Chemical Reactivity
Chemical reaction may produce heat which in turn may accelerate the reaction, may
cause the release of a large volume of vapour and/or pressure rise, or may cause the
formation of flammable and/or harmful vapours that otherwise would not be expected.
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In principle the dangers arising from chemical reaction are those of increased fire and
health hazards.
A chemical will react in a number of ways; with itself, with water, with air, with other
chemicals or with other materials.
a. Self Reaction
The most common form of self reaction is polymerisation. Polymerisation generally
results in conversion of gases or liquids into viscous liquids or solids. It may be a
slow, natural process causing degradation of the product only without posing any
safety hazards to the ship, or it may be a rapid, exothermic reaction evolving large
amounts of heat and gases. Heat thus produced causes acceleration of the reaction.
Such a reaction is called Run-Off polymerisation and it poses a serious danger to
both the ship and its personal. Products that are susceptible to polymerisation are
therefore transported added with Inhibitors to prevent the onset of the reaction.
b. Reaction with water
Certain cargoes react with water in a way that could pose a danger to the ship and its
personnel. Toxic gases may be evolved. Eg: Isocynates, Usually carried under Dry
and Inert conditions.
Other cargoes react with water in a way that poses no safety hazard, but the reaction
produces chemicals, which can cause damage to the equipment or tank materials, or
even cause oxygen depletion.
c. Reaction with air
Certain chemicals react with air (Oxygen in air or Chemical) to form unstable
compounds (Peroxides) which, if allowed to build up, could cause an explosion. Eg:
Ethers and Aldehydes. Such cargoes are usually either inhibited by an anti-oxidant or
carried under inert conditions.
d. Reaction with other Cargoes
Some cargoes react dangerously with one another and therefore needs to be stowed
away each other and prevented from mixing by using separate loading, discharging
and venting systems.
e. Reaction with other materials
The materials used in construction of the cargo systems must be compatible with the
cargo to be carried, and care must be taken to ensure that no incompatible materials
are used or introduced during maintenance.
2. Corrosive Liquids
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Acids, anhydrides and alkalis are among the most commonly carried corrosive
substances. They can rapidly destroy human tissues and cause irreparable damage. They
can also corrode normal ship construction materials, and create a safety hazard for the
ship.
The most dangerous corrosives cause severe burns within a very short time. Some
substances become corrosive only in the presence of water, or produce corrosive vapour
when in contact with moist air. Prevention of exposure is the most certain protection
against the adverse effects of corrosives.
Corrosive liquids in general have three characteristics which require special
consideration.
1. Corrosivity
Generally, corrosive liquids corrode normal construction materials at an excessive rate
and need special materials for the cargo tanks and handling system to ensure safe
containment.
2. Fire
When metals corrode, hydrogen may be produced which forms a flammable mixture
with air.
Contact with fibrous materials such as cloth, sawdust, etc. may in some cases cause
ignition of the material.
Some corrosive liquids are in themselves combustible.
3. Health
Corrosive liquids destroy human tissue causing serious damage which may be
permanent. This is usually (not always), accompanied by severe pain. Less corrosive
liquids may only be irritating to the skin, but can result in serious damage to the eyes or
mucous membrane.
2.1.4 Health Data
The health data describes the potential danger to personnel from exposure to toxic liquid
/ vapours while cargo is being handled, or during carriage at sea.
Cargoes may be harmful if the liquid comes in contact with the skin, if their vapours are
inhaled or if the liquid is swallowed.
The seriousness of the effect depends on both the physical properties of the cargo and on
its toxicity or irritant nature.
Absorption of a cargo through the skin depends on the solvent nature of cargo. If the
cargo cannot pass readily through the skin, no skin absorption hazard exists even if the
liquid is a poison.
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The inhalation hazard of a cargo depends primarily on its volatility.

A cargo, which is not volatile at normal handling temperatures, may not produce
sufficient vapour to be dangerous, even if the cargo is inherently poisonous.
2.1.4.1 Toxicity
Toxicity is the ability of a substance, when inhaled (inhalation as a mist or vapour),
ingested (swallowed), or absorbed through the skin, eyes and mucous membranes, to
cause damage to the living tissue, impairment of the central nervous system, severe
illness or, in extreme cases death.
The amounts of exposure required to produce these results vary widely with the
nature of substances and the duration of exposure to it.
The smaller the quantity (or dose) of the substance required to harm health, the more
toxic the substance is.
In some cases the toxic effect of a chemical can be countered by administering
antidotes, but in most cases the hazard must be avoided by correct use of protective
clothing, breathing apparatus and ventilation procedures.
Toxicity can be acute, sub-acute and chronic.
1. A substance has acute toxicity if a single exposure is sufficient to cause harm
almost immediately. Substances commonly called poisons have extreme acute
toxicity.
2. A substance with sub-acute toxicity displays its effects after a person has
repeated exposures to doses too small to cause an acute effect.
3. A substance has chronic toxicity if its effects appear after a period of continuous
exposure to doses too low to cause any acute effect. Carcinogens and mutagens
(which affect reproduction) are common examples.
Threshold Limit Value (TLV):

A threshold limit value for a given substance is the maximum concentration of its
vapour in air to which it is believed that personnel may be exposed under certain
circumstances without suffering adverse effects. The three categories of TLVs as
defined by American council of Government Industrial Hygienists (ACGIH) are:
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1. TLV TWA (Time Weighted Average): the concentration of vapour in air which
may be experienced for an eight hour day or 40 hour week throughout a persons
working life.
2. TLV STEL (Short term exposure limit): the maximum concentration of vapour
in air allowable for a period of 15 minutes, provided that not more than four
exposures per day and at least one hour between each.
3. TLV C (Ceiling): an absolute maximum, which should never be exceeded. It is
only given for fast acting substances. This is the highest of three values.
2.1.5 Physical Data

1. Specific gravity
Specific gravity also called relative density is a ratio of density of a substance to density
of water.
Cargo tanks on a chemical tanker are designed to carry cargoes of high specific gravity
and sometimes the design strength even differs between tanks on the same ship. The
information regarding tank strength / design specific gravity may be found on the
Loading and Operation Manual.
To safeguard the structure, cargo tanks should not be subjected to a greater hydrostatic
pressure than that they are designed. Master should ascertain this pressure and ensure
that the weight and vapour pressure of cargo does not exceed the design pressure.
a. Effect of free surface and reduced stability.
b. Effect of slack tanks on sloshing.
c. Effect of slack and/or empty tanks on structural stresses on Vessel.
2. Vapour Pressure and Boiling Point
At any given temperature liquid exerts a pressure called Vapour Pressure. The liquid will
boil when its vapour pressure equals the external atmospheric pressure.
When a liquid is put in a closed container, it will boil when the vapour pressure is equal
to the external vapour pressure plus the pressure setting of the P / V (Pressure / Vacuum)
valve. The tanks and vent systems are designed to withstand this pressure, plus the
hydrostatic pressure of the cargo. Cargoes that exceed the normal atmospheric pressure
at 37.8 Deg C should not be loaded into a tank that is not specially designed.
Vent line systems must be checked for correct operation at regular intervals, as structural
damage can easily occur due to malfunction or blocakge due to freezing of cargo vapour,
polymer build-up, atmospheric dust or icing in adverse weather conditions. Flame
screens are also susceptible to blockage which can result in similar problems.
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In the data sheet the vapour pressure is given as absolute pressure at the stated
temperature, usually in units of millimeters of mercury column (mmHg). Unless
otherwise stated (usually for liquefied gases) the boiling point is the normal boiling
point, that is the temperature at which the vapour pressure of the liquid equals the
standard external pressure of 760 mmHg (760 mmHg = 14.7 psi = 1 kg/cm 3 = 1 standard
atmosphere).
Note: Companys Chemical Tanker vessels will not carry liquefied Gases. We carry
chemicals, which have the vapour pressure of less than 1.033 kg/cm3 absolute at 37.8oC.
3. Freezing Point
Freezing Point is same as Melting Point and most liquids have defined freezing points.
However, some products, such as lubricating oil additives, vegetable and animal oils,
polyols do not have defined freezing points, but a freezing or melting range. For such
cargoes, viscosity is used as a measurement of the products liquidity or handling
characteristics, and the term pour point is used instead.
Cargoes with freezing point higher than ambient temperatures where the vessel is trading
must be heated to keep them in liquid state. Some cargoes may also have to be heated to
reduce the viscosity to facilitate pumping or to meet unloading requirements specified in
Annexe II of Marpol 73/78.
When carrying cargoes that freeze at ambient temperatures, the vent lines and P/V
valves must be regularly checked to ensure that vapours do not freeze or crystallize in
the lines or valves and block them.
The design of the cargo tank and equipment has temperature limitations and care must
be taken that these temperature limitations are not exceeded. Excessive heat may reduce
strength of the steel and may increase the risk of cracks or damage to the coating.
When carrying heated cargo, special consideration should be given to possible effects of
heat transfer to unheated cargoes in adjacent tanks, particularly if cargoes are selfreactive or have a high vapour pressure.
4. Coefficient of Cubical Expansion
As a safeguard against possible overflow or over-pressure, expansion of the liquid over
any expected increase in temperature during the voyage should be considered in
determining the ullage to which a tank should be filled during loading.
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Vent line systems must be checked at regular intervals. Their design capacity is based on
vapour flow only; structural damage may result if vent systems become full of cargo
liquid due to thermal expansion.
5. Vapour Density
The vapour density is expressed relative to air and is a main factor controlling the
dispersion of cargo vapour released to the air during cargo operations. Most of cargo
vapours are heavier than air and when released into the atmosphere will tend to fall,
especially in still conditions. Vapours will therefore accumulate and may be trapped in
lower areas on deck and lower parts of cargo pump rooms. Such vapours should always
be vented at the highest possible level to give the greatest chance of them being diluted
to harmless concentrations before reaching working areas. When empty enclosed spaces
are being checked for vapour, special attention should be given to the bottom of the
spaces where the vapour is most likely to accumulate. Conversely, when the vapour is
lighter than air special attention should be given to the upper part of enclosed spaces.
Attention is drawn to those cargoes, which may react with metals to form hydrogen, a
light gas which forms flammable mixtures in air.
6. Solubility
A cargo, which is highly or completely soluble in water, is likely to destroy normal firefighting foam. A cargo with low solubility will form a separate layer above or below a
water layer depending on the specific gravity. When the specific gravity is high, a layer
of cargo should always be suspected beneath water (e.g. in pumproom bilges) which
may result in hazardous vapours being released when the layers are disturbed.
The hazard arising from reactions between water and some cargoes is referred to
paragraph 15.16.2 of IBC Code. [Ex. Sulphuric acid, TDI (Toluene diisocyanate) ]
7. Miscibility
The ability of a liquid or gas to dissolve uniformly in another liquid or gas. Gases mix in
all proportion but the miscibility of liquids depends upon their chemical properties.
Similar chemicals mix in all proportions (e.g. alcohol and water) but others are only
partly miscible (e.g. benzene and water). Many gases are miscible with liquids.
8. Electrostatic Generation
Static accumulator cargoes are those which have electrical conductivity less than 10
picosiemens per metre. These cargoes may accumulate significant charges and thus pose
a risk. Charge accumulation does not occur in liquids having conductivity well above 10
picosiemens per metre.
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Refer to Company guidelines alongwith Section 5.3.5 of ICS Tanker Safety Guide Chemicals, for initial and final loading rates to negate hazardous potentials in respect of
Static electricity.
9. Viscosity
The viscosity of a cargo determines how easy it is to pump, and the amount of residue
that will be left after unloading. Viscosity is related to temperature and, in general, a
substance will become less viscous at higher temperatures, except for certain cargoes
(such as few Luboil additives) which show increased viscosity when heated.
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CARGO STOWAGE PLANNING & LOADING
SECTION 3 :
3.1
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VOYAGE ORDERS AND CARGO QUANTITIES
1.
Voyage and Cargo instructions will be issued by the Operator and must be
acknowledged on the day of receipt. If there is any disagreement with the instructions,
the Operator and the company are to be advised.
2.
The loading orders may be accompanied with a proposed stowage. The vessel should
draw a stowage plan on the basis of the contract quantity. In case stowage proposal
sent by operator, this plan must be thoroughly checked and proposed changes (if any)
must be communicated to the operator soonest.
3.
It may happen that vessel learns from terminal after arrival at berth that the cargo
quantity to be loaded is in excess or short of the nominated quantity. Such matters
should be referred to the Operator for instructions / guidance keeping the company
advised.
3.2
CARGO STOWAGE PLANNING
Regardless of what orders are received, safe stowage of cargo is the Masters responsibility
and it is essential that the Master and Chief Officer fully discuss the proposed cargo stowage
prior to loading. It is the shippers responsibility to provide necessary information for the safe
handling of the cargo and the Master shall defer loading the cargo until such information
necessary is made available to the personnel involved.
1.
In planning the stowage of cargo, the flow chart in section 3.10 below to be followed.
2.
Vessels Loading Manual (Include Trim & Stability Booklet) and Damage Stability
Booklet must be referred to and well understood prior stowage planning.
3.
When the Cargo Stowage Plan has been established, a Cargo Handling Plan is to be
devised and the plan is to be discussed and agreed with the Terminal Representative
before loading commences.
4.
Loading In Coated Tanks

a. While making the stowage plan in addition to crosschecking with the Certificate
of Fitness, coating compatibility also must be checked by chief officer and master
in order to prevent any damage to coating in case of any incompatibility.
b. If the cargo is unfamiliar or information available is inadequate, request more
information from the Operator / Company.
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Loading plan
In order to prepare a loading plan and determine a berth rotation the Master of the vessel
should keep close contact with the Operators, Operator's representative of the port, Company
and agents. Enquire and check questions regarding any doubdts without hesitation, and advise
the Chief officer who is responsible for making a loading plan of such information.
Before entering a port the Chief officer should prepare a loading plan for each berth and
discuss with the Master and the Chief engineer. After obtaining Masters approval, he should
explain it to all members of the deck department including the second and third mates and
highlight the key points of the plan.
He should also post such a stowage plan in a conspicuous place in the cargo control room and
to be discussed with crew.
After entering into port and attending the conference with relevant parties and if the loading
plan needs amendment or alteration the changes should be conveyed to the pertinent
crewmembers in the same procedure as mentioned above, and displayed clearly in the CCR.
The loading plan is prepared for a smooth, safe, secure and efficient cargo operation.
Regarding items which require special attention in conducting operations, particular care
should be exercised in order to attract due attention by writing such matters with large letters
in red ink.
Displays in the CCR should be large and clear taking full advantage of black and white
boards.
The method of connecting jumper hoses, in particular, should be indicated by using
illustrations and for instructing opening/closing of valves, valve identification numbers
corresponding to those shown in the cargo diagram should be used.
3.4
Calculations
When the specific gravity / density of cargo, loading quantities and temperatures while
loading has been ascertained, the vessel should calculate the final ullage of each tank and
display them in the cargo control room.
An Ullage-Interface-Temperature (UTI) gauge is normally used for the final cargo
calculations. Gauge height, Trim and List Corrections should be applied for as applicable.
The calculations must allow for the weight of bunkers, fresh water and consumable stores on
board. At the time of sailing and the daily consumption of these must be considered so that
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the requirements of the Load Line Regulations will be met when entering the various
Seasonal Zones.
3.5
PROCEDURES FOR REPORTING CARGO NON-CONFORMANCE
Ship / Shore Difference:

Cargo Shortages are of great concern to the supplier, cargo owner, vessel owner, and
consignee. Documentation and proof of where the shortage has taken place are important. In
many instances the problem is resolved by mutual agreement, however, in some cases claims
end in court or arbitration.
Master is responsible for the accurate measurement of cargo placed on board vessel and for
the delivery of the full quantity of cargo loaded as recorded on the Bill of Lading.
Cargo transfer quantities are always based upon measurement at shore-tank or by Shore
meter unless specifically stated in the contract. Vessel is the only common factor at both the
load and discharge port.
When the Bills of Lading figures differ from shore figures by more than 0.25%, the Master
should issue a Letter of Discrepancy.
When the difference is greater than 0.3 %, the vessel shall re gauge all her tanks, including
temperature measurement, using different set of thermometer as required and recalculate the
cargo on board together with the nominated surveyor. The density provided by the surveyor
should be confirmed. Drafts to be recorded as accurately as possible. After recalculation, if
the difference still persists, the company should be contacted immediately and furthermore no
documents will be signed/ acknowledged by the vessel unless approved by the company/
charterers.
Charterers requirements regarding protests for quantity loaded should always be complied
with. A running record of ship / shore difference should always be kept. If no guidance in
the matter of protests is given in the voyage orders, then the difference should be noted by a
protest Letter on the Companys form
Dead freight Claim
In the event that the shippers are unable to supply the quantity nominated,
dead freight claim is to be made in accordance with the Operators requirements. The claim
should show the full details of calculation. The claim form is to be directly delivered to
Shippers or via Agent as soon as it is known that the nominated quantity is not / will not be
loaded.
There are instances when loading certain heated cargoes, where the load temperature of the
cargo is less than that specified by Charterers in which case, the Charterers, Operators and
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Company should be immediately notified about same and loading should commence only
after receiving approval from Operators and Company. The same procedure is to be followed
in case the load temperature is above the recommended.
In case of sensitive cargoes, parcels could be off-specification with regard to Quality i.e
colour, NVM, flash point, Ultra Violet or other parameters. If any of the parcels is off-specs,
then the results of the wall wash, analysis report should be relayed to Company and
Operators. The P & I Club is also to be notified in consultation with company. A Letter of
protest is to be lodged with the Shippers / Receivers. Another test should be performed on a
different sample to ensure correctness of the readings. All further decision are to be made as
per the advice of the local P&I Club, and recommendations of Company and Charterers.
Accurately record following information:
a.
b.
c.
d.
All liquid present to be measured and recorded.

Determine and record cargo temp in each tank.
Obtain and retain cargo samples from each tank for reference purposes.
Obtain and record specific gravity or density of each product.
All further decisions are to be made as per the advice of the local P & I correspondent and
recommendations of Company/ Charterer / Consignee.
Please note that some Charter Parties may stipulate very stringent conditions for protest,
which may be lower than the above stipulated difference of 0.25% between ship/shore
figures. In this case the allowance as stipulated in Charter Party must be adhered to.
3.6
MAXIMUM CARGO
The maximum cargo compatible with the Load Line Rules and the Charter Party must always
be loaded.
Unnecessary quantities of bunkers and ballast are to be avoided.
Where it is necessary to load the ship to capacity to comply with voyage orders, care must be
taken to load only the maximum quantity that the tanks can safely contain taking into account
the load density of the tanks.
In general 98% capacity, at the maximum anticipated temperature, is to be used as the
maximum volume to be loaded into any tank.
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MINIMUM STORES
Minimum quantities of fresh water and stores should be carried to enable maximum deadweight cargo to be loaded.
Frequent checks should be made to accurately assess the weight of consumable stores against
the constant in the stability information and any stipulation in the Charter Party.
3.8
DENSITY OF WATER
On each occasion of loading the density of seawater is to be established from a sample taken
in adequate time before completion of loading. Any necessary allowance should be
calculated and its effect allowed for when calculating the completion ullages and quantities.
3.9
BALLASTING / DEBALLASTING OPERATION
When drawing the stowage plan, vessel should take into account ballasting for adjusting the
vessel trim and list while loading. (Adjusting the trim and list during various operations at
discharging and loading ports should be considered.)
Following general precautions should be observed:
a. Special attention to be paid to the decrease in ships stability caused due to slack
tanks.
b. Ullages / Soundings should be checked at regular intervals especially prior to topping
up, overflow must be avoided.
c. The officer in charge must ensure that all valves in the system are shut after each
ballast operations.
When the stowage plan itself requires amendments because it is impossible/difficult to adjust
the trim, list or draft by ballast, the vessel should report it to operator without delay in
consultation with company to achieve the alternative stowage plan.
While planning for carriage of solidifying and high viscosity cargoes, special attention must
be given during ballasting to avoid the contact of ballast water to the cargo tank top.
During loading, the deballasting must be planned in such a way to avoid the contact of ballast
water to the cargo tank top. In case of partial loading, the ballast quantities in tanks adjacent
to heated cargoes should be adjusted accordingly. While discharging, the planning of the
ballsting is to be done in order to avoid the contact of ballast water to the cargo tank top.
The above special ballast operations must be planned in advance and the
ballasting/deballasting sequences to be pre-calculated in the loadicator with particular
emphasis on free surface moments, trim, stability and stress calculations.
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3.10 FLOW-CHART
When planning an actual cargo stowage, the flow charts on the following two pages should
be followed and stowage plans meeting all the requirements in the flow-charts will result in
compliance with the requirements of IBC or BCH code.
Allocation of tanks for intended products respectively.
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1st Stage
START
From next page

Intended loading plan
Check the key to conditions in IMO

Fitness Certificate.
Is the product listed on the COF
No
YES
Check the suitability
list between cargo
and coating
No
YES
Check IBC Code requirements
(Ch 17)
No
YES
No
Reactivity with
Other cargoes
Correct the
Intended Loading
YES
No
Toxicity
YES
Heat compatibility
No
YES
Compatibility with water
No
YES
Cleanliness and cargo
Loading history of
Cargo tanks
YES
No
END
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2ND Stage
START
Intended loading plan
Filling limits on heat

Expansion of cargo
No
YES
No
Filling limits on design load of
cargo tanks
YES
Filling limits on sloshing load
in cargo tanks
No
YES
Restriction due to the ships
Damage Stability
No
Correct the
Intended Loading
YES
General conditions such as draft
trim and stability
No
YES
Ships condition after
Loading/discharging at each
port
No
YES
Longitudinal strength
YES
END
No
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3.11 SEGREGATION
3.11.1 Reactivity with other cargoes
Chemicals belonging to certain families are known to react with those of other
families when in contact with each other. Such reactions may generate toxic gases,
heating of the liquids, overflow and rupture of the tanks, and fire and explosion as
consequences. Eg: Sulphuric acid is incompatible with every reactive group, however
compatible with certain Cargo groups.
Incompatible chemical cargoes must therefore be kept strictly separated from each
other throughout the entire cargo containment and handling system, in order to avoid
accidental mixing. Separation should be achieved by having two barriers between
containment systems of the incompatible chemicals.
The most commonly used USCG compatibility guide, defines the criteria for
incompatibility between two groups as
A mixture of two chemicals is considered hazardous, when, under specified test
conditions, the temperature rise of the mixture exceeds 25 deg c or a gas is evolved.
The compatibility guide assigns each bulk chemical cargo to one of the 22 Reactive
groups (Most reactive chemicals) and 14 Cargo groups (Less reactive chemicals).
Whether cargoes within a pair of groups are incompatible is indicated in the
Compatibility Chart. The footnotes at the bottom of the chart must always be
consulted, as there are a number of exceptions to the chart.
To check compatibility of two cargoes, the following procedure should be followed.
1. Both cargoes should be traced in which chemical group they belong.
[Eg. Cyclohexanone belongs Group 18, KETONES]
2. Combination of cargo groups marked with "X" in the chart means not compatible
with each other, so the cargoes belonging to the groups of combination
respectively should be segregated by not stowing in tanks adjacent to each other.
[Eg. Caustic and Alcohol, Acetone and EDA (ethylene diamine) etc.]
3. There are some exceptions to the Compatibility Chart which are shown in
Exception to the Chart, the appendix I of the above regulation.
4. If two cargoes are categorized in group numbers between 30 throughout 43, both
cargoes are compatible, therefore the chart need not be referred.
[Exp. Toluene (Group 32, AROMATIC HYDROCARBONS) is compatible with
CTC (Carbon tetrachloride) (Group 36, HALOGENATED HYDROCARBONS)]
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5. For categorizing chemicals, refer to Table I Alphabetical List of Cargoes of the

above regulation.
If the data sheets fail to provide necessary information, the master should defer
loading the cargo until consultation with Operator / Owner has produced satisfactory
assurance that the proposed segregation plan is safe.
3.11.2 Segregation from Other Tanks Loaded with Heated Cargoes
Heated cargoes should never be loaded adjacent to cargoes with self-reactivity such as
polymerisation, decomposition, thermal instability, etc. Excessive heating of selfreactive cargoes will shorten the life of the stabilizing inhibitor resulting in progress
of self-reaction and finally deterioration in quality.
It is advisable that stowage of heated cargoes adjacent to tanks containing poisonous
cargo is avoided to minimize the possible release of poisonous cargo vapour onto
cargo area.
It is also advisable that a cargo requiring heating is not stowed adjacent to cargo tank
which contain a cargo of low boiling point because the excessive evaporation of the
cargo will result in cargo loss and possible vapour hazard in cargo area.
A difference of 10oC between the boiling point of the non-heated cargo and the
maximum temperature of the heated cargo stowed in an adjacent tank should be
sufficient as a safe margin in planning adjacent stowage. This means; a heated cargo
with maximum heating temperature less than 54.5oC may be stowed adjacent to
methanol (boiling point = 64.5oC) when such stowage is inevitable.
Note: In consideration of the requirement of Paragraph 16.6.1 of IBC Code or
equivalent of BCH Code, even if the heating temperature to be maintained is not so
high which will make the cargo in adjacent tank self-react, Master should not stow the
heated cargo adjacent to such cargo where there is a possibility of dangerous reactions
like polymerisation, decomposition, thermal instability or evolution of gas, resulting
from local over heating.
3.11.3 Segregation of cargoes reactive with water
The data sheet indicates possible dangerous reaction between chemical and water or
moisture (water) which causes damage to the quality of some cargoes and to tank
coating.
Cargo tanks loaded with the following cargoes must be segregated from the tanks
loaded with water such as fresh water for tank-cleaning or clean sea water as heavy
weather ballast, as any leakage of water into the cargo may cause hydrolysis of the
cargo resulting in increased corrosivity.
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Acetonitrile, Carbon tetrachloride, Dichloroethyl ether, Ethyl acrylate, Ethylene

dichloride, Vinyl acetate, etc.
Those cargo tanks to be loaded with the cargoes which react dangerously with water
should be completely cleaned and dried to eliminate any residual water. The pipelines
and other associated fittings also need to be dried accordingly. The heating coils
should be blown dry and blanked.
Note: Refer to Paragraph 15.16.2 of IBC Code or equivalent of BCH Code for
carriage of cargoes reactive with water
3.12
LOADING LIMITATION OF CARGO

3.12.1 Filling Limits for Cargo Thermal Expansion
In calculating the ullage to which the tanks are to be loaded, due allowance must be
made for temperature increases during the voyage either from climatic conditions or
cargo heating. Excessive allowance must be avoided so that cargo is not shut out
unnecessarily.
After allowing for expansion, a cargo tank should never be loaded beyond 98 % of its
capacity.
Tanks carrying liquids at ambient temperature should be so loaded as to avoid the
tank becoming full with liquid due to thermal expansion during the voyage with due
regard to the highest temperature which the cargo may reach.
The highest temperature is to be determined with due consideration to the period
season, route, etc. of the voyage and cargo loading condition in each case. "Liquidfull" means a tank to be full of cargo upto the openings of tank top i.e. vent pipes at
the highest temperature.
There should be a certain volume of remaining vacant space in the cargo tanks above
the cargo surface to accept the thermal expansion of the cargo after loading.
Trim of Vessel in expected loaded conditions is to be taken into consideration. For
applying the aforesaid requirement, an error of measurement of the liquid level is to
be taken into account.
The cargo tanks can be loaded up to a liquid level corresponding to the maximum
filling ratio obtained from the following formula.
Max. Filling ration (% full) = 100 (1 - R x T) - S
where;
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R: Coefficient of cubical expansion per oC (see the data sheet)

T: Expected maximum temperature rise (oC)
S : Safety margin, usually 2% of capacity
Under no circumstances should "shore stop" to be accepted when the final ullage of a
cargo tank is likely to be smaller than the ullage calculated by the above formula.
3.12.2 Filling Limits for Cargo Tank Design Specific Gravity
In addition to the precaution in the preceding Paragraph 3.13.1 determining the filling
limits, it is necessary to take into account the correction between the design specific
gravity (DSG) of the cargo tanks and the specific gravity (SG) of the cargo loaded.
Max. Filling limit can be calculated by the following formula.
Max. Filling ratio (% full) = DSG / SG x 100
Example of calculation
DSG - 1.4
SG = 1.48 (Chloroform)
Then filling ration is 1.4 / 1.48 x 100 = 94.6%
3.12.3 Filling Limits for Sloshing Strength of Cargo Tank
(If applicable as per Loading/Stability Manual)
In general, partial loading between 20% and 80% of filling ratio is prohibited to avoid
an excessive sloshing load in the tank structure.
However, if partial loading is involved in the intended plan, cargoes should be loaded
to the extent of a safe loading percentages as determined after referring to the sloshing
calculation shown on Vessel's Loading Operation Manual.
Greater the SG, bigger the effect of sloshing on vessel's structure.
3.13
DAMAGE STABILITY CHARACTERISTIC
1.
The damage stability characteristics of Vessel must be understood, and there must be
evidence that the damage stability has been evaluated for the present and previous
voyages.
2.
When chemicals specified in BCH / IBC code are about to be loaded, it must be
confirmed that the intended stowage plan has a sufficient survival capability in
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damaged condition as per the requirement of the code, and only the plan having
sufficient survival capacity can be permitted.
3.
The damage stability calculation is based on the Section 2 "Ship Survival Capability
and Location of Cargo Tanks" of the IBC Code or equivalent of BCH Code. For
detailed method of calculation, refer to Vessel's Damage Stability Manual or the like
kept on board.
In the manual, assessment of damage stability by the allowable maximum KG method is

generally used, which enables Master to assess the damage stability easily.
3.14
STABILITY AND STRESS
TRIM AND STABILITY, P & A MANUAL

In accordance with regulations all vessels are supplied with a Trim and Stability manual
approved by the Flag administration or the Classification Society, which indicates the various
conditions of loading and ballasting with weight distribution structure resulting in the
minimum stress being imposed on the Hull structure. It also gives ballast distributions for
arrival, departure and light ship conditions, and contains full deadweight, stability, capacity
and hydrostatic particulars.
All tankers have a tendency to sag in the fully laden condition, and hog in the light condition.
If these tendencies are further aggravated by the unsatisfactory distribution of cargo, bunkers
or ballast, unnecessary stresses will be put on the structure of the vessel. This effect is
cumulative and if made a regular practice can result in structural failure.
In order to reduce stresses to a minimum, weight distribution for various conditions of
loading are detailed in the manual and verified by the stress and stability indicators
(Loadicator) are to be followed.
In accordance with regulations all vessels are supplied with an approved P & A Manual
which states all procedure to be followed and arrangements of the equipment and pipe lines
for the cargo operation.
Where a computerized calculation system is provided on Vessel, the system should be
checked at frequent intervals against the typical conditions as detailed in the trim and stability
book, any discrepancies must be notified to Company.
Vessel should keep evidence that a stress and stability calculation has been made for the
current voyage and cargo operation. This may be in either written form or may be stored in
the computer. There should also be evidence that this procedure is in common use.
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All vessels have loading computers, some of which are online with the tank gauging system
and some are manual. During cargo and ballasting operations, the Chief Officer is to ensure
that manual loading computers are updated constantly as the operations progress. At 6 hourly
intervals a print out of the vessels stability criteria including draft and trim are to be made and
filed along with the cargo or ballast plan. Draft, trim and stability criteria are to be monitored
through out the operation and a comparison is to be made with real observed draft. Any
significant difference between the two is to be reported to the office immediately.
3.14.1 Notice Concerning Stability
The stability of Vessel under actual service conditions must be maintained to comply
with the requirements of IMO A.167 (ES.IV) and A.562 (14).
Transverse metacentric height G.M. should be greater than required minimum
permissible G.M.
As the spaces of the forecastle and poop decks have been taken into consideration in
the stability calculation, weather tight doors, oil tight hatches, small hatches or other
openings should be closed tightly before Vessel sails.
3.14.2 Longitudinal Strength and Allowable Value
Bending moment (BM) and Shear forces (SF) should always be well within 100% for
limit for Harbour and Sea conditions. In order to keep B.M. and S.F. within allowable
limit, care should be taken so as to avoid excessive stresses by the effect of wave
while Vessel is navigating in rough seas.
3.14.3 Loading Draft
When loading a dead-weight cargo, vessels will load to the maximum draft permitted
under the International Load Line Regulations. The draft / freeboard to which the
regulation applies is the observed draft / freeboard midships, and not a figure obtained
by taking the mean of the fore and aft drafts.
It is the responsibility of Master to ensure that Vessel is not overloaded. In an
unlikely event of Operators issuing shipping orders, which will overload the Vessel,
Master must send an urgent message to Operators/ Company for clarification /
Rectification.
3.14.4 Slack Tanks
Slack tanks are to be kept to minimum. Vessels must comply with IMOs Intact
Stability requirements on tankers during liquid transfer operations.
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3.15 LOADING COMPUTERS

This instrument allows the carrying out of the various complex calculations required to
ensure that the ship is not overstressed or unstable during the carriage of the nominated
cargoes. In some cases it will also permit the assessment of damage stability.
It must be remembered that a loading computer, as with navigation aids, is only an aid to the
operator.
It relies on human input of data, and more importantly the human
interpretation of the output data. If the input data is incorrect, the output data will also be
incorrect. Used correctly it will ensure the safe operation of the ship for all conditions of
loading, discharging, ballasting at all stages of the voyage.
Test conditions must be supplied to the vessel for use in verifying the accuracy of the
equipment. Results of stress and stability calculations can be verified by comparison of
calculations contained in the approved Trim and Stability Booklet with those produced by the
loading program. Loading computer software must be tested/verified at least every three
months. Records on testing/verifying of loading computer software should be maintained.
Where these test results in significant errors, the Company is to be advised immediately with
a request for attention
Failure of Loading Computer
Should the loading computer fail, only loading plans in agreement with the Trim and Stability
manual should be accepted. The company must be notified immediately and the computer
repaired at the earliest opportunity
3.16 ANGLE OF HEEL
Vessels are not to proceed to sea unless in an upright condition. Except in special
circumstances, movements within port limits should not be carried out with Vessel not in an
upright condition.
Discretion is left to Master to decide these circumstances with due consideration to the effect
on the manoeuvring characteristics of Vessel in the listed condition, increase in draft and
effect on structures when getting alongside.
3.17 RESTRICTION OF LOADING EDIBLE OILS
The associations of traders and producers of edible oils such as the "NIOP" in North America
and "FOSFA" in Europe have acute concern with the necessity to protect health of the
consumers against hazardous substances likely to contaminate their products during
transportation. The shippers / consignees belonging to NIOP and FOSFA restrict loading of
their edible oils into cargo tanks which have carried certain hazardous cargoes previously by
the rules of "NIOP / FOSFA".
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Therefore, edible oils owned by the shippers and/or consignees must be loaded in the tanks
which satisfy the rules. The carriers are required to plan the stowage of such edible oils as
per the requirements of the rules.
The lists of restricted or acceptable previous cargoes are attached to this manual as Appendix.
Note
:
:
NIOP (The National Institute of Oilseed Products)

FOSFA (Federation of Oil, Seeds and Fats Association)
3.18
HANDLING OF TOXIC/FLAMMABLE CARGOES
When loading flammable or toxic cargoes, the following shall be complied with:
1.
2.
3.
4.
5.
6.
7.
Refer to IBC Section 17, with respect to Gauging and Venting requirements,which shall
strictly be adhered to, Also refer to IBC Sec 15.12 for special precautions for Toxic
Cargoes.
Ensure valid toxic gas detection tubes and measuring equipments appropriate to the
cargoes being carried on board,
Ensure valid antidotes for the cargo as per MFAG is available on board.
Access to the cargo area shall be restricted to authorized persons only.
Pump rooms, empty tanks, stores and other spaces in the hazardous area shall regularly
be checked for any ingress or accumulation of toxic or flammable vapors. Record of
such tests and checks shall be maintained.
Personal protective gear as applicable should be worn by personnel involved in the
cargo work.
For vessels loading Flammable, static accumulating cargoes, with out IG please refer
company guidelines in procedures manual.
It should be remembered that the principal protection is to avoid exposure by Absolute

containment inside the cargo system.
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SECTION 4 :
4.1
PREPARATIONS PRIOR TO CARGO HANDLING

4.1.1 Cargo Operations Responsibilities
The Master is responsible for the safety of the ship during all cargo operations. He must
ensure that the officers and crew are properly and correctly informed of their duties, and
understand how to fulfill them. He shall also ensure that a strict pre cargo conference is held
prior arrival each port, wherein the cargo operations scheduled for that port are to be
discussed with all concerned, including requirements for closed loading etc. Safety data
sheets of each of the cargoes shall be discussed in detail.
The Chief Officer is responsible to the Master for the correct handling and segregation of
cargo and ballast, the setting of lines and valves, control of pumps, and operation of the Inert
Gas System. He is also responsible for tank cleaning, gas freeing and any other tank
preparation. In port the chief officer must ensure that there is proper liaison between the
responsible officer and the shore installation.
Full written instructions for any operations to be carried out are to be given to the officer of
the watch before cargo related operations commence. Such instructions and/or plans are to
be retained onboard. Cargo and vapour line setting for any cargo operation is to be
undertaken under the direct supervision of Chief officer and independently checked by
another officer.
The officer of the watch is responsible for ensuring that the Chief Officers directions
concerning the setting of valves and the conduct of operations are maintained during his
watch. It is essential that following any operations concerning valves, subsequent ullage
checks are made to ensure that the action taken has had the desired effect, particularly that
the flow of cargo / ballast into fully or partly loaded tanks has ceased. Adequate notice
concerning the use of power pack system / pumps must be given to the Chief Engineer and
Engine Room. Before any cargo or ballast operation proceeds, all persons involved should
have a clear understanding of the planned operational sequence and this must be discussed
and agreed with the shore representative, with agreements entered in the Port Log.
Closed Loading
It is our policy to operate our fleet of tankers in the closed condition. For effective closed
loading, cargo must be loaded with the ullage, sounding and sighting ports securely closed.
The gas displaced by the incoming cargo must be vented to the atmosphere via the mast
riser(s) or through high velocity or constant velocity valves, either of which will ensure that
the gases are taken clear of the cargo deck. Devices fitted to mast risers or vent stacks to
prevent the passage of flame must be regularly checked to confirm they are clean, in good
condition and correctly installed. To undertake closed loading, the vessel should be
equipped with ullaging equipment and independent overfill alarms which allow the tank
contents to be monitored without opening tank apertures. On vessels without inert gas
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systems this equipment should comply with the precautions highlighted in Sections 11.1.7
and 11.7.2 of ISGOTT. Vessels operating with inert gas are considered always to be
capable of closed loading.
Closed Discharging
Vessels correctly operating their inert gas systems may be considered to be conducting
closed discharging operations. Discharge should normally take place on non-inerted vessels
with all ullage, sounding and sighting ports closed. Air should be admitted to the tanks by
the dedicated venting system. When cargo is being run between tanks during discharge
operations care should be taken to ensure that vapours are vented to deck as per procedures
given in closed loading above.
4.1.2 Ship checks prior arrival

Following important checks should be made by the ship prior arrival in port for loading /
unloading cargo:
Level gauges, level alarms, pressure sensors, thermometers and other in-tank
instrumentation to be tested for operation and accuracy, and remote system controls tested
(where appropriate). High level and Overfill control alarms are critical components of the
cargo transfer system, and loading should not commence if pre-transfer checks find them at
faults.
Hatches, lids and openings that are not required to be open for a reason should be firmly
closed. Cargo pipelines and cross over valves should be checked, and all drains closed and
secured. Pressure Vacuum valves to be function tested before every operation.
All ships cargo and bunker pipelines not in use should be securely blanked and fully bolted
at the manifold and at the pump stack (For Deep Well pumps). All cargo tank openings such
as Tank domes, Butterworth pockets should be securely closed.
In some ports for example, in the state of Texas, USA it is a requirement to carry out the
vapour tightness test of the cargo tanks prior arrival & record it in the form of a vapour
tightness certificate issued on board. Master to confirm the current requirements and prepare
accordingly.
4.1.3 Ship / Shore Safety Checklist

The Ship/Shore safety Checklist concerns the safety of the ship, the terminal and all
personnel, and should be completed jointly by the responsible officer and the terminal
representative. Each item should be verified before it is ticked.
The completed checklist is of no value if it is merely regarded as a paper exercise. Items
R of checklist must be rechecked at agreed intervals and recorded. Particular attention
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must be paid to ensuring that all deck scuppers are plugged and will remain oil tight in the
event of a spill.
4.1.4 Ship checks after arrival prior to cargo operations

The Chief Officer should ensure that all precautions set out below are being observed in
addition to companies pre-arrival checklists.
1. Ensure that ship and shore vapour systems are compatible and that the system will
operate in compliance with local and terminal regulations.
2. An inhibitor certificate must be available for self-reacting cargoes.
3. Complete cargo information as required by Section 2 must be available to the vessel.
4. Tanks to be inspected by Surveyor are well ventilated and safe for entry and marked so.
Tank entry procedures must be complied with. The surveyor must be accompanied by
the chief officer or another responsible officer if circumstances so require.
5. Tanks passed for loading must be tightly secured with all openings closed.
6. The sea suction and overboard discharge valves connected to ballast system must be
closed and lashed when not in use.
7. All deck scuppers and any open drains onto jetty must be effectively plugged to prevent
spilled cargo escaping into water.
8. Cargo manifolds should be ready for connection to shore hoses. Vessels manifolds
must be labeled to identify positively to the shore labour the product to be loaded
through each line.
9. The pumproom ventilation system should be put on well in advance.
10. The cargo venting system is correctly set, appropriate for the operation being carried out.
11. Intakes for central air conditioning system and mechanical ventilation system should be
checked for partial recirculation.
12. Fire fighting, Pollution prevention equipment should be ready for immediate use.
Correct personal protective clothing should be immediately available and should be
worn as necessary
4.2
KNOWLEDGE / FAMILIARITY WITH CARGO SYSTEMS
Upon joining the vessel, the Master, all Officers and ratings who will be involved in the cargo
operations are to familiarize themselves with the arrangement, layout and operations of the cargo
systems, including any special feature the vessel may have relating to the handling of cargo.
All cargo lines, valves (Manifold, Pump stack and Common line valves), vent lines, P/V valves,
Vapour recovery lines, Cargo heating system lines and valves, tank cleaning lines and valves, cargo
pumps, cargo heaters, tank domes, butter worth pockets, sighting ports shall be indelibly marked for
identification
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4.2.1 Lining up of Cargo Valves

The Chief Officer must personally supervise the initial setting / lining up of all cargo valves.
Before starting cargo operations the chief officer must ensure that all cargo valves are closed
and then open the necessary valves. After lining up, it is imperative that another officer
makes a second independent check of the pipeline system for the proposed operation. A
visual inspection is insufficient; valves must be proven open or shut physically.
All cargo valves are to have light lashings available for use as positive indication that the
valves are to remain closed.
After cargo tanks and lines, reducers and cargo hoses have been lined up, checks to be made
to ensure that the flanges of removable parts such as reducers, cargo hoses, elbows are
properly fitted and tightened and that all open flanges are covered with blank flanges. Drain
plugs / valves on each cargo line, manifold, drip trays are shut.
4.2.2 Maintenance of Cargo equipment
The maintenance of Cargo pumping system is the responsibility of the Chief Engineer. The
proper maintenance of all Cargo Valves, Cargo Gauging devices, Instrumentation such as
High/Overfill alarms, Pressure sensors, Tank Temperature sensors, Tank washing machines
and heater, in accordance with the vessels Planned Maintenance system, is the
responsibility of the Chief Officer. The Chief Engineer is to assist in these maintenance jobs
when required. Close liaison between the Chief Officer and Chief Engineer must be
maintained to ensure efficient operation of all above Cargo equipments.
Each ullage gauge must be marked with its Datum in stowed position. The gauge reading
must be compared with this datum prior every use.
All personnel involved in cargo operations must be made aware of the dangers of Sticking
of float type level gauges and therefore level gauges must be compared with other available
sources at various stages of loading.
Cargo tank High level and Overfill alarms must be tested prior every loading. Temperature
and Pressure sensors must be calibrated as per PMS. All cargo lines, valves, and associated
equipments; bunker lines, valves and accessories thereof should be checked by pressure test
every year. Function test to be carried out prior every operation. Operating
(opening/closing) devices of valves should be adjusted for smooth operation. Date of test is
to be clearly marked at the manifold and on the hoses.
The consequences of being unable to open or close a Tank valve can be extremely
dangerous.
4.2.2.1 Maintenance of Tank Cleaning Equipment:
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Generally following will be the list of Tank Cleaning Equipments under maintenance:
Tank Cleaning Pumps - As per running hours and condition based PMS.
Tank Cleaning Heaters - As per running hours and condition based PMS. Also
the feedback on the heating efficiency will be used.
Fixed Gas Free Fans - As per running hours and condition based PMS. Also the Gas
freeing capacity will be evaluated from the previous records of time
taken for the job.
Fixed/Portable Tank Cleaning machines - As per function test, feedback during cleaning
or PMS.
Tank Cleaning Hoses - Continuity check, inspection of condition and performance
during cleaning.
Portable Gas Freeing Fans - As per running hours and condition based PMS. Also the
Gas freeing capacity will be evaluated from the previous records of
time taken for the job.
The maintenance of the Tank Cleaning Pumps, Tank Cleaning Heaters & Fixed Gas Free
Fans must be carried out under Chief Engineers responsibility.
The maintenance of Tank Cleaning Machines and related items, Tank Cleaning Hoses,
Portable Gas Freeing Fans etc will be the duty of the Chief Officer & under the guidance of
the Chief Engineer where required.
4.2.3 Safety of Tools, Machinery and Materials

Tools, machinery and materials to be used for various operations must be appropriate in
terms of their structure, function and material.
Those to be used in cargo areas should comply with the following requirements in
consideration of the hazardous nature of the respective cargoes:
1. Tools, when used or dropped, should not give off sparks.
2. Electric appliances should be intrinsically safe or explosion-proof.
3. Machinery should be of such structure and material as will safeguard personnel against
electrostatic generation and discharge.
4.2.4 Review of New Chemicals Carried Onboard
As a practice all new Chemicals carried on board are to be reviewed by the Master, Chief
Officer and Company. The review is based on the MSDS and other pertinent information
supplied by the Operators and company.
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As soon as the cargo bookings are received the Master and Chief Officer should study the
MSDS of the Chemicals concerned, identify the main hazards of that Chemical including a
review of the fire fighting medium, and where technical help is concerned, discuss same
with the Chief Engineer. Vektor Maritim is to be informed and a joint review of the new
Chemical is done by the ship and Office based on the properties and hazards of the
chemical. Issues reviewed are stowage, handling, compatibility, any other special
characteristic of the cargo which would affect its stowage and handling. The office will send
its comments and suggestions on telex, email or by fax. Once all information on the product
is gathered a Crew meeting is to be called where in the new Chemicals to be carried is
discussed with regards to its safe handling, stowage, and specific hazards. This forms part of
the shipboard SMS and ensures that all pertinent Safety information regarding all cargoes
carried on board passes down to all crew members.
Chemical tankers are exposed to various risks throughout their handling and carriage of
hazardous chemicals. Care should be taken to minimize these risks as far as practicable on
each occasion of cargo handling and transportation.
To this end, Master, officers and concerned crew should be thoroughly familiar with the
precautions described in this Manual and/or other publications mentioned in section 1.1,
which are kept on board and be prepared for the intended operation. All necessary
information on procedures and arrangements should be exchanged to build up consensus
amongst Vessel, shore personnel, terminal personnel and other parties concerned prior to
commencement of the operation.
4.3
LIAISON BETWEEN SHIP AND SHORE

4.3.1 Exchange of Cargo Information
Master should communicate with parties concerned, through Agent if necessary, prior to
arrival of Vessel at a berth or anchorage for intended cargo operation handling, tank
cleaning and pre wash, ballasting and bunkering to exchange and acquire necessary
information such as cargo readiness, cargo data, intended cargo quantity, etc. and to give
necessary information to the parties for safe and efficient operation.
(1)
Vessel with Agent

(ii)
ETA, draft, tugs, pilot and other port information
(iii) Defects on Vessel which may affect port and cargo operation
(iv)
Sizes and number of cargo manifold connections
(2)
Vessel with pilot (Directly or through Agent)

(i)
ETA at pilot station, draft and others which are required for safe
manoeuvring of Vessel
(3)
Terminal (berth master / cargo surveyor) to Vessel
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(i)
(ii)
(iii)
(iv)
(v)
Quantity, S.G., correction factor, temperature, special requirements for cargo.

Tank venting requirements and details of any vapour return lines required.
Tank environmental control requirements, e.g: drying and inert gas.
Check list, Terminal regulation, emergency plan, etc.
Detail of Terminal facilities (distance, elevations to shore tank, use of booster
pump, etc.)
(vi)
Number, and size of shore connection and estimated loading rate
(vii) Depth of water at berth
(viii) Information on weather or surroundings
(ix)
Terminal or Port Regulations on pre-washing of cargo tanks alongside the
berth, and details of reception facilities to receive slops (if applicable.)
(x)
Any other limitation of the Terminal.
4.3.2 Advice to Terminal from Vessel before start Loading / Discharging

The responsible officer of Vessel should inform Terminal of the following.
(1)
Information on Vessel
(i)
General arrangement of cargo on arrival
(ii)
Vessel's draft and trim on arrival
(iii) Details of Vessel's manifold such as flange sizes of cargo / vapour manifolds
(iv)
Any problem which may affect cargo operation
(v)
Any operation on Vessel which may affect or delay commencement of
loading or discharging
(vi)
Estimate draft upon completion of operation
(2)
Cargo and Ballast Details before Loading

(i)
Acceptable cargo quantities from terminal nominations
(ii)
Details of last cargo carried (normally last 3 cargoes), method of tank
cleaning (if any), and state of cargo tanks and cargo pipelines.
(iii) Mandatory pre-wash requirements, cargo names and quantity of washings for
discharge to reception facilities.
(iv)
Quantity, quality and disposition of slops of cargo, if any
(v)
Whether alongside tank cleaning is required in addition to pre-wash.
(3)
Loading Plans of Vessel

(i)
Loading arrangements and procedures
(ii)
Proposed method of venting from the cargo tanks
(iii) Maximum pressure at the manifolds and expected loading rate
(4)
Cargo Details before Discharging

(i)
Kinds of cargoes and their characteristics
(ii)
Special precautions given by cargo owner for discharging
(iii) Cargo quantities and loaded conditions
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(iv)
(v)
(vi)
(5)
Any change of the ullage since loading, due to unreasonable or unknown

cause
Cargo temperature on arrival
If Vessel has part cargoes which will remain on board, cargo name, volume
and tank distribution of each cargo.
Discharging Procedures of Vessel

(i)
Discharging arrangement and procedures
(ii)
Maximum discharging capacity and pressure of the cargo pumps, and
intended discharging rate and pressure
4.3.3 Advice to Vessel from Loading / Discharging Terminal / Surveyor

The responsible officer should acquire the following from Terminal
(1)
Cargo Information
(i)
Kinds of cargoes and their characteristics
(ii)
Special precautions for cargo handling
(iii) Quantities of loading cargoes
(iv)
Foot samples / Normal samples taken, and any suspension of cargo operation
while samples are being analysed.
(v)
S.G., correction factor, MSDS etc.
(vi)
Loading temperature of cargoes
(vii) When necessary, certificates and MSDS for inhibitors to be added to cargoes
(2)
Loading Plan
(i)
Loading procedures
(ii)
For each cargoes, maximum loading rate
(iii) Number and sizes of cargo hoses or loading arms available to use
(iv)
Limitation of movement of cargo hoses or loading arms
(v)
Maximum working pressure of Vessel / Terminal connections
(vi)
Communication / Signaling procedure for control of loading including
emergency stop procedure
(3)
Discharging Plan
(i)
Cargo receiving procedures of Terminal
(ii)
For each cargoes, maximum receiving rate
(iii) Maximum pressure at Vessel / Terminal connections
(vi)
Any other limitations at Terminal
4.3.4 Agreed Cargo Handling

(1)
Agreed Cargo Loading Plan
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In order to secure the safety of cargo loading, a loading plan should be agreed
amongst Vessel responsible officer, Terminal representative and Cargo Surveyor
based on the information exchanged between Vessel and Terminal operator as per
the procedure specified in Paragraph 4.3.1 throughout 4.3.3 especially on the
following.
(i)
(ii)
Grade and properties of the cargoes to be loaded

Arrangement and capacity of Vessel's cargo tanks, line and venting system
and shore cargo lines and tanks
(iii) Maximum allowable pressure of Vessel / shore hoses or loading arms to be
used
(iv)
Loading rate and pressure
(v)
Loading sequence
(vi)
Necessary precautions to avoid electrostatic ignition
(vii) Atmospheric conditions
(viii) System of gauging
(ix)
Systems of cargo vapour return to shore installations
(x)
Prevention of spill of cargo or other accident and emergency response
procedure
(xi)
Movement or operations which may change flow rates
(xii) Kind and number of safety equipment to be prepared or used
(xiii) Checking proper name of SHIPPER / CHARTERER / SUPPLIER for each
cargo, especially in case of loading same kind of cargo
(2)
Agreed Cargo Discharge Plan

In order to secure the safety of cargo discharging, a discharge plan should be agreed
by Vessel's responsible officer and Terminal representative on the basis of
information exchanged between Vessel and Terminal operator with regard to
Paragraph 4.10.1 throughout 4.10.3 and the following conditions.
(i)
(ii)
Kinds and the properties of the cargoes to be discharged.

Arrangement and capacity of Vessel's cargo line and venting system and
shore's cargo lines and tanks
(iii) Maximum discharge capacity and pressure of cargo pump to be used and
discharge rate and pressure
(iv)
Maximum allowable pressure of Vessel / shore hoses or loading arms to be
used
(v)
Discharging sequence
(vi)
Necessary precaution to avoid electrostatic ignitions
(vii) Movement or operations which may change flow rates
(viii) Kinds and numbers of safety equipments to be prepared or used
(ix)
Checking proper name of CONSIGNEE / CHARTERER / RECEIVER for
each cargo, especially in case of discharging same kind of cargo
(x)
Max time allowed for stripping.
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4.3.5 Communication during Cargo operations

It is the responsibility of both the ship and terminal to establish, agree in writing and
maintain reliable communications system.
Before loading or unloading commences the communication system should be adequately
tested. A secondary stand-by system should also be established and agreed and tested.
Allowance should be made for the time required for action in response to signals.
The use of one radio channel by more than one ship / shore combination should be avoided.
At each change of shift or watch, Vessel's responsible officer and Terminal representative
should confirm each other that the signaling and communication procedure is understood by
those on watch / duty.
4.3.6 Joint ship and shore liaison, and checks prior cargo operations
1. Terminal Safety regulations
After berthing, Vessel's responsible officer should have conference with Terminal
representative to:
a. receive information on local or Terminal safety regulations,
b. agree designated smoking area,
c. agree on use of cooking appliances in galley,
d. advise "Work Permit" and "Hot Work Permit" procedures, if any, and
e. present and discuss about Ship/Shore Safety Check List
2. Vessel and Terminal Emergency Procedures
On Vessel's arrival, Vessel's responsible officer and Terminal representative should
discuss and agree on emergency response procedures to be followed by each party in
the event of an emergency case, especially cargo spill and fire. The procedure
should include means of communication and roles of each party. Preferably, a
written notice "Instruction in Case of Fire" should be given to concerned crew.
If an accidental spillage or leakage of cargo occurs during any operation, all
operations must be stopped immediately until the cause has been established and the
defect corrected.
3. In the event of an unexpected/unforeseen happening on deck during cargo operations,
the operation should be immediately stopped and cause investigated before
resuming.
4.4
LOADING
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4.4.1 Loading Methods

The loading plan should clearly specify the loading method, manifold / line to be used and
connecting method for jumping hoses or spool pieces.
Usually Chemical tankers are fitted with one tank-one pump system, in which case
following to be clearly indicated on the plan:
(1)
Jumping hoses used to connect manifold lines of various tanks should be arranged in
such a way that cargo should flow from a manifold pipe/hose of a large diameter to a
smaller diameter in order to:
(i) increase loading rates,
(ii) reduce friction and pressure in the piping system.
The use of Y-pieces should be for the purpose of evenly distributing the cargo flow.
(2)
When connecting the manifold pipe of each tank with a common line by using spool
pieces, the person in charge should ensure removal of the spool piece for each tank
and that a blank flange must be fitted without fail, after operations completed.
(3)
When cargo is loaded directly from the deck by using a hose (loading overall) such
items should be clearly shown (indicated schematically) as the procedure of
attaching a fitting to a Butterworth hole, loading sequence and connecting method of
a hose.
A clear description must be given on the loading plan for following:
(i) Preparation prior to loading,
(ii) Checks during loading, clearing operations after loading,
(iii) Jobs allotted to the relevant crewmembers at each stage.
(iv) Watch system during loading
The loading plan must be presented to the engine department so as to make
arrangements for steam to check the heating coils for leaks prior to loading. Also
check the compressors air charge for air blow, and other preparations for such work.
In the case of ballasting, tank cleaning, etc. while loading, it should be discussed
when and how ballast pumps, tank cleaning pumps and cargo pumps are used.
If bunkering is scheduled it should be discussed with the engine department to
prevent interfering with cargo work.
OTHER PRECAUTIONS
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The loading plan should contain precautions for the particular loading method, steps to be
taken in case of emergency, means of communication, necessity of periodical contact with
the terminal, etc., which were given at the time of conference. These instructions should be
posted in the control room to inform all crewmembers concerned.
The loading plan to be posted in the control room should have a blank column for the
estimated time of completion of loading, items to be given at the time of watch transfer and
other important items, which should be recorded or rewritten when necessary.
In the case of loading more than one kind of cargo, or of loading and discharging operations
being carried out simultaneously, the estimated time to start clearing work on completion of
cargo work, to change hoses, etc. should be mentioned clearly to prevent confusion.
4.4.2 Conditions of Tanks prior to Loading

Cargo tanks must be cleaned to the standard necessary to meet the requirements for the next
cargo. Empty cargo tanks must be cleaned and gas freed during sea passage and / or
whenever time available in order to have them readily available for cargoes offered for
shipment at short notice.
However, under normal circumstances, the sea passage must not be prolonged in order to
arrive with tanks gas free, except those tanks known to be required at the port. In postponing
tank cleaning under such circumstances it is important to be sure that the tanks can be
effectively cleaned at a later stage. If any difficulty is expected in cleaning empty tanks after
sailing next port, Master must get approval by Company to prolong the voyage for the
cleaning.
Wall wash test and thorough inspection of tank structure and outfitting to ascertain the
readiness of cargo tanks for loading as required by next cargo should be carried out prior
arrival port.
Refer to Section 5 for further guidance.
4.4.3 Inspection of Tank Prior to Loading
This will generally be carried out by a terminal representative or surveyor appointed by
them. On some occasions the Charterers will have retained a surveyor on their own behalf,
as distinct from on behalf of the Shippers. These Surveyors will often complete their own
certificate of fitness to load, and the Master should always request a copy. In addition, the
Companys tank inspection certificate should be completed by the vessel and signed. The
Chief Officer is to accompany the appointed surveyors and inspect each tank into which
cargo is to be loaded, and agree that the tanks are empty and in a fit condition to receive the
grade of cargo in accordance with the Cargo Stowage Plan.
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In the case of heated cargo, heating coils should be warmed up in advance so that survey
may be started immediately after a meeting with the surveyor. At the same time, checks of
heating coils for leaks must be carried out.
In the case of non-heated cargo, in principle a blank flange should be inserted in the heating
line of the relevant tanks, unless it is anticipated that a suitable temperature cannot be
maintained due to a fall of temperature during the voyage.
Whenever vapor is required to be returned ashore, the line up of the vapour return system
has to be carefully checked for conections & valves opened.
On the other hand, when vapor return is not necessary, the connections should be removed
from the vapour return line and a blank flange put up instead. The tank can be vented via the
high velocity vent.
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When air blow of the loading line by means of compressed air of vessel is required before a
tank inspection, the air tank should be charged with compressed air beforehand and
condensed oily water in the air tank should be drained. The air hoses should be prepared
ready for use at the connecting position.
Before connecting shore hoses to vessel cargo line, the relevant loading line should be airblown and drained completely. On using compressed air it should be checked whether such
air is free from lubricating oil, water and other impurities.
Preferably separate air hoses should be used when such cargo as styrene monomer which
exert a harmful influence upon methanol, MEG and other cargoes.
Approved Flash lights, shoe covers and cotton gloves necessary for tank inspection should
be prepared so that such inspection may be started immediately after the pre transfer
conference with the surveyor.
Even if the complete dryness of a tank has been ascertained before arrival, sometimes the
tank walls sweat or foreign substances in the piping system comes out as a result of air
blow. Preparations for this should be made by keeping items such as bucket, cotton rags,
sponge should be in the vicinity of the hatch for immediate removal of water and other
foreign matters.
The chief officer should have crewmembers in charge attend the above work and have them
report on the outcome and confirm it himself without fail.
The tank survey by a surveyor must be attended by an officer (the chief officer, in principle),
who ascertains the cleanliness and dryness of tanks, and gives final checks whether drain
plugs, blank or spectacle flanges are properly in place and there is no residue left in tanks.
The time, tanks are inspected is to be recorded in the statement of facts and a Tank
Inspection Certificate issued.
Some Terminals do not allow any tank entry while vessel is alongside. In such cases, the
cargo surveyors may decide to do a tank inspection at the previous berth or anchorage. The
vessel should perform a final check before berthing and clean up any condensations etc
irrespective of above.
4.4.4 Cargo Stowage Plan on Receipt of Shipping Orders
A cargo stowage plan will be prepared by the chief officer upon receipt of loading orders. A
copy of this plan should be available for inspection by concerned authorities.
Before Vessel leaves a berth, even if only for another berth in the same port, the cargo plan
must be updated showing the disposition of cargo and ballast. On completion of loading /
discharging at a port, a fully completed cargo stowage plan must be prepared and should be
kept in accessible place. This plan should show for each tank; load port, discharge port,
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grade, parcel number, ship's figure as applicable, for all cargoes and ballast remaining
onboard.
4.4.5 Test of Heating Coil Prior to Loading
Cargo tank Heating coils should be pressure tested by steam or compressed air at 7kg/cm2,
prior to arrival at loading port and recorded. The results of tests may be presented to cargo
surveyor's at load port if requested for.
4.4.6 Loading Overall or Loading over the Top
There are two methods as follows:
(1)
Loading through a hose directly connected to a portable or permanent drop line into
tank.
(a)
The whole system to be gastight. This method restricts the free fall of liquid
and minimizes the amount of vapour escaping from tank.
(b)
The whole system to be non gastight. This restricts the free fall of liquid
only.
(2)
Loading through a hose just inserted into a tank through a deck opening. This is
termed splashed filling. Loading overall may be restricted by local regulations.
In case of (1)(b) or (2) above, following must be checked in IBC Ch 17 to comply for this
Operation:
a) Column g (Tank Vents) must be Open
b) Column h (Tank Environmental Control) must be Vent or No
c) Column j (Gauging) must be O
4.4.7 Splash Filling
(a)
(b)
(c)
(d)
(e)
Undesirable with vegetable oil cargoes owing to possible oxidization of cargo during
free fall causing deterioration in quality.
Tank to be loaded must be gas free.
The free end of the hoses must be securely lashed inside the tank, to prevent the tank
structure or coating from being damaged by its movements.
All flange connections should be well made and have suitable gaskets.
There should be a valve provided on the hose for the shipstaff to control the flow or
an agreed method of reduction of loading rate and final stoppage if no valves are
provided.
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4.4.8 Regulations
In addition to MARPOL Annex II and IBC/BCH Code, cargo operations must be conducted
in accordance with Company's and local regulations, and the recommendations set out in the
ICS Tanker Safety Guide (Chemicals) and International Safety Guide for oil Tankers and
Terminals (ISGOTT)
4.4.9 Loading Procedure
Progress of Loading
The Chief Officer and the officer on watch must always be vigilant whether the loading
operation is progressing in a smooth, safe, secure and efficient manner. The officer on watch
should take periodical measurements of ullage and temperature, calculate the loaded
quantity and the loading rate and estimate the time of completion of loading, all of which
should be entered in the relevant forms. If there is a large discrepancy in loading rates from
those calculated at the previous periodical measurement or the loading plan, the officer on
watch should enquire about the reasons for same from the responsible person on the
shore/barge and inform the chief officer and master accordingly.
During loading operations vessels are often notified of shifting or the delay of arrival of
barges or the change of the schedule for the loading operation concerning other lot or that
for the discharging operation conducted concurrently. When he has obtained such
information from the person in charge of the terminal, barge, or agents, the officer on watch
should report it to the chief officer and the master after checking the details.
He should not hesitate to ask for explanations if he cannot understand due to language
barriers or lack of clarity.
The officer on watch should keep periodical contact with the shore or barge representative
as well as crewmembers in charge of the manifold or engine room.
In particular, in winter, at night or in rainy weather, periodical contact should be kept with
crew members in charge to keep them informed of the progress of cargo handling operations
and to ascertain not only that the cargo watch is kept in a proper manner but also that walkytalkies function properly.
Communication with the shore should include information in accordance with the terminal
regulations.
Prior to entering a loading port, the chief officer must ensure that the Loading Manifolds are
ready. Identification tags for the various grades to be loaded are put up at the respective
manifolds to aid hose connection.
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On completion of tank inspection and hose connections, and when all preloading
precautions have been taken, the necessary Vessel's lines should be opened except the
manifold valve.
Prior to start of loading the chief officer should inspect the Vessel line set up, and satisfy
himself that the arrangement is correct in everyway, and that all drains & openings of pump
and line are closed.
Vessel's manifold valve should not be opened until the responsible person from terminal
informs Vessel that the shore is ready to commence, and until Vessel is also ready in every
respect.
4.4.10 Start of Flow
Manifold sample should as far as possible be obtained prior flow of cargo into the
tank.Loading should start at a slow rate. The Chief Officer should check all tanks including
empty ones to ensure that cargo is entering into the correct tanks properly and that there is
no leakage from the lines, into pumprooms, cofferdam or onto the sea. Regular checks to be
made thereafter to ensure that the cargo system is free of leaks until completion of the entire
operation.
When all checks have been made and the operation is found to be in order, the loading rate
may be increased gradually to the agreed maximum, taking into account the following:
(i)
(ii)
(iii)
(v)
(vi)
Working pressure of ships lines and hoses being used.

Capacity of vapour or vent lines
Capacity and the required ullage in cargo tanks
Nature of Cargo
Generation and accumulation of electrostatic charge: Initial loading rate should not
exceed a linear velocity of 1 m/s until the bottom longitudinals, heating coils and
drop lines are submerged. The turbulence in the tank is thus considerably reduced
and fewer static charges are generated.
PIPELINE DIA
LODING RATE
100 mm
30 cub m / hr
150 mm
65 cub m / hr
200 mm
115 cub m / hr
Thereafter loading rate can be increased to 7 m/s.
The maximum rate must be consistent with the capacity of the cargo piping system, tank
venting system, vapour return system, design pressures and the ships personnel ability to
handle the loading rate without risk of overflow.
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4.4.11 Control of Flow
When loading two or more tanks simultaneously with the same grade of cargo, the following
should be practiced;
(a)
(b)
(c)
(d)
(e)
(f)
The flow of cargo to tanks must be controlled by the tank delivery valve, or manifold
valves of specific tanks, whichever is applicable (unless loading overall).
Such valves must not be closed completely or rapidly unless another tank is open to
receive the flow.
Shore personnel must be instructed to slow the loading rate when finally topping off
tanks.
If the high level alarms are being activated at an unexpected time, the loading
operation must be stopped and the matter should be investigated and corrected prior
resumption of loading operation.
A High level alarm must never be
ignored/bypassed or powered off.
Final topping off ullage of the tank as per Paragraph 4.11.11 of this manual. Tanks
where loading has been completed should be isolated from others by two (2) valves
segregation.
On completion of loading the cargo, the flow must be stopped on shore and not by
shutting Vessel's valves.
4.4.12 Topping Off Procedures

The following points are to be considered during topping off:
1)
2)
3)
4)
5)
6)
7)
8)
The pre-loading meeting must include agreement on the arrangements and notice
required for "topping-off". The number of valves to be closed during "topping-off"
should be reduced to a minimum.
Communications - both internal & external is verified to be in order.
The loading rate should be reduced to a safe level. This will require a request to the
shore to reduce the rate and shall take into account time required to effect such
reduction. Ship tank valves should not be used to reduce the rate as this can lead to
pressure surges or excessive pressure in the system.
Portable UTI/MMC ullage gauges should be used for "topping-off". Remote gauges
should only be used for cross-reference.
The Vessel should be kept upright as far as possible during topping operations and
thereafter until completion of loading.
Tanks not being loaded must be frequently checked for any change in level.
The final stages of tank filling should be well staggered to ensure that only one tank
is being "topped-off" at any one time. After "topping-off" individual tanks master
valves should be shut, where possible, to provide two valve separation.
One tank in each grade should always be kept slack as a "Dump tank" or a Crash
Tank. If a valve failure or major leak is experienced, so that a tank being "toppedoff" cannot be closed off, the availability of a "crash tank" will provide space to
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9)
divert the flow during an emergency reduction in rate or complete stoppage. The
"Dump tank" would always be the final tank to be loaded.
On completion of loading the cargo, the flow must be stopped on shore and not by
shutting Vessels valves. All the vessels valves must be shut thereafter.
4.4.13 Sampling and Ullaging

The chief officer must ensure that the following samples are taken during loading operations
for retention on board:
(i)
(ii)
(iii)
(iv)
Manifold sample at the commencement of loading for each product. Samples may be
taken at the shore manifold if above not possible.
Obtain pump stack sample for sensitive cargoes like methanol, ethanol, MEG, etc.
prior cargo is allowed to enter the tank.
First foot in each tank.
Final tank sample on completion of loading / Composite sample in case two or more
tanks are loaded with same parcel. In case of composite sampling at load port the
same method should be adopted at the discharge port. Any deviation from the above
to be noted on the appropriate cargo document and protest noted accordingly.
These samples may be obtained from the attending surveyor, if not available then vessel
must arrange own crew for above samples. All samples taken should be properly labelled
and sealed and stowed in the dedicated sample locker.
On completion of loading, the tank(s) should be gauged and the quantity calculated. Final
ullages should be taken in conjunction with the shipper's representative (Surveyor). The
times of sampling and final ullaging must be recorded in the time sheet. (Refer to Section
6.2.4 / 5 of this manual for guidance on storage, sampling and retention of cargo samples.)
4.4.14 Final Ullage
The final ullage is to be calculated by the Chief officer taking into account, limitations as
mentioned in Section 3.13 of this manual.
4.5
VAPOUR DISPERSAL
Most chemical vapours are heavier than air, so cargo vapours released during loading and gas
freeing may accumulate in the lower areas on deck, especially in conditions with little or no wind.
Strong wind may create low pressure on the lee side of deckhouses or other structures, and thereby
cause vapour to be carried in that direction.
The ships personnel must be aware of such accumulation of cargo vapours.
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4.6
PRESSURE SURGE
A pressure surge is generated in a pipeline system when there is any change in the rate of flow of
liquid in the line. The surge can be dangerous if the change in the flow rate is too rapid.
If the total pressure generated in the pipeline exceeds the strength of any part of the pipeline system
upstream of the valve which is closed, there may be a rupture leading to extensive spillage. The
cargo hose is most vulnerable to failure in these circumstance.
The potential hazards of pressure surges (shock pressure, known as water hammer or liquid
hammer) resulting from rapid operation of the valve must be emphasized upon all personnel
involved in cargo operations.
The following precautions should be taken to avoid pressure surge during cargo transfer:
1.
2.
3.
4.7
Shut down procedures should be in place, pumps to be stopped or pump discharge

valves shut before manifold valves or valves in the shore pipeline are shut.
During loading, when the flow is diverted from one tank to another, the valves on the
tank about to receive cargo should be fully open before valves of tank to be isolated are
shut.
On completion of loading, the flow should be stopped by the terminal using shore valves
and not by shutting of ships manifold.
LINE FLUSHING
Surveyors should be consulted to confirm the method and necessary time for line flushing, sampling
method and positions. To avoid possible future troubles, the cargo quantity for flushing and whether
such flushing is to be stopped by ships order or by shore order, needs to be confirmed.
To prevent flushing cargo from entering irrelevant tanks by erroneous operation, the tank numbers
to be flushed, sequence of operations, valve handling operations and other important matters should
be conveyed to all crewmembers concerned by posting such instructions in the control room.
Appropriate allocation of crewmembers and means of communication between the deck and the
control room should be determined beforehand for smooth operations.
4.8
COMPLETION OF LOADING
On completion of loading all cargo lines are drained empty of the product and thereafter all cargo
valves are to be shut.
Cargo hoses and arms should be cleared as agreed, and should only be disconnected from the
manifold after they have been drained of the cargo residues and relieved of pressure. Tank and
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Butterworth hatches, ullage and sighting ports to be closed and secured, if being used during
loading for certain cargoes. P/V valves and vent lines to be checked to confirm that they are clear
and not blocked with cargo.
4.9
CHECKING VESSEL SCHEDULE AFTER LOADING
The agents should be informed promptly by the vessel of any change in the estimated time of
completion of loading.
As the loading progresses exact time of completion should be determined, the vessel should then
notify the agents of such time and check her schedule as to departure, shifting, etc.
If the vessel is scheduled to shift to another berth for next cargo, changes if any, as compared to the
initial plan should be checked through agents, regarding the vessel berthing side to berth or barges
coming alongside, sizes of cargo hoses, etc.
4.10
SHIP AND SHORE CARGO CONNECTIONS
As a general rule, and in accordance with the terms of Charter parties, terminal hoses will be used
for the connection between ship and shore. Also it is the terminals responsibility to connect and
disconnect shore hose on the vessels manifold. However, there may be some exceptions where
connection and disconnection must be done by the ships crew.
In the interests of safety, the risk of hoses bursting and pollution by release of cargo or bunkers
must be reduced to minimum before loading / discharging cargo from / to the shore or another
vessel. The chief officer must inspect the hoses (Vessel or shore) and satisfy himself that they are
suitable for the intended purpose and correctly bonded. Their safe working pressure must not below
the maximum pressure which Vessel or shore pumps may generate.
When used, hoses must be:
1. Inspected regularly for leaks or damage by appearance and by hydrostatic pressure of not less
than 1.5 times of the safe maximum working pressure (at least 10 bar in case of the
requirements of 33 CFR 156.170).
2. Correctly connected with full bolts and supported. Improvised arrangements using G-clamps. or
similar devices must not be allowed for flange connections.
3. Of sufficient length to allow for Vessel's movement. Care should be taken that they are not
crushed between Vessel and shore / barge / vessel.
4. Prevented from putting excessive strain on the manifold, especially when it is extended by
unsupported reducer piece.
5. Every effort must be made to avoid chafing damage (Rubber pads may be used to prevent
chafing).
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6. The hoses should be installed with gaskets which are suitable for the chemical product to be
handled.
7. Effectively blanked off before the hose is lifted back ashore.
To comply with current IMO regulations and CFR of USA, each cargo hose must be marked with
the following:
a. For Chemical cargoes, the words Chem Service and for Oil products "Oil service".
b. Maximum allowable working pressure / Temperature range.
c. Date of the last test required by CFR 33, 156.170 (Annual Test)
List of chemicals which can be handled by the hoses, should always be on board.
On completion of cargo operation, the hose should be well drained and cleaned including light
steaming. The hose end flanges should be covered with blank flanges.
If metal cargo arms (sometimes referred to as hard arms) are used:
- The installation arrangements will have taken account of 'tidal range, the freeboard of the largest
and smallest tankers for which the berth was designed, minimum and maximum distances that
manifolds are set back from the deck edge, limited changes in horizontal position due to drift-off
and ranging, and maximum and minimum spacing when operating with other arms in the bank.
-Mechanical loading arms should be supported in such a way that they do not put excessive force on
the manifold.
4.10.1 CLEARING OF SHORE PIPELINES

The shorelines may have to be cleared after completion of loading by the use of air or inert
gas or by use of a scraper (Pigging). Chief officer must ensure that there is sufficient space
in the tank or tanks to accommodate the quantity of product in the shoreline. Allowance
should be given to Wove Effect, which causes a virtual rise of the liquid in the tank and
settles down later.
Additionally blowing through or pigging could cause an increase in pressure in the tank and
therefore precautions against over pressurisation must be taken.
Refer to Section 5.7 of Chemical Tanker Safety Guide (ICS) for further guidance.
4.10.2 Clearing of Cargo Hoses
When clearing the line after loading a static accumulator cargo, it is essential to minimise
the introduction of gas (which will bubble up through the cargo) into the tank.
If nitrogen is used to clear the cargo hose after loading a cargo treated with an inhibitor that
depends on oxygen, care should be taken to minimise the volume of nitrogen entering the
tank.
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4.10.3 Disconnection of Cargo hoses
After the transfer of cargo is complete, established procedures should be followed to
minimise residues in the line, especially in the cargo hose or loading arm between ship and
shore. Disconnection must take place only after draining of cargo residues and relief of
pressure.
During the disconnection of the hose or loading arm, there is a possibility that the cargo
containment system will be breached for a short duration of time and therefore must be
performed with utmost care. Personnel engaged in hose disconnection should wear
appropriate protective equipment suitable to the cargo involved.
4.11
TANK OVER PRESSURISATION AND UNDER PRESSURISATION
Over pressurization of the cargo or ballast tanks is caused by the compression of ullage space due to
non-release of vapour or due to overfilling of the tank. Under pressurization is caused due by not
allowing air / inert gas into a tank while the liquid is being discharged or the rate of discharge being
significantly higher than the rate of air/ inert gas being introduced in the tank.
The consequences may result in serious structural deformation of the tank structure and its
peripheral bulkheads or catastrophic failure which could seriously affect the structural integrity and
can lead to fire, explosion and pollution.
Causes of tank over / under pressurization:
1.
2.
3.
4.
5.
Failure or seizure of the tank P/V valve.

Choked flame screens / arrestors
Incorrect setting / Failure of the tank vapour line valve.
Restriction in the tank vent / vapour line caused by wax, residues or scales.
Ice forming on vents in cold weather.
In addition over pressurization can also be caused due to:

1.
2.
3.
Overfilling of the tank with liquid.

Loading the tank at a rate exceeding the maximum venting capacity.
Inert Gas (for Drying, Inerting or padding) being supplied to ships tanks at high flow
rate / pressure from shore.
The hazards associated with supply of Inert Gas (usually nitrogen) to ship are particularly important
on chemical tankers. Nitrogen may be supplied at a high pressure and at a high flow rate and
therefore agreement on the procedure for handling nitrogen is paramount, with emphasis on a clear
understanding of the transfer rate and pressure.
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This operation is potentially hazardous because high pressure gas is being introduced into a tank
which is not designed to withstand internal pressure and whose structure may fail at less than 0.5
bar overpressure.
When a liquid is being loaded into a tank under pressure, the existing atmosphere in the tank can
escape through the vent system. However, when a gas is introduced into the tank from the filling
line under pressure, it expands within the tank and the vent system alone may not be able to cope up
with the escape of existing atmosphere in the tank leading to Overpressure.
Therefore to avoid such overpressure, the Cargo tank lid must be left open during nitrogen supply
from shore, if it is possible to be carried out with safety.
The Vessel must be in full control of the entire purging operation. The vessel must control start of
nitrogen purging, the flow of nitrogen. The tank pressure sensors should be set and activated at the
required level and the pressure must be continuously monitored to avoid exceeding the maximum
allowed. Refer to Section 5.7 Tanker safety Guide Chemicals (ICS Publication) for further
guidance.
Gate-type manifold valves are not very effective for controlling the flow of gases like Nitrogen and
therefore should only be used for starting and stopping the flow of Nitrogen.
Following to be strictly followed 1. The Chief Officer is responsible for ensuring that P/V valves are routinely inspected /
overhauled and tested for proper operation at design pressure at least once every Three months
and results of inspections recorded. On chemical tankers vent lines are to be washed after
carriage of Polymerizing and solidifying cargoes. Particular attention to be paid to valves
sticking due to residues on the valve seats and also flame arrestors getting blocked.
2. The Chief Officer is responsible for testing of Pressure Sensors or other Secondary means of
pressure / vacuum relief, prior each loading operation. These are to be tested by using the test
kit at least once every Six months.
3. The Chief Officer is responsible for testing of Overfill / High level alarms prior each loading
operation.
4. The Master must ensure that an agreement is reached with terminal as regards the maximum
transfer rate and pressure of nitrogen.
5. Results of inspections and maintenance as mentioned above are to be recorded.
6. Deficiencies on any of the above safeties to be brought to the attention of the company along
with plan for rectification / corrective action / requisitions, if any.
4.12
DISCHARGING
4.12.1 Precaution Prior to Discharging
Cargo Handling Plan
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Prior to arrival at the Terminal, the Chief Officer is to prepare a Cargo Handling Plan based
on the information available.
1. Tanks to be discharged.
2. Pumps and lines to be used.
3. Cargo distribution and quantity to be discharged.
4. Maximum allowable back pressure and equivalent discharging rate.
5. Venting requirement
6. Trim and stress
7. Inert gas requirement
8. Ballasting operations
9. Bunkering and storing operations
10. Deck watch-manning levels
Consideration for discharge temperature for Solidifying or High-Viscosity substances:
A. Solidifying Substance:
Definition as in MARPOL Annex II:
Solidifying substance means a noxious liquid substance which:
1. In the case of substance with a melting point of less than 15 0C , is at a temperature of
less than 5 0 C above its melting point at the time of unloading; or
2. In the case of substance with a melting point of equal to or greater than 15 0C , is at a
temperature of less than 10 0 C above its melting point at the time of unloading.
It is very important to obtain the Melting Point of the cargo from the Shippers. MSDS
sheets give a generic data whereas specific Melting Point of the cargo parcel loaded
should be obtained.
Pls note that the above A) 1) and 2) are definitions only and in a practical situation,
vessel will maintain the highest temperature as per the Shippers Heating Instructions
(as long as the same is higher than A) 1) and 2).
B. High-Viscosity substance:
Definition as in MARPOL Annex II:
High-Viscosity substance means a noxious liquid substance in Category X or Y with a
viscosity equal to or greater than 50 mPa-s at the unloading temperature.
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It is very important to obtain the Viscosity of the cargo from the Shippers. MSDS sheets
give a generic data whereas specific Viscosity of the cargo parcel loaded should be
obtained.
After the Cargo Handling Plan has been agreed with the Terminal Representative all
personnel involved in the cargo transfer operation are to be briefed and the Chief Officer
is to issue detailed written instructions in the Cargo Operations Order Book.
4.12.2 Precautions
Before commencing discharge, all precautions as detailed in the International Safety
Guide for oil Tankers and Terminals and ICS Tanker Safety Guide Chemicals are to be
followed.
4.12.3 Ullaging / Sampling Prior to Discharge
Before commencing discharge of cargo, and in conjunction with the surveyor / receivers
representative ullages and temperatures of all tanks must be taken and cargo quantities
calculated. These figures must be compared to the loading port cargo figures.
In the case of a significant discrepancy (0.3% of B/L fig) every effort must be made to
establish the cause. This may include fresh ullaging, re-taking of temperatures, checking
of trim/list and calculations . As an additional precaution, all other cargo tanks, ballast
tanks and void spaces must be checked for any change in level and ingress of cargo.
In taking ullages and temperatures the following must receive careful attention:
1. The ship's draught readings must be taken immediately before commencement of
cargo measurement;
2. Care must be taken to ensure the correct ullage datum is being used and that, if there
is movement on the surface of the cargo, a true mean ullage is obtained;
3. The measured ullages must be corrected for ship's trim and list in accordance with
the ships ullage tables before extracting the gross quantity for calculation;
4. Cargo temperature readings are to be taken from the top, middle and bottom of each
tank;
5. Corrections as applicable for the UTI being used must also be considered.
On vessels fitted with remote gauge, both manual ullage and gauge readings are to be
taken and recorded in the Ullage Report (as applicable).
As an additional precaution, following may be mentioned on the Ullage Reports:
If vessel was rolling/pitching during ullaging.
The Serial number of the UTI/MMC gauge used for ullaging.
Samples will be taken as required by the Surveyor or Terminal Representative.
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After ullaging and sampling, care must be taken to secure the ullage/butterworth ports.
4.12.4 Preparation Prior to Discharge
a. Blank flanges removed from manifold connections to be used and identification tag
put up at manifold for identification. Before removing a blank flange, a check should
be made to ensure that the section of pipeline between the last valve and the blank
does not contain cargo, possibly under pressure. Precautions must be taken to
prevent any spillage.
b. Fire fighting / Pollution prevention equipment in readiness.
c. Cargo pumps ready and emergency stops tested.
d. Inert gas system ready, I.G. entry valves locked open (If Applicable).
e. Cargo tank vents set correctly.
f. Pump room fans are put on well in advance.
Refer to Section 4.1 and 4.2 for further guidance / preparations.
4.12.5 Lining up of cargo valves
Refer to Section 4.2.2.
4.12.6 Pumping Systems

4.12.6.1
Speed of Discharge
The vessel should be ready to discharge on completion of checking cargo figures.

Any delay encountered from the Terminal in this, should be protested against.
The C/P may contain a provision guaranteeing a certain rate of discharge, normally
pressure of 100 psi at ships rail or discharge of entire cargo within 24 hours. Some
installations are unable to receive at this rate resulting in laytime being exceeded. To
establish proof of excess time used and thereby ensure payment of demurrage, a
written protest should be made as quickly as possible in order to give the installation
opportunity to improve on their reception.
Upon commencement of discharge, a cargo pump discharge log is to be started up
pressure at manifold is to be noted regularly at intervals not exceeding one hour.
4.12.6.2
The function of any pump is to transfer liquid from one point to another and this
involves the use of piping. Such a transfer in a tanker can be divided into two parts:
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1. The movement of liquid from the tank/ in the tank to the pump.
This is a function of the pump and installation design. These factors are beyond the
control of the ship provided the design ratings of the pump are maintained.
2. The onward movement of the liquid from the pump to its destination.
This is an area where the efficient operation of the pumps is essential if optimum
results are to be obtained. The major factors influencing pumping performance are
discussed below. The flow of liquid to and from the pump should be matched exactly
and this requires the flow on the suction side to be equal or greater than the discharge
rate of the pump. Where the flow to the pump suction falls below the pumping rate
cavitation will occur with the possibility of loss of suction and pump damage.
The factors which cause liquid to flow to the pump are:
Pressure acting on the surface of the liquid; The height of the liquid level in the
tank in relation to the pump suction.
4.12.7 Submerged Centrifugal Pumps

Centrifugal pumps do not suck liquids.
Since no centrifugal pump can generate a total vacuum at its suction inlet, only a
proportion of the atmospheric pressure can be usefully employed. Therefore, before a
pump can operate satisfactorily, certain pressure must exist at the pump suction, known
as the required Net Positive Suction Head.
4.12.7.1
Control and Operation of Centrifugal Pumps
During operation consideration must be given to the prevailing suction and discharge
conditions in relation to the pumps performance characteristics. This is particularly
important when operating cargo pumps where the rated capacity is achieved at a
relatively high total head. Operation of these pumps with a low total head can
grossly exceed the pumps rated capacity and cause excessive liquid velocities in
piping systems.
4.12.7.2
Discharge valves
Either adjusting the pump discharge valve and/or restricting the pump speed can
achieve control of a centrifugal pump. The discharge control valve has three main
functions:
1. They can be used to regulate pumping rates in variable and constant speed pumps
and to prevent overloading in constant speed pumps;
2. They can be used in conjunction with self priming systems to provide a self priming
capability in centrifugal pumps;
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3. They can be used to reduce the throughput of a pump and so reduce the Nett Positive
Suction Head required.
4.12.7.3
Cavitation
A pump is said to cavitate when the pressure at the pump suction has fallen to such
an extent that bubbles of vapour are formed in the fluid being pumped.
In a centrifugal pump bubbles can form with great rapidity at the pump suction and
may be carried away to regions of higher pressure within the pump. The bubbles
then collapse rapidly and in the process of collapsing create a hammer effect. This
effect, though minute, if repeated frequently, may cause damage to the pump.
The residual effects of cavitation, as well as the cavitation itself, can be a problem
and include:
a. Erosion of metallic surface which, if severe, may create flow disturbances.
b. Vibration, which may damage the pump or, more commonly, the
instrumentation connected with the pump and installation.
4.12.7.4
Discharging Using More Than One Pump
When cargo is being discharged from more than one tank simultaneously through the
common line or jumping hose, ensure that there is no back flow from one tank to
another due to imbalance in delivery pressure or mishandling of valve.
4.12.8 Positive Displacement Pumps

This type of pump includes reciprocating and screw type pumps. Reciprocating
pumps are mainly used for stripping tanks and Screw pumps as specialised cargo pumps.
4.12.8.1
Reciprocating Pumps
Precaution must be taken to avoid racing if necessary by slowing the pump. If these
pumps are allowed to race considerable damage may occur to the valve seats and
valve plates causing unnecessary breakdown and costly delay.
These type of pumps are generally not employed for handling chemicals.
4.12.8.2
Screw Pumps
They give a steady flow but are less efficient than reciprocation pumps because of
the large areas with running clearance exposed to differential pressure between
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suction and discharge. Wear increases the clearance with consequent loss of
efficiency, especially when handling low viscosity liquids.
Before clutching in a screw pump the pump shaft is to be turned by hand to ensure
free movement of the pump motors.
4.12.8.3
Operation
The suction and discharge valves of a positive displacement pump must always be
open before starting the pump and must remain open until the pump is stopped.
These pumps must not be operated in excess of their design speed and particular care
must be taken to avoid these pumps over speeding when they lose suction. Pressure
relief devices must be checked at regular intervals to ensure their correct operation.
4.12.9 Commencement of Discharge
Particular vigilance must be exercised at the commencement of cargo and associated
operations, until it is established that the required results are being achieved. It must
always be verified that cargo is being discharged from the required tanks, and no others,
and that there is no leakage. It must also be verified that pressures in pipelines and
venting systems are normal.
Discharging should start at a slow rate. Once the pumps have started, the Chief officer
should check:
a. The back pressure as agreed between Vessel and Shore is not being exceeded.
b. No cargo is leaking into other tanks, pumprooms, cofferdams or onto the deck or the
sea.
c. When cargo is being discharged from more than one tank simultaneously through the
common line or jumping hose, ensure there is no back flow from one tank to another
due to imbalance in delivery pressure or mishandling of valve. As a good tanker
practice lower the levels of all the tanks with the same cargo to be discharged below the
90% level at the commencement of discharge and then follow the normal discharging
sequence. This is to ensure that in case one of these tanks to be discharged starts filling
up the duty officer is alerted by the high level alarm.
When everything has been confirmed to be in order, the discharging speed can be increased
to achieve the maximum back pressure at the manifold agreed between Vessel and shore,
taking the following into account:
a.
b.
Safety precautions
Nature of the cargo
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c.
d.
Manpower available
Working pressure of cargo hoses and Vessel's lines
Tanks are to be discharged as quickly as possible to achieve the back-pressure agreed

between Vessel and shore.
4.13
TRIM AND LIST OF VESSEL
At final stage of discharging (Stripping and / or squeezing / sweeping) the cargo, correct trim and
list is essential to achieve maximum out-turn in minimum time. In order not to delay the start of
stripping and squeezing operations, correct trim and list should be achieved by ballasting or
transferring ballast between tanks, or by controlling discharging sequences.
Location of tank suctions in tank may require the vessel to be listed for effective stripping.
Excessive list should be avoided, and moorings be adjusted accordingly. On no account should
Vessel touch the sea bottom.
Trim and List should not be less than that specified in the P & A manual.
4.14
TANK INSPECTION
Upon completion of discharge the cargo tanks will be inspected by receivers representative or
surveyor accompanied by the chief officer to determine whether the tanks have been properly
drained after discharge and then issue a Tank Inspection Certificate. The results of this survey will
largely determine whether Receivers / Charterers have a valid claim against the vessel.
In case of vegetable/animal oils, wherein small amounts of cargo may be left around the suction
well, it is highly desirable the remains in the tanks are described as unpumpable residues.
When part cargo remains onboard for discharge elsewhere, ullages and dips of all tanks must be
taken in conjunction with the receivers representative or surveyor, and the quantity discharged /
remaining on board calculated.
After completion of tank inspection, the discharging hose is normally disconnected. Time of
disconnection is very important for vessels on voyage charter, as the voyage under normal
circumstances is said to be completed once the hoses have been disconnected.
4.15
OUTTURN
Cargo tanks should be discharged and stripped in accordance with the vessels P & A manual.
Heated cargoes must be kept at required temperatures to ensure the best possible discharge rate and
a minimum of residues in the tank.
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4.16
CARGO RESIDUE
Draining and Stripping

If sediment has not been allowed to accumulate and if the ship is properly trimmed no difficulty
should be experienced in draining tanks.
In the case of heated cargoes, maintaining the cargo temperature properly assists draining.
On completion of discharge all lines and tanks are to be stripped as dry as possible to ensure that the
maximum amount of cargo is delivered and in transit losses are minimized.
The cargo hoses and cargo lines including common line are to be drained as much as possible, as
soon as a cargo operation has been completed, especially if the cargo has a high freezing point or is
of polymerizing nature.
When the lines are cleared by draining the cargo residue into other tanks, the tanks should have
sufficient ullage to accept it.
Segregation of the cargo residue is to be maintained from those which react dangerously when
mixed. Cargoes which react dangerously with water must never be drained into a wet tank or
containing water, nor should water be used for cleaning such lines and tanks unless required
procedure is followed and necessary precautions are taken.
Pressure on the cargo hoses and lines is to be released prior to disconnection. The cargo residue
and cleaning washings must be disposed as per the requirements of MARPOL Annex II, which are
summarized in Vessel's P & A Manual.
4.17
SWEEPING (SQUEEZING) OF CARGO TANKS
Prior to completion of discharge of Animal and Vegetable oils, the practice of sweeping (squeezing)
the cargo tanks are quite common to maximise out-turn. This is required in order to push the semiliquid cargo towards the pump suction to complete the discharge.
Despite the natural origins of cargo, it is essential that safety precautions are observed on every
occasion that personnel are sent into the tanks. Potential dangers due to gases generated by these
cargoes, not always during putrefaction, to be considered and necessary precautions taken.
Following to be ensured prior man entry:
1.
2.
3.
4.
Tank is well ventilated with a forced draught fan.

Oxygen content monitored and maintained at 21%.
Tank atmosphere checked to ensure no carbon monoxide (CO) present.
Steam to heating coils is to be stopped to prevent scorching.
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5.
Self-contained breathing apparatus, lifeline, harness to be kept at the tank entrance, ready for
mmediate use.
Tank well illuminated.
Responsible person in attendance at the tank entrance throughout the sweeping operation.
6.
7.
Enclosed space entry procedures (Section SAF-sft-05 & Permit D001) to be complied with and
entry checklist to be filled up.
4.18
LEAK TEST OF SUBMERGED CARGO PUMP
Submerged cargo pumps are to be tested for leakage of their mechanical seals and cofferdam with
compressed air of suitable pressure as per the maker's instruction (about 2.0kg/cm 2). The test is
required to identify the amount of hydraulic oil or cargo which leaked from the mechanical seals
into the cofferdams.
The test is carried out on the following occasions unless specified otherwise by the pump
manufacturers manual.
1.
2.
3.
4.
After completion of cargo tank cleaning

1 or 2 days after loading
Before unloading
After unloading
Results of tests must be recorded in Purging Log Form and submitted to Company. After the leak
test, the cofferdams are to be kept pressurized with the tank test air, water etc as specified in the
pump manufacturers manual.
4.19
PORTABLE CARGO PUMP
The hydraulically driven portable cargo pump kept on board Vessel is considered to be a part of the
standard cargo handling equipment, and is to be used to augment fixed pumping system, thereby
adding a further dimension to pump flexibility.
Such a pump has a further application as an emergency system on occasions of main pump
breakdown, space flooding and salvage operations.
In certain countries, the use of portable cargo pump for ordinary cargo discharging is restricted or
prohibited for safety reason.
When portable cargo pump is used, makers manuals for "PORTABLE CARGO PUMP" should be
referred for testing of the pump prior to use and reporting. Portable pump must be tested every 3
months and results of tests must be recorded and reported to Company.
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4.20
INERTING
Cargo tanks on chemical tankers are usually purged or cargoes carried under inert conditions for
reasons of reactivity or quality control.
Inerting of a cargo tank generally refers to replacement of the air in the tank by an inert gas,
Nitrogen is most commonly used.
Refer to Section 6.14 for further guidance.

4.20.1 The Inerting Operation can be divided into six phases:
a.
b.
c.
d.
e.
f.
Purging before Loading

After loading
Topping up during Loaded Passage.
Discharging
Tank Cleaning
Gas Freeing.
4.20.2 Purging before Loading

The most effective and quickest way to achieve purging before loading is if the displaced air
is allowed to leave the tank through a purging port, tank cleaning hatch or other opening, as
remote as possible from the point at which the inert gas enters the tank. Inerting is continued
until the oxygen content of the tank atmosphere is reduced to safe limit.
Refer to Section 4.11 for guidance on prevention of tank over pressurisation.
4.20.3 Loading an Inerted tank
Nitrogen must be shut off before loading commences. When filling an inerted tank, the inert
gas that is displaced should be vented through the tank high velocity venting system. This
mixture of inert gas and flammable/toxic cargoes is no less toxic or flammable and therefore
all necessary precautions to be taken.
When inerting is carried out to prevent a dangerous chemical reaction, it may be necessary
to return the mixture of inert gas and cargo vapour to shore facilities.
4.20.4 Padding of Loaded Tanks

After the tank loading has been completed, it might be necessary to add nitrogen to create an
effective blanket on the cargo. Like Purging, padding also may create risk for tank rupture.
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4.20.5 Loaded Passage

The oxygen content is unlikely to increase in an inerted tank, provided air is not allowed to
enter. A decrease may be expected with volatile cargoes due to further vaporisation of the
cargo with subsequent displacement of inert gas / oxygen from the tank. Precautions must
therefore be taken to prevent the ingress of air into the tank, through the vacuum side of P/V
valve, tank lid etc. A slight positive pressure by inert gas in the tank will prevent air from
entering.
If the cargo has been inerted for reactivity or safety reasons, the oxygen content in the tank
must be monitored once a day unless different requirements are issued. Such testing must be
done using a method which does not involve opening the ullage space. However if the cargo
is inerted for quality reasons, then such checks are not necessary unless specific instructions
are provided by the Shipper.
4.20.6 Discharge of Inerted Tanks
Some cargoes like Isocynates or oxygen sensitive products (Hexene-1) will require that the
vapour space be replaced with nitrogen or vapour returned from shore tank. The tank
pressure must be carefully monitored to avoid vacuum in the tank, if so, discharge rate must
be reduced.
4.20.7 Tank Cleaning of Inerted tanks
Tanks, which need to be cleaned in an inert condition, may be washed as normal with fixed
washing or portable washing machines. The tank cleaning medium in most cases will be a
medium other than water. Care must be taken that air does not enter the tank if the stripping
removes cleaning liquid faster than what the cleaning machines introduce.
4.20.8 Gas Freeing
The area near the tank outlet of a tank being gas freed may be oxygen deficient, particularly
in still conditions with little or no wind. Frequent checks of the oxygen content in the area
should be carried out. The access to deck must be restricted during such operations.
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4.21
EMERGENCY SHUTDOWN PLAN
An emergency shutdown procedure should be agreed between the ship and the terminal and
recorded on an appropriate form. The agreement should designate those circumstances in which
operations must be stopped immediately. Due regard should be given to the possible dangers
associated with any emergency shutdown procedure. The incorrect operation of pumps and valves
can produce pressure surges in a pipeline system. These surges may be sufficiently severe to
damage the pipeline, hoses or metal arms. One of the most vulnerable parts of the system is the ship
to shore connection. Pressure surges are produced upstream of a closing valve and may become
excessive if the valve is closed too quickly. They are more likely to be severe where long pipelines
and high flow rates are involved.
Where the risk of pressure surges exists, information should be exchanged and written agreement
reached between the tanker and the terminal concerning the control of flow rates, the rate of valve
closure, and pump speeds. This should include the closure period of remote controlled and
automatic shutdown valves. These arrangements should be included in the operational plan.
4.22
BUTTERFLY AND NON-RETURN (CHECK) VALVES
Butterfly and pinned back non-return valves in ship and shore cargo systems have been known to
slam shut when cargo is flowing through them at high rates, thereby setting up very large surge
pressures which can cause line, hose, or metal arm failures and even structural damage to jetties.
These failures are usually due to the valve disc not being completely parallel to, or fully withdrawn
from, the flow when in the open position. This can create a closing force which may shear either the
valve spindle in the case of butterfly valves, or the hold open pin in the case of pinned back nonreturn valves. It is therefore important to check that all such valves are fully open when they are
passing cargo or ballast.
4.23
VALVE OPERATION
To avoid pressure surges, valves at the downstream end of a pipeline system should as a general
rule, not be closed against the flow of liquid except in an emergency. This should be stressed to all
personnel responsible for cargo handling operations both on the tanker and at the terminal.
In general, where pumps are used for cargo transfer, all valves in the transfer system (both ship and
shore) should be open before pumping begins, although the discharge valve of a centrifugal pump
may be kept closed until the pump is up to speed and the valve then opened slowly. In the case of
ships loading by gravity, the final valve to be opened should be that at the shore tank end of the
system.
If the flow is to be diverted from one tank to another, either the valve on the second tank must be
opened before the valve on the first tank is closed, or pumping should be stopped while the change
is being made.
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4.24
INTERNAL TRANSFER OF CARGO
It is our strict policy not to carry out the unauthorized transfer of cargo internally after closing
gauging has been carried out by surveyors in port.
At times it may be required to transfer cargo internally while on passage to attain a desired trim, to
change stowage or for the safety of the vessel and her crew. In this case, the Master is to advise us
and charterers / owners of the cargo of his intention prior transfer. The Master should receive
written instructions from charterers / owners of the cargo prior to commencement of internal
transfer. On completion of the transfer, ullages and temperatures of the concerned cargo tanks are to
be taken and a new ullage sheet drawn up and conveyed to all parties. The Master is to confirm the
quantities / ullages of all other cargo tanks not involved in the internal transfer to ensure they are
intact. A record is to be made in the Cargo / Oil Record Book Part II as applicable on completion of
the internal transfer.
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SECTION 5 :
5.1
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TANK CLEANING
GENERAL
Tank cleaning and Gas freeing is probably the most hazardous operation routinely undertaken on a
chemical tanker, and rigorous precautions should be observed throughout the operation.
Master must ensure that personnel involved in the operation are made fully aware of the dangers
and take necessary precautions, as the consequences of an inadvertent error can be very serious and
far reaching.
The procedures as mentioned in the P & A manual on board must be fully complied with respect to
environmental aspects of removal and disposal of residues from cargo tanks as also the Mandatory
pre wash as required by MARPOL Annex II.
Enormous variety of chemical and oil products are transported on Chemical tankers and due to this
variety next cargo is almost never identical with the previous cargo.
The need to clean tanks and associated cargo lines is thus derived from the requirement of cargo
quality assurance to avoid contamination.
The nature and characteristics of the previous cargo and that of the cargo to be loaded, particularly
the latter, govern the type and extent of cleaning.
In many cases it will be necessary to clean tanks very thoroughly after discharge of previous cargo
and to prepare them for an entirely different cargo.
Being able to clean effectively at short notice and in the shortest possible time is an increasingly
important factor in the market, which is growing more and more competitive each day. However,
safety of personnel, environment, property and process should be kept above all commercial
considerations.
Fundamental understanding of the nature and characteristics of the cargo is essential to the efficient
cleaning of tanks. Planning a tank cleaning operation is the key to successful cleaning. Planning the
cleaning operation should be kept in mind even before loading the cargo, to avoid potentially
adverse effects from adjacent cargoes. Critical point is to select the proper cleaning method together
with the correct application needed and the right mechanical aids for the job.
Personnel must be trained in the use and limitations of the equipment and materials used.
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TANK CLEANING PRINCIPLES
The choice of method to be used in cleaning tanks is primarily governed by the type of cargo of
which the residue is to be removed, and the procedure of cleaning should be decided in
consideration of the physical and chemical characteristics of cargo.
5.2.1 Cleaning of a Tank which has previously contained a Flammable product
5.2.1.1 Cleaning in an inert atmosphere:
Although the atmosphere in a properly inerted tank is incapable of burning, the
following precautions should be observed:
When portable washing machines are used, all hose connections should be made
up before the washing machine is introduced into the tank. Connections should
not be broken until after the machine has been removed from the tank. However,
to allow draining of a hose, a coupling may be partially opened and then retightened before the machine is removed.
The tank should be kept drained during washing. Washing should be stopped to
clear any build-up of wash water.
When there is a need to maintain an inert atmosphere during tank washing, the
following points should be observed:
The purity and pressure of the inert gas being delivered during the
washing process should be monitored.
Before each tank is washed, the oxygen level in the tank should be
determined both at a point about 1 metre below the deck and at the
midlevel of the ullage space. At neither location should the oxygen level
exceed 8% by volume.
If, during washing, the oxygen level in the inert gas supply exceeds
8% by volume or the pressure of the atmosphere in the tank is no
longer positive, washing should be stopped until satisfactory
conditions are restored.
Some cargoes carried under an inert blanket are not flammable but the atmosphere is
inerted for cargo quality reasons. In this case, gradual decay of the inert atmosphere
during cleaning is acceptable. In all other cases, if the inert atmosphere is not
maintained then the procedures used and precautions taken should be as for an
undefined atmosphere.
5.2.1.2 Cleaning in a non-inert atmosphere:
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Good tanker practice will avoid all normal sources but, in addition, the following
precautions should be taken if the risk from static electricity is to be eliminated:
Before washing, the tank bottom should be flushed with water and stripped.
The piping system, including cargo pumps, crossovers and discharge lines,
should also be flushed with water. The flushing water should be drained to
the tank designated to receive slops. This operation may not be necessary if
the ship is fitted with an efficient stripping system, and the cargo tank and
pipelines have been stripped as detailed in the ships Proce&ures and
Arrangements Manual.
When portable washing machines are used, all hose connections should be
prepared before the washing machine is introduced into the tank.
Connections should not be broken until after the machine has been removed
from the tank. However, to allow draining of a hose, a coupling may be
partially opened and then re-tightened before the machine is removed.
Ropes made of synthetic fibres should not be used to support the tank
cleaning machines..
No machine may have a throughput greater than 60m3 per hour, and no
nozzle may have a throughput greater than 17.5m3 per hour.
The total water throughput per cargo tank should be kept as low as practicable
and must in no case exceed 110m3 per hour.
The tank should be kept drained during washing. Washing should be stopped
to clear any build-up of wash water.
Recirculated wash water should not be used, because it may increase the
generation of static electricity.
Sounding rods and other equipment must be introduced through a sounding
pipe reaching close to the bottom of the tank and earthed to it. If a sounding
pipe is not used then the additional precautions in paragraph 7.3.5 below
should be followed.
No other material that may create a spark or static electricity should be
lowered into the tank.
Steam should not be injected into the tank.
5.2.1.3 Cargoes
For cleaning purposes, cargoes can be classified into three groups:The three categories can be further subdivided into various grouping according to
their origin, physical characteristics and chemical behaviour, especially under
varying atmospheric and thermal conditions.
1.
Mineral Oils
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These oils may be divided into two groups for cleaning procedure according
to the physical and chemical characteristics of product.
-
Clean Petroleum Product (CPP)

e.g. Naptha, Kerosene, Jet Fuel, etc.
Lubricating oils
2.
Animal, Fish and Vegetables Oils and Fats

These products can be divided into four groups according to their properties
and behaviour when exposed to atmospheric conditions and the effect that
oxygen has on each products. Fats are natural organic products with a
freezing point at or below 20oC (86oF). In other respects they are similar to
natural oils. The four groups are:
Non-drying oils (Iodine value: less than 100)

Semi-drying oils (Iodine value: 100 ~ 130)
Drying oils (Iodine value: more than 130)
Water soluble products
Drying or semi-drying oils will adhere to the tank surface in the form of a thin hard (varnish)
film if the tank is allowed to become hot or dry.
LISTS SOME OF OILS IN ABOVE 4 GROUPS

(This list of oils shall not be considered as comprehensive)
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DRYING OILS
SEMI-DRYING OILS
NON-DRYING OILS
Candle Nut Oil

Fish Oil
Linseed Oil
Poppyseed Oil
Safflower Oil
Sesame Oil
Soya Bean Oil
Tall Oil
Tung Oil
Babassu Oil
Cod Oil
Cod liver Oil
Cottonseed Oil
Rapeseed Oil
Sesame Oil
Sunflowerseed Oil
Whale Oil
Wheat Oil
Camphor Oil
Cashew Nut Oil
Castor Oil
Coconut Oil
Coconut Oil Fatty Acid
Ground Nut Oil
Hog Grease
Lard Oil (Animal)
Olive Oil
Palm Oil
Palm Oil Fatty Acid
Palm Kernel Oil Fatty Acid
Palm Kernel Oil
Rapeseed Oil (Colza)
Rice Bran Oil
Sheanut Butter
Tallow Oil
WATER SOLUBLE PRODUCT

Molasses
Molasses residue (trade name Amix, Vivasse)
Soya Whey Water (Soya Molasses)
Lignin Pitch (Lignin Sulphuric Acid, Sodium Salt Solution)
3.
Petrochemicals and Solvents
Today, chemicals include a vast and complex range of commodities. There are already
several hundreds which can be carried by the sea in liquid form. Many of these are entirely
harmless, while others can be extremely dangerous if mishandled. The risks and precautions
in dealing with these products are basically similar to those for petroleum. There are,
however, further problems since some chemicals contain enough oxygen to enable them to
burn without additional supplies from the air.
Some chemicals are very dangerous to handle and toxic. Some vapour must never be
inhaled even in the smallest quantities. Others can be absorbed through the skin into the
blood stream, and so reach vital organs. These should obviously never be allowed to come
into direct contact with the skin.
Finally, some Chemicals are extremely corrosive. Hydrochloric acid is an obvious example,
but there are others. Corrosive chemicals can cause severe burns if they contact the skin.
They can cause blindness if they enter the eyes. Strong alkalies such as caustic soda can
have similar effects as those described for acids.
Protective clothing and goggles are essential with corrosive chemicals. A complete
chemical resistant suit with helmet and respiratory equipment can be required when
handling certain obnoxious products. Follow the instructions and all precautionary
warnings when dealing with or handling strong acids or alkalies.
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The Selection of the proper pre-cleaning procedure should be based on the Physical
Properties and Characteristics of the Product to be cleaned.
5.2.2 Physical Properties
Water Soluble Miscible products:
Water miscible substances are easy to clean with water, and the solubility of the substances
might increase at higher temperatures.
Solidifying Substance:
For defininition and pre-discharge requirements, pls see Section 4, 4.12.1
These products should be washed at a temperature of at least 15-20 o C above the melting
point. During washing as far as possible there should be no ballast water or cold cargoes
adjacent to the cargo being cleaned and special attention must be given to cargo lines and
vapour lines to avoid freezing/solidification at cold line segments. Washing must be carried
out as soon as possible after discharge.
High Viscosity Substance:
For defininition and pre-discharge requirements, pls see Section 4, 4.12.1
If the Viscosity of the cargo of category X or Y is equal to or greater than 50 mPa-s at the
unloading temperature, then the cargo will be declared as High Viscosityand may be
subject to pre-wash requirements, See section 5.8 below.
These products should be washed at higher temperatures. Viscosity is proportional to
temperature and will decrease at higher temperatures, except for some lube additives and
polyols, which must be washed at lower temperatures. During washing as far as possible
there should be no ballast water or cold cargoes adjacent to the cargo being cleaned and
special attention must be given to cargo lines and vapour lines to avoid
freezing/solidification at cold line segments. Washing must be carried out as soon as
possible after discharge.
Vapour Pressure / Boiling point:
Products with low boiling point and high vapour pressure (higher than 50mbar at 20 o C) can
be removed by evaporation or light cleaning. In case of evaporation the pre-cleaning can be
omitted, however lines and pumps must be flushed with fresh water as evaporation may be
difficult. Products with low vapour pressure, or products which leave residues (NVM) or
contain inhibitors should never be cleaned by evaporation (ventilation). These should be
cleaned by water washing and steaming. Cold wash is recommended for first stage of
washing.
Flash Point / Flammable range:
The pre-cleaning temperature must be well below the flash point and if this is not possible
then care must exercised to avoid any and all sources of ignition.
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Specific Gravity:
A Specific gravity below 1.0, for a product with limited or no solubility, will mean that the
product will float on the water, and a specific gravity more than 1.0 will indicate that the
product will sink.
5.2.3 Product Characteristics:
Polymerising Products:
The tanks, lines including vent lines must be washed with cold water as soon as possible
after discharge to avoid polymerisation by loss of inhibitor protection. Hot water wash will
result in polymeric residues being left in the tank and lines, which are very difficult to
remove.
Reaction with water:
Isocynates (MDI or TDI) must never come in contact with water, as the reaction produces
urethane, which is very difficult to remove. Such products should be washed with suitable
solvents (Refer to Section 8).
The solvent as well as the equipment used must be free of any moisture.
Reaction with Oxygen, drying Products:
Drying and Semi Drying vegetable and animal oils react with oxygen to form a varnish
like polymeric film, which is very difficult to remove from bulkheads. Heat increases the
speed of reaction.
Initial washing of these products must be done with water at ambient temperature as soon as
possible after discharge.
Evaporation of Volatile Cargoes:
Cargoes consisting of mixtures with different vapour pressures should not be cleaned by
evaporation (ventilation) or prewashed with hot water. The evaporation of light substances
from the mixture could result in non-volatile residues, which may be very difficult to
remove.
5.2.4 The Role of Tank Cleaning Chemicals
The action of chemicals used in tank cleaning can be divided into several different
categories.
1.
SOLVENTS
Solvents are chemicals which dissolve or solubilize other materials or chemicals. In
this way residues and deposits are removed from the tank surfaces, permitting them
to be pumped to slop tanks for disposal.
2.
SURFACE ACTIVE AGENTS (Surfactants)

Surface active agents are usually detergents which act to reduce the surface tension
of a liquid and thus to improve its wetting and cleaning capabilities. They are
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usually used together with solvents to produce a cleaning solution which aids in the
complete removal of tank residues, such as hydrocarbons, liquid chemicals, etc.
3.
EMULSIFIERS
An emulsifier is a surface active chemical which assists to form an emulsion of two
liquids. One liquid is present as extremely small droplets, such that particles or
globules of it are dispersed and suspended in the other, i.e., oil-in-water. This
suspension often gives a milky appearance.
Emulsification is assisted and sustained by chemicals which consist of molecules
with one end hydrophilic (water seeking) and the other end lipophilic (oil seeking).
Utilizing this property an emulsifier makes it possible to remove oily deposits with
water. Many products agree to this action, and several different types of emulsifiers
are used for removal of a variety of materials. Emulsification does not usually
involve chemical change of either solution but merely suspends particles of one
product within the other, which in turn gives rise to the milky appearance of the
solution.
4.
SAPONIFIERS
A saponifier is an alkaline chemical which changes oils and fats into soaps by
converting the fatty compounds into water soluble materials which are biodegradable
and easily flushed away from the surfaces to which they adhere. Strong alkali
solutions (NaOH and KOH) are used as saponifying agents together with a variety of
other compounds in order to deal effectively with the large variety of animal, fish
and vegetable oils being transported around the world today. One minor problem
with the above process is to estimate the exact quantity of saponifier required to
neutralize these types of residues. Normally, the neutralized residues of this process
are readily biodegradable.
However, if an excessive quantity of alkali is used, not all of it will be chemically
converted in the cleaning process. The excess remaining is generally not
biodegradable and it is possible that this can, if highly concentrated, be harmful to
the environment. Alternatively if insufficient alkali is used the residues are not
neutralized and also may be ecologically harmful if discharged from Vessel.
5.2.5 Cleaning Processes and Detergent for use to each Product

Following figure brings together categories of cargo already described and the applicable
processes.
Group
Sub-Group
MINERAL OILS (A) Clean

petroleum
product
Cleaning
Principle
Emulsification
Detergent
Unitor: Sea Clean
or equivalent
Emulsification
Drew: TC-4
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(B) Lubricating
Oil
II
CHEMICALS
III ANIMAL
VEGETABLE &
FISH OILS &
FATS
and
/
or Gyro: Voyage Clean
saponification
Vecom: B-4
If next cargo is Hydrocarbon
sensitive, use Hydrcarbon cleaner to
remove traces of HC.
(No need)
(A) Volatile
Evaporation
Vecom: B-4
or equivalent
(B)LowVolatile Emulsification
Gyro: Voyageclean/
Citrosolv
Unitor: Enviroclean
Saponification
Gyro: 3025
(A) Drying
(Mild Alkaline)
Saponification
Gyro: AVO Liquid
or equivalent
(B) Semi-dry
Unitor: Alkleen Liquid
Saponification
(C) Non-dry
And / or
In case of any white powder deposits
Emulsification
on the tank bulkheads use:
Unitor: Metal Brightner
Gyro: Rust Cleaner
Use Metal Brightner, Rust Cleaner.
Fatty Acids
5.2.6 Heat
A very important factor in the efficiency of almost all tanks cleaning operation is to choose,
out of using heat to adjust the temperature, or not using heat.
Heat accelerates chemical processes to residues of some products, dissolves residues, and
reduces the viscosity of most oils.
In tank cleaning, water temperatures are usually defined as follows:Cold (Ambient)
:
up to 30oC
Luke warm
:
30 ~ 35oC
Warm
:
40 ~ 50oC
Hot
:
65 ~ 80oC
There are, however, two exceptions where it is essential to pre-clean with cold water:a. Polymerizing chemicals such as Styrene Monomar
b. Drying and semi-drying oils such as Safflower oil, Soya bean oil
In both these cases, it is advisable to flush the tanks with cold water as soon as possible after
discharging the cargo.
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In the case of mineral oils, a cold water pre-cleaning should be used if the oil is a kind
requiring to be heated on passage. The introduction of heat into the stripped tank causes the
lighter fractions to evaporate, leaving a waxy residue. The pour point is often a good
indication; if the pour point is above 20oC the oil is likely to leave wax deposits.
Many vegetable and mineral oils polymerize (that is to say their molecule link together into
long chains) on heating, making the residue much more tenacious. The risk of
polymerization becomes greater the longer the oil is exposed to air. Cleaning should take
place as soon as possible after discharging, in which case water at moderate temperature
may be used.
5.2.7 Coated Tanks
Some ships and their tanks are made of mild steel, which has a good resistance to many
cargoes. Some cargoes, however, attack mild steel and to prevent the excessive corrosion,
therefore, tanks to carry such cargoes can be made of either stainless steel or of mild steel
with an inert coating. In the latter case various coatings can be used, including natural and
synthetic rubbers, synthetic resin based paints and paints based on inorganic compounds.
The most widely used are epoxy-based (organic) paints and zinc silicate (inorganic) paints.
The wide use of tank coatings must be considered when chemical cleaning is to be carried
out because coating resistance to chemicals varies by type and manufacturer. The most
useful criterion is the PH range to which a coating is resistant. The PH value defines the
acidity or alkalinity of a solution on a scale from 0 (extreme acidity) to 14(extreme
alkalinity) with PH 7 as the neutral mid-point.
Manufacturers of coatings specify the range of PH Values to which a particular coating is
resistant. As a general rule, it may be assumed that zinc silicate based paints are resistant
over the range from PH 6.0 to PH 9.0, while epoxy-based paints have optimum resistance to
chemicals over a much wider range.
5.3 TANK CLEANING SYSTEM AND EQUIPMENT

Although hand cleaning may often be necessary after mechanical cleaning to ensure complete
removal of all traces of previous cargoes, reliance on hand cleaning alone is not practical except in
very small vessels. Most tankers are therefore equipped with mechanical washing systems.
5.3.1 Cleaning Machine

The cleaning system is based on the compound rotary cleaning machine. Water at pressure
is delivered by pumps along lines to fixed cleaning machines or to portable machines
lowered into the tanks from the deck. Water flow actuates a turbine which causes the
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machine to rotate slowly about the vertical axis. Water is ejected through nozzles (usually
two, pointed in opposite directions) on a head rotating about the horizontal axis.
Portable machines have to be lowered in several 'drops' to clean the whole depth of a tank.
Drops should be arranged so that the tops of frames and side stringers are washed in one
drop, the undersides at the next drop. (Surfaces which remain in the 'shadow' of the frames
have to be cleaned by hand-spray subsequently).
A tank cleaning system comprises also of a pump and heater in the pump room, tank
cleaning supply pipelines and hydrants on deck, and openings in the deck through which
portable cleaning machines can be lowered.
The pump, heater, and pipelines should provide the number of tank cleaning machines to be
operated at a time with sufficient water at the proper pressure and temperature to permit
efficient cleaning under the worst conditions.
5.3.2 Pumps
Either an independent pump or a cargo pump can be used to supply water under pressure to
the fixed or portable tank cleaning machines. It is desirable to have the rated volume
capacity of the pump slightly in excess of the total designed discharge of the number of
machines to be used simultaneously.
This excess capacity should be about 10% if only one or two machines are used at one time,
but can be decreased to 5% if four or more machines are to be used at once.
The pump should have an automatic means of limiting the discharge pressure and can be
provided with a constant-pressure regulator. The parts of the pump through which liquid
flows should be constructed of materials which will be durable in hot sea water services.
5.3.3 Heaters
The heater should have a capacity to heat the quantity of water discharged by the pump from
the entering temperature of the water to 85oC (192 oF). This allows for some temperature
loss through pipelines. The heat exchanger is installed in the water supply line on the
discharge side of the pump and should be provided with a by-pass.
It is customary to use a heater and drain cooler in combination so that the heat of the
condensate from the heater section may be used to minimize steam consumption. The
heater and drain coolers should be of the high-pressure shell and tube type, which have steel
shells with tubes and tube sheets of cupro-nickle, aluminium bronze, or similar materials
which will have long life in hot sea water service.
5.3.4 Controls and Instruments
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The system should include a liquid level control, to maintain the proper level in the cooler,
and a temperature control, to limit the temperature of the cleaning water at the heater outlet
to 93oC (200oF). There should also be thermometers and pressure gauges in the water
supply line to the tank cleaning machines, both in the pump room and on deck.
5.3.5 Tank Cleaning main supply lines
The cleaning water lines should be capable of working pressure of 10 kg/cm2 and should be
of a size which can carry the maximum discharge from the pump without excessive pressure
loss.
A sufficient number of hose connections should be installed on the water supply line on
deck at close enough intervals so that the maximum number of machines to be used in
adjacent tanks at one time by connecting hose using short lengths. In tanks capable of using
four or more machines at once, it may be advisable to install hose connections in pairs, to
avoid the need for excessive lengths of hose.
5.3.6 Deck Opening
Portable tank cleaning machines are admitted through tank cleaning hatches in each tank.
The number and location of these openings are important factors in an efficient tank
cleaning installation. An adequate number of hatches properly located will practically
eliminate machine spotting and hand hosing, with significant savings in tank cleaning time
and cost.
As the cleaning effect of any nozzle stream diminishes with distance, sufficient openings
should be provided to make certain that every part of the tank would be reached. To ensure
satisfactory tank cleaning under severe conditions, no part of the tank should be more than
about 9m from a plumb line through the nearest deck opening, and as few surfaces as
possible should be shielded from the direct action of a nozzle stream. Such an arrangement
cannot always be achieved but the principle should be kept in mind when locating the
openings.
The use of a tank hatch in place of a deck opening is not recommended, as the ladder will
interfere with the machine and the hose cannot be properly secured.
5.3.7 Associated Equipment

In addition to the basic washing system various accessories will be required depending on
the extent of the tank. The following is a typical check list of system and equipment
requirements to clean a chemical tanker converting from vegetable oil to mineral oil.
1. Operational mechanical washing machines
2. Quadrant saddles
3. Mechanical washing hoses of 15m length each or of 20m length each.
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4.
5.
6.
7.
8.
9.
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Spanner wrenches for connecting hoses

Air hose
Squeezing paddles
Six (or three)-cell safety flashlights, with extra batteries or pneumatic lights.
Clean rags
Diaphragm pump with hoses and spray gun.
5.4 PREPARATION FOR TANK CLEANING

Before gas freeing or tank cleaning is begun the chief officer should, in port or when appropriate at
sea, be satisfied that the precautions in gas freeing are being observed and also that;
1. No unauthorized work is being done in way the cargo space
2. In port, that permission to operate alongside has been granted, and conditions are safe on the
jetty
3. Notice has been given to the chiefs of departments that operations are about to start.
In seeking permission to tank cleaning alongside involving the transfer of washing ashore, shore
authorities should be advised of the nature of all grades in the previous cargo.
On board it should be ensured that:1. Appropriate personnel have been instructed and notified that gas freeing or tank cleaning is
about to start.
2. No unauthorized craft alongside, and any authorized craft that are alongside are warned that
cleaning is about to start.
3. Any necessary hose connections to shore or craft alongside are properly made and supported.
4. All cargo tank lids, tank cleaning hatches, ullage opening etc. except those in the tanks to be
cleaned first, are closed.
5. All cargo lines which are not in use are isolated, if possible and appropriate valves are closed.
6. The valves in common vent systems are properly isolated, to prevent passage of flammable or
harmful vapour back to the tank that has been cleaned or gas freed.
7. Scuppers are properly plugged, and sand or spill trays are in place beneath the manifold
connections.
5.5 TANK CLEANING STEPS

Typically a tank cleaning operation consists of following steps:
1. Planning
2. Pre-cleaning
3. Final Cleaning
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4. Verification of tank cleanliness
5.5.1 Planning
Planning a tank cleaning operation is the key to a successful operation and should be kept in
mind even before loading the cargo.
A good preparation will avoid tank failure (rejections) as well as incidents during the
operations. In general the cleaning procedure can be determined from the properties and
characteristics of the product to be cleaned, the surrounding conditions, the available
equipment and the requirements of the product to be loaded.
The physical properties and characteristics of the cargoes as mentioned earlier should be
reviewed. Surrounding conditions such as outside temperature, seawater temperature,
adjacent cargo and ballast temperatures must be reviewed.
The capabilities and restrictions of available cleaning machines (with particular regards to
shadow sectors), location of cleaning hatches, pumps, heaters etc must be carefully
considered. Type and condition of tank coatings, whether SUS or MS coated tanks.
In addition cleaning time available taking into account commercial considerations is a major
factor which should be considered.
It follows that cleaning procedures cannot be precisely laid down for every circumstance.
However, the exact procedure to be adopted in each case should be decided on an expert
survey of the state of the tanks and cleaning equipment and due consideration to weather
condition, next cargoes to be loaded, etc. and reflected on the cleaning plan prepared.
The procedure for tank cleaning can include all or a combination of some of the following
stages:
5.5.2 Precleaning
Precleaning tanks is the first cleaning step, usually carried out without cleaning additives, to
remove major amount of product residues from tank structures and outfittings. It is carried
out with fixed or portable tank cleaning machines, using sea or fresh water as the cleaning
medium.
The remaining oil and / or chemical residues will be removed far more easily if cleaning is
initiated immediately after the tank has been emptied and before these residues have been
allowed to oxidize or polymerize and solidify.
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The importance of precleaning cannot be overstressed. It is during this process that the
heavy and by far the largest percentage of the deposits remaining are removed in order to
ensure an effective cleaning operation (see "Cleaning" below).
Recirculated water should not be used for precleaning due to dangers of static generation.
For precleaning drying oils or polymerizing chemicals, cold water (sea or fresh) should be
used. For precleaning oils with a high pour point, water 10-15 degrees higher than the pour
point should be used.
Oxidation and polymerization will cause drying oils to harden under the influence of heat
and the resultant product will adhere to the tank bulkheads and be very difficult to remove.
No Precise time can be given as it depends entirely upon the type and grade of cargo to be
removed and the size and condition of the tanks from which it is being removed. Large and
small tanks generally take a similar time to clean due to the fact that small tanks tend to
contain more obstacles, such as frames, girders, transring, etc. which will hinder the
cleaning operation.
During the precleaning period the portable tank cleaning machines should be moved
frequently around the tanks (horizontally and vertically) in order that all surfaces are
reached. When precleaning has been completed, and when the tanks are deemed safe to
enter, an inspection should be made to ascertain the condition and the degree of cleaning
required to render the tanks acceptable for the next cargo. Particular attention should be
given to the tank bottoms and any shadow areas.
5.5.3 Final Cleaning
Final cleaning is the sequence of following steps which should be carried out to remove all
cargo residues and to reach the required cleaning standards. For certain products it is
necessary to introduce a detergent into the washing process to accomplish a more effective
cleaning. The physical properties and characteristics of the previous cargo and specific
requirements of the cargo to be loaded are very important. The steps / sequence of final
cleaning are:
1.
2.
3.
4.
5.
Butterworthing
Detergent wash
Rinsing
Flushing
Steaming
6. Draining
7. Ventilation
8. Drying
(Tank washing with seawater/fresh water & detergents)

(Recirculation, Injection, Spraying of Detergent)
(Tank washing with seawater/fresh water)
(Tank washing with fresh water)
(Should not be introduced into tanks containing flammable
osphere)
(Removing the last traces of liquids)
(Airing and gas freeing of tanks)
Ventilating, deodorizing and drying)
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1. Butterworthing
Butterworthing is usually done by seawater, which is an efficient cleanser and can be
heated.
The cleaning time involved depends to a great extent upon the cargo being removed and the
cargo to be loaded, as well as the temperature of the cleaning solution. After the tank has
cooled and it has been passed as fit to enter, it should be inspected. If traces of cargo
remain, cleaning should be continued.
Inspection of hidden spots is particularly important. Any shaded areas which have not been
cleaned must be spot cleaned by hand using detergent or other cleaning agent and then
flushed away by hand held hoses.
2.
Detergent wash
Correct preparation before commencing the chemical cleaning is essential for it is usually
impossible to enter tanks once the operation has started.
The methods of cleaning, each having certain advantages and limitations, are: a.
b.
c.
Recirculation (Open system)

Recirculation (closed system)
Hand spraying
Recirculation Method (Open & Closed)

In this method, a chemical solution is prepared in one tank, circulated via the washing
system line to the tank to be cleaned, and stripped back into the detergent solution tank. The
greatest problem is to obtain the right solution temperature. In an ideal situation where there
is suction from the slop tank to the washing system heater, the slop tank can be used for
preparation of the solution.
However, it is not usually possible to pass the solution through the cleaning heater except by
making a temporary connection between the solution tank and the tank cleaning pump
suction. In most cases, it will be necessary to use the tank heating coils, which is slow, or to
inject live steam, which is costly in fuel and can be dangerous.
A further drawback is that, since the solution will be spent after cleaning three tanks, or
more depending on their size and condition and the quantity of solution, a fresh solution
must be made up and heated before cleaning can continue and this takes time. Exhausted
solution should be discharged.
While this method may be economical in detergent consumption, it is time-consuming and
is costly in fuel if efficient heating is not available.
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Hand Spray Method

With this method undiluted cleaner is sprayed directly on to bulkheads, frames and stringers,
using air-operated drum pumps and hand spray guns. After a pre-determined residence
period (during which the cleaner reacts with the cargo residue), the tanks are washed with
water, using the washing machines.
The hand spray method is the most effective economical in terms of chemical consumption,
but it requires that tanks be gas-freed to enable men to enter for spraying. This is a
disadvantage as total cleaning time is substantially increased.
3. Rinsing
Immediately after the cleaning operation is concluded and the tanks have been completely
stripped of the residues and slops they should be rinsed using the tank cleaning machines
and hot or warm freshwater / seawater. Rinsing generally takes between half to one hour
and should be continued until no trace of cleaning detergent can be found.
4. Flushing
If the Rinsing is done using seawater, the tanks must be flushed with freshwater
immediately thereafter.
Flushing is effected using fresh water from the storage tanks.
Flushing is usually performed using cleaning machines or by hand-washing the tank with
hoses fitted with special nozzles.
5. Steaming
Steaming cargo tanks as one of the cleaning method has the following effects.
a. To warm up cargo tank structure and cargo residue to give fluidity to the residue and
enable it to flow down to the bottom of the tank with assistance of the flow of the
condensate of steam.
b. warm up cargo tank structure and cargo residue to increase solubility of the residue
which will dissolve in the hot steam condensate and be carried out of tank.
c. To warm up cargo tank structure and cargo residue to facilitate evaporation of the
volatile portion of the residue remaining in slits, small pores or cracks of coating.
This results in reduction of the smell.
Tank vents should be kept open. Steam is injected into the tank via cargo manifold, drop
line or steaming adopter pipe fitted to tank cleaning hatch cover. The steam will condense
on the sides, top and bottom of the tank and remove the last remaining traces of the
contaminant remaining on them.
NOTE:
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a. Steaming to be avoided in tanks which have previously contained flammable products.

b. Hydrocarbons ( % LEL) must be checked and recorded before starting steaming in any
tank and in regular intervals thereafter.
c. In case, a cargo with low boiling point was stowed in adjacent tank, tank steaming
should not be carried out for a long time continuously.
Steaming hours in case of such a cargo in the adjacent tank as follows:
Boiling point is less than 40oC - max. 1 Hour
100oC - max. 3 Hours
d. Ignition sources and accumulation of static electricity should be excluded on upper deck
during the tank steaming with flammable solvent or when a flammable cargo is stowed
in adjacent tanks.
e. Temperature of tank structure must be kept below 80oC throughout steaming.
PRECAUTIONS:
The following precautions are to be observed.
1.
8.
Vessel must ensure heat sensitive cargoes are not stowed adjacent to the tanks
planned to be steamed.
2.
Atmosphere in cargo tanks MUST be checked prior commencing tank steaming to
ensure tank atmosphere is below 10% LEL. The LEL is to be closely monitored and
the steamomg stopped if the LEL increases more than 10% lEL.
3.
Solvent steaming of cargo tanks is STRICLY PROHIBITED.
4.
Boiler should be blown down (if possible) prior commencing live steaming of cargo
tanks. Duty Engineer must be informed in order to ensure water is replenished and
additional dozing chemicals are not added to the boiler.
5.Tank dome or purge pipe vent should be kept crack open to avoid excessive built up of
pressure in the cargo tank.
6.
Person In Charge must monitor tank temperature. NEVER allow tank temperature
to exceed more than tank coating acceptance limit as mentioned in P&A manual.
7.
Steam condensate to be pumped out at frequent interval to prevent carry over.
Care to be taken to ensure no source of ignition in the cargo tank.
8.
Never carry out any hot work during the steaming operations.
9. Steam inlet valves to be opened gradually
6. Draining & Line Blowing
Tanks, lines and pumps should be drained completely. Draining plugs should be removed
and the lines blown through with compressed air. Check carefully that airline and the hose is
clean and clear of oil, rust particles, debris or previous cargo, which may cause further
contamination.
Keep all valves shut and blow from port manifold to pump stack and starboard manifold to
pump stack. At each occasion, the drain valve is opened (briefly), sufficient time must be
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allowed for the pressure to build up back again. Similarly the line should be blown back
from pump stack back to both manifolds. At each stage any drains provided at the bends
mid-way must also be blown through. Finally, when it is certain that the line is empty, the
entire line must be blown into the tank. This should be done prior to final cleaning of the
tank.
Chief Officer must open out blanks on both sides of the manifold and inspect the condition
of the manifold visually from end to end. Manifold should be clear of all previous cargo, and
other contaminants. In case it is required to dry up a line quickly, steam blowing can be
carried and line left open to dry. Consider prevalent weather conditions as sea sprays can
easily contaminate the cargo lines.
7. Ventilation & Gas Freeing
Type of vapors present after tank cleaning may be flammable and/ or toxic and/ or corrosive
& following procedures with precautions should be considered:
a. Venting of toxic and flammable gas during gas freeing should be through the vessels
approved gas freeing outlets, and therefore the exit velocity should be sufficient to carry
the vapors clear of the deck. No escape of cargo vapors should occur at deck level
before the concentration within the tank has fallen below 30% LFL and the relevant
TLV. Thereafter, final ventilation of the vapor mixture may continue at tank deck level
through other larger deck openings.
b. If portable ventilation equipment is to be used to blow air into a tank, tank openings
should be kept closed until work on that tank is about to commence.
c. Where cargo tanks are gas freed by means of permanently installed fans, air is
introduced into the cargo tank through the cargo lines. The entire line system should be
thoroughly drained before venting, to avoid any obstruction of the airflow or tendency
for water or cargo residues to be blown into a cargo tank. Valves on the systems, other
than those required for ventilation, should be closed and secured. The fans should
normally be blanked or disconnected from the cargo tank system when not in use.
d. Fixed gas freeing equipment should not be used for gas freeing of a tank while
simultaneously being used to ventilate another tank in which washing is in progress,
regardless of the capacity of the equipment.
e. Portable fans should only be used if they are water driven, or hydraulically or
pneumatically driven. Their construction materials should be such that no hazard of
incendiary sparking arises if, for any reason, the impeller touches the inside of the
casing. The manufacturers recommendations for maintenance should be followed.
Guards should be in place to prevent accidental contact with fans blades.
f. Portable fans, where used, should be placed in such positions and the ventilations
openings so arranged that all parts of the tank being ventilated are effectively and
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equally gas freed. Fans inlet should be generally as remotely located as possible from
the ventilation outlets on the tank. They should be so connected to the deck that an
effective electrical bond exists between the fan and the deck.
g. 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 should be
adjusted to prevent the entry of gas, if possible by using partial recirculation of air within
the spaces & avoid sudden ingress due to vacuum effect when on total recirculation.
h. If at any time it is suspected that gas is being drawn into the accommodation block, the
central air conditioning and any mechanical ventilating systems should be stopped and
the intakes covered or closed.
i. If the tanks are connected by a common venting system, each tank should be isolated to
prevent the transfer of gas to or from other tanks.
j. When a tank appears to have been gas freed and all mechanical ventilation has been
stopped, a period of about ten minutes should elapse before taking final gas
measurements. This allows relatively stable conditions to develop within the tank space.
Tests should then be made at several levels and, where the tank is sub divided by a wash
bulkhead, each compartment of the tank to be tested. In large compartments such tests
should be made at widely separate positions. If satisfactory gas readings are not
obtained, the tank should be checked for cargo residues and then ventilation resumed.
k. On completion of all gas freeing and tank washing, the gas venting system should be
carefully checked, particularly attention being paid to the efficient working of the P/V
valves and any high velocity vent valves. If the valves or vent risers are fitted with
devices designed to prevent the passage of flame, these should also be checked, and
cleaned if found necessary; Gas vent risers and their drains should be checked to ensure
that they are free of any blockage.
On completion of gas freeing, attention should be given to all equipment that has been used,
and to enclosed or partially enclosed spaces that can retain or contain cargo residues or
vapours, so that no unsuspected dangerous pockets can remain. Places where such cargo
traces may exist include cargo lines, cargo valves, cargo pumps, stripping lines and valves,
venting lines and P/V valves, vapour return lines, ullaging or sounding arrangements,
heating coils, cargo handling equipment store rooms, protective clothing store rooms and
cargo sample store rooms. Additional considerations to take into account when the tank is
inerted.
8. Drying
The tanks must be thoroughly ventilated and dried out, then inspected for any residues. Any
remaining contaminants should be removed by wiping down with rags. Valves should be
drained into a bucket. It is a good idea for those entering the tank, at this stage, to use shoe
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covers and/or wrap clean lint-free rags around their shoes. The tank is now completely dried
using air fans.
Valves and plugs are to remain open until the inspection by the surveyor is completed.
Thoroughly ventilating tanks will also aid the deodorizing process. Various combinations of
the above processes are required to clean and remove the residues of different cargoes.
5.5.4 Verification
After final cleaning has been accomplished it is necessary to check whether the desired
result has been achieved. The tank must be inspected visually and if the next cargo requires
a high purity, a WWT (wall wash test) must be carried out. The pipelines, valves, flange
openings should also be checked for cleanliness.
If the tank walls of SUS tanks are discoloured or show rust stains, it may be necessary to
carry out pickling or passivation. WWT procedures included as annex.
Careful inspection of the undersides of heating coils, behind ladders and securing clamps/
bolts for the pipelines should be done. Loose nuts found on heating coil clamps must be
promptly tightened. Loose nuts and bolts have been known to cause pump failures.
5.6 REASONS FOR TANK SURVEY FAILURES

1.
2.
3.
4.
5.
6.
7.
Wet tank bottom, sides or top (condensation)

Film of residues adhered to the tank surfaces
Bleeding of oil from slits or from cracks of tank coating
Dried or hard residues beams, heating coils, frames, and inside of loading pipe and
submerged cargo pump or suction bellmouth, etc.
Odor
Sediment remaining on the bottom especially beneath lightening holes and heating
coils.
The results of wall wash test (wipe test) with reagents
Analysis items are as follows

Items
a. Appearance
b. NVM (Non Volatile Matter)
Dimension
[ Clear]
[ PPM or Percent ]
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TANK CLEANING
c.
d.
e.
f.
g.
h.
Hydro carbon (Water Solubility)

Chloride
Permanganate
Colour
Odor
Suspended matter
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[ NIL or Failure ]
[ PPM ]
[ Minutes ]
[ APHA ]
[ Nil or order free ]
[ Suspended free ]
5.7 CONSUMABLES FOR CLEANING

Sufficient kinds and quantities of consumables such as cleaning detergents, solvents, wiping rags,
canisters, dry cells, etc. is important to perform tank cleaning efficiently. The remaining quantities
must be checked and recorded properly after cleaning operation and requisition for replenishment
should be made to the Company well in advance to arrival at a port of supply.
The materials must be kept on board in a safe place properly as some of them have health, fire and
corrosion hazards and some are liable to be deteriorated when they are exposed to moisture or
contaminated with foreign matters such as sea water.
5.8 PREWASH + CONTROL OF EFFLUENT DISCHARGE
The officer in charge of the tank cleaning operation must exercise proper control over the discharge
of effluent from the cleaning operation. Ultimately, Master is responsible for any contravention of
the law. National and international legislation controlling the discharge of effluent are strict while
local legislation varies and may change from one visit to the next.
The purpose of the required prewash is to reduce the amount of cargo remaining in the tank and
piping system by flushing mainly the tank bottom, the sump, the pump and the pipelines with the
prewashing water.
Pre wash may be required under certaim circumstances which include:
a. After discharging cargoes of pollution category X.
b. After discharging cargoes of pollution category Y, if the cargo falls under Solidifying or
Viscous substance
c. Failure of vessel stripping system ( Unless the alternative stripping system can comply with the
required stripping results as in the vessels P&A manual. This fact will need to be attested by a
Authorized surveyor and entered in the Cargo Record Book.)
d. Any other requirement as in the vessels P&A manual.
Mandatory pre-wash procedures should be conducted strictly in accordance with the ship's P&A
Manual, and the resulting contaminated wash water should always be discharged to shore. The
intention of MARPOL is that this should happen immediately following the cargo discharge
operations, and in the same port. However, occasions do arise when adequate shore reception
facilities for the washings are not provided, and the ship must retain the washings on board until
arrival at another port. MARPOL addresses this matter, and the P&A Manual will provide guidance
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on the correct procedures for a particular ship. During such a voyage, the slops and tank washings
should be given the same safety and environmental care as the original cargo. The prewash does not
aim at cleaning the tank for ballasting or loading purposes.
Follow the guidelines provided in ships Procedures and Administration (P&A) Manual regarding
Slop Discharge Procedure (SDP) and Cargo Discharge Procedure (CDP). When required, a
mandatory pre-wash of the ships tanks must be witnessed by a competent authority of the Port
State. Details of such washings are to be entered and control exercised by such PSC authority
should be endorsed in Cargo Record Book (CRB).
5.8.1 Example of mandatory pre wash
= = = = = An example of MANDATORY PREWASH = = = = =
MANDATORY PREWASH AT EXXON BERTH
- ECA 8583 (Lub. Oil Additives, by EXXON = Cat. Type 2, Nos. Number 4)
Carry out the following after completion of discharging
1.
2.
3.
4.
5.
6.
Get dry certificate by surveyor

Transfer abt 5 mt of base oil from shore to ship's tank (9c)
Set b/w machine & hose etc.
*
machine nos .
2
*
set height
.
5m
*
to carry out prewash by closed circulation via manifold, please prepare
enough hoses to reach the tank for butterworth well in advance.
*
b/w hole should be covered by canvas sheet to prevent leakage of base oil on
deck through b/w hole during butterworthing.
Start prewash
*
cleaning time
.
At least 1 cycle, i.e. abt 15 min at 8kg/cm2
*
for first 15 min
.
butterworthing by closed cycle
After above
.
Pump back base oil while
butterworthing
*
mixtures of base oil and lub add must be stripped thoroughly by e.s.s
(effective stripping system)
Finish prewash
*
get signature and stamp of govt authorised surveyor on the cargo record book
for prewash without fail and in addition statement of facts to be endorsed.
Disconnect shore hose
AFTER PREWASH BY BASE OIL, MARPOL ANNEX I IS APPLICABLE TO THE

TANK CONCERNED AND THEREFORE TANK WASHINGS MUST BE DISCHARGED
IN ACCORDANCE WITH MARPOL ANNEX I
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7.
8.
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Slop barge, if permitted shall be arranged at exxon berth. If so, proceed as follows:
Connect hose to barge
Line up for hot sea water butterworthing
Butterworthing with hot sea water
*
washing should be stripped to barge continuously
*
cleaning time .
At least 30 min
*
to receive slop receipt with signature of barge master without fail
Record book entries

i) prewash
:
ii) tank cleaning after prewash by base oil :
cargo record book

oil record book
5.9 TANK CLEANING AFTER DRYDOCKING

After sailing from a dockyard on completion of drydocking involving work in cargo tanks such as
recoating, the following have to be performed.
5.9.1 Inspection of cargo tanks
In addition to the inspection to confirm successful completion of the work immediately after
finish of the work, after sailing from the dockyard, all the cargo tanks must be inspected by
the chief officer to find any abnormality or any foreign matter left behind.
a. Foreign matter liable to be left behind is:
- Seizing wires used for staging
- Small tools such as brooms, brushes, scrappers, etc.
- Consumable items such as sand paper, plastic masking sheets and gum
tapes used for masking outfittings
- Grit used for sand blasting
- Paint dusts
- Nuts from heating coil U-clamps etc
b. Likely places where foreign matter is likely to be left behind are:
- Every nook and corner, especially shadow areas
- Beneath or behind heating coils and their supporting angle
- On the longitudinal frames, supporting angles, brackets and face plates
- Inside cargo pump or beneath its bell mouth
- On the upper surface of corrugated bulkheads
5.9.2 Curing of coating
Before starting any work in a cargo tank, which has been recoated, the curing of coating
must be confirmed. For proper curing of coating, the tank must be ventilated mechanically
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with duct extended to the bottom to discharge the vapour of the solvent being exhausted
from the coating, and the ambient temperature in the tank must be high enough.
For detailed procedure for proper curing and curing period, refer to Paint Maker's
instruction.
5.9.3 Pre-cleaning before start of usual tank cleaning
Before starting tank cleaning for loading next cargo, the recoated cargo tank must be
cleaned in the following manners.
1. Dry cleaning
This cleaning must be carried out after the coating has cured to have sufficient hardness not
to be damaged by usual cleaning work.
a. Tank interior surfaces, especially upper surfaces of longitudinal members and
horizontally corrugated bulkheads must be blown by compressed air to remove foreign
matter as far as practicable safely.
b. Cargo line and vent lines should be blown through with compressed air towards the tank
to remove foreign matter remaining inside.
c. To remove foreign matter remaining in slits or gaps amongst heating coils, their supports
and U bolts, the U bolts must be loosened and cleaned by air blowing or vacuum cleaner.
Do not forget to retighten securely and use check nuts.
Needless to say the foreign matter which has fallen onto the bottom of the tank must
be cleaned thoroughly.
2. Washing by hand hose or tank cleaning machine
Wet cleaning should be started after the coating has cured sufficiently to the degree to
endure wet cleaning.
Even after the above dry cleaning, much foreign matter is still remaining in the tank. In
order to remove it before start of tank cleaning for loading next cargo, all the tank interior
surfaces must be washed by spraying fresh water with hand hose or tank cleaning machines.
The foreign matter accumulated at the bottom of the tank should be removed
thoroughly after the water is discharged out of the tank by portable diaphragm pump.
5.9.4 Cleaning of Tank recoated with Zinc Coating
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1. Dust of coating material will affect the result of wall wash test and, therefore, the dust
must be removed. Repeated thorough air blowing of the tank surfaces and continuous
mechanical ventilation will be effective to remove the dusts.
2. Tank cleaning procedure
a. Flushing the vent line with water by hand hose from the vent head for at least 30
minutes.
b. Washing the tank surfaces by spraying warm fresh water by hand hose, especially the
surfaces shaded by internal structural members or outfittings.
c. Butterworthing with cold fresh water for 0.5 to 1 hour.
d. Butterworthing with hot fresh water for 1.5 to 2 hours.
Note: Never use sea water for cleaning fresh zinc coating as sea water which enters into
small pores of coating is hard to remove, and the fresh zinc powder contained in
the coating is chemically active and may reacts with some material in the sea
water to produce unknown substance affecting wall wash test.
As time passes, the zinc powder shall oxidize and the pores shall be filled with zinc
oxide (white rust) which prevents entrance of foreign matter into the pores, and the zinc
powder shall become less active consequently.
If the result of wall wash test is not satisfactory, the following additional cleaning should
be carried out.
Spraying fresh water of good quality
Note:
i.
ii.
iii.
Do not use other solvent such as Toluene, PCE, etc.

Do not use cleaning detergent
Do not use waste rags and the likes which may pollute the tank.
5.9.5 Cleaning of Tank recoated with Epoxy coating

1.
Before start of cleaning a tank with epoxy coating, it must have to be cured as per the
instruction of Paint Maker.
2.
In a cold climate, warming the tank by supplying steam slightly to the heating coils
shall facilitate the curing, however, ambient temperature in the tank should be kept
below 40oC.
Sufficient continuous or intermittent mechanical ventilation of the tank is essential
for curing.
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3.
After proper curing of the coating and after confirming the tank is safe to enter, the
coating shall be tested by wall wash for permanganate time to ascertain the progress
of curing before start of tank cleaning. Strong smell of solvent exhausted from the
coating generally means insufficient curing.
4.
Tank cleaning procedure

a. Flushing the vent line with fresh water by hand hose from the vent head for at
least 30 minutes.
b. Butterworthing with hot sea water for 3 hours. (Pressure should be kept less than
8 kg / cm2)
c. Butterworthing with hot fresh water for 1 hour.
d. Steaming for 2 hours.
Steam condensate should be drained out of the tank at every 30 minutes. The
temperature of the tank should not be raised above 65oC throughout steaming
period.
e. Drying the tank immediately after steaming, by draining quickly and ventilating
mechanically with duct extended to the bottom as long as possible
Note:
1. When fine chemical is to be loaded, the above cleaning is better carried out after curing
of coating as long as possible.
2. If strong smell still exists in the tank, after tank cleaning, the following procedure should
be repeated several times.
Steaming for 1 to 1.5 hours.
Drying the tank by draining quickly and ventilating mechanically with duct extended
to the bottom for at least 5 hours.
3. Hard and repeated steaming may affect the coating in process of initial curing, therefore,
the tank ambient temperature should be kept below 65oC throughout steaming period
and the number of repeated steaming should be kept minimum.
5.10 HEATING COIL

Cleaning methods for cargo leaked into heating coils
A. In case of cargo soluble in water
i.
Flush the coil with warm fresh water 1 ~ 2 hours continuously
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ii.
iii.
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Blow out / drain by compressed air and check odour of cargoes carried by the water to
know the kind. The PH value of the water can be checked if last cargo acidic/alkaline. In
such case, flushing to continue till PH shows neutral.
Blow out drain by compressed air
B. In case of cargo not soluble in water

i.
ii.
Flush the coil with cold fresh water

Clean the coil per cleaning method applied to tank itself
C. Cargoes liable to solidify / polymerize in heating coils.

Master should report to Company if leakage of such cargo is found.
NOTE:
Never carry out any hot work or work causing spark before coil, tank and
surrounding area are ascertained to be free from combustible liquids and gases
during the above cleaning.
5.11 CARGO RECORD BOOK

Vessels carrying noxious liquid substances in bulk shall be provided with a Cargo Record Book to
record relevant cargo / ballast operations. When making entries of the Cargo record Book, the date,
operational code and item number shall be inserted in the appropriate columns and the required
particulars shall be chronologically recorded in the blank spaces.
Each completed operation shall be signed for and dated by the officer or officers in charge and, if
applicable, by a surveyor authorized by the competent authority of the state in which vessel is
unloading. Master shall countersign each completed page.
The Cargo Record Book shall be kept in such a places as to be readily available for inspection and it
shall be retained for a period of three years after the last entry has been made.
5.12 OIL RECORD BOOK

For vessels carrying oil in bulk shall be provided with an Oil Record Book to record relevant cargo /
ballast operations.
When making entries in the Oil record Book, the date, operational code and item number shall be
inserted in the appropriate columns and the required particulars shall be record chronologically in
the blank spaces.
Each completed operation shall be signed for and dated by the officer or officers in charge, Master
shall sign each completed page.
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Masters should obtain from the operator of the reception facilities including barges and tank trucks,
a receipt or certificate detailing the quantity of tank washing, dirty ballast, residues or oily mixture
transferred, together with the time and date of the transfer. This receipt or certificate, if attached to
the oil record book, should aid the Master in proving that vessel was not involved in an alleged
pollution incident. The receipt or certificate should be kept together with the Oil record Book.
The Oil Record Book contains many reference to oil quantity. The limited accuracy of tank
measurement devices, temperature variations and clingage will affect the accuracy of these reading.
The entries in the Oil Record Book should be considered accordingly.
The Oil Record Book shall be kept in such a place as to be readily available for inspection and it
shall be retained for a period of three years after the last entry has been made.
5.13 TANK MATERIALS AND COATINGS

5.13.1 General
Vessel has cargo tanks of solid or clad stainless steel, or mild steel coated with chemical
resistant coating materials. Care is necessary with all of these materials to avoid filling
tanks with cargoes which may adversely affect them, and to minimize the bad affect by
ballast water or mechanical damage.
5.13.2 Mechanical Damage
To prevent tank surfaces from being damaged, special care is necessary. Resistance of
stainless steel to corrosive attack by aggressive cargoes is seriously impaired if the surface is
scratched. If tank coatings are grazed, knocked or scratched the resulting damage may cause
large areas of coating to break down with a possible deterioration in charge outturn quality.
It is extremely difficult to repair these areas effectively without shot blasting the damaged
area or spot welding for pin-holes in cladded tanks. Care must be taken when entering
stainless steel and coated tanks.
Soft-soled shoes must be worn with a disposable shoe cover and tools, which are required,
must be lowered in a sack or bag to prevent mechanical damage. Equipment taken into
tanks for mopping, etc. including buckets and scoops, must be of rubber, plastic or other soft
material. When positioning portable tank washing machines care must be taken to ensure
that they do not knock against tank sides or structure. Special precautions will be necessary
when tank cleaning in bad weather.
5.13.3 Stainless Steel
Stainless steel is very versatile. It will not be affected by, and will not affect most solvents,
acids, alkalis, other chemicals, lubricating oils, vegetable and animal oils and fats, providing
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it remain in a passive state. In all cases, the compatibility of the stainless steel with the
cargo must be checked at the time of planning cargo stowage.
The surfaces of stainless steel are smooth, which makes tank cleaning comparatively easy
and enable different grades of cargo to be loaded sequentially without contamination. The
material is corroded by the salt water. Therefore, when tank cleaning, the use of salt water
is to be strictly controlled.
Fresh water, hot or cold, does not affect the stainless steel provided that it is relatively
chloride free. Such tanks should contain only fresh water except in emergencies. It is
acceptable to wash stainless steel tanks and lines with salt water, however, immediately
after, they must be washed with fresh water and dried up.
5.13.4 Coated Tanks
Coating of tanks of mild steel is carried out for two reasons. Firstly, to provide a smooth
surface making it easier to clean tanks between grades, secondly, to minimize contamination
from previous grades or by rust of tank structure.
Tank coatings are permeable to some extent, and are not normally used to protect the
underlying steel against corrosive attack. For this reason mild steel tanks must not contain
cargoes, which are aggressive and highly permeable to them. This is in addition to
considerations of coating compatibility. For detailed information on compatibility of
cargoes and coating materials, the compatibility lists supplied by the paint manufacturers
should be referred to before Master plans cargo stowage.
After discharging certain aggressive cargoes, the tank coating must be cured for a period
designed by the paint manufacturer, before loading next cargo. Tank cleaning chemicals
must not be used if they have a detrimental effect on the tank coatings. Dirty slops, or
washing must not be stowed in coated tanks unless the cargo contaminant in the slops or
washings is compatible with the coating.
A. Zinc silicate
As a general rule, zinc silicate coatings are not affected by and do not affect cargoes in the
following chemical families or groups:
Alcohols
Amines (if free of moisture, and tanks are dry)
Aldehydes
Animal oils and fats (free fatty acid under 2.5%)
Cyanohydrins
Esters
Glycols
Halocarbons
Hydrocarbons
Aromatic Hydrocarbons
Lubricating Oils
Clean petroleum
Ketones
Vegetable oil (free fatty acid under 2.5%)
Generally, zinc silicate coatings are unsuitable for acids, alkalis, vegetable and animal oils
and fats with a free fatty acid (FFA) content of more than 2.5% in all circumstances specific
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guidance on the compatibility of a certain with the coating is to be obtained from the cargo
information and the coating compatibility guides.
Zinc silicate coatings withstand intermittent exposure to fresh and salt water, but continuous
immersion will greatly reduce the life of coating. For this reason zinc silicate tanks are not
to be ballasted unless absolutely necessary, and in any event their immersion must not
exceed 3 months in any twelve month period.
B. Epoxy coatings
In general, epoxy coatings are not affected by, and do not affect cargoes in the following
list:Alkalis (Low grade)
Amines
Glycols
Animal oils and fats (FFA below 5%)
Hydrocarbons
Vegetable oil (FFA below 5%)
Alcohols (with certain restrictions) - except methanol
Generally epoxy coatings are unsuitable for:Acid
Aldehydes
Cyanohydrins
Halocarbons (some)
Vegetable oils (FFA over 5%)

Animal oils and fats (FFA 5%)
Esters
Ketones
Specific guidance must be obtained from cargo information and coating compatibility lists
for the cargo in question. Epoxy coatings are suitable for fresh and salt water ballast.
C. Polyurethane coatings
These coatings have a compatibility similar to that of epoxy coating plus some of the
solvents compatible with zinc silicate coatings. However, information from the coating
compatibility list must be obtained for the specific cargo in question.
D. Phenolic epoxy coatings
These coatings have a similar resistance to epoxy coatings with a wider range of chemicals,
and also less restrictions than either straight epoxy or polyurethane. However information
of the coating compatibility list must be obtained for the specific cargo in question.
5.13.5 Inspection And Maintenance

As condition of surface of stainless steel tank and coated tank will have great influence on
difficulty of cleaning and maintenance of cargo quality, the chief officer must inspect it
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thoroughly taking every opportunity of entering into the tank. Any abnormality or sudden
change of condition found through the inspection must be reported to Master who shall
inform Company immediately. Thorough inspection must be made by the chief officer
every three month and reported to Company on Company's reporting form.
Defective parts of stainless tanks surface or coating must be repaired positively in
accordance with Company's guidelines and reported.
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SECTION 6:
6.1
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CARGO CUSTODY
MEASURING
6.1.1 Gauging and Alarm System
Cargo tanks are equipped with float gauges/ Tank Radars and Protected sight-glass (Closed
Devices), Sounding / ullage ports (Open and Restricted gauging) for measuring cargo
quantities.
In addition for certain noxious cargoes independent High & Overfill alarms are to fitted to
cargo tanks.
Refer to section 4.2.2 for maintenance requirements of these Gauging and Alarm systems.
6.1.2 Measurement Procedures
The measurement, to determine cargo volume, are usually taken in the following cases:
* At the loading terminal (prior to, during, and after loading)
* At sea during transportation (Only if transfer of cargo is to be carried out on Operators /
Charterers instructions)
* At the discharge terminal (prior to and after discharge)
Attention should be paid to all aspects of cargo measurement including the techniques used
for ullaging, taking temperatures, sampling.
Cargo surveyors must be offered reasonable co-operation in going about their work, but the
master must not permit use of unsafe work practices and must endeavour to minimise delays
created by cargo measuring operations.
Following guidelines for cargo measurements:
-
Obtain and record Vessel's draught, trim and list.
Drain hoses or loading arms, and deck lines into tanks
Check segregated ballast tanks are free of cargo
Check all cofferdams and double bottoms
All liquids present are to be measured and recorded
Ullages of all cargo tanks to be taken, read and record of all measurements to the
nearest millimeter.
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Reference ullages; reference ullage in each tank to be checked and recorded

(reference ullage should be marked on tank hatch in vicinity of where dips are
normally taken)
Temperature : determine and record the cargo temperature in each tank. Read the
thermometer to the nearest point of degree.
Take temperature readings at top, middle and bottom and calculate average
temperature for each tank
Cargo samples : obtain and retain samples from each tank for reference purposes
Density : obtain the advised density of each product from the loading terminal.
Ascertain whether quoted as a density in air or in vacuum.
Calculation : using the foregoing measurements Vessel should carefully calculate the
quantity of each grade onboard using the tables concerned and the relevant
correction factors taking into account all elements of Vessel's condition. All results
must be recorded on ullage report.
Reconciliation : compare the shore total volume at 15oC as reported on the bill of
lading with the ship total volume at 15oC following rechecking of ship / shore
figures, a written protest for discrepancy is to be made whenever the ship's figure
differs from the shore figure by more than 0.25% or as per Charter party clauses
governing same.
6.1.3 Equipment
1.
Fixed Vessel's equipment

Reference points. Location as per calibration tables, reference height to be
permanently marked adjacent to ullage point.
Reference thermometer to be used monthly to cross check the accuracy of the
thermometers in use.
Automatic tank gauging (ATG) to be used for cargo measurement when manual
gauging is not possible. Adequate calibration records should be carried out
periodically.
2.
Portable measurement equipment

Ullage tape
Weighted sampler and sample containers
3.
Required tables
Properly approved calibration tables for ullaging of each tank to nearest millimetre
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Trim and list corrections

Drawings available accurately showing locations of instruments / sensors; pressure
gauges; thermometers etc.
6.1.4 Cargo Measuring Equipment - Checks and Records
An up-to-date record of cargo measuring equipment should be maintained on board Vessel
and be available for inspection.
1.
Reference Heights / Datum Points (applies to non-inert vessels only)

On completion of each load and before each discharge these measurements are to be
taken and applied to the observed ullages.
2.
Reference Equipment
a) Reference Thermometer
b) Reference Pressure Gauge -
3.
Frequency of Checks
a) Hand ullage tapes b) Thermometer
-
4.
to have a valid certificate and record,

Annual re tests.
to have a valid certificate and record,
Annual re tests.
Calibrated Annualy Ashore

Every month against Reference
Thermometer
Measuring Equipment Accuracy Log

An up-to-date log of calibration of cargo measuring equipment is to be kept. The log
must include:
a.
b.
c.
Allowable tolerances:- Digital Thermometer 0.2oC

Ullage Tapes
(Electronic / 3mm, Hand 1/8 inch)
Status and Certification of Reference Equipment
Date, results of checks and signature
After testing or calibrating related instrument, it must be recorded in record book.

The following must be included:
a.
b.
c.
d.
Temperature measuring system (local / remote)

Cargo level gauges (local / remote)
Pressure gauges (local / remote / tank pressure sensors, if fitted)
Pressure relief valves
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e. Cargo pipe line

f. Cargo hoses
6.1.5 Safety Precautions

Four categories of precautions for these operations are included in the "International Safety
Guide for Oil Tanker and Terminals (ISGOTT)
Minimising gas on deck
Prevent air entering to tanks which is inerted condition
Electrostatic precautions
Use of approved equipment
6.2
CARGO SAMPLES
Sampling of cargo is one of the most important means of establishing the quality of cargo
loaded and refuting cargo claims provided sampling is done and documented properly.
6.2.1 Sample Lockers
Samples are to be stowed outside the accommodation and care is to be taken to ensure that
non- compatible samples are well segregated. Sample bottles must be placed properly in
cells that are provided.
Samples of all cargo loaded should be taken as evidence of quality of cargo received and
retained on board in case of any dispute at the discharge port. All such samples should be
stored in clean and tightly closed containers of material compatible with the cargo to prevent
the loss or deterioration and should be labeled with Vessel's name, loading port, grade, tank
number, date and time of sampling. Where possible such samples should be taken, sealed
and labeled by the cargo surveyor.
In the event of receivers or their representatives have notified Vessel or Company, of a
possible claim to be made against Company for contamination or loss, the samples of the
cargo in question should be utilized.
6.2.2 Sampling Procedure
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Unless differing instructions have been received from the Charterer, sampling should be
undertaken using the following guidelines:
Samples are to be obtained for each grade on the following occasions:
At Load port:
1.
2.
3.
4.
Manifold sample. (First flow: To be taken with manifold valve closed, prior cargo
entering the cargo tank)
First tank bottom sample (usually Foot sample from tank).
Sample from each tank upon completion of loading. To be retained as individual
tank samples or mixed into a composite sample for each grade/type/parcel as
applicable.
At any other time the Master deems it would be prudent to defend the Companys /
Charterers interest
At Discharge port:
1.
2.
3.
Sample from each tank prior commencing discharge.

Manifold sample at start of discharge.
Manifold composite sample.
Carriage of consignee samples

In all cases Vessel is required to carry consignee's sample(s) of the cargo on board. These
should be landed, together with the cargo documents, at the discharge port and the cargo
documents suitably endorsed.
Receipts must be issued for all properly sealed and labeled samples. Obtain a shore tank
sample of each grade loaded for delivery at the discharging port.
6.2.3 Closed Sampling
The Company requires that closed-operations procedures must be followed during all cargo
tank operations including sampling. Sampling should be carried out using vapour locks and
matched associated equipment or other means which ensure closed-operation procedures.
For eg; Running of the pump and taking sample via the drain valve. Sampling operations
should be conducted such as to take due care to avoid the hazards associated with static
electrical charges in case of static accumulator cargoes.
In order to prevent contamination of cargo during sampling the drains shall be appropriately
cleaned. Vessel should fabricate appropriate adapters in order to obtain samples from the
drain in an efficient manner without causing any spillage or hazard to the personnel.
Appropriate PPE must always be worn, while obtaining samples of the cargo. If deemed
dangerous, due to the nature of the cargo, cargo sampling may be suspended and an entry to
this effect should be made in the ships log books. Some cargoes require special sampling
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procedures. Careless sampling may cause an entire cargo to be off spec, thus extra care is
recommended.
6.2.4 Storage of Cargo Samples
1.
Samples, which have to be kept on board, should be stowed in a designated space

situated in the cargo area or exceptionally, elsewhere, subject to the approval of the
Administration.
2.
The stowage space should be:

a. Provided with shelves divided into small cell in order to segregate incompatible
samples and to avoid shifting of the bottles at sea.
b. Made of material fully resistant to the different liquids intended to be stowed,
and
c. Equipped with adequate ventilation arrangement.
3.
Samples should not be retained on board longer than necessary.

Master and the chief mate should be well aware of the custody method of samples in
case of special cargoes.
6.2.5 Retention Period and Disposal

Retention period
Vessel should retain cargo samples on board for 6 months, after discharging the cargo,
unless any cargo claim is raised or otherwise instructed by Company. In the event of the
sample locker being filled up, first in, first out principle should be adopted to dispose off
samples. The 6 months storage period does not apply in such case. If in any doubt, to
contact Vektor Maritim/Charterers for clarification.
Disposal
Unless there is any claim for OFF-SPECIFICATION cargo or special instructions are
received from the Company, the samples can be disposed after 6 months. When disposing,
follow the MARPOL rules: the content of the sample containers to disposed as per
MARPOL Annex I or II and the containers itself to be disposed as per Annex V.
SAMPLE LOG: A record of the samples inside the sample locker should be maintained in
the form of a log. The same log should contain disposal records.
6.2.6 Safety Precautions
The precautions listed in section 6.1.5 are applicable.
6.3
CARGO HEATING
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6.3.1 Heated Cargoes

Details of the loading, carriage and discharge temperatures will normally be given in the
voyage orders. Care must be taken to ensure that the cargo is not overheated beyond the
specified maximum temperatures. The daily allowable per deg rise in temperature should
also be known.
Cargo is not to be loaded or carried at a temperature which exceeds the maximum
temperature for the vessel taking into account tank coating and cargo equipment. In the
event that the cargo temperature is expected to exceed this figure the Company must be
advised immediately.
When cargo has to be heated to a temperature higher than its loading temperature the
finishing ullages must take account of cargo expansion during the voyage
6.3.2 Testing Heating Coils
To avoid a possible leakage of product from cargo tank to machinery space via the heating
coil system, all tanks which are to receive cargo which does not require heating are to have
their coils blown-out by air and then blanked off from the system.
Poisonous cargoes requiring heating are to have their exhaust led to a separate tank for
monitoring prior to passing to the machinery space, if a separate tank is not available, the
tank is to be exhausted to atmosphere.
Prior to loading any cargo requiring heating, the heating coils are to be blown-out to
atmosphere and then tested with steam to the maximum working pressure. Testing of
heating coils is to be recorded in the deck log.
The heating medium (Steam, Hot water or Thermal oil) should be compatible with the
cargo.
6.3.3 Heating Instructions
Heating instructions will be contained in the voyage orders. A Case may arise where cargoes
are to be delivered to a separate consignee who may issue different heating instructions.
Prior to departure from the loading port, the Master is to ensure that clear instructions are
received detailing heating requirements, loading, carriage and discharge temperatures. If no
instructions are received the Master is to contact the Operator and the Management. If
instructions are received requiring the cargo to be heated to temperature above that suitable
for the tank coating, the Management is to be advised immediately.
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PRE-LOADING CHECKS
Prior to loading a heated cargo the heating coils are to be blown and tested and the system checked
for leaks. Additionally the temperature monitoring equipment is to be tested and calibrated.
6.5
BUNKERS
The Master is to ensure that sufficient bunkers are on board taking into account the cargo heating
required during the voyage. Also from the viewpoint of fuel cost, heating must be conducted
efficiently to minimize fuel consumption.
6.6
RESPONSIBILITY FOR HEATED CARGOES
Cargo is only to be heated on instructions from the Company or Time Charterers. The Company or
the Time Charterer must approve heating instructions from other sources.
The Chief Officer is responsible for implementing the Master's instructions for the heating of cargo.
He must liaise with the Chief Engineer to ensure that the cargo heating system is available to
commence heating the cargo at the appropriate time. These Officers must plan the total heating
operation to ensure that the specified temperature is reached and maintained with the minimum
expenditure of heat energy and to ensure that there is adequate fuel, and where required, boiler
water for the voyage. The overall plan must also avoid rapid changes of temperature which may
adversely affect the quality of the cargo or unduly stress the ship's structure.
When putting a steam heating system into operation the piping is to be drained completely. This
will require the opening of the drain cock on the exhaust side of each coil or on the deck heater.
Steam should then be applied gradually to avoid water hammer.
The drain cocks should be left open until the water runs clear, to prove that there is no in-tank
leakage. If oil leakage is detected then the affected heating coil loop is to be blanked off. Water
should be drained from drain cocks twice each day to detect leaks in the coil.
Deck mounted heaters must be operated according to the manufacturer's instructions.
During loading the cargo temperature is to be checked as soon as possible after loading has
commenced. On the loaded passage cargo temperatures must be monitored on a twice daily basis
when heating is being applied to the tanks and once per day if the heating is off. This data must be
maintained in the daily heating log.
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The amount of heat applied to individual tanks is to be adjusted as required according to the
readings obtained. The Chief Officer is responsible for the taking and recording tank temperatures
and adjustments to the heating system.
When a heated cargo is being carried the observation tank is to be closely monitored for indications
of leakage in the heating coils. If any such leakage is observed precautions must be taken to
prevent the product from reaching the boiler.
6.7
OVERHEATING
Overheating of the cargo and rapid changes in temperature are to be avoided as this may damage
the cargo and cause dangerous evolution of gas or damage the tank coating.
6.8
UNDERHEATING
There have been instances where vessels have arrived at a discharge port with the cargo under
heated. This has resulted on subsequent claim from Charterers for a short OUTTURN of cargo due
to the alleged inability of the vessel to pump out all the oil contained in the ships tank. Other cases
have resulted where the vessel has been put on off hire until the cargo has been heated to the
required temperature. It is therefore important that the cargo is at the correct temperature on arrival
discharge port. If for any reason the Master finds that during the voyage he is unable to comply
with the charterer's heating instructions, he must immediately inform the Operator and the
Company.
6.9
LOADING
The temperature of the incoming cargo is to be closely monitored to ensure that the cargo is not
coming in at a temperature which could damage the tank coating or possible stress the ships
structure due to a large temperature differential between the cargo and surrounding sea water.
If the cargo temperature after loading is found to be below that mentioned in the Heating
Instructions, Master is to issue a Letter of Protest after notifying the charterer.
6.10
DISCHARGE
The fundamental requirement for discharge of heated cargo is to ensure that the ship arrives at the
discharging Terminal with the cargo at the required temperature.
Unless a very viscous cargo is carried, the steam to the heating coils should be reduced on each tank
at the commencement of discharge of that tank. Failure to carry this out will result in a rapid
increase of temperature as the ullage increase.
If for any reason the discharge has to be temporarily suspended, the manifold valve is to be shut and
the top lines dropped back into the tank(s) being discharged. Depending on ambient conditions it
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may be necessary to re-introduce heating to maintain the cargo at the required discharge
temperature and/or recirculate to avoid freezing inside the pipelines on deck.
The heating should be shut off before the level of cargo has dropped below that of the heating coils
and the tank stripped dry without delay to prevent the cargo cooling to state where it becomes
unpumpable.
Each tank is to be stripped dry immediately on completion of its bulk discharge before cooling takes
effect.
6.11
COMPATIBILITY OF CARGO WITH HEATING MEDIA
Heating Media: Steam, Hot water or other liquids like Thermal oil are passed through the heating
coils in the cargo tank or heat exchangers on deck. Some heated cargoes (Isocynates) reacts
dangerously with water or steam, and therefore not permitted as heating media for such cargoes.
Such cargoes can be heated by thermal oil or compatible heated cargo (es) in adjacent tanks.
6.12
COLD CLIMATE CONDITIONS
Some cargoes which do not require heating in tropical and temperate climates may require heating
in cold climates.
Heating instructions would normally be given in the voyage orders but if not, it is recommended
that three to four days before arrival, cargo heating is carried out sufficient to ensure maximum
outturn at normal discharge rate. The temperature of the cargo should never be raised above the
loading temperature.
6.13
TEMPERATURE LIMIT
Classification societies lay down maximum temperature limits for each vessel, because of thermal
stresses. Under no circumstances are these limits to be exceeded. Tank coatings may be subject to
limitations regarding their maximum loading / carrying / discharging temperatures.
Guidance will be given in the compatibly lists published by coating paint manufactures. These
temperatures must not be exceeded without permission from Company. Do not load cargo, which
requires discharge temperatures in excess of 80oC in epoxy and polyurethane coated tanks.
6.13.1 Segregation of Heated Cargoes
Refer to Section 3.11.2.
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6.13.2 Blanking of Heating Coils

Product leakages from cargo tanks to machinery spaces through heating coils can lead to
serious accidents. Where non-heated cargo is being carried in tanks which are fitted with
heating coils and heating is not required, the system should be tested, drained and blanked.
6.13.3 Heating of "Water Soluble Product"

- Lignin Pitch
- Mollasses
- Solution of Inorganic substance
(e.g. : Caustic soda, Phosphoric acid)
To be done more carefully so as to control heating as compared to Non-Dry Type vegetable
oil, or animal fat.
1.
2.
3.
4.
The temperature of these products should not be lower than crystallizing point or
critical temperature of deposit.
e.g. : Caustic soda (50% sol.) . 12 ~ 15oC, (45% sol.).. 5 ~ 7oC
The viscosity of these products will be abruptly increased with a fall of cargo
temperature.
e.g. : Lignin pitch (20oC .. 60 c.p., 10oC .. 1,438 c.p.)
Considering above 1) & 2), heating for these products should not be stopped.
Steam inlet valves must be gradually opened.
These products will be easily burnt and stick strongly on the surface of heating coil,
this process is called coking.
6.13.4 Heating coil serving tanks containing Poisonous cargoes

Separate heating systems should be used, whenever possible, when two or more heated
cargoes carried are incompatible (Edible oils and Poison).
After discharging the cargo, the system must be blown clear of containment using
compressed or inert gas, using appropriate personal protection equipment for the cargo
carried.
Any unusual loss of boiler feed water should be reported to the Chief officer immediately so
that heated cargo tanks ullages might be checked for ingress of water in the cargo.
6.13.5 Calibration of Temperature Measuring Instruments
Where fitted and if considered sufficiently reliable temperature probes should be used for
taking cargo temperature. These must be checked from time using reference thermometer.
This should be done by using a single thermometer (at a height corresponding to one of the
sensor probes) on daily rotational basis so that all readouts are checked over a period of a
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week for cargo tanks being monitored. Observed differences in temperatures obtained by
the indicator between probes and reference thermometer, must be recorded in the calibration
recorder.
6.13.6 Precautions when using Hand Thermometers
Personnel taking temperatures with hand thermometers must be completely aware of the
risk, when tank ports are opened, of dangerous concentrations of vapour being expelled on
deck, and of sea water, spray, rain and salt.
6.14
CARGO QUALITY CONTROL
In line with the industry requirement for continuous improvement, a higher quality of cargo is
demanded year after year- no matter whether it is a chemical product, animal or vegetable oil. The
latter is for human consumption and contamination by any possible foreign substances harmful to
health must be prevented. In the case of the former, its high quality on delivery is a prerequisite for
the end product to be of good quality.
Of course, we can control only quality of carriage. Chemical cargo maybe rejected due to impurity,
whatever the size of the parcel; in some cases impurity detected by chromatography constitutes a
reason for rejection.
To meet the severe requirements for cargo quality control, cargoes must be handled with the
greatest possible care. For this purpose, the vessel should check and eliminate all that may
deteriorate cargo quality. A proactive, rather than reactive attitude is a must. Any problem related to
cargo tank preparedness needs to be attended to overall, rather than with the approach of just
passing cargo surveys.
1. Cleanliness (This should be ascertained at the time of tank cleaning, and to be
before loading.)
confirmed
a.
Tank: Not only the tank bottom but also the following places which tend to collect
cargo residues, should be checked. The middle and upper sections of tank walls, The
blind sectors behind the inner structural members, lower part of the heating coil, pipe
supports, behind pipe stacks, around pipe flanges, gaps between pipes and U-shape
bolts, inside of sounding pipes and bell mouths, under floats, behind longitudinals
etc.
b.
Cargo line: Cargo pipes are enclosed and thus almost preclude visual checks from
outside. Accordingly cleaning should be conducted carefully; and their cleanliness,
visually checked as far as possible. Cleaning water trapped in the line should be
removed by air blow or draining.
c.
Strainer: After tank cleaning the strainers must be removed to clean their elements,
etc. When they are open the cleanliness of the relevant pipes connected thereto
should be checked.
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d.
Cargo valve: Cargo valves which prevent internal visual inspections, should be
drained by removing their bottom plugs, and checked by inserting a finger in their
bottom holes. When the bottom recess is found extremely stained, It can be cleaned
to some extent in the following manner. The valve is closed and line is under
pressure, open the bottom plug first to discharge water inside the recess and then
open the valve slightly to wash the seat and recess with water under pressure and
discharge it through the bottom hole. As complete cleaning is difficult, it should be
cleaned by opening the bonnet.
e.
Spool, spectacle flange, reducer, etc. It is recommended to remove them to check the
cleanliness from inside.
Reducers are generally attached to cargo pipes at the manifold for connecting cargo
hoses. And if they are dirty, they may give an unfavorable impression that the entire
piping systems are stained.
Spectacle flanges and spool pieces are used for segregating lines. When they are
disconnected the inside cleanliness of the relevant lines should also be checked.
It is absolutely necessary to use normal flange packing in order to connect them to
pipes securely, for which purpose they should be tested under air pressure for air
leaks after they are fitted in place.
f.
Cargo hose: The Terminal usually arranges connecting hoses from the shore to the
manifold. However, the vessel should check the cleanliness of the hose from inside.
If found stained the vessel should request the terminal to clean in the charterer's time
or replaced with clean hose.
If neither of the above requests has been accepted, a surveyor's inspection should be
requested and the fact should be acknowledged both by the surveyor and shore side
representative.
2. Line-up of cargo tanks and lines: For cargo quality control and to prevent contamination the
following should be checked:
a.
Is the bulkhead between consecutive cargo tanks in good condition?

The bulkhead must not have cracks, pin holes and other defects causing cargo
leaks, which must be checked at the time of pre-loading survey as well as on all
other occasions including tank cleaning.
b.
Is the cargo piping system properly set to the relevant cargo tank?
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On board vessels equipped with the 'main cargo pipe line system', setting of Cargo
pipes and tanks should be confirmed, as their combinations are very complicated.
At the same time, checks should be given whether spool pieces and spectacle flanges
are properly fitted in position.
In the case of vessels equipped with the independent cargo line system,
contamination with other cargo occurs only through the common manifold, which
requires checks to proper setting of the spool pieces.
After spool pieces have been disconnected, the relevant flanges should be covered
with blank flanges using proper flange packing. Blank flanges should be fitted to
unused and uncovered flanges on the cargo line.
It is desirable to check by air pressure, the tightness of such spectacle or blank
flanges as set in position.
6.14.1 Inerting
Inerting is a process of controlling the cargo tank environment, i.e. Replacement of the air in
the tank by an inert gas.
1.
Inerting cargo tanks may be for the reasons of quality control, for example to reduce
oxidization or to remove moisture in the ambience of the tank when a cargo is water
sensitive.
2.
The normal media used for inerting is Nitrogen. Pure Nitrogen is obtainable from
some shore terminals and, on some vessel banks of Nitrogen storage bottles will be
provided. Other vessels may be fitted with an inert gas/nitrogen generator, which
supplies Inert gas, of a lower quality than Nitrogen.
3.
For certain products including those reactive with water, dry nitrogen will be
required. Where inert gas is used for quality control only, the tank need not be
inerted until after it has been filled with cargo, thus only the ullage space required
inerting.
4.
Inerting is to be continued until the oxygen content of the tank atmosphere is reduced
below the safe limit. Generally this limit is less than 8% oxygen. The oxygen
content must be measured using the oxygen meter.
5.
During loaded passage, precautions must be taken to prevent the ingress of air into a
tank, through the vacuum side of the PV valve, tank lids gaskets or valve glands. Air
can be prevented from entering inerted tanks by maintaining a slight positive
pressure in the ullage space.
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Oxygen content and pressure of tank inerted should be checked regularly as per
Company's instruction and it must be recorded in the record book for the whole
period of inerting operation maintained.
6.14.2 Stabilisation / Inhibition

If the cargo loaded is inhibited or requires inhibition for safe carriage, the Master must
ensure that an inhibitor or stabilization Certificate is received and that the cargo is properly
inhibited for the intended voyage.
A certificate of inhibition from the manufacturer of the cargo should specify the following
information.
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
Date inhibitor / stabilizer added to product

Type of inhibitor / stabilizer added to product
Quantity of inhibitor / stabilizer added to product
Effective duration of the inhibitor / stabilizer added to product
Temperature limits of the inhibitor / stabilizer added to product
The effects of elevated temperature on the inhibitor / stabilizer added to product
Action to be taken in case of abnormal temperature rise of the product.
Emergency contact numbers for shore advise/ assistance.
Action to be taken if the lengths of the voyage exceed the effective life of the inhibitor
Recommended method for determining inhibitor / stabilizer level and continued
effectiveness.
Master must exercise his utmost to comply with these requirements; however, he must
exercise discretion where a certificate is not available. The last resort will be to refuse to
load such cargo.
If difficulty is experienced in obtaining a certificate or any information needed to satisfy the
requirements, Company must be informed immediately, where the matter will be taken up
directly with the shippers.
During a voyage the quantity of inhibitor may decrease as it is used up/or lost in
vapourisation. More inhibitor may need to be added. This will be carried out by ships
personnel and supplies of inhibitor and special instructions regarding the addition will be
supplied at the time of loading.
Care must be taken when handling the inhibitor because of its toxicity. Special attention
must be given to the tank venting system which may become blocked by uninhibited cargo
vapour condensate.
List of chemicals for which inhibition / stabilization certificate required
1.
2.
Acetone cyanohydrin
Acrylic acid
10.
11.
Isoprene
Methyl methacrylate M
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3.
4.
5.
6.
7.
8.
9.
Acrylonitrile
Butadiene
Butyl acrylate
Decyl acrylate
Ethyl acrylate
2 ethyl hexyl acrylate
2 hydroxyethyl acrylate
NOTE:
6.15
12.
13.
14.
15.
16.
17.
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Methyl acrylate
Styrene monomer
Vinyl acetate monomer
Vinyl chloride
Vinylidene chloride
Vinyl toluene
Some of the Inhibitors require Oxygen to stabilize the cargo, hence, do not purge
tank or lines with Nitrogen in such cases. However where Inhibitors do not
require O2, some of the terminals do purge the tanks and lines with N2.
STATIC ELECTRICITY
Refer to Form manual for appropriate form.

6.16
OILS AND FATS
The quality of vegetable oils and animal fats is determined largely on their Acid Value (AV)
content. A fresh oil, or fat has very low AV, and AV will become higher by increase in Free Fatty
Acid (FFA) content, the higher the FFA content lower the quality of cargo. Fat is combined of
Glycerine and Fatty acid. Under certain conditions, especially when fat is hot, it decomposes into
FFA and Glycerine, HYDROLYSIS. It is very important to ensure that the FFA content does not
increase substantially during the voyage.
Parcels should not be stowed commingled without having received such loading orders. Parcels
having different FFA shall not be loaded or discharge using the same line without the express
approval of Company. Although contamination of one grade with another can be avoided when
loading by use of individual drop lines, contamination could occur during discharging unless
separate pump is available for this purpose.
Where one pump has to be used to discharge more than one grade, the unloading sequence should
be planned to handle the higher grade parcel first, where possible.
6.16.1 The two main factors which control the FFA content and therefore the cargo
quality uring carriage:
a. Oxidation
Oxidization due to prolonged contact with mild steel in presence of oxygen, would lead
to an increase in Free Fatty Acid content of the cargo.
b. Heat
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Some oils and fats have a high melting point and must be heated to a high temperature to
enable them to be discharged. If such cargoes are allowed to go cold during the voyage
they may solidify making it difficult to convert them back into the liquid state by usual
heating without burning. This occurs when cargo is in direct contact with side shells and
its stiffeners making circulation impossible. Rapid heating of heated cargoes results in
an increase in FFA content or discolouration of the cargo.
The product having FFA more than 2.5% must not be loaded in Inorganic zinc coated
tank.
6.16.2 Loading and Discharging
Drop lines should be used for loading oils and fats. Oils and fats delivered to tank may
contain a lot of air, which will give the oil or fat an incorrect specific gravity, and aids
oxidation. Loading overall (Splash filling) increases this problem. Clearing of lines
immediately after loading is of paramount importance, to prevent cargo solidifying in the
lines.
Similarly as soon as possible after discharging, after the tank is certified dry, cargo lines
should be steamed back into the tank. The steam blowing process should be repeated to
ensure all residual vegetable / animal oil has been removed.
Air should be used for blowing through Semi dry and Non dry vegetable oils instead of
steam.
6.16.3 Loading Precautions
Cargo tanks must be cleaned to a very high standard and be dry for loading Vegetable oils
and Animal fats.
Check the maximum allowable FFA allowed to load as per the vessels Tank Coating
Manual.
Transportation and carriage of Vegetable oils is regulated by regulatory bodies as well as the
Fats and Oil industry itself. These are FOSFA, EU- 93/43 and NIOP. Accepted cargoes list
included in the annex.
Free Fatty Acid of Product (Max. %)
PRODUC T
Caster oil
Coconut oil (crude) = Philippines
Coconut oil (crude) = Papua
Corn oil (crude)
F F A (%)
2.0
2.5
Less 1.0
3.0
PRODUC T
Tung oil
Palm oil (crude)
RBD PO & NBD PO
RBD PL & NBD PL
F F A (%)
4.0
5.0
0.1
0.1
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Corn oil (refined)
Cotton seed (refined)
Cotton seed (semi-refined)
Ground nut oil (crude)
Ground nut oil (refined)
Rape seed oil (crude)
Rape seed oil (refined)
Rape seed oil (Eruic acid)
Rice bran oil (crude)
Rice bran oil (semi-refined)
6.16
0.2
0.5
0.175
2.0
0.175
2.0
0.175
2.0
17.5
2.0
RBD PS & NB PS
Spilt Palm Stearin
Palm acid oil
Palm acid oil, distillate
Shea nut butter
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0.25
Min. 95
Min. 50
Min. 70
2.0
MEASURES TO PREVENT CONTAMINATION
6.16.1 General
All crew should make utmost efforts to prevent contamination of cargo.
6.16.2 Water Contamination

1.
Anticipated parts of leakage in the cargo area on deck are

a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
2.
Oil tight hatches (OTH)

Tank cleaning openings (TCO)
Cargo lines (Flanges and valves)
Vent lines and posts
Level gauges (Flange and hand hole flanges, etc)
Hyd. Motor area of the submerged cargo pumps
Ullage holes
Sounding pipes of C.O.T.
Nitrogen purging lines
I.G.S. inlet lines, etc.
Preventive measures for avoiding water contamination:

a.
The chief officer must check the packing condition periodically of the
following and defective packing must be replaced with new one immediately:
i)
Oil tight hatches (OTH)
ii)
Tank Cleaning Openings (TCO)
iii)
The cap of ullage holes and sounding pipes of C.O.T.
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b.
The chief officer must carry out leak check at regular intervals:
i)
All valves, flanges and pipes of the cargo lines
ii)
Vent lines and posts of C.O.T.
c.
The duty officer should ensure that the OTH and TCO are sealed and covered
when carrying cargoes which are sensitive, to chlorides and water
i)
Seal with silicon OTH, Tank cleaning openings, sounding and
ullage holes, flanges on pump stack, etc.
ii)
OTH and TCH to cover with canvas.
The chief officer must cross check the sealed / covered condition of OTH / TCO and ensure
the draining of all of vent-post frequently. Particular care should be exercised during heavy
weather wherein emphasis should be on vulnerable areas, where likely ingress of water
during heavy seas is present.
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SECTION 7 :
7.1
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INTRODUCTION
The following instructions will serve as a guide to Masters (and Chief Officers) in the
commercial running of the vessel. They are intended to give basic guidance only, without
explaining in detail legal reasons behind all the points.
The Master must remember that his principal commercial duty is always to the Company
(Owners), although the various Charter Parties may also require him to act as a servant of
the Charterers.
Masters should not divulge commercial information relating to the vessel to any
unauthorized party. It is also essential that Masters do not release any information to any
Charterers (voyage or time) concerning the Vessels condition without first consulting the
Company.
7.2
CHARTER PARTIES
It is a document containing the terms and conditions of the charter and defines the rights,
responsibilities and liabilities of the charter.
7.2.1.1 Time Charter

In a Time Charter the Charterer hires the ship from the Owner for a set period of time,
usually with restrictions on trading limits and cargoes (Owner's interest is protected). Time
Charters can be for short (eg single voyages) or for long periods of time. Normally the
Owner is paid a hire rate per day while the vessel is on charter.
The following tables set out general rules of who is responsible for and who pays for what,
when on Time Charter.
Owner
Crew
Stores and Provisions
Maintenance
Insurances
Communications regarding ship
Husbandry Fees
Charterer
Fuel
Port and Canal Dues
Pilotage
Towage/LinIshimaen
Agency Fees (except husbandry)
Communications reg Voyage and Cargo
Berth Dues
Wharfage
Stevedoring
War Risk Insurance
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Freight Tax
7.2.1.2 Voyage Charter

Under a voyage charter the vessel is put at the charterers disposal for the carriage of a full
or part cargo from one or more ports to either named ports or destinations or ports within a
certain range, usually either at a freight rate per ton of cargo carried or for a lump sum
freight to the Owner as agreed to in the charter party.
The charterers are granted a certain amount of time (laytime) within which to load and
discharge the vessel, usually 72 hours SHINC (Sundays and holidays included). For time
spent in excess of agreed laytime. Charterers are charged demurrage.
There is no despatch in the tanker trade.
The following tables set out general rules of who is responsible for and who pays for what
when on Voyage Charter.
Owner
Stores and Provisions
Maintenance
Communications
Insurances
Fuel
Port and Canal Dues
Agency Fees
Towage/LinIshimaen
Pilotage
Berth Dues
Wharfage
Stevedoring
Freight Tax (sometimes see C/P)
War Risk Insurance
Charterer
Crew
Berth Dues (sometimes: See C/P)

Wharfage (See C/P Terms)
Stevedores (See C/P Terms)
Cargo Dues/Freight Tax (See C/P)
7.2.2 Freight Earnings

Vessels are normally fixed according to Worldscale terms or as an alternative on lump sum
basis.
If fixed on basis Worldscale, freight is earned on the basis minimum quantity of cargo intake
guaranteed by charterers. Flat rate is obtained from Worldscale per ruling tariff, i.e. any
combination of load ports / discharge ports worldwide have a special flat rate per ton cargo
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lifted. This basic freight rate is then multiplied by the Worldscale points that the owners and
charterers have agreed upon, to arrive at the actual freight rate for the voyage.
When fixed on Worldscale terms and conditions, it is imperative available but always
subject to quantity stated in the charterers voyage orders. Owners normally obtain freight in
excess of cargo fixed if any lifted usually at half the basic freight rate called 50k overage.
Therefore it is important that when charterers voyage orders are received Master calculates
maximum cargo intake due consideration to the restrictions prevailing in the load port /
discharge port, which weather zones the vessel will transit enroute to the discharge port and
possible bunker stem load port or enroute as well as bunker consumption during the voyage
to the discharge port.
Above maximum cargo intake must be conveyed to the charterers via the operators in an
endeavor to persuade the charterers to accept maximum lifting over and above the quantity
actually fixed.
If the vessel is fixed on a lumpsum basis, Owners are only obliged to lift the cargo as per
fixture details and as such do not have the same incentive to increase the cargo intake as
describe above, as no additional freight is obtained for excess cargo over and above what is
actually fixed.
7.2.3 Charterers
The Master should be aware that there could be chains of charterers, eg: Owner to Head
Charterer: (Time Charterer); Head Charterer to Sub Charterer: (Time Charter or Voyage
Charter). If a voyage charter is involved then it will always be last in the chain.
The Master is to be guided by the head charter party terms only and is advised that any
subsequent sub charter parties received from charterers are to be used only for guidance.
Any conflicting clauses are to be brought immediately to the attention of his Ship Operator.
This is also important because the Master will be required to sign for items such as pilotage,
tugs, canal dues, lashing material, etc, which although services supplied to the ship are,
because of the Charter Parties, a liability of one or other of the Charterers.
7.2.4 Charter Party Forms
Over the years several standard forms of Charter Party have evolved. It is most likely that
the ship will be chartered on such a standard form. There may also be additional clauses
because of the particular trade of the ship. E.g.: Shelltime 3, Exxonvoy, Asbatankvoy, etc. To
these may be added particular terms, e.g. final terms amending Shellvoy 5.
When either the Charter Party or Fixture Details is received onboard, the Master must study
it closely and ask his Ship Operator for advice if it is not clear. He should check particularly
for any clauses which describe the ship's capabilities/performance, particularly in relation to
Bill of Lading Clauses, trading areas and permitted cargoes, and vessel Performance (Sea
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performance and Pumping / Ballasting). It is essential that the Master notes protest on every
occasion when shore facilities are not able to comply with the ship's performance and fully document
the reasons In all circumstances, the Owner's interests are paramount.
Note: While the Master must make himself thoroughly familiar with Charter Parties, he is reminded
that he must not agree such items as deductions from hire, demurrage, Off-Hire times with
Charterers. He must always only agree Statement of Facts and only then if they are correct.
7.2.5 Deviations
A deviation is a departure from the intended voyage or Contract of Carriage. It can be either
geographical or the introduction of an element of risk into the voyage which was not envisaged at the
time of signing the Contract.
If a deviation is unjustified, the ship owner can lose all rights of limitation and all the defenses and
exception available to him. A justifiable deviation is one which is required for the safety of property or
life at sea, or if something has happened since the commencement of the voyage which makes the
voyage impossible unless the deviation is effected. This is to borne in mind when deviations are being
considered or reported for non-essential purposes.
7.2.6 Notice of Readiness (NOR)
It is essential that the Notice of Readiness is tendered to the Charterer and/or his agent
immediately in writing on arrival at a port. If the vessel proceeds to an anchorage first, the
Notice must be tendered by telex or E-mail (Positive Confirmation to be sought), and should
be followed by an official Notice in letterform at the first opportunity (which will normally
be when the vessel berths alongside). If the vessel arrives at a port, and first has to undergo
a tank inspection, nevertheless the Notice must still be tendered immediately. Naturally the
vessel must be in all respects ready to load or discharge before the NOR is given (i.e. tanks
fully prepared).
NOR establishes the start of laytime. If the vessel arrives before lay days commence, NOR
should be tendered on arrival after checking with the operators that it is in order to do so.
Sometimes NOR is tender before commencement of lay days in order to give the Charterer
an opportunity to accept the vessel earlier and also to utilize the 6 hours notice time.
The rules for calculation of laytime vary considerably and the Master should careful read the
clauses concerning notices, laytime and demurrage in the Charter party in question and
ensure NOR is tendered at the right time. Normally in order to be safe it is best to tender
NOR immediately upon arrival load port or discharge port.
The Statement of Facts must contain the date and time the NOR was tendered as accepted.
7.2.7 Laytime
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Laytime is the time allowed in the charter party for the purpose of loading or discharging as
distinct from the transportation of cargo from one place to another. The Master is to be
aware of the Charter Party requirements. Laytime is calculated in many different ways and
it is important that the Master records all events in the Statement of Facts.
The Statement of Facts provides the Owners with the best defence in arguing
laytime/demurrage claims and should therefore contain as much information as
possible.
All delays whether for weather or any other reason are to be itemised.
The following does not count as laytime:
1.
2.
3.
4.
Sailing time from anchorage to all fast time at first berth.

Bunkering and possible steaming in this connection prior / after loading and
discharging
Time used for deballasting unless carried out concurrent with cargo Operation.
Stoppage ordered by the vessel for technical reasons.
7.2.8 Dead Freight

When the Charterers cannot provide the nominated cargo the Owners are entitled to make a
deadfreight claim on the charterers. Conversely if the ship cannot lift the nominated cargo
the charterers are entitled to claim deadfreight from the Owners.
The Master should therefore be aware of the nominated cargo to load and where charterers
do not provide the full quantity; a deadfreight statement is to be issued. The Master is to
obtain a signature from charterer's Agent confirming that there is no more cargo available.
A representative of the installation must sign the above protests. Should the representative
refuse to sign the protest, it should be telexed to the shipper and Charterers before departure
of the vessel to give these parties the opportunity to supply the required additional cargo.
An entry should in this case also be made in the logbook that the terminal representative
refused to sign the protest.
If charterers present a deadfreight statement to the Master, he should sign "for receipt only",
without acknowledgement of liability.
7.2.9 Ship's Performance During Charter
Every effort must be made to maintain the Charter Party Speed/consumption parameters and
all Masters should check their charter parties carefully for the performance clause.
Any under/over performance should be discussed with the vessel operator.
Careful note must be made in the deck log book of weather conditions or currents which
have adversely affected the ship's performance either in speed or consumption as this will be
of great assistance to the Owners if the Charterers claim against poor performance.
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7.2.10 Bill Of Lading

It should be borne in mind that the Master signs the B/L on behalf of owners and not on
behalf of Charterers or Shippers, regardless whether the vessel operates on a voyage or time
charter. The B/L is an owners document and third parties such as Charterers or shippers
have limited powers to interfere with the master signing it. In particular, the Master has no
authority to sign for goods which he knows have not been shipped, nor has he authority to
vary the terms of the charter party governing the vessels employment, and no third party
can require him to do so. The master must check the B/L with utmost care before signing.
Six points should be checked before the B/L is signed:
1) Quantity Lodge protest if there is a ship-shore difference.
2) Description of cargo It should be consistent with the cargo details contained in the
fixture.
3) Date of B/L The correct date is the date on which loading was completed and hose
disconnected. A misdated B/L is considered fraudulent.
4) Terms and Conditions It should be ensured that the same terms of C/P are incorporated
in the B/L.
5) Ports of Loading / Discharge These with the description stated in the C/P
6) Payment of Freight Ensure B/L is claused Freight payable as per governing charter
party.
IF THE MASTER HAS ANY QUERIES RELATING TO THE SIGNING OF BILLS OF
LADING, HE SHOULD NOT HESITATE TO CONTACT THE COMPANY
IMMEDIATELY.
EARLY DEPARTURE PROCEDURE
Early Departure Procedure (EDP) is a procedure adopted by various oil loading terminals
around the world to eliminate delays caused by preparation and signing of original
documents upon completion of loading. It only assists the terminal in reducing berth
occupancy time in ports with high turnover / high berth.
The system generally works as follows:
-
After completion of loading, the terminal normally compares their figures with the ship's
figures. If they are within certain pre-determined limits of each other and there is no
disagreement, the terminal will issue the vessel with verbal clearance to sail as soon as
the pilot boards.
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Some time after sailing the terminal will advise the vessel, normally via the agent, of the
Bill of Lading figures which are to be entered in the vessel's copies of documents and if
there is no dispute the Master will authorize the agent to sign the original documents on
his behalf.
Masters are not to agree to EDP procedure without permission from the Operator or the
Company.
The Master should on no account sign blank Bill of Lading.
Before departure the Master must ensure that the details regarding shipper, consignee, grade
and density are agreed with the terminal and ensure the Bills contain these basic details.
Only the spaces for the quantity and final signature should be blank.
The Master shall instruct the agent to act on his behalf with respect to signing the B/L. On
receipt of the shore figures the agent shall forward them to the Master by telex. The Master
shall verify that the figures are within acceptable tolerances before instructing the agent to
sign the Bills on his behalf.
Delivery of the Cargo / Transhipment
The Master must not commence discharging any cargo without first receiving an original
B/L duly endorsed. If no original B/L is presented to him, he should immediately contact
the Company, who may authorise the start of discharge against receipt of an appropriate
Letter of Indemnity and/or Bank Guarantee. (Note that in certain dry cargo liner trades,
presentation of original B/L's is also not common practice).
There are three main areas where the Master may in practice become involved in problems of
right delivery of the cargo. These are:
1) change of destination;
2) delivery without presentation of original B/L; and
3) transhipment/lightening.
Once the cargo has been received by the ship and Bills of Lading issued in respect of it, the
Master has become responsible for it. His responsibilities are then as follows:
1) to perform the contract voyage without unreasonable delay and without deviation;
2) to discharge all the cargo (so far as is reasonably and physically possible); and
3) to deliver it to those whom he reasonably believes to be entitled to its possession.
Change of Destination
If the Master receives an instruction to proceed to some port or place other than that which
appears on the B/L, he must draw this fact to the attention of the Company as soon as possible
(regardless of where the instruction comes from). The Company through the Operator will then
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seek the necessary letter of indemnity from the Charterers. Only on receipt of confirmation of
the LOI, will the Company authorise the Master to change course to the new destination. Unless
the Master has received authorisation from the Company, he must maintain his course for the
port specified in the Bill of Lading as the discharge port.
Delivery Without Presentation of Original B/L
If the original bill of lading is not presented to the Master at the discharge port, then the Master
must not commence discharge unless the Company has given prior authorisation.
The Master should contact the agents in advance of the vessel's arrival at the discharge port to
ascertain if the B/L's have arrived. If not, he should advise his Ship Operator who may then
seek the appropriate LOI from the Charterers. A Letter of Indemnity received on the ship is not
sufficient.
7.3
TRANSHIPMENT/LIGHTENING
On receiving the instruction to tranship or lighten all or part of his cargo, the Master must
always consider whether or not this instruction is consistent with the B/L. If it is not, he must
immediately notify the Company and the Charterers.
7.3.1 Load Port Documents
Following is a list of documents that will generally have to be sent from the load port to
Operators / Charterers. The list may differ for various Operators / Charterers but can be
taken as a general guideline.
1)
2)
3)
4)
5)
6)
7)
8)
Port log for the last port.

Notice of Readiness
Tank inspection certificate.
Ullage report.
Statement of facts.
Copies of protest letters.
Dead freight statements.
Copies of documents handed to Master by the shore authorities.
Document mentioned above must be sent to office only in case of any cargo discrepancies /
dispute or as requested by Vektor Maritim. Under normal circumstances, these must be kept
safely filed on board.
7.3.2 Discharge Port Documents
Following is a list of documents that will generally have to be sent from the discharge port
to Operators / Charterers. The list may differ for various charters but can be taken as a
general guideline.
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1)
2)
3)
4)
5)
6)
7)
8)
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Port log for the last port.

Notice of Readiness.
Ullage Report.
Pumping logs.
Tank inspection report.
Statement of facts.
Copies of protest letters.
Copies of documents handed to Master by shore.
7.4
DOCUMENTATION
1.
General note
In the chemical trade vessels have custody of very valuable cargoes. The ownership of these
cargoes may change hands several times during the voyage. Similarly, the time of the vessel is, in
actual money-terms, very expensive. If any person who is party to the voyage feels that his interest
has not been properly served, he will seek to reduce the payments that he makes, or alternatively try
to recoup by making a claim against the ship owner in a position to demonstrate the truth. All of
the following documents are therefore important.
2.
Port Log
The port log normally describes all noteworthy events from End of Sea Passage to Full Away on
Passage. It should contain all details of significance that occur during the vessels stay in port. It
should be completed for all ports of call. The timings recorded therein should be the same as those
recorded in the statement of Facts.
3.
Tank Inspection Certificate
This document serves as the starting point for a complete set of papers relating to the carriage of an
oil cargo. It is invariably required in the event of a cargo claim.
4.
Ullage Report
The ullage report is the vessels statement of cargo loaded on board as measured by the ships
calibration tables. If there are factors, which might influence the accuracy to this report, such as
heavy swell causing surge in tanks, this should be noted on the form. Temperatures and water dips
must be taken in each tank and recorded.
5.
Pumping Log
In cases where demurrage falls due to the ship owner, the cargo pump discharge record constitutes
the necessary evidence that the vessel performed as per charter party. Almost invariably a voyage
C/P contains a warranty by the owner that the vessel can discharge, her full cargo in 24 hours or
alternatively maintain a back pressure of 100 psi at the manifold.
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It is for this reason that the back pressure on the manifold should be recorded hourly. In other
words, no matter how slowly the cargo goes out, provided 100 psi is maintained at the manifold the
owners position is protected.
In the case where, with all pumps running, 100 psi cannot be reached, the owners position is
protected by the fact that the pumps, at their design speed, will easily discharge the cargo in 24
hours. Shore restrictions, stoppage and delays should always be obtained on this document.
After completion of the discharge, the final account for the voyage is drawn up, and invoices for
demurrage are prepared. The pump discharge record is most carefully scrutinized by both the
owner and Charterer to check whether the vessel has performed as warranted.
6.
Documents Handed To Master By Shore
Charterers frequently engage surveyors on their behalf and they are usually distinct from surveyors
appointed on behalf of the terminal or shippers. Copies of the details recorded by these persons will
normally be handed over to the Master. Note that these documents may become very important in
case of a claim or dispute and they should be carefully checked especially if required to be signed
by the Master.
7.
Protest Letters
If any issue arises where the Master feels that a possible claim or dispute may result, then these
items must be protested against to protect the owners interest. These are several standard letters of
protest in use in the oil trade, but the specific wording as given, may be changed at the Masters
discretion depending on the circumstances.
7.5
CHEMICAL CARGO CLAIMS
1.
How Claims Arise

Oil or Chemical Cargo is a very valuable and highly tradable commodity. In common with
other bulk commodities it is traded in a market environment in which speculation is a
predominating feature. Because of this speculative interest, ownership of a particular parcel
of oil / Chemical cargo may (and usually does) change many times. All of these parties who
have a temporary ownership seek to protect their interest with regard to the quantity and
quality they have bought or sold. The ship owner is placed in a difficult situation of
protecting the interest of the person to whom he will deliver and also his interest.
2.
Discharge without sighting original B/L

The most fundamental way in which the Ship owner / Master protects the interest of the
cargo owner is by ensuring that the cargo is actually discharged to the rightful owner. It
may happen that it is impossible for the cargo owner to present an original B/L at the
discharge port. In such a case the Charterers must provide the Owners with suitable
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guarantees. Under no circumstances must discharge be commenced without specific

authorization from the owners or without sighting one original B/L.
3.
Claims under the bill of lading

These claims may be used on comparison between the following quantities:
a. B/L figure and ships arrival figure at the discharge port.
b. B/L figure and shore out-turn figure.
c. If the ships experience factor applied to B/L figure results in a close approximation of the
ships figure at load port, then the claim for intransit loss may be based on ships figure at
load port minus ships figure at discharge port.
4.
Retention Clauses
5.
These clauses are more often then not found in voyage charter parties. They provide that if
there is any pumpable cargo remaining on board at the end of the discharge, then the values
of the ROB cargo, plus freight, will be deducted from total freight earned. If draining is not
performed adequately these claims can be very expensive. In addition if the quantity of
ROB is miscalculated by the surveyor, a consequent incorrectly large deduction form freight
is made. To refute this claim it should be ensured that any cargo remaining on board is
actually unpumpable.
Demurrage Claims
In a poor market for ships it is vital that the ship owner is able to substantiate his claim for
demurrage. It is largely for this reason that the documentation relating to cargo operations is
vitally important.
The Charterer will often have a parallel claim for demurrage against the installation and he
will ask for the ships documentation to support his claim. If the documentation in fact does
not support the Charterer's claim against the terminal, it will not support the owner's claim
against the Charterer.
6.
Preparation Of Shipping Documents

In some ports or berths, sailing or shifting time may be restricted by various elements
including tide; and in such a case every endeavor should be made to save time by making
preparations beforehand.
Shipping documents
Notice of Readiness, Dry certificate:

These documents should be prepared prior to entering port or berthing so that they may
be signed right after a tank survey (inspection).
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Time Sheet:
Any unclear item or time should be checked with a surveyor in good time and entries
should be made in such sheet by typing, each time such data are available, so as to save
time for completing documentation.
Ullage Report, Letter of Protest, Shipping Order, Mate's Receipt:

All items except the loaded quantity should be typed up before completion of loading to
save time.
OFF SPEC CARGO: A major part of the claims on Chemical tankers occur due to quality rather
than quantity. Cargoes are subjected to a wide variety of tests like CL test and Spectrometry
besides the usual for colours, FP, and NVM. Even slight moisture content, or a little bit of
overheating to an adjacent compartment can make a parcel of cargo off spec. In every such case the
PNI Club should be called in or a witness to protect Owners interests, in consultation with
Company. Also sample taking and retaining cannot be over emphasized. Stringent cargo custody
procedures should be followed to prevent cargo claims.
For additional details refer Section 6.
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CARRIAGE AND HANDLING OF SPECIAL CARGOES
SECTION 8:
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CARRIAGE AND HANDLING OF SPECIAL

CARGOES
A. CORROSIVE CHEMICALS
Corrosive chemicals are substances that cause visible destruction or permanent changes in
human skin tissue at the site of contact, or are highly corrosive to steel. The major classes of
corrosives include strong acids (Sulphuric, Nitric, Phosphoric acids), alkalis (Caustic soda
etc), halogens or halogen salts (Sodium Hypochlorite), some organic materials (Phenol etc).
Corrosive chemicals pose a hazard by:
Attacking materials: Care is required during stowage planning such that in addition to
tanks where these chemicals are stowed, the equipments used for handling these
chemicals are also not damaged by the chemical.
Directly attacking tissue: Injuries to the eyes are a special concern. Hydrofluoric acid
and caustics are particularly dangerous to the eyes. Hydrofluoric acid is also a serious
skin hazard.
Contributing to fire hazards: Many acids are oxidizers that support combustion.
Some corrosives are flammable, e.g., Phenol.
Generating hydrogen gas. Acids are particularly hazardous when they react with
metals. Caustics can also participate in reactions that evolve hydrogen, for example
sodium hydroxide in contact with zinc.
Creating heat when they contact water, which can cause splatter. Mechanical damage
to equipment aggravated by heating is also a possibility.
Creating heat when acids and caustics mix.
Possessing inherent toxicity. Inhalation exposures to high concentrations of corrosives

can cause serious lung injuries or even death if the exposure is not terminated.
Refer to IBC Section 15.11 for special precautions for acids.
8.1
PRECAUTIONS FOR CARGO WORK

PRECAUTIONS BEFORE TRANSFER
1. All personnel engaged in cargo work must wear protective clothes, face shield or
full respirator, helmet, acid-proof rubber gloves and boots.
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2. Work other than cargo work must be prohibited.

3. Check and set the valves and transferring line for commencing cargo as agreed
with the shore. Splash shields to be put on manifold connections.
4. Check condition of cargo hoses beforehand (Check leakages or other defects in
the hose support system and any abnormal stress caused at the Manifold).
5. Pressure test the loading lines prior loading and once the shore connection are
made, soap test the entire line for leak detection.
6. Check the condition of flange connection gasket and tools. Gasket must be Teflon
and tools must be of non-spark type.
7. Discuss plan for cargo work and other procedures including communication
method with the shore and advise all the crew concerned.
8. Discuss the following with the shore:
a) Quantity of cargo to transfer, specific gravity and temperature.
b) Discharging or loading rate, pressure limit
c) Maximum working pressure at cargo hose and pipe line
d) Security regulations of the shore
e) Other necessary information
9. Cargo hoses to be used for cargo handling must have certificates issued by
classification society and made of acid-proof material such as polypropylene,
polyethylene or stainless steel and marked properly with the last date of pressure
test and testing pressure.
PRECAUTIONS DURING TRANSFER
1. Start at a slow rate.
Check ship's lines, cargo hoses, pumps and shore facilities.
2. If everything going well, increase the rate and pressure gradually as planned.
3. Monitor the loading rate at regular intervals and ensure the loading rate is as
agreed upon.
4. When change loading tank, be careful with the valve handling, and do not close
the valves of tank completed before the valves of next set of tanks are opened.
5. Handle the valves slowly and smoothly to prevent the pressure surge in the cargo
line which generates abnormally high pressure.
Leaks, if any are identified in the system must immediately be rectified after suspension of
loading, loading to resume only after rectification of leaks.
PRECATIONS AFTER TRANSFER
1. The method to remove the remaining liquid in the cargo lines will differ
depending on facility available ashore, but care must be ensured that no liquid is
spilled. Whatever the method used, it must be thorough enough to ensure that
there is no liquid left in the line prior disconnecting.
2. When disconnecting cargo hoses (or loading arms), the flange connection at the
manifold must be opened after opening the drain valve slowly to release the
pressure in the line and drain the remaining liquid, if any into the drip pan. When
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loosening the flange bolts, start from lower part to allow flow of remaining cargo,
if any downward.
3. After completion of cargo work, close all the valves prior disconnection of hoses.
PRECAUTIONS FOR OPENING MANHOLE
1. Prepare and wear the necessary PROTECTIVE EQUIPMENT, a bucket full of FRESH
WATER or have running FRESH WATER from ship's line beside manhole hatch.
Protective equipment must be washed and cleaned soon after completion of taking ullages
or taking sample.
2. When opening Manhole hatch-cover, bolts and nuts must be loosened slowly to release
the pressure in the tanks slowly. Watch out for vapour release or splash of the acid.
3. To avoid inhaling vapor and mist, stand near the hatch at 90 degree to relative position of
wind direction.
8.2
JETTISON
Observe the following when jettisoning is unavoidable in an emergency
1. Discharge through under water overboard line is not recommended.
2. Choose safe waters to discharge and proceed with wind direction from astern.
3. Cargo hose for discharging must be connected to the leeward manifold and set the
cargo hoses overboard, apart from the hull as far as possible, and put into the sea
as deep as possible.
4. Crew engaged in this work must wear all the necessary protective equipment, face
shield or full face-piece respirator and protective wears.
5. If possible do not use the sea suction line on discharge side.
6. Close all the openings of the deck house.
8.3
CARGO LOADING
8.3.1 Precautions
PRE-LOADING CONFERENCE
1. The following items must be agreed with the shore personnel through the preloading conference.
a. Cargo quantity to be loaded, specific gravity, temperature, loading rate.
b. Loading sequence of the vessel's cargo tanks and cargo quantity to be
loaded into each tank.
c. Arrangement of personnel on shore and aboard and communication
procedure. (Commencement, completion, change of tanks, etc)
d. Diameter of shore connection (or loading arm), maximum loading
pressure, etc. (better to know these beforehand for preparation.)
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e. Emergency communication mode, procedure, etc.

f. Safety regulations and safeguard standards of the shore facility.
2. Ship shore safety checklist should be diligently filled in.
PRE-LOADING PREPARATORY PROCEDURE

1. Cargo loading plan including intended loading tanks, loading lines, sequence of
loading, other particulars and precautions of cargo work are to be posted at a
noticeable place in the Cargo Control Room.
2. Cargo tanks to be checked thoroughly internally and externally.
3. Drip tray beneath the manifold to be cleaned and remove all foreign matters.
4. Drain valve of the tray to be closed tightly and fitted with blank flange.
5. Loading hose to be connected to the manifold with intact Teflon flange
6. All the flange bolts of the connection flange between the manifold and the loading
hose to be tightened evenly and splash guard to be fitted on the connection.
7. Condition of the concerned valves to be checked to ensure:
a. All the unnecessary valves are closed tightly
b. All the drain cocks are closed tightly
c. Loading valves of the cargo tank to be loaded first are opened full.
d. The manifold valve is opened full.
8.3.2 Loading Operation
START LOADING
1. Open the manifold valve after lining up and start loading.
2. Check the transfer system for leakage and any other abnormalities.
3. If everything is found to be normal, increase loading rate gradually to the agreed
rate and thereafter keep a continuous check on system leakages and other
abnormalities.
DURING LOADING
During loading operation the following should be performed in accordance with the
HOURLY CHECK LIST. The responsible officer should always be well aware of the
progress of loading and condition of ballast, following to be adhered to:
1. Notify the concerned crew and the shore of estimated time of changing loading
tanks well in advance.
2. Measure the ullages at an interval of one hour (or less when loading rate is higher
or quantity to load is smaller) and calculate loaded quantity and current loading
rate to check if the rate is appropriate and notify the shore.
3. Adjust loading rate of each tank to avoid abnormal list (heel) or trim when loading
some tanks simultaneously.
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CHECKING LOADING TANKS AND TOPPING OFF

1. Adequate notices to be given to shore prior completion of loading. Regular
comparison of the quantity loaded should be made with the shore and
discrepancies should be looked into immediately.
2. Monitor the level of the tank being topped continuously until completion, close
the loading valve soon after the ullage reaches the planned figure.
3. After topping off the tank the ullage to be monitored continuously for a while for
change caused by leakage of the valve, etc.
4. Topping off to continue in the above manner for other tanks until the last set of
tanks.
5. About one hour before estimated completion of loading (last set of tanks), the
quantity remaining to be loaded to be ascertained with shore and confirmed to be
in order (as planned). This procedure to repeat again about 20 minutes before
completion and the shore requested to reduce the rate to the agreed rate for final
topping off.
AFTER LOADING
1. The ships manifold shall be closed only after the shore valves have been shut off.
2. The loading hose and line shall be blown through with the agreed medium
(usually Nitrogen) to empty the ship/shore lines.
3. Close the manifold valve and loading valves after completion of line blowing.
8.4
CARGO DISCHARGING
8.4.1 Preparation
PRE-DISCHARGING CONFERENCE
1. The following items must be agreed with the shore personnel during the predischarging conference.
a. Cargo quantity to be discharged, specific gravity, temperature, discharging
rate.
b. Discharging sequence of the vessel's cargo tanks and cargo quantity to be
discharged from each tank.
c. Arrangement of personnel on shore and aboard and communication
procedure. (commencement; completion; change of tanks, etc.)
d. Diameter of shore connection (or loading arm), maximum loading
pressure, etc. (better to know these beforehand for preparation.)
e. Emergency communication mode, procedure, etc.
f. Safety regulations and safeguard standards of the shore facility.
2. The "SHIP SHORE AGREEMENTS" shall be completed together with the shore
personnel and signed by the responsible persons from the shore and the vessel.
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8.4.2 Discharging Operation

START DISCHARGING
1. Open the manifold valve, confirm shore valves are open, and start discharging.
2. Check the transfer system for leakages and other abnormalities.
3. If everything is found to be normal, increase loading rate gradually to the agreed
rate and thereafter keep a continuous check on system leakages and other
abnormalities.
DURING DISCHARGING
During discharging operation the following should be performed in accordance with
the HOURLY CHECK LIST, which should be placed at a noticeable position in the
cargo control room and the responsible officer should always be well aware of the
contents and progress of discharging so that he can answer to the inquiry from the
shore immediately.
1. Measure the ullages at regular interval and calculate the discharge quantity and
current discharging rate to check if the rate is appropriate and notify the rate to
shore as required.
2. Notify the concerned crew and the shore of estimated time of changing
discharging tank well in advance.
3. Keep appropriate list (heel) and trim during discharging.
4. Due to the high specific gravity of these cargoes, careful check should be kept on
the back pressure in the line. Surge pressure is to be avoided and at all costs.
5. On completion of discharge, do not open any tank opening such as tank dome or
butterworth port to prevent oxidation by Oxygen in a damp air.
8.5
CARGO TANK CLEANING

Recommended tank cleaning procedures for Acids:
1.
2.
3.
Washing should be commenced with Fresh Water as soon as possible after

discharge.
On completion of discharge, keep the tank sealed if washing cannot be
commenced, to prevent Oxidation by O2 and damp air.
Oxidation leads to tank discoloration in the case of acids. The tank changes
colour to brown, green and sometimes black.
Acids are more corrosive at lower concentrations, eg: Sulphuric acid is most
corrosive between 20-80% concentration, before commencing FW
Butterworth, the cargo pump should be started, & residues left in the cargo
tank bell mouth should be pumped out. Thereafter the tank cleaning pump
started and FW Butterworth commenced. Large quantities of FW should be
introduced into the tanks to rapidly reduce the concentration of the acid in the
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4.
5.
6.
7.
8.
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tank below the required concentration, and the cargo pump should be operated
continuously to prevent any build up of washings in the tank.
Do not collect the cleaning water in any other tank, as this will damage the
tank structure. The washings should be discharged using cargo hoses on
leeward side as deep as possible into the sea.
Washing should continue, until PH value is 7. However, it may sometime so
happen that even after washing for 30 minutes in 2 steps (3m/15min,
7m/15min) the PH value is not 7, in which case, stop the wash and gas free the
tank. Once the tank is gas free, the crew should wear PPE and hand wash the
tank with Fresh Water, especially under the heating coil, behind the pump
stack and on the U-clamps securing the coils and other blind sectors.
On completion of above, should check the PH value at the pump stacks and
keep washing till PH 7 is achieved.
On completion of washing, mop/dry and gas free the tank, to prevent
Oxidation.
Keep the tank dry for 1 2 days.
On completion of tank cleaning and gas freeing, tank should be made to
CHECK CLOSELY FOR CORROSION in the following areas:
IN THE TANK
a.
b.
c.
d.
e.
f.
g.
h.
Tank top plate and suction well.

Tank walls at lower section.
Welding seams
Cargo pump, including impeller, mouth ring, casing, pump supports and
bolts/nuts.
Cargo line especially at welding seams.
Heating coils especially welding seams, bolts/nuts of pipe supports.
Level gauge including guide pipe, supports of guide pipe and float.
Ladder and its accessories at lower section.
ON DECK
1. Valves and drain pipes including disc and seat, spindle and drain cocks/valves and
plug.
2. Cargo lines, especially welding seams and sagged parts which have pockets to
retain cargo.
3. Teflon packing used in the transfer system should be frequently inspected and
renewed as required.
8.6
HANDLING & PRECAUTIONS SULPHURIC and PHOSPHORIC ACID

The Physical and Chemical characteristics, associated dangers of acid and measures
required in case of emergency are essential for the safe transportation and handling.
The basic essential matters required to be known by the crew for carriage of sulphuric
& phosphoric acid are as follows,
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1. Wear necessary protective equipment for cargo handling and prepare abundant
water in anticipation of leakage of the acid, accidental exposure of human body to
the acid, etc.
2. Check frequently for leakage of the acid from transfer lines. Refer to the IBC
Code 15.11.7, BCH Code 4.8.7 and follow SNSO procedure for routine leak
detection of Acid into adjacent spaces.
3. Use Teflon gaskets of good shape for all the flange connections especially for the
manifold flange.
4. For tank cleaning, follow the procedure stated in the cleaning section.
5. Check the tank closely for corrosion of tank structure, cargo pump, etc., after tank
cleaning.
6. Study the MSDS for its main characteristics, health hazards and immediate actions
needed in case of any spills and exposures.
Protective Equipment:
Following equipment must be maintained and ready to use all the time and they must
be acid proof:
Goggles, protective clothes, rubber boots, rubber gloves, and face piece respirator
with acid filter element.
Prepare OXYGEN MASK and LIFE LINE at hand.
Ventilation:
Ventilate enclosed space sufficiently.
Water:
Prepare hoses from hydrants of Seawater or freshwater at the site of working area to
be able to use large amount of water.
8.6.1 Sulphuric acid
First Aid
The following explanation is just for First Aid, so in case of injury doctor must be
arranged as soon as possible for proper diagnosis and treatment. If the patient gets
burns, the sulphuric acid must be removed at first. Early removal will enable
subsequent easier treatment. Prepare first aid kits and medicines at hand, storage
position must be marked.
Contact with Eyes:
Immediately wash down with clean water for more than 15 minutes. After that put 2
~ 3 drops of 0.5% Pentocaine or local anesthetic of equivalent effect into eyes. Do
not use oily ointment without doctor's instruction.
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Contact with Skin:

Immediately wash down with large amount of water for sufficient time and take off
clothes. Do not neutralize burnt part with alkali.
In case of serious extensive burns, the patient may go into a shock. If the patient
shows any minor symptom, lay him down facing upward, and make him comfortable
by warming as necessary until doctors attendance.
If Swallowed:
Arrange doctor immediately! When the patient is conscious, don't make him vomit by
force. When the patient vomits in an unconscious condition, be wary about the
dangers of suffocation.
PRECAUTIONS FOR STOWAGE PLANNING
Cargoes Requiring Special Care when Previous Cargo Is Acid 1.
2.
3.
4.
5.
6.
7.
Solidifiable cargoes such as Wax and Polymerising cargoes.

Amines.
Mineral Oils (Fuel Oil, Lubricating Oil, Naptha)
Creosote, Cresol, Napthaline, Resin Oil.
Strongly remaining Hydrocarbons such as Phthalate
Vegetable oil and Animal oil
Cargoes containing water and remaining dry residue such as Lignin Pitch,
Caustic Soda
Note: In case of loading Reactive cargoes such as Alkali such as Amines, Caustics,
acidity by residue of Sulfuric acid must be removed completely by cleaning,
and checking the pH-value of tank bulkheads, bottom and lines with Litmus
paper.
Most cargoes are suitable as next cargo of Sulfuric acid.
Stowage
1.
2.
Not only Reacting substance or Heating cargoes but also ballast water must
not be loaded in adjacent tanks.
As specific gravity of acids is high loading quantity must be decided
considering "Designed S.G." of the tank construction.
Preparation of Tank for Loading Sulfuric Acid

1. Completely dry-up the tanks, cargo lines and vent lines.
2. Remove oily substances, dried residue of previous cargoes and trace of detergent.
a. Usually no Wall Wash test, only through visual inspection of following parts,
sometimes even by rubbing for traces of previous cargo:
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TANK WALL, TANK BOTTOM, LINE, BOTTOM SIDE OF HEATING

COIL, HEATING COIL SUPPORT, BELLMOUTH OF CARGO PUMP, etc.
The above parts must be cleaned properly.
b. Depending on the previous cargo, surveyors will take one-foot sample and
check. (Colour)
8.6.2 Phosphoric acid

Phosphoric Acid exists as a colorless crystal at room temperature, and it melts at 21 C
(Pure). In its liquid form it is clear syrup, and when it is sufficiently diluted,
phosphoric acid has a pleasing acid taste. Phosphoric Acid continues to change as you
heat it more.
When it reaches a temperature of 200C, it becomes pyrophosphoric acid, and at
300C it becomes metaphosphoric acid. H3PO4 is also soluble in both water and
alcohol. The presence of Sulphate (SO4), Fluoride (F) and Chloride (Cl) in the BK
PAC and GREEN PAC may cause corrosion on stainless steels. The presence of
Ferric (Fe) and Aluminum (Al) ions is beneficial from a corrosion point of view.
When the composition of the Phosphoric Acid is changing, i.e. an increase of the
Fluoride or Chloride concentration, more severe corrosion is to be expected. After
discharge, the tanks have to be cleaned with fresh water as soon as possible. After
cleaning the Chlorides have to be removed from the tanks as soon as possible by
steaming and mopping of the condensed water.
Precautions During, Loading, Voyage, Discharge And Tank Cleaning
Before loading, master must check the quality of cargo (asking the operator or
surveyor) and ensure that the composition does not exceed the following maximum
ranges.
1. Conc. P205
48 54%
2. Conc. CO4
4%
3. Conc. Chlorides
200 PPM
4. Temperature
450C
(If in excess of any 2 items of above 1 to 4, will damage the tank and discolour)
Equipment Planning:
Ensure to have on board sufficient acid resistant hoses for the cargo transfer. Ensure
to have on board sufficient acid spray shields to cover flanges on manifold and hose
connections according to IBC code 15.11.4 and BCH code 4.8.4.
If it is expected that the particular acid contain sediments ensure to have on board
sufficient portable acid resistant equipment for recirculation of acid tanks for
discharge operation.
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High wear and tear on pumps cargo seals from acid containing sediments can be
expected. Cargo pump seal (cargo seal & oil seal) integrity should carefully be
examined prior to loading.
Preloading and Loading
Phosphoric Acids are shipped as different grades which may vary on purity and acid
concentration (e.g. Food grade, wet processed fertilizer grade, commercial, etc). For
proper handling ensure the grade is known, and that the specific information
requested by the steel manufacturer is obtained.
Pure Phosphoric Acid
Since pure Phosphoric Acid (80% solution) is used as additives in food and
beverages, a very high degree of tank cleanliness is necessary. Check with the Ship
Operator if a wall wash is required.
Wet Process Phosphoric Acid
Almost all wet process phosphoric Acids contain solid particles that may form
adherent deposits. The steel surface of the tank top may be attacked during the
voyage. Therefore, arrangement for circulating the liquid above the tank top should be
prepared.
In some cases the cargo acid may be loaded at temperatures greater than ambient.
Depending upon the origin this can have an adverse effect on the stainless steel. It is
important the Ship Operator is consulted before loading any Phosphoric Acid that is
over 400C. If the temperature of the acid is exceeding 500C, the cargo will normally
not be loaded.
Precautions during Voyage
Pure Phosphoric Acid 80% freezes at 50C and may therefore require heating in cold
climate.
Steam must not be used for heating, as maximum allowable coil temperature is 900C.
Heating must be done with adjacent cargoes or by use of water or thermal oil.
Wet Phosphoric Acid
The solids (impurities) in the WPA will quickly settle out and build up a thick heavy
sediment layer on the tank top. This sediment layer, if left undisturbed, could block
the pump impeller and make pumping impossibly. 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.
Super Phosphoric Acid
The SPA should be heated and kept at a temperature of 650 C.
Maximum Temperature: 820C.
Minimum Temperature: 600C.
Excessive heat rapidly degrades the SPA.
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At temperatures below 600C, the SPA becomes very viscous and un-pumpable.
Maximum allowable temperature on the heat media is 900C.
Discharging precautions
Following to be noted with respect to cargo lines/hoses & sediments in acid
- Because of the high gravity of Phosphoric Acids, very high pump pressure may be
experienced. In such cases care must be taken not to quickly open or close valves in
the pump system as this causes pressure surges that may rupture lines or hoses.
- Recirculation of cargo via acid resistant hoses and portable machines may be
necessary in order to remove/minimize the sediment remaining in tanks.
The following method should be use Rig portable equipment, from pump-stack to available
tank openings. It should consist of acid resistant hoses and tank cleaning machines.
Discharge the small tanks first. Flush sediments out of the first empty tank-by using "good
acid" from another tank.
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It may be necessary to position the machines (vertically & horizontally) to break

down lumps of sediment. When the first tank has become "sediment free" refill the
same tank with "good acid" which is to be used when flushing the sediment from the
last remaining tank.
Cleaning and Slop Disposal

Wet Process Phosphoric Acid Cleaning
The corrosion phenomena occurring in wet process phosphoric acid are very complex.
This acid can therefore be regarded as the most difficult chemical that can be carried
in stainless steel tanks. A normal concentration of wet acid is 54%. A clean acid of
this strength is not very corrosive to stainless steel. The corrosion is affected by
various impurities normally present in wet process acid.
Preferably, fresh water should be used as cleaning medium but if not available large
amounts of seawater must be used/added to the tank.
In addition to using all available tank-cleaning machines put additional water into the
tank using ballast pump.
Ensure the tank and its associated line system is cleaned until all deposits are washed
out and a neutral PH value is obtained.
Phosphoric Acid (75-85%) Cleaning
If sediment remains in the tank fresh water should preferably be used. If sufficient
fresh water is not available the cleaning method described above for wet process
phosphoric acid, should be followed.
Just prior to stopping the cleaning of the tank ensure all line systems and hoses used
are free from acid/acid residue. Acid/sea water mixture remaining in lines and
stainless steel hoses will soon result in pitting.
The slops are always to be disposed according to: Regulations for control of pollution
by noxious liquid substances in bulk, IMO, MARPOL Annex II.
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CARRIAGE OF SOLIDIFYING / HIGH VISCOSITY CARGOES
8.7
GENERAL INFORMATION
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Refer to: Section 4, 4.12.1 for definitions.

Solidifying cargoes which are regularly carried on chemical tankers can have serious
problems due to minor faults of handling & maintenance.
Solidifying cargoes commonly carried are of the following types:
1. Non dry type vegetable oils and animal fat
2. Chemical cargoes (Annex II) which require heating.
3. Cargoes liable to polymerize under the influence of heat and/or light.
Necessary precaution should taken for cargo operations involving solidifying cargoes
especially item (2) which will swiftly be solidified and thereafter an enormous time is
required for melting as compared to an animal and a vegetable oil.
Group
Group 1
Group 2
Group 3
Name of Cargoes
COCONUT OIL
HYDROGENATED CORN OIL
HYDROGENATED
RAPESEED OIL
PALM OIL
KAPOK OIL
PEANUT BUTTER
ACETIC ACID
BENZENE
Tert-BUTANOL
CRESOL
CYCLOHEXANE
Para-DICHLOROBENZENE
DICHLOROBENZENE
DIMETHYL ANILINE (DMA)
ETHYLENEDIAMIDE (EDA)
FATTY ALCOHOL
FORMIC ACID
HEXAMETHYLENE
DIAMINE (HMDA)
NAPHTHALANE
NITTROBENZENE
ACETONE
CYANOHYDRIN(ACH)
ETHYL ACRYLATE
ETHYL METHACRYLATE
ISOPRENE
Alpha-METHYLSTYRENE
Name of Cargoes
HOG GREASE (LARD)
TALLOW
o-NITROCHLOROBENZENE
n-PENTANE
PHENOL
POLYPROPYLENE GLYCOL
(PPG VORANOL)
POLYETHYLENE
POLYAMINE
POLY ISOBUTYLENE (PIB)
POLSILOXANE
POTASIUM HYDROXIDE
SOLUTION
TOLUENE DIISOCYANATE
(TDI)
UNDECYL ALCOHOL
Para-XYLENE
METHYL ACRYLATE(MA)
METHYL
METHACRYLATE(MMA)
OTHER ACRYLATES
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1,3 PENTADIENE
STYRENE MONOMER(SM)
VINYL ACETATE
MONOMER(VAM)
8.7.1 General precautions

Preparation of personnel protection
Incase of handling of solidifying cargoes categories (2) and (3) suitable personnel
protections should be used.
If nitrogen gas is used in cargo operation, oxygen resuscitator, self-containing
breathing apparatus and air line type gas tight suit which if available should be
placed in addition to above.
Pre-meeting for line blowing
At the pre-meeting between vessel and terminal representatives the line blowing
method should be discussed and agreed upon (air, steam or nitrogen).
1. The method of blowing and arrangement for line-up.
2. The number of times of blowing.
3. Shore (or barge) facilities and method for blowing from shore.
4. Whether blowing is performed from shore (or barge) or not and the time it is
required to be carried out.
Care should be taken while line blowing with air or nitrogen gas to prevent tank over
pressurization and care should be exercised such that cargo does not enter the
air/steam line.
8.7.2 Checks before loading

1.
2.
3.
4.
Check cargo heating system

(a) Drain water from heating pipeline and steam pipeline by air blowing.
(b) After checking as above (a) is completed, start steam slowly and check for
leakage in pipelines in tank and on deck.
(c) Ensure steam traps are in good condition
(e) Prior loading heating cargoes at loading port, heating coils may be
inspected with surveyor.
If vessel carries heat sensitive cargoes, which are prone to polymerize the
steam inlet line should be blanked.
Leak check of valves should be performed.
A leaking cargo valve can lead to serious problems during cargo operations, as
far as possible the integrity of cargo valves should be tested during every tank
cleaning operation.
Checks for submerged pump
(a) Ensure there are no remains of previous cargo in the cofferdam of the
pump.
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5.
6.
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(b) A general leak check (cofferdam purging) from mechanical seals of pump
should be performed in accordance with makers instruction.
Confirm that the cargo line drain is free prior to loading. There are pockets
that are difficult to keep clean and from stagnation. Therefore all the lines
related to cargo work should be free from any drain before loading.
The location on the pipelines that are prone to stagnation should be checked
before loading.
Fresh water must be prepared for an emergency when handling phenol etc.
which belong to group (2) list of solidifying/toxic cargoes and corrosive
substances like caustic soda.
8.7.3 Checks after loading

1.
2.
3.
4.
5.
Air or nitrogen for blowing from shore for removing, remaining cargo in
pipelines should be requested to loading master or surveyor, taking into
consideration the difference between loadable tank volume to go and an
estimated cargo quantity to be blown.
Vessel must blow the remaining cargo in each pipeline off each cargo tank
after the shore hose is disconnected.
Solidified cargo in the pipeline including a drain pipe after loading operation
should be thawed out by heat using hot water or steam.
Vessel equipped with submerged pumping system to leave the filling and
delivery valves open for a few days to prevent cargo residues remaining in the
pipe line from solidifying.
When handling solidifying cargoes, makers instruction for submerged pumps
should be followed, especially those regarding water/cargo sealing and
purging of cofferdam.
8.7.4 Checks during voyage

1.
2.
The temperature of cargo should be maintained in accordance with its heating

instruction.
Master to receive heating instruction from the shipper or surveyor at the load
port, if same is not available after request, master to issue a LOP and
immediately inform company. The condition of tank bottom should be
checked by a sounding tape or rod at regular intervals during voyage.
However if a nitrogen padding has been carried out in the tank or
toxic/hazardous atmosphere is suspected in the tank this check is strictly
prohibited.
Checks should be carried out always to confirm whether cargo is solidified in
the pipeline of pump stack or at position of manifold.
Vessels equipped with deck heater system should follow its makers
Instruction to check for a condition of pump pipeline, heating unit and heat
exchanger etc.
Issued by: DMR
Approved by: COO
COM-CT / 8
PT. VEKTOR MARITIM

3.
4.
5.
August 01, 2012

Rev/Issue: 00/01
Page 16 of 17
Before starting to heat, the drain water in heating coil to be taken from the
return line and checked whether there is odor or pollutant with main return
valve closed. During normal heating, heating coil drains to be regularly
checked for leakages.
Leak check of the cofferdam of submerged pump to carry out in accordance
with makers instruction manual.
To prevent the polymerizing cargo from solar heat, the deck within cargo area
can be cooled by sprinkling water over a designated area. The vent pipeline
can be covered by wet lagging or with a wet waste rag.
8.7.5 Checks before unloading

The following items are not only to be carried out before discharge but also a few
days before entering port
1. Cargo temperature is maintained in accordance with heating instructions.
2. Check condition of cargo located at tank bottom in order to make sure the
heating effects for a cargo in vicinity of tank bottom.
(a) Confirm by sounding the bottom (Clear sound of the bob striking the
bottom plate will mean no solidification). Additionally kick start the cargo
pump with the delivery valve closed to ensure area around the suction well is
clear of solidified cargo and the pump impellor is free to turn.
(b) For cargoes which require an atmosphere of nitrogen gas or categorized as
hazardous cargo, run the cargo pump with the delivery valve closed to confirm
the heating effect.
Before line blowing, ensure the pump suction and delivery valves are closed.
If an atmosphere of tank is under nitrogen gas, do not blow into such tanks.
Above items (a) and (b) are carried out only under suitable weather condition
and not SW spray on deck.
In case closed cargo circulation is being carried out, ensure that the isolation
valve and the manifold valves are shut.
3. Always air blow the pipelines used for circulation of cargo after completion of
circulation.
(a) Hammer test the cargo line to check if any cargo is trapped in the line. The
hammer used for testing should be of non spark type.
(c) Check valve status: Each valve in pipeline which had been used for cargo
operation should be ascertained for correct operation by fully opening and
fully closing.
Above check is required to ensure no cargo residue remains in the pipeline
underneath valve body.
4. The leak-check for mechanical seal of cargo pump should be carried out.
5. Following precautions are to be taken if parcels of solidifying cargo is
unloaded at different ports:
(a) Line-blowing should be carried out after every part discharge.
Issued by: DMR
Approved by: COO
COM-CT / 8
PT. VEKTOR MARITIM
August 01, 2012

Rev/Issue: 00/01
Page 17 of 17
(b) When a solidify cargo is discharged or drained through the manifold, each
drain line/common line, each spool piece should be blown or cleaned up and
jumping hoses should be cleaned up and drained out.
(c) When a polymerizing cargo is discharged through the common line, above
items (a) and (b) should be carried out as first step and the spool piece
attached to the common line removed and washed using ambient water and
dried.
8.7.6 Checks immediately before unloading
1. Prior commencement of discharge of solidifying / high viscosity substance such as
lubricating oil additive, lignin pitch, tall oil, caustic soda and molasses etc. it
should be circulated through the drop line or by-pass line without opening the
manifold valve and isolation valve and discharging operation to be commenced
after it has been ascertained that the cargo is not solidified.
2. The cargo pumps to be started slowly and carefully after opening the valves, &
pressure at the manifold to be monitored.
8.7.7 Conclusion
The critical points for safe handling of solidifying cargoes are as follows:
1. Inspection for cargo heating system to be performed prior loading.
2. Leak-check for valves related to cargo work to be carried out prior loading.
3. Line-blowing for sufficiently long time, such that lines are free of cargo after
loading.
4. Cargo heating as per heating instructions provided.
5. Cargo and vent line should be confirmed to be free from any cargo residue
during voyage and before entering a discharging port (Solidifying of cargo in
the vent line).
6. Clearing of solidified cargo in the pipelines should be carried out by heating
he pipeline's surface safely.
7. Safety meeting to be held prior loading to ensure that crew are familiar with
the hazards of cargo.
8. When carrying cargoes that freeze at ambient temperatures, the vent lines and
P/V valves must be regularly checked to ensure that vapours do not freeze or
crystallize in the lines or valves and block them.
9. The design of the cargo tank and equipment has temperature limitations and
care must be taken that these temperature limitations are not exceeded.
Excessive heat may reduce strength of the steel and may increase the risk of
cracks or damage to the coating.
10. When carrying heated cargo, special consideration should be given to possible
effects of heat transfer to unheated cargoes in adjacent tanks, particularly if
cargoes are self-reactive or have a high vapour pressure.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
SHIP TO SHIP TRANSFER PROCEDURES
COM-CT / A/01
August 01, 2012
Rev/Issue: 00/01
Page 1 of 3
A/01 - SHIP TO SHIP TRANSFER PROCEDURES

STS operation for the transfer of petroleum products has become common practice. STS
transfers are safe, provided proper procedures are complied with and weather and sea
conditions are suitable. We follow the ICS Ship-To-Ship Guidelines as reference.
CONTROL & OPERATIONS

The overall control of an STS transfer operation should be rested in the hands of one
individual and will be with one of the Masters concerned or our STS superintendent, if his
services are employed. If the Master's concerned are inexperienced the company will employ
an STS superintendent who is well conversant with this specialized operation.
SHIP COMPABILITY:
Before planning on STS operation the company will ensure that the ships to be used are
compatible in design and equipment and the mooring operations, hose handling and
communications can be conducted safely and efficiently. This initial information as per
Checklist 1 of ICS Ship-To-Ship Transfer Guide will be given to the organizer by the
company. The master of the vessel should also hold a copy of this checklist.
CARGO HANDLING COMPABILITY

Following items should be checked prior to loading :
1.
2.
3.
4.
The size and number of manifolds to be used

The min and max expected height of the cargo manifold from the waterline during the
transfer operation
Whether the cargo cranes and derricks are in a satisfactory condition and of suitable
SWL to handle cargo hose and fenders; and
That hose support, at the ships sides are adequate to prevent damage to hose by chafing
APPROVAL FROM AUTHORITIES

Where an STS transfer operation is to be arranged within territorial waters, approval of the
local authorities is to be taken
COMMUNICATIONS
To avoid any misunderstanding, a common language is of utmost importance. This common
language should be ENGLISH.
Voyage instructions are generally provided by the organizers, these should be received by the
vessels well in advance.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
COM-CT / A/01
August 01, 2012
Rev/Issue: 00/01
Page 2 of 3
Initial communication between ships

Ships should establish initial communications as early as practicable to plan operations and to
confirm the transfer area.
A navigational warning should be broadcast by the person in charge of the STS i.e. either one
of the Masters or an STS superintendent.
This warning should consist of:
Name and Nationality of ship
Geographical position of operations and general headings
Nature of operations
Time of starting operations and expected duration
Request for wide berth
On completion of the STS this warning should be cancelled.
COMMUNICATION DURING APPROACH, MOORING AND UNMOORING

When the ships are in the transfer area, communication between ships should be established
at the earliest on VHF on an appropriate channel and thereafter switch to a mutually agreed
working channel.
Approach, mooring and unmooring should not be attempted until proper effective
communication has been confirmed between the two ships. At this time in accordance with
the information exchanged, checklist 2 and 3 of ICS Ship-To-Ship Transfer Guide should be
satisfactorily completed.
For inter ship communications hand held radios should be used and the radios on both ships
should be capable of being used on the same frequencies. Officers on mooring stations
should be provided with handheld radios.
COMMUNICATION DURING CARGO TRANFER OPERATIONS

During cargo operations, essential personnel on both ships should have a reliable, common
means of communication at all times, including a back up system. It is recommended that
spare radios and batteries are available on both vessels.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
COM-CT / A/01
August 01, 2012
Rev/Issue: 00/01
Page 3 of 3
PROCEDURES FOR COMMUNICATIONS FAILURE

If communication breakdown occurs during an approach maneuver, if appropriate and safe,
the maneuver should be aborted and the subsequent actions taken by each ship should be
indicated by the appropriate sound signals as prescribed in the International Regulations for
Preventing Collision at Sea.
During cargo operations, in the event of a breakdown of communications on either ship, the
emergency signal should be sounded and all operations should be suspended immediately.
In general, operations should not be resumed until satisfactory communications have been reestablished.
* Refer STS Checklist in ICS STS guidelines.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT /02
August 01, 2012

Rev/Issue: 00/01
Page 1 of 7
HYDROSTATIC PRESSURE TEST OF CARGO PIPE LINE

AND CARGO HOSE
A/02 - HYDROSTATIC PRESSURE TEST OF CARGO PIPE LINE AND

CARGO HOSE
33 CFR 156.170 requires:
To conduct hydraulic pressure test of all cargo piping and hoses at a pressure of 1.5 times of
maximum allowable working pressure (MAXP) satisfactorily at a time interval of less than
one year and the test date and testing pressure must be marked on the piping and hoses.
To comply with the requirement, we have prepared the procedure for pressure test of cargo
piping and hoses to prevent USCG Inspector pointing out non-conformity and delay in cargo
operations.
You are required to carry out the pressure test in accordance with the following procedure
and record it in the attached recording form for ready reference to USCG inspectors.
Pressure testing procedure for cargo piping lines and hoses is as follows.
1. Precautions for Testing:
a. Testing shall be carried out under the condition where the tank(s) is empty and no
risk of contamination of cargo exits, especially when the vessel has group main
cargo line system.
In case of testing group main cargo piping system, all the cargo tanks
connecting to the piping lines to be tested must be empty and free from any
cargo.
b. As the testing pressure is abnormally high, all the equipments to be used for
testing must be suitable for the pressure and the crew to be employed for the work
must be properly educated and instructed for dangers of the work.
DO NOT RAISE PRESSURE MORE THAN THE REQUIRED PRESSURE!
c. All the equipments, air and water used for testing must be clean enough to prevent
contamination of the lines and tanks to be tested.
2.
Testing Time Interval

Carry out the test at a time interval of less than one year.
3.
Testing Procedure by Compressed Air

3.1
Group Main Piping System
a. Close the suction valves (A) in the cargo tanks and connection valves (B) to the
cross lines and sea chest and fit blank flanges to the manifold flanges.
b. Fit pressure gauge (0~20kg/cm2) to a gauge boss of the manifold.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT /02
August 01, 2012

Rev/Issue: 00/01
Page 2 of 7

AND CARGO HOSE
c. Connect air hose and water hose to the branch line at the outlet of the pump and a
drain line of the manifold respectively.
d. Fill fresh or sea water to the lines by opening the valve (C) for the water hose
while purging air remaining in the lines from the valves and cocks located at
higher position of the lines.
e. After purging air from the lines, close all the valves at the open ends of the lines
and open the valve (D) for the air hose to fill compressed air and pressurize the
lines upto the pressure of 1.5 times of MAWP.
(Usually MAWP of cargo line is 10kg/cm2 which is nearly equal to 150psi)
f. Inspect visually the lines and valves. After the suction valves are inspected, close
the intermediate valves or valves located inner side of suction valves for
inspection of the valves. The intermediate and inner valves shall be inspected for
leakage by opening the bottom plugs.
g. Record the results of inspection, repair any defect found through the test and
report to the head office.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT /02
August 01, 2012

Rev/Issue: 00/01
Page 3 of 7

AND CARGO HOSE
3.2
One Tank One Pump System / When cargo line of a single tank is tested.
a. Connect air hose to a drain line of the manifold and water hose to the delivery line
of the pump and fit blank flanges to the manifold flanges which should not be
tightened until the line is fully filled with water.
b. Fit pressure gauge (0~20kg/cm2) to a gauge boss of the manifold.

c. Close the valves at pump delivery (A) and drop line (B) and open the manifold
valves (C).
d. Open the valve (D) for the water hose and fill water into the line while air in the
line is being purged from upper part of the line such as the manifold flanges etc..
e. When the line is fully filled up with water, close the valve (D) for water hose and
tighten the blank flanges of the manifold flanges.
f. Open the valve (E) for compressed air hose to charge air and pressurize the line
upto a pressure of 1.5 times of MAWP.
(Usually MAWP of cargo line is 10kg/cm2 which is nearly equal to 150 psi)
In order to get necessary air pressure for testing the following procedure shall be
followed.
i.
ii.
iii.
Test and confirm the valves for the air line to be in good condition.
Close inlet valve and outlet valves of air reservoir in pump room and make
sure that the safety valve is working properly.
Prepare temporary air pipe or hose which connect inlet pipe with outlet
pipe of air reservoir directly to by-pass air reservoir because popping
pressure of safety valve of the reservoir is set at 10kg/cm2.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT /02
August 01, 2012

Rev/Issue: 00/01
Page 4 of 7

AND CARGO HOSE
Pressure Reducing Valve

25 kg to 9 kg
Air
Reservoir
in Pump
From
Main Air
Reservoir
Room
to fit temporary pipe or hose

to connect inlet pipe with
outlet pipe to by-pass air
reservoir
iv.
Compressed Air on Upper Deck
Increase air pressure up to 15kg/cm2 gradually by adjusting air reducing

valve or opening by-pass valve of the reducing valve slightly by watching
pressure on the secondary side.
g. After the pressure is set at the required level, inspect visually all the line including
flanges and valves.
h. After inspection in the above 5, close the manifold valves and remove the blind
flanges to inspect leakage of the manifold valves.
i. After inspection, close the valve for the air hose and release remaining pressure in
the line by opening manifold valves.
j. Drain the water from the line and the tank and clean the line.
k. Enter record in the attached sheet and keep in a file aboard.
3.3
One tank One Pump System / When cargo lines of multiple tanks are tested.
a. Connect the manifold with those of other tanks to be tested by using cargo hose(s)
as per the following plan and fit blind flanges to the open flanges of the manifolds
which should not be tightened till air in the lines is purged.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT /02
August 01, 2012

Rev/Issue: 00/01
Page 5 of 7

AND CARGO HOSE
b. Connect water hose and air hose to branch line on delivery line of cargo pump and
drain line at a manifold respectively as per the above plan.
c. Fit pressure gauge (0 ~ 20kg/cm2) to gauge boss of the manifold.
d. Close the valve (A) and (B) and open the valves (C).
e. Open the valve (D) and fill fresh or sea water to piping lines and hoses while purging
air remaining in the lines and hoses from the manifold blank flange, etc
f. Open the valve (E) for compressed air hose to supply air and pressurize the piping
lines and hoses upto a pressure 1.5 times of MAWP.
g. Hereafter follow the same procedure as the above paragraph 3.2.
h. Enter record in the attached form and keep in file aboard.
The defect found through pressure test should be repaired and reported to the head
office.
4. Testing procedure by cargo pump operation
To confirm the integrity of the cargo piping and hoses more frequently beyond the
statutory requirement the following easier testing must be carried out at an interval of
about 6 months. This testing is essential especially for group main piping system as
leakage in the system can cause serious cargo damages easily.
4.1
Group Main Piping System
a. Fill some fresh or sea water into a cargo tank of foremost position amongst the cargo
tanks to which the line is connected.
b. Connect water hose to the drain line of the suction strainer of the pump.
c. Fit pressure gauge (0 ~ 20kg/cm2) to a gauge boss of the manifold.
d. Open or close the relevant cargo valves and suck and circulate the water in the lines
by operating cargo pump. Air remaining in the line shall be purged from the valves or
cocks located at higher position.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT /02
August 01, 2012

Rev/Issue: 00/01
Page 6 of 7

AND CARGO HOSE
e. After air is purged from the lines by circulating water in the lines, open the valve (A)
for the water hose and close the suction valve (B) and then suction valve of the cargo
pump (C) and pressurize the lines by operating cargo pump to a pressure at which the
safety valve of the cargo pump opens.
f. Inspect visually the lines and valves for leakage. To inspect the valves closely, open
the bottom plugs of the valves for leakage.
After the suction valves are inspected, close the intermediate valves (D) or the valves
(E) located at inner position of the suction valves and inspect the valves by opening
the bottom plugs.
g. Record the results of test in the attached recording form, repair any defect found
through the test and report to the head office.
4.2
a.
b.
c.
d.
One Tank One Pump System
Fill some fresh water into the cargo tank(s) to be tested.

Fit pressure gauge (0 ~ 20kg/cm2) to a gauge boss of the manifold.
Close the valve on the manifold and the drop line.
Operate the cargo pump and fill water into piping lines while purging air
remaining in the lines from the valves located at upper position such as the
manifold valves, then pressurize the lines by closing the openings and operating
the pump at full.
e. Inspect visually the piping and valves while the piping lines are pressurized.
f. Record the results of test in the attached recording form, repair any defect found
through the test and report to the head office.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT /02
August 01, 2012

Rev/Issue: 00/01
Page 7 of 7

AND CARGO HOSE
Attached sheet : Record of test (Cargo pipe line and hose)
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
A/03:
FOSFA QUALIFICATIONS AND OPERATIONAL

PROCEDURES FOR SHIPS ENGAGED IN THE
CARRIAGE OF OILS AND FATS IN BULK FOR EDIBLE
AND OLEO-CHEMICAL USE
COM-CT / A/03
August 01, 2012
Rev/Issue: 00/01
Page 1 of 1
FOSFA
QUALIFICATIONS
AND
OPERATIONAL
PROCEDURES FOR SHIPS ENGAGED IN THE
CARRIAGE OF OILS AND FATS IN BULK FOR EDIBLE
AND OLEO-CHEMICAL USE
1. FOSFA (Federation of Oils Seeds and Fats Association)

List of Banned Last Cargoes, Jan-2008
2. FOSFA (Federation of Oils Seeds and Fats Association)
List of acceptable Last Cargoes, Jan-2008
3. FOSFA Guidelines for Heating Fats and Oils with Temperature Table
This is for general Guideline only and is not intended to the Charterers heating
instructions.
4. IASC (International Association of Seed Crushers)
Heating Instructions in respect to bulk Shipment of Oils and Fat.
This is for general Guideline only and is not intended to the Charterers heating
instructions.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 1 of 56
A/04 - TANK CLEANING GUIDE
CONTENTS
Volume 1
Before Commencement Of Tank Cleaning

1.
Cleaning plan/communications with company head office
2.
Making a cleaning plan
3.
Notice of cleaning plan
4.
Influence of cargo in other tanks
5.
Confirmation of stock of fresh water, detergent and solvent
6.
Meeting with engine department with regard to tank cleaning plan
7.
Full understanding of properties of discharging cargo
8.
Notice of characteristics/properties of detergent and solvent
9.
Stationing of crewmen
10.
Checking operation and safety of cleaning system
11.
Line up (check before commencement of work)
12.
Grounding (earth) line of butterworth hose
13.
Connection of hose for draining cleaning water
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 2 of 56
1.
CLEANING PLAN/COMMUNICATION WITH COMPANY HEAD OFFICE
Liaise with COMPANY HEAD OFFICE in regard to the next stowage.
In case of any question concerning the head offices intention, content of the tank
inspection, cargo specification and so forth, be sure to contact the COMPANY HEAD
OFFICE for clarification.
Inform the COMPANY HEAD OFFICE the basic cleaning procedure for each tank,
cleaning time (number of cleaning cycles), amounts of detergent, solvent and fresh
water required, and forth.
Let the COMPANY HEAD OFFICE know about necessary supply of detergent, fresh
water and so forth well in advance.
Sufficient previous arrangements with the COMPANY HEAD OFFICE is necessary

particularly when a high-grade cleaning is to be conducted as in the cases of cleaning
of tanks used for cargoes which require severe inspection, such as methanol, MEG,
etc.
2.
MAKING A CLEANING PLAN
This is crucial to the successful carriage of chemicals and to the avoidance of rejection of
tanks, contamination of cargo and incidents. The previous and the next cargoes are the two
important factors which will determine the level of cleaning required.
A cleaning plan shall specify the following:

-
The previous and following cargoes: specify nature of the cargo - whether is
flammable, polymerizing, solidifying etc.
The condition of the cargo tank to be cleaned and whether toxic or flammable vapour
is present, or whether lack of oxygen should be suspected & if any precautions
necessary with respect to the condition of the tank.
The cleaning method, whether butterworthing, recirculation, rinsing, steaming,

ventilating, or drying
The cleaning medium, whether sea, fresh, treated or de-ionized water, or a chemical
or detergent
The washing temperature required to be maintained
Time table showing sequence of cleaning work, order of the tanks to be cleaned, times
of start of cleaning of the tanks, and times required for cleaning the tanks.
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 3 of 56
Number of Butterworth machines to be used and positions (heights) of setting of the

Butterworth machines.
Temperatures, pressures and times of the respective stages including pre-cleaning.

Detergent-cleaning, rinsing, FW flushing and so forth.
Identification of tank cleaning pump, cargo pump and pipe lines.

(Especially for the Vessels having group main cargo pumps/lines)
Timing of check by responsible officer in charge.
Whether steaming is necessary and, when necessary, method of steaming.
Methods of cleaning cargo line, vent line and cargo hose.
Methods of disposing cleaning water/slop.
Stationing hands, allotment of work and watching system.
Matters requiring attention such as: prevention of contamination of cargo on the ship;
thermal influence; matters requiring care in handling of detergent and solvent; and so
forth. Matters requiring specific attention shall be written in red in large letters.
The action to be taken in the event of an emergency

In making the cleaning plan, the person in charge shall confirm the properties of the
unloaded cargo by making reference to OPERATION MANUAL and other materials
furnished from the OWNERS and/or COMPANY HEAD OFFICE and let all the
persons concerned know about it.
When cleaning a cargo tank which has contained a flammable product, All company
vessels should adopt the Tank Cleaning Procedures detailed in ISGOTT 11.3.
Cargo Tank Washing And Cleaning After Carrying A Flammable Cargo

Cargo tank atmosphere can be any one of the following:
a. Inerted
here in the tank atmosphere is made incapable of burning by

introducing inert gas. The O2 content should be less than 8% by
volume.
b. Too lean
here in the tank atmosphere is made incapable of burning by reducing

the hydrocarbon content to below the lower flammable limit. This is
done by ventilation.
c. Too rich
here in the tank atmosphere is above the flammable range.
d. Undefined
The tank atmosphere may be below, within or above the flammable

range.
The safe procedure for carrying out tank cleaning is in a too lean atmosphere. But to be on
the safer side it is recommended to take the precautions as for tank cleaning in an undefined
atmosphere.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 4 of 56
Control of Washing in an Undefined Atmosphere

In an undefined atmosphere, the vapours in the tank may be in the flammable range. The only
way to guarantee that an explosion cannot occur during washing in an undefined atmosphere
is to make certain that there can be no source of ignition.
The following precautions must be taken if the risk from static electricity is to be eliminated:
a. No machine may have a throughput greater than 60m3/h and no nozzle may have a
throughput greater than 17.5m3/h.
b. The total water throughput per cargo tank should be kept as low as practicable and must
in no case exceed 110m3/h.
c. Re-circulated wash water must not be used.
d. Chemical additives must not be used.
e. Wash water may be heated, but must not be above 60oC.
f. Steam must never be injected into the tank.
g. The tank should be kept drained during washing. Washing should be stopped to clear any
build-up of wash water.
h. All hose connections must be made up and tested for electrical continuity before the
washing machine is introduced into the tank. Connections should not be broken until after
the machine has been removed from the tank. To drain the hose a coupling may be
partially opened and then retightened before the machine is removed.
i. Sounding and the introduction of other equipment must be done through a sounding pipe
if fitted. If a sounding pipe is not fitted, it is essential that any metallic components of the
sounding or other equipment are bonded and securely earthed to the ship before
introduction into the tank and remains so earthed until removed. This precaution should
be observed during washing and for five hours thereafter. If, however, the tank is
continuously mechanically ventilated after washing, this period can be reduced to one
hour. During this period:
An interface detector of metallic construction may be used if earthed to the ship by
means of a clamp or bolted metal lug.
A metal rod may be used on the end of a metal type which is earthed to the ship.
A metal sounding rod suspended on a fibre rope should not be used even if the end at
deck level is fastened to the ship because the rope cannot be completely relied upon as
an earthling path.
Equipment made entirely of non-metallic materials may, in general, be used: e.g. a
wooden sounding rod may be suspended on a rope without earthing.
Ropes made of synthetic polymers should not be used for lowering equipment into
cargo tanks.
For further information on cleaning in other atmosphere please refer to ISGOTT Section
11.3.
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PT. VEKTOR MARITIM
3.
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 5 of 56
NOTICE OF CLEANING PLAN
The cleaning plan shall be approved by the ship master and explained and delivered to the
deck officers, boatswain and persons of engine department, and be put up on walls of COC
room, office and so forth.
It is necessary to let the deck officers, boatswain and all other persons concerned know about
the detail concerning stationing of hands, watch system and matters requiring attention.
It is necessary to keep a record of the work for confirmation of progress of the work and to let
deck officers and boatswain know about the manner of writing.
4.
INFLUENCE OF CARGO IN OTHER TANKS
Thermal Influence
-
Hot-Butterworthing and steaming are strictly forbidden when an easily polymerizable

cargo such as SM/VAM is loaded in a tank next to be cleaned, or when pre cleaning
has not been conducted after unloading of such cargo. (In case of main line vessels, be
sure not to conduct hot-Butterworthing / Steaming in tanks through which lines used
for loading of SM/VAM extends.
Steaming is strictly forbidden when a tank next to the tank to be cleaned is loaded
with semi-dry or dry oil such as fish oil, sunflower oil, safflower oil and so forth, or
when pre cleaning has not been conducted after unloading such a cargo. If precleaning is essential in the cleaning process, be sure not to conduct hotButterworthing, i.e., to conduct cold Butterworthing at normal temperature.
If it is not allowed to conduct pre-cleaning immediately after unloading of a semi-dry

or dry oil in consideration of influence to adjacent tanks or due to scheduling, pool
water on the tank bottom and heat the water to keep the tank humid and damp.
Hardening of cargo by drying of tank wall surfaces must be prevented by all means.
Contamination
-
When a cargo is loaded in another tank of the same cargo-line group, be sure to
confirm line segregation by checking the states of valves and blind flanges before
starting the work. In case of independent cargo line system, make sure that the lines
used for cleaning are segregated from those of other cargo tanks.
5.
CONFIRMATION OF STOCK OF FRESH WATER, DETERGENT AND

SOLVENT
Fresh Water
Estimate amounts of fresh water required for flushing of the tanks and lines and calculate the
amount of fresh water which is to be consumed whole through the process and confirm
beforehand that necessary amount of fresh water of good quality is kept aboard .
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COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 6 of 56
Detergent
-
Select a detergent which is optimum for the unloaded cargo and coating.
Be sure not to excessively thicken solution.

Calculate optimum amount of detergent and keep it beforehand at place near a tank in
which washing solution is prepared.
When strong alkali or caustic soda is to be used, be sure to prepare goggles and antialkali protective devices / wears.
Solvent
-
When a solvent such as toluene, methanol, perchloroethylene, kerosene or the like is

used, be sure to let all persons concerned know characteristics of such solvent and to
prepare necessary safety devices / wears.
Be sure to conduct gas detection when entering tank after using solvent.
Confirm that devices used (e.g.spray-gun, hoses, etc.) are solvent-proof .
Check the stock of fresh water, detergent and solvent and, when supply is necessary, inform
the COMPANY HEAD OFFICE of the items and amounts of supply without delay. Pay
sufficient attention in storing solvents because they are often inflammable or toxic.
Check and report the amount of stock upon completion of a voyage.
6.
MEETING WITH ENGINE DEPARTMENT IN REGARD TO TANK

CLEANING PLAN.
Submit the tank cleaning plan to engine department and make previous arrangement on the
following items.
a. In case of hydraulic driven cargo pumps
Number of power packs used .
b. In case of diesel / electrical driven cargo pumps
Cargo pumps, tank cleaning pumps, ballast pumps and other
equipment to be used.
c. Use of boiler (for hot-Butterworthing and steaming)
d. Use of air compressor (for air blowing etc.)
e. Approximate time schedule and hours of use of above-mentioned machinery.
State of progress of the work, states of operation of machines, change in stage and other
information shall be handed/taken over when changing watch.
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PT. VEKTOR MARITIM
7.
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 7 of 56
FULL UNDERSTANDING OF PROPERTIES OF DISCHARGING CARGO

Refer to 2. MAKING CLEANING PLAN
8.
NOTICE OF CHARACTERISTICS/PROPERTIES OF DETERGENT AND

SOLVENT
Refer to 5. CONFIRMATION OF STOCK OF FRESH WATER, DETERGENT
AND SOLVENT
Detergents and solvents used in tank cleaning are often harmful to human body and cause
unfavorable effects by contact and aspiration. It is therefore necessary that all the persons
concerned are informed of the characteristics/properties of detergent and solvent and are
noticed as to the matters to be attended to. It is also necessary to make sure inspect, prepare
and use necessary protective means. Previous study also is necessary in regard to first-aid or
emergency measure to be taken in case of eventual skin contact or aspiration to let persons
know such measures to prepare against accident.
By cleaning ensure following items have been confirmed.
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.
l.
m.
Confirm that cautions for prevention of accident have been announced to all members
concerned
Confirm instructions have been given to make sure wear of protective clothing
Confirm function of detectors
Confirm closing of all living quarter scuttles
Confirm closing of all living quarter doors
Confirm operation of upper deck shower and eye washer
Confirm neat condition on the deck
Confirm contaminations such as cargo oil on deck has been wiped off
Confirm sufficient lighting for night work
Confirm safety of cleaning work
Check whether means of communication in ship has been confirmed and functional
Check whether emergency measures have been agreed upon and made known to all
Check whether safe operation of walky-talkies has been confirmed
9.
STATIONING OF CREWMEN
Refer to 3. NOTICE OF CLEANING PLAN
10.
CHECKING OPERATION AND SAFETY OF CLEANING SYSTEM
Operation and safety of cleaning apparatus should be always confirmed through regular
inspection/maintenance, and check conducted immediately before the commencement of the
work is to make it doubly sure.
Items to be checked before commencing the work are as follows:
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COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 8 of 56
a. Check cargo pumps, Butterworth pumps and driving devices, particularly capacity of the
machines for any reduction in capacity, abnormal heat generation, noise, smell and so
forth.
b. Check cargo lines, Butterworth lines, valves including operation device and so forth for
any abnormality.
c. Check Butterworth machine, hoses and heaters for any abnormality.
d. Check steaming lines and hoses for any abnormality.
e. Check connections, e.g., couplings, flange gasket, flange bolts, etc. of and machines.
f. Confirm safe and sound operation of boiler.
11.
LINE UP (CHECK BEFORE COMMENCEMENT OF WORK)
Before commencing the work, confirm that preparatory work has been completed in
accordance with tank cleaning plan, particularly on the following points.
-
Line up is completed correctly as planned?
Line up components is correctly connected?
Valves are in planned conditions?
Segregation from other lines is OK?
States of valves is correctly shown on schematic diagram displayed in COC room and
confirmed?
Closed valves handles are fastened by stopper ropes?
Unnecessary spool pieces are demounted?
Preparation against change in weather and other environment conditions is OK?
12.
GROUNDING (EARTH) LINE OF BUTTERWORTH HOSE
Earth line in Butterworth hose may have been cut due to aging of the hose. Be sure to
confirm safe condition of earth line by measuring electrical conduction between the
hose and the line using an electric tester, before commencing the work. All hoses
should be tested in a dry condition and in no case should the resistance exceed 6
ohms/mtr length
Butterworth hoses, as well as other hoses, have to be handled with care so as not to
cause excessive tensile and torsional forces. Hoses should not be dragged on deck
over sharp angles or bends, neither should they have sharp nips or bends to prevent
breakage of the internal bonding wire. Temporary continuity should never be
established using an external bonding wire.
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 9 of 56
13.
CONNECTION OF HOSE FOR DRAINING CLEANING WATER
The tank rinsing water, after discharging of cargo of Pollution Category X, Y or Z has
to be discharged from under-water discharge outlet in a manner which meets Marpol
Annex II.
Washings from annex I tanks have to discharge in compliance with the requirements
of MARPOL annex I.
Tank rinsing water discharging of other types of cargo may be discharged outside the
ship through a hose connected to the manifold. In such a case, however, attention
must be paid to the position of the outlet of hose, wind direction and so forth so as to
avoid unfavourable effect on human bodies and hull. The rinsing water discharged
may be blown up by wind to contaminate ships side, upper deck and living quarter or
even to human bodies to cause bed effect on health and hull painting resulting in an
unexpected accident.
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 10 of 56
TANK CLEANING GUIDE
CONTENTS
Volume 2
During Tank Cleaning
1.
Making Content Of Work Known To Everyone
2.
Communication With Engine Department
3.
Butterworth Machine
4.
Cleaning Water
5.
Pump Boiler Heater
6.
Steaming
7.
Cleaning Of Cargo Line / Vent Line
8.
Discharge Of Cleaning Water
9.
Check
10.
Confirm No Invasion Of Rinsing Water From Other Tank, Wave

Seawater And Rainwater Through Opening
11.
Safety In Work
12.
Report On Tank Cleaning Progress
13.
Work Record Book
14.
Gas Freeing
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COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 11 of 56
1.
MAKING CONTENT OF WORK KNOWN TO EVERYONE
Is proper time is allocated to each step of cleaning procedure?
Has set-up preparation for each step been satisfactorily done?
Is status of cleaning at necessary steps of cleaning process is checked by inspecting

inside the tank?
Is cleaning procedure proper?

Isnt there any necessity for modification/alteration of procedure?
Duty Officer and workers are performing work with sufficient understanding of work
procedure and purpose?
Change of watches is being conducted in good order?
2.
COMMUNICATION WITH ENGINE DEPARTMENT

Close communication with engine department about operating condition of cargo
pumps, tank cleaning pump, boiler, tank cleaning heater and other machinery required
to be operated for tank cleaning.
3.
BUTTERWORTH MACHINE
No grease is used in the machines to prevent hydrocarbon build up in tanks. They are
water lubricated.
Check whether machines operate in good condition. Pay attention to noise and
movement of water jet and so forth to confirm safe operation during cleaning.
Confirm lashing of the machines when they are swinging at rough or high sea.
Check whether machines are set at proper positions (height).

(Confirm that machines are not contacting internal members and equipment such as
trans ring, horizontal tie, cargo line and ladder.)
4.
CLEANING WATER
Check temperature / pressure of cleaning water.
Check concentration of detergent solution.
Check that there is no abnormal foaming.
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TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 12 of 56
Check the quantity of detergent / water.
Any abnormality, when cause is not cleared up, shall be informed to the COMPANY HEAD
OFFICE without delay for confirmation and/or clarification.
5.
PUMP BOILER HEATER
Refer to 2. COMMUNICATION WITH ENGINE DEPARTMENT
6.
STEAMING
Confirm breather valve is in forced-open state.
Confirm tank cleaning hatches are closed.
Confirm that proper relief from oil tight hatch is provided for unexpected excessive
internal pressure in tank.
Confirm that steam hose outlet is sufficiently lowered from the deck.
Confirm that steaming is not excessive.

In order to protect coating, be sure not to continue steaming for more than 3 hours.
Monitor temperature inside the tank or the tank wall temperature and adjust supply of
steam during steaming. The tank wall temperature should not exceed 60C. This temp
is governed by the maximum temp the coating can take. Incase of stainless steel tank
temps go upto 800C.
Check whether arrangement has been made to distribute steam to all portions
requiring steaming such as cargo line and vent line. Line steaming is done via the
manifold into the tank via the drop line for 30 mins and via the pump stack for 10
mins. Never steam via the pump stack for more than 10 mins as this will cause heat
damage to the pump seals.
While steaming is in progress the condensate collected should be emptied at regular

intervals.
7.
CLEANING OF CARGO LINE / VENT LINE

Cargo Line
Check whether drain valves, blind flanges and so forth are opened to allow the
cleaning liquid to be distributed to dead end portions of the line. Confirm that proper
measures are taken to avoid influence on other tanks and cargo. Ensure draining /
drying of line.
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COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 13 of 56
Cleaning of lines is best achieved by repeatedly closing and opening valves to build
up pressure in the line, thereby allowing the upper pipe wall to be cleaned.
After cleaning the lines shall be blown with clean air from all sides of the manifold to
pump stack and vice versa. Lines should be left open for draining after blowing for
any residual moisture to dry up. In case moisture is found the line can be steamed and
then aired to dry up fast
Vent Line
Confirm that vent lines have been cleaned with the breather valves opened.
Confirm that vent tower has been satisfactorily cleaned and drained.
Confirm satisfactory cleaning and draining of vent line.
Cleaning of the Pressure vacuum valves, Vapour locks and tank hatches should be
carried out during the washing process. All drains should be opened and flushed.
Stripping lines of submerged pumps should be carried out by repeatedly working the
valves.
8.
DISCHARGE OF CLEANING WATER
Clean the state of cleaning water while being disposed overboard for any abnormal
foaming quantity of water remaining in tank. Adjust heel as necessary.
Check whether drainage to overboard is being performed conducted properly.
Confirm whether check of cleaning degree by examining drain water is conducted.

(In case of direct overboard of tank washing after carriage of vegetable oils)
9.
CHECK
Confirm that cleanliness of tank and line interior are inspected on completion of each
stage.
Confirm that there is no sludge of cargo after pre-cleaning.
Inspect backside of longitudinal frames.
Inspect bolts and nuts of heating coil for tightening or loose end.
Inspect bolts/nuts of cargo pump, rear side of bell mouth and so forth for tightening of
loose one.
After detergent cleaning/rinsing, confirm that foams are extinguished to satisfactory

degree and also that no smell remains.
Confirm that insides of cargo lines and vent lines have been checked.
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 14 of 56
10.
CONFIRM NO INVASION OF RINSING WATER FROM OTHER TANK,

WAVE SEAWATER AND RAINWATER THROUGH OPENING
Careful inspection is necessary particularly in fresh water flushing steaming, solvent

spraying and drying-up.
Be sure to provide a cover of canvas over the openings of the tank under drying up so
to prevent wetting by leaked driving water driven fans, wave seawater and rinsing
water from other tanks.
11.
SAFETY IN WORK
Keep upper deck and passages in neat condition and clean them to remove cargo
residue particularly to assure safety in night work.
Confirm sufficient lighting.
Check cargo hoses and Butterworth hoses for any excessively sharp bend, twist and
other extraordinary condition which damage the hoses.
Check the watching system during solvent spraying in tank and preparation of safety
equipment such as breathing apparatus.
Confirm preparation of fire extinguishers and other necessary anti-fire equipment.
Confirm preparation of safety wears.
12.
REPORT ON TANK CLEANING PROGRESS

Progress and Result of tank cleaning work to be reported in detail and clearly to the
head office.
13.
WORK RECORD BOOK
The work record book shall contain detailed and clear description of cleaning
procedure, progress of the work, sea condition, weather, air temperature, seawater
temperature, density, and amount of detergent solvent, pressure, temperature, hours,
name of pumps used, state of finish of cleaning of tank and line, and other necessary
date.
Reasons of any change in preparation, alteration of procedure and so forth shall be

described in detail in the work record book.
Amounts of use of fresh water, detergent and solvent shall be clearly described in the
work record book.
Matters to be reported to the next watch should be described in detail as possible.
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PT. VEKTOR MARITIM
14.
GAS FREEING
14.1
General
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 15 of 56
It is generally recognized that tank cleaning and gas freeing is the most hazardous
period of tanker operations. This is true whether washing for clean ballast, gas
freeing for entry, or gas freeing for hot work. The additional risk from the toxic effect
of petroleum gas during the period cannot be over-emphasized and must be impressed
on all concerned. It is therefore essential that the greatest possible care is exercised in
all operations connected with tank cleaning and gas freeing.
14.2
General Procedures
The following recommendations apply to cargo tank gas freeing generally. Refer
ISGOTT section 11.4 for further guidance.
a. The covers of all tank openings should be kept closed until actual ventilation of
the individual tank is about to commence.

b. Portable fans or blowers should only be used if they are hydraulically,
pneumatically or steam driven. Their construction materials should be such that

no hazard of incendiary sparking arises if, for any reason, the impeller touches the
inside of the casing.
c. The capacity and penetration of portable fans should be such that the entire
atmosphere of the tank on which the fan is employed can be made non-flammable
in the shortest possible time.
d. The venting of flammable gas during gas freeing should be by vessels approved
method, i.e. purge pipes and high velocity vents kept open) in the unlikely event
where gas freeing involves the escape of gas at deck level or through tank hatch
openings the degree of ventilation and number of openings should be controlled to
produce an exit velocity sufficient to carry the gas clear of the deck (see ISGOTT
section 11.4)
e. Intakes of central air conditioning or mechanical ventilating systems should be
adjusted to prevent the entry of flammable gas, by partial re-circulation of air

within the spaces.
f.
If at any time it is suspected that gas is being drawn into the accommodation,
central air conditioning and mechanical ventilating systems should be stopped and
the intakes covered or closed.
g. Any external vents or intakes shall be closed.
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TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 16 of 56
h. Where cargo tanks are gas freed by means of one or more permanently installed
blowers, all connections between the cargo tank system and the blowers should be
blanked except when the blowers are in use.
i.
Before putting such a system into service, the cargo piping system, including
crossovers and discharge lines, should be flushed through with sea water and the
tanks stripped. Valves on the systems, other than those required for ventilation,
should be closed and secured.
j.
Tank openings within enclosed or partially enclosed spaces should not be opened
until the tank has been sufficiently ventilated by means of openings in the tank
which are outside these spaces. When the gas level within the tank has fallen to
25% of the LFL or less, openings in enclosed or partially enclosed spaces may be
opened to complete the ventilation. Such enclosed or partially enclosed spaces
should also be tested for gas during this subsequent ventilation.
k. If the tanks are connected by a common venting system, each tank should be
isolated to prevent the transfer of gas to or from other tanks.

l.
Portable fans, where used, should be placed in such positions and the ventilation
openings so arranged that all parts of the tank being ventilated are equally and
effectively gas freed. Ventilation outlets should generally be as remote as possible
from the fans. Displacement mode of ventilation wherein fresh air is forced
draught into the tank through the bottom, usually the drop line and vented through
the purge pipe and high velocity vents as opposed to the diffusion method wherein
fresh is introduced into the tank at deck level.
m. Portable fans, where used, should be so connected to the deck that an effective
electrical bond exists between the fan and the deck.

n. Fixed gas freeing equipment may be used to gas free more than one tank
simultaneously but must not be used for this purpose if the system is being used to
ventilate another tank in which washing is in progress.
o. On the apparent completion of gas freeing any tank, a period of about 10 minutes
should elapse before taking final gas measurements. This allows relatively stable
conditions to develop within the tank space. Ventilation should be stopped when
taking the gas readings. Tests should be made at several levels and, where the
tank is sub-divided by a wash bulkhead, in each compartment of the tank. In large
compartments such tests should be made at widely separate positions. If
satisfactory gas readings are not obtained, ventilation must be resumed.
p. On completion of gas freeing, all openings except the tank hatch should be closed.
q. On completion of all gas freeing and tank washing the gas venting system should
be carefully checked, particular attention being paid to the efficient working of the
pressure vacuum valves and any high velocity vent valves. If the valves or vent
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 17 of 56
risers are fitted with devices designed to prevent the passage of flame, these
should also be checked and cleaned.
r.
14.3
Gas vent riser drains should be cleared of water, rust and sediment.
Gas Free for the Reception of Cargo

A tank which is required to be gas free for receiving cargo should be ventilated until
tests confirm that the hydrocarbon gas concentration throughout that tank does not
exceed 40% of the LFL.
14.4
Gas Free for Entry and Cold Work Without Breathing Apparatus
In order to be gas free for entry without breathing apparatus a tank or space must be
ventilated until tests confirm that the hydrocarbon gas concentration through the
compartment is not more than 1% of the LFL and additional tests have been made to
check for oxygen content, the presence of hydrogen sulphide, benzene and other toxic
gases as appropriate (see ISGOTT Section 11.3)
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 18 of 56
TANK CLEANING GUIDE
CONTENTS
Volume 3
After Tank Cleaning

1.
Condition Of tank after Tank Cleaning
2.
Care About Tank After Tank Cleaning
3.
Report Of Cleaning Results
4.
Putting Cleaning Devices/Equipment In Order And Cleaning Up Inside

Tank And Tidying Up Upper Deck
5.
Butterworth Heater
6.
Tank Cleaning Line
7.
Cargo Pump / Tank Cleaning / Ballast / Pump / Line Heating Coil
8.
Check Of Consumption And Stock Of Detergent
9.
Coating Condition
10.
Handling Of Detergent / Solvent
11.
Oil Record Book
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PT. VEKTOR MARITIM
COM-CT / A/04
August 01, 2012
TANK CLEANING GUIDE
Rev/Issue:00/01
Page 19 of 56
1. CONDITION OF TANK AFTER TANK CLEANING

Check for any residue of cargo and detergent.
-
Inspect back side and corners of longitudinal frames, and backsides of cargo lines,
heating coils and ladders.
Check for any residue on bolts and nuts of supports.
Inspect bellmouths, cargo pump impeller (submerged pumps) and so forth.
Confirm presence of no residue on damaged portion of coating and/or behind peeling

or blistered coating film.
Inspect interior of cargo lines, vent lines, cargo hoses and strainers.
Check for any residual smell and gas

-
Confirm complete gas-free condition
Confirm that no smell of cargo, solvent and detergent remains.
Confirm safe efficient functioning of fans.
Dry state
-
Confirm no water remaining in suction wells.

(Remaining water shall be discharged without delay after cleaning in order to protect
coating and to attain higher drying efficiency.)
Check degree of drying of tank wall surfaces.
Confirm no invasion of splash of wave seawater, rinsing water from other tanks etc.
Confirm no leak of fan driving water into tank.
Check tank bottom and longitudinal frame upper for any residue of coating film
fragments, rust, waste rug and other foreign matters.
Check outfitting in the tank for any looseness of bolts and abnormality in pumps lines,
heating coils, float level gauge, ladder and valves.
Check the grounding wire fitted in the tank is tight.
Stainless tanks in addition should be checked for minute salt deposits, pitting, scale,
discoloration, staining and early signs of rust stains.
Look for mechanical damage to the bulkheads or tank bottom due to machine contact
at any stage of the washing.
Wall Wash Test
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 20 of 56
HYDROCARBON / CHLORIDE / NVM TEST

Confirm before-hand that the requirements of Inspection Standards are met.
When the requirements are not met, discuss with COMPANY HEAD OFFICE to find
suitable cleaning method.
In checking oil residue (Non-volatile matter), conduct a methylene chloride test.
2. CARE ABOUT TANK AFTER TANK CLEANING

-
Confirm that awning is extended over tank opening, inlet of gas-free fan and so forth
after cleaning in order to prevent invasion of rinsing water from other tanks, wave
seawater and rainwater during drying up of the tank.
When closing oil-tight hatch and cleaning hatch after drying up, inspect the tank to
confirm that no extraordinary smell remains in the tank before loading inspection.
Before the inspection, conduct gas-free operation sufficiently to remove bad smell
which tends to be generated when tank is left closed for long time even after proper
cleaning.
3. REPORT OF CLEANING RESULTS

The COMPANY HEAD OFFICE shall be informed of the results of the cleaning by a report
in the companys form without delay after completion of the tank cleaning.
The report shall adequately describe the cleaning procedure and the states of tanks.
4. PUTTING CLEANING DEVICES / EQUIPMENT IN ORDER AND CLEANING
UP INSIDE TANK AND TIDYING UP UPPER DECK
Hoses shall be carefully set in right positions after rinsing. Be sure to cover both ends
of each hose with canvas sheets or blind flange so as to prevent seawater from coming
into the hose.
Clean Butterworth machine by wiping and charge grease to it. Any Butterworth
machine of inferior condition shall be repaired prior to the next tank cleaning.
Check tank interior carefully for any waste, bolt, nut, and tool and forth left in the
tank.
Properly clear up upper deck with care.
Properly dispose or tidy up vacant detergent cans, drum cans, buckets for disposing
remaining water, wastes and so forth.
Any trouble or shortage of cleaning materials and equipment shall be informed to the
COMPANY HEAD OFFICE without hesitation.
5. BUTTERWORTH HEATER
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 21 of 56
After completion of tank cleaning, clean Butterworth heater and wipe drain off.
Confirm whether Butterworth requires chemical cleaning and perform as necessary.
6. TANK CLEANING LINE
If you have extra fresh water after tank cleaning, the tank cleaning lines should be washed
with fresh water and then drained completely after line cleaning.
7.
-
CARGO PUMP/TANK CLEANING/BALLASTING/PUMP/LINE HEATING

COIL
One tank / One pump
Conduct leak test of shaft seal of each cargo pump and record the test result. Inform
the COMPANY HEAD OFFICE of any pump having large leak and repair it if
necessary.
Pumps
Check pumps for any extraordinary noise, vibration and leak of shaft seal. Confirm
flow rate, pressure and other items of pump performance.
Line
Check for any leak from valve.
Check for any leak from flange.
Confirm that blind flanges and spectacle flanges are set properly.
Check for any abnormal vibration.
Confirm that lines have been drained and that plugs and blind flanges have been put
properly.
Inspect flange bolts/nuts and gaskets.
Heating Coil
Check for any missing bolt/nut.
Check for any trace of leak. (Conduct pressure test when any trace of leak is found)
Check for any scorching of cargo.
Check for any sticking of crystals of cargo or detergent.
8. CHECK OF CONSUMPTION AND STOCK OF DETERGENT

Check the amounts of consumption of detergent and solvent for each tank and record them in
the cleaning report. Check also the amounts of stock and let the COMPANY HEAD OFFICE
know before hand in case of shortage expected.
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 22 of 56
Any remarks on consumption, effects and handling of detergent/solvent shall be written in

CLEANING REPORT and also be informed to the COMPANY HEAD OFFICE.
9. COATING CONDITION
After completion of the cleaning, inspect the costing condition inside the tank and report to
the COMPANY HEAD OFFICE with the companys reporting form.
In case of resin coating
-
Check for any new blister.
Check for any change in old blisters.
Check for presence of residue of the cargo in peeling film, blister and crack.
Check extent of rust and discolouration of coating by rust.
Degree of curing of coating film.

Sufficient drying is required after carriage of caustic soda. Methanol or other
aggressive cargo, so as to promote curing of coating film.
In case of inorganic zinc

-
Check for any white metal salt formed by reaction of zinc with cargo or detergent.
Check for any layer exfoliation (In case of Carbon Zinc II)
Check for precipitation of red-brown pigment (Fe2O3).

( In case of Toa CALVAR #7000 )
10. HANDLING OF DETERGENT / SOLVENT

Refer to 7. STEAMING OF Vol.2. DURING TANK CLEANING
11. OIL RECORD BOOK
It is legally required that records of various works concerning petroleum cargo as specified in
MARPOL ANNEX I (Loading, Discharging, Tank Cleaning etc.) are kept in OIL
RECORD BOOK PART II.
Be sure to read the relevant regulations and observe them. The signers of OIL RECORD
BOOK II shall be Captain and Chief Officer.
Works on cargo specified in ANNEX II shall be written in CARGO RECORD BOOK.
For the details of CARGO RECORD BOOK, a reference shall be made to section 5.12 of this
manual.
Issued by: DMR
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COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 23 of 56
CARGO GROUPS
A. Very strictly inspected Fine chemicals : survey items be carried out as follows
W.W.T. foot sample analysis including u.v. test
B. Fine chemicals : survey items be carried out as follows
W.W.T. and / or foot sample analysis + N.V.M. test
C. Semi-Fine chemicals:
Running foot sampling with visual check and / or N.V.M. test occasionally
D. Easy chemical : visual inspected but should be removed previous cargo
E. Clean petroleum product (CCP)
F. Vegetable oil for Edible
G. Vegetable oil for industrial
H. Animal oil and fat
GROUP (A)
ACETONE, DIETHYL SULPHATE, ETHYL ALCOHOL, ETHYLENE GLYCOL ( Fiber
Grade ), FORM ALDEHYDE SOLUTION, ISO PROPYL ALCOHOL, METHYL
ACETATE, METHYL ALCOHOL, VINYL ACETATE MONOMER ,
GROUP (B)
ACETIC ACID, ACRYLONITRILE, AMYL ACETATE ( ISO, SEC- ), ANILINE,
BUTYLENE GLYCOL, CHLOROFORM, CYCLOHEXANE, DECENE, DIACETONE
ALCOHOL, DICHLORO BENZENE (ORTHO- , 1,1-DICHLORO ETHANE, 2,2DICHLORO ISOPROPYL ETHER, DICHLOROMETANE, 1,2-DICHLORO PROPENE,
1,3-DICHLORO
PROPENE,
DITHANOLAMINE,
DIETHYLENE
GLYCOL,
DIETHYLENE GLYCOL DIETHYL ETHER, DIISOBUTYL KETONE, DIMETHYL
FORMAMIDE, DIPROPYLENE GLYCOL, DOWANOL-DPM, EPICHLOROHYDRIN,
ETHANOL AMINE (DI, TRI), 2-ETHOXYETHANOL, 2-ETHOXYETHYL ACETATE,
ETHYL ACETATE (DI, TRI), ETHYL ACRYLATE, ETHYL GLYCOL, ETHYLENE
AMINES, ETHYLENE DIAMINE, ETHYLENE GLYCOL ETHYL ETHER, ETHYLENE
GLYCOL ETHYL ETHER ACETATE, 2-ETHYL HEXANOIC ACID, 2-ETHYLHEXYL
ACRYLATE, ETHYL METHACRYLATE, HEPTANE (m-), HEPTENE, HEXANE (m-),
HEXYL ACETATE, ISOAMYL ACETATE, ISOPAR-G (-K, -L), METHYL
ACRYLATE,METHYL AMYL ACETATE, METHYL AMYL ALCOHOL, METHLENE
CHLORIDE,METHYL ETHYL KETONE, METHYL ISOBUTYL KETONE, METHYL
METHACRYLATE, 2-NITRO PROPANE, NONYL PHENOL OCTENE, PENTANE (n-),
PECHROLO ETHYLENE, PHENOL, PROPYLENE GRYCOL METHYL ETHER,
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 24 of 56
STYRENE MONOMER, SULPHURIC ACID, TELONE II, 1,1,1-TRICHLOROETHANE,

TRIETHANOL AMINE, TRITHYLENE GLYCOL, VINYLIDENE CHLORIDE,
VORANOL, WHITE OIL
GROUP (C)
ALLYL ALCOHOL, AMYL ALCOHOL (n-, sec-, tert-, primary), BUTYL ACETATE (mISO), BUTYL ACRYLATE (m-, ISO), BUTYL ALCOHOL (ISO, n-, sec-, tert ), BUTYL
GLYCOL, CARBON TETRACHLORIDE, CHLOROBENZENE, COAL TAR NAPTHA
SOLVENT, CRESOTE (COAL TAR), CRESOL, CUMENE, CYCLOHEXANONE,
CYCLOHEXANOL mixture, DIETHYLBENZENE, DIISOBUTYLENE, DIPENTENE,
ETHYL BENZENE, ETHYLENE DICHLORIDE, ETHYLENE GRYCOL BUTYL ETHER,
FURFURAL, GLYCERINE (CRUDE, REFINED), HEPTANOL, HEXANOL, ISOAMYL
ALCOHOL, ISOBUTYL ALCOHOL, ISOPROPYL BENZENE, KA OIL,LAURIC ACID,
MORPHONLINE, POLY PROPYLENE GLYCOL, TRIETHYLBENZENE, VARSOL 40
WHITE SPIRIT
GROUP (D)
ALKANE, ALKYL BENZENE, BENZENE, BUTYL BENZYL PHTHALATE, C9
PROMATICS B,, CAUSTIC POTASH SOLUTION, CAUSTIC SODA SOLUTION,
CYCLOHEXANOL, DECYL ALCOHOL (ISO, TRI, n-), DIISODECYL PHTHALATE (E,-U), DIISONONYL PHTHALATE (-E, -U), DIISOOCTYL PHTHALATE, DIOCTYL
PHTHALATE, DODECENE, DODECYL ALCOHOL, DODECYL BENZENE, 2ETHYLHEXYL ALCOHOL, FATTY ALCOHOL, HEAVY ALKLATE, ISO DECANOL,
ISO NONANOL, ISO OCTANOL, LIAL ALCOHOL, LINEAR ALKYL BENZENE,
LUBRICATING OIL ADDITIVES, METHYL TERT BUTYL ETHER, NONENE, NONYL
ALCOHOL, OCTANOL , alpha-OLEFINS, normal-OLEFINS, OLEFIN mixture, OLEFIN,
normal-PARAFFIN, PROPYLENE TETRAMETER, TOLUENE, TRIDECANOL,
UNDECYL ALCOHOL, UERA AMMONIUM NITRATE SOLUTION, XYLENE
GROUP (E)
DIESEL OIL, DRILLING FLUID, GAS OIL, GASOLINE, INK SOLVENT, JET FUEL,
KEROSENE, LUBRICATING OIL, NAPHTHA, PARAFFIN WAX, PY GAS (Pyrolysis
gasoline), SLACK WAX, TRANSFORMER OIL
GROUP (F)
AMIX, COCONUT OIL, CORN OIL, COTTON SEED OIL (PBSY-), GROUND NUT OIL,
MOLASSES, PALM (CRUDE, REFINED), PALM STEARINE, RAPE SEED OIL,
SAFFLOWER OIL, SOYA BEAN OIL, SOYA WHEY WATER, SUNFLOWER OIL,
GROUP (G)
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 25 of 56
CASTOR OIL, LIGNIN PITCH (LIGNOSULPHONATE SOL.) LINSEED OIL, METHYL

ESTER, PALM FATTY ACID OIL, PALM SLUDGE OIL, PALM SPILIT STEARINE,
RAPE SEED ACID OIL, TALL OIL, TUNG OIL
GROUP (H)
FISH OIL, HOG GREASE, LARD, TALLOW
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 26 of 56
PRODUCT CLEANING CHART

NOTE : [O] PRECAUTION/SPECIAL CLEANING PROCEDURE
[] PENETRATING CARGO
[] SPECIAL CAUTION
ANNEX I, APPLIED
SEE BANNED CARGO LIST
TO CARGO GROUP
CHEMICAL
VEGETABLE
SENSITIVE
C.P.P. & LUBE ANIMAL
CHEMICALS
OIL
( Including Oils
FROM
for Industries )
CCC omit step 5
CCC
[] ACETIC ACID CCC omit step
5
[O] ACETONE A
O
OO
O
O
OO
ACRYLONITRILE ()
ALKANE (DODECYL BENZENE
()
G
GG
ALKYL BENZENE G
[Alkyl (C3-C4) Benzene ]
[Alkyl (C5-C8) Benzene ]
ALKYL BENZENE
[Alkyl C9+ Benzene ]
[] ALLYL ALCOHOL G, step 2-1H
G, step 2-1H
GG, step 2-1H
(=Propeniyl Alcohol)
[] AMYL ACETATE (ISO, sec-) II, omit step 5
II, omit step 5
GGG,omit step 5
AMYL ALCOHOL G
G
GG
(n-, sec-, tert-,primery)
ANILINE G
II
GGG
G
GG
[] BENZENE () G
[] BUTYL ACETATE (n-,ISO) II, omit step 5
II, omit step 5
GGG,omit step 5
O
OO
BUTYL ACRYLATE (n-,ISO) () O
BUTYL ALCOHOL (ISO,n-, sec-, tert- G, step 2-1H
G, step 2-1H
GG, step 2-1H
,)
BUTYL BENZYL PHTHALATE II
II
GGG
()
O
OO
BUTYL METHACRYLATE () O
BUTYLENE GLYCOL G
G
G
C 9 AROMATICS G
II
GGG
[] CARBON TETRACHLORIDE G
G
GG
()
CASTOR OIL FF
F
FFF
D
D
DDD
[]CAUSTIC POTASH SOLUTION
D
DDD
[]CAUSTIC SODA SOLUTION D
G
GG
[]CHLOROBENZENE () G
G
GG
[]CHLOROFORM () G
Issued by: DMR
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COM-CT / A/04
August 01, 2012

PT. VEKTOR MARITIM
Rev/Issue:00/01
Page 27 of 56
TANK CLEANING GUIDE

TO CARGO GROUP
FROM
COAL TAR NAPTHA SOLVENT
()
COCONUT OIL (CRUDE,
COCHIN)
CORN OIL
COTTON SEED OIL (PBSY-)
CREOSOTE (COAL TAR) ()
CRESOLE ()
CYCLOHEXANE
CYCLOHEXANOL
CYCLOHEXANONE
CYCLOHEXANONE ,
CYCLOHEXANOL mixture
DECENE
DECYL ALCOHOL
(ISO, TRI, n-)
DIACETONE ALCOHOL ()
DICHLORO BENZENE
(ortho-)()
[] 1,1-DICHLORO ETHANE
()
[] 2,2-DICHLORO ISOPROPYL
ETHER ()
DICHLOROMETHANE ()
[] 1,2-DICHLORO PROPENE
()
[] 7,3-DICHLORO PROPENE
()
DIESEL OIL (,)
DIETHYL SULPHATE ()
DIISOUTYLENE ()
DIISOBUTYL KETONE ()
DIISODECYL PHTHALATE
(-E,-U) ()
DIISONONYL PHTHALATE
(-E,-U) ()
DIMETHYL FORMAMIDE ()
CHEMICALS
C.P.P.& LUBE
OIL
SENSITIVE
CHEMICALS
VEGETABLE
ANIMAL
(Including Oils
for Industrials)
G
FF
F, omit step 3
FFF
MM
MM
FF
FF
E
F
G
F
M, omit step 4,5,8

M, omit step 4,5,8
FF
FF
EE
FF, omit step 5
G
FF
MMM
MMM
FFF
EEE
FFF
GG
FFF
G
E
II
EE
GGG
EEE
G
G
G
G
GG
GG
GG
GG
GGG
G
G
G or II
G
GG
GG
G or II
GG
FF
G
II
G
II
FF
G
II
G
II
FFF
GG
GGG
GG
GGG
II
II
GGG
DD
DDD
GG
Issued by: DMR
Approved by: COO
COM-CT / A/04
August 01, 2012

PT. VEKTOR MARITIM
Rev/Issue:00/01
Page 28 of 56
TANK CLEANING GUIDE

TO CARGO GROUP
FROM
DIOCTYL PHTHALATE ()
DIPENTENE ()
DODECYL ALCOHOL
[] DRILLING FLUID (Trade n.)
()
EPICHLOROHYDRIN (=ECH)
()
ETHANOL AMINE (DI, TRI)
()
[]ETHYL ACETATE (DI, TRI)
[]ETHYL ALCOHOL
ETHYL ACRYLATE ()
ETHYL BENZENE ()
ETHYLENE AMINES ()
ETHYLENE DIAMINE ()
[]ETHYLENE DICHLORIDE
()
ETHYLENE GLYCOL
(MONO, DI, TRI)( )
[]ETHYLENE GLYCOL
BUTYL ETHER
[]ETHYLENE GLYCOL
ETHYL ETHER
ETHYLENE GLYCOL ETHYL
ETHER ACETATE
2-ETHYL HEXANOIC ACID
2-ETHYLHEXYL ACRYLATE
()
2-ETHYLHEXYL ALCOHOL
ETHYL METHACRYLATE
()
FATTY ALCOHOL
[]FISH OIL (CRUDE,SEMI,
REFINED)
FORM ALDEHYDE
SOLUTION ()
FURFURAL ()
CHEMICALS
C.P.P. & LUB
OIL
SENSITIVE
CHEMICALS
II
G
II
FF
VEGETABLE
ANIMAL
(Including Oils
for Industrials)
I
G
II
FF
FF
FF
GGG
DD, step 2-3H
DD, step 2-3H
G
A
O
G
DD, step 2-3H
DD, step 2-3H
G, step 1-2H
G
A
O
G
DD, step 2-3H
DD, step 2-3H
II,step 1-2H/2-3H
GGG,step 1
L.W F/W
GG
A
OO
GG
GGG, step 1
DD, step 2-3H
GG, step 1-2H
C, omit step 3
CC
GG
GG
GG
G
O
G
O
GG
OO
E
O
EE
O
EEE
OO
FF
MM
FF
M
FFF
MM
G,step 1-2H/22H
G,step 1-2H
II
GG,step 1-2H
2-2H
GGG
II
GGG
GGG
GGG
GGG
Issued by: DMR
Approved by: COO
COM-CT / A/04
August 01, 2012

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Page 29 of 56
TANK CLEANING GUIDE
GASOLINE (,) II
II
GGG
SENSITIVE
CHEMICALS
VEGETABLE
ANIMAL
(Including Oils
for Industrials)
F
FF
F, omit step 3
FFF,omit step
2,3,4
FFF
GG
G
G
G
G
G
G
FF
G
G,step 2-1H
II
G
A
G
G
G
G
G
G
G
FF
G
G,step 2-1H
II
G
A
II
GG
GG
GG
GG
GG
GG
FFF
GG
GG,step 2-1H
GGG
GG
A
GG
II
FF
FF
FF
F
II
FF
FF
FF
F
GGG
FFF
FFF
FFF
FFF,omit step 4
MM
FF
M
FF
MMM
FFF

TO CARGO GROUP
CHEMICALS
C.P.P. & LUBE
OIL
FROM
GLYCERINE (CRUDE ,
REFINED)
GROUND NUT OIL
(CRUDE, REFINED )
HEAVY ALKYLATE
( Trade name )
HEPTANE (n-)
HEPTANOL ()
HEPTENE
HEXANE (n-)
HEXANOL
HEXYL ACETATE ()
INK SOLVENT (,)
[] ISOAMYL ACETATE
ISOANYL ALCOHOL
ISO NONANOL
ISOPAR-G,(-K,-L)(Tradename)
[]ISO PROPYL ALCOHOL
ISO PROPYL BENZENE
(=CUMENE)( )
JET FUEL (,)
KEROSENE (,)
LAURIC ACID
LARD(=HOG GREASE)
LIGNOSULPHONATE
Sol.=LIGNIN PITCH
[] LINSEED OIL
LUBRICATING OIL (,)
[] LUBRICATING OIL
ADDITIVES ()
[] METHYL ACETATE
()
[] METHYL ALCOHOL
G
A
See Special Cleaning Procedure

G
GG
A
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COM-CT / A/04
August 01, 2012

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Rev/Issue:00/01
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TANK CLEANING GUIDE
TO CARGO GROUP
FROM
METHYL ESTER (VEG.OIL)
[] METHYL ETHYL
KETONE
METHYL ISOBUTYL
KETONE
[] METHYL
METHACRYLATE ()
METHYL TERBUTYL ETHER
MOLASSES
MORPHOLINE ()
NAPHTHA (,)
2-NITRO PROPANE ()
NONENE ()
NONYL PHENOL ()
OCTENE
normal-OLEFINS (C10-C13)
()
OLEFIN mixtures (C5-C7)
()
PALM (CRUDE OIL)
PALM (REFINED GRADE
OIL)
PALM STEARINE
[] PALM FATTY ACID OIL
[] PALM SLUDGE OIL
[] PALM SPILIT STEARINE
normal-PARAFFIN ()
[] PARAFFIN WAX
(=SLACK WAX)( )
()PICOLINE(2-METHYL
PYRIDINE)()
[] PERCHLOROETHYLENE
()
[] PHENOL ()
CHEMICALS
C.P.P. & LUBE
OIL
FF
G,step 1-2H,
2-1H
G,step 1-2H,
2-1H
O
VEGETABLE
ANIMAL
(Including Oils
for Industrials)
F
G,step 1-2H,2-1H
SENSITIVE
CHEMICALS+
FFF
GG,step 1-2H
2-1H
GG,step 1-2H,
2-1H
OO
G,step 1-2H,
2-1H
FF
G
I
G
II
II
II
II
G,step 1-2H,
2-1H
F,omit step 3
G or II
II
II,step 5 metha
II
II
II
II
GG,step 1-2H,
2-1H
FFF
GG
GGG
GG,step 5 metha
GGG
GGG
GGG
GGG
II
II
GGG
FF
FF
F,omit step 3
F,omit step 3
FFF
FFF
FF
J
J
J
II
FF
F,omit step 3
J
J
J
II
FF
FFF
JJ
JJ
JJ
GGG
FFF
II
GGG
II, omit step 5
GG
FF,omit step 2,3
FFF,omit step
2,3
GGG
PEGASOL-R100 (,) II
G,step 1-2H,2-1H
II
Issued by: DMR
Approved by: COO
COM-CT / A/04
August 01, 2012

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Rev/Issue:00/01
Page 31 of 56
TANK CLEANING GUIDE

TO CARGO GROUP
FROM
POLY PROPYLENE GLYCOL
(=VORANOL)
PROPYLENE GLYCOL
(MONO-, DI-, TRI-)
PROPYLENE GLYCOL
METHYL ETHER ()
PROPYLENE TETRAMER
PY GAS (Pyrolysis Gasoline)
()
RAPE SEED OIL
RAPE SEED ACID OIL
SAFFLOWER OIL
SOYA BEAN OIL
SOYA WHEY WATER
[] STYRENE MONOMER
()
SULPHURIC ACID
SUNFLOWER OIL
[] TALL OIL
[] TALLOW
TOLUENE ()
TRANSFORMER OIL (,)
[] 1,1,1,TRICHLOROETHANE(1,1,2-)
()
[] TUNG OIL ()
UNDECYL ALCOHOL
(UNDECANOL)
[] UREA AMMONIUM
NITRATE SOLUTION ()
VARSOL 40 (Trade n.)
(Alkyl Benzene)()
[]VINYL ACETATE
MONOMER ()
WHITE OIL (,)
WHITE SPILIT ()
CHEMICALS
C.P.P.& LUBE
OIL
SENSITIVE
CHEMICALS
VEGETABLE
ANIMAL
(Including Oils
for Industrials)
FF
GG
GG
G
G
G
II
GG
GGG
EE
FF
MM
MM
FF
O
EE
F
M
M
F
O
EEE
FFF
MMM
MMM
FFF
OO
CCC, omit 5
MM
NNN, omit 7
LL
G
FF
G
CCC, omit 5
MM
NNN, omit 7
LL
G
FF
II, omit 5
CCC
MMM
NNN
LLL
GG
FFF
GG
MM
FF
M
FF
MMM
FFF
II
GGG
II
II
GGG
OO
FF
G
FF
II
FFF
GGG
FFF
Issued by: DMR
Approved by: COO
COM-CT / A/04
August 01, 2012

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Rev/Issue:00/01
Page 32 of 56
TANK CLEANING GUIDE

TO CARGO GROUP
CHEMICALS
C.P.P.& LUBE
OIL
FROM
XYLENE (ortho-,metha-,mixed) G
()
[] XYLENE (para-)() E
VEGETABLE
ANIMAL
(Including Oils
for Industrials)
G
SENSITIVE
CHEMICALS
EE
EEE
GG
Issued by: DMR
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PT. VEKTOR MARITIM
TANK CLEANING GUIDE
CLEANING
:
Refer to Manual O5 Section 6.6 and 6.24
B/W
Butterworthing
NOTE :
B/W pressure should be adjusted

depends on cargo to be cleaned and or
cleaning procedure.
Initial FW from tank must be flushed

out. Quality of water should be checked
before use.
Sea Water
NOTE :
DSTL.W
Rev/Issue:00/01
Page 33 of 56
Fresh Water
NOTE :
S/W
August 01, 2012
PROCEDURE LIST
DETENTION
F/W
COM-CT / A/04
Cleanness of S/W must be confirmed

before starting work, especially in port
or near shore .
Distilled Water
NOTE :
Quality of Distilled water must be

checked by analysis before spraying.
(Sea Water
= 5 30C)
(Fresh Water =1525C)
40 50C
/
Luke Warm :
30 35C
more than 65C generally, preferably temperature = 80C
means Butterworthing with detergent solution in slop tank or
empty cargo tank by means of recirculation system
basically.Occasionally, means Closed-Circulation
Butterworthing after filling water into the cargo tank after
completion of spraying detergent .
COLD
Ambient temperature generally
WARM
HOT
DETERGENT
:
:
:
RINSE
Rinsing with FW or SW to remove matter, or dirty something.
FLUSHING
make tank, cargo line, or vent line clean by running

water through hand hose or cleaning machines. Warm fresh
water is much preferable
DRAIN & DRY

WARM & HOT
:
:
Draining and Drying, tank, lines and pump

Cleaning water should be warm (40C) at the first step, and
raised up to hot gradually.
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 34 of 56
1.
2.
STRIPPING OF TANK, LINE AND PUMP.

GAS FREEING AND DRYING.
AA
1.
2.
3.
4.
BUTTERWORTHING WITH COLD FRESH WATER FOR 0HOUR OR

HAND WASHING AFTER GAS FREE.
LIVE STEAMING.
DRAINING OF TANK, LINE AND PUMP.
DRYING.
1.
2.
3.
4.
BUTTERWORTHING WITH COLD FRESH WATER FOR 1 HOUR.

LIVE STEAMING.
DRYING.
BB
1.
2.
3.
4.
BUTTERWORTHING WITH COLD FRESH WATER FOR 1 HOUR.

LIVE STEAMING.
METHANOL SPRAY.
REPEATED ITEM 3 & 4 DEPEND ON RESULT OF WALL WASH
TEST.
5.
6.
C
1.
2.
3.
4.
5.
CC
1.
2.
3.
4.
5.
6.
CCC 1.
2.
3.
4.
5.
BUTTERWORTHING WITH WARM FRESH WATER FOR 1 HOUR.

LIVE STEAMING.
IF REMAINED ODOUR, MAKE GOOD VENTILATION AND REPEAT
LIVE STEAMING.
DRYING.
BUTTERWORTHING WITH WARM FRESH WATER FOR 1 HOUR.
LIVE STEAMING.
METHANOL SPRAY.
TEST.
COLD F/W B/W 1 HOUR.
WARM S/W B/W 2 HOUR.
F/W WASH.
LIVE STEAMING.
METHA SPRAY.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
D.
1.
August 01, 2012

Rev/Issue:00/01
Page 35 of 56
4.
5.
6.
BUTTERWORTHING WITH LUKE WARM (2030C) FRESH WATER

FOR 1 HOUR.
BUTTERWORTHING WITH WARM SEA WATER FOR 2 HOURS.
BUTTERWORTHING WITH FRESH WATER FOR 0.5 HOURS OR HAND
WASHING.
LIVE STEAMING.
DRYING.
1.
2.
3.
4.
5.
6.
B/W L.W F/W 1 HOUR.

B/W WARM S.W 2 HOUR.
DETERGENT 1 HOUR.
RINSING 1 HOUR.
F/W WASH.
LIVE STEAMING.
2.
3.
DD
TANK CLEANING GUIDE
COM-CT / A/04
7.
8.
BUTTERWORTHING WITH L.W. FRESH WATER FOR 1 HOUR.

BUTTERWORTHING WITH WARM FRESH WATER FOR 0.5 HOURS
OR HAND WASHING.
LIVE STEAMING.
METHANOL SPRAY.
REPEATED ITEM 4 & 5 DEPEND ON RESULT OF WALLWASH
TEST.
E.
1.
2.
3.
4.
B/W LUKE WARM SEA WATER 1 HOUR.

B/W HOT SEA WATER 2 HOUR.
F/W WASHING.
LIVE STEAMING.
EE
1.
2.
3.
4.
5.
6.
B/W L.W SEA WATER 1 HOUR.

B/W HOT SEA WATER 2 HOURS.
DETERGENT B/W 2 HOURS.
RINSING 2 HOURS.
F/W WASHING.
TOLUENE STEAMING 2 HOURS.
EEE 1.
2.
3.
4.
5.
6.
7.
B/W L.W SEA WATER 1 HOUR.

B/W HOT S/W 2 HOURS.
DETERGENT 2 HOURS.
RINSING 2 HOURS.
F/W WASHING.
TOLUENE STEAMING 2 HOURS.
METHA SPRAY.
DDD 1.
2.
3.
4.
5.
6.
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
8.
9.
7 9.
F
1.
2.
3.
4.
5.
FF
1.
2.
3.
4.
5.
6.
7.
FFF
1.
2.
3.
4.
5.
6.
7.
8.
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 36 of 56
METHA STEAM.
METHA SPRAY.
REPEATED.
NUTTERWORTHING WITH HOT SEA WATER FOR 3 HOURS.
BUTTERWORTHING WITH WARM WATER FOR 0.5 HOURS OR HAND
WASHING.
LIVE STEAMING.
DRYING.
BUTTERWORTHING WITH HOT SEA WATER FOR 3 HOURS.
DETERGENT B/W WITH WARM SEA WATER 2 HOURS.
OR HAND WASHING.
TOLUENE STEAMING.
DRYING.
9.
10.

DETERGENT WARM S/W 2 HOURS.
RINSING WARM HOT 2 HOURS.
TOLUENE STEAMING .
F/W WASHING.
LIVE STEAMING.
METHANOL SPRAY.
TEST.
1.
2.
3.
4.
5.
BUTTERWORTHING WITH COLD SEA WATER FOR 1 HOUR.

F/W WASHING.
LIVE STEAMING.
GG
1.
2.
3.

OR HAND WASHING.
LIVE STEAMING.
METHANOL SPRAY.
TEST.
4.
5.
6.
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
7.
8.
GGG 1.
2.
3.
4.
5.
6.
7.
8.
9.
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 37 of 56

10.
11.

DETERGENT B/W WITH WARM S/W 2 HOURS.
RINSING WITH SEA WATER FOR 2 HOURS.
TOLUENE STEAMING (LEL: 3.7LITRES / 100M3).
F/W WASHING.
LIVE STEAMING.
METHANOL SPRAY.
TEST.
1.
2.
3.
4.
5.
6.
7.

RINSING WITH WARM SEA WATER FOR 2 HOURS.
TOLUENE STEAMING (LEL: 3.7 LITRES / 100M3).
F/W WASHING.
HH.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

F/W WASHING.
LIVE STEAMING.
METHANOL SPRAY.
TEST.
1.
2.
3.
4.
5.

FRESH WATER HAND WASHING.
DRYING.
II
1.
2.
BUTTERWORTHING WITH COLD SEA WATER FOR 1 HOURS.

BUTTERWORTHING WITH WARM TO HOT SEA WATER FOR 2
HOURS.
3.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
Rev/Issue:00/01
Page 38 of 56

F/W WASHING.
LIVE STEAMING.
1.
2.
3.
4.
5.
6.
LUKE WARM B/W 2 HOURS (PRESSURE, MORE THAN 8.5kg/cm3)

TOLUENE STEAMING (LEL: 3.7LITRES / 100M3)
BUTTERWORTHING WITH COLD FRESH WATER FOR 0.5 HOUR OR
HAND WASHING.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
August 01, 2012
4.
5.
6.
7.
8.
9.
7.
8.
JJ
TANK CLEANING GUIDE
COM-CT / A/04
1.
2.
3.
4.
5.
6.
7.
8.
LUKE WARM B/W 2 HOURS.

TOLUENE SPRAY.
HOURS.
OR HAND WASHING.
LIVE STEAMING.
METHANOL SPRAY.
TEST.
STEAMING FOR 2 3 HOURS (AS LONG AS POSSIBLE), SOON AFTER

COMPLETION OF DISCHARGE.
CHECK TANK/BELOW HEATING COIL/U BOLT OF HEATING COIL
SUPPORT/ETC. IF ANY RESIDUE OF CARGO
FILL WARM SEA WATER UP TO 20 30cm FROM BOTTOM.
( HEATING COIL TO BE COVERED ) ANY KEEP HEAT 1-2 DAYS TO
DISSOLVE RESIDUE.
DISCHARGE ABOVE WATER, THEN SEA WATER (OR FRESH
WATER) HAND WASH.
LIVE STEAMING.
DRAINING TANK, LINE AND PUMP.
DRYING.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
KK
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
L
1.
2.
3.
4.
5.
6.
LL
1.
2.
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 39 of 56
STEAMING FOR 2-3HOURS (AS LONG AS POSSIBLE),SOON AFTER

COMPLETION OF DISCHARGE.
CHECK TANK/BELOW HEATING COIL/U BOLT OF HEATING COIL
SUPPORT/ETC. IF ANY RESIDUE OF CARGO
FILL WARM SEA WATER UP TO 20 30 cm FROM BOTTOM.
(HEATING COIL TO BE COVERED) AND KEEP HEAT 1-2 DAYS TO
DISSOLVE RESIDUE .
DISCHARGE ABOVE WATER, THEN SEA WATER (OR FRESH
WATER) HAND WASH.
LIVE STEAMING.
PURE WATER SPRAY.
METHANOL SPRAY.
TEST.
BUTTERWORTHING WITH HOT (OVER 75C SEA WATER FOR 3 4
HOURS.
* CAUTION : NEVER START BW-MACHINES OPERATION
UNTIL TEMP.OF BW WATER SHOULD BE RAISED UP (HEATED UP)
ABT 60C.
CHARACTERISTICS OF TALLOW IS DIFFERENT FROM PALM,
COCO OIL.
* CAUTION : RECIRCULATION METHOD.
TO BE MADE DET. SOLUTION (NEUTRALIZED DET.50%: ALKALI
DET 50%) ABT 15 TONS IN SLOP TANK WHICH LOCATED TANK
CLEANING SUCTION.
RINSING WARM-HOT 2HOURS.
LIVE STEAMING FOR 2HOURS OR DEPEND ON TANK CAPACITY.
DRYING.
BUTTERWORTHING WITH HOT (OVER 75C) SEA WATER FOR 3-4
HOURS.
* CAUTION : NEVER START BW-MACHINES OPERATION UNTIL
TEMP. OF BW WATER SHOULD BE RAISED UP (HEATED UP) TO
ABT 60C.
COCO OIL.
TO BE MADE DET.SOLUTION (NEUTRALIZED DET 50% ALKALI
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
3.
4.
5.
6.
7.
8.
LLL 1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 40 of 56
CLEANING SUCTION.
RINSING WARM HOT 2 HOURS
TOLUENE STEAMING FOR 2 HOURS X 2 TIMES ( LEL 3.7
LITRES / 100M3 )
F/W WASHING.
STEAMING FOR 2 HOURS.
STRIPPING FOR TANK, LINE AND PUMP.
BUTTERWORTHING WITH HOT (OVER 75C) SEA WATER FOR 3-4
HOURS.
* CAUTION : NEVER START BW-MACHINES OPERATION UNTIL
TEMP.OF BW WATER SHOULD BE RAISED UP (HEATED UP) TO
ABT 60C.
COCO OIL.
TO BE MADE DET.SOLUTION (NEUTRAIZED DET 50%: ALKALI
CLEANING SUCTION.
RINSING WARM HOT 3 HOURS.
TOLUENE SPRAY.
HOURS.
OR HAND WASHING.
METHANOL SPRAY.
TEST.
CAUTION : DRY TYPE OIL (IODINE VALUE : 170 190)

THEREFORE, IMPORTANT POINTS OF CLEANING AS FOLLOWS:
NEVER DO CLEANING WITH HOT WATER AT THE FIRST STAGE.

KEEP WET CONDITION IN TANK, i.e. LUKE WARM WATER
BUTTERWORTHING SHOULD BE CARRIED OUT AS SOON AS
POSSIBLE.
UNLESS ZINC COATED TANK COMPOUNDED CAUSTIC SODA OR
VECOM B2 SHOULD BE USED.
BUTTERWORTH PRESSURE SHOULD BE KEPT AS HIGH AS
POSSIBLE .
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
1.
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 41 of 56
PRE WASH IN PORT

BUTTERWORTHING WITH COLD WATER SOON AFTER DISCHARGE FOR 1
HOUR.
SPRAY V-B2 (100%) IN THE TANK ESPECIALLY ON THE WALL OF

ULLAGE AREA, AND ALSO ON THE CEILING AFTER THAN
LEAVE AS IT IS FOR ABT 1 HOUR OR MORE.
BUTTERWORTHING WITH COLD WATER FOR 1 HOUR OR HAND

WASHING. (SET POSITION OF MACHINES : LOADED LEVEL, OR
3m FROM UPPER DECK)
& IS MORE EFFECTIVE AND RECOMMENDABLE, IF YOU
CAN.
in case of semi dry type cargo, not required this.
3.
4.
5.
6.
7.
8.
9.
10.

DETERGENT B/W WITH WARM (35C) FRESH WATER AND CAUSTIC SODA
2% SOLUTION OR V-B2 1% FOR 2 HOURS.
RINSING WITH WARM (40C) TO HOT (70C) SEA WATER 3 HOURS.
VENTILATING BY FAN SOON AFTER 7 FOR REMOVING ODOR.
DRAINING AND DRYING.
MM

THEREFORE, IMPORTANT POINTS OF CLEANING AS FOLLOWS :
1.

POSSIBLE.
UNLESS CINZ COATED TANK COMPOUNDED CAUSTIC SODA OR
POSSIBLE.
PRE WASH IN PORT

HOUR.
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
2.
3.
4.
5.
6.
7.
8.
9.
10.
SPRAY V-B2 (100%) IN THE TANK ESPECIALLY ON THE WALL

OF ULLAGE AREA, AND ALSO ON THE CEILING AFTER THAN
WASHING. (SET POSITION OF MACHINES : LOADED LEVEL, OR 3m
FROM UPPER DECK)
& IS MORE EFFECTIVE AND RECOMMENDABLE, IF YOU CAN.

THEREFORE, IMPORTANT POINTS OF CLEANING AS FOLLOWS:
OR.
Rev/Issue:00/01
Page 42 of 56

DETERGENT B/W WITH WARM (35C) FRESH WATER AND CAUSTIC SODA
2% SOLUTION OR V-B2 1% FOR 2 HOURS.
RINSING WITH WARM (40C) TO HOT (70C) SEA WATER 3 HOURS.
VENTILATION BY FAN SOON AFTER 7 FOR REMOVING ODOR.
DRAINING AND DRYING.
MMM *
1.
TANK CLEANING GUIDE
August 01, 2012

POSSIBLE.
UNLESS XINC COATED TANK COMPOUNDED CAUSTIC SODA OR
POSSIBLE .
PRE WASH IN PORT

HOUR.
SPRAY V-B2 (100%) IN THE TANK ESPECIALLY ON THE WALL OF

ULLAGE AREA, AND ALSO ON THE CEILING AFTER THAN
WASHING. (SET POSITION OF MACHINES : LOADED LEVEL, OR
3m FROM UPPER DECK)
& IS MORE EFFECTIVE AND RECOMMENDABLE, IF YOU
CAN.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 43 of 56

CLOSED RECIRCULATION WITH WARM (35C) FRESH WATER AND
CAUSTIC SODA 2% SOLUTION OR V-B2 1% FOR 2 HOURS.
BUTTERWORTH WITH WARM (40C) TO HOT (70C) SEA WATER 3 HOURS.
TOLUENE SPRAY. (LEL : 3.7LITRES / 100M3 )
BUTTERWORTHING WITH WARM TO HOT SEA WATER FOR 2 HOURS.
BUTTERWORTHING WITH WARM FRESH WATER FOR 0.5 HOURS OR
HAND WASHING.
LIVE STEAMING FOR 2 HOURS OR DEPEND ON TANK CAPACITY.
METHANOL SPRAY, AND STEAMING.
REPEATED ITEM 10 DEPEND ON RESULT OF WALL WASH TEST.
AT BERTH :
SPRAY KEROSENE (400-6001) x 2 TIMES, CARRYING
OUT CIRCULATION OF IT IN SUCTION LINE AND FILLING LINE, AND
LEAVE IT SEVERAL HOURS AS LONG AS POSSIBLE IN TANK.
AFTER SAILING :
1.
GATHERING THE KEROSENE IN DRUMS.
2.
LUKE WARM (25C) TO WARM (NOT OVER THAN 40C) SW BW,4
HOURS.
*
CAUTION : B/W PRESSURE SHOULD BE KEPT MORE THAN
9kg/cm3 ( AS POSSIBLE MACHINE SET POSITION : 4-5 STEPS.)
3.
SPRAY B:1430 (100%), (OR NEYTRALIZED DET.) CARRYING OUT
CIRCULATION OF IT IN SUCTION LINE AND FILLING LINE, AND
LEAVE IT FOR MINIMUM 1 HOUR.
*
CAUTION : DONT CARRY OUT DETERGENT SPRAY WHEN
HOT B.W. OR TANK STEAMING IS CARRYING OUT IN
ADJACENT TANK, AND/OR HIGH TEMP CARGO
(e.g.LUB.ADD., SLUDGE OIL, PALM STEARIN) IS IN
ADJACENT TANK ESPECIALLY ON THE WALL OF
TRANSVERE BULKHEAD IN CENTER TANK.
4.
PUT WARM (50 55C) SW (ABOUT 15 TONS) INTO TANK WHICH
SPRAYED B-1430, AND DETERGENT B/W BY CLOSED
RECIRCULATION SYSTEM THROUGH THE MOLLASSES FLANGE,
SOLUTION TO BE GATHERED VIA BOTH MANIFOLD.
*
MACHINE SET POSITION : 4-5 STEPS, 4HOURS.
5.
RINSING.
a)
WARM (40C) TO HOT (70-75C) SW BW 3 HOURS WITH
MAXIMUM PRESS.
b)
CHECK THE TANK & CARRY OUT WIPING TANK WALL
AND OTHERS PARTIALLY WITH THINNER OR TOLUENE OR
KEROSENE IF YOU FIND OUT RESIDUE, ETC.
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 44 of 56
c)
WARM FW BW, HOURS OR HAND WASHING.
6.
LIVE STEAMING FOR 2 HOURS.
7.
8.
DRYING.
next cargo are even through VEGETABLE OIL, please carry out cleaning carefully.
NN
AT BERTH : SPRAY KEROSENE (400-6001) x 2 TIMES, CARRYING OUT

CIRCULATION OF IT IN SUCTION LINE AND FILLING LINE, AND LEAVE IT
SEVERAL HOURS AS LONG AS POSSIBLE IN TANK.
AFTER SAILING :
1.
GATHERING THE KEROSENE IN DRUMS.
2.
LUKE WARM (25C) TO WARM (NOT OVER THAN 40C) SW BW, 4
HOURS.
CAUTION : B/W PRESSURE SHOULD BE KEPT MORE THAN

9kg/cm3 (AS POSSIBLE MACHINE SET POSITION : 4 5 STEPS)
3.
4.
5.
6.
7.
8.
9.
NNN 1.
2.
3.
4.
SPRAY B: 1430 (100%), (OR NEWTRALIZED DET.) CARRYING OUT

CIRCULATION OF IT IN SUCTION LINE AND FILLING LINE, AND
LEAVE IT FOR MINIMUM 1 HOUR.
*
CAUTION : DONT CARRY OUT DETERGENT SPRAY WHEN
HOT B.W. OR TANK STEAMING IS CARRYING OUT IN
ADJACENT TANK, AND/OR HIGH TEMP CARGO (e.g. : LUB
ADD., SLUDGE OIL, PALM STEARIN) IS IN ADJACENT TANK
ESPECIALLY ON THE WALL OF TRANSVERE BULKHEAD IN
CENTER TANK.
PUT WARM (50-55C) SW (ABOUT 15 TONS) INTO TANK WHICH
SPRAYED B-1430, AND DETERGENT B/W BY CLOSEDCIRCULATION SYSTEM THROUGH THE MOLLASSES FLANGE.
*
MACHINE SET POSITION : 4-5 STEPS, 4 HOURS.
RINSING.
a)
WARM (40C) TO HOT (70 - 75C) SW BW 3 HOURS WITH
MAXIMUM PRESS.
b)
CHECK THE TANK & CARRY OUT WIPING TANK WALL AND
OTHERS PARTIALLY WITH THINNER OR TOLUENE OR
KEROSENE IF YOU FIND OUT RESIDUE, ETC.
TOLUENE STEAMING (LEL : 3.7 LITRES / 100m3) FOR 2 HOURS.
(DUE TO REMOVING DOOR)
OR HAND WASHING.
KEROSENE SPRAY.
LUKE WARM B/W 4 HOURS.
ALKALI DETERGENT B/W 2.5HOURS.
RINSING, WARM-HOT 3 HOURS.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
5.
6.
7.
O
August 01, 2012

Rev/Issue:00/01
Page 45 of 56
TOLUENE STEAMING 2 HOURS ( OR 2 TIMES )

WARM F/W B/W
METHA SPRAY AND STEAMING, CAN BE REPEATED.
IN PORT
1.
FLUSHING CARGO LINE AND VENT LINE WITH COLD WATER.
*
CAUTION : CARGO LINE SHOULD BE FLUSHING INTO THE
TANK FROM BOTH SIDE MANIFOLD.
2.
BUTTERWORTHING W/COLD WATER60 MINUTES : 3 M (30 min)
6 M (30min) ..WING TANK
*
CAUTION : BW PRESS. SHOULD BE KEPT ABOUT 5kg/cm3
(only to epoxyres in coating) for avoiding coating damage. (SET
POSITION OF MACHINES : LOADED LEVEL, OR 3m FROM
UPPER DECK) AFTER SAILING.
3.
4.
5.
6.
7.
8.
9.
10.
11.
OO
TANK CLEANING GUIDE
COM-CT / A/04
BW W/COLD SEA WATERABT 6 HOURS (MACHINE PSN : 5

STEPS,WING TANK)
*
CAUTION :
a. BW PRESS.SHOULD BE KEPT ABOUT 6kg/cm3,
NOT EXCEED.
b. SLOP WATER CLEANED IN PORT SHOULD BE DISCHARGED
A FEW MINUTES AFTER STARTING BW.
c. VENT LINE SHOULD BE CLEANED OCCASIONALLY DURING
BW.
RINSING 2 HOURS.
LUKE WARM F/W WASHING.
LIVE STEAMING FOR 2 HOURS.
*
CAUTION : TEMP.NOT EXCEED 65C IN TANK.
VENTILATION WITH FAN.
*
CAUTION : THIS VENTILATION PROCEDURE MUST BE
STARTED IMMEDIATELY AFTER 5.
REPEAT ITEM 5 & 6
IN PORT
1.
2.
FLUSHING CARGO LINE WITH COLD WATER.

* CAUTION : CARGO LINE SHOULD BE FLUSHING INTO THE
TANKFROM BOTH SIDE MANIFOLD.
BUTTERWORTHING W/COLD WATER60 MINUTES : 3 M (30 min)
6 M (30min)..WING TANK
* CAUTION : BW PRESS.SHOULD BE KEPT ABOUT 5kg/cm3, NOT
EXCEED. (SET POSITION OF MACHINES : LOADED LEVEL, OR 3m
FROM UPPER DECK) AFTER SAILING.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 46 of 56
3.
BW W/COLD WATER.ABT 6 HOURS ( MACHINE PSN : 5

STEPS,..WING TANK).
* CAUTION :
a. BW PRESS, SHOULD BE KEPT ABOUT 6kg/cm3, NOT EXCEED.
b. SLOP WATER CLEANED IN PORT SHOULD BE DISCHARGED
A FEW MINUTES AFTER STARTING BW.
c. VENT LINE SHOULD BE CLEANED OCCASIONALLY DURING
BW.
4. DETERGENT B/W 2 HOURS.
5. RINSING WARM HOT 2 HOURS
6. F/W WASHING
7. LIVE STEAMING FOR 2 HOURS.
8. VENTILATING WITH FAN.
* CAUTION : THIS VENTILATING PROCEDURE MUST BE STARTED
IMMEDIATELY AFTER 5.
9. REPEAT ITE, [5 & 6].
10. METHANOL SPRAY AND STEAMING.
11. REPEAT ITEM 8 DEPEND ON RESULT OF WALL WASH TEST.
12.
13.
P
CAUTION
AFTER DISCHARGED :
1. CARGO LINES DRAIN INTO CARGO TANK AS MUCH AS POSSIBLE.
2. COFFERDAM OF CARGO PUMP SHOULD BE CARRY OUT PURGE
COMPLETELY.
DURING THE TANK CLEANING :
1. CLEANING SLOP WATER SHOULD BE DISCHARGING TO LEESIDE,
MORE THAN 15 MIN AT THE FIRST STAGE.
2. CREW SHOULD BE WEARING NECESSARY PROTECTIVE EQUIPMENT.
3. CLEANING SLOP DISCHARGING HOSE TO KEPT 1.5m FROM THE SHIPS
SHELL PLATE AND 30cm UNDER WATER.
4. DRAIN COCK SHOULD BE KEPT CLOSE UNTIL 30 MIN.FROM
STARTED TANK CLEANING.
AFTER TANK CLEANING :
COFFERDAM OF CARGO PUMP SHOULD BE CARRY OUT PURGE
COMPLETELY.
1.
*
2.
BUTTERWORTHING WITH ABUNDANT COLD FRESH WATER FOR

1 HOUR.
CHECK THE PH VALVE OF THE SLOP WATER WASHING IN THE
DRAIN LINES TO BE CONTINUED UNTIL A VALUE AT LEAST 7 IS
REACHED, ALSO CHECK WHERE DEEP WELL AND SHADOW
AREAS BY LITMUS PAPER.
HAND WASHING WITH FRESH WATER ON THE SHADOW AREAS.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
3.
4.
5.
6.
PP
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 47 of 56
LINE CIRCULATION FOR 10 MIN.

LIVE STEAMING.
CAUTION
AFTER DISCHARGED :
1.
CARGO LINES DRAIN INTO CARGO TANK AS MUCH AS POSSIBLE.
2.
COFFERDAM OF CARGO PUMP SHOULD BE CARRY OUT PURGE
COMPLETELY.
DURING THE TANK CLEANING :
1.
CLEANING SLOP WATER SHOULD BE DISCHARGING TO LEE-SIDE,
MORE THAN 15 MIN. AT THE FIRST STAGE.
2.
CREW SHOULD BE WEARING NECESSARY PROTECTIVE
EQUIPMENTS.
3.
CLEANING SLOP DISCHARGING HOSE TO KEPT 1.5m FROM THE
SHIPS SHELL PLATE AND 30cm UNDER WATER.
4.
DRAIN COOK SHOULD BE KEPT CLOSE UNTIL 30MIN FROM
STARTED TANK CLEANING.
AFTER TANK CLEANED :
CODDERDAM OF CARGO PUMP SHOULD BE CARRY OUT PURGE
COMPLETELY.
1.
2.
3.
4.
5.
6.
7.
8.
BUTTERWORTHING WITH ABUNDANT COLD FRESH WATER FOR 1

HOUR.
CHECK THE PH VALVE OF THE SLOP WATER WASHING IN

THE DRAIN LINES TO BE CONTINUED UNTIL A VALUE AT
LEAST 7 IS REACHED, ALSO CHECK WHERE DEEP WELL
AND SHADOW AREAS BY LITMUS PAPER.
HAND WASHING WITH FRESH WATER ON THE SHADOW AREAS.
LIVE CIRCULATION FOR 10MIN.
LIVE STEAMING.
METHANOL SPRAY.
TEST.
DRY.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 48 of 56
NOTE
1.
NO
2
11
21
22
54
73
98
100
106
120
121
122
124
127
138
141
142
146
148
150
154
PRODUCT LIST FOR PRECAUTION / SPECIAL CLEAN (O)

NAME OF PRODUCT
ACETONE
BENZENE
CAUSTIC POTASH SOLUTION
CAUSTIC SODA SOLUTION
DRILLING FLUID
FISH OIL
LINSEED OIL
LUBRICATING OIL ADDATIVE
METHYL METHA CLYLATE (MMA)
PALM FATTY ACID OIL
PALM SLUDGE OIL
PALM SPLIT STERAIN
PARAFFIN WAX (=SLACK WAX)
PHENOL
STYRENE MONOMER
TALL OIL
TALLOW
TUNG OIL
UREA AMMONIUM MITRATE SOLUTION
VINYL ACETATE MONOMER
PARA-XYLENE
CORRESPONDED PAGE
PRE-STEAMING,PRE-B/WORTH
(NOTE) If Kerosene, PPT, N-Paraffin used as solvent, please gather them into empty drum
after complete solvent treatment to avoid any pollution.
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
TANK CLEANING GUIDE
2.
SPECIAL CLEANING PROCEDURE
2.ACETONE -
August 01, 2012

Rev/Issue:00/01
Page 49 of 56
(PRECAUTION)
ACETONE is very strong penetive cargo for synthetic resin coating. So good fanning
Due to curing coating film is required after discharging.
-
11.BENZENE
(PRECAUTION)
1.
Freezing point 5.3 5.5C
2.
At North Sea under winter season, precleaning as 1st step to be carried out by
luke warm sea water.
3.
Others, as per cleaning procedure list.
-
21.CAUSTIC POTASH SOLUTION
(PRECAUTION)
1.
Crystallized point 9C
(TANK CLEANING)
1.
See No.22
-
22.CAUSTIC SODA SOLUTION (PRECAUTION)

1.
Crystallized point 12 15C
2.
Freezing point 5 8C
3.
Heating during voy.: No need heating unless cargo temp less than 15C
preferable temp to be kept 20C.
Disch temp.: between 25C 40C.
(TANK CLEANING)
1.
Must be carry out cold or luke warm F/W as 1st step.
2.
Others, as per cleaning procedure.
54.DRILLING FLUID
(PRECAUTION)
1.
MARPOL ANNEX 1, applied
(TANK CLEANING)
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Approved by: COO

PT. VEKTOR MARITIM
1.
2.
3.
4.
5.
6.
7.
8.
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TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 50 of 56
If lot of residues remained KEROSENE B/W required and to be discharge the

pre-wash slop to barge or shore facility .
Warm Hot S/W B/W
3h
Detergent B/W
2h
Rinse (Warm Hot)
2h
TOLUENE Steaming
2h
F/W hand washing if next cargo is sensitive chemicals
METHANOL spray and steaming
If condition is not satisfied, above and can be repeated.
73.FISH OIL ( PRECAUTION)

1.
FISH OIL is dry type cargo.
2.
At berth, line flushing and cold S/W B/W 1.52 hours in port (temp less than
30C)
3.
Spray of 100 percent of B-2 and keep remain at least 0.5 hour.
4.
Caustic Soda 2% solution B/W by recirculation 2.53 hours.
Detergent solution should be diluted at slop tank.
If not available, solution can be made tank itself. But solution

gathering should be carried out via both manifold.
5.
Rinsing cold S/W B/W 1 hour and warm and hot 2 hours.
6.
F/W washing.
7.
TOLUENE steaming until vanished smell.
8.
Good fanning immediately complete TOLUENE steaming.
9.
F/W hand washing for sensitive cargo loading.
10.
METHANOL spray and steaming.
11.
METHANOL B/W or hand washing as condition.
98. LINSEED OIL
(PRECAUTION)
1.
LINSEED OIL is dry type cargo (IODINE VALUE : 170 190)
2.
At berth, line flushing and cold S/W B/W 1.5 2 hours required as soon as
possible, after get dry certificate from surveyor.
3.
Slop water should be remained at tank itself, so B/W has to be started bottom
side as 1st step.
4.
B/W machine to be set at cargo ullage level and 3mtrs from bottom.
5.
B/W pressure should be kept as high possible.
6.
Slop to be discharge at permitted area as regulation.
(TANK CLEANING)
1.
Pre cleaning cold S/W B/W 1 hour in port (temp less than 30C)
2.
Cold S/W B/W 2 hours.
3.
Warm and hot S/W B/W 2 hours.
4.
Detergent B/W 2% SOL, of CAUSTIC (or B-2 1%) 2hours.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM
5.
6.
7.
8.
9.
10.
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TANK CLEANING GUIDE
COM-CT / A/04
August 01, 2012
Rev/Issue:00/01
Page 51 of 56
Rinsing warm and hot S/W 3 hours.

F/W washing for next cargo vege/animal cargo, by this step.
TOLUENE steaming 2 hours and good ventilation for next cargo normal
chemicals by this step.
F/W washing
METHA spray and steaming
METHA B/W or hand washing as condition.
100.LUBRICATING OIL ADDATIVE
(PRECAUTION)
1.
BASE OIL circulation, and pump back to shore: its depend on products.
2.
Product applied ANNEX 1 : its depend on products, if required must be
carried out as per MARPOL, standards for PNA for discharge of noxious
liquid substances.
(BASIC TANK CLEANING)
A. in case of mandatory pre wash
1.
KEROSENE B/W (or PPT, n-Paraffin)
2.
Warm S/W B/W about 40 60 min, deslopping to facility
3.
Others, see below item B
B. in case of not required mandatory pre-wash
1. KEROSENE or PPT, N-PARAFFIN self circulation B/W via both manifold (must
be both manifold, if possible)
2. Warm sea water B/W 2 hours.
3. Hot sea water B/W 3 hours.
4. If remained any residues, repeat 1. And 2.
5. Detergent B/W (pk 818) 2 hours.
6. Rinsing warm-hot S/W 2 hours.
7. If remained, cargo stain on wall or heating coil, phosphoric acid (about 3%)
circulation B/W 1 hour (mainly, sus tank)
8. Rinsing warm S/W 1 hour.
9. TOLUENE steaming 3 hours.
10. F/W B/W or enough F/W H/W in case of sensitive chemicals as next cargo.
11. METHAOL spray and steaming can be repeated.
-
106.METHYL METHA CLYLATE (MMA)

see 138 STYRENE MONOMER
120 PALM FATTY ACID OIL
121.PALM SLUDGE OIL (PRECAUTION)

1.
Warm S/W B/ W 2 3 hours
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COM-CT / A/04

PT. VEKTOR MARITIM
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
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TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 52 of 56
KEROSENE (or, PPT, n-Paraffin) B/W via both manifold 3 hours.

Rinsing warm S/W 1.5 hours,hot S/W 1.5 hours.
If remained lots of any residues , repeat above 2 and 3.
Detergent B/W 2 hours.
Rinsing warm-hot 2 hours.
TOLUENE steaming 3 hours (in case of next cargo vege/animal can be
omitted)
If remained lot of cargo stains, PHOSPHORIC ACID B/W (about 3%) 1.5
hours (mainly sus tank)
Rinsing warm hot S/W 1.5 hours.
F/W B/W or ample F/W H/W in case of sensitive chemicals as next cargo.
METHANOL spray and steaming can be repeated.
Condition not satisfied, repeat above 7 and 11.
122.PALM SPLIT STEARIN
(PRECAUTION)
1.
Loading discharging via overtop loading and pump stack (MOLASSES
flange) is recommended.
(TANK CLEANING)
1.
Warm S/W B/W 2 hours.
2.
Hot S/W B/W 3 hours.
3.
If remained lots of residue, KEROSENE (or PPT, n-PARAFFIN) B/W 1.5
hours.
4.
Rinsing warm hot 1.5 hours.
5.
Detergent B/W 1.5 hours.
6.
Rinsing 1.5 hours.
7.
TOLUENE steaming 2 3 hours (in case of next cargo vege/animal oil, can
be omitted)
8.
If remained cargo stains PHOSPHORIC ACID (about 3%) B/W 1 hour
(mainly sus tank)
9.
Rinsing warm hot 1.5 hours.
10.
F/W B/W or ample F/W H/W in case of sensitive chemicals as next cargo.
11.
METHANOL spray and steaming.
12.
Above 7 and 11 repeat.
-
124.PARAFFIN WAX (SLACK WAX)
(TANK CLEANING)
1.
Tank and line steaming 3 hour as soon as possible circumstances permitted.
2.
Hot S/W B/W 4 hours with steam on heating coils.
3.
Detergent B/W (with CHLORONATE solvent) 2 hours (per
CHLOROEHTYLENE : pce, or TRICHLOROETHYLENE)
4.
Rinsing warm hot S/W 2 hours.
5.
TOLUENE steaming 2 hours.
6.
Hot F/W B/W or warm F/W H/W in case of next cargo sensitive chemical.
Issued by: DMR
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COM-CT / A/04

PT. VEKTOR MARITIM
7.
-
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 53 of 56
127.PHENOL
(PRECAUTION)
1.
Steaming to be carried out as soon as possible after discharging 2 hours.
Also do not forget to steaming following :
Drain Lines ( manifold)
Drain Lines of cargo line
Filling line
E.S.S.line
Air blowing line at pump stack
Vent line, (Breather valve should be checked and drains out)
Other all pocket part

2.
Freezing point is 41C
3.
All working for PHENOL tank and lines to be carried out under surely
equipped man protection wear.
(TANK CLEANING)
1.
Tank and line steaming as above Precaution 1 2 hours
2.
Hot S/W B/W 3 hours.
3.
TOLUENE steaming 3 hours.
4.
Good gas free and F/W washing in case of sensitive chemicals as next cargo
5.
-
138.STYRENE MONOMER
(PRECAUTION)
1.
SM is very easy to polymerizing with heat
2.
As soon as the cargo has been discharged cold S/W flushing for cargo line
from both manifold and vent line from top should be carried out.
3.
Also for tank, cold S/W B/W of 2mtrs step from upper deck should be done
with 5kg/cm3 of pressure for 0.5 1 hour.
4.
Do not shift slop water to other tank, leave it at tank itself.
5.
During voyage if it showing hot air temp. or sunshine apply sprinkler with G.S
pump and vent pipe has to be lagged with wet cotton rags.
(TANK CLEANING)
A. in case of different grade as next cargo
1.
Cargo Line, and vent pipe flushing with cold S/W at berth.
2.
Pre-cleaning 3mtrs step from upper deck for 0.5 1 hour at berth.
3.
After sailing, cold S/W B/W 6 hours min, with pressure 5 6kg/cm3
Vent line should be cleaned occasionally during B/W

4.
Detergent B/W 2 hours with cold S/W.
5.
Rinsing cold warm S/W 2 hours.
6.
Line steaming 3 hours (But can be repeated until ordour varnished)
Issued by: DMR
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COM-CT / A/04

PT. VEKTOR MARITIM
7.
8.
9.
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 54 of 56
Good ventilation is required as early as possible in case of next cargo is

sensitive cargo.
METHANOL spray and line circulation.
B. In case of same grade

1.
Cargo line, and vent pipe flushing with cold S/W at berth.
2.
Pre-cleaning 3 mtrs step from upper deck for 0.5 1 hour at berth.
3.
After sailing, cold S/W B/W 6 hours min, with pressure 56kg/cm3
Ventiline should be cleaned occasionally during B/W

4.
Line steaming 3 hours (or can be repeated until ordour varnished)
5.
Good ventilation is required as early as possible in case next cargo is sensitive
cargo.
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
141.TALL OIL
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 55 of 56
(PRECAUTION)
1.
TALL OIL is category B substance.
2.
For your reference, TALL OIL was grade down from category A to B. When
mandatory pre-wash applied, shore supply about 20mt of TALL OIL FATTY
ACID (TOFA) had been supplied for close circulation B/W, nowadays, it is
not required.
(TANK CLEANING)
See LUB OIL ADDATIVE cleaning B
But as detergent, neutrized base (PK818) is better than ALKALI base (PK842).
-
142.TALLOW
(PRECAUTION)
1.
TALLOW is different with palm oil, so B/W should be started with more than
60C of water temp.
2.
As detergent for TALLOW, mixed solution with neutralized det 50% and
ALKALI det 50% is much better than pure neutralized or ALKALI det.
(TANK CLEANING)
1.
Hot S/W B/W 3 4 hours.
2.
Detergent B/W with warm (45 50C) 2 2.5 hours.
3.
Rinsing with warm and hot 3 hours.
4.
Warm F/W washing for loading veg and animal
5.
TOLUENE steaming 2 hour x 2 times.
6.
Warm F/W washing for load chemicals and cpp
7.
METHANOL spray and steaming and can be repeated for sensitive chemicals.
-
146.TUNG OIL
(PRECAUTION)
1.
TUNG OIL is dry type oil (Iodine valve 166) and sticky cargo for industrial
Use.
2.
At berth, line flushing and pre-B/W of tank is required as usual dry type cargo.
3.
Also, B-2 spray, especially ullage level is required, and keep it until sailing.
(TANK CLEANING)
1.
Line flushing and luke warm B/W 1 hour at berth.
2.
B-2 spray, whole wall of tank, especially ullage level at berth if circumstance
permitted.
3.
Luke warm (20 - 30C) B/W 2 hours, warm S/W B/W (50 55C) 1 hour.
At this step pressure to be kept as high as possible (about 9kg/cm2)
4.
Detergent B/W 2 2.5 hours, with circulation system temp. First half 4045,
Issued by: DMR
Approved by: COO
COM-CT / A/04

PT. VEKTOR MARITIM
5.
6.
7.
8.
9.
TANK CLEANING GUIDE
August 01, 2012

Rev/Issue:00/01
Page 56 of 56
last half time 6075C. Detergent, B2 (11.5pct) Caustic Soda sol (23 pct)
(Note : B4, pk818, pk842, pk100 are not so effective.)
Rinsing, warm and hot 3 hours.
F/W washing for next cargo is Veg, animal oil
TOLUENE steaming 2 hours and immediate fanning to remove strong odour,
and can be repeated.
F/W washing for next cargo chemicals and cpp.
METHANOL spray and steaming, can be repeated to load sensitive chemicals
as next cargoes.
148.UREA AMMONIUM NITRATE SOLUTION
(PRECAUTION)
1.
Solubility in water of UAN is complete.
2.
Solvent for UAN is alcohol only
(TANK CLEANING)
1.
Cold S/W B/W 2 hours.
2.
Hot S/W B/W 2 hours and good fanning.
3.
F/W washing to load veg/animal oil
4.
METHANOL steaming to load chemicals.
5.
METHAOL spray and steaming can be repeated for loading sensitive
chemicals.
-
150.VINYL ACETATE MONOMER

see 138.
2.
STYRENE MONOMER
154.PARA-XYLENE
see 11.
BENZENE
PENETRATING CARGO ()
For avoiding coating damage, the cargo tank should be carried out tank curing
work with ventilating for over 24 hours as soon as the cargo has been discharged,
and then after confirmed that the hardness of tank coating has been recovered
satisfactory, and start tank cleaning according to cleaning chart.
Issued by: DMR
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COM-CT / A/05
August 01, 2012
Rev/Issue:00/01
Page 1 of 9

PT. VEKTOR MARITIM
A/05:
CORROSION IN CHEMICAL TANKER AND CARE OF

STAINLESS STEEL TANKS

CORROSION IN CHEMICAL TANKER

Corrosion taking place in chemical tankers is of the electrochemical type. The majority of
chemicals carried by sea can be transported in mild steel tanks. Cargoes, which are corrosive
to mild steel, require special materials for cargo system. Coatings applied to the tank surface
may reduce some of the problem, but the fact should be taken into account that chemical
affection of mild steel cannot be prevented entirely; all coatings are permeable to a certain
extent. Thus, cargoes that are aggressive to mild steel should be carried in stainless steel
tanks.
The stainless steels used in chemical tankers are of the austenitic type, which is a particular
form of the crystalline structure of the metal. The iron is alloyed in such a way that the
critical transformation temperature is lowered below room temperature.
As a result, the iron will remain in its austenitic form ( - iron) rather than transforming to
ferrite ( iron) as it cools to room temperature. This type has a wide range of compatibility
with chemicals. Stainless steel is also recommended to ensure quality of high purity
products. Stainless steel is high alloy steel with chromium, nickel and molybdenum as major
alloying elements. Stainless steel acquires its quality of resistance to corrosion after
treatment with an oxidizing material, which forms an oxide layer on the surface of the metal.
This process, which involves aqueous nitric acid solutions, is called passivation; chromium is
oxidized and forms a thin layer of chromium oxide. This implies that the resistance to
corrosion is much better in oxidizing than under reducing circumstances. After this initial
treatment, this layer is maintained by exposure to atmosphere and to aqueous solution.
In order to distinguish the various grades of stainless steel, the US system of classification
according to composition is internationally used.
AISI
Type
Cr
Ni
Mo
Ti
304
18-20
8-10.5
--
0.08
--
304L
18-20
8-12
--
0.03
--
308
19-21
10-12
--
0.08
--
316
16-18
10-14
2-3
0.08
--
316 L
16-18
10-14
2-3
0.03
--
317
18-20
11-15
3-4
0.08
--
317L
18-20
11-15
3-4
0.03
--
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PT. VEKTOR MARITIM

321
17-19
9-12
--
0.08
August 01, 2012

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Page 2 of 9
0-4
Addition of molybdenum improves the resistance to pitting. Stainless steel without

molybdenum (304, 321 and 304L) can only be used in combination with mildly corrosive
cargoes of which odour or taste have to be preserved, and which require a high standard of
cleanliness.
Type 316L is the most suitable and widely used stainless steel, being compatible with a wide
range of products. Type 317L has a higher molybdenum content, which makes it suitable for
use in high chloride environment.
Although stainless steel is frequently referred to as being resistant to corrosion, this is not
exactly true. As already explained, it acquired its resistance to corrosion after a passive film
has been formed on the material, which isolates the material underneath. It retains its
reaction by exposure to oxygen. Where access to oxygen is hindered, the passive film may
breakdown and expose the metal, which is anodic to surrounding material, to corrosion.
The presence of chloride-ions in the solution, as from seawater, can induce serious pitting.
TYPES OF CORROSION
General Corrosion
This is the most common form of attack and occurs when the passive film breaks down due
to attack of an electrolyte (which may be a chemical cargo). The corrosion is uniform over
the whole surface of the exposed steel. General corrosion is considered the least harmful type
of corrosion, as the effect on the final thickness of the material is marginal and mostly
predictable.
Pitting
If the passive film breaks down in a particular place, this part of the steel is exposed. Since
the areas involved are usually small, compared to the whole tank area, pitting may cause
considerable damage, eventually resulting in perforation of a tank. Stainless steel cladding is
particularly vulnerable to pitting, as the thickness of the material is usually 3mm.
Crevice corrosion
This type of corrosion appears in narrow crevices which may be formed under deposits,
under bolted connections etc. A galvanic cell is built between the bulk solution and the
solution in the crevice. The effect is breakdown of the passive film, resulting in corrosion.
Stress corrosion
This type of corrosion takes place where stresses are present in the steel, in certain corrosive
media, such as seawater and at elevated temperature. This may happen when heating coils of
a tank carrying seawater have accidentally been left on, or when carrying heated cargoes
containing chlorides such as crude phosphoric acid.
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COM-CT / A/05
August 01, 2012
Rev/Issue:00/01
Page 3 of 9
The major parts of the steel surface remain intact, but fine, hardly visible cracks penetrate the
materials. The first step in this corrosion process is similar to pitting; chloride-ions penetrate,
destroy the passive film and form micro anodes. Where stresses are present in the steel, these
micro anodes will be concentrated, resulting in the formation of primary cracks.
Passivation of stainless steel tanks
One of the advantages of stainless as a construction material for chemical tankers is their
ability to form and restore a protective oxide layer.
This ability, known as passivation, is due to the presence of Chromium in the steel. When the
Chromium content is above 12%, the steel spontaneously forms a dense, adhering oxide film
in all oxidizing media, e.g. in air, water and water solution.
If however, the surface is dirty, contaminated with iron or has welding oxide residues or
welding slogs, the formation of the protective film is impeded with increased risk of
corrosion.
If the oxide film is damaged by chemical or mechanical action under such circumstances that
it cannot be restored, corrosion can occur locally on these damaged areas, while the
surrounding metal remains intact. In reducing acid solution the steel may not be able to form
a protective oxide film. The steel is then at an active stage and will be dissolved
continuously.
When only small parts of the tank are dissolved apply Vecom L-600 or Pikasol by paint
brush, then wait for 3-4hrs. Thereafter rinse the area with copious amounts of Fresh Water.
Check the pH of the discharge and if not neutral (pH7), continue rinsing with FW, until a pH
value of 7 is obtained.
Passivation Solution:
1. Nitric Acid 68%
2. Hydro Fluoric Acid 55%
Hydrofluoric acid attacks the stainless steel and hence it should be used only when
discolouration (Black with Scales) is observed in cargo tanks and heating coils are black in
colour with rust/pitting, if brown or green disclouration is observed, passivation with Nitric
Acid should suffice.
Composition: Do not exceed a maximum of Hydrofluoric Acid 5% and Nitric Acid 20%.
Following examples of Passivation procedures depending upon the cubic capacity of the tank:
Case 1: Tank Cubic Capacity: 350 to 500 M .
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F/Water
Nitric Acid
Hydrofluoric
Acid
Total

COM-CT / A/05
August 01, 2012
Rev/Issue:00/01
Page 4 of 9
Percentage
Contents (L)
68 %
55 %
800
235
73
Individual Compositions
Water (Liters)
Acid Vol (Liters)
800
(235-160) = 75 L 235 x 68/100= 160 L
(73 40 ) = 33 L 73 x 55/100 = 40 L
1108
908
200 L
The above solution to be prepared in the tank and thereafter Butterworth the tank using the
special stainless steel B/W hoses provided for this purpose.
1. The stages of B/W machines to be 1M / 2M and 3M, washing to be carried out at each
stage for 1 hour. (Cleaning of B/W hole cover to be carried out at 3M, saddle to be
removed for same).
2. Add 120 Ltrs Nitric acid and then continue washing at 5M / 7M and 9M (or 4/6/ and 8M),
one hour wash at each stage.
3. On completion wait for 12 24 hrs (if atmospheric temperatures 25 Deg C and above)
and 30-48 hrs (if atmospheric temperatures lesser than above).
5. FW butterworth for about 1 hr or until pH value 7.
6. Ventilate the tank.
7. When gas free, enter the tanks and check for any acidic residues behind pump stacks /
pipelines / under heating coils etc, such residues to be washed by copious amounts of
fresh water.
8. Transfer the liquid to the next tank to be passivated, add 150 ltrs Nitric acid and 20 ltrs
Hydrofloric acid. Carry out step 1 as above.
9. Add 150 ltrs Nitric acid and 20 ltrs Hydrofloric acid and carry out step 2.
10. On completion transfer the liquid to next tank and repeat step 3 & 4.
Case 2: Tank Cubic capacity: 1000 1500 M .
F/Water
Nitric Acid
Hydrofloric
Acid
Total
Percentage
Contents (L)
68 %
55 %
1500
441
136
Individual Compositions
Water (Litres)
Acid Vol (Litres)
1500
(441-300) = 141 L 441 x 68/100= 300 L
(136 75 ) = 61 L 136 x 55/100 = 75 L
2078
1703
375 L
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August 01, 2012

Rev/Issue:00/01
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1. The stages of B/W machines to be 1M / 2M and 3M, washing to be carried out at each
stage for 1 hour. (Cleaning of B/W hole cover to be carried out at 3M , saddle to be
removed for same).
2. Add 200 Ltrs Nitric acid and then continue washing at 5M / 7M and 9M (or 4/6/ and 8M),
one hour wash at each stage.
3. On completion wait for 12 24 hrs (if atmospheric temperatures 25 Deg C and above)
and 30-48 hrs (if atmospheric temperatures lesser than above).
4. FW butterworth for about 1 hr or until pH value 7.
5. Ventilate the tank.
6. When gas free, enter the tanks and check for any acidic residues behind pump stacks /
pipelines / under heating coils etc, such residues to be washed by copious amounts of
fresh water.
7. Transfer the liquid to the next tank to be passivated, add 250 ltrs Nitric acid and 60 ltrs
Hydrofluoric acid. Carry out step 1 as above.
8. Add 200 ltrs Nitric acid and 40 ltrs Hydrofluoric acid and carry out step 2.
9. On completion transfer the liquid to next tank and repeat step 3 & 4
Note:
1. The time mentioned above is for guidance only, and it is imperative that the cargo tank to
be passivated should be properly inspected and condition assessed. The stages of the
machines, washing time for each stage will be dependent on above.
2. During passivation, the machines to be continuously monitored for correct operation, if
not turning, the machines to be replaced immediately.
3. After passivation the cargo tank is to be kept dry for 2 - 3 days.
4. Check the cargo tank condition with a passivation meter.
Special precautions whilst passivating tanks
1. Crew involved must be attired in Chemical Suits.
2. Water should be left running on the surrounding deck throughout the passivation
3. Avoid Passivation if the last cargo was Veg oil or Lube oil.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM

4. As far as possible, passivation to be carried out after discharge of acid cargoes.

5. The butterworth hole is to be covered with canvas.
6. Do not use heat or sea water during passivation.
COM-CT / A/05
August 01, 2012
Rev/Issue:00/01
Page 6 of 9
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM

COM-CT / A/05
August 01, 2012
Rev/Issue:00/01
Page 7 of 9
CARGO TANK PASSIVATION REPORT

We herewith report the following in accordance with the Maintenance & Reporting Manual.
M/T:
Report No.:
Date:
Ch/Off:
Voy. No.:
Indicate passivation checkpoint and readings by Test Meter.

Tank No.:
85
80
78
Remarks:
Results of Passivation test
> 60 --- Good Passivation
< 60 --- Passivate again
87
90
88
90
93
86
95
86
93
95
83
93
90
95
90
88
85
89
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM

COM-CT / A/05
August 01, 2012
Rev/Issue:00/01
Page 8 of 9
Specific Cargoes and Stainless Steel

Sulphuric Acid
Concentrated sulphuric acid (concentration over 80%) at ambient temperature is neither
corrosive to stainless steel nor mild steel. The same holds for concentration below 10%. In
the range 30% to 70% the acid is non-oxidizing and attacks stainless steel rapidly,
particularly at elevated temperatures. In this respect it should be remembered that when
concentrated sulphuric acid is diluted with water, an exothermic reaction results and the
temperature rapidly increases.
Phosphoric Acid
Crude phosphoric acid contains relatively large amounts of fluoride and chloride ions, which
are corrosive. During processing, calcium sulphate is formed, which is largely filtered out
before shipping. The remaining will, however, settle out during storage or transport,
increasing the risk of corrosion by chloride ions in the deposit. This may be prevented by
agitation, to keep the calcium sulphate in suspension.
Nitric Acid
For concentrations between 65% ands 75% at ambient temperature, as it is usually
transported, 316L, stainless steel is satisfactory. At higher temperatures and concentrations,
316L will be attacked too much and special types should be used.
Caustic Soda
Stainless steel is suitable for carrying caustic soda solutions in concentrations up to 50% and
65C. At higher concentrations, where elevated temperatures are required to maintain the
liquid state of the product, pure nickel is the only alternative.
Chlorides
Seawater is corrosive to stainless steel because of the presence of chloride ions. The general
corrosion of austenitic stainless steel is considered to be nil, but local attack may occur.
Chlorides continuously attack the chromium oxide layer. With sufficient oxidizing
compounds present, such as oxygen, the damage will be repaired immediately by the
formation of an oxide layer. However, when dirt has covered the surface, chlorides will
attack the oxide layer underneath, and oxygen is excluded. The corrosion process then can
continue with serious pitting as a result. Prolonged contact with static seawater should be
minimized.
Issued by: DMR
Approved by: COO

PT. VEKTOR MARITIM

COM-CT / A/05
August 01, 2012
Rev/Issue:00/01
Page 9 of 9
When carrying seawater as ballast, following actions can be taken to minimize the risk of
corrosion.
Remove all deposits before filling the empty tanks with seawater.
Fill tanks to the top and keep them as cool as possible.
Use cargo agitation system to keep water flowing
Never use heating coils
Empty as soon as condition allow
Clean tanks and line system thoroughly with fresh water immediately after disposal of
seawater
N.B.
Vektor Maritim to be informed before putting sea water into SUS Tanks.
Ballasting of SUS Tanks with SW is to be avoided as far as possible, to be used
only in dire emergency.
General
For corrosive cargoes 316 and 316L are the common steel types, since they offer a relatively
high resistance to organic acids such as formic acid and acetic acid, even in the presence of
chlorides.
Most Chlorinated hydrocarbons are not corrosive, except in the presence of water. In this
case molybdenum bearing grades should be used to minimize the risk of pitting.
Issued by: DMR

PT. VEKTOR MARITIM
A/06:
Approved by: COO
COM-CT / A/06
August 01, 2012

Rev/Issue: 00/01
Page 1 of 8
RESPONSIBILITIES OF SHIP STAFF DURING PORT

OPERATIONS

OPERATIONS
CHIEF OFFICER:
In charge of all port operations:
1.
Prepare vessel for arrival in port in accordance with pre-arrival checklist and ensure
that it is filled out.
2.
Ensure that all cargo tanks are ready for loading the designated cargo and that same
has been checked by wall wash tests.
3.
Ensure that tank atmospheres have been checked and that entry permits have been
prepared for it.
4.
Prepare cargo operation plan, which also includes ballasting/deballasting plan and
same to be signed / understood by all deck officers and crew. Specific instructions for
topping up with ullages to be given.
5.
If the cargoes are toxic, polymerizing, nitrogen blanket is required, etc, precautions
for these must be discussed with all the crew and officers in the pre arrival meeting.
6.
Prepare stowage plan and stability calculations including SF/BM. Hard copy to be
filed.
7.
Prepare and post manifold plan.
8.
Prepare report of last three cargoes and cleaning carried out.
9.
Preload/discharge meeting to be had with terminal reps and loading/discharge

procedures to be agreed upon and put down on paper.
10.
Ensure that mooring is in order and that gangway is properly rigged, well illuminated
and free of grease.
11.
Ensure that decks are free of oil/grease and well illuminated.
12.
Ensure that scuppers have been plugged/closed and that they have been checked for
tightness.
13.
Ensure that placards are placed to indicate cargo at manifold and at oil tight hatch.
Flags to be placed at manifold prior berthing to facilitate positioning of vessel during
berthing.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT / A/06
August 01, 2012

Rev/Issue: 00/01
Page 2 of 8

OPERATIONS
14.
Ensure that cargo lines/valves and manifold arrangement have been properly set for
the operation in question and all valve operations are double checked.
15.
Ensure that derricks are rigged on appropriate side prior berthing in order to facilitate
handling of stores/provisions.
16.
Ensure that all accommodation doors have been shut including watertight doors but
only one dog to be fastened. Only offshore side door to be kept open. All vents to be
shut prior berthing.
17.
Ensure that vapour return line if required has been properly set and that vent lines and
p/v valves are clear, set in proper position and in good order.
18.
Ensure that fire wires have been rigged at the time of embarking pilot.
19.
Ensure that ullage sheet/dry tank certificate as appropriate has been filled out and
signed by all concerned prior commencing cargo operations.
20.
Tender notice of readiness form to shippers/receivers of their authorized

representative and obtain their signature.
21.
Ensure that pump room fan is running in exhaust mode and that pump room bilges are
clean and dry and that pump room is gas free at all times.
22.
Ensure that pump room and pumps are in good order on starting cargo operations and
regular checks are made to ensure it.
23.
Ensure that vessel is securely moored at all times.
24.
Prior permitting connection of manifold, ensure that no one is in the cargo tanks.
25.
During wall wash test ensure that proper tank entry procedures are followed. In
addition when men are at work in tanks ensure that notice men at work in tank is
posted at oil tight hatch.
26.
Gangway/pilot ladder to be rigged on offshore side to serve as emergency escape

route.
27.
Smoking rooms (2 nos) to be designated and clearly marked.
28.
During cargo operations ensure that ullages of all tank are monitored and that
loading/discharge rate is calculated and logged hourly along with manifold pressure.
29.
Ensure that radars have been switched off.
30.
Ensure that air-conditioning has been put on re-circulation mode.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT / A/06
August 01, 2012

Rev/Issue: 00/01
Page 3 of 8

OPERATIONS
31.
Regular check to be made to ensure that all is in order on deck pump room and over
side.
32.
Arrange for stores/spares etc to be picked up and stowed.
33.
Ensure that gangway watch is maintained at all times and that no unauthorized
persons are permitted onboard.
34.
Ensure that vessel is adequately manned at all times. Shore leave is permitted only
after permit issued by the master.
35.
Ensure that garbage is stowed in accordance with vessels waste management plan
and if required disposed to proper shore facility and certificate obtained.
36.
Ensure that company and port/local regulations are complied with.
37.
Chief officers instructions for the port to be signed by duty officers and cadets. These
instructions to include time / ullages at which C/O is to be called.
DUTY OFFICER:
1.
Check that moorings are in order and that gangway is properly rigged, well
illuminated and free of grease.
2.
Check that decks are free of oil/grease and well illuminated.
3.
Check that all scuppers have been plugged/closed and that they are watertight.
4.
Check that placards are placed to indicate cargo at manifold and at oil tight hatch.
5.
Thoroughly understand the cargo operation plan and set cargo lines/valves and
connect up manifold in accordance with the plan.
6.
Check that vapour return line if required has been properly set and that vent lines and
p/v valves are clear, set in proper position and in good order.
7.
Check that pump room fan is running in exhaust mode and that pump room bilges are
clean and dry and that pump room is gas free at all times.
8.
Check that pump room and pumps are in good order on starting cargo operations and
regular checks are made to ensure it.
9.
Attend to moorings so that vessel is securely moored at all times.
10.
Prior connection of manifold, ensure that no ones is in the cargo tanks.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT / A/06
August 01, 2012

Rev/Issue: 00/01
Page 4 of 8

OPERATIONS
11.
During wall wash test ensure that proper tank entry procedures are followed. In
addition when men are at work in tanks ensure that notice men at work in tank is
posted at oil tight hatch.
12.
During cargo operations ullages of all tanks are to be taken and recorded. Hourly rate
to be worked out and logged down along with manifold pressure.
13.
Always carry the shore walkie talkie.
14.
All events/timings to be logged down in port log and charterers time sheet to be filled
out.
15.
Ensure that gangway watch is maintained at all times and that no unauthorized
persons are permitted on board.
16.
Ensure that company and port/local regulations are complied with.
17.
Give Team Leader 1 hour advance notice prior completion to call extra hands for
station, hose disconnection, hose shifting, etc.
18.
Give engine room adequate notice for deck air, steam for line blowing or steaming
tanks.
BOSUN, AB, OS, CADET:

Duties to be carried out as per the watchkeeping schedule for the port. Chief officer may
change the duties of the crew members as required by the circumstance.
TEAM IN CHARGE:
1. Ensure that extra hands required are on stand by at least 30 min. in advance prior to:
a. Connecting/disconnecting hoses.
b. Stations.
2. Deck air / steam to be ready in adequate time for line blowing / steaming of tanks.
3. Drain off deck water controlled opening of scuppers. In case of slightest traces of LO,
etc. use wilden pump and store in drums.
4. Assist in manifold connections and ensure connections made as per the plan.
5. Assist duty officer in setting the valves.
6. Check that all is in order in pump room and that purging of pump cofferdams has been
done.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT / A/06
August 01, 2012

Rev/Issue: 00/01
Page 5 of 8

OPERATIONS
7. Keep regular watch on hydraulic tank of deep well pump system and in pump room.
8. Attend to picking up of stores / provisions, etc.
PRE-ARRIVAL / MANIFOLD IN CHARGE

1. Check all manifold, drain valves and pump stack valves shut.
2. Check all the blanks (manifold + pump stack) and bolts in place and tightened.
3. Set up manifold jumper hoses, reducers, Y piece, etc in accordance with plan.
4. Check all manifolds and lines to be used in port are drained and ready.
5. Keep air hose / steam hoses / FW hoses ready as required.
6. Keep all spanners ready at manifold.
7. Ensure all butterworth pockets closed.
8. Set up vapour line / vent line in accordance with plan. Confirm P/V valves are operating
freely and not kept manually open.
9. Check all lines to be used in the port for leaks using air and soap solution.
10. Check all drain valves are shut, caps/plugs as applicable in place and tight.
11. Assist with connection of cargo hoses, etc. at the manifold.
12. Take cargo tank ullages as advised by duty officer.
13. Placards to be placed at manifold and at oil tight hatches of cargo tanks to indicate which
cargo is to be loaded in addition flag to be placed at manifold to facilitate positioning of
vessel during berthing.
14. Keep manifold and gangway watch.
15. Keep a check on manifold pressure and hoses as well as sharp watch on pipelines for any
leaks.
SAFETY IN CHARGE:
1. Rig and check fire wires fwd and aft prior embarkation of pilot.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT / A/06
August 01, 2012

Rev/Issue: 00/01
Page 6 of 8

OPERATIONS
2. All scuppers to plug and check that they are watertight.

3. Fire hoses to connect and keep ready at the manifold
4. One no. fire extinguisher to be kept at the manifold.
5. Fire plan and shore connection to keep at the gangway.
6. Rig up gangway including gangway net as soon as vessel is securely moored and upon
instruction from duty officer. On completion of port operations and upon instruction
from duty officer, the gangway is to be taken in.
7. Check emergency shower and eyewash Both must have water running.
8. Take regular rounds on deck to ensure that all is in order on deck and over side and report
to duty officer.
9. Rig up spill clean up gear such as wilden pumps/absorbent pads.
10. Rig up rescue gear such as stretcher, SCBA set, harness, and light etc at manifold.
11. Keep a sharp lookout for any leaks from pipelines.
SECOND ENGINEER:
1. Prepare vessel for arrival in port in accordance with pre-arrival checklist and ensure that it
is filled out.
2. Ensure that sewage treatment plant is running on auto.
3. Ensure that all bunker and air vent containment tray plugs are in place and trays are dry.
4. Ensure engine room bilge overboard v/v is closed shut and locked.
5. Ensure that accommodation supply blowers are on re-circulation and engine room
skylights are shut.
6. Ensure that no hot work is being carried out in port.
7. Ensure that deck air is always on in order that gangway and other port operations are not
affected.
8. To provide windlass and winch power at all times.
9. To provide aux engine as required for cargo operations.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT / A/06
August 01, 2012

Rev/Issue: 00/01
Page 7 of 8

OPERATIONS
10. To run fire pump continuously in port in co-ordination with chief officer.
11. To provide assistance for handling/picking up of provisions, stores etc.
12. To set all lines for F.O., D.O. & L.O. bunkers as instructed by C/E.
13. To provide steam on deck as required by chief officer.
14. To fill up all log books and sounding books including cargo p/p operation log.
15. To ensure that vessel is adequately manned at all times.
THIRD ENGINEER:
1. To take soundings of all F.O., D.O. and L.O. Tanks during bunkering.
2. To monitor Aux. Boiler.
3. To monitor all machinery in the engine room.
4. To ensure that no unauthorized persons enter the engine room.
5. To ensure that no hot work is carried out in engine room.
6. To ensure that D.O. & H.O. Serv to sett. Tanks are topped up and their temperatures are
maintained.
FITTER:
1. To stow gas and welding equipment prior arrival port and ensure that gas bottles valves
are shut and the pipelines are emptied of gas. Welding plant to be switched off. No hot
work is permitted in port.
2. To assist with manifold connections during bunkering.
3. To take sounding and check pipelines for leakages.
4. To assist with stores/spares pick up and stowage.
MOTORMEN:
1. To keep all oily rags and waste in proper receptacle.
2. To assist with bunkering operations which includes connection of hose, soundings and
clean up.
Issued by: DMR

PT. VEKTOR MARITIM
Approved by: COO
COM-CT / A/06
August 01, 2012

Rev/Issue: 00/01
Page 8 of 8

OPERATIONS
3. To assist with stores/provisions pick up and stowage under the supervision of bosun.
4. To assist duty engineer in engine room.
ELECTRICAL OFFICER:
1. To put accommodation blowers on re-circulation.
2. Cargo pump alarms and shut down to be tried out in conjunction with chief officer.
3. To ensure that no naked lights/loose wires are present.
4. To ensure that lighting is adequate at all times.
5. To assist with stores/spares pick up and stowage.
6. To connect communication equipment at bunker station.
STEWARD:
1. To ensure that all public toilets are kept clean.
2. To ensure that ships office, CCR, officers mess and smoke rooms are clean.
3. To assist with pick up/stowage of provisions and stores.
CHIEF COOK:
1. To ensure galley and galley exhaust line filter is maintained clean.
2. To assist chief officer as required.
3. To assist with pick up/stowage of provisions and stores.
Refer to company SMS manual for other details regarding ship staff duties
Issued by: DMR
Approved by: COO
COM-CT / A/07
August 01, 2012
Rev/Issue:00/01
Page 1 of 4

PT. VEKTOR MARITIM
A/07:
DRAEGER SHORT-TERM DETECTION TUBES

Range Order Code
No.
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
35
36
37
38
39
40
41
42
43
Draeger tube
Range
Part no.
Acetaldehyde 100/a
Acetic Acid 5/a
Acetone 100/b
Acetone 40/a (5)
Acid Test
Acrylonitrile 0.5/a
Alcohol 100/a
Alcohol 25/a
Amine Test
Ammonia 0.25/a
Ammonia 0.5%/a
Ammonia 2/a
Ammonia 5/a
Ammonia 5/b
Aniline 0.5/a
Aniline 5/a
Arsine 0.05/a
Benzene 0.5/a
Benzene 0.5/c (Specific-5 Tests)
Benzene 15/a
Benzene 2/a (5)
6728071 Benzene 5/b
Carbon Dioxide 0.1%/a
Carbon Dioxide 0.5%/a
Carbon Dioxide 1%/a
Carbon Dioxide 100/a
Carbon Dioxide 5%/A
Carbon Dis ulfide 3/a
Carbon Dis ulfide 30/a
Carbon Monoxide 0.3%/b
Carbon Monoxide 10/b
Carbon Monoxide 10/d
Carbon Monoxide 2/a
Carbon Monoxide 5/c
Carbon Monoxide 8/a
Carbon Pretube
Carbon Tetrachloride 0.1/a
Carbon Tetrachloride 1/a (5)
Carbon Tetrachloride 5/c
Chlorine 0.2/a
Chlorine 0.3/b
Chlorine 50/a
Chlorine Dioxide 0.025/a
100 - 1,000 ppm

5 - 80 ppm
100 - 12,000 ppm
40 - 800 ppm
6726665
6722101
CH22901
8103381
8101121
6728591
CH29701
8101631
8101061
8101711
CH31901
6733231
CH20501
8101941
6733171
CH20401
CH25001
6728561
8101841
8101741
8101231
6728071
CH23501
CH31401
CH25101
8101811
CH20301
8101891
CH23201
CH29901
CH20601
8103321
6733051
6733051
CH19701
CH19701
CH19701
8101021
CH27401
CH24301
6728411
CH20701
8103491
Qualitative
0.5 - 20 ppm
100 - 3,000 ppm
25 - 5,000 ppm
Qualitative
0.25 - 3 ppm
0.05 - 10 Vol.%
2 - 30 ppm
5 - 700 ppm
2.5 - 100 ppm
0.5 - 10 ppm
1 - 20 ppm
0.05 - 60 ppm
0.5 - 10 ppm
0.5 - 10 ppm
15 - 420 ppm
2 - 60 ppm
5 - 50 ppm
0.1 - 6 Vol.%
0.5 - 10 Vol.%
1 - 20 Vol.%
100 - 3,000 ppm
5 - 60 Vol.%
3 - 95 ppm
32 - 3,200 ppm
0.3 - 7 Vol%
10 - 3,000 ppm
10 - 3,000 ppm
2 - 300 ppm
5 - 700 ppm
8 - 150 ppm
0.1 - 5 ppm
1 - 15 ppm
5 - 50 ppm
0.2 - 30 ppm
0.3 - 10 ppm
50 - 500 ppm
0.025 - 3 ppm
Issued by: DMR
Approved by: COO
COM-CT / A/07
August 01, 2012
Rev/Issue:00/01
Page 2 of 4

PT. VEKTOR MARITIM
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
Chlorobenzene 5/a (5)

Chloroform 2/a (5)
Chloroformates 0.2/b
Chloropicrin 0.1/a
Chloroprene 5/a
Chromic Acid 0.1/a (9)
Cyanide 2/a
Cyanogen Chloride 0.25/a
Cyclohexane 100/a
Cyclohexylamine 2/a
Diethyl Ether 100/a
Dimethyl Formamide 10/b
Dimethyl Sulfate 0.005/c (9)
Dimethyl Sulfide 1/a (5)
Epichlorohydrin 5/b
Ethyl Acetate 200/a
Ethyl Benzene 30/a
Ethyl Formate 20/a
Ethyl Glycol Acetate 50/a
Ethylene 0.1/a (5)
Ethylene 50/a
Ethylene Glycol 10
Ethylene Oxide 1/a (5)
Ethylene Oxide 25/a
Fluorine 0.1/a
Formaldehyde 0.2/a
Formaldehyde 2/a
Formaldehyde Activation To
extend Measuring
Formic Acid 1/a
Halogenated Hydrocarbons 100/a
(8)
Hexane 100/a
Hydrazine 0.01/a
Hydrazine 0.25/a
Hydrocarbons 0.1%/b
Hydrocarbons 2
Hydrochloric Acid 0.2/a
Hydrochloric Acid 1/a
Hydrochloric Acid 50/a
Hydrochloric Acid/Nitric Acid 1/a
Hydrocyanic Acid 2/a 2 - 150 ppm
Hydrogen 0.2%/a
Hydrogen Fluoride 0.5/a
Hydrogen Fluoride 1.5/b
Hydrogen Peroxide 0.1/a
5 - 200 ppm
2 - 10 ppm
0.2 - 10 ppm
0.1 - 2 ppm
5 - 60 ppm
0.1 - 0.5 mg/m3
2 - 15 mg/m3
0.25 5 ppm
100 - 1,500 ppm
2 - 30 ppm
100 - 4,000 ppm
10 - 40 ppm
0.005 - 0.05 ppm
1 - 15 ppm
5 - 50 ppm
200 - 3,000 ppm
30 - 600 ppm
20 - 500 ppm
50 - 700 ppm
0.2 - 5 ppm
50 - 2,500 ppm
10 180 mg/m3
1 - 15 ppm
25 - 500 ppm
0.1 - 2 ppm
0.2 5 ppm
2 - 40 ppm
6728761
6728861
6718601
8103421
6718901
6728681
6728791
CH19801
6725201
6728931
6730501
6718501
6718701
6728451
6728111
CH20201
6728381
8103541
6726801
8101331
6728051
8101351
6728961
6728241
8101491
6733081
8101751
8101141
1 - 15 ppm
200 - 2,800 ppm
6722701
8101601
50 - 3,000 ppm
0.01 - 6 ppm
0.1 - 10 ppm
0.1 - 0.8 Vol.% (Butane
3 - 23 mg/l
0.2 - 20 ppm
1 - 10 ppm
50 - 5,000 ppm
1 - 10 ppm HCl
a 2 - 150 ppm
0.2 - 2 Vol.%
0.5 - 90 ppm
1.5 - 15 ppm
0.1 - 3 ppm
6728391
6728391
CH31801
CH26101
CH25401
8103481
CH29501
6728181
8101681
CH25701
8101511
8103251
CH30301
8101041
Issued by: DMR
Approved by: COO
COM-CT / A/07
August 01, 2012
Rev/Issue:00/01
Page 3 of 4

PT. VEKTOR MARITIM
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
Hydrogen Sulfide 0.2%/A

Hydrogen Sulfide 0.2/a
Hydrogen Sulfide 0.2/b
Hydrogen Sulfide 0.5/a
Hydrogen Sulfide 1/d
Hydrogen Sulfide 100/a
Hydrogen Sulfide 2%/a
Hydrogen Sulfide 2/a
Hydrogen Sulfide 2/b
Hydrogen Sulfide 5/b
Iodine 0.1/a
Mercaptan 0.1/a
Mercaptan 0.5/a
Mercaptan 20/a
Mercury 0.1/b
Methyl Acrylate 5/a
Methyl Bromide 0.2/a
Methyl Bromide 0.5/a
Methyl Bromide 3/a
Methyl Bromide 5/b
Methylene Chloride 100/a
Monostyrene 10/a
Monostyrene 10/b
Monostyrene 50/a
Natural Gas Test (5)
Nickel Tetracarbonyl 0.1/a (9)
Nitric Acid 1/a
Nitrogen Dioxide 0.5/c
Nitrogen Dioxide 2/c
Nitrous Gases 0.5/a
Nitrous Gases 100/c
Nitrous Gases 2/a
Nitrous Gases 20/a
Nitrous Gases 50/a
Oil 10/a-P
Oil Mist 1/a
Olefins 0.05%/a (Propylene,
Butylene)
Organic Arsenic Compounds &
Arsine
Organic Basic Nitrogen
Compounds
Oxygen 5%/C
Ozone 0.05/b
129 Ozone10/a
0.2 - 7 Vol.%
0.2 - 5 ppm
0.2 - 6 ppm
0.5 - 15 ppm
1 - 200 ppm
100 - 2,000 ppm
a 2 - 40 Vol.%
2 - 200 ppm
1 - 60 ppm
5 - 600 ppm
0.1 - 5 ppm
0.1 - 15 ppm
0.5 - 5 ppm
20 - 100 ppm
0.05 - 2 mg/m3
5 - 200 ppm
0.2 - 8 ppm
0.5 - 30 ppm
3 - 100 ppm
5 - 50 ppm
100 - 2,000 ppm
10 200 ppm
10 250 ppm
50 400 ppm
Qualitative
0.1 - 1 ppm
1 - 50 ppm
0.5 - 25 ppm
2 - 100 ppm
0.5 - 10 ppm
100 - 5,000 ppm
2 - 100 ppm
20 - 500 ppm
50 - 2,000 ppm
0.1 - 10 mg/m3
1 - 10 mg/m3
0.06 - 3.2 Vol.% , 0.04 - 2.4
Vol.%
3 mg org. arsenic/m3
CH28101
8101461
8101991
6728041
8101831
CH29101
8101211
6728821
8101961
CH29801
8103521
8103281
6728981
8101871
CH23101
6728161
8103391
8101671
6728211
CH27301
6724601
6723301
6733141
CH27601
CH20001
CH19501
6728311
CH30001
6719101
CH29401
CH27701
CH31001
6724001
8101921
6728371
6733031
CH31201
CH26303
1 mg/m3
CH25903
5 - 23 Vol.%
0.05 - 1.4 ppm
8103261
6733181
10 - 300 ppm
CH21001
Issued by: DMR
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COM-CT / A/07
August 01, 2012
Rev/Issue:00/01
Page 4 of 4

PT. VEKTOR MARITIM
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
Pentane 100/a
Perchloroethylene 0.1/a
Perchloroethylene 10/b
Perchloroethylene 2/a
Petroleum Hydroc arbons 10/a
Petroleum Hydroc arbons 100/a
Phenol 1/b
Phosgene 0.02/a
Phosgene 0.25/c
Phosphine 0.01/a
Phosphine 0.1/a
Phosphine 0.1/b (in acetylene)
Phosphine 25/A
Phosphine 50/a
Phosphoric Acid Esters 0.05/a
Polytest
Pyridine 5/A
Smoke Tube
Sulfur Dioxide 0.1/a
Sulfur Dioxide 0.5/a
Sulfur Dioxide 1/a
Sulfur Dioxide 20/a
Sulfur Dioxide 50/b
Sulfuric Acid 1/a (9)
Sulfuryl Fluoride 1/a (5)
Tetrahydrothiophene 1/b (5)
Thioether
Toluene 100/a
Toluene 5/b
Toluene 50/a
Toluene Diisocyanate 0.02/A (9)
Trichloroethane 50/d (5)
Trichloroethylene 2/a
Trichloroethylene 50/a
Triethylamine 5/a
Vinyl Chloride 0.5/b
Vinyl Chloride 1/a
Vinyl Chloride 100/a
Water Vapor 0.1
Water Vapor 0.1/a
Water Vapor 1/b
Water Vapor 3/a
Xylene 10/a
100 - 1,500 ppm

0.1 - 4 ppm
10 - 500 ppm
2 - 300 ppm
10 - 300 ppm
100 - 2,500 ppm
1 - 20 ppm
0.02 - 1 ppm
0.25 - 15 ppm
0.01 - 1.0 ppm
0.1 - 4 ppm
0.1 - 15 ppm
25 - 10,000 ppm
15 - 1,000 ppm
0.05/a 0.05 ppm
Qualitative
5 ppm
0.1 - 3 ppm
0.5 - 25 ppm
1 - 25 ppm
20 - 2,000 ppm
50 - 8,000 ppm
1 - 5 mg/m3
1 - 5 ppm
1 - 10 ppm
1 mg/m3
100 - 1,800 pm
5 - 300 ppm
50 - 400 ppm
0.02 - 0.2 ppm
50 - 600 ppm
2 - 250 ppm
50 - 2,000 ppm
5 - 60 ppm
0.5 - 30 ppm
1 - 50 ppm
100 - 3,000 ppm
1 - 40 mg/l
0.05 - 1 mg/l
1 - 40 mg/l
3 - 60 lbs/mmcf
10 - 400 ppm
6724701
8101551
CH30701
8101501
8101691
6730201
8101641
8101521
CH28301
8101611
CH31101
8103341
8101621
CH21201
6728461
6728461
6728651
CH25301
6727101
6728491
CH31701
CH24201
8101531
6728781
8103471
8101341
CH25803
8101731
8101661
8101701
6724501
CH21101
6728541
8101881
6718401
8101721
6728031
CH19601
CH23401
8101321
8101781
8103031
6733161
Issued by: DMR
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COM-CT / A/08
August 01, 2012
Rev/Issue:00/01
Page 1 of 9

PT. VEKTOR MARITIM
A/08:
WALL WASH TEST
WALL WASH TEST
The wall wash test is done to determine the state of cleanliness of the cargo tanks and is the
final stage of tank cleaning operation for Verification of Results.
This involves spraying a highly active solvent (usually Methanol) against a segment of the
tank surface cleaned; the liquid is collected and analyzed with different methods.
The wall wash sample is analyzed for the following:
1.
2.
3.
4.
5.
Colour Test
Chloride Test
Hydrocarbon Test
Permanganate Time Test (P.T.T)
Non-Volatile Matters Test (NVM Test)
On the basis of the wall wash test result it is decided whether further cleaning is required and
if so, which procedure to be followed.
Test is carried out after the tank is cleaned as per the charterers instructions and requisite
steaming is completed and tanks drained and dried.
Wall Wash Test Kit
The chemical tankers engaged in carriage of wall wash test cargoes shall carry the following
minimum wall wash test equipment at all times
Item
Unit
Quantity
pH papers in range 0-14

2% Silver nitrate solution (AGNO3)
20% Nitric acid (HNO3)
Pipette
Chloride standard solution (10 PPM)
Filter papers, folded
Funnel glass
Half cut funnel
Graduated Nessler tubes
Disposable gloves
Distilled water
0.02% Potassium Permanganate standard solution
Black board
White board
Nessler tube stand
Pure wall wash test methanol
Methanol dispenser
Sample bottles
Permanent markers
Glass chalet for NVM test
1 box/ 100pcs
500 Ml
1box
2 bottle
5 Ml
500 ml
1 box 100 pcs
3
2 bottle
1
2
1
6 each
24
6
1 bottle
1
Plastic
100 ml and 50 ml
2.5 liters
250 ml
12 inches x 6 inches
12 inches x 6 inches
1 liter bottles
1 liter
500 ml
100 ml
1
24
2
6
2
1
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WALL WASH TEST
COM-CT / A/08
August 01, 2012
Rev/Issue:00/01
Page 2 of 9
Precautions
Safety Considerations:
Eye protection is required when collecting the samples to prevent the inadvertent contact of
methanol with eyes during sample collection.
Gloves should be worn to prevent the absorption of methanol through skin. Disposable
plastic gloves are worn to prevent contamination of sample during collection process
(Sufficient amount of chlorides can be absorbed from the skin to cause the sample to fail the
chloride analysis).
Also all sampling equipment including bottles, funnels and other apparatus must be
thoroughly rinsed with methanol prior use as chlorides are abundant in environment.
Personal collecting the samples should be aware that samples or sampling equipment must
not in any way contact bare skin or perspiration.
Test Sites
A minimum of four (4) sites, approximately 1 square meter each, must be chosen in each
tank, any area that appears to have crystalline deposits must definitely be tested.
Collection Procedure
Dispense methanol on the test sections at the highest practical point (about 1.5 to 2 metres)
above the tank bottom in a stream of about 10 cms wide. Allow the methanol to run down
the wall approximately 15 cms and begin collecting it with a half cut funnel pressed against
the bulkhead. Collect about 200 ml of sample of wall wash methanol in the sample bottle
from four sites. This methanol sample collected is to be used for analysis.
Colour Test
Certain impurities result in discoloration of the wall wash sample. The colour of the wall
wash liquid is compared standard solution. Mostly APHA colour is measured.
Chloride test
The principal of the test is that chloride together with silver nitrate solution forms silver
chloride (AgCl) which makes the solution turbid. This solution is compared with various
standard solutions to establish the ppm chlorides in the sample.
Preparation of Nessler tubes for Chloride test
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46 ml of
D.I. water
WALL WASH TEST
COM-CT / A/08
August 01, 2012
Rev/Issue:00/01
Page 3 of 9
38 ml of
D.I. water
45 ml of
D.I. water
44 ml of
D.I. water
1 ml of 10PPM stand
Chloride
2 ml of 10PPM stand
Chloride
8 ml of 10PPM stand
Chloride
2 ml of 2o%
H NO3
2 ml of 2o%
H NO3
2 ml of 2o%
H NO3
2 ml of 2o%
H NO3
2 ml of 2%
Ag NO3
2 ml of 2%
Ag NO3
2 ml of 2%
Ag NO3
2 ml of 2%
Ag NO3
50 ml of
Wall wash
sample
50 ml of
Pure
methanol
50 ml of
Pure
methanol
50 ml of
Pure
methanol
standard .25-PPM
standard .5 PPM
Sample
standard 2 PPM
Prepare the Nessler tubes as indicated in the above diagrams. Insert the stopper and invert the
tubes. Compare the turbidity of the sample solution with standard .25 PPM, .5PPM and
2PPM solutions by looking through the liquid against a black background. Comparison
should be done in a dark room by looking through the tube using a beam flashlight.
If the turbidity of the sample is more than .25 PPM solution, the sample should be compared
with .5 PPM standard solution and so on until the turbidity of the sample matches the higher
standard solution.
Hydrocarbon test
The purpose of this test is the qualitative detection of non-water soluble contaminants. It
works on the basis that many impurities are soluble in the wall wash liquid but not in water.
Therefore this test is also called Water Miscibility test.
The wall wash sample is poured into clear DI water. The Wall wash sample is soluble in
water but not the impurities. This leads to cloudiness or turbidity of water.
The water with wall wash liquid is compared with a standard solution of pure methanol and
DI water.
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PT. VEKTOR MARITIM
WALL WASH TEST
August 01, 2012

Rev/Issue:00/01
Page 4 of 9
50 ml of
D.I. water
50 ml of
D.I. water
50 ml of
Wall wash
sample
Sample
COM-CT / A/08
50 ml of
Pure
methanol
Standard
Preparation of Nessler tubes for Hydrocarbon test

Prepare the Nessler tubes as indicated in the above diagrams. Insert the stopper and invert the
tubes to mix the contents. Allow it to stand for 5 minutes. Compare the cloudiness / turbidity
of the sample solution with standard solution of pure methanol / DI water by looking through
the liquid against a black background. Comparison should be done in a dark room by looking
through the tube using a beam flash light. If the sample solution is same in transparency as
the standard than wall wash hydrocarbon content is zero. Similarly if the sample solution is
milkier than standard than there is a presence of hydrocarbon in the wall wash test. If a bluish
tint is present, there are moderate to heavy hydrocarbons.
Permanganate Time Test
Principal: Presence of oxide impurities reduces the presence of Potassium Permanganate.
The test is based on the ability of Potassium permanganate (KmnO4) to oxidize 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 Purple to
yellow-orange. The more the impurities the faster the change in colour.
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WALL WASH TEST
2 ml of
KMnO4
Sol
2 ml of
KMnO4
Sol
50 ml of
Wall wash
sample
50 ml of
Pure
methanol
Sample
COM-CT / A/08
August 01, 2012
Rev/Issue:00/01
Page 5 of 9
Standard
Preparation of Nessler tubes for Permanganate Time Test

Prepare the Nessler tubes as indicated in the above diagrams. Keep the Nessler tubes in
constant temperature bath , add KMnO4 . Insert the stopper and invert the tube once to mix the
contents, note the time. Note the time taken by Purple sample solution in the Nessler tube to
turn to orange- yellow in colour. Compare the time taken for standard solution to undergo
similar change in colour. If the sample solution takes lesser time to turns to orange yellow,
Oxide impurities are present in the wall wash sample.
Non Volatile Matter test (NVM test)

This test is used to determine the presence of non-volatile impurities on the tank surface. A
defined quantity of the wall-wash liquid is poured into glass chalet and evaporated. The
weight of the residue, the so-called NVM, is detected by weighing. This is then divided by
the original weight of the sample.
The indication of trace on the tank surfaces where the wall wash test reagent had flowed
down is a clear indication of the presence of NVM on the tank surface.
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PT. VEKTOR MARITIM
WALL WASH TEST
COM-CT / A/08
August 01, 2012
Rev/Issue:00/01
Page 6 of 9
LAB CHEMICAL TESTING PROCEDURE

To Ensure the correct results of the lab testing, the lab methanol, DI water and other reagents
have to be of very pure quality. Therefore Lab methanol and DI water need to be tested prior
using for collecting and testing samples.
Lab Methanol
Lab Methanol may be tested for Colour, Hydrocarbon ( Water miscibility), Chlorides and
PTT.
Colour Test
Certain impurities result in discoloration of the wall wash sample. The colour of the wall
wash liquid is compared standard solution. Mostly APHA colour is measured.
Hydrocarbon
The purpose of this test is the qualitative detection of non-water soluble contaminants. It
works on the basis that many impurities are soluble in the wall wash liquid but not in water.
Therefore this test is also called Water Miscibility test.
The 50 ml of Lab methanol is poured into50 ml of clear DI water in a 100 ml nessler tube.
The methanol is soluble in water but not the impurities. This leads to cloudiness or turbidity
of water.
The water with wall wash liquid is compared with a standard solution of pure methanol and
DI water.
50 ml of
D.I. water
50 ml of
Lab
Methanol
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COM-CT / A/08

PT. VEKTOR MARITIM
WALL WASH TEST
August 01, 2012

Rev/Issue:00/01
Page 7 of 9
Chloride
The principal of the test is that chloride together with silver nitrate solution forms silver
chloride (AgCl) which makes the solution turbid.
50 ml of Lab methanol is poured in 100 ml nessler tube then 2 ppm of Silver nitrate solution
and 2 ml of nitric acid is added and rest of the tube is filled with DI water.
This solution is compared with Pure Lab Methanol and DI water to establish the ppm
chlorides in the sample
46 ml of
D.I. water
2 ml of 2o%
H NO3
2 ml of 2%
Ag NO3
50 ml of
Wall wash
sample
Permanganate Time Test

The test is based on the ability of Potassium permanganate (KmnO4) to oxidize hydrocarbon
impurities that could be present in the liquid. If there is a reaction in solution, the potassium
permanganate is reduced and changes its colour from Purple to yellow-orange. More the
impurities, faster the change in colour.
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WALL WASH TEST
COM-CT / A/08
August 01, 2012
Rev/Issue:00/01
Page 8 of 9
2 ml of
KMnO4
Sol
50 ml of
Lab
Methanol
DI Water
DI Water may also be tested for colour, Hydrocarbon ( Water miscibility) and Chlorides.
Colour Test
The colour of the DI Water is compared standard solution. Mostly APHA colour is measured.
Hydrocarbon
The 50 ml of DI water is poured into50 ml of clear Lab Methanol in a 100 ml nessler tube.
The methanol is soluble in water but not the impurities. This leads to cloudiness or turbidity
of water.
The water with Methanol liquid is compared with a standard solution of pure methanol and
DI water
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WALL WASH TEST
COM-CT / A/08
August 01, 2012
Rev/Issue:00/01
Page 9 of 9
50 ml of
Lab
Methanol
50 ml of
DI Water
Chloride
50 ml of DI water is poured in 100 ml nessler tube then 2 ppm of Silver nitrate solution and 2
ml of nitric acid is added and rest of the tube is filled with Lab Methanol.
This solution is compared with Pure Lab Methanol and DI water to establish the ppm
chlorides in the sample
46 ml of
Lab
Methanol
2 ml of 2o%
H NO3
2 ml of 2%
Ag NO3
50 ml of
DI Water
PURGING ROUTINE FOR FRAMO SUBMERGED CARGO PUMPS

SHIP NAME:__________________________________
NOTE:
In "Result" column:
H = hydr. oil
C = cargo
W= water condensate
In "Open cofferdam" column:
Yes = air or liquid coming through
No = Blocked cofferdam
Tank
No.
Cargo
PURGING
A
Shortly
before loading
Date
Result
Open
coffer
-dam
1-2 days
after loading
Dat
e
Result
Open
coffer
-dam
VOYAGE NO.: __________________________________

Electronic copy: purging@framo.no
If paper copy: Frank Mohn Services
AS
Ship owner: Electronic/ Paper copy
INTERVALS
B
If no leakage at A go to C.
If leakage at A purge this
pump
every day
Dat Result Open Averag
e
coffer e result
-dam
Shortly
before unloading
Shortly
after unloading
Dat
e
Result
Open
coffer
-dam
Dat
e
Result
Signed by: Chief Officer

Chief Engineer
Pumpman
Note: This report to be sent to purging@framo.no at compltion of job keeping Vektor Maritim Technical department and vessel superintendent in copy.
Open
coffer
-dam
For long voyages with

"no leakage at A"
purge at least every
fortnight.
State action taken,
new parts installed, etc.

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PT. VEKTOR MARITIM

CARGO OPERATIONS MANUAL - CHEMICAL TANKERS

August 01, 2012

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PT. VEKTOR MARITIM

CARGO OPERATIONS MANUAL - CHEMICAL TANKERS

INTRODUCTION AND GENERAL PRECAUTIONS

August 01, 2012

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PT. VEKTOR MARITIM

CARGO OPERATIONS MANUAL - CHEMICAL TANKERS

CARGO STOWAGE PLANNING AND LOADING

Segregation Of Cargoes Reactive With Water

August 01, 2012

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CARGO OPERATIONS MANUAL - CHEMICAL TANKERS

August 01, 2012

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PT. VEKTOR MARITIM

CARGO OPERATIONS MANUAL - CHEMICAL TANKERS

Submerged Centrifugal Pumps

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CARGO OPERATIONS MANUAL - CHEMICAL TANKERS

Tank Cleaning Steps

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CARGO OPERATIONS MANUAL - CHEMICAL TANKERS

OIL / CHEMICAL CARRIAGE INFORMATION

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CARGO OPERATIONS MANUAL - CHEMICAL TANKERS

CARRIAGE AND HANDLING OF SPECIAL

Hydrostatic Pressure Test Of Cargo Pipe Line And Cargo

Tank Cleaning Guide

August 01, 2012

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CARGO OPERATIONS MANUAL - CHEMICAL TANKERS

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CARGO OPERATIONS MANUAL - CHEMICAL TANKERS

INTRODUCTION AND GENERAL PRECAUTIONS

August 01, 2012

INTRODUCTION AND GENERAL PRECAUTIONS

Procedures and arrangement manual.

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