VShips - Chemical Tanker Manual - 2004

CHEMICAL TANKER MANUAL
SECTION - INTRODUCTION
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CHEMICAL TANKER OPERATING

MANUAL
VMS/CHM/01
COPY No
NOTES
1.
This Manual is valid from the issue date.
2.
This Manual is to be used only on V Ships managed vessels.
3.
This Manual is not to be copied or marked up.
4.
Review of this Manual or any suggested alteration is to be referred to the

appropriate management office.
5.
Further revisions of this Manual will be recorded on the Revision Sheet

(Page 2).
MANAGING DIRECTOR
DIVISIONAL DIRECTOR
RISK, SAFETY & QUALITY
Copyright 2004 V Ships.

All rights strictly reserved. No part of this publication may be reproduced, stored in a
retrieval system or transmitted in any form or by any means electronic, mechanical,
photocopying, recording or otherwise without the prior written permission of V Ships.
Any person infringing the copyright of the V Ships will be liable to criminal prosecution
and a civil claim for damages.

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VMS/CHM/01
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2 of 9
REVISION SHEET
1.
When it becomes necessary to revise this manual revision will be made by the issue of the new relevant
section.
2.
These revised pages will bear a new revision number that must be entered on this revision sheet and
initialled by the Master or responsible manager after insertion into this book
Document
Number
Section
Revision
Number
Date Inserted
Managers or
Masters
Initials

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Table of Contents
1. GENERAL..................................................................................................... 1
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
Definitions.................................................................................................................1
Introduction..............................................................................................................6
Departure from these Procedures ............................................................................7
VMS manuals ............................................................................................................7
Checklists..................................................................................................................7
Reference Publications .............................................................................................7
Company Forms ........................................................................................................8
Abbreviations............................................................................................................9
Applicability ............................................................................................................11
2. RESPONSIBILITIES .................................................................................... 1
2.1
2.2
2.3
2.4
2.5
2.6
2.7
General......................................................................................................................1
Master .......................................................................................................................1
Chief Officer ..............................................................................................................1
Second Officer and Third Officer ..............................................................................2
Chief Engineer...........................................................................................................2
Pumpman..................................................................................................................2
Ratings......................................................................................................................2
3. SAFETY........................................................................................................ 1
3.1
3.2
3.3
3.4
3.5

Company Forms ........................................................................................................1
Chemical Hazards .....................................................................................................1
3.3.1 General ............................................................................................................. 1
3.3.2 Flammability ...................................................................................................... 2
3.3.3 Toxicity.............................................................................................................. 2
3.3.4 Asphyxia............................................................................................................ 2
3.3.5 Anaesthesia ....................................................................................................... 3
3.3.6 Reactivity........................................................................................................... 3
3.3.7 Corrositivity........................................................................................................ 4
3.3.8 Putrefaction ....................................................................................................... 4
Physical Properties Of Chemicals .............................................................................4
3.4.1 Specific Gravity (Density) .................................................................................... 4
3.4.2 Flash Point......................................................................................................... 4
3.4.3 Auto Ignition Temperature .................................................................................. 4
3.4.4 Flammable / Explosive Limits............................................................................... 4
3.4.5 Vapour pressure/Boiling point.............................................................................. 5
3.4.6 Freezing point .................................................................................................... 5
3.4.7 Pour Point.......................................................................................................... 5
3.4.8 Viscosity ............................................................................................................ 5
3.4.9 Cubic expansion ................................................................................................. 6
3.4.10 Vapour density ................................................................................................... 6
3.4.11 Solubility............................................................................................................ 6
3.4.12 Colour ............................................................................................................... 6
3.4.13 Electrostatic charging.......................................................................................... 6
General Precautions..................................................................................................6
3.5.1 General ............................................................................................................. 6
3.5.2 Cargo Information .............................................................................................. 7
3.5.3 Personnel protection ........................................................................................... 7

3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
3.19
3.20
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3.5.4 Moorings ........................................................................................................... 7

3.5.5 Emergency towing-off wires (fire wires) ............................................................... 7
3.5.6 Means of Access and Escape (Gangways or Accommodation Ladders etc.) .............. 7
3.5.7 Unauthorised Persons ......................................................................................... 8
3.5.8 Persons Smoking or Intoxicated........................................................................... 8
3.5.9 Permanent Notices ............................................................................................. 8
3.5.10 Temporary Notices and signals ............................................................................ 9
3.5.11 Craft Alongside................................................................................................... 9
3.5.12 Wind conditions.................................................................................................. 9
3.5.13 Electrical Storms................................................................................................. 9
3.5.14 Cold weather.................................................................................................... 10
3.5.15 Openings in deckhouses and superstructures ...................................................... 10
3.5.16 Engine Room Equipment ................................................................................... 10
3.5.17 Excluding Vapour from Machinery Spaces ........................................................... 10
3.5.18 Enclosed Spaces............................................................................................... 10
3.5.19 Ships Readiness to move .................................................................................. 10
3.5.20 Pollution Prevention .......................................................................................... 11
3.5.21 Tank-cleaning/gas-freeing ................................................................................. 11
3.5.22 Tank-cleaning Chemicals ................................................................................... 11
3.5.23 Communication Equipment................................................................................ 11
3.5.24 Fire Fighting Equipment .................................................................................... 11
Static Electricity......................................................................................................12
3.6.1 General ........................................................................................................... 12
3.6.2 Cargo Operations ............................................................................................. 12
3.6.3 Electrical Continuity - Bonding and Earthing........................................................ 13
3.6.4 Cargo Flow Velocity .......................................................................................... 13
3.6.5 Ullaging and Sampling ...................................................................................... 14
3.6.6 Loading Overall (Splash filling) (free Fall Loading) ............................................... 14
3.6.7 Pipeline and Hose Clearing ................................................................................ 14
3.6.8 Steaming Operations ........................................................................................ 14
3.6.9 Tank Washing with Water ................................................................................. 14
3.6.10 Portable Pumps ............................................................................................... 15
3.6.11 Tanker Explosions ............................................................................................ 15
Removable Bends, Spool Pieces and Flexible Hoses ..............................................16
Flame Arrestors.......................................................................................................17
Electrical Equipment/Fittings. ................................................................................17
Hydrocarbon And toxic Gas Monitoring..................................................................17
Sounding Routines..................................................................................................17
Cargo Pumprooms ..................................................................................................18
3.12.1 Ventilation ....................................................................................................... 18
3.12.2 Routine Inspection............................................................................................ 18
3.12.3 Entry Procedures................................................................................................ 18
Void Spaces/Duct Keels and Pipe Tunnels .............................................................19
Leakage into Void and Ballast Spaces ....................................................................20
Works in Cargo and Ballast Tanks ..........................................................................20
Accidental Spillages ................................................................................................20
Sea Valves and Overboard Discharge Valves .........................................................21
Deck Scuppers ........................................................................................................21
Manifold Savealls ....................................................................................................21
Ship to Ship Transfer ..............................................................................................22
3.20.1 General ........................................................................................................... 22
3.20.2 STS at the roads / at sea .................................................................................. 22
3.20.3 Responsibility ................................................................................................... 22
3.20.4 Communications............................................................................................... 22
3.20.5 Operational considerations ................................................................................ 22
3.20.6 Notification of authorities .................................................................................. 22
3.20.7 Cargo transfer operations.................................................................................. 23

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3.20.8 Emergency....................................................................................................... 23
4. CARGO PLANNING, HANDLING AND STOWAGE.......................................... 1

4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.10
4.11
4.12

Company Forms ........................................................................................................1
General......................................................................................................................1
Responsibility ...........................................................................................................2
General cycle of cargo operations ............................................................................2
Voyage Planning & Stowing of Cargo .......................................................................3
4.6.1 Description ........................................................................................................ 3
4.6.2 Delivery of voyage orders.................................................................................... 3
4.6.3 Voyage Orders Contents ..................................................................................... 3
4.6.4 Cargo quantities ................................................................................................. 4
4.6.5 Filling limits........................................................................................................ 4
4.6.6 Cargo Quantity Options....................................................................................... 4
4.6.7 Cargo equipment defects .................................................................................... 5
4.6.8 Stowage Limitations of Cargo Tank Structure and Fittings on Chemical Ships........... 5
4.6.9 Oil and Hazardous Material Transfer Procedure ..................................................... 5
4.6.10 Cargo Loading/Discharge Plan ............................................................................. 5
Retention of Slops on Chemical Tankers ..................................................................6
Planning of equipment, bunkers, stores etc.............................................................6
Vapour Emission Control (VEC) Systems ..................................................................7
Ship-to-Ship (STS) Transfer using VEC Systems ......................................................8
Pre-Transfer Survey and Log Entries........................................................................9
5. SAFE STABILITY.......................................................................................... 1
5.1
5.2
5.3
5.4
5.5
5.6
5.7

Checklists..................................................................................................................1
Company Forms ........................................................................................................1
General......................................................................................................................1
Stress Monitoring System.........................................................................................1
Stability of Double Hull Vessels (without centre line bulkheads) ...........................2
Slack Tanks and Sloshing .........................................................................................3
6. PREPARATION FOR LOADING AND LOADING OPERATIONS ...................... 1

6.1
6.2
6.3
6.4
6.5
6.6
6.7

Company Forms ........................................................................................................1
Preparation for loading operations...........................................................................1
Technical Readiness .................................................................................................2
6.4.1 Visual ................................................................................................................ 2
6.4.2 Tests / Checks ................................................................................................... 2
6.4.3 Preparation ........................................................................................................ 2
6.4.4 Safety................................................................................................................ 2
6.4.5 Cleanliness......................................................................................................... 2
Tank Acceptance & Preparation ...............................................................................3
6.5.1 General ............................................................................................................. 3
6.5.2 Visual inspection................................................................................................. 3
6.5.3 Odour check ...................................................................................................... 3
6.5.4 Wall wash tests .................................................................................................. 3
6.5.5 Wallwash procedure ........................................................................................... 4
Vessel - Surveyor agreements ..................................................................................5
Cargo Sampling.........................................................................................................5
6.7.1 General ............................................................................................................. 5
6.7.2 Safety................................................................................................................ 6
6.7.3 Labels ............................................................................................................... 6
6.7.4 Storage of samples ............................................................................................. 6
6.7.5 Sampling on land................................................................................................ 7
6.7.6 Sampling on board ............................................................................................. 7

6.8
6.9
6.10
6.11
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6.7.7 Sampling cargo under nitrogen blanket ................................................................ 7

6.7.8 Sampling programme.......................................................................................... 7
Pre-Loading Meeting ................................................................................................8
6.8.1 General ............................................................................................................. 8
6.8.2 Vessel terminal agreements ............................................................................... 8
Preparation before cargo loading .............................................................................9
6.9.1 General ............................................................................................................. 9
6.9.2 The following important pre-loading checks are to be made by the ship: ................. 9
Closed Loading Operations .....................................................................................10
6.10.1 Purpose and scope ........................................................................................... 10
6.10.2 Company procedure.......................................................................................... 11
6.10.3 Gauging, sounding and sampling ....................................................................... 11
6.10.4 Cargo tank venting ........................................................................................... 11
6.10.5 Vapour return .................................................................................................. 11
6.10.6 Customers requirements................................................................................... 11
Loading Operations.................................................................................................12
6.11.1 General ........................................................................................................... 12
6.11.2 Commencement and execution of loading........................................................... 12
6.11.3 Completion of loading and final measurements ................................................... 12
6.11.4 Blowing lines.................................................................................................... 13
6.11.5 Pigging ............................................................................................................ 13
6.11.6 Disconnecting of loading arm/cargo hose ........................................................... 14
6.11.7 Measuring Ullaging ........................................................................................... 14
6.11.8 Measuring Temperature .................................................................................... 14
6.11.9 Measuring Water .............................................................................................. 15
6.11.10 Nitrogen cover ................................................................................................. 15
6.11.11
Preparation for sea voyage............................................................................ 15
7. CARGO CARE ............................................................................................... 1

7.1
7.2
7.3

Company Forms ........................................................................................................1
Cargo Care Requirements.........................................................................................1
7.3.1 Heating ............................................................................................................. 2
7.3.2 Cooling/Refigeration ........................................................................................... 3
7.3.3 Nitrogen blanket................................................................................................. 3
7.3.3 Oxygen.............................................................................................................. 4
7.3.4 Agitation/Re-circulation ....................................................................................... 4
8.0
PREPARATION FOR DISCHARGE AND DISCHARGING ........................... 1
8.7
PRE-DISCHARGE MEETING .................................................................... 3
8.1
8.2
8.3
8.4
8.5
8.6
8.8
8.9

Company Forms ........................................................................................................1
Purpose and Scope ...................................................................................................1
Technical readiness ..................................................................................................1
Safety........................................................................................................................2
Ullaging and sampling ..............................................................................................2
8.7.1 General ............................................................................................................. 3
8.7.2 Vessel terminal agreements ............................................................................... 3
8.7.3 Vessel - surveyor agreements.............................................................................. 3
Closed Unloading Operations ...................................................................................4
8.8.1 General ............................................................................................................. 4
8.8.2 Company procedure............................................................................................ 4
8.8.3 Gauging, sounding and sampling ......................................................................... 4
8.8.4 Cargo tank venting ............................................................................................. 4
8.8.5 Vapour return .................................................................................................... 5
8.8.6 Customers requirements..................................................................................... 5
Discharge ..................................................................................................................5

8.10
9.0
9.1
9.2
9.3
9.4
9.5
9.6
9.7
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8.9.1 Discharging agreements...................................................................................... 5

Measures to be taken for special cargoes ................................................................7
8.10.1 Ballast and heated cargoes.................................................................................. 7
8.10.2 Discharging cargoes under nitrogen cover ............................................................ 7
8.10.3 Discharge of high viscosity products..................................................................... 7
8.10.4 Discharge of cargoes with high melting points....................................................... 7
8.10.5 Efficient stripping in accordance with P&A Manual ................................................. 7
8.10.7 Prewash according to MARPOL Annex II ............................................................... 8
INERTING AND GASFREEING OF CARGO TANKS ................................... 1

Company Forms ........................................................................................................1
Policy ........................................................................................................................1
Inerting/Purging ......................................................................................................2
Before use of shipboard generated Inert GAs ..........................................................2
Failure of the Inert Gas System................................................................................3
Maintenance .............................................................................................................4
9.7.1 Deck Seal .......................................................................................................... 4
9.7.2 P/V Breaker ....................................................................................................... 4
9.7.3 Inert Gas Scrubber ............................................................................................. 4
9.7.4 Non Return Valves.............................................................................................. 5
9.7.5 Flue Gas and Recirculating Valves ....................................................................... 5
Gasfreeing.................................................................................................................5
9.8.1 General ............................................................................................................. 5
9.8.2 Gasfreeing Precautions ....................................................................................... 6
9.8
10.
CARGO AND BALLAST PUMPS ................................................................ 1
11.
TANK CLEANING .................................................................................... 1
10.1
10.2
10.3

General......................................................................................................................1
Pump Descriptions....................................................................................................1
10.3.1 Centrifugal Pumps .............................................................................................. 1
10.3.2 Positive Displacement Pump ................................................................................ 2
10.3.3 Submerged Pumps ............................................................................................. 2
10.3.4 Portable Submersible (Emergency) Pump ............................................................. 2
10.4 Starting and Stopping Pumps ...................................................................................3
10.5 Emergency Stopping of pumps .................................................................................3
10.6 Control and Operation of Centrifugal Pumps ...........................................................3
10.6.1 Discharge Valves ................................................................................................ 4
10.6.2 Self Priming ....................................................................................................... 4
10.7 Cavitation..................................................................................................................5
10.8 Pump Operation Parameters ....................................................................................5
10.8.1 Overloading ....................................................................................................... 5
10.8.2 Underloading ..................................................................................................... 6
10.8.3 Pump Characteristic Diagram............................................................................... 6
10.8.4 Balancing/Discharging Using More Than One Pump ............................................... 6
10.9 Submersible Pump Purging Routines .......................................................................7
10.10 Eductors ....................................................................................................................7
11.1
11.2
11.3
11.4
11.5

Company Forms ........................................................................................................1
Tank Cleaning Instructions.......................................................................................1
Tank Cleaning ...........................................................................................................1
11.4.1 General ............................................................................................................. 1
11.4.2 Safety requirements ........................................................................................... 2
11.4.3 Water white standard ......................................................................................... 3
Preparation for tankwashing....................................................................................3
11.5.1 Cleaning program and plan ................................................................................. 3

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11.5.2 Tankwashing briefing.......................................................................................... 4

Special cleaning precautions ....................................................................................5
11.6.1 Cleaning of flammable products ........................................................................... 5
11.6.2 Cleaning of toxic products ................................................................................... 5
11.6.3 Tankcleaning Slops ............................................................................................. 5
11.6.4 Cleaning coated tanks......................................................................................... 5
BALLAST OPERATIONS........................................................................... 1
12.1
12.2
12.3
12.4
12.5
12.6
12.7
12.8
12.9
12.10
12.11
12.12
12.13
12.14
12.15
13.
Document Number
Page Number

Company Forms ........................................................................................................1
General......................................................................................................................1
Designated Officer ....................................................................................................1
Planning of the Ballast Operations ...........................................................................2
Records and Reporting .............................................................................................2
Controls Applied by Port State Authorities...............................................................2
Loading of Ballast Water ..........................................................................................3
12.8.1 Ballasting of Cargo Tanks .................................................................................... 3
Ballast Water Exchange and Sediment Removal......................................................3
12.9.1 Flow Through Exchanges .................................................................................... 4
12.9.2 Discharge of Ballast Water in Cargo Tanks............................................................ 4
Discharge of Ballast Water .......................................................................................4
12.10.1 Discharge of Ballast Water to Shore Reception Facilities......................................... 5
Sample Analysis Certificate ......................................................................................5
Manual Removal of Solid Elements ..........................................................................6
Ballast Operation Precautions ..................................................................................6
12.13.1 Personnel Safety ................................................................................................ 6
12.13.2 Ships Safety ...................................................................................................... 6
12.13.3 Ballast Tanks Venting System ............................................................................. 6
12.13.4 Pumping Limitation ............................................................................................. 7
Cathodic Protection ..................................................................................................7
Ballasting cargo tanks Safety considerations........................................................7
EQUIPMENT ........................................................................................... 1
13.1
13.2
13.3
13.4
13.5
13.6
13.7
13.8
13.9
13.10
13.11
13.12
13.13
13.14
13.15
13.16
13.17
13.18
13.19
13.20
13.21

Loading/Stress Computer.........................................................................................1
P/V Valves ................................................................................................................1
Flame Arrestor Gauzes..............................................................................................2
P/V Breaker ..............................................................................................................2
Deck Seal & Non Return Check Valves .....................................................................2
Tank Gauging............................................................................................................3
Pumproom Bilge Level Alarms ..................................................................................3
Pump Suction Strainers ............................................................................................3
Pump Safety Devices ................................................................................................3
Tank Cleaning Equipment .........................................................................................3
Gas Detection Equipment .........................................................................................3
Pressure Gauges .......................................................................................................4
Tank High Level and Overfill Alarms.........................................................................4
13.14.1 High Level Alarms............................................................................................... 4
13.14.2 Tank Overfill Alarms ........................................................................................... 4
Tank Radar Systems .................................................................................................4
Oil Discharge Monitoring and Control Equipment ....................................................4
Portable Hermetic Gauging and Sampling Equipment .............................................5
Transfer Equipment Test and Inspections................................................................5
Valves 5
13.19.1 Sea Suction and Overboard Valves ....................................................................... 6
13.19.2 Pipelines ............................................................................................................ 6
Flexible Hoses ...........................................................................................................6
Calibration ................................................................................................................6

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13.21.1 General ............................................................................................................. 6

13.21.2 Calibration method ............................................................................................. 7
13.21.3 Documentation................................................................................................... 7
13.21.4 Designation of measuring and testing devices ....................................................... 7
13.21.5 Defective measuring and test devices................................................................... 7
14.
DOCUMENTATION AND CARGO CALCULATION ...................................... 1
14.1
14.2
14.3
14.4
14.5
14.6
14.7
14.8
14.9
14.10
14.11
14.12
14.13
14.14
14.15
14.16

Company Forms ........................................................................................................1
General......................................................................................................................1
ASTM Tables..............................................................................................................2
Density, Relative Density and API ............................................................................2
14.5.1 Density .............................................................................................................. 2
14.5.2 Relative Density 15/4.......................................................................................... 2
14.5.3 Relative Density 60/60 (SG) ................................................................................ 3
Volume Reduction to Standard Temperature ...........................................................3
Ullage Reports ..........................................................................................................3
Ships Experience Factor (SEF or VEF)......................................................................3
(Rough) Port/Cargo Log........................................................................................4
Notice of Readiness (nor) .........................................................................................4
Bill of Lading, B/L .....................................................................................................5
Letters of Protest ......................................................................................................6
14.12.1 Difference Protest............................................................................................... 6
14.12.2 Deadfreight Protest............................................................................................. 7
14.12.3 Temperature Protest........................................................................................... 7
14.12.4 Low loading or discharging rate protest. ............................................................... 7
14.12.5 Exceeding the maximum agreed quantity ............................................................. 8
Statement of Facts....................................................................................................8
Dry Tank Certificate ..................................................................................................9
Other Documents......................................................................................................9
Departure Telex/Fax/Email......................................................................................9
15.
MAINTENANCE ROUTINES ..................................................................... 1
16.
CARGO COMPATABILITY........................................................................ 1
15.1
15.2
15.3
16.1
16.2
16.3
16.4

Company Forms ........................................................................................................1
Maintenance Routines ..............................................................................................1
Explanation of Cargo Compatibility Chart ................................................................1
Using the Compatability Chart..................................................................................1
Compatability Chart..................................................................................................2

SECTION 1 - GENERAL
1.
GENERAL
1.1
DEFINITIONS
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Acute Toxic
Effect
The effect on humans of a single exposure of short duration to

high concentrations of a toxic compound or toxic vapour (see
also Chronic Toxic Effect).
Alcohol
Resistant Foam
(Alcohol-type
foam)
A multi-purpose fire fighting foam effective against many water

soluble cargoes. This is the most commonly used type of fire
fighting foam on chemical tankers.
Anaesthesia
A total loss of feeling and consciousness, or the loss of power or

feeling over a limited area of skin.
Anaesthetics
Chemicals which produce anaesthesia.
Aqueous
Indicating that the compound is in solution in water.
Asphyxia
The condition arising when the blood is deprived of an adequate

supply of oxygen, so that loss of consciousness may follow.
Asphyxiant
A gas or vapour, which may or may not have toxic properties,

which when present in sufficient concentrations excludes oxygen
and leads to asphyxia.
Audit
A method of checking that procedures (as written down) are

being followed, and that any amendments required have been
carried out to maintain a quality service.
Auto-ignition
Temperature
(Autogenous
Ignition
Temperature;
Ignition
Temperature)
The lowest temperature to which a solid, liquid or gas requires to

be raised to cause self-sustaining combustion without initiation
by a spark or flame or other source of ignition (see also Flash
Point).
BCH Code
The IMO Code for the Construction and Equipment of Ships

Carrying Dangerous Chemicals in Bulk.
Catalyst
A substance that starts or changes the rate of a reaction without

being itself chemically changed. A catalyst which reduces the
rate of a reaction is known as a negative catalyst.

SECTION 1 - GENERAL
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Certificate of
Fitness (COF)
A certificate issued by the flag administration confirming that the

structure, equipment, fittings, arrangements and materials used
in the construction of a chemical tanker are in compliance with
the relevant IMO Chemical Codes. Such certification may be
issued on behalf of the administration by approved classification
societies.
Chemical
Absorption
Detector (Gas
Absorption
Detector)
An instrument used for the detection of vapours, which works on

the principal of a reaction between a vapour and a chemical
agent in the apparatus; either the vapour discolours the agent or
the agent dissolves some of the vapour.
Chronic Toxic
Effect
The cumulative effect on humans of prolonged exposures to low

concentrations of a toxic compound or toxic vapour, or of
intermittent exposures to higher concentrations (see also Acute
Toxic Effect).
Client
The Company or individual to whom V. Ships is providing a

service (i.e. the Purchaser of the Service).
Combustible
(Flammable)
Capable of being ignited and of burning. For the purpose of this

manual the terms combustible and flammable are synonymous.
Combustible Gas
Indicator
(Explosimeter)
An instrument for detecting a combustible gas/air mixture,

usually measuring its concentration in terms of the Lower
Flammable Limit (LFL).
Controlled Copy
A copy of the manual or procedures which will be issued for

working to, and will be updated with all the modifications,
corrective actions and revisions of the procedure.
Corrective
Action
Actions taken to correct non-compliances.
Corrosive
Liquids
Liquids which can corrode normal constructional materials at an

excessive rate. Usually they can also cause serious damage to
human tissues and eyes.
Crew Manning
Office
Refers to the Company office, which supplies the ships staff to

the relevant management office for the managed vessel.
Data Sheet
(Cargo
Information
Sheet)
A document, in accordance with the IMO Codes and usually from

the manufacturer of the cargo, that contains necessary
information about the properties of the chemical for its safe
carriage as cargo. (Also MSDS Material Safety Data Sheet)
Density
Mass per unit volume, measured in a vacuum.
DTF
Document Transmittal Form.

SECTION 1 - GENERAL
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Endothermic
A process which is accompanied by absorption of heat.
Exothermic
A process which is accompanied by evolution of heat.
Explosion Proof
Equipment /
Flame Proof
Equipment
Equipment or apparatus which will withstand, without damage

and in accordance with its prescribed rating, any explosion of a
prescribed flammable gas to which it may be subjected under
practical operating conditions, and which will prevent the
transmission of flame to the surrounding atmosphere.
Filling Ratio
That volume of a tank, expressed as a percentage of the total

volume, which can be safely filled by liquid when allowing for the
possible expansion of the liquid.
Flame Arrester
A device used to arrest the passage of flame in a pipeline.
Flame Screen
(Gauze Screen)
A portable or fitted device incorporating one or more corrosion

resistant wire woven fabrics of very small mesh used for
preventing sparks from entering a tank or vent opening. For a
short period of time a flame screen will prevent the passage of
flame, yet permit the passage of gas.
Flammable
(Combustible)
Capable of being ignited and of burning. For the purpose of this

manual the terms combustible and flammable are synonymous.
Flammable
Limits
(Explosive
Limits)
The minimum and maximum concentrations of vapour in air

which form flammable (explosive) mixtures are known as the
lower flammable limit (LFL) and upper flammable limit (UFL)
respectively. These terms are synonymous with lower explosive
limit (LEL) and upper explosive limit (UEL) respectively.
Flammable
Range
The range of flammable vapour concentrations in air between

the lower and upper flammable limits. Mixtures within this range
are capable of being ignited and of burning.
Flash Point
The lowest temperature at which a liquid gives off sufficient

vapour to be ignited. This temperature is determined by
laboratory testing in a prescribed apparatus (see also Autoignition Temperature).
He
The use of the term he is to be interpreted as meaning he or

she.
IBC Code
The IMO International Code for the Construction and Equipment

of Ships Carrying Dangerous Chemicals in Bulk.
IMO
International Maritime Organisation.
Incendive Spark
A spark of sufficient temperature and energy to ignite a

flammable atmosphere.

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Inhibitor
A substance used to prevent or retard cargo deterioration or a

potentially hazardous chemical self-reaction, eg., polymerisation.
ISM Code
International Safety Management Code.
ISO 9001:2000
International Standards Organisation Standards for Quality

Systems in a Service Industry.
ISO 14001
International Standards Organisation environmental and

emissions standard.
ISPS Code
International Ships and Port Facility Security Code.
LR
Lloyds Register
Management
Office
Refers to the company office, which manages the relevant

vessel.
Manual
A compilation of VMS procedures, instructions and information

within a V. Ships identified Binder.
Miscibility
The ability of a liquid or gas to dissolve uniformly in another

liquid or gas.
Narcosis
A condition of profound insensibility, resembling sleep, in which

the unconscious person can only be roused with great difficulty
but is not entirely indifferent to sensory stimuli.
Non-compliance
A deviation from a procedure i.e. a part of the procedure part of

which is not being operated accordingly.
Odour
Threshold
The smallest concentration of gas or vapour, expressed in parts

per million (ppm) by volume in air, that most people can detect
by smell.
Oxidising Agent
An element or compound that is capable of adding oxygen or

removing hydrogen; or one that is capable of taking one or more
electrons from an atom or group of atoms (the opposite of a
Reducing Agent).
Padding
Filling and maintaining the cargo tank and associated piping

system with an inert gas, other gas or vapour, or liquid, in order
to separate the cargo from air.
Peroxides
Compounds formed by the chemical combination of cargo liquid

or vapour with atmospheric oxygen, or oxygen from another
source. These compounds may in some cases be highly reactive
or unstable and constitute a potential hazard.
P + I Club
Protection and Indemnity Club

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Polymerisation
The phenomenon whereby the molecules of a particular

compound link together into a larger unit called a polymer. A
great deal of heat may be evolved when this occurs.
Polymerisation may occur spontaneously with no outside
influence, or it may occur if the compound is heated or if a
catalyst or impurity is added. Polymerisation may, under some
circumstances, be dangerous but may be delayed or controlled
by the addition of inhibitors.
Pour Point
The lowest temperature at which a liquid will remain fluid.
Putrefaction
The natural decomposition, over time, of animal or vegetable

oils, accompanied by offensive smells.
Reducing Agent
An element or compound that is capable of removing oxygen, or

adding hydrogen; or one that is capable of giving one or more
electrons to an atom or group of atoms.
Reid Vapour
Pressure (RVP)
The vapour pressure of a liquid determined by laboratory testing

in a standard manner in the Reid Apparatus at a standard
temperature of 100 Deg F (37.8 Deg C) expressed in pounds per
square inch absolute, and commonly written RVP
lb.
Relative Vapour
Density
The relative weight of the vapour compared with the weight of

an equal column of air at standard conditions of temperature and
pressure.
Self-reaction
The tendency of a chemical to react with itself, usually resulting

in polymerisation or decomposition. Self-reaction may be
promoted by contamination with small amounts of other
materials.
SEP
Refers to Safety and Environmental Protection.
S.M.P.E.P.
Shipboard Marine Pollution Emergency Plan.
Solubility
The ability of one substance (solid, liquid or gas) to blend

uniformly with another. Solubility is usually understood as the
maximum weight of substance which will dissolve in water in the
presence of undissolved substances.
S.O.P.E.P.
Shipboard Oil Pollution Emergency Plan.
Systemic Toxic
Effect
The effect of a substance or its vapour on those parts of the

human body with which it is not in contact.
The Company
Refers to V. Ships.

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1.2
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The Group
Refers to the group of V Ships Divisions i.e

Ship Management Division
Leisure Division
Commercial Division
Threshold Limit
Value (TLV)
(Short Term
Exposure Limit)
The time weighted average (TWA) concentration of a substance

to which it is believed workers may be repeatedly exposed, for a
normal 8 hour working day and 40 hour working week, day after
day, without adverse effect. It may be supplemented by other
limits.
Toxic
Poisonous ie., causing bodily harm that may be severe (see also
Acute Toxic Effect and Chronic Toxic Effect).
UTI
Ullage, Temperature and Interface detector instrument.
Vapour
Pressure
The pressure exerted by the vapour above the liquid, at a given

temperature.
Vendor/Supplier
A Company or individual who is supplying Subcontractor material

or a service to V Ships.
Viscosity
The property of a liquid, which determines its resistance to flow.
VMS
V Ships Management System
Volatile Liquid
A liquid, which evaporates readily at ambient temperatures.
V. Ships
Refers to the group of V Ships Companies.
INTRODUCTION
This Manual is issued in accordance with the Company's VMS and contains specific instructions etc.
based on V Ships operating experience.
The subject matter was selected where the Company considered that emphasis had to be placed on the
relevant operational procedures, precautions, instructions etc.
The following procedures are to be adhered to in order to achieve safe and effective Company
Operating Standards. Adoptions of other unapproved procedures may lead to a breach of the
Company's Instructions and could result in disciplinary action being taken against the individual.
This manual is controlled under the Company's VMS and will be revised as required. Copying of the
relevant sections of this manual is permitted, for operational purposes, but all copies are to be
considered as uncontrolled documents, and must be destroyed following use.
Revisions will be issued as required and the date of insertion of the revised section is to be recorded
with the Manager or Masters initials. The pages of the section rendered obsolete, are to be
immediately destroyed.

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An updated CD Rom will be issued in conjunction with the abovementioned revision and is to be
entered into the relevant on board computer on receipt. The obsolete CD Rom is to be immediately
destroyed.
When referencing the VMS manuals, the Document and Revision numbers must always be used.
It is the Master's responsibility to ensure that any amendments received, are inserted within this
manual and the appropriate electronic entries made. Any procedure which he considers cannot be
adhered to, must be brought to the Companys attention.
This manual remains the property of the Company and in the event of the ship leaving the Company's
Management, all copies of this manual and the relevant CD Rom are to be destroyed, unless
instructions are received to the contrary.
1.3
DEPARTURE FROM THESE PROCEDURES

The first consideration of the Master and every Officer must be the safety of the lives on board and that
of the ship, her cargo and the environment.
Where a deviation from the Company's Instructions/procedures is found to be necessary the Master will
report this to the Company at the first opportunity.
1.4
VMS MANUALS
Reference is to be made to the following VMS system core manuals which are issued to all types of
vessels:
V Ships Management Manual

Fleet Operating Manual
Crew Manual
Safety and Environmental Manual
Ship Forms Manual
VMS/VMM/01
VMS/FOM/01
VMS/CRW/01
VMS/SEM/01
VMS/FMS/01
* The V Ships Management Manual is the umbrella manual of the VMS, and its purpose is to describe
the structure by which the VMS is implemented and maintained. It relates to all the requirements of
the applicable standards and the IMO ISM code and ISO 14001.
1.5
CHECKLISTS
The Company recognises the importance of operational checklists to assist the Master, Chief Engineer
and all Officers in the routine operation of the ships concerned. The Operations checklists fully
embrace the Company's Instructions, Procedures and Documentation for the safe technical operation of
the vessel, the safety of the crew, the cargo and the environment. These checklists are to be used
when required, and whenever completed, a log entry is to be made which must include the checklist
number, description and completing officers signature.
It is emphasised that the checklists are to assist the relevant Officer, and do not detract from his
responsibility towards the safety of the vessel, her crew, her cargo and the environment.
1.6
REFERENCE PUBLICATIONS
The Company recognises the importance of certain reference publications and these are listed here.
These publications are to be made available to all on board.

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The recommendations of these publications are to be adopted as standard procedures, and are to be
read in conjunction with this manual.
Each publication is to be given a Company Reference Number, and is to be kept in the recommended
location.
Reference publications will be updated through the Companys Chart and Publication New Edition
scheme. Superseded publications are to be removed and destroyed.
ICS Tanker Safety Guide (Chemicals)
IBC Code and BCH Code
Regulations for the Prevention of Pollution (MARPOL 73/78 Consolidated Edition) as amended
SOLAS
Medical First Aid Guide for Use in Accidents involving Dangerous Goods (IMDG Code MFAG)
OCIMF Guidelines for the Control of Drugs and Alcohol Onboard Ship
International Safety Guide for Oil Tankers and Terminals (ISGOTT)
ICS Guide to Helicopter / Ship Operations
International Regulations for Preventing Collisions at Sea
IMO Ships Routing
International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW
95)
International Code of Signals
OCIMF/ICS Ship to Ship Transfer Guide (Petroleum)
OCIMF Effective Mooring
OCIMF Mooring Equipment Guidelines
WHO International Medical Guide for Ships
International Safety Management Code
IMO IAMSAR Vol 3
ICS Bridge Procedures Guide
OCIMF/ICS Clean Seas Guide for Oil Tankers
Nautical Institute Bridge Team Management
1.7
COMPANY FORMS
The Company requires certain records and documentation to be maintained both on board the ship and
within the Management Office.

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References to the Company Forms are contained within the Ship Forms Manual VMS/FMS/01.
1.8
ABBREVIATIONS
API
American Petroleum Institute (USA).
ASTM
American Society for Testing and Materials (USA).
BCH Code
Code for Construction and Equipment of Ships Carrying Dangerous Chemicals

in Bulk for Ships built before 1 July 1986.
CBT
Clean Ballast Tanks
CFR
Code of Federal Regulations (USA).
CHRIS Code
Chemical Hazards Response Information System (USCG)
COA
Contract of Affreightment
COF
Certificate of Fitness
EDP
Early Departure Procedure.
EmS
Emergency Schedules (to MFAG)
ESD Valve
Emergency Shutdown Valve
HLA
High Level Alarm
IBC Code
International Code for the Construction and Equipment of Ships Carrying

Dangerous Chemicals in Bulk.
ICS
International Chamber of Shipping.
IEC
International Electrotechnical Commission
IG
Inert Gas.
ILO
International Labour organisation
IMDG Code
International Maritime Dangerous Goods Code
IMGS
International Medical Guide for Ships
IP
Institute of Petroleum (London).
IMO
International Maritime Organisation
ISGOTT
International Safety Guide for Oil Tankers and Terminals
ISM Code
International Management Code for the Safe Operation of Ships and for
Pollution Prevention (the International Safety Management (ISM) Code).

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IWRC
Independent Wire Rope Core.
LEL (LFL)
Lower Explosive (or Flammable) Limit
MAC
Maximum Allowable Concentration of a vapour
MARPOL
International Convention for the Prevention of Marine Pollution from Ships
MBL
Minimum Breaking Load.
MFAG
Medical First Aid Guide for Use in Accidents Involving Dangerous Goods
(Supplement to IMDG Code)
MSDS
Material Safety Data Sheet.
NLS
Noxious Liquid Substances.
NOS
Noxious Other Substances.
OBQ
On Board Quantity (cargo before loading).
OCIMF
Oil Companies International Marine Forum.
OPA-90
Oil Pollution Act 1990 (USA).
P&A Manual
Procedures and Arrangements Manual
PEL
Permissible Exposure Limit (Toxicity).
PPE
Personal Protective Equipment
PPM
Parts per Million.
PSA
Pressure Swing Adsorption
PTT
Permanganate Time Test
P/V Valve
Pressure / Vacuum valve
ROB
Remaining On Board (cargo after discharging).
RVP
Reid Vapour Pressure
SBM
Single Buoy Mooring.
SBT
Segregated Ballast Tank.
SCBA
Self-contained compressed air breathing apparatus
SEF (VEF)
Ships (Vessels) Experience Factor.
SMPEP
Shipboard Marine Pollution Emergency Plan
SOLAS
International Convention for the Safety of Life at Sea
SOPEP
Shipboard Oil Pollution Emergency Plan.

SECTION 1 - GENERAL
1.9
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Page Number
SPM
Single Point Mooring.
STEL
Short Term Exposure Limit (Toxicity).
STS
Ship to Ship transfer.
TLV
Threshold Limit Value (Toxicity).
TWA
Time Weighted Average (Toxicity).
UEL (UFL)
Upper Explosive (or Flammable) Limit.
VEC
Vapour Emission Control.
VOC
Volatile Organic Compounds
VRP
Vessel Response Plan (USA OPA-90).
VRU
Vapour Recovery Unit
WHO
World Health Organisation
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APPLICABILITY
The terms vessel or ship used throughout this document refer to all seagoing vessels
involved in the carriage of liquid dangerous cargoes in bulk.
Dangerous cargoes are those petroleum products with any flash point listed in the Marpol
Convention 73/78 Annex I as amended, noxious and chemical liquid substances listed in
Appendix II and III of Marpol Convention 73/78 Annex II, as amended.

SECTION 2 - RESPONSIBILITIES
2.
RESPONSIBILITIES
2.1
GENERAL
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In the operation of any vessel it is essential that good-co-operation exists between all ranks on board.
The Job Descriptions contained in the Crew Manual concerning cargo operations to be expanded as
follows:
2.2
MASTER
The Master is responsible for:
2.3
Ensuring that the voyage orders are fully understood and complied with.
Advising the Chief Engineer and Chief Officer of the relevant details of intended voyage.
Providing the Company and Charterers with accurate information regarding the cargo
operations.
Advising the Company when instructions cannot be complied with or he is unsure of the
intended voyage instructions.
Supervision of cargo system and spaces preparation including cleaning requirements.
The Checking and verification of cargo plans prepared by Chief Officer.
The Supervision of all cargo and ballast operations on board.
The monitoring of the vessels stress and stability throughout the cargo and ballast operations
and during the voyage to ensure that they remain within the required limits.
The Completion, checking and signing as applicable of cargo documents.
Ensuring that Hours of Work are in accordance with STCW regulations.
Ensuring cargo compatibility guides are complied with
CHIEF OFFICER
Under the supervision of the Master the Chief Officer is responsible for:
The preparation of the cargo plan in compliance with the voyage orders.
The checking of the cargo system to ensure that the intended plan will be followed.
The preparation of ships cargo system and spaces for intended cargo.
The monitoring of all cargo and ballast operations on board and personal supervision of
commencement and completion of these operations.
Cross referencing cargo compatibility guides.
The operation and control of all cargo equipment.
Producing his own written standing orders concerning the cargo operations which are to be
well understood and signed by each Deck Officer.
The monitoring of the vessels stress and stability throughout the cargo and ballast operations
and during the voyage to ensure that they remain within the required limits.
The maintenance of cargo records as required by the Company, Charterers and International
regulations.
The calculation of the quantity on board and preparation of cargo documentation as required.
The checking of all compartments on a daily basis and recording the sounding in the Deck Log
Book.
Ensuring that empty tanks and void spaces surrounding cargo spaces which contain flammable
cargoes are tested for combustible gas as far as practicable on a daily basis, and the results are
recorded in the Deck Log Book.
For monitoring of toxic gases vapours concentration in ships compartments as required.
Maintaining the records in conjunction with the Chief Engineer as required.
Applying the ballast water management practices and maintaining records.

SECTION 2 - RESPONSIBILITIES
2.4
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SECOND OFFICER AND THIRD OFFICER

The Second and Third Officers are responsible to the Chief Officer for:
2.5
Assisting in all cargo, ballast and cargo spaces preparation.

Monitoring of cargo and ballast operations as instructed by the Chief Officer.
Ensuring that a proper deck and security watch is maintained.
Ensuring that the vessel remains securely moored at all times.
CHIEF ENGINEER
The Chief Engineer is responsible for the maintenance and repair of all cargo and ballast related
equipment. He is to assist the Chief Officer in the operation of the cargo-related equipment. He is to
keep the Chief Officer advised of any bunker, lubricating oils or sludge transfer, which may affect the
ships trim, stress and/or stability.
2.6
PUMPMAN
He is to assist in cargo operations as required by the Chief Officer.
2.7
RATINGS
The Deck Ratings are responsible to the Deck Officers for maintaining a safe deck watch and ensuring
that the vessel remains securely moored. They are to assist in cargo operations (inc. tank cleaning,
sweeping) as required by the Chief Officer and or Officer on Watch.

SECTION 3 SAFETY
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SAFETY
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The following reference publications are to be read in conjunction with this section:
3.2
Publication
Location
SOLAS
- 74 as amended
MARPOL 73/78 as amended
BCH / IBC Code
Tanker Safety Guide (Chemicals)
Ship to Ship Transfer Guide (Petroleum)
Safety in Oil Tankers
Safety in Chemical Tankers
IMDG Code
Supplement to IMDG Code (Including MFAG and Ems)
SOPEP
Clean Seas Guide for Oil Tankers
FOSFA (for Oils, Seeds and Fats)
Prevention of Oil Spillage through Cargo Pumproom Sea Valves
CHRIS Guide (USCG)
MSDS for particular cargo carried
Master
Master
Master
Chief Officer
Chief Officer
Chief Officer
Chief Officer
Chief Officer
Chief Officer
Chief Officer
Chief Officer
Chief Officer
Chief Officer
Chief Officer
Chief Officer
Chief Officer
COMPANY FORMS
The following Company Forms are to be used in conjunction with this section:
Title
Company Form No
SAF05
Cold Work Permit
SAF11
Enclosed Space Entry Permit
TNK14
Pumproom space entry permit
SAF 10
Permit to allow small craft alongside
3.3
CHEMICAL HAZARDS
3.3.1
General
This section and section 3.4 deal with the properties and hazards of most Chemicals carried in bulk
on chemical Tankers. Chemical Tanker operations differ from any other liquid bulk transportation, in
that a large number of cargoes of different properties and characteristics and inherent hazards may
be carried simultaneously, on a single voyage, and that numerous products may be handled at one
berth, typically including both discharge and loading as well as tank cleaning. Transportation of bulk
chemicals do not only require special hardware, but also special crew training, both theoretical and

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practical, in order for them to understand the characteristics of the various chemicals and be aware
of the potential hazards involved in handling them. This chapter is meant to highlight the most
common characteristics and hazards of chemicals transported in bulk, and is a supplement to the ICS
Tanker Safety Guide (Chemicals), ISGOTT, CHRIS Guide and specific MSDS supplied by the shippers.
3.3.2
Flammability
Vapour given off by a flammable liquid will burn when ignited provided it is mixed with certain
proportions of air. If the vapour mixture is too lean or too rich it will not burn. The range in which it
will burn is called the flammable range, and the limits are called the lower flammable limits (LFL) and
the upper flammable limits (UFL). See definitions carried in Section 1 of this Manual for further
details.
A flammable vapour also needs Oxygen in order to burn, typically in excess of 11 percent for
hydrocarbon vapours. In addition a flammable liquid must be at a temperature high enough to give
off sufficient vapour in order to ignite (the Flash Point). For the purpose of safe handling procedures,
the flammability characteristics of various products are divided into three broad categories:
Flammable cargoes------------ flash point not exceeding 60C
Combustible cargoes-----------flash point exceeding 60C
Non-combustible cargoes------cargoes which have no flash point
3.3.3
Toxicity
Toxicity may be described as the ability of a substance to cause damage to living tissue, impairment
of the central nervous system, severe illness or, in extreme cases, death when inhaled, ingested, or
absorbed by the skin. The amounts required to produce these results vary widely with the nature of
the substance and the time of exposure to it. Toxicity is divided into two main groups; acute which
refers to exposure of a short duration, i.e. a single brief exposure, and the chronic toxicity refers to
exposure of long duration, i.e. repeated or prolonged exposures. Toxicity is objectively evaluated on
the basis of test dosages made on experimental animals under controlled conditions.
Prevention from exposures is achieved by a combination of preventing toxic fumes or liquid from
contaminating the workplace and the use of Personal Protective Equipment.
It shall be noted that a chemical may be both toxic and explosive/flammable.
Threshold Limit Value (TLV)
TLV refers to the maximum concentration of gases, vapours, mist or sprays to which it is believed
that nearly all persons may be repeatedly exposed day after day without adverse effects. TLV is
stated as Time Weighted Average (TLV-TWA), Short Term Exposure Limit (TLV-STEL) and Ceiling
(TLV-C): usually expressed in parts per million (ppm). Refer to ISGOTT for more details.
3.3.4
Asphyxia
Asphyxia can be described as a condition caused by lack of air (oxygen) i.e. suffocation. Any vapour
may cause asphyxiation, whether toxic or not. Danger areas are cargo tanks, void spaces, double

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bottoms, pump rooms, peaks etc. and before entering these spaces The Companys Enclosed Space
Entry procedures must be observed.
3.3.5
Anaesthesia
Certain vapours have an anaesthetic effect and may cause loss of consciousness due to its effect on
the nervous system. Anaesthetic vapours could be both toxic or non toxic.
3.3.6
Reactivity
Chemicals may react in a number of ways; with water, with itself, with air, with other chemicals or
with other materials.
Self-reaction
The most common form of self-reaction is polymerisation. Polymerisation may be a slow natural
process which only degrades the product without posing any safety hazards, or it may be a rapid
exothermic reaction with a large amount of heat build-up and gases evolved. Such a reaction is
called a run-off polymerisation and poses a serious danger to both the ship and its personnel.
Products that are self-reactive are inhibited with a stabiliser to prevent self-reaction. The action to be
taken in case of a polymerisation situation should be covered by the ships emergency/contingency
plan.
Reaction with water
Certain cargoes react with water, most noticeable the isocyanates, in a way that could pose a danger
to both the ship and its personnel. These cargoes are carried under inert condition, see chapter 9 in
the IBC code. Other cargoes reacts with water in a slow way that poses no safety hazards, but the
reaction could cause chemicals that may damage equipment and/or tank materials.
Reaction with air
Certain cargoes may react with air to form unstable oxygen compounds (peroxides) which, when
allowed to build up, could cause an explosion. Such cargoes are either inhibited by an anti-oxidant
and/or carried under inert condition.
Reaction with other cargoes
Certain cargoes react dangerously with one another. Such cargoes should be stowed away from
each other (not adjacent) and prevented from mixing by using separate cargo and vent lines.
The master must ensure that cargoes stowed adjacent to each other are compatible, and should
consult the USCG CHRIS compatibility guide (Section 16) prior to loading.
Reaction with other materials
The materials of construction must be compatible with the cargo to be carried. Some materials may
react with the product and trigger a self- reaction within the product, some alloys will react in a non
hazardous way, but render the product unusable or in case of an edible product, inedible. See the
IBC code.

SECTION 3 SAFETY
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Corrositivity
Acids, anhydrides and alkalis are among the most common carried corrosive substances. They can
rapidly destroy human tissue and cause irreparable damage. They can also corrode normal
construction materials, and create a safety hazard to the ship. Acids in particular react with most
metals evolving hydrogen gas, which is highly flammable. As to suitable materials of construction see
IBC code.
Handling of these substances should only be done wearing suitable Personal Protective Equipment.
3.3.8
Putrefaction
Most animal and vegetable oils undergo decomposition, this process, known as putrefaction,
generates obnoxious and toxic vapours and deplete the oxygen in the tank. Tanks that have
contained such product must be properly ventilated and the atmosphere tested prior to tank entry.
This is especially important prior sending personnel into the tank for sweeping purposes.
Strict compliance with the tank entry procedures required by VMS/SEM/01 to apply.
3.4
PHYSICAL PROPERTIES OF CHEMICALS
3.4.1
Specific Gravity (Density)

Tanks on a Chemical Tanker are normally designed to load cargoes of a higher specific gravity than
an oil tanker. Very often the design strength differs between groups of tanks on the same ship.
The information with regards to tank strengthening is normally found on the Certificate of Fitness,
and the master must be familiar with this lay-out and the restrictions that may be imposed on
loading high gravity cargoes. Especially important is the risk of slack loading a tank as this can cause
excessive sloshing in the tank that may cause damage to the tank structure and/or its equipment.
Equally important is the danger of exceeding the tanks design weight capacity.
3.4.2
Flash Point
The flash point of a liquid is the lowest temperature at which the liquid will give off vapour to form a
flammable gas mixture with air, near the surface of the liquid.
3.4.3
Auto Ignition Temperature

The auto ignition temperature of a solid, liquid, or gas is the lowest temperature at which it requires
to be raised to support self initiated combustion.
3.4.4
Flammable / Explosive Limits

The flammable (explosive limits) are the minimum and maximum concentrations of flammable gas or
vapour in air between which ignition can occur.
The Minimum vapour concentration is known as:
The Lower Flammable Limit
The Lower Explosive Limit
LFL
LEL

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The maximum vapour concentration is know as:

The Upper Flammable Limit
UFL
The Upper Explosive Limit
UEL
3.4.5
Vapour pressure/Boiling point

Every liquid exerts a certain pressure at any given temperature called the vapour pressure. The
liquid will boil when the vapour pressure equals the external atmospheric pressure. In a closed ship
tank, however, the liquid will boil when the vapour pressure equals the external vapour pressure
plus the pressure setting of the P/V valve. The tanks and vent systems are designed to withstand
this pressure, plus the hydrostatic pressure of the cargo. Unless specially designed, the Master must
not accept cargoes for loading that exceed the normal atmospheric pressure at 37.8 degrees
centigrade. The higher the vapour pressure the more vapours will be released. A fact that requires
special personal protection equipment, especially with toxic cargoes.
3.4.6
Freezing point
Most liquids have a defined freezing point, sometimes described as the melting point.
Some products, like lube oil additives, vegetable and animal oils, polyoils etc do not have a defined
freezing point, but rather a freezing (melting) range or non at all. The products viscosity is instead
used as a measurement for the products liquidity or handling characteristics. Products with a
freezing point higher than the outside temperature in which the ship is trading, will need to be
heated in order to remain liquid.
Ships structure and equipment normally have limitations on high heat. Exceeding this limitation
could damage the tanks or their structure. High heat will also reduce steel strength, and the risk of
cracking will increase. Caution should be exercised when carry high heat products as non-insulated
lines and vents may freeze and clog the systems. Not insulated cargo lines used for high heat
products pose a safety hazard as they may cause severe burns if touched.
3.4.7
Pour Point
The pour point of a liquid is the lowest temperature at which the liquid will flow. It should be noted
that oil with thixotropic properties (the properties of showing a temporary reduction in viscosity
when shaken or stirred) can be pumped at temperatures well below its pour point, but at very
restricted rates.
3.4.8
Viscosity
Viscosity is a measure of a liquids ability to flow and is usually determined by measuring the time
required for a fixed volume to flow under gravity through a thin tube at a fixed temperature. As the
temperature of the liquid increases its viscosity decreases and therefore it flows more readily. It can
also be described as a measure of the internal friction of a liquid.
The distinction between viscosity and pour point should be made clear. Oil ceases to flow below its
pour point temperature when the wax content solidifies. A viscosity measurement of a liquid
depends upon the internal resistance of the liquid to flow. For a simple liquid this internal resistance
varies with the temperature in a predictable and regular way. However, when an oil approaches its
pour point the rate at which viscosity increases as temperature falls accelerates until sufficient wax
has precipitated to solidify the product.

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Viscosity is important as regards the pumpability of a product. Centrifugal and deepwell pumps are
acceptable for the majority of cargoes but high-viscosity products such as bitumen or molasses are
more suited for pumping with positive displacement pumps.
3.4.9
Cubic expansion
All liquids will expand as temperature rises, or contract when temperature decreases. Sufficient
space must be allocated in the tank to facilitate any cubic expansion or contraction expected during
the voyage.
Vent line systems must be checked for operation at regular intervals, as malfunction could cause
structural damages because of changes in the liquids volume.
3.4.10 Vapour density

Vapour density is expressed relative to density of air. Many chemical cargo vapours are heavier than
air, caution must be exercised during loading and any other cargo operation, as vapour
concentrations may accumulate and be trapped in certain deck areas. (If cargo tanks are incorrectly
cleaned vapour may remain in the bottom of the tank).
3.4.11 Solubility
Solubility is expressed in many different ways; yes, no, slight, as a percentage or totally and in this
connection only with water. Most non-soluble chemicals are lighter than water and will float on top,
others like the chlorinated solvents are heavier and will sink to the bottom. This latter condition may
cause a safety risk in drip trays and even in cargo tanks where they may be trapped under water in
pump wells, and pose a danger even if the tank atmosphere is tested safe for entry.
3.4.12 Colour
Colour is the comparison between a sample of product and standard colours measured under closely
controlled conditions. The colour of clean products is one of the more common causes of cargo
rejection or downgrading. This is generally caused by loading a light-coloured product without
adequate preparation into a tank that last carried a darker product. Most of the lube oils and whitewater products show quite readily the traces of prior darker lube oils or residual products, and
because of this trait, it is most important that the tank cleaning instructions are closely followed.
3.4.13 Electrostatic charging
Certain cargoes are so called static accumulators, and may accumulate enough static electricity to
release a spark that could ignite a flammable tank atmosphere. See static electricity.
3.5
GENERAL PRECAUTIONS
3.5.1
General
This section covers general precautions that should be observed irrespective of cargoes carried.
Additional precautions for specific cargoes are dealt with in other chapters and should also be
incorporated in the ships cargo handling procedures. These general precautions should be observed

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at all times, both in port and at sea as applicable. Ports and terminals may have additional and
different precautions and it is the Masters responsibility to ensure that local regulations are
understood and observed.
3.5.2
Cargo Information
The IMO chemical codes as well as Marpol Annex 2 require that certain information must available
on board prior to loading, reference is made to chapter 16 in the IBC code and chapter 5 in the BCH
code. It is the Masters responsibility to ensure that the necessary information, including Material
Safety Data Sheets are on board for each cargo, and available to all personnel onboard and involved
in cargo handling. Loading should not commence before the Master is satisfied that the necessary
information for safe handling of the cargo is available.
3.5.3
Personnel protection
All tankers designated for carriage of dangerous chemicals in bulk should have on board suitable
protective equipment and clothing for the protection of crew involved in cargo handling and tank
cleaning operations. The types and quantities of protective equipment as well as additional safety
equipment should be in a strict compliance with requirements of IBC/BCH Code.
All ships carrying dangerous cargoes should have on board medical first-aid equipment, including
oxygen resuscitation equipment and antidotes for cargo carried in compliance with recommendations
listed in IMO -MFAG (Medical First Aid Guide) and WHO IMGS (International Medical Guide for
Ships).
3.5.4
Moorings
The consequences of a chemical tanker ranging along or breaking away from a berth could be
disastrous, especially during cargo transfer that may include multiple different chemicals.
Correct and sufficient mooring is therefore of the utmost importance. Mooring requirements and
arrangements are usually determined by the location and the lay-out of the terminals, supplemented
by recommendations from the pilot.
Chemical terminals are often located in tidal areas or rivers, with other ships passing at close
distances, making proper mooring and constant checking and adjustment a major safety issue.
The Master should ensure that sufficient personnel are available for mooring adjustments.
3.5.5
Emergency towing-off wires (fire wires)

Emergency towing-off wires are mandatory when alongside a berth in most ports. The wires should
be positioned fore and aft on the off-berth side, properly secured and ready for use without
adjustment. There may be various methods in use for rigging emergency wires in different ports.
3.5.6
Means of Access and Escape (Gangways or Accommodation Ladders etc.)

Personnel should only use the designated means of access between ship and shore or between ship
and ship.

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When a ship is berthed, at anchor, or alongside another ship, the means of access should be placed
as to be convenient for supervision and as far as possible from the cargo manifold area. Means of
access should be as close to the living accommodation as possible. Gangways or other means of
access are to be properly secured and a safety net fitted. Life buoy and line to be available at the
access point.
Emergency means of disembarkation must also be considered (i.e. such as lifeboat etc.)
During darkness the means of access and the surrounding areas must be adequately illuminated.
3.5.7
Unauthorised Persons
Persons who have no legitimate business on board, or who do not possess permission to be there,
should be refused access.
The Master should provide the terminal with a crew list and advise the terminal that only personnel
that can document a legitimate business with the ship should be allowed onto the ship.
Compliance with the ISPS Code and Ship Security Plan is mandatory.
3.5.8
Persons Smoking or Intoxicated

Watch standing personnel must ensure that no one who is smoking approaches or boards the vessel.
Smoking on board must only take place in designated smoking areas. The company policy on drugs
and alcohol must be strictly enforced.
3.5.9
Permanent Notices
Permanent notices complying with international standards should be displayed in conspicuous spaces
onboard, indicating prohibited smoking and use of naked lights areas. Enclosed areas that need to
be ventilated prior to entering must also be marked.

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3.5.10 Temporary Notices and signals

On arrival at a terminal, and throughout the vessels stay alongside, temporary notices are to be
displayed at the point of access or other conspicuous spaces, in the English language, to indicate the
following:
WARNING !
NO NAKED LIGHTS
NO SMOKING
NO UNAUTHORISED PERSONS
SWITCH OFF MOBILE PHONES
In addition, when hazardous chemicals are being handled a further notice should be displayed
stating:
WARNING !
HAZARDOUS CHEMICALS
Local national or port regulations may require additional notices which the Master must ensure are
complied with.
Dangerous cargo lights and international code flag are to be displayed as appropriate.
3.5.11 Craft Alongside
When barges or another Chemical tanker are alongside engaged in cargo operations the precautions
mentioned in the checklists and work permits for craft alongside must be observed.
Unauthorised craft should be prohibited to come alongside. Tugs or mooring boats must observe the
no smoking rule when alongside.
3.5.12 Wind conditions
Most chemical vapours are heavier than air and vapours that may be released during loading, gasfreeing or accidental spills will sink and may concentrate on lower deck areas, especially in conditions
of little or no wind. Strong winds may create vapour pockets on the lee side of deckhouses or other
structures.
3.5.13 Electrical Storms
During electrical storms in the immediate vicinity of the ship, all cargo operations, including
ballasting, gas-freeing and tank cleaning that involves flammable cargoes must be stopped.

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3.5.14 Cold weather

During freezing weather conditions precautions must be taken to prevent equipment and systems
from freezing. Such equipment and systems include pneumatic valves and control system, fire lines
and hydrants, steam driven equipment, cargo heating systems, pressure/vacuum valves, etc.
Special attention must be paid to emergency showers and eye-wash stations. A Risk Assessment
should be conducted when it becomes known that the vessel is required to operate in freezing
conditions.
3.5.15 Openings in deckhouses and superstructures
Regulations require that portholes in the superstructure within a certain distance of the cargo deck
must be fixed shut. These design features must not be modified in any way.
All doors, portholes and other openings should be kept closed during cargo operations.
Doors that need to be closed when in port must be marked accordingly.
Mechanical ventilation should be stopped and air conditioning units operated on closed cycle
or stopped in situations where toxic or flammable vapours may enter the accommodation.
3.5.16 Engine Room Equipment
Boiler tubes, uptakes, exhaust manifolds and combustion equipment must be maintained in good
condition as a precaution against funnel fires and sparks. In case of a funnel fire, or if sparks are
emitted from the funnel, cargo operations involving flammable products should be stopped, and at
sea, the course may be altered to prevent sparks falling onto the tank deck.
3.5.17 Excluding Vapour from Machinery Spaces
Care should be taken to ensure that flammable or toxic cargo vapour does not enter the engine
room spaces. Special attention should be paid to engine room equipment connected to the cargo
deck area.
In case of an accident or an emergency that could give rise to a situation where toxic or flammable
vapours are likely to enter the engine room spaces, consideration should be given to its possible
effect on personnel and/or equipment and necessary preventive actions should be taken.
3.5.18 Enclosed Spaces
Enclosed spaces like ballast tanks, cofferdams etc in the cargo area may contain flammable or toxic
vapours or lack sufficient oxygen and must not be entered without permission from the Master and
only if proper ventilation is provided. The Master is responsible for ensuring that the proper Enclosed
Space Entry procedures are understood and adhered to. A list of spaces deemed to required
Enclosed Space Entry procedures is to be posted up for all crew to note.
3.5.19 Ships Readiness to move
At all times during discharge, loading and ballasting operations, alongside berth or at anchorage, the
ship should be ready for departure at short notice in the event of an emergency. The ships boilers,

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main engine, steering gear, mooring equipment and other essential equipment should be kept ready
to permit the ship to move from the berth or anchorage at short notice in accordance with terminal
and port regulations.
Repairs and other work that may immobilise the ship should not be undertaken at a berth without
the prior written agreement of the terminal. It may also be necessary to obtain permission from the
local port authority before carrying out such work.
3.5.20 Pollution Prevention
It is the responsibility of the Master or the ones he delegate to be in charge of cargo operations,
including bunkers, to know the applicable international and local pollution prevention regulations and
to ensure that they are not violated. Exercises should be held to train personnel in accordance with
the Vessel Response Plan and/or the Shipboard Oil Pollution Emergency Response Plan. The Master
should ensure that both local and international regulations pertaining to the discharge of ballast
water are complied with (See section 12).
3.5.21 Tank-cleaning/gas-freeing
Tank cleaning and gas freeing are operations that are frequently carried out on a chemical tanker.
The numerous different products involved, often toxic, corrosive or both, may expose the personnel
involved to hazardous fumes or liquid, and it is the Masters responsibility to ensure that the
personnel involved are properly trained and understand the hazards involved and take necessary
precautions, including use of personal protective equipment (PPE). (See sections 9/11).
3.5.22 Tank-cleaning Chemicals
Tank cleaning chemicals used on a chemical tanker may be corrosive, skin sensitive or toxic.
When heated they may give off irritating fumes. Personnel handling these chemicals must be familiar
with the product MSDS and wear the necessary personal protective equipment (PPE).
3.5.23 Communication Equipment
The use of medium or high frequency main radio transmission equipment is prohibited in port and
during ship to ship cargo transfers. Aerials must be disconnected and earthed. Usually this does not
apply to, satellite equipment and permanently correctly installed VHF equipment, however, Masters
must be aware of local/national restrictions. Persons boarding the vessel should be instructed to
switch off their mobile phones. Portable or mobile phones should only be used in the accommodation
after permission has been granted from the Master. This also applies to pagers, loudhailers etc.
Whilst the vessel is alongside and engaged in cargo operations the ships radar equipment is not to
be operated.
3.5.24 Fire Fighting Equipment
All relevant fire fighting equipment should be ready and available for immediate use.
3.5.25 Connection and Disconnection of Hoses / Chicksans
Connection and disconnection of hoses or chicksans will be supervised by an Officer ensuring that:

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flange faces are clean, smooth and dry;

all bolt holes are fitted with a nut and bolt of the correct size;
all nuts are fully threaded on the bolts;
material, size and condition of gaskets to be used are suitable for intended discharge;
all connections are tightened evenly;
electrical continuity requirements are met;
3.6
STATIC ELECTRICITY
3.6.1
General
Matter consists of equal numbers of positive and negative ions and under normal conditions is
electrically neutral. This is true of oils, chemical products and other liquids. A redistribution of ions
tends to occur when a liquid comes into contact with a solid, giving rise to the formation of an
electric double layer where the ions adjacent to a liquid/solid interface are redistributed to produce a
layer of ions of the same electrical sign. Close to this layer but slightly further away from the
interface a layer of ions of the opposite sign will be formed. Elsewhere the distribution of ions
remains unchanged.
When the liquid and solid are separated, as in any pipe line flow, the ions in contact with the solid
(pipe) tend to remain attached to the solid and the oil (or other liquid) loses some of its ions, thus
becoming electrostatically charged. The separated charges will attempt to recombine, their success
depending upon the electrical conductivity of the oil. Black oils, which contain high levels of
impurities, have high electrical conductivity and charge recombination is rapid. Water also has high
electrical conductivity.
By comparison, most refined products (white oils) contain few impurities and charge recombination
in such products is very slow. These products are known as STATIC ACCUMULATOR OILS .
The rate of flow through pipes will influence the build-up of charge separation - the faster the flow,
the faster the charge separation.
Charge separation will also occur:
3.6.2
In the filling lines of tanks being loaded with white oils.
When oil mixes with water.
When air is allowed to "bubble" through white oils and splashing occurs at the surface.
When oil is splashed or sprayed.
When water droplets in a steam jet (or CO2 particles) leave a nozzle.
When water passes through tank cleaning machines at high pressure electrostatic charging
of fine sprays or mists may result.
Cargo Operations
During cargo operations a potential hazard exists:
When the cargo being handled is static accumulator.

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When the cargo being handled is at or above its Flash Point.
When the cargo is loaded into a tank containing flammable vapour.
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Electrical Continuity - Bonding and Earthing

Static accumulator oils may be electrostatically charged by pipeline flow. When the charged liquid
flows through non-conducting flexible ship/shore connections part of the cargo may be picked up by
intermediate metal flanges and other metal parts, which are in contact with the liquid inside the
hose.
In order to prevent the accumulation of a dangerous voltage, all metal flanges and parts must be
effectively bonded to maintain electrical continuity to earth through the shore or the ship's hull.
Generally the bonding of the metal reinforcement in the hoses to their flanges will ensure this.
When ship hoses are to be used for cargo transfer, the Chief Officer is to ensure that electrical
bonding is checked prior to commencing operations.
When there is an insulating flange at the shore manifold, intermediate flanges in the ship/shore hose
will still be earthed by the continuous path to earth via the ship's manifold and hull.
Investigations have proved that ship/shore bonding wires serve no useful purpose, and they are only
to be connected on the insistence of the terminal. Under these circumstances the Chief Officer must
ensure that the switch in the bonding circuit is open, before permitting connection to the ship. In
addition the bonding wire is not to be connected to the manifold.
Connection to the ship and subsequent disconnection may not take place unless:
3.6.4
All ullage ports are securely closed and no sampling, sounding or dipping of tanks is in
progress.
No cargo, ballasting, tank cleaning or gas freeing operations are in progress.
Cargo Flow Velocity

Charging of static accumulator oils by pipeline flow will be increased if water is present in the cargo.
Charging to an even greater degree can be caused by the subsequent movement of water settling
through the cargo in the tank. When the cargo first enters a tank any water on the bottom will be
agitated and dispersed into the cargo to re-settle later and cause charging. This can continue long
after loading into the tanks has stopped.
To minimise the hazard, flow rates for static accumulator cargoes must be restricted during the initial
stages of loading as follows:
Into Tanks that are not Inerted
The flow velocity through the loading line into each tank is not to exceed 1 metre per second until
the cargo has covered the filling inlet and the tank bottom longitudinals, or depth of 0.5 metres
above the tank bottom has been reached, whichever is the greater. Thereafter the loading rate may
be increased. Loading into tanks, which have not been inerted, is not permitted unless the
agreement of the Company has first been obtained

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Into Tanks that are Inerted
Flow rates need not be restricted, however, at the start of discharge a slow pumping rate may be
required by the receivers.
3.6.5
Ullaging and Sampling

If the restrictions previously mentioned on flow rates are applicable, metal sampling cans and steel
ullage tapes must not be used during loading or for thirty minutes after completion of loading the
tank. These restrictions do not apply to the ship's permanent gauging system. In the event of
failure of the ship's permanent gauging system M.M.C. gauges are to be used.
The normal practice in Company vessels will be to operate the "closed loading " method by the use
of automatic ullaging systems where fitted. On vessels not fitted with automatic ullaging systems, or
where the ullaging system is non-operational, the normal practice will be to use M.M.C. gauges.
3.6.6
Loading Overall (Splash filling) (free Fall Loading)

If the cargo has been electrically charged by flow through a shore pipeline, loading overall or splash
filling will deliver it to the liquid surface in the tank where the hazard from electrostatic charging, in
the presence of flammable vapours, is most likely to occur. For these reasons, therefore loading or
transferring of flammable cargoes by loading overall is not permitted - on the
Companys ships.
3.6.7
Pipeline and Hose Clearing

Compressed air must not be used for clearing pipelines or ship/shore hoses back into a ship's tank if
the cargo is a static accumulator and the tank contains flammable vapour.
3.6.8
Steaming Operations
Water droplets issuing at high velocity in a steam jet may become charged by contact with jet
nozzles and produce a charged mist.
Steam must NEVER be introduced into a tank, which contains flammable vapour.
If, as a result of hot washing, a tank contains a mixture of steam and flammable vapour,
a tank washing machine or other conductor (whether earthed or unearthed) must
NEVER be lowered into it. Such conductors may accumulate charge from the steam
cloud.
3.6.9
Tank Washing with Water

The injection of water under high pressure through tank washing machines gives rise to the
formation of an electrostatically charged mist in the tanks or holds being cleaned. The degree of
electrostatic charging varies in direct proportion to the pressure and to the total throughput of
water.

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It has been found that higher electrical potentials are developed by single nozzle machines whereas
twin nozzle machines, which rotate at a higher speed, develop opposite potentials at each nozzle
thus producing rapidly changing potentials within the space which do not reach the high levels
generated by single nozzle machines.
Impingement of water jets on the tank structure causes disintegration of the jet, which gives rise to
the formation of charge water droplets. The coarser drops all assume the same electrical sign while
the finer mist takes the opposite sign. Excess water dripping from protrusions will form elongated
droplets with pointed ends at, which may occur, a small "corona" type discharge, which could create
a hazard under certain circumstances.
A higher risk exists from a slug of water which, after descending through a charged mist, it becomes
electrically charged, and on approaching an earthed probe may create an incendive spark between
the slug and the probe.
3.6.10 Portable Pumps
The use of portable pumps (such as Wilden or Graco types) can also create a risk of build up of
static electricity. Such pumps, when used in hazardous environment, must therefore be properly
grounded.
This is normally done by means of a grounding clamp. This consists of a wire fitted with a ringeye, which is attached to one of the bolts on the pump. The other end of the wire has a clamp
arrangement, which is to be secured to the nearest/best grounding point. After the ring eye has
been mounted properly on the pump the connection must be tested with an Ohm meter to verify
that there is a full electrical connection between the clamp and pump. (i.e zero resitanace.)
All vessels must ensure that a suitable arrangement such as the above exists before using portable
pumps in a hazardous area.
3.6.11 Tanker Explosions
In the course of investigations into electrostatics, certain new factors have emerged which are
relevant to the safety of tank cleaning operations, not only in very large tankers but in tankers of all
tonnages. It has been demonstrated that electrostatic charging to the water mist, present in the
tanks, exists under any cleaning condition, and that when washing operations are stopped the level
of charge decreases only slowly in the tank, and can remain present for a long time, especially in the
absence of ventilation. The following factors therefore need to be considered:
In studying "charge concentration mechanisms", it has been found that insulated objects are not
normally present in ship's tanks, but the use of sounding rods might present such a hazard.
When a sounding rod is lowered into a tank filled with charged mist, a high static charge can be fed
into the operator via the wet suspension rope if the operator is insulated by the deck paint or his
footwear. Such a charge accumulation has been shown to be sufficient to cause incendive sparking
when the operator, the sounding rod, or rope, comes into contact with the ship's structure. This, of
course, does not apply if the rod is lowered into a sounding pipe extending to the bottom of the
tank.

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Portable tank cleaning machines are normally bonded to the ship's structure and furthermore, when
in operation the washing water provides a path for the electrostatic charge to dissipate. However,
these machines may sometimes become insulated objects and a potentially hazardous situation may
exist in at least the two following cases;Where the bonding wire is defective.
Where the hose is disconnected from the hydrant before lifting the machine out of the tank.
Such disconnection, prior to lifting, is commonly done in order to drain water from the hose. A coat
of paint in good condition is sufficient to insulate the hose flange from the steel of the deck. Under
these conditions, when the machine is lifted an incendive spark may jump to the lip of the tank
cleaning hole, either from the machine or from the securing rope or from the operator who guides
the machine through the hole.
The following precautions are required to prevent the foregoing hazards:

Not to use sounding rods through any deck opening other than the sounding pipe, either during tank
cleaning, or for one hour after cessation of washing if the tank is being blown, or five hours if the
tank is not being blown.
To carry out checks on the electrical continuity of bonding wires on the tank cleaning hoses before
each use.
To keep the hoses connected to the hydrants until the machines are out of the tank. The draining of
the hose can be done by loosening the coupling of the hose carefully to let the air in and by
tightening the coupling again.
It is emphasised that while the likelihood of all the factors necessary to lead to an incendive spark
being present at any one time is remote, the fact that neglect of the foregoing precautions might
lead to an explosion remains a possibility.
3.7
REMOVABLE BENDS, SPOOL PIECES AND FLEXIBLE HOSES

Portable bends must only be connected when required for a particular operation. On completion of
that operation they must be removed and the blanks properly fitted. In order to make them
conspicuous, all portable bends, and spool pieces are to be conspicuously marked and labelled with
intended purpose. Gaskets of the correct size and material are to be available, and must be used
when connecting the bends, spool pieces or flexible hoses.
Flexible hoses are to be pressure tested annually, marked with date/pressure and provided with test
certificates. The electrical continuity of flexible hoses is to be checked before each use should there
be any doubt about condition deterioration since the last routine testing. (Otherwise every three
months).
When removable bends, spool pieces or flexible hoses are being used, particular care must be taken
to ensure that they are all in respects suitable for the intended cargo.
Chemical tankers are referred to ships specific P & A Manual and IBC/BCH Code for full details.

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FLAME ARRESTORS
All flame arrestors and screens, if fitted, must be maintained, in good condition and replaced if they
deteriorate to the point where they will become ineffective. Passage of gas may be dangerously
restricted if these devices become blocked. Flame screens must never be painted.
3.9
ELECTRICAL EQUIPMENT/FITTINGS.
All electrical equipment and fittings outside the accommodation and machinery spaces must be
intrinsically safe. Damaged electrical fittings must be isolated and not used until they are repaired.
Particular care must be taken to ensure that portable electrical equipment such as radio telephones,
pagers and electrical equipment cameras etc. are not used in hazardous areas. The batteries for
portable equipment must not be changed on the open decks, and strict control to be put in place to
ensure that the following are intrinsically safe:
Hermetic Ullaging Equipment
VHF/UHF radios
Torches
Gas detection Equipment
Cameras when used in any dangerous areas, must not contain batteries or other electrical circuits,
unless intrinsically safe
Damaged portable equipment must not be used until it is repaired.
3.10 HYDROCARBON AND TOXIC GAS MONITORING

When spaces are automatically monitored for hydrocarbons or appropriate toxic gases then no
manual monitoring is required provided that the automatic equipment is operational and properly
calibrated. Portable gas detection equipment is to be properly calibrated and ready to use at all
times.
Spaces adjacent to cargo compartments are to be manually monitored for hydrocarbon gas or other
relevant toxins as appropriate to the cargoes carried within 12 hours after loading and thereafter
daily and records maintained in the Deck Log Book.
Pumprooms where fitted are to be manually monitored at least weekly on voyage for hydrocarbon
gas and in addition any applicable toxic vapour and records maintained in the Deck Log Book During
Cargo operations the pumprooms are to be monitored at least every two hours for hydrocarbon and
toxic vapours, with the readings recorded in the Cargo Time Book.
3.11 SOUNDING ROUTINES

A daily sounding routine is to be established on all vessels covering all ballast tanks, pumprooms,
stools, chain lockers, void spaces and all empty cargo spaces and the sounding entered in the Deck
Log Book.

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3.12 CARGO PUMPROOMS

3.12.1 Ventilation
Correct use and set up of pumproom(s) ventilation systems are essential to ensure that
pumproom(s) remain free from explosive or toxic atmospheres.
Invariably the system fans are set up to make suction from below the bottom floor plates, i.e. from
the bilge area. This gives full and proper circulation of all air in the pumproom to maintain a safe
atmosphere.
Additionally middle level suctions are available above the bottom floor plates. These are for
emergency use only. In the event that flooding or saturated vapour builds up in the bilge area, they
can be opened to avoid liquid or saturated vapour being drawn up the fan trunk and deposited on
open decks, with the consequent pollution hazard.
A notice is to be posted to each control level for the mid level flaps: TO BE KEPT CLOSED EXCEPT
IN CASE OF FLOODED BILGE.
Throughout cargo handling operations the pumproom ventilation system must be in continuous
operation. Pumproom fans must be checked prior to and during cargo operations to ensure the
correct direction of flow and that fans are mechanically in good condition. Noisy fans must not be
operated until they have been checked to ensure that they are not generating mechanical sparks or
heat at defective bearings. Defective fans must be repaired at the earliest opportunity.
3.12.2 Routine Inspection
The pumproom is to be inspected as soon as possible after starting a cargo/ballast pump or
commencement of loading. Inpsections are to take place at hourly intervals to ensure that there are
no leakages. The inspection of the cargo pumproom is to include checks of the following:
bilges are clean, dry and free of cargo product
cargo/ballast pump bearing and casing temperatures
Cargo/ballast pump and pipeline integrity
Operation of ventilation system
Monitoring of atmosphere.
3.12.3 Entry Procedures
The Pumproom must be marked in the following manner:REPORT AT THIS POINT
NO ENTRY WITHOUT
Permission from the Chief Officer/OOW
A valid Work Permit Pumproom Space Entry Permit TNK 14
The ventilation having been in operation for at least 15 minutes
The atmosphere having been tested for:
Oxygen deficiency
Flammable gas

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Toxic gas
No one may enter the Pumproom unless the above conditions have been met.
Entry procedures to pumprooms are divided into three categories
a)
Normal Pumproom entry during cargo operations and tank cleaning must be made under an
Entry Permit, using the Pumproom Space Entry permit TNK 14
system. Before
commencement or operations the Chief Officer: OOW must complete page 1 of Form TNK
14
Where the cargo is known to contain dangerous toxicants portable detection for these toxicants must
be made. Guidance shall be taken from the MSDS for the cargo in question.
b)
When work is contemplated then: -Entry under these circumstances differs from section a) in
that the work being carried out may result in the release of toxic vapours. Entry may also be
necessary to make good some defect which has resulted in leakage of product and therefore
hydrocarbon or toxic vapour.
Before entry the Officer or rating must in addition to all the requirements in section a) ensure that:Cold Work Permit SAF 05 is completed
Entry may be necessitated when the space is not gas-free due to defective or inadequate ventilation,
mechanical failure of valves, pipelines or pumps, or for any other reason when tests indicate the
presence of flammable and/or toxic vapours.
c)
Under these circumstances the entry is to be treated as an emergency operation and the
Chief Officer is to personally supervise the entry. An Enclosed Spaces Entry Permit SAF 11
must be completed and the following procedures are to apply:-
Cold Work Permit SAF 05 is completed.

No entry is to be permitted until the Enclosed Spaces Entry Permit has been completed and approved
by the Master. In the absence of the Master his deputy is responsible for approving the Enclosed
Spaces Entry Permit SAF 11.
Note 1
Fixed Smothering equipment fitted in the pumproom in not to be operated if the gas level is in
excess of 40%LEL.
Note 2
Gas generation caused by product in the bilges can be reduced and minimised by spreading a layer
of foam over the pumproom bilges.
3.13 VOID SPACES/DUCT KEELS AND PIPE TUNNELS

Because of restricted natural ventilation these spaces may be oxygen deficient. In addition, they are
adjacent to cargo holds and ballast tanks, so both hydrocarbon vapour and inert gas may leak into

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them. It must be recognised that the rescue of an unconscious or injured person may be very
difficult.
Where the Classification Society rules do not require the permanent lighting systems in these spaces
to be isolated during oil trading, the following procedures are to be complied with in order to
eliminate the hazards that could result from damaged flame proof fittings.
The space must be tested and proven gas free, before the lights are switched on.
The mechanical ventilation system is to be in operation before the lights are switched on, and must
remain in operation until after the lights are switched off.
3.14 LEAKAGE INTO VOID AND BALLAST SPACES

Leakage of cargo from the cargo tanks into the permanent ballast tanks or void spaces can create a
potentially serious pollution problem. Structural failure at known weak points therefore requires
monitoring.
In order to monitor the integrity of double hull spaces a procedure for checking these spaces for the
presence of hydrocarbon and or relevant toxic gases is to be established.
As a back-up, a system of sounding round all spaces is to be employed. This system may be
established as part of the daily sounding routine. During the ballast voyage the cargo spaces are to
be checked for the ingress of water from the ballast tanks.
Depending on the cargo carried it is essential not only to test the ballast tank for oil content but also
the atmosphere for toxic gases and/or oxygen deficiency before entering the tank to carry out
repairs. It must be remembered that the requirements of the Work Permit Entry into enclosed
spaces must be complied with.
3.15 WORKS IN CARGO AND BALLAST TANKS

When it is necessary for crew to work in cargo or ballast tanks the Company requirements for
Enclosed Spaces Entry must be complied with in all respects.
The initial entry must be made by a responsible Officer to carry out further testing before allowing
the crew to enter the tank. During the time the crew are working in the tank a responsible Officer
must be in attendance.
When any cleaning, repairs or maintenance work has been carried out in a cargo or ballast tank, the
space must be carefully inspected by a responsible Officer after all work is completed to ensure that
all tools, equipment, materials and debris have been removed and that no damage has been caused
to coatings and/or fittings.
3.16 ACCIDENTAL SPILLAGES

Ships personnel must maintain a close watch throughout cargo operations to ensure that any escape
of cargo does not go unnoticed. In this respect, it is essential that all valves are closed if not in use.

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Personnel operating inert gas plants must be aware that, with some inert gas generators, there is a
risk of oil pollution via the cooling water discharge when the burner does not ignite in its start cycle.
Where such a risk exists it is better to start the generator before the vessel arrives at the berth.
Cargo or bunker tanks which have been topped-off must be checked frequently during the
remaining loading operations to avoid an overflow.
If an accidental spillage or leakage of cargo occurs during any operation, the relevant operation
must be stopped immediately until the cause has been established and the defect corrected.
All Company vessels are supplied with an approved outfit of clean-up materials as specified under
the U.S. Oil Pollution Act of 1990 and MARPOL Annex I. Clean up materials must be available at the
bunker or cargo manifold, for the prompt removal of any spillage on deck. Portable salvage pumps
must be deployed at the after end of each side of the main deck.
Chemicals used for clean up on deck must not be allowed to enter the water unless permission has
been obtained from the harbour authorities.
Should an cargo spill accident take place then the appropriate authorities, as detailed in the vessels
Oil Spill Response Plan (US waters), or SOPEP (other waters) must immediately be informed. The
contact sheet required by the Plan must be completed prior to arrival in port.
3.17 SEA VALVES AND OVERBOARD DISCHARGE VALVES

Particular care must be taken to ensure that no leakage of cargo takes place through overboard
discharge or sea suction valves when starting or running cargo pumps. Manual valves are to be
chained/locked. These valves are to be air pressure tested regularly for integrity and a log entry
made. Officers should refer to the ICS/OCIMF Publication Prevention of Spillages through Cargo
Pumproom Sea Valves.
3.18 DECK SCUPPERS

Prior to any cargo operation taking place all deck scuppers are to be plugged. Careful attention is to
be given to keeping scuppers dry and clean. Mechanical type scupper closures are required to be
used in USA ports.
3.19 MANIFOLD SAVEALLS

Manifold savealls are to be provided under each manifold connection. These are to be kept clean
and dry wherever possible, with any cargo spillages being drained at the earliest opportunity.
Operational contamination is to be prevented by use of collection drums during
connection/disconnection.

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3.20 SHIP TO SHIP TRANSFER

3.20.1 General
This section outlines the preparations and procedures for ship to ship transfer (STS) operations with
special emphasis on the safety aspects of cargo transfer. It deals with transfer operations between
ships and/or barges when moored alongside.
3.20.2 STS at the roads / at sea
In case of Ship to Ship transfer at the roads, or at sea, the guidelines as mentioned in the OCIMF
SHIP TO SHIP TRANSFER GUIDE must be followed.
3.20.3 Responsibility
Each Master remains fully responsible for the safety of his own ship, its crew and cargo, and must
not permit safety to be prejudiced by the actions of the other Master concerned.
3.20.4 Communications
Satisfactory communications between the two ships involved are an essential requirement for a
successful ship to ship transfer operation.
Communications between the two ships should preferably be in the English language unless both
vessels have a common language.
On each ship the officer on watch, who is in charge of cargo transfers, should at all times have
reliable means of communications. Intrinsically safe hand-held radios are the preferred method.
3.20.5 Operational considerations
Pre-planning of the operation should ensure that the ships have compatible critical features of design
and equipment and thus safe and efficient communications, berthing/unberthing, hose handling and
cargo transfer operations can be maintained.
3.20.6 Notification of authorities
It may be necessary to obtain permission of a port authority for a STS cargo transfer. The Master
and the ships operators/agents are responsible for obtaining such permission and giving all
necessary information and notification as requested by the port authorities. The local ships agent(s)
should inform the ships involved in a STS transfer of all requirements and regulations imposed by
the port authorities for a STS cargo transfer within their area of jurisdiction.

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3.20.7 Cargo transfer operations

Before commencing cargo transfer the receiving ship should obtain all relevant information about the
cargo to be transferred, such as but not limited to the following:
full chemical name of each product, UN- number and pollution category, if applicable;
safety data sheet of each product;
any special handling instructions.
If the product is inhibited against dangerous self-reaction the certificate of inhibition should be
obtained from the other ship, together with details of any further inhibitor which may need to be
added.
Transfer hoses to be used must be of sufficient length to avoid stressing and chafing throughout the
transfer.
Hoses must also be suitable for the product to be transferred and certified and tested as appropriate.
Before transfer commences satisfactory communications should be established between essential
personnel on both ships incompliance with the STS checklist.
The receiving ship should advise the unloading ship of the maximum flow rate it can accommodate
for each product. Transfer should begin at a slow rate until both ships are satisfied that the transfer
system is safe for transfer.
Closed transfer should be practised where flammable and/or toxic cargoes are involved. Vapour hose
connection is required when handling toxic cargoes to return vapours to the unloading ship.
Listing and extremes of trim should be avoided.
Throughout the transfer a responsible person equipped with a hand-held portable transceiver must
be stationed at or near the pump controls. In addition a responsible person must be stationed at or
near the manifold to monitor the transfer hoses.
Any spill or pollution should be reported as per the SOPEP/VRP as appropriate.
In the event of any of the following, transfer should be suspended:
problems with hoses or moorings;
marked deterioration in the weather;
excessive movement by one or both ships which may cause direct contact between the
ships;
electrical storm in the near vicinity when handling low flash point cargo(es).
3.20.8 Emergency
It is impossible to anticipate every emergency which could arise, and therefore impossible to indicate
precise remedial action. The Master of the lightening/receiving vessel should make available a copy

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of the STS lightening Contingency Plan to the ship To Be Lightered (STBL) in accordance with
Chapter 10 of the ICS/OCIMF Ship to Ship Transfer Guide. The Plan should be agreed between both
ships before STS transfer operations commence. The Masters involved should assess the situation
and act accordingly, bearing in mind that incorrect decisions can compound the emergency and
increase the peril for one or both ships. The following actions should be taken or considered in the
event of any emergency arising during STS operations:
Alert crews.
Stop all cargo transfer.
Take up emergency stations in standby condition.
Send mooring gangs to stations.
Clear and disconnect hoses.
Ready engines for immediate use.
Alert port authorities.
THESE ARE EXAMPLES OF MAJOR ITEMS FOR CONSIDERATION. IN ADDITION, MASTERS

SHOULD DECIDE, PARTICULARLY IN THE CASE OF FIRE, WHETHER THE SHIPS SHOULD
REMAIN ALONGSIDE EACH OTHER.

SECTION 4 CARGO PLANNING , HANDLING AND STOWAGE
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4.
CARGO PLANNING, HANDLING AND STOWAGE
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Publication
Location
SOLAS
- 74 as amended
Master
MARPOL 73/78 as amended
Master
International Safety Guide for Oil Tankers and Manuals (ISGOTT)
Chief Officer
Ships Procedure and Arrangements Manual (Approved by Class) Master
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk Master
Ships VEC System Operating Manual (Approved by Class)
Master
BCH/IBC Code
Master
CFR 33 Parts 124 to 199
Master
Guide to Port Entry
Master
Tanker Safety Guide (Chemicals)
Chief Officer
Chief Officer
Safety in Oil Tankers
Chief Officer
Safety in Chemical Tankers
Chief Officer
IMDG Code
Chief Officer
Supplement to IMDG Code (Including MFAG and Ems)
Chief Officer
SOPEP
Chief Officer
Chief Officer
FOSFA (for Oils, Seeds and Fats)
Chief Officer
Prevention of Oil Spillage through Cargo Pumproom Sea Valves
Chief Officer
CHRIS Guide (USCG)
Chief Officer
MSDS for particular cargo carried
Chief Officer
4.2
COMPANY FORMS
Company
Form No
MAR 08
TNK 01
TNK 04
4.3
Title
Cargo and Loading Discharge Plan
Pre arrival and Commencement Cargo Operations Checklist
Prior to Use of Vapour Emission Control System Checklist
GENERAL
This procedure describes the procedure to be followed concerning the pre-planning and stowage of
cargo on receipt of instructions from Charterers
The precautions outlined should be considered as general guidance only, as there are considerable
variation in the design of cargo containment and cargo handling systems. Specific instructions in the

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form of Critical Operations Checklists (see VMS/SEM/01 3.6) should be prepared for individual
vessels.
The cargo containment and handling systems have been designed and constructed in accordance
with the requirements of the IBC/BCH codes, the SOLAS convention and the MARPOL 73/78
convention to safely transport and handle the chemicals the ship is certified to carry. However, the
required levels of safety in cargo-operations can only be achieved if all parts of systems and
equipment are maintained in good working order. Similarly, the personnel involved in cargo
operations must be fully aware of these instructions, their duties and be thoroughly trained in the
correct procedures and handling of the equipment.
Before and during all operations involving the cargo, ballast and bunkering systems, the Master must
ensure that the precautions required by the VMS and relevant checklists are fully observed.
Reference is to be made to the publications listed in this section as well as equipment operating and
instruction manuals.
Each vessel, which is certified for the carriage of noxious liquid substances (NLS) in bulk, is provided
with a Procedure and Arrangements Manual (P & A Manual). The purpose of this Manual is to
identify the arrangements and equipment to enable compliance with Annex II of MARPOL 73/78 and
to identify for the ships officers all operational procedures with respect to cargo handling, tank
cleaning, slops handling, residue discharging, ballasting and deballasting, which must be strictly
followed.
4.4
RESPONSIBILITY
It is the responsibility of the Master to ensure that the officers and crew are properly and correctly
informed of their duties and understand how to fulfil them.
The Master, or an officer appointed by him, is responsible for the safety of the vessel and all cargo
operations. The responsible officer should be present at all times and satisfied that all equipment
under his care is in good working condition.
In port, the Master should ensure that there is proper liaison between the responsible officer (Chief
Officer) on the ship and his counterpart at the shore installation.
The Chief Officer should establish the program for all cargo operations and the procedures to be
adopted in the event of an emergency. Details of emergency contact names, positions, telephone
numbers etc. should be distributed before cargo operations begin. Any special safety requirements of
the shore installation should be brought to the attention of those concerned.
4.5
GENERAL CYCLE OF CARGO OPERATIONS

Every chemical tanker should have a Procedure and Arrangements Manual that gives specific
operating instructions. The following sequence outlines a general cycle of operations, and
supplementary comments are made where relevant.
Preparation for cargo loading - Inerting/purging - Loading - Transport - Preparation for

discharge - Discharge - Ballasting - Tankcleaning/gas-freeing.

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VOYAGE PLANNING & STOWAGE OF CARGO
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The Master is by law and in practice ultimately responsible for the correct stowage of the cargo.
He must take all parameters such as, but not limited to the following into consideration; stress,
stability, trim, list, heating, segregation/compatibility, quantity, last cargoes, customer requirements
and present status of tanks and their equipment. As the parameters are numerous the Master must
receive all available cargo details including voyage orders, cargo information and Charterers
requirements well in advance. Checklists are to be used as a reminder.
4.6.2
Delivery of voyage orders

The voyage instructions will be issued by the management office and sent to the vessel by telex, fax,
e-mail or other available means. The Master must confirm receipt and understanding to the
management office accordingly.
4.6.3
Voyage Orders Contents
Typical voyage orders will contain the following elements:
Voyage
IMO ships type number
Rotation (Loading Discharge ports)
Cargo quantity, commodity and options
Charterer
Load port and discharge port
Specific gravity of the cargo at 20C.
Heating instructions
Inerting, Padding and/or purging instructions
US Coast Guard number and pollution category
C/P date
Laycan (Laydays and cancelling date)
Special requirements by charterers
Special characteristics of ports/berths
Stowage proposal by Charterers
Bunker proposals
Any additional relevant information.
The following are to be considered when accepting cargo(es):
Compatibility of cargo with vessels tanks, tank coatings, pumps and equipment;
Reactivity and compatibility with adjacent cargoes (segregation requirements);
Physical properties of the cargo;
If according to the vessels Certificate of Fitness the cargo is permitted to be carried;

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Previous cargo tank history and future cargoes;
Customers requirements;
Future trading commitments.
If heat source adjacent

The Master should advise the management office of any disagreement, or inability to comply, with
the instructions.
4.6.4
Cargo quantities
The cargo quantities are planned by the Master and checked in relation to the voyage orders with
regard to:
4.6.5
Loading capacity (load calculation)

International Load Line Zones in trading area
Expected trim, heel, intact and damage stability
Sheer force and bending moment stresses during the various stages of loading and
discharging
Draft and passage limitations en route and in ports of destination
Filling limits
The following is to be used for the determination of the filling limits of the cargo tanks in which lowboiling point chemical products are allowed to be carried. (Cargoes with a vapour pressure greater
than 1.013 bar absolute at 37.8 C)
The setting pressure of the safety valves is:
0,6 bar
the maximum volume of cargo to be loaded in a tank is determined , in compliance with Para.
15.14.7.2 of IBC Code, as:
VL = 0.98 V (R/L)
Where
V = volume of the tank

R = relative density of cargo at the reference temperature (R)
L = relative density of cargo at the loading temperature
R = reference temperature, i.e. the temperature at which the vapour pressure of the cargo
corresponds to the set pressure of the pressure relief valve
4.6.6
Cargo Quantity Options

Abbreviations are used in the instructions expressed as percentages and as follows:
MOLOO
MOO
LOO
More or less Owners option

More Owners option
Less Owners option

4.6.7
MOLCO
LCO
MCO
MIN/MAX
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More or less Charterers option

Less Charterers option
More Charterers option
Exact quantity
Cargo equipment defects

It is the Masters responsibility to inform the management office immediately regarding any cargo
equipment defects which might influence the stowage to prevent cargo commitments being made to
which cannot be adhered to as a consequence of these defects.
4.6.8
Stowage Limitations of Cargo Tank Structure and Fittings on Chemical Ships

Attention should be paid to stowage limitations due to cargo tank structures and their fittings, i.e.
the specifications of a cargo tank will limit product weights and quantities which can be loaded in
that tank. Refer to ship specific Certificate of Fitness, also the BCH/IBC Codes, for lists of cargoes
and tank types suitable for their carriage.
4.6.9
Oil and Hazardous Material Transfer Procedure

Prior to each transferring of oil or hazardous cargo to or from the vessel and from tank to tank
within the vessel the Chief Officer has to prepare and submit to the Master for approval an Oil or
Hazardous Material Transfer Procedure as required by 33 CFR 155.720. The contents of Transfer
Procedure should comply with the requirements detailed in 33 CFR 155.750.
On Company managed vessels the requirements of this section are applicable to all hazardous
material transfer operations irrespective of the ships trade area, and are not limited to US waters
only.
4.6.10 Cargo Loading/Discharge Plan

For quick reference throughout the cargo operations and in conjunction with the Transfer Procedure
the Chief Officer is to prepare a loading/discharge programme on Form MAR 08, which is to include,
but not be limited to, the following:
Final ullages for all loaded tanks.
The order of cargo/ballast tanks to be filled/emptied together with the expected time schedule
showing which pumps (if applicable) would be in use.
The number of controlled stages required depending on intended cargo operation and ships design.
The required ballast condition for each stage of the operation.

The expected stress, stability and draught conditions at each stage of the operation.
The operating envelope of shore loading/discharge arms

The Cargo Loading/Discharge Plan is to be approved by the Master and signed by each Officer and
Pumpman involved in the cargo operations. This plan is to be discussed and agreed in writing with
the terminal personnel as described in these procedures.

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RETENTION OF SLOPS ON CHEMICAL TANKERS

All processing and discharging of slops on tankers which are carrying a cargo of noxious liquid
substances in bulk is to be in strict compliance with the requirements of Annex II of MARPOL 73/78
and procedures described in the approved ships specific Procedure and Arrangements Manual (P & A
Manual). The above regulations (the latest amended version) must be available on board, and
consulted before the loading of any noxious cargo is considered.
All operations with respect to a chemical cargo which take place on board the vessel, including
discharge into the sea or removal by ventilation of residues, is to be properly recorded in the Cargo
Record Book for Ships Carrying NLS in Bulk.
Substances posing a threat of harm to the environment are divided by MARPOL 73/78 Annex II into
four Categories A, B, C and D. Category A substances are those posing the greatest threat to the
Marine Environment, whilst Category D substances are those posing the smallest threat.
Water contaminated with chemical cargo (e.g. tank washings) may be discharged ashore, into
barges and, under certain circumstances, into the sea. When washing tanks, which contained
special cargoes, it is preferable to wash each tank separately and pump the washings independently
to the shore, barge or sea rather than accumulate an unknown mixture in a slop tank.
If tank washing or slops are to be transferred to a barge alongside the Ship to Ship Transfer Guide is
to be followed, and it must be ensured that the necessary hose connections are properly made.
Barge personnel must be acquainted with the nature of the hazards and with the safety precautions,
which must be observed in the interest of both parties.
Under no circumstances must water with noxious cargo be discharged overboard into port or
enclosed waters, without the express permission of the appropriate authority. At sea, water
contaminated with cargo must only be discharged overboard when absolutely necessary, and in strict
compliance with Annex II of MARPOL 73/78 and ships P&A Manual.
To minimise the risk of vapour or liquid cargo blowing back on board, water contaminated with cargo
is, whenever possible, to be discharged overboard through a designated overboard discharge on the
side opposite from the wind, taking into account the location of seawater intakes. Protective clothing
must be worn by personnel on deck. Particular care must be taken not to intake the noxious vapour
into ships accommodation and engine room. Alteration of the ships course and/or speed must also
be considered to reduce the risk.
When chemical tankers are carrying a cargo or part cargo of oil in bulk they must also comply with
the applicable requirements listed elsewhere in this Manual.
4.8
PLANNING OF EQUIPMENT, BUNKERS, STORES ETC.

It is the responsibility of the Master to plan equipment and supplies for the intended voyage such as,
but not limited to the following:
Bunkers and lubricating oils
Nautical publications
Safety equipment
Provisions and freshwater

4.9
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Cargo care material
Tank cleaning chemicals
Cargo safety equipment- Draeger tubes fort he cargoes to be carried
Demiwater (distilled water) if required
Additional medicines (for cargo)
Nitrogen as required.
Cargo heating.
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PROCEDURES, DOCUMENTS AND CONVENTIONS
The following conventions/rules, procedures and manuals must be complied with when
preparing/planning cargo loading operations.
Load Line Convention
IBC Code
Certificate of Fitness
Ships stability information
Resistance list for stainless steel
Resistance list for cargo tank coatings where applicable
Cargo hose resistance list
MEPC 2/Circ.
Product information
Chemical Hazard Data Sheets / Material Safety Data Sheets
Tank filling Limits
P&A Manual
U.S. Coastguard Compatibility Chart (See section 16)
4.10 VAPOUR EMISSION CONTROL (VEC) SYSTEMS

Where required VEC is to be used and operated in accordance with current regulations and
instructions contained in the vessels VEC System Operation Manual and in conjunction with the
requirements and provisions of the shore installation.
Masters and Officers must be aware that significant operational and safety implications are present,
as the shore and the ship are effectively joined together as one unit.
The primary hazards include:
The ship loses effective control of the tank atmosphere pressure, and is directly influenced
by any changes which may occur within the terminals system. It is therefore most important
that associated pressure sensing devices on the vessel are well maintained. It is also
essential that individual cargo tank P.V. valves are properly maintained and operate
correctly.

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Vessels fitted with a VEC system must have an independent overfill alarm providing audible
and visual warning. These are to be tested at the tank to ensure their proper operation prior
to commencing loading, unless the system is provided with an electronic self-testing
capability. Fixed gauging systems must be maintained in a fully operational condition at all
times.
Tanks must not be opened to the atmosphere for gauging or sampling when connected to
the shore vapour collecting system, unless the cargo being handled permits, loading to the
tank is stopped, the tank is isolated from any other tank being loaded, and precautions are
taken to safely reduce any pressure within the cargo tank vapour space.
The ships system is to be provided with means to collect and drain condensed vapour,
which may have accumulated in the pipelines. Drains must be installed at low points within
the ships piping system. These drains must be checked clear before each use of the VEC
system and on a regular basis when the system is not in use.
Care must be taken to ensure that no possibility of misconnection of Vapour and Liquid
hoses can occur. The ships vapour connection is to be clearly identified. The outboard 1.0
metre of piping is to be painted with yellow and red bands (0.1m red, 0.8m yellow, 0.1m
red) and marked with the word Vapour (not less than 50mm high). The vessels
presentation flange is to be fitted with a stud to prevent an incorrect connection.
To prevent electrostatic build up within the vapour return pipework, all pipework is
electrically bonded to the hull. The integrity of these connections is to be periodically
checked.
Ships personnel are to make themselves fully aware of the operation of the VEC system on board.
Reference to the approved operations manual is to be made. The transfer procedure, required by
section 4.6.9 of this manual must contain a description of the VEC system as listed in 33 CFR
155.750 (d).
The full procedures for the use of the VEC system are to be clearly agreed at the pre-transfer
meeting between the Terminal Representative and the Chief Officer.
All tests and inspections required by 33 CFR 156.170(g) must be carried out prior to transfer
operations. Checklist 04 is to assist the responsible officer with VEC operations. This checklist is to
be completed prior to commencement of any VEC operation.
NOTE: The VEC system must be inspected and approved/certified by the USCG prior to use in the
USA. The TVEL/LOC will reflect this approval, being endorsed accordingly.
4.11 SHIP-TO-SHIP (STS) TRANSFER USING VEC SYSTEMS

Before carrying out such an operation reference is to be made to the operational guidelines
contained
within
ISGOTT
and
other
applicable
reference
publications.
The technique is properly described as Vapour Balancing. Ships carrying out this operation are to be
inerted if flammable cargoes are involved.
Before commencing transfer the following operational precautions must be complied with as a
minimum.

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At least one of the vessels must be able to permanently monitor the oxygen content of the
vapour stream. The sample point must be close to the manifold and audible and visual
alarms are to be available should the oxygen content exceed the agreed value.
The oxygen content of all tanks in the common system is to be maintained at a level no
higher than the agreed value.
The vapour transfer hose is to be purged of air using inert gas or nitrogen until the oxygen
content is below the agreed value before transfer commences.
Vapour manifold valves are not to be opened until the receiving vessel system pressure
exceeds that of the discharging vessel system pressure.
During the Cargo Transfer:
Operations are to be terminated if the oxygen content of the vapour stream exceeds the
agreed value. Operations are not to be resumed until the oxygen content in the receiving
ship has been reduced below the agreed value.
There is to be frequent monitoring of both ships IG pressures with cross comparison on a

regular basis and at least hourly. Transfer volumes are to be compared on the same basis.
No air is permitted to enter the tanks of the discharging ship at any time
4.12 PRE-TRANSFER SURVEY AND LOG ENTRIES

Prior to any oil or hazardous material transfer operation a survey of the vessel and her cargo
systems is to be carried out. The survey must include the examination and testing of all items listed
in Chapters 6, 7 & 10 of the International Safety Guide for Oil Tankers and Terminals, and as
applicable to the vessel.
These Chapters are:
Chapter 6
operations.
Precautions before and during cargo handling and other cargo tank
Chapter 7
Handling of cargo and ballast.
Chapter 10
Fixed inert gas system.
Special attention must be paid to the following:
That strainer covers, inspection plates, and drain plugs are in position and secure.
All drain valves in the pumproom and on deck are closed.
All bulkhead and pump glands are in good order, greased and adjusted as necessary.
All pump glands, drain cocks and bearings are checked at least hourly for overheating when
the pumps are operating.
Pump trips are to be tested prior to the commencement of each cargo operation and the
result logged.

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The majority of the items listed in ISGOTT 6, 7 and 10 are included in the standard ship/shore
checklist, however not all, and it is essential that Masters review the requirements of this chapter
prior to arrival. Wherever possible equipment tests are to be carried out prior to arrival.
The majority of checks can not be completed until immediately prior to the cargo transfer operation,
and the Master must ensure that these are carried out. On successful completion of all tests and
checks and prior to commencing cargo operations, a log entry is to be made.
The requirements of this section are applicable to the USCG requirements, therefore, in USA waters
and ports this log entry must state the following:
Cargo System Survey as required by 33 CFR 157.435 (1) completed and all items as applicable to
this vessel found in order.
The above surveys are to be carried out under the supervision of the Chief Officer and Chief
Engineer.
Immediately prior to commencing cargo operations the Chief Officer must personally assure himself
of the correct setting of the valves in the cargo system, including the P/V valve and associated
venting system.
In the event of any problems the Company is to be advised immediately.

SECTION 5 SAFE STABILITY
5.
SAFE STABILITY
5.1
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5.2
Publication
Location
Ships Trim and Stability Data/Manual (Approved by Class)
Master
Ships Procedures and Arrangements Manual(Approved by Class)
Master
CHECKLISTS
There are no Checklists applicable to this section.
5.3
COMPANY FORMS
There are no Company Forms applicable to this section.
5.4
GENERAL
The Chief Officer is responsible to the Master for the safe loading or ballasting of the vessel so that
stability, stress and trim are acceptable throughout the voyage and that the vessel remains
manageable in a seaway without excessive shear forces, bending moments, pounding, or vibration.
The Chief Officer must ensure that the loading or discharging sequence is such that the vessels
stability is never compromised and that permitted stress limits are never exceeded.
Full and effective use must be made of the ships loading computer for both cargo and ballast
operations and voyages. During cargo and ballast operation stability and stresses are to be checked
hourly and printed records maintained on board.
At sea the ship must never be loaded to a deeper draft than that permitted by the Load Line
Regulations.
5.5
STRESS MONITORING SYSTEM

Some vessels may be fitted with strain/stress gauges, which will automatically alarm at pre-set
levels. Whilst this equipment provides valuable information it is essential that an accurate
cargo/ballast plan is calculated and that stresses will remain within acceptable limits. The vessel
must not be loaded/discharged purely on the strain/stress gauges.
If during cargo/ballast operations the stress alarm sounds, all operations must stop until the
situation is appraised.

5.6
STABILITY OF
BULKHEADS)
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CENTRE
LINE
Officers must understand the stability aspects of double hull vessels.

In contrast to conventional tankers which are inherently stable, it is recognised that double hull
structures which do not have a centre line bulkhead have potential problems in that large free
surface effects may be encountered at various stages of cargo and ballast operations. As a
consequence, a loss of GM may result in serious stability problems. It must be stressed that Masters
and Officers must be fully aware of this potential problem, and that all cargo and ballast operations
are conducted strictly in accordance with the vessels approved loading manual. Changes to cargo
plans must be fully assessed before the revised plan is undertaken.
All ships are supplied with stability data, and loading and unloading instructions to comply with
statutory requirements. These instructions are to be carefully studied and followed. Generally,
these instructions will specify a maximum number of tanks, which may be slack at any one time.
Sometimes it may be necessary to adjust the quantity of cargo to be loaded in order to avoid slack
tanks. Where double bottom ballast tanks extend across the whole width of the vessel, the free
surface effect of water in these tanks will be as great as that of full width cargo tanks and account
must be taken of this fact.
The Cargo Loading/Discharging Plan described in Section 4 must also take into account the problems
of free surface and any limitations on the number of tanks which may be slack at any one time.
In order to ensure adequate monitoring of the vessels stress and stability condition, calculations
must be made and recorded, using the vessel loading computer, on an hourly basis during cargo and
ballast operations.
If a loss of stability becomes evident during loading or discharging, all cargo, ballast and bunker
operations must be stopped and a plan prepared to restore positive stability. If the vessel is at a
terminal this plan must be agreed with the terminal representative and the cargo hoses are to be
disconnected.
In all cases the Master shall positively verify the number of allowed slack tanks and post a clear
notice of instruction according in the cargo control room.
Where the stability manual does not state the maximum number of slack tanks allowed then the
following rule shall be applied and the GM verified by the loading computer to be sufficient to
maintain positive stability at all times.
No. of Centre Tanks
Maximum No. Slack
9
6
5
3
Simultaneously a maximum of 2 pairs of ballast double bottom tanks are allowed to be slack.

5.7
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SLACK TANKS AND SLOSHING

It is essential that Masters and Officers be aware that the partial loading of a cargo tank with cargo
ballast may present a potential problem. The combination of free surface and the flat bottom can
result in the generation of wave energy of sufficient power to severely damage internal structures
and pipelines.
The movement of liquid within a cargo tank when the vessel is rolling or pitching in a seaway is also
called sloshing. In general the negative effects of sloshing can be summarised as follows:
The slamming effect of the liquid inside the tank may result in serious damages to the tank
structure and fittings.
Even a slight rolling and pitching motion can generate the main source of ignition an
electrostatic charge. An electrically charged mist can also occur in the tank partially filled
with a mixture of oil and water, such as dirty ballast, tank washings or slops.
The effect of free surface reduces the ships GM and may even lead to a loss of stability.
In order to eliminate these problems, slack tanks must be avoided wherever possible, and it is
imperative that no cargo tank, unless so designed and permitted by Classification, is allowed to
remain in a slack condition whilst the vessel is at sea. The Ships Trim and Stability manual
approved by Classification and/or the Appendix to the Classification Certificate must be referred to
on this matter.

SECTION 6 PREPARATION FOR LOADING AND LOADING OPERATIONS
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6.
PREPARATION FOR LOADING AND LOADING OPERATIONS
6.1
The following reference publications are to be read in conjunctions with this section:
6.2
Publication
Location
Chief Officer
Ships Procedure and Arrangements Manual (Approved by Class)
Master
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
Master
Ships VEC System Operational Manual (Approved by Class)
Master
Chief Officer
Dr Vervey Tank Cleaning Manual
Chief Officer
COMPANY FORMS
6.3
Company
Form No
Title
MAR 02
MAR 03
MAR 05
MAR 06
MAR 08
TNK 01
TNK 02
TNK 03
TNK 06
TNK 12
TNK 13
TNK 15
Port Log
Notice of Readiness
Deadfreight Statement
Protest of Difference Between Ship and Shore Figures
Cargo Loading and Discharge Plan
Pre Arrival and Commencement of Cargo Operations
During Loading Operations Checklist
Completion of Cargo and Pre Departure Checklist
Ullage Report
Dry Receipt
Certificate of Slops
Vessel Experience Factor (Load)
PREPARATION FOR LOADING OPERATIONS

This section describes the preparation of tanks, lines and associated equipment to meet the
particular requirements of the expected cargoes.
(See section 7 for details of special loading considerations for specific cargoes).
Prior to loading the relevant tanks and associated loading equipment must be checked for technical
readiness and their acceptability for the next cargo.

6.4
TECHNICAL READINESS
6.4.1
Visual
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Visual inspection of the tank, tank openings, and equipment has to be carried out. Special attention
has to be paid to:
6.4.2
Tank dome / hatch

Butterworth opening
Ullage opening
Packing
Tests / Checks
The following tests / checks have to be carried out:
6.4.3
High Level alarms

Level gauging system
P/V valves
Heating coils for tightness (heating coils may need to be blown clear of water if not required
for heating cargo)
Cargo lines pressure testing if required by charterer before loading.
Tank tightness
Preparation
Prepare the following, if applicable:
6.4.4
Manifold- reducer-ASA/Din
Vapour return line
Prepare / check jumper hoses or fixed connections.
Nitrogen system
Closed loading
Decontamination shower and eye-wash
Off shore manifolds to be blanked off, except where jumpers may be in use.
Safety
Post stowage plan, cargo operation forms and chemical hazard data sheet/MSDS.
Brief crew on the following:
6.4.5
Risk level of the cargo(es) to be loaded

Chemical protective clothing to be worn, when dealing with the cargo
Fire fighting equipment to be used
What to be done in case of spillage
Additional medical equipment
Cleanliness
Check the tank for cleanliness by carrying out the appropriate tests for chlorides, hydrocarbons, nonsolvent materials etc. in view of the charterers requirements for the cargo to be loaded.

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Reference is made to the Tank Cleaning Manual.
6.5
TANK ACCEPTANCE & PREPARATION
6.5.1
General
This procedure describes the tank preparations required and procedures relating to tank acceptance
immediately prior to commencement of loading. The type and scope of the testing varies with the
cargo requirements.
6.5.2
Visual inspection
Visual inspection can be done either from the deck through the tank opening or by entering the
tanks. If the tank is to be entered particular attention has to be paid to the risks of lack of oxygen,
toxic and/or explosive tank atmosphere. Always consider the tank dangerous and act according to
the Enclosed Space Entry procedures.
The cargo line system can be checked for residual cargo at the manifold and by opening draincocks
and plugs in the cargo line.
6.5.3
Odour check
Some cargoes require to be loaded in odour free conditions. It is important that tanks are cleaned
accordingly and presented free of odour.
6.5.4
Wall wash tests

Depending on the product to be loaded and the previous product, contamination tests will be carried
out with indicators.
There are usually tests as follows:
Chlorides
Hydrocarbons
Inhibitor residues
Lead compounds
Permanganate time test (PTT)
pHtests
Suspended matter
The above tests are described within this manual and the tank cleaning manual.
All wall wash tests have to be recorded on the corresponding form XX Wall wash Test record.

6.5.5
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Wallwash procedure
This describes an approved method for collecting and analysing wall wash samples to determine the
presence of contaminants on the bulkheads. The procedure involves contacting a constant area of
the bulkhead with a given amount of specification grade methanol, collecting the liquid and
analysing it for the presence of chlorides, hydrocarbons, colour and particulate matter, or whatever
might be required by the Charterer.
PRECAUTIONS
Safety Considerations eye protection is required when collecting the samples to prevent
the inadvertent contact of methanol with the eyes during the sample collection process.
Gloves should be worn to prevent the absorption of methanol into the skin.
Disposable plastic gloves are also worn to prevent contamination of the samples during the
collection process. (A sufficient amount of chlorides can be absorbed from the skin to cause
the sample to fail the chloride analysis.)
Chlorides are abundant in the marine environment. All sampling equipment including bottles,
funnels and other apparatus must be thoroughly rinsed with methanol (of less than 0.2 ppm
chlorides content) and stored in plastic containers. Bottles are to be capped prior to sample
collection.
Personnel collecting the samples must be certain that no perspiration or bare skin contacts
the sample or sampling equipment while the wall washes are being collected.
CHOICE OF TEST SITES
As a minimum, four sites of approximately 1.2 square feet each must be chosen in each
tank. (If additional sites are chosen, 100mls of methanol should be applied to each location
and collected in a separate container.)
Any area that appears to have crystalline deposits should definitely be tested.
Separate test of non-typical areas greater than 2 square feet (discoloured patches etc.)
should be conducted. The sample collected should be labelled with a description of the nontypical area. (These areas should be analysed separately.)
SAMPLE COLLECTION PROCEDURES

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

Consistent area tested at each site.

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Consistent amount of methanol applied to each site.

Consistent amount of methanol recovered from each site.
For the purpose of standardising methods and maintaining the desired consistency; the following
criteria have been established:
Four wall wash sites.
An area of 10 by 120 cm for each wall wash.

100 mls of methanol applied to each site.
250 mls total minimum recovery of methanol (approximately 60% of each of the four 100 ml
washings).
EQUIPMENT AND REAGENTS
6.6
Polyethylene washing bottles, 500 ml capacity

Bottles, glass with screw cap and polyethylene lined, of sufficient capacity to hold the
washings.
Plastic disposable gloves.
Specification grade methanol (laboratory pure methanol) that has been tested to be less
than 0.1ppm chloride by ion chromatography. (High quality methanol is vital to the accuracy
of this test.)
Sample funnel, plastic or stainless steel with one flat side that can be held flush with the
bulkheads.
VESSEL - SURVEYOR AGREEMENTS

The surveyor determines the ships readiness for loading. Depending on the previous cargoes and
the cargo planned for the tank, he will carry out either a visual inspection of tanks and lines or add
additional tests such as odour, wall wash etc. Once the tanks are approved a cleanliness certificate
will be issued by the surveyor.
The surveyor will ask the vessel the following information:
Last 3 cargoes carried in tanks to be loaded

Information on tank cleaning
Ship experience factor
Prior commencement of loading Chief officer and Surveyor will discuss the loading programme.
6.7
CARGO SAMPLING
6.7.1
General
Cargo samples are evidence of the condition of the product during the various phases of transport
(storage at terminal, arriving on board, loading, passage, discharging). This procedure describes
sample-taking procedures and the legal background.

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Depending on the cargo involved, a series of samples are taken to determine the ships
preparedness for loading.
How many samples are taken depends on the conditions in the charter party and the type of cargo.
Unless specified otherwise, as a general rule a sealed sample should be taken for every tank carrying
cargo. Samples taken by the vessel bearing no signature from the surveyor or other authorised
person, unless a very good documented sample log is kept by the vessel, have no real value as
evidence in legal actions.
Samples must be taken at the manifold prior to releasing cargo to the tanks to ensure that Shippers
lines are clean.
6.7.2
Safety
Sampling is risky, vapours or spray from the product may cause poisoning, caustic burns or scalding
of personnel. Release of small amounts of products may also cause problems on deck or the
environment (terminal, water). For these reasons, it is absolutely necessary to comply with the
strictest safety regulations and the requirements of the material safety data sheets.
When samples are taken through tank openings (hatches), personnel should stay to the windward
side of the opening. Depending on the properties of the cargo, suitable protective clothing should be
worn as required. When taking samples from lines under pressure the risk of spray from the product
should be taken into account.
Sampling should not take place until 30 minutes after loading has been completed to ensure any
static charges have been dissipated.
6.7.3
Labels
The labels of the cargo samples must at least contain the following information:
6.7.4
Name of the vessel

Port of loading
Cargo
Tank
Date and time
Signature from surveyor and Chief Officer.
Storage of samples
All samples that remain on board are to be properly stored in the designated sample locker.
Storing samples even for brief periods, in rooms or places not intended for this purpose (i.e. cargo
office) is prohibited.
In general samples can be disposed off two months after discharge of the cargo, unless:
There is a cargo claim, or
There are special instructions from Charterers.

6.7.5
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Sampling on land
Samples from the land tank and line are always taken by the independent surveyor, without a ships
representative being present.
6.7.6
Sampling on board
Sampling on board should always be witnessed by an officer.
6.7.7
Sampling cargo under nitrogen blanket

In case of cargoes loaded and transported under permanent nitrogen blanket, the samples must not
be taken through tank openings, since otherwise the moisture and/or oxygen in the air might react
with the cargo.
Sampling can only be done by means of a suitable valve and pumping around or with help of the
closed sampling device.
All safety regulations applicable for the situation and the cargo must be complied with.
6.7.8
Release of samples to third parties

Samples must only be released to third parties under direct instructions from Charterers and/or
Management Office and a detailed receipt has to be obtained for each sample.
Sample log to be updated. Samples relating to a cargo claim may only be handed over to a
representative of a P&I Club and after getting a receipt for the same.
6.7.9
Disposal of samples
Samples should only be disposed of to approved shore reception facilities.
6.7.10 Sampling programme

A complete sampling programme consists of the following elements:
Sample from the land tank/line
Manifold sample
Sample from the ships line and/or pump stack.
In the latter case the valve(s) to the tank i.e. drop-valve and delivery remain closed.
First Foot sample
At least enough cargo should be in the tank to fill a sample bottle. First Foot sample refers to filling
the tank approximately at one foot innage level. However, with solidifying cargo such as phenol
sufficient cargo should be in the tank to cover the total length of the heating coils.
Line flushing

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If a product is to be loaded into several tanks, either a certain amount of cargo is transferred from
tank to tank until in the last a foot sample can be taken, or all tanks will receive one foot cargo.
Circulation rinsing with product may be required to wash lines
Washing of tanks using re-circulated cargo to obtain satisfactory samples is not to be undertaken
without direct management office approval and special safety precautions.
6.8
PRE-LOADING MEETING
6.8.1
GENERAL
This procedure describes the main points to be discussed on arrival before loading operations can
start. The complexity of loading/discharging operations on chemical tankers makes it necessary to
plan all activities in which vessel and terminal are involved.
Parties:
Terminal
Vessel
Expert
Loading master
Master/Chief officer
Surveyor.
The surveyor is present as an independent expert commissioned by the shipper and plays an
important role in tank inspection and cargo analysis. The agreements between the parties are put in
writing.
6.8.2
Vessel terminal agreements

The Master/Chief officer should present the Notice of Readiness (NOR) to the loading master for his
signature. The loading master is the addressee for all protests in connection with loading. The ChiefOfficer and loading master will discuss the loading programme.
All relevant items, in the Ship/Shore Safety Checklist, should be checked by loading master and
Chief Officer. After agreeing both must sign. Occasionally the loading master will ask for the
Certificate of Fitness and/or hose certificates as applicable.
Agreements specific to the ship and the cargo are to be made.
Depending on the particular situation this may include:
End of loading- Ship stop/shore stop

Loading rate (m3/h)
Closed loading procedure
Quantity to be loaded including options
Topping off procedure
Cargo data:
specific weight, in air or in vacuum
correction factors
- loading temperature
- hazardous chemical data sheet for manufacturer

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Blowing of the loading lines as necessary

Use of the vapour return if required
Purging if required
Blanketing with nitrogen if required
Port and terminal regulations, nautical warnings and information
In case several parcels are loaded through the same line, binding order and sequence of
loading.
The loading master must also issue the following documents:
Heating instructions from the shipper

Inhibitor certificate (for monomer cargoes).
6.9
PREPARATION BEFORE CARGO LOADING
6.9.1
General
Before cargo loading starts, the responsible officer should be satisfied that the precautions set out in
chapter 3 are being observed. The appropriate checklists shall be utilised. Pre cargo loading meeting
shall be carried out between ship and cargo shipper as detailed above.
6.9.2
The following important pre-loading checks are to be made by the ship:
Product characteristics must be known, including compatibility with other cargoes, heat
sensitivity, risk of exothermic self-reaction, toxicity and general safe handling practices.
Normally tanks to be loaded are pre-inspected for cleanliness by independent surveyors.

The responsible officer should satisfy himself that the tanks to be inspected are well
ventilated and safe to enter (VMS/SEM/01 4.6.8). The surveyor must be accompanied by the
responsible officer or a person delegated by him.
Tanks passed for loading should be tightly secured with all cargo openings closed.
Tank instrumentation (level gauges, level alarms, thermometers etc) must be tested for
operation and accuracy.
Remote valve closing devices, cargo pump/line pressure gauges must be checked and
tested.
Cargo lines and crossovers to be inspected and all drain plugs closed and secured.
Cargo manifolds should be ready for shore hose connection with only the connecting side
end blank removed and tagged with tank name and product to be loaded.
Fire protection equipment must be inspected and ready for immediate use.
Protective clothing and breathing apparatus are being worn or are immediately available as
necessary.

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The following ship - shore checks are necessary:
Local and terminal regulations have been received in writing and are being observed
Agreement has been reached with the responsible terminal representative about:
signals to indicate stand by, start operation, slow down, stop

operations
pumping rates
pumping and loading sequence
action to be taken in case of fire or other emergency
emergency shutdown procedures.
access to the ship, and smoking restrictions
sampling procedure, could include manifold, pump stack and foot samples
and will they be running or require stops. Will lines be popped with N2 prior
to loading.
a ship-shore bonding connection, if used, is made before hoses are connected, and if an
insulating flange is used, its insulation has not been impaired.
cargo-hoses, loading arms and gaskets are suitable and certified for the intended cargo and
are in good condition. Flexible hoses should be suspended by suitable equipment and not
subjected to excessive bending or put excessive strain on the cargo manifold. Mechanical
loading arms must be supported in a way that they do not put excessive force on the
manifold. Care should be taken to protect mechanical manifolds from mechanical damage.
The ships own cargo hoses should not normally be used for shore connection and in case
they are used, they must be tested and certified as per regulation in the IBC code and LOI
received. Also check they are compatible with products to load and are clean
before commencing loading the responsible officer must ensure that the cargo lines are set
in the correct loading mode, and that cargo venting system is set as per regulation, i.e.
open, restricted or closed.
certain cargoes require vapour return to the shore facility. The responsible officer must
ensure that the shore and ship vapour system are compatible and that the system is
operated in compliance withthese procedures, local and terminal regulations.
6.10 CLOSED LOADING OPERATIONS

6.10.1 Purpose and scope
This procedure describes the requirements for closed loading operations. The Master has overall
responsibility for compliance with closed loading procedures.
Closed loading has to be carried out as a requirement of the:

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IBC/BCH Code. The IBC-code does not use the term closed loading/unloading explicitly but
mentions controlled venting and restricted or closed gauging.
Company procedure
Contractual obligations
Port/ National requirements
6.10.2 Company procedure

Vessels equipped with a system such as Skarpenord (pressure gauges in the tanks) or radar ullage
systems shall at all times carry out closed loading/unloading procedures for all cargoes.
The above means loading or discharging with securely closed ullage, sounding and sighting ports.
Additionally the venting must be controlled. For gauging e.g. ullaging, sounding and sampling closed
devices must be used. The level alarm systems must be operated during the entire closed cargo
operation. Closed cargo operations must be stopped as soon as any essential system for safe loading
or discharging becomes inoperative.
6.10.3 Gauging, sounding and sampling
A closed gauging device penetrates the cargo tank, but is part of a closed system and prevents the
cargo or its vapour being released. Examples are the float-type systems, radar systems, electronic
probe, magnetic probe and protected sight-glass.
For sampling and sounding the Dovianus or Hermetic systems may be used.
6.10.4 Cargo tank venting
Controlled venting must be established if closed cargo operations are required. A controlled tank
venting system is a system with pressure and vacuum-relief valves (P/V-valve) fitted on each tank in
order to limit the pressure or vacuum in the tank. The P/V valve should operate in such a manner
that neither pressure nor vacuum is created in the cargo tank during cargo operations that exceed
the tank design parameters.
6.10.5 Vapour return
Vapour return should be used in accordance with local, terminal or customers requirements.
Very toxic and volatile cargoes should, if the shore is equipped with a vapour return, be
loaded/unloaded with vapour return in order to avoid vapour release into the atmosphere.
6.10.6 Customers requirements
Specific closed cargo operations may be required by the customers under the charter party or
Contract of Affreightment (COA). The management office will inform the Master when such
requirements exist.

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6.11 LOADING OPERATIONS

6.11.1 General
This procedure describes the commencement, carrying out of loading operations and the final
loading measures from disconnecting of the loading derrick/hose to making ready for sea voyage.
6.11.2 Commencement and execution of loading
Immediately prior to commencing loading the valve setting and the lines on all tanks have to be
checked once more. The responsible officer must be satisfied that the cargo system is, in all
respects, ready and all the information of the cargo has been received. The following precautions
must be observed:
the quantity of the cargo to be loaded has been agreed to
the loading rate has been agreed to
shore or ship stop has been agreed to
High and high/high level alarms MUST be in operating position

Loading must start at a low rate. In this stage the cargo line, manifold, connections, drain points etc.
must be checked for leakages. The full loading rate should not commence before both ship and
shore are satisfied that there is no leaks in the system. When all is ok shore can be informed to
increase the loading rate to the agreed level.
During the loading at least one deck officer must be on duty and available at all times. At least one
crewmember must be on deck/manifold throughout the cargo operation.
The officer on duty is obliged to carry out the loading in accordance with the instructions received
from the Chief-Officer, which should at least encompass the agreements made with the Loading
Master as well as the Surveyor.
Some cargoes loaded in hot climates are chilled and cause bulkheads to sweat on loading.
Consideration must therefore be given to sequences of loading.
During the whole loading a detailed cargo log has to be kept.
Sufficient ullage space should be maintained after loading to allow for heating cargo as required by
the Shipper.
Loading one product in more than one tank simultaneously may increase the risk of an overflow, and
the responsible officer must ensure that tanks that are topped off are properly isolated from
tank(s) still being loaded.
When nearing completion of loading the shore should be notified and the loading rate reduced
6.11.3 Completion of loading and final measurements
When loading is completed the final loading measurements have to be carried out. In order to make
the derrick/hose and vessels cargo line free from product, the lines are blown from the shore. Cargo

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sensitive to Oxygen is given a nitrogen blanket following loading. The surveyor together with an
officer will take the ullage and cargo temperature of the tank(s) concerned. In the presence of an
officer cargo samples are taken sealed and labelled.
upon completion of loading the manifold valve must be closed
in cases were the shore line is emptied by either blowing or pigging the product into the
ship tank(s) the responsible officer must ensure that the tank(s) have sufficient space to
accommodate the quantity in the shoreline.
blowing or pigging can cause a pressure surge and the responsible officer must monitor
this operation carefully in order not to over-pressurise or overflow the tank.
during customary ullaging and sampling the responsible officer must ensure that that this
activity is conducted as per local and/or international regulations and that proper personal
protective equipment is used.
disconnecting of shore hoses or arms must only take place after they have been drained for
cargo residues and relieved of any pressure after blowing/pigging.
personnel engaged in hose disconnection must wear proper personal protective equipment.
Cargo heating system should be tested as required.
Cargo cooling system should to be tested as required.
6.11.4 Blowing lines

The loading line is always blown through with either compressed air, steam or nitrogen, depending
on the cargo, to empty it between manifold and terminal. This is necessary to ensure risk-free
release of loading arm or hose connection. If possible the vessels line system used should also
blown empty this way. With heated or solidifying cargoes this is a must.
In case of high viscous cargo it is important to be aware that after blowing the cargo may contain an
air-bubble and therefore the ullage measured immediately after blowing is less than it should be
(Vegetable oils). Pre-blowing and after-blowing ullage measurements should give a good indication
of this. The tank in question has to settle before a correct ullage can be taken.
6.11.5 Pigging
At some installations the landline from tank farm to jetty manifold or part of it are pigged.
It is possible that large amounts of cargo are pressed into a cargo tank at high rate and high
pressure. Method and required tank volume necessary for this shoreline emptying must be agreed
upon in the pre-loading conference. Especially one must be aware of the high pressure which could
be created when pigging and take precautionary measures to prevent over-pressurising the tank or
creating an overflow.

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6.11.6 Disconnecting of loading arm/cargo hose

Before the loading arm/ cargo hose is disconnected the officer on duty must satisfy himself that no
pressure is left in the arm or hose. Crew disconnecting should wear the appropriate protective
clothing. If the drip tray under manifold is not large enough, especially when using reducing pieces,
suitable containers should be made available.
6.11.7 Measuring Ullaging
The surveyor together with the chief-officer will carry out the ullaging to determine the cargo volume
of a loaded tank.
With closed loading the appropriate equipment has to be used. The equipment (UTI) must be fully
operational and clean.
After determination of the ullage, the cargo volume is to be determined using the ullage tables, with
the corrections for:
Trim
List
Temperature (if required).
6.11.8 Measuring Temperature

The temperature required can be established by using:
Remote thermometer
UTI
Manual thermometer lowered into the cargo through the tank opening.
The thermometer used should be regularly checked by means of a calibrated thermometer.

The delta T. C. should be recorded and applied to if necessary on the temperature found.
When remote thermometers are used, the number of measuring points is restricted to the number of
built-in thermometers. Since differences of temperature may occur within the cargo several
measurements should be carried out if possible, in particular for heated cargoes.
The American Society for Testing Materials (A.S.T.M.) recommends to proceed according to the
following table.(ASTM Standards Part 8.).
depth of
Minimum number of
product
measurements
> 15 ft
Measurements levels
3ft below
surface
middle
3ft above
bottom

10-15 ft
under 10 ft
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3ft below
3ft above
surface
bottom
middle
6.11.9 Measuring Water

In case of non-water soluble products that are lighter than water (e.g. lubricating oils) ullaging
results may be falsified, in some cases, by considerable amounts of free water. For commercial
reason it must be determined:
Whether the cargo contains water
How much water is in the cargo.
Water detection (water dip) and water measurement methods are:
Water finding paste
Interface detector(UTI)
A sample of any water in the cargo is taken with the aid of the bottom sampler to ensure that claims
may be defended. The Master has to protest formally and/or the P&I club and the management
office have to be informed, as required by circumstances.
6.11.10
Nitrogen cover
Some cargoes require a nitrogen blanket to prevent oxygen or moisture entering into the vapour
space of the tank. The terminal is nearly always responsible for putting a blanket on top of the
cargo. The maximum blanket pressure corresponds with the P/V valve setting and is either 200
mbar or 600 mbar.
The nitrogen blanket is put in place after completion of loading, ullaging, and temperature
measurements. Manometers suitable for checking the blanket pressure are to be installed. Fixed
pressure sensors have to be checked regularly using a calibrated manometer. Requirements to
maintain the blanket are described in chapter 7.
6.11.11
Preparation for sea voyage
Cargo samples
These are to be stored safely in the designated sample

Storage elsewhere in cargo office or accommodation is not allowed.
Manifold
The blind flanges on the manifold have to be fitted and fully bolted.
P/V Valves
store
locker.

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The P/V valve setting should be in accordance with C.O.F.
Hoses
All loading hoses, jumper hoses, have to be disconnected. If vessels hoses have been used,
these hoses should be cleaned and thereafter fitted with blind flanges. Thereafter hoses are
to be stowed for the sea-voyage.
Hoses on the vapour return line, between central vapour return line and specific tank in the
towers, when applicable have to be removed. The vapour return line has to be fitted with
blind flanges wherever applicable.
Tank alarms
Tank alarm system to be switched off.
Tank closures and openings
As far as they not closed already all tank hatches butterworth hatches etc. have to be
checked that they are closed before commencing the sea voyage.
In general a round over deck should be made by a responsible officer to check that the cargo area is
seaworthy in all respects.

SECTION 7 CARGO CARE
7.
CARGO CARE
7.1
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The following reference publications are to be read in conjunctions with this section:
7.2
Publication
Location
Chief Officer
Master
Master
BCH/IBC Code
Master
COMPANY FORMS
7.3
Company
Form No
Title
TNK 08
Cargo Heating Report
CARGO CARE REQUIREMENTS

This section describes measures to ensure that the cargo remains on spec. in accordance with the
requirements stipulated by the Charterer during the entire period on board the vessel.
Care procedures for some specific cargoes are to be followed according to the cargo data sheets.
Cargoes transported on a chemical tanker differ widely in characteristics and mode of handling, a
fact that also needs attention during transit.
Precaution/attention are necessary for cargoes that need:
Cargo heating. Cargoes that require heating must be monitored at least daily and a
temperature log must be kept. Ensure that correct heating medium is used, and that heating
coils in tanks that do not require hating are blown dry and blanked. Prior to loading heated
cargo heating coils should be pressure tested and results recorded in the log book.
Cargo Cooling. Cargoes that need cooling must be monitored daily and kept at the
recommended temperature and a temperature log must be kept.
Temperature Control. Cargoes that may self-react must be monitored on a daily basis for any
fluctuation in temperature that deviates from the ambient climatic conditions.

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Certain cargoes may undergo polymerisation or decomposition. To prevent this from

happening small amounts of chemical additive or inhibitors are introduced into the tank
during the loading process. Inhibitor certificates should be referred to and Charterers
instructions followed.
The temperature of such cargoes must be monitored regularly whilst on passage and should
temperatures be noted to rise independently then it must be assumed that the process of
polymerisation has begun and the Company must be advised immediately.
Once polymerisation has begun it is a rapid self-perpetuating process and can be extremely
dangerous structurally. A significant example of such a kind of cargo is Styrene Monomer
where the expansion ratio is 10 : 1 during the polymerisation process.
7.3.1
Nitrogen cover. Prior sailing the vessel must have sufficient Nitrogen of the correct quality on
board to comply with the padding requirements.
Tank atmosphere O2 content strictly controlled
Agitation/ Circulation
Other as defined by Shippers
Heating
The voyage orders will contain heating information, if heating is required. As a rule the final heating
instructions are given by the Shipper in writing to the Master / Chief Officer in the port of loading.
If those written instructions are not given, the master should request them and issue a Letter of
Protest if they are not received at departure. In the latter case the management office should be
immediately informed.
The heating instructions may contain any, or all, of the following:
Minimum and maximum temperature during the voyage
Minimum and maximum temperature during discharge
Maximum temperature of adjacent cargo
Heating medium
Maximum temperature of the heating medium
The maximum possible temperature increase per unit of time: delta TC/hour
Unintended heating
The risk of heating a cargo, which should not be heated must be eliminated. An unintended heating
of a cargo can not only influence the quality of the cargo, but can endanger the crew, the vessel and
the environment, e.g. lifetime of an inhibitor can be shortened drastically by unintended heating and
a monomeric cargo such as styrene monomer can polymerise.
In order to prevent unintended heating of cargoes that do not require heating the following
preventive measures should be taken:
Blank the supply and return of the heating coils

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Check when heat is supplied to other tanks manually the supply and return of the tanks that
do not require heating.
Heating required by Marpol Annex II

Certain Category B and C products require as solidifying cargoes a prewash. However, outside
special areas these cargoes do not require a prewash if the following is complied with:
Cargoes with a melting point less than 15C. Discharge temperature should be at least
5C. above melting point of the product. Example: Benzene with a melting point of 4.5C.
should be discharged with a temperature of at least 9.5C. to avoid the prewash
requirements.
Cargoes with a melting point above 15C. Discharge temperature must be at least
10C. above melting point of the cargo. Example: Phenol, with a melting point of 40.9C.
should be discharged with a temperature of at least 51C. in order not to be considered
solidifying.
The Master has to obtain the applicable information when transporting such cargoes so that the
products will be heated accordingly so as to avoid the prewash obligation if at all possible.
Temperature checks
When carrying heated cargoes the following parameters are to be checked regularly:
Temperature of the cargo
Inflow temperature of the heating medium
Outflow temperature of the heating medium
The results as well as failures, if any, should be recorded in the Voyage-Log.

7.3.2
Cooling/Refigeration
Cooling, in specialised cases, is required to prevent products from giving-off toxic and flammable
vapours.
Special care requirements are generally documented in the condition of carriage details contained in
the ships Certificate of Fitness and also in the IBC/BCH Codes. The Company and Charterers are to
be consulted if additional information is required.
7.3.3
Nitrogen blanket
Some cargoes require a nitrogen blanket to prevent oxygen or moisture entering into the vapour
space of the tank. Otherwise the cargo could react with the oxygen, moisture or salts dissolved in
the air and become off-specification.
A nitrogen blanket can only be maintained properly if:
The pressure sensor or installed manometer is working correctly. (regular checking and
calibrating throughout the year).

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A permanent over-pressure is maintained.
The P/V valve shall be set accordingly.
The Vapour return line is disconnected
Tank openings are fully closed, (sealed with silicon, if necessary)
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Tank leaks must be repaired immediately, as the amount of nitrogen on board is limited.
Tank pressures have to be checked every four hours and recorded in the Voyage log.
7.3.3
Oxygen
Some cargoes like Hexene-HMD-Octene do have a maximum requirement with respect to oxygen in
the vapour space. The vapour space has to be checked with the appropriate oxygen meter. The
Shipper determines the frequency of the routine checks. The results are to be recorded in Voyage
Log.
7.3.4
Agitation/Re-circulation
Some chemicals, e.g. Phosphoric Acid, require agitation to prevent separation and different
temperature/density layers from forming. Re-circulating through a diffuser is one method of
agitating the cargo.

SECTION 8 PREPARATION FOR DISCHARGE AND DISCHARGING
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8.0 PREPARATION FOR DISCHARGE AND DISCHARGING

8.1
The following reference publications are to be read in conjunction with this section.
8.2
Publication
Location

Chief Officer
Master
Master
Chief Officer
COMPANY FORMS
Company
Form No
MAR 02
MAR 03
MAR 08
TNK 01
TNK 03
TNK 05
TNK 06
TNK 07
TNK 09
TNK 11
TNK 12
TNK 15
8.3
Title
Port Log
Notice of Readiness
Cargo Loading and Discharge Plan
Pre arrival and commencement of cargo operations checklist
Completion of Cargo and Pre Departure Checklist
During Discharge Operations Checklist
Ullage Report
Pumping Record
Inert Gas Log
ROB Report
Dry Receipt
Vessels experience factor (load)
PURPOSE AND SCOPE

This section describes measures to be taken immediately before discharge and during discharging
operations and special duties as well as procedures for the discharge of certain cargoes. Instructions
to discharge cargo must only be accepted from the Company or Charterers.
Instructions received from parties other than the above must be checked and confirmed with the
Company or Charterers.
Prior discharging the relevant tanks and associated discharging equipment must be checked for
technical readiness.
8.4
TECHNICAL READINESS
The following measures have to be taken prior discharge:

8.5
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Switch on High Level alarms. They should have been kept switched on during passage to
give warning of any change in tank level due to cargo loss to ballast tanks
Prepare the Level gauging system
Check if P/V valves settings are according to the requirements
Prepare the vapour return line-if required.
Continue/reduce/close tank heating on relevant tanks
Prepare manifold, drip tray and cargo line system.
Manifold- reducer-ASA/Din
Prepare ballasting system
Prepare / check jumper hoses or fixed connections.
Check Nitrogen system
Check if all is ready for closed discharging
Set Decontamination shower and eye-wash in operational position
Check if relevant instruments are ready for use.
Prepare / post cargo description
Prepare discharge plan
Ensure cargo temperature in accordance with receivers requirements
SAFETY
Post stowage plan, cargo operation forms and chemical hazard data sheet/MSDS.
Brief crew on the following:
8.6
Risk level of the cargo(es) to be discharged
Chemical protective clothing to be worn, when dealing with the cargo
Fire fighting equipment to be used
What to be done in case of spillage
Additional medical equipment
ULLAGING AND SAMPLING

The cargo surveyor will check together with the chief-officer the ullages of the tanks to be
discharged. Cargo sampling by the surveyor must be conducted in presence of an officer.
The method used for calculating specific density at the disport must be the same as the method
used in the load port.

8.7
8.7.1
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PRE-DISCHARGE MEETING
General
This procedure describes the main points to be discussed on arrival before discharging operations
can start.
The complexity of discharging operations on chemical tankers makes it necessary to plan all activities
in which vessel and terminal are involved.
Parties:
Terminal
Loading master
Vessel
Master/Chief Officer
Expert
Surveyor.
If for any reason it is assumed that any party is planning to file a claim of any kind against the vessel
the cargo samples from the loading port are to be retained on board. They may only be given to
persons stipulated after consultation with the management office.
8.7.2
Vessel terminal agreements

The Master/Chief officer should present the Notice of Readiness (NOR) to the loading master for his
signature. The loading master is the addressee for all protests in connection with the discharging.
The Chief-Officer and loading master will discuss the discharge programme.
All relevant items, in the Ship/Shore Safety Checklist, should be checked by the loading master and
the chief-officer. After agreeing both must sign. Occasionally the loading master will ask for the
C.O.F. and/or hose certificates.
For chemicals which, according to MARPOL Annex II, are subject to the prewash obligation the
washing programme and slop disposal are to be agreed upon.
8.7.3
Vessel - surveyor agreements

The surveyor has to discuss with the Chief Officer the discharging and sampling programme,
especially if the cargo is kept under a nitrogen blanket.
The surveyor receives the cargo samples destined for the receiver from the port of loading in
exchange for a receipt.

8.8
CLOSED UNLOADING OPERATIONS
8.8.1
General
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This procedure describes the requirements for closed unloading operations.

The Master has overall responsibility for compliance with closed unloading procedures.
Closed loading has to be carried out as a requirement of the:
8.8.2
IBC/BCH Code. The IBC-code does not use the term closed unloading explicitly but
mentions controlled venting and restricted or closed gauging.
Company procedure
Contractual obligations
Port/ National requirements
Company procedure
Vessels equipped with a system such as Skarpenord (pressure gauges in the tanks) or radar ullage
systems shall at all times carry out closed unloading procedures for all cargoes.
The above means loading or discharging with securely closed ullage, sounding and sighting ports.
Additionally the venting must be controlled. For gauging e.g. ullaging, sounding and sampling closed
devices must be used. The level alarm systems must be operated during the entire closed cargo
operation. Closed cargo operations must be stopped as soon as any essential system for safe loading
or discharging becomes inoperative.
8.8.3
Gauging, sounding and sampling

A closed gauging device penetrates the cargo tank, but is part of a closed system and prevents the
cargo or its vapour being released. Examples are the float-type systems, radar systems, electronic
probe, magnetic probe and protected sight-glass.
For sampling and sounding the Dovianus or Hermetic systems may be used.
8.8.4
Cargo tank venting

Controlled venting must be established if closed cargo operations are required. A controlled tank
venting system is a system with pressure and vacuum-relief valves (P/V-valve) fitted on each tank in
order to limit the pressure or vacuum in the tank. The P/V valve should operate in such a manner
that neither pressure nor vacuum is created in the cargo tank during cargo operations that exceed
the tank design parameters.

8.8.5
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Vapour return
Vapour return should be used in accordance with local, terminal or customers requirements. Very
toxic and volatile cargoes should, if the shore is equipped with a vapour return, be loaded/unloaded
with vapour return in order to avoid vapour release into the atmosphere.
8.8.6
Customers requirements
SPECIFIC CLOSED CARGO OPERATIONS MAY BE REQUIRED BY THE CUSTOMERS UNDER THE
CHARTER PARTY OR CONTRACT OF AFFREIGHTMENT (COA). THE MANAGEMENT OFFICE WILL
INFORM THE MASTER WHEN SUCH REQUIREMENTS EXIST.
8.9
DISCHARGE
8.9.1
General
The general precautions in section 3 are to be observed prior to and during discharge.
Particular attention should be paid to ships cargo discharge equipment, such as pump, pump room
ventilation etc. The following precautions should be observed :
A pre-discharge conference with responsible terminal personnel which should include
characteristics of cargoes to be discharged
sequence of cargoes to be discharge
temperature of cargoes to be discharged
quantities of cargoes to be discharged
pumping rates and pressure
emergency shut down
mode of communications
careful monitoring of discharge temperature to ensure cargoes are not damaged due to over
heating or lack of heat
Prior commencing discharge the responsible officer must ensure that the entire discharge system,
including pumps and vents, are secured and ready.
After completion of discharge, including stripping and line clearing to shore (never allow shore to
drain lines and hoses back into a ship tank) personnel engaged in hose disconnection must wear
proper personal protective equipment.
All tank openings to be closed and secured.
8.9.2
Discharging agreements
Prior to discharge the ship / shore checklist has to be completed by the chief officer and the
loadingmaster. Thereafter they have to agree on the discharge plan. This discharge plan must be
completed in writing and approved by the Master.
As a minimum the discharge plan must at least contain the following information:

Manifold connection to be used for each cargo
Which tanks are to be discharged
Maximum discharge rate and/or back-pressure
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The chief officer and the Loading Master shall both sign the discharge plan. Should the loading
master refuse to sign, a letter of protest must be issued. The loading master will receive one copy of
the discharging plan.
a) Commencement and execution of the discharge

Before commencement of discharge the cargo pump emergency stop trips are to be tested.
The Chief officer is once again to personally check that the correct line up of valves has been made
and that all required isolations by spools or spectacles are made.
Discharge should start at slow speed. During this phase the cargo line(s) should be examined for
signs of any leakage.
After confirmation from shore the discharge rate can be increased up to the agreed maximum or
maximum backpressure.
When several tanks containing the same cargo are connected i.e. by jumper hoses the risk of
causing an overflow due to wrong setting of the valves is increased. In this case the level of the
other connected tanks should be continuously monitored. Level alarms must be switched on.
The officer on duty must be available throughout the cargo operation. One watchman it to be on
deck in the vicinity of the manifold throughout the entire operation in order that any potential risk is
identified immediately and the required steps are taken to promptly control or remedy the risks, such
as but not limited to informing the officer on duty etc.
The discharge must be conducted in accordance with the agreement made between the Chief Officer
and the Loading master as well as additional instructions / standing orders given by the Chief
Officer.
8.9.4
Pumproom precautions
During the discharge the following, must be checked and complied with:
Pumproom(s) ventilation to be in operation throughout.
The pumproom(s) is to be checked for leaks at least hourly during the discharge. In order to
limit and minimise personal exposure to possible toxic hazards, personnel entering
pumprooms for these routine hourly inspections are to be rotated. Personnel entering
pumprooms are to make use of personal gas monitoring equipment provided on board.
The pumproom(s) is to be monitored for hydrocarbons and other possible toxic hazards.

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8.10 MEASURES TO BE TAKEN FOR SPECIAL CARGOES

8.10.1 Ballast and heated cargoes
The ballast tanks underneath a cargo tank with heated cargo should not be used for ballast and
trimming purposes until the tank has been discharged entirely, otherwise the cargo temperature
above the tank floor may drop below the melting point before discharging is completed. This may
lead to solidification of the cargo on the tank floor and pumpwell, which increases the amount of
residue as well as increasing cleaning.
8.10.2 Discharging cargoes under nitrogen cover
Many cargoes carried under nitrogen cover must be discharged using vapour-return-lines. The tank
pressure must be in excess of atmospheric pressure throughout the whole discharge period to
prevent ingress of air i.e. oxygen.
8.10.3 Discharge of high viscosity products
Prior to the discharge of highly viscous mineral or vegetable oils, agreement must be reached with
the terminal as to whether the cargo can be pushed towards the pump well so as to keep the
residue in the tank as low as possible.
8.10.4 Discharge of cargoes with high melting points
Prior to discharge of cargoes with high melting points it is advisable to arrange for Tank Dry
acceptance on a tank by tank basis with the surveyor. Once a tank has been accepted as being dry a
small amount of water can be taken in to wash the pump.
8.10.5 Efficient stripping in accordance with P&A Manual
Each tank should be stripped in accordance with the procedure as described in the P&A Manual in
order to minimise the residues. It is important that list and trim are in compliance with the list and
trim as laid down the Marpol stripping procedure.
The stripping procedure described in the cargo system instruction manuals are to be followed.
On vessels fitted with hydraulic systems and submerged pumps, stripping is achieved with the cargo
pumps. Final draining of the tanks is accomplished by careful control of the cargo pump. The pump
discharge line is cleared by purging the pump and discharge line with inert gas in the form of
nitrogen. Air may be used with certain cargoes of a non volatile nature and which are not static
accumulator cargoes. This procedure is described in the pump instruction manual.
Make sure that the cargo residues in the hose connection between ship and shore are not blown
back into the ships cargo lines.
8.10.6 Before loading arm disconnection
Before disconnecting the loading arm from the manifold, the Master must be sure that the following
checks have been carried out:

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The line and the manifold reducer have been blown and they are empty and drained
The drain valve has been opened to drain any small residues remaining in the manifold
connection.
8.10.7 Prewash according to MARPOL Annex II

Following discharge of Category A substances or highly viscous or solidifying Category B or C
substances the tanks previously containing this cargo should be prewashed before the vessel leaves
port in accordance with the P&A Manual. The prewash slops must be disposed of in the port of
discharge. A receipt for the disposed slops must be received and appropriate entries must be made
in the cargo log and in the cargo record book.

SECTION 9 INERTING AND GASFREEING OF CARGO TANKS
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9.
INERTING AND GASFREEING OF CARGO TANKS
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Location
Publication
IMO Inert Gas Systems
Ships Inert Gas Systems Instruction Manual (Approved by Class)
9.2
Master
Master
Master
Chief Officer
COMPANY FORMS
9.3
Company
Form No
Title
TNK 09
SAF11
Inert Gas Log

POLICY
The Company considers that the continuous availability of inert gas and its correct use is of
paramount importance. The cargo spaces and slop tanks are to be kept fully inerted in accordance
with the requirements BCH/IBC Code and where required by the particular products/chemicals
carried. If entry is required the space will be thoroughly cleaned whilst using inert gas.
After cleaning the tank atmosphere must be purged with inert gas to reduce the hydrocarbon levels
to less than 1.4% by volume to prevent the atmosphere from entering the flammable range during
venting. The Tankscope is used for this purpose. The space must then be vented with fresh air
ensuring that the space has not less than 20.8% of oxygen, not more than 1% LEL Explosimeter
reading and that the concentration of toxic vapours less than the TLV before entry is made.
The Master must ensure that the oxygen content of the inert gas supply in the main line to
the tanks is not more than 5% by volume, at any required rate of flow.
Code requirements, cargo requirements and local regulations may require the vessel to operate to a
lower limit.
If for any reason, the inert gas system cannot be operated, or the oxygen content of the inert gas
supply cannot be reduced to below the required O2 level, or the level required by the local port
regulation, the Master must consider stopping operations.

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The Chief Engineer Officer is responsible for the maintenance of the Inert Gas Plant / Inert Gas
Generator. It is the responsibility of the Chief Officer to measure the oxygen content of the Inert
Gas main supply and the oxygen content in the cargo spaces. The Chief Officer is also responsible
for the setting of valves on deck and in the pumproom (as applicable).
In addition to the shipboard PMP an inert gas operations and maintenance log is to be maintained
for recording of all required checks and tests and operational parameters of the IG plant and related
equipment.
It is the Companys policy that oxygen levels in the inerted gas spaces must be
maintained at not more than 7% by volume oxygen unless local regulations require a
lower figure. For certain sensitive chemicals, for purity or safety reasons, the use of standard
ships generated inert gas is not suitable. In some cases therefore the cargo containment will be prepurged with N2 and the cargo kept under a N2 blanket. In other cases Charterers may require tanks
to be left without being inerted. In the event of any doubt about product property and whether or
not inerting is required the Company are to be consulted for guidance and further instructions.
9.4
INERTING/PURGING
The term inerting/purging generally refers to the replacement of air in a cargo tank by an inert gas,
in chemical tankers most often by nitrogen, in order to prevent the formation of flammable vapours,
oxygenation of the product, reduce humidity in the tank and/or protect the quality of the cargo.
Cost and time spent, on inerting/blanketing, are usually paid by the Shipper. Vessels must be clear
regarding the most efficient and cost effective method of completely purging their vessel.
Maintenance of the nitrogen cover during the voyage is usually responsibility of the vessel.
The extent of purging will normally be laid down by the BCH/IBC codes or by the cargo shippers.
Inerting/purging is normally done by Nitrogen supplied from shore and the procedure should be part
of the pre-loading checklist with special emphasis on;
9.5
tanks to be purged shall be locked-out/tagged-out with a special no entry tag
ship/shore to agree on the inert gas rate of supply in maximum standard cubic meter per
minute (m3/min)
tanks to be inerted must have sufficient hatches/vents open in order to avoid overpressurising the tank and the tank pressure must be monitored.
BEFORE USE OF SHIPBOARD GENERATED INERT GAS

The inert gas system must be available for use at all times. To ensure its availability it must be
operated, tested, and maintained at regular intervals, and in accordance with the vessels Planned
Maintenance System. The stock of spare parts carried must be maintained at the appropriate level
and whenever critical parts are used they must be re-ordered immediately.
All inert gas safety systems must be checked before use to ensure that correct operation is possible
when required. These tests are described in the Inert Gas Operations and Equipment Manual and
the manufacturers instructions, and must also include the following:-

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Oxygen monitoring equipment must be calibrated and alarm points checked, this includes
both portable and fixed equipment.
Automatic shut-down systems and valves checked.
Deck seal alarms tested.
Non return valves should be checked.
Hydrocarbon gas detectors should be checked and alarms tested.
Dryers, dew point meters etc. where fitted are maintained and calibrated.
An inert gas maintenance record is to be maintained during all above checks and testing.
9.6
FAILURE OF THE INERT GAS SYSTEM

In the event of failure of the inert gas system or supply, action must be taken immediately to
prevent air from being drawn into the tanks. All cargo and/or ballast pump operations must be
stopped and the deck isolating valves for the inert gas system closed. Immediate action must be
taken to repair the system.
It is essential that the Company be informed immediately of such a failure together with the reason
for failure if known, and of any spares that are required to repair the system.
Masters are reminded that national and local regulations may require the failure of an inert gas
system to be reported to the harbour authority, terminal operator and to the port and flag state
administrations.
On chemical carriers where a failure cannot be immediately repaired, discharge or tank cleaning may
only be resumed if an external supply of inert gas is provided or the following precautions are taken,
where permitted by the BCH/IBC Code, local regulations and by the particular products/chemicals
carried :
Flame screens are checked to ensure they are fitted and in good condition.
Valves on the vent mast risers are opened.
No dipping, ullaging, sampling or other equipment is to be introduced into the tank unless
essential to the safety of the operation. If it is necessary for such equipment to be
introduced into the tank, it is to be carried out only after at least 30 minutes has elapsed
since the supply of inert gas to the tank has ceased. All metal components of any
equipment to be introduced into the tanks must be securely earthed. This restriction is to be
applied until a period of 5 hours has elapsed since the supply of inert gas into the tanks has
ceased.
Company permission has been granted.

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If it becomes necessary to clean tanks which have contained flammable cargo while the inert gas
system is out of operation, the precautions detailed in the ISGOTT Guide must be observed.
Should a vessel experience a partial failure of the inert gas system during discharge of cargo and the
vessel is unable to supply sufficient inert gas to keep the tanks inerted at a positive pressure of at
least 100mm water gauge, then the cargo discharge rate must be reduced to a level at which a
positive pressure of 100mm water gauge can be maintained.
9.7
MAINTENANCE
Vessels which are fitted with an inert gas system must carry out the routine inspections, tests and
maintenance required by the vessels Inert Gas System Operation and Equipment Manual.
9.7.1
Deck Seal
Inspection of a deck seal is to include the following:-
9.7.2
Opening of the unit for internal inspection.
Checks for blockages and condition in the venturis of semi-dry type seals.
Checks for corrosion or cracks in the inlet pipe and housing.
Checks for corrosion of the heating coils.
Checks for corrosion or damage to any of the internal parts of the seal or of the casing.
Inspection of Filters/Demisters.
P/V Breaker
If the P/V Breaker is of the liquid type.
Inspection of the P/V breaker is to include the following:-
9.7.3
Ensure gauge glass intact, clean and level visible (If fitted).
Check correct liquid used and the level is maintained for the density of liquid used.
If freezing conditions are expected, check the liquid used is suitable for low temperature use,
if necessary anti-freeze is to be added.
Inert Gas Scrubber

Inspection of the inert gas scrubber may be made through the access cover or manholes. Checks
must be made for corrosion, fouling and damage to:
Scrubber shell and bottom.
Cooling water pipes and spray nozzles.

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Other internals such as trays, demister pads and linings.
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Non Return Valves

Non return valves must be opened for inspection to check for corrosion and also to check the
condition of the valve seat and the free movement of the valve. The operation of the valve is to be
tested in service.
9.7.5
Flue Gas and Recirculating Valves

Flue gas and recirculating valves are to be stroked at regular intervals when the system is not in
service to ensure that they remain free to operate over their full range.
Maintenance of the Inert Gas System and other components located within the machinery spaces is
the responsibility of the Chief Engineer.
9.8
GASFREEING
9.8.1
General
A space is considered as gas free when the concentration of flammable gases in its atmosphere is
less than 1% LEL, the concentration of toxic gases (including IG components) is less than the TLV
and the Oxygen concentration is not less than 20.8%.
The Chief Officer is to supervise gas-freeing operations. The gas freeing programme and the
progress of operation must always be available to all concerned.
Protective clothing, resuscitation and fire fighting equipment must be ready for immediate use.
All doors, ports, windows are to be kept closed.
The inerted space can be purged with fresh air using the inert gas fans or water driven portable
fans. Careful readings of the tank atmosphere must be taken with the ships portable gas detection
equipment throughout gas freeing operations. Through the earlier stages of the operation,
hydrocarbon readings are to be taken with the Tankscope (hydrocarbons by volume) and during the
completion of gas freeing with the Explosimeter or Draeger Multigas Detector tubes.
Many vapours are heavier than air, and after they escape from the tank openings or vents they will
tend to lie around the decks. With light wind (below 5 knots) flammable or toxic mixtures may not
disperse and lie about at some distance from where they arise. These gases may be carried through
openings into galleys, accommodation, deck lockers etc. or be drawn into machinery spaces.
It should always be suspected, even after spaces have been cleaned and made gas-free that some
cargo liquid or vapour or both may be released whenever pumps, cargo lines, valves, heating coils,
etc. are opened up. Precautions must be taken against such releases.
Due to the risk of air pollution, gas freeing operations must not be carried out within port limits
without the express permission of the appropriate authority.

9.8.2
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Gasfreeing Precautions
Check what type of vapours are involved; they may be flammable, toxic, corrosive or a
combination of the above.
Alert other non-essential crew including the engine room that gas freeing is to take place
Wind direction may cause vapours to enter accommodation spaces or engine room and
necessitate proper precautions (i.e. at sea the vessel may have to be turned off the wind).
Portable ventilation equipment must be checked and fully operational
Personnel involved must wear personal protective equipment as necessary
Vapour must only be released through openings as stipulated in SOLAS
After gas freeing no tank entry must take place before the Enclosed Space Entry Permit
(VMS/SEM/01 4.6.8) has been issued by the responsible officer and the tank has been
tagged safe to enter.

SECTION 10 CARGO AND BALLAST PUMPS
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10. CARGO AND BALLAST PUMPS

10.1 REFERENCE PUBLICATIONS
Publication
Location
Pump Manufacturers Instruction Manuals
Chief Officer
Master
10.2 GENERAL
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:
The movement of liquid from the tank to the pump. This is a function of the pump
and its installation design. These factors are beyond the control of the ship provided the
design ratings of the pump are maintained.
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 must 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.
Centrifugal pumps do not suck liquids. The only 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.
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, a certain pressure must exist at the pump suction and this is known as the required
Nett Positive Suction Head.
10.3 PUMP DESCRIPTIONS

10.3.1 Centrifugal Pumps
The centrifugal pump has for many years been the most suitable pump where a high pumping
capacity is the most important factor. The size and cost of such a pump does not increase in
proportion with the throughput, as it is not a positive displacement pump. It requires either the

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provision of ancillary self-priming equipment for the removal of air in the system or a separate
stripping system.
In a centrifugal pump the motive force is provided by a rotating impeller which takes its suction at its
centre and centrifuges the pumped liquid outwards to the casing discharge. The head generated is
dependent on the diameter, blade angle and speed of rotation of the impeller. Flow rate is affected
by the pressure in the discharge system and can fall to zero. Reverse flow through the pump can
occur if a non-return valve is not fitted and operational on the discharge side of the pump.
The correct and efficient use of centrifugal pumps requires the observance of certain basic operating
principles. Guidance on these principles is given here however, as manufacturers may incorporate
special design features to meet operational requirements, the information given here must be read
in conjunction with the manufacturers operating instructions and on board procedures organised.
The basic characteristics of a centrifugal pump are:
Throughput varies with speed.

Head varies as speed squared.
Power required varies as speed cubed.
These relationships are subject to appreciable variation caused by the system in which the pump
operates.
10.3.2 Positive Displacement Pump
Unlike the centrifugal pump, the positive displacement pumps used in dedicated stripping systems
are capable of a low suction pressure and the ability to pick-up suction without external priming.
This type of pump includes steam reciprocating pumps and screw type pumps. Both types are now
mainly used for stripping tanks or as specialised cargo pumps.
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 overspeeding when they lose suction.
Pressure relief devices must be checked at regular intervals to ensure their correct operation.
10.3.3 Submerged Pumps
Submerged pumps are relatively common on chemical carriers. This type of pump is usually
powered hydraulically and provides for a pump located in each tank.
10.3.4 Portable Submersible (Emergency) Pump
Portable submersible pumps, are provided on chemical ships and other specialised liquid cargo
carriers, for discharging cargo in the event of a main cargo pump failure. The pumps are usually
hydraulically driven and lowered directly into the tank generally through a tank cleaning hatch. All
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such cases the company are to be informed and permission obtained from the local port authorities
before operations are commenced.
10.4 STARTING AND STOPPING PUMPS

When dealing with steam or electrically driven cargo pumps the following procedures are to be
followed:
The Duty Engineer must be given adequate notice of starting or stopping cargo pumps.
The pumproom is to be checked as soon as possible after any pump unit is started.
The pump casing is to be vented of air or gas and primed full of liquid before starting the
pump.
Starting of steam driven centrifugal pumps is to be done in accordance with the

manufacturers instructions, and to be closely monitored by the Duty Engineer.
Centrifugal pumps are not be run above minimum speed until the Duty Engineer is satisfied
with the operating condition of the drive unit.
Steam driven centrifugal pumps must be started against a closed discharge valve. Once the
pump is turning the valve should be opened gradually as the pump is brought slowly up to
the desired operating speed.
Electrically driven centrifugal pumps which run at constant speed, are to be started against a
closed discharge valve. Once the pump is running the discharge valve is to be opened until
the desired discharge pressure is achieved.
The stopping of steam driven centrifugal pumps must be carried out by the Duty Engineer,
however, routine stopping may be carried out using remote controls providing prior notice
has been given to the Duty Engineer.
The stopping of electrically driven pumps may be carried out from the Cargo Control Room.
Before stopping the pump the load on the pump is to be reduced by closing in on the
discharge valve. The Duty Engineer must always be advised of when such a pump is being
stopped to allow him to monitor the generating plant as the electrical load changes.
10.5 EMERGENCY STOPPING OF PUMPS

The emergency stopping of cargo pumps must be carried out by whatever controls are most
accessible. All personnel involved in the cargo operations must be aware of the location of cargo
pump emergency trips/stops.
10.6 CONTROL AND OPERATION OF CENTRIFUGAL PUMPS

During operations 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.

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10.6.1 Discharge Valves

Control of a centrifugal pump can be achieved by either adjusting the pump discharge valve and/or
restricting the pump speed.
The discharge control valve has three main functions:
They can be used to regulate pumping rates in variable and constant speed pumps and also
to prevent overloading in constant speed pumps.
They can be used in conjunction with self priming systems to provide a self priming
capability in centrifugal pumps.
They can be used to reduce the throughput of a pump, and so reduce the Nett Positive
Suction Head required.
10.6.2 Self Priming

In a self-priming system a discharge control valve performs two duties:
By restricting the pump throughput, the head is artificially raised to a level above the normal
discharge system resistance at that particular throughput.
Throughput is reduced to a level equal to, or below, the natural flow of liquid to the pump so
that cavitation does not occur, i.e. the flow of liquid to the tank suction strum is closely
matched to the pump throughput.
The performance of a centrifugal pump declines if gas is entrained in the liquid being pumped.
Manual matching of pump input and output is difficult, and without external aid suction cannot be
regained once the strum has been uncovered and air allowed to enter the suction piping. It is for
this reason that separate positive displacement pump stripping systems are usually installed.
Centrifugal pumps can be made self-priming if air or gas is removed from the liquid being pumped
before it enters the pump suction. The discharge valve on the pump performs as important function
during this process by matching the discharge rate of the pump to the natural flow of liquid to the
pump suction. The sequence of events is:
Discharge commences, pump and separator fill with oil.
Vacuum pump and valve in gas extraction line are shut-off by float switch in pump
separator.
Discharge valve is fully open, the control system reacting to separator level.
Tank level falls to point where separator level begins to fall causing the vacuum pump to
start to extract the gases filling the top of the separator preventing cavitation. The extracted
gases are vented to a slop tank.
As the separator level falls, the control system partly closes the discharge valve on the pump
to reduce the output of the pump.
In this way the discharge and stripping operation can continue, the discharge valve being
progressively closed, as the vacuum pumps have to work harder to keep the separator full.

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10.7 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 creates 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:
Erosion of metallic surfaces which, if severe, may create flow disturbances.
Vibration, which may damage the pump or, more commonly, the instrumentation connected
with the pump and installation.
Centrifugal pumps must not be allowed to cavitate.
10.8 PUMP OPERATION PARAMETERS

Normally the design of the pumping system makes the need for careful balancing and adjustment of
the cargo pump controls during bulk discharge essential to avoid problems. This could be with over
heated pumps in the case of high back pressures or overloaded pumps in the case of low back
pressures.
10.8.1 Overloading
This is a problem with low back pressures from the shore facility and when when the pumps are
incorrectly increased in RPM with fully opened discharging lines in an effort to increase the manifold
pressure with little or no result, the effect on pump prime mover will be as follows:Output is a function of RPM x Torque, therefore, from even low steam turbine speeds the output
from the pump may already be high or maximum, with turbine nozzle pressure (hence torque) at a
maximum. Full output at low RPM means that torque can easily increase above the design limits.
The high torque results in loads outside the manufacturers design limits which in turn may result in
damage to the turbine.
The gear trains associated with diesel engine prime movers may also be damaged in a similar fashion
if these are similarly overloaded, and indeed bearings and other components in the pumps
themselves may be damaged.
Particular problems of overloading can occur with the ballast pumps. If the pumps are used to fill
double bottoms from empty or empty top wing tanks from full then the pumps can be easily
overloaded, causing damage to the prime mover and other components. Careful manipulation of the
pump discharge throttle valves is necessary with these pumps. Double bottom tanks are only to be
filled from empty by gravity, by passing the pump, and similarly the top wing tanks are to be
emptied from full by gravity to pumping level.
Overloading of electrically driven ballast pumps can result in the electrical prime mover and other
electrical installations burning out.

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To avoid these types of damages the pump must always be operated within their permissible
operational envelopes, particularly by keeping the discharge pressure versus RPM within the
manufacturers limits by careful use of throttling of the pump discharge valves to create an imposed
discharge head. These discharge valves are normally remotely operated from the cargo control
room.
All centrifugal pumps are to be started with closed or partially open discharge valves to avoid
immediate overloading. This is most critical with diesel and electrically driven pumps, rather than
the turbine driven pumps where the speed of the pump is gradually increased in a controlled
fashion. However, this is good practice for all pumps to ensure that they are always operating within
their characteristic envelope.
10.8.2 Underloading
Underloading is a problem with high back pressures from the shore facility. Underloading results in
overheating of pump casings and damage to pump components due to energy developed by the
pump mover being converted into heat rather than in pumping the cargo ashore. Pump balance is
at its most critical when high back pressure from the shore facility is experienced.
10.8.3 Pump Characteristic Diagram
These are diagrams showing pump operational parameters, and contain information, including
volumetric output against RPM, discharge head, power, steam consumption, etc.
Each type of pump will have its own characteristic diagram and all operators must be aware of, and
follow, the limitations of these parameters. The diagrams must be clearly displayed at the pump
operating position.
10.8.4 Balancing/Discharging Using More Than One Pump
When more than one pump is discharging to a common shore line it is essential that the pumps are
correctly balanced so that they meet the parameters of their operating envelopes to avoid
overloading or underloading. Balancing of the pumps is best achieved by monitoring of the pump
discharge pressure gauges, as the pumps are usually not fitted with remote indicators in the cargo
control room to show whether the pump non return valves are open and consequently each pump is
actually pumping cargo. The RPM in itself cannot be relied upon to balance the pumps, as different
pumps may be operating with different suction pressures. It is therefore important that the pump
discharge pressure indicators, and transmitters are working correctly and are properly calibrated at
all times.
During the balance process the pumps are to be monitored locally to ensure that heating of casings
is not occurring so that prompt corrective action can be taken to prevent a pump shutdown by one
of the safety devices.
If this balancing is correctly achieved it can be assumed that each pump will be delivering its own
proportion of the total volume of cargo being delivered ashore, and therefore a check can be made
to ensure that the pumps are operating within their characteristic envelopes. If this is not the case
then the pump discharge throttle valves are to be adjusted until the discharge pressure on the pump
is correctly within design limits.

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10.9 SUBMERSIBLE PUMP PURGING ROUTINES

Submersible pumps are purged, using inert gas (ships IG or nitrogen) or air, as a means of checking
for seal condition and tightness.
The pumps must be purged before and after every
loading/discharging operation and the appropriate record form completed. Action is to be taken, at
the first opportunity, if the pump cofferdam becomes blocked or if seal leakages are detected.
10.10 EDUCTORS
Eductors may be used for ballast stripping purposes. To strip efficiently, an eductor used for tank
cleaning operations should have a capacity of about twice the rate of liquid being introduced to the
tanks.
Eductors are always to be operated at or near their design driving pressure as, in general,
lower driving pressures will considerably reduce eductor efficiency. Higher back pressures in
the system than the eductor was designed for can also reduce suction capacity.
The eductor drive liquid must always be flowing before the suction valve is opened to
prevent back flow of the driving liquid to the tank suction.
When shutting down an eductor the suction valve is to remain open until the eductor is
stopped to prevent the eductor drawing a vacuum on the suction line.
If, during use, the eductor driving pressure falls below the required operating pressure, the
eductor suction valve is to be closed to prevent backflow of the driving liquid. The tank
suction must not be used to prevent backflow as the suction pipework is not designed for
such high operating pressures.

SECTION 11 TANK CLEANING
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11. TANK CLEANING

Location
Publication
MARPOL 73/78
The ICS Tanker Safety Guide (Chemicals)
Tank Cleaning Guide (Dr.Verwey)
Master
Master
Chief Officer
Chief Officer
Chief Officer
11.2 COMPANY FORMS

Company
Form No
TNK 10
Title
Tank Cleaning Record
11.3 TANK CLEANING INSTRUCTIONS

Tank cleaning instructions for vessels on time charter will come from the Charterers.
Tank cleaning instruction for vessels on voyage charter will normally be taken from the industry
guides provided on board and as listed in the Publications Index.
Any specific tank cleaning instructions contained in a Charter Party must be strictly adhered to unless
those instructions are likely to pose a threat to the ships safety or the environment. In this case the
Company must be consulted immediately. Various tank cleaning methods are described in general
and in particular in the Dr Vervey Tank Cleaning Guide
Notwithstanding any of the above, if in doubt, the Management Office is to be consulted.
11.4 TANKCLEANING
11.4.1 General
Tank cleaning is required to make a tank ready for the loading of the next cargo. How much cleaning
is required depends on the nature of the previous and the next cargo as well as external factors such
as: air temperature, seawater temperature, weather conditions etc. and the efficiency of the vessels
cleaning equipment. Tank cleaning on a chemical tanker varies widely depending on the cargo to be
cleaned and the cargo to be loaded.

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In the absence of specific loading instructions tanks should be cleaned to Water White standard
(WW-standard) as a minimum in order to have the maximum flexibility for the stowage of the next
cargo(es).
The risks involved in tank washing when dealing with dangerous chemicals are much greater than
those involved in loading and discharging operations. There is a constant risk of direct contact with
dangerous substances in gaseous, liquid or solid form, released during the process.
The crew are to be thoroughly briefed on possible safety hazards and the safety precautions to be
taken during the cleaning.
A responsible officer must always be in charge of cleaning operations, and written cleaning
instructions must be available to all personnel involved. It must also be recognised that certain
cargoes may react with the cleaning media and produce large amounts of toxic or flammable
vapours or react in a way that make equipment, like pumps inoperable. Tank cleaning/gas freeing on
a chemical tanker is recognised to be the most dangerous operation conducted on board and
rigorous precautions must be observed throughout these operations. One must expect that toxic,
corrosive and flammable vapours are released onto and around the cargo deck areas.
During tank cleaning the cargo tank atmosphere must be regularly monitored especially when the
tank previously contained a flammable product. It is therefore of greatest importance that personnel
involved are fully aware of these dangers and take the necessary precautions.
11.4.2 Safety requirements
Tank cleaning is a hazardous operation which requires an increased level of safety awareness.
Additional safety precautions must include, but not be limited to the following:-
Smoking regulations must be in force as for a load or discharge port.
All doors and windows kept closed.
Air conditioning must be on full recirculation.
No unauthorised personnel allowed on deck.
Other safety requirements as per the current edition of the ISGOTT guide / MSDS.
-Characteristics of the product must be available.
-Written instructions must be issued
-Equipment to be used must be checked and be in order
All portable hoses to be used with portable tank cleaning machines must be tested in a dry
condition for electrical continuity prior to the operation and must not be used if the
resistance exceeds 6 ohms per metre length.
-Personal protective equipment must be ready and used when necessary

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-Fire fighting equipment must be ready for use
-If in port or alongside berth permission from local authorities or terminal must be obtained
11.4.3 Water white standard

Definition
No trace of cargoes in tank and its associated systems

Cargo line
P/V line
Stripping line
Vapour return line
No odour
Chlorides < 10 ppm
No suspended matter (floaters or other visual particles).
No discoloration from last cargoes or due to tank cleaning.
Heating coils clean and bright
Tank hatch & tank cleaning hatch packing clean and free from odour.
11.5 PREPARATION FOR TANKWASHING

11.5.1 Cleaning program and plan
Planning of the tank washing program must begin before the port of discharge is reached.
A cargo tank cleaning program has to be prepared and posted. The most important sources of
information for planning besides the experience of ships management are:
P&A Manual
Product information and instructions from the manufacturer
The ICS Tanker Safety Guide (Chemicals)
Cleaning reports from earlier experience
This Manual
Dr Vervey Tank Cleaning Guide

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Prior to commencing any tank cleaning a written plan must be produced by the Chief Officer, in
consultation with the Chief Engineer, and approved by the Master. The plan is to include, but not be
limited to the following:
Full details and method used for the tanks to be cleaned.
Can water be used, whether to use hot or cold water first, what chemicals can/should be
used. Always clean to water white standard.
The positioning of machines and the proposed time schedule.
Details of pump operation.
Intended ballast changes and time schedule in relation to the cleaning program.
Stability during the cleaning programme - before, during and after any ballast changes.
Line washing/cleaning plan.
Slop discharge plan.
Watches and duties of personnel involved in the operation.
Instructions to cleaning personnel.
11.5.2 Tankwashing briefing

All responsible personnel are to take part in the tankwashing briefing. Additional crewmembers are
to be involved as required. The briefing should include the following:
Safety measures and protective clothing required during the cleaning operations
Safety information regarding tankcleaning risks
Planned schedule and technical course of action
Anything other that is relevant
Safety measures are to be agreed upon for those working directly in the tanks as well as other
crewmembers. These safety measures should be posted in conspicuous places.
It is especially important that the external doors remain closed, ventilation is switched to recirculation, and that smoking prohibition is strictly observed. No welding or any other hot work
causing sparks is to be allowed.
All tankwashing operations are to be carried out in accordance with MARPOL regulations.
Trim and list of the ship are important during tankwashing to make sure that the washwater flows
unhindered to the pump wells. The MARPOL underwater discharge line has to be used when
pumping residual material from noxious liquids overboard.

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11.6 SPECIAL CLEANING PRECAUTIONS

11.6.1 Cleaning of flammable products
When cleaning flammable products the atmosphere of the relevant tanks and deck areas have to be
frequently monitored due to the risk of fire and explosion. The results must be recorded. According
to the results the Chief-officer and Master must consider suitable precautions in order to avoid the
risk of explosion. (e.g. caused by static electricity). (See also sections 3 + 9).
11.6.2 Cleaning of toxic products
When cleaning toxic products the atmosphere has to be monitored frequently for presence of toxic
gases. The result must be recorded and the Master should consider whether suitable precautions
have to be observed. If necessary the vessels course should be altered.
11.6.3 Tankcleaning Slops
Prewash slops should be discharged ashore. Other slops can be stored in a designated tank to be
disposed of later according to Marpol regulations. When pumping different slop i.e. from different
products into one sloptank the compatibility of the noxious products should be taken into
consideration. If the products are not compatible an additional sloptank must be used.
11.6.4 Cleaning coated tanks
Guidelines issued by the coating manufacturer must be consulted prior to any cleaning as the
coating may require time to cure after discharge and prior to adding any water to the tank.
When tank cleaning coated tanks the temperature of the washing water must not exceed the paint
manufacturers guideines as damage to the coatings may result.

SECTION 12 BALLAST OPERATIONS
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12. BALLAST OPERATIONS

Publication
MARPOL 73/78
IMO Resolution A.774(18) Guidelines for Preventing
the Introduction of Unwanted Aquatic Organisms and
Pathogens from Ships Ballast Water and Sediment Discharged
Ships Dedicated C.B.T. Operations Manual Approved by Class
Ships Procedure and Arrangements manual (Approved by Class)
Guide to Port Entry
Location
Master
Master
Master
Master
Chief Officer
Chief Officer
Master
12.2 COMPANY FORMS

Company
Form No
Title
MAR 08
SAF 11
SAF 15
Cargo Loading/Discharge Plan

Ballast Water Management Plan and Log
12.3 GENERAL
When the ship is not carrying cargo or is lightly loaded, sufficient ballast must be carried to ensure
that the ships stress, stability, draft, trim and propeller immersion is within permissible limits to
guarantee the safe handling of the vessel in the prevailing or expected conditions.
In meeting these parameters the vessel must comply, at least, with the requirements of the IMO,
Class (especially appendix to Class Certificate) and Port State Authorities.
In 1993 IMO has adopted Resolution A.774(18) Guidelines for Preventing the Introduction of
Unwanted Aquatic Organisms and Pathogens from Ships Ballast Water and Sediment Discharges.
The procedures that the Company view as the most practical to comply with this IMO Resolution are
described in this section, and Masters are to ensure compliance with them.
Ballast operations must always be carried out within the capabilities of the vessel and its systems
and if the vessel is unable to follow any of the procedures described below the Company is to be
advised.
12.4 DESIGNATED OFFICER

The Chief Officer is designated to carry out these procedures and maintain all records as required.

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The Master is to ensure the Chief Officer is familiar with the requirements of this section including
IMO Guidelines. The Master must also ensure that all the crew members are given the instruction
and are aware of the need for ballast water control procedures and the procedures being adopted on
board.
12.5 PLANNING OF THE BALLAST OPERATIONS

Ballast operations are always to be planned in advance by the Chief Officer and entered on the
Cargo Loading and Discharge Plan Form MAR 08. The plan is to be approved by the Master prior to
commencing the operation. In port, the plan must be discussed and agreed with the terminal
personnel.
Each vessel must produce a standard plan for a complete change of ballast.
12.6 RECORDS AND REPORTING

When taking on ballast waters, the date and time of commencement and completion of the ballast
operation, ships position, salinity (specific gravity) and amount of ballast water taken onboard must
be recorded in the ships Deck Log Book.
A report in the format shown in the appendix to IMO Guidelines must be completed by the Master
and made available to the Port State Authority on request. Analysis certificates, ballast reports and
shore receipts must always be kept on board in a separate file.
On tankers, any ballasting or deballasting of cargo tanks are to be recorded, and shore receipts kept
in the Oil Record Book Part II or Cargo Record Book (NLS) as required by Annex I and II of MARPOL
73/78.
When the Port State Authority water ballast control requirements (e.g. exchange of ballast at sea)
cannot be met during the voyage due to weather condition, operational impracticability, etc, the
Master must report this fact to the Company and the prospective Port State Authority prior to
entering its national waters (economical zone), so that appropriate alternative action can be
arranged.
12.7 CONTROLS APPLIED BY PORT STATE AUTHORITIES

The Master is to check in advance with the local agent, and the latest Port Guide , for any
information on ballast water sediment discharge procedures, being applied by the State Authorities
at an expected port of call. These procedures may include, but are not limited, the following control
actions:
The non-release of ballast water;
Ballast water exchange and sediment removal at sea or in acceptable areas;
Ballast water management practices aimed at minimising the uptake of contaminated water
in ballasting and deballasting operations;
Discharge of ballast water into shore-facilities.

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Failure to comply with national requirements may lead to unnecessary delays for the ship. In some
cases penalties may be applied by Ports State Authorities. The vessel may be required to proceed to
an approved location to carry out the necessary exchange, seal the ballast tanks against discharge in
the Port States waters, pump the ballast water to shore reception facilities, or prove, by laboratory
analysis, that the ballast water is acceptable.
12.8 LOADING OF BALLAST WATER

When loading ballast every effort is to be made to ensure only clean ballast is being taken onboard
and the intake of sediment is minimised. Where practicable vessels are to avoid taking on ballast
water in shallow water areas or in the vicinity of dredging operations.
Vessels must not ballast if at all practicable in areas where there is a known outbreak of water
communicable diseases or where phytoplankton blooms are occurring.
It is recognised however, that when vessels trade to river or estuary ports, intake of some silts and
sediments is unavoidable. In such situations the amount of silt taken on board can often be
substantially reduced by planning to ballast on the flood tide when the suspended silt levels are
normally lower.
Vessels taking on ballast in river or estuary waters or any other areas where the purity of the water
is in doubt, including areas of probable contamination from chemicals, disease, pathogens etc. must
follow the control procedures as described in 12.10.
When segregated ballast has been loaded in stilted or otherwise polluted water, the ballast is to be
changed as soon as possible after leaving that port. It is also essential that this is carried out to
prevent the build up of mud in ballast tanks which may reduce the vessels cargo lifting capacity.
Whenever possible the initial filling of the ballast tanks should be running in from the sea by gravity
in preference to pumping in.
In general, segregated ballast tanks are to be filled to 100% capacity but not be overflowed.
12.8.1
Ballasting of Cargo Tanks

On vessels classed as SBT, ballast must only be loaded into segregated ballast tanks. Where the
Master considers that additional ballast is necessary as permitted by MARPOL 73/78, then the
regulatory requirements are to be complied with.
If it is necessary to mount special spool pieces in order to carry out ballasting of heavy weather
cargo tanks, the spools are to be removed as soon as such ballasting is completed.
12.9 BALLAST WATER EXCHANGE AND SEDIMENT REMOVAL

The most realistic and practical method for the control of transportation of marine organisms and to
control sediments, is to exchange ballast water in deep ocean or open sea areas. This will limit the
probability that fresh water or coastal species will be transferred in the ballast water. The
responsibility for deciding on such action rests with the Master. The Master must contact the Port
State Authority of his next port via the agents and determine if special control actions are required.

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The exchange is to be conducted in water depths greater than 2000 metres, or in those cases where
this is not possible, exchange of ballast water is to be made well clear of coastal and estuary
influences.
Draining of each tank is to be done until pump suction is lost. This will minimise the likelihood of
residual organism survival. The tank is then to be flushed over the bottoms by refilling (if possible
by gravity) to approx. 0.5 metre depth, twice, each time followed by complete draining until pump
suction is lost. The tank is then to be refilled. The effectiveness of this flushing can be increased if
the vessel is on a course that causes the vessel to roll slightly, however, the vessel must not deviate
greater than 15o from the intended voyage course during the time of flushing.
When heavy sedimentation is observed after visual inspection, then manual sediment removal may
be undertaken. Tanks shall be inspected visually for sediment build up at least once every three
months wherever practical, and sediment build up recorded on the tank condition report which is to
be forwarded to the Company.
12.9.1
Flow Through Exchanges

When a vessel cannot conduct a complete ballast change, a flow through (through ballast tank
vents) exchange of ballast water may be an acceptable alternative for some tanks, however, it has
little effect on sediment control.
Due to the risk of building up the pressure in ballast tanks, and the possibility of damage to vent
heads, screens, etc. this procedure would require Administration (Classification) approval and must
not be attempted without prior special considerations and authority of the Company. Modification of
tank venting arrangements may be necessary to avoid damage to the vent heads and screens.
12.9.2
Discharge of Ballast Water in Cargo Tanks

Dirty ballast is to be processed and discharged in accordance with the current editions of Clean
Seas for Oil Tankers and the MARPOL 73/78 Annex I and II regulations.
The discharge of ballast from cargo tanks whether dirty or clean is to be carried out with the Oil
Discharge Monitoring Equipment (O.D.M.E.) in operation. During the discharge of dirty ballast
overboard the performance of the O.D.M.E. is to be checked by frequent visual inspections to guard
against accidental pollution.
When the overboard discharge is stopped by the monitoring equipment, the remaining oily water is
to be retained and transferred to the primary slop tank for settling. Any line flushing necessary is to
be made into the slop tanks. After settling of the slop tanks the free water is to be decanted to sea
via the O.D.M.E and on completion any lines used are to be stripped into the primary slop tanks.
12.10 DISCHARGE OF BALLAST WATER

No ballast is to be discharged in the continental shelf, coastal or port waters where ballast water and
sediment control measures are being applied by State Authorities, unless ballast water and sediment
control procedures have been followed, or acceptable alternatives have been adopted.
The effectiveness of the vessels procedures may be verified by Port State Authorities taking samples
of ballast water and/or sediments from the vessel, to test for the continued survival of unwanted
aquatic organisms and pathogens. Such samples may also be taken from suction wells, chain

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lockers and other areas where sediment may accumulate. In certain cases discharge of ballast will
not be permitted until analysis of such samples is completed. The Master is to ensure that relevant
written authorisation is obtained from the Port Authority prior to discharging any ballast to coastal
waters of any country that exercises ballast control measures.
Shortly after commencement and during discharge of any ballast overboard the surface of the sea is
to be checked frequently to guard against accidental pollution.
Whenever possible, initial deballasting of SBT is to be by gravity in preference to pumping out.
12.10.1
Discharge of Ballast Water to Shore Reception Facilities
Some terminals are already adopting this practice and have done so for many years, as local
conditions do not allow any discharge of ballast whatsoever.
The Master is to check with the terminal of any requirements for shore based discharge of ballast
through voyage orders, agents instructions, Guide to Port Entry, etc. If there is any doubt the
Company must be referred to for advice, well before arrival.
Generally SBT vessels are not provided with a direct means to discharge ballast ashore. In this case
it will be necessary to either:
Fit a spool piece between the cargo and ballast suction piping, and to use a cargo pump for
discharging of the ballast to the manifold. For this purpose the following precautions shall
be taken:
All cargo system valves that isolate the cargo being loaded, from the ballast being discharged
shall be pressure tested and verified tight.
Two valve separation between cargo and ballast is to be maintained. In most cases this will
require careful planning of the loading and deballasting operation to ensure, the requirement is
met.
The spool piece is to be removed and pipes blanked immediately on completion of the
deballasting operation.
Load ballast in cargo tanks and discharge all ballast tank water in deep ocean areas prior to
arrival, with particular reference to Company approval, if tanks not normally designated for
ballast water are to be used. Two valve separation is to be maintained between the tanks
being loaded and deballasted. These valves are to be tested and verified prior to the
operation.
12.11 SAMPLE ANALYSIS CERTIFICATE

Vessels may avoid ballast changing in some circumstances by having their ballast water or harbour
source samples analysed by a laboratory at the departure port. Where the analysis shows the
ballast or sediment to be free from unwanted aquatic organisms or pathogens an analysis certificate
is to be provided by the Master to the Port State of arrival. This must be carried out by fax several
days prior to arrival in case the analysis is rejected, so that the ballast change procedures can be
applied prior to arrival.

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12.12 MANUAL REMOVAL OF SOLID ELEMENTS

Care is to be taken when manually removing sediments while the ship is in port or in continental
shelf waters, to ensure sediments are not discharged into these waters. Sediments must be
disposed of ashore and processed according to the local requirements. A log book entry is to be
made and receipts obtained.
This part applies to solid sediment discharges, and does not affect sediments that can be removed
from the chain locker or wells by hand hosing.
12.13 BALLAST OPERATION PRECAUTIONS

12.13.1
Personnel Safety
If tank entry is required to affect the taking of samples, carrying out a ballast tank inspection, or for
manually removing solid sediments, then all the safety precautions and Entry into Enclosed Space
Entry Permit Form SAF 11 Requirements must be complied with.
12.13.2
Ships Safety
When planning and carrying out operations with ballast waters, the following factors must be taken
into account:
Shear Force and Bending Moment
Stability and Free Surface Effect
Slack Tanks
Torsion Loads
Draft and Trim of the Vessel
The Ships course and speed is to be properly set depending on the prevailing weather conditions.
Sufficient personnel must be available to allow safe monitoring of the operation.
12.13.3
Ballast Tanks Venting System
If it of paramount importance that all segregated and permanent ballast tank vents are properly set
up and in good condition prior to any ballast operation. All vent closures that are capable of manual
operation must be in the open position. The original design venting capability must be available at
all times.
The vents are to be further checked soon after starting the operation to confirm that the tanks are
venting freely. Improperly set ballast vents can result in severe structural damage to the vessel.
Vent screens are to be kept free from paint as this can seriously reduce their volumetric capacity.

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Great care is to be taken in conditions where icing is occurring. In certain circumstances screens on
ballast tank vents can become blocked by icing. During ballast operations in such conditions, the
responsible officer is to ensure that all precautions are adopted to ensure the free venting of ballast
tanks, and that regular checks are made to ensure continuous free venting throughout the
operation.
12.13.4
Pumping Limitation
During pumping of ballast care must be taken not to operate the pumps above the maximum safe
rate. In this respect the ballast pump capacity must be borne in mind with respect to the maximum
ballasting rate of any given tank or sets of tanks.
When ballasting at sea in heavy weather, there is a significant risk to personnel on deck and it may
be more prudent to run in the ballast by gravity to a number of tanks.
12.14 CATHODIC PROTECTION

Uncoated clean ballast tanks have a sacrificial zinc anode system fitted to protect the entire tank
structure.
Uncoated dirty ballast tanks have a sacrificial zinc anode system fitted to protect the bottom shell
plating only to guard against pitting.
CBT product carriers with coated tanks have anodes fitted in designated ballast tanks, sufficient only
to protect the tank coatings and the underlying steel in the event of a coating breakdown. Care
must be taken to avoid over protection in the tanks as this can lead to coating breakdown.
It is important that ballast is loaded into protected tanks only, and any deviation from this
requirement in order to affect ballast control procedures must receive approval from the Company.
If loading ballast into tanks fitted with cathodic protection in a freshwater river or estuary it is also
important to change the ballast at sea as soon as practical in order to achieve the full effect of the
cathodic protection system.
12.15 BALLASTING CARGO TANKS SAFETY CONSIDERATIONS

Modern chemical tankers are in compliance with MARPOL s segregated ballast requirements and
infrequently uses cargo tanks for ballast. This section will only deal with ballast in cargo tanks.
Ballasting cargo tanks may put extra stresses on the hull, or create other safety hazards if the tanks
contain cargo residues.
A responsible officer must be in charge of ballasting a cargo tank
Determine if the tank is clean or contains cargo residues that may react in a hazardous
manner with the ballast water
Ballasting may cause flammable, toxic or corrosive vapours to be released onto, or around,
the cargo deck area
Never overflow a ballast cargo tank

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A cargo tank containing dirty ballast should be tagged and marked as such
Upon completion of ballasting all openings to be closed down and secured
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Discharging of ballast from a cargo tank must only take place according to the MARPOL convention
and/or local requirements.
If for any reason a stainless cargo tank has to be ballasted with seawater the Master
should consult the Management Office as seawater may cause severe pittings in the
stainless steel. In any case after a stainless steel cargo tank has contained seawater the
tank and its associated piping system should be thoroughly rinsed with fresh water.

SECTION 13 - EQUIPMENT
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13. EQUIPMENT
Publication
Location
Equipment Manufacturers Instruction Manuals

CFR 33 parts 125 to 199
Chief Officer
Chief Officer
Master
13.2 LOADING/STRESS COMPUTER

This instrument is provided to supplement the stability booklet for the vessel. It allows the Officer
responsible, to carry out the various complex calculations required to ensure that the ship is not
overstressed or damaged during the carriage of the nominated cargoes. 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 and at
all stages of the voyage.
It is a requirement that where such equipment is provided to a ship, test conditions must also be
supplied for use in verifying the accuracy of the equipment. It is Company policy that test conditions
must be run as soon as possible after a change of Chief Officer and at least every three months and
in any case prior to the vessel proceeding to drydock. Where the running of these reveal significant
errors the Company is to be advised immediately with a request for attention.
13.3 P/V VALVES

Pressure/Vacuum valves are designed to provide protection of all cargo tanks and provide for the
flow of small volumes of tank atmosphere resulting from temperature variations in the cargo tank(s)
and should operate in advance of the pressure/vacuum breaker.
P/V valves are to be clearly marked with their high pressure and vacuum opening pressures.
Hi-Jet type high velocity pressure/vacuum valves are designed to provide protection to individual
tanks and are capable of allowing high volumes of tank atmosphere to pass, as would be the case
during loading. They are also designed to throw the vented gases clear of the deck area. They are
not designed to be operated in the jacked-open position and should only be used in this way when
there is no alternative.
The correct maintenance of these valves is essential to the safe operation of the vessel. To ensure
this, these valves are to be inspected regularly and thoroughly overhauled and cleaned at least every
six months, or more frequently if specified by the manufacturers instructions.

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13.4 FLAME ARRESTOR GAUZES

Flame gauzes/screens on P/V valves, Hi-Jet type valves, vapour lines, mast risers, purge pipes, p/v
breakers and on ullage ports are to be inspected every three months and replaced as necessary.
Flame screens on ballast tank and bunker tank vents must be inspected every six months and
replaced, as necessary.
13.5 P/V BREAKER

Every inert gas system is required to be fitted with one or more pressure/vacuum breakers or other
approved devices. These are designed to protect the cargo tanks against excessive pressure or
vacuum and must therefore be kept in perfect working order by regular maintenance in accordance
with the manufacturers instructions.
When these are liquid filled it is important to ensure that the correct fluid is used and the correct
level maintained for the density of the liquid used. The level can normally only be checked when
there is no pressure in the inert gas deck main. Evaporation, condensation and possible ingress or
sea water must be taken into consideration when checking the liquid condition, density and level. In
heavy weather, the pressure surge caused by the motion of the liquid in the cargo tanks may cause
the liquid in the pressure/vacuum breaker to be blown out. When cold weather conditions are
expected, liquid filled breakers must be checked to ensure that the liquid is suitable for low
temperature use, and if necessary anti-freeze is to be added.
The P/V breaker(s) are to be clearly marked with their high pressure and vacuum opening pressures
and also with the type and volumetric concentration of antifreeze (if water filled type), and minimum
operating temperature.
13.6 DECK SEAL & NON RETURN CHECK VALVES

On vessels fitted with an inert gas system it is a requirement to maintain a positive seal between the
cargo tanks and the inert gas generation plant this is usually accomplished by the use of a nonreturn valve and a Deck Water Seal. The water seal and non-return valve ensure that the cargo tank
atmosphere cannot leak back to the engine room or inert gas generator.
In vessels fitted with a Venturi type Dry deck water seal, particular care must be taken with
inspections of the Venturi non return valves and/or orifice plates, as applicable, to ensure that there
is no corrosion or damage which would allow excessive carry over of water into the inert gas piping
system and cargo tanks.
Filters in the system must be removed regularly for inspection and repair if necessary.
When vessels are trading in cold weather areas it is essential that deck seal heating systems are
checked as being operational.
During carriage of flammable cargoes, including when there is a presence of flammable slops
onboard, the deck seal pump shall be kept operational on a continuous basis and all alarm systems
relating to the pump pressure, or level of water in deck seal, shall be kept in full operation.
Deck seals and non-return valves shall be opened up at periods not exceeding 12 months for
inspection of all internal parts, venturies etc.

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13.7 TANK GAUGING

The components of all cargo and ballast tank level gauging equipment are to be operationally tested
prior to every cargo operation and inspected/cleaned as required, according to the makers
instructions at least every six months.
13.8 PUMPROOM BILGE LEVEL ALARMS

Pumproom bilge alarms are to be tested weekly, and prior to every cargo operation.
13.9 PUMP SUCTION STRAINERS

The continued efficient operation of cargo pumps requires that any pump suction strainers fitted are
kept clean as follows:
Main cargo pump suction strainers are to be opened up for inspection and cleaning at least
once every six months and may also require inspection/cleaning between grades.
Cargo stripping pump suction strainers are to be opened up for inspection and cleaning at
least once per ballast voyage after tank cleaning has been completed
Ballast pump suction strainers are to be opened up for inspection and cleaning at least once
every year.
13.10 PUMP SAFETY DEVICES

Cargo and ballast pump safety devices are to be tested at least once per loaded voyage, just prior to
the first discharge port, or monthly on voyages of short duration before commencement of
discharge. On satisfactory completion of the tests an appropriate log entry is to be made.
13.11 TANK CLEANING EQUIPMENT

Tank cleaning machines, when not being used regularly, are to be checked in accordance with the
manufacturers instructions, at least every three months.
Tank cleaning hoses are to be checked for electrical continuity before each operation, should there
be any doubt about their condition deteriorating since last routine testing (otherwise every three
months).
13.12 GAS DETECTION EQUIPMENT

Each vessel is supplied with portable gas detection equipment according to the list contained in the
Safety and Environmental Manual. Each piece of equipment is to be checked before each use.
A calibration check is to be carried out on all portable equipment every two months.
Fixed gas detection equipment is to be checked weekly or before each load/discharge port on
shorter voyages. A calibration check is to be carried out every two months.

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13.13 PRESSURE GAUGES

All manifold and other pressure instrumentation within the cargo system is to be checked annually
for calibration. Vessels are supplied with one test gauge (certified) for this purpose and all other
gauges are to be checked against the calibrated gauge.
Gauges are to be checked within +/- 10% of the certified gauge and a certificate issued by the Chief
Engineer. An entry is also to be made in the deck log book.
The certified gauge is to be used only for calibration purposes. Any gauges which cannot be
calibrated to within +/- 10% of the certified gauge are to be replaced.
13.14 TANK HIGH LEVEL AND OVERFILL ALARMS

13.14.1
High Level Alarms
Alarms shall be properly set and tested prior to each cargo operation. For this purpose they shall
not be set to higher level than 95%.
13.14.2
Tank Overfill Alarms
All tank overfill alarms shall be tested by manual lifting of the float, or other local test device, prior to
each cargo operation, according to makers manual.
Tank overfill alarms are to be switched on and operational during all cargo operations.
Log entries are to be made confirming the above, with any defects being advised to the office
immediately.
The audio and visual alarm positions on deck must be clearly identified with a stencil of 50mm height
in black letters on white TANK OVERFILL ALARM. If each tank has a different alarm the tank
must also be identified.
Both a high level alarm and an overflow alarm may be fitted as a requirement of the IBC/BCH Code.
Both systems must be totally independent of one another and give visual and audible alarms.
13.15 TANK RADAR SYSTEMS

Occasions have occurred where tank radar ullage indications have failed to indicate correctly,
without warning. Usually after cleaning of the transmitter antenna, as per the manufacturers
instructions, the correct indication is restored. All vessels fitted with tank radar ullage systems are to
carry out regular cleaning of radar antennas as cargo carriage allows. A notice is to be displayed in
cargo control room to that effect.
13.16 OIL DISCHARGE MONITORING AND CONTROL EQUIPMENT

Vessels fitted with equipment for monitoring the discharge of effluent from slop tanks must ensure
that this equipment is operational before any discharge is made. The operation of this equipment

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must be in accordance with the approved Oil Discharge Monitoring and Control Systems Operation
Manual.
A calibration check according to the manufacturers manual is to be carried out at intervals not
exceeding one month.
Printed records from the monitoring equipment must be retained on board for inspection by
surveyors.
13.17 PORTABLE HERMETIC GAUGING AND SAMPLING EQUIPMENT

Every vessel must be provided with a minimum of three units capable of closed measuring of ullages
and temperatures One unit shall also be capable of determining interface readings. Prior to each
use, for determining cargo quantity the equipment shall be checked fully operational and calibration
of temperature sensors checked against a certificated reference thermometer. Each instrument shall
be calibrated by an independent organisation once per annum.
Earthing requirements of the instrument must always be complied with, as per the manufacturers
instructions.
Every vessel shall also be provided with a closed sampling device.
13.18 TRANSFER EQUIPMENT TEST AND INSPECTIONS

Requirements of this section apply on pipes, hoses, valves, gauges and other associated equipment
of cargo, bunker, ballast and vapour emission control systems.
Frequency and procedures of tests and inspections of transfer systems and other equipment, unless
otherwise specified by the Company, Charterers or Port Authorities, must be in compliance with the
requirements of 33 CFR 156.170.
On satisfactory completion of the tests and inspections an appropriate Deck Log Book entry is to be
made.
13.19 VALVES
Valve integrity is essential in maintaining a fully operational and reliable cargo pipeline system and
hence, the operation of a tanker.
All vessels must carry out a valve function test every 6 months to check the following:
That all valves operate throughout their full range.
That all valves close fully.
New vessels must, in addition, carry out this test prior to arrival at the first load port.
To ensure that valves are not leaking all valves are to be pressure tested whenever it is practicable
every six months. This will require the Chief Officer to draw up a comprehensive test programme,
which allows the checking of all valves in the system.

13.19.1
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Sea Suction and Overboard Valves
Prior to every loading and discharge port the pipes between the double sea suction and overboard
valves in the cargo system are to be drained of water and air tested. Air pressure up to maximum.
3kg will be steady if there is no leakage of the valves. Tests are to be entered in the Deck Log
Book. Any leakages detected are to be immediately advised to the Company. This test is not
required if physical blanks are used in the line. After completion of testing the air pressure is to be
reduced to zero.
13.19.2
Pipelines
As with the valves, it is essential that all cargo, COW, ballast and bunker pipework remains in good
condition. To ensure this, all cargo, ballast and bunker pipework is to be annually pressure tested,
and must not leak under static liquid pressure at least 1.5 times the maximum allowable working
pressure.
On satisfactory completion of the test a suitable Deck Log entry is to be made. The entry required is
as follows: Deck cargo lines tested to (insert test pressure).
The pressure used and the date is to be stencilled on each line adjacent to the manifold on both
sides of the vessel.
13.20
FLEXIBLE HOSES
Cargo transfer hoses are to be tested annually and must not burst, bulge, leak or abnormally distort
under static liquid pressure at least 1.5 times the maximum allowable working pressure. This is in
addition to electrical continuity tests and inspection for general condition and cleanliness.
13.21
CALIBRATION
13.21.1
General
This procedure describes the monitoring of test devices used for activities that influence the quality
of the services the vessel provides and are not subject to external, regular inspections on account of
national and international regulations. It must be ensured that these test devices are subjected to a
planned monitoring system and are calibrated or adjusted at determined intervals to keep their
measuring deviations within the tolerances.
Monitoring of measuring and test devices comprises the following tasks:
Recording and registering of the measuring devices concerned
Identification of measuring devices using test stickers, serial numbers, engraved

identification numbers or precise description of place of installation
Setting up and constant updating of a monitoring schedule covering all devices to be

calibrated and scheduled calibration at least once in 24 months or in line with manufacturers
recommendations
Calibration of the devices concerned where achievable on board.

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Documentation of calibrations made and withdrawing defective measuring and test devices
from service.
Calibration method
All measuring and test devices used must be calibrated to standards / measurement standards as
per monitoring schedule. The standards must have a known relation to national or international
standards and must be mutually convertible with them. The measurement standards used are
subject to re-calibration.
13.21.3
Documentation
The measuring and test devices to be monitored are to be documented according to your companys
instructions. If calibration tasks are to be carried out by other companies, the name and type of such
a firm must also be entered.
13.21.4
Designation of measuring and testing devices
Following measuring and testing devices are covered by this procedure:
Thermometer used for cargo operations monitoring
Manometers used for cargo operations monitoring
Tank level gauging systems
Explosimeter
Oxymeter
Other cargo monitoring equipment.
Calibration has to be carried out in accordance with the manufacturers and/or the Companys
instructions.
13.21.5
Defective measuring and test devices
Test devices that are defective or do not lie within the tolerance limits, or cannot be re-calibrated,
must be withdrawn from service and replaced immediately with new devices.

SECTION 14 DOCUMENTATION AND CARGO CALCULATION
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14. DOCUMENTATION AND CARGO CALCULATION

Location
Publication
API/ASTM-IP Petroleum Measurement Tables
Vols. I, II, VII, VIII & XI/XII
Ships Ullage and/or sounding tables.
Ships Trim and Stability Data/Manual (Approved by Class)
Chief Officer
Chief Officer
Master
14.2 COMPANY FORMS

Company
Form No
SAF 20
MAR 01
MAR 02
MAR 03
MAR 05
MAR 06
TNK 01
TNK 04
TNK
TNK
TNK
TNK
TNK
TNK
TNK
TNK
06
07
08
09
10
11
12
15
Title
Deck Log Book
Sea Passage Report
Port Log
Notice of Readiness
Deadfreight Statement
Protest of Difference Between Ship and
Shore Figures
Pre arrival and Commencement Cargo
Operations Checklist
Prior to Use of Vapour Emission Control
System Checklist
Ullage Report
Pumping Record
Cargo Heating Report
Inert Gas Log
Tank Cleaning Record
ROB Report
Dry receipt
Vessel Experience Factor (Load)
14.3 GENERAL
Transportation of chemicals by tankers is usually accompanied by considerable documentation.
Documentation can be even greater when trading to and from less developed countries. The vessels
management is presented with a great deal of documentation from parties to the cargo, authorities,
etc. Furthermore vessels management must also issues papers serving to record evidence, claims
etc.
Cargo is bought and sold in various units of measurement. These may be Barrels (Bbls) at 60F,
Cubic metres (M3) @ 15C, Metric Tonnes in Vacuum, Metric Tonnes in Air and Long tons in Air.

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Other conventions of measurement exist, and the purpose of this section is to show how the vessel
may deal with any system of measurement without difficulty.
14.4 ASTM TABLES

In 1980, the American Society for Testing and Materials (ASTM) together with the London Institute
of Petroleum (IP) and the American Petroleum Institute (API), introduced the new API/ASTM-IP
Petroleum Measurement Tables (further ASTM tables). Presently the set of ASTM tables consists of
14 volumes however only a few tables are required for onboard cargo calculations. The following is
the list of ASTM volumes (with description of required tables) each vessel should carry on board:
For tankers carrying Petroleum Products:
Volume II (Tables 5B and 6B).

Table 6B to be used for petroleum Products correction of volume to 60F against API Gravity
at 60F. (American Measurement System).
Volume VIII (Tables 53B and 54B)
Table 54B to be used for Petroleum Products correction of volume to 15C against Density at
15C. (Metric Measurement System).
Volume XI/XII (Tables 1-4, 8-14 and 21, 22, 26-31, 33, 34, 51, 52, 56-58).
Tables for conversion between various Volume and Density Measures.
These sets of books together with ships Ullage Tables or Sounding tables provide everything
required for calculating the quantities of oil cargoes on board the vessel.
14.5 DENSITY, RELATIVE DENSITY AND API

14.5.1 Density
Density is by definition measured in a vacuum at 15C
Density x volume (M) gives metric tonnes in vacuum.
Density 0.0011 is known as density in air.
For example:
1000M at 15C of density 0.8560 is 856 metric tonnes (MT) in vacuum or 854.9 MT in air.
Use tables 54A or B in volumes VII and VIII.
14.5.2 Relative Density 15/4
Relative density 15/4 is the density of oil at 15C/density of fresh water at 4C.
Relative density 15/4 can be treated exactly the same way as density at 15C as it is almost the same.
Use table 54A or B in volumes VII or VIII or convert to API using table 3 in volume XI/XII.

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14.5.3 Relative Density 60/60 (SG)

Relative density 60/60 is the density of cargo at 60F/density of fresh water at 60F.
Convert this to density at 15C, or API using table 3 in volume XI/XII.
14.6 VOLUME REDUCTION TO STANDARD TEMPERATURE

There are several standard temperatures in use throughout the industry. It is the Company policy
that, except where tank calibrations are only in barrels, calculations of cargo quantity will be done
using density at 15C and cubic metres as a volume measure.
If the density is given at 20C, as in Brazil or Rumania, it should be converted to 15C in the following
way.
Product density @ 20C = 0.8764
Table 53B, Volume VIII, page 209. Call 20C observed temperature.
Corresponding density @ 15C is 0.8798.
Proceed with calculation using density @ 15C.
Reduce the volume to 15C with table 54B, or 60F with table 6B as appropriate.
14.7 ULLAGE REPORTS

On completion of loading and prior to commencement of discharge operations the Chief Officer
together with the surveyor will check the ullage and the temperature of the relevant tanks. These
two parameters are the basis for the cargo calculation and they are to be recorded in the Ullage
Report Form.
With heated cargoes, great care must be taken to establish the correct average temperature in each
tank. This can only be done with electronic probe thermometers. Some cargoes however, will block
the sensor of the thermometer. If this occurs, glass thermometers are to be used in preference to
blocking up all the ships electronic thermometers. If glass thermometers have been used, a note
are to be made on the Ullage Report Form. Water dips can successfully be taken in almost any
heated cargo, if the sounding rod is left on the bottom for a minute, and gently worked up and
down. Kolor Kut water finding paste should be used if possible, in preference to Vecom water
finding paste as the Vecom paste tends to change colour in contact with suspended traces of water
in the cargo, and may cause great errors in the recorded free water quantity.
14.8 SHIPS EXPERIENCE FACTOR (SEF OR VEF)

Surveyors at a load port must always be given the information to calculate the Ships Experience
Factor or Vessel Experience Factor.

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14.9 (ROUGH) PORT/CARGO LOG

The rough, (or working) cargo log must be kept by the officers on duty to document the loading
and discharging operations. It serves to record data as a basis for the Statement of Facts as well as
all circumstances and events relevant to any dispute with the parties to the cargo.
The rough cargo log is a very important document of proof in case of disagreements between the
parties involved. The following entries are the minimum necessary:
Hose connected
Purging times
Foot sample/line sample
Loading/discharging times
Loading/discharging pressures (every hour)
For heated cargoes; temperatures
Blanketing times
Stoppages + reason
Special circumstances and events
Other relevant information.
AS THE CARGO LOG MAY BE USED IN ARBITRATION OR OTHER LEGAL ACTION THE ENTRIES
SHOULD BE LEGIBLE, CHRONOLOGICAL AND NEAT.
14.10 NOTICE OF READINESS (NOR)
A Notice of Readiness (NOR) must always be provided when a vessel arrives at the port of
destination.
Whether the berth is occupied or not, whether the vessel is alongside or not, on arrival at the port of
destination the Master must present the NOR on the appropriate form. If it is not possible to berth,
for whatever reason and the vessel has to wait on the roads, the NOR must be tendered by telex,
fax, e-mail or by telephone. In the latter case this must be followed by written confirmation to the
agency, requesting them to provide it to the Receivers, Charterers, Terminal etc.
Significant for the time counting is the time the NOR has been tendered- and not the acceptance of
the notice.
The only time when NOR is not effective is when repairs have to be carried out, before the vessel
can load / discharge. In such case NOR should be given immediately after the repairs have been
completed.
Separate NOR must be tendered for each Shipper or Receiver. When a parcel is completed at a
particular berth and the next berth involving a different Shipper or Receiver is occupied, then the
NOR must be tendered when the hose(s) is disconnected, at the berth where the vessel is moored.

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At the load port the NOR must have the amount of cargo for each parcel that the vessel can load.
For example 1050 mts, but never write 1050 mts more or less owners option or similar phrases.
Always state the maximum quantity the vessel can take within the quantity option agreed in the
fixture on the NOR.
At the discharge port the NOR must include the amount of cargo according to the B/L.
14.11 BILL OF LADING, B/L

The B/L is presented to the Master by the Shipper or the Agent in the port of loading, usually three
originals and one set of copies. The weight of the cargo loaded is determined by ship and shore
figures. Usually the shore figures are used on the B/L.
The following items have to be checked carefully before the B/L is signed:
Cargo destination and weight
Bill of Lading number
Date of issue: always the final loading date
Date of charter party, as indicated in the voyage orders
Information regarding ship: name, nationality, name Master, etc.
Method of payment of freight

Freight as per c/p
Freight prepaid
Collect freight
Other
Correct port of discharge.
Cargo commingling Clause
The three original Bs/L must be signed personally by the Master and not by a rubber stamp. All other
Bs/L prepared, apart from the agreed originals are to be stamped Copy Not negotiable. A blank
B/L must never be signed. In special circumstances by prior agreement from the Owners the
Ships Agent may be authorised to sign the completed Bill on behalf of the Master. In this case clear
instructions must be given by the Master to the Agent on the procedure to be followed. On all
occasions however the Agent before signing the B/L must contact the Master concerned who in turn
will advise if a clean B/L may signed or endorsed with the quantity in dispute or a Letter of Protest
issued in lieu of clausing the Bill of Lading.
If the Ships figures differ more than 0.5% from the Bill of lading figure, and clausing of the Bill of
Lading is not acceptable to the Shipper, the Master should contact the management office for further
instructions.

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As soon as agreement is reached on all points, all Bs/l are to be signed by the Master. Usually the
Master will be provided with an original B/L, sometimes only a copy. The departure telex/e-mail to
the management office should include the type of Bs/l remaining on board.
A Bill of Lading endorsed with Freight Prepaid should never be signed without prior approval from
the Owners or management office.
The original Bill of Lading (or Delivery Note) covering the cargo, duly endorsed by Consignee or
Receiver has to be presented to the Master prior commencement of discharge.
In the port of loading the Master is often given an original B/L for the receiver of the cargo. If the
Master is able to determine beyond any doubt the identity of the Receiver in the port of discharge,
he may give him the B/L in exchange for a receipt. Otherwise, the original B/L is to be given to the
Agent in the port of discharge in exchange for a receipt in which he is obligated to give the cargo to
its rightful Receiver.
If an original Bill of Lading can not be presented on arrival of the vessel the management office is to
be informed immediately and the Master should act according to the instructions given.
A solution could be the discharge of the cargo against the issue of a Letter of Indemnity (LOI),
provided the Owners have agreed to it. In such a letter the Charterer or Shipper guarantees to hold
the vessel/owners free of responsibility for the consequences for delivering the cargo without the
availability of an original B/L.
Another possibility which may be considered, after approval from Owners, is for the cargo to be
discharged into customs bonded storage, from which it will only be released to Receivers after the
original B/L is presented or LOI received.
14.12 LETTERS OF PROTEST

In order to ensure Owners claims against parties involved or to annul any claims against Owners the
following protest are to be issued in the English language under certain conditions:
14.12.1
Difference Protest
Deadfreight Protest
Temperature Protest
Low loading or discharging Rate Protest
Exceeding of maximum agreed quantity
Difference Protest
Upon presentation of the B/L, the cargo weight indicated in the Bill of Lading (Shore figures) is to be
compared with the ships ullage measurement (Ships figures). In case of any deviation of B/L weight
from the ships figures, a difference protest is to be issued and addressed to the Shipper.
The
protest is usually signed for receipt only. If the Shipper is not available on board to receive the
protest, the Agent has to be given the protest in exchange for a receipt stating his obligation to hand
it over to the Shipper.
When the difference Bill of Lading- Ships figures in the discharge port is more than 0.5% the
surveyor will usually address an appropriate protest to the ship. This protest should always be signed

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For receipt only. Master is not to sign any B/L which deviates more than 0.5 % from the ships
figure without consultation with the management office.
14.12.2
Deadfreight Protest
This protest is the basis for Owners deadfreight claim against the Charterers, in the event that the
shippers are unable to supply the quantity nominated in the Notice of Readiness. It is important that
the form is filled in completely and delivered to the Shippers via the Agent as soon as it is known
that the nominated quantity is not / will not be loaded.
14.12.3
Temperature Protest
Cargo loading temperature or temperature margins are agreed for cargoes requiring heating. If the
temperature deviates appreciably from the agreed levels (usually +/- 10% of the allowed
temperature) a temperature protest is to be issued against the Shipper. If the maximum
temperature agreed to is exceeded (e.g. for phenol) even minimum excess temperature can not be
accepted, depending on the product and conditions of stowage. A temperature protest is to be
issued. The management office is to be kept informed. The Receivers will usually protest when the
cargo temperature is determined as too low or too high by the surveyor.
Discharge temperatures of cargoes MARPOL category B and C should be at least 5 or 10C. above
the melting point of the product in each case, but always within the heating orders as stipulated by
the Shipper and/or Owners so as to avoid the prewash obligation.
In case of cargoes requiring heating, the heating orders of the Shipper or Owners must be followed
to avoid protests and delays in the port of discharge. Note that overheating can damage some
cargoes (Phenol, HMD).
14.12.4
Low loading or discharging rate protest.
Depending on the total time for loading, a suitable protest is to be directed to the Shipper if the
loading rate is much too slow. Some charter parties do have a minimum loading rate. In this case
the operator will inform you regarding the minimum loading rate.
A discharge rate (m3/h) is normally agreed in the charter party. The Receiver will lodge a discharge
rate protest, if the actual rate seems too slow to him. All remarks have to be entered by the Master
in the protest that could improve the position of Owners in a possible claim. Such as, but not limited
to the following:
Back pressure too high
Length of the landline
Small diameter of the landline
Difference in height between ship and land tank
Product properties(viscosity)
In case of heated cargoes: insulation of land line

14.12.5
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Shore stoppages.
Exceeding the maximum agreed quantity
If the maximum agreed cargo quantity is exceeded (min/max, upper margin limit) by no more than
1% or 2 mts, this can be accepted. If the limit is exceeded, the management office must be
informed immediately that necessary steps can be taken. The following solutions are feasible:
Protest
Pumping back the excess cargo.
14.13 STATEMENT OF FACTS

On the Statement of facts all relevant facts and times concerning loading / discharging are to be
recorded. The statement is the basis for laytime counting and has to be signed by the Shippers - or
Receivers representative (usually the Loading Master) the Master and the Agent. A completely
signed Statement of facts is effective evidence. It is important that the statement contains all
conditions and events that have a positive influence on time counting.
A Statement of facts must contain, depending on the situation, the following data, events or
conditions, stating local times:
Name of the vessel

Voyage number
Loading/discharge port, berth
End of seapassage
Arrival roads
Reasons for delay on the roads (if awaiting departure of other vessel(s) state name(s) of
vessel(s))
Pilot boarded
Passing breakwater
First line ashore
Arrival berth(name)
NOR tendered/accepted
Draft on arrival fore/aft
Ullages taken
Samples taken
Tanks inspected/accepted
Hose connected
Commenced loading /discharging
Completed loading/discharging
Ullages/samples taken
Tanks accepted dry and empty
Hoses disconnected
Cargo documents on board
Draft on departure fore/aft
Pilot on board
Departure berth

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Pilot dropped
Start of seapassage
Loaded grade and quantity as per B/L, ships figures
Bunkers (on arrival, on sailing and taken)
Tugs used
Remarks (e.g. purging times, stoppages).
The Agent has to be instructed to convey all relevant documents including Statement of facts and
to fax/ e-mail those important documents to the management office immediately.
14.14 DRY TANK CERTIFICATE

When the tanks are empty the surveyor will check the tank in question and issue a Empty tank or
Dry Tank certificate. The issue of this certificate constitutes the commercial and legal termination of
the obligations of the vessel to the contractual parties concerned.
14.15 OTHER DOCUMENTS

Depending on the loading and discharge port, the Shipper, surveyor, customs, authorities etc.
provide various documents to be conveyed to the Receiver, to the Agent etc. in the port of
discharge.
Cargo quality certificate (analysis report)

Cargo quantity certificate
Certificate of origin
Cleanliness report
Heating instructions
Inhibitor certificate
Manifest
Receipt of documents
Ships experience factor
Tank history
Ullage report
Sailing permit
Sample receipt
Custom papers
The papers destined for the Receivers are given to the Loading Master or agent in the port of
discharge against receipt.
14.16 DEPARTURE TELEX/FAX/E-MAIL

A departure telex/fax/e-mail is to be sent to the management office. All information contained in the
Statement of facts is to be included.
The Statement of facts should also contain the following data:
Next port and ETA

Bunkers on departure

Bunkers taken in the port of departure

Final stowage plan
If Protests issued
If Protests received
Original Bs/L on board : yes or no
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SECTION 15 MAINTENANCE ROUTINES
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15. MAINTENANCE ROUTINES

Publication
Location
Equipment Manufacturers Instruction Manuals

CFR 33 parts 125 to 199
Chief Engineer
Chief Officer
Master
15.2 COMPANY FORMS

The following Company Forms are to be used in conjunction with this section.
Company
Form No
TNK 09
Title
Inert Gas Log
15.3 MAINTENANCE ROUTINES

Within this particular section maintenance routines are required to maintain the cargo equipment
operational. The Master is responsible for ensuring that these are carried out at the specified
intervals described with this manual.
For those vessels which have a computerised Planned Maintenance System this work is to be
recorded electronically and a print out provided for quick access for any inspector who required this
information.
The following items are to be contained in the maintenance records
Item
Frequency
Reference
Electrical bonding check on transfer hoses

Electrical bonding check on portable tank cleaning
hoses
Each operation
3 Months
3.31.3
13.11/11.8
Pressure testing of
Pressure testing of
piping (1.5 x WP).
Pressure testing of
Pressure testing of
pressure
12 Months
4.28
12 months
6 Months
Prior to each
discharge
4.29.2
7.5
11.9
Air pressure testing of sea and overboard valves
Each operation
3.25/4.29.1
Pump trips and emergency shutdowns
Each operation
4.14/8.6
transfer hoses
cargo, COW, ballast and bunker
heating coils
cargo and COW lines to working

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Item
Frequency
Reference
Cargo and ballast pump safety devices
Each voyage
13.10
Function testing and pressure testing of cargo valves
6 Months
4.29
Each operation
Manufacturers
instructions
Weekly
9.9/9.9
9.9
Each operation
Each operation
13.14
13.14
Purging of submersible pumps
Before/after each
operation
10.9
Checking of mast riser sumps

Inspection and examination of cargo, ballast and void
spaces
Each operation
6 Months
7.5
Run of test conditions of loading computer
3 Months
13.2
Overhaul and cleaning of P/V valves

Inspection of flame screens within cargo systems
Inspection of flame screens within ballast/bunker
systems
P/V breakers
6 Months
3 Months
13.3
13.4
13.4
13.15
Deck Seals
I.G. Non return valves
6 Months
Manufacturers
instructions
12 Months
12 Months
Overhaul and inspection of tank gauging equipment
6 Months
13.7
Opening up and cleaning of Cargo Pump strainers

Opening up and cleaning of stripping pump strainers
Opening up and cleaning of ballast pump strainers
6 Months
Each voyage
12 Months
13.10
13.10
13.10
Check of tank cleaning machines
3 Months
13.12
Inert gas safety devices checks and operational tests

Inert gas system inspection and maintenance
including scrubber
Test of pumproom bilge alarms
Test of cargo and ballast tank high level alarms and
sirens
Test of cargo tank overfill alarms and sirens
13.8
13.6/9.9.1
13.6
Calibration checks on portable gas measuring

equipment
(Recorded in Safety Set)
Calibration checks on fixed gas measuring equipment
Calibration checks on pressure gauges
Calibration and test run of ODME
Calibration check of hermetic temperature functions
Annual independent calibration of hermetic gauges
2 Months
13.13
2 Months
12 Months
Monthly
Each operation
12 Months
13.13
13.14
13.7
13.18
13.18
Cleaning of tank radar systems transmitters
Each operation
13.16

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Frequency
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Reference

SECTION 16 CARGO COMPATABILITY
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16. CARGO COMPATABILITY

Publication
Location
US Coastguard 46 CFR part 150
Master
16.2 EXPLANATION OF CARGO COMPATIBILITY CHART

DEFINITION OF HAZARDOUS REACTION - As a first approximation, a mixture of two cargoes is
considered hazardous when, under specified condition, the temperature rise of the mixture exceeds
25o C or a gas is evolved.
It is possible for the reaction of two cargoes to produce a product that is significantly more
flammable or toxic than the original cargoes even though the reaction is non-hazardous from
temperature or pressure considerations.
Chart format - There are different degrees of reactivity among the various cargoes. Many of them
are relatively non-reactive: For example, aromatic hydrocarbons or paraffins. Others will form
hazardous combinations with many groups: For example, the inorganic acids.
The cargo groups in the compatibility chart are separated into two categories: 1 through 22 are
"Reactive Groups" and 30 through 43 are "Cargo Groups". Left unassigned and available for future
expansion are Groups 23 through 29 and those past 43. Reactive Groups contain products which are
chemically the most reactive; dangerous combinations may result between members of different
Reactive Groups and between members of Reactive Groups and Cargo Groups. Products assigned to
Cargo Groups, however, are much less reactive; dangerous combinations involving these can be
formed only with members of certain Reactive Groups. Cargo Groups do not react hazardously with
one another.
16.3 USING THE COMPATABILITY CHART

The following procedure explains how the compatibility chart should be used to find compatibility
information:
1. Determine the group numbers of the two cargoes by referring to the alphabetical listing of
cargoes and the corresponding groups. Many cargoes are listed under their parent names:
unless otherwise indicated, isomers or mixtures of isomers of a particular cargo are assigned
to the same group. For example, to find the group number for Isobutyl Alcohol, look under
the parent name Butyl Alcohol Similarly, the group number for para-Xylene is found under
the entry Xylene. If a cargo cannot be found in the listing, contact the Coast Guard for a
group determination (see CFR 150.140).

SECTION 16 CARGO COMPATABILITY
Document Number
Page Number
:
:
:
VMS/CHM/01
01
2 of 2
2. If both group numbers are between 30 and 43 inclusive, the products are compatible and
the chart need not be used.
3. If both group numbers do not fall between 30 and 43 inclusive, locate one of the numbers
on the left of the chart (Cargo Groups) and the other across the top (Reactive Groups).
[Note that if a group number is between 30 and 43, it can only be found on the left side of
the chart]. The box formed by the intersection of the column and row containing the two
numbers will contain one of the following:
(a) Blank - The two cargoes are compatible.
(b) "X" - The two cargoes are not compatible
[Note that reactivity may vary among the group members. Note if the products in question are
referenced by a footnote which indicates that exceptions exist, then refer to in Appendix I.
Unless the combination is specifically mentioned in Appendix I, it is compatible.
16.4 COMPATABILITY CHART

Please refer to US Coast Guard 46 CFR Part 150

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CHEMICAL TANKER MANUAL

CHEMICAL TANKER OPERATING

This Manual is valid from the issue date.

This Manual is to be used only on V Ships managed vessels.

This Manual is not to be copied or marked up.

Review of this Manual or any suggested alteration is to be referred to the

Further revisions of this Manual will be recorded on the Revision Sheet

Copyright 2004 V Ships.

CHEMICAL TANKER MANUAL

CHEMICAL TANKER MANUAL

Reference Publications .............................................................................................1

CHEMICAL TANKER MANUAL

3.5.4 Moorings ........................................................................................................... 7

CHEMICAL TANKER MANUAL

4. CARGO PLANNING, HANDLING AND STOWAGE.......................................... 1

Reference Publications .............................................................................................1

Reference Publications .............................................................................................1

6. PREPARATION FOR LOADING AND LOADING OPERATIONS ...................... 1

Reference Publications .............................................................................................1

CHEMICAL TANKER MANUAL

6.7.7 Sampling cargo under nitrogen blanket ................................................................ 7

7. CARGO CARE ............................................................................................... 1

Reference Publications .............................................................................................1

PREPARATION FOR DISCHARGE AND DISCHARGING ........................... 1

PRE-DISCHARGE MEETING .................................................................... 3

Reference Publications .............................................................................................1

CHEMICAL TANKER MANUAL

8.9.1 Discharging agreements...................................................................................... 5

INERTING AND GASFREEING OF CARGO TANKS ................................... 1

Reference Publications .............................................................................................1

CARGO AND BALLAST PUMPS ................................................................ 1

TANK CLEANING .................................................................................... 1

Reference Publications .............................................................................................1

Reference Publications .............................................................................................1

CHEMICAL TANKER MANUAL

11.5.2 Tankwashing briefing.......................................................................................... 4

Reference Publications .............................................................................................1

Reference Publications .............................................................................................1

CHEMICAL TANKER MANUAL

13.21.1 General ............................................................................................................. 6

DOCUMENTATION AND CARGO CALCULATION ...................................... 1

Reference Publications .............................................................................................1

MAINTENANCE ROUTINES ..................................................................... 1

Reference Publications .............................................................................................1

CHEMICAL TANKER MANUAL

The effect on humans of a single exposure of short duration to

A multi-purpose fire fighting foam effective against many water

A total loss of feeling and consciousness, or the loss of power or

Chemicals which produce anaesthesia.

Indicating that the compound is in solution in water.

The condition arising when the blood is deprived of an adequate

A gas or vapour, which may or may not have toxic properties,

A method of checking that procedures (as written down) are

The lowest temperature to which a solid, liquid or gas requires to

The IMO Code for the Construction and Equipment of Ships

A substance that starts or changes the rate of a reaction without

CHEMICAL TANKER MANUAL

A certificate issued by the flag administration confirming that the

An instrument used for the detection of vapours, which works on

The cumulative effect on humans of prolonged exposures to low

The Company or individual to whom V. Ships is providing a

Capable of being ignited and of burning. For the purpose of this

An instrument for detecting a combustible gas/air mixture,

A copy of the manual or procedures which will be issued for