chemical tanker manual -...

CHEMICAL TANKER MANUAL

CH. 03 CARGO HANDLING AND TRANSFER Rev. No. 1

Date 15-Apr-16

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3.1. GENERAL

When transferring cargo in port, vessel must strictly comply with company instructions, local rules and

regulations. Such operation will require:

1. Adequate and well trained crew.

2. Proper securing of the vessel to the terminal.

3. Operation in accordance with company checklists.

4. Specific fuel and ballast handling procedures.

5. Continuous inspections of cargo hoses, pipeline systems, tanks, equipment and the water around

the vessel.

6. Instructions for emergencies or potential hazardous situations.

7. The establishment of lines of authority and responsibility.

8. Ship board communication during cargo transfer shall be in English language.

9. All communication with the terminal and other external parties must be in English.

3.2. RESPONSIBILITIES

Knowledge of Cargo System

The Master and all Deck Officers must have an intimate knowledge of all cargo pumps, pipeline systems,

instrumentation and ancillary equipment on the vessel.

The following shall be suitably marked for easy identification:

1. Cargo lines and valves.

2. Tank-vents, vent-lines and IG lines.

3. Vapour-locks.

4. Cargo-heaters and heating-lines.

5. Cargo-pumps and pump room valves / lines.

6. Butterworth-pockets, manholes, and tank-domes.

7. Tank-cleaning lines.

Uncontrolled when Printed



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Following information should be readily displayed in CCR

1. Maximum permissible loading rates for each cargo tank and, where tanks have a combined venting

system, for each group of cargo tank.

2. Loading rate for Static accumulating cargoes - Poster .

3. Cargo pump capacity and pump manufacturer technical data including pump performance curve for

various speeds etc.

4. Flammability Composition diagram. Poster

5. Mimic diagram of cargo / tank cleaning / ballast / venting system / IG.

6. Cargo Compatibility Chart - Poster

7. Cargo hose resistance list.

8. PV valve pressure / vacuum settings and Cargo Tank Pressure Sensor Alarm Settings.Poster

9. Chief Officer’s Standing Orders.

10. Cargo Tank Inert Gas branch line Valve Status Board.

11. Placard for ‘Closed Sampling’ .

12. Precaution in case of failure of Fixed Gauging System while handling static accumulating cargoes.

13. Cargo line / Pumping diagram - Poster.

14. Vapour system piping diagram - Poster.

15. Ballast system pumping / piping diagram - Poster.

16. Any restrictions for ballasting / deballasting - Poster.

17. Cargo Pump operating procedure - Poster .

18. Plan with position of UTI ports, Overfill alarms and Radar gauges - Poster .

19. Damage stability – Shore based organization contact - Poster .

20. Pouch for Cargo MSDS / Dangerous cargo information - Poster .

21. Makers coating specification for cargo tanks - Poster .

22. Max loading / unloading / venting rates information chart - Poster .

23. Information chart for Max load density/restrictions in loading cargo tanks - Poster .

24. 98% & 95% ullage chart for cargo tanks at even keel - Poster.

25. Cargo pump pumping characteristic diagram (specially parallel) - Poster

26. Dangers of Nitrogen - Poster .




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3.2.1. Chief Officers Instructions for Cargo Operations

The Chief Officer should write instructions of the procedures to be followed during periods when he is not

on duty. In addition, standing instructions should be posted in CCR for duty officer’s ready reference.

3.2.2. Pre Cargo Operation Safety Conference

A ‘Pre-Cargo Operation Safety Conference’ which includes a review of the ‘OP-CHEM-01’ should be

conducted onboard preferably 24 hours prior arrival port with all concerned crew members. Detailed

information regarding hazards and PPE required for cargoes being handled MUST be discussed including

but not limited to the following:

1. Cargo Name / Quantity / MSDS details / Pollution Category.

2. Gauging and Sampling Requirement.

3. Cargo Vapour Content Hazard.

4. Skin / Eye Contact Hazard.

5. Poison / Toxic Hazard / Antidote.(Antidotes to be available onboard for the nominated cargo with

sufficient quantities .This should be available prior loading the cargo and until the cargo has been

discharged the antidotes will sufficient quantity to be maintained onboard .Details can be obtained from

MFAG. Medical advice to be obtained prior administrating antidotes to the casualty)

6. Flash point / Extinguishing medium.

7. PPE Level required for safe handling of the cargo.

The above is to be documented using the relevant section in the " OPS –CHEM-01 Cargo transfer and

Tank cleaning plan”

A briefing is also to be carried out of other crew members to make them aware of the Hazards of the

cargo, the precautions to be taken and actions in case of an emergency. This should be documented in

the “Deck Log Book ”.

3.2.3. Personnel Protection

The use of proper personal protection is of paramount importance in the work place. This is especially

critical on chemical tankers. In order to choose the appropriate personal protection it is essential to




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assess the risk levels. The level of risk must be evaluated basis the possibility of exposure to the product

depending on the nature of the task and the hazards of the cargo being handled. The main health

hazards of the chemical cargoes are due to inhalation, ingestion or skin contact. The personal protective

equipment must provide adequate level of protection in the event of exposure to the cargo. It has to be

understood that any form of exposure to the products must be avoided.

In making this assessment following considerations must be made:

1. Activities which are considered high risk.

2. Demarcation of Manifold and Work Areas.

3. PPE Level Requirements.

Maximum level of protection is required for High Risk Activities and / or High Risk Areas when handling

Highly Toxic / Highly Corrosive cargoes and use of Level 3 PPE would hence be necessary.

When handling chemicals which are less hazardous or working in areas which pose a lesser risk, lower

protection levels such as PPE Level 2 or PPE level 1 may be suitably adopted.

Filter Mask Use of Filter mask is strictly prohibited onboard the company vessel

3.2.3.1. Personal Protective Equipment (Ppe) on Chemical Tankers

Protective equipment broadly consist of the following:

1. Chemical Resistant Shoes:

Provide moderate to high level of protection against most chemicals. However they may not be suitable

for highly corrosive and toxic chemicals.

2. Chemical Resistant Gloves:


for highly corrosive and toxic chemicals.

3. Chemical Resistant Goggles:

Provide Eye protection and are worn to protect against chemical splash. However they may not be

suitable for highly corrosive and toxic chemicals.




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4. Chemical Resistant Suits:


for highly corrosive and toxic chemicals. Material of the suit should be compatible with the chemical being

handled. These suits must be worn along with suitable rubber gloves, chemical resistant boots, chemical

goggles and hard hat. These form part of Level 2 PPE

5. Gas tight full body chemical suits:

Integral with hood, boots and gloves. Must be worn in conjunction with SCBA. Material of these suits

should be compatible with the product. They provide the highest level of protection and are specifically

developed for protection against toxic, corrosive gases, and liquids. These form part of Level 3 PPE. The

gas tight suits must be pressure tested once every year.

6. Self Contained Breathing Apparatus (SCBA):

Chemical carriers are supplied with additional sets of SCBA sets as required by IBC. These additional

sets are usually known as IBC sets. They should be distinctly identified and maintained ready for

immediate use. These sets should be used as necessary by personnel involved in cargo operations

involving hazardous chemicals and for fire fighting. SCBA should be stored in a place where it is easily

accessible. Units should be located so as to be available for emergencies in different parts of the ship.

These sets should be serviced annually by a competent person ashore.

7. Emergency Escape Breathing Apparatus (EEBD):

Ships certified for the carriage of certain cargoes listed in IBC Code are required to be provided with

respiratory and eye protection sufficient for every person on board for emergency escape capable of air

supply for 15 minutes. This equipment is for emergency escape only and must not be used for any other

purposes.




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PPE LEVEL 1 Overalls, Safety Shoes, Chemical Resistant Gloves, Goggles, Helmet & Personal Gas Detector

PPE LEVEL 2

Chemical Protective Suit, Chemical Resistant Gloves/ Goggles/ Shoes, Helmet & Personal Gas Detector

1. Use 'Acid Hood' in lieu of goggles while handling corrosive cargoes.

2. Respiratory protection such as 'ELSA' shall be kept readily available while handling toxic cargoes.

PPE LEVEL 3

Chemical Protective Suit with respiratory equipment, Chemical Resistant Gloves/ Goggles/ Shoes. Helmet and Personal Gas Detector

Required to be worn by crew members involved in 'Critical Phases' of cargo operations while handling toxic cargoes.

3.2.3.2. High Exposure Risk Operations / Locations

These include but are not limited to:

1. Working at the Manifolds including connection / disconnection.

2. Gauging.

3. Sampling.

4. Tank Cleaning with Portable Machines.

5. Opening any part of the cargo containment system (tank hatches, drains, etc).

6. Purging cargo pump cofferdams / Blowing through heating coils.

7. Any other task / location where the risk of exposure has been deemed to exist.

8. Cleaning spillage on deck, or over side.

3.2.3.3. Demarcation of Cargo Manifold Area / Work Areas

The Cargo manifold of a Chemical tanker is deemed to be a high risk area during the transfer of Chemical

cargoes. This area should not be entered unless otherwise required. During the transfer operation of

Highly toxic / Highly corrosive cargoes the manifold area should be demarcated by permanent marking or

cordoned off using Barrier Tapes / Ropes to safeguard against the inadvertent entry of unauthorised

personnel or personnel wearing inadequate PPE.




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Minimum of two meters on around the manifold area should be demarcated

Similar precautions and controls must be applied to any other areas on the Cargo deck where risk of

exposure exists.

Adequate level of PPE must be complied with when entering these areas.

3.2.3.4. Preparation and Use of PPE

1. Vessel should have three complete sets of safety equipment as per IBC code Ch. 14.2.

2. At least one set of safety equipment shall be kept accessible in suitable clearly marked locker near

cargo pump room and one set at the manifold.

3. Minimum two Emergency decontamination showers and an eye wash, operable in all ambient

conditions, shall be available on deck.

4. Crew members must comply with the appropriate PPE level as identified in the "OP-CHEM-01

Cargo transfer and Tank cleaning plan."

5. When handling multiple parcels at the same time, the most severe applicable PPE Level must be used.

6. The crew member should remove chemical resistant PPE prior entering accommodation and these

should be decontaminated and washed with Fresh water after each use and dried properly prior stowing.

7. Records of decontamination must be maintained on board.




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3.2.3.5. PPE Level Requirements

Highly Corrosive and / or Highly Toxic Cargoes

Examples: Sulphuric Acid, Nitric Acid, Hydrochloric Acid, Phenol, Acrylonitrile, Toluene Di-

Isocyanite(TDI) Etc.

Level 1 Level 2 Level 3

Operation

Working at the Manifolds including line clearing, connection /

disconnection

X

Monitoring the manifold including operating valves / reading

manifold pressure.

X

Gauging / Sampling / Stripping X

Opening any part of the cargo containment system (tank hatches,

drains, etc.)

X

Tank Cleaning with Portable Machines X

Purging cargo pump cofferdams / Blowing through heating coils. X

Any other task/ location where the risk of exposure has been

deemed to exist.

X

Spill response X

Deck watch when Vapour Return is provided. X

Deck watch when Vapour Return is not provided. X

Mildly Corrosive and / or Toxic Cargoes

Examples : Styrene Monomer, Vinyl Acetate Monomer (VAM), Acetic Acid, Phosphoric Acid, Butyl

Acrylate


disconnection

X

Monitoring the manifold including operating valves / reading X




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manifold pressure.

Gauging / Sampling / Stripping X


drains, etc.)

X


Purging cargo pump cofferdams / Blowing through Heating coils X


deemed to exist.

X

Spill response X

Deck watch X

Non Corrosive and Non Toxic Cargoes

Examples : Soya bean Oil, Canola Oil, Lubricating Oil, Paraffin Wax, Motor Gasoline etc.


disconnection

X

Monitoring the manifold including operating valves / reading

manifold pressure.

X


drains, etc.)

X




deemed to exist.

X

Spill response X


Deck watch X




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3.2.3.6. Ship Checks Prior Arrival

The checks as per “Section 1” of the Company Checklist – “OP-Chem-04 Cargo Transfer Checklist”

must be carried out.

Exchange of Cargo Information Before Arrival

Master should communicate with parties concerned, through Agent if necessary, prior to arrival of vessel

at a berth or anchorage for intended cargo operation handling, tank cleaning and pre-wash, ballasting and

bunkering to exchange and acquire necessary information such as cargo readiness, cargo data, intended

cargo quantity, etc. and to give necessary information to the parties for safe and efficient operations.

(1) Vessel with Agent

1. ETA, draft, tugs, pilot and other port information.

2. Defects on vessel, which may affect port and cargo operation.

3. Sizes and number of cargo manifold connections.

(2) Vessel with pilot (Directly or through Agent).

1. ETA at pilot station, draft and others, which are required for safe manoeuvring of Vessel.

(3) Terminal (berth master / cargo surveyor) with Vessel.

1. Quantity, S.G., correction factor, temperature, special requirements for cargo.

2. Tank venting requirements and details of any vapour return lines required.

3. Tank environmental control requirements, e.g., drying and inert gas.

4. Check list, Terminal regulation, emergency plan, etc.

5. Detail of Terminal facilities (distance, elevations to shore tank, use of booster pump, etc.).

6. Number, and size of shore connection and estimated loading rate.

7. Depth of water at berth.

8. Information on weather or surroundings.

9. Terminal or Port Regulations on pre-washing of cargo tanks alongside the berth, and details of

reception facilities to receive slops (if applicable.).




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10. Any other limitation of the Terminal.

11. Expected rate of transfer.

12. Declare last three cargoes of the nominated tanks to the shipper’s surveyor.

13. Tank Cleanliness requirements.

14. Security Level.

3.2.3.7. Ship Shore Safety Meeting

The ship staff (Master and/or Chief Officer), the men in charge of the terminal operation and Cargo

Surveyor must attend, agree and coordinate operational sequence and clarify terminal rules / regulations.

The operations usually agreed upon during a pre-cargo conference are:

- Cargo Sequence

- Cargo Quality

- Loading / Discharges Rates

- Ship or Shore Stop

- Standby time

- Signals and Communications

- Emergency Procedures

- Line Blowing / Pigging Arrangements

1. Any referenced procedures / agreements should be made in writing in remarks column of the ‘Ship-

Shore Safety Checklist’ which may also be recorded in any other mutually acceptable form in addition. In

either case, both parties must sign all such referenced procedures/agreements prior commencing the

cargo operation.

2. Additionally, confirm the following with the Cargo Surveyor:

a. Correct cargo name, nominated quantity

b. Shore tank temperature

c. Sampling requirement

d. Tank inspection requirement

3. Cargo calculation method, API / SG / Correction factor and tables

4. In case cargo heating or padding is required, obtain written instructions.




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Cargo Operations should not commence until Chief Officer and the Officer on Watch (OOW) have

ensured that pre-transfer checks have been completed.

Transfer Precautions

Checks Prior Transfer

Checks as per “Section 2” of the Company Checklist “OP-CHEM-04 - Cargo Transfer Checklist” must

be carried out.

Checks During Transfer

Checks as per “Section 3” of the Company Checklist “OP-CHEM-04 - Cargo Transfer Checklist” must

be carried out

Cargo transfer should be stopped immediately if any one of the following is noticed:

1. Emergency alarm being raised on the vessel.

2. Explosion / Fire in the terminal.

3. Leakage from cargo tank hose or connection.

4. Lightning in vicinity of the vessel / Thunderstorm.

5. Several tanks reaching topping up ullages at same time.

6. Breaking of mooring lines of own vessel or barge.

7. When there is danger of a moving ship hitting the vessel.

8. When there is a heavy or dangerous vapour accumulation on deck.

9. If weather conditions deteriorate.

10. In case of Doubt or it is considered that transfer is dangerous.

11. Ship / Shore Difference exceeds 5% of the loaded quantity.

The office will always support cargo rate slow down / stop page by vessel for reason of safety. Please

refer to Section 10 “Emergency ” for necessary action in the event of cargo spill.

The office will always support cargo rate slow down / stop page by vessel for reason of safety.




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Please refer to section 11 “Emergency “ for necessary action in the event of cargo spill.

CHECKS AFTER TRANSFER

Checks as per “Section 4” of the Company Checklist ““OP-CHEM-04-Cargo Transfer Checklist” must

be carried out.

3.2.4. CLOSED LOADING

General Information

“Closed Loading” contributes to:

- Prevent accumulation of vapour on deck.

- Prevent vapor emission to atmosphere when vapor return system is operated.

“Closed Loading” means cargo operations (Both Loading and Discharging) without recourse to opening

ullage and sighting ports. During closed operation, ships will require the means to enable closed

monitoring of tank contents, either by a fixed gauging system or by using portable equipment passed

through a certified vapour lock, intended for use with the type of equipment only.

The vapour displaced by the incoming cargo should be vented to the atmosphere through high velocity

vent valves (HVVV) or returned to shore through vapour return lines as in case of toxic cargoes.

Vessels shall comply with “Closed Loading Procedures” during Loading and Discharging

operations for all cargoes.

“Open Loading” of cargoes other than Toxic or Flammable cargoes is only permitted under

special circumstances if required due to unavoidable and valid reasons.

Master can only permit this if allowed by terminal or port regulations AND after carrying out Risk

Assessment and obtaining explicit permission from Office.

3.2.4.1. Closed Loading Without Vapour Return

1. Confirm all openings of tanks and purge pipes are closed.

2. Fit tank pressure gauges (compound) for monitoring tank pressure if vessel is not provided with a fixed

pressure sensing system.

3. Set cargo tank pressure alarms (Reference Section 1.38).




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4. The loading should commence only after the Chief Officer has verified the cargo line up.

5. Monitor cargo level by closed gauging systems. (Fixed / Portable)

6. Use of sighting ports.

7. The duty officer should monitor tank pressure regularly.

8. Upon completion of loading, secure cargo line valves.

9. Disconnect cargo hoses.

3.2.4.2. Closed Loading with Vapour Return

1. Confirm all openings of tanks are closed.

2. Fit tank pressure gauges (compound) for monitoring tank pressure if vessel is not provided with a fixed

pressure sensing system.

3. The loading should commence only after the Chief Officer has verified the cargo and the vapour return

line up.

4. Set cargo tank pressure alarms & VECS alarm (Reference Section 1.3.8).

5. Open Vapour Return Valve of cargo tank as required.

6. Open Vapour return manifold.

7. Commence loading.

8. Monitor tanks to ensure that they are not pressurized or under-pressurized excessively.

9. The responsible officer should confirm with terminal, the flow of the vapour back to shore.

10. The deck ratings should monitor PV valve and manifold VRL compound pressure gauge. Any

abnormalities MUST result in suspension of cargo operation till the reason is investigated.

11. Monitor cargo level by closed gauging system (fixed or portable).

12. Use of sighting ports.

13. Upon completion of loading, close vapour valve first and then cargo valves.

14. Disconnect cargo / vapour hoses.

15. All connections to the common Vapour line should be isolated after completion of loading operation.

Note: The P&A Manual and VECS (Vapour Emission Control System)

Manual (if provided) is to be referred to and requirements complied with.




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3.2.4.3. Measurement Procedures - Ullaging

ALL CARGOES other than those MENTIONED UNDER COLUMN “G” (Open Venting) & “J” (Open

gauging) of Chapter 17 of IBC Code should be subjected to Gauging through approved vapour

lock system and utilizing closed gauging devices.

Grounding device: The grounding device must be used on the ‘Tank Gauging Station’, to ensure that

gauging device is necessarily grounded through the gauging station.

Sounding tapes / UTI tapes which can accumulate electro-static charges are NOT to be lowered in non-

inerted tanks with flammable static accumulator cargoes for up to 30 minutes after completion of

loading. This waiting period is not required for inerted tanks or for sampling to be done through full length

sounding pipe.

Cargo measurements are required to be carried out.

1. At the loading terminal (prior to, and after loading).

2. At the discharge terminal (prior to and after discharge).

Final ullages should be taken in conjunction with the shipper's representative (Surveyor).

Where remote level gauges must be used for gauging to comply with IBC code requirement. It is

necessary to ensure that remote level gauges are compared with portable level gauging devices for

accuracy. To minimize errors in measurements the following points should be noted:

1. Obtain and record Vessel's draught, trim and list taken immediately before commencement of cargo

measurement.

2. As far as possible the vessel should be upright and even keel at completion of loading.

3. Drain hoses or loading arms, and deck lines into tanks.

4. Ullages of all cargo tanks recorded accurately to 0.5 cm. Care must be taken to ensure the correct

ullage datum is being used and that, if there is movement on the surface of the cargo, a true mean ullage

is obtained.

5. When applicable suitable ‘float corrections’ must be applied in the cargo calculations.

6. Verify Reference ullages with empty tanks and markings at each tank.




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7. Determine and record the cargo temperature in each tank at least three levels top, middle and bottom

with an accuracy of about 0.5 Deg C.

8. Ascertain whether quoted as a density in air or in vacuum. In the chemical trade the density is given in

air with coefficient of thermal expansion.

9. The measured ullages must be corrected for ship's trim and list in accordance with the ship’s ullage

tables before extracting the gross quantity for calculation;

10. Corrections as applicable for the UTI being used must also be considered.

11. All results must be recorded on ullage report.

12. The times of sampling and final ullaging must be recorded in the time sheet.

Any ship shore difference of quantity must be addressed as per Annex II of this manual

3.2.4.4. Portable Gauge Operating Procedures

1. Before use, confirm the gauging tape and gauging station are cleaned.

2. Remove plug from the standpipe.

3. Fit portable gauge on vapour lock.

4. Operate as per maker’s instructions.

5. Compare readings of Portable gauge with Fixed gauge at frequent intervals.

6. The crew should wear necessary personal protective equipment as required for the cargo.

7. After usage, secure the vapour lock and thoroughly clean the tape.

3.2.4.5. Port Logs

As a minimum the following information should be recorded in the Port Log.

1. Time of Arrival at the Port, NOR Time.

2. Anchoring Times, if applicable.

3. Gangway down.

4. Time Surveyor, Loading master onboard.

5. Time of Ship-Shore Safety Meeting carried out.

6. Time of Tank Inspection, Tanks passed. Method of Inspection of the tanks.

7. Time cargo / vapour hoses connection, disconnection.

8. Time Samples taken, Samples passed, First foot / various sampling.




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9. Time of cargo commencement, completion, stoppages (if any).

10. Time of cargo tank change over.

11. Records of regular rounds taken on deck, moorings tended, etc.

12. Details of ballast water inspection through sampling points fitted on manholes.

13. Details of Ballasting Operations (details of pumps, tanks operated).

14. Time of any delays in berthing or cargo operations and party responsible for the delay.

15. Requests for reductions in the loading rates for topping off or rate reductions by the shore must be

recorded in port log.

16. Any pollution observed MUST be recorded and reported to the appropriate authority, nothing the

position and direction of drift. Such observations may be invaluable if the vessel is later accused of

causing pollution.

3.2.4.6. Protest Letters

The charterer, or the terminal on the charter’s behalf, has the obligation to provide such equipment and

conditions that allow the vessel to safety operate within charter-party commitment. If vessel’s

performance is hampered due to any shore restrictions, the Master shall issue a ‘Protest Letter’ using the

relevant form PC-1.

Some examples of issuing ‘Protest Letter’ are as below:

1. Free water in cargo.

2. Short Loading / Dead freight.

3. Slow Loading / Discharge.

4. Shore Delays.

5. Unavailability of cargo heating / inerting instructions.

6. Insufficient time for water settling.

7. Non receipt of set of cargo samples for the vessel.

8. Discrepancy Between Ship / Shore Figures.

9. Non availability of cargo Information / shipper specific MSDS.

10.Same Shore Line used for Multiple parcels.

11.Non receipt of Terminal Regulations.




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The Master shall ensure that ‘Protest Letter’ shall be signed by a shore representative before the ship

leaves the terminal. In cases where shore representative refuses to sign ‘Protest Letter’, a countersign of

local agents shall be obtained for forwarding same to the shore representative.

In the cases, where ‘Protest Letter is issued to the Master by the terminal, the Master shall accept ‘Protest

Letter’ stating ‘FOR RECEIPT ONLY’ and forward a copy to the charterers / managers and a non-

conformity is to be raised.

3.2.4.7. Preparing the Manifold

Care should be taken to prepare the manifold for transfer of chemical cargoes.

a. The manifolds to be used must be identified with the use of placards.

b. Jumpers and hard pipe connection must be made prior the transfer operation.

c. Pressure gauges must be placed on all manifold on shore and offshore sides. They should have a

valve or cock and not be fitted directly.

d. The crew and officers involved in manifold preparation must be well experienced.

e. Unused manifolds are blanked and drains are closed.

f. All cargo valves are to have light lashings available for use as positive indication that the valves are to

remain closed.

g. Gaskets in use on board should be made of a material suitable for the cargo being transferred on

board.

h. All flange connections must be fully bolted.

i. Appropriate PPE must be worn while engaged in any activity in the manifold area.

Additionally for transfer of toxic, flammable and corrosive cargoes:

a. Manifold connection flanges should be covered with hard pieces also known as “Spray shields” to

prevent a spray of cargo due to an inadvertent failure of gaskets.

b. Manifold connections with shore must be pressure tested to confirm integrity of the connection prior

transferring particularly toxic, corrosive and/or highly flammable cargoes like MDI, TDI, Phenol, Nitriles,

cyanide cargoes, propylene Oxide etc.

Additionally for transfer of Solidifying cargoes:




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a. Ensure that the manifold arrangement is such that there are minimum dead ends in the cargo circuit so

as to avoid problem of blocked lines / sections.

3.2.4.8. Lining up for Operations

Primary Check

Chief Officer must supervise the initial setting of lines, tanks and valves vent risers and vapour lines.

Prior cargo operations commence he must verify that:

1. Cargo tanks and lines, reducers and cargo hoses have been properly lined up.

2. Flanges of removable parts such as reducers, cargo hoses, elbows are properly fitted and tightened

and that all open flanges are covered with blank flanges.

3. All heating coils not in use have been blown through with nitrogen or dry air and blanked.

Secondary Check

A second independent check of the above systems for the proposed operation is to be carried out by a

responsible person. Valves must be checked physically and visually where required to ensure the blanks

and valves are shut.

Operation Of Valves

The manipulation of tank, deck line and pump room valves is the responsibility of the Chief Officer

assisted by other Officers.

Cargo valves shall be operated by the duty ratings and cross checked by the Duty Officer or other

responsible person designated by the Chief Officer.

Following are general guidelines to be kept in mind: a. Keeping Valves Closed: All cargo system valves, ballast and vent valves when not in use must be kept

closed.




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b. Manifold Valve: Manifold valve must be opened last – just before the transfer begins. If the transfer is

stopped, even for a short while, the manifold valve must be closed. Manifold should be monitored

throughout cargo operations.

c. When handling Highly Toxic / Highly Corrosive cargoes, the person monitoring the manifold should

stand at a safe distance to minimise risk of exposure to cargo.

d. Changing Tanks: When changing tanks, the valve for the next tank must be opened before closing the

valve of the tank to be shut off.

e. “Walking Back” Fully Opened Valves: When a valve is opened fully, it should be “walked back” about

one turn to prevent it from jamming open.

f. Stopping Transfer: Flow of cargo into the vessel must be stopped by shore valves. Flow of cargo or

ballast out of the vessel must be stopped by vessel valves.

g. Close & Open valves slowly to avoid pressure surge in pipelines.

3.2.4.9. Common Line Handling

1. Common line is useful for handling cargoes of the same grade instead of connecting jumpers on the

manifold.

2. It minimizes the risk of cargo leakage from connections or cargo hoses and improves safety of cargo

operation.

3. It improves the cargo transfer rate and simplifies cargo handling.

4. Vessel should as far as possible use common line for discharging Toxic / Corrosive cargoes.

5. At some terminals cargo transfer by flexible hoses is not allowed. Under such circumstances, vessel

MUST use common line.

6. Certain cargoes do not meet flexible hose compatibility and transfer is required to be carried out by

common line.

7. Common line is used if adequate hoses reducers, spool pieces or jumpers are not available on board.

8. Common line usage for lub oil additives, solidifying cargoes and polymerizing cargoes should be

avoided as far as possible.

Refer “Cargo Transfer Checklist (OP-CHEM-04)” for common line precautions during cargo transfer.




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Record of use of Common Line is to be maintained using the form " Cargo History of Common

Manifold."

3.2.4.10. Pressure Surge

A pressure surge is generated in a pipeline system when there is any change in the rate of flow of liquid

in the line. The surge can be dangerous if the change in the flow rate is too rapid.

If the total pressure generated in the pipeline exceeds the strength of any part of the pipeline system

upstream of the valve, which is closed, there may be a rupture leading to extensive spillage.

The potential hazards of pressure surges (shock pressure, known as water hammer or liquid hammer)

resulting from rapid operation of the valve must be emphasized upon all personnel involved in cargo

operations.

The following precautions should be taken to avoid pressure surge during cargo transfer:

1. Shut down procedures should be in place, pumps to be stopped or pump discharge valves shut before

manifold valves or valves in the shore pipeline are shut.

2. During loading, when the flow is diverted from one tank to another, the valves on the tank about to

receive cargo should be fully open before valves of tank to be isolated are shut.

3. On completion of loading, the flow should be stopped by the terminal using shore valves and not by

shutting of ship’s manifold.

4. The closing timing of all hydraulic and pneumatic valves must be tested and set to over 30 secs to

avoid surge pressure during valve operations.

3.2.4.11. Overfill Protection

High level and over fill alarms should be tested prior every cargo transfer operation. These should be kept

operational for cargo transfer operations. The crew on deck should be familiar with these alarms and

must notify the CCR in case of activation. The activation of these alarms should be anticipated and

immediate investigation must be carried out to find the reasons for activation. If additional time is required




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to continue the investigation, then the transfer operation must be stopped. Under no circumstances

should the activation of high level or overfill alarm be ignored. The high level or over fill alarms must not

be bypassed. Master and Chief Officer should leave explicit instructions in the cargo operation plan about

action to be taken in case of inadvertent or unexpected activation of high level or over fill alarms.

3.3. SECONDARY MEANS OF PRESSURE / VACUUM RELIEF

Secondary means of allowing full flow relief of vapour, air or inert gas mixtures shall be provided to

prevent over-pressure or under-pressure of the tanks in the event of failure of the primary venting

arrangements during loading, ballasting and discharging. Secondary venting may also be provided by the

use of pressure sensors fitted in each tank to monitor the pressures in the tank atmosphere. The pressure

sensors must provide visual indication of tank pressure and must be fitted with an audio visual alarm in

the cargo control room. In order to prevent inadvertent operation there shall be a clear visual indication of

the operational status of the inert gas valves.

Following pressure alarm settings are recommended for the vessel fitted with pressure sensors in each

tank and having an audio visual indication in the CCR. Following is the recommended pressure alarm

settings for individual tank sensors.

While operating in inerted mode

The high pressure alarm should be set at 10% higher than the normal opening pressure of the PV valve.

Low pressure alarm: +100 mm WG.

While operating Vapour return mode

Individual tank pressure alarms The high pressure alarm should be set at 10% lower than the normal

opening pressure of the PV valve.

Low pressure alarm: +100 mm WG.

Additionally as per CFR 46.39.13-20 requires that the vessel fitted with Vapour collection system should

be provided with a sensor in the main vapour collection line to monitor the pressure within the vapour

transfer line. In order to prevent release of the vapour into the atmosphere during a transfer the alarm for

the main line pressure must be set as given below.

High pressure alarm should be set at 10% below the normal operating pressure of the PV valves.




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If tanks are inerted the low pressure alarm must be set such as to prevent vacuum in the tank

recommended value for setting is at 0.144 psig (101mm WG) if the tanks are non inerted then the low

pressure must be set at the lowest value at which the vacuum valves normally operate.

Non Inerted tanks

High and low pressure alarms should be set at 10 % outside the normal opening pressure of the pressure

and vacuum valves, i.e. 10% above the opening pressure of the pressure valve and 10% below the

opening pressure of the vacuum valve.

The alarm setting may only changed with master’s permission and any change should be notified all

concerned personnel. Prior every cargo operation the pressure alarm settings must be inspected, verified

for a suitable value and recorded suitably as per management of change process.

3.4. CONNECTION / DISCONNECTION OF SHORE HOSES AND ARMS

Usually, shore hose connection / disconnection is done by the terminal. The vessel must have sufficient

crew members to perform shore hose connection / disconnection if required.

A responsible vessel officer must supervise any connecting or disconnecting of cargo hoses and

loading arms.

The officer must ensure that:

1. Personnel engaged in connection of cargo hoses are wearing the PPE Level applicable for the

cargo being handled.

2. The hose or loading arm is in good condition, free from any cargo residues and long enough to

allow for vessel movement due to tide and changes in draft or trim.

3. Hose is suspended with saddles or straps so that the bend radius is never less than 12 times the

hose diameter.

4. Falls or slings which support the hose, are made fast to a bit or cleat, never a gypsy head.

5. Sufficient numbers of reducers, gaskets, nut / bolts must be kept readily available on board for

manifold connection.

6. All bolts are used for flanged connections. Only one gasket should be used each time the

connection is made.




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7. All bolts must have at least 3threads visible after the nut is fully tightened.

8. As far as possible, use of flexible hoses on manifold as jumpers is to be avoided in order to prevent

any leak / spill of the cargo. When absolutely necessary to use flexible hoses, such hoses should

be properly supported and tested by air / nitrogen pressure for leakage prior cargo operations.

9. After completion of cargo operation,Nitrogen or compressed air should be used to displace

products in cargo hoses or loading arms whenever possible.

10. After disconnection, cargo hoses must be secured using blank flange and connected using all nut /

bolts.

11. All cargo hoses belonging to the vessel must be cleaned and gas freed before stowing.

3.4.1. Line Flushing

For certain sensitive cargoes the cargo line may be flushed in to slop drums prior line samples are taken.

Care should be taken to flush one line at a time. Surveyors should be consulted to confirm the method

and necessary quantity for line flushing, sampling method and positions. An agreement must be reached

on the cargo quantity required for flushing and whether such flushing is to be stopped by ship’s order or

by shore order. The drums of slopped product and the cargo collected during the line flushing should be

landed back to the terminal. An agreement should be made with the terminal during the pre transfer

meeting to this effect.

3.4.2. Line Draining / Clearing

Line clearing is required to be carried out:

1. On completion of loading (each line system).

2. After any cargo transfer (from tank to tank).

3. After cargo recirculation operation.

4. After part discharge from any tank(s).

5. On completion of discharging each line system must be cleared.

6. After stops in the cargo handling which may cause line solidification.

On completion of loading, the ships cargo deck lines should be blown back into appropriate cargo tanks

to ensure that thermal expansion of the contents of the line can not cause leakage or distortions. The

hoses or arms and perhaps a part of the pipeline system between the shore valve and the ships manifold

are also usually drained in to the ships tanks. Sufficient ullage must be left in the final tanks to accept the




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draining of the hoses or arms and ship or shore lines. On completion of discharge ship’s cargo lines

should be blown ashore.

When draining is complete and before hoses or arms are disconnected, ships manifold valves and shore

valves should be shut and the drain cocks at the vessel’s manifold should be opened to drain in to fixed

drain tanks or portable drip trays (except for toxic / incompatible cargoes). Cargo manifolds and arms or

hoses should be securely blanked after being disconnected and prior lowering to the terminal. The

contents of portable or fixed drip trays should be transferred to a slop tank or other safe receptacle and

later disposed in accordance with applicable MARPOL requirement with relevant entry in ‘Cargo Record

Book’ under Code ‘K’.

3.4.3. Precautions when Tanks are Close to 98% Full

When lines are being drained into a tank which is close to 98% full extra care should be exercised to

ensure that overflow does not take place. In particular following precautions should be taken:

1. Confirm the quantity that is contained in the line and ascertain that tank has sufficient ullage to take the

quantity without reaching 98%.

2. Man standby at manifold to close the valve if required.

3. An officer monitoring the High Level / Overfill Alarm and Remote Ullages.

4. Proper communication between ship / shore.

5. Draining should be done under gravity as far as possible to avoid excessive pressure / volume.

6. This operation should not be done when carrying out other critical operations such as topping off tanks,

stripping, connection / disconnection, etc.

Note: If vessel does not have sufficient ullage to safely take the drained quantity, then lines

should be blown back to shore.

3.4.4. Procedure for Clearing of Shore Hoses And Ship’s Cargo Pipe Lines

Effective clearing of lines after transfer of cargo is an essential process. Lines if cleared effectively this will

prevent cases of loss of primary containment, subsequent contamination of the cargo remaining in the

lines, Freezing of line for solidifying cargoes and damage of valves, seat and pipelines due to expansion




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or contraction of cargo remaining in the line post cargo transfer. Clearing of lines can be carried out with

the use of Compressed air or Nitrogen. The operation should be controlled and supervised by a

responsible officer.

While Compressed air is suitable and easily available on board the vessel however it is not a suitable

medium to clear lines while handling flammable products and products which are padded with nitrogen for

quality reasons and products which are sensitive to oxygen. In any case whenever compressed air or

Nitrogen is used for line clearing the following precautions should be strictly observed in order to avoid

the possible creation of a hazardous static electrical charge or mechanical damage to tanks and

equipment:

1. The procedure to be adopted must be agreed between ship and terminal.

2. There must be adequate ullage in the reception tank. There is a risk of over flow and over

pressurization when Nitrogen or compressed air is blown into a loaded tank.

3. To ensure that the amount of compressed air or nitrogen is kept to a minimum, the operation must be

stopped soon as the line has been cleared.

4. The line clearing operation must be supervised by a responsible deck officer. The tank pressure should

be continuously monitored. The nitrogen when received from sources ashore, this may be supplied at

excessive rates. The flow must be strictly controlled to prevent overflow and over pressurization of the

tanks.

5. Shore hose and ship’s manifold must be blanked soon after disconnection after the transfer operation.

3.5. LINE BLOWING

This operation is carried out while the tanks and lines are empty to verify that the lines are free of water

and debris after tank cleaning and gas freeing. On some occasions this operation is carried out using live

steam to dry out and clean the line.

1. Care should be taken while line blowing with air, nitrogen or steam since it may cause excessive tank

pressure and hence tank openings are to be kept open.

2. Lines are first blown out on deck through the drain pipe before it is blown into the tank.

3. All concerned persons should wear appropriate PPE.




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4. The supply line should be crack opened and checked for pressure. For ships fitted with compressed air

/ nitrogen reservoir, drain the condensate and confirm the availability of adequate pressure in the

reservoir tank.

5. One person should standby at tank valves and another person should control supply inlet near

manifold.

6. Line blowing should be carried out in a way that tanks and lines to be blown are carried out one by one.

7. Secure all valves after completion of line blowing.

3.5.1. Procedures for Line Blow Through Operation (With Pig)

When carrying out Line blow through operation with pig, in addition to all precautions described in above

section, the following precautions are to be followed:

A. The system should be designed so that the pig seals in the line during the operation and in the

trap once the operation is complete. A restrictive orifice sized to cargo venting capacity may also be used.

Sensors and alarms may be installed to detect ‘blow by’ and pig disintegration. Sight glasses and

operator monitoring personnel improve the ability of detecting problems in line clearing operations.

Procedures must be in place to insure the correct pig (type and size) is used.

B. The pig should be introduced at the pig launcher. Care must be taken to ensure that the pig is

properly positioned in the launcher. The pressure should be equalized between the line and the pig

launcher.

C. The vessel should open its manifold valve part way. Compressed gas should be introduced into

the launcher, behind the pig, to begin moving the pig through the line. Personnel should monitor the flow

of cargo and the movement of the pig throughout the operation and communicate this information to each

other. Once the pig enters the pig trap, the shore valve and vessel manifold valve should be closed

immediately. The line and hoses from shore to vessel manifold should then be cleared directly as

described previously.

3.6. SHIP TO SHIP (STS) TRANSFER OPERATION

Ship to Ship transfer’ is to be carried out in accordance with approved ‘STS Plan’ of the ship.

Refer to “STS Transfer Checklist” for associated precautions.




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In addition below is a guideline for Chemical tankers engaged in ship to ship transfer.

The ship to ship (STS) transfer of cargoes carried on chemical tankers is a frequent operation. The

guidance covers cargo transfer operations in open waters and roadsteads, either between two chemical

carriers, or between a chemical carrier and barges. It is not intended to cover discharge to a barge from a

chemical carrier already at a terminal, because that is considered to be normal cargo handling under the

supervision and control of the port or terminal authorities.

Below guide provides advice about special equipment necessary, and preparation of contingency plans

for dealing with emergencies. In general, observance of the procedures followed when handling cargo

alongside a terminal will ensure safe ship to ship transfers. However, an important additional task is

careful pre-planning of the operation, noting instances where shore provision of materials or labour for

handling equipment is normal terminal practice, and identifying on board or external sources of material

or personnel to perform those duties during the ship to ship operation.

Responsibility

In general, it is the responsibility of the ships' operators and agents to obtain any permission necessary

for a ship to ship transfer operation, especially if the transfer area is within the jurisdiction of a port

authority.

The general principles of a transfer, the area in which the transfer will take place, and the compatibility of

the ships should follow the advice in the STS Guide, with safety always the primary consideration.

Ship operators or the local agent should advise a master about documentation requirements, especially

customs documentation, well in advance of the transfer. It is normal for the quantity transferred to be

agreed between masters of both ships in accordance with operator's instructions.

When preparing for a ship to ship transfer the two masters involved should agree at the earliest

opportunity on every aspect of the transfer procedure, and agree which person will be in overall advisory

control of the operation (this may be one of them or an experienced STS superintendent). At all times,

however, each master will remain fully responsible for the safety of his own ship, its crew and its cargo,

and must not permit safety to be jeopardised.




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Communications

The STS Guide gives advice on establishing communications at the earliest opportunity, and provides an

example of an initial voyage instruction. Satisfactory communication between the two ships involved is an

essential requirement for a successful ship to ship transfer operation. Neither approach and mooring, nor

unmooring, should be attempted until satisfactory communications are established, and if during cargo

operations there is a breakdown of communications on either ship, all operations should be suspended

until they are satisfactorily restored.

Navigational warnings

The person with overall advisory control should arrange for broadcast of a navigational warning about the

transfer, as described in the STS Guide, and should arrange for its cancellation on completion of the

operation.

Weather conditions and limitation It is impracticable to lay down the limits of weather conditions under which STS transfer operations can

safely be carried out. All available weather forecasts for the area should be obtained before the operation

begins. Thus any decision to proceed will be taken in the light of best available knowledge.

Pre-transfer preparations on each ship

Preparations on each ship in readiness for the operation, the approach of the ships to each other,

berthing and mooring of the ships and safety procedures when alongside, are all well described in the

STS Guide. When preparing cargo loading and discharging plans, due regard should be given to ensuring

that adequate stability is maintained, hull stresses remain within sea-going limits, and that free surface

effects are kept to a minimum throughout.

Remember that normal shore resources will not be available and that prior assessment will help to avoid

incorrect decisions that could compound an emergency and increase the peril for one or both ships.

The cargo operation should be planned and agreed between the two ships, and should include

information on the following, where applicable:

1. Quantity of each grade of cargo to be transferred, and the sequence of grades.




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2. Cargo data from data sheets, and copies of the data sheets if available.

3. Details of cargo transfer system to be used, number of pumps and maximum pressure.

4. Initial, maximum and topping off pumping rates. The discharging ship should be informed by the

receiving ship of the flow rates required for each of the different phases of the cargo operation.

5. Notice of rate change, and transfer shutdown procedures. If variations in transfer rate subsequently

become necessary due to circumstances on one ship, the other should be advised accordingly.

6. Emergency and spill containment procedures.

7. Watch or shift arrangements.

8. Critical stages of the operation.

9. Local and government rules that apply to the transfer.

Cargo transfer operations

When the two ships are securely moored, and before cargo transfer commences, the pre-transfer checks

should be satisfactorily completed . In addition, attention should be given to completion, as far as

practicable, of the appropriate Ship / Shore Safety Checklist .

Hose strings should be of sufficient length to avoid over-stressing and chafing throughout the cargo

transfer. To establish the correct hose length, changes in relative freeboard and ship movement must be

taken into account. Only hoses in good condition and suitable for the cargo to be transferred should be

used. The agreed transfer rate should not exceed the manufacturer's recommended flow rates for the

cargo hoses.

Vapour return and vapour balance between ships during an STS operation can be problematic. Its main

advantage will be to limit the need for vapour release to atmosphere, and crew exposure to the vapour.

But attention must be given to provision of a flame arresting arrangement. For some cargoes-specified in

the IMO Codes, vapour return is mandatory, and STS operations will be dependent on provision of

correct vapour return equipment.

Throughout cargo operations, the discharging ship and the receiving ship should each station a

responsible person at the cargo manifold area to observe the hoses and to check for leaks. In addition,

throughout the cargo transfer, the discharging ship should station a responsible person equipped with a

portable radio at or near the cargo pump controls to take action as required. Regular transfer rate checks

and comparisons should be made between the two ships, and the results logged. Any differences or




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anomalies revealed should be carefully checked, and if necessary cargo operations should be suspended

until the differences are resolved.

During cargo transfer, appropriate ballast operations should be performed on both ships in order to

minimise extreme differences in freeboard ' and to avoid excessive trim by the stern. Listing of either ship

should be avoided, except as required for cargo tank draining on the discharging ship.

Regardless of the type of ship, any ballast which is discharged overboard should be clean. All other

ballast should be retained on board or transferred to the discharging ship.

Completion of cargo transfer

After completion of cargo transfer, all hoses should be drained into the receiving ship prior to

disconnecting. Disconnecting of cargo hoses should receive careful attention, as it is a procedure not

usually undertaken by ship's personnel. Cargo manifolds and cargo hoses should be securely blanked.

Relevant authorities, if any, should be informed of completion of cargo transfer and the anticipated time of

unmooring. Any navigational warning issued should be cancelled.

Ship to ship transfer using vapour emission control systems - chemical tankers procedure

Vapour Balancing

Before carrying ship to ship transfer operation using VEC systems reference is to be made to the

operational guidelines contained within ISGOTT, ICS Chemical Tanker Safety Guide and other applicable

reference publications.

The technique is properly described as Vapour Balancing Use of Inert Gas for oxygen dependent

inhibited cargoes may be dangerous (e.g. Styrene Monomer). IBC code requirements for specific cargoes

to complied with. The vessels VECS manual requirements are to be complied with.

Before commencing transfer the following operational precautions must be complied with as a minimum

for inerted tanks and non inerted tanks as applicable.

* 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.




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* 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: * For inerted system, 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 ship’s 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

* The guide lines contained in the OCIMF Ship to Ship Transfer Guide (Petroleum) and ICS Chemical

Tanker Safety Guide Ch 5.14 shall be complied shall be adhered to for the STS operation.

3.7. CARGO LOADING

Condition of Tank Prior Loading

Cargo tanks must be cleaned to the standard necessary to meet the requirements for the next cargo. The

requirements for tank cleaning should obtain from the load port surveyor prior arrival in port. The last

three cargoes carried in each nominated tank should be declared to the shipper prior vessel’s arrival in

port. The master should not present the tanks for inspection until he has ascertained that the nominated

tank meet the shippers requirements. The tanks must be prepared as required and the charterers should

be advised of the progress of the cleaning and time required for the necessary preparations. The

operation team in the company should be advised of the progress of cleaning. As an operational standard




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practice in the absence of any specific tank cleaning instructions received from the Charterers cargo

tanks are to be cleaned at the earliest available opportunity to water white standards.

Refer to “Section 4” for further guidance on tank cleaning.

Tank Inspection Prior Loading

1. The chief officer will accompany the cargo surveyor to ensure agreement that tanks are empty and fit

to receive the cargo.

2. Prior tank inspection, the Chief Officer must ensure, tank lines / vents and drains are blown through

and empty.

3. Drop and discharge valves should be left open.

4. In case tank entry is required for tank inspection, comply with Enclosed Space Entry Procedures.

5. Approved flash lights, shoe covers and cotton gloves necessary for tank inspection should be prepared

prior vessel arrives in port.

6. Care should be taken to ensure there is no formation of sweat in the tank.

7. Proper record of inspection procedure and timings should be maintained on board.

8. The reference heights of empty tanks should be carried out prior every loading.

9. The ‘Clean Tank Certificate’ must be obtained from the cargo surveyor prior commencing loading

operation.

3.8. LOADING RATES

The loading rate should always be agreed during the Ship-Shore Safety Meeting based upon the vessel

type, pipeline’s diameter, number and specific grades being handled, Static Electricity hazards, venting

capacity and P&A manual. The vessel should always request the optimum rate that it could safely handle

and issue a letter of protest if such rate is not supplied.

3.8.1. Cargo Loading Procedures and Precautions

The procedures and precautions for the cargo loading operation are to be documented in the “OP-CHEM

01 Cargo operation and Tankcleaning plan.




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Pressure Loading

Loading Overall (Splash Filling / Free Fall Loading)

Start of Flow

1. The manifold area should be monitored during the entire transfer operation.

2. Ship staff must collect samples of the first flow prior the ship’s manifold valve is opened. Only if

satisfied with the quality of the product should it be allowed to enter.

3. Loading should start at a slow rate.

4. The Chief Officer should check all tanks including empty ones to ensure that cargo is entering into the

correct tanks properly and that there is no leakage from the lines, into pump rooms, cofferdam or onto the

sea.

5. Thereafter regular checks must be made to ensure that the cargo system is free of leaks until

completion of the entire operation.

6. When all checks have been made and the operation is found to be in order, the loading rate may be

increased gradually to the agreed maximum, taking into account the following:

a. Working pressure of ship’s lines and hoses being used.

b. Capacity of vapours or vent lines.

c. Capacity and the required ullage in cargo tanks.

d. Nature of Cargo.

3.8.2. Control of Flow

When loading two or more tanks simultaneously with the same grade of cargo, the following should be

practised:

1. The flow of cargo to tanks must be controlled by the tank delivery valve, or manifold valves of specific

tanks, whichever is applicable (unless loading overall).

2. Such valves must not be closed completely or rapidly unless another tank is open to receive the flow.

Shore personnel must be instructed to slow the loading rate as per the agreement when finally topping off

tanks.

If the high level alarms are activated at an unexpected time, the loading operation must be stopped and

the matter should be investigated and corrected prior resumption of loading operation.




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Loading rate into the tank must be reduced prior topping off. Tanks where loading has been completed

should be isolated from others by two (2) valve segregation. On completion of loading the cargo, the flow

must be stopped on shore and not by shutting vessel's valves.

3.8.3. Progress of Loading

The Chief Officer and the officer on watch must always be vigilant whether the loading operation is

progressing in a smooth, safe, secure and efficient manner and carry out the following:

1. Ullages, tank temperatures and tank pressure, transfer rate must be continuously monitored and

recorded.

2. The quantity obtained by measurements using fixed level gauges should be cross-checked at regular

intervals using portable means like UTI tapes and recorded.

3. Loaded quantity, loading rate and estimated time of completion of loading should be calculated and

recorded.

4. If there is a large discrepancy in loading rates from those calculated at the previous periodical

measurement or the loading plan, the officer on watch should enquire about the reasons from the

responsible person on the shore / barge and inform the chief officer and master accordingly.

5. Ship shore quantity should be compared at regular intervals. Should a difference exceeding 2% be

observed, the chief officer should be notified. The difference must be investigated and the terminal

notified. If the difference exceeds 5%, loading must be stopped at once and chief officer should be

informed.

6. The officer on watch should keep periodical contact with the shore or barge representative as well as

crew members in charge of the manifold or engine room.

7. The stop ullages must be recalculated closer to completion with the current temperature of the cargo.

8. Stress and stability must be calculated at regular intervals and compared with the cargo operation plan.

Any significant variation must be brought to the knowledge of Chief Officer.

9. Chief Officer must present himself in the CCR during any critical stages of transfer. Critical

stages are usually Starting / Stopping cargo, Topping off, Line clearing, Nitrogen Purging / Padding Etc. If

Chief Officer is unable to be present due to rest hours or other requirements, Master shall be present in

lieu.

10. During loading operations any delays or stoppages must be immediately notified to the chief officer

and the master.




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11. Duty officer must immediately notify Chief Officer or Master, if he cannot understand any instructions

from shore due to language barriers or lack of clarity.

3.8.4. Topping off Procedures

The following points are to be considered during “topping off”:

1. The pre-loading meeting must include written agreement on the arrangements and notice required for

"topping-off". The number of valves to be closed during "topping-off" should be kept to a minimum.

2. Communications - both internal & external are verified to be in order. Terminal must be advised prior

tanks are topped off.

3. When required, additional personnel must be mobilized prior the topping operations.

4. The loading rate should be reduced to a safe level as per the initial agreement. This will require a

request to the shore to reduce the rate and shall take into account time required to effect such reduction.

Ship tank valves should not be used to reduce the rate as this can lead to pressure surges or excessive

pressure in the system.

5. Attention should be paid to any activation of the high level alarms during topping off. Tanks must be

topped off to a stage where overfill alarms are not activated. So that any inadvertent increase in level

can be detected.

6. Remote level gauges should be used for static accumulator cargoes. Where permitted in case of non

static accumulator cargoes portable UTI / MMC ullage gauges should be used for "topping-off". For static

accumulator cargoes adequate relaxation time should be allowed prior use of portable devices.

7. The proper functioning of level gauges should be verified from time to time during the operation.

8. Where fitted sighting ports should also be used effectively in addition to UTI / MMC ullage gauges.

9. When handling toxic cargoes if the UTIs available on board are not certified for closed use, then

remote gauging alone must be used for monitoring the level of the tank.




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10. The vessel is kept upright as far as possible during topping operations and thereafter until completion

of loading.

11. Tanks not being loaded and tanks which have already been loaded must be frequently checked for

any change in level.

12. The final stages of tank filling should be well staggered to allow one tank to be “topped-off" at any one

time. After "topping-off" individual tanks, master valves should be shut, where possible, to provide two

valve separation.

13. One tank in each grade should always be kept slack as a "Dump tank". If a valve failure or major leak

is experienced, such that a tank being "topped-off" cannot be closed off, the availability of a "crash tank"

will provide space to divert the flow during an emergency reduction in rate or complete stoppage. The

"Dump tank" would always be the last tank to be loaded.

14. On completion of loading, the flow must be stopped on shore and not by shutting vessel’s valves. All

the vessel’s valves must be shut thereafter.

3.8.5. Cargo Calculation

a. After completion of loading, all efforts should be made to determine cargo quantity as accurately as

possible.

b. If practicable, cargo temperatures must be obtained from at least two levels. When the gauging has

been done in stream or in unprotected waters where, due to wave action the vessel had not been steady,

suitable remarks should be inserted in the ‘Ullage sheets’ and/or ‘Statement of Facts’.

c. The vessel’s final figures should be compared against final shore figure or ‘Bill of Lading’ figure.

d. The Master MUST issue ‘Letter of Protest’ if there is difference between these figures.

e. In case of significant difference between ship and shore figures, manual gauging shall be carried out to

verify remote gauge readings.

f. The reporting to the charterers and Office must be carried out in case the difference is exceeding the




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tolerance limit as given in the charter party or charterer’s or owners instructions, whichever is less. In

case there are no specific tolerance limits given, then a figure of 0.3% is to be taken as standard.

3.8.6. Cargo Quality

1. To monitor the quality of the cargo, samples must be taken as mentioned in Section 5.1 of this

manual.

2. When loading fine grade Chemicals, first foot sample analysis is carried out by the surveyor at the load

port. If sample fails this analysis, a fresh sample should be drawn from the tank without loading any

further and analysed. If the second sample also fails the test, Office must be informed for arranging P&I

attendance. Second Foot / additional cargo is not be loaded without office approval.

3. The master must ensure that cargo is loaded at its normal loading temperature. If he has reason to

believe that cargo is not being delivered to the vessel at correct temperature and it may affect the quality

of cargo onboard or cause damage to the tank coating or ship’s structure, he must issue ‘Letter of Protest’

and immediately inform Charterers and Office.

4. Clean petroleum product cargoes and base oils, which are not miscible with water, should be checked

for presence of free water using UTI tapes / oil interface detector upon completion of loading. If any water

content is noticed, it must be accounted for in the Ullage report to determine the exact quantity of the

cargo. The Master should issue ‘Letter of Protest’ for presence of free water in the cargo. For base oils,

dead bottom samples shall be drawn to detect presence of suspended water.

5. Some sensitive chemicals are loaded in tanks after nitrogen purging of the tanks. It must be ensured

that O2 content of tank atmosphere is checked after the purging is complete and it is found satisfactory to

load the cargo. If not, matter must be taken up with the terminal to get tank atmosphere to correct

condition before accepting the cargo. In case vessel is facing a problem in achieving this, the charterers

and Office must be informed immediately for further action.

6. Padding of tanks – The Master shall issue letter of protest if tanks are padded at loadport without

written instructions.

7. At discharge port, if cargo sample is alleged to be off specification, a re-analysis should be requested

and Charterers and Office must be consulted immediately for taking appropriate action.




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3.8.7. Adding Substances to the Cargo

Adding any substance to the cargo onboard should not normally be accepted as improper mixing may

result in the necessary result not being achieved. Before adding any substance to the cargo, approval

from Owners / Charterers and Office must be obtained. LOI will be required by Owners in this case.

Conditions for adding substances to the cargo are as follows:

a. Adding water to the cargo for dilution.

b. Adding additive to the cargo for stabilization / colour / legal purposes.

c. Blending of different grades.

d. Adding inhibitor for safer handling of the cargo.

The ship staff should only facilitate the addition of substances to the cargo as advised by the charterer but

not physically add themselves.

Blending of cargoes at sea is prohibited.

3.9. DISCHARGING

Discharging Procedures and Precautions

Procedures and precautions to be followed during discharging are to be documented in the “OP-CHEM-

O1 Cargo Operation & Tank cleaning Plan ”.

Emergency Stops

All Deck Officers and ratings must be fully conversant with the procedures for stopping cargo pumps in an

emergency. Such devices should be regularly tested and records of same maintained. The terminal

regulations / procedures for Emergency Stop Device (ESD) must be discussed and clearly explained to

all concerned crew members prior commencing cargo transfer operation. In case of an Emergency if

cargo operations are required to be stopped then crew members should do so promptly.

An emergency signal should be agreed during the pre-transfer agreement between the Ship and the

Terminal. In case the signal is initiated at any point of time during the operation, cargo operations should

be immediately stopped.




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Discharge Pressure Restrictions

Any discharging restriction placed by the terminal must be included in ‘Ship Shore Safety Checklist’ and a

suitable ‘Letter of Protest’ should be issued to the terminal for ‘SLOW DISCHARGING’ to avoid future

disputes with charterers.

When discharge pressure limitations are imposed, on no account should the discharge pressure exceed

the maximum stated by the shore, otherwise bursting of the hoses may result. Pumping log indicating the

hourly discharge rate and manifold pressure should be filled for every grade and port, such logs should

be endorsed by loading master or terminal representative.

3.9.1. Ullaging / Sampling Prior to Discharge

Before commencing discharge of cargo, the cargo surveyor together with the Chief Officer will check the

ullages of the tanks to be discharged to calculate cargo quantities to be discharged. The method used for

calculating specific density at the disport must be the same as the method used in the load port.

These figures must be compared to the loading port cargo figures. In the case of a significant

discrepancy every effort must be made to establish the cause, including checking of void spaces and re-

taking of temperatures.

Rate of Discharge

The vessel should be ready to discharge on completion of checking cargo figures. Any delay encountered

in this should be protested against.

Charter Parties usually contain a provision guaranteeing a certain rate of discharge, normally pressure of

100 psi (7 kg/cm2) at ship’s rail or discharge of entire cargo within 24 hours. Some installations are

unable to receive at this rate resulting in lay time being exceeded. Discharge should be carried out at

maximum achievable rate permitted by terminal. To establish proof of excess time used and thereby

ensure payment of demurrage, a written protest should be made as quickly as possible in order to give

the installation opportunity to improve on their reception.

Upon commencement of discharge, a cargo pump discharge log is to be started up and pressure

maintained at manifold is to be noted accurately and regularly at intervals not exceeding one hour.




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Where applicable a continuous record of the Inert gas operations must be maintained

3.9.2. Commencement and Progress of Discharge

When deepwell (such as Framo and Kosaka) cargo pumps are used in parallel to discharge into a

common discharge line, it is essential that the discharge pressures of all pumps in the group are

balanced to prevent backflow of cargo causing overflow of one or more tanks in the group. All

tanks should be closely monitored during this time.

Commencement of Discharge

The following procedure is common to all types of deep well pump and must always be followed when

commencing discharge. Where the procedure refers to a specific hydraulic system pressure, users of

electric pumps should use the equivalent power consumption figure determined from the manufacturer’s

operating instructions or from experience.

1. The number of full (98% capacity) tanks to be commenced as a group must not exceed two.

2. Ensure that cargo tanks, which are not part of the group to be initially discharged are isolated from the

group.

3. Start the pumps in pairs at a minimum 100 bar hydraulic pressure and open the pump discharge

valves. At this pressure the pump will run smoothly but produce minimal cargo backpressure.

4. When all pumps are running at 100 bar hydraulic pressure, check the ullage levels in all tanks in the

group and the cargo back pressure at the pump gauges and/or the manifold.

5. When satisfied that the situation is stable, increase the hydraulic pressure to each pair of pumps in

turn in increments of 10-20 bar until all pumps in the group are running at the same hydraulic pressure

and the required cargo backpressure at the manifold has been achieved.

6. To add additional pumps to the group at a later stage in the discharge operation, reduce the hydraulic

pressure of the pumps already running to 100 bar. Open the isolator valves of the additional pumps and

start them at the same pressure, then open their discharge valves.

7. Bring the Level of all cargo tanks with the same cargo to be discharged to below 90%.

Chief Officer or in his absence the Master should be present in the control room during initial stages of

discharge.




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PROGRESS OF DISCHARGE

1. Progress of the discharge must be closely monitored.

2. Tanks are to be discharged as quickly as possible to achieve back pressure as agreed between vessel

and shore in writing, which should not be exceeded.

3. The estimated time of completion must be calculated basis the rate of discharge. Terminal, surveyor

must be given notice of completion as required.

4. Tank levels must be monitored continuously to prevent dry running of pumps.

5. Stripping of tanks must be carried out in accordance with the P&A Manual to minimize the contents

remaining in the tank.

6. For certain cargoes, the discharge is maximized by squeezing the bottom of the tanks into the pump

stacks. “Refer to section 3.11 for squeezing procedures”.

7. High viscosity and solidifying cargo require special handling precautions to ensure entire cargo is

effectively discharged. These precautions may include staggering ballast operation, recirculation cargoes,

heating of cargoes etc. It is essential that the ship’s officer have planned well in advance depending on

the nature of the cargo.

Chief Officer should be present during critical operations such as sampling, connection / disconnection,

stripping and line blowing. If Chief Officer is unable to be present due to rest hours or other requirements,

Master shall be present in lieu.

3.9.3. Preventing Cargo Contamination while Discharging

The following precautions can help prevent inadvertent contamination of cargo during discharging:

1. Maintain a minimum of two valves separation throughout the discharge of multiple grade oil products.

Chemicals must be maintained under positive segregation.

2. While handling multi-grade cargoes, upon completion of each grade, valves should be sealed and the

seals pointed out to the inspector and logged. CCR hydraulic valve knobs must be isolated. If possible,

leave seals in place until discharge is completed and ask the inspector to note the fact.

3. The most sensitive grade should be discharged first, if possible.

A watch officer discovering contamination should:




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1. Stop discharging the relevant cargo.

2. Close that system’s valves.

3. Advise the chief officer, who advises the master and who contacts the owner and his local P&I

correspondent.

4. The master should:

a. Sample the remaining cargo and request testing.

b. Await instructions from the owner.

c. Never try to conceal a handling error, which may have resulted in contamination. The sooner

problems are identified, the less the owner’s potential exposure.

3.9.4. Tank Inspection after Discharge

Upon completion of discharge the cargo tanks will be inspected by receiver’s representative or surveyor

accompanied by the chief officer to determine whether the tanks have been properly drained. Once

satisfied a dry tank certificate will be issued.

However if the cargo tank has significant quantities of un-pumpable cargo remaining on board then a

reasonable estimate of this quantity must be made along with the owners P&I and surveyor. Ship’s officer

must note that this situation should be avoided at all cost as the cargo remaining on board is considered

short delivery and owners of the vessel become liable for the cost of the cargo. Office and operators must

be immediately informed and vessel must not sail or sign the documents without approval.

For Annex 2 cargoes in case vessel is not able to comply with minimum stripping quantity requirement as

per P&A manual due to pump failure or stripping failure, a prewash must be carried out in the unloading

port.

3.9.5. Cargo Residue and Outturn

Draining and Stripping

1. Ensure that the maximum amount of cargo is delivered and “in transit” losses are minimized.

2. On completion of discharge all lines and tanks are to be stripped as dry as possible to comply with

Stripping requirements laid down in the vessel’s P&A Manual. Do not blow back lines into cargo tanks.




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3. The pump discharge line is cleared by purging the pump and discharge line with inert gas in the form of

nitrogen.

4. 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.

5. The cargo hoses and cargo lines including common line are to be drained as much as possible, as

soon as a cargo operation has been completed, especially if the cargo has a high freezing point or is of

polymerizing nature.

6. Make sure that the cargo residues in the hose connection between ship and shore are not blown back

into the ship’s cargo lines.

7. In the case of heated cargoes, maintaining the cargo temperature properly assists draining.

3.10. CARGO RESIDUES AND TANK WASHINGS MUST BE DISPOSED AS PER THE

REQUIREMENTS OF MARPOL ANNEX II AND VESSEL'S P&A MANUAL.FAILURE OF CARGO

PUMP

1. Portable Cargo Pump must always be kept ready for use in case the regular submersible pump fails.

2. If the portable pump must be used, P&A manual must be consulted for proper discharge procedure.

The Check List for use of Portable Pump (OP-CHEM-40) is to be used and complied with.

3. Discharging flammable or toxic cargoes will require sluice or alternative arrangement fitted to the

portable pump. Risk Assessment and Office approval is also required in such case.

4. Use of Portable cargo pump for discharging cargo is only permitted after Risk Assessment and express

permission from all concerned parties such as, Terminal, Cargo Owners / Charterers and Office.

5. In case vessel is not able to comply with minimum stripping quantity requirement as per P&A manual

due to pump failure or stripping failure, a prewash must be carried out in the unloading port.

3.11. SQUEEZING OF CARGO TANKS

For cargo tanks being discharged and stripped of vegetable and animal oils or fats it is usually required

that personnel be sent into the cargo tank in order to sweep the final traces into the pump suction. This




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operation is “HIGH RISK” owing to the entry being made in atmospheres which could be extremely

hazardous.

The significant hazards that could be identified during such an entry are:

1. The presence of toxic gases such as Carbon Monoxide which could prove fatal when inhaled or

absorbed through the skin.

2. Asphyxia caused owning to the lack of oxygen leading to suffocation.

3. Anaesthesia by certain vapours which lead to loss of consciousness due to their effect on the nervous

system.

4. Skin / chemical burns caused by hot and corrosive cargo (e.g. cashew oil).

Prior to arrival at discharge port, a sweeping plan is to made by the Chief Officer taking into account

amongst other factors, local and terminal requirements towards tank entry, the number of tanks to sweep,

watch routines of personnel available, where possible execution of the sweeping within daylight hours,

method of ensuring continuous ventilation, methods for ensuring continuous vapour detection during

sweeping, level at which the heating of each individual tank to be swept is to be stopped, rescue

procedures, means, signals and actions in the event of an emergency, etc.

Refer to and comply with “Cargo Tank Squeezing Permit (OP-CHEM-10)” for squeezing precautions.

Management of Shore contractor for Squeezing operations

Whenever contractors or work gangs are employed for squeezing operations, the master shall ensure

their understanding and compliance with all relevant safe working practices.

The Contractor should take part in the vessels safety/tool box meetings to discuss the arrangements for

work . During the toolbox meeting he shall be familiarized on the company squeezing procedures as

outlined in chemical tanker manual chapter 3.

Wherever applicable, he should sign the formal approval relevant to work being undertaken by his

workforce. Prior entering the cargo tank and carrying out the squeezing operation the contractor shall sign

the squeezing permit to confirm compliance with the company procedures. Contractors should be

effectively supervised and controlled by a Responsible Officer.




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3.12. CARGO RECORD BOOK

Vessels carrying noxious liquid substances in bulk shall be provided with a Cargo Record Book to record

relevant cargo / ballast operations. When making entries of the Cargo record Book, the date, operational

code and item number shall be inserted in the appropriate columns and the required particulars shall be

chronologically recorded in the blank spaces.

Each completed operation shall be signed for and dated by the chief officer and, if applicable, by a

surveyor authorized by the competent authority of the state in which vessel is unloading. Master shall

countersign each completed page.

Entries of the Cargo Record Book are required only for operations involving categories X, Y, Z and Other

Substances (OS). The Cargo Record Book shall be kept in such a place as to be readily available for

inspection and it shall be retained for a period of three years after the last entry has been made.


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