Professional Documents
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(Loading) 4- 1
2002/10(Ver.1)
1.
1.2
5) If the API is varied in steps of 0.1 and the oil temperature in steps of 1F, then the effect on the
loadable cargo weight and net capacity can be studied, which facilitates deciding the target ullage.
6) If the study is carried out based on the final discharging port or based on the arrival at the
discharging port, the safe range of loadable quantities can be determined. Thus, the risk of
exceeding the draft can be mitigated.
7) If the situations given below are anticipated or if they do occur, the operator should be notified
immediately, and further instructions from the operator should be awaited.
a) If the contractual weight cannot be loaded
b) If deadfreight occurs
c) If the tolerance of contractual volume is not satisfied.
As mentioned earlier, in tankers under voyage charter contract, cargo should be loaded within the tolerance of
the contractual volume (Bbls) and greater than the contractual weight (weight of cargo oil). The difference
between maximum loading capacity and the contractual weight is extremely small, and is in the range of a few
hundred tons (less than 1,000 tons). In such tankers, comprehensive investigations on overdraft, contractual
weight and draft restrictions are necessary.
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2.
Rate reduction
2.1
2.2
Before reducing the rate the terminal should be notified at intervals, that is 10 minutes before, 15
minutes before rate reduction, and so on. These periods should be considered when deciding the time of
rate reduction.
For instance, when loading 500,000 Bbls of cargo at a specified loading rate, the time 10 minutes
before the reduction and the time of completion of loading can be easily calculated using SHIPCAL.
2.3
2.4
After a request for rate reduction is made, always confirm from the terminal that the requested rate
reduction has actually been implemented. Although the rate reduction can be confirmed from the
change in the tank pressure on the ship, yet the implementation of rate reduction by the terminal
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3.
Precautions
Accordingly, such rough operations (ignoring the request to reduce the rate) should be anticipated at
the planning stage and measures should be framed beforehand to ensure safety.
3.2
3.3
Perform the work from the loading of the final tank to the stoppage of the loading pump bearing in
mind the points mentioned below.
1) Inflow rate from the time of request to stop the loading pump
The inflow rate from the time the request is made to stop the loading pump to the actual stoppage of
flow of oil is confirmed at the pre-loading meeting. The tank level at this time can be calculated from
the capacity of the tank to be loaded. Accordingly, the request to stop the loading pump should be
made when this level is reached.
2) Change in ullage
In addition to calculations using the Loading Calculator (SHIPCAL), the change in ullage can be
measured at fixed intervals and the time for reaching the target ullage can be calculated approximately.
This method is often used because the monitoring of ullage becomes more important at the final stage
of loading. For instance, if 30 cm remains until the target ullage, and if the change in ullage per
minute is 3 cm at the loading rate at that time, then the target ullage will be reached about 10 minutes
later. If the rise in level appears to be faster than the required loading rate, the Loading Master should
be notified immediately and the rate reduced to a safe loading rate.
3) Target ullage and frequency of tallying the readings
The readings obtained using MMC during the loading are to be taken as positive. As far as possible, a
deck rating should be stationed at the tank before the target ullage reaches 1 m. Even if there is no
change in the target ullage, the ullage values should be reported from time to time and the operator at
the CCR and the deck watch should tally these values with each other. The readings should be tallied
for every 10 cm of loading before the 50-cm level and every 1 cm of loading before the 10-cm level is
reached. If the change in ullage is large, the frequency of tallying the readings should be changed.
4) Loading during ship motion
If the ship is berthed at a terminal facing the open seas or at a port that is subjected to swells, then
loading has to be performed when the ship is in motion. At such terminals, the loading may have to be
performed using float gauges.
Before loading, the readings should be tallied with the MMC readings and the error, if any, should be
noted.
When time permits and there is a reserve margin in the ullage and loading rate, close (or throttle) the
valve of the tank to be measured, allow the oil level to settle and tally the readings a few times. Read
the indicated values of the ullage a few times, and take the average of the upper and lower limits of
ullage as the target ullage.
5) Timing for stopping the pump
Give the specified notification before stopping the pump and issue the S/B request just before (2 to 3
(Loading) 4- 6
2002/10(Ver.1)
minutes before) issuing the notification to stop the pump. The request to stop the loading pump should
be given at an ullage volume that includes the volume of oil that flows in after the request to stop the
pump is made.
6) Confirming the stoppage of the pump
Confirm from the ullage and manifold on the ship that the inflow of cargo oil has stopped. If there is
no reserve margin in the target ullage, check the availability of empty tanks or tanks with reserve
capacity anticipating overflow, and keep the valves of these tanks open so as to prevent overflow.
3.4
After the loading pump stops, confirm at the manifold, tank side (MMC) and at the CCR that the
inflow of oil has fully stopped. Operate the valves on the ship as described below after the pump has
stopped.
1) Maintain the status of the final loading lines and valves on the ship in the same condition as when
the pump was stopped.
(When two tanks have been loaded simultaneously, if a level difference exists in the two tanks and
there is a possibility of shift of oil, the valve in one tank may be fully opened and the valve in the
other tank may be kept fully closed. This measure is to ensure that one loading line is available until
the end and to prevent pressure surge.)
2) Fully close the gate valve with the approval of the Loading Master.
3) Confirm that the gate valve has been fully closed, then fully close the tank valve.
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