Gas Tanker Operations Manual Wallem ShipManagement LTD (2013)

WALLEM SHIPMANAGEMENT LTD.
HONG KONG
GAS TANKER
OPERATIONS MANUAL
Prepared by : Supdt (Tech.)
Checked : Director (Tech.)
Edition : Edition No. 3
WALLEM
Gas Tanker Manual Issue date : Nov 2000
SHIPMANAGEMENT LTD. Rev. date : Mar 2013
Approved by : Director (SID)
CONTENTS : Page 1/6
TABLE OF CONTENTS
(!) REVISION SHEET......................................................................................................................................... 1
(!) MANAGEMENT REVIEW ............................................................................................................................. 1
1. INTRODUCTION .............................................................................................................................. 1
2. HAZARDS AND PROPERTIES OF CARGOES ............................................................................ 1

2.1 GENERAL .......................................................................................................................... 1
2.2 FLAMMABILITY .................................................................................................................. 1
2.3 HEALTH HAZARDS ............................................................................................................ 1
2.4 REACTIVITY ....................................................................................................................... 1
2.5 CORROSIVITY .................................................................................................................... 6
2.6 VAPOUR CHARACTERISTICS .......................................................................................... 6
2.7 LOW TEMPERATURE EFFECTS ...................................................................................... 7
2.8 SPILLAGE ........................................................................................................................... 8
2.9 ANHYDROUS AMMONIA ................................................................................................... 8
3. STANDING ORDERS....................................................................................................................... 1
3.1 CARGO STANDING ORDERS ........................................................................................... 1
4. RESPONSIBILITIES FOR THE SAFE CONDUCT OF CARGO OPERATIONS............................. 1

4.1 THE MASTER ..................................................................................................................... 1
4.2 THE CHIEF OFFICER ......................................................................................................... 5
4.3 THE CHIEF ENGINEER ...................................................................................................... 5
4.4 THE CARGO OFFICER (WHEN CARRIED) ...................................................................... 6
4.5 JUNIOR DECK OFFICERS................................................................................................. 6
4.6 OFFICER OF THE WATCH ................................................................................................ 7
4.7 DECK RATINGS ................................................................................................................. 8
5. DUTIES OF CHIEF OFFICER .......................................................................................................... 1

5.1 CARGO INFORMATION ..................................................................................................... 1
5.2 CARGO OPERATION PLANNING ..................................................................................... 2
5.3 CARGO OPERATION FAMILIARISATION ........................................................................ 5
6. KEEPING A SAFE WATCH IN PORT.............................................................................................. 1

6.1 OFFICER OF THE WATCH ............................................................................................... 1
6.2 CHANGE OF OFFICERS OF THE WATCH ....................................................................... 5
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6.3 HANDING/TAKING OVER THE WATCH .......................................................................... 6
7. CARGO OPERATIONS - GENERAL ............................................................................................... 1

7.1 LINE PRESSURE SURGES................................................................................................ 1
7.2 VENTING ............................................................................................................................. 1
7.3 GENERATION OF STATIC ELECTRICITY WITHIN CARGO SYSTEM ........................... 1
7.4 OTHER SOURCES OF IGNITION ...................................................................................... 2
7.5 INERT GAS OPERATIONS ................................................................................................ 3
7.6 VENTING AND DISPOSAL OF CARGO ............................................................................ 5
7.7 PURGING CARGO SYSTEM WITH CARGO VAPOUR..................................................... 7
7.8 COOL DOWN OF CARGO SYSTEM ................................................................................. 8
7.9 ANHYDROUS AMMONIA ................................................................................................... 8
7.10 LPG CHANGE OF GRADE PROPANE/BUTANE .............................................................. 9
8. OPERATIONS AT A MARINE TERMINAL ...................................................................................... 1

8.1 GENERAL ........................................................................................................................... 1
8.2 CARGO LOADING PROCEDURES ................................................................................... 1
8.3 LOADING CARGO .............................................................................................................. 5
8.4 LOADED PASSAGE ........................................................................................................... 8
8.5 OPERATION OF THE RELIQUIFICATION PLANT ........................................................... 8
8.6 ON VOYAGE CHECKS ....................................................................................................... 9
8.7 INCONDENSIBLES ............................................................................................................ 9
8.8 CARGO DISCHARGE PROCEDURES .............................................................................. 9
8.9 BALLASTING AND DEBALLASTING .............................................................................. 16
8.10 TRIM, LIST, STABILITY AND STRESS .......................................................................... 16
9. CARGO SAMPLING ........................................................................................................................ 1

9.1 SAMPLING EQUIPMENT AND PROCEDURES ................................................................ 1
9.2 CONSIDERATIONS ON EQUIPMENT AND PROCEDURES ............................................ 2
9.3 PROCEDURES INVOLVED IN TAKING SAMPLES ......................................................... 3
10. CARGO MEASUREMENT AND CALCULATION............................................................................ 1

10.1 PRINCIPAL AND SPECIAL CONSIDERATIONS FOR LIQUEFIED GASES .................... 1
10.2 SHIPBOARD MEASUREMENTS VERSUS SHORE TANK MEASUREMENTS AND
METERING.......................................................................................................................... 2
10.3 FILLING LIMITS OF CARGO TANKS ................................................................................ 3
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10.4 CALIBRATION TABLES ..................................................................................................... 3

10.5 CARGO QUANTITY MEASUREMENT ............................................................................... 6
10.6 CARGO QUANTITY CALCULATIONS PROCEDURE....................................................... 7
10.7 CARGO MEASUREMENT DOCUMENTATION ............................................................... 12
11. EXTREME WEATHER CONDITIONS ............................................................................................. 1

11.1 GENERAL ........................................................................................................................... 1
11.2 ROTATING EQUIPMENT ................................................................................................... 1
11.3 CARGO COMPRESSORS .................................................................................................. 1
11.4 PNEUMATIC VALVES AND CONTROL SYSTEMS .......................................................... 2
11.5 SEA WATER INTAKES....................................................................................................... 2
11.6 SEA WATER HEATERS ..................................................................................................... 2
11.7 INERT GAS ......................................................................................................................... 2
11.8 PIPELINES .......................................................................................................................... 3
11.9 DECONTAMINATION SHOWERS AND EYEWASHES ..................................................... 3
11.10 DECKS AND ALLEYWAYS ................................................................................................ 3
12. CARGO DOCUMENTATION ........................................................................................................... 1

12.1 GENERAL ........................................................................................................................... 1
12.2 CARGO PLANT RECORD BOOK ...................................................................................... 2
12.3 CARGO OPERATIONS LOG BOOK .................................................................................. 3
12.4 CARGO QUANTITY - MEASUREMENTS AND CALCULATIONS .................................... 5
12.5 LOADING/DISCHARGING REPORTS ............................................................................... 6
12.6 LETTERS OF PROTEST .................................................................................................... 6
12.7 NOTICE OF READINESS ................................................................................................... 7
12.8 BILL OF LADING ................................................................................................................ 8
12.9 CERTIFICATE OF QUANTITY ........................................................................................... 9
12.10 CERTIFICATE OF QUALITY ............................................................................................ 10
12.11 CERTIFICATE OF ORIGIN ............................................................................................... 10
12.12 STATEMENT OF FACTS.................................................................................................. 10
12.13 CARGO MANIFEST .......................................................................................................... 10
12.14 CERTIFICATE OF TANK FITNESS .................................................................................. 11
12.15 CERTIFICATE OF INHIBITOR ADDITION ....................................................................... 11
12.16 REQUESTS FOR PREVIOUS CARGO INFORMATION .................................................. 12
12.17 SHORE INSTRUCTIONS .................................................................................................. 12
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CONTENTS : Page 4/6
13. PRESSURISED VESSELS .............................................................................................................. 1
14. GUIDANCE NOTES : STS, SLIP TUBES, HIGH %AGE LELIN HOLD SPACES, ESD,
INSTRUMENTATION, LEVEL GAUGES AND PPE..................................................................... 1
14.1 STS OPERATIONS GUIDANCE NOTES – FULLY PRESSURIZED LPG TANKERS

DISCHARGING TO FULLY REFRIGERATED LPG TANKERS. ....................................... 1
14.2 SLIP TUBES – IF FITTED : USE OF SLIP TUBES (ONLY IN AN EMERGENCY) ........... 2
14.3 REGARDING HIGH %AGE LEL IN THE HOLD SPACES DURING SEA PASSAGES
AND DURING PORT OPERATIONS: ................................................................................. 3
14.4 EMERGENCY SHUT-DOWN (ESD) SYSTEMS ................................................................. 4
14.5 INSTRUMENTATION, GAUGING AND GAS DETECTION: .............................................. 6
14.6 GAUGING AND CONTROL .............................................................................................. 28
14.7 PERSONAL PROTECTIVE EQUIPMENT (PPE).............................................................. 30
15. THERMODYNAMIC PROPERTIES OF PROPANE ........................................................................ 1
(!) APPENDICES ............................................................................................................................................. 1
APPENDIX 1: CARGO TRANSFER PROCEDURE ................................................................................... 1

APP 1.1 DURING CARGO TRANSFER OPERATIONS .................................................................. 1
APP 1.2 RESPONSIBILITY OF THE MASTER ............................................................................... 1
APP 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER ................................................................ 1
APP 1.4 DELEGATION OF DUTIES AND RESPONSIBILITIES...................................................... 1
APP 1.5 RESPONSIBILITY OF THE CHIEF ENGINEER ................................................................. 2
APP 1.6 DESCRIPTION OF THE CARGO SYSTEM ....................................................................... 2
APP 1.7 CARGO TRANSFER PROCEDURE ................................................................................... 3
APP 1.8 MAIN FEATURES OF THE LPG TRANSFER SYSTEM .................................................... 5
APP 1.9 DISCHARGE TO PRESSURISED TANKS ......................................................................... 6
APP 1.10 CARGO TANKS INERTING (OPERATION FOR DOCKING) ............................................ 7
STEP-1 DISCHARGING ............................................................................................................................. 8
STEP-2 SPARGING & HEAT UP ............................................................................................................... 8
STEP-3 INERTING AND GAS PURGE .................................................................................................... 10
STEP-4 AERATING .................................................................................................................................. 11
STEP-5 AERATING (DEHUMIDIFICATION OF TANK)........................................................................... 12
STEP-6 INERTING (PURGING WITH IGG) ............................................................................................. 13
STEP-7 INERT PURGE AND LOADING COOLANT（NO.4 TANK） .................................................... 13
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APP 1.11 CARGO CALCULATIONS ................................................................................................ 14

APP 1.12 CARGO PLANT AND REFRIGERATION SYSTEM. ........................................................ 14
APPENDIX 2 - SHIP SPECIFIC CHECKLISTS ............................................................................................ 1

CHECKLIST NO. 1 - PRE-ARRIVAL .................................................................................................... 1
CHECKLIST NO. 2 - PRIOR CARGO OPERATION ............................................................................ 1
CHECKLIST NO. 3 - DEPARTURE LOAD / DISCHARGE PORT ....................................................... 1
CHECKLIST NO. 4 - HELICOPTER OPERATIONS ............................................................................ 1
CHECKLIST NO. 5 - WEATHER MONITORING & HEAVY WX IN PORT .......................................... 1
CHECKLIST NO. 6 - EXTREME COLD WEATHER PRECAUTIONS ................................................. 1
CHECKLIST NO. 7 - DRUG & STOWAWAY CHECK LIST ............................................................... 1
CHECKLIST NO. 8 - CONTINGENCY PLANNING FOR STS OPERATIONS .................................... 1
APPENDIX 3 : BUNKER TRANSFER PROCEDURES ................................................................................ 1

BUNKER CHECKLISTS ....................................................................................................................... 1
APPENDIX 4 : ENGINE ROOM CHECKLISTS ............................................................................................ 1

E/R CHECKLISTS NO. 1 - STEERING GEAR TEST ........................................................................... 1
E/R CHECKLISTS NO. 2 - ARRIVAL PORT ........................................................................................ 1
E/R CHECKLISTS NO. 3 - DEPARTURE PORT ................................................................................. 1
E/R CHECKLISTS NO. 4 - SHIFTING .................................................................................................. 1
E/R CHECKLISTS NO. 5 - UMS OPERATION .................................................................................... 1
E/R CHECKLISTS NO. 6 - AUXILIARY ENGINE START/STOP ......................................................... 1
E/R CHECKLISTS NO. 7 - STEERING GEAR ..................................................................................... 1
APPENDIX 5 EMERGENCIES SPECIFIC TO GAS TANKER.................................................................... 1

APP 5.1 CARGO SPILLAGE OR CARGO FIRE ON DECK ............................................................. 1
APP 5.2 FIRE ON DECK ................................................................................................................... 2
APP 5.3 GAS TANKER COLLISION ................................................................................................ 2
APP 5.4 CARGO CONTAINMENT SYSTEM FAILURE ................................................................... 4
APP 5.5 HOSE BURST, PIPING FAILURE OR TANK OVERFLOW ............................................... 5
APP 5.6 BREAKAWAY FROM JETTY DURING CARGO TRANSFER ........................................... 6
APP 5.7 JETTISONING LPG CARGO .............................................................................................. 7
APP 5.8 SHIP TO SHIP TRANSFER ................................................................................................ 9
APP 5.9 UNCONTROLLED VENTING ............................................................................................. 9
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APP 5.10 TOXIC LIQUID RELEASE AT TERMINAL ....................................................................... 10

APP 5.11 TOXIC RELEASE AT SEA OR AT ANCHOR ................................................................... 11
APP 5.12 ELECTRIC POWER FAILURE ......................................................................................... 11
APPENDIX 6 PORT CALL PROCEDURES................................................................................................. 1

APP 6.1 PORT CALL SUMMARY .................................................................................................... 1
APP 6.3 MATES - LOADING / DISCHARGING PLAN ................................................................. 3
APP 6.4 STOWAGE PLAN ............................................................................................................... 6
APP 6.5 CONTACT INFORMATION................................................................................................. 7
APPENDIX 7 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ................................................ 1

(!!) APPENDIX 8 - Safety Officer Inspection Checklist ................................................................................... 1
(!!) APPENDIX 9 - PRIVATE MARITIME SECURITY COMPANY (PMSC ) PROCEDURES ...................... 1+16
WALLEM
REVISION SHEET : Page 1/1
REVISION SHEET
REVISED PAGE(S) REVISED PAGE(S)
NO. DATE NO. DATE

Contents : 6/6
New insertion: Revision Sheet : Pg 1/1 March 2013
Mangt. Review : Pg.1/1
Revision Sheet pg 1/1 Dec 2010 Appendices : pg 2/2
Mangt. Review pg 1/1 Appendix 9 : All
Appendices :
Appendix 1-6
Complete Manual
reformatted
Contents: 1-6
Revision Sheet: pg 1/1
New insertion: April 2011
Section 14 & 15
Contents : 1/6 – 6/6

Revision Sheet : 1/1
Mangt. Review : 1/1 Feb 2012
Section 15 : 1/1
Appendices Index : All
Appendix 2 : -
Checklist No. 1 : 1/1
Checklist No. 2 : All
Appendix 3 : All
Contents : 6/6
Revision Sheet : 1/1 May 2012
Appendices Index : 2/2
Appendix 7 : All
Contents : 6/6
Revision Sheet : 1/1 Aug 2012
Appendix Index 2/2
Appendix 8 : 1/1
WALLEM
MANGT REVIEW : Page 1/1
MANAGEMENT REVIEW
SECTION
DATE REMARKS INITIALS
REVIEWED
New insertion:
Revision Sheet pg 1/1
ALL 12/10 Mangt. Review pg 1/1 DSH, SR
Appendices :
Appendix 1-4
Complete manual reviewed as per required, details in
ALL 02/12 DSH, PNS
Revision Sheet
Complete manual reviewed as per required, details in VMS,
ALL 03/13
Revision Sheet SR,JCTY
This is a quality review of the system and/or procedures on a yearly basis to consider the need for system
improvement. When these reviews are done, comments from the Masters’ review will also be taken into
account.
WALLEM
SHIPMANAGEMENT LTD. Rev. date : ---
SECTION 1 : Page 1/1
1. INTRODUCTION
The safety of personnel, the ship, and cargo must be the prime
consideration in all ship board operations. This can be assured only if
operationing precedures are lernt well and followed corrrectly without any
ommission. No ommission of correct procedure can ever be justified on
the grounds of saving tme or other commercial reasons.
The purpose of this manual is to provide guidance to all staff associated

with ship on procedures to be followed on board a liquefied gas crrier in
order to attain a sfe and efficient argo operation.
However, nothing in this manual or in any regulations issued by the Ship

Mangers or the ship's charterers should be constructed as relieving the
Master, Officer or any other member of the Crew of his responsibility, as
defined by law or governmental regulation, or from the exercise of sound
judgement.
This manual must be read in conjunction with other parts of the Shipboard
Management System.
WALLEM Edition : Edition No. 3
2. HAZARDS AND PROPERTIES OF CARGOES
2.1 General
The following notes are only intended as an outline of the hazards to
which cargoes carried by liquefied gas carriers can give rise.
For operational purposes, reference should always be made to the Cargo

Hazard Data Sheets, supplied by the products’ manufacturers at the
loading port and to the IGC Code, Chapter 17, Special requirements.
Only the cargoes listed in the ship’s Certificate of Fitness may be carried.
2.2 Flammability
Some cargoes are flammable; when ignition occurs, it is not the liquid that
burns but the vapour given off. Different cargoes evolve different
quantities of vapour depending on composition and temperature.
Flammable vapour can be ignited and will burn when mixed with air in
certain proportions. If there is too little or too much vapour, the mixture
will not burn. The limiting proportions, which are known as the Lower and
Upper flammable limits, will be different for each cargo.
When a vapour/air mixture burns in the open, there is a very considerable

expansion of gases. If this expansion of gases produced by burning is
constricted, it can raise pressure rapidly to the point of explosion in an
enclosed space.
2.3 Health Hazards

Refer to the Cargo hazard Data Sheets, supplied by the product
manufacturer at the load port or in Appendix 1 of the Tanker Safety Guide
(Liquified Gas )
2.4 Reactivity
A liquefied gas cargo may react in a number of ways; namely with water to
form “hydrates”, with itself, with air, with another cargo, or with other
materials.
2.4.1 Reaction with Water - Hydrate Formation
Some hydrocarbon cargoes may combine with water under certain

conditions to produce a substance known as a “hydrate”; crystals of
hydrates resemble crushed ice or slush. The water for hydrate formation
can come from purge vapours with an incorrect dewpoint, water in the
cargo system, or water dissolved in the cargo. Care should be taken to
ensure that the dewpoint of any purge vapour used is suitable for the
cargo concerned, and that water is excluded from the cargo system.
Certain cargoes, notably LPGs, may contain dissolved water when loaded.
It may be permissible in such cases to prevent hydrate formation by
adding small quantities of a suitable anti-freeze (e.g. methanol, ethanol) at
strategic points in the system.
For LPG mixtures a small dose of anti-freeze is normally permissible, but

for “chemical” cargoes such as ethylene the addition of even one litre per
two hundred tons could make the cargo commercially valueless; in the
case of inhibited cargoes the anti-freeze could affect the inhibitor.
Anti-freeze additives are often flammable and toxic, and care should be
taken when using them.
Due to the LPG-water equilibrium and solubility characteristics whereby

the water content of boil-off vapours is likely to be much higher than the
saturation solubility of water in the parent liquid, hydrates will be produced
in the reliquefaction plant.
This reduces plant efficiency and may temporarily block condensate return
systems. Hydrate crystals production is most noticeable in the cooldown,
in loading and early stages of the voyage.
Rusted surfaces of cargo tank steel are also a significant source of water
vapour which may be taken up by the boil-off vapour especially in the
ballast voyage and add to the hydrate problem in reliquefaction.
2.4.2 Reaction with Water
Some cargoes may violently react with water (both fresh and salt) to
produce vigorous evaporation and heat or to form corrosive solutions.
1) Ammonia:
• Is extremely soluble in water.
• One volume of water dissolves up to 1000 volumes of

Ammonia vapours, and
• The introduction of water into tanks containing high

concentrations of Ammonia may cause dangerous vacuum
conditions immediately, unless free access of air is provided.
2) Butadiene:
• The inhibitor may be removed by the presence of water,

which could be dangerous.
• Insoluble in water.
3) Butanes:
• No dangerous reactions.
• May form solid hydrates.
• Insoluble.
4) Propane:
• No dangerous reaction.
• Can freeze to form ice or hydrates.
• Insoluble.
5) Propylene:
• No dangerous reaction.
• May freeze to form ice or hydrates.
2.4.3 Self Reaction
Some cargoes may react with themselves; the most common form of self-
reaction is polymerisation and this may be initiated by the presence of
small quantities of other cargoes, or certain metals.
Other forms of self reaction are dimer formation (dependent on

temperature and time) and peroxide formation caused by oxygen in
contact with uninhibited cargo. Air and rust can be the source of oxygen.
The IMO Code requires that, in general, cargoes which may self-react are
inhibited before shipment. Self-reactive cargoes require that a certificate
is given to the ship, stating:
1) The quantity and name of the inhibitor added.
2) The date it was added and how long it is expected to remain

effective.
3) The action to be taken should the voyage exceed the effective

lifetime of the inhibitor.
4) Any temperature limitations affecting the inhibitor.
Normally it should not be necessary to add any inhibitor to the cargo

during the voyage; if necessary, such additions should be in accordance
with shipper’s instructions.
The inhibitor may not boil-off with the cargo and it is possible for
reliquefaction systems to contain uninhibited cargo; the system should be
drained or purged with inhibited cargo when shut down.
Many inhibitors are much more soluble in water than in the cargo, and
care should be taken to exclude water from the system, otherwise the
concentration of inhibitor in the cargo could be considerably reduced.
Similarly the inhibitor may be very soluble in anti-freeze additives if these
form a separate phase and shippers’ instructions on the issue of anti-
freeze should be observed. If the ship is anchored in still conditions the
cargo should be circulated occasionaly to ensure a uniform concentration
of inhibitor.
There are no inhibitors for certain cargoes that can self-react (e.g.
ethylene oxide) and these have to be carried under inert gas. Care
should be taken to ensure that a positive pressure of inert gas in
maintained at all times and that the oxygen concentration never exceeds
0.2% by volume.
2.4.4 Cargoes’ Reactivity
2.4.4.1 Butadiene
Maximum oxygen concentration in cargo tank atmosphere should not

exceed 0.2% by volume. During transport it may form dimers, polymers or
peroxides. Peroxide formation is prevented by inhibiting the cargo with
about 100 p.p.m. of Tertiary Butyl Catechol (TBC).
Temperatures at the compressors discharge must not exceed 60oC.
If polymerisation or peroxide formation is suspected (e.g. oily residues are

found in lines) then advice from cargo manufacturers should be sought.
The same concepts expressed above for Butadiene apply to Rich C4 and
Spent C4.
2.4.4.2 Vinyl Chloride
Maximum oxygen concentration in cargo tank atmosphere should not

exceed 0.2% by volume.
To prevent polymerisation the cargo should be inhibited. If the inhibitor

concentration is insufficient the oxygen content of inert gas supplied
should contain less than 0.1% oxygen.
Temperatures at the compressors discharge should not exceed 60oC.
2.4.5 Reaction with Air
Some cargoes can react with air to form unstable oxygen compounds
which could cause an explosion. The IMO Codes require that these
cargoes are either inhibited or carried under inert gas.
The general precautions outlined for self-reactive cargoes shall apply and
care should be taken to observe shipper’s instructions.
2.4.6 Reaction with other Cargoes and/or Chemical Compounds
Certain cargoes can react dangerously with one another and these should
be prevented from mixing. This is normally achieved by using separate
piping and vent systems, and separate refrigeration equipment for each
cargo. Care should be taken to ensure that this segregation is
maintained.
To establish whether or not two cargoes will react dangerously the data
sheets for both cargoes should be consulted.
2.4.7 Reaction with Other Materials
The data sheets indicate all materials which should not come into contact
with the cargo.
All materials used in the cargo system, including gaskets, are required to
be compatible with all cargoes the ship is authorised to carry.
Reaction can occur between cargo and shipboard generated inert gas.
E.g. CO2 content in inert gas can generate carbonate formation with
Ammonia. Reaction can also occur between compressors lubricating oils
and some cargoes, which may result in damage to compressors.
2.5 Corrosivity
The cargo and inhibitors may be corrosive. The IMO Code requires that
materials used in the cargo system are generally resistant to corrosion by
the cargo; care should be taken to ensure that unsuitable materials are
not introduced into the cargo system. All precautions specific to the
cargo should be strictly observed.
Corrosive liquids can also attack human tissue and care should be taken
to avoid contact. Instructions about the use of protective clothing should
be observed.
2.6 Vapour Characteristics

One characteristic of liquefied gases is the large quantity of vapour readily
produced by a small volume of liquid. For example 1m3 of Butane will
produce about 350m3 of vapour at ambient temperature, while 1m3 of

Ethylene will produce 750m3 of vapour, at ambient temperature.
If possible, the venting of cargo vapour should be avoided; if necessary, it

should be done with care and in full knowledge of potential hazards. In
most port areas the venting of flammable or toxic vapours is forbidden,
and any such local regulations should be observed.
2.7 Low Temperature Effects

Liquefied gas cargoes are often shipped at low temperatures and this can
present a hazard to personnel and to the ship’s equipment or systems. It
is important that temperature sensing equipment is well maintained and
accurately calibrated.
2.7.1 Brittle Fracture
Most metals and alloys become stronger but less ductile at low
temperatures (i.e. the tensile and yield strengths increase but the material
becomes brittle and the impact resistance decreases) because the
reduction in temperature charges the material’s crystal structure.
Normal shipbuilding steels lose their ductility and impact strength rapidly
o
below 0 C. For this reason, care should be taken to prevent cold cargo
from coming into contact with such steels; the resultant rapid cooling
would make the metal brittle and would cause stress due to contraction.
In this condition the metal would not be able to withstand the combined
static, dynamic and thermal stresses and it would crack. This cracking
which is called “brittle fracture” occurs suddenly, with very little plastic
deformation, creating fracture surfaces with distinct crystalline appearance.
However, the ductility and impact resistance of materials such as

Aluminium, Austenitic and special alloy steels, Copper and Nickel increase
at low temperatures and these metals are used where direct contact with
cold cargo is involved.
2.8 Spillage
Care should be taken to prevent spillage of low temperature cargo
because of the hazard to personnel and the danger of brittle fracture. If
spillage does occur, the source should first be isolated and the spilt liquid
then dispersed. The presence of vapour may necessitate the use of
breathing apparatus. If there is a danger of brittle fracture, a water hose
could be used both to vaporise the liquid and to keep the steel warm. If
the spillage is contained in a drip tray the contents should be covered or
protected to prevent accidental contact and allowed to evaporate unless
the drip tray is fitted with a drain, when the liquid should be drained off.
Liquefied gases quickly reach equilibrium and visible boiling ceases; this
quiescent liquid could be mistaken for water and carelessness could be
dangerous. Water should never be sprayed onto the contents of a drip
tray.
Suitable drip trays should always be used beneath manifold connections

when transferring cargo or draining lines and connections. Care should
be taken to ensure that unused manifold connections are isolated and that
if blanks are to be fitted the flange surface is clean and free of frost.
Accidents have occurred because cargo escaped past incorrectly fitted
blanks.
If liquefied gas spills onto the sea, large quantities of vapour will be
generated by the heating effect of the water. This vapour may create a
fire or health hazard, or both. Great care should be taken to ensure that
such spillage does not occur, especially when disconnecting cargo hoses.
2.9 Anhydrous Ammonia

2.9.1 General
Anhydrous (water free) Ammonia (NH3)is a gas at ordinary temperatures

and pressures. It may be liquefied by reducing its temperature to minus
33oC, or by moderately increasing the pressure above it. Anhydrous
Ammonia should not be confused with Aqueous Ammonia, which is a
solution of Ammonia in water. Often Anhydrous Ammonia is simply
referred to as Ammonia.
Ammonia is a common feedstock in the fertiliser industry.
2.9.2 Properties of Ammonia

All persons on board should be familiar with the properties of Ammonia.

At normal temperature and atmospheric pressure Ammonia is a pungent
colourless vapour. Under low temperature conditions it may appear as a
dense white vapour. Ammonia vapour serves as its own warning agent.
At concentrations of 10 ppm the odour will be detectable by most persons.
The TLV of Ammonia is 25 ppm. Any uncontrolled leakage of Ammonia,
especially of liquid, will release large amounts of harmful vapour which
may cause varying degrees of damage to the skin, eyes and respiratory
tract. Skin contact with liquid will cause skin burns.
Warm Ammonia vapour at ambient temperature is lighter than air and in
the open will disperse by virtue of its own buoyancy. Vapour produced
from cold liquid may mix with air however and produce heavier than air
mixtures which will stay close to the ground dispersing only when it warms
to ambient temperature. A concentration of 2500 ppm is rapidly fatal to
life.
The main physical constants of Ammonia are as follows:
1) Atmospheric boiling point minus 33.35oC
2) Freezing point minus 77.70oC

o
3) Critical temperature 132.40 C
4) Critical pressure 114.25 bar
5) Latent heat (1 atm, minus 33oC) 1370.76 kJ/kg
6) Liquid density See Figure 2.1
7) Vapour pressure See Figure 2.1
8) Vapour density See Figure 2.1
9) Flammable limits(% by vol. in air) 16 - 28%
10) Auto ignition temperature 651oC
At ordinary temperatures and atmospheric pressure Ammonia is a vapour,

but by reducing its temperature to its atmospheric boiling point of minus
33.35oC, it may be stored as a refrigerated liquid.
The vapours of Ammonia are flammable and burn with a yellow flame
forming water vapour and Nitrogen, however, the vapour in air requires a
high concentration (16 - 25%) to be flammable and has a high ignition

energy requirement (600 times that for propane) and burns with a low
combustion energy. For these reasons the IMO codes (1994), while
requiring full attention to the avoidance of ignition sources, do not require
flammable gas detection in the hold or other spaces of ships carrying
Ammonia. However, Ammonia must be regarded as a flammable cargo.
All electrical equipment used in the cargo area must be electrically safe.
2.9.3 Health Hazards
At low concentrations in air, Ammonia vapour irritates the eyes, nose and
throat. Inhalation of high concentrations produces a sensation of
suffocation, quickly causes burning of respiratory tracts and may result in
death.
Liquid Ammonia causes severe burns on contact with the skin, while its
effect on being swallowed would be to cause severe corrosive action on
the mouth, throat and stomach.
Severe eye damage can be caused by exposure to high gas

concentrations or direct contact with liquid.
Advice on emergency medical treatment for Ammonia is also contained in the IMO
Medical First Aid Guide (MFAG), Table 725. A copy of the guide must be available
in the medical locker / dispensary.
2.9.4 Safety Equipment
A set of respiratory and eye protection shall be provided for each person
on board. The number of sets on board must take into account any
supernumeraries carried in addition to the articled crew. The number of
sets on board should not be less than the number of person who are likely
to sail on the ship. In addition to the foregoing, a further two sets must be
located on the bridge for the use of pilots or other persons temporarily on
board.
The respiratory protection must be of a self contained type and have a

working duration of at least 15 minutes. Filter type respiratory protection
is not permitted. Emergency escape respiratory protection will normally
be stored in the same location as a person’s lifejacket. Emergency
escape respiratory protection shall not be used for fire-fighting or cargo
handling purposes. Each piece of respiratory equipment shall be marked
with this requirement.
A separate set of tight fitting goggles shall be provided with each

emergency escape respiratory protection set unless the design of the
respiratory equipment face mask also provides suitable eye protection.
All persons on deck or in the vicinity of the cargo area shall at all times
wear, or have immediately available on their person a set of tight fitting
eye goggles. Goggles shall be worn over the eyes during all high risk
operations such as sampling, disconnection of cargo hoses / arms or
when there are any leaks or suspected leaks of cargo liquid or vapour.
At least two decontamination showers and an eye wash shall be

maintained in an operational condition at all times Ammonia liquid or
vapour are on board. The showers and eyewash are to be prominently
marked such that there location can easily be identified from all areas on
the cargo deck. The showers and eyewash shall be constructed and
maintained such that they can operated in all ambient temperatures.
Isolation valves in the showers or eyewash supply line shall be kept open
at all times. When due to maintenance or other requirements the water
supply to the showers or eyewash must be isolated, alternative
arrangements for the supply of water to temporary showers and eyewash
must be made.
All persons on deck or in the vicinity of the cargo area shall wear suitable
clothing, which will provide them with protection against the effects of a
release of Ammonia.
All protective equipment required by the IMO Gas Code shall be

maintained in good operating condition at all times. The location of all
equipment is to be clearly marked. The equipment shall be located in
areas where personnel can retrieve and don the equipment in the
minimum of time. Equipment should not be stored in the vicinity of areas
which could be considered at high risk in the event of a leak or spill. i.e.
the manifold area.
2.9.5 Toxic Gas and Moisture Detection Equipment
All instrumentation for monitoring the level of Ammonia in spaces must be

maintained in good condition and be operating at all times Ammonia liquid
or vapours are on board. It should also be possible to monitor the
pressure in all hold spaces. These items form part of the operational
checks detailed in Section 8.
All detection equipment calibration shall be checked and all audible /

visual alarms and any other systems shall be tested at least monthly. A
record of all calibration checks and system tests shall be maintained. In
the event of a toxic gas detection system deficiency, the Master shall be
informed.
All equipment shall be maintained in accordance with the manufacturer’s

instructions. A copy of the instructions shall be maintained on board.
At least two sets of portable detection equipment shall be maintained in

good condition on board. A sufficient supply of Ammonia detector tubes
shall be available. The tubes carried shall all be within their expiry date.
The portable detection equipment shall be fitted with sample lines of
suitable length to enable sampling of remote spaces.
2.9.6 Solubility
Ammonia vapour is extremely soluble in water and will be absorbed

rapidly with heat liberated during the solution process, to produce a strong
alkaline solution of Ammonium Hydroxide. One volume of water may
absorb 1000 volumes of Ammonia vapour. The introduction of water into
tanks containing high concentrations of Ammonia may immediately cause
dangerous vacuum conditions unless unrestricted access of air is provided.
Similarly, the air within the hold spaces around cargo tanks should be
maintained in a dry condition, so as to prevent a vacuum forming in the
event of a leakage of Ammonia into the space.
Ammonia is alkaline and Ammonia vapour/air mixtures may cause stress

corrosion cracking in any part of the cargo containment system made of
Carbon-manganese steel or Nickel steel. When any changes are made
to any part of the cargo system on board, then any replacement or
additional parts must conform to the requirements of the applicable IMO
codes and Flag or Class requirements.
2.9.7 Reactivity
Ammonia is highly reactive with Copper Alloys, Aluminium Alloys,

Galvanised surfaces, Phenolic Resins, Polyvinyl Chloride, Polyesters and
Viton Rubbers. These are unsuitable for any part of machinery or
instrumentation which may be exposed to Ammonia liquid or vapour, even
if due to accidental release.
It can form explosive compounds with Chlorine, Iodine, Bromine, Calcium,

Silver Oxide and Silver Hypochlorite and Mercury. It is for this reason
that instruments containing mercury must not used if Ammonia can come
into contact with the Mercury, either by design or by accidental release.
Mild steel, stainless steel, neoprene rubber and polythene are generally
suitable.
2.9.8 Preparing to Load Ammonia
When preparing a tank in a gas free condition for the carriage of Ammonia,
inert gas from a combustion type inert gas generator must never be used,
due to the reaction of Ammonia vapour with the CO2 content of the inert
gas. The reaction will form carbamates which will cover tank walls and
may block sensors and lines also seize pumps. The formation of
carbamates is to be avoided.
Inerting prior to the carriage of Ammonia is not required by international

conventions, however many terminals may require tanks to be inert prior
to loading Ammonia. When inerting is required, Nitrogen must be used.
If loading into a gas free tank, liquid Ammonia should never be sprayed
into the tank containing air as there is a risk of creating a static charge
which could produce a source of ignition and also the conditions for stress
corrosion cracking due to the presence of oxygen.
In order to minimise the risk of Ammonia stress corrosion cracking in
tanks constructed of Carbo-manganese or Nickel steel it is advisable to
keep the dissolved oxygen content below 2.5 ppm w/w. This can best be
achieved by reducing the average oxygen content in the tanks prior to the
introduction of liquid Ammonia to less than the values given as a function
of the carriage temperature in Table 2.1.
Temperature Oxygen (% v/v)

o
-30 C and below 0.90
o
-20 C 0.50
o
-10 C 0.28
o
0C 0.16
o
+10 C 0.10
o
+20 C 0.05
o
+30 C 0.03
Table 2.1
2.9.9 Purging
Ammonia is usually purged with fresh air and this is swept through the
cargo system once tank temperatures have increased above the dew
point of the air so as to avoid condensation and contamination of tank
surfaces.
2.9.10 Water Washing
Water washing with fresh water to remove the final traces of Ammonia
may be carried out and this is a very quick and effective method for
certain types of tank since Ammonia is extremely soluble in water. The
high solubility of Ammonia could lead to vacuum conditions being created
within a tank depending on vapour concentration prior to washing. It is
very important to ensure an adequate air supply into any tank during the
washing process.
Water washing is best used only on cargo containment systems which are
completely clean, rust free and have minimum interior structure.
If water washing, the following precautions are to be observed:
• Low Ammonia concentrations must be ensured before water is

introduced to the tank. The concentration should be measured by
means of suitable detector tubes.
• Fresh water must be used. Salt water will leave deposits which are
difficult to remove and will increase rust formation in steel tanks.
Tanks should not be washed if they contain submersible pumps

unsuitable for water immersion.
After washing it is essential to remove all water residues using either the
tank’s cargo pump, a portable pump or eductor system. Prior to the use
of a cargo pump to discharge water from a tank, the manufacturers
operating instructions should be consulted to ensure the pump is capable
3
of pumping water (density 1000 kg/m ), without over-loading the pump
motor.
The tanks and pipework system must be thoroughly dry before proceeding
with preparations to load, not only to avoid ice formation, but also to
remove all water which will otherwise hold Ammonia contamination for
many voyages.
In order to achieve maximum dryness after purging it is important to:
1) Ventilate the tanks with air having a dew point lower than the tank
temperature so as to avoid condensation on the tank surfaces. In
conditions of high humidity ventilation with warm air may be

necessary.
2) Ventilate the tanks and cargo system at the highest practicable

temperature to encourage release of Ammonia from rusty or other
surfaces. Ammonia is released 10 times faster at 45oC than at
0oC.
If Ammonia washings are to be discharge overside, the

requirements of MARPOL Annex II must be observed. Aqueous
Ammonia is classed as a category C substance under Annex II. In
some areas, the discharge of Ammonia overside may be prohibited.
If Ammonia is discharged overside in accordance with the

requirements of MARPOL 73/78, Ammonia contaminated washings
should not be allowed to enter the ship’s sea water intakes to the
engine room due to the fact that Ammonia will be corrosive to
copper-based alloys in the seawater system.
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3. STANDING ORDERS
These Standing Orders together with the other material in this manual
form the basis for an efficient system for the safe transfer and carriage of
cargo. The Master and all Officers who have duties connected with the
carriage of cargo shall be thoroughly familiar with the Cargo Standing
Orders and the contents of this manual.
The Cargo Standing Orders may not be amended without authority from
the Ship Managers. The Master / Chief Officer may add to the Cargo
Standing Orders as necessary.
3.1 Cargo Standing Orders

Nothing in these Standing Orders shall be construed as relieving the
Master or any Officer or Crew member of his responsibility, as defined by
law or governmental regulations, or from the exercise of sound judgement.
The prime consideration in the minds of all must be the safety of life and
the protection of the environment or property.
1) The Officer on Watch is to remain on deck or in the cargo control

room / deck office at all times. The Officer on Watch may only
leave the deck / cargo control room / deck office when properly
relieved by another qualified officer.
2) The Officer taking over the Watch must not be under the influence
of alcohol or drugs and be fully alert.
3) The change of watch shall be completed in a responsible manner

complying with Sections 6.2 and 6.3.
4) During his period as Officer of the Watch the Officer must follow the
requirements of Section 6.1 “Keeping a Safe Watch in Port."
5) The Officer of the Watch must not hand over the watch during a
period when a critical cargo operation is taking place such as
commencing to load, topping off, changing tanks etc., unless the
Chief Officer is in charge of the operation and is in addition to the
Officer of the Watch.
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6) All pre-operation checks and associated check lists, designed to

ensure the safety of any operation, must be completed prior to any
operation commencing. Safety checklist required during any
operation should be completed with the required frequency.
7) The Officer of the Watch shall not permit crew members shore
leave when this will result in a manning level below that set by the
Master.
8) During any cargo operation the cargo system is to be monitored on

a continuous basis.
9) The moorings are to be tended at all times. When difficulty is

experienced in maintaining the ship's position in berth, the Master
must be informed immediately.
10) The gangway or other means of safe access to or from the ship
must be maintained in a safe condition at all times.
11) Portable radios must be available for communicating between

personnel involved in the cargo operation. When using radios the
correct radio procedures are to be used at all times. Ships
portable radios must be available for the use of shore personnel.
12) Communication systems used during any cargo operation must be

checked regularly. Ship's VHF sets shall only be used when
switched to an output of 1 watt or less. This includes the system
for communicating with the terminal.
13) The Master shall be informed immediately when there is any doubt
about the safety of any operation.
14) During a cargo operation no safety device installed in the cargo

system may be isolated, by-passed or have its setting changed,
without the written permission of the Master.
15) A copy of these standing orders is to be posted in a prominent

position in the cargo control room or ship's office and shall be
signed and dated by all Deck and Cargo Officers when read and
understood.
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4. RESPONSIBILITIES FOR THE SAFE CONDUCT OF CARGO

OPERATIONS
4.1 The Master

The Master is responsible for the overall safety and efficiency of all cargo
operations. He must satisfy himself that:
1) All persons involved in the operation are competent to carry out

their designated functions.
2) Sufficient personnel are assigned to the operations
3) No person involved in any cargo operation has had his ability

impaired due to fatigue.
4) The product to be loaded and its characteristics are included in,

and are within the limits indicated on, the Certificate of Fitness and
Loading and Stability Booklet.
5) All information required for safe operations is available.
6) Any cargo operation is fully planned prior to its commencement.
7) Prior to any cargo operation the ship is in a fit state to carry out the
operation. All cargo safety, handling and measurement systems
are to be fully operational.
8) The main engine is fully operational at all times during the ship's
port turnaround.
9) In exceptional circumstances the main engine may be immobilised

for a short period but only after written permission has been given
by the Ship Managers and the Terminal. Prior to applying for
permission to immobilise the engine, the Master shall take into
account expected weather conditions, availability of tugs, and shore
firefighting capability.
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10) The draft and trim of the ship shall at all times comply with the Port
Regulations and will permit safe manoeuvring at all times, should
the ship be required to vacate a berth due to inclement weather,
emergency or operational reasons.
11) The vessel shall always be safely afloat during all cargo operations.
It is the Masters responsibility to ensure cargo operation planning
does not compromise this. Tidal conditions at the terminal shall be
carefully monitored.
The Master is responsible for delegating a certificated Deck Officer to act

as the person in charge of cargo operations. All personnel involved in
cargo handling operations shall satisfy the requirements of the STCW.
This will normally be the ship’s Chief Officer. When for any reason, a
person other than the Chief Officer is appointed to take charge of cargo
operations, then that person will fulfil the functions of Chief Officer as
stated in this manual.
The Master shall also ensure that all Deck and Engineer Officers and any
Ratings having specific duties and responsibilities in connection with the
cargo and cargo equipment shall comply with the requirements of the
current STCW.
The Master is responsible for ensuring that the Chief Officer is fully trained
and familiar with the operation of the cargo and ballast handling and
monitoring systems, the procedures to be followed during all cargo and
ballast operations and the procedures to be followed in the event of an
emergency.
The Master should arrange for a Chief Officer who is unfamiliar with the
ship when he joins, to have a period of understudying the Chief Officer to
be relieved. The relief should not taken place until the new officer is fully
familiar with all aspects of cargo operations and the Master is satisfied as
to his competence.
The Master is responsible for deciding the watchkeeping arrangements

when the ship is in port. The watch arrangements should:
1) Ensure the safety of life, ship, cargo and terminal.
2) Observe all international, national and local regulations.

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3) Maintain order and normal routine of the ship.
The Master should decide on the composition and duration of each watch
depending on the conditions of mooring and general work load expected
in port.
4.1.1 Cargo Orders
On receipt of any cargo orders the Master shall discuss with the Chief
Officer and if required, the Chief Engineer and Cargo Engineer all aspects
of the cargo operation. This discussion will include:
1) The procedures to be followed to prepare the ship for loading.
2) The procedures to be followed during the cargo operation, including

personal safety requirements.
3) A status report on the cargo system, controls and alarms.
4) The development of the cargo operation plan.
5) Manning requirements.
6) The requirement to maintain full firefighting and propulsion

capabilities.
The Master is responsible for approving all cargo operation plans. The
Master will indicate his approval by signing the cargo operation plan.
The Master shall not authorise any cargo operation when there are known
defects on any of the cargo handling, monitoring or safety systems such
that the safety of the operation may be compromised.
4.1.1.1 Tank Pressure Relieve Valaves
The Master is responsible for ensuring that tank pressure relief valves are
set correctly at all times. On tanks fitted with relief valves which are
designed to operate with two different pressure settings any adjustment to
the variable setting valve must be carried out with the specific approval of
the Master. The Master shall ensure that any change is carried out in
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accordance with procedures approved by the ship’s Flag Administration,

as specified in the ship’s operating manual.
4.1.1.2 Stress and Stability
The Master shall ensure that the stress and stability of the ship remain
within the allowed parameters during the proposed cargo operation and
subsequent sea passage and will remain so even in the event of hull
damage or flooding.
4.1.1.3 Cargo Papers
The Master is responsible for ensuring that all required documentation

concerned with the cargo is completed correctly.
The Master may delegate to the Chief Officer the function of signing cargo
papers, time sheets, Letters (notes) of Protest from shore etc., where a
signature is required for receipt, or for authenticating documents or papers.
Letters of Protest received must be signed for receipt only.
The Master is responsible for signing any Letters of Protest issued by the
ship.
The Master is responsible for signing any Bills of Lading or for delegating
that authority to the ship’s agent.
4.1.1.4 Emergency Procedures
The Master is responsible for ensuring that emergency procedures are in

place in the event of a cargo related emergency occurring.
The Master must be familiar with the Emergency Response Procedures

required to be followed for contacting Shore Authorities, Management and
Charterer in the event of an emergency which threatens the safety of the
ship or cargo.
The Master is responsible for the custody of the cargo and to take the
utmost care in preserving the quality and quantity of the cargo entrusted to
the ship.
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4.2 The Chief Officer

1) The Chief Officer is responsible to the Master for the overall safety
and efficiency of all cargo operations.
2) The Chief Officer is responsible for ensuring that all information

required for a safe cargo operation is available on board to all
concerned and is up to date.
3) The Chief Officer is responsible for ensuring that the Master is

advised of:
• The figure for cargo loading or discharged.
• Any discrepancy which may exist between ship and shore

figures.
• Any events which may necessitate the issue of a Note of

Protest by the Master.
• Any other details which may effect the ship's liability during
the carriage of a cargo.
4) The Chief Officer may at times delegate the supervision of the

cargo operation to another qualified and competent Deck Officer,
when he considers that the safety of the operation will not be
compromised. Under these circumstances the Chief Officer must
leave written instructions as to when and under what circumstances
he must be called. These instructions may form part of the Chief
Officer's own Standing Orders or may be contained in the cargo
operations plan.
For further responsibilities refer to Section 5 “Duties of Chief Officer”.
4.3 The Chief Engineer

The Chief Engineer is responsible to the Master for the overall
maintenance of the cargo handling, monitoring and safety systems. Any
defects in the cargo systems are to be rectified at the earliest opportunity.
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When a defect exists in any of the cargo systems, the Chief Engineer is to
liaise with the Master and Chief Officer as to the best plan for effecting the
repair.
The Chief Engineer shall not authorise the use of any equipment with
known defects which may compromise the safety of the cargo operation.
The Chief Engineer is responsible for ensuring that full maintenance

records for the cargo system are maintained.
The Chief Engineer is responsible for ensuring that spare parts are on
board for the cargo and ballast handling and monitoring systems and
cargo space ventilation fans.
The Chief Engineer may delegate the task of cargo system maintenance
to a suitably qualified and competent person.
4.4 The Cargo Officer (when carried)

The Cargo Officer will be an Officer dedicated to the maintenance and
operation of the cargo plant and systems.
The Cargo Officer is responsible to the Chief Engineer for the

maintenance and repair of all the cargo handling, monitoring and safety
systems.
The Cargo Officer will liaise closely with the Chief Officer with regard to
maintenance requirements and repairs of any defective items.
The Cargo Officer will also assist the Chief Officer in the efficient
operation of the cargo plant.
During cargo operations the Cargo Officer will be responsible to the Chief
Officer.
4.5 Junior Deck Officers

Junior Deck Officers when on duty will act as Officer of the Watch and will
be responsible to the Chief Officer for carrying out the duties assigned to
them during cargo operations. During periods when the Chief Officer is
not available, in charge on deck or in the control room, then the Junior
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Deck Officer will be in sole charge of the cargo operations during his
period on watch.
When a Junior Deck Officer is in sole charge of the cargo operation, he

shall continue to act in that role until properly relieved by another Deck
Officer or until the Chief Officer advises him that he is taking charge of the
cargo operations.
4.6 Officer of the Watch

A Deck Officer, which may be either a Junior Deck Officer or the Chief
Officer will act as the ship’s Officer of the Watch at all times when the ship
is made fast in port.
The Officer of the Watch is responsible to the Master for the overall safety
of the ship and shall comply with all Cargo Standing Orders.
In addition to tasks concerned with the cargo operations other

responsibilities include:
1) Checking the status of the mooring lines.
2) Checking the means of access to and from the ship is safe and
properly rigged.
3) Checking that the designated secondary means of escape from the

ship is rigged or ready for immediate use.
4) Maintaining the required entries in the Cargo Operations Log Book.
5) Ensuring the readiness of fire fighting equipment and lifesaving

appliances.
6) Ensuring that the correct light or flag signals are displayed.
7) Ensuring that the communication links to the shore are maintained.
8) Ensuring that unauthorised persons are not permitted on board.

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9) Ensuring the safety of crew members going about their duties on

deck.
An Officer will continue to act as Officer of the Watch until properly

relieved by another Deck Officer or the Master.
The fact that the Chief Officer is in charge, or takes over charge of the
cargo operation from a Junior Deck Officer, does not relieve that Officer
from continuing to fulfil all the other duties of Officer of the Watch until he
is properly relieved by the Chief Officer or another Deck Officer.
4.7 Deck Ratings

Deck Ratings will be responsible to the Officer of the Watch. Their role is
to attend to the moorings and means of access to the ship, provide a
gangway security watch and to assist as required in cargo operation duties.
The primary place of duty for a Deck Rating during cargo operations is on
deck by the manifold.
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5. DUTIES OF CHIEF OFFICER
5.1 Cargo Information

The Chief Officer is responsible for ensuring that all information necessary
for the safe carriage of each product the ship is permitted to carry is on
board, available to all concerned and is up to date.
The information should include as appropriate:
1) Cargo data sheets giving a full description of the physical and

chemical properties necessary for the safe containment of the
cargo.
2) Emergency procedures.
3) Procedures against accidental personal contact with cargoes.
4) Detailed shipboard procedures for:
• Cargo transfer.
• Inerting, purging and gas-freeing.
• Cooldown.
• Ballasting.
• Tank cleaning.
• Changing Grades.
5) All operating and technical manuals for the cargo handling and
monitoring systems.
6) All cargo system drawings.
7) Details of special equipment needed for the safe handling of

particular cargoes.
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8) Compatibility charts.
9) Details of the maximum filling limits allowed for each cargo that the
ship may carry at each loading temperature, the maximum
reference temperature and the set pressure of each relief valve.
10) Details of any recommended temperature gradients for tanks.
5.2 Cargo Operation Planning

On receipt of any cargo orders, it must be ascertained that the cargo can
be safely loaded on board.
The product and its characteristics must be included on the Certificate of

Fitness and loading permissible within the limitations set in the Loading
and Stability Booklet.
It must also be ascertained that the cargo can be safely loaded with
regard to the compatibility with previous cargoes and of the cargo system
on board.
Care must be taken to avoid dangerous chemical reactions if cargoes are

mixed. This is of particular significance in respect of:
• Purging or tank cleaning procedures required between successive

cargoes in the same tank. Simultaneous carriage of cargoes
which react when mixed. This should be permitted only if the
complete cargo system on board including cargo pipework, tanks,
vent systems, inert gas, refrigeration systems are physically
separate.
It must not be assumed that because the ship has received specific cargo
orders that it is safe to load and carry the cargo.
Before any cargo operation takes place, the operation must be fully
planned. The Chief Officer, after consultation with the Master, is
responsible for developing the plan. The plan must be in accordance with
the operational procedures carried on board the ship. The completed
operation plan must be approved by the Master prior to its execution. If
during the course of an operation, a significant change to the cargo
operation plan is required, the Master must first approve any change.
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The operational plan should show as appropriate:
• The operation to be undertaken.
• The main physical and safety characteristics of the cargo to be

loaded / discharged / transferred.
• The sequence of events to be followed.
• The equipment to be used during the operation - pumps,

compressors, heaters, vaporisers etc.
• The pipeline line-up to be used.
• The sequence of loading / discharging / purging / gas freeing /

inerting tanks etc.
• The distribution of the cargo at commencement / completion of the

operation.
• The sequence and time of ballasting / deballasting tanks.
• The distribution of the ballast at commencement / completion of the

operation.
• The expected stress and stability during various stages of the

operation.
• The maximum limits of oxygen or previous cargo residues

permitted.
• The permitted loading / discharging rates at commencement and

throughout the operation.
• The maximum and minimum parameters of temperature and

pressure during the operation.
• The filling limits of each tank.

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• The pressure relief valve setting to be in operation.
• The manning level during the various stage of the operation.
• The requirements for carrying out checks, prior to and during the
operation, and the check lists to be used.
• The requirements for attending moorings.
• The setting position of any gas detectors in void or other spaces.
• Attention to standing and any other orders issued by the Master or

Chief Officer.
• Any requirements for cargo sampling.
• Any additional safety precautions which may be required during the

handling of a specific cargo.
• Any details about the port or terminal which are relevant to the
operation, e.g. method of communicating to terminal, times of high
and low water, restriction on access to terminal etc.
• Details of any other operations expected during the time in port, e.g.
stores, bunkers, etc.
• Any draft restrictions either on board or at the berth.
• Estimate draft for sailing.
• Maximum / minimum expected trim during the operation.
• The method to be used as a means of secondary escape from the

ship.
• Reference to the fire-fighting procedure to be used.
The majority of the cargo operation plan will be able to be completed prior
to the ship’s arrival at the berth. Some items may however have to be
amended or added when the Chief Officer discusses the operation fully
with the terminal representatives. The fact that some amendments may
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have to be made to the plan in no way detracts from the value of the
original plan.
For some operations it may be possible to use a form of standard plan

where only small amendments or additional information will require to be
added on each occasion it is used. However the use of a standard plan
does not relieve the Master of his responsibility for approving the plan
prior to each cargo operation.
The use of diagrams to complement the written text of any plan can be of
great benefit. Diagrams are particularly useful for showing the cargo
system line-up to be used and for cargo/ballast distribution on board.
All completed plans shall be retained on board.
5.3 Cargo Operation Familiarisation

The Master shall ensure that all new personnel involved in Cargo
Operations are familiar with the following:
1) The location and operation of fire-fighting equipment.
2) The location and operation of safety equipment.
3) Knowledge of emergency procedures.
4) Actions in the event of an emergency.
5) Location and use of medical first aid equipment.
6) Knowledge of Standing Orders.
7) The layout of the cargo system.
8) The operation of cargo system machinery, including stopping and

starting procedures and checks to be made during operation.
9) The operation of the ballast and ballast monitoring system.
10) The operation of the cargo monitoring system.

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11) The procedure and routines to be followed when on watch.
12) The operation of the mooring equipment.
13) The requirements for providing safe access to and from the ship
and provision of a secondary means of escape.
14) Procedures to be followed during cargo sampling.
15) Use of on board communication systems.

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6. KEEPING A SAFE WATCH IN PORT
6.1 Officer of the Watch

A Certificated Deck Officer must be on duty at all times the ship is in port
and acting as Officer of the Watch.
The Master shall decide the composition and duration of the watch,
depending on the conditions of mooring and level of expected workload.
At all times, there must be sufficient personnel on board to handle any
emergency situation.
In keeping a safe watch in port, the Officer of the Watch should carry out
the following functions:
1) Make frequent rounds of the ship to ensure:
• To ensure the security of the moorings. Moorings should be

taut to prevent the ship from ranging or drifting clear of the
jetty. Particular attention should be paid at the change of
tide or worsening weather conditions.
• The correct rigging of the emergency towing wires (fire wires).
• The correct rigging of the gangway and safety net.
• The security of the ship is maintained against unauthorised

personnel.
• To ensure the readiness of the firefighting equipment and life

saving appliances is maintained.
• To ensure the secondary means of escape from the ship in

an emergency is maintained.
2) Ensure that at times of cargo operations, the deck is manned at all

times.
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3) Ensure that other personnel involved in deck operations are fully

aware of their duties and that they understand the actions required
in an emergency situation.
4) Ensure that all cargo and ballast operations are carried out in
accordance with the established plan.
5) Ensure that the ship does not develop excessive list or trim.
6) Ensure that the required underkeel clearance is maintained at all

times.
7) Ensure that smoking regulations are observed.
8) Ensure no persons board the ship without a valid reason and that
their presence on board is monitored at all times by a member of
the crew.
9) Ensure that all Port and Terminal regulations are complied with at
all times.
10) Take every precaution to prevent pollution of the environment by

the ship.
11) On the receipt of a severe weather warning, or at the onset of

severe weather, advise the Master and take all steps necessary to
protect the ship, personnel and cargo.
12) In an emergency situation threatening the safety of the ship or

personnel, raise the alarm, inform the Master and take all possible
actions to prevent damage to the ship or injury to the crew and if
necessary request assistance from the shore authorities or other
ships in the vicinity.
13) Be aware of the state of the ship’s stability so that in the event of
fire, the shore firefighting authority may be advised of the
approximate quantity of water that can be pumped on board without
endangering the ship.
14) The Officer of the Watch must also be observant of other activities
occurring close to the ship, either on the terminal or on another ship
which may create a danger to the ship or its personnel. The
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Master must be informed if a situation exists which may threaten

the safety on board. When possible, assistance should be offered
to other ships or persons in the vicinity who are in distress.
15) The Officer of the Watch is responsible for making entries in the
Deck Log Book and Cargo Operations Log Book. The details of all
cargo and other inport operations should be recorded in the Cargo
Operations Log Book. When this is done only a brief reference
requires to be made in the Deck Log Book.
The entries required to be made in the Cargo Operations Log Book

include but are not limited to:
• The time of all fast.
• The time of cargo arm connection / disconnection and details of the

manifolds used.
• The time of connection / disconnection of any vapour return line.
• The time of starting / stopping purging operations and source of

purging gas.
• Time of starting / stopping gas freeing for entry.
• Time of starting and stopping inert gas system and tanks to which
inert gas is supplied.
• The time of starting / stopping cooldown operations.
• The time of vapour and liquid sampling and details of person

carrying out the sampling.
• Time the ship is ready to load or discharge.
• Time shore is ready for loading / discharging operations to

commence.
• Time the ship commences loading or discharging.

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• Time the ship completes loading or discharging.
• Details of cargo tanks being loaded / discharged.
• Times of switching tanks being loaded or discharged.
• Details of method to load cargo tanks, (i.e. bottom or top loading

spray lines).
• Reason for any delays in cargo operations.
• Times of starting and stopping cargo compressors.
• Times of starting and stopping other items of cargo plant such as

booster pumps, cargo heaters and vapourisers.
• Times of commencing and completing ballasting / de-ballasting

operations together with details of tanks operated.
• Time of introducing any inhibitor together with type and quantity of

inhibitor used. (The use of suppressant is subject to the written
approval of the Ship Managers, the Charterer and/or cargo owner).
• Time and details of cross tank pressure equalisation.
In addition to keeping the above records the Officer of the Watch must
record details of the cargo on a regular basis. These details should be
kept in the Cargo Operations Log Book.
On ships fitted with an active loading computer system an hourly print out
of the cargo system condition cargo level(s), quantities, pressures and
temperatures etc. is acceptable as a record in place of an entry in the
Cargo Operations Log Book. On completion of the operation, computer
print out sheets must be maintained with the Cargo Operations Log Book
to enable reference to the operation at a later date.
The details to be recorded when applicable are:
• The sounding of each cargo tank, - working and non-working tanks.

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• By calculation the quantity of cargo in each tank.
• By calculation the estimated time of completing load / discharge of

each working tank.
• By calculation the estimated time of completing the load / discharge

operation.
• The temperature of each cargo tank.
• The pressure of each cargo tank.
• Current loading on each cargo or booster pump.
• Cargo pump suction and discharge pressures.
• Pressure at the manifold.
• Temperature at the manifold.
• Pressures on cargo lines.
• Minimum pressure attained in each tank during purging operations.
• % by volume or PPM of last cargo vapours when purging.
• % oxygen when gas freeing for entry.
• % oxygen when inerting.
• Pressures at booster pump.
• Temperatures and pressures at cargo heater and vaporiser.
6.2 Change of Officers of the Watch

The Officer of the Watch must not hand over the watch during a period
when a critical cargo operation is taking place such as commencing to
load, topping off, changing tanks etc., unless the Chief Officer is in charge
of the operation and is in addition to the Officer of the Watch. When the
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Chief Officer is in charge of the cargo operation, the change of watch may
only take place with the approval of the Chief Officer.
6.3 Handing/Taking Over the Watch

On handing over the watch the Officer of the Watch shall inform his relief
of all aspects of the cargo operation and other relevant information.
When appropriate this information should include, but is not limited to, the
following:
1) Any additional Standing Orders.
2) Means of communicating with shore personnel.
3) The location and operation of the shore emergency stop system.
4) The line-up of the cargo system and present state of the cargo and
ballast tanks.
5) The status of inert gas system.
6) The maximum loading / discharging rate or line pressure permitted

on the ship and shore.
7) The present loading or discharging rate.
8) The estimated time of finishing working tanks and completion of the

cargo operation.
9) The correct operation of the tank sounding system and any

problems associated with the cargo operation.
10) The draught and trim of the ship.
11) Any other items which may effect the safety of personnel, the ship
or cargo.
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7. CARGO OPERATIONS - GENERAL
7.1 Line Pressure Surges

During cargo handling operations, high pressure surges within the cargo
system must be avoided. When loading great care must be taken when
changing from one tank to another to ensure there is always a passage for
the cargo to an open tank. Henceforth it must always be ensured that
the valve to the next tank is open before closing off the filled tank.
On completion of loading, to avoid pressure build up in cargo lines, one

tank valve on each system is to be left open. If excessive pressure is
built up in a sealed section of piping, it is to be relieved gradually to avoid
a pressure surge.
7.2 Venting
Venting to atmosphere of inert or cargo gases may take place at sea.
Area regulations if any to be observed. Venting to atmosphere in port is
not permitted.
The venting of cargo vapours during loading operations is not permitted.

All such gas must either be returned to shore via the vapour return or
drawn from the tanks, reliquefied and returned to the tanks as liquid.
The rapid dispersion and dilution of any toxic or flammable cargo vapours
vented to atmosphere is essential for safety. Vapours may need to be
diluted many times to bring the concentration below the lower flammable
limit and greater dilution may be necessary to reduce the level below the
threshold limit value.
7.3 Generation of Static Electricity Within Cargo System

All materials, whether solid, liquid or vapour, can generate and retain a
static charge to some extent. The level of charge depends on the
electrical resistance of the material; if it is high, a charge can be built up.
On board it is possible for a static charge to build up in the cargo system
on materials with low resistance, e.g. pipework, that are electrically
insulated from each other.
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In an un-bonded system or in a system in which the bonding has been

removed or damaged static electricity can be generated by:
• Flow of liquid through pipes and valves.
• Flow of liquid/vapour mixtures through spray nozzles.
• Flow of vapour containing foreign particles, e.g. rust, through piping.
A sufficiently large potential difference between the piping system and the
hull may result in a discharging of static electricity which may result in a
discharging of static electricity the spark from which may result in the
ignition of a flammable gas / air mixture.
To minimise the risks of static discharges the cargo system must be

properly bonded through to the hull. This will normally be done by the
fitting of bonding straps at each flange in the cargo pipework and on the
mounting of pumps and valves.
The bonding straps may be made from Steel, Copper or other conducting
material. Copper bonding straps, particularly the type made up by woven
strands can deteriorate over time, with the result that the strap either
disintegrates or fails to conduct.
All bonding arrangements on board must be the subject of regular

inspections with records of the inspections maintained.
When maintenance work is carried out on the cargo system, checks must
be made to ensure that the bonding arrangements have been reinstated
correctly.
7.4 Other Sources of Ignition

7.4.1 Electrical and Mechanical Sparks
Only electrical devices approved for use in explosive atmospheres such

as safety torches and intrinsically safe walkie talkies are to be used in the
cargo area. The use of mobile phones in the cargo area is prohibited.
7.4.2 Electrical Storms (Lightning)

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Cargo operations or the venting of flammable cargo vapours should be

stopped during electrical storms in the immediate vicinity of the ship.
7.5 Inert Gas Operations

7.5.1 Inert Gas Plant Efficiency
During inert gas purging of the cargo tanks, or cargo containment spaces,
frequent sampling of the quality of the gas produced must be carried out
and records maintained. The Officer in charge of this operation should
be fully familiar with the inert gas plant specification, regarding quality and
quantity, and any deviation from the specification must be noted, and the
Engineer responsible immediately informed.
It is the Chief Officer's responsibility to ensure that the necessary test

equipment, as itemised below, is at all times operational.
• Oxygen Analyser (in liaison with Electrical Engineer Officer).
• Dew Point Meter.
• Drager Tubes : (Carbon Monoxide).
Any defects in this equipment should immediately be reported to the

Master and Chief Engineer, so that repairs can be effected. Should ship
staff be unable to make the necessary repairs, the Master should inform
the Ship Managers and advise what assistance is required.
7.5.2 Inerting Cargo System
7.5.2.1 From Fresh Air
Prior to inerting the cargo system the cargo containment spaces shall be
fully inerted to obtain the lowest oxygen reading possible, but not in
excess of 5 % by volume. On completion of inerting, these spaces
should be pressurised to working pressure and gas detection equipment
tested, and found fully operational.
Inerting of the cargo tanks, and pipework system is undertaken primarily to

ensure a non-flammable condition in the subsequent gassing up with the
vapour to be loaded. For this purpose, a reduction in oxygen
concentration to at least 5 % must be carried out.
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Ship produced inert gas purging shall not be carried out prior to loading
Anhydrous Ammonia (NH3), however, it is necessary to ensure that the
system is under dry air or purged with Nitrogen where required. To
achieve this the inert gas driers, when fitted, must be utilised and
sampling carried out to ascertain the dew point.
To ensure the cargo tank is completely inerted, sampling must be

undertaken from every available point within the tank, usually provision is
made to draw samples from the cargo pump sumps, tank bottom, 25%,
50%, and 75% volume level also loading and vapour lines. These points
should be measured, and logged on a regular basis, the tank not being
considered "inerted" until the highest reading is 5% oxygen.
Inert gas being marginally heavier than air should be supplied through the
loading lines, and vented to atmosphere via the vapour line and foremost
mast riser.
Concurrent with inerting cargo tanks all associate pipelines, compressors,

cargo pumps and heaters, should also be inerted. to ensure no part of the
system is overlooked, prior to the commencement of operations a
checklist should be drawn up, and the operation not considered complete
until this list is filled.
To reduce time taken to subsequently "gas up" the tank, the dew point of
the inert gas should be frequently monitored, and every endeavour made
to ensure that it is as low as possible.
7.5.2.2 From Hydrocarbon Atmosphere
Prior to inerting every attempt must be made to ensure that all liquid has
been "boiled off" from the system.
Dependent on the dew point of the inert gas produced, it will be necessary
to warm the tank atmosphere prior to introducing the inert gas. To avoid
unwanted water condensing out of the inert gas, the tank atmosphere
must be tested and the dew point ascertained to be above that produced
by the inert gas plant driers, before starting to introduce inert gas.
Hydrocarbon vapour being heavier, the inert gas must be supplied via the
vapour lines, and exhausted via the loading lines. Inert gas oxygen
content should be closely monitored and if necessary the plant adjusted to
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ensure the minimum output that the plant is capable of producing is

maintained.
During inerting the cargo tanks and system shall be monitored, as

mentioned previously, and if the system is subsequently to be gas freed
using air, inerting shall continue until the tank content is considerably
below the safe maximum as shown in the Flammable Limits diagram.
( See Cargo Hazard Data Sheets in Appendix 1 of the Tanker Safety
Guide, Liquified Gas. )
7.6 Venting and Disposal of Cargo

No venting of cargo vapours or disposal of cargo liquid will take place
without the consent of the Master, and due consideration of the risks
involved.
If at all possible, cargo residues should be retained on board the ship

utilising the deck storage vessels as necessary.
7.6.1 Venting of Cargo Vapours
If cargo is to be vented or disposed of overboard the following procedures

will be followed:
• All fire fighting equipment to be checked and in immediate

readiness.
• Gas detection system to be checked and proved fully operational.
• Fire pump running and pressure on deck main.
• Master informed and his agreement obtained.
• Ship conned to ensure vapours clear ship's side as far forward as

possible.
• An Officer shall monitor the atmosphere around accommodation

decks using a combustible gas indicator. Should any gas reading
be registered all venting operations must be stopped.
Cargo vapour venting is prohibited when:

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• Electrical storms (lightning) are in the vicinity.
• Whilst the ship is alongside or in a restricted anchorage.
In cases of emergency should the Master consider that venting is

necessary while the ship is at an anchorage due consideration shall be
given to additional safety measures, such as operating bridge front sprays.
Wind direction and the proximity of any craft shall be considered. The
Ship Manager shall be informed.
7.6.2 Disposal of Cargo Liquid
Prior to the disposal of cargo liquid overside the following procedures shall
be complied with:
• Fire fighting equipment to be checked and ready for immediate use.
• Gas detection system to be checked and in full operation.
• Fire pump running and the deck main pressurised.
• Liquid is to be disposed of from the manifold area only.
• The discharge hose must be clear of the water and the ship's side
protected by a water curtain.
• Consideration shall be given to the possibility of wind eddies

carrying gas up onto the after deck in way of the accommodation,
and machinery space intakes. Experience indicates that liquid
disposal at slow speed substantially reduces the effect "eddies".
• All other ships must be given a wide berth, and due consideration
must be given to possible dangerous gases being carried by the
wind into the vicinity of the other ships.
• An Officer shall monitor the atmosphere around accommodation

decks using a combustible gas indicator. Should any gas reading
be registered all disposal operations must be stopped.
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Disposal of cargo overside is prohibited when:
• Electrical storms (lightning) are in the vicinity.
• Whilst the ship is at anchor or in restricted waters.
In cases of emergency should the Master consider that disposal of cargo

liquid is necessary while the ship is at an anchorage due consideration
shall be given to additional safety measures, such as operating bridge
front sprays. Wind direction and the proximity of any craft shall be
considered. The Ship Manager shall be informed.
7.7 Purging Cargo System With Cargo Vapour

Hydrocarbon gases are heavier than inert gas and should therefore be
introduced into the cargo tanks via the lower purge grids or loading lines,
the inert gas exhausted via top purge grids or vapour line.
To avoid water condensing out of the IG, which may later cause ice
formation and damage cargo pump bearings, the cargo vapour shall, if
possible, be superheated to a temperature greater than the dew point of
the IG, until the tank is "gassed up" to the 50% level.
Similar to inerting, cargo tank purging shall be monitored, and recorded

with the operation not considered complete until the hydrocarbon readings
are 98% by volume, or a greater value if specified by the loading terminal.
Testing of the hydrocarbon vapour shall be carried out using a Gascope,

which has been checked for the gas being sampled. Two such
instruments should be carried, one of which will be desinged for propane
the other for butane. The Chief Officer will ensure that these instruments
are at all times ready for use, and as laid down elsewhere, regularly tested.
The venting of IG and IG / hydrocarbon mixtures are regularly carried out

whilst the ship is at anchor, and is considered safe practice. However, all
safety precautions, as covered in cargo venting should be closely followed.
During cargo tank "gassing up", gassing up of the remainder of the cargo
system should also be progressed.
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If at all possible, series purging will be carried out whilst "gassing up".
7.8 Cool Down of Cargo System

Coolant is either loaded into the deck storage vessels or into a designated
tank after vapour purge has taken place. The individual ship's Operation
Manual will stipulate the method which must be followed at all times.
During cool down a log must be kept itemising time scale and containment
space (void space) probe and pressures.
As far as possible the cool down rate should be kept uniform, by adjusting
the spray valves, to ensure that the stipulated maximums are not
exceeded.
When temperatures approach zero degrees centigrade the cargo pumps

must be dosed with methanol to ensure against ice build up and in the
case of deepwell cargo pumps, these should be turned by hand.
If the ship is fitted with submerged pumps, these pumps should be test
run immediately the cargo level reaches an acceptable level, as defined
by manufacturers' instructions. Should this not be possible during cool
down, then it will be carried out as soon as possible after commencement
of loading.
Methanol should NOT be used with Ammonia.
Whilst during cool down or any other time the cargo tank pressures should
NOT be allowed to exceed 85% of the vapour relief valve settings.
The tank pressure should be controlled by the use of the liquefaction plant,
or use of the shore vapour return line if applicable. Venting of cargo to
reduce tank pressures is not to take place alongside loading berths, or at
any time unless in an emergency with the Master's consent, and if
considered necessary the previously mentioned precautions must be
strictly followed.
7.9 Anhydrous Ammonia

Ammonia vapour density being less than air, the vapour shall be supplied
to the upper part of the cargo tank, and exhausted from the bottom.
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The ignition energy of Ammonia being approximately 600 times that of

other liquefied gases is not considered to present a particularly high risk of
ignition, and in consequence is permissible to be mixed with air. However,
as it is not entirely impossible to ignite an Ammonia / air mixture all other
safety precautions carried out in respect of LPG cargoes must be followed.
The main danger in handling Ammonia is its toxicity, and its attraction to
moisture. Quite small concentrations will be readily detectable by the
human nose, the threshold limit value being only 25 ppm. (LPG TLV 1000
ppm). Ammonia inhalation causes irritation to the respiratory system, and
prolonged exposure can cause serious permanent damage. Although, it
is possible to purge air / Ammonia mixtures whilst at anchor, very careful
consideration must be given to vapour dispersion to ensure the after
accommodation and machinery spaces are at all times clear of Ammonia
vapour. Unless other considerations make it impossible, purging with
Ammonia should always take place utilising shore vapour return, or
underway on completion of loading the purge, and coolant.
Sampling will be carried out as per LPG purges, however, a specialised

instrument called a Bunte Burrette must be used.
7.10 LPG Change of Grade Propane/Butane

7.10.1 General
Frequently the only major grade changes encountered by LPG vessels are
when they have been on a voyage with 3 tanks Propane, 1 tank Butane
and receive orders for the next voyage to load 3 tanks Butane and 1 tank
Propane, then on completion of that voyage they revert to the original
configuration. This involves change of grade in 2 tanks on the ballast
passage. There are occasional grade changes involving one tank only on
consecutive voyages and the following guidelines should be followed in
these cases also.
7.10.2 Propane Loading
The term “fully cooled ready to load” means:
• The cargo tank bottom is cooled down to a maximum of -39

Celsius and the maximum mean temperature above the mid -
depth of the cargo tank, in the range between two - thirds and three
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- quarters of the Maximum Allowable Tank Filling Level (MATFL),

excluding any temperature indicated in the cargo tank dome vapour
space, in no warmer than -25C
The cargo tank pressure is to be no more than 70MB on arrival at

the berth.
7.10.3 Butane loading
The term “fully cooled ready to load” means:
• The cargo tank bottom is cooled down to a maximum of 0 Celsius

and the maximum mean temperature above the mid depth of the
cargo tank, in the range between two thirds and three quarters of
the MATFL and excluding any temperature indicated in the cargo
tank dome vapour space, no warmer than + 14C.
Cargo tank pressure is to be no more than 70 mb on arrival at the

berth.
7.10.4 Changing Propane tanks to Butane
There are two possible ways to change two Propane tanks to receive
Butane.
• The first is to be utilised only if there is insufficient Butane retained

on board to allow the complete or partial displacement of the
propane vapour by Butane vapour. The method is to merely
puddle heat the Propane liquid heel and to reliquify the resulting
excess vapour into the remaining Propane tank, on completion the
excess propane can be pumped into the deck pressure vessel,
according to the filling table in the cargo operations manual, and
ensuring that there is sufficient coolant left in the remaining
Propane tank so that it will be fully cooled on arrival Kuwait. On
completion of this operation the tanks are hot gassed until they are
approximately -5 degrees average vapour temperature, the tanks
are then ready to load the Butane.
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• The second method must be utilised when there is sufficient

Butane retained on board to partially or fully replace the propane
atmosphere in the tanks to be changed. In this method the
Propane heel is puddle heated and, as before, the resultant vapour
is reliquified to the remaining Propane tank. The tanks are
warmed up to approx. zero degrees and Butane vapour is then
introduced to the bottom of the tanks, the Butane vapour is
generated either by liquid through the vaporiser or by puddle
heating the Butane heel and thus generating Butane vapour. The
propane vapour is drawn from the top of the tanks and is reliquified
to the remaining Propane tank, the interface between the Propane
and Butane is easily detectable by monitoring the condensing
pressure in the reliquifaction plant or the temperature after the
expansion valve. It is particularly important that the interface is
carefully monitored because if the recovered Propane is heavily
contaminated with Butane it will be difficult to fully cool the tanks
when they have to be converted back to propane carriage, indeed it
is preferable to vent the Propane / Butane mix at the interface
rather than save it. Once all the Propane has been consolidated in
the remaining Propane tank, transfer the available Propane liquid to
the pressure vessel by pump. Finally the tanks are to be cooled
ready to load.
• It is important that if the pressure vessel does not have sufficient

capacity for the quantity of Propane that is recoverable from the
tanks, then the excess Propane is retained in the Propane cargo
tank. If there is a large excess of Propane remaining then the
Charterer should be informed of the amount that can be added to
the Bill of Lading, but the ship must retain sufficient to convert the
two tanks back to Propane and cool them after the completion of
the Turkish voyage.
7.10.5 Changing Butane tanks to Propane
• On departure from the discharge port, the heel in the butane tanks
to be changed should be puddle heated and the resulting vapour
reliquified back to the remaining Butane cargo tank. If there is a
large amount of Butane recovered, the Charterer should be
informed so that they can add the excess to the Bill of Lading.
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• Propane from the pressure vessel is to be passed through the

vaporiser and the vapour is to enter the top of the tanks to be
changed, the Butane is to be removed from the bottom of the tanks,
reliquefied and returned to the designated Butane cargo tank, the
interface between the Butane and Propane is readily detectable by
observing the condensing pressure on the reliquifaction plant or the
temperature after the expansion valve. If there is insufficient
propane in the pressure vessel to fully change the atmosphere of
the tanks, then liquid or vapour can be taken from the designated
propane cargo tank.
• When the atmosphere in the tanks has been changed to Propane

then Propane liquid, from the reliquifaction plant or by cargo pump
is to be sprayed into the top of the tank until it is fully cooled ready
for loading.
• If there is insufficient Propane retained after discharge, either to

fully change the atmosphere in the cargo tanks or to fully cool them
ready for loading, then the Charterer is to be informed that the ship
will require coolant at the load port and that it will have to go off the
berth to cool down.
• In order to avoid having to take coolant, when possible, prior to

loading for Turkey the Master is to inform the Charterer of the
approximately amount of Propane that the ship will need to retain,
to fully prepare the tanks for the next voyage, so that the Bill of
Lading can be adjusted accordingly.
• It must be stressed that if, for any reason, the Master believes that
the ship will be unable to fully achieve the required arrival
temperatures and pressures, the Ship Managers and Charterer
must be informed as early as possible, in order to either arrange
coolant or an indemnity against delays due to high tank pressures
during loading.
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8. OPERATIONS AT A MARINE TERMINAL
8.1 General
8.1.1 Pre Arrival Checks And Procedures
Prior to arrival at a loading or discharging berth safety and cargo

equipment should be checked including a test of the deck spray system.
Where possible and certainly before arrival at a discharge port the cargo
pipelines should be pressure tested, compressors confirmed fully
operational and pumps tested. This testing should take place as early as
practicable in the voyage to ensure that if faults are detected there is
sufficient time to effect repairs. At some terminals the Master may have
to confirm all systems are operational or report any known defects. The
Master shall fully co-operate with reasonable requests for applicable
information. Also refer section 8.6.
8.1.2 Berthing Requirements
Prior to arrival, the Master shall request from the terminal or local agent
information, (if not already on board), regarding operational criteria while
alongside the berth.
8.1.3 Pre-Operation Checks And Procedures
Prior to any cargo operation the Chief Officer shall ensure that the ship
has been fully prepared. A considerable amount of preparation work can
be carried out prior to the ship's arrival at the terminal. The delay time at
the terminal due to ship related delays is to be kept to a minimum.
8.2 Cargo Loading Procedures

8.2.1 Pre- loading
Prior to commencement of loading the following conditions must be in

force:

readiness.
• Gas detection system to be checked and proven fully operational.

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• A loading plan drawn up and approved by the Master, and

circulated to other heads of department, and cargo operational
personnel. The Chief Officer shall inform the Chief Engineer as to
the expected cargo plant utilization during the loading, so that the
Chief Engineer can ensure sufficient electrical power is available.
• Cargo tanks fully cooled down and pressures less than 60% of
vapour relief valve settings.
• Void spaces inerted and pressurised.
• Main engines must be fully operational and remain so throughout

the duration of loading.
• The accommodation vent fans to be set to recirculation.
• All unconnected manifolds to be shut, with blanks securely fitted.
• Remote operated dry powder monitor, if fitted, to be directed

towards manifolds in use, and all manually controlled valves open.
• Smoking regulations broadcast to all personnel and designated

smoking areas indicated.
• Communications established and tested with Loading Master.
• Prior to arrival at load port the Master is to ensure that the

emergency shut down and water spray systems have been tested
and found in working order.
• Should the ship be loading Ammonia the offshore lifeboat will be

lowered to the Embarkation Deck and made ready for lowering.
Prior to arrival at the load port all crew should be exercised at
abandoning the ship under gas atmosphere conditions, including
the use of Escape Breathing Apparatus.
8.2.2 Liaison With Shore
Prior to any loading operations taking place the Master must ensure that
the following has been discussed and agreed with the shore loading
representative:
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• Shore personnel have been briefed and cargo loading plan agreed,
safety and emergency provisions discussed.
• Quantities and grades to be loaded agreed.
• Quality of grades to be loaded are as per Charterers' loading

instructions, and within ship's cargo carrying specifications.
• Cargo tanks shall not be loaded in excess of 98% volume.
• Manifold designation clearly indicated.
• Method of line purging agreed.
• Loading rates specified, and periods of slow loading, and notice

required for reducing rates and final completion of cargo finalised.
• Use of vapour return confirmed and established if vapour is to be

directed to shore tanks or flare. If vapour is to be flared, determine
whether this to be charged against ship.
• Designated loading manifolds fitted with filters.
• Determine whether Early Departure Procedure is to be used, and if

this in accordance with Charterers'/ Manager’s instructions. Refer
Section 12 of this manual.
8.2.3 Loading Arm Connection/Disconnection
Whilst shore personnel are connecting the loading arms, the Master is to
ensure that:
• A competent officer, and at least one AB is in attendance within the

manifold area.
• Communications established between the officer in attendance at

the manifold, and the Cargo Control Room.
• The fire pump running and at least two fire hoses, fitted with spray /
jet nozzles run out and pressurised, in the vicinity of the manifold.
• The Officer stationed at the manifold to be fully briefed as to the

action required to contain liquid spillages.
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• All manifold valves are shut, and controls placed in the local mode,
to prevent accidental opening prior to connection.
• Inerting and purging takes place according to the procedure laid

down in the Cargo Handling Manual, or in line with Terminal
Regulations.
8.2.4 Operating Envelope
Prior to commencement of cargo transfer the maximum permissible

movement of the ship on the berth within the operating envelope of the
hard arm or hoses should be clearly established.
Modern hard arms are normally equipped with pre-alarms and emergency
alarms indicating the limits of apex and slewing angles. Such alarms may
be connected into emergency shutdown systems.
If no alarms are fitted, precautionary measures should be agreed by ship

and terminal to give early warning before a critical situation is reached.
For the integrity of cargo hoses and hard arms it is imperative that
mooring lines are kept properly tended whilst the ship is alongside.
8.2.5 Sampling and Cargo Measurement
Prior to loading and discharge, samples of cargo tank atmosphere or

cargo vapour and liquid should normally be taken.
Following loading, before discharging, and before and after any cargo
transfer operation on board the quantity of cargo must be measured and
calculated.
Samples of vapour or liquid will normally be drawn by a shore cargo

surveyor or terminal representative. The shore cargo surveyor may
represent only the shipper / receiver of the cargo or may on occasions
jointly represent the shipper / receiver and the owner of the ship. When a
surveyor boards the ship it should be established whom he represents.
A ship’s Officer must accompany any surveyor during sampling.
The Officer is responsible for the surveyor’s safety while on deck. The
surveyor is required to observe all safety procedures and precautions
while on board.
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8.3 Loading Cargo

Initially the cargo loading rate will be restricted to ensure complete cool
down of the pipeline system, and to allow a thorough inspection of the
system for leaks and to ensure the cargo is entering designated tanks only.
Should more than one grade be loading concurrently, the commencement
of loading of the second grade should be delayed until the above
mentioned inspections have been carried out, and the integrity of the
cargo segregation proved.
The tank pressures shall be maintained below 85% of the Vapour Relief
Valve settings, by utilising all available reliquification units, the vapour
return line to ashore (if vapour being returned to the shore tanks), and if
necessary reducing loading rates or suspending loading.
Whilst alongside the berth the cargo condenser incondensible gases auto
vents shall remain closed.
Due regard shall be paid to the ship's stability, and to reduce free surface
effect the cargo tank levelling valves shall be kept closed, and the liquid
level, port and starboard, will be as far as possible be kept equal.
The Officer of the Watch shall maintain a cargo watch within the cargo
control room, however, he should also make frequent visits to the deck
and moorings.
The external cargo alarm siren shall be in operation whilst the ship is
alongside, and until the Bridge is manned and cargo alarm panel activated.
8.3.1 Recording
At hourly intervals a time log, which must contain the following shall be
maintained:
• Liquid levels in cargo tanks.
• Volumes in tanks.
• Loading rates.
• Tank pressure.
• Tank temperatures, top, bottom & centre.

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• Loading temperature measured at manifold.
• Ship's trim.
• All relevant times that will be required for compiling Owners or

Charterers abstracts.
• All requests from ship to shore to vary loading rates, with reasons
for such requests.
• Opening and closing of shore vapour return line.
• Notice given to shore prior to completing loading.
• Operation of reliquification plant.
• Control and emergency shut down pneumatic or hydraulic

pressures.
8.3.2 Letters of Protest
To protect Charterers and Owners interests it is most important that

Letters of Protest are lodged with the cargo suppliers during loading,
whenever the Master considers this necessary. To ascertain when it is
necessary to lodge protest the Master must exercise an active interest in
all cargo operations.
Letters of Protest should also be lodged under the following conditions:
• Cargo quantity as advised by suppliers is less than that requested

by the ship.
• Cargo loading temperature is significantly higher than equilibrium

temperature at atmospheric pressure.
• If during loading, tank pressures are unusually high, indicating that

the cargo may contain incondensible gases.
• If a loading / discharge rate restriction is imposed by shore. i.e. less

than the nominal ship pumping rate.
• Cargo suppliers / receivers restrict the number of grades that can

be handled concurrently.
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• Ships calculated cargo loaded figure is less than the B/L figure by
more than 0.2%.
• In accordance with Charterer’s/ Manager’s instructions.
Certain ports will not allow the Master to lodge protest, and if the Master
insists may prevent the ship sailing. Should these circumstances prevail,
the Master should seek advice from the Ship Managers.
8.3.3 Ship to Ship Cargo Transfer
Ships required to conduct Ship to Ship transfer Operations shall be guided

by the latest edition available on board of the ICS / OCIMF Ship to Ship
transfer Guide (Petroleum / Liquefied Gas) as appropriate.
In addition to the above document when requested by Charterer’s/THE

SHIP MANAGERS may conduct own Ship to Ship Transfer Operations, in
which case ships involved will be provided with specific THE SHIP
MANAGERS instructions and procedures.
8.3.3.1 Transfer of Volatile Cargoes
Ship to ship transfers of volatile cargoes are only to be undertaken:
1. With the Ship Manager’s full knowledge and approval.
2. When the Master is satisfied that all measures have been taken to
ensure the safety of his ship.
3. That the transfer hose has been checked either electrically

continuous with the flange earthed, or positively non-continuous
with at least one hose length of non-continuous hose.
8.3.4 Ship to Barge Transfer
When loading from, or discharging to a barge, the barge should remain

along side only for the time of the actual cargo transfer. On completion of
the operation all barges must be un-moored. If volatile cargoes are being
transferred axes should be kept ready to sever the moorings in the event
of fire.
All moorings, except one, should be fibre. The remaining one should be
wire for the reason that should there be a fire then the fibre moorings can
be broken and the barge allowed to drop clear to await assistance from
the shore. If possible the barge should not be totally cast adrift to cause
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a hazard to other craft and property but is to the Master's discretion should
he feel there is less risk by doing so.
8.4 Loaded Passage

Many cargoes loaded into LPG carriers will be described in the Bill of
Lading as Fully Refrigerated, this term refers to the cargo being at its
atmospheric boiling temperature, and must therefore be maintained in this
condition until finally discharged to the cargo consignee. Carriage and
discharge of liquefied gases at atmospheric pressure presents difficulties,
therefore it has become accepted practice that the cargo will be still
considered "Fully Refrigerated" if its temperature is maintained such that
the vapour pressure does not exceed 50 millibars.
Care must be exercised to ensure that the pressure in the cargo tanks is
always positive, and the effect of changing atmospheric conditions must
be borne in mind. Unless written instructions are received from
Charterers, Consignees, or Owners to the contrary, it must always be
assumed that the cargo must be discharged as described in the Bills of
Lading.
8.5 Operation of the Reliquification Plant

Full information regarding the capacity of this plant would be contained in
the ship's Operating Manual, as will the ship's cargo tank insulation
designed efficiency. It is important that the Master, and the Officer in
charge of the cargo handling be fully conversant with this information, also
its relevance to the maintenance of the required cargo temperature.
Also reference to the cargo Mollierre Diagrams, or Physical Properties

Tables should be made, and with reference to the ship's reliquification
plant capacity, to ascertain the utilization to reduce and then maintain the
cargo to the required temperature.
In general however, it is considered advisable to, immediately on sailing

from load port to run the reliquification plant at 100% capacity until the
desired temperature/pressure is achieved. Thereafter sufficient capacity
shall be used to maintain this condition. This allows for possible loss of
refrigerating capacity due breakdowns, and down time for maintenance in
the latter part of the voyage.
To reduce machinery running hours, and fuel consumption, it is essential

that the plant is run as efficiently as possible. All personnel concerned
with cargo handling should be well conversant with the design parameters
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of the plant, and make every effort to ensure these are achieved. Defects
in the plant should be reported to the Chief Engineer, who shall likewise
liaise with the Chief Officer and Master if any defect will be likely to effect
the safe or efficient handling of the cargo.
8.6 On Voyage Checks

Prior to arrival at disport all cargo pumps, valves, gauges and safety
equipment must be tested, and if necessary made fully operational.
Pipelines shall be pressure tested. The fact that these tests / checks
have been carried out shall be entered into the Bridge and Cargo Log
Books.
8.7 Incondensibles
Incondensibles are either traces of inert gases, either from ship or shore
tanks, or impurities in the cargo, the vapour of which the reliquified plant
cannot process.
The presence of these gases will be evident when the LPG condenser
pressure is in excess of the specified range for the product being handled.
There is no alternative but to vent these incondensibles to atmosphere,

which should be done utilising the auto incondensible ventilation system
fitted onto the LPG condensers.
It will also be possible to detect unacceptably high concentrations of

incondensibles whilst loading, the tank pressures being very high, whilst
loading temperatures are normal, or indeed lower than normal. Should
this be the case immediate protest should be noted, and the Cargo
Surveyor requested to take vapour samples.
8.8 Cargo Discharge Procedures

8.8.1 Pre Discharge
Prior to commencement of discharge the following conditions must be in

force:

readiness.
• Gas detection system to be checked and proven fully operational.

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• A discharge plan drawn up and approved by the Master, and

circulated to other heads of department, and cargo operational
personnel. The Chief Officer shall inform the Chief Engineer as to
the expected cargo plant utilization during the loading, so that the
Chief Engineer can ensure sufficient electrical power is available.
• Void spaces inerted and pressurised.
• Main engines must be fully operational and remain so throughout

the duration of discharge. In exceptional circumstances, and with
the Ship Manager’s and Terminal permission, short periods of
immobilisation of main engine may take place, should this in the
Master's opinion be safe. Prior to applying for such permission to
immobilise the Master must take all factors into consideration
including weather, availability of tugs, shore fire fighting capacity
and if it is absolutely necessary.
• The accommodation vent fans to be set to ‘Recirculation’.
• All unconnected manifolds to be shut, with blanks securely fitted.
• Remote operated dry powder monitor to be directed towards

manifold in use and all manually controlled valves open.
• Smoking regulations broadcast to all personnel, and designated

smoking areas indicated.
• Communications established, and tested with the Loading Master.
• Prior to arrival at disport the Master is to ensure that the emergency

shut down, and water spray systems have been tested and found in
working order.
• Should ship be discharging Ammonia the off shore lifeboat will be

lowered to the Embarkation Deck and made ready for lowering.
Prior to arrival at disport all crew should be exercised at
‘Abandoning the Ship under a Gas Atmosphere Conditions’,
including the use of Escape Breathing Apparatus.
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• Bills of Lading presented or written permission received from

Charterers or Owners, giving Master's instructions to discharge
without presentation of such.
8.8.2 Liaison With Shore
Prior to any discharging operations taking place the Master must ensure
that the following has been discussed and agreed with the shore
representatives:
• Shore personnel have been briefed and cargo discharging plan

agreed, safety and emergency provisions discussed.
• Quantities and grades to be discharging agreed.
• Quality of grades to be discharged are as per Charterers' loading

instructions, and within ship's cargo carrying specifications.
• Manifold designation clearly indicated.
• Method of line purging agreed.
• Discharging rates specified, periods of slow pumping, notice

required for reducing rates, and final completion of cargo finalised.
• Use of vapour return confirmed.
8.8.3 Loading Arm Connection / Disconnection
Whilst shore personnel are connecting the discharge arms, the Master is
to ensure that:
• A competent Officer, and at least one AB is in attendance within the

manifold area.
• Communications established between the Officer in attendance at

the manifold, and the Cargo Control Room.
• The fire pump running and at least two fire hoses, fitted with spray /
jet nozzles run out and pressurised, in the vicinity of the manifold.
• The Officer stationed at the manifold to be fully briefed as to the

action required to contain liquid spillages.
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• All manifold valves are shut, and controls placed in the local mode,
to prevent accidental opening prior to connections.
• Inerting and purging takes place according to the procedure laid

down in the Cargo Handling Manual, or in line with Terminal
Regulations.
8.8.4 Discharging
Initially the cargo discharge rate will be restricted to ensure complete cool
down of the pipeline system, and to allow a thorough inspection of the
system for leaks and to ensure the cargo is being pumped from
designated tanks only. Should more than one grade be discharged
concurrently, the commencement of discharge of the second grade should
be delayed until the above mentioned inspections have been carried out,
and the integrity of the cargo segregation proved.
It is the Ship Manager’s policy that the discharge shall be carried out as
safely and expeditiously as possible. With this goal in mind the following
factors should be considered when planning cargo discharge:
• Trim, stress and stability.
• Pipeline diameters and permissible flow rates.
• Cargo pump capacities, as per Performance Curves.
• Charter Party or contractual performance requirements.
• Use of booster pumps, should expected shore back pressure

approach cargo pump maximum.
• Necessity of utilising heater / vapouriser, if fitted, to maintain cargo

tank pressure. Generating pressure in the tanks by recirculating
cargo through the spray lines, greatly reduces discharge rates, and
should only be carried out if the shore has imposed restrictions on
the rate.
• The Officer of the Watch shall maintain a cargo watch within the
Cargo Control Room, however, he should also make frequent visits
to the deck, and moorings.
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• The external cargo alarm siren shall be in operation at all times the
ship is alongside and the bridge is unmanned.
8.8.5 Recording
At hourly intervals a time log, which must contain the following shall be
maintained:
• Liquid levels in cargo tanks.
• Volumes in tanks.
• Discharge rates.
• Cargo pump operations.
• Pump AMPS, discharge pressure and RPM as applicable.
• Tank pressure.
• Tank temperatures, top, bottom and centre.
• Back pressure and temperature measured at manifold.
• Ship's trim.
• All relevant times that will be required for compiling Owners' or

Charterers' abstracts.
• All requests from ship or shore to vary loading rates, with reasons
for such requests.
• Opening and closing of shore vapour return line.
• Notice given to shore prior to completing discharge.
• Operation of Reliquification Plant or Vapouriser.
• Control and Emergency Shut Down, pneumatic or hydraulic

pressures.
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8.8.6 Letters of Protest
To protect Charterers and Owners interests it is most important that

"Letters of Protest" are lodged with the cargo suppliers during discharge,
whenever the Master considers this necessary to lodge protest the Master
must exercise an active interests in all cargo operations.
Letters of Protest should also be lodged under following conditions:
• A loading / discharge rate restriction imposed by shore.
• Cargo suppliers / receivers restrict the number of grades that can

• Excessive Back pressure experienced. (Unless Charter Party states

otherwise, ship's discharge rate is calculated on maintaining a back
pressure of 100 lbs sq inch (6.5 bars) at the manifold.)
• In accordance with Charterer’s/ the Ship Manager’s instructions.
• Cargo quantity, calculated on board, indicates an intransit loss

exceeding 0.5%.
• Draught restrictions on berth, or approaches to port, delays ship’s

turn round.
8.8.7 Coolant
The Master should ensure that liquid residues retained on board at

completion of discharge, are sufficient to enable the ship to arrive at a
subsequent loading port in a fully cooled down condition.
Prior to completion of discharge the Master should liaise with the Ship
Manager’s and Charterers as to their requirements regarding retaining
additional coolant, to cover possible cargo changeovers.
It is the Ship Manager’s policy to fully utilise the Deck Storage Vessels for
the retention of coolant/purge gas, to facilitate pre-arrival tank preparation
and cargo changeovers.
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LPG Cargo System Preparation
Next Cargo
Present Propane Butane Propane Butadiene Ammonia Air IG
cargo Butane
Mix
Propane Nil 1 Nil 1,10,4,9 1,5,7,3,9 1,5,7 1.5
Butanes 1,3,9 Nil 2,9 1,10,4,9 1,5,7,3,9 1,5,7 1,5
Propane 1,3,9 2 Nil 1,10,4,9 1,5,7,3,9 1,5,7 1,5

Butane Mix
Butadiene 1,5,4,9 1,5,4,9 1,5,4,9 Nil 1,5,7,3,9 1,5,7 1,5
Ammonia 1,8,6,4,9 1,8,6,4,9 1,8,6,4,9 1,8,10,4,9 Nil 1,8,7 1,8,7,6
Air 6,4,9 6,4,9 6,4,9 10,4,9 7,3,9 Nil 6
Inert Gas 4,9 4,9 4,9 Nil 7,3,9 7 Nil
1) Boil off liquid residue and blow down to atmosphere . (Retain maximum vapour by
reliquefying to other cargo tank or deck service vessel.
2) Boil off liquid residue if requires, or in the absence of any other specific instructions.
3) Purge tanks with vapour of cargo to be loaded - introduced at top of tank.
4) Purge tanks with vapour of cargo to be loaded - introduced at bottom of tank.
5) Inert by introduction of dry inert gas at top of tank.
6) Inert by introduction of dry inert gas at bottom of tank.
7) Ventilate tank by introducing dry air at top of tank.
8) Ventilate tank by introducing dry air at bottom of plant.
9) Reduce tank temperature using reliquefaction plant.
10) Purge with dry Nitrogen from shore, until oxygen level acceptable to shippers.
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8.9 Ballasting and Deballasting

During the loading and discharging operations it will probably be
necessary to ballast or deballast the ship. The ballasting / deballasting
operation must be included in the cargo operation plan. Detailed in the
plan should be the tanks to be operated, the time in the cargo operation
the ballast system is to be operated and the amount of ballast to be
handled.
During any ballast or deballast operations the reduction in the ships

stability due to free surface effect in slack ballast or cargo tanks should be
considered. The number of slack tanks should be kept to a minimum.
The loss of stability due to free surface effect must be taken into account
during the planning of any cargo operation. In cargo tanks the magnitude
of the free surface effect may depend upon the shape of the tank and the
level of cargo.
When the ship is to proceed on a ballast voyage, or a voyage in a partly

loaded condition, then the amount of ballast taken on must be sufficient to
ensure that the draught of the ship, particularly forward, is great enough
for the weather conditions to be encountered on passage.
Consideration must also be given to the carriage of ballast which may be

contaminated.
8.10 Trim, List, Stability and Stress

The stress and stability limitations for the ship should not be exceeded at
any time.
During any cargo operation the ship should not be permitted to take on
any excessive list or trim.
During any cargo operation the ship is to remain in a fully manoeuvrable

condition and be able to vacate the berth at very short notice. This
includes maintaining the rudder and propeller and any thruster tunnels at
the required levels of immersion to enable satisfactory operation.
The draft forward should never be less than that required for an
emergency fire pump, located forward, to be able to obtain and maintain
suction from sea, unless an alternative water supply to the suction is
available on board.
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9. CARGO SAMPLING
9.1 Sampling Equipment and Procedures

9.1.1 Shipboard Equipment
Cargo tanks are normally fitted with at least three independent sampling
lines:
1) Line extended from external sampling point to the bottom of the

cargo tank.
2) Line extended from external sampling point to the middle height of

the cargo tank.
3) Line extended from external sampling point to the top (about 98%
of total tank height) of the tank.
Sampling points on the tank dome present a stainless steel connection for
the sample container.
9.1.2 Shore Equipment
As indicated two types of samples can be taken to analyse liquefied gas

cargo:
1) A sample of the vapour phase (cargo or cargo tank atmosphere).
2) A sample of the liquefied gas.
To take the above sample, the following equipment can be used:
1) Pressure bottles with either one or two valves.
2) Rubber or plastic sample bags.
3) Glass pipettes.
The method of sampling and equipment to be used may vary according to

the cargo to be sampled and the pressure and temperature at which such
cargo is carried.
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9.2 Considerations on Equipment and Procedures

It is recognised that the greatest potential hazards from sampling occur
when attempts are made to connect basically incompatible standards of
ship / terminal equipment.
The following recommendations are issued:
1) Standard for sampling connection fittings. Ship’s tank sampling

points should present a stainless steel pipe with an approved
female parallel thread connector. The connection is specified
female to provide best protection to the thread and the pipe should
be such as to ensure that the connection is robust enough to
withstand marine service and up to 3.5 kg weight of sample cylinder.
2) It is recommended that sampling connection is isolated by two

valves 25mm apart to permit access and as a precaution against
hydrate formation at the primary valve. They should be adequately
supported and back welded or otherwise locked.
3) There should be a clear space around the stub piece sample

connection to allow for spanner access to the connection nut.
4) Overall consideration must be given to personnel access and

attachment of sampling equipment.
5) Sample containers. Construction of sample containers should be

to a recognised standard and of material suitable for the gas to be
handled.
For obtaining samples from ships the following design features are
recommended:
1) Containers should be fitted with inlet and outlet valves to permit

“throughflow” purging with suitable inert gas prior to use. (Helium
is recommended as being most suitable for use with gas
chromatography analysis).
2) A T-piece connection with bleed valve should be attached to the

sample container inlet valve ending in an approved metric threaded,
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male, swivelled, sampling stub for presentation to ship’s sampling

point. (The bleed valve is recommended in order to depressurise
and therefore prove effectiveness of shut-off valves prior to
disconnection).
Difficulties in connecting the sampling container to the ship’s sampling

point may be met due to different thread standards (metric and imperial)
and accessibility to the sampling point.
It must be appreciated that under no circumstances should the sampling

point be placed under strain whilst taking the sample.
9.3 Procedures Involved in Taking Samples

1) During the sampling process, all personnel involved must wear
appropriate protective equipment. This should include protective
clothing, gloves, goggles and when there is a risk from toxic gas,
breathing apparatus. Personnel observing the sampling procedure
should keep a suitable distance away from the sampling location.
2) As laid down under Chapter 18.1 of the IGC Code, all concerned
are to be properly informed of the nature of the cargo being
handled and the precautions to be observed. This should include
a full description of the physical and chemical properties,
countermeasures against accidental personal contact, firefighting
and other emergency procedures.
This information is available on board in the form of Chemical

Safety Data Sheets as supplied in Appendix 1 of the Tanker Safety
Guide (Liquified Gas ).
3) When drawing liquid samples it is imperative that sufficient ullage

or vapour space is left in the sample container to allow for liquid
expansion due to the temperature increasing to ambient.
Proper ullage will be confirmed if the sample container is held

upright after filling (i.e. ullage tube at the top) and the top valve
opened until only vapour (rather than liquid) is emitted.
4) A responsible officer should be present when any sample is being

drawn from ship’s tanks by a terminal representative or third party
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inspector. The officer should be fully conversant with all aspects of

the ships sampling system including the operational characteristics
of all valves. He should clearly recognise that this duty is to
ensure that sampling is authorised and carried out in a safe manner,
regardless of who is actually performing the sampling operation.
Details of sampling operations shall be recorded in the Cargo Operations

Log Book.
If the Chief Officer has any doubt about the sampling procedures adopted
by an Independent Cargo Inspector he shall immediately inform the
Master, who in turn shall decide whether to file a Letter of Protest to the
cargo owners / shippers. The Master shall issued a Letter of Protest if
the actions of the Independent Cargo Inspector / Terminal representative
may affect the quality of cargo or could give rise to a claim by the
Charterer or cargo owners.
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10. CARGO MEASUREMENT AND CALCULATION
10.1 Principal and Special Considerations for Liquefied Gases

Unlike the majority of bulk liquids carried by sea, liquefied gases are
carried in closed containment systems as boiling liquids in equilibrium with
their vapours. This method of carriage involves the following
considerations which lead to somewhat more complicated measurements
and calculation procedures than in the case of crude oil or petroleum
products.
10.1.1 The Inclusion of Vapour
Ullage spaces at all times, when cargo is in the tank, contain saturated
vapour of the liquid cargo and very little, if any, of other gases. The
vapour may evaporate from, or may condense back into, the liquid during
the process of cargo handling and the containment and handling
processes generally ensure that the vapour is not lost to atmosphere.
The vapour is, therefore, an intrinsic and significant part of the cargo and
must be accounted for in the cargo quantification.
10.1.2 Net Quantities of Cargo Transferred are the Difference Between

“Before” and “After” Quantities
It may be a requirement on completion of discharge to retain on board a

significant quantity of liquid (heel) and its associated vapour to keep tanks
cool on the ballast passage and to provide refrigerant for cooldown before
loading the next cargo. At loading, the new cargo is added to the heel, or,
if the ship has arrived with uncooled tanks, to the product put on board for
tank cooldown purpose. Thus, at both discharging and loading it is
necessary to quantify the ship’s tanks content both before handling and
after handling, in order to ascertain the quantity of cargo discharged or the
quantity of cargo loaded.
10.1.3 Temperature and Liquid Level Measurements
Cargo being loaded might enter in the ship’s tanks at temperatures which
may vary over the loading period. This may be due to cargo being taken
from different shore tanks at varying temperatures, to initial cooling of
shore pipelines or to varying pump and system friction input to the flowing
cargo. Liquefied gases have comparatively large coefficients of volume
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expansion as function of temperature, some three to four times those of

crude oil or other petroleum products. The result in variation in the
density of the arriving cargo may therefore be sufficient to give rise to
some stratification of a ship’s tank content after loading.
A number of temperature sensors provided at different tank levels provide

temperature readings which are to be taken into account in order to
assess more accurately the average temperatures of the liquid and of the
vapour and from which the appropriate temperature corrections may be
applied.
Also, by boil-off or by condensation, a tank’s liquid and vapour content will

adjust themselves to saturated equilibrium; this equilibrium may not be
achieved immediately after loading. It is desirable therefore to delay
cargo measurement and sampling for as long a time as possible subject to
the constraints of ship’s departure, etc.
10.2 Shipboard Measurements Versus Shore Tank

Measurements and Metering
The most common method for determining quantities of gas transferred
between ship and shore or vice versa, is to measure and calculate the
quantities in the ship’s tanks. Ship’s tanks are provided with accurate
measuring equipment which should be regularly checked, and the tanks
themselves are calibrated at a known temperature with tables produced to
determine volume related to depth.
It is customary for newly built ships to have such calibrations attested by

either a Classification Society or a Surveyor from the International
Measurers Association.
In some trades national regulations require cargo measuring equipment to

be accurate to standards provided by the receiver’s Customs Authorities.
Thus, in most cases, “ship’s figures” used to determine cargo quantities

for custody transfer are accurate and reliable, although it is the practice in
many ports for a surveyor to be employed so that measurements and
calculations are verified by an independent third party.
A number of terminals now take measurements in the shore storage tanks

which are used for Bill of Lading quantities. In many respects this is less
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simple than ship measurements, allowance having to be made for

changes which occur to the product between the time of actual
measurement in the shore cargo tanks and its arrival in the ship’s tanks or
the vapour which is forced ashore through the vapour return line by the
incoming cargo. An alternative, used in some terminals are flow meters,
which determine the volume passing a fixed point and hence the quantity
loaded on the tanker and also the quantity of vapours returned ashore.
Such meters must be proved to the accuracy requirements of the Custom
Authorities which has led to difficulties and the slow adoption of this
technique at gas terminals.
For the above reasons, cargo measurements and cargo quantities

calculations at some terminals, are made from ship’s tanks.
When a vapour return line is available, the line is to be connected to ship’s

manifold.
10.3 Filling Limits of Cargo Tanks

To obtain the figure for the maximum filling limit of each cargo tank, as
permitted by the IMO Gas Codes, the Master should consult the ship's
approved loading particulars.
The Master is provided with information detailing the maximum allowable

filling limits for each cargo tank when taking into account the range of
loading temperatures and reference temperatures. The pressures at
which the pressure relief valves are to be set are also stated.
10.4 Calibration Tables

10.4.1 Measurement of Cargo Tank Volumes
The ship is provided with cargo tank calibration tables by means of which
the tank's liquid and vapour volume may be calculated from a
measurement of the liquid level. A calibration table is obtained from
measurements taken at the standard temperature and atmospheric
pressure after the ship is constructed and the basic values given in the
tables normally referred to volume at reference plane (ship upright and
with no trim).
The following additional tables may be provided:

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1) Correction to the gauge readout for temperatures other than the

reference temperature to allow for contraction of the measuring
element.
2) Correction for float buoyancy.
3) Correction to the gauge readout for variation in trim and list

conditions.
4) The total capacity of the tank at various temperatures.
10.4.2 Accuracy of Calibration Tables
Different methods can be used for the calibration of the volume of cargo
tanks, from the geometrical calculation of the volume ex drawing with the
volume of the internal encumbrances (structures, equipment, etc.)
deducted, to the most modern (and accurate) laser measurements.
Calibration tables are to be certified for accuracy by either the ship's Flag
Administration, the Classification Society responsible for the construction
of the ship, or by independent surveyors such as Caleb Brett, SGS
Redwood Saybolt, etc. To be certified, tables should bear an official
stamp and signature of certifying surveyor.
The Master shall ensure that the ship's Certified Calibration Tables are
available for inspection.
10.4.3 Tables
10.4.3.1 Main Tables
These give cumulative volumes in m3 for depth increments of 10 mm

o
above the gauge datum point assuming the containment vessel is at 15 C.
10.4.3.2 Trim Correction
Tank tables are calibrated with the ship upright and with no trim.
Trim correction tables are prepared for each cargo tank and should be
entered with gauge reading and trim, to obtain the correction to be applied
to gauge reading.
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10.4.3.3 Heel Correction
If the ship is listing either on port or starboard side, correction to reading

should be applied. Heel correction tables may be incorporated with the
trim correction tables.
10.4.3.4 Tape Correction
The float gauge tape and materials pass through the cold tank vapour and
depending on the actual temperature will be subject generally to thermal
contraction and therefore measure “short”. For temperatures below the
calibration temperature, a small correction must be added for the reading
of a float type liquid level gauge.
10.4.3.5 Float Correction
The zero of the float gauge is determined by the manufacturers, but is

normally at 50% immersion in liquid, corresponding to the density of the
cargo normally carried (Propane). As the density and temperature vary
so the float will change level from the zero.
Hence a small correction will be required to the liquid level gauge reading.
10.4.3.6 Tank Steel Contraction / Expansion
In the way the cold temperatures in the cargo tank affect the length of the
tape, the entire cargo tank is able to expand and contract as the “cold”
shrinks the tank material.
Cargo tanks calibrated at standard temperature will require a factor to

reduce the volume to reflect the cargo temperature.
10.4.3.7 Final Considerations
It can be seen that the majority of corrections applied to volume and

density are temperature related.
It is therefore of the utmost importance to ensure that temperature

observations are accurate in both liquid and vapour phases. Similarly the
correction for list and trim maybe sizeable and must be accurately applied.
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10.5 Cargo Quantity Measurement

10.5.1 General
Volumes of liquid and vapour in cargo tanks, temperature of the cargo and
pressure into the cargo tank are the basic parameters required for the
measurement and calculation of cargoes.
10.5.1.1 Volumes
As detailed in Section 10.4 above the calibration tables are designed to

give, in addition to the total volume of the tank itself, the volume of the
liquid contained in the cargo tank at any level indicated by the liquid level
gauging device.
10.5.1.2 Temperature
Each cargo tank is provided with at least two devices for indicating cargo
temperatures, one placed at the bottom of the cargo tank and the second
near the top of the tank, below the highest allowable liquid level, as
required by IMO Codes. Most of the tanks are fitted with more than two
sensors, to give also the temperature of the vapour phase.
10.5.1.3 Pressure
The vapour space of each cargo tank is provided with a pressure gauge
which should incorporate an indicator (and alarms) for high and low
pressure alarm.
10.5.2 Measurement of Cargo Volume
The height of liquid level in the cargo tank is given by liquid level gauges.
The IMO Codes require that each cargo tank should be fitted with at least
one liquid level gauging device designed for temperatures within the cargo
operating temperature range. Cargo tank liquid level gauges are closed
devices, which penetrate the tank, but which form part of a closed system
and keep the cargo from being released such as float type systems,
electronic probes, magnetic probes and bubble tank indicators.
The reading of the “sounding height” (liquid level) as read from the liquid
level gauge for each tank is entered into the calibration table.
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Readings from the liquid level gauge can be read either as: ullage: where
the height of the reference point above the liquid surface is measured, or
innage: where the depth of the liquid (height of the liquid level from the
bottom of the tank) is measured.
10.6 Cargo Quantity Calculations Procedure

10.6.1 General
Calculations procedures to arrive finally at the weight-in-air of cargo

delivered or received vary in detail both on shipboard and on shore and it
is not possible or useful here to deal with any variation.
There is unfortunately, no internationally agreed standard but all

calculations procedures should meet the following basic requirements:
1) Account must be taken of product on board before loading or left on

board after discharge.
2) Account must be taken of the vapour quantity in all qualifications.

In determining the contribution of the vapour quantity to the weight-
in-air of the total product quantified, the vapour is assumed to be
liquid.
3) Where direct weighing is not possible, the mass of liquid or vapour

is determined essentially by multiplying the volume (Vo), at a stated
temperature (t), by the density (Dt) at the same temperature. If
volume and density are not physically measured or calculated at
the same temperature, one of the other, or both, of these must be
converted to the same temperature before multiplication.
4) The result of Vt x Dt is mass and may be converted to weight in air

by an appropriate conversion factor found in published tables.
10.6.2 Measurement of Density and its Units
10.6.2.1 Measurement
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Since liquefied gases are boiling liquids, the measurement of their density
requires laboratory facilities or equipment not available on ships. Cargo
liquid density, therefore, is measured on shore and the results are
provided to the ship for its cargo calculation.
10.6.2.2 Units
Density is now most widely given for liquefied gases in kg/m3, kg/dm3
(mtonne/m3) or kg/litre. (For all practical purposes kg/litre is equal to
kg/dm3. 1 litre = 1.000028 dm3).
However, units of relative density, formerly called specific gravity are still
used at some terminals. Relative density is defined as the mass of a
given volume of product at a given temperature divided by the mass of the
same volume of water at a given temperature which may be different from
the temperature given for the product.
The wide definition of relative density requires the knowledge of the

density of pure water at the given water temperature in order to determine
the density of the product.
Thus the relative density 60o/60oF of a product denotes both fluids to be at

the same given temperature of 60oF and may be converted to density at
60oF by multiplying by the density of water at 60oF (999.035 kg/m3).
o o
Similarly, a product’s relative density 15 /4 C may be converted to density
at 15 C by multiplying by the density of water at 4oC (1000.0 kg/m3).
o
10.6.3 Recommended Method of Cargo Calculation
10.6.3.1 General
The basic formula for cargo calculation is:
1) Volume x density = mass
To express the cargo quantity in terms of weight the formula used is:
1) Volume (cu. metres) x kg/litres = weight (Kilos)
The use of mass is recommended as the determined quantity, which

allows density to be used as in formula (1). However, it is customary on
ships to measure cargo in tonnes for draught and deadweight purposes,
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and this has continued into the sale and purchase of liquefied gases. As
a result it is necessary to take account of those factors that differentiate
between ‘mass’ and ‘weight’ of an object, and in the special case of gases
the difference between “weight in air” and “weight in vacuo”.
Mass becomes weight when an accelerating force is applied: this force is

usually gravity (newtons). Thus it can be seen that for different locations
with differing values of gravity, mass remains constant, weight can vary.
Density by definition are factors “in vacuo”. In other words, no allowance

has been made for the effect of the upthrust of air. To determine mass
(or weight) in air either a reduction to the density is necessary or the mass
of the equivalent volume of air must be deducted from the mass of cargo.
In practical terms, although there is a slight difference between the value

of the accelerating force (gravity) and the conversion of Newtons to Kgf,
(which would result in a variation of the numerical values of mass and
weight) this tends to be ignored thus density is regarded as kg/litre “in
vacuo”.
To make allowances for the upthrust of air the factor deducted from the
density of gas is 0.0011. Thus:
Density of purpose @ 15oC 0.5080 kg/litre in vacuo

Factor vacuo to air 0.0011
o
Density (air corrected) @ 15 C 0.5069 kg/litre in air
10.6.3.2 The Volume of Liquefied Gas Cargo
The volume of a liquefied gas cargo consists of two elements:
1) Liquid
2) Vapour
The volumes of liquid and vapour can easily be determined but to

determine their mass requires a different technique. The mass of the
liquid can be derived by using the following formula:
Vt x Dt = Mass
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To obtain the total mass of the cargo, the liquid equivalent of the volume
of vapour needs to be calculated; or alternatively, as recommended by
I.P., the mass of the liquid equivalent can be found by the following
formula:
(1) M = Vvap x Ts xPvap x Mm

Tvap Ps 1
Where:
M = mass (kg)
Vvap = Volume of vapour
Ts = Standard temperature 288oK (15oC)
Tvap = Average temperature of vapour in K
Pvap = Pressure in vapour space (bar Absolute)
Ps = Standard pressure (1.013 bar)
Mm = Molecular mass of vapour (kg/kmol)
I = Ideal gaseous molar volume at the standard temperature
o
(288 K) and pressure (1.013 bar)
= 23.6451 m3/kmol.
10.6.3.3 Total Cargo Measurement
Thus to determine the total amount of cargo on board at each

measurement stage in tonnes weight:
1) Correct density for upthrust of air to provide kg/litre factor.
2) Volume of liquid x density (air corrected) = Weight.
3) 100% tank volume - Volume of Liquid = Volume of Vapour.
4) Weight of Vapours (Formula (1) above)
V. Vap x TS x Pvap x Mm = Weight of vapours

Tvap Ps I
Point 2. + Point 4. = Total cargo weight.
To be correct, all elements of each calculation must be at the same

o
temperature, and it is customary for calculations to be made at 15 C.
10.6.3.4 Units of Measurement

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Whilst measurement and calculation have been described in terms of

metric units it is quite possible to find ships with tables necessitating the
use of Imperial units. The basic calculations remain the same, but the
user must take care to see that all data conforms to the system i.e.
temperatures in oF, density at 15oC to Relative Density at 60o/60oF,
volumes in ft3 and weight in tons.
Equally, in some countries cargo terms are given in U.S. barrels and
densities may be quoted at +15oC.
When the units used by a terminal or cargo surveyor for cargo calculations
differ from those in use on the ship, or used for previously calculating the
cargo quantity, the result will be confusion between seller, shipper and
buyer. This frequently leads to cargo claims against the ship with
resultant loss of freight for no real reason, other than failure to present
accurate paper work.
When the cargo is calculated by a terminal representative or cargo

surveyor using different units to that normally used on board, the Chief
Officer shall re-calculate the ship's cargo figure using the other units.
Figures for both methods of calculating the cargo are to be retained on
board.
The Master shall inform THE SHIP MANAGERS of any differences in

figures which may be attributed to varying methods of calculation.
10.6.4 Calculations for Similar Cargoes
Pressurised liquefied gas is measured exactly in the same way as

described for refrigerated products. In calculating liquid quantities
corrections for low temperature effect may not be needed but corrections
for trim, heel and density must be applied and volume modified for the
difference between calibration and carriage temperature. Using the
molecular weight to determine the liquid equivalent of vapour, allowances
are made for pressure and temperature in the formula.
10.6.4.1 Ammonia
Ammonia cargoes are measured and calculated using the standard

method described for refrigerated hydrocarbons. However, the weight to
volume ratio is frequently either stated for the carriage temperature or
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read from tables giving the physical proportions of the pure commodity
against temperature. The quantity loaded and discharged is normally
quoted at the measured and or carriage temperature.
10.7 Cargo Measurement Documentation

10.7.1 General
Cargo documentation represents one of the most important aspects of the

ship’s commercial activities as it is through the documentation generated,
that the compliance with the charter party is assessed.
The accuracy with which cargo measurements have been taken and
calculations made is paramount. This accuracy must be reflected in the
preparation of the “ship’s figures” at the end of loading operations and
before discharging operations.
Where cargo “heel” is kept on board for cooling-down purposes additional

cargo calculations shall be required before loading to evaluate the quantity
of cargo already on board and after discharging to measure the cargo
remaining on board.
10.7.2 The Bill of Lading
The Bill of Lading, which is a negotiable document, contains in absolute

terms the quantity of cargo loaded and therefore the quantity the buyer
expects to receive and pay for.
10.7.3 Cargo Measurement Techniques
Cargo measurement techniques used for liquefied gases have been

refined and issued in guidance form by the Institute of Petroleum (IP) and
British Standard Institute IP 251-76 and ISO-DIS 6578 that although
differing in wording adopt the same techniques.
Converting factors and coefficients adopted for cargo measurement and

worldwide use are published by the American Petroleum Institute (API)
and derived from works of IP, the American Society for Testing and
Materials (ASTM) and the American National Standard Institute (ANSI).
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10.7.4 Cargo Measurement Reports
The appropriate THE SHIP MANAGERS Cargo Reports are to be

completed prior to each cargo operation. Details for completing the forms
are contained in SBMS Part 14 : Company Forms.
Copies of all completed cargo forms are to be retained on board for a

period of at least 10 years. In addition to forwarding a copy of all cargo
information to THE SHIP MANAGERS, a copy shall be sent to the Charter
as requested in the Charter or Voyage Instructions.
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11. EXTREME WEATHER CONDITIONS
11.1 General
During periods when the ship is operating in conditions when the
temperature is below freezing, precautions must be taken to prevent
damage to the ship and systems. If there is a risk of equipment freezing
up. Particular attention must be paid to relief valves and cooling water
systems. Heating systems are to be used, if fitted.
The gas condensers and heat exchangers should be drained when not in
use any water collected on the discharge side of relief valves should be
drained off.
11.2 Rotating Equipment

Cold weather may cause cargo vapour trapped in rotating equipment to
condense and enter the crankcase diluting the lubricating oil and causing
damage to the bearings with the possibility of overheating resulting in an
explosion. Crankcase heaters when fitted, must be used to reduce the
possibility of cargo condensing and these should be operated before the
compressor is started.
11.3 Cargo Compressors

During periods of freezing weather the following precautions must be
taken to prevent damage to the cylinder blocks of cargo compressors.
Particular attention must be paid to compressors if positioned on the open
deck:
1) There must be a sufficient level of anti-freeze in the cooling system

to prevent freezing at an ambient temperature of minus 20oC.
2) The concentration of anti-freeze should be a recommended by the

manufacturer. In case of glycol this concentration should be at
least 50%.
3) Prior to the onset of freezing weather the density of the anti-freeze

mixture must be checked by hydrometer or other density measuring
device. The results should be checked against the freezing
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specification of the anti-freeze in use. The result of the anti-freeze

density check is to be recorded.
4) Following the shut down of the gas plant by use of the ESD system
or by a power failure, the anti-freeze circulation pumps must be
restarted as soon as practicable. The time of restarting the anti-
freeze pumps should be recorded.
11.4 Pneumatic Valves and Control Systems

During periods of cold weather pneumatic valves and control systems may
be slow to respond or freeze up and fail to operate.
It is particularly important that the drier on any control air compressor is

operating correctly.
When practicable, systems should be operated regularly, water traps

cleared and lines blown through to clear any moisture which may have
collected.
11.5 Sea Water Intakes

The pressure of water from a sea water intake must be closely monitored,
particularly when the ship may be in fresh or nearly fresh dock water, to
ensure that the intakes are not being progressively blocked by the
formation of ice.
11.6 Sea Water Heaters

Sea water heated cargo vaporisers should be operated with care,
particularly when the cargo temperature is low. The sea water supply
should be established first and the cargo liquid supply carefully regulated
to prevent the water freezing which could block the heater and cause
damage.
11.7 Inert Gas

The inert gas system when not required for operation is to be drained
completely, both salt and fresh water systems. The inert gas discharge
line should be drained of any water.
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11.8 Pipelines
When freezing weather conditions are imminent (sea temperature +2oC or
air temperature +1oC) or the temperature will drop below zero degrees
Celsius, the following precautions must be taken:
1) The fire main is to be drained completely and afterwards drains and

valves are to be closed so the fireline is ready for immediate use.
This includes the deck water spray system and the bridge front
water wall, if fitted.
2) All other pipelines containing water and liable to freezing are to be

drained when not in use. This includes freshwater lines, wash
down lines, compressed air lines, ballast and cooling water lines.
The drain valves on these lines should be clearly marked and left in
the open position. Care must be taken to ensure that the drain
valves do not become blocked with scale or other debris.
When any water system has been drained this fact should be recorded.
11.9 Decontamination Showers and Eyewashes

The deck decontamination showers and eyewashes must be able to
operate in all ambient temperatures. Any lagging or warm water tracing
on the lines must be maintained in good condition. The system must not
be isolated such that it cannot be operated from the shower / eyewash
locations.
11.10 Decks and Alleyways

During freezing weather the deck and outside alleyways are to be kept as
free of ice as possible. Supplies of sand, salt or other de-icing material
must be held on board during cold weather periods. When de-icing of the
deck is required, safe walkways should be established to the gangway,
mooring stations and other operational areas. When there is the
possibility of ice on deck warning notices should be posted and the crew
advised.
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12. CARGO DOCUMENTATION
12.1 General
All documentation is to be completed in the English language and in ink.
If any errors are made in documents which require correction then a line is
to be drawn through the error and the correction added. The content of
the original error must not be erased or made illegible. The person
making the correction should place his initials beside the correction.
Where on forms, such as the ship shore agreement forms, notice of

readiness etc., the signature of the Master is required, the Chief Officer or
another officer may sign by proxy (per pro), but only when this action is
also approved by the Master.
Only the Master may sign Bills of Lading and Letters (Notes) of Protest
relating to cargo quantity or quality.
All documentation related to the carriage of cargoes must be retained on

board for a period of at least five years. It is recommended that all loose
forms, separate log sheets, certificates etc., are retained together and filed
by voyage number/date.
The documentation to be retained includes the following, as applicable:
1) Voyage instructions.
2) Combined voyage abstract.
3) Master's report.
4) Engine Room Log Book abstract.
5) Deck Log Book abstract.
6) Port log.
7) Cargo operation plans.
8) Cargo operation records including pumping logs..

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9) Notice of Readiness.
10) Copies of all ship shore check lists and agreement forms.
11) Copies of all notes of protest issued and received.
12) Copies of any certificates issued by a Terminal or Cargo Surveying

Company.
13) Copies of any certificates issued by a Terminal or Cargo Surveying

Company relating to the quantity / quality of liquid or vapours
remaining from a previous cargo or the quality of inert gas present
in a tank.
14) Copy of Bills of Lading.
15) Copy of information given to Agent on the Statement of Facts.
16) Agent's Time Sheet.
17) Certificate of Inhibitor Addition.
18) Certificates of Origin.
19) Any other documents relating to the cargo from the terminal,
shipper, agent or cargo surveyor.
Cargo documentation represents one of the most important aspects of the

ship’s commercial activities as it is through the documentation generated,
that compliance with the Charter Party is assessed. It is often only
through these documents that claims against the owners can be refuted
for short delivery of cargo or cargo contamination.
12.2 Cargo Plant Record Book

The Cargo Plant Record Book, shall be used to record temperature and
pressure details of the cargo plant and tanks during all cargo operations.
Times and details of cargo operations other than loading or discharging
should be recorded. Examples of these operations are:
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1) Cargo tank inerting, purging, cooldown, gas freeing, etc.
2) Cargo conditioning at sea.
During periods at sea when the reliquefaction plant is operating details of

tank temperatures, pressures compressors etc., should be recorded at
least every 12 hours or at the time of any change in the operation.
On ships fitted with cargo monitoring equipment which produces a full

printed copy of temperatures and pressures etc., then the Cargo Plant
Record Book need not be completed for these items. A data printout
should be obtained at least every four hours and retained with the other
cargo documentation.
12.3 Cargo Operations Log Book

The Cargo Operation Log Book, shall be used for all loading and
discharging operations. The purpose of the book is to provide details of
the cargo planning, operational orders, and operational records within the
same document.
The cargo planning and operational order section of the log book should
normally be completed by the Chief Officer. When any section is clearly
not applicable it need not be completed and a line drawn through it.
12.3.1 Check Lists
The Officer completing the check lists should initial the relevant box.
12.3.2 Hourly Details of Cargo
At hourly intervals during loading or discharging the following items shall

be recorded:
1) Liquid levels in cargo tanks.
2) Volumes in tanks.
3) Loading rates.
4) Tank pressure.
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5) Tank temperatures, top, bottom and centre.
6) Loading temperature measured at manifold.
7) Ship's trim.
8) All relevant times that will be required for compiling Owners or

Charterers abstracts.
9) All requests from ship to shore to vary loading rates, with reasons
for such requests.
10) Opening and closing of shore vapour return line.
11) Notice given to shore prior to completing loading.
12) Operation of reliquefaction plant.
13) Control and emergency shut down pneumatic or hydraulic

pressures.
12.3.3 Sequence of Events
This should be used to record all cargo related facts from the time the ship
is all fast until the ship is ready to leave the berth following the cargo
operation. The recording should be in sufficient detail that the complete
cargo operation and associated activities can be accurately established at
a latter date. The items to be recorded include, as appropriate:
1) Time of Notice of Readiness.
2) Time all fast.
3) Draft readings.
4) Times of cargo tank inspections / sampling. Details of person

carrying out inspection / sampling.
5) Times of inerting / purging / cooldown.
6) Times of connection and disconnection of cargo arms including any

vapour return.
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7) Details of any function tests carried out at the request of the

terminal.
8) Times of commencing to load / discharge.
9) Times of commencing to load / discharge individual tanks.
10) Times of starting / stopping cargo pumps.
11) Times of starting / stopping booster pumps, compressors, heaters

etc.
12) Details of any stops in loading / discharging and reason for the stop.
13) Details of any requests to increase / reduce loading / discharging

rate.
14) Details of ballast / deballast operations with times of starting and

stopping individual tanks.
15) Times of completing load / discharge of individual tanks.
16) Time of completing load / discharge.
17) Times of cargo measurement.
18) Times of any delays due to shore for cargo analysis, cargo papers
etc.
19) Details of any other activities related to cargo operations, operation

of the ship or the safety of personnel.
20) Time cargo papers on board.
21) Time ship given clearance by the terminal to depart.
12.4 Cargo Quantity - Measurements and Calculations

Cargo quantity calculations shall be carried out prior to and after every
loading and discharge operation.
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Before the ship leaves the load port the Master must ensure that the Bill of
Lading quantities do accurately represent the cargo loaded and should
equally be sure that the record of calculations made at the load /
discharge port are clear as to how the calculations for quantity have been
made. It is usual that the liquid density provided by the loading terminal is
used in the calculations at the discharge port and it is fundamental that
precise terms of this density (applicable temperature, “true density or so-
called density in air) are understood and indicated in the calculation
records.
When for any reason the discharging terminal uses a different method for
calculating the cargo quantity than used at the load terminal, possibly
through the use of different density, reduction factor tables etc., then two
calculations must be made. One using the load port method and the
other using the discharge port method and an explanation attached to the
reports.
12.5 Loading/Discharging Reports

The Loading and Discharging Report shall be completed prior to and after
each cargo transfer operation. When more than one transfer operation
takes place at different berths within a port, the reports should be
completed for each berth.
The information and figures to be inserted on the forms is clearly stated

together with the workings required.
12.6 Letters of Protest

To protect the interests of THE SHIP MANAGERS and the Charterer it is
most important that Letters of Protest are lodged with the cargo suppliers /
receivers during loading / discharging, whenever the Master considers this
necessary. To ascertain when it is necessary to lodge protest the Master
must exercise an active interest in all cargo operations.
Letters of Protest shall however be lodged under the following conditions:
1) Cargo quantity as advised by suppliers is less than that requested

by ship.
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2) Cargo loading temperature is significantly higher than that detailed

in the loading orders or higher than may be expected.
3) If during loading, tank pressures are unusually high, indicating that

the cargo may contain incondensible gases.
4) If a loading / discharge rate restriction imposed by shore. i.e. less

than the nominal ship pumping rate.
5) Cargo suppliers / receivers restrict the number of grades that can

6) Ship's calculated cargo loaded figure is less than the B/L figure by
more than 0.2%.
7) In accordance with Charterer's instructions.
Certain ports may not permit the Master to lodge protest and if the Master
insists may prevent the ship from sailing. Should this occur, the Master
shall advise the Charterer and Ship Manager immediately.
Any Letters of Protest issued by the ship may only be signed by the
Master.
Any Letters of Protest issued by the shipper, receiver or terminal should

never be signed accepting liability. If required by the presenter, a Letter
of Protest may be signed “FOR RECEIPT ONLY”.
12.7 Notice of Readiness

The Notice of Readiness, must be presented in accordance with the terms
of the charter party on which the ship is employed. The Charterer or
Owner will inform the ship if there are any special requirements for issuing
the Notice of Readiness.
Under most voyage charters, before the shipper or Charterer is under an

obligation to commence cargo operations, loading or discharging, three
main obligations must be satisfied:
1) The ship must be an “arrived” ship.
2) The ship must be in all respects ready to load or discharge.

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3) Notice of Readiness to load or discharge must be served on the

Charterer through the agent.
For the ship to be an “arrived” ship the ship must have arrived within the
recognised limits of the port or the anchorage used by ships awaiting entry
to the port. Notice of Readiness should be tendered either when the ship
drops anchor at the recognised anchorage for the port or when all fast at a
berth within the port, even if the berth is a lay-by berth and not the berth to
be used during cargo operations.
The ship must be in all respects ready to load or discharge. If there is

any doubt as to when the Notice of Readiness should be presented,
Charterer should be consulted.
A copy of the Notice of Readiness should be retained on board, together

with the other cargo documentation.
12.8 Bill of Lading

By this, possibly the most important of all cargo documents, the Master
acknowledges receipt of the cargo on board. The Bill of Lading must be
signed by the Master on behalf of the Owner and / or Time Charterer and
it will state the quantity of cargo shipped, that it was received on board in
apparent good order and condition and will indicate the terms and
conditions under which the ship will carry the cargo to its destination. The
“Original” Bill of Lading is a document of legal title and is as a result, a
negotiable document and of considerable value.
The Bill of Lading, by its declaration of cargo quantity actually loaded,

establishes what the buyer may expect to receive and pay for and on what
quantity the carrier may be expected to be paid in respect of freight. The
Master shall ensure that the Bill of Lading is accurately completed,
describing when necessary the quantity, quality and specific gravity of the
cargo.
As a document establishing that the cargo has been loaded, the Bill of
Lading is usually issued in three “Originals”, each of equal standing, and
each to be separately signed by the Master. The signature of the Master
must be written. The use of signature stamps is not permitted.
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Blank Bills of Lading must never be signed by the Master without the
express knowledge and permission of the Owner. The Master may
authorise his agent at the loadport to sign Bills of Lading on his behalf on
his written confirmation to the agent of the figures to be inserted on the
Bill(s) of Lading. If the Master is in any doubt as to the application of an
Early Departure Procedure (EDP) for a particular port, Owner and or Time
Charterer shall be consulted.
The three Original Bills of Lading will normally be dispatched by the agent
to the shipper, THE SHIP MANAGERS or time charterer, and receiver of
the cargo. A copy of the Bill of Lading should be retained on board.
On occasions, and with the agreement of Owner and or the Time

Charterer and the receiver, the receiver’s Original Bill of Lading may be
carried on board for the duration of the voyage. If the Bill of Lading is
carried on board the ship it must be kept secure.
The Master should in strict legal terms only discharge the cargo to a
receiver who is in possession of the Receiver’s Original Bill of Lading.
When for any reason the Master is in doubt as to the true ownership of the
cargo, discharging must not commence and Owner and the Charterer
must be advised immediately. Cargo may be discharged without
presentation of an original Bill of Lading on the basis of a letter of
Indemnity however Masters may only commence discharge on
confirmation of receipt and validity of such letter from Charterers with
instruction to proceed with discharge given by them directly. Final
discharging instructions will be given by the Owner or directly by the Time
Charterer. The discharge of the cargo shall not commence until the
Master has received the discharge instructions in writing.
12.9 Certificate of Quantity

This may be issued by the loading terminal as, or on behalf of, the shipper
and the cargo quantities declared as loaded may be verified / certified by
an independent surveyor. The certificate is of assistance to the Master in
determining the quantities to be inserted in the Bill of Lading. Bill of
Lading figures take precedence over Certificate of Quantity figures.
A copy of any Certificate of Quantity must be retained on board together

with the other cargo documentation.
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12.10 Certificate of Quality

This certificate provides the product specification and quality in terms of
physical characteristics (vapour pressure, density, etc.) and component
constituents. It is issued by the loading terminal as, or on behalf of, the
shipper or may be issued by an independent inspection service. The
Master must ensure that the Certificate of Quality is correctly completed
and clearly identifies the cargo loaded. This information assists the
Master when signing the Bill of Lading in which he attests to the “apparent
good order and condition” of the cargo loaded.
12.11 Certificate of Origin

This document may be issued by the manufacturer or shipper,
countersigned by the local Customs Authorities and attests to the country
in which the cargo was produced. It may be required by the authorities in
the importing / receiving country so that they may assess any import tax or
grants due. The Certificate of Origin is a valuable document and if
carried on board the ship for the voyage must be kept secure.
12.12 Statement of Facts

The Statement of Facts provides a time sheet and details of the ship's
activities when in port.
All information or times given on the time sheet must correspond to the
information or times in the Deck Log Book or the Cargo Operations Log
Book. The statement of facts will normally be forwarded by the Agent.
The Master should inform the Agent of the final figures to be inserted by
telex or fax, following commencement of the sea passage.
The time sheet should be checked and countersigned by the Master and
the Terminal representative. Its purpose is to provide an agreed
Statement of Facts relating to the timing of events and delays during a the
ship's port call and facilitates negotiations over demurrage claims.
12.13 Cargo Manifest

This document is usually prepared by the ship’s agent at the loading port
and lists all the cargo(es) according to the Bill of Lading and the
disposition of the cargo(es) within the ship. Its purpose is to provide
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readily available data for customs authorities and ship’s agents at the
discharging port(s).
When the ship carries a cargo manifest, it must be kept secure.
12.14 Certificate of Tank Fitness

This certificate is usually issued by the terminal, specialist chemist or
cargo surveying company. It attests to the fitness of the tanks to load a
specified cargo in respect of any remaining previous cargo liquid or vapour
or the quality of inert gas in the tanks or lines.
This document is very important to Owners and Charterers in defending

any claims for cargo contamination and must be retained on board in a
secure place.
12.15 Certificate of Inhibitor Addition

This certificate is issued by the loading terminal or by the manufacturer of
the inhibited chemical liquefied gas.
When any gas to be loaded is required by the IMO Gas Code to be

inhibited to prevent possible polymerisation, then a Certificate of Inhibitor
Addition must be sighted either by the Master or Chief Officer prior to the
commencement of loading. The expected duration of the inhibitor must
exceed the expected duration of the voyage plus a margin of safety for
delays or deviations.
When a certificate is not available, loading must not take place and the
Ship Managers and Charterers must be informed immediately.
The certificate must be complete and state:
1) Name and amount of inhibitor added.
2) Date inhibitor was added and the normally expected duration of its
effectiveness.
3) Any temperature limitations affecting the inhibitor.

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4) The action to be taken should the length of the voyage exceed the
effective lifetime of the inhibitor.
12.16 Requests For Previous Cargo Information

If a Charterer requests from the Master cargo documents relating to
previous voyages, the information concerned should be forwarded in the
first instance to the Owners together with a copy of the request. The
Owners will then be responsible for forwarding the documentation to the
Charterer.
12.17 Shore Instructions
All shore instructions regarding the loading or discharging of cargo, that is

for example limiting back pressues or varying loading / discharging rates,
shall only be aceptable if received in writing. The Master is to abide by
the terms of the Charter Party if such instructions are not received in
writing. Such written documents shall be retained and form part of the
cargo documents.
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13. PRESSURISED VESSELS

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When equipped with a loading heater, these ships can load from a fully
refrigerated terminal.
TYPICAL PRESSURISED VESSEL:
The Ship is fitted with 2 or 3 horizontally mounted Cylindrical Cargo Tanks each
having deep well Cargo Pump and stripping arrangement.
The Cargo tanks are located in the void spaces which is ventilated with forced
draft exhaust fans. These void spaces are fitted with alarms to monitor ingress of
any cargo.
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g- Ventilation shall continue until the tank suction is free of liquid. Verified visually
Vessel Name: LPG Linda Ex Mei Wen Ti IMO/LR No.: 9351854
600
Minimum Flow Rate For Each Tank Inlet (M3/MIN)
Inlet Diameter
500
61cm
400
300 46cm
200 173.5m/min
30cm
25cm
100
16cm
10 20 30 38
Net Jet Penetration Depth (M)
Figure 7-1 Minimum flow rate as a function of jet penetration depth.

Jet penetration depth shall be compared against tank height.
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SHIPMANAGEMENT LTD. New insertion : April 2011
Rev. date : ---
14. GUIDANCE NOTES : STS, SLIP TUBES, HIGH %AGE LEL IN

HOLD SPACES, ESD, INSTRUMENTATION, LEVEL GAUGES
AND PPE
14.1 STS operations guidance notes – Fully pressurized LPG tankers

discharging to fully refrigerated LPG tankers.
This operation is not considered a normal ship operation because there is going to be a lot of time
involved, depending of course on the location of the STS operation and prevailing weather conditions,
it will not be the same to carry this operation in the Baltic in autumn and the Caribbean sea at the same
time of the year, since the ambient temperature will influence the Fully Pressurized ship cargo
temperature. And for example the Baltic sea water temperature will be an advantage on the fully
refrigerated ship cargo plan capacity , since the setting of the Relief valve on fully refrigerated gas
tankers is normally 200 to 300 Milibars and MARVS for cargo tanks are very low.
The only cases in which we can contemplate this operation are for Butane and cargo with similar
saturated vapor pressures at ambient temperature.
Following factors are to be taken into consideration before carrying this operation :
- Ambient and sea water temperature

- Cargo plant cooling capacity for the fully refrigerated ship.
- Minimum achievable delivery capacity of cargo pumps on discharging ship.
- Capacity of controlling the intake on the receiving fully refrigerated vessel
- Cargo temperature and Pressure in the Fully pressurized ship.
- Initial and Maximum rate for cargo transfer
After receiving all the basic information on the cargo and existing condition, the planning for the
Loading – discharging can commence. The filling limit for each cargo tank to be calculated for use and
plan the loading rate taking in to consideration the cargo temperature and ambient temperature.
Once above factors has been contemplated and the feasibility of the operation has been found to meet
the operation parameters of the Fully refrigerated receiving ship then the operation can be carried out
following all the recommendations of the ICS SHIP TO SHIP TANSFER GUIDE (LIQUIFIED GASES)
It is very important that both vessels are familiar with emergency routines, so that all are fully aware
what to do in case of cargo leak or uncontrolled venting.
To avoid high pressure in the vessel’s cargo tanks , it is absolutely needed to control the pressure the
cargo in the tanks. On the fully refrigerated vessel, control the pressure by use the cargo cooling plant.
During the entire loading process continuous monitoring and controlling of cargo tank pressure is
absolutely essential, and everything must done with utmost care to avoid uncontrolled venting.
Uncontrolled venting happen when the cargo tanks pressures rise to the set point of the safety relief
valves and they open. The cargo tank vapour will then be led to the vessels vent mast. If a situation
indicates that uncontrolled venting may occur, every effort must be done to prevent this by reducing the
loading rate or to stop loading all together, if the fully refrigerated vessel’s cooling capacity can not
be increased or not able to match the loading rate.
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14.2 SLIP TUBES – IF FITTED : USE OF SLIP TUBES (ONLY IN AN

EMERGENCY) :
They were fitted on the older constructions of the fully pressurized vessels as a means to take
soundings/ullage of the cargo tanks mainly on fully pressurized vessel, and because the pressure in the
tank is the force used to push the liquid or vapor up the slip tube, they can only be fitted on independent
type C cargo tanks.
Now days the modern Fully pressurized vessels are fitted with closed devices for taking soundings in
the cargo tanks, however some ships have them fitted as a back up for emergency use incase any
closed ullage/sounding devices fail. They can also be found on fully refrigerated ships but only on the
deck tanks and also as back up.
As defined in the Gas Codes, slip-tubes constitute a restricted type of gauging device — so
named because a small amount of cargo vapour or liquid is released to atmosphere during
level measurement.
Slip-tubes have an orifice at their upper end through which liquid or vapour can be released.
The Gas Codes limit the size of this orifice to 1.5 millimeters in diameter, unless an excess
flow valve is fitted. The lower end of the slip-tube is open to the cargo tank environment. The
device slides up and down through a gland fitted in the tank dome. The observed differences
between either liquid or vapour venting from the orifice gives an indication of when the liquid
level has been reached and, by reading from the markings on the tube itself, the actual liquid
level is read-off. Because of the considerable depth of many tanks, it is usual to find that a
number of slip-tubes are fitted, with each individual unit covering a certain range of tank level
measurements.
Slip-tubes represent a simple and direct method of measurement but, because of a certain
amount of high-pressure spray released to the atmosphere, special precautions must be
taken.
- When taking sounding using slip tubes point the orifice away from your face
- Use of splash goggles and protective gloves is recommended
- If the product carried is toxic then special precautions must be taken as per product
data sheet, and respiratory protection maybe required as well as gloves to protect
any contact.
Some terminals disallow the use of this type of equipment — depending on cargo type —
because released gases can have harmful effects on personnel working nearby. These
dangers are and relate mostly to product toxicity.
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14.3 REGARDING HIGH %AGE LEL IN THE HOLD SPACES DURING SEA
PASSAGES AND DURING PORT OPERATIONS:
As required by IGC the interbarrier and hold spaces associated with the cargo containment systems on
Gas Carriers requiring secondary barriers should be inerted and over-pressurized in order to avoid the
atmosphere in this space to become explosive due to cargo tank leak.
Normally in Type C Tanks hold spaces of Fully pressurized and Semi-pressurized vessels are charged
with Dry Air and Hold Spaces of the Fully Refrigerated vessels are charged with Inert Gas.
The Hold spaces are provided with Gas detection sensors and the atmosphere of these spaces are
continuously monitored for any presence of combustible gas. The Alarm is sounded the moment the
set point is exceeded
In case Leaks in cargo tanks of fully refrigerated ships have occurred and since this spaces are on Fix
gas detector - Alarms and early indications are immediately given.
If leaks detected at sea the space has to be fully inerted before purging with air for inspection and try to
locate the source of the gas leak in the space, as from experience leaks has been detected close by
support chocks, anti rolling shocks and anti pitching shocks.
Bring the pressure in the tank with the problem as low as possible and if there capacity on other tanks
transfer the cargo to another tank.
Owners, Superintendent, Managers- DPA must be informed about the problem immediately.
If in Port then stop cargo operations and try to locate the source and the reason for the high %LEL in
the void space, if cargo tanks are suspected of the leak the Terminal and Port authorities has to be
informed as well the Owners, Superintendent, Manager - DPA.
Keep the void space fully inerted to avoid the atmosphere to become explosive.
Run cargo plant to bring the pressure down and transfer the cargo to another tank.
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14.4 EMERGENCY SHUT-DOWN (ESD) SYSTEMS & PNEUMATIC SYSTEM
Emergency shut-down (ESD) systems
At a number of locations around the ship (bridge front, gangway, compressor room and cargo control
room, emergency control station), pneumatic valves or electric push buttons are provided. When
operated, these controls close remotely actuated valves and stop cargo pumps and compressors
(where appropriate). This provides an emergency-stop facility for cargo handling. Such emergency
shut-down (ESD) is also required to be automatic upon loss of electric control or valve actuator power.
Furthermore, if a fire should occur at tank domes or cargo manifolds (where fusible elements are
situated), the ESD system is automatically actuated. Individual tank filling valves are required to close
automatically upon the actuation of an overfill sensor in the tank to which they are connected. ESD
valves may be either pneumatically or hydraulically operated but in either case they must be fail-safe; in
other words they must close automatically upon loss of actuating power.
A vital consideration, particularly during loading, is the possibility of surge pressure generation when the
ship’s ESD system is actuated. The situation varies from terminal to terminal and is a function of the
loading rate. the length of the terminal pipeline, the rate of valve closure and the valve characteristic
itself. The phenomenon of surge pressure generation is complex and its effects can be extreme, such
as the rupture of hoses or hard arm joints. Precautions are, therefore, necessary to avoid damage and
sometimes, loading jetties are fitted with surge pressure drums Terminals should confirm ship’s ESD
valve closure times and adjust loading rates accordingly or place on board a means to allow the ship to
actuate the terminal ESD system and so halt the flow of cargo before the ship’s ESD valves start to
close. In this respect consultation between the ship and shore must always take place, to establish the
parameters relevant to surge pressure generation and to agree upon a safe loading rate.
For gas carriers with MARVS (Maximum Allowable Relief valve setting above 0,7 bars it is required that
all pipes connected to the cargo tanks, with exception from pipes to the safety valves and instrument
pipes, are equipped with remote-operated valves. Gas carriers with MARVS below 0,7 bars only require
such valves on the manifold. A pneumatic or hydraulic actuator placed on the valve operates the valve
in the pipe system and can also be remote controlled.
The connected actuators for valves in the pipe-system have an adjustable closing time. Adjustable
closing time is a requirement from IMO to avoid over loaded cargo tanks or pressure surge on the
terminal pipes. The valve's closing time can be regulated by adjustment of a needle valve on the
actuator.
Pneumatic system
In cargo control systems pneumatic is used to control cooling plants and valves. The emergency
shutdown system can be complete or partly pneumatic. Pneumatics is also used to control the water
spray-system and regulate the cargo cooling plant.
For a satisfactory function of the control air systems it is of importance that the air is as dry as possible.
Poor air-treatment and humidity is the major cause of interruption in such systems. Regular control and
maintenance of the air dryer, normally by the "heatless dryer" type, is also of importance.
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THE AUTHORITY TO INHIBIT THE ESD SYSTEM REST WITH THE MASTER.:
The system is inhibited on sea passages to avoid tripping and alarms with the vessel rolling and
pitching, also when loading and discharging if for any reason of overfill the system trip then after Master
approval the system is inhibited to be able to start the pump and bring the level in the tank down below
the setting of the high high level.
To prevent over loading of cargo tanks high level alarms are required. There are two separate floats
that give the alarms, one is high-level alarm the other is high-high-level alarm. The high-level alarm is
activated when the cargo tank is nearly full, normally at 95% filling. The high-high-level alarm is
actuated at 98% or 99% filling. Valves on the actual tank are closed and discharge pumps are
automatically stopped when liquid reaches the actual level. To open the valves and start the pump
again the 98%/ 99% circuit has to be reset and switched off.
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OPERATING PROCEDURE FOR
HIGH LEVEL SHUT DOWN SYSTEM
Before commencement of cargo transfer, the

Chief Officer must personally engage THE HIGH LEVEL
SHUT DOWN SYSTEM.
THE HIGH LEVEL SHUT DOWN SYSTEM shall remain

engaged for the duration of cargo transfer unless
circumstances warrant the Dis-engagement of it.
Should in any case be necessary to dis-engage

the HIGH LEVEL SHUT DOWN SYSTEM, the master’s
permission for overriding the system must first be
granted and appropriate entry made in log book.
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14.5 INSTRUMENTATION, GAUGING AND GAS DETECTION:
Instrumentation, as sophisticated as it can be, is only accurate if properly calibrated.

Calibration can be done on board by the crew, using calibration instruments, or it can
be done by service engineers carrying their own calibration instruments. Calibration
instruments must be calibrated at regular intervals in specialized facilities and carry a
calibration certificate.
The ISM Code, in Chapter 9 of SOLAS (Reference 1.4), recommends that each ship
carries a calibration procedure and that confirmation of compliance with that
procedure is available on board.
GAS INDICATORS
Sampling lines and pumps
It is very important to realize that the quality of the sampling hose has influence on the measuring result,
and that correct use and maintenance are important. If the hose is not properly chosen, it is likely that a
poor quality hose will absorb hydrocarbon gases.
Make sure that the quality of hoses being used on your ship is approved and in good condition.
Examples of hoses which have proved acceptable:
1. Teflon inner hose, neoprene outer hose. This hose's inside diameter is 3mm, which
corresponds to an inner volume of about 7cm3 per meter length.
2. "Tanol" (Trade mark of MSA). This hose is marked: "Tanol" - synthetic rubber sampling line,
low solvent absorption, anti-static. Note: In an enclosed container use adequate electrical
bonding. The inside diameter is 5mm corresponding to an inner volume of about 20cm3 per
meter length.
When ordering a measuring hose make sure you are getting an approved one. Always ask the deliverer
for a certificate, which shows the authorization. It is very important to use a high quality hose for the
safety of the crew and the vessel.
PUMPS
The hand pumps used are often in a rubber form with a volume of 40cm3 or more. When using long
hoses, it is important to know the number of pump strokes from the sampling point that are necessary
for the gas to reach the instrument. The number of strokes depends on the hose length, as well as, the
inside diameter of the hose.
The number of strokes may vary from 6 to 15 for a hose length of 30 meters, depending on the inner
diameter. The numbers mentioned are based on a pump volume of 40cm3. Some types of instruments
are fitted with built-in pumps. Follow the user instruction for such a pump.
Cleaning of hose
If the sampling hose gets dirty with oil on the outside, immediately clean it with a dry cotton rag. If the
hose is dipped by accident in oil and oil is drawn into the hose, discard the hose because it is very hard
to clean it.
Always follow this rule: Each gas measuring instrument has its own hose only for using with the specific
instrument. Do not mix hoses with hoses, which belong to another instrument.
Leakage, plugging, contamination
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Always check the hose, instruments and pumps before use, in order to detect any leakage, plugging or
contamination. Follow the procedure check for the instrument being used.
Place a finger on the hose opening and check that the hand pump remains squeezed together for
about 1 minute. If there is a built-in pump, the flow indicator gives an alarm. See the illustration to your
right.
Carry out measurements with and without the sampling hose to check that the hose does not influence
the measurement by absorbing or releasing gases. For this purpose use clean air and a calibration gas,
depending on the type of gas measuring instrument being checked.
Also carry out a leakage test on the instrument, and if applicable, on a drop catcher or other optional
equipment that has been fitted. See the illustration to your right.
MAINTENANCE
Make it a rule to always purge the hose by pumping clean air through it after use. And blow the
measuring hoses with compressed air from time to time to remove water droplets and dust. As the
analyzers are of vital importance, they must be carefully maintained and tested strictly in accordance
with the manufacturer instructions.
FILTERS
Normally used in hydrocarbon gas meters are cotton filament type filters, catalytic or non-catalytic.
Additional filters are not normally needed. In extremely moist or wet conditions, for example during tank
washing, excessive water can be removed from the gas sample using materials that retain water, but
do not affect the hydrocarbons.
Materials for this purpose are granular calcium chloride or sulphate. If required, soda asbestos will
selectively retain hydrogen sulphide without affecting the hydrocarbons. However, it also retains carbon
dioxide and sulphur dioxide and must not be used in tanks, which are inerted with scrubbed flue gas.
The use of water retaining filters is essential when using an oxygen analyzer, especially the analyzer
based on the paramagnetic principle. This is because the presence of water vapours in the sample can
damage the measuring cell. Use only manufacture recommended filters.
Calibration gas
Always have the appropriate calibration gas for the instruments on board. This calibration gas has to be
the right type and the availability has to be good. Also, knowledge how to use the different types of
calibration gas must be properly understood. Always follow the manufacture's recommendation when
ordering calibration gas. Also demand a certificate on the ordered calibration gas to be sure that you
are receiving a gas of high quality.
Explosive meters use a mixture of hydrocarbon gas and air, approximately 50% LEL or lower, as a
calibration gas. It is necessary to have a certificate on the specified hydrocarbon gas, showing the
exact percent of LEL.
Various types of hydrocarbon gas measuring instruments may have different requirements of
calibration gas. Make sure you have the right one on your vessel.
Oxygen analyzers used at low concentrations usually use nitrogen as the calibration gas in order to get
a zero adjustment and dry air is used for the 21% O2 by volume adjustment.
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ATTENTION
Those using the measuring instruments on board must have sufficient knowledge about the instrument,
and all such instruments must have the operating instructions attached to the instrument. Also keep a
log for each instrument, where records are made of the calibration performed, replacement of parts or
other repairs, faults and irregularities. Always have additional spare parts in supply, which may have to
be replaced from time to time.
If the instrument not is in use for a long period of time, remove the batteries; even the leak proof ones.
WARNING
For the sake of safety, all instruments must be operated and serviced by qualified personnel only. Read
and make sure you fully understand the instruction book before using or servicing the instrument.
Percent LEL measuring instruments & explosimeters
Most types of instruments giving concentration of flammable gas in air in %LEL use catalytic
combustion as the measuring principle. Such instruments are usually called explosimeter.
A catalyst is a substance, which helps a chemical reaction to take place. Explosimeter normally use
platinum metal or platinum alloyed with other metals as a catalyst. To make the reaction take place, the
catalyst has to be heated to a high temperature.
Certain types of explosimeters use a platinum wire as a catalyst and the reaction between flammable
gas and the oxygen in the air takes place on the surface of the metallic wire.
The temperature of the wire may then be 1000oC. Other types of explosimeters have a coating on the
outside of a heated metal wire, and it is the coating which catalyses the reaction. The reaction takes
place somewhat easier on this coating, and a temperature of 500oC may be sufficient. The part of the
instrument where the reaction takes place is normally called a sensor or detector.
The flammable gas to be measured is burned on the surface and the heat generated results in a
temperature increase. The electrical resistance of the metallic wire increases with the temperature. The
change in resistance is proportional to the increasing temperature and to the concentration of
flammable gas in the air. This applies only to a lean mixture below the lower explosive limit.
The instruments are usually designed in such away that they first have to be adjusted to zero with clean
air. Then the atmosphere that should be measured is sucked into the instrument where the sensor is
located and a reading is made. Finally, clean air is sucked in again and the zero setting checked. Some
types of instruments are intended for monitoring and are designed so that the sensor is located at the
spot where the measurement is to be performed.
Explosimeters are calibrated with a certain gas, for example butane. It should be marked on the
instrument, which gas is used for calibration gas. To some extent the explosimeter will also be suitable
for measurement of other flammable gases, and many manufactures of instruments quote the
correction factors for various gases other than the calibration gas. The most frequently used calibration
gases for commercial explosimeters are methane, propane, butane, pentane, hexane or nonane. For
ships carrying crude oils, it is recommended to use butane in air or alternatively propane in air.
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Theoretical calculations of the sensitivity of an explosimeter for various flammable gases show that the
reading for 100% LEL of the gas mixture is proportional to the heat of combustion, to the diffusion
coefficient of the flammable gas and to the gas concentration at the lower explosive limit. The diffusion
coefficient is an expression for the speed at which the molecules can move to the catalyst surface
where the reaction takes place, and the lighter molecules move faster than the heavy ones. For
example, the methane molecules move faster than the propane molecules.
Theoretical calculations of sensitivity have been performed for nearly 100 different flammable gases,
and the value for hydrocarbon gases are given in the table below:
Type of HC gas Sensitivity
Methane 100
Ethane 68
Propane 55
Butane, n 59
Butane, i 52
Pentane, n 46
Hexane 37
Heptane 38
Octane 38
Nonane 31
The above figures are given in arbitrary units. As an example, an explosimeter calibrated with propane
will theoretically give a deflection for 100% LEL of hexane which is (37:55) x 100 = 67% LEL. There is
however, some difference between theory and practice.
In practice there will not be the same conversion factors for different types of explosimeters, since the
details of how the instruments are designed are of great importance. There may also be a large
difference from one instrument to another instrument of the same type, which is greatly dependent on
how good of a control the manufacturer has over own production.
From what we have seen so far, explosimeters calibrated with butane should show
higher values for methane, lower values for pentane, hexane and the other heavier
hydrocarbon gases.
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There is a complicating factor, however, in that methane is a gas, which requires a more efficient
catalyst and/or a higher catalyst temperature. On the market there are some types of explosimeters
with low sensitivity for methane and several types of explosimeters which have been investigated
showing that the sensitivity to methane may drop after a short period of time of using the instrument.
However, it still gives a correct reading for the heavier hydrocarbon gases.
For explosimeters being used on board LNG-carriers, methane must be used as the calibration gas.
Explosimeter to be used on ships carrying crude oil, butane is recommended to be used as calibration
gas, alternatively propane. This is because the gas mixture given off by crude oil contains relatively
small amounts of methane gas and the gas given off from sediments and oil residues contain quite
negligible concentrations of methane. Be aware that the explosimeter will give somewhat misleading
low values for the hydrocarbon gases that are heavier than the calibration gas.
The catalyst will, when used gradually, lose its ability to bring about combustion, and all types of
explosimeters have, to a greater or lesser extent, the regrettable characteristic that the sensitivity is
reduced.
All explosimeters must therefore from time to time be checked with its calibration gas.
Certain gases may poison the catalyst, and it is known that hydrogen sulphide from sour crude may act
in this manner. A poisoning will lead to the properties of the catalyst being temporarily or permanently
damaged so that the sensitivity of the instrument to flammable gases is greatly reduced or vanishes
altogether. The best-known catalyst poisons are silicones and vapors from leaded gasoline, which give
a solid deposit on the outer surface of the catalyst.
We have mentioned that the reading of the explosimeter depends on the concentration and diffusion
coefficient of the flammable gas. This only applies when we have a lean mixture of flammable gas in air.
For high concentration of flammable gas, the reading will instead depend on the concentration and
diffusion coefficient of oxygen. Very high concentrations of flammable gas, in relation to oxygen, at the
catalyst surface may result in the combustion reaction being completely prevented, so that the
explosimeter gives reading of close to zero for such a high concentration.
High concentrations of flammable gas and/or low concentrations of oxygen give misleading, ambiguous
readings and may also damage the catalyst in that a sooty layer is formed.
Therefore, never use the explosimeter at concentrations of flammable gas higher than 100% LEL, and
never at lower oxygen concentrations than approximately 10% O2 by volume.
Riken, portable combustible detector, model GP-204
General description
The model GP-204 hand held portable gas detector is a compact battery operated portable instrument
used for taking an air sample and indicating the presence and concentration of combustible gas.
Samples of the air under test are drawn by means of a rubber aspirator bulb and analyzed for
combustible gas content on a heated platinum filament in a Wheatstone bridge measuring circuit. A
built-in meter indicates combustible gas content in units of explosibility. Power for operation of the
instrument is provided by built-in dry cells. A probe and extension hose permit sampling from remote
locations and the instrument fits in a compact leather case with an over the shoulder-carrying strap.
The model GP-204 is suitable and recommended for testing tanks, manholes, vessels other spaces to
determine presence or absence of combustible gas in pressure cylinders, pipe lines and other closed
systems. It is a valuable aid to safety of operations whenever combustible gases or vapors are handled.
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"D" is exposed to the gas.

"C" is isolated from the gas.
The resistance "D" increases during catalytic combustion.

Samples of air, which may contain flammable gases or vapors, are sucked through the instrument by
means of a suction bellow.
The content of flammable Gases effects a heated platinum filament (D = detecting element) which
forms part of a Wheatstone bridge measuring circuit as shown in the circuit diagram on the right hand
side. Besides the measuring filament "D", this circuit includes a compensating filament "C" and two
fixed resistance's "R1 & R2".
The flammable gases or vapours in the air are oxidised and burn at the surface of the measuring
filament "D", and the evolution of heat causes a change in the resistance of the platinum wire which
gives rise to an imbalance in the Wheatstone bridge. This corresponds to the content of flammable
gases in the sample.
OPERATION
In a gas hazardous area the instrument should always be in the carrying case and strapped to this.
Before taking the instrument to the hazardous area, check the battery voltage. To check the voltages,
put the switch in "VOLT ADJ:" position. Meter should rise to the "check" position near top of the scale.
Lift and turn VOLT ADJ. Control clockwise to determine maximum voltage setting. If the needle cannot
be set beyond the VOLT ADJ mark, batteries need recharging or replacing for full capacity. Do not
attempt to use instrument at all if reading cannot be set up to the mark or beyond the mark.
Do not replace batteries in a hazardous area; bring the instrument to a safe area before changing
taking place.
If the voltage is satisfactory, continue with the next steps of preliminary adjustment, as follows:
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1. Confirm operating of pilot light/meter illuminating lamp.

2. With sample inlet in fresh air, squeeze bulb several times to flush out any remaining gas
from the instrument.
3. Check zero setting by turning the switch in "ON" position. Meter should read close to zero.
If not, lift and turn the "ZERO" knob to bring the reading exactly to "0".
4. Couple the sampling hose to the instrument's inlet pipe, which is located on the left-hand
end, and also connect the probe to the end of the hose.
5. Admit a sample of some combustible gas to the end of probe and confirm that the meter
rises upscale.
Instrument is adjusted and ready to use. Now it may be turned off and carried to the job area. To run a
gas test, proceed as follow:
1. Turn the instrument to VOLT ADJ. position, adjust voltage if necessary

2. Turn the instrument to ON position, zero adjust if necessary.
3. Hold probe within space to be tested. Squeeze bulb several times (4 times for each meter
of sampling hose being used) while watching the meter and observe maximum reading.
4. After completion of test, remove probe from test space. Flush the instrument with fresh air
and turn it off.
The sampling hose being used for this instrument should not be used for sampling with other
instruments. Make it a rule that a specific measuring instrument has its own sampling hose.
Interpretation
Meter readings are taken on a scale graduated 0 - 100% LEL. The abbreviation LEL stands for Lower
Explosive Limit and represents the lowest concentration which can be ignited by a source of ignition,
hence the lowest concentration which can produce an explosion. This quantity is also spoken as the
LFL - Lower Flammable Limit.
The mode GP - 204 is calibrated before shipment to read directly in percent of LEL of iso-butane in air,
based on the known LEL for iso-butane of 1,8% by volume. This 1,8% by volume will produce a reading
of 100% LEL and lower concentrations will be read in proportion.
Other combustible gases will read approximately correctly in terms of explosibility, but for the maximum
accuracy a calibration curve for various gases has to be used. This curve is delivered together with the
instrument. This curve is drawn in terms of percent LEL for both co-ordinates. See the table below.
MAINTENANCE
Calibration and adjustment - In addition to the normal operating controls found on the top of the panel,
the following auxiliary controls are available.
Calibration potentiometer - This adjustment is used to set meter reading to the desired level, while
sampling a known concentration of combustible gas. In the GP-204 the top plate must be removed by
taking out the screws in each corner. The calibration potentiometer is a slotted-shaft control located
above right upper corner of meter. Turn clockwise to increase meter reading.
Element replacement - The element assembly, consisting of an active filament and a similar but
enclosed reference filament, should be replaced if zero cannot be set within range of "ZERO ADJ.", or
if reading cannot be set high enough on a calibration gas, using calibration potentiometer.
1. Loosen the two panel hold-down screws, remove and invert top panel.
2. With switch off, loosen (do not remove) the three screws holding the terminals for red,
black and white wires. Pull wires from terminal.
3. Remove the two Phillips head screws holding cross-shaped element retainer in place. Pull
out both filaments and replace with new ones in same position.
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4. Check that gaskets are in place on element before installation. Be sure that the active
(black wire) filament is in the cavity with the flame arrestor. Install wires on terminals as
before.
5. Turn instrument on and adjust zero.
6. If a calibration gas is available reset span.
BATTERIES
The model GP-204 is furnished with two standard size "D" dry cells. These dry cells (UM-1/1,5 size D/R
20 Maxell 100) will give 3 hours (maximum) of operating time.
When meter cannot be set as high as the "Check" line with switch in "VOLT ADJ:" position and "VOLT
ADJ." knob all the way clockwise, batteries require replacement or recharging.
To replace batteries, remove instrument from hazardous area. Take the instrument out of the leather
case, and loosen the coin slotted captive screw found in centre of bottom plate. Remove bottom plate,
exposing batteries in their spring contact holders. Pull old batteries out and install new ones in
the same position. Observing polarity as marked on holder.\
SAMPLE SYSTEM
Hose
The hose used is Teflon lined synthetic rubber jacketed and immune to absorption or attack by any
combustible vapours or solvents. Keep hose clean and are sure that couplings make airtight contact.
Check occasionally by holding finger over hose inlet. Bulb should remain flattened after squeezing if
there is no leak. Extension hoses in various lengths are available.
Flame arrestor
The active filament is installed within a sintered bronze porous metal cup, which acts as a flame
arrestor to retain explosions that may occur when sampling explosive gas/air mixtures. The flame
arrestor may be removed by taking out the four screws that hold the plate in which the elements are
installed. If flame arrestor is dusty, wet, oily or corroded, it must be cleaned or replaced.
Preferred cleaning method is by washing in detergent solution, rinsing from the inside out, and drying
thoroughly in air. Before re-installing flame arrestor in instrument, be sure that the reaction chamber
cavity and incoming lines are clean and dry.
Meter Lamp
The meter lamp is on whenever the instrument is on, and provides illumination to permit reading meter
in dark places. If lamp fails, replace it as follows:
1. Remove four screws holding top plate to the top panel. Take off top plate exposing lamp.
Loosen set of screws, which lock lamp wires to terminal and pull the lamp out. Install new lamp
in the same position.
PRECAUTIONS AND NOTES ON OPERATION

1. Heated samples - When sampling spaces such as hot tanks that are warmer than the
instrument remember that condensation can occur as the sample passes through the cool
sample line. Water vapour condensed in this way can block the flow system and corrode
the flame arrestor. A water trap can be used to control this, and is available as an
accessory. If heated hydrocarbon vapours of the heavier hydrocarbons (flash point 90oF or
above) are present, they may also condense in the sample line and fail to reach the
filament. Thus an erroneous low reading may be obtained.
2. Element poisoning - Certain substances have the property of desensitising the catalytic
surface of the platinum filament. These substances are termed "Catalyst Poison" and can
result in reduced sensitivity or in failure to give a reading on samples containing
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combustible gas. The most commonly encountered catalyst poisons are the silicone
vapours, and samples containing such vapours even in small proportions should be
avoided. Occasional calibration checks on known gas samples are necessary, especially if
the possibility exists of exposure to silicones. A calibration check on a known iso-butane
gas is the most dependable as an indication of normal sensitivity. A convenient calibration
accessory is available and described under "Accessories".
3. Rich mixture - When high concentrations of gas are sampled, especially those above the
LEL, considerable heat is liberated at the filament. This heat may cause damage to the
filament or tend to shorten its life, so sustained testing of samples beyond the meter range
should be avoided. When sampling rich mixtures, the following instrument action may be
expected.
· Mixture up to 100% LEL reading on scale.

· Mixtures between LEL and Upper Explosive Limit (UEL) readings at top of meter.
· Mixtures above UEL - When a sample is introduced, the meter is sent to the top of
scale, then comes back down on scale or below, depending upon concentration. Very
rich mixtures will give a zero or negative reading. The alarm circuit thus insures that a
very rich sample will not be overlooked, as it could otherwise be with a simple
indicating instrument.
4. Oxygen deficient mixtures - Samples, which do not have the normal proportion of oxygen,
may tend to read low if there is not enough oxygen to react with all combustible gas
present in the sample. As a general rule, samples containing 10% oxygen or more have
enough oxygen to give a full reading on any combustible gas sample up to the LEL.
5. Oxygen enriched mixtures - Samples having more than the normal proportion of oxygen
will give a normal reading. However, they should be avoided because the flame arrestor
used is not dense enough to arrest flames from combustible gas in oxygen, which can be
much more intense than those in air can. Do not attempt to use the model GP-204 on
samples of combustible gas in oxygen.
6. Accessories - Additional lengths of extension hoses may be used for sampling from deep
tanks and spaces. The polyurethane hoses are satisfactory for most samples including
natural gas, hydrogen, and gasoline vapours. Where there is danger of water being drawn
into the instrument, a water trap should be used. This glass-bodied trap, with sintered
metal filter, couples to the indicator inlet and will collect water that is drawn into or
condensed in sample hose. Inspect trap periodically while in use, and empty or clean bowl
and filter whenever visible water or dust accumulate. Regular sample hoses connect to
inlet of trap when it is installed on the instrument.
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Servomex, oxygen analyser, type OA 262

WARNING!
To ensure safe operation in hazardous applications, the analyser must be used to comply with the
conditions of certification, relevant standards and codes of practice. Failure to do so may invalidate the
certification.
Any modification to the standard analyser, or repairs or servicing using parts that are not specified or
approved by Servomex, will invalidate certification. In case of doubt contact Servomex or their agents.
GENERAL DESCRIPTION
The Servomex portable oxygen analyser type 262A is a robust lightweight instrument built for industrial,
marine and laboratory applications.
The oxygen content of the gas is indicated directly on a 70mm scale taut band meter after suitable zero
and span adjustments. The ranges, 0-100, 0-25, and 0-10% are selected by a rotary switch on the front
panel. Battery checks are also selected with this switch.
This analyser is used on marine applications throughout the world. The front panel controls are
symbolic, such that engineers from many different nations can understand them.
All analysers are supplied with a hand aspirator and silica gel dryer. Batteries are not supplied with the
analyser.
The 262A is powered by dry cells batteries which are housed in a waterproof compartment at the rear
of the analyser.
The analyser is supplied with a filter, elements of which are and simply replaced from the front of the
instrument.
Hazardous area and shipboard use

Hazardous area - For hazardous areas the 262A is certified by BASEEFA as intrinsically safe code Ex
ia s IIC T4 to SFA 3012, SFA 3009. Certificate BAS No. 74149.
Instruments up to serial no. 2983 are approved by "Factory Mutual" for use in class 1, division 1, groups
B, C and D hazardous locations. Report 25243 dated August 30th, 1975 applies.
Seaworthiness - Lloyds has approved the analyser as suitable for shipboard use. Certificate Lon.
409515.574 applies.
The Norwegian Maritime Directorate (Sjøfartsdirektoratet) has also approved the analyser for use on
board ship. (Reference letter A-44140/75.AGR/MI dated 24.10.75 applies).
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Specification Specification
Oxygen ranges 0-10%, 0-25%, 0-100% O2. Selected by front panel
switch. Indication on front panel meter.
Accuracy Range:
0-100% O2. +/- 3% F.S.D.
0-25% O2. +/- 3% F.S.D.
0-10% O2. +/- 3% F.S.D.
Effect of ambient temperature The analyser will operate between the temperature
o o o
of -10 C to 50 C (14 to 122 F). The accuracy will be
o
maintained for a temperature change of +/- 10 C
o
(18 F) of the calibration temperature.
Effect of tilt 0,01% oxygen per degree.
Weight (net) 3kg. (6,5Ib).
Sample pressure Maximum inlet pressure, 2 psi. (14kPa).
Flow rate pressure 0 to 3 I/min, depending on sample.
Materials contact with sample Acetal copolymer, Glass micro fibre, Nickel,
gas Platinum, Polypropylene, Pyrex glass, Quartz glass,
Stainless steel 316, Synthetic rubber, Viton.
Calibration gases Zero on O2 free nitrogen (N2). Span on clean dry air
or high purity O2 if desired.
Accessories Waterproof case with shoulder strap. Drying tube.
Two hexagon wrenches (2,5 and 3mm).
Case material Polypropylene. The case is splash proof and sealed
against ingress of water, provided the sealing
gaskets around the front panel and battery
compartment are in good condition.
How the Servomex oxygen analyser works
The physical property, which distinguishes oxygen from most other gases, is its paramagnetism.
Faraday discovered this in 1851, who demonstrated that a magnet attracted a hollow glass sphere at
the end of a horizontal rod supported by silk fibres when filled with oxygen.
In portable oxygen analysers, the convenience and sensitivity of Faraday's arrangement are increased
by having a sphere at both ends of the bar, forming a "dumb-bell", which seals the gas surrounding it.
The dumb-bell is suspended in a symmetrical non-uniform magnetic field, and being slightly
diamagnetic, it takes up a position away from the most intense part of the field. When the surrounding
gas contains oxygen, the dumb-bell spheres are pushed further out of the field by the relatively strongly
paramagnetic oxygen. The strength of the torque acting on the dumb-bell will be proportional to the
paramagnetism of the surrounding gas: it can therefore be used as a measure of the oxygen
concentration.
The only common gases having comparable paramagnetic susceptibility are NO, NO2 and CO2. A
magnetic oxygen analyser cannot therefor be used where these gases occur in the mixture other than
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in trace amounts. It is important to note, however, that in the direct method of measuring susceptibility
no other physical property of the gases has any significant effect.
The heart of the Servomex analyser is a measuring cell using these principles, but having a rare metal
suspension in place of the delicate materials used in earlier designs. The "zero" position of the dumb-
bell is sensed by a split photocell receiving light reflected from a mirror on the suspension. The output
from the photocell is amplified and fed back to a coil wound on the dumb-bell, so that the torque, due to
the oxygen in the sample, is balanced by a restoring torque, due to the feedback current. The
measuring system is thus "null-balanced", and has all the inherent advantages of this type of system.
Because of the extremely linear relationship between the feedback current and the susceptibility of the
sample, a proportional output voltage can be developed, and various ranges can be obtained by means
of a switched attenuator. Linearity of scale also makes it possible to calibrate the instrument for all
ranges by checking at two points only. For example, accurate calibration is obtained by using nitrogen
for zero and air for setting the span at 21%
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OPERATING PROCEDURES
Installation and changing of the batteries. The following batteries are required:
3 of 1,5V Type IEC LR6 (HP7)
1 of 9V Type IEC 6F22 (PP3).
It is recommended that alkaline batteries be used.
The batteries are housed in a waterproof compartment at the bottom of the analyser. This compartment
is opened using the 3mm-hexagon wrench supplied with the analyser.
A battery strap is provided for easy removal of old batteries. The batteries must be installed with the
correct polarity, as indicated by + and - signs moulded into the plastic holder.
Various resistors are potted into a recess in the battery compartment.
Under no circumstances should these components be removed or tampered with.
The stud of a 1,5V battery is "+" and the base "-". These batteries will not make contact if fitted the
wrong way round. The 9V battery has a terminal clip that can only mate when the battery is correctly
positioned.
Care must be taken, when fitting new batteries, not to damage the gasket sealing the edge of the
battery compartment. If the analyser is to be stored for a longer period of time, remove the batteries.
Do not replace batteries in a hazardous area
Battery Checks
Check that the batteries are fully operational:
Select switch position "B1". The reading should be greater than 60 on the 0-100 scale. Change the 9V
battery if the reading is low.
Select switch position "B2". The reading should be greater than 60 on the 0-100 scale. Change the
1,5V batteries if the reading is low.
Calibration
Frequency of calibration - Check the zero adjustment weekly. If there is a large difference in ambient
temperature between the point of measurement and the last calibration, it is advised that calibration
should be rechecked.
The span adjustment should be checked daily when in use, due to variance in atmospheric pressure.
Set Zero - Switch the control to 10% range. Introduce oxygen free nitrogen into the instrument at a
pressure between 1 to 2 psig. (7 to 14 kPa). Stop the gas flow. Adjust the screw for zero adjustment so
that the meter reads 0% oxygen.
Span
Switch the control to the 25% range. Introduce dry air into the instrument at a pressure between 1 and
2 psig (7 to 14 kPa).
The hand aspirator and a drying tube are convenient for this. Stop the gas flow. Adjust the screw for the
span adjustment so that the meter reads 21% oxygen on the 0-25% scale.
When changing from air or oxygen to nitrogen or vice versa, ensure that the filter, cell and sample lines
have been purged thoroughly. One minute with the standard hand aspirator should be enough. With
long sample lines a pump is recommended.
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When using the instrument for higher concentrations of oxygen it is recommended that pure oxygen is
used on the 0-100% range for optimum accuracy.
To prevent possible damage, it is not recommended that air or pure oxygen be put into the analyser
when it is switched to the 0-10% range.
Measuring sample gas
Connect the hand aspirator to the sample inlet by means of the drying tube. Connect sample tube to
the aspirator and place in space to be checked.
Check the battery voltage. Set switch to range required.
Pump the hand aspirator until the reading is steady. Ensure that sufficient sample gas has been taken
to flush out the sample lines.
CAUTION.
The drying tube must always be used, unless the sample is known to be dry. The analyser will be
damaged if water or liquids are allowed to get into the instrument.
However, the crystals can be regenerated by removing from the drying tube and drying in an oven at
about 110-1200C.
Maintenance
WARNINGS
Only qualified personnel who are familiar with good workshop practice should do maintenance of the
analyser.
Replacement parts should be to the quality specified by Servomex in the part lists. The use of inferior
replacement components may degrade the performance of the analyser and invalidate any certificates,
which may apply.
Replacement of measuring cell

1. Remove the six hexagon socket stainless steel screws holding the front panel into the case
and keep them in a secure place.
2. Remove the chassis by placing one hand over the front, and turn the analyser upside down.
This will prevent the chassis falling out accidentally. Should the chassis not come out very
readily, bring the analyser sharply down on the flat of the hand, which is guarding the front.
Never substitute a hard surface for a hand.
3. Unscrew the nuts on the cell supporting the gas connections (use non-magnetic spanners).
4. Unsolder the electrical leads. Apply minimal heat to the pins on the cell.
5. Remove the two hexagon socket screws, which retain the cell and slacken the third
retaining screw, which is situated between the inside of the lower magnet space and the
chassis wall.
6. Withdraw the measuring cell and replace it with a new cell type 286. When fitting a new cell,
ensure that the ball of the dumbbell, which is nearest to the cell window, is nearest the front
panel.
7. Tighten the remaining screws in the reverse order described for the removal of the cell.
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8. Solder the electrical connections to the solder pins on the cell. Black to the pin with a black
spot near it and yellow to the pin with a yellow spot.
9. Reconnect the cell gas connections.
10. Adjust the zero and span of the analyser.
Should the analyser not zero or the adjustment is at one end of its travel, readjust the photocells. It may
not be possible to span the analyser, in this case change R23 on the printed circuit board 00262905, to
a value, which gives a reading with air between 20 and 22 % oxygen. For circuit diagram, see the
instruction manual.
Replacement of photocells
1. The photocells are located to the side of the magnet assembly, just in front of and above
the measuring cell.
2. Release the two screws, which fix the retaining plate to the photocell mount.
3. Remove the screws and plate and manoeuvre the photocell mount through the springs of
the support.
4. Unsolder the leads.
5. Replace the new photocells on their mount in reverse order.
6. Leave the two retaining screws slack and pass nitrogen into the analyser.
7. Ensure the zero adjustment is at the centre of its travel and move the photocells until the
analyser reads as near to zero as possible.
8. Tighten the screws and make a final zero adjustment.
9. Adjust the span

.
10. Confirm with the analyser's instruction book.
Replacement of LED
1. Remove the two screws, which hold the photocell mount to the control magnet assembly.
2. Allow the photocell assembly and mount to lay away from the magnet.
3. Remove the two screws holding the LED mount. Withdraw the LED and mount and
unsolder the leads to the LED.
4. Remove sleeving from old LED and discard lamp. Replace with new LED and sleeve and
solder the leads.
5. Replace the LED and secure the retaining strip.
6. Replace the photocell assembly and mount.
7. Replace the cell.

8. Adjust the zero and span.
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9. Confirm with the analyser's instruction manual.
For replacing the amplifier board, meter, filter block and circuit description do confirm with the
instruction manual.
Any doubts about the analyser or its equipment, contact the manufacturer or any of the manufacturer's
agents.
Riken portable oxygen indicator, Model Ox - 226
1. Summary
Riken portable oxygen indicator, Model OX-226 and OX-227 provide a quick, convenient method for
determination of oxygen content of any atmosphere. It is intended primarily as an indicator of oxygen
deficiency, with good readability from 0 - 25%. The instrument is routinely calibrated on normal
atmospheric oxygen concentration (21%). These models are most suitable and recommended for
testing tanks, manholes, vessels and other spaces to determine safety from the standpoints of oxygen
deficiency before entering and while work is in progress.
2. Principle
The oxygen cell operates by an electro-chemical process in which a voltage is set up between two
electrodes. Under a test where one electrode is exposed to the atmosphere, a change in oxygen
concentration on this electrode produces a proportional change in the cell's output voltage.
Therefore, an increase in oxygen concentration will "speed up" the electro-chemical process, producing
a higher output voltage, and a decrease in oxygen concentration will "slow down" the process, lowering
the output voltage. The centre electrode is exposed to the atmosphere by means of a Teflon
membrane placed directly in contact with the polished top surface. This Teflon membrane serves two
functions simultaneously. First, it has the ability to pass oxygen molecules freely, thus placing the
electrode in direct contact with the atmosphere and secondly, it keeps the electrolyte contained in the
cavity between the two electrodes.
3. Measurement procedure
a). Preparation - Connect the sampling hose (6) to the gas sampling probe (7) and then connect it
to the gas inlet of the instrument.
b). Voltage checks of battery - Turn the control switch (1) to "Batt" zone and check the meter
needle marks inside of "Batt" zone. If the case of model OX-226, the battery drop can be heard
as a buzzer sound.
c). Span adjustment - Turn the control switch (1) to "25" and make span adjustment by spanning
adjusting knob so as to bring the meter needle to 21%. When making span adjustment of
Model OX-227, try it with 0-25% range.
4. Measurement
After finishing the above procedure items 1, 2 and 3, the instrument is ready to run. Introduce the
sampling probe to the source and start measurement. In the case of Model OX-226, when the
oxygen concentration is less than 18% by volume, alarm light (4) illuminates and it gives us the warning
of oxygen deficiency by buzzer sound.
CAUTION
 Check the flow pump by the flow monitor during operation.

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 Operate the instrument in leather case when in use.
 The replacement of batteries and recharging procedure must be done in non-hazardous areas.
 Maintenance procedure
1. The replacement of batteries and recharging procedure.
a). Take off the leather case from the instrument and turn the battery box knob (11) to "open"
position.
b). Pull out the whole battery box and replace the batteries with new ones.
c). When the replacement of batteries is finished, put back the battery box in correct position and
turn the battery box knobs (11) to "Lock" position with finger press.
2. Replacement procedure (Ni-Cd battery).
When Ni-Cd batteries are used for the instrument, detach the label (12) of charging inlet and insert the
exclusive charger to the charging jack, and plug the charger into AC 100V. The recharging takes 15
hours.
3. Replacement of sensor.
When the meter needle can not be adjusted to 21% by turning the span adjusting knob and the
indication of meter needle gets unstable, this is the sign to replace the sensor. In this case, take off the
bottom screws of the instrument and remove the cover. The cover comes off by sliding it sidewise. Turn
the sensor to left and adjust the mark to "open". Now the sensor can be removed. Insert the new
sensor and turn it in clockwise direction to the mark "lock". Place the cover back.
4. Replacement of filter
The filters are filled in the gas-sampling probe and in instrument. When they appear dirty, replace them
with new ones.
Take off the tip of the sampling probe by turning the metal part of roulette and replace the cotton filter
with a new one.
Pull out the filter holder (10) of the instrument's flank and take out the filter. Replace it with a new one.
5. Zero adjustment
As the zero adjustment is factory set, there is no need of zero adjustment procedure in normal
operation. But, when it is high sensitive type instrument such as Model OX-227A with 0-5 and 0-25%
etc., make zero adjustment. Induct 100% clean nitrogen and turn the adjusting screw to bring the
needle to zero.
Detector tubes for health hazardous gases
Health hazardous gases may be detected through chemical colour reactions, and several
manufacturers make metering pumps and accompanying detector tubes for a great number of various
gases.
Probably the most convenient and suitable equipment to use for measuring very low concentrations of
toxic gases on board tankers are chemical indicator tubes.
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These tubes consist of a sealed glass tube containing a proprietary filling which is designed to react
with a specific gas and to give a visible indication of the concentration of that gas. To use the device,
the seals at each end of the glass tube are broken, the tube is inserted in a bellows-type fixed volume
displacement hand-pump, and a prescribed volume of gas mixture is drawn through the tube at a rate
fixed by the bellow's expansion rate. A colour change occurs along the tube and the length of the
discoloration, which is a measure of the gas concentration, is read off a scale integrated with the tube.
In some versions of these instruments, a hand operated injection syringe is used instead of a bellow
pump.
It is important that all the components used for any measurement should be from the same
manufacturer. It is not permissible to use a tube from one manufacturer with a hand pump from another
manufacturer. It is also important that the manufacturers' operating instructions are carefully observed.
Since the measurement depends on passing a fixed volume of gas through the glass tube, if an
extension hose is used it should be placed between the glass tube and the hand pump.
The tubes are designed and intended to measure concentrations of gas in the air. Thus measurements
made in a ventilated tank, in preparation for tank entry, should be reliable.
Under some circumstances errors can occur if several gases are present at the same time, as one gas
can interference with the measurement of another. The manufacturer should be consulted for
guidance.
For each type of tube the manufacturer must guarantee the standards of accuracy laid down by
national standards. Tanker operators should consult the regulatory authority appropriate for the ship's
flag.
DRÄGER MULTI GAS DETECTOR
In our experience, detector tubes and metering pumps made by "Dräger" are the most frequently used.
A more detailed description is given in the instruction book for "Dräger Multi Gas Detector".
Various chemical substances are used for tube fillings, depending on the gas to be analysed. For some
gases there are several types of tubes, so that there are tubes for measuring very low concentrations
and for measuring larger concentration ranges. In some cases two scales will be marked on the tube,
corresponding to different numbers of pump strokes.
It is important that the pump is checked to see if it is tight before it is being used, sealing the opening
with an unused detector tube does this. The bellows should then use more than 10 minutes to expand
for the pump to be satisfactory. Cleaning the valves, according to the instructions accompanying the
instrument may usually eliminate any leakage that has arisen.
To avoid corrosion, the pump must be purged with air by performing a number of pumping strokes each
time after use.
To perform measurements with difficult accessibility, an extension hose may be used. The detector
tube is placed in the suction of the hose.
OPENING OF THE TUBES
Both ends of the tube are opened in the hole, which is provided for that purpose in the pump. A
breaking socket accompanying the apparatus can also be used for this. This prevents glass fragments
from falling down.
Installation of the tube in the pump

WALLEM
Rev. date : ---
The opened sampling tube is inserted into the pump head so that the arrow on the tube points toward
the pump. The tube must be attached firmly and tightly in the pump head so that false air is not sucked
in.
SUCTION OF A GAS SAMPLE
The bellow is pressed together completely and is then released. During the compression the air is
squeezed out of the bellow through an exhaust valve. The suction action of the pump takes place when
the compression springs inside the bellow expand after the compression. The air (to be measured)
flows through the sampling tube and into the bellow while this again expands to its original volume. The
suction movement comes to an end when the distance chain is tight once again, and at this stage
100cm3 has been sucked through the tube.
The operating instructions, which accompany each packet of tubes, give i.e. the approximate time for
each pump stroke, for example 15 - 25 seconds. The time will depend on how tightly the powder is
packed in the tube.
The specified number of pump strokes, indicated in the operating instructions, should be used for each
sampling tube.
MSA - Detector Tubes and Kwik-draw Pump
FEATURES
1. Quick and inexpensive to use.
2. A reliable method of testing more than 120 hazardous gases and vapours.
3. Kwik-draw pumps offer accurate one-handed automatic stroke counter and unique end of stroke
indicator on deluxe version.
4. Tubes are printed with easy-to-read scales.
5. Specialised kits are available for use in HAZMAT work and underground storage tank applications.
DESCRIPTION
SA's Kwik-Draw and Kwik-Draw Deluxe Pumps can be used with an assortment of MSA detector tubes
to spot-test the atmosphere for a wide variety of toxic substances. Kwik-Draw Pumps are designed for
one-hand operation and consistent delivery of a sample draw volume of 100 millilitres (ml). The pumps
are constructed with a shaft-guided compression system for a more consistent and replicable flow rate
and volume per stroke than may be available with hand-guided pumps. MSA offers detector tubes for
measuring more than 150 gases and vapours.
Kwik-Draw Detector Tube Pumps
Kwik-Draw Pumps allow detection of gases and vapours with the squeeze of a handle. To obtain a
precise (100ml) sample volume, the user simply grasps the handgrip and pushes the knob. The pump's
compression system provides the guiding action to drive a spring-loaded bellow pump.
An internal easy-to-read stroke counter shows the exact number of strokes performed and provides a
positive stop when the stroke is fully compressed.
A second model, the Kwik-Draw Deluxe Pump has a unique end-of-stroke indicator that "winks" after
the precise volume of air is drawn, confirming that enough air has been sampled for a successful
reading.
Detector tubes.
WALLEM
Rev. date : ---
MSA/Auer detectors are made of glass, have break-off tips and are filled with treated chemical
granules for sampling a variety of substances. Most MSA/Auer detector tubes are packaged 10 in a
box.
For ordering information, see the Detector Tube Summary Chart which follows the Detector. After
selecting the appropriate tube, the user would break off the tubes' end tips and attach the tube to the
sampling pump. After air is drawn through the tube by the pump, the chemical layer in the tube changes
colour if the test gas or vapour is present in the air.
The length or shade of the colour-change, indicates the concentration of the gas or vapour in the air. A
scale is printed on each tube for interpretation of data.
Controlled Interchangeability of MSA/AUER Detector Tubes and Pumps with Other Manufacturers'
Tubes and Pumps.
As long as a pump meets the following criteria, it may be used with any detector tube designed for use
with that kind of pump. Pumps meeting these criteria are interchangeable.
1. The characteristics of the pump- volume per stroke, sampling time and flow - must be within
the same accuracy range.
2. The detector tubes must have an outer diameter of 7 mm and be factory-calibrated with a
pump that meets the criteria of (1) above.
3. The manufacturer of tubes and pumps must operate under a certified quality assurance
program.
Based on these criteria, the following pumps are interchangeable:
· MSA's Kwik-Draw Pumps.
· AUER's Gas Tester II H Pump.
· Dräger's Model 31 Bellow Pump.
· Dräger's Accuro Pump.

WALLEM
Rev. date : ---
SAMPLING PUMP OPERATION AND MAINTENANCE.
The Kwik-Draw Pump is designed to measure concentrations of gases and vapours when used with
AUER/MSA Detector Tubes.
Description - The Kwik-Draw Pump is a one-handed, manually operated bellow pump of 100cc
capacity.
Tube Holder - This rubber part permits mounting of detector tubes, remote sampling lines or other
detectors.
Filter Disc - This porous plastic disc mounted in the rubber tube holder protects the pump from
dirt and dust particles, which may alter the flow or damage the pump.
Exhaust Valve - Located under the valve cover, this valve closes as the bellow re-inflates, and readily
opens on the exhaust stroke so that blow-back through the tube holder is negligible.
Stroke counter - For convenience, a stroke counter is incorporated into the pump handle.
End-of-stroke indicator - As the bellow begins to re-inflate, and after the knob is released, the indicator
eyeball turns high visibility green. As the vacuum decreases, the eye begins to roll back to black. The
stroke is over when the eye is all black.
Note! - Kwik-Draw Pump (part no. 488543) does not have an end-of-stroke indicator.
OPERATION
1. Using the breaker on the pump, break off both tips of the detector tube.
2. Using a twisting motion, insert the tube into the rubber tube holder. The arrow on the tube
should point toward the pump.
3. Re-zero stroke counter.
4. With all four fingers on the handle, depress the knob with your palm.
Note! Watch the stroke counter to ensure proper sample volume, the counter will only advance if a
full pump stroke is taken.
5. Release the knob.
6. As the pump re-inflates, the end-of-stroke indicator turns to high-visibility green. The stroke is
over when the eye returns to the all black state.
Note! If your pump does not have the end-of-stroke indicator, wait 30 seconds after full bellow
inflation to ensure that all 100cc of the sample has been drawn through the tube. The detector tube
must be held in the sampling area during this period.
7. To evaluate the stain, follow the instructions provided with the detector tubes.
WALLEM
Rev. date : ---
REMOTE SAMPLING
Remote sampling is accomplished by putting the pump, connecting tube, remote sampling line and
detector tube together, in this order.
MAINTENANCE
Under conditions of normal use, this pump should require little maintenance. Depending on the
frequency of use, periodic cleaning and checks for correct performance as recommended.
Tube holder - Replace tube holder when it shows signs of wear or loss of elasticity. If filter is not
clogged or cracked, save the filter discs for re-use in new tube holder.
Filter disc - Periodically remove the filter disc for cleaning or replacement.
1. Remove filter disc from tube holder by rolling flange part of tube holder down and away from
the disc.
2. Gently tap or blow on the surface to remove any foreign matter.
3. Replace disc so previously exposed surface is once again facing away from pump.
SHAFT
If shaft becomes dirty or if bellow inflation is jerky, remove shaft by unscrewing, then clean with auto
wax.
VALVES
1. With the valve cover removed, check the valves for dirt or debris.
2. Remove dirt with a gentle puff of air or by using a soft brush.
3. Replace valve(s) if necessary.
PUMP PERFORMANCE TEST
After extended idleness and periodically during use, check the pump for proper performance with the
following test:
1. Plug pump inlet by inserting an unbroken detector tube into tube holder.
2. Deflate pump fully, release, and wait 10 minutes. The pump is leak-free if the distance from the
bellow to the frame is ½ inch or greater after 10 minutes. If the pump leaks check the tube
holder and, if necessary, the valves (see Maintenance). After repair, re-test for leakage.
Warning! Use of a pump that leaks may result in the under-estimation of a hazard and could result in
property damage, injury or death.
Read the instruction book following the Detector!

WALLEM
Rev. date : ---
14.6 GAUGING AND CONTROL

Level gauges : There are requirement for control of the liquid level in the cargo tanks and other tanks
containing cargo as cargo condensers. Normally, floats are used for this purpose. Since the float's
floating capability is dependent of the liquid's density, this must be considered in connection with
measurement and adjustment.
WALLEM
Rev. date : ---
A level gauge for cargo tanks is normally of float type or radar type. The float type can be controlled by
a guide-wire or placed inside a perforated pipe. The float's movements are transferred to a counter
through a steel band. The counter are normally local, but on new ships it is also remote reading. It is of
importance to check that the counter is at the correct level. On the counter, there are marked values
indicating the reading when the float is at the bottom and on the top. Control and necessary
adjustments are made using these values. To avoid damage to the float and band, it is of importance
that the float is hoisted and locked when the ship is sailing.
Other types of floats are connected to an arm with a switch, which sets off or on an alarm circuit when
the liquid reaches a given level. This type is used as level alarms in cargo tanks and in small tanks as
liquid receivers. The liquid separator on the suction side of the compressor is an example of a tank
equipped with this type of alarm. If liquid is carried away with the vapour to the compressor, the liquid
will assemble in the liquid separator on the vapour line. The float in the liquid separator will at a stated
level float up and actuate an alarm and then shut-down the compressor and liquid is prevented to came
into the compressor.
WALLEM
Rev. date : ---
14.7 Personal Protective Equipment (PPE)

Protective clothing and equipment should be worn by all personnel involved in cargo Operations, this
normally comprise boiler suits, Safety shoes, Safety splash goggles and Safety helmet.
Further to that depending on the product being carried there are additional requirements for individual
products as clearly outlined on IGC code chapter 19 “ Summary of minimum requirements “ which give
details of precautions to be taken and safety requirements for handling different products.
Always before loading make sure the Terminal put o/b the MSDS (Material Safety Data Sheet) of the
cargo to be loaded, this should be immediately posted on conspicuous places on the vessel information
boards.
Storage places for PPE including breathing apparatus should clearly marked and protected from
weather and personnel who are likely to use breathing apparatus should be trained on its safe use.
Suitably marked decontamination showers and an eye wash should be available on deck at convenient
locations. The showers and eyewash should be operable in all ambient conditions
Medical first aid equipment including oxygen resuscitation equipment and antidotes, if available, for
products carried should be provided onboard, first aid providers should be familiar with its use and
location.
Some cargoes because of their chemical and toxic properties require the use of Chemical suits and full
breathing apparatus for operations like disconnecting loading arms and sampling, other may require
only chemical gloves and splash apron, other may require low temperature gloves, all of them will
require anti splash goggles.
So always read the product MSDS and additionally the minimum requirements as per IGC code
Chapter 19.
Do not take chances and when in doubt use your common sense and look for information in the vessel
CCR.
Void spaces, Ballast tanks, cofferdams and inner hull spaces surrounding Cargo Tanks
The inspections of above spaces are all documented and recorded on Ship’s SMMS , all points
To check and report are well described in Job description and also how often this spaces are to be
inspected.
By following the SMMS and reporting the job no need to add additional documentation.
WALLEM
Rev. date : Feb 2012
15. Thermodynamic Properties:
(!) Please find attached in this section the thermodynamic properties of
1.Propane.
2.N-Butane
3.Ammonia
4.Propylene
5.Butadiene
6.Vinyl Chloride Monomer.
7.Ethylene
8.Ethane
WALLEM
Gas Tanker Manual Issue date : December 2010
SHIPMANAGEMENT LTD. Rev. date : May 2012
Appendices Index: Page 1/2
APPENDICES
The Appendix section is for Checklists and procedures.
APPENDIX 1: CARGO TRANSFER PROCEDURE .................................................................................. 1
APP 1.1 DURING CARGO TRANSFER OPERATIONS ................................................................. 1
APP 1.2 RESPONSIBILITY OF THE MASTER ............................................................................... 1
APP 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER ................................................................ 1
APP 1.4 DELEGATION OF DUTIES AND RESPONSIBILITIES ..................................................... 1
APP 1.5 RESPONSIBILITY OF THE CHIEF ENGINEER ................................................................ 2
APP 1.6 DESCRIPTION OF THE CARGO SYSTEM ....................................................................... 2
APP 1.7 CARGO TRANSFER PROCEDURE .................................................................................. 3
APP 1.8 MAIN FEATURES OF THE LPG TRANSFER SYSTEM .................................................... 5
APP 1.9 DISCHARGE TO PRESSURISED TANKS......................................................................... 6
APP 1.10 CARGO TANKS INERTING (OPERATION FOR DOCKING) ............................................ 7
STEP-1 DISCHARGING............................................................................................................................. 8
STEP-2 SPARGING & HEAT UP ............................................................................................................... 8
STEP-3 INERTING AND GAS PURGE.................................................................................................... 10
STEP-4 AERATING ................................................................................................................................. 11
STEP-5 AERATING (DEHUMIDIFICATION OF TANK) .......................................................................... 12
STEP-6 INERTING (PURGING WITH IGG)............................................................................................. 13
STEP-7 INERT PURGE AND LOADING COOLANT（NO.4 TANK） .................................................... 13
APP 1.11 CARGO CALCULATIONS ................................................................................................ 14
APP 1.12 CARGO PLANT AND REFRIGERATION SYSTEM......................................................... 14
APPENDIX 2 - SHIP SPECIFIC CHECKLISTS ............................................................................................ 1

CHECKLIST NO. 1 - PRE-ARRIVAL.................................................................................................... 1
CHECKLIST NO. 2 - PRIOR CARGO OPERATION ............................................................................ 1
CHECKLIST NO. 3 - DEPARTURE LOAD / DISCHARGE PORT ....................................................... 1
CHECKLIST NO. 4 - HELICOPTER OPERATIONS ............................................................................ 1
CHECKLIST NO. 5 - WEATHER MONITORING & HEAVY WX IN PORT .......................................... 1
CHECKLIST NO. 6 - EXTREME COLD WEATHER PRECAUTIONS ................................................. 1
CHECKLIST NO. 7 - DRUG & STOWAWAY CHECK LIST .............................................................. 1
CHECKLIST NO. 8 - CONTINGENCY PLANNING FOR STS OPERATIONS .................................... 1
WALLEM
Appendices Index: Page 2/2
APPENDIX 3 : BUNKER TRANSFER PROCEDURES................................................................................ 1

BUNKER CHECKLISTS ....................................................................................................................... 1
APPENDIX 4 : ENGINE ROOM CHECKLISTS ............................................................................................ 1
E/R CHECKLISTS NO. 1 - STEERING GEAR TEST .......................................................................... 1
E/R CHECKLISTS NO. 2 - ARRIVAL PORT ........................................................................................ 1
E/R CHECKLISTS NO. 3 - DEPARTURE PORT ................................................................................. 1
E/R CHECKLISTS NO. 4 - SHIFTING.................................................................................................. 1
E/R CHECKLISTS NO. 5 - UMS OPERATION .................................................................................... 1
E/R CHECKLISTS NO. 6 - AUXILIARY ENGINE START/STOP......................................................... 1
E/R CHECKLISTS NO. 7 - STEERING GEAR ..................................................................................... 1
APPENDIX 5 EMERGENCIES SPECIFIC TO GAS TANKER ................................................................... 1
APP 5.1 CARGO SPILLAGE OR CARGO FIRE ON DECK ............................................................ 1
APP 5.2 FIRE ON DECK .................................................................................................................. 2
APP 5.3 GAS TANKER COLLISION ................................................................................................ 2
APP 5.4 CARGO CONTAINMENT SYSTEM FAILURE ................................................................... 4
APP 5.5 HOSE BURST, PIPING FAILURE OR TANK OVERFLOW ............................................... 5
APP 5.6 BREAKAWAY FROM JETTY DURING CARGO TRANSFER........................................... 6
APP 5.7 JETTISONING LPG CARGO ............................................................................................. 7
APP 5.8 SHIP TO SHIP TRANSFER ................................................................................................ 9
APP 5.9 UNCONTROLLED VENTING ............................................................................................. 9
APP 5.10 TOXIC LIQUID RELEASE AT TERMINAL ....................................................................... 10
APP 5.11 TOXIC RELEASE AT SEA OR AT ANCHOR .................................................................. 11
APP 5.12 ELECTRIC POWER FAILURE ......................................................................................... 11
APPENDIX 6 PORT CALL PROCEDURES ................................................................................................ 1
APP 6.1 PORT CALL SUMMARY .................................................................................................... 1
APP 6.3 MATES - LOADING / DISCHARGING PLAN ................................................................. 3
APP 6.4 STOWAGE PLAN ............................................................................................................... 6
APP 6.5 CONTACT INFORMATION ................................................................................................ 7
APPENDIX 7 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP)................................................ 1
(!!) APPENDIX 8 - Safety Officer Inspection Checklist .................................................................................. 1
(!!) APPENDIX 9 - PRIVATE MARITIME SECURITY COMPANY (PMSC ) PROCEDURES ..................... 1+16
WALLEM
Appendix 1 : Page 1/16
APPENDIX 1: CARGO TRANSFER PROCEDURE
APP 1.1 DURING CARGO TRANSFER OPERATIONS
APP 1.2 RESPONSIBILITY OF THE MASTER

The Master shall hold overall responsibility for the Safety and Security of the personnel,
vessel and cargo under his command while at the same time ensuring that the vessel
complies with all environmental regulations.
He is responsible for ensuring that all regulations laid down by the Company, Local
Authorities, Governments and International Organizations are fully complied with at all
times.
APP 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER
The Chief Officer is directly responsible to the Master for the safety of the cargo
operations.
Personnel delegated for the duty watchkeeping during cargo oil transfer operations are
directly responsible to the Chief Officer and shall discharge such orders as instructed by
the Chief Officer.
The Chief Officer must fill in the Pre-arrival and Pre-cargo operations check lists, as well
as the Ship-Shore Safety Check List and thoroughly comply with.
No cargo transfer will commence until the proper safety check lists has been fully filled in
and signed by both parties, ship and shore.
Prior arrival a full cargo calculation has to be carried out and Ballast distribution plan is
also to be completed together with stress and stability calculations.
Once plans are completed a Pre Cargo operation meeting is to be carried out and plan
made known to Deck Officers, Gas Engineer and Ch Engineer, at this meeting all factors
that may also affect the operation in port should be discussed ( Weather, any problem
with machinery, Mooring winches, pumps etc.) .
As the Deputy Ship Security Officer he is to ensure that the vessel complies with the
Security requirements as given in the Company’s Ship Security Plan.
APP 1.4 DELEGATION OF DUTIES AND RESPONSIBILITIES
The duty officer holds responsibility for his watch & shall carry out all instructions
as directed by the Chief Officer. Any irregularities, shortcomings, defects and
similar occurrences shall be brought to the attention of the Chief Officer.
No cargo valves will be operated by the duty watch personnel, unless expressly instructed
by the Chief Officer, except the shut down, if deemed necessary in an emergency.
The Duty Officer shall ensure continuous and effective deck and manifold watches are
maintained taking patrol rounds himself whenever the CCR is manned by the Chief Officer.
WALLEM
The Duty Officer must ensure that one of his watch ratings is maintaining continuous
manifold watch. This rating will be provided with portable radio to be able to communicate
with the OOW anytime. The other rating on watch should maintain continuous deck patrol.
This rating should ensure the vessel’s mooring lines are in order.
Immediately after discharging commences, this rating will make a whole deck check, in
order to ensure that no cargo leakages are occurring.
The loading/discharging rates, as well as all other cargo parameters, as required, are to
be recorded hourly.
The salient Officer on Watch must ensure that all verbal orders or instructions given by
the Chief Officer are transmitted to the relieving Officer. He must also ensure that the
Chief Officer’s Night Orders Book is properly signed before releasing the watch.
App 1.5 RESPONSIBILITY OF THE CHIEF ENGINEER

The Chief Engineer is responsible for ensuring that all engine and deck machinery is in
good working order and condition.
He is also responsible for the safe & smooth execution of all fuel oil, diesel, gas oil &
lubricating oil bunker transfer operations. For details on bunker procedures, see SBM II.
He is to ensure that there is close co-operation between the deck and engine departments
in order that all operations are carried out in a smooth manner.
If he is also the Ship Security Officer then he is to ensure that the vessel complies with the
Security requirements as given in the Company’s Ship Security Plan.
APP 1.6 DESCRIPTION OF THE CARGO SYSTEM
This vessel is a Semi-refrigerated LPG Carrier. The minimum temperature of the

products she can carry is –48 ºC. The maximum density of the products she can
carry is 0.972 and the M.A.R.V.S. is 5.50 Bars. The products she can carry are
Acetaldehyde, Anhydrous Ammonia, Butadiene, Butane, Propane/Butane mixture,
Butylenes, Diethyl Ether, Dimethylamine, Ethyl Chloride, Ethylene Oxide –
Propylene Oxide Mixtures with Ethylene content of no more than 30 %,
Isopropylamine, Isoprene, Methyl Chloride, Monoethylamine, Pentanes (all
Isomers), Propane, Propylene, Propylene Oxide, Vinyl Chloride and Vinyl Ethyl
Ether.
This vessel has four LPG tanks each consisting of two tanks individually separated.
The vessel can load 4 separate Grades but can only cool down two cargoes separately.
You also have a Deck Tank with the 100 % capacity of 210.100 M3. This is normally used
as a storage of Propane cargo tanks coolant. The vessel can arrive load port ready for
loading LPG cargo by using the Propane coolant in the deck Tank. A total of about 65 M/T
of Propane coolant is enough to gas-up the vessel. The cargo tanks are categorized as
Type C Independent Tank. The loading capacity is limited to 98% of each tank as per IGC
regulations in force.
The tank capacities at 100% are :

3
CARGO TANK Nr.1 PORT AND STBD : 4, 211.000 M
3
3
3
---------------------------------------------------------------------------------------------------------------------
WALLEM
TOTAL CARGO TANKS CAPACITY : 20,700.200 M3

DECK TANK CAPACITY : 210.100 M3
3
TOTAL CAPACITY INCLUDING DECK TANK : 20, 910.300 M
The LPG tanks are Bilobe Independent Type ‘C’ made of Fine Grain Low Carbon Steel
and externally insulated with Polyurethane of 125 mm thickness.
Each cargo tanks have 4 temperature sensors located Inside the tank : 1 upper vapour
space, 2 At 80 % Level, 3 At 50 % Level and 4 At he pump sump
The temperature measurement is carried out automatically and data also recorded
automatically in the Cargo control room.
Cargo tanks pressure are indicated in following places:

-Individual Cargo Tank Dome
-Cargo control room console.
Deck Storage Tanks MARVS setting is 18.2 Barg. Minimum temperature – 48 Deg.
Celsius. It is a horizontal, cylindrical pressure vessel with hemispherical ends.
The vessel is able to load 4 cargoes simultaneously but can only cool down 2 kinds of
cargo grades separately.
The vessel has four vapour lines and four liquid lines, that in the manifold are, from fore to
aft, L-V-V-L-L-V-V-L, and which flange sizes are :
Liquid line : 14” x 300 ASA

Vapour line : 8” x 150 ASA
The liquid lines have a crossover line, at the ship’s centre. Maximum loading for each
3
manifolds is 450 M /h thus equal to 1800 M3/h with the 14’’ liquid line connection.
3
Each cargo tank is fitted with a deepwell pump with a capacity of 225 m /h 120 mlc.
Vessel is fitted with 2 booster pumps each with a capacity of 450 M3/h at 120 mlc.
APP 1.7 CARGO TRANSFER PROCEDURE
1. This vessel is fitted with hydraulically and manually operated manifold valves. The
main hydraulic valve is located on the cargo control room and must be opened
otherwise the valve in the manifold will not open. ESD is also activated by the High /
High independent level sensor / alarm of any of the cargo tanks ( 98.5 % of Tank
capacity ). Vessel can load up to four cargoes simultaneously with cargo tanks
segregated.
2. This vessel is provided with a manifold containment drip tray made of LT steel. In
case a cargo leak should occur, the liquid should be sprayed with water to allow its
rapid vaporisation.
WALLEM
3. Four persons will be on duty during any cargo operation:

Chief Officer : Person in charge
Duty Officer : Assistant in charge
2 ratings : Deckhands.
4. One deckhand with walkie talkie will be continuously watching the manifold and the
gangway. One hand to be placed on the ship’s gangway to control the access to the
vessel from any outsider. He will ask him/them for his/their names and the reason to
come on board. He will communicate this to the OOW, who will give permission to
access the vessel to that/those persons and, at same time, will advise the Captain
and/or Chief Engineer (SSO) if some of them want to speak with him. The gangway
watch will fill Form D24 – Port Security and Visitor log book with the names and times,
any visit comes or leaves the vessel. The other deckhand will attend the mooring
ropes and will continuously patrol the deck.
5. In any emergency, cargo operations to be stopped immediately. If necessary ESD to

be used.
6. Communication will be by portable walkie talkie sets.
7. Cargo tanks will be topped up keeping into consideration the allowance time to advise
the terminal for slowing down. The maximum filling of these cargo tanks is 98%.
8. When discharging, special consideration will be given to avoid any vacuum in the
cargo tanks.
9. Once cargo transfer operations are complete, the Chief Officer will ensure personally
that all valves, other than needed to drain the lines, are all closed.
WALLEM
APP 1.8 MAIN FEATURES OF THE LPG TRANSFER SYSTEM
DISCHARGE TO FULLY REFRIGERATED TANKS
This is the easiest way to perform the operation and , also, the way all systems are
working better.
Once we have confirmation from shore that their manifold and valves are open and ready
to receive the cargo, we will check which is the back pressure in the shore line. Once is
confirmed that it is an achievable pressure for the intended operation, we will recheck that
the cargo lines/valves line up is set correctly.
1) Open the manifold hydraulic Valve and the manual valve.

2) Check that the valves connecting the tank to be unloaded to the manifold liquid line to
be used are open.
3) Check the outlet valve of the cargo pump to be started is slightly open, about 3 %.
Then, start one cargo pump as follows:

It is a must to take megger readings of cargo pumps motors before starting.
a) Push “ start “ button. Discharge valve to be opened about 5% and drop valve of the
tank about 20% for recirculation.
b) Observe ammeter. The amperage should go up to the starting current value, and the
decrease to normal amperage within 5 seconds.
c) After motor has started, observe discharge pressure and flow meter. Pressure should
be close to minimum flow rate pressure ( more than 6.5 bars )
d) Close drop valve and adjust discharge valve by opening to desired flow condition, for
Propane maximum flow is at 196 Amps and for Butane 205 Amps, let pump run for a
few minutes then give final adjustment by comparing with factory test data curve.-
e) In order to avoid back flow from shore manifold valve to be open when pressure in
ship’s line close to pressure in shore line.
Follow same procedure for starting other cargo pumps keeping in mind that once
necessary pumps are running adjustment to be made to obtain the rate requested by
shore.
For the discharging of one product at a time (only one loading arm connected) the above
should be the general guidelines.
For the discharging of two products at same time, during the meeting with the loading
master, we should agree which is the first product to start.
Once they are ready to receive the cargo, we should start in the same way as above, and
will start all pumps needed to achieve the required rate.
Once the first product is being discharged smoothly, we, in connection with the Terminal
Loading Master, will agree when to start discharging the 2nd product. When shore is
ready to receive the 2nd cargo, we should start in the same way as per the first product.
Gradually, as per Terminal requirements, and when lines are cooled down, we will
increase the rate of both products until the maximum requested without going above the
3
limit for each manifold which on this vessel is 1800 m /h.
WALLEM
This vessel has a level float gauges of the reed switches types per tank, giving continuous
ullage readings for Port and starboard by digital indicators on the tank dome and remote
readings in the CCR.
When the cargo tank liquid level is low, 1.1 meter, we have to watch the cargo pumps in
order to avoid cavitation. This can be achieved by throttling the outlet valve. Pay attention
to the parameters of the other pumps, as throttling or stopping one of them is reducing the
back pressure in the manifold. If necessary adjust them.
While pumps are operating at their normal capacity, incipient cavitation will take place
when the fluid pressure at the inducer inlet reaches a value below the vapour pressure of
the fluid. At this point the pressure will decrease slightly and the pump may become noisy.
By simply reducing the flow this unstable operation will cease and the pressure will be re-
3
established. Minimum flow for the pumps are 27.5 m /h and slightly above this value is
o.k for continuous operation. Avoid to operate the pump below minimum flow because of
the restricted amount of coolant liquid being supplied to the motor and bearings. The no
load current for the pump is 136 Amp.
If pump tripped by over current or under current limit restarts to once within 20 minutes to
avoid overheating the motor.
If the level is less than lower ball bearing ( less than 0.034 m from tank bottom, restarts
must be restricted.
APP 1.9 DISCHARGE TO PRESSURISED TANKS

This ship is equipped with Booster pump and Heater to discharge to pressurised tank.
Never the less, it can be achieve with the help from shore , ie, with the help of shore
booster pump.
LOADING
This vessel is designed to load four grades at same time, provided the terminal has
connected one arm to each liquid line.
However, in the trade the vessel is usually engaged, the vessel loads only one grade at a
time.
Before arrival to the terminal we will keep the cargo compressors working in order to
reduce the pressure to approximately, 20 mbars. It is of utmost importance to arrive to the
loading terminal with the cargo tanks pressure as low as possible and cargo tanks cold
down to a maximum gradient of 15 Deg C between Bottom and Top Temp ie. Bottom –
39 C top – 24 C to allow a smooth and fast loading and avoid undue stresses in the cargo
tanks.
In case one or more grades are going to be loaded, (two or more grades at the same
time), the loading arm/arms will be connected to the respective liquid lines. In most of
terminals one vapour arm is connected for each grade, to be used as vapour return, in
case of emergency.
Before loading start the hydraulic pump to operate the manifold valves.
WALLEM
Once the tanks inspection and the cargo calculations have been completed we will
check the line up once more.
1) Check the valves connecting the cargo tanks to the manifold liquid line to be used
are open.
2) Check that the loading valves of the tanks to be loaded are open.
3) Check that all other valves connected to the manifold liquid line to be used are
closed.
When commencing loading, it will be at minimum rate, approximately 100 MT/hr until the
ship’s lines are cooled down and the cargo tank pressures are steady.
3
Then, gradually, ask the terminal to increase the rate until the maximum, 1800 m /hr for
loading arm system 1.
All the three cargo compressors will be running, if required, for the grade / grades cargo
loading.
If for any reason (Cargo temp too high ) the cargo tanks pressures keep rising, we should
have to reduce the loading rate as much as needed, until the pressure is steady.
BALLAST SYSTEM (SEGREGATED SYSTEM)

The vessel has the following ballast tanks:
Fore Peak with capacity of 606.6 M3
Double Bottom Nr.1, Port and Starboard each capacity 503.4 M3 = 1006.8 M3
Double Bottom Nr.2 , Port and Starboard each capacity 734.0 M3 = 1468.0 M3
Double Bottom Nr.3 , Port and Starboard each capacity 755.9 M3 = 1511.8 M3
Double Bottom Nr.4 , Center with capacity of 1275.1 M3
Wing Tank Nr. 1, Port and Starboard each capacity 395.7 M3 = 791.4 M3
Aft Peak with capacity of 515.6 M3
Fore Peak : Is aligned with the main ballast system. It is filled up by gravity or by the water
ballast pump. The ballasting / deballasting must be performed by gravity / ballast
pump.
WBT #1 , #2 , # 3 & #4 are aligned with the main ballast system. It is filled up by
gravity or by the water ballast pump. The ballasting / deballasting must be
performed by gravity / ballast pump.
After Peak: Is aligned with the main ballast system.

3
There are 2 ballast pumps each have a capacity of 740 M /h .
Total ballast capacity is 9191.5 M3
APP 1.10 CARGO TANKS INERTING (OPERATION FOR DOCKING)

WALLEM
STEP-1 Discharging
(content of work)
・Carry out heavy stripping all tanks for shortening the sparging time and reducing discharge
LPG to atmosphere.
・ If carried a good stripping then liquid remaining in cargo tanks is reduced and this will help
to reduce time for the puddle vaporizing and sparging of the tanks.
・ After completion of discharge/stripping use compressor hot gas for pushing liquid remaining
in liquid lines ashore.
(Operation Procedure)
① Adjust vessel trim to about 2m at the stage of the final stripping. (No heel, keep vessel upright
at all times)
② When sounding in the cargo tanks reaches about 30 cm from bottom check pumps
continuously to avoid tripping by under current ( 136 Amps ) by adjusting discharge valve
gradually. Keep in mind that level gauges indicated will always be less than 0000, so throttle
discharge valve accordingly, once level gauge bottom up keep pump running controlling the
discharge pressure and amps reading till pressure can no longer be maintained with 2% valve
open. It may be necessary to change to another tank and wait till liquid on this tank is drain aft.
Never the less if trim is maintained at 2 mtrs by the stern and stripping is carried properly then
3
when pump is stopped the liquid will have been pumped out ( will always remain about 0.5 m
per tank) It is very important to have no list during this operation.
Depending of pressure in the tanks and if receiving vapor return, is better to stop this after
st
completing stripping in the 1 cargo tank and start hot gassing this tank for building up
pressure on other tanks and puddle vaporizing of this tank.
③ After completion of discharging, if shore do not accept to blow the liquid line with hot gas
ashore the remaining liquid in the line will have to be drained back to the cargo tanks, but
always try to get agreement for blowing the liquid line ashore.
STEP-2 SPARGING & HEAT UP
( target ) C3 sump temperature + 5 C

C4 “ + 15C
COMP’R REQ.GAS No. B tank

To sea by cargo pump
Vapor line COMP’R HOT GAS No. A tank
（１） 50 miles (Point where the discharge gas can be done) from the land after departure.
WALLEM
① Tank A start hot gas sparging for puddle vaporizing, as tank pressure increases run another
compressor to suction gas from this tank send the condensate to tank B as per diagram.
② The liquid of B tank is discharged using the jet nozzle from the manifold with cargo Pump
once vessel is more than 50 miles from nearest land and all liquid from A has been transfer.
Carry out this operation with all tanks and once all liquid eliminated we will start hot gassing all
tanks and releasing vapor to the atmosphere by way of the vapor connection to Vent riser,
interconnect the liquid manifold to vapor manifold by way of the pipe loop provided for this
operation and on gas header interconnect the vapor to vent riser.
（２） Sea area where the discharge gas can be done (The tank pressure rise is discharged to the
atmosphere directly).
Vapor line COMP’R HOT GAS
Each tank
Liquid line Vapor Vent Riser

To Atmosphere
manifold
(notes)
① Ship course to be adjusted to avoid gas coming to accommodation
② The temperature of the hot gas is maintained at 70C or more.
③ The sump sparge valve is to be full open, and the aft sparge valve is adjusted to maintain
the compressor discharge pressure and temperature. （4kg/cm2） About 50% valve open.
2
④ The tank pressure is maintained at about 0.150 kg/cm .
2
0.200 kg/cm  open manifold and discharge gas
2
0.150 kg/cm  shut manifold
Do not bring Pressure too low because you loose the heat effect of the vapor in the tank and
remaining liquid will go back to boiling point Temp of the tank pressure.
⑤ The sump temperature will start increasing in about 16 hours – 20 hours after the sparging
beginning ( All liquid puddles eliminated )
⑥ Carry out the safety measures and the notice to crew when the gas is discharged.
⑦ The engine room etc. do gas check every one hour.
WALLEM
STEP-3 Inerting and Gas purge
( target ) LPG gas Less than 4% Vol
About 1.7-2.0 times the capacity of the tank are necessary. (For about 10-12 hours in each
tank.). Start the operation all tanks in parallel and once one volume has gone through change to
series to economize time normally only two tanks can be done in series as per below diagram
IGS MANIFOLD J601 AFT. Vapor line
(Each tank vapor line)
Manifold FOR Maniford FOR ‘D A tank

‘D V. U-Pipe
B tank Manifold AFT LPG discharge to

LIQUID atmosphere
① Once the LPG content of the gas of each tank becomes 4.0% or less start line inerting of
Compressors and condensate lines (RE.LIQ.LPG.LINE) .
② Lighter inert gas than LPG gas the inflow method from the upper part of cargo tank
( Vapor Line ) and out by the bottom ( Loading line ).
③ Initial RATE is slow, to make an excellent stratification layer (horizontally in the tank) by
using the density difference between the IG and LPG, this leads to shortening the inerting
time and the FO consumption.
④ Inerting of each line is executed first, and inerting is done in paralell to all tanks for starting.
⑤ Inerting such as the cooling down and sparging lines is done.
⑥ Opening of the pump delivery valve is done by removing the stopper (this valve is non
return valve) and lifting the valve disc above the range of non-return (60mm). The valve is
to be opened slightly to prevent turning of the cargo pump.
⑦ Make the inert gas supply temperature more than the outside temperature .
WALLEM
STEP-4 AERATING
(Target ) Oxygen content 21%

HC gas - less than 0.04％VOL.（LEL 0.5%）
(Operation Procedure) CARGO TANK

1 st stage
Trunk top Loading line Manifold

AIR manhole exhaust fan Atmosphere
2 nd stage
IG. SYSTEM Manifold J601 Vapor line A tank
(Loading line)
Inert gas B tank Vapor line Manifold

discharge U-pipe
HOLD SPACE
IG. SYSTEM Hold bottom inerting duct HOLD manhole fore & aft.
① If the state of air is good ( low humidity ), the airing is done up to the standard value as the
first stage with a sea water drive fan. Air blower from IGG SYSTEM is used if humidity of
the air to high in order to avoid condensation inside the tanks. (Air is exhausted from the
manifold by using the tank series method from a each trunk top. )。
② During airing of Cargo tank with portable exhaust fan, the airing of hold space is carried
out concurrently by using IGG SYSTEM. (working hours shortening)
③ Take care that neither rain water nor the sea water enter in cargo tank and hold space
during airing.
④ Refer to the line chart for the timing and method of the airing.
Work after dock

WALLEM
STEP-5 Aerating (dehumidification of tank)
(target ) Dew point temperature Average temperature

CARGO TANK 0 or less ＋20 C
HOLD SPACE 0 or less ＋20 C
(Operation Procedure) With IGG. AERATING MODE
CARGO TANK
IG. SYSTEM MANIFOLD J601 Each tank vapor line
Atmosphere Manifold Each loading line Each tank
HOLD SPACE
IG. SYSTEM HOLD BTM HOLD Safety valve

INERTING DUCT by-pass
①Start purging the tanks with air blower from I.G.G. after closing down of cargo tanks in order to
lower the dew point of the air in the cargo tanks after the dry dock period.
(The purpose of this operation is dehumidification of the cargo tank and the hold space in order
to avoid condensation when purging with IG and icing later on when cooling down started. )
＊ As per ship’s records, the lowest attainable dew point was 0 C, after last drydocking.
WALLEM
STEP-6 Inerting (Purging with IGG)

( Target )
Oxygen 4％ or less
Dew point temperature －25 C or less
( Operation Procedure ) CARGO TANK
IG. SYSTEM MANIFOLD AFT vapor line

U-Pipe
Each vapor line Tank Each loading line AFT Liquid line
FORE vapor line Discharge Open Reliq line, condenser & manifold drain
valves
①Inert gas that is slightly heavier than air is put from the tank bottom and out from top via vapor
line .
②Start all tanks in parallel and change after to series method. The aim is to bring the tanks dew
point as low as possible and oxygen to about 2%, for preventing icing in the spray lines
when loading coolant. Check oxygen content of the cargo tanks at regular intervals. Keep
a good log for the entire operation.
＊ CARGO TANK TOTAL CAPACITY : 20,286.196 m3
STEP-7 Inert purge and Loading Coolant（NO.4 TANK）

Required coolant 150 MT
( Target )
PROPANE TANK MID －25C BTM –40C 0.07kg/cm2
BUTANE TANK MID +14 C BTM 0C 0.07kg/cm2
- First stage will be to purge the inert gas in tank with LPG vapor
- Utilizing the large difference of density between LPG and Inert gas we will start with all
tanks in parallel by taking LPG vapor by the Liquid lines and returning to flare stack shore
via vapor line. Do not pressurize the tanks and keep pressure as low as possible to avoid
mixing.
- Once a volume of gas has gone through change to series method.
st
- Once reading of LPG content on the 1 cargo tank has gone to 95% we stop vapor taking
and will star cooling down this cargo tank for receiving the coolant.
WALLEM
- We will commence taking liquid via any of the liquid manifolds and using the top spray in
the tank we will be loading the coolant, please be careful not to exceed more than 4/5
degrees C per hour to avoid excessive thermal stress of the tank
- Watch also carefully that Temp gradient do not exceed more that 25 C between top and
bottom of the tank.
- In this stage large amount of vapor is generated so watch carefully tank pressure and
when 180 open vapor to shore flare stack.- Other 3 tanks can also be used as buffer is
pressure of this tank becomes too high.
- Cargo compressors can be started once LPG content in this tank becomes 98% and
incondensable 2%, watch out pressure in the LPG condensers and open the
2
incondensable blow out valve if pressure more than 2 Kg/cm above normal pressure for
actual sea water Temp.
- Once we can keep compressors running steady we will take the required amount of
coolant in this tank as per plan and will carry out the completion of purging the other 3
tanks at sea.
The purging and cooling down should be considered completed when all tanks bottom
reaches – 35 C and top – 20 C for Propane.
APP 1.11CARGO CALCULATIONS

The cargo calculations are being made using LOADSTAR computer program. This
program has been made introducing the complete cargo tank tables, thus, avoiding
interpolation and possible discrepancies with Cargo Surveyors. Also the Table 54,
from the ASTM tables, This program has Class Approval. It is necessary, only, to
input the specific gravity(at 15ºC), liquid and vapour temperatures, tanks pressures,
and the observed sounding (ullage). The program calculates the total cargo on
board.
All deck Officers must know how to make cargo calculations in case computer
failure, the cargo tanks tables has all the corrections tables and a sample of the
calculation.
Refer to the Gas Tanker Operations Manual, 10.6, Cargo Quantity Calculations
Procedure, and also to the SIGTTO Review on LPG Cargo Quantity Calculations.
APP 1.12 CARGO PLANT AND REFRIGERATION SYSTEM.

The function of the reliquefaction plant is to re-liquefy the cargo boil off gas generated by
heat ingress from air and sea water through ship’s hull and motion, and return to the tanks
and maintain cargo close to boiling point at ambient pressure.
COMPRESSORS
Manufacturer : Sulzer
Model No. : 3K-140-3A
Type : Oil Free Reciprocating
Number of Stages : 3
Rated Capacity : Varies with Gas
Maximum Suction Pressure : 1.5 Bars abs for Butadiene
: 2.0 Bars abs for Butane,
Butylene
WALLEM
: 2.5 Bars abs for Methyl

Chloride : 5.0 Bars abs for other
Cargoes
Maximum Discharge Pressure : Refer to Sulzer Capacity
curves for various
Products in Cargo Plant Instruction Manual

Volume 1 7.8
Speed :590 r.p.m.
Drive : Electric Motor
Number :3
The system comprises of cargo tank, compressor, condenser/liquid receiver, expansion valve,
then back to the cargo tank.
Valve manifolds are fitted on both reliquefaction gas and condensate return liquid lines on
compressor room top to control easily the number of running compressors according to
amount of boil off gas.
It is a direct system of refrigeration, Compressor draws vapour from the tank, compresses this
vapour and discharges into the condenser, where the high pressure, hot vapour is condensed
into liquid. This liquid flows into the liquid receiver, operating and opening the expansion valve.
The liquid, on passing through the expansion valve nozzle, suffers a drop in temperature,
returning back to the tank as cold liquid.
The condenser, which has an under slung liquid receiver, is a 4 pass, shell and tube type. The
cargo circulates around the outside of the condenser tubes, whilst the sea water flows through
the tubes. The 4 pass is achieved by means of division plates, at each condenser end, the sea
water making 4 passes through the tubes. There are three condensers and compressors.
Each condenser, on the liquid receiver outlet, has an expansion valve. This expansion valve is
operated by the liquid level in the liquid receiver.
The compressor works in conjunction with the condenser/receiver and the expansion valve.
Either of the three compressors can be put to operate on either of the four cargo tanks.
For most efficient operation there must always be liquid in the receiver, sending cold product
back to the tank, if the level disappears, warm product will return to the tank, which could
cause pressure problems.
COMPRESSOR OPERATION.
Sequence of Starting Compressor
The compressors can be started and stopped from the cargo compressors room.
In the cargo compressor room, on each compressor is the button for starting and the stopping
of cargo compressors.
In any event, all three compressors automatically stop when the predetermined low pressure
is attained.
On the Cargo control panel are indicating lamps.

WALLEM
Starting Compressor locally.
The compressor is to be started according to the following procedure, so as to avoid

excessive pressure in cargo tank.
1) Confirm that the inlet valve of expansion valve and the expansion valve are closed.
2) Open the gas suction valve and the outlet valve of the compressor (the inlet valve of the
condenser). Confirm that drain valves, the ethane vent valve from the Cargo Condenser and
the gas vent valve are closed.
3) Start the re-liquefaction plant cooling sea water pump and the Glycol cooling pump.
4) Confirm that the expansion valve air pressure inlet is about 1.42 kg/CM2.
5) Confirm that the compressor moves smoothly by a turning bar manually 2 or 3 times.
6) Start the compressors at 50 % load , then increase the load to 100 % after confirmation of
the normal working condition of compressor.
7) When the re-liquefied liquid reaches the top of the level gauge of the condenser sight glass,
the expansion valve is to be controlled automatically by the level controller.
NOTE :- As for detailed instruction of reliquefaction compressor, refer to the following

drawing.
DWG No. m9121 - PP – 019 – 13 –b ( 1 – Stage mode )

DWG No. m9121 - PP – 019 – 14 –b ( 2 – Stage mode w/o Inter Stage Cooler)
DWG No. m9121 - PP – 019 – 15 –b ( 2 – Stage mode with Inter Stage Cooler)
DWG No. m9121 - PP – 019 – 16 –b ( 3 – stage mode with Inter Stage Cooler)
WALLEM
SHIPMANAGEMENT LTD. Rev. date : Feb 2012
Appendix 2
Checklist Index : Page 1/1
APPENDIX 2 - SHIP SPECIFIC CHECKLISTS
APPENDIX 2
SHIP SPECIFIC CHECKLISTS
(!) Checklist No. 1 - Pre-Arrival ............................................................................................................... 1

(!) (!!)
Checklist No. 2 - Prior Cargo Operation ........................................................................................... 1
(!)
Checklist No. 3 - Departure Load / Discharge Port .......................................................................... 1
Checklist No. 4 - Helicopter Operations ............................................................................................ 1
Checklist No. 5 - Weather Monitoring & Heavy Wx In Port ............................................................. 1
(!) (!!)
Checklist No. 6 - Extreme Cold Weather Precautions ..................................................................... 1
Checklist No. 7 - Drug & Stowaway Check List.............................................................................. 1
Checklist No. 8 - Contingency Planning For Sts Operations .......................................................... 1
WALLEM
Appendix 2
Checklist No. 1: Page 1/1
(!) CHECKLIST NO. 1 – PRE-ARRIVAL
VESSEL NAME :
PORT : DATE:
NO. DESCRIPTION YES NO N/A

1. Deck Spray System confirmed in good operational order?
2. E.S.D. System tested?
3. Overfill Alarm/Shutdown Function tested last 6 months?
4. Accuracy of Tank Gauges checked with housed readings?
5. Cargo Pump Megger readings satisfactory?
6. Cargo Plant System, Alarms & Shutdowns satisfactory?
7. Closing times for Manifold Valves satisfactory?
8. Fixed Gas Detection System tested and calibrated?
9. Portable Gas Instruments tested and calibrated?
10. Cargo Operations Plan promulgated and understood?
11. Engine room aware of Electrical requirements?
12. Engine room aware of ballast requirements?
13. Watch keeping Rotation Promulgated?
14. Product Safety Notices posted and up to date?
15. Mooring Equipment satisfactory?
16. Hose Handling Equipment satisfactory?
17. All cargo tank presented as per port and terminal required conditions?
18. Have National Regulations regarding the change of ballast water as per
the Ballast Management Plan been complied with ?
19. Ballast tanks sampled and clear of oil pollution
20. Additional miscellaneous requirements? E.g. prior to arrival at discharge
port : The cargo pipeline are to be pressure tested, using a cargo pump,
up to working pressure.
21. Declaration of Inspection to be signed by the P.I.C. (aaplicable in U.S.
waters)
NOTE: Ship - Shore Safety Checklist Form D-23 to be filled out prior operations.
Chief Officer Chief Engineer
nd
2 Officer Electrician
rd
3 Officer Pumpman
Cadet Bosun
Master
WALLEM
Appendix 2
Checklist No. 2 : Page 1/2
(!)(!!) CHECKLIST NO. 2 – PRIOR CARGO OPERATION
VESSEL NAME :
PORT : DATE:

1. Pre-Arrival Checklist completed?
2. Surface of segregated ballast checked for oil. Appropriate Log entry
made.
3. Manifold reducers as per shore requirement. Blanks on all manifolds with
bolts in each hole. Tools/gaskets ready.
4. Hydraulic system for valve operation, oil level checked. Also, forward and
aft hydraulic units oil level checked. Emergency hand operated hydraulic
unit checked.
5. Loading plan, crew list kept along with safety plans at break of
accommodation.
6. Anti-pollution equipment in readiness and all scuppers plugged
7. Midship Cargo Hose Cranes Tested for satisfactory operation & overload
Trips.
8. Cargo Loading and Deballasting plan prepared. Verified by Master.
9. Officers/crew briefed.
10. Cargo Record Book up to date.
11. Waste Management Log up to date.
12. Warning boards, Visitor stand with Visitors log placed near Gangway.
13. Garbage drums in garbage locker are covered. Chief Cook and Bosun
instructed about garbage disposal & Comminuter switched off.
14. Wheelhouse checks carried out (Radars/VHF/AIS/GMDSS/Doors locked/)
15. Accommodation doors, vents, midship and forepeak store doors, Engine room
skylight and steering flat door shut. AC on partial recirculation.
16. Lifebuoys in position and self-igniting light checked.
17. FFA - 2 fire hoses and2 portable extinguisher. Foam monitors ready.
18. Walkie-talkies checked.
19. ISPS measures to be in place as per SSP & the Marsec Level at port
20. Cargo System lined up correctly and checked?
21. Ship-Shore Safety Checklist completed?
22. Cargo System lined up correctly and double checked by
Rank: Signed: ______________
23. Remarks:
24. Additional requirements for ship to ship transfer operations:

WALLEM
Appendix 2
25. Declaration of Inspection to be signed by the P.I.C. (applicable in U.S.

waters)
26. Ship to ship Transfer Checklists completed?
Remarks:
NOTE: Ship - Shore Safety Checklist Form D-23 to be filled out prior operations.
Chief Officer Master

WALLEM
Appendix 2
Checklist No. 3: Page 1/1
(!) CHECKLIST NO. 3 - DEPARTURE LOAD / DISCHARGE PORT
VESSEL NAME :
PORT : DATE:

1. Departure sailing condition displayed.
2. All crewmembers on board accounted for.
3. Anchors are well housed and secured with additional lashings once vessel is in
(!) open seas prior commencement of passage as per passage plan.
4. All vent flaps on the forecastle and doors at break of forecastle are shut &
secured. Forecastle store booby hatches properly secured with all butterfly nuts.
5. Void spaces access booby hatch covers properly secured with all butterfly nuts.
6. Heavy weather lashings taken , if weather warrants all rooms/stores on deck
properly closed .
7. Pilot access ladder / combination , secured for sea.
8. Accommodation ladders secured for sea.
9. Moorings systems – power switched off.
(!) 10. All mooring ropes on drums covered with canvas and other mooring ropes stored
in the rope lockers appropriately.
11. Deck scuppers opened .
12 All loose gear re-stowed / secured for sea
13. Sounding pipe caps checked / closed
14. Drip trays / save all trays - plugs unshipped
15. Check lashing / securing arrangement of garbage drums on poop deck .
16. When leaving a port with known stowaway problems , carry out a through
stowaway check again after Drop of Pilot
17. Midship Hose Handling Cranes Port & Stbd secured. Wire drum covered.
18. Provision Cranes secured.

WALLEM Issue date : December 2010
SHIPMANAGEMENT LTD. Gas Tanker Manual Rev. date : ---
Appendix 2
Checklist No.4: Page 1/1
CHECKLIST NO. 4 - HELICOPTER OPERATIONS
VESSEL NAME :
PORT : DATE:
PROCEED TO ASSIGNED STATION AS ORDERED. WEAR HELMETS AND NECESSARY

PROTECTION EQUIPMENT, AND HAVE ALL NECESSARY FIRE FIGHTING AND SAFETY
EQUIPMENT READY FOR USE.
HELICOPTER SQUAD
RANK ASSIGNMENT OK
C/O Squad leader in charge of the operation.
Reports to Bridge when squad is ready.
BOSUN Standby with wire cutter & crow bar in position.
A/B Wear fire protection suit
A/B Wear fire protection suit

nd
2 Engineer Standby at the Foam monitor.
O/S Bring fire hoses, nozzles and Extinguisher.
DUTY ENGR. Standby in foam room.
All vessels to fill up the checklist given in the “Guide to Helicopter/Ship operations” which is an ICS
publication.
Duty Officer Master

WALLEM
Appendix 2
CHECKLIST NO. 5 - WEATHER MONITORING & HEAVY WX IN PORT
VESSEL NAME :
PORT : DATE:

1. Duty Officer to take rounds of Wheelhouse every 2 hrs, logging weather.
2. If barometer drops by over 3 mb, or wind speed increases by over 5 kts, inform Master.
3. Master monitoring weather broadcasts on VHF & Inmarsat "C". Also, Nav. Warnings & Wx
information from Navtex to be monitored.
4. Where harbour not fully protected, Duty Officer to check weather forecasts with Terminal
every 2 hrs, if available.
5. Wind sock to be mounted on foremast, when it is suspected wind forces might pick up, to
gauge any increase in wind velocity, from CCR.
6. Duty Officer to tend to moorings & gangway regularly, under C/O's supervision from CCR.
Deck watch to be used, & any signs of wind or current at the berth preventing vessel from
staying alongside to be reported to CCR & Master immediately. On C/O's instructions, all
vessel's extra mooring lines (3 ropes fwd + 3 aft) to be made fast to berth. If shore mooring
crew unavailable, ship's crew to be sent onto jetty to make fast lines.
7. In case of excessive wind speed, with signs of it increasing further, and/or if lightning
present in the vicinity, and/or if it becomes increasingly difficult to keep the vessel alongside
due to strong current, Terminal to be informed, & cargo operations to be suspended. Mast
Riser, if loading, to be shut. Engines to be put on standby. Port Authorities to be informed
that Pilot & tugs may be required.
8. When cargo operations suspended, shut manifolds & with Trmnal assistance, if available,
disconnect hoses/ldg arms (except in case of lightning, with no weather deterioration).
9. In case of rapid deterioration of weather conditions, Port Authorities to be told to arrange
tugs immediately, to keep vessel alongside the berth during cargo stoppage & hose
disconnection. Also, Pilot to be asked to board vessel without delay, in case it becomes
necessary to cast off the berth.
10. Full crew to proceed to unmooring stations immediately following hose disconnection, &
standby for orders from Bridge to cast off. C/O to distribute cargo/ballast to reach a
seagoing condition as soon as possible.
11. In the event that the weather shows no signs of improving, & staying alongside is not a safe
option for the vessel, vessel to cast off on Master's orders, in consultation with Port
Authorities and proceed to a safe anchorage area, or steam well clear of any coastal
hazards.
12. WSM / Owners / Charterers are to be informed if, as and when required
Chief Officer Chief Engineer
nd
2 Officer Pumpman
rd
3 Officer Bosun
Cadet Master
WALLEM
Appendix 2
(!)(!!)CHECKLIST NO. 6 - EXTREME COLD WEATHER PRECAUTIONS
VESSEL NAME :
PORT : DATE:

FORWARD DECK AREA
1. Forepeak Store bilge wells cleaned & dried.
2. Forepeak Store ventilators shut
3. Foremast floodlights fully covered, to be uncovered only prior arrival port.
4. Forward Rope Hatch hinges to be freshly greased, packing to have coat of
grease, to prevent ice formation & subsequent seizure. All rollers/chocks
greased.
5. All mooring ropes to be kept inside store until just before arrival.
6. All mooring wires on drums to be kept covered, until just before arrival.
7. Mooring winch/windlass hydraulic motors to be started & kept running, from
24 hrs prior entry into sub-zero zone till 24 hrs after departure from same
zone. Keep winches on slow turning from approx. 6 hrs prior arrival port.
8. Weather permitting, anchors to be walked out by approx. half metre, and kept
secured with guillotine and chain lashing, to prevent freezing up in hawse
pipe.
MAIN DECK AREA
9. All Ballast Tank vents to be checked visually every day, to ensure ice build up
has not frozen float spheres in position.
10. All Ballast Tank entry manhole nuts to be completely free & well greased.
11. Manifold drip trays to be completely dry, & free of ice. Drain valves to be open
on arrival, to prevent water freezing inside & cracking valve.
12. Manifold valves to be tried out every day, to prevent freezing in shut position.
All ballast & cargo tank hydraulic valves to be tried out daily as well.
13. Cargo/Ballast valve hydraulic Power Pack unit to be kept in operation
throughout passage thru sub-zero temperature.
14. Deck Fire line drained, drain plugs & all hydrants on deck & around
accommodation kept open. Pumproom hydrant & Forepeak Store hydrant
opened to drain water out of their respective branch lines. Deck Fire Main
valve in Foam Room shut.
15. Deck Foam line drained, all hydrants & Monitor valves kept open.
16. Sliding/Rotating parts on Foam Monitors to be covered with a thick layer of
grease, to prevent ice build up.
17. Ensure all Void spaces bilges are empty at all times .
18. Deck Steam Heating lines (delivery, return, branches to tank coils) fully
drained & blown through, unless heating cargo. If heating, same to be
continued after discharge, until vessel reaches positive temperature zone.
19. Hose Handling Crane & Mono rail Crane motors to be kept running from
approx. 24 hrs prior arrival.
20. At least 150 kg of common rock salt, in 10 kg sacks, to be kept distributed in
deck stores, to be used freely on deck where ice has formed.
21. One accommodation ladder portable air motor to be kept stby inside
accommodation, to be used in case the other malfunctions in cold weather.
WALLEM
Appendix 2

22. Deck Compressed Air Line to be drained & used every day, to prevent inner
moisture from icing up. Extension flexible air hoses to be ready, to use
Engine Room connection in an emergency, if Deck Air line blocked by ice.
Navigation Bridge deck
23. Bridgefront window washing line to be kept fully drained, & not to be used in
sub-zero climate
24. Bridge front heating switched on & running.
25. Radar scanners to be left turning at all times, even in port. Permission for
same obtained from Terminal.
26. Radar scanner motors to be covered at all times with waterproof canvas
covers.
27. Aft whistle to be tried out once every 4 hours.
28. All batteries (in Bridge Deck & Emgcy Gen. Rm. Battery Spaces) to be kept
on slow charging.
29. Ensure all halyards are kept slack
ENGINE ROOM
30. One steering motor to be kept running continuously, even when alongside.
31. Reduce E/Rm ventilation to minimum requirement, to cut down on cold air
ingress.
32. Start steam injection to sea chests, & temperature control of cooling water, at
least 48 hrs before entering cold weather area.
33. All Fresh water tanks to be filled to no more than 90%, to avoid structural
damage in case of freezing.
34. Heating on for Emergency Generator Room, Diesel tank to be no more than
90% full.
SAFETY EQPT.
35. All Lifeboat Freshwater rations to be removed & placed in Laundry Drying
Room, prior arrival in sub-zero temperatures.
36. Extra greasing to be done of Lifeboat Davits & winches.
37. AFT DECK AREA
38. Mooring winch hydraulic motors to be kept running, from 24 hrs before, to 24
hrs after call at disport.
39. All rollers & rope hatch lid to be free, & well greased.
40. All mooring ropes to remain covered, until actually required during stations.
MISCELLANEOUS
41. Any ice formed on deck area to be broken & cleared immediately, especially
along the gutter bar & containment area aft. Crowbars/shovels/long handled
scrapers available for this purpose.
42. Glycol to be poured into all drains within accommodation.
43. Manifold drip tray drains to be blown thru, valves shut, & drains filled with
Glycol.
Bosun Chief Engineer

WALLEM
Appendix 2
Checklist No.7 : Page 1/1
CHECKLIST NO. 7 - DRUG & STOWAWAY CHECK LIST
VESSEL NAME :
PORT : DATE:
DRUG & STOWAWAY CHECKING PLAN

TEAM OFFICER/ENGINEER CHECK AREA SIGNATURE
CH.OFF : FOREPEAK STORE, MIDSHIP STORES P & S,
1.
BOSUN : AFT STORES , PAINT STORE , EMERGENCY
PUMPMAN : GENERATOR , FOAM ROOM FOR P/PROOM –
AB : E/R , ALL UPPER DECK STORES , OXY –
AB : ACETYLENE ROOM
PUMPROOM
LIFE BOATS
2.
DUTY OFF : EHQ
ACCOMODATION STORES & PUBLIC SPACES
OS : TOP OF NAVIGATION HOUSE,WHEEL HOUSE
3.
AB : NAVIGATION DECK " “A” , “B”, “C” DECKS
STORE ROOMS IN ACCOMODATION ,
4.
COOK : GALLEY,PROVISION & DRY
STORES,GYM,CLEAN GEAR LOCKERS &
MSSM : PUBLIC TOILETS
E/E : CABLE DUCT SPACES, STEERING GEAR, E/R

5.
4/E : MIDDLE FLOOR , E.C.R.
2/E : FUNNEL SPACE, E/R EMG.EXIT
6.
FITTER : E/RM UPPER FLOOR,WORKSHOP & STORES
FITTER :
MOTORMAN:
THIRD ENG / E/RM LOWER FLOOR , E/R TANK TOP
7.
DUTY ENG : TURBINE AREAS ,BILGES
WIPER :
WIPER :
REMARKS :

WALLEM
Appendix 2
CHECKLIST NO. 8 - CONTINGENCY PLANNING FOR STS OPERATIONS
VESSEL NAME :
PORT : DATE:
Note: The Plan should be exchanged with 'other' vessel and filed with STS Checklists.
It is vital this plan is exchanged if a Mooring Master is NOT in-charge of the operation.
S.No PLANNING ITEM YES NO N/A

1. Is a Mooring Master present for the STS operation?
The Mooring Master is to be consulted when a decision is to be made to abort
operations?
2.
Note: The Master remains responsible for safety of own vessel and MUST keep
eye on weather and any other special prevalent Criteria.
How will decision to abort taken by Master of either vessel be communicated to
3.
the other vessel? VHF Ch: ________
4. Emergency signal is to be decided between both vessels
5. Is the STS operation to be conducted in restricted waters?
If item 4 above "Yes" - are engines placed on short notice? How many minutes?
6. MVsl: _________________________
DVsl: _________________________
Will the STS operation be carried out with vessels adrift or Mother vessel
7.
anchored? ADRIFT / ANCHORED
Is the bridge of Mother vessel to be manned during STS? If not with what
8.
frequency is the anchor position to be verified?
Is the bridge of daughter vessel to be manned during STS? If not with what
9.
frequency is the anchor position to be verified? Minutes: ________
10. At what Wind force will operations be aborted?

11. At what Swell Height will operations be aborted?
If aborting operations, onto which vessel will the hoses be landed after draining?
12. Stand-by boat: Mother: _______________________
Daughter: _____________________
If in restricted waters is it intended to proceed to sea after aborting STS
13.
operations?
14. Stand-by boat is to be informed in case of any contingency
15. SOPEP / VRP / QI notifications are to be carried out if, as and when required
Signature: Signature:
MASTER m.t. MASTER m.t.
Mother Vessel Daughter Vessel

(!) APPENDIX 3 : BUNKER TRANSFER PROCEDURES
BUNKER CHECKLISTS
VESSEL NAME :
PORT : DATE:

A) PRE-BUNKERING CHECKLIST
1. Pre bunkering training completed.
Oil receiving plan made and kept ready.
2. Declaration of inspection signed by P.I.C. (applicable in U.S. waters)
4. Access to/from bunker barge is safe & adequately lighted. Bunker manifolds are
well lit.
5. Bunker transfer line diagram to be placed on the manifold
6. Pre transfer conference held with person in charge of bunkering barge/ facility
covering the following:
A. Bunker to be supplied meets vessels specifications.
B. Sequence of Grades to be supplied given to barge in writing.
C. Pumping rate agreed ( in writing )
D. At commencement Mt/hr.
E. Maximum during bunkering Mt/hr
F. At topping off/ completion stage Mt/hr.
G. Emergency stop procedures agreed in writing.
H. Communication methods by hand signals agreed.
I. Check approval cert. for bunker hose with barge. If unavailable give
letter of protest.
Suppliers own emergency procedure discussed.
J. Ship’s officer responsible for communications with bunker barge is
introduced to bunker barge representative.
K. Check barge has approved sounding tables. If not, give letter of protest.
L. Collect MSDS sheet from the supplier. If supplier does not provide MSDS
sheet then give letter of protest.
7. Consult with barge Master and agree on sampling location. Place ship’s
representative on the sampling point to ensure continuous and drip sampling
till the bunkering is completed and lines are flushed.
8. As per MARPOL, ship’s manifold is the designated bunker sampling point,
hence 4 samples (3 + MARPOL sample) are still to be collected at ship’s
manifold.
9. Ask supplier to provide a copy of BDN to checks specs and also copies of
MSDS for display on vessel and for placing with sample for lab analysis.
10. All product handling precautions to be taken as per MSDS.
11. Ensure valves shut prior removing manifold blanks. Fit sampling equipment.
Supplier’s Pre delivery oil tanks ullages checked, noted and oil quantity
12..
calculated.
Check that line-up is correct. The line-up is to be checked by 2 persons
13.
independently
Establish emergency means of communication between wheel house and control
14.
station, which may be ECR or an individual platform.

15.. ‘B’ flag raised or switched on red light on mast.
16. Oil spill kit contents to be checked and kept standby- near bunker manifold.
17. Confirmed from duty officer all scuppers are blocked.
18. Save-alls- empty and plugged.
19. Inform Master that bunkering is about to commence
20. Unused manifold connections are blanked off.
21. Ensured spill equipment and F.F.A. kept ready.
22. Check all bunker tank air pipes are open and unblocked.
23. Time bunkering started hrs. Informed duty officer.
This section of checklist is completed on_________________at________________Hrs By_____________.

Note : Bunkering Safety Checklist between the Bunker barge/shore and ship from the Safety Manual is to
be completed.
B) DURING BUNKERING / TOPPING OFF PROCEDURE
1. Commence at minimum pumping rate.
2. Monitor bunker line pressure.
3. Examine hose connections bunker flanges not in use for leakage.
Check that oil is only going to the required tanks. Check soundings of all tanks to
confirm.
4. Attain steady pumping rate after ensuring oil flowing only to designated tanks.
5. Commence continuous drip sampling at manifold.
6. The ullages / Soundings in the tanks to be checked at regular intervals to ensure
that bunkers are being received at the agreed pumping rate.
7. If possible, a standby tank having enough space to be always kept for opening in
emergencies. (This may be the overflow tank).
8. The level in the tanks to be staggered so that only one tank is topped up.
9. One person must be standby at manifold at all times.
10. Communications with the barge must be checked at regular intervals especially,
prior critical operations like topping of tanks.
11. The bunker barge and deck watch must be informed before topping off and/ or
changing over tanks.
12. Reduce pumping rate and / or open next tank prior topping off.
13. Close valves as each tank is completed.
14. Deck Watch-Keeper to ensure no spill on deck & constantly, monitor moorings
15. Ensure sufficient Ullage space available in final tank for line blowing.
16. Record time of completion and close all filling valves after blow through.
TIME:_______
This section of checklist is completed on_________________at________________Hrs By_____________.

POST BUNKERING CHECKLIST
1. Ensure all hoses are fully drained.
2. Close and blank all manifold connections.
3. Blank the bunker barge hose connection.
4. Sound all tanks and calculate oil-received taking into consideration list, trim &
temperature.

5. Note soundings / meter readings and temperatures of tanks of supply barge.
Work out the quantity supplied and keep record to reconfirm quantity received.
6. Verified all bunker receipt details are correct and in compliance with MARPOL
Annex VI. In case of any disputes, regarding quantity/quality/give appropriate
letters of protest and inform all parties immediately.
7. On completion of sampling the seal to be broken in the presence of all concerned
and the cubitainer to be capped
8. Contents of each cubitainer to be thoroughly shaken to homogenize the mixture
and the 3 nos. sample bottle to fill till the specified mark.
9. The 3 nos. sample bottles to seal, each seal number to have necessary
documentation. There will be an additional bottle for MARPOL sample, which
should not be less than 1 L capacity. All bottles should have identification stickers
and seals and stickers to be jointly signed by barge rep and C/E.
One bottle to send to fuel testing laboratory, one to be given to the supplier’s
representative and one bottle to be kept on board.
The samples to be sealed and signed by the supplier’s representative and the
vessel’s representative (i.e. Chief Engineer).
10. The retained sample should have following minimum information on the tag: -
Location and method of sampling.
1. Date of commencement of delivery.
2. Name of bunker tanker/installation.
3. Name and IMO number of receiving ship.
4. Signatures and names of supplier’s representative and ship’s
representatives.
5. Details of seal identification and Grade of bunker received
11. The bunker delivery note to be retained on board for a minimum period of 3 years
from the date of bunker-delivery.
12. MARPOL sample bottle to be retained on vessel for at least 1 year or till oil is
used, which ever is later.
13 STORING OF RETAINED SAMPLE BOTTLE
1. The retained sample should be kept in a safe storage location.
2. The retained sample must be stored for 12 months minimum from date
of delivery.
(!) 14 When in, or heading for, cold area: In order to avoid “freezing’, ensure the
bunker line is thoroughly drained after bunkering, Also ensure that the
bunker line on deck is not filled up with bunker when making transfers,
and the valve/s to deck is/are left open by mistake
15. Update Oil Record Book.
16.. Land sample for analysis to fuel testing laboratory
Procedures for Reporting Discharges of Oil or Hazardous Material in the Water:
A. Any person observing any oil or hazardous material discharge in the sea shall immediately report to the Master
and Chief Engineer immediately.
B. the Master to follow reporting procedures as per SOPEP / VRP
Engineer handling Bunkering Operations Chief Engineer

WALLEM
Appendix 4
E/R Checklists Index : Page 1/1
APPENDIX 4 : ENGINE ROOM CHECKLISTS
E/R Checklists No. 1 - Steering Gear Test ........................................................................................ 1

E/R Checklists No. 2 - Arrival Port ..................................................................................................... 1
E/R Checklists No. 3 - Departure Port ............................................................................................... 1
E/R Checklists No. 4 - Shifting ........................................................................................................... 1
E/R Checklists No. 5 - Ums Operation .............................................................................................. 1
E/R Checklists No. 6 - Auxiliary Engine Start/Stop .......................................................................... 1
E/R Checklists No. 7 - Steering Gear................................................................................................. 1
WALLEM
Appendix 4
E/R Checklist No. 1 : Page 1/1
E/R CHECKLISTS NO. 1 - STEERING GEAR TEST
VESSEL NAME :
PORT : DATE:
N.B.USCG required tests conducted no more than 12 hours prior to entering/getting underway as
per title 33 CFR Section 164.25.
CHECK LIST NO. 1 STEERING GEAR TEST
NO. DESCRIPTION ARR DEP
1. Primary/Secondary Steering
2. Internal Vessel Control Communications and Alarms
3. Standby/Emergency Generator
4. Storage Battery/Emergency Lighting
5. Power system in vessel control & propulsion machinery spaces
6. Main propeller machinery, ahead & astern
7. An emergency steering drill must be conducted within 48 hours unless the
drill is conducted regularly once every 3 months
REMARK:
NOTE: All above tests should be entered in Deck & Engine Log Books. Failure to record tests in
vessel's log can cause delays and the potential for a US$25,000.- Civil Penalty as per USCG
Rules Title 33 CFR Paragraph 164.11.
Duty Engineer Chief Engineer

WALLEM
Appendix 4
E/R CHECKLISTS NO. 2 - ARRIVAL PORT
VESSEL NAME :
PORT : DATE:
AT 1 HOUR NOTICE
1 Chief Engineer informed
2 Confirm required E/R staff at hand for manoeuvring condition
3 Stop Fresh water generator and shut dosing system
4 Change over sea suction to high if required
5 Second generator started and taken on load. Sump tank checked and all
parameters normal
6 Check Emergency and Standby generators are on Auto and ready for immediate
use
7 Ensure all M/E parameters are normal for the set rpm and check sump tank
8 One Auxiliary Boiler brought up to working pressure and ready for use
9 Second Auxiliary Boiler pressed up and fully Isolated.
10 Change over valves of Sewage Treatment Plant as required
11 Check that all bilge wells are clean. Bilge water separator overboard valve closed
and lashed
12 Main air compressors operational and in Auto mode
13 Start air reservoirs pressed up and drained of water
14 Reserve air bottle pressed up and isolated
15 Control air system, filters, water traps and accumulators drained of water
16 Check all non running pumps are selected on "Stand-by" as applicable
17 Power for both ICCP, FWD and AFT switched off
18 Daily / Header / Sump tanks (FO, MDO, LUB oil and FW tanks) levels checked
and drained of water as applicable
19 Incinerator to be stopped and secured. All garbage segregated in designated
drums and properly stored.
20 Workshop machineries, Welding and Gas cutting equipments properly secured,
disconnected and isolated.
21 All engine room access doors from deck secured from inside as per Marsec level.
22 Emergency air bottle pressed up to 30 bars and isolated.
23 Check Stern tube air guard system flow rate and oil tank pressure is normal
AT END OF PASSAGE (EOP)
24 All Counters and Flow meters taken and recorded on Manoeuvring Book
25 Main Engine tried out on fuel in both directions from Bridge
26 Steering gear checks carried out & check list complied with.
27 M/E Jacket cooling water pre-heating steam opened if required
AT FINISHED WITH ENGINE (FWE)
WALLEM
Appendix 4
29 Auxiliary blowers off

30 Indicator cocks open. Turbocharger drains open
31 Fuel Oil Supply pump switched off
32 Turning gear engaged. M/E turned at least one revolution on turning gear after
propeller clearance is given from Bridge.
33 M/E Jacket cooling water pre-heating steam opened.
34 Change over Engine room blowers to supply/exhaust as required
35 Stop second generator if applicable
REMARKS:
NOTE: 1. Inform Bridge and chief engineer of any shortcomings that might delay acceptance
of Stand by Engines.
2. Only accept Stand by Engines when engines are ready for manoeuvring.

WALLEM
Appendix 4
E/R CHECKLISTS NO. 3 - DEPARTURE PORT
VESSEL NAME :
PORT : DATE:

3 Second generator started and taken on load, Check Emergency and
Standby generators are on Auto and ready for immediate use
4 Engine order telegraph tried out, Communications with Bridge checked,
Bridge and Engine Room clocks synchronized.
5 Steering gear tested, Both steering motors switched on. Steering checklist
complied with.
6 Daily / Header / Sump tanks (HFO, MDO, LUB oil and FW tanks) brought
to operational levels and drained of water as applicable.
7 Check Stern tube air guard system flow rate and oil tank pressure is
normal
10 Main Start air reservoirs pressed up and drained of water. Reserve bottle
isolated.
12 All loose equipments/received stores adequately secured as applicable
14 Check all Engine Room Blowers on supply mode
15 Check all HFO and LO purifiers operation is normal
16 All bilges transferred to bilge holding tank and no water under flywheel
17 ER DB tanks, particularly Cofferdam, Bilge tanks and Sludge / Waste Oil
Tanks sounded.
18 Check all overhauled machinery during port stay, for proper line set-up
and operation
19 Check Exhaust gas boiler circulating pump running
20 Check power available for Deck Hydraulic machinery
21 HFO Supply pump started. Auxiliary Blowers started on Auto
22 All Main Engine systems restored to operational status
23 Propeller clearance obtained from duty officer
AT 1 HR NOTICE
24 Main Engine turned a few revolutions on Turning gear after pressing pre-
lubrication on "HMI" unit for cylinder lubrication in Control Room Console
25 Turning gear disengaged.
26 Main Starting air valve and Distributor air valve open after draining of
water
27 Main Engine blown through on air after confirmation from bridge
28 All Indicator cocks closed. Turbocharger drain clear and shut
29 Make sure Main Engine is ready for manoeuvring. Give controls to Bridge.
WALLEM
Appendix 4

31 At standby take all Counters and Flow meters and record them on
Manoeuvring Book
AT COMMENCEMENT OF PASSAGE (COP)
33 Shut Jacket water pre-heating steam
34 Check all machineries parameters are normal during load up program
35 Equalized both Auxiliary boilers pressure and couple them. Keep Boilers
in Auto mode with selected Master / Slave.
36 Start fresh water generator
37 Change over sea suction as per Chief Engineer's instruction
38 Power for both ICCP, FWD and AFT Switched ON
39 Stop second generator once complete plant is stabilized
NOTE: 1. Inform Bridge and chief engineer of any shortcomings that might delay acceptance
of Stand by Engines.
REMARKS :

WALLEM
Appendix 4
E/R CHECKLISTS NO. 4 - SHIFTING
VESSEL NAME :
PORT : DATE:

3 Second generator started and taken on load, Check Emergency and
Standby generators are on Auto and ready for immediate use
4 Engine order telegraph tried out, Communications with Bridge checked,
Bridge and Engine Room clocks synchronized.
5 Steering gear tested, Both steering motors switched on. Steering checklist
complied with.
6 Daily / Header / Sump tanks (HFO, MDO, LUB oil and FW tanks) brought
to operational levels and drained of water as applicable.
7 Check Stern tube air guard system flow rate and oil tank pressure is
normal
10 Main Start air reservoirs pressed up and drained of water. Reserve bottle
isolated.
12 All loose equipments/received stores adequately secured as applicable
14 Check all Engine Room Blowers on supply mode
15 Check all HFO and LO purifiers operation is normal
16 All bilges transferred to bilge holding tank and no water under flywheel
17 ER DB tanks, particularly Cofferdam, Bilge tanks and Sludge / Waste Oil
Tanks sounded.
18 Check all overhauled machinery during port stay, for proper line set-up
and operation
19 Check Exhaust gas boiler circulating pump running
20 Check power available for Deck Hydraulic machinery
21 HFO Supply pump started. Auxiliary Blowers started on Auto
22 All Main Engine systems restored to operational status
23 Propeller clearance obtained from duty officer
24 Main Engine turned a few revolutions on Turning gear after pressing pre-
lubrication on "HMI" unit for cylinder lubrication in Control Room Console
25 Turning gear disengaged.
26 Main Starting air valve and Distributor air valve open after draining of
water
27 Main Engine blown through on air after confirmation from bridge
28 All Indicator cocks closed. Turbocharger drain clear and shut
29 Make sure Main Engine is ready for manoeuvring. Give controls to Bridge.
WALLEM
Appendix 4

31 At standby take all Counters and Flow meters and record them on
Manoeuvring Book
AT FINISHED WITH ENGINE (FWE)
33 Auxiliary blowers off
34 Indicator cocks open. Turbocharger drains open
35 Fuel Oil Supply pump switched off
36 Turning gear engaged. M/E turned at least one revolution on turning gear
after propeller clearance is given from Bridge. Turning gear disengaged
37 M/E Jacket cooling water pre-heating steam opened
38 Change over Engine room blowers to supply/exhaust as required
39 Stop second generator if applicable
NOTE: 1. Inform Bridge and chief engineer of any shortcomings that might delay
acceptance of Stand by Engines.
REMARKS :

Appendix 4
E/R CHECKLISTS NO. 5 - UMS OPERATION
VESSEL NAME :
DUTY ENGINEER : DATE:

1 L/T fresh water tank level normal
2 Steering gear oil (P&S) oil level normal/no leaks
3 Aux. Boilers (P&S) press/water level/normal
4 Boiler dosing tanks level normal
5 Workshop m/c, Gas-Weld m/c power off/valves shut
6 Cylinder oil service tank normal
7 HFO service/settling tanks drained for water/level normal
8 Refrigeration compressors oil level/parameters normal
9 H/T fresh water tank level normal
10 Air compressors/Dryer pressure & oil level normal/no leaks
11 Air reservoirs drained for water
12 Incinerator waste oil tank level/temperature normal
13 EGE soot blowers started sequence/observed/put on auto
14 Hydrophore tank/sterilizer pressure/normal/no leaks
15 A/E fuel oil pressure/temperature/diff press normal
16 A/B fuel oil unit pressure/temperature normal
17 Main fuel oil unit/back flush filter pressure/temperature/diff press normal
18 Purifiers/feed pump pressure/temperature/amp/oil level normal
19 Fresh water generator vacuum/shell temp/salinity normal
20 Central coolers in-out pressure/temperature normal
21 Cascade tank temperature/level normal
22 Running Aux engine parameters, oil level normal/no leaks
23 Stand-by Aux engine in remote start position
24 Air-conditioning compressors pressure/amperes/oil level normal
25 ICCP panel readings normal
26 M/E cylinder head/Exhaust valve temperature, fuel rack normal/no leaks
27 M/E turbocharger oil flow & temperature normal/no vibration
28 Cylinder lubricators pumps pressure normal
29 Air cooler / oil mist detector temperature/mist level normal
30 COPT platform no leaks
31 M/E lube oil filter / cooler in-out press/temp/diff press normal _
32 All tank sounding pipes closed
33 Tank top / bilge wells no leaks/level below alarm float
Appendix 4

34 Sump tanks / WO tanks / Sludge tank level/temperature normal
35 scavenge air drain box inlet valve open
36 Stern tube air guard system / oil tank level/flow rate normal
37 Shaft earthing potential millivolt reading normal (<50mV)
38 All pumps have stand-by selected on MSBD
39 Aux engines on stand-by remote start mode/ACB auto
40 All fire loops confirmed on
41 Engine room entrance doors Shut
42 Duty / watch mode cabin/unattended
43 NK- Mist Fire Fighting System on Auto
44 Fire Pump on auto remote operation mode.
45 Informed bridge of going unmanned: informed

WALLEM
Appendix 4
E/R CHECKLISTS NO. 6 - AUXILIARY ENGINE START/STOP
VESSEL NAME :
DUTY ENGINEER : DATE:

STARTING FROM LOCAL STATION
1. Engine control panel start position changed from Auto to Local
2. Turning bar secured in position, Check no leaks and Ready to Start light is ON
3. Check the sump tank and governor oil level, Check pre-lubricating oil pressure
4. Check cooling water supply and fuel oil temperature and pressures
5. Check Alternator bearing oil level
6. Change fuel link lever from Max position to Zero by turning the governor load
indicator knob
7. Open indicator cocks and blow through engines, Shut indicator cocks
8. Change fuel link lever from Zero to Max position by turning the governor load
indicator knob
9. Press Start button, Ensure engine running, Check running parameters are normal
10. Run engine idle for 5 minutes and change control position from Local to Remote
11. Turn ACB Knob on main switch board to Close position. The generator frequency
will synchronize and ACB will automatically close
STARTING FROM ENGINE CONTROL ROOM
Make sure control is on Auto. Turn Start/ Stop knob on Main Switch Board to Start. Generator will start,
Automatically synchronize with Main Bus Bar and come on Load

The generator should preferably be started from Local station
STOPPING
1
Turn ACB knob for outgoing Generator on Main Switch Board to Open
Position
2 Run the Engine Idle for about 10-15 mins, and then turn engine Start/Stop
knob to Stop Position

WALLEM
E/R CHECKLISTS NO. 7 - STEERING GEAR
VESSEL NAME :
PORT : (ARRIVAL/DEPARTURE) DATE:

1 No. 1 - Steering gear test hard over to 30 Deg Port/Stbd
2 No. 2 - Steering gear test hard over to 30 Deg Port/Stbd
3 Check current drawn by each motor individually.
4 No. 1 & 2 - Steering gear operation (both running) - test hard over to 30
Deg Port/Stbd
5 Rudder angle indicator & tiller arm co-relation correct (P+S)
6 Telephone communication between bridge, steering gear & Engine room
checked
7 Check of gyro repeater comparison with bridge
8 Oil level check for pumps system. Check complete system for leaks
9 Greasing system satisfactory for pedestal bearing & tiller arm
10 Ensure Steering room supply fan on
11 Ensure that access to Steering gear room from deck is shut.
12 Check Steering gear room bilges and associated spaces.
REMARKS :

WALLEM
APPENDIX 5 EMERGENCIES SPECIFIC TO GAS TANKER
1. The appropriate checklist in the Company’s Major Casualty Contingency

Manual is to be referred to in case of any Major Casualty.
2. The Emergency Response Service, in which the vessel has been enrolled, is
to be consulted if required.
App 5.1 CARGO SPILLAGE OR CARGO FIRE ON DECK
Emergency Procedures
Wear suitable protective clothing and self contained breathing apparatus

when dealing with spillage or fire
Emergency Action
Due to the low temperature, spillage may damage ship’s construction. Avoid
all sources of ignition (e.g. naked lights, unprotected light bulbs, electric hand
tools) Avoid all contact even when wearing protective clothing. Do not direct
water jet straight onto the spill.
Spillage - Stop the source of supply. Use water jets from as far away as practicable
to accelerate evaporation, not directing them straight onto the spill. Ensure that
direction of jet does not drive liquid towards the emergency team, into confined areas
or near ignition sources. Do not direct water jet at vent discharge piping.
Fire – Stop the source of supply and allow to burn out if possible. Use copious
quantities of water from as far away as practicable to cool surroundings. Dry powder
is effective at extinguishing the flame but it has no cooling effect and it is therefore
possible for the unburned vapor cloud to re- ignite explosively from hot metal or other
burning debris.
PROTECTION OF PERSONNEL IN EVENT OF MAJOR CARGO FIRE
If a large spillage from a cargo tank rupture should ignite, the resultant fire will be in
the vicinity of the vessel but beyond control by any fire fighting means. The fire will
subject the vessel to intense radiation. However, because of the rapidity of
vaporization of the cargo liquid, the duration of the fire can only be minutes longer
than the duration of the spill flow. During this period exposed surfaces may become
extremely hot and radiation may crack window glasses and fire penetrate within.
Thought should be given to arrangements and procedures which will enable selected
spaces within the aft house, deck located control rooms and the forecastle to be
available as easily reached safe retreats for personnel.
WALLEM
There will be an immediate need where there is threat of fire from a cargo spillage
for the activation of the water spray system, the closing of all external doors and
unnecessary ventilation, the starting of auxiliary/emergency electrical supply and the
closing of dead lights. Consideration must also be given to means of extinguishing
fires started by radiation within the boundaries of accommodation and other
occupied spaces.
App 5.2 FIRE ON DECK
In the event of a fire on deck in the cargo area, not involving cargo, the main
priority is to contain and extinguish the fire whilst ensuring that the cargo
containment remains intact and that no cargo is ignited.
Immediate action
1. Sound the emergency alarm.

2. Operate the cargo emergency shutdown and ensure that all cargo valves on the tanks are
closed.
3. Electrically isolate the area.
4. Use copious quantities of water to cool the surrounding areas
5. Extinguish the fire using the appropriate means, water, CO2 , dry powder or foam
App 5.3 GAS TANKER COLLISION
Collisions are most likely to occur in areas of heavy traffic and limited manoeuvrability.
If fitted, the double hull arrangement of the ship provides significant protection to the cargo
tanks and reduces the risk of penetrating the inner hull/cargo containment. The double hull
also provides a great deal of strength to the hull and gives the ship substantial reserve
buoyancy. For gas carriers with single hull construction, the inboard location and the inherent
design of the containment system provides substantial collision protection.
IMMEDIATE ACTION
The first concern after collision must be the possibility of fire, and any fire must be
extinguished using all available resources. The Emergency Shut Down (ESD) should be
activated immediately to stop any gas compressors that are running.
ASSESSMENT OF DAMAGE
The form provided by the Classification Society is to be filled

WALLEM
The extent of damage will of course depend upon the nature and location of the collision.
Damage is likely to include penetration of the hull both above and below the waterline;
therefore, when loaded, flooding of spaces is to be expected with a list toward the damage
resulting. When in ballast, water will flow out of the ballast tanks resulting in a list opposite the
damage.
In an Emergency of this nature, the best course of action may not be obvious. Water ingress
and oil outflow resulting from a collision can be made worse if the wrong decision is taken. We,
the ship's crew and the management quickly need precise technical information to lessen the
consequences of a casualty at sea. In such a situation, a full appreciation of the vessel's
damage stability and damage longitudinal strength is essential. Damage Stability calculations
can be undertaken on a 24 hour a day basis by the damage stability calculation book.
To assess damage, visual inspection of areas surrounding the location of the collision,
together with sounding of ballast tanks and cofferdams, should be carried out.
Safety precautions listed in the Safety Manual must be followed when entering enclosed
spaces; spaces should be tested for oxygen concentration and presence of flammable gases.
If there is less than 21% oxygen by volume, do not enter the space without air breathing
apparatus. If there is flammable gas in spaces surrounding the cargo tank, close the space
and conduct checks for containment system integrity.
CARGO CONTAINMENT SYSTEM
If the collision is in the cargo area, the integrity of the cargo system must be evaluated rapidly.
If the cargo containment has been penetrated, large volumes of vapor should be seen
escaping from the damaged area or from ballast tank vents as liquefied gas vaporizes and
cold vapor escapes from the tank. The escaping cargo will contact the sea water flooding the
ballast spaces and the internals of the ballast tank.
The heat of the sea water will cause the liquefied gas to vaporize rapidly and a large vapor
cloud will result. If no fire resulted from the collision every precaution must be taken to
prevent the vapor from igniting; the ship should be maneuvered so that the vapor cloud is
directed away from the accommodation and engine casing.
The leakage of some liquefied gases into a ballast tank will likely cause brittle fracture of those
steel structures in contact with it. However, sea water will flood the space and provide a
source of warmth to those parts of the hull it contacts thus reduces the possibility of
catastrophic fracture of large sections of hull. In addition the incoming sea water will seek a
static balance with the liquefied gas and limit the amount which escapes from the tank.
Whether or not vapor is visible, a detailed check of the containment system must be made
following procedures in the section of this manual on the cargo containment system.
DAMAGE FORWARD OF DECK HOUSE
The water drenching system should be activated in the cargo area and the emergency alarm
raised. A fire resulting from a collision in the cargo area would likely result from a broken deck
pipeline or from a damaged cargo tank. In either case the water spray system should provide
WALLEM
cooling of the structure and protection for the accommodation. A fire resulting from a broken
deck pipeline should be extinguished by first shutting off the supply of gas. Cargo loading
lines can be isolated from the cargo tanks by closing manually the loading valves (if open).
Activating the ESD, on board some vessels, only shuts the manifold valves. The vapor and
the condensate lines must, also, be isolated by manually shutting the vapor valves at each
cargo tank dome.
If the fire results from damage to a cargo tank, the fire party will be ineffectual in any effort to
extinguish the fire. The emergency party should concentrate on cooling the surrounding
structure and preventing the fire from spreading.
DAMAGE AFT OF CARGO AREA
Damage aft of the cargo area will likely involve either the engine room or bunker tanks. In
either case the possibility of fire must be considered, the emergency alarm must be sounded
and the emergency party mustered.
If the engine room is penetrated in a collision, the CO2 extinguishing system will be greatly
reduced because the CO2 will escape from the engine room. Nonetheless, the ventilation,
fuel and lubricating oil pumps should be stopped to limit the fuel and oxygen supplied to the
fire. In this case the fire will need to be fought by the emergency party. If the fire is of limited
size the portable and wheeled dry chemical extinguishers can be used.
Water should be used as a firefighting media in the engine room only as a last resort.
Extreme care should be exercised if water is used to prevent personnel injury due to electric
shock.
DRIFT
The ship must be prevented from drifting and from the possibility of further damage. If
maneuvering ability exists, the ship should be moved to a sheltered area and anchored for
detailed assessment of damage. If the vessel cannot maneuver but is in pilot waters, use the
anchors to arrest the drift. Appropriate navigation lights or day signals must be displayed.
App 5.4 CARGO CONTAINMENT SYSTEM FAILURE
This may be initially detected by the gas detection equipment in the surrounding void or inter-
barrier space. Gas readings, together with monitoring of pressures within the same spaces,
should give a guide as to the leak rate. Any leakage in the cargo tank should be regarded as
serious.
ACTIONS
A. Pump liquid from the void spaces into an undamaged tank with compatible cargo and
sufficient ullage.
WALLEM
B. Carry out hull steel heating if necessary to avoid fracture.
C. Use the re-liquefaction plant to reduce the tank pressure (i.e. the static head on the leak)
where relevant.
D. If the tank has a serious containment leak, its contents should be transferred to another
tank with ullage available and containing compatible cargo. In certain circumstances it
may be necessary to 'jettison' the tank contents overboard, taking into account trim and
stress considerations. (See Section 5).
App 5.5 HOSE BURST, PIPING FAILURE OR TANK OVERFLOW

Inadvertent tank overfilling or failure of piping system (joints, valve glands, seals etc.) will
result in a liquid spillage on deck. A tank overflow would result in liquid entering the vapor
header with the possibility of liquid passing through the relief valves into the mast riser.
Failure to stop the flow on deck may result in the fracture of adjacent steel structure and the
possible accumulation of liquefied gas in void spaces.
ACTIONS
The exact procedure will depend upon the nature of the incident but generally:
A. Activate emergency shut down system to stop liquid flow.
B. Sound the emergency alarm.
C. Spray edges of spillage with directed jets of water to speed up vaporization, maintain steel
temperatures and disperse liquid overboard and away from the accommodation block.
D. Take steps to ensure that the vapor does not enter 'safe' areas of the vessel
(accommodation, engine room etc).
1. Ensure all access doors shut

2. Ensure the air conditioning is in recirculation and all other ventilation systems are
stopped unless full recirculation guaranteed.
3. Total ban on smoking or naked lights
4. Electrical switches to be used as little as possible.
5. A gas cloud may be diverted, using a water spray, from approaching any areas
with potential ignition hazards.
E. Appropriate fire fighting equipment and breathing apparatus to be made ready.

Emergency parties should wear breathing apparatus and protective clothing.
NB: In the event of a tank overflow, great care should be exercised in warming vent masts
containing liquid gas as excessive warming rates can cause distortion of the mast or
eruption of liquid from the top of the vent stack.
WALLEM
App 5.6 BREAKAWAY FROM JETTY DURING CARGO TRANSFER
Unexpected high winds or passing ship interaction may cause mooring line failure
with the ultimate consequence of a transfer pipeline break.
Emergency Action
A. Activate emergency shut down system to stop liquid flow.
B. Sound the emergency alarm.
C. Inform terminal and port authorities
D. Main engine to be made ready and vessel drifting brought under control
E. Spray edges of spillage with directed jets of water to speed up vaporization,

maintain steel temperatures and disperse liquid overboard and away from the
accommodation block.
F. Take steps to ensure that the vapor does not enter 'safe' areas of the vessel
(accommodation, engine room etc).
1. Ensure all access doors shut

2. Ensure the air conditioning is in re-circulation and all other ventilation
systems are stopped unless full recirculation guaranteed.
3. Total ban on smoking or naked lights
4. Electrical switches to be used as little as possible.
5. A gas cloud may be diverted, using a water spray, from approaching any
areas with potential ignition hazards.
G. Appropriate fire fighting equipment and breathing apparatus to be made ready.

Emergency parties should wear breathing apparatus and protective clothing.
Arrangements in general are such that the liquid will quickly find its way overboard
and form a pool on the water surface between the ship and the berth.
If the ship is alongside an open piled jetty then rapid dispersion of the pool can be
expected. Actions to be taken in a spill of this type would be similar to those
mentioned above.
If the vessel is alongside a continuous jetty, the pool will tend to be retained. A
subsequent fire would be short lived but intense. It would be likely to cause serious
damage, particularly if it gave rise to secondary fires which would continue to burn
WALLEM
after the liquid gas fuel was exhausted. Although actions to be taken would be
similar to the above, much should be done by well directed water sprays to assist in
directing the vapor cloud away from potential ignition areas.
App 5.7 JETTISONING LPG CARGO
Circumstances may arise where it is necessary to consider jettisoning of cargo. This

must not normally be considered, however, except where cargo lightening is
essential for the continued integrity of ship and cargo and other means of discharge
are not available. Wallem Shipmanagement Ltd., Hong Kong, must be consulted
before any jettison of cargo takes place.
Jettisoning should only be attempted by employing a gradual and cautious approach

and taking at least the following precautions:-
A. Before commencing the operation a careful assessment should be made of the

wind conditions and the available maneuverability of the ship in order to achieve
safe dispersal of the vapor cloud.
B. An extension pipe for the manifold should be provided sufficiently long to extend
over the side and properly supported to prevent over stressing the manifold, if
this pipe is not available, a reducer or several reducers connected, should be
used in order to ensure an adequate exit velocity to propel the jet well away from
the ship's side and minimize the forming of liquid pools and their approach
towards the ships hull. A battery of fire hoses, positioned and immediately ready
to attack any approaching liquid pool, is a suitable added precaution.
C. Strict ignition control must be imposed throughout the ship. All doors to
accommodation and openings to enclosed spaces must be closed.
Accommodation and machinery space air intakes must be restricted to the side
opposite to that which jettisoning is taking place and restricted to the weather
side of jettisoning from the stern with the wind not dead ahead. Electrical circuits
on deck not essential to the operation must be disconnected and gas
concentrations should be continuously monitored throughout.
D. A safety message to all ships in the area should be transmitted and the
downwind region cleared of all traffic before jettisoning begins. Jettisoning must
cease immediately if it appears there is a threat of traffic intrusion into the
downwind area or if the visible cloud approaches any shore line.
E. The appropriate shore authorities must be fully advised and their co-operation
sought.
F. The operation must commence with the lowest practicable flow rate and
appropriate nozzle commensurate with propelling the jet well clear of the ship's
side. The flow rate should be increased only when it can be seen that the vapor
cloud is safely dispersing and any liquid pools are being controlled.
WALLEM
The above precautions are the minimum which should be considered in the
jettisoning of flammable but non-toxic liquefied gases. Additional consideration is
necessary in the case of jettisoning toxic chemical liquefied gases
JETTISONING TOXIC LIQUEFIED GASES AT SEA

While the vapors of such cargoes will disperse in a similar way to LPG cargo vapor
in terms of reduction in concentration with distance traveled, it must be remembered
that the concentration thresholds of acute toxicity of some of these gases are much
lower than the thresholds of flammable concentrations. Downwind safety distances
for toxic gases, therefore, need to be considerably greater than those where only
flammability has to be considered.
This vessel Maersk Houston can work with toxic liquefied gas, that is Ammonia.
Because ammonia is extremely soluble with water (one volume of water will dissolve
up to 1,000 volumes of ammonia vapor) in contact with the sea, the jettisoned
product will be rapidly dissolved, minimizing the risks of liquid pools. However, the
clouds of vapor formed when discharging ammonia will be very irritating and/or toxic
at very low concentrations. The threshold level value is 25 ppm and the odor
threshold is 10 ppm.
In comparison to the LPG gases, ammonia is not easily burnt. The ignition energy is
so high (about 600 times that for propane) and the flames have such a low heat that
the risk of a fire or explosion is much lower than for LPG. However for safety
reasons it will be considered also a flammable gas.
In jettisoning ammonia or other toxic gases the following precautions are to be taken
apart of the ones already taken into consideration when jettisoning LPG:
A. All crew must wear protective masks with the appropriate filter or self contained
breathing apparatus ( escape sets ).
B. Persons working on deck must wear chemical suits and full breathing apparatus.
C. A battery of fire hoses must be discharging water in spray all around the
jettisoning flow, but not over the reducer or nozzle used to propel the liquid.
D. All ventilation not essential for the operation of the vessel must be closed or
stopped.
E. The air conditioning must be in recirculation.

WALLEM
F. The deck spray must be activated to protect the accommodation from any
uncontrolled ammonia cloud.
G. Sea water suctions to the engine room must from the lower sea chest on the
side opposite to the jettison
App 5.8 SHIP TO SHIP TRANSFER
Transfer of LPG cargoes from one ship to another have become common practice in locations
where no adequate land based terminals exist.
Detailed recommendations for the safe conduct of STS operations are given in the "Ship to
Ship Transfer Guide (Liquefied Gases)" published by the I.C.S. and the O.C.I.M.F.
Procedures detailed in this document for contingencies are to be followed as necessary.
A spillage or fire during STS cargo transfer presents areas of emergency action which need
special consideration. The various contingencies and emergency procedures should be fully
discussed between Masters of both ships before operations commence. An incident on one
ship may well obtain substantial assistance from the emergency organization and resources of
the other and to the mutual benefit of both. There may well be circumstances, however, when
it would be preferable for the ships to separate in order to minimize the overall risk and
perhaps to allow unobstructed access to the stricken ship by fire tugs and salvage services.
The following actions should be considered in the event of any emergency during S.T.S.
operations:-
A.Crews alerted on both vessels (Emergency alarms).

B. All transfer operations stopped.
C. Emergency procedures followed as necessary.
D.Mooring gangs to stations.
E.Hoses purged and disconnected.
F.Engines confirmed ready for use.
G.Masters to agree on separation or remaining alongside each other.
App 5.9 UNCONTROLLED VENTING
In the event of cargo vapors being released by uncontrolled venting due to

either cargo tank high pressure causing correct operation of the relief valve or
of relief valve failure if the vessel is at sea or in port
1. Sound the Emergency alarm
2. If at sea turn the vessel and adjust the engine speed so as to bring the wind across the
deck, directing the vapor away from the accommodation block
3. Place a total ban on smoking and any hot work, cease any operation which might produce
a source of ignition.
WALLEM
4. If the uncontrolled release of vapor occurs alongside, then shore authorities should be
informed and cargo operations cease until the situation is brought under control.
5. If the uncontrolled release is due to the faulty operation of a relief valve which will not
reseat despite the low pressure in the cargo tank, it may be necessary to gag that valve,
BUT THIS CAN ONLY BE REGARDED AS A TEMPORARY MEASURE . The tank
pressure should be reduced by the re-liquefaction plant to the point where the defective
valve can be removed for repair and returned to the tank as soon as possible. Each cargo
tank is fitted with two relief valves, each valve is sized so as to be capable of preventing
tank overpressure even in the event of fire. In no circumstances is it permissible to
gag both tank valves simultaneously.
App 5.10 TOXIC LIQUID RELEASE AT TERMINAL
1. Sound Emergency Alarm
2. Inform Terminal and stop cargo operations
3. Operate emergency shutdown.
4. Stop ventilation
5. Operate deck spray at least for accommodation front.

when dealing with spillage.
Emergency Action
all sources of ignition ( e.g. naked lights, unprotected light bulbs, electric hand
tools ) Avoid all contact even when wearing protective clothing. Do not direct
Spillage - Stop the source of supply. Use water jets from as far away as practicable to
accelerate evaporation, not directing them straight onto the spill. Ensure that direction of jet
does not drive liquid towards the emergency team, into confined areas or near ignition sources.
Do not direct water jet at vent discharge piping. Water spray will protect emergency team.
WALLEM
App 5.11 TOXIC RELEASE AT SEA OR AT ANCHOR

1. Sound Emergency Alarm
2. Operate emergency shutdown.
3. If vessel is underway, turn vessel to bring wind across the deck so as to direct the vapors
away from the accommodation block
4. Stop ventilation
5. Operate deck spray at least for accommodation front.
6. If the vessel is at anchor or in traffic warn other vessels in close proximity which may be
down wind and which may be affected by the vapors but which may not have suitable
protective equipment on board.

when dealing with spillage.
Emergency Action
all sources of ignition (e.g. naked lights, unprotected light bulbs, electric hand
tools) Avoid all contact even when wearing protective clothing. Do not direct
Spillage - Stop the source of supply. Use water jets from as far away as practicable to
accelerate evaporation, not directing them straight onto the spill. Ensure that direction of jet
does not drive liquid towards the emergency team, into confined areas or near ignition sources.
Do not direct water jet at vent discharge piping. Water spray will protect emergency team.
While the vapors of such cargoes will disperse in a similar way to LPG cargo vapor in terms of
reduction in concentration with distance traveled, it must be remembered that the
concentration thresholds of acute toxicity of some of these gases are much lower than the
thresholds of flammable concentrations. Downwind safety distances for toxic gases, therefore,
need to be considerably greater than those where only flammability has to be considered.
App 5.12 ELECTRIC POWER FAILURE

WALLEM
Should the loss of power occur in port during cargo operations, the shore personnel should be
informed immediately, cargo valves checked to be closed and a close watch kept on cargo
tank pressures.
Please note on re-establishing power, the motor room ventilation fans must run for a safe
period before re-establishing cargo machinery power by closing engine room breakers to deck.
Edition No. 3 : December 2010
WALLEM
Gas Tanker Manual Checked by : Director SID
SHIPMANAGEMENT LTD. Rev. Date : ---
APPENDIX 6 PORT CALL PROCEDURES

App 6.1 PORT CALL SUMMARY
VESSEL VOYAGE No. DATE
PORT TERMINAL BERTH
DEADWEIGHT
LOADING (METRIC TONNES)
Cargo Grade Arrival Departure
Quantity in Metric tones. CARGO TANKS
Press. Liquid Manifold (bars) Deck Tanks
Temperature Manifold (‘C) Ballast
Press. Vapor Manifold (bars) Fuel / GO/DO
Vapor return line used? Water
No. LPG Compressors Used Stores
Max. Rate Achieved Total DDwt
Average Manifold Temp. Cargo As Per B/L
Overall Rate D/Freight if Claimed
Was Rate Limited by Ship or Was Quantity
Shore ? Limited by Ship /
Shore/Other ?
SEA WATER TEMPERATURE : MAX. D.W. ALLOWED : M/T
BUNKERS & FRESH WATER DRAFT

Fuel Diesel Gas Oil Water Arrival Departure
Arrival Forward
Quantity
Received Aft
Port Mean
Consumption
Sailing Salt Water
Quantity Mean
Protest Filed Reason
Protest Received Reason

WALLEM
App 6.2 PORT RECONCILIATION FORM
M/V VOY. No.

LOAD PORT : DISCHARGE PORT :
GRADE :
1.Ships figs after loading : 3.Ships figs before disch. :

Ships figs before loading : Ships figs after disch. :
Loaded : Discharged :
Bill of Lading : Bill of Lading
Difference : Difference :
Difference % : Difference % :
2.Ships figs after loading : 4.Ships figs discharged :

Ships figs before disch. : Shore figs received :
Difference : Difference :
Difference % : Difference % :
5.Bill of Lading :
Shore figs received :
Difference :
Difference % :
COMMENTS :

WALLEM
App 6.3 MATES - LOADING / DISCHARGING PLAN
PORT : DATE :
VOYAGE No.: BERTH :
ARRIVAL CONDITION
DRAFT :
Fwd Aft Mean
DISPL. : TONNES
GM (Fluid) MTS
1-2-3-4
BALLAST : TANKS : D.B.
W.T.
FPT
APT
F.W. TONNES
SPECIAL CRITERIA IN RESPECT TO TANK CONDITION @ LOAD / DISCH PORT
CARGO OPERATION :
QUANTITY to LOAD / DISCH :
QUANTITY BEFORE :
CARGO DENSITY :
CARGO TRANSFER RATE :

WALLEM
PROPOSED SEQUENCE OF LOAD / DISCH PLAN OF EVENTS
FINISHING ULLAGES ( NOT CORRECTED FOR TRIM )
TANK No. 1 P S
TANK No. 2 P S
TANK No. 3 P S
TANK No. 4 P S
CALL CH. OFFICER 1.0 mtr BEFORE FINAL ULLAGE
AMMENDMENTS TO ORIGINAL FORMAT OF EVENTS DURING LOAD /

DISCH
WALLEM
SPECIAL STANDING INSTRUCTIONS IN ADDITION TO STANDING

ORDERS
TEND MOORINGS AND GANGWAY REGULARLY

KEEP THE V/L UPRIGHT AT ALL TIMES AND TRIMMED BY THE STERN
CHIEF OFFICER
DATE :
ALL DECK OFFICERS TO READ & SIGN TO ACKNOWLEDGE FULL UNDERSTANDING
CARGO ENGR.
SECOND OFFICER
THIRD OFFICER
Verified by Master : _____________________________

WALLEM
App 6.4 STOWAGE PLAN
Voy No. _______________Port : ___________________________Date:_______________

1 Arrival .
DRAFT
F: M
A: M
TRIM M
I/D
DISP: MT
C3 : MT C4 : MT BALLAST : MT FO: MT
2 Departure .
DRAFT
F: M
A: M
TRIM M
I/D
DISP: MT
3 Arrival .
DRAFT
F: M
A: M
TRIM M
I/D
DISP: MT
4 Departure .
DRAFT
F: M
A: M
TRIM M
I/D
DISP: MT
WALLEM
App 6.5 CONTACT INFORMATION
1. Port
2. ETA ( LT )
3. Last Port
4. Next Port
Arrival Condition Departure Condition

Draft Fwd Draft Fwd
Draft Aft Draft Aft
Ballast Ballast
Displacement Displacement
6 Cargo Information +/- % +/- %
.1 Nomination
.2 Requirement
.3 Nominated Tanks
.4 Initial Load/Disch rate
.5 Max Load/Disch Rate
.6 Final Load/Disch Rate
.7 Load/Disch Hours
.8 Ship / Shore Stop
.9 Previous Cargo
.10 Coolant
.11 Cargo Tank Condition
Tank Pressure Top Temp Mid Temp Btm Temp
No.1 Kg/cm2 oC oC oC
7 Ballast Disposition
Arrival Ballast Mt
Ballast / De-ballast Mt
Ballast / De-ballast hours Hours
Departure Ballast Mt
8 Bunkers
Bunkers Required Yes / No ..
If required, quantity HFO : Mt / MDO :
Mt
9 Manifold Connection layout from Bow : L -V - V- L -L - V -V - L
Height fm Main Deck Ship Side dist
A Liquid Main 1 14” x 300 ASA F 1.79 Meters 3.47 Meters
B Vapor Main 1 8” x 150 ASA F 1.70 Meters 3.47 Meters
C Vapor Aux. 1 4” x 150 ASA F 1.65 Meters 3.47 Meters
D Liquid Aux. 1 8” x 300 ASA F 1.71 Meters 3.47 Meters
E Liquid Aux. 2 8” x 300 ASA F 1.71 Meters 3.47 Meters
F Vapor Aux. 2 4” x 150 ASA F 1.65 meters 3.47 Meters
G Vapor Main 2 6” x 150 ASA F 1.67 Meters 3.47 Meters
H Liquid Main 2 10” x 300 ASA F 1.72 meters 3.47 Meters
Manifold valve actual closing time Seconds
Checked by : Director (SID)
Revised by : Marine Supdt
WALLEM Edition No. 3 : December 2010
Gas Tanker Manual Approved by : Director (SID)
SHIPMANAGEMENT LTD. New Insertion Issued : May 2012
(!!) APPENDIX 7 - WALLEM MARPOL COMPLIANCE PROGRAM

(WMCP)
General
The guidelines and instruction in this annex are additional to the requirements of Marpol. Vessels are to
comply with Marpol requirements and the instructions herein are voluntary additional company
requirements based on industry best practice and our own experience.
Environmental Ethics
Environmental Compliance is extremely important to Wallem. There is an expectation that each and
every employee, both ashore and afloat, demonstrates the Company’s commitment to protecting
and sustaining the environment.
The Company has made available to all employees an Open Reporting Line, served by a 24-Hour phone
( 852 2876 8363 ) and a dedicated email mailbox (dpa@wallem.com), intended to facilitate the reporting
of environmental non-compliance activity, environmental hazards, or a breach of any regulatory or
Company policy related to environmental protection.
It is a requirement and expectation that every individual with knowledge of any deviation from
Wallem Environmental Compliance Program or any otherwise unethical conduct shall report this to
their department head or to the DPA as soon as practical.
Marpol Compliance statement
All crew members joining a Wallem managed vessels are to sign a Marpol compliance statement.
Availability
The WMCP is available as an annex to the operational manual for use by ships. It is also available
in the SID Manual and technical manual for use by the Superintendents, Managers and Directors.
Coverage
Wallem Marpol Compliance Program ( WMCP ) coverage is limited to Marpol I and Marpol V.
The additional requirements are mainly with respect to Engine room wastes. There are no additional
requirements under WMCP for sewage which is covered under Marpol IV.
The main focus of WMCP is for Engine room waster under Marpol I, garbage under Marpol V and as
below for tankers under Marpol I.
SHIPMANAGEMENT LTD. New Insertion Issued : May 2012
Marpol I ( WMCP ) – Engine room waste

The additional requirements are mainly with respect to Engine room bilges. The Engine room wastes
controls are mainly under three subsections:
1.Bilge water and OWS 2. Sludge and Incinerator 3. Recoding in ORB
Marpol I ( WMCP ) – Bilge water and OWS

Following are the requirements for Bilge water and OWS which is also captured in the Mind map on the
next page.
OWS Discharge Pipes : They should be painted in Distinctive colour. The flanges should have numbered
seals on the bolt to prevent unauthorized removal. The seal numbers should be recorded In the PMS.
Visiting superintendents should check the actual seal numbers against the numbers in the PMS during
attendance. Joining Chief Engineers should check the numbers on the seal against the numbers
recorded in the PMS at the time of joining. Joining Chief Engineers should also remove one section of
pipe* within one week of joining to ensure that the pipe is clear of oil. This should be done with office
approval for breaking seal. After inspection, new seals to be put and records in PMS updated.
* in the presence of the outgoing C/E if time & operational constraints permit.
Control of Portable pipes : All portable pipes and pneumatic/portable pumps on board are to be kept in
locker / box. The key for the box/locker is to be kept with Master & Chief Officer. A Register is to be
maintained to record purpose for which pipes/ pumps are removed/used. All pipes should be tagged for
their purpose.
Oily water separator :

The operation of OWS is to be done only under direct supervision of Chief Engineer and during daytime.
Notice should be displayed at OWS sampling valve stating 'Fresh water not to be opened during
operation of OWS'. Notice to be also displayed stating the OWS operation is to be done only during
daylight and under supervision of Chief Engineer'. OCM compliant with MEPC 107(49) should have a
stencil mentioning that ‘date/time in UTC’.
Vessel should carry sufficient spares for Bilge pump and OWS. Vessels should have spare
Coalescer/cartridges for OWS.
Others:
Bilge and Sludge lines should be completely isolated. If there is a common line, one section to be
removed and blanks inserted at open ends. Seals should be inserted at the blanks. Discharge line isolated
with the only common point being the shore connection. Office should be informed before making any
modification to any of the lines. Office will then inform Class and Flag. Ships will be instructed to proceed
only after the approvals are in hand.
Emergency Bilge valve and bilge suction valve of pumps ( GS, Fire pump ) to be sealed. Seal to be
removed every three months with office approval to move the valves. New seals should then be put on the
valve and the SMMS updated.
SHIPMANAGEMENT LTD.
New Insertion Issued : May 2012
SHIPMANAGEMENT LTD.
Marpol I ( WMCP ) – Sludge and Incinerator

Following are the additional requirements for Incinerator:
•Necessary spares on board for sludge pump and incinerator
•Old spares of incinerator such as nozzles kept for showing to PSC inspectors
Marpol I ( WMCP ) – Oil Record book entries

Below is a mind map of additional requirements on ORB entries. Vessel to comply with MEPC 1./Circ
736 for entries in
ORB.
Change of Chief Engineer

New Chief engineer should carry out the following on his joining;
•Check pipeline drawing with layout
•Check no connection between sludge lines and bilge lines
•Check seal number against records in SMMS
•Within one week of joining, open OWS discharge pipe to check condition on the inside of the
pipe. If time and operational constraints permit, this check to be done whilst off-signing C/E
present.
SHIPMANAGEMENT LTD.
•Any defects to be advised immediately to vessel’s superintendent and Manager
Superintendent attendance
Any office superintendent attending a managed vessel to check all items as below:
Dry Dock work

Following additional work to be done during dry-dock :
•Bilge tank to be cleaned
•Bilge separated oil tank cleaned and heating coils checked
•All sludge tanks to be cleaned and heating coils cleaned, tested and repaired as required.
•Set up EGB wash water system, if required
•Fit an extractor to waste oil tank, if required
•Incinerator refectory inspected and repaired, as necessary
•OWS opened, inspected and cleaned; heating coils checked
•15 PPM monitor calibrated/checked by vessel or manufacturer authorized workshop
SHIPMANAGEMENT LTD.
Marpol V - Garbage
Following additional measures on Wallem ships:
•Plastic garbage bags not allowed
•Vessel to use only biodegradable bin liners
•Vessel to have wheelie bins for easy storage and disposal
•EGB wash water to have independent system for storing and disposal
•Correct Entries in Garbage logs as per actual disposal of garbage both quantity and time wise.
Chief Officers should not make entries on rough estimate.
•Master’s should verify the entries in the Garbage log.
•When vessel is in special area, placard should be put up stating that vessel is in Special area
with the discharge restrictions.
•Vessel to have compactor based on trading pattern and garbage storage capacities on board.
SHIPMANAGEMENT LTD.
New Insertion Issued : Aug 2012
APPENDIX 8 - Safety Officer Inspection Checklist

VESSEL NAME :
INSPECTION DATE
Accommodation
Steering Room
Midship Stores
Accod. Decks
Engine Room
Paint Locker
Wheelhouse
Pump room
INSPECTION AREA
Main Deck
Forecastle
Boat Deck
Others
 NO
Galley
 YES
INSPECTION ITEMS
SAFE MOVEMENT
Means of Access Safe
Space Clear of Obstructions
Guard Rails are in Place
Equipment Safely Stowed / Secured?
ENVIRONMENT
Illumination Levels Adequate
Ventilation Adequate
Any Unusual Odours
Any Abnormal or Increase in Noise
Appropriate Personal Protective Clothing Available
LSA and FFE in Place and in Good Working Order
Hazardous Substances Properly Stowed and Secured
Any Pollution or Fire Sources Noticed
WORKING CONDITIONS
Adequate Machinery Guarding in Place
Operating Instructions Available
Safety Signs Displayed
Permit-to-Work System in Use
Equipment in Good Condition and Correctly Operated
Adequate Supervision
Any Practical Housekeeping Improvement possible
OTHER
Statutory and Company Regulations Complied With
Shipboard Management Team informed of the defects
Defect Cause of defect
Corrective Action Completion date
Safety Officer: Chief Engineer: Master:

Please use extra page if space for Defect, Cause of Defect & Corrective action is not sufficient.
SHIPMANAGEMENT LTD. Gas Tanker Manual Approved by : Director (SID)
New Insertion : Mar 2013
(!!) APPENDIX 9 - PRIVATE MARITIME SECURITY COMPANY (PMSC ) PROCEDURES
1.0 Applicability
These procedures would be applicable to managed tankers which are deploying
armed security teams from Private Maritime Security Company (PMSC) on board the
vessel for transit in the High Risk Area (HRA). The procedures would also be
applicable to Non tankers to the maximum extent possible and would be considered
as Best practice when applied on Non tankers.
2.0 Background
The Piracy situation off Somalia has developed since 2010. The industry responded
with security measures and safer routing to keep clear off the area of attacks. The
‘Best Management Practice (BMP) ’ was developed by various military and industry
groups coming together. The BMP details the measures to prevent boarding of
vessels by pirate groups. However, the pirate groups increased their range in 2011
and were able to attack far from their coast. They were able to cover a wide area
which included the Indian Ocean upto 078-00E and 12-00 S. This was primarily
possible by the use of mother ships and also dhows to launch attacks on merchant
vessels.
The change in tactics by the pirate groups required vessels to have additional
measures. One of the measures identified as supplementary to the BMP is the use
of armed security teams from PMSC. The fast changing situation required the armed
security team to be deployed on vessels with the procedures being developed at the
same time. However, the stabilization of situation has assisted in consolidating our
procedures for the deployment of the armed security teams on board vessels.
3.0 Deployment of Armed PMSC

The deployment of armed security from PMSC would be done only after a risk
assessment in the office. The risk assessment would cover the following:
1.Vessels speed
2.Vessels freeboard
3.Piracy threat in the area of transit
Certain vessels with high speed and high freeboard like PCC would not require
armed PMSC for transit in the HRA.
Wallem may use either a three man armed team or a four man team. The number of
PMSC personnel will depend on vessels route and the level of piracy threats in the
area of transit.
If charterers or owners have a specific requirement for a four man team, this would
be complied with as far as possible and a four man armed security team arranged for
the transit.
Wallem would then obtain quotes from various security providers and obtain owners
approval for the deployment. Wallem has carried out due diligence audit of three
security companies. To the maximum extent possible, only the armed security team
from a PMSC where a due diligence audit has been completed would be deployed.
However, armed security team from a Non audited PMSC may be used provided
owners specific request has been obtained for their deployment. This would be done
on a case by case basis provided the PMSC meets certain minimum criteria.
When vessel is on Charter to IMT or IMT affiliate, only PMSC from a security
provider where a due diligence audit has been completed would be deployed. On
vessels with Charter to Shell or to IMT, only a four man team would be deployed.
Once a PMSC has been selected, the Master will receive an E-Mail stating the name
of the PMSC and their contact details. The purpose of sending the contact details is
to ensure that the Master is able to regularly update the PMSC with the ETA to the
port of embarkation.
Master is to ensure that vessel has sufficient lifeboat capacity for the number of
additional personnel who would be joining. This is to be confirmed back to office for
each transit. If the lifeboat capacity is not sufficient, flag would be approached to
obtain authorization. Liferafts may be supplied to the vessel as required by the flag
state in such cases or other measures takes as instructed by the flag state. Masters
are to ensure that the PMSC would be provided with victualing and accommodation
reasonably required for the Security Personnel equivalent to that provided to the
Vessel’s officers. If this is not possible, Master to inform office so that additional
resources can be provided or supplied as required.
The office will arrange for a BIMCO Guarcon contract or owner specific contract
equivalent to Guardcon to the signed with the PMSC. Master would also receive a
copy of the letter of indemnity to be signed by the security personnel from the PMSC
on boarding along with the Rules on use of Force(RuF). The Master and the senior
officers on board are to read through the Rules on the use of force which is specific
to the PMSC selected. In addition, this section also has details on detection and
engagement with pirate action groups (PAG).
All our tankers comply with flag state requirements for medicine chest. The
medicines in the chest would be available to the PMSC personnel as required. All
the PMSC personnel that have been audited also carry a full medical kit. The
medical kit carried by the PMSC personnel has medicines and equipment specific to
injuries, which may occur during the transit, which would include shrapnel injuries.
Master has responsibility to update the operations department of the PMSC with the
ETA to the embarkation point for the PMSC personnel. This message should be
updated every day and be copied to the office. In addition, any changes of over 6
hours is to be intimated immediately to the PMSC. This is to ensure that the team is
able to embark in time and without any delay to the vessel.
4.0 Onboard Safety Induction for Armed PMSC Personnel
The PMSC personnel that board the vessel are also called armed security team or
PMSC team in these procedures. The armed security team would board by launch at
various locations just outside the HRA or just inside the HRA. The vessel should
ensure that sufficient lee is provided for the safe transfer of the personnel and
equipment. A risk assessment is to be prepared/reviewed for each transfer
operations. Vessels are to be guided by the generic risk assessment which is
available in the Appendix section of SBM II. A toolbox meeting is to be held prior to
each embarkation or disembarkation to discuss safe embarkation or disembarkation
of the armed security team.
As soon as the PMSC personnel boarding the vessel they are to sign on the ship’s
articles as “Security Consultant”. A complete list of the weapons and associated kits
carried by PMSC personnel is to be handed over to the Master. All these
equipment’s will be listed as Security training Equipment.
Wallem has a Familiarization booklet for contractors. The PMSC personnel are
contractors and have to read and sign the familarisation booklet.
The familarisation booklet contains:
1. Companies SHEQ policy

2. Companies Drug and Alcohol policy
3. Safety and emergency details ( ship specific ) including the enclosed space
and hot work details as applicable.
4. Pollution prevention procedure
5. The ranks of the SSO and the deputy SSO
6. Details of items to be shown during the familarisation round
Every vessel is different and so are the safety requirements. The armed security
team is always led by a Team Leader ( TL). The PMSC team will be given a ship
specific safety tour and explained about the safety features of the vessel.
Safety procedures on tankers must be part of the briefing. They must be briefed on
designated smoking room and on use of intrinsically safe equipment’s. The
prohibition of use of mobile phones and cameras on deck must be part of the briefing
of the PMSC team. Tanker restrictions such as smoking on the cargo deck or the use
of mobile phones must be clearly explained to the PMSC team. The pertinent Marpol
requirements including garbage regulations must be informed to the PMSC team.
On tankers it is very important to explain the importance of keeping clear of areas

susceptible gas accumulation during venting. The dangers of toxic gases when
venting or carrying cargoes with toxic gases is also to be explained to the PMSC
team.
5.0 Self Protection measure under BMP 4
Wallem has a standard list of security equipment. The standard list of security
equipment includes the quantity of razor wire based on ships length. The standard
list of security equipment also includes night vision binoculars, Kavalar jackets,
additional pyrotechnics and chain link fence for the bridge wings.
Wallem also has a citadel policy and fortification of citadel is to be carried out as per
requirements. Vessels will be supplied with an Iridium phone with external antenna
for communication from the citadel.
All the ship security measures as per companies’ requirements are to be taken
irrespective of whether the vessel is supported by an armed security team.
The presence of Armed security team does not replace existing self protective
measures and procedures as recommended in Best management Practice ( BMP )
including safe routing and safe speed for the voyage.
REPORTING:
Masters are to also to refer to Sec 5 of BMP 4
The Vessel would be registered for transit with MSCHOA from the office . The vessel
is to send an Email to MSCHOA directly for any changes or update after vessel is
registered. ( Email: postmaster@mschoa.org ). Please mention that vessel is already
registered.
All Vessels are to report to UKMTO with copy to MARLO. (Details in BMP ver 4. and
Anti Piracy chart). Vessel are to send Initial report as per format in BMP Ver 4
Appendix B and follow up with daily reports. While vessel is within 6 hours from IRTC
or within the IRTC, six hourly reports are to be sent to UKMTO with copy to MARLO.
(Format for reporting to UKMTO available in BMP ver 4 Appendix B).
Vessels owned by German companies should send the initial message to German
Police at the email address bpol.see.ppz@polizei.bund.de Thereafter Master is
required to copy them all messages sent to UKMTO
Vessels with Indian nationals on board or taking the Indian navy convoy are to send
initial message to DGCOMM on e-mail id dgcommcentre@satyammail.net as per
their format. If vessel does not have format, please contact office ( SID HK).
Thereafter Master is required to send Daily messages on e-mail ID
dgcommcentre@satyammail.net and 6 hourly report when vessel in IRTC.
a) UTC Date / Time: Position, Course, Speed and ETA Exit Point A or B.
b) Contact number of Wallem India Duty Officer is (Mob.) 91-9870855455.
Note : All messages to DGCOMM are to be sent only to them in the " To : field " and
copied to SID HK and to Wallem India ( Mumbai ) for attention : Mr Dinesh Kumar
(drj@wallem.com ) and Capt N.Passey ( np@wallem.com)
SECURITY MEASURES
The Best Management Practice guide Ver 4.0 has been sent to all vessels as E-Mail
attachment. ( Also available in SMS Documentation DVD). The hardening of the ship
is to be completed before the vessel enters the High risk area.
The MSCHOA guidance and information to Masters is available in the SMS

Documentation DVD. Please be guided by the contents. All ships are to be piracy
hardened ( Razor / wire , additional lookouts, etc. ) on entering the high risk area.
Company has a specific policy on 'Citadel Space'. Citadel space is to be only used
when it is inevitable that pirates are boarding the vessel. On sighting any boat
approaching the vessel, all non-watch keeping staff are to enter the muster point
which may be the citadel space or a space outside the citadel which has been
designated as the mustering point. Only the watch keepers on the bridge and engine
room to be outside the mustering point or citadel. The Engine control room is a good
mustering point for the initial mustering. Once confirmed that vessel is under attack,
the crew to move to the citadel space. It is to be always remembered that the best
defence is efficient lookout and effective hardening of vessel. If pirates manage to
board vessel, the remaining staff to enter the citadel space and secure themselves.
The decision to take black out the ship to be taken by the Master based on the
situation.
Vessel to carry out security drill prior transit which should include a Citadel lock down
drill. Master is to also carry out briefing for staff on security measures. The iridium
phone is to be tested from the citadel space with a test call to the CSO. Telephone
numbers of UKMTO, MSCHOA and the CSO number must be available on the
bridge and in the citadel space.
Ship Protection Measures are to be taken as applicable to the vessel. Pictures for
rigging of razor wire and other security measures are available in Section 8 of BMP4.
Page 30 of BMP 4 has pictures of razor wire rigged in double row. Please also refer
to our pictorial advisory on razor wire and chain link fence which is available in SMS
DVD.
Where navigationally safe to do so, Masters are encouraged to practice manoeuvring

their ships to establish which series of helm orders produce the most difficult sea
conditions for pirate skiffs trying to attack, without causing a significant reduction in
the ships speed.
Bridge protection measures include Chain link fence on the side and rear, fabricated
aluminium plate for the side and rear windows and Kevlar jackets and helmets for the
bridge team.
Securing doors and hatches, blocking external ladders with razor and fitting steel
doors to accessible windows, should deny access to the accommodation and bridge.
Doors fitted on escape route should be designed such that it can be opened by a
crew trying to exit through the route or alternate path provided with manropes/coolie
ladders.
Warning: If any hot work is required for securing vessel, vessels to follow
procedures in Safety Manual. Hot work procedures and work for security measures
to be documented and relevant checklist from Safety Manual to be followed.
Piracy alarm should be distinct and should not be a cause for confusion. Tools and
equipment that may be of use to the pirates should be stored in secure location.
Sandbags to be placed around the gas bottles or other flammable liquids stored in
containers on upper deck.
During monsoon weather, attacks may occur in the outskirts of the HRA in the Gulf of
Oman and in the Red Sea. Hence, vessels need to be cautious until well clear off the
area.
CITADEL SPACE
Please prepare or check (if already existing) that the "citadel" space emergency
station is complete with water, food, and Satellite phone. Citadel space to be well
fortified with additional steel doors. The first muster point may be outside the ECR to
evaluate the situation and the crew would then proceed to the citadel.
Please note following arrangements are to be made for the citadel :

All entrances to the citadel space should be well secured. The citadel should have
adequate ventilation. It is recommended to place a wire mesh in the bottom flange of
the ventilation to prevent smoke bombs thrown down into the citadel
Communication is very important. Ships have been supplied with Satellite phone,
which should be kept ready in the citadel space. The antenna should be
camouflaged with the cover of navigation light.
There should be about 5 days of food and drinking water stored. In addition, there
should be :-
(i) Minimum 12 torches + spare cells
(ii) Blankets for sleeping arrangements & towels
(iii) Toothpaste and toilet paper
(v) First aid kit
(vi) Medicine of any crew member who is on medication.
Indian authorities have banned use of iridium phone in their water. When calling
ports in India, vessels should lock up the iridium or Thuraya phone. Vessels should
also inform particulars of Thuraya, Iridium and other such sets in Pre Arrival
Notification to the agents so that they can include in their Pre Arrival Notification on
Security (PANS).
6.0 Checks on the PMSC
Wallem only uses standard security company where a due diligence check has been
carried out to the maximum extent possible. However, PMSC from a non-audited
company may be used provided owner’s specific approval has been obtained for
their deployment. This would be done on a case by case basis provided the PMSC
meets certain minimum criteria.
When vessel is on Charter to IMT or IMT affiliate, only PMSC from a security
provider where a due diligence audit has been completed would be deployed. On
vessels with Charter to Shell or to IMT, only a four man team would be deployed.
The security company would provide the passport copies of the PMSC personnel.
CV’s of the PMSC personnel would be provided, if requested. Additional documents
would be requested, if required or in case of need.
Flag state authorization is to be obtained prior to their embarkation. The

authorisation would be obtained either from the office or by the PMSC based on the
requirements of the flag of the vessel.
Below are details of major flags for authorization for armed security teams and for
carriage of arms and ammunitions on board:
Bahamas : The PMSC would apply for license and this would be forwarded to the
ships.
Panama : Wallem would apply to Panama authorities for each transit giving details
of arms and the PMSC personnel. Authorisation is for each transit and the
authorisation would be forwarded to the vessel.
Marshall Island : Flag issues No objection certificate which would be forwarded to

the vessel. If vessel calling ports in India or in HRA, specific No objection with details
of the arms/ names of team members needs to be obtained from the flag.
Liberia : Flag has issued a letter authorizing the carriage of arms. Vessels to send
completed Annex 1 if calling ports with arms on board directly to the flag with copy to
office.
Hong Kong: Flag issues a letter authorizing the carriage of arms and ammunitions
along with armed security team. Vessels are to send Attachment if calling ports in
HRA directly to the Marine department of Hong Kong with copy to office.
For other flags, details are checked by office and authorization obtained as required.
When calling at Ports with armed team on board, vessel to contact agents in good
time and ensure that the arms and ammunitions declared correctly as per
requirements. The weapons and ammunitions to be bonded during call at ports in
HRA.
7.0 Duties to be performed by PMSC Personnel
The PMSC personnel would undertake Security Services using all reasonable skill
and care and their responsibilities shall include the following (and other
responsibilities as may be agreed):
(i) providing general guidance to the Crew and also carrying out such drills,
training and preparations for the transit as the team Leader (TL) may
recommend to the Master and the Master may agree;
(ii) advising and/or assisting with the hardening of the Vessel in accordance with
BMP practices and, where applicable, in accordance with the guidance of
BMP;
(iii) monitoring suspicious vessels or craft during the Transit;
(iv) advising the Master on security-related routeing issues;
(v) assisting the Master in liaising with UKMTO and MSCHOA and other
authorities as appropriate and in accordance with the procedures set out in
the BMP;
(vi) ensuring that at no time the Crew are permitted to handle the Firearms;
(vii) assisting/advising/training shipstaff during security drills, concerning
evacuation to citadel space and conduct when pirates are attacking the ship.
(viii) In case the vessel is attacked and the Master and TL feels that they are
overwhelmed and decide to move to the citadel then the security team will
escort the bridge team to the citadel ensuring that the way is clear. They
would also assist in blocking internal doors to the citadel and place the
security team in positions to best defend the citadel.
All messages like SITREPs and POSREPs should be done via the ship’s email
system (with the Master’s permission) only. The armed security team carry their own
satellite phone and may contact their office with this phone. The TL can also request
the Master for the use of the ships phone for official business and this would be
provided by the Master. In case the ships phone is used for personal calls by the
PMSC team members, the charges as applicable may be charged by the Master.
8.0 Command Structure and “Use of Force”

PMSC team members embarked on the vessel are at all times subject to the
overriding authority of the vessel’s Master. The Master shall, at all times have and
retain ultimate responsibility for the safe navigation and overall command of the
Vessel. Any decisions made by the Master shall be binding on the PMSC team. All
PMSC team personnel are to act under the directions of the Master at all times . The
Master retains the authority to order the Security Personnel to cease firing under all
circumstances. However, for the avoidance of doubt, nothing shall compromise each
of the Security Personnel’s right of self defence in accordance with applicable
national law.
9.0 Flow chart of Process

The below chart is a rough guide for the various actions with reference to a vessel for
PMSC personnel functions and preparing vessel
10.0 Activation of Alert and the risk of escalation
The PMSC personnel are bound by their rules of force document. The RuF is sent to
the Master from the office prior to the embarkation of the PMSC team or directly by
the PMSC.
In the event of any actual, perceived or threatened act of piracy and/or violent
robbery and/or capture/seizure by third parties the Team Leader shall advise the
Master or (in the Master’s absence) the Officer of the Watch that he intends to
invoke the Rules for the Use of Force.
If a hostile approach is detected by the lookouts, the entire armed security team
would be activated. The entire team would assemble on the bridge and take their
positions.
Some of the factors that are to be considered when deciding a hostile target and
before the use of force are :
a. The suspect vessel has followed numerous course changes that the vessel has
made.
b. The suspect mother vessel has crossed the bow and skiff/skiffs launched, which
are moving towards own ship at high speed.
c. The suspect vessel is on a high speed course towards the vessel after flares
were fired.
d. Weapons, ladders, and scaling poles have been sighted and confirmed.
e. The vessel is fired upon.
When a hostile target is approaching and indicating hostile intent the PMSC
personnel will respond with a graduated response if the situation permits. A
graduated response means that the force used should progress from the least
severe to the most severe subject to that which is appropriate.
1. PMSC team would first demonstrate a non violent challenge. This would
include showing their presence by displaying weapons in the air.
2. If the hostile target continues to show hostile intent or act, the PMSC team
would fire parachute flares.
3. If the hostile target persists in its approach, warning shots to be fired in the air
above the boat or in water in front of the boat. If the PMSC is using tracer
bullets, they should be used so as to alert the pirates that they have been
noted and that the vessel is prepared.
4. The next escalation would be to fire at the boats engines or hull to prevent
further progress without causing any injuries
5. In the event of the ‘honest belief’ of ‘threat to life’ and when all other methods
of non-lethal force have been exhausted; and there is deemed to be no other
way of stopping the attack, then lethal force can be contemplated and used.
Lethal force would only be used as a last resort.
The PMSC personnel are at all times be guided by their Rules on Use of force.
Master retains the authority to stop the firing and the armed security team would
comply except in cases of self-defence.
The presence of the armed security team is a deterrent. Hence, display of weapon,
firing flares and firing tracer rounds are important elements to provide visibility of their
presence to the pirate action groups( PAG). On most occasions, this would be
sufficient, as the PAG’s would withdraw once the presence of the armed security
team is noted.
The chart below provides the flow chart for the activation of the armed security team
and the various actions to be taken. The flow chart is a guide and the action taken
would depend on the circumstances in that particular case. The Master in

consultation is at all times authorized to take all actions required for the Safety of the
crew and the vessel.
(!) A simplified user friendly chart for Typical escalation with Rules for use of force is
provided in Sec 18.0. A copy of Sec 18.0 is posted on the bridge when vessel in HRA
with armed security team.
11.0 Handling and stowage of weapons

.
On embarkation of the armed security team, as part of the initial meeting with the
Master/SSO, the procedures for the carriage of weapons and ammunition and their
storage whilst on board should be explained and agreed upon.
All weapons should be kept in possession of the security team at all times. At no
point during the transit will the Master or crew handle the weapons. When the vessel
is outside the high risk area, the weapon should be cleared of all ammunition. The
weapons and the ammunition should be kept in the bonded store when the vessel is
outside the high risk area or is in transit through the territorial water.
All weapons are to remain in an unloaded state during routine watches.

In the event that the team leader of the PMSC assesses that the weapons should be
loaded due to an increased threat level then this is to be referred to and agreed with
the Master as part of the escalation of force. In the event that the Master is not
present then this request should be directed to the officer on watch (OOW).
If weapons have to be loaded at any time due to the escalation of force then it should
be done on the bridge wings, pointing out to sea and in a safe direction. No drills are
to take place inside the bridge/accommodation area. This includes stripping and
assembling weapons for daily cleaning.
The details of the ammunition and the arms that are being embarked would be sent
to the vessel prior to the embarkation of the team by the PMSC. Once the PMSC
team is on board, the team leader would provide the Master with a list of equipment
and weapons. The TL would maintain record of any ammunition used in test firing. If
the weapons are bonded for calls to ports within the HRA, the Master must obtain a
list of arms and ammunitions and these are to be declared. In any case, Master to
obtain details from the agents and comply with any documentation required for the
declaration of the weapons and the ammunitions.
(!) 12.0 Test firing of weapons
Test firing of weapons is required by the PMSC personnel to zero their weapons for
accurate firing. The Security Team may carry out the ‘testing & zeroing’ of weapons
as soon as possible after their embarkation and well outside any Territorial Waters
( normally 12 NM from salient point of land). The Master should ensure that all the
crewmembers are aware of the time of test firing and inside the accommodation
during the period of test firing. No weapons test firing is to take place in territorial
waters or into territorial waters
Weapons testing and zeroing may only be conducted with the permission of the
Master and with the agreement of the Security Team Leader who shall directly
supervise the ‘testing & zeroing’ activity.
The following are to be complied with for test firing of weapons:

• Test firing shall be conducted only over the rail and in a secure area, with no other
vessels in at least 6NM radius. This includes fishing boats.
• Hot Work Permit from Safety Manual shall be complied with for test firing. Hot work
approval shall be obtained from the office as test firing is considered as hot work.
• No oil transfer operation, tank cleaning, gas freeing, purging or inerting operations
shall be in progress during the test firing.
• All cargo tanks to be inerted with oxygen content less than 8%.
• Tank inert gas pressure to be monitored to ensure no inadvertent release of vapour.
• The area from which firing takes place shall be gas free and monitored with a
combustible gas indicator to ensure that the reading remains below 1% lower
explosive limit (LEL). This area should be as far as practicable from the cargo deck.
It is recommended that the area selected is the aft section of the bridge wing.
• A perimeter safety zone shall be established around the selected weapons ‘testing &
zeroing’ area and declared out of bounds for all ship staff.
• Test firing should only be done in the direction aft of accommodation. Master to
establish a "safety zone". Only the Master or the SSO is permitted to witness this
procedure from a protected location (i.e. the bridge wing). It is prohibited to test fire
forward of the accommodation.
• Proper PPE including ear protection to be worn by the security team. Either the
Master or the SSO should witness the testing and they shall have required PPE
including Kavalar jacket and hear protection.
• Only a maximum of eight rounds is to be fired. Apparent wind should be blowing aft
and not across the vessel.
• Master to record the date, time, position, number or rounds fired and direction of fire
in the deck log book.
The spent shell from the test firing are collected by the TL for taking it back to shore.
These are not to be handed over to crew members or disposed to sea. Prior to the
test firing, the bridge watch to ensure that the area is clear of fishing boats.
13.0 POST INCIDENT REPORTING
All Piracy incidents are to be reported immediately by the Master to the Office. It is
expected that the PMSC also report to their office. The incident should also be
reported to UKMTO by the master or the PMSC team.
Many flag states require their specified form to be filled after an incident. The
completed form to ve sent to the flag state to report any incident. The Master and
any other witnesses would send statement of fact for the incident.
If, during an exchange of fire, any individual(s) who comprised the Hostile Target are
injured or killed and/or their Vessel(s) become damaged or destroyed, before the
ship
leaves the incident area, the Master and TL would appraise the situation and risk
involved in rendering assistance
The following options can be considered :
• The deployment a life raft and survival equipment for the use of survivors; and
• Contact UKMTO with the exact coordinates and details of the incident.
• PMSC will contact his office while the Master will contact the DPA or deputy
DPA.
In the event that a Hostile Target is identified and/or challenged and/or engaged in
an
escalation of force, statement of fact would be obtained from concerned persons
including any event log, report and collate written statements from all persons
present at the incident in anticipation of legal proceedings.
The following details to be sent as applicable and should be part of the report:
• Time and location of the incident;
• Identity and nationality of any persons involved including their addresses and
other contact details if possible;
• Injuries/damage sustained;
• Circumstances leading up to the incident; and
• Any measures taken by the Personnel in response to it.
Any use or discharge of firearms that has resulted in injury, death or damage to
property shall be reported to the Flag State authorities by the Master with copy to the
office.
14.0 Apprehending Persons
The company requires the Master and crew to, not take in to custody or hold any
persons except when apprehending persons to defend themselves or others against
an imminent threat of violence, or following an attack or crime committed by such
persons against vessel or crew. The decision to apprehend persons must only be
made by the Master. Any such apprehension must be consistent with applicable flag
state or international law
If requested by the Master, the PMSC will be requested to assist in the detention of
personnel. The PMSC team will search the detainees to ensure they are fully
disarmed and that there is no further risk to the vessel or the crew on the instructions
of the Master.
Any such detention shall be reported to the company without delay.

As far as possible the identity and Nationality of the detainees should be reported.
If a detainee continues to pose a threat and act aggressively, the PMSC team may
be requested to secure the detainee individually, by their wrists forward of the body
until they become passive.
Once a detainee has been searched, he is to be secured under the direction of the
Master. The location of the detainees is determined by the Master however they
should be secured away from the bridge and crew quarters in suitable and
appropriate accommodation.
The PMSC team may also be requested to assist the Master in unloading of any
confiscated weapons. All confiscated weapons and ammunition are to be un-loaded,
cleared and secured. A record must be kept of all confiscated weapons. An entry is
to be made in the log book about the same.
UKMTO or the nearby coastal state is to be immediately informed so as to make

arrangements for the transfer of the detained persons and confiscated weapons to
Naval authorities. The flag state would also be informed at the earliest.
15.0 Watch keeping and vigilance
The vessels crew to remain vigilant and should not relax due to the presence of the
armed security team. Good lookout must be maintained by ship staff as this greatly
assists the security team in carrying out their duties. The members of the security
team would complement the ships lookout team and is not a substitute for the ships
lookout watch keepers.
16.0 Communication procedures
The communication procedures between the team and the ship’s crew would be
discussed at the initial briefing meeting. The security team would also inform the
Master and the crew on their internal communication protocol. The communication
should be tested. In addition, the Chief Officer should brief the TL on the work
planned for the day on deck and the precautions and controls being exercised. If any
hazardous operation is in progress, this would also be informed to the team leader
so that they are aware of the area of the work, the precautions being taken and any
other relevant information. Good communication between ship staff and the PMSC is
essential for safe transits.
17.0 PERFORMANCE APPRAISAL
On completion of the transit a performance appraisal report of the PMSC to be

forwarded to the company / operator. For voyages with IMT cargo or on charter with
IMT, the appraisal form from IMT is to be used. Panama has a PCSAP report which
is to be filled by the TL and given to the Master. Master should then forward this
report to the office for forwarding to the relevant authorities. The office would also
obtain the transit report from the PMSC for some of the voyages on a case by case
basis. Any other reports on the performance of the PMSC teams as required by the
flag states or the Charterers would be complied with.
SHIPMANAGEMENT LTD. Tanker Operations Manual Approved by : Director (SID)
18.0 Guidance on Typical Escalation

Gas Tanker Operations Manual Wallem ShipManagement LTD (2013)

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Gas Tanker Operations Manual Wallem ShipManagement LTD (2013)

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WALLEM SHIPMANAGEMENT LTD.

CONTENTS : Page 1/6

2. HAZARDS AND PROPERTIES OF CARGOES ............................................................................ 1

4. RESPONSIBILITIES FOR THE SAFE CONDUCT OF CARGO OPERATIONS............................. 1

5. DUTIES OF CHIEF OFFICER .......................................................................................................... 1

6. KEEPING A SAFE WATCH IN PORT.............................................................................................. 1

CONTENTS : Page 2/6

6.3 HANDING/TAKING OVER THE WATCH .......................................................................... 6

7. CARGO OPERATIONS - GENERAL ............................................................................................... 1

8. OPERATIONS AT A MARINE TERMINAL ...................................................................................... 1

9. CARGO SAMPLING ........................................................................................................................ 1

10. CARGO MEASUREMENT AND CALCULATION............................................................................ 1

CONTENTS : Page 3/6

10.4 CALIBRATION TABLES ..................................................................................................... 3

11. EXTREME WEATHER CONDITIONS ............................................................................................. 1

12. CARGO DOCUMENTATION ........................................................................................................... 1

CONTENTS : Page 4/6

13. PRESSURISED VESSELS .............................................................................................................. 1

14.1 STS OPERATIONS GUIDANCE NOTES – FULLY PRESSURIZED LPG TANKERS

15. THERMODYNAMIC PROPERTIES OF PROPANE ........................................................................ 1

(!) APPENDICES ............................................................................................................................................. 1

APPENDIX 1: CARGO TRANSFER PROCEDURE ................................................................................... 1

CONTENTS : Page 5/6

APP 1.11 CARGO CALCULATIONS ................................................................................................ 14

APPENDIX 2 - SHIP SPECIFIC CHECKLISTS ............................................................................................ 1

APPENDIX 3 : BUNKER TRANSFER PROCEDURES ................................................................................ 1

APPENDIX 4 : ENGINE ROOM CHECKLISTS ............................................................................................ 1

APPENDIX 5 EMERGENCIES SPECIFIC TO GAS TANKER.................................................................... 1

CONTENTS : Page 6/6

APP 5.10 TOXIC LIQUID RELEASE AT TERMINAL ....................................................................... 10

APPENDIX 6 PORT CALL PROCEDURES................................................................................................. 1

APPENDIX 7 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ................................................ 1

REVISION SHEET : Page 1/1

REVISED PAGE(S) REVISED PAGE(S)

NO. DATE NO. DATE

Contents : 1/6 – 6/6

MANGT REVIEW : Page 1/1

SECTION 1 : Page 1/1

The purpose of this manual is to provide guidance to all staff associated

However, nothing in this manual or in any regulations issued by the Ship

SECTION 2 : Page 1/15

2. HAZARDS AND PROPERTIES OF CARGOES

For operational purposes, reference should always be made to the Cargo

When a vapour/air mixture burns in the open, there is a very considerable

2.3 Health Hazards

SECTION 2 : Page 2/15

2.4.1 Reaction with Water - Hydrate Formation

Some hydrocarbon cargoes may combine with water under certain

For LPG mixtures a small dose of anti-freeze is normally permissible, but

Due to the LPG-water equilibrium and solubility characteristics whereby

SECTION 2 : Page 3/15

2.4.2 Reaction with Water

• Is extremely soluble in water.

• One volume of water dissolves up to 1000 volumes of

• The introduction of water into tanks containing high

• The inhibitor may be removed by the presence of water,

• May form solid hydrates.

• Can freeze to form ice or hydrates.

SECTION 2 : Page 4/15

• May freeze to form ice or hydrates.

2.4.3 Self Reaction

Other forms of self reaction are dimer formation (dependent on

1) The quantity and name of the inhibitor added.