Chemical Tanker Manual

Chemical Tanker Manual
INTEGRATED MANAGEMENT SYSTEM

CHEMICAL TANKER MANUAL
Rev No. : 4
Date : 14-Dec-18
APPROVAL Page : 1 of 1

EDITION - II
Notes:
1. This manual is valid from the issue date.
2. This manual is not to be altered or marked in any way.
3. Any review or alteration to this manual is to be carried out as per the system
procedures.
4. Any revisions of this manual will be recorded on the Revision sheet.
Issued By: Approved By:
Synergy Maritime Private Limited
Head of Ship Management Team
This publication is the property of Synergy Group. No part of this publication is to be

reproduced, stored in a retrieval system, or transmitted in any form or by any means
without the prior permission of Management.
Rev No. : 4
Date : 14-Dec-18
RECORD OF REVISION Page : 1 of 2
RECORD OF REVISION
Rev.
Chapter Page Date
No.
Table of Content All 1 15-Apr-16

Ch.1 Introduction & General Terms All 1 15-Apr-16
Ch. 2 Cargo Stowage and Planning All 1 15-Apr-16
Ch. 3 Cargo Handling and Transfer All 1 15-Apr-16
Ch. 4 Tank Preparation All 1 15-Apr-16
Ch. 5 Cargo Custody All 1 15-Apr-16
Ch. 6 Carriage of cargoes requiring special
All 1 15-Apr-16
precautions
Ch. 7 Nitrogen Handling / Inerting and Gas
All 1 15-Apr-16
freeing
Ch. 8 Tanks Material and Coating All 1 15-Apr-16
Ch. 9 Maintenance of Cargo Equipment All 1 15-Apr-16
Ch. 10 Emergencies All 1 15-Apr-16
Ch. 11 Wall Wash Test All 1 15-Apr-16
Annex II – Fosfa List of acceptable banned
All 1 15-Apr-16
cargoes
Annex IV – Ship’s Business All 1 15-Apr-16
Annex V – Atmosphere Monitoring
All 1 15-Apr-16
Equipment
Table of Content All 2 28-Oct-16
Ch. 4 Tank Preparation All 2 28-Oct-16
Ch. 10 Emergencies All 2 28-Oct-16
Table of Content All 3 30-Sep-17
Ch. 1 Introduction & General terms All 2 30-Sep-17
Ch. 2 Cargo Stowage and Planning All 2 30-Sep-17
Ch. 3 Cargo Handling and Transfer All 2 30-Sep-17
Ch. 4 Tank Preparation All 3 30-Sep-17
Rev No. : 4
Date : 14-Dec-18
RECORD OF REVISION Page : 2 of 2
Rev.
Chapter Page Date
No.
Ch. 6 Carriage of cargoes requiring special

All 2 30-Sep-17
precautions
Ch. 7 Nitrogen Handling/ Inerting & Gas
All 2 30-Sep-17
freeing
Ch. 8 Tanks Material and Coating All 2 30-Sep-17
Ch. 9 Maintenance of Cargo Equipment All 2 30-Sep-17
Appendix 1 - Guidelines for the carriage of
All 0 30-Sep-17
Petroleum Oil and Biofuels. MEPC Circ. 761
Appendix 2 – Line Blowing Procedure All 0 30-Sep-17
Table of Contents All 4 14-Dec-18
Ch. 2 Cargo Stowage and Planning All 3 14-Dec-18
Ch. 3 Cargo Handling and Transfer All 3 14-Dec-18
Ch. 4 Tank Preparation All 4 14-Dec-18
Ch.5 Cargo Custody All 2 14-Dec-18
Ch. 6 Carriage of cargoes requiring special 14-Dec-18
All 3
precautions
Ch. 8 Tanks Material and Coating All 3 14-Dec-18
Ch. 9 Maintenance of Cargo Equipment All 3 14-Dec-18
Ch 10: Emergencies All 3 14-Dec-18
Ch.11 Wall Wash Test All 2 14-Dec-18
Annex 3 Responsibilities of Ship Staff All 1 14-Dec-18
Annex 5 – Atmosphere Monitoring 14-Dec-18
All 2
Equipment
Appendix 3 – Entries in Cargo Record Book All 0 14-Dec-18
Rev No. : 4
Date : 14-Dec-18
TABLE OF CONTENT Page : 1 of 2
TABLE OF CONTENT
Chapter Title Revision Revision Date
1 Introduction & General terms 2 30-Sep-17
2 Cargo Stowage and Planning 3 14-Dec-18
3 Cargo Handling and Transfer 3 14-Dec-18
4 Tank Preparation 4 14-Dec-18
5 Cargo Custody 2 14-Dec-18
6 Carriage of cargoes requiring special

3 14-Dec-18
precautions
7 Nitrogen Handling / Inerting and Gas 30-Sep-17

2
freeing
8 Tanks Material and Coating 3 14-Dec-18
9 Maintenance of Cargo Equipment 3 14-Dec-18
10 Emergencies 3 14-Dec-18
11 Wall Wash Test 2 14-Dec-18
Annex I Static Electricity 0 20-Feb-15
Annex II Fosfa List of Acceptable Banned 1 15-Apr-16

Cargoes
Annex III Responsibilities of Ship Staff 1 14-Dec-18
Annex IV Ship’s Business 1 15-Apr-16
Annex V Atmosphere Monitoring Equipment 2 14-Dec-18

Rev No. : 4
Date : 14-Dec-18
TABLE OF CONTENT Page : 2 of 2
Appendix 1 Guidelines for the carriage of

Petroleum Oil and Biofuels. MEPC Circ. 0 30-Sep-17
761
Appendix 2 Line Blowing Procedure 0 30-Sep-17
Appendix 3 Entries in Cargo Record Book 0 14-Dec-18

Rev No. : 2
Chapter 01 Date : 30-Sep-17
INTRODUCTION & GENERAL TERMS Page : 1 of 27
1. INTRODUCTION & GENERAL TERMS

1.1 INTRODUCTION
Chemical tankers are complex vessels designed to transport a wide range of cargoes
and a large number of segregated products simultaneously.
Due to complex nature of the chemical tankers, the personnel serving on chemical
tankers needs to be adequately trained, highly skilled with high regard for safety.
The contents of this manual and ICS Chemical Safety Guide must be read in obtain a
greater understanding of the hazards involved with carriage and handling of
chemical cargoes.
A single voyage may consist of many different cargoes such as bulk liquid chemicals,
solvents, lubricating oils, vegetable and animal oils, petroleum products and other
such liquids, each with their individual and different properties, characteristics and
inherent hazards.
Several products may be handled simultaneously at one berth, as also different
operations such as discharging, loading and tank cleaning.
At every stage of the operation of the vessel due consideration must be given to
applicable ISGOTT, TSG Chemicals & IBC CODE requirements, and compliance with
applicable rules and regulations of the Classification Society, SOLAS and MARPOL as
well as conformance with all applicable government codes/ regulations and relevant
terminal regulations while in port.
All the cargoes can be handled safely but care is absolutely essential – throughout
the Operation. Not all the cargoes are dangerous, but most of them possess one or
more HAZARDS. Cargoes are usually of very high quality and hence very valuable.
They have to be treated with utmost care and adequate precautions have to be
taken to prevent any losses, deterioration and contamination throughout the
handling and transportation. The objective of this manual is to provide greater
understanding of the hazards involved with carriage and handling of chemical
cargoes and give guidance and procedures for safe cargo operation and proper
custody of cargoes.
This manual is designed to be used together with following publications:
1. ICS Tanker Safety Guide (Chemical)
2. IMO Code for the construction and equipment of ship carrying dangerous
chemical in bulk (IBC code)
3. International Safety Guide for Oil Tankers and Terminals (ISGOTT), latest
edition
4. Mooring Equipment Guidelines (OCIMF) and Effective Mooring (OCIMF)
Rev No. : 2
5. Guide to Helicopter/Ship Operations (ICS)

6. MARPOL 73/78, as amended
7. USCG - Chemical Data Guide for Bulk Shipment by Water
8. IMDG code with Supplements
9. Ship-to-Ship Transfer Guide
Further all our parcel chemical carriers are supplied with Milbros tank cleaning
software which is to be used in conjunction with other publication and guidance
The following shipboard plans and manuals shall also be referred to while carrying
out cargo related operations:
1. Procedures and arrangement manual (P&A Manual)
2. Operation Manual/ Loading Manual
3. Charterer’s tank cleaning guide and procedures
4. Trim and stability booklet
5. Damage stability booklet
6. VECS Manual
This manual shall be reviewed and updated periodically and the revisions shall be
distributed to the vessels. All masters and officers joining the vessels are required to
read, understand and comply with this manual and the relevant publications to
preventing any accident, cargo loss or deterioration.
The procedures written in this manual shall take precedence over any instructions
issued by operators or Charterers with respect to cargo operations.
Instructions and guidance given in this manual takes precedence over any conflicting
instructions given by any external parties.
If the master is asked by any party to take action which is a deviation from the
guidance included in this document and if he is in doubt about the consequences
with regard to the safety of the crew, protection of environment or safety of the
vessel, he shall not follow such instructions and may take any action that is deemed
safe and in line with the international regulations and this manual. In such cases
master must contact the office without delay to inform or seek advice.
Chemical tanker cargoes may be divided into four main groups:
 Petrochemicals: This is the collective name for organic chemicals derived
from crude oil, natural gas and coal.
Rev No. : 2
 Alcohols & Carbohydrates: Alcohols may be derived from Hydrocarbons or

may be produced by fermentation of carbohydrates.
 Vegetable & Animal Oils & Fats: Derived from the seeds of plants and the fat
of animals or fish.
 Acids & Inorganic Chemicals: Inorganic chemicals are those which are not
produced from living or once living organisms. Acids may be organic or
inorganic.
Responsibility (Overall and for Cargo Ops)
The Master is overall responsible for cargo operations and to ensure compliance
with the requirements of these instructions on board. The Chief Officer is the Cargo
Officer who shall deal with all matters relating to cargo operations
Training and drills
Training and drills will be carried out as per the Company’s requirements to ensure
that all possible scenarios relating to chemical spills, fire and other contingencies are
covered within a reasonable period of time to ensure that all crew are trained and
well versed with the requirements. Special emphasis shall be given to training on
Personal Protective equipment, especially its importance.
Exercises and drill should be held at regular interval in accordance with the SMPEP
and training and drill matrix.
To impress this fact upon all officers’, it is very important to involve all officers in the
entire cargo operation, which includes cargo planning, lining up and execution of the
plan.
Rev No. : 2
1.2 DEFINITIONS
Acute Toxic Effect The effect on humans of a single exposure of short duration
to high concentrations of a toxic compound or toxic vapours
(see also Chronic Toxic Effect).
Alcohol Alcohol may be derived from hydrocarbons or produced by
fermentation
Alcohol Resistant A multi-purpose firefighting foam effective against many
Foam (Alcohol-type water soluble cargoes. This is the most commonly used type
foam) of firefighting foam on chemical tankers.
Anaesthesia A total loss of feeling and consciousness, or the loss of power
or feeling over a limited area of skin.
Antistatic additive Is the substance added to the to the petroleum product to
increase the electrical conductivity to a safe level above
50piscosiemens/metrepS/m to prevent accumulation of
static electricity
Anaesthetics Chemicals which produce anaesthesia.
Aqueous Indicating that the compound is in solution in water.
Aromatic cargoes Cargoes are a large class of organic compounds whose
molecular structure includes one or more planar rings of
atoms, usually but not always, six carbon atoms. Aromatic
cargoes are generally clear colourless liquids, characterised
by a distinct sweet odour. Prolonged exposure to their
vapours may cause a temporary loss of the sense of smell.
Asphyxia The condition arising when the blood is deprived of an
adequate supply of oxygen, so that loss of consciousness and
death may follow.
Asphyxiant A gas or vapour, which may or may not have toxic properties,
which when present in sufficient concentrations excludes
oxygen and leads to asphyxia.
Audit A method of checking that procedures (as written down) are
being followed, and that any amendments required have
been carried out to maintain a quality service.
Auto-ignition The lowest temperature to which a solid, liquid or gas
Temperature requires to be raised to cause self-sustaining combustion
(Autogenous Ignition without initiation by a spark or flame or other source of
Temperature;
Rev No. : 2
Ignition ignition (see also Flash Point).

Temperature)
BCH Code The IMO Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk.
CDI Chemical Distribution Institute
Carcinogen A substance that may cause cancer by contact or inhalation
Certificate of Fitness A certificate issued by the flag administration confirming that
(COF) the structure, equipment, fittings, arrangements and
materials used in the construction of a chemical tanker are in
compliance with the relevant IMO Chemical Codes and
contains list of cargoes that the vessel is permitted to carry.
Such certification may be issued on behalf of the
administration by approved Class.
Chemical Absorption An instrument used for the detection of vapours, which
Detector (Gas works on the principal of a reaction between a vapour and a
Absorption chemical agent in the apparatus; either the vapour discolours
Detector) the agent or the agent dissolves some of the vapour.
Chronic Toxic Effect The cumulative effect on humans of prolonged exposures to
low concentrations of a toxic compound or toxic vapour, or of
intermittent exposures to higher concentrations (see also
Acute Toxic Effect).
Client The Company or individual to whom SMPL / SNPL is providing
a service (i.e. the Purchaser of the Service).
Clean ballast means the ballast in a tank which since oil was last carried
therein, has been so cleaned that effluent therefrom if it
were discharged from a ship which is stationary into clean
calm water on a clear day would not produce visible traces of
oil on the surface of the water or on adjoining shorelines or
cause a sludge or emulsion to be deposited beneath the
surface of the water or upon adjoining shorelines. If the
ballast is discharged through an oil discharge monitoring and
control system approved by the Administration, evidence
based on such a system to the effect that the oil content of
the effluent did not exceed 15 parts per million shall be
determinative that the ballast was clean, notwithstanding the
presence of visible traces.
Rev No. : 2
Clingage means oil or cargo remaining on the walls of a pipe or on the

internal surfaces of tanks after the bulk of the oil / liquid
chemical has been removed.
Closed operations Ballasting, loading or discharging operations carried out
without recourse to opening ullage and sighting ports. In
these cases ships will require the means to enable closed
monitoring of tank contents, either by a fixed gauging system
or by using portable equipment passed through a vapour
lock.
Combustible Capable of being ignited and of burning. For the purpose of
(Flammable) this manual the terms combustible and flammable are
synonymous.
Combustible Gas An instrument for detecting a combustible gas/air mixture,
Indicator usually measuring its concentration in terms of percentage of
(Explosimeter) the Lower Flammable Limit (LFL).
Controlled Copy A copy of the manual or procedures which will be issued for
working to, and will be updated with all the modifications,
corrective actions and revisions of the procedure.
Corrective Action Actions taken to correct non-compliances.
Corrosive Liquids Liquids which can corrode normal constructional materials at
an excessive rate. Usually they can also cause serious damage
to human tissues and eyes.
Management Supply Refers to the Company office, which supplies the ships staff
Office to the relevant management office for the managed vessel.
Data Sheet (Cargo A document, in accordance with the IMO Codes and usually
Information) from the manufacturer of the cargo that contains necessary
information about the properties of the chemical. (Also MSDS
– Material Safety Data Sheet)
Density Mass per unit volume measured in vacuum.
Drying Filling the cargo tank(s) and pipeline(s) with moisture-free gas
or vapour with a dew point of -40°C or below
DTF Document Transmittal Form.
Endothermic A process which is accompanied by absorption of heat.
Exothermic A process which is accompanied by evolution of heat.
Explosion Proof Equipment or apparatus which will withstand, without
Rev No. : 2
Equipment / Flame damage and in accordance with its prescribed rating, any
Proof Equipment explosion of a prescribed flammable gas to which it may be
subjected under practical operating conditions, and which
will prevent the transmission of flame to the surrounding
atmosphere.
Filling Ratio That volume of a tank, expressed as a percentage of the total
volume, which can be safely filled by liquid when allowing for
the possible expansion of the liquid and allowing for higher
density cargoes as allowed in certificate of fitness/certificate
of class.
Flame Arrester A permeable matrix of metal, ceramic or other heat resisting
materials which can cool a deflagration flame, and any
following combustion products, below the temperature
required for the ignition of the flammable gas on the other
side of the arrester.
Flame Screen (Gauze A portable or fitted device incorporating one or more
Screen) corrosion resistant wire woven fabrics of very small mesh
used for preventing sparks from entering a tank or vent
opening. For a short period of time a flame screen will
prevent the passage of flame, yet permit the passage of gas.
Flammable Capable of being ignited and of burning. For the purpose of
(Combustible) this manual the terms combustible and flammable are
synonymous.
Flammable Limits The minimum and maximum concentrations of vapour in air
(Explosive Limits) which form flammable (explosive) mixtures are known as the
lower flammable limit (LFL) and upper flammable limit (UFL)
respectively. These terms are synonymous with lower
explosive limit (LEL) and upper explosive limit (UEL)
respectively
Flammable Range The range of flammable vapour concentrations in air
between the lower and upper flammable limits. Mixtures
within this range are capable of being ignited and of burning.
Flash Point The lowest temperature at which a liquid gives off sufficient
vapour to be ignited. This temperature is determined by
laboratory testing in a prescribed apparatus (see also Auto-
ignition Temperature).
He The use of the term “he” is to be interpreted as meaning “he”
Rev No. : 2
or “she”.
High Viscosity High-Viscosity Substance means a noxious liquid substance in
Substances. Category X or Y with a viscosity equal to or greater than 50
mPa.s at the unloading temperature.
High density cargoes Chemical cargoes can vary in specific gravity. Some cargoes
have very high specific gravity (in excess of 1.25). Cargo tanks
on a chemical tanker are normally designed to carry cargoes
of a higher specific gravity than an oil tanker.
The cargo quantity may need to be subsequently reduced to
cater for the high specific gravity of the tank such that the
load in the tank does not increase beyond the certified load.
Low Viscosity Low-Viscosity Substance means a noxious liquid substance,
Substances. which is not a High-Viscosity Substance
IBC Code The IMO International Code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals in Bulk.
IMO International Maritime Organisation
Incendive Spark A spark of sufficient temperature and energy to ignite a
flammable atmosphere.
Inerting Filling the cargo tank(s) and pipeline(s) with a gas or vapour
which will not support combustion and which will not react
with the cargo
Inhibitor A substance used to prevent or retard cargo deterioration or
a potentially hazardous chemical self-reaction, e.g.,
polymerisation.
Intrinsically safe Intrinsically safe means an electrical circuit or part of a circuit
is intrinsically safe if any spark or thermal effect produced
normally (i.e by breaking or closing the circuit) or accidentally
(e.g. by short circuit or earth fault) is incapable, under
prescribed test conditions, of igniting a prescribed gas
mixture.
Instantaneous rate of oil content means the rate of discharge of oil in litres per
of discharge hour at any instant divided by the speed of the ship in knots
at the same instant.
ISM Code International Safety Management Code.
ISO 9001:2008 International Standards Organisation Standards for Quality
Rev No. : 2
Systems in a Service Industry.

ISO 14001 International Standards Organisation environmental and
emissions standard.
ISPS International Ships and Port Facility Security Code.
LR Lloyds Register
Liquid substances Liquid substances are those having a vapour pressure not
exceeding 0.28 MPa absolute at a temperature of 37.8oC.
Management Office Refers to the company office, which manages the relevant
vessel.
Maximum Allowable This is the same as Rated Working Pressure and Maximum
Working Pressure Working Pressure. MAWP is used as a reference by the
(MAWP): United States Coast Guard and is commonly used by
terminals to define their system equipment limitations.
Miscibility The ability of a liquid or gas to dissolve uniformly in another
liquid or gas.
MSDS Material Safety Data Sheet (MSDS): A document identifying
the substance and all its constituents, providing the recipient
with all necessary information to safely manage the
substance. The format and content of an MSDS for MARPOL
Annex I cargoes and Marine Fuel Oils is prescribed in IMO
Resolution MSC.286 (86).
Narcosis A condition of profound insensibility, resembling sleep, in
which the unconscious person can only be roused with great
difficulty but is not entirely indifferent to sensory stimuli.
Nearest Land Nearest land is as defined in regulation 1(10) of Annex I (for
Oil Tankers) or regulation 1(9) of Annex II (Chemical Tankers)
Non-compliance A deviation from a procedure i.e. a part of the procedure part
of which is not being operated accordingly.
Odour Threshold The smallest concentration, expressed in parts per million
(PPM) by volume in air that can be detected by smell by most
people. This is not an absolute value. It will vary among
individuals and will vary from day to day for any one person.
The odour of a potentially vapour may be hidden by another
odour. In addition certain vapours are likely to produce
olfactory fatigue, which is deadening of the sense of smell.
For these reasons, the sense of smell alone is not a reliable
Rev No. : 2
indicator of the presence or absence of a dangerous vapour.

Oxidising Agent An element or compound that is capable of adding oxygen or
removing hydrogen; or one that is capable of taking one or
more electrons from an atom or group of atoms (the
opposite of a Reducing Agent).
Padding Filling and maintaining the cargo tank and associated piping
system with an inert gas, other gas or vapour, or liquid, in
order to separate the cargo from air.
Passivation Is the treatment of the surface of stainless steels, often with
acid solutions (or pastes) to remove contaminants and
promote the formation of the passive film on a freshly
created surface (e.g. through grinding, machining or
mechanical damage)
Peroxides Compounds formed by the chemical combination of cargo
liquid or vapour with atmospheric oxygen, or oxygen from
another source. These compounds may in some cases be
highly reactive or unstable and constitute a potential hazard.
Pickling Is the removal of any high-temperature scale and any
adjacent low-chromium layer of metal from the surface of
stainless steel by chemical means after the steel has been
heated by welding, or other forms of heat treatment.
Pre-wash This is the mandatory washing of cargo tank required to be
carried out in accordance with P and A manual as required by
MARPOL
Pre-cleaning This is the cleaning carried out for preparing tanks for main
washing and is not mandatory. Its purpose being to expedite
main cleaning by getting cargo tanks and lines free of residue
as soon as possible after discharging. Such cleaning may
include bottom flush, wash or minimum washing using tank
cleaning machines as deemed necessary
Purging Purging means the introduction of inert gas or Nitrogen into a
tank already in inert condition with the object of:
 further reducing the existing oxygen content; and/or
 reducing the existing hydrocarbon gas content to a
level below which combustion cannot be supported if
air is subsequently introduced into the tank.
Rev No. : 2
P & I Club Protection and Indemnity Club

Pollution Categories The grading as defined in MARPOL Annex II of noxious liquids
X, Y, Z, OS according to the hazard they present to marine resources,
human health or amenities.
Polymerisation The phenomenon whereby the molecules of a particular
compound link together into a larger unit called a polymer. A
great deal of heat may be evolved when this occurs.
Polymerisation may occur spontaneously with no outside
influence, or it may occur if the compound is heated or if a
catalyst or impurity is added. Polymerisation may, under
some circumstances, be dangerous but may be delayed or
controlled by the addition of inhibitors.
Pour Point The lowest temperature at which a liquid will remain fluid.
Putrefaction The natural decomposition, over time, of animal or vegetable
oils, accompanied by offensive smells.
Reactive cargo Is a cargo which may react in a number of ways; with itself,
with water, with air, with other chemicals or with other
materials.
Reducing Agent an element or compound that is capable of removing
oxygen, or adding hydrogen; or one that is capable of giving
one or more electrons to an atom or group of atoms.
Reid Vapour The vapour pressure of a liquid determined by laboratory
Pressure (RVP) testing in a standard manner in the Reid Apparatus at a
standard temperature of 100 Deg F (37.8 Deg C) expressed in
pounds per square inch absolute, and commonly written RVP
lb’.
Relative Vapour The relative weight of the vapour compared with the weight
Density of an equal column of air at standard conditions of
temperature and pressure.
Shipping Document A document required by the IBC Code and Marpol Annex II
indicating the correct technical name of the cargo to be
shipped, as per IBC Code, and other requirements (e.g. the
melting point, viscosity etc) of the cargo being shipped.
Master must request and obtain this document for each of
the cargo being shipped from the shippers/charterers.
SMPEP Shipboard Marine Pollution Emergency Plan.
Rev No. : 2
Solidifying Solidifying Substance means a noxious liquid substance

Substances which:
1 in the case of a substance with a melting point of less than
15°C which is at a temperature of less than 5°C above its
melting point at the time of unloading; or
2 in the case of a substances with a melting point of equal to
or greater than 15°C which is at a temperature of less than
10°C above its melting point at the time of unloading.
Non -solidifying Substance means a noxious liquid substance,
which is not a Solidifying Substance.
Solubility The ability of one substance (solid, liquid or gas) to blend
uniformly with another. Solubility is usually understood as
the maximum weight of substance which will dissolve in
water in the presence of un-dissolved substances.
SOPEP Shipboard Oil Pollution Emergency Plan.
Squeezing Is the process whereby the last residues of cargo (especially
Vegetable Oils etc) are moved towards the pumps by manual
intervention, this may involve personnel entering the cargo
tanks with product residues remaining.
Teratogin A substance that may cause birth defects
“The Company” Refers to SMPL / SNPL Ships.
“The Group” Refers to the group of Synergy Divisions i.e. Marine Division,
Technical Division, Manning Division, IT Division, Accounts
Division.
Threshold Limit or a given substance is the maximum concentration of its
Value (TLV) (Short vapour in air to which it is believed that personnel may be
Term Exposure exposed under certain circumstances without suffering
Limit) Exposure Limit adverse effects.
Ceiling(TLV-C) The three categories of TLV’s as defined by American council
of Government Industrial Hygienists (ACGIH) are:
Time Weighted Average (TLV-TWA) — the airborne
concentrations of a toxic substance averaged over an 8 hour
period, 40 hour week throughout a person’s working life
usually expressed in PPM.
Short Term Exposure Limit (TLV-STEL) — the maximum
Rev No. : 2
concentration of vapour in air allowable for a period of 15

minutes, provided that not more than four exposures per day
and at least one hour between each.
Exposure Limit Ceiling (TLV-C) – The concentration that
should not be exceeded during any part of the working
exposure.
Toxic Poisonous i.e., causing bodily harm that may be severe (see
also Acute Toxic Effect and Chronic Toxic Effect).
UTI Ullage, Temperature and Interface detector instrument.
Vapour Pressure The pressure exerted by the vapour above the liquid, at a
given temperature.
Vendor/Supplier A Company or individual who is supplying Subcontractor
material or a service to SMPL / SNPL
Viscosity The property of a liquid, which determines its resistance to
flow.
SMS Safety Management System (SMS)
Volatile Cargo Volatile cargo is a cargo having a flashpoint below 600C as
determined by the closed cup method of testing. If a cargo is
being handled at a temperature within 100C of its flashpoint,
it should be considered volatile.
SMPL / SNPL Refers to the group of Synergy.
Rev No. : 2
1.3 DESIGN AND EQUIPMENT

1.3.1 SHIP TYPES
Ships subject to the Code should be designed to one of the following standards:
1. A ‘TYPE I’ ship is a chemical tanker intended to transport chapter 17 products
with very severe environmental and safety hazards which require maximum
preventive measures to preclude an escape of such cargo
2. A ‘TYPE II’ ship is a chemical tanker intended to transport chapter 17 products
with appreciably severe environmental and safety hazards which require
significant preventive measures to preclude an escape of such cargo.
3. A ‘TYPE III’ ship is a chemical tanker intended to transport chapter 17
products with sufficiently severe environmental and safety hazards which
require a moderate degree of containment to increase survival capability in a
damaged condition.
Thus a Type I ship is a chemical tanker intended for the transportation of products
considered to present the greatest overall hazard and Type II and Type III for
products of progressively lesser hazards.
Accordingly, a Type I ship should survive the most severe standard of damage and its
cargo tanks should be located at the maximum prescribed distance inboard from the
shell plating.
1.3.2 CARGO CATEGORIES
For the purpose of the regulations of Annex II, noxious liquid substances shall be
divided into four categories as follows:
1. Category X: Noxious liquid substances which if discharged into the sea from
tank cleaning or deballasting operations, are deemed to present a major
hazard to either marine resources or human health and, therefore, justify the
prohibition of the discharge into the marine environment.
2. Category Y: Noxious liquid substances which, if discharged into the sea from
tank cleaning or deballasting operations, are deemed to present a hazard to
either marine resources or human health or cause harm to amenities or other
legitimate uses of the sea and therefore justify a limitation on the quality and
quantity of the discharge into the marine environment.
3. Category Z: Noxious liquid substances which if discharged into the sea from
tank cleaning or deballasting operations, are deemed to present a minor
hazard to either marine resources or human health and therefore justify less
stringent restrictions on the quality & quantity of the discharge into the
marine environment.
Rev No. : 2
4. Other Substances: Substances indicated as OS (Other Substances) in the

pollution category column of Chapter 18 of the International Bulk Code which
have evaluated and found to fall outside category X, Y or Z as defined in
Regulation 6.1 of Annex II because they are, at present, considered to
present no harm to marine resources, human health, amenities or other
legimate uses of the sea when discharged into the sea from tank cleaning or
deballasting operations. The discharge of bilge or ballast water or other
residues or mixtures containing substances referred to as “Other Substances”
shall not be subject to any requirements of the Annex II
1.3.3 HAZARDS
Hazards of chemical cargoes covered by the Code include:
1. Fire hazard: Defined by flashpoint, explosive / flammability limits / range and
auto-ignition temperature of the chemical.
2. Health hazard: Defined by:
a) Corrosive effects on the skin in the liquid state; or
b) Acute toxic effect taking into account values of:
 LD50 (oral): a dose which is lethal to 50% of the test subjects when
administered orally.
 LD50 (skin): a dose which is lethal to 50% of the test subjects when
administered to the skin.
 LD50: the concentration which is lethal by inhalation to 50% of the
test subjects.
c) Other Health effects such as carcinogenicity and sensitization.
3. Reactivity hazard: Defined by reactivity:
a) with water;
b) with air;
c) with other products; or
d) of the product itself (e.g. polymerization).
4. Marine pollution hazard: Defined by:
a) bioaccumulation;
b) lack of ready biodegradability;
c) acute toxicity to aquatic organisms;
d) chronic toxicity to aquatic organisms;
Rev No. : 2
e) long-term human health effects; and

f) physical properties resulting in the product floating or sinking and so
adversely affecting marine life.
1.3.4 PIPING, PUMPING AND TANK ARRANGEMENTS
Cargo Tank Types
1. Integral Tank: A cargo-containment envelope which forms part of the ship’s
hull and may be stressed in the same manner and by the same loads which
stress the contiguous hull structure. An integral tank is essential to the
structural completeness of the ship’s hull.
2. Independent Tank: A cargo-containment envelope which is not a contiguous
part of the hull structure. An independent tank is built and installed so as to
eliminate whenever possible (or in any event, to minimize) its stressing a
result of stressing or motion of the adjacent hull structure. An independent
tank is not essential to the completeness of its ship’s hull.
3. Pressure Tank: Tanks having a design pressure greater than 0.07 MPa at the
top of the tank. These are normally used for the carriage of liquefied gases
and similar cargoes and are not common on chemical tankers.
4. Gravity Tank: Tanks having a design pressure not greater than 0.07 MPa at
the top of the tank. Gravity tanks can be integral or independent.
On chemical tankers cargo tanks are normally ‘Integral Gravity’ type.
Tank Arrangements
Cargo tanks are so arranged that they are separated from machinery, boiler spaces,
accommodation, service spaces, drinking water and stores for human consumption
by means of a cofferdam, void space, cargo pump-room, pump-room, empty tank,
fuel tank or other similar space except where otherwise excluded by the regulations.
Piping and pumping arrangements
The following piping and pumping arrangements are normally found:
1. Ring Main System: In this system each cargo tank does not have its own
pump. The cargo pumps are located in one or more pump rooms located
forward and or aft of the cargo tanks. A main line is provided for each cargo
pump and various tanks are connected to these lines by branch lines and
valves. The main lines are connected to each other by means of isolation
valves which permit each pump to discharge its own group of tanks or in case
of homogenous cargoes become a common system.
Rev No. : 2
2. Individual Pumps: In this system each cargo tank is provided with its own
pump and independent piping system. The cargo pump is either located in a
pump room or in the case of submersible pumps is located inside the cargo
tank itself.
Gauging Systems
There are three types of gauging systems in use on chemical tankers. Types of
gauging for individual products are listed in chapter 17 of ‘IBC Code’.
1. Open gauging
In this method gauging is carried out by means of ullage tape through ullage
ports. There is no restriction / control on the emission of vapours. Open
gauging is not recommended.
2. Restricted gauging
This method entails the use of portable gauges such as ‘MMC’ tapes or other
similar system with use of vapour lock. The emission of vapours is restricted
and only minimal quantities of cargo vapours are emitted.
3. Closed gauging
This method involves the use of fixed gauging such as float gauges, radar /
ultrasonic gauging systems or specialized portable gauging systems
incorporating vapour locks and specially constructed portable gauging units
which totally preclude emission of any cargo vapours (used as back-up and
for cross check of ship’s fixed level gauge system).
High Level Alarms and Overflow Control systems
High level alarms are designed to give audio and visual indication visible throughout
the cargo area by use of sirens and flashing lights. These must be kept 'ON' during all
cargo operations.
When vessel is fitted with both High Level (95%) and High High alarms (98%), they
are so designed that the audio and visual alarms of one system are different from
the other and can be easily distinguished.
Cargo transfer operations shall be stopped at once in the event of:
a) Any alarm system failure.
b) As soon as an overfill alarm is activated.
Cargo transfer operation should not be resumed unless an investigation has been
completed and necessary corrective actions taken. Where necessary a ‘risk
assessment’ is to be carried out and express office permission obtained.
Rev No. : 2
1.3.5 CARGO TANK VENTING AND VAPOUR RETURN SYSTEMS

Venting
Each cargo tank is provided with independent vent pipe.
The end of the vent pipe is fitted with a Pressure and vacuum (P/V) relief valve so
designed to operate when the pressure in the tank rises or falls above or below a
preset pressure
On many tankers the vent lines are fitted with High velocity vent valves. These high
velocity vent valves are designed to open only when the pressure in the tank has
reached a prescribed level. This results in the cargo vapours being emitted at a high
velocity directly upwards thereby minimizing vapour accumulation on deck, entering
accommodation, machinery spaces and control stations.
Additionally, some ships are fitted with purge pipes on vent stack or a separate
purge pipe to facilitate gas freeing.
Vapour Return Systems
In order to prevent the release of cargo vapours into the atmosphere many ports
and terminals require vessels to return the cargo vapour to shore during loading. For
this purpose, ships are provided with a vapour return line between each P/V stack to
both manifolds. A connection is made at the manifold to the shore vapour return line
thereby providing a closed loop. This means that cargo is loaded through the loading
line and the vapours are returned to shore through the vapour return line.
This system is commonly referred to as ‘VECS’ - Vapour Emission Control System’.
The USCG has special requirements for this system including a system for automatic
monitoring of the pressure in the vapour return line providing alarms when pressure
is above or below pre-set levels.
It is not permitted to vent toxic cargoes to the atmosphere and are to be provided
with vapour return line to shore installation.
Rev No. : 2
Vapour Connection
Connection of hoses intended for liquid transfer to manifold flanges of pipelines for
vapour transfer is prevented by a stud permanently fixed between two bolt holes in
the presentation flange of the ship’s vapour return manifold. The stud will fit into a
corresponding additional hole in the flange of the shore vapour hose. Vapour
connections should also be identified by painting and stenciling in a standard way
(see figure below).
Accommodation Ventilation & Airlocks

In order to guard against the danger of hazardous vapours great care is taken into
consideration when locating air intakes and openings into the accommodation and
machinery spaces in relation to cargo piping and vent systems.
An airlock is a system designed to hermetically separate two compartments. One of
the simplest forms of an airlock is an intermediate chamber between the two
compartments. The doors are so designed that one can only be opened when the
other door is shut.
All external doors, ports and similar openings should be closed when cargo
operations are being conducted.
Rev No. : 2
Air conditioning intakes must be set to ensure that the atmospheric pressure inside
the accommodation is always slightly higher than that of the external atmosphere.
1.3.6 PUMPING SYSTEM
Purpose
The function of any pump is to transfer liquid from one point to another and this
involves the use of piping. Such a transfer in a tanker can be divided into two parts:
(i) The movement of liquid from the tank / in the tank to the pump.
(ii) The onward movement of the liquid from the pump to its destination.
Efficient operation of the pumps is essential if optimum results are to be obtained.
The major factors influencing pumping performance are discussed below. The flow
of liquid to and from the pump should be matched exactly and this requires the flow
on the suction side to be equal or greater than the discharge rate of the pump.
Where the flow to the pump suction falls below the pumping rate cavitations will
occur with the possibility of loss of suction and pump damage.
The factors which cause liquid to flow to the pump are:
(i) Pressure acting on the surface of the liquid;
(ii) The height of the liquid level in the tank in relation to the pump suction
Submerged Centrifugal Pumps

Centrifugal pumps do not suck liquids. Since no centrifugal pump can generate a
total vacuum at its suction inlet, only a proportion of the atmospheric pressure can
be usefully employed. Therefore, before a pump can operate satisfactorily, certain
pressure must exist at the pump suction, known as the required Nett Positive
Suction Head.
Control and Operation of Centrifugal Pumps
During operation consideration must be given to the prevailing suction and discharge
conditions in relation to the pumps’ performance characteristics. This is particularly
important when operating cargo pumps where the rated capacity is achieved at a
relatively high total head. Operation of these pumps with a low total head can
grossly exceed the pumps’ rated capacity and cause excessive liquid velocities in
piping systems
Rev No. : 2
Discharge Valves
Either adjusting the pump discharge valve and/or restricting the pump speed can
achieve control of a centrifugal pump. The discharge control valve has three main
functions:
(i) They can be used to regulate pumping rates in variable and constant speed
pumps and to prevent overloading in constant speed pumps.
(ii) They can be used in conjunction with self priming systems to provide a self
priming capability in centrifugal pumps.
(iii) They can be used to reduce the throughput of a pump and so reduce the Nett
Positive Suction Head required
Cavitation
A pump is said to cavitate, when the pressure at the pump suction has fallen to such
an extent that bubbles of vapour are formed in the fluid being pumped
In a centrifugal pump bubbles can form with great rapidity at the pump suction and
may be carried away to regions of higher pressure within the pump. The bubbles
then collapse rapidly and in the process of collapsing create a hammer effect. This
effect, though minute, if repeated frequently, may cause damage to the pump.
The residual effects of cavitation, as well as the cavitation itself, can be a problem
and include:
(i) Erosion of metallic surface which, if severe, may create flow disturbances.
(ii) Vibration, which may damage the pump or, more commonly, the
instrumentation connected with the pump and installation.
Discharging Using More Than One Pump
When cargo is being discharged from more than one tank simultaneously through
the common line or jumping hose, ensure that there is no back flow from one tank
to another due to imbalance in delivery pressure or mishandling of valve.
Positive Displacement Pumps
Unlike the centrifugal pump, the positive displacement pumps used in dedicated
stripping systems are capable of a low suction pressure and the ability to pick-up
suction without external priming.
The suction and discharge valves of a positive displacement pump must always be
open before starting the pump and must remain open until the pump is stopped.
Rev No. : 2
These pumps must not be operated in excess of their design speed and particular
care must be taken to avoid these pumps over speeding when they lose suction.
Pressure relief devices must be checked at regular intervals to ensure their correct
operation. This type of pump includes ‘reciprocating’ and ‘screw’ type pumps. Both
types are now mainly used for stripping tanks or as specialized cargo pumps.
Reciprocating Pumps
Precaution must be taken to avoid racing if necessary by slowing the pump. If these
pumps are allowed to race considerable damage may occur to the valve seats and
valve plates causing unnecessary breakdown and costly delay.
Screw Pumps
They give a steady flow but are less efficient than reciprocating pumps because of
the large areas with running clearance exposed to differential pressure between
suction and discharge. Wear increases the clearance with consequent loss of
efficiency, especially when handling low viscosity liquids.
Portable Submersible Pump (Emergency Cargo Pump)
Portable submersible pumps, are provided on chemical ships for discharging cargo in
the event of a main cargo pump failure. The pumps are usually hydraulically driven
and lowered directly into the tank generally through a tank cleaning hatch.
1.3.7 TANK TEMPERATURE CONTROL
Many cargoes are required to be carried at controlled temperatures for one or more
of the following reasons:
 Prevent solidification.
 Prevent excessive boil off.
 Prevent change of properties.
 Prevent polymerisation.
Tank temperature control is done in two ways:
1. Heating: Heating of cargo in tanks is done either by means of heating coils or
by passing the cargo through a heat exchanger located outside cargo tank. In
either case, water or thermal oil is first heated in the boiler/thermal oil
heater and this heated water / steam or thermal oil is used as medium for
cargo heating.
Rev No. : 2
2. Cooling: Some special cargoes require to be cooled during the carriage to

prevent excessive boil off. The most common form of cooling is to spray
seawater on the decks. In some cases, the ship is fitted with a refrigeration
system on deck and the cargo to be cooled is circulated through heat
exchangers thereby bringing down the temperature.
Steam Heating
Steam heating is conventional and most widely used on most of the chemical
tankers.
Steam heating is unsuitable for heating water sensitive cargoes such as MDI, PAPI,
TDI and hence Thermal Oil is used for heating the cargoes.
Thermal Oil Heating
Thermal oil heating system has following advantages over conventional steam
heating system:
1. Can be used for heating cargoes which are water sensitive.
2. Used to meet higher heating temperature requirement (more than 1000C).
3. Heat exchange ratio of Thermal Oil (0.07m2/m3) is much higher than water /
steam heating medium (around 0.03m2/m3).
4. Cargo heating can be controlled to specified temperature by adjusting
thermal oil temperature.
Caution: FOSFA does not permit use of thermal oils for heating of oils and fats owing
to contamination issues.
Thermal Oil Heating Arrangement
Thermal heating system is a closed system comprising of storage tank, transfer / re-
circulating pump, thermal oil transfer pumps, heat exchanger with temperature
controller and expansion tank.
The system is charged with thermal oil by taking suction from the storage tank. The
system is kept re-circulating between the re-circulating pump, heat exchangers,
through the heating coils in the cargo tanks, back to re-circulating pump suction.
On the return line, one branch is given which leads to the expansion tank which
compensates for the expansion of the liquid due to rise in temperature. An overflow
line is fitted on the expansion tank which leads to the storage tank. An overhead
expansion tank is fitted and connected to the system. This compensates for liquid
expansion as well as keeps maintaining a positive head.
Rev No. : 2
1.3.8 CARGO TANK SENSOR

Many vessels are fitted with pressure sensors with alarm facility for cargo tanks to
comply with the SOLAS Secondary venting requirements and/or to avoid over /
under pressurization of cargo tanks. It is important that the alarms are properly set
so as to provide the necessary alarms in good time. Same should be adjusted
depending upon whether vessel is carrying out:
1. Loading with vapour return.
2. Loading by venting to atmosphere through High Velocity Vents.
Guidance Note on Pressure Alarm Setting
Following tank pressure alarm settings shall be used by the vessel depending upon
the cargo transfer operation:
Tank Atmosphere High Pressure Settings Low Pressure Settings
Inerted Vessel 10% above the normal Above Zero (Tank should
actuation settings of never be allowed to fall
Pressure Valve below Zero)
Non Inerted Vessel 10% outside the normal
actuation settings of
Vacuum Valve
VRL (Inerted Vessel) Not more than 90% of the Not less than 100 mmWG
normal actuation settings or (0.144 PSI)
of Pressure Valve
VRL (Non Inerted Vessel) Not less that lowest
Vacuum Valve setting
1.3.9 SAFETY FACTORS OF ELECTRICAL SYSTEMS

Lighting and essential equipment such as gauging and monitoring equipment is of
intrinsically safe design.
Independent cargo tanks are required to be electrically bonded to the hull. All
gaskets, cargo pipe joints and hose connections shall be electrically bonded. Bonding
clamps shall be provided to the manifold and VECS flanges. Only flashlights that have
been approved by a competent authority for use in flammable atmospheres must be
used onboard tankers. This includes torches in use on deck, in the engine room and
those supplied for use with the fireman’s outfit. Lifebuoy lights fitted within
hazardous area should be of intrinsically safe type.
The use of portable electrical appliances (toasters, televisions, radios, non-gas tight
electric motors) is allowed only in non-hazardous areas.
Rev No. : 2
Mobile phones, pagers, camera’s which are not intrinsically safe, are not allowed to
be operated within hazardous areas.
VHF power should be changed to ‘Low Power’ just prior vessel’s berthing. When
alongside terminal or port areas where no hydrocarbon gases are likely to be
present, AIS should be switched to low power (1 Watt).
When alongside a terminal or port area where hydrocarbon gases may be present,
the AIS should be switched off unless prohibited by the Port authorities or by the
terminal. In such case the aerial should be isolated and AIS given a dummy load.
Use of Canister Masks / Organic Filters
Use of Canister masks is strictly prohibited onboard on all company operated vessels.
Immobilisation of Tanker at Berth
While a tanker is berthed at a terminal, its boiler, main engines, steering machinery
and other equipment essential for manoeuvring should normally be kept in a
condition that will permit the ship to be moved away from the berth in the event of
an emergency.
A terminal may allow some degree of immobilization of the propulsion plant whilst
the ship is alongside however written permission must be obtained before
commencing subject job and mentioned in ship shore safety check list.
Any unplanned condition that results in the loss of operational capability should be
immediately communicated to the terminal.
1.3.10 WARNING NOTICES
Permanent Notices
Permanent Notices should be placed on conspicuous places on board, indicating
where smoking and use of naked lights are prohibited and where ventilation is
necessary prior to entry
Temporary Notices
On arrival at a terminal notice board displaying the following warnings should be
posted at the access point to the vessel
WARNING
NO NAKED LIGHTS
NO SMOKING
NO UNAUTHORISED PERSON
TURN OFF MOBILE PHONES
Rev No. : 2
NO USE OF CAMERAS
When toxic or hazardous cargoes are being handled, further notice is should be
prominently displayed stating the particular risk of the operation being conducted.
1.4 EMERGENCY RESPONSE
Various contingency scenarios that are possible on chemical tankers must be
regularly exercised through drills as per the company drill planner. During the drills
the crew should practice donning PPE so that they get accustomed to working while
wearing PPE especially with full gas tight suits. The emergency shower on cargo deck
should be operable in all conditions and should be continuously kept pressurized.
First aid and rescue equipment should be readily available on board the vessel at all
times. Crew should be trained in the use of rescue equipment.
In case contact has been made with the product due to a spill, misting through PV
valves or any other cause, the victim should be placed under the emergency shower
for considerable period of time. As far as possible the PPE must be left on till the PPE
has been completely decontaminated to prevent exposure to chemical while taking
off prior decontamination.
The victim should be further decontaminated before being taken into the vessel`s
accommodation spaces. Rescuers must be donned with appropriate level of PPE
prior rescue.
A chemical tanker shall also have onboard medical first-aid equipment, oxygen
resuscitator and antidotes for cargoes being carried. Where applicable the Antidote
should be readily available at the manifold and worksites during cargo operations
and also carried by personnel during High Risk Operations such as Cargo Sampling.
For toxic cargoes administer anti-dote only if confirmed exposure to toxic cargoes
has taken place.
Phenol and cyanide cargoes require antidotes of the cargo to be present on board
prior loading of cargo.
Please see details of EMERGENCY RESPONSE SERVICE as in the Emergency Chapter of
this manual.
Rev No. : 2
Should there be any accidental exposure to toxic chemicals. The victim should be
given prompt medical attention. Guidance must be sought from CHEMTREC Refer
Emergency Contingency Procedures Manual Annex 3 for details.
Contaminated clothing and shoes cannot be decontaminated and must be removed
from the victim prior to being taken to the doctor. Double bag contaminated
clothing and personal belongings for disposal.
Transport to the nearest medical facility capable of dealing with exposure to Toxic
Chemicals for additional treatment. The victim must be decontaminated prior
transportation.
A chemical specific blood test must be carried out to ascertain the level of
exposure.
If the vessel is at sea obtain radio medical advice. Any medical emergency cases
involving dangerous goods should be treated as per the “Medical First Aid Guide for
Use in Accidents Involving Dangerous Goods" (MFAG) published in the IMDG code.
Further the victim should be sent to a hospital which has the facilities and capability
to deal with exposure to Toxic Chemicals for a medical check as soon as possible
when the vessel arrives at port. The medical check-up should include a blood test /
urine test as appropriate to ascertain the level of exposure and if there are any long
term effects from the exposure.
Rev No. : 3
Chapter 02 Date : 14-Dec-18
CARGO STOWAGE AND PLANNING Page : 1 of 20
2. CARGO STOWAGE AND PLANNING

VOYAGE PLANNING & STOWING OF CARGO
A. Operating Procedures
Certain operators may issue their own operating procedures. A copy of such
procedures should be made available to the company. These procedures will
be studied by the company to identify if any gaps or conflicts exist with our
own procedures.
If operators procedures are found to be in conflict to the procedures and
policies detailed in the company SMS then the Company’s procedure shall
take precedence. Company will take up the matter with the charterers /
operators.
B. Charter Party and Voyage Orders
Usually vessel has to comply with the Charter Party and the Voyage orders at
all times. In case of any difficulty in complying these orders or conflict of
instructions with company policy, the vessel shall contact the concerned
Technical / Marine superintendent for guidance.
The ruling charter party must be fully read and understood by the Master,
Chief officer, Chief Engineer and Second Engineer at the least.
Voyage and Cargo instructions will be issued by the Charterer / Operator
(hereinafter term “Operator” covers both) to the vessel and must be
acknowledged on the day of receipt. If operators instructions are found to be
in conflict to the procedures and policies detailed in the company SMS then
the Company’s procedure shall take precedence. If there is any disagreement
with the instructions the Operator and the company are to be advised.
Copies of the current voyage order should be made available on the bridge in
a file for review by all Deck Officers, Chief Engineer and Second Engineer who
shall read and sign the voyage instructions to take away information relevant
to their responsibility on board.
It is recommended that relevant sections of the charter party and voyage
instructions are clearly identified using highlighters.
This will avoid several issues which are caused due to lack of proper review of
the charter parties and voyage instructions like timely notifications, NOR,
missing out of tendering letter of protest, providing notices to various parties
etc.
Rev No. : 3
Voyage Orders Contents:

Typical voyage orders will contain the following elements:
 Voyage
 IMO ship’s type number
 Rotation (Loading –Discharge ports)
 Cargo quantity, commodity and options
 Charterer’s requirements for tank preparation for next cargo
 Wall wash requirements
 Load port and discharge port
 Specific gravity of the cargo at 20°C
 Heating instructions
 Inerting, Padding and/or purging instructions
 US Coast Guard number and pollution category
 C/P date
 Laycan (Laydays and cancelling date)
 Special requirements by charterers
 Special characteristics of ports/berths
 Stowage proposal by Charterers
 Bunker proposals
 Any additional relevant information.
 Tank cleaning information
 The Master must advise the management office of any doubt,
disagreement or inability to comply, with the instructions.
C. Cargo Quantity
The vessel should prepare a stowage plan on the basis of the contract /
voyage order quantity. The Operator may send a proposed stowage plan. This
proposed stowage plan must be thoroughly checked and proposed changes
(if any) must be communicated to the Operator soonest, giving reasons for
the changes.
Rev No. : 3
It may happen that vessel learns from terminal after arrival at berth that the
cargo quantity to be loaded is in excess or short of the nominated quantity.
Such matters should be referred to the Operator for instructions / guidance
keeping the company additionally advised.
The voyage order must be reviewed carefully for all information contained
therein especially cargo nomination quantities, properties of the cargoes,
intended discharge sequence, notices to be issued, any notification
procedures in the event of an emergency.
Notification to the Office
The following information from the Voyage orders must be notified to the Technical
/ Operations department following a review of the current voyage Charter Party /
Voyage Instructions on each occasion such instructions are issued and upon change
of command.
1. Quantity and grades of cargoes being loaded.
2. Charterer.
3. Vessel routing and if any restrictions are imposed.
4. Any specific requirements for MARPOL compliance in the area of trade (eg.
ECA, CARB etc).
5. Emergency notification procedures if any from the charterers.
6. Always provide the office with a copy of the voyage instructions.
7. Any specific cargo operational requirements identified (e.g. Blending, water
plug, etc).
8. Any other relevant matter.
CARGO INFORMATION
A ship will normally receive orders giving cargo details and destinations direct to the
vessel from the ‘Time Charterers’ or ‘Voyage Charterer’. It is important that Office is
immediately advised of the vessel’s destinations, nominated agents, cargo
nominations, etc. At the time of receipt of voyage orders, Master must also request
for Voyage Charterer’s Emergency contact details.
In the event of the vessel being issued with instructions which appear unacceptable
due to quantity, incompatibility, unacceptable trim or stresses, the Charterers and
Office must be immediately informed of the difficulties and suggested changes.
For each chemical listed in voyage orders, identification of the product and a review
of the carriage requirement shall be carried out to confirm the following:
Rev No. : 3
1. Subject cargo is included in vessel’s ‘Certificate of Fitness’ or has a letter of

authorisation from the administration.
2. Coating Compatibility data / Stainless Steel Resistance List has been checked
to confirm cargo is acceptable.
3. MSDS sheets and cargo specific voyage instructions such as inerting / heating
instructions have been provided.
4. The following documents are also to be referred to ensure that necessary
information for the safe carriage of the product is available.
(i) IBC Code
(ii) Latest MEPC. 2 / Circular (when applicable)
(iii) FOSFA / NIOP Lists of Acceptable and Banned Previous Cargoes
(iv) P&A Manual
(v) Compatibility Guide and USCG cargo compatibility / CHRIS Code.
(NOTE – Exceptions are listed under Appendix 1b of the USCG compatibility table,
same shall be referred to.)
A product must be shipped under the product name listed in chapter 17 or 18 of the
IBC Code or in the latest edition of MEPC.2/Circular (commonly referred to the
tripartite agreement).
If the product is neither listed in the IBC Code, nor published in the MEPC.2/ Circular,
it is necessary to check whether the product has already been provisionally assessed
by tripartite agreement by contacting the Administration / Classification Society.
Where special requirements 16.2.6 – 9 are mentioned in column “O” of Chapter 17
of the IBC code for any of the parcels to be loaded, it is the duty of the Master to
ensure that a shipping document is provided by the Shippers / Charterers to the
vessel indicating the cargo viscosity at various temperatures and melting point as
applicable.
In case of non-availability of information, head office should be contacted for further
information pertaining to safe carriage of the product.
The vessel shall not load till such time that sufficient cargo information and
procedures have been provided and it has been confirmed that the vessel can safely
load, carry and discharge the intended cargo.
If neither the Master nor the Chief Officer has previous experience of handling
cargoes with similar properties a Risk Assessment with office approval is required.
Rev No. : 3
JOINT PLANNING
In all operations connected with cargo, ballast, tank cleaning, bunkering etc., it is the
responsibility of all Senior Officers to ensure sound joint planning and control so that
maximum co-operation amongst the various departments is achieved in order that
the operation may be brought to an expeditious and successful conclusion,
compatible with safety.
CARGOES WHICH ARE NEW TO THE COMPANY/VESSEL
It is likely that a cargo being nominated for carriage on the vessel is new to the vessel
and the company.
This should be considering the below 2 possibility:
1. Cargo is listed in the COF, however the vessel and the company does not
have any experience with the carriage requirement for the cargo
2. There are circumstances where the cargo may not yet be included in IBC
Chapter 17 & MEPC Circ. 2/latest circular,
For the second possibility necessary flag state and class approval needs to be taken
for the carriage of the cargo. The cargo should be included in the vessel’s certificate
of fitness prior to carriage
A complete HSE review must be carried out prior the cargo is carried on board. The
review must include check of the adequacy of company procedures, skill and level of
expertise of the crew, limitations of the vessel’s equipment etc. A suitable risk
assessment must be carried to identify the risks and measures to mitigate such risk.
‘Risk Assessment’ as a minimum must review the following:
1. The hazards of the Chemical.
2. Adequacy of the fire fighting medium.
3. Conditions of carriage and that vessel is able to meet the requirements.
4. Tank cleaning procedures.
5. That adequate safety / handling procedures are available.
6. That the new cargo is included in vessel’s COF or authorized by the
administration.
7. That staff on board and ashore have the adequate capability to load, carry
and discharge the cargo safely.
Rev No. : 3
CARGOES NOT LISTED IN THE CERTIFICATE OF FITNESS (COF)

If the voyage orders contain a Cargo not listed in the Certificate of Fitness, Head
office should be contacted for further information pertaining to safe carriage of the
product. The Office will gather new cargo safety / operating instructions through
charterers / industry guidance such as MEPC 2 Circular where required and will liaise
with the vessel’s Flag state / Classification to have the cargo included in the COF or
obtain a letter of authorisation from the administration.
‘Management of Change’ and ‘Risk Assessment’ will be carried out by the office to
ensure that vessel is suitable to load subject cargo which will include as a minimum a
review of the following:
1. The hazards of the Chemical.
2. Adequacy of the fire fighting medium.
3. Conditions of carriage and that vessel is able to meet the requirements.
4. Tank cleaning procedures.
5. That adequate safety / handling procedures are available. (Drager tubes,
Antidotes and any specific equipment which shall be required for safe
handling of this cargo)
6. That the new cargo is included in vessel’s COF or authorized by the
administration.
7. That staff onboard and ashore have the adequate capability to load, carry
and discharge the cargo safely.
MATERIAL SAFETY DATA SHEET
It is to be ensured that shipper specific material safety data sheet of all cargoes
carried on board are available to the Master and these should include following
information:
 Cargo should not be loaded without MSDS from the Terminal or Charterers.
 Shipping Name. MSDS may not always have the Proper Shipping Name.
 Full description of physical and chemical properties of the cargo (including
viscosity and melting point data).
 Action to be taken in the event of spills and leaks.
 Countermeasures against personal contact.
 Fire fighting procedures and media.
 Procedures for cargo transfer, tank cleaning, gas freeing and ballasting.
Rev No. : 3
 For cargoes required to be stabilized or inhibited, full information of the

additive being added to effect such stability or property of inhibition. Where
used, a separate MSDS for inhibitor / additive shall be provided onboard.
It is the responsibility of the Shipper / Charterer of each cargo to be loaded to
provide the above data and the Master shall ensure that the same is provided
onboard.
 If such information is not available Office is to be informed at the earliest and
cargo loading should not commence until Office permission is obtained.
 MSDS should be stowed in conspicuous locations which are publically
accessible.
DOUBLE VALVE SEGRAGATION
This section applies to compatible cargoes of different grades. Vessel shall always
load within the limitations of vessel’s natural segregation. Master shall ensure that
vessel is able to maintain minimum two valve segregation between each cargo,
parcel or grade during each stage of operation such as loading, during the voyage
and discharging and shall provide a separate pump and line for each cargo and
grade.
Cargo stowage wherein vessel is notable to maintain double valve segregation or if
voyage instructions allow vessel to maintain single valve segregation should be
brought to the Head office attention and such stowage shall not normally be
considered acceptable. However it may be allowed only against express permission
from owners. The risk of handling different products against a single valve
segregation is significant hence cargoes which are distinctly different in quality and
properties cannot be carried in this manner. Each case of stowage involving a single
valve segregation of the cargo should be brought to the knowledge of the office and
approval must be sought.
2.7.1 REACTIVITY WITH OTHER CARGOES
This section applies to products which vigorously react with other products to
produce heat, toxic fumes or excess pressure. Accidental mixing of such cargoes may
cause injury to personnel, damage to the environment or ship. For the purpose of
safe carriage of these products the US coast guard has used information provided by
the National Academy of sciences to identify and categorise the cargo into various
reactive and nonreactive groups.
Rev No. : 3
USCG compatibility guide is the most commonly used compatibility guide. This
information is updated annually by the USCG and available in CFR 46 part 150.
Master must ensure that the current edition of this publication is available on board
the vessel at all times and should be referred to when planning stowage. The ship’s
officers should also be aware of the exceptions to the compatibility chart which are
detailed in the CFR.
To prevent accidental mixing, incompatible cargoes on the same vessel must be
carried out with extreme caution. The cargoes must be kept strictly separated from
each other throughout the handling and stowage system using two barriers between
them. This segregation must be applied to slops, draining in the drip tray on spill
containers, stowage in tanks and stowage of samples.
A Risk Assessment is to be carried out when a vessel loads two or more incompatible
cargoes.
The ship’s master shall ensure that the stowage of the reactive cargoes meets the
following requirements:
A. The containment system must separate the two incompatible cargoes by two
barriers such as formed by a:
(i) Cofferdam;
(ii) Empty tank;
(iii) Void space;
(iv) Cargo handling space;
(v) Tank containing a compatible cargo; or
(vi) Piping tunnel.
A. Isolation across a cruciform joint is equivalent to isolation by two barriers.
B. The containment system for the hazardous material must not have a piping
or venting system that connects to a containment system carrying a cargo
with which the hazardous material is incompatible. Any such piping or
venting system must have been separated from the containment system
carrying the incompatible cargo by:
(i) Removing a valve or spool piece and blanking off the exposed pipe ends,
or
(ii) Installing two spectacle flanges in series with a means of detecting
leakage into the pipe between the spectacle flanges.
For the purpose described above, two valve segregation is not acceptable as two
barriers.
Rev No. : 3
Case Study: Clipper Lund explosion, Source: Accident Investigation board Norway.
One crew member killed as a result of an explosion caused due to violent reaction
between Aniline and Nitric acid. Aniline was being transferred from the drip tray to
the storage tank through the drain line. Nitric acid was remaining in the drain valve
in the transfer line which reacted with the Aniline to cause an explosion.
2.7.2 OFFSET CORRUGATED BULKHEAD
While a cruciform boundary is considered an acceptable double barrier, an “OFFSET
CENTRELINE BULKHEAD” is not considered to provide suitable segregation.
On vessels fitted with offset corrugated centerline bulkhead, care shall be taken to
avoid loading of two non-compatible cargoes in the tanks wherein small section of
diagonally opposite tanks is shared with same bulkhead.
Below diagram provides necessary guidance.
Rev No. : 3
2.7.3 SEGREGATION FROM OTHER TANKS LOADED WITH HEATED CARGOES

Heated cargoes should never be loaded adjacent to cargoes with self-reactivity such
as polymerisation, decomposition, thermal instability, etc. as heat will shorten the
life of the stabilizing inhibitor. Heating accelerates self-reaction and results in a
dangerous situation besides deterioration in quality.
It is advisable that stowage of heated cargoes adjacent to tanks containing toxic
cargo is avoided to minimize the possible release of toxic cargo vapour into
atmosphere.
It is also advisable that a cargo requiring heating is not stowed adjacent to cargo
tank, which contain a cargo of low boiling point because the excessive evaporation
of the cargo will result in cargo loss and possible vapour hazard in deck area or main
deck.
A difference of 10oC between the boiling point of the non-heated cargo and the
maximum temperature of the heated cargo stowed in an adjacent tank should be
sufficient as a safe margin in planning adjacent stowage. This means; a heated cargo
with maximum heating temperature less than 54.5oC may be stowed adjacent to
methanol (boiling point = 64.5oC) when such stowage is inevitable.
Maximum permitted heat adjacent should be taken into consideration while stowing
cargoes in adjacent compartments to heat sensitive cargoes where heat may affect
the quality of the cargoes.
While carrying heated cargoes the temperatures of all tanks on the vessel should be
monitored to verify there is NO inadvertent heating taking place in any non heated
cargo tank. When heated Cargoes are carried onboard, all non heated tanks are to
be isolated. The ullages of tanks carrying low density cargoes stowed adjacent to
tanks carrying heated cargoes should be recorded daily.
Segregation of Cargoes Reactive With Water
Certain cargoes react violently with water and moisture which causes dangerous
conditions on board or affects the quality of cargoes.
Cargo tanks loaded with such cargoes must be segregated from the tanks loaded
with water such as fresh water (for tank-cleaning purposes) or clean sea water
(taken in as heavy weather ballast).
Cargo tanks to be loaded with the cargoes, which react dangerously with water
should be completely cleaned and dried to eliminate any residual water.
Rev No. : 3
The pipelines and other associated fittings also need to be dried accordingly. The
heating coils should be blown dry and blanked. The ballast and deballasting
sequence should be planned in such a manner that at no time is water present in the
ballast tanks adjacent to tanks with water reactive cargoes.
Note: Refer to Paragraph 15.16.2 of IBC Code for carriage of cargoes reactive with
water.
Compatibility and Tank Cargo History
While planning stowage of the cargoes, previous cargo history of the tank should be
reviewed. Certain cargoes especially in coated tanks can adversely affect the quality
of the subsequent cargoes. An example is Methanol cargo loaded after a cargo of
Styrene Monomer. In case of edible vegetable oils certain previous cargoes are not
acceptable for stowage, in some cases the previous “acceptable” cargo has to be
loaded to a minimum level after history of an unacceptable cargo. Carriage of high
specification chemicals after carriage of lube oils, vegetable oils or petroleum
products may entail extensive cleaning requirements. In all cases last three cargoes
should be declared to the load port through the agents in order to obtain approval of
the tanks prior vessels arrival in port.
Master in the process of planning cargo carriage must refer to the previous cargo to
identify the suitability of the tank for carriage of Edible products as requirements of
FOSFA. A list of acceptable and banned FOSFA cargo is available in the Annex 1 of
this manual.
Stowage Plan
The Chief Officer must prepare a stowage plan, which should be approved by the
Master. When planning cargo stowage, the flow charts on the following two pages
should be used to systematically review the various carriage considerations and
requirements.
First Stage
Checking suitability of stowing the proposed cargo: This involves checking cargo
compatibility with respect to the ship’s COF, IBC code, adjacent cargoes, cargo
history, cargo tank coatings, heat compatibility, etc.
Second Stage
Checking suitability of carrying the proposed cargo: This involves checking conditions
like sloshing, ambient weather conditions experienced during the voyage. Review of
stowage basis various conditions that may be experienced during the voyage.
Rev No. : 3
It should be noted that the cargoes are listed on the certificate of fitness with their
proper shipping names. If the cargo is listed on the vessel’s certificate of fitness, then
the vessel and its equipment is complying with IBC requirements for the carriage of
the said cargo. However this does not include compatibility with tank coating. The
suitability of carriage of this cargo should be verified against suitability list provided
by the coating manufacturer.
1st Stage
START
Review the intended loading / inform operator if all
options fail
Operator gives cargo details
(Contact operator and

Is the product company if vessel complies
listed on the No with ship type of the Cargo.
COF? (Check the key to Cargo may be added on the
condition COF)
in COF)
Yes
Check the
Suitability list
No
between cargo
and coating
Yes
Non-Reactive with other cargoes No
Yes
No
Heat Compatibility No
Yes
Cleanliness and
cargo loading history No
Of cargo tanks
Yes
If water reactive is
adequate segregation
possible
Yes
Cargo can be loaded in ship’s

tanks. Proceed to 2nd Stage
Rev No. : 3
2nd Stage
START
To 1st Stage
Review Voyage Condition
Filling limits on heat

expansion of
cargo
Yes
Filling limits on design

load of No
cargo tanks
Yes
Filling limits on sloshing

load in No
cargo tanks
Yes
Restriction due to the

ship’s damage No
stability No
Yes
General Conditions
such as draft, trim No
and stability
Yes
Ship’s condition after loading /

No
discharging at each port
Yes
Longitudinal
strength
Yes
Voyage condition satisfied

prepare Loading Plan
Rev No. : 3
CARGO OPERATION PLAN

Cargo Operation Plan MUST be prepared using OP-CHEM-01(Cargo Operation & Tank
cleaning Plan) prior carrying out cargo transfer operations. Such plan must be
discussed with all concerned crew members for their understanding and compliance
and signed by them.
Upon vessel’s arrival, if any changes are noted during ship-shore conference, cargo
transfer operation should not be carried out unless the cargo operation plan has
been revised and discussed with the concerned crew members. Chief Officer is the
Cargo officer and is responsible for Cargo planning and preparing the Cargo
operation plan. Cargo Operation Plans should be reviewed, agreed and approved by
the Master.
Large deviation from the Builders ‘Trim and Stability’ data should not be practised.
While preparing the Cargo Operation Plan, stress & trim must be calculated for each
stage & particular attention must be paid to limiting drafts.
The Cargo Transfer Operation MUST strictly adhere to the ‘Cargo Operation Plan
stage by stage. Any deviation from the Plan should be informed to the Chief officer
and Master. The Chief Officer must be present in the CCR during Critical stages of the
operation. If Chief Officer is unable to be present due to rest hours or other
requirements, Master shall be present in lieu.
Note: Ballasting of cargo tanks adjacent to tanks with Heated cargoes or water
reactive cargoes is prohibited.
For Cargo plans also refer HSM Ch. 14.4
LOADING LIMITATION OF CARGO
Filling Limits for Cargo Thermal Expansion
In calculating the ullage or filling limit to which the tanks are to be loaded, due
allowance must be made for thermal variation during the voyage either from
climatic conditions or cargo heating.
Cargo should be loaded in such a manner that at any stage of the voyage the volume
in the tank should be less than 98% of the total capacity of the tank. The loading
must be planned to achieve this taking into consideration the expansion of the cargo
due to change in ambient temperature or direct heating of the cargo or through
indirect heating from adjacent tanks.
The cargo tanks can be loaded up to a liquid level corresponding to the maximum
filling ratio obtained from the following formula.
Max. Filling ratio (% full) = 100 (1 - R x T) - S
where;
Rev No. : 3
R: Coefficient of cubical expansion per oC (see the data sheet)

T: Expected maximum temperature rise (oC)
S: Safety margin, usually 2% of capacity
Caution: "Shore stop" should not normally be accepted when the last cargo tank is to
be filled to it’s filling limit.
Filling Limits for Cargo Tank Design Specific Gravity (Dsg)
Design Specific Gravity (DSG) is the design specific gravity of vessel’s tanks and
defines the maximum specific gravity of cargo to be safely loaded to 100% capacity
of the tank. However any increase in specific gravity will require a proportional
reduction in quantity such that the weight in the tank does not exceed the safe
design parameters. The DSG is usually given in either the loading manual or in a
certificate issued by the Classification Society. This information should be readily
available in the cargo control room and referred to during planning.
Max. Filling limit can be calculated by the following formula.
Max. Filling ratio (% full) = DSG / SG x 100
Example of calculation
DSG - 1.4
SG = 1.48 (Chloroform)
Then filling ratio is 1.4 / 1.48 x 100 = 94.6%
Filling Limits for Sloshing Strength of Cargo Tank
In general, partial loading between 20% and 80% of filling ratio is prohibited to avoid
an excessive sloshing load in the tank structure.
However, if partial loading is involved in the intended plan, cargoes should be loaded
to the extent of safe loading percentages as determined after referring to the
sloshing calculation shown on Vessel's Loading Operation Manual. Ships on which
the sizes of the tanks are small may have no restriction in loading quantities.
Greater the SG of the cargo, bigger the effect of sloshing on vessel's structure.
Rev No. : 3
Stability and Stress

In accordance with regulations all vessels are supplied with a Trim and Stability
(Loading Manual) Booklet approved by the Flag administration or the Classification
Society, which indicates the various conditions of loading and ballasting with weight
distribution structure resulting in the minimum stress being imposed on the Hull
structure. It also gives ballast distributions for arrival, departure and light ship
conditions, and contains full deadweight, stability, capacity and hydrostatic
particulars.
Tankers have a tendency to sag in the fully laden condition, and hog in the light
condition. If these tendencies are further aggravated by the unsatisfactory
distribution of cargo, bunkers or ballast, unnecessary stresses will be put on the
structure of the vessel. This effect is cumulative and if made a regular practice can
result in structural failure.
In order to reduce stresses to a minimum, weight distribution for various conditions
of loading are detailed in the manual and verified by computerized approved loading
computers.
Where a computerized calculation system is provided on vessel, the system should
be checked at least once every three months against the approved loading
conditions. During every cargo operation the vessel’s actual condition of drafts and
trim must be verified visually against the conditions on the loading computer at least
twice.
All tankers must comply with IMO conditions of intact stability through the voyage
and during cargo operations. This should be verified by systemic planning of the
cargo operations in port by evaluating various stages of cargo operation. Records of
the monitoring of stability condition should be maintained on the vessel.
Damage Stability Criteria
Damage stability calculations assess the survival capability of the vessel in case of
damage sustained in the loaded passage. The damage stability characteristics must
be understood and there must be evidence that the damage stability has been
assessed for the loaded voyages.
Rev No. : 3
Some loading computers are incorporated with Damage Stability calculations so

these are easier to assess. Where the damage stability is to be calculated manually,
the procedure for this must be clearly understood. This procedure may involve
calculating KG under various conditions of damage given in the loading manual and
comparing this with the maximum allowable KG under the various loading
conditions. Master or Chief Officer as his nominated deputy must carry out
calculation for each loaded condition prior vessel is put to sea. He should also be
aware of the worst case scenarios of intact and damage stability. The vessel should
have records of damage stability calculations and these should be available for a
minimum of last three years.
Stress Monitoring
During cargo / ballast operations, duty officer must monitor and record vessel’s
draft, stress and stability condition regularly and should be recorded in “OP-CHEM-
28 - Hourly loading / discharging rate log”.
This data should be compared with the cargo / ballast operation plan, to provide a
proactive warning of any unplanned or unobserved deviations from the plan, so that
appropriate corrective action can be taken.
Where an online gauging system is not fitted or in-operational, the duty officer must
regularly update the tank quantities and check stress and stability condition.
The duty officer shall control and supervise all routine aspects of monitoring tanks,
pumps and equipment in use as well as the general ship keeping requirements of
moorings, gangway, draught etc.
If the circumstances demand, he may regulate tank valves and pump controls in the
planned operation but under no circumstances shall he depart from the cargo plan
without approval from the Chief Officer or Master.
The duty officer should call the Chief Officer immediately if in doubt, any unforeseen
circumstance becomes apparent or an emergency arises.
In the event of an emergency all operations shall be stopped at once.
The duty officer shall record the events of the operations as they occur in the ‘Port
Log’ and maintain periodic records of all the parameters monitored.
Rev No. : 3
Unstable conditions developing during cargo operations

Vessels that have large width tanks may be subject to reductions of intact stability
due to free surface. Although such vessels may meet IMO intact stability criteria
when in fully loaded or ballast conditions, they may be passing through an unstable
condition/situation when multiple tanks are slack during cargo or ballast transfer
operations, or in intermediate states of loading. Trim and stability manuals generally
deal only with arrival and departure conditions.
All officers should be aware of the stability problems may exist at intermediate
stages during cargo transfers if a vessel has either large width cargo tanks, “U” type
ballast tanks or double bottom tanks without watertight centre line bulkheads. A
Class approved loading instrument should be used to verify the intact stability at the
worst case condition (with all tanks slack and having maximun free surface) during
cargo plan preparation for each operation.
An unstable condition may occur as a result of uncontrolled and/or unknown filling
of a cargo and/or ballast tank during cargo operation. Such condition can be
considered to have occurred if the vessel suddenly develop a list to any side which is
not created by a planned transfer of cargo/ballast.
In the unlikely event that the vessel should develop an unstable condition during
cargo operations, the Chief Officer shall immediately be notified and the duty officer
in charge shall take the following actions:
1. Immediately stop any cargo operation and close all tank valves.
2. Immediately stop any bunker operation and close all valves.
3. Immediately stop any ballast operation and close all tank valves.
4. Inform the Terminal and request immediate disconnection of any cargo
connections.
5. Inform the Engine Room and request all cargo equipment in stand-by.
6. Inform the Master
7. Inform Company for worst case
The Chief Officer shall as soon as possible gauge and record the level in every cargo,
ballast and bunker tank, including any tank or void space, which may have influence
on stability if they should have been accidentally filled or discharged.
The result of the tank gauging shall be compared with the Cargo Plan at the actual
(or believed) step of the operation.
Rev No. : 3
If there is any severe discrepancy and/or there is an evidence that the levels in any
tank does not correspond with the Cargo Plan, immediate actions shall be taken to
restore stability.
Company shall ensure that appropriate instructions approved by Class and/or the
Flag administration is provided on board ships where the above criteria apply.
Actions to Restore Stability may include, but not be limited to the following
considerations:
1. No action to Restore Stability shall be initiated unless the cargo connections have
been disconnected.
2. Mooring stations shall be manned during the operation to restore stability.
3. It shall be noted that if the vessel is listing away from the berth and “hanging” in
the moorings, the moorings shall be secured and not slacked out. If the vessel is
listing towards the berth, the moorings should be tended just to pick up the slack
and maintained slack during restoring operation.
4. When the reason has been verified for the unstable condition, the Loadicator shall
be used to verify intended corrective actions and these shall be documented.
5. If the Unstable Condition is due to excessive free surface in cargo and/or ballast
tanks, extreme caution must be observed when filling liquid in tanks in order to
upright the vessel. If the free surface effect is not reduced, the vessel is likely to tilt
to the opposite side, with even more list than before. Therefore, the free surface
effect should be reduced before trying to upright the vessel.
6. If the Unstable Condition is due to a severe difference in tank levels on opposite
sides of the vessels, this uneven distribution may be corrected by filling or reducing
the levels of the uneven tanks. The reason for the uneven distribution must be
ascertained, and it must be ensured that this will not recur during continued
operation.
ERS (Emergency Response Service) or ETAS (Emergency Technical Assistance
Service)
If the vessel is subscribed to ERS or ETAS, then in the case of an emergency, the ship
or the office should contact the ERS or ETAS emergency number as soon as possible
after the incident. Any Technical advice provided by them concerning transfer or off-
loading of cargo, fuel or ballast if necessary, as well as any necessary temporary
repairs should be considered as soon as possible in-order to respond to the
emergency as quickly and effectively.
Rev No. : 3
CARGO QUANTITIES
The cargo quantities are planned by the Master and checked in relation to the
voyage orders with regard to:
 Loading capacity (load calculation)
 International Load Line Zones in trading area
 Expected trim, heel, intact and damage stability
 Sheer force and bending moment stresses during the various stages of
loading and discharging
 Draft and passage limitations en route, canals and in ports of destination
CARGO EQUIPMENT DEFECTS:
It is the Master’s responsibility to inform the management office immediately
regarding any cargo equipment defects which might influence cargo stowage. This is
to prevent cargo commitments being made to which cannot be adhered to as a
consequence of these defects.
OIL AND HAZARDOUS MATERIAL TRANSFER PROCEDURE:
Prior to each transferring of oil or hazardous cargo to or from the vessel and from
tank to tank within the vessel the Chief Officer has to prepare and submit to the
Master for approval an Oil or Hazardous Material Transfer Procedure as required by
33 CFR 155.720. The contents of Transfer Procedure should comply with the
requirements detailed in 33 CFR 155.750.
On Company managed vessels the requirements of this section are applicable to all
hazardous material transfer operations irrespective of the ship’s trade area, and are
not limited to US waters only.
Rev No. : 3
CARGO HANDLING AND TRANSFER Page : 1 of 44
3. CARGO HANDLING AND TRANSFER

GENERAL
When transferring cargo in port, vessel must strictly comply with company
instructions, local rules and regulations. Such operation will require:
1. Adequate and well-trained crew.
2. Proper securing of the vessel to the terminal.
3. Operation in accordance with company checklists.
4. Specific fuel and ballast handling procedures.
5. Continuous inspections of cargo hoses, pipeline systems, tanks, equipment
and the water around the vessel.
6. Instructions for emergencies or potential hazardous situations.
7. The establishment of lines of authority and responsibility.
8. Ship board communication during cargo transfer shall be in English language.
9. All communication with the terminal and other external parties must be in
English.
RESPONSIBILITIES
Knowledge of Cargo System
The Master and all Deck Officers must have an intimate knowledge of all cargo
pumps, pipeline systems, instrumentation and ancillary equipment on the vessel.
The following shall be suitably marked for easy identification:
1. Cargo lines and valves.
2. Tank-vents, vent-lines and IG lines.
3. Vapour-locks.
4. Cargo-heaters and heating-lines.
5. Cargo-pumps and pump room valves / lines.
6. Butterworth-pockets, manholes, and tank-domes.
7. Tank-cleaning lines.
Following information should be readily displayed in CCR
1. Maximum permissible loading rates for each cargo tank and, where tanks
have a combined venting system, for each group of cargo tank.
2. Loading rate for Static accumulating cargoes - Poster.
Rev No. : 3
3. Cargo pump capacity and pump manufacturer technical data including pump
performance curve for various speeds etc.
4. Flammability Composition diagram. Poster
5. Mimic diagram of cargo / tank cleaning / ballast / venting system / IG.
6. Cargo Compatibility Chart - Poster
7. Cargo hose resistance list.
8. PV valve pressure / vacuum settings and Cargo Tank Pressure Sensor Alarm
Settings Poster
9. Chief Officer’s Standing Orders.
10. Cargo Tank Inert Gas branch line Valve Status Board.
11. Placard for ‘Closed Sampling’.
12. Precaution in case of failure of Fixed Gauging System while handling static
accumulating cargoes.
13. Cargo line / Pumping diagram - Poster.
14. Vapour system piping diagram - Poster.
15. Ballast system pumping / piping diagram - Poster.
16. Any restrictions for ballasting / deballasting - Poster.
17. Cargo Pump operating procedure - Poster.
18. Plan with position of UTI ports, Overfill alarms and Radar gauges - Poster.
19. Damage stability – Shore based organization contact - Poster.
20. Pouch for Cargo MSDS / Dangerous cargo information - Poster.
21. Makers coating specification for cargo tanks - Poster.
22. Max loading / unloading / venting rates information chart - Poster.
23. Information chart for Max load density/restrictions in loading cargo tanks -
Poster.
24. 98% & 95% ullage chart for cargo tanks at even keel - Poster.
25. Cargo pump pumping characteristic diagram (specially parallel) - Poster
26. Dangers of Nitrogen - Poster.
Rev No. : 3
3.2.1 CHIEF OFFICERS INSTRUCTIONS FOR CARGO OPERATIONS

The Chief Officer should write instructions of the procedures to be followed during
periods when he is not on duty. In addition, standing instructions should be posted
in CCR for duty officer’s ready reference.
3.2.2 PRE CARGO OPERATION SAFETY CONFERENCE
A ‘Pre-Cargo Operation Safety Conference’ which includes a review of the ‘OP-
CHEM-01’ should be conducted onboard preferably 24 hours prior arrival port with
all concerned crew members. Detailed information regarding hazards and PPE
required for cargoes being handled MUST be discussed including but not limited to
the following:
1. Cargo Name / Quantity / MSDS details / Pollution Category.
2. Gauging and Sampling Requirement.
3. Cargo Vapour Content Hazard.
4. Skin / Eye Contact Hazard.
5. Poison / Toxic Hazard / Antidote. (Antidotes to be available onboard for the
nominated cargo with sufficient quantities. This should be available prior
loading the cargo and until the cargo has been discharged the antidotes will
sufficient quantity to be maintained onboard. Details can be obtained from
MFAG. Medical advice to be obtained prior administrating antidotes to the
casualty)
6. Flash point / Extinguishing medium.
7. PPE Level required for safe handling of the cargo.
The above is to be documented using the relevant section in the " OPS –CHEM-01
Cargo transfer and Tank cleaning plan”
A briefing is also to be carried out of other crew members to make them aware of
the Hazards of the cargo, the precautions to be taken and actions in case of an
emergency. This should be documented in the “Deck Log Book”.
3.2.3 PERSONNEL PROTECTION
The use of proper personal protection is of paramount importance in the work place.
This is especially critical on chemical tankers. In order to choose the appropriate
personal protection it is essential to assess the risk levels. The level of risk must be
evaluated basis the possibility of exposure to the product depending on the nature
of the task and the hazards of the cargo being handled.
Rev No. : 3
The main health hazards of the chemical cargoes are due to inhalation, ingestion or
skin contact. The personal protective equipment must provide adequate level of
protection in the event of exposure to the cargo. It has to be understood that any
form of exposure to the products must be avoided.
In making this assessment following considerations must be made:
1. Activities which are considered high risk.
2. Demarcation of Manifold and Work Areas.
3. PPE Level Requirements.
Maximum level of protection is required for High Risk Activities and / or High Risk
Areas when handling Highly Toxic / Highly Corrosive cargoes and use of Level 3 PPE
would hence be necessary.
When handling chemicals which are less hazardous or working in areas which pose a
lesser risk, lower protection levels such as PPE Level 2 or PPE level 1 may be suitably
adopted.
Filter Mask: Use of Filter mask is strictly prohibited onboard the company vessel
Personal Protective Equipment (PPE) on Chemical Tankers
Protective equipment broadly consists of the following:
1. Chemical Resistant Shoes:
Provide moderate to high level of protection against most chemicals.
However, they may not be suitable for highly corrosive and toxic chemicals.
2. Chemical Resistant Gloves:
3. Chemical Resistant Goggles:
Provide Eye protection and are worn to protect against chemical splash.
4. Chemical Resistant Suits:
Material of the suit should be compatible with the chemical being handled.
These suits must be worn along with suitable rubber gloves, chemical
resistant boots, chemical goggles and hard hat. These form part of Level 2
PPE
Rev No. : 3
5. Gas tight full body chemical suits:

Integral with hood, boots and gloves. Must be worn in conjunction with
SCBA. Material of these suits should be compatible with the product. They
provide the highest level of protection and are specifically developed for
protection against toxic, corrosive gases, and liquids. These form part of Level
3 PPE. The gas tight suits must be pressure tested once every year.
6. Self Contained Breathing Apparatus (SCBA):
Chemical carriers are supplied with additional sets of SCBA sets as required
by IBC. These additional sets are usually known as IBC sets. They should be
distinctly identified and maintained ready for immediate use. These sets
should be used as necessary by personnel involved in cargo operations
involving hazardous chemicals and for firefighting. SCBA should be stored in a
place where it is easily accessible. Units should be located so as to be
available for emergencies in different parts of the ship. These sets should be
serviced annually by a competent person ashore.
7. Emergency Escape Breathing Apparatus (EEBD):
Ships certified for the carriage of certain cargoes listed in IBC Code are
required to be provided with respiratory and eye protection sufficient for
every person on board for emergency escape capable of air supply for 15
minutes. This equipment is for emergency escape only and must not be used
for any other purposes.
PPE LEVEL 1 Overalls, Safety Shoes, Chemical Resistant Gloves, Goggles,
Helmet & Personal Gas Detector
PPE LEVEL 2 Chemical Protective Suit, Chemical Resistant Gloves/
Goggles/ Shoes, Helmet & Personal Gas Detector
1. Use 'Acid Hood' in lieu of goggles while handling
corrosive cargoes.
2. Respiratory protection such as 'ELSA' shall be kept
readily available while handling toxic cargoes.
PPE LEVEL 3 Chemical Protective Suit with respiratory equipment,
Chemical Resistant Gloves/ Goggles/ Shoes. Helmet and
Personal Gas Detector
Required to be worn by crew members involved in 'Critical
Phases' of cargo operations while handling toxic cargoes.
Rev No. : 3
High Exposure Risk Operations / Locations

These include but are not limited to:
1. Working at the Manifolds including connection / disconnection.
2. Gauging.
3. Sampling.
4. Tank Cleaning with Portable Machines.
5. Opening any part of the cargo containment system (tank hatches, drains,
etc).
6. Purging cargo pump cofferdams / Blowing through heating coils.
7. Any other task / location where the risk of exposure has been deemed to
exist.
8. Cleaning spillage on deck, or over side.
Demarcation of Cargo Manifold Area / Work Areas
The Cargo manifold of a Chemical tanker is deemed to be a high risk area during the
transfer of Chemical cargoes. This area should not be entered unless otherwise
required. During the transfer operation of Highly toxic / Highly corrosive cargoes the
manifold area should be demarcated by permanent marking or cordoned off using
Barrier Tapes / Ropes to safeguard against the inadvertent entry of unauthorised
personnel or personnel wearing inadequate PPE.
Minimum of two meters on around the manifold area should be demarcated
Similar precautions and controls must be applied to any other areas on the Cargo
deck where risk of exposure exists.
Adequate level of PPE must be complied with when entering these areas.
Preparation and Use of PPE

1. Vessel should have three complete sets of safety equipment as per IBC code
Ch. 14.2.
Rev No. : 3
2. At least one set of safety equipment shall be kept accessible in suitable

clearly marked locker near cargo pump room and one set at the manifold.
3. Minimum two Emergency decontamination showers and an eye wash,
operable in all ambient conditions, shall be available on deck.
4. Crew members must comply with the appropriate PPE level as identified in
the "OP-CHEM-01 Cargo transfer and Tank cleaning plan."
5. When handling multiple parcels at the same time, the most severe applicable
PPE Level must be used.
6. The crew member should remove chemical resistant PPE prior entering
accommodation and these should be decontaminated and washed with Fresh
water after each use and dried properly prior stowing.
7. Records of decontamination must be maintained on board.
PPE Level Requirements
Highly Corrosive and / or Highly Toxic Cargoes
Examples: Sulphuric Acid, Nitric Acid, Hydrochloric Acid, Phenol, Acrylonitrile,
Toluene Di-Isocyanite(TDI) Etc.
Operation Level 1 Level 2 Level 3
Working at the Manifolds including line clearing, x
connection / disconnection
Monitoring the manifold including operating valves / x
reading manifold pressure.
Gauging / Sampling / Stripping x
Opening any part of the cargo containment system x
(tank hatches, drains, etc.)
Tank Cleaning with Portable Machines x
Purging cargo pump cofferdams / Blowing through x
heating coils.
Any other task/ location where the risk of exposure x
has been deemed to exist.
Spill response x
Deck watch when Vapour Return is provided. x
Deck watch when Vapour Return is not provided. x
Rev No. : 3
Mildly Corrosive and / or Toxic Cargoes

Examples: Styrene Monomer, Vinyl Acetate Monomer (VAM), Acetic Acid,
Phosphoric Acid, Butyl Acrylate
Gauging / Sampling / Stripping x
Heating coils
Spill response x
Deck watch x
Rev No. : 3
Non-Corrosive and Non Toxic Cargoes

Examples: Soya bean Oil, Canola Oil, Lubricating Oil, Paraffin Wax, Motor Gasoline
etc.
Heating coils
Spill response x
Heating coils
Deck watch x
Ship Checks Prior Arrival

The checks as per “Section 1” of the Company Checklist – “OP-Chem-04 Cargo
Transfer Checklist” must be carried out.
Exchange of Cargo Information Before Arrival
Master should communicate with parties concerned, through Agent if necessary,
prior to arrival of vessel at a berth or anchorage for intended cargo operation
handling, tank cleaning and pre-wash, ballasting and bunkering to exchange and
acquire necessary information such as cargo readiness, cargo data, intended cargo
quantity, etc. and to give necessary information to the parties for safe and efficient
operations.
1. Vessel with Agent
a) ETA, draft, tugs, pilot and other port information.
Rev No. : 3
b) Defects on vessel, which may affect port and cargo operation.

c) Sizes and number of cargo manifold connections.
2. Vessel with pilot (Directly or through Agent).
a) ETA at pilot station, draft and others, which are required for safe
manoeuvring of Vessel.
3. Terminal (berth master / cargo surveyor) with Vessel.
a) Quantity, S.G., correction factor, temperature, special requirements for
cargo.
b) Tank venting requirements and details of any vapour return lines
required.
c) Tank environmental control requirements, e.g., drying and inert gas.
d) Check list, Terminal regulation, emergency plan, etc.
e) Detail of Terminal facilities (distance, elevations to shore tank, use of
booster pump, etc.).
f) Number and size of shore connection and estimated loading rate.
g) Depth of water at berth.
h) Information on weather or surroundings.
i) Terminal or Port Regulations on pre-washing of cargo tanks alongside the
berth, and details of reception facilities to receive slops (if applicable.).
j) Any other limitation of the Terminal.
k) Expected rate of transfer.
l) Declare last three cargoes of the nominated tanks to the shipper’s
surveyor.
m) Tank Cleanliness requirements.
n) Security Level.
Ship Shore Safety Meeting
The ship staff (Master and/or Chief Officer), the men in charge of the terminal
operation and Cargo Surveyor must attend, agree and coordinate operational
sequence and clarify terminal rules / regulations.
The operations usually agreed upon during a pre-cargo conference are:
 Cargo Sequence
 Cargo Quality
Rev No. : 3
 Loading / Discharges Rates

 Ship or Shore Stop
 Standby time
 Signals and Communications
 Emergency Procedures
 Line Blowing / Pigging Arrangements
1. Any referenced procedures / agreements should be made in writing in
remarks column of the ‘Ship-Shore Safety Checklist’ which may also be
recorded in any other mutually acceptable form in addition. In either case,
both parties must sign all such referenced procedures/agreements prior
commencing the cargo operation.
2. Additionally, confirm the following with the Cargo Surveyor:
a) Correct cargo name, nominated quantity
b) Shore tank temperature
c) Sampling requirement
d) Tank inspection requirement
3. Cargo calculation method, API / SG / Correction factor and tables
4. In case cargo heating or padding is required, obtain written instructions.
Cargo Operations should not commence until Chief Officer and the Officer on Watch
(OOW) have ensured that pre-transfer checks have been completed.
Transfer Precautions
Checks Prior Transfer
Checks as per “Section 2” of the Company Checklist “OP-CHEM-04 - Cargo Transfer
Checklist” must be carried out.
Checks During Transfer
Checks as per “Section 3” of the Company Checklist “OP-CHEM-04 - Cargo Transfer
Checklist” must be carried out
Rev No. : 3
Cargo transfer should be stopped immediately if any one of the following is

noticed:
a) Emergency alarm being raised on the vessel.
b) Explosion / Fire in the terminal.
c) Leakage from cargo tank hose or connection.
d) Lightning in vicinity of the vessel / Thunderstorm.
e) Several tanks reaching topping up ullages at same time.
f) Breaking of mooring lines of own vessel or barge.
g) When there is danger of a moving ship hitting the vessel.
h) When there is a heavy or dangerous vapour accumulation on deck.
i) If weather conditions deteriorate.
j) In case of Doubt or it is considered that transfer is dangerous.
k) Ship / Shore Difference exceeds 5% of the loaded quantity.
The office will always support cargo rate slow down / stop page by vessel for reason
of safety. Please refer to Section 10 “Emergency” for necessary action in the event of
cargo spill.
CHECKS AFTER TRANSFER
Checks as per “Section 4” of the Company Checklist ““OP-CHEM-04-Cargo Transfer
Checklist” must be carried out.
3.2.4 CLOSED LOADING
General Information
“Closed Loading” contributes to:
 Prevent accumulation of vapour on deck.
 Prevent vapor emission to atmosphere when vapor return system is
operated.
“Closed Loading” means cargo operations (Both Loading and Discharging) without
recourse to opening ullage and sighting ports. During closed operation, ships will
require the means to enable closed monitoring of tank contents, either by a fixed
gauging system or by using portable equipment passed through a certified vapour
lock, intended for use with the type of equipment only.
Rev No. : 3
The vapour displaced by the incoming cargo should be vented to the atmosphere
through high velocity vent valves (HVVV) or returned to shore through vapour return
lines as in case of toxic cargoes.
Vessels shall comply with “Closed Loading Procedures” during Loading and
Discharging operations for all cargoes.
“Open Loading” of cargoes other than Toxic or Flammable cargoes is only permitted
under special circumstances if required due to unavoidable and valid reasons.
Master can only permit this if allowed by terminal or port regulations AND after
carrying out Risk Assessment and obtaining explicit permission from Office.
Closed Loading Without Vapour Return
1. Confirm all openings of tanks and purge pipes are closed.
2. Fit tank pressure gauges (compound) for monitoring tank pressure if vessel is
not provided with a fixed pressure sensing system.
3. Set cargo tank pressure alarms (Reference Section 1.38).
4. The loading should commence only after the Chief Officer has verified the
cargo line up.
5. Monitor cargo level by closed gauging systems. (Fixed / Portable)
6. Use of sighting ports.
7. The duty officer should monitor tank pressure regularly.
8. Upon completion of loading, secure cargo line valves.
9. Disconnect cargo hoses.
Closed Loading with Vapour Return
1. Confirm all openings of tanks are closed.
2. Fit tank pressure gauges (compound) for monitoring tank pressure if vessel is
not provided with a fixed pressure sensing system.
3. The loading should commence only after the Chief Officer has verified the
cargo and the vapour return line up.
4. Set cargo tank pressure alarms & VECS alarm (Reference Section 1.3.8).
5. Open Vapour Return Valve of cargo tank as required.
6. Open Vapour return manifold.
7. Commence loading.
Rev No. : 3
8. Monitor tanks to ensure that they are not pressurized or under-pressurized

excessively.
9. The responsible officer should confirm with terminal, the flow of the vapour
back to shore.
10. The deck ratings should monitor PV valve and manifold VRL compound
pressure gauge. Any abnormalities MUST result in suspension of cargo
operation till the reason is investigated.
11. Monitor cargo level by closed gauging system (fixed or portable).
12. Use of sighting ports.
13. Upon completion of loading, close vapour valve first and then cargo valves.
14. Disconnect cargo / vapour hoses.
15. All connections to the common Vapour line should be isolated after
completion of loading operation.
Note: The P&A Manual and VECS (Vapour Emission Control System)
Manual (if provided) is to be referred to and requirements complied with.
Measurement Procedures - Ullaging
ALL CARGOES other than those MENTIONED UNDER COLUMN “G” (Open Venting) &
“J” (Open gauging) of Chapter 17 of IBC Code should be subjected to Gauging
through approved vapour lock system and utilizing closed gauging devices.
Grounding device: The grounding device must be used on the ‘Tank Gauging Station’,
to ensure that gauging device is necessarily grounded through the gauging station.
Sounding tapes / UTI tapes which can accumulate electro-static charges are NOT to
be lowered in non-inerted tanks with flammable static accumulator cargoes for up to
30 minutes after completion of loading. This waiting period is not required for
inerted tanks or for sampling to be done through full length sounding pipe.
Cargo measurements are required to be carried out.
1. At the loading terminal (prior to, and after loading).
2. At the discharge terminal (prior to and after discharge).
Final ullages should be taken in conjunction with the shipper's representative
(Surveyor).
Where remote level gauges must be used for gauging to comply with IBC code
requirement. It is necessary to ensure that remote level gauges are compared with
portable level gauging devices for accuracy. To minimize errors in measurements the
following points should be noted:
Rev No. : 3
1. Obtain and record Vessel's draught, trim and list taken immediately before
commencement of cargo measurement.
2. As far as possible the vessel should be upright and even keel at completion of
loading.
3. Drain hoses or loading arms, and deck lines into tanks.
4. Ullages of all cargo tanks recorded accurately to 0.5 cm. Care must be taken
to ensure the correct ullage datum is being used and that, if there is
movement on the surface of the cargo, a true mean ullage is obtained.
5. When applicable suitable ‘float corrections’ must be applied in the cargo
calculations.
6. Verify Reference ullages with empty tanks and markings at each tank.
7. Determine and record the cargo temperature in each tank at least three
levels top, middle and bottom with an accuracy of about 0.5 Deg C.
8. Ascertain whether quoted as a density in air or in vacuum. In the chemical
trade the density is given in air with coefficient of thermal expansion.
9. The measured ullages must be corrected for ship's trim and list in accordance
with the ship’s ullage tables before extracting the gross quantity for
calculation;
10. Corrections as applicable for the UTI being used must also be considered.
11. All results must be recorded on ullage report.
12. The times of sampling and final ullaging must be recorded in the time sheet.
Any ship shore difference of quantity must be addressed as per Annex II of this
manual
Portable Gauge Operating Procedures
1. Before use, confirm the gauging tape and gauging station are cleaned.
2. Remove plug from the standpipe.
3. Fit portable gauge on vapour lock.
4. Operate as per maker’s instructions.
5. Compare readings of Portable gauge with Fixed gauge at frequent intervals.
6. The crew should wear necessary personal protective equipment as required
for the cargo.
7. After usage, secure the vapour lock and thoroughly clean the tape.
Rev No. : 3
Port Logs
As a minimum the following information should be recorded in the Port Log.
1. Time of Arrival at the Port, NOR Time.
2. Anchoring Times, if applicable.
3. Gangway down.
4. Time Surveyor, Loading master onboard.
5. Time of Ship-Shore Safety Meeting carried out.
6. Time of Tank Inspection, Tanks passed. Method of Inspection of the tanks.
7. Time cargo / vapour hoses connection, disconnection.
8. Time Samples taken, Samples passed, First foot / various sampling.
9. Time of cargo commencement, completion, stoppages (if any).
10. Time of cargo tank change over.
11. Records of regular rounds taken on deck, moorings tended, etc.
12. Details of ballast water inspection through sampling points fitted on
manholes.
13. Details of Ballasting Operations (details of pumps, tanks operated).
14. Time of any delays in berthing or cargo operations and party responsible for
the delay.
15. Requests for reductions in the loading rates for topping off or rate reductions
by the shore must be recorded in port log.
16. Any pollution observed MUST be recorded and reported to the appropriate
authority, nothing the position and direction of drift. Such observations may
be invaluable if the vessel is later accused of causing pollution.
Protest Letters
The charterer, or the terminal on the charter’s behalf, has the obligation to provide
such equipment and conditions that allow the vessel to safety operate within
charter-party commitment. If vessel’s performance is hampered due to any shore
restrictions, the Master shall issue a ‘Protest Letter’ using the relevant form PC-1.
Some examples of issuing ‘Protest Letter’ are as below:
1. Free water in cargo.
2. Short Loading / Dead freight.
3. Slow Loading / Discharge.
Rev No. : 3
4. Shore Delays.
5. Unavailability of cargo heating / inerting instructions.
6. Insufficient time for water settling.
7. Non receipt of set of cargo samples for the vessel.
8. Discrepancy Between Ship / Shore Figures.
9. Non availability of cargo Information / shipper specific MSDS.
10. Same Shore Line used for Multiple parcels.
11. Non receipt of Terminal Regulations.
The Master shall ensure that ‘Protest Letter’ shall be signed by a shore
representative before the ship leaves the terminal. In cases where shore
representative refuses to sign ‘Protest Letter’, a countersign of local agents shall be
obtained for forwarding same to the shore representative.
In the cases, where ‘Protest Letter is issued to the Master by the terminal, the
Master shall accept ‘Protest Letter’ stating ‘FOR RECEIPT ONLY’ and forward a copy
to the charterers / managers and a non-conformity is to be raised.
Preparing the Manifold
Care should be taken to prepare the manifold for transfer of chemical cargoes.
1. The manifolds to be used must be identified with the use of placards.
2. Jumpers and hard pipe connection must be made prior the transfer
operation.
3. Pressure gauges must be placed on all manifold on shore and offshore sides.
They should have a valve or cock and not be fitted directly.
4. The crew and officers involved in manifold preparation must be well
experienced.
5. Unused manifolds are blanked and drains are closed.
6. All cargo valves are to have light lashings available for use as positive
indication that the valves are to remain closed.
7. Gaskets in use on board should be made of a material suitable for the cargo
being transferred on board.
8. All flange connections must be fully bolted.
9. Appropriate PPE must be worn while engaged in any activity in the manifold
area.
Rev No. : 3
Additionally for transfer of toxic, flammable and corrosive cargoes:

a) Manifold connection flanges should be covered with hard pieces also known
as “Spray shields” to prevent a spray of cargo due to an inadvertent failure of
gaskets.
b) Manifold connections with shore must be pressure tested to confirm integrity
of the connection prior transferring particularly toxic, corrosive and/or highly
flammable cargoes like MDI, TDI, Phenol, Nitriles, cyanide cargoes, propylene
Oxide etc.
Additionally for transfer of Solidifying cargoes:
a) Ensure that the manifold arrangement is such that there are minimum dead
ends in the cargo circuit so as to avoid problem of blocked lines / sections.
Lining up for Operations
Primary Check
Chief Officer must supervise the initial setting of lines, tanks and valves vent risers
and vapour lines.
Prior cargo operations commence he must verify that:
1. Cargo tanks and lines, reducers and cargo hoses have been properly lined up.
2. Flanges of removable parts such as reducers, cargo hoses, elbows are
properly fitted and tightened and that all open flanges are covered with blank
flanges.
3. All heating coils not in use have been blown through with nitrogen or dry air
and blanked.
Secondary Check
A second independent check of the above systems for the proposed operation is to
be carried out by a responsible person. Valves must be checked physically and
visually where required to ensure the blanks and valves are shut.
Operation Of Valves
The manipulation of tank, deck line and pump room valves is the responsibility of the
Chief Officer assisted by other Officers.
Cargo valves shall be operated by the duty ratings and cross checked by the Duty
Officer or other responsible person designated by the Chief Officer.
Following are general guidelines to be kept in mind:
a) Keeping Valves Closed: All cargo system valves, ballast and vent valves when
not in use must be kept closed.
Rev No. : 3
b) Manifold Valve: Manifold valve must be opened last – just before the transfer
begins. If the transfer is stopped, even for a short while, the manifold valve
must be closed. Manifold should be monitored throughout cargo operations.
c) When handling Highly Toxic / Highly Corrosive cargoes, the person
monitoring the manifold should stand at a safe distance to minimise risk of
exposure to cargo.
d) Changing Tanks: When changing tanks, the valve for the next tank must be
opened before closing the valve of the tank to be shut off.
e) “Walking Back” Fully Opened Valves: When a valve is opened fully, it should
be “walked back” about one turn to prevent it from jamming open.
f) Stopping Transfer: Flow of cargo into the vessel must be stopped by shore
valves. Flow of cargo or ballast out of the vessel must be stopped by vessel
valves.
g) Close & Open valves slowly to avoid pressure surge in pipelines.
Common Line Handling
1. Common line is useful for handling cargoes of the same grade instead of
connecting jumpers on the manifold.
2. It minimizes the risk of cargo leakage from connections or cargo hoses and
improves safety of cargo operation.
3. It improves the cargo transfer rate and simplifies cargo handling.
4. Vessel should as far as possible use common line for discharging Toxic /
Corrosive cargoes.
5. At some terminals cargo transfer by flexible hoses is not allowed. Under such
circumstances, vessel MUST use common line.
6. Certain cargoes do not meet flexible hose compatibility and transfer is
required to be carried out by common line.
7. Common line is used if adequate hoses reducers, spool pieces or jumpers are
not available on board.
8. Common line usage for lub oil additives, solidifying cargoes and polymerizing
cargoes should be avoided as far as possible.
Refer “Cargo Transfer Checklist (OP-CHEM-04)” for common line precautions during
cargo transfer.
Record of use of Common Line is to be maintained using the form " Cargo History of
Common Manifold."
Rev No. : 3
Pressure Surge
A pressure surge is generated in a pipeline system when there is any change in the
rate of flow of liquid in the line. The surge can be dangerous if the change in the flow
rate is too rapid.
If the total pressure generated in the pipeline exceeds the strength of any part of the
pipeline system upstream of the valve, which is closed, there may be a rupture
leading to extensive spillage.
The potential hazards of pressure surges (shock pressure, known as water hammer
or liquid hammer) resulting from rapid operation of the valve must be emphasized
upon all personnel involved in cargo operations.
The following precautions should be taken to avoid pressure surge during cargo
transfer:
1. Shut down procedures should be in place, pumps to be stopped or pump
discharge valves shut before manifold valves or valves in the shore pipeline
are shut.
2. During loading, when the flow is diverted from one tank to another, the
valves on the tank about to receive cargo should be fully open before valves
of tank to be isolated are shut.
3. On completion of loading, the flow should be stopped by the terminal using
shore valves and not by shutting of ship’s manifold.
4. The closing timing of all hydraulic and pneumatic valves must be tested and
set to over 30 secs to avoid surge pressure during valve operations.
Overfill Protection
High level and over fill alarms should be tested prior every cargo transfer operation.
These should be kept operational for cargo transfer operations. The crew on deck
should be familiar with these alarms and must notify the CCR in case of activation.
The activation of these alarms should be anticipated and immediate investigation
must be carried out to find the reasons for activation. If additional time is required to
continue the investigation, then the transfer operation must be stopped. Under no
circumstances should the activation of high level or overfill alarm be ignored. The
high level or over fill alarms must not be bypassed. Master and Chief Officer should
leave explicit instructions in the cargo operation plan about action to be taken in
case of inadvertent or unexpected activation of high level or over fill alarms.
Rev No. : 3
SECONDARY MEANS OF PRESSURE / VACUUM RELIEF

Secondary means of allowing full flow relief of vapour, air or inert gas mixtures shall
be provided to prevent over-pressure or under-pressure of the tanks in the event of
failure of the primary venting arrangements during loading, ballasting and
discharging. Secondary venting may also be provided by the use of pressure sensors
fitted in each tank to monitor the pressures in the tank atmosphere. The pressure
sensors must provide visual indication of tank pressure and must be fitted with an
audio visual alarm in the cargo control room. In order to prevent inadvertent
operation there shall be a clear visual indication of the operational status of the inert
gas valves.
Following pressure alarm settings are recommended for the vessel fitted with
pressure sensors in each tank and having an audio visual indication in the CCR.
Following is the recommended pressure alarm settings for individual tank sensors.
While operating in inerted mode
The high pressure alarm should be set at 10% higher than the normal opening
pressure of the PV valve.
Low pressure alarm: +100 mm WG.
While operating Vapour return mode
Individual tank pressure alarms The high pressure alarm should be set at 10% lower
than the normal opening pressure of the PV valve.
Low pressure alarm: +100 mm WG.
Additionally as per CFR 46.39.13-20 requires that the vessel fitted with Vapour
collection system should be provided with a sensor in the main vapour collection line
to monitor the pressure within the vapour transfer line. In order to prevent release
of the vapour into the atmosphere during a transfer the alarm for the main line
pressure must be set as given below.
High pressure alarm should be set at 10% below the normal operating pressure of
the PV valves.
If tanks are inerted the low pressure alarm must be set such as to prevent vacuum in
the tank recommended value for setting is at 0.144 psig (101mm WG) if the tanks
are non inerted then the low pressure must be set at the lowest value at which the
vacuum valves normally operate.
Non Inerted tanks
High and low pressure alarms should be set at 10 % outside the normal opening
pressure of the pressure and vacuum valves, i.e. 10% above the opening pressure of
the pressure valve and 10% below the opening pressure of the vacuum valve.
Rev No. : 3
The alarm setting may only changed with master’s permission and any change
should be notified all concerned personnel. Prior every cargo operation the pressure
alarm settings must be inspected, verified for a suitable value and recorded suitably
as per management of change process.
CONNECTION / DISCONNECTION OF SHORE HOSES AND ARMS
Usually, shore hose connection / disconnection is done by the terminal. The vessel
must have sufficient crew members to perform shore hose connection /
disconnection if required.
A responsible vessel officer must supervise any connecting or disconnecting of cargo
hoses and loading arms.
The officer must ensure that:
1. Personnel engaged in connection of cargo hoses are wearing the PPE Level
applicable for the cargo being handled.
2. The hose or loading arm is in good condition, free from any cargo residues
and long enough to allow for vessel movement due to tide and changes in
draft or trim.
3. Hose is suspended with saddles or straps so that the bend radius is never less
than 12 times the hose diameter.
4. Falls or slings which support the hose, are made fast to a bit or cleat, never a
gypsy head.
5. Sufficient numbers of reducers, gaskets, nut / bolts must be kept readily
available on board for manifold connection.
6. All bolts are used for flanged connections. Only one gasket should be used
each time the connection is made.
7. All bolts must have at least 3threads visible after the nut is fully tightened.
8. As far as possible, use of flexible hoses on manifold as jumpers is to be
avoided in order to prevent any leak / spill of the cargo. When absolutely
necessary to use flexible hoses, such hoses should be properly supported and
tested by air / nitrogen pressure for leakage prior cargo operations.
9. After completion of cargo operation,Nitrogen or compressed air should be
used to displace products in cargo hoses or loading arms whenever possible.
10. After disconnection, cargo hoses must be secured using blank flange and
connected using all nut / bolts.
11. All cargo hoses belonging to the vessel must be cleaned and gas freed before
stowing.
Rev No. : 3
Line Flushing
For certain sensitive cargoes the cargo line may be flushed in to slop drums prior line
samples are taken. Care should be taken to flush one line at a time. Surveyors
should be consulted to confirm the method and necessary quantity for line flushing,
sampling method and positions. An agreement must be reached on the cargo
quantity required for flushing and whether such flushing is to be stopped by ship’s
order or by shore order. The drums of slopped product and the cargo collected
during the line flushing should be landed back to the terminal. An agreement should
be made with the terminal during the pre transfer meeting to this effect.
Line Draining / Clearing
Line clearing is required to be carried out:
1. On completion of loading (each line system).
2. After any cargo transfer (from tank to tank).
3. After cargo recirculation operation.
4. After part discharge from any tank(s).
5. On completion of discharging each line system must be cleared.
6. After stops in the cargo handling which may cause line solidification.
On completion of loading, the ships cargo deck lines should be blown back into
appropriate cargo tanks to ensure that thermal expansion of the contents of the line
can not cause leakage or distortions. The hoses or arms and perhaps a part of the
pipeline system between the shore valve and the ships manifold are also usually
drained in to the ships tanks. Sufficient ullage must be left in the final tanks to accept
the draining of the hoses or arms and ship or shore lines. On completion of discharge
ship’s cargo lines should be blown ashore.
When draining is complete and before hoses or arms are disconnected, ships
manifold valves and shore valves should be shut and the drain cocks at the vessel’s
manifold should be opened to drain in to fixed drain tanks or portable drip trays
(except for toxic / incompatible cargoes). Cargo manifolds and arms or hoses should
be securely blanked after being disconnected and prior lowering to the terminal. The
contents of portable or fixed drip trays should be transferred to a slop tank or other
safe receptacle and later disposed in accordance with applicable MARPOL
requirement with relevant entry in ‘Cargo Record Book’ under Code ‘K’.
Precautions when Tanks are Close to 98% Full
When lines are being drained into a tank which is close to 98% full extra care should
be exercised to ensure that overflow does not take place. In particular following
precautions should be taken:
Rev No. : 3
1. Confirm the quantity that is contained in the line and ascertain that tank has
sufficient ullage to take the quantity without reaching 98%.
2. Man standby at manifold to close the valve if required.
3. An officer monitoring the High Level / Overfill Alarm and Remote Ullages.
4. Proper communication between ship / shore.
5. Draining should be done under gravity as far as possible to avoid excessive
pressure / volume.
6. This operation should not be done when carrying out other critical operations
such as topping off tanks, stripping, connection / disconnection, etc.
Note: If vessel does not have sufficient ullage to safely take the drained quantity,
then lines should be blown back to shore.
Procedure for Clearing of Shore Hoses And Ship’s Cargo Pipe Lines
Effective clearing of lines after transfer of cargo is an essential process. Lines if
cleared effectively this will prevent cases of loss of primary containment, subsequent
contamination of the cargo remaining in the lines, Freezing of line for solidifying
cargoes and damage of valves, seat and pipelines due to expansion or contraction of
cargo remaining in the line post cargo transfer. Clearing of lines can be carried out
with the use of Compressed air or Nitrogen. The operation should be controlled and
supervised by a responsible officer.
While Compressed air is suitable and easily available on board the vessel however it
is not a suitable medium to clear lines while handling flammable products and
products which are padded with nitrogen for quality reasons and products which are
sensitive to oxygen. In any case whenever compressed air or Nitrogen is used for line
clearing the following precautions should be strictly observed in order to avoid the
possible creation of a hazardous static electrical charge or mechanical damage to
tanks and equipment:
1. The procedure to be adopted must be agreed between ship and terminal.
2. There must be adequate ullage in the reception tank. There is a risk of over
flow and over pressurization when Nitrogen or compressed air is blown into a
loaded tank.
3. To ensure that the amount of compressed air or nitrogen is kept to a
minimum, the operation must be stopped soon as the line has been cleared.
Rev No. : 3
4. The line clearing operation must be supervised by a responsible deck officer.

The tank pressure should be continuously monitored. The nitrogen when
received from sources ashore, this may be supplied at excessive rates. The
flow must be strictly controlled to prevent overflow and over pressurization
of the tanks.
5. Shore hose and ship’s manifold must be blanked soon after disconnection
after the transfer operation.
LINE BLOWING
This operation is carried out while the tanks and lines are empty to verify that the
lines are free of water and debris after tank cleaning and gas freeing. On some
occasions this operation is carried out using live steam to dry out and clean the line.
1. Care should be taken while line blowing with air, nitrogen or steam since it
may cause excessive tank pressure and hence tank openings are to be kept
open.
2. Lines are first blown out on deck through the drain pipe before it is blown
into the tank.
3. All concerned persons should wear appropriate PPE.
4. The supply line should be crack opened and checked for pressure. For ships
fitted with compressed air / nitrogen reservoir, drain the condensate and
confirm the availability of adequate pressure in the reservoir tank.
5. One person should standby at tank valves and another person should control
supply inlet near manifold.
6. Line blowing should be carried out in a way that tanks and lines to be blown
are carried out one by one.
7. Secure all valves after completion of line blowing.
Refer to Appendix 2 for guidelines on Line blowing procedures to be used for various
conditions.
Procedures for Line Blow Through Operation (With Pig)
When carrying out Line blow through operation with pig, in addition to all
precautions described in above section, the following precautions are to be
followed:
Rev No. : 3
A. The system should be designed so that the pig seals in the line during the
operation and in the trap once the operation is complete. A restrictive orifice
sized to cargo venting capacity may also be used. Sensors and alarms may be
installed to detect ‘blow by’ and pig disintegration. Sight glasses and operator
monitoring personnel improve the ability of detecting problems in line
clearing operations. Procedures must be in place to insure the correct pig
(type and size) is used.
B. The pig should be introduced at the pig launcher. Care must be taken to
ensure that the pig is properly positioned in the launcher. The pressure
should be equalized between the line and the pig launcher.
C. The vessel should open its manifold valve part way. Compressed gas should
be introduced into the launcher, behind the pig, to begin moving the pig
through the line. Personnel should monitor the flow of cargo and the
movement of the pig throughout the operation and communicate this
information to each other. Once the pig enters the pig trap, the shore valve
and vessel manifold valve should be closed immediately. The line and hoses
from shore to vessel manifold should then be cleared directly as described
previously.
SHIP TO SHIP (STS) TRANSFER OPERATION
Ship to Ship transfer’ is to be carried out in accordance with approved ‘STS Plan’ of
the ship.
Refer to “STS Transfer Checklist” for associated precautions.
In addition below is a guideline for Chemical tankers engaged in ship to ship transfer.
The ship to ship (STS) transfer of cargoes carried on chemical tankers is a frequent
operation. The guidance covers cargo transfer operations in open waters and
roadsteads, either between two chemical carriers, or between a chemical carrier and
barges. It is not intended to cover discharge to a barge from a chemical carrier
already at a terminal, because that is considered to be normal cargo handling under
the supervision and control of the port or terminal authorities.
Below guide provides advice about special equipment necessary, and preparation of
contingency plans for dealing with emergencies. In general, observance of the
procedures followed when handling cargo alongside a terminal will ensure safe ship
to ship transfers. However, an important additional task is careful pre-planning of
the operation, noting instances where shore provision of materials or labour for
handling equipment is normal terminal practice, and identifying on board or external
sources of material or personnel to perform those duties during the ship to ship
operation.
Rev No. : 3
Responsibility
In general, it is the responsibility of the ships' operators and agents to obtain any
permission necessary for a ship to ship transfer operation, especially if the transfer
area is within the jurisdiction of a port authority.
The general principles of a transfer, the area in which the transfer will take place,
and the compatibility of the ships should follow the advice in the STS Guide, with
safety always the primary consideration.
Ship operators or the local agent should advise a master about documentation
requirements, especially customs documentation, well in advance of the transfer. It
is normal for the quantity transferred to be agreed between masters of both ships in
accordance with operator's instructions.
When preparing for a ship to ship transfer the two masters involved should agree at
the earliest opportunity on every aspect of the transfer procedure, and agree which
person will be in overall advisory control of the operation (this may be one of them
or an experienced STS superintendent). At all times, however, each master will
remain fully responsible for the safety of his own ship, its crew and its cargo, and
must not permit safety to be jeopardised.
Rev No. : 3
Communications
The STS Guide gives advice on establishing communications at the earliest
opportunity, and provides an example of an initial voyage instruction. Satisfactory
communication between the two ships involved is an essential requirement for a
successful ship to ship transfer operation. Neither approach and mooring, nor
unmooring, should be attempted until satisfactory communications are established,
and if during cargo operations there is a breakdown of communications on either
ship, all operations should be suspended until they are satisfactorily restored.
Navigational warnings
The person with overall advisory control should arrange for broadcast of a
navigational warning about the transfer, as described in the STS Guide, and should
arrange for its cancellation on completion of the operation.
Weather conditions and limitation
It is impracticable to lay down the limits of weather conditions under which STS
transfer operations can safely be carried out. All available weather forecasts for the
area should be obtained before the operation begins. Thus any decision to proceed
will be taken in the light of best available knowledge.
Pre-transfer preparations on each ship
Preparations on each ship in readiness for the operation, the approach of the ships
to each other, berthing and mooring of the ships and safety procedures when
alongside, are all well described in the STS Guide. When preparing cargo loading and
discharging plans, due regard should be given to ensuring that adequate stability is
maintained, hull stresses remain within sea-going limits, and that free surface effects
are kept to a minimum throughout.
Remember that normal shore resources will not be available and that prior
assessment will help to avoid incorrect decisions that could compound an
emergency and increase the peril for one or both ships.
The cargo operation should be planned and agreed between the two ships, and
should include information on the following, where applicable:
1. Quantity of each grade of cargo to be transferred, and the sequence of
grades.
2. Cargo data from data sheets, and copies of the data sheets if available.
3. Details of cargo transfer system to be used, number of pumps and maximum
pressure.
Rev No. : 3
4. Initial, maximum and topping off pumping rates. The discharging ship should
be informed by the receiving ship of the flow rates required for each of the
different phases of the cargo operation.
5. Notice of rate change, and transfer shutdown procedures. If variations in
transfer rate subsequently become necessary due to circumstances on one
ship, the other should be advised accordingly.
6. Emergency and spill containment procedures.
7. Watch or shift arrangements.
8. Critical stages of the operation.
9. Local and government rules that apply to the transfer.
Cargo transfer operations
When the two ships are securely moored, and before cargo transfer commences, the
pre-transfer checks should be satisfactorily completed. In addition, attention should
be given to completion, as far as practicable, of the appropriate Ship / Shore Safety
Checklist.
Hose strings should be of sufficient length to avoid over-stressing and chafing
throughout the cargo transfer. To establish the correct hose length, changes in
relative freeboard and ship movement must be taken into account. Only hoses in
good condition and suitable for the cargo to be transferred should be used. The
agreed transfer rate should not exceed the manufacturer's recommended flow rates
for the cargo hoses.
Vapour return and vapour balance between ships during an STS operation can be
problematic. Its main advantage will be to limit the need for vapour release to
atmosphere, and crew exposure to the vapour. But attention must be given to
provision of a flame arresting arrangement. For some cargoes-specified in the IMO
Codes, vapour return is mandatory, and STS operations will be dependent on
provision of correct vapour return equipment.
Throughout cargo operations, the discharging ship and the receiving ship should
each station a responsible person at the cargo manifold area to observe the hoses
and to check for leaks. In addition, throughout the cargo transfer, the discharging
ship should station a responsible person equipped with a portable radio at or near
the cargo pump controls to take action as required. Regular transfer rate checks and
comparisons should be made between the two ships, and the results logged. Any
differences or anomalies revealed should be carefully checked, and if necessary
cargo operations should be suspended until the differences are resolved.
Rev No. : 3
During cargo transfer, appropriate ballast operations should be performed on both

ships in order to minimise extreme differences in freeboard ' and to avoid excessive
trim by the stern. Listing of either ship should be avoided, except as required for
cargo tank draining on the discharging ship.
Regardless of the type of ship, any ballast which is discharged overboard should be
clean. All other ballast should be retained on board or transferred to the discharging
ship.
Completion of cargo transfer
After completion of cargo transfer, all hoses should be drained into the receiving
ship prior to disconnecting. Disconnecting of cargo hoses should receive careful
attention, as it is a procedure not usually undertaken by ship's personnel. Cargo
manifolds and cargo hoses should be securely blanked. Relevant authorities, if any,
should be informed of completion of cargo transfer and the anticipated time of
unmooring. Any navigational warning issued should be cancelled.
Ship to ship transfer using vapour emission control systems - chemical tankers
procedure
Vapour Balancing
Before carrying ship to ship transfer operation using VEC systems reference is to be
made to the operational guidelines contained within ISGOTT, ICS Chemical Tanker
Safety Guide and other applicable reference publications.
The technique is properly described as Vapour Balancing Use of Inert Gas for oxygen
dependent inhibited cargoes may be dangerous (e.g. Styrene Monomer). IBC code
requirements for specific cargoes to complied with. The vessels VECS manual
requirements are to be complied with.
Before commencing transfer the following operational precautions must be
complied with as a minimum for inerted tanks and non inerted tanks as applicable.
 At least one of the vessels must be able to permanently monitor the oxygen
content of the vapour stream. The sample point must be close to the
manifold and audible and visual alarms are to be available should the oxygen
content exceed the agreed value.
 The oxygen content of all tanks in the common system is to be maintained at
a level no higher than the agreed value.
 The vapour transfer hose is to be purged of air using inert gas or nitrogen
until the oxygen content is below the agreed value before transfer
commences.
Rev No. : 3
 Vapour manifold valves are not to be opened until the receiving vessel
system pressure exceeds that of the discharging vessel system pressure.
During the Cargo Transfer:
 For inerted system, operations are to be terminated, if the oxygen content of
the vapour stream exceeds the agreed value. Operations are not to be
resumed until the oxygen content in the receiving ship has been reduced
below the agreed value.
 There is to be frequent monitoring of both ship’s IG pressures with cross
comparison on a regular basis and at least hourly. Transfer volumes are to be
compared on the same basis.
 No air is permitted to enter the tanks of the discharging ship at any time
 The guide lines contained in the OCIMF Ship to Ship Transfer Guide
(Petroleum) and ICS Chemical Tanker Safety Guide Ch 5.14 shall be complied
shall be adhered to for the STS operation.
CARGO LOADING
Condition of Tank Prior Loading
Cargo tanks must be cleaned to the standard necessary to meet the requirements
for the next cargo. The requirements for tank cleaning should obtain from the load
port surveyor prior arrival in port. The last three cargoes carried in each nominated
tank should be declared to the shipper prior vessel’s arrival in port. The master
should not present the tanks for inspection until he has ascertained that the
nominated tank meet the shippers requirements. The tanks must be prepared as
required and the charterers should be advised of the progress of the cleaning and
time required for the necessary preparations. The operation team in the company
should be advised of the progress of cleaning. As an operational standard practice in
the absence of any specific tank cleaning instructions received from the Charterers
cargo tanks are to be cleaned at the earliest available opportunity to water white
standards.
Refer to “Section 4” for further guidance on tank cleaning.
Tank Inspection Prior Loading
1. The chief officer will accompany the cargo surveyor to ensure agreement that
tanks are empty and fit to receive the cargo.
2. Prior tank inspection, the Chief Officer must ensure, tank lines / vents and
drains are blown through and empty.
3. Drop and discharge valves should be left open.
Rev No. : 3
4. In case tank entry is required for tank inspection, comply with Enclosed Space
Entry Procedures.
5. Approved flash lights, shoe covers and cotton gloves necessary for tank
inspection should be prepared prior vessel arrives in port.
6. Care should be taken to ensure there is no formation of sweat in the tank.
7. Proper record of inspection procedure and timings should be maintained on
board.
8. The reference heights of empty tanks should be carried out prior every
loading.
9. The ‘Clean Tank Certificate’ must be obtained from the cargo surveyor prior
commencing loading operation.
LOADING RATES
The loading rate should always be agreed during the Ship-Shore Safety Meeting
based upon the vessel type, pipeline’s diameter, number and specific grades being
handled, Static Electricity hazards, venting capacity and P&A manual. The vessel
should always request the optimum rate that it could safely handle and issue a letter
of protest if such rate is not supplied.
Cargo Loading Procedures and Precautions
The procedures and precautions for the cargo loading operation are to be
documented in the “OP-CHEM 01 Cargo operation and Tankcleaning plan.
Pressure Loading
Loading Overall (Splash Filling / Free Fall Loading)
Start of Flow
1. The manifold area should be monitored during the entire transfer operation.
2. Ship staff must collect samples of the first flow prior the ship’s manifold valve
is opened. Only if satisfied with the quality of the product should it be
allowed to enter.
3. Loading should start at a slow rate.
4. The Chief Officer should check all tanks including empty ones to ensure that
cargo is entering into the correct tanks properly and that there is no leakage
from the lines, into pump rooms, cofferdam or onto the sea.
5. Thereafter regular checks must be made to ensure that the cargo system is
free of leaks until completion of the entire operation.
Rev No. : 3
6. When all checks have been made and the operation is found to be in order,
the loading rate may be increased gradually to the agreed maximum, taking
into account the following:
a) Working pressure of ship’s lines and hoses being used.
b) Capacity of vapours or vent lines.
c) Capacity and the required ullage in cargo tanks.
d) Nature of Cargo.
Control of Flow
When loading two or more tanks simultaneously with the same grade of cargo, the
following should be practised:
1. The flow of cargo to tanks must be controlled by the tank delivery valve, or
manifold valves of specific tanks, whichever is applicable (unless loading
overall).
2. Such valves must not be closed completely or rapidly unless another tank is
open to receive the flow. Shore personnel must be instructed to slow the
loading rate as per the agreement when finally topping off tanks.
If the high level alarms are activated at an unexpected time, the loading operation
must be stopped and the matter should be investigated and corrected prior
resumption of loading operation.
Loading rate into the tank must be reduced prior topping off. Tanks where loading
has been completed should be isolated from others by two (2) valve segregation. On
completion of loading the cargo, the flow must be stopped on shore and not by
shutting vessel's valves.
Progress of Loading
The Chief Officer and the officer on watch must always be vigilant whether the
loading operation is progressing in a smooth, safe, secure and efficient manner and
carry out the following:
1. Ullages, tank temperatures and tank pressure, transfer rate must be
continuously monitored and recorded.
2. The quantity obtained by measurements using fixed level gauges should be
cross-checked at regular intervals using portable means like UTI tapes and
recorded.
3. Loaded quantity, loading rate and estimated time of completion of loading
should be calculated and recorded.
Rev No. : 3
4. If there is a large discrepancy in loading rates from those calculated at the

previous periodical measurement or the loading plan, the officer on watch
should enquire about the reasons from the responsible person on the shore /
barge and inform the chief officer and master accordingly.
5. Ship shore quantity should be compared at regular intervals. Should a
difference exceeding 2% be observed, the chief officer should be notified.
The difference must be investigated and the terminal notified. If the
difference exceeds 5%, loading must be stopped at once and chief officer
should be informed.
6. The officer on watch should keep periodical contact with the shore or barge
representative as well as crew members in charge of the manifold or engine
room.
7. The stop ullages must be recalculated closer to completion with the current
temperature of the cargo.
8. Stress and stability must be calculated at regular intervals and compared with
the cargo operation plan. Any significant variation must be brought to the
knowledge of Chief Officer.
9. Chief Officer must present himself in the CCR during any critical stages of
transfer. Critical stages are usually Starting / Stopping cargo, Topping off, Line
clearing, Nitrogen Purging / Padding Etc. If Chief Officer is unable to be
present due to rest hours or other requirements, Master shall be present in
lieu.
10. During loading operations any delays or stoppages must be immediately
notified to the chief officer and the master.
11. Duty officer must immediately notify Chief Officer or Master, if he cannot
understand any instructions from shore due to language barriers or lack of
clarity.
Topping off Procedures
The following points are to be considered during “topping off”:
1. The pre-loading meeting must include written agreement on the
arrangements and notice required for "topping-off". The number of valves to
be closed during "topping-off" should be kept to a minimum.
2. Communications - both internal & external are verified to be in order.
Terminal must be advised prior tanks are topped off.
3. When required, additional personnel must be mobilized prior the topping
operations.
Rev No. : 3
4. The loading rate should be reduced to a safe level as per the initial
agreement. This will require a request to the shore to reduce the rate and
shall take into account time required to effect such reduction. Ship tank
valves should not be used to reduce the rate as this can lead to pressure
surges or excessive pressure in the system.
5. Attention should be paid to any activation of the high level alarms during
topping off. Tanks must be topped off to a stage where overfill alarms are not
activated. So that any inadvertent increase in level can be detected.
6. Remote level gauges should be used for static accumulator cargoes. Where
permitted in case of non static accumulator cargoes portable UTI / MMC
ullage gauges should be used for "topping-off". For static accumulator
cargoes adequate relaxation time should be allowed prior use of portable
devices.
7. The proper functioning of level gauges should be verified from time to time
during the operation.
8. Where fitted sighting ports should also be used effectively in addition to UTI /
MMC ullage gauges.
9. When handling toxic cargoes if the UTIs available on board are not certified
for closed use, then remote gauging alone must be used for monitoring the
level of the tank.
10. The vessel is kept upright as far as possible during topping operations and
thereafter until completion of loading.
11. Tanks not being loaded and tanks which have already been loaded must be
frequently checked for any change in level.
12. The final stages of tank filling should be well staggered to allow one tank to
be “topped-off" at any one time. After "topping-off" individual tanks, master
valves should be shut, where possible, to provide two valve separation.
13. One tank in each grade should always be kept slack as a "Dump tank". If a
valve failure or major leak is experienced, such that a tank being "topped-off"
cannot be closed off, the availability of a "crash tank" will provide space to
divert the flow during an emergency reduction in rate or complete stoppage.
The "Dump tank" would always be the last tank to be loaded.
14. On completion of loading, the flow must be stopped on shore and not by
shutting vessel’s valves. All the vessel’s valves must be shut thereafter.
Rev No. : 3
Cargo Calculation
A. After completion of loading, all efforts should be made to determine cargo
quantity as accurately as possible.
B. If practicable, cargo temperatures must be obtained from at least two levels.
When the gauging has been done in stream or in unprotected waters where,
due to wave action the vessel had not been steady, suitable remarks should
be inserted in the ‘Ullage sheets’ and/or ‘Statement of Facts’.
C. The vessel’s final figures should be compared against final shore figure or ‘Bill
of Lading’ figure.
D. The Master MUST issue ‘Letter of Protest’ if there is difference between
these figures.
E. In case of significant difference between ship and shore figures, manual
gauging shall be carried out to verify remote gauge readings.
F. The reporting to the charterers and Office must be carried out in case the
difference is exceeding the
G. tolerance limit as given in the charter party or charterer’s or owners
instructions, whichever is less. In case there are no specific tolerance limits
given, then a figure of 0.3% is to be taken as standard.
Cargo Quality
1. To monitor the quality of the cargo, samples must be taken as mentioned in
Section 5.1 of this manual.
2. When loading fine grade Chemicals, first foot sample analysis is carried out
by the surveyor at the load port. If sample fails this analysis, a fresh sample
should be drawn from the tank without loading any further and analysed. If
the second sample also fails the test, Office must be informed for arranging
P&I attendance. Second Foot / additional cargo is not be loaded without
office approval.
3. The master must ensure that cargo is loaded at its normal loading
temperature. If he has reason to believe that cargo is not being delivered to
the vessel at correct temperature and it may affect the quality of cargo
onboard or cause damage to the tank coating or ship’s structure, he must
issue ‘Letter of Protest’ and immediately inform Charterers and Office.
Rev No. : 3
4. Clean petroleum product cargoes and base oils, which are not miscible with
water, should be checked for presence of free water using UTI tapes / oil
interface detector upon completion of loading. If any water content is
noticed, it must be accounted for in the Ullage report to determine the exact
quantity of the cargo. The Master should issue ‘Letter of Protest’ for presence
of free water in the cargo. For base oils, dead bottom samples shall be drawn
to detect presence of suspended water.
5. Some sensitive chemicals are loaded in tanks after nitrogen purging of the
tanks. It must be ensured that O2 content of tank atmosphere is checked
after the purging is complete and it is found satisfactory to load the cargo. If
not, matter must be taken up with the terminal to get tank atmosphere to
correct condition before accepting the cargo. In case vessel is facing a
problem in achieving this, the charterers and Office must be informed
immediately for further action.
6. Padding of tanks – The Master shall issue letter of protest if tanks are padded
at loadport without written instructions.
7. At discharge port, if cargo sample is alleged to be off specification, a re-
analysis should be requested and Charterers and Office must be consulted
immediately for taking appropriate action.
Adding Substances to the Cargo
Adding any substance to the cargo onboard should not normally be accepted as
improper mixing may result in the necessary result not being achieved. Before
adding any substance to the cargo, approval from Owners / Charterers and Office
must be obtained. LOI will be required by Owners in this case. Conditions for adding
substances to the cargo are as follows:
a) Adding water to the cargo for dilution.
b) Adding additive to the cargo for stabilization / colour / legal purposes.
c) Blending of different grades.
d) Adding inhibitor for safer handling of the cargo.
The ship staff should only facilitate the addition of substances to the cargo as
advised by the charterer but not physically add themselves.
Blending of cargoes at sea is prohibited.
DISCHARGING
Discharging Procedures and Precautions
Rev No. : 3
Procedures and precautions to be followed during discharging are to be documented

in the “OP-CHEM-O1 Cargo Operation & Tank cleaning Plan”.
Emergency Stops
All Deck Officers and ratings must be fully conversant with the procedures for
stopping cargo pumps in an emergency. Such devices should be regularly tested and
records of same maintained. The terminal regulations / procedures for Emergency
Stop Device (ESD) must be discussed and clearly explained to all concerned crew
members prior commencing cargo transfer operation. In case of an Emergency if
cargo operations are required to be stopped then crew members should do so
promptly.
An emergency signal should be agreed during the pre-transfer agreement between
the Ship and the Terminal. In case the signal is initiated at any point of time during
the operation, cargo operations should be immediately stopped.
Discharge Pressure Restrictions
Any discharging restriction placed by the terminal must be included in ‘Ship Shore
Safety Checklist’ and a suitable ‘Letter of Protest’ should be issued to the terminal
for ‘SLOW DISCHARGING’ to avoid future disputes with charterers.
When discharge pressure limitations are imposed, on no account should the
discharge pressure exceed the maximum stated by the shore, otherwise bursting of
the hoses may result. Pumping log indicating the hourly discharge rate and manifold
pressure should be filled for every grade and port, such logs should be endorsed by
loading master or terminal representative.
Ullaging / Sampling Prior to Discharge
Before commencing discharge of cargo, the cargo surveyor together with the Chief
Officer will check the ullages of the tanks to be discharged to calculate cargo
quantities to be discharged. The method used for calculating specific density at the
disport must be the same as the method used in the load port.
These figures must be compared to the loading port cargo figures. In the case of a
significant discrepancy every effort must be made to establish the cause, including
checking of void spaces and re-taking of temperatures.
Rate of Discharge
The vessel should be ready to discharge on completion of checking cargo figures. Any
delay encountered in this should be protested against.
Rev No. : 3
Charter Parties usually contain a provision guaranteeing a certain rate of discharge,

normally pressure of 100 psi (7 kg/cm2) at ship’s rail or discharge of entire cargo
within 24 hours. Some installations are unable to receive at this rate resulting in lay
time being exceeded. Discharge should be carried out at maximum achievable rate
permitted by terminal. To establish proof of excess time used and thereby ensure
payment of demurrage, a written protest should be made as quickly as possible in
order to give the installation opportunity to improve on their reception.
Upon commencement of discharge, a cargo pump discharge log is to be started up
and pressure maintained at manifold is to be noted accurately and regularly at
intervals not exceeding one hour.
Where applicable a continuous record of the Inert gas operations must be
maintained
Commencement and Progress of Discharge
When deepwell (such as Framo and Kosaka) cargo pumps are used in parallel to
discharge into a common discharge line, it is essential that the discharge pressures of
all pumps in the group are balanced to prevent backflow of cargo causing overflow
of one or more tanks in the group. All tanks should be closely monitored during this
time.
Commencement of Discharge
The following procedure is common to all types of deep well pump and must always
be followed when commencing discharge. Where the procedure refers to a specific
hydraulic system pressure, users of electric pumps should use the equivalent power
consumption figure determined from the manufacturer’s operating instructions or
from experience.
1. The number of full (98% capacity) tanks to be commenced as a group must
not exceed two.
2. Ensure that cargo tanks, which are not part of the group to be initially
discharged are isolated from the group.
3. Start the pumps in pairs at a minimum 100 bar hydraulic pressure and open
the pump discharge valves. At this pressure the pump will run smoothly but
produce minimal cargo backpressure.
4. When all pumps are running at 100 bar hydraulic pressure, check the ullage
levels in all tanks in the group and the cargo back pressure at the pump
gauges and/or the manifold.
Rev No. : 3
5. When satisfied that the situation is stable, increase the hydraulic pressure to
each pair of pumps in turn in increments of 10-20 bar until all pumps in the
group are running at the same hydraulic pressure and the required cargo
backpressure at the manifold has been achieved.
6. To add additional pumps to the group at a later stage in the discharge
operation, reduce the hydraulic pressure of the pumps already running to
100 bar. Open the isolator valves of the additional pumps and start them at
the same pressure, then open their discharge valves.
7. Bring the Level of all cargo tanks with the same cargo to be discharged to
below 90%.
Chief Officer or in his absence the Master should be present in the control room
during initial stages of discharge.
PROGRESS OF DISCHARGE
1. Progress of the discharge must be closely monitored.
2. Tanks are to be discharged as quickly as possible to achieve back pressure as
agreed between vessel and shore in writing, which should not be exceeded.
3. The estimated time of completion must be calculated basis the rate of
discharge. Terminal, surveyor must be given notice of completion as
required.
4. Tank levels must be monitored continuously to prevent dry running of
pumps.
5. Stripping of tanks must be carried out in accordance with the P&A Manual to
minimize the contents remaining in the tank.
6. For certain cargoes, the discharge is maximized by squeezing the bottom of
the tanks into the pump stacks. “Refer to section 3.11 for squeezing
procedures”.
7. High viscosity and solidifying cargo require special handling precautions to
ensure entire cargo is effectively discharged. These precautions may include
staggering ballast operation, recirculation cargoes, heating of cargoes etc. It
is essential that the ship’s officer have planned well in advance depending on
the nature of the cargo.
Chief Officer should be present during critical operations such as sampling,
connection / disconnection, stripping and line blowing. If Chief Officer is unable to be
present due to rest hours or other requirements, Master shall be present in lieu.
Rev No. : 3
Preventing Cargo Contamination while Discharging

The following precautions can help prevent inadvertent contamination of cargo
during discharging:
A. Maintain a minimum of two valves separation throughout the discharge of
multiple grade oil products. Chemicals must be maintained under positive
segregation.
B. While handling multi-grade cargoes, upon completion of each grade, valves
should be sealed and the seals pointed out to the inspector and logged. CCR
hydraulic valve knobs must be isolated. If possible, leave seals in place until
discharge is completed and ask the inspector to note the fact.
C. The most sensitive grade should be discharged first, if possible.
A watch officer discovering contamination should:
1. Stop discharging the relevant cargo.
2. Close that system’s valves.
3. Advise the chief officer, who advises the master and who contacts the owner
and his local P&I correspondent.
4. The master should:
a) Sample the remaining cargo and request testing.
b) Await instructions from the owner.
c) Never try to conceal a handling error, which may have resulted in
contamination. The sooner problems are identified, the less the
owner’s potential exposure.
Tank Inspection after Discharge
Upon completion of discharge the cargo tanks will be inspected by receiver’s
representative or surveyor accompanied by the chief officer to determine whether
the tanks have been properly drained. Once satisfied a dry tank certificate will be
issued.
However if the cargo tank has significant quantities of un-pumpable cargo remaining
on board then a reasonable estimate of this quantity must be made along with the
owners P&I and surveyor. Ship’s officer must note that this situation should be
avoided at all cost as the cargo remaining on board is considered short delivery and
owners of the vessel become liable for the cost of the cargo. Office and operators
must be immediately informed and vessel must not sail or sign the documents
without approval.
Rev No. : 3
For Annex 2 cargoes in case vessel is not able to comply with minimum stripping
quantity requirement as per P&A manual due to pump failure or stripping failure, a
prewash must be carried out in the unloading port.
Cargo Residue and Outturn
Draining and Stripping
1. Ensure that the maximum amount of cargo is delivered and “in transit” losses
are minimized.
2. On completion of discharge all lines and tanks are to be stripped as dry as
possible to comply with Stripping requirements laid down in the vessel’s P&A
Manual. Do not blow back lines into cargo tanks.
3. The pump discharge line is cleared by purging the pump and discharge line
with inert gas in the form of nitrogen.
4. Air may be used with certain cargoes of a non volatile nature and which are
not static accumulator cargoes. This procedure is described in the pump
instruction manual.
5. The cargo hoses and cargo lines including common line are to be drained as
much as possible, as soon as a cargo operation has been completed,
especially if the cargo has a high freezing point or is of polymerizing nature.
6. Make sure that the cargo residues in the hose connection between ship and
shore are not blown back into the ship’s cargo lines.
7. In the case of heated cargoes, maintaining the cargo temperature properly
assists draining.
CARGO RESIDUES AND TANK WASHINGS MUST BE DISPOSED AS PER THE
REQUIREMENTS OF MARPOL ANNEX II AND VESSEL'S P&A
MANUAL.FAILURE OF CARGO PUMP
1. Portable Cargo Pump must always be kept ready for use in case the regular
submersible pump fails.
2. If the portable pump must be used, P&A manual must be consulted for
proper discharge procedure. The Check List for use of Portable Pump (OP-
CHEM-42) is to be used and complied with.
3. Discharging flammable or toxic cargoes will require sluice or alternative
arrangement fitted to the portable pump. Risk Assessment and Office
approval is also required in such case.
Rev No. : 3
4. Use of Portable cargo pump for discharging cargo is only permitted after Risk
Assessment and express permission from all concerned parties such as,
Terminal, Cargo Owners / Charterers and Office.
5. In case vessel is not able to comply with minimum stripping quantity
requirement as per P&A manual due to pump failure or stripping failure, a
prewash must be carried out in the unloading port.
SQUEEZING OF CARGO TANKS
For cargo tanks being discharged and stripped of vegetable and animal oils or fats it
is usually required that personnel be sent into the cargo tank in order to sweep the
final traces into the pump suction. This operation is “HIGH RISK” owing to the entry
being made in atmospheres which could be extremely hazardous.
The significant hazards that could be identified during such an entry are:
1. The presence of toxic gases such as Carbon Monoxide which could prove fatal
when inhaled or absorbed through the skin.
2. Asphyxia caused owning to the lack of oxygen leading to suffocation.
3. Anaesthesia by certain vapours which lead to loss of consciousness due to
their effect on the nervous system.
4. Skin / chemical burns caused by hot and corrosive cargo (e.g. cashew oil).
Prior to arrival at discharge port, a sweeping plan is to made by the Chief Officer
taking into account amongst other factors, local and terminal requirements towards
tank entry, the number of tanks to sweep, watch routines of personnel available.
where possible execution of the sweeping within daylight hours, method of ensuring
continuous ventilation, methods for ensuring continuous vapour detection during
sweeping, level at which the heating of each individual tank to be swept is to be
stopped, rescue procedures, means, signals and actions in the event of an
emergency, etc.
Refer to and comply with “Cargo Tank Squeezing Permit (OP-CHEM-10)” for
squeezing precautions.
Management of Shore contractor for Squeezing operations
Whenever contractors or work gangs are employed for squeezing operations, the
master shall ensure their understanding and compliance with all relevant safe
working practices.
The Contractor should take part in the vessels safety/tool box meetings to discuss
the arrangements for work. During the toolbox meeting he shall be familiarized on
the company squeezing procedures as outlined in chemical tanker manual chapter 3.
Rev No. : 3
Wherever applicable, he should sign the formal approval relevant to work being
undertaken by his workforce. Prior entering the cargo tank and carrying out the
squeezing operation the contractor shall sign the squeezing permit to confirm
compliance with the company procedures. Contractors should be effectively
supervised and controlled by a Responsible Officer.
CARGO RECORD BOOK
Vessels carrying noxious liquid substances in bulk shall be provided with a Cargo
Record Book to record relevant cargo / ballast operations. When making entries of
the Cargo record Book, the date, operational code and item number shall be inserted
in the appropriate columns and the required particulars shall be chronologically
recorded in the blank spaces.
Each completed operation shall be signed for and dated by the chief officer and, if
applicable, by a surveyor authorized by the competent authority of the state in
which vessel is unloading. Master shall countersign each completed page.
Entries of the Cargo Record Book are required only for operations involving
categories X, Y, Z and Other Substances (OS). The Cargo Record Book shall be kept in
such a place as to be readily available for inspection and it shall be retained for a
period of three years after the last entry has been made.
Refer to Appendix 3 – Entries to be made in Cargo Record book
Rev No. : 4
TANK PREPARATION Page : 1 of 33
4. TANK PREPARATION
TANK CLEANING PROCEDURE
Tank cleaning and Gas freeing is probably the most hazardous operation routinely
undertaken on a chemical tanker due to the tanks possibly being in an undefined
atmosphere and use of portable tank cleaning machines necessitating opening of the
cargo tanks.
Tank cleaning is primarily done by washing with sea water followed by fresh water
rinsing if necessary using either fixed or portable tank cleaning machines. Water is
supplied to these machines by special tank cleaning pumps. If required water can
also be supplied by the cargo pumps when closed cycle washing is done, using
cleaning chemicals.
Subsequent cleaning and treatment of tanks is done based on cargo to be loaded
and previous cargo carried.
The tank cleaning process should be planned as soon as the cargo is loaded on the
vessel to allow timely arrangement of material which includes but is not limited to
squeezing equipment, cleaning chemicals, fresh water, passivation material, slops
disposal arrangements, toxic gas detection tubes and wall wash reagents.
An empty tank should be cleaned as soon as possible but this must be carried out in
agreement with the charterers.
As a general rule tank cleaning should not be conducted concurrently with cargo
operations.
Should the circumstances require, such operation may only be carried out after
proper risk assessment and office approval.
It is Owner’s (Master’s) responsibility to prepare the tanks for the nominated cargo
and the charterer is not obliged to provide any guidance towards cleaning of the
tanks.
Master must advise his tank cleaning plans to the charterer and the expected
duration of cleaning. The Master must not tender Notice of readiness till master is
satisfied with the readiness of the tank with regard to the nominated cargo.
If master feels additional time is required for cleaning the charterer must be advised
and additional time should be sought for cleaning.
If a tank is declared unsuitable for nominated cargo after the NOR has been
tendered, the time and costs there after till tanks are accepted are considered to be
on owners account.
Master must not give in to commercial pressure and take any action which is not in
compliance with Company’s Procedures and Industry safety guidelines.
Rev No. : 4
Master must contact the company should he be in any doubt.

PURPOSE OF TANK CLEANING
Cleaning of some or all cargo tanks may serve the following purposes:
 Preparing cargo tanks for loading of cargo.
 Preparing vessel's cargo tanks for inspection, maintenance, or repair.
Although tank cleaning for the foregoing reasons may be necessary, excessive tank
cleaning is uneconomical.
Evaluation of the need for cargo tank cleaning.
Tank cleaning shall be carried out on the basis of:
 Guidelines in these instructions.
 Instructions from Charterer.
 Special instructions given by the Company.
TANK CLEANING PLAN
Chemical tankers carry both Annex I and Annex II cargoes. The washing procedures
vary due to the inherent difference in the properties and hazards of the cargoes.
For the purpose of tank cleaning all ‘Petroleum Products’ are considered as MARPOL
ANNEX I unless otherwise specified. If in doubt master must verify this information
from the shippers of the cargo who are obliged to declare the category of the cargo.
Tank cleaning plan should be based upon ‘last cargoes carried and cargoes to be
loaded’, ‘Vessel’s P&A Manual’, ‘Cargo tank Coating’, ICS and ISGOTT guidance.
In order to assist the master with planning the company has provided on the vessel a
computer based “TANK CLEANING SOFTWARE”.
1. In most cases, Charterers / Operators will have their own specific instructions
/ guidelines as to tank cleaning requirement and procedures. In the absence
of such instructions / guidelines, the following publications can be referred:
 Tank cleaning software.
 Seek advice from Managers and charterers / operators.
2. Tank cleaning should not start before preparing ‘Tank Cleaning Plan’ which
includes the following:
The tanks to be cleaned and cleaning sequence including compatibility of cleaning
medium must be reviewed.
Rev No. : 4
 Type of cargo to be cleaned and its characteristics. MSDS should be

available to the crew.
 The major risks during cleaning such as Toxicity, flammability,
corrosiveness and reactivity.
 The safety equipment and personnel protective equipment to be used
and location.
Cleaning instructions to be followed in each case.
 The means of disposal of any cargo residues and contaminated
cleaning water. The relevant slop tank must be specified.
 The precautions necessary to confirm that the cargo deck is free from
cargo vapours during tank washing and gas freeing operations.
 That at regular intervals through out the operation, checks will be
made to ensure all discharges are made per regulations.
3. Tank Cleaning plan incorporated in “OP-CHEM-01” and Tank Cleaning
Checklist (OP-CHEM-08) should be completed and a copy sent to the office
prior tank washing is commenced. Office is to be notified in case of changes
to the plan.
4. Vessel will be required to inform office in advance to initiate ‘Risk
Assessment’ if;
 Master / Chief Officer have no previous experience of cleaning these
cargoes or cargoes with similar properties or
 Tank cleaning operations have not been done during tenure of
current Master or Chief Officer.
5. In case, vessel is planning to clean tanks while alongside, terminal written
permission must be obtained in advance and same is to be recorded in ship
shore safety checklist.
6. Pre – Cleaning Conference is to be held prior commencing tank cleaning
operations so that all persons involved in the operation are made fully aware
of the hazards involved and the necessary precautions for safe operations.
The personnel involved should also be made aware of the appropriate PPE
for each task during the tank cleaning. E.g. setting tank cleaning machines in
a tank containing toxic material will require use of Level 3 PPE.
7. The details of the PPE to be used should be included in the tank cleaning
plan.
Rev No. : 4
8. All hoses should be tested for electrical conductivity in a dry condition prior
to use and in no case should the resistance exceed 6 ohms per meter length.
9. During the Planning of a cleaning operation the Physical Properties and
Product Characteristics of the involved products and cleaning agents should
be checked carefully for Flammability, Toxicity and Corrosiveness.
10. The cleaning operation must be planned in a way that risks are minimized.
11. The tank cleaning plan should be discussed with the chief engineer to ensure
required services are available during the tank cleaning.
 Power packs.
 Hot water / steam requirements.
 Compressed air on deck.
 Duration of cleaning.
 Bunker consumption.
 Fresh water consumption.
12. Prior starting tank cleaning all other unnecessary activities on deck should be
stopped. No other activity should be in progress which will compromise the
safety of the operation.
13. Ensure that personnel involved in the operation are suitably be rested.
14. Tank cleaning operations should be suspended immediately in case it cannot
be continued in a safe manner.
15. Form OP-CHEM-09 shall be used to record an overview of the tank cleaning
operations including monitoring of LEL values of tanks with last cargo as
Petroleum (Annex I) and washing is not be started unless compliance is
reached with requirements stated in section 4.12.2.
16. The company is to be kept advised on the progress of the tank cleaning by
using form OP-CHEM-07.
4.3.1 TANK CLEANING BY VENTILATION METHOD
Cargo residues of substances with vapour pressure greater than 5kPa at 200 C which
do not contain heavy component may be suitable for tank cleaning by the ventilation
procedures specified in accordance with the procedures stated in the P&A manual.
Any water subsequently introduced into the tank shall be considered as clean and
not subject to any discharge restriction under Marpol Annex II.
Cleaning by ventilation for following cargoes are prohibited
Rev No. : 4
1. Highly Toxic Cargoes

2. High Vapor pressure cargoes those that leave residues or inhibitors
3. Blended cargoes contains components which is of lower vapour pressure
than required. However venting shall be permitted if the product data sheet
for the blended product is available which determines the vapour pressure
within the permissible limits.
4. Blended cargoes containing components which is of highly toxic in nature
shall not be permitted for cleaning by ventilation method unless MSDS of the
such blended product is suitably reviewed by expert agency and the blended
cargo is considered safe for tank cleaning by ventilation method.
Cleaning by Ventilation shall be allowed under following condition,
1. Prewash Exemption has been granted by the Government of the receiving
party.
2. The tank cleaning operation plan has been reviewed and approved by office.
3. The risk assessment has been reviewed and approved for the operation by
the senior management of the company.
4. Explicit permission from the port authority is available to perform this
operation, if the ventilation operation is carried out within port limits
5. No other operations/activities are concurrently planned during the tank
cleaning operation.
6. Owners/managers and charterers has agreed in principal on the procedure to
be used for ventilation
Following precaution to be adhered to while cleaning the cargo tanks by
ventilation
 Before the cleaning process all personnel shall be briefed about the safety
hazard related to the cargo.
 The terminal representative should be consulted to ascertain that
conditions on the jetty do not present a hazard and to obtain agreement
that operations can start.
 Cargo line shall be drained thoroughly to ensure that there is no
obstruction to the air flow or the tendency of water or cargo residues to
be blown inside the tanks.
 If cargo is flammable, all necessary precaution for flammability should be
taken into consideration.
Rev No. : 4
 List and trim shall be adjusted to the minimum levels possible to enhance
the ventilation
 Venting shall be only be permitted only through approved venting
system. (Refer to CH 7.3.1) of this manual, which determines number of
tanks which can be gas freed simultaneously in relation to the permissible
escape velocity).
 If required vessel course must be adjusted to prevent the vapours from
entering inside the accommodation.
 Ventilation must continue until all visible liquid is cleared from tank.
 To verify whether cargo tanks has been gas freed, all mechanical
ventilation should be stopped, a period of ten minutes should elapse
before taking gas measurement. Test should then me made at various
levels. If the readings are not satisfactory, tank ventilation should be
resumed.
TANK CLEANING PROCESS
Procedure Outcome Achieved
Pre Wash Removes cargo residues from the tank.
Main Wash Removes traces of the last cargo from the tank coatings etc.
Spot Wash Localised cleaning
After Wash Removes traces of the cleaning agents, e.g. Chlorides due to
saltwater washing, tank washing chemicals etc
Steaming Removes traces of the cleaning agents, e.g. Chlorides due to
saltwater washing, tank washing chemicals etc
Draining and Removal of all tank washing fluids from the cargo tanks, pumps
Drying and associated piping system.
Rev No. : 4
The following procedures are to be complied with for cleaning of cargo tanks.
Legends:
F: Flammmable
T: Toxic Petroleum
NF: Non
Flammable
NT: Non Toxic
Inert Undefined
F/ F&T / T NT / NF F / F&T T NF &NT

Proc (I) Proc (II) Proc (III) Proc (IV) Proc (V)
Proc(I). Inert Atmosphere – Flammable and Flammable and Toxic Cargoes

1. Maintain Inert Condition. Measure O2, Keep < 8% in Tank.
2. Wash tanks
3. Collect washings to slop tank
4. Decant / discharge per MARPOL Annex I
5. Purge tanks to HC < 2% VOL, then gas free via approved openings at 20
m/sec. Refer to Section 7.3 of this manual.
Proc (II). Inert Atmosphere – Non Flammable and Non Toxic Cargoes
1. Wash tanks
2. Collect washings to slop tank
3. Decant / discharge per MARPOL Annex I
4. Gas Free
Proc (III). Undefined Atmosphere – Flammable cargoes/ Flammable and Toxic
cargoes
Rev No. : 4
Refer to section 4.12.2 for precautions for washing in undefined atmosphere and
Section 7.3.1 for gas freeing precautions.
1. Bottom Flush and strip dry the tank, Flush lines and pumps.
2. Collect washings to slop tank.
3. Ventilate via approved openings at 20 m/sec until gas < 10% LEL
4. Wash tanks at ambient temperature – if LEL > 35% stop and ventilate via
approved openings at 20 m/sec till LEL < 10% then resume washings.
5. Collect washings to slop tank.
6. Retain Slops
7. Decant /discharge per MARPOL Annex I
8. Gas free via approved openings at 20 m/sec.
Proc (IV). Undefined Atmosphere – Toxic cargoes
1. Wash tanks
2. Retain slops
3. Decant / Discharge per MARPOL Annex I
4. Gas free via approved openings at 20 m/sec. Refer to Section 7.3.1 of this
manual.
Proc (V). Undefined Atmosphere – Non Flammable and Non Toxic cargoes
1. Wash tanks
2. Transfer washings to slops
3. Decant / Discharge per MARPOL Annex I
4. Gas free.
Rev No. : 4
Annex II
X, Y, Z, OS
Inert Non Inert
F/ F&T / T NT / NF F / F&T T NF &NT

Proc (VI) Proc (VII) Proc (VIII) Proc (IX) Proc (X)
Proc (VI). Inert Atmosphere – Flammable / Toxic / Flammable and Toxic cargoes
1. Maintain Inert Condition. Measure O2, Keep < 8% in Tank.
2. Wash tanks
3. Discharge washings per MARPOL Annex II
4. Gas free via approved openings at 20m/s. Refer to Section 7.3.1 of this
manual.
Proc (VII). Inert Atmosphere – Non Flammable and Non Toxic cargoes
1. Check and Confirm O2 is <8%
2. Wash tanks
4. Gas free
Proc (VIII). Undefined Atmosphere -Flammable / Flammable and Toxic cargoes
Refer to section 4.13.2 for precautions for washing in undefined atmosphere and
Section 7.3.1 for gas freeing precautions.
1. Bottom Flush, strip dry the tank, Flush lines and pumps.
2. Commence washing only once the tank atmosphere is observed to be less
than 10%LEL
Rev No. : 4
Wash tanks at ambient temperature, (if LEL > 35% stop and ventilate via approved
openings at 20 m/sec till LEL < 10% then resume washings.
4. Gas free via approved openings at 20m/s. Refer to Section 7.3.1 of this
manual.
Proc (IX). Undefined Atmosphere -Toxic cargoes
1. Bottom Flush and strip dry the tank, Flush lines and pumps.
2. Wash tanks
4. Gas free via approved openings.
Refer to Section 7.3.1 for gas freeing precautions.
Proc(X). Undefined Atmosphere – Non Flammable and Non Toxic cargoes
1. Wash tanks
3. Gas free
BUTTERWORTHING
Butter worthing is to be carried out using tank-cleaning machines which can be
portable or fixed or a combination of both. Vessels P&A manual describes various
procedures to be followed for pre-wash, mandatory pre-wash, number of machines
to be used, duration of cycles, quality of pre-wash water etc.
1. Water soluble cargoes can be removed from the tank by dissolving the
residues. In such cases, washing water must be at least 150C more than
melting point of the last cargo. If the previous cargo is not water-soluble,
then it needs to be removed by displacement and/or the use of an emulsifier
or surfactant.
2. Some cargoes such as drying or semi drying oils must be initially washed with
cold / ambient water followed by hot water.
Washing with Chemical Additives
For certain products it is necessary to introduce a chemical additive into the washing
process to accomplish more effective cleaning. Any shaded areas which have not
been cleaned must be spot cleaned by hand using detergent or other cleaning agent
and then flushed away by hand held hoses.
Methods of washing with additives are as follows:
Rev No. : 4
a) Recirculation
b) Injection
a) Recirculation Method
In this method, a chemical solution is prepared in one tank, circulated via the
washing system line to the tank to be cleaned, and stripped back into the
detergent solution tank. The temperature of the solution must be
maintained to optimum through use of heating coils.
Recirculation washing with chemical additives or water should not be
undertaken after carriage of a flammable cargo till the tank has been gas
freed and is verified free of flammable atmosphere throughout the
operation. Records of atmosphere check must be retained on board.
Recirculation with toxic additives is not permitted with portable machines.
Recirculation with flammable solvents is only permitted in inerted tanks.
While using Portable machines the tank domes and butterworth ports should
be covered to prevent escape of cleaning solution.
b) Injection
Injection method is carried out by dosing a small quantity of cleaning
chemical into the tank cleaning line continuously during washing. This
method is known to give desired result with high concentration of chemicals
being used. This option may be taken in case the additive in consideration is a
detergent.
Washing with injection of chemical additives in the wash water should not be
undertaken after carriage of a flammable cargo till the tank has been gas
freed and is verified free of flammable atmosphere throughout the
operation. Records of atmosphere check must be retained on board.
Injection of flammable solvents is only permitted in inerted tanks.
RINSING
The chemical should be sufficiently washed off the bulkhead with ambient followed
by HOT sea water. Finally, a fresh water rinse should be given to remove the salt. Hot
fresh is seen to be most effective to reduce the chlorides in the tanks
STEAMING OF CARGO TANKS
Steaming of cargo tanks during tank cleaning is carried out for the following purpose:
a) To remove the chloride content of the tank structure due to the low chloride
content in steam.
Rev No. : 4
b) To warm up cargo tank structure and cargo residue to increase solubility of

the Non-Volatile Matter (NVM) residue. It will dissolve in the hot steam
condensate and be carried out of the tank.
c) To warm up cargo tank structure and cargo residue to facilitate evaporation
of the volatile portion of the residue remaining in slits, small pores or cracks
of coating. This results in reduction or removal of odour.
Steam is injected into the tank via cargo manifold, drop line or steaming adapter
pipe fitted to tank cleaning hatch cover. The steam will condense on the sides, top
and bottom of the tank and remove the last remaining traces of the contaminant
remaining on them.
Steaming of tanks with solvents (e.g. Toluene, Ketone, Methanol etc) is STRICLY
PROHIBITED.
Steaming in cargo tanks can cause a static discharge hence the following precautions
are to be observed:
1. Steam should NOT be injected into the tank which has previously contained a
flammable product till the tank has been cleaned and gas freed.
2. Atmosphere in cargo tanks MUST be checked prior commencing tank
steaming to ensure tank is gas free. The Tank should be monitored to ensure
that the tank remains Gas Free during the steaming operation. Records of
checks should be maintained on board.
3. Vessel must confirm that heat sensitive cargoes are not stowed adjacent to
the tanks planned to be steamed.
4. In case, a cargo with low boiling point is stowed in adjacent tank, steaming
should not be carried out for a long time. Ensure that the tank temperature
never exceeds the boiling point of the cargo stowed in the adjacent tank.
5. Boiler should be blown down (if possible) prior commencing live steaming of
cargo tanks.
6. Duty Engineer must be informed in order to ensure water is replenished and
additional dozing chemicals are not added to the boiler.
7. Tank vents should be kept open.
8. Tank dome or purge pipe vent should be kept crack open to avoid excessive
built up of pressure in the cargo tank.
9. ‘Person In Charge’ must monitor tank temperature. NEVER allow tank
temperature to exceed the tank coating acceptance limit as mentioned in
P&A manual.
Rev No. : 4
10. Steam condensate to be pumped out at frequent intervals to prevent carry

over.
11. Temperature of tank structure must be kept below 60oC throughout
steaming. If temperature increases beyond 60oC, steaming should be
stopped and resumed after the tank temperature drops to a suitable level.
12. Equipment used for steaming should be fixed by means of permanent
connections and should be electrically continuous to the ship’s structure.
13. Steam hoses and the steam lines should be maintained free of any
contaminants (rust, oil, grease etc). This should be verified prior steaming.
There is possibility of the steam hoses getting contaminated when used
previously with heated cargoes.
VENT LINES FLUSHING
It is very important that the vent lines from the tank dome to the PV valves as well as
the lines from the tank domes to the vapour return line connections are blown
through, flushed and cleaned.
The vent line cleaning procedure and medium used for cleaning MUST be same as
that of the cargo tank. This is normally done at the time of Butterworthing by turning
the PV valve on one bolt and inserting tank cleaning water using flexible hose with
wooden nozzle.
Upon completion, FW flushing of the vent lines must be carried out. The lowermost
sections of the vent lines are usually fitted with the drains. The drains should be kept
open at the time of vent line flushing.
LINE BLOWING AND DRAINING
After cleaning tanks, lines and pumps should be drained completely and blown
through to ensure it is dry and clear of debris, rust and water.
Drain cocks should be cleared. The line should be cleared on deck and finally into the
tank.
The lines can be effectively cleared by blowing from both sides to the tank and vice
versa. This should preferably be done prior the tanks are mopped up.
Once lines have been blown through the manifolds blanks and valves must be
opened out on blanks on both sides of the manifold to visually inspect the lines for
cleanliness.
In case it is required to dry up a line quickly, steam blowing can be carried out and
line left open to dry. Due care has to be given to prevalent weather conditions as sea
sprays can easily contaminate the cargo lines.
Rev No. : 4
TANK ENTRY AND DRYING OF THE TANKS
Company’s enclosed space entry procedures must be followed prior entry into
any cargo tank. Upon arrival berth all existing enclosed entry permits go Null and
Void and shall be withdrawn. No cargo tank shall be entered till a fresh permit
has been issued.
Tanks must be inspected thoroughly for any residues of the previous cargo, cleaning
material or moisture on the tank bottom, bulkhead, deck heads, pump stack,
pipelines, access ladders, tank domes, packing and steam coils. Tanks should be
mopped up and ventilated dry taking into consideration the ambient weather
conditions.
At times tank need to be regularly ventilated and dried using steam heating to
prevent build up of moisture in the tank. Where required shoe covers should be
used to protect tank coating and cleanliness. Care should be taken to use lint free
rags to dry the tank. It is recommended to use a sponge for this purpose.
VERIFICATION OF TANK CLEANLINESS FOR SUITABILITY TO LOAD A CARGO
Master must ensure tanks are suitable for the loading the nominated cargo prior
tendering readiness of the vessel for loading by means of Visual inspection and Wall
Wash Test if required.
In the absence of any instructions from Charterers, tanks should be cleaned to water
white standards.
1. Visual Inspection
The tank should be visually clean (water white) as minimum standards to
tank readiness. Visually clean refers clean, dry and odour free. There should
be no residues of previous cargoes in the tank. Tank coating should not
contain loose flakes. Coated Tanks should not contain loose rust. Tank should
not be stained with soot, oxidation or burn marks.
The undersides of the steam coils, pumps and drop lines are of special
importance. The inspection for suitability to load includes the inspection of
the lines, manifold, drains, vents and ports. The integrity of tank fittings
should be checked during the inspection.
2. Wall Wash Test (WWT)
Refer to Section 11 of this Manual for Wall Wash Test procedures
TANK CLEANING STANDARDS
Standards Definition Tanks suitable for
Rev No. : 4
Visually Clean Dry, odour free, free of visual Phosphoric acid, Caustic
residues of previous cargo and/or soda, FAME, veg oils after
foreign matter veg oils
Water White Dry, odour free, free of visual Styrene monomer,
Standard residues + Wall wash with Acrylonitrile, MTBE, MEK,
suitable solvent shows: Colour < MIBK, hydrocarbon solvents,
10 chlorinated solvents
BTX Standard Dry, odour free, free of visual Benzene, Toluene, Xylene,
residues + Wall wash with Sulphuric Acid
suitable solvent shows:
Colour<10 Acid wash colour < 2
Methanol Dry, odour free, free of visual Methanol, Ethanol, MEG
Standard residues +Wall wash with fibre grade
Methanol shows:
Colour<10Chlorides < 2 ppm
PTT>50mins UV spectrum passes
Ultra Clean Passes Methanol standard + wall Highest purity chemicals such
Standard wash test with suitable solvent: as, 1-hexene, 1-octene,
NVM < 10 ppm Last cargo by GC HMD, Acetic Anhydride
(Gas chromatography) < 2 ppm
Acid wash colour and ‘Gas Chromatography, NVM tests cannot be tested onboard.
ATMOSPHERE OF CARGO TANKS, LINES & PUMPS
Atmospheres in cargo tanks, lines and pumps can be any of the following:
Rev No. : 4
1. Inert
This is a condition where the tank atmosphere is known to be at its lowest
risk of explosion by virtue of the atmosphere being maintained at all times
non-flammable through the induction of inert gas and the resultant reduction
of the overall oxygen content in any part of any cargo tank to a level not
exceeding 8% by volume while under a positive pressure.
Equal care is necessary after carrying a non-volatile flammable cargo at a
temperature above its flash point, or after discharge of any cargo or ballast
that had been loaded into a tank that was not free of flammable vapour.
2. Undefined
Undefined atmosphere is one in which the oxygen content has not been
confirmed to be less than 8% by volume. In this case the atmosphere in an
empty tank should be treated as flammable. The only guarantee that an
explosion cannot occur in an undefined atmosphere is to make certain that
there can be no source of ignition.
4.13.1 PRECAUTIONS FOR WASHING IN INERT ATMOSPHERE (ANNEX I / II)
1. When portable washing machines are used, all hose-connections should be
made before the washing machine is introduced into the tank. Connections
should not be broken until after the machine has been removed from the
tank. However, to allow draining of a hose, a coupling may be partially
opened and then re-tightened before the machine is removed.
2. The tank should be kept drained during washing. Washing should be stopped
to clear any build up of wash water.
3. The purity and pressure of the inert gas being delivered during the washing
process should be monitored.
4. Before each tank is washed, the oxygen level in the tank should be
determined both at a point about 1 metre below the deck and at the middle
level of the ullage space. At neither location oxygen level should exceed 8%
by volume.
5. If during washing the oxygen level in the inert gas supply exceeds 8% by
volume or the pressure of the atmosphere in the tank is no longer positive,
washing should be stopped until satisfactory conditions are restored. It
should be recognized that the tanks will no longer remain inert if these have
been opened for placing portable tank cleaning machines into the tank. For
washing in such circumstances the tank atmosphere must be considered to
“UNDEFINED” and precautions applicable therein must be applied.
Rev No. : 4
6. Annex I and Annex II cargoes which have been carried under inert conditions
for reasons of safety must be washed under inert conditions. This is a
mandatory requirement for oil tankers above 20,000T DWT. However this is a
recommended practice for oil and chemical tankers below 20,000T DWT
when fitted with an inert gas plant or a nitrogen plant.
7. On ships fitted with inert gas plant or nitrogen plant, tanks which are inerted
must be purged down to 2% volume of hydrocarbon using inert gas or
nitrogen prior air is introduced into the tank.
4.13.2 WASHING IN UNDEFINED ATMOSPHERE
Cleaning in undefined atmosphere is acceptable under the following circumstances:
1. Water will be used as a washing medium.
2. Size of Cargo Tank < 3000 m3.
Precautions for Washing Annex I – Petroleum Cargoes in Undefined Atmosphere
Before Washing:
1. The tank bottom should be flushed with water, so that all parts are covered,
and then stripped. This flush should be undertaken using drop lines. This
flush should not be undertaken using the tank washing machines.
2. The piping system, including cargo pumps, crossovers and discharge lines,
should also be flushed with water. The flushing water should be drained to
the tank designed or designed to receive slops and tank stripped dry.
3. The tank should be ventilated to reduce the gas concentration of the
atmosphere to 10% or less of the Lower Explosive Limit (LEL). Refer to section
7.3 for further guidance.
4. Tank washing may only commence once the tank atmosphere reaches 10% or
less of the LEL.
During Washing:
1. Atmosphere tests should be carried out frequently and taken at various tank
levels to monitor the change in LEL percentage. Tank washing should be
suspended to take such reading.
2. The tank atmosphere should be maintained at a level not exceeding 35% LEL.
Should the gas level reach 35% LEL at any measured location within a tank,
tank washing operations in that individual tank MUST immediately cease.
3. Washing may be resumed when continued ventilation has reduced and is
able to maintain the gas concentration at 10% or less of the LEL.
Rev No. : 4
To Control the ‘Sources of Ignition’ in the Tank:

1. Individual tank washing machine throughput < 60 m3/h.
2. Total water throughput per cargo tank < 180 m3/hr.
3. Recirculated wash water MUST NOT be used.
4. Heated wash water may utilized, but use should be discontinued if the gas
concentration reaches 35% of the LEL. A hot wash for a low flashpoint
product should ONLY take place following a full (ie top to bottom) cold wash
cycle.
5. Chemical additives may only be considered if the temperature of the wash
water DOES NOT exceed 60°C.
6. The tank should be kept drained during washing. Washing should be stopped
to clear any build-up of wash water.
7. Portable washing machines should not be introduced into the tank until the
LEL level is 10% or less. Connections should not be broken until after the
machine has been removed from the tank. To drain the house, a coupling
may be partially opened (but not broken) and then re-tightened before the
machine is removed.
8. For vessels not fitted with full depth sounding pipe, follow precautions stated
in Section 4.12.2.3 of this manual.
9. Measures should be taken to guard against ignition from mechanical defect
of machinery, e.g. in tank (submerged) cargo pumps, tank washing machines,
tank gauging equipment etc.
10. Precautions should be taken to eliminate the risk of mechanical sparks from,
for example metallic objects such as hand tools sounding rods, sample
buckets etc being dropped into the tank.
Precautions for Washing Chemical Cargoes – Annex II In Undefined Atmosphere
In all cases after carrying a flammable cargo, the atmosphere in an empty tank
should be treated as flammable.
Precautions for washing in Undefined Atmosphere:
1. BOTTOM FLUSH: Before washing, the tank bottom is to be flushed using drop
line / pump with water and stripped. The piping system including cargo
pumps, crossover and discharge lines, should also be flushed with water. The
flushing water should be disposed in accordance with MARPOL requirements.
Rev No. : 4
2. SUBSEQUENT WASHING: When portable machines are used, all hose-

connections are to be connected to their respective couplings before
introducing them into the tank. The hoses are not be disconnected from the
couplings until after the machines have been drawn out of the tanks.
However to allow draining, a hose coupling could be slackened opened and
re-tightened after draining.
3. Ropes made of synthetic fibers should not be used to support the tank
cleaning machines.
4. No single tank cleaning machine is to have a throughput greater than 60
m3/h and no nozzle is to have a throughput greater than 17.5 m3/h.
5. The total water throughput per cargo tank should be kept as low as
practicable and must in no case exceed 110 m3/h.
6. The tank should be kept stripped during washing and washing stopped to
clear any accumulation of the wash water.
7. Re-circulated wash water should not be used until the tank atmosphere has
been ascertained to be gas free.
8. For vessels not fitted with full depth sounding pipe, follow precautions stated
in Section 4.13.2.3 of this manual.
9. No other material that may create a spark or static electricity should be
lowered into the tank.
10. Steam should not be injected into the tank.
Precautions for Sounding Tanks when not using A Full Depth Sounding Pipe (Static
Accumulator Cargo)
Whenever full length sounding pipe is not used for sounding tanks in undefined
atmosphere, it is essential that any metallic components of the sounding rod or
other equipment are bonded and securely earthed until removal from the tank.
There should be a delay of 30 minutes (relaxation time) after the completion of
loading of each tank before commencing these operations.
This precaution should be observed during washing and for five hours afterwards,
unless the tank is continuously mechanically ventilated after washing, in which case
the delay period can be reduced to one hour.
Rev No. : 4
USE OF CLEANING ADDITIVES / CHEMICALS DURING TANK CLEANING OPERATIONS

When small amounts of detergents are added to water in order to facilitate tank
washing, no detergents containing pollution category X components should be used
except those components that are readily biodegradable and present in a total
concentration of less than 10%.
Using these chemicals knowledgeably, albeit sparingly can mean the difference
between a successful tank survey and costly delays for additional cleaning. Chemical
tankers are allowed to use only those detergent products (additives to water for
purposes of cleaning) evaluated and approved by the IMO.
Approved cleaners are listed in Annex 10 of the "IMO MEPC.2/Circ.21 –being the
latest edition “Provisional Categorization of Liquid Substances".
Use and disposal of Chemicals for tank cleaning shall be recorded in the Cargo
Record Book / Oil Record Book - Part II as appropriate.
4.14.1 THE ROLE OF TANK CLEANING CHEMICALS
Tank cleaning chemicals often need to be used in cargo tanks in order to improve the
results obtained by the use of water alone. Tank cleaning chemicals are expensive
and should be used only when necessary with careful consideration towards the
effectiveness with regard to the cargo in consideration.
As these are paid for by Charterers, close communication should be maintained with
them as to the type, quantity and port where these are to be stocked up to ensure
vessel maintains an adequate stock for the planned voyage and cargoes.
The storage of tank cleaning chemicals on board should be kept to the minimum.
Prolonged storage results in deterioration of the stock and creates a safety hazard
due to deterioration of the containers. All chemical products on board should be
provided with MSDS. It is important to realize the safety hazard of the chemicals
used for cleaning.
An up to date inventory of cleaning chemical should be available on board at all
times.
Cleaning chemicals may be generally categorized as follows:
1. SOLVENTS
Solvents are chemicals which dissolve other materials or chemicals. Solvents
are generally petrochemical products with low viscosity and low flashpoint.
Cleaning of cargo tanks with solvents should be carried out only under
inerted atmosphere. This may be required some time for certain critical
cargoes such as iso-cyanates.
2. SURFACE ACTIVE AGENTS (Surfactants)
Rev No. : 4
Surface active agents are usually detergents which act to reduce the surface
tension of a liquid and thus improve its wetting and cleaning capabilities.
They are normally used together with solvents to produce a cleaning solution
which aids in the complete removal of tank residues such as petroleum
products, vegetable oils, animals fats, etc.
3. SAPONIFIERS
A saponifier is an alkaline chemical which changes oils and fats into soaps by
converting the fatty compounds into water soluble materials which are
biodegradable and easily flushed away from the surfaces to which they
adhere. Caustic soda and caustic potash are examples of such chemicals.
Care should be taken to avoid excessive heat while using a caustic based
chemical as it may result in white deposits in the tank due to the chemical
drying on the tank surface.
4. EMULSIFIERS
Emulsion is a substantially stable mixture of two or more liquids which do not
normally dissolve in each other, but which are held in suspension, one in the
other. The suspension is usually stabilized by small amounts of additional
substances, known as emulsifiers. There are of two types of emulsifiers:
 Proteins or carbohydrates polymers, which act by coating the surfaces of
the dispersed fat or oil particles, thus, preventing them from coalescing,
also called protective colloids.
 Long chain alcohol and fatty acids, which are able to reduce the surface
tension at the interface of the suspended particles because of the
solubility properties.
Soap is an emulsifier, so after saponification of e.g. animal oil, there will also
be an emulsifying effect of the soap which was created. This exerts cleaning
action by emulsifying the oily components of soils.
Synthetic emulsifiers consist of components called tensides or wetting
agents, with one end hydrophilic (water seeking) and the other end lipophilic
(oil seeking). There are also some emulsifiers with a solvent seeking end,
instead of the water seeking. We can, therefore, divide emulsifiers into
water-soluble and non-water soluble.
Utilising emulsifiers assists the cleaning process and makes it possible to
remove oily deposit using water.
Rev No. : 4
An emulsion does not usually involve chemical change of either solution, but
merely suspend particles of one product within the other. Emulsifiers, both
natural and synthetic, are known collectively as detergents.
Mineral oils can be cleaned by emulsion. This can be done by vigorous butter
worthing with hot water, and/or by adding into the washing water an
emulsifier, such as soap.
CLEANING PROCESSES
Following figure brings together categories of cargo already described and the
applicable processes.
Group Sub-Group Cleaning Process
I MINERAL OILS A. Clean Petroleum Emulsification
Product Emulsification
B. Lubricating Oil
II CHEMICALS A. Volatile Water washing
B. Low Volatile Emulsification
III ANIMAL VEGETABLE & A. Drying Saponification
FISH OILS & FATS B. Semi-dry Saponification
C. Non-dry and Fatty Saponification and/or
Acids Emulsification
4.15.1 WATER AS A CLEANING AGENT

Water is available in abundance and should be the first consideration for as a
cleaning agent.
Heat accelerates chemical processes to residues of some products, dissolves
residues, and reduces the viscosity of most oils.
In tank cleaning, water temperatures are usually defined as follows:
Cold (Ambient): up to 30oC
Lukewarm : 30 ~ 35oC
Warm : 40 ~ 50oC
Hot : 65 ~ 80oC
Finally, all tanks must be fresh water rinsed and mopped dry.
Rev No. : 4
TANK COATING
The coating of the surface greatly affects the cleaning method. Stainless steel
surfaces are easier to cleaning due to the smoothness. There are other coating
surfaces. E.g. Zinc coating, epoxy coating, Marine line.
These coatings contain pores on the surface hence the surface is not as smooth.
Further the coating absorbs some of the cargo. This poses the risk that the previous
cargo may leach out into the new cargo causing contamination.
Due to the above, for sensitive cargoes such as edible oils and fine chemicals the last
three cargoes carried in any particular tank is important to decide the suitability of
the tank. Accurate cargo history of the tank should be maintained on board.
Suitability of the carriage of each cargo should be verified against the coating
compatibility chart.
Coated tanks will naturally require more extensive cleaning as compared to stainless
steel tanks.
The chemicals used for cleaning should be compatible to the coating. The most
useful criterion is the PH range to which a coating is resistant. As a general rule, it
may be assumed that zinc silicate based paints are resistant over the range from PH
6.0 to PH 9.0, while epoxy-based paints have resistance to chemicals over a much
wider range.
After carriage of aggressive solvents such as methanol and other alcohols the coating
should be allowed sufficient curing time prior water washing or subsequent carriage
of solvent cargoes.
SPRAYING OF SOLVENTS & CHEMICALS IN CARGO TANKS
Spraying of flammable solvents or toxic chemicals such as Methanol / Toluene / PCE
(Perchloroethylene) is strictly prohibited on all company operated vessel sowing to
the risk of high flammability and exposure of crew members to toxic chemicals.
Use of Chemicals for Local Cleaning of Tanks
Some products may be used for the local cleaning of tank bulkheads and blind spots
by hand wiping, provided the amount of tank cleaning chemical used is small and the
personnel entering the tank observe all enclosed space entry requirements.
In addition to the above, any manufacturer's instructions or recommendations for
the use of these products should be observed.
Where these operations take place in port, local authorities may impose additional
requirements.
Rev No. : 4
A Material Safety Data Sheet (MSDS) for tank cleaning chemicals should be on board
the ship before they are used and the advice on any precautions to be taken should
be followed.
CLEANING OF ANNEX II CARGOES AND MANAGEMENT OF SLOPS
1. Once cargo has been discharged, the requirements under MARPOL with
regards to prewash, disposal of cargo residues and wash water are to be
strictly complied with.
2. Mandatory prewash for Annex II cargoes should be conducted strictly in
accordance with the ship’s P&A manual, and the resulting contaminated
wash water should always be discharged to shore in the same discharge port.
3. It must be noted that prewash for category X must be witnessed by a
competent authority. Whereas cat Y need only be carried out and endorsed
by ship’s responsible officer.
4. When adequate shore facilities are not available at discharge port, prewash
and subsequent tank cleaning shall be deferred to next port. The company
should be contacted and Master must not sail till a letter of exemption has
been obtained from the administration.
5. During prewash the amount of water in the tank shall be minimized by
continuously pumping out slops. If this condition cannot be met, the
prewashing shall be repeated three times with thorough stripping of the tank
between washings.
6. A cargo listed with a 16.2.6 or a 16.2.9 under col ”O” of the IBC Code should
have its Melting Point (MP) or viscosity as required in the Shipping document
(B/L) or an optional shipping document should be issued giving this
information to establish the criteria for prewash for that cargo. If this
information is not made available Master must carry out a prewash. Local
regulations must be checked for effluent control as these may be different
from MARPOL regulations.
7. Mixing of slops from Annex I cargoes with slops from Annex II cargoes,
Incompatible Annex II cargoes or transfer of the prewash water of a tank that
previously contained an Annex I cargo into tanks which have been discharged
and stripped of an Annex II cargo is STRICTLY PROHIBITED.
USE OF ALTERNATIVE WASHING MEDIUM
Certain cargoes react with water dangerously and hence cannot be washed using
water as a washing medium. Annex 1 Products such as MDO and Chlorinated
solvents, such as Trichloroethylene (TCE) / (PCE) / (MEC), are usually used as an
alternative washing medium for washing cargo tanks after carriage of these cargoes.
Rev No. : 4
1. Prior introducing chlorinated solvent in the tank, quality certificate stating

moisture content MUST be obtained from the terminal. High moisture
product should not be accepted onboard. Water content in chlorinated
solvent should not exceed 500 PPM. Similarly, for MDO, water content
should not exceed 200 PPM.
2. Entire washing MUST to be carried out under INERT atmosphere.
3. Oxygen content of the tank is to be checked prior commencing tank washing
and at regular interval during the washing to ensure that Oxygen content
remains well below 8% by volume.
4. As most of the water sensitive cargoes are toxic cargoes, adequate PPE
should be worn by the ship-staff to avoid accidental exposure to the cargo.
5. Slops MUST be discharged ashore upon completion of the washing.
6. For subsequent washing, water can be used as washing medium.
When a medium other than water, such as MDO or products of Annex II, is used to
wash a tank, then its discharge is governed by the provisions of Annex I or Annex II,
respectively as if such a medium had been carried as a cargo.
MANAGEMENT OF TANK WASHINGS AFTER USE OF NON-FLAMMABLE ANNEX 1
PRODUCTS FOR CLEANING
Tank washing involving the use of such media shall not be done unless specifically
described in the vessels P&A Manual and approved on behalf of the administration.
When Annex I products such as MDO or lubricating oils are used to clean tanks which
have been discharged and stripped of an Annex II product, the following procedures
are to be followed:
1. Upon completion of cleaning, tanks are to be stripped of the cleaning product
and this is to be discharged to a slop facility ashore.
2. Tanks are to be rewashed using water until free of any residues and same to
be discharged to slop facility ashore.
3. The effectiveness of such cleaning has to be verified physically by checking
the surface of the wash water to ensure that it is free of surface film or
contamination.
4. Entry regarding the above procedures to be effected in the Oil Record Book
as per the Guidelines (Flow Chart) mention below:
NOTE – USE OF LOW FLASHPOINT PRODUCTS FOR WASHINGS IN UNDEFINED
ATMOSPHERE IS PROHIBITED.
Oil Record Book Entry Guidelines - ANNEX 1 Products used for cleaning
Rev No. : 4
Loading of Chemical in
Accordnace with Annex II and
IBC relevant entries in A 1&2 of
cargo record book
Entry in
accordance
In Transit
with B 3.4.5
Transfer
and 6 of
Cargo Record
No
Book
Tank Discharged and striied in
accordance with P&A Manual
procedures Entries in C 7 to C11
of Cargo Record Book
*CHECK COMPATIBILITY
Pre-wash of tanks as required

entries in D12 to D14 & J37 in
Cargo Record Book
Disposal to shore
facilty entries in (J55
to J57) of Part II of Oil
Water washing of Record Book
Tanks and
Disposal to Shore
facility entry in
G27 to G31 of Part
of Oil Record Book
CLEANING OF ANNEX I CARGO TANKS

The duration of wash will vary depending on the cargo being washed, temperature
of the wash water, ambient conditions, efficiency of the tank cleaning machines etc.
The tanks should be washed for as long as necessary to make the tanks free of oil.
After a reasonable amount of washing the tank should be gas freed and inspected. If
found free of oil during the visual inspection this fact must be recorded in the OIL
RECORD BOOK under additional procedures.
The slops generated from such washing should be collected on board and discharged
as per MARPOL Annex I.
Rev No. : 4
Accurate records of slops quantities generated should be maintained. Pollution of

the seas must be prevented. The onus of proving that there has been no pollution
and the tank was free of oil at the completion of washing remains with the ship.
DISPOSAL OF RESIDUES FROM SPILL TANKS
Residues from manifold spill tanks shall be drained to the slop tank, retaining tank or
container, pending disposal in accordance with ‘MARPOL’ requirements.
Prior draining the spill tank into the slop tank or container, it must be ensured that
the slop tank / container is empty or does not contain a cargo that is incompatible
with the cargo to be drained into it.
TANK INSPECTION AFTER CLEANING
Following items should be checked visually and physically to verify the tank cleaning
results:
1. Entire tank surface for visible residues of last cargo or tank cleaning chemical.
2. Shadow areas of the cleaning machine.
3. Underneath heating coils including heating coil supports.
4. Pump suction well (in case of submersible pumps).
5. Inside drop line.
6. Tank internals (ladder, cleaning machines, level gauges, sounding pipes).
7. Check tank surface for coating condition / discolouration / pittings.
8. Cargo tank odour, wetness / moisture.
9. Outside Tank – Cofferdam purging, Manifold lines, vent lines for cargo
residues.
10. Blow through heating coils.
TANK CLEANING AFTER DRYDOCKING
After sailing from a dockyard on completion of drydocking involving work in cargo
tanks such as recoating, the following have to be performed:
4.24.1 INSPECTION OF CARGO TANKS
In addition to the inspection to confirm successful completion of the work
immediately after finish of the work, after sailing from the dockyard, all the cargo
tanks must be inspected to check for any abnormality or any foreign matter left
behind.
Rev No. : 4
4.24.2 CURING OF COATING

Before starting any work in a cargo tank, which has been recoated, the curing of
coating must be confirmed. For proper curing of coating, the tank must be
ventilated mechanically with duct extended to the bottom to discharge the vapour
of the solvent being exhausted from the coating, and the ambient temperature in
the tank must be high enough.
For detailed procedure for proper curing and curing period, refer to Paint Maker's
instruction.
4.24.3 PRE-CLEANING BEFORE START OF USUAL TANK CLEANING
Before starting tank cleaning for loading next cargo, the recoated cargo tank must be
cleaned thoroughly using machines to get rid of the dust and paint odor.
A. Cleaning of Tank Recoated with In Organic Zinc Silicate Coating
1. Dust of coating material will affect the result of wall wash test and,
therefore, the dust must be removed. Repeated thorough air blowing of
the tank surfaces and continuous mechanical ventilation will be effective
to remove the dusts.
2. Tank Cleaning Procedure:
a) Flush the vent line with water by hand hose from the vent head for at
least 30 minutes.
b) Wash the tank surfaces by spraying warm fresh water by hand hose,
especially the surfaces shaded by internal structural members or
outfittings.
c) Butterworthing with cold fresh water for 0.5 to 1 hour.
d) Butterworthing with hot fresh water for 1.5 to 2 hours.
Note: Never use sea water for cleaning fresh zinc coating as sea water
which enters into small pores of coating is hard to remove, the fresh zinc
powder contained in the coating is chemically active and may react with
sea water to produce substances affecting wall wash test.
As time passes, the zinc powder will oxidize and the pores will be filled
with zinc oxide (white rust), which prevents entrance of foreign matter
into the pores, and the zinc coating shall consequently become less
active.
3. Wall wash testing
If the result of wall wash test is not satisfactory, the following additional
cleaning should be carried out:
Rev No. : 4
 Spraying DI (De-ionised) Water of good quality.

Note:
a) Do not use cleaning detergent.
b) Do not use waste rags and the likes which may pollute the tank.
B. Cleaning of Tank Recoated with Epoxy Coating
1. Before starting of cleaning of a tank with epoxy coating, it is to be cured as
per the instruction of Paint Maker.
2. In a cold climate, warming the tank by supplying steam slightly through the
heating coils facilitates the curing, however, ambient temperature in the tank
should be kept below 40oC. Sufficient continuous or intermittent mechanical
ventilation of the tank is essential for curing.
3. After proper curing of the coating and after confirming the tank is safe to
enter, the coating shall be tested by wall wash for permanganate time to
ascertain the progress of curing before start of tank cleaning. Strong smell of
solvent emanating from the coating generally means insufficient curing.
4. Tank cleaning procedure.
a) Flushing the vent line with fresh water by hand hose from the vent head
for at least 30 minutes.
b) Butter-worthing with hot seawater for 3 hours. (Pressure should be kept
less than 8 kg/cm2).
c) Butter-worthing with hot fresh water for 1 hour.
d) Steaming for 2 hours.
e) Steam condensate should be drained out of the tank every 30 minutes.
The temperature of the tank should not be raised above 65oC during
steaming.
f) Drying the tank immediately after steaming, by draining quickly and
ventilating mechanically with duct extended to the bottom as long as
possible.
Note:
1. When fine chemical is to be loaded, the above cleaning is better carried out
after curing of coating as long as possible.
2. If strong smell still exists in the tank, after tank cleaning, the following
procedure should be repeated several times.
 Steaming for 1 to 1.5 hours.
Rev No. : 4
 Drying the tank by draining quickly and ventilating mechanically with duct
extended to the bottom for at least 5 hours.
3. Hard and repeated steaming may affect the coating in process of initial
curing, therefore, the tank ambient temperature should be kept below 65oC
throughout steaming period and the number of repeated steaming should be
kept to minimum.
CLEANING OF HEATING COILS
The following procedures are to be complied with in the event of cargo leakage into
heating coils:
4.25.1 IN CASE OF CARGO SOLUBLE IN WATER
a) Flush the coil with warm fresh water 1 ~ 2 hours continuously.
b) Blow out / drain by compressed air and check odour of cargoes carried by the
water to determine if further cleaning is required.
c) Blow out drain by compressed air.
4.25.2 IN CASE OF CARGO NOT SOLUBLE IN WATER
a) Flush the coil with cold fresh water.
b) Clean the coil per cleaning method applied to tank itself.
4.25.3 CARGOES LIABLE SOLIDIFY / POLYMERIZE IN HEATING COILS
a) Master should report to Company if leakage of such cargo is found.
Note: Never carry out any hot work or work causing spark before coil, tank and
surrounding area are ascertained to be free from combustible liquids and gases
during the above cleaning.
TANK CLEANING SYSTEM AND EQUIPMENT
4.26.1 FIXED AND PORTABLE TANK CLEANING MACHINES
A tank cleaning system comprises a pump, heater and tank cleaning machines. Tank
cleaning machines are very important equipment on board chemical tankers and
should be maintained in good condition at all times. Vessel should have sufficient
spares on board for maintenance.
The outer casing of portable machines should be of a material that will not give rise
to an incendive spark on contact with the internal structure of a cargo tank.
Machines are provided with protective rubber sheaths to prevent damage to tank
structures or the machines themselves, these sheaths should always be in place.
Rev No. : 4
The coupling arrangement for the hose should be such that effective bonding can be
established between the tank washing machine, the hoses and the fixed tank
cleaning water supply line. When suspended within a cargo tank, machines should
be supported by means of a natural fiber rope (cotton rope is preferred) and not by
means of the water supply hose.
Bonding wires should be incorporated within all portable tank-washing hoses to
ensure electrical continuity. Couplings should be connected to the hose in such a
way that effective bonding is ensured between them.
4.26.2 PUMPS
Either an independent pump or a cargo pump can be used to supply water under
pressure to the fixed or portable tank cleaning machines. It is desirable to have the
rated volume capacity of the pump slightly in excess of the total designed discharge
of the number of machines to be used simultaneously.
This excess capacity should be about 10% if only one or two machines are used at
one time, but can be decreased to 5% if four or more machines are to be used at
once.
The parts of the pump through which liquid flows should be constructed of materials
which will be durable in hot sea water services.
4.26.3 HEATERS
The heater should have a capacity to heat the quantity of water discharged by the
pump from the entering temperature of the water to 85oC (192oF). This allows for
some temperature loss through pipelines.
The heat exchanger is installed in the water supply line on the discharge side of the
pump and should be provided with a by-pass. Heaters should be well maintained as
these are susceptible to scaling and should be cleaned every 6 months to ensure
peak performance.
4.26.4 CONTROLS AND INSTRUMENTS
The system should include a liquid level control, to maintain the proper level in the
cooler, and a temperature control, to limit the temperature of the cleaning water at
the heater outlet to 93oC (200oF). There should also be thermometers and pressure
gauges in the water supply line to the tank cleaning machines, both in the pump
room and on deck.
Rev No. : 4
4.26.5 TANK CLEANING MAIN SUPPLY LINES

The cleaning water lines should be capable of working pressure of 15 kg/cm2 and
should be of a size which can carry the maximum discharge from the pump without
excessive pressure loss. A sufficient number of hose connections should be installed
on the water supply line on deck at close enough intervals so that the maximum
number of machines to be used in adjacent tanks at one time by connecting hose
using short lengths. In tanks capable of using four or more machines at once, it may
be advisable to install hose connections in pairs, to avoid the need for excessive
lengths of hose.
4.26.6 DECK OPENINGS
Portable tank cleaning machines are admitted through tank cleaning hatches in each
tank. The number and location of these openings are important factors in an
efficient tank cleaning installation. An adequate number of hatches properly located
will practically eliminate machine spotting and hand hosing, with significant savings
in tank cleaning time and cost.
As the cleaning effect of any nozzle stream diminishes with distance, sufficient
openings should be provided to make certain that every part of the tank would be
reached. The use of a tank hatch in place of a deck opening is not recommended, as
the ladder will interfere with the machine and the hose cannot be properly secured.
Opening to the tanks except where portable machines are set must remain closed
while washing flammable and toxic products. Ventilation should be carried out only
through approved outlets. Refer to “Section 7.3 - Gas freeing” for details.
4.26.7 PORTABLE GAS FREEING FANS
These are to be used at deck openings wherein the vapour is discharged from the
tank in an unimpeded vertical direction in order to minimize the risk of vapour
accumulation on deck. The fans are to be maintained in good working condition at all
times
Precautions need to be observed while venting vapours of flammable and toxic
cargoes. The opening to the tanks must be maintained shut till ready for ventilation.
Refer to “Section 7.3 - Gas freeing” for details.
4.26.8 ASSOCIATED EQUIPMENT
In addition to the basic washing system various accessories will be required
depending on the extent of the tank. The following is a typical checklist of system
and equipment requirements to clean a chemical tanker converting from vegetable
oil to mineral oil.
Rev No. : 4
Refer to “Section 11” of this manual for details of the wall wash equipment required
on board.
1. Operational mechanical washing machines.
2. Quadrant saddles.
3. Mechanical washing hoses of 15m lengths each or of 20m lengths each.
4. Spanner wrenches for connecting hoses.
5. Air hose.
6. Squeezing paddles.
7. Six (or three)-cell safety flashlights, with extra batteries or pneumatic lights.
8. Clean rags.
9. Diaphragm pump.
Rev No. : 2
CARGO CUSTODY Page : 1 of 17
CARGO CUSTODY
CARGO SAMPLES
Effective sampling is the carrier’s only defence against a contamination claim. The
ship’s sampling should be witnessed by the attending surveyor.
A responsible officer who is fully aware of the safety procedures and has recognition
of the commercial significance of cargo samples should accompany the surveyors for
sampling. All activities of the surveyors must be recorded carefully in the ship’s port
log.
Due care should be taken to ensure that equipment used for sampling is clean and
suitable for the intended product. Factors such as weather and precipitation must be
considered prior sampling is carried out.
A set of load port samples must be provided to the vessel by the shipper’s surveyor.
Master must lodge a protest against the shipper, if he fails to provide load port
samples for the consignee and the vessel.
Appropriate PPE must always be worn, while sampling and ullaging. If deemed
dangerous, due to the nature of the cargo, sampling may be suspended and an entry
to this effect should be made in the ship’s log books. Ship’s crew must ensure that
shore personnel are donned with suitable PPE appropriate to the cargo during the
sampling operation. If not suitably protected then the shore personnel must asked to
proceed away from the high risk areas. Proper sampling with required precautions
may require the involvement of more than one person. Proper PPE must be worn all
personnel involved in the operation.
5.1.1 SAMPLING REQUIREMENTS
The recommendation for cargo sampling is as below:
Location Loading Discharging
Manifold Sample YES * YES *
Pump-stack Sample YES NA
One foot Sample If applicable NA
Individual Tank Sample Recommended Recommended
Composite Sample If applicable If applicable
*Manifold sampling for watch list cargoes should only be permitted once it is
ascertained that operation can be carried out safely with due approval from office
basis review of risk assessment
Rev No. : 2
Samples should be taken for every grade / type of cargo loaded. These samples are
to be sealed in appropriate containers and labelled with the following information:
a) Name of vessel and Voyage number.
b) Type of cargo, Port of loading and discharge.
c) Details of sample. (Manifold sample, tank sample etc.).
d) Date sample taken, and name of person who took sample.
e) Name and signature of Chief Officer and Surveyor or terminal representative.
Master should issue a letter for cargo samples to the surveyor prior commencement
of cargo transfer operation in order that cargo inspectors / surveyors prepare 1 set
of sample for the vessel in addition to that of the receivers.
5.1.2 CARGO SAMPLING PROCEDURES
Closed Sampling
Regulations provide no guidance on the procedures to be followed for sampling of
cargoes on tankers. Hence broadly the IBC chapter 17 column ‘j’ may be used as a
guidance. All petroleum cargoes must be sampled using closed samplers. The
definition of ‘closed sampling’ in this regard refers to the use of appropriate
methods, which would prevent the need to open the cargo tanks to draw a sample.
Closed sampling can be carried out by:
1. Using a Hermetic sampler through a vapour lock.
2. Using an inline sampling equipment like the Dopak sampler.
3. Drawing a sample at the pump stack by re-circulating the cargo through the
pump.
A Hermetic sampler has its limitations in use due to the varied quality of the
chemical cargoes being handled simultaneously by a chemical tanker. It is not
practical to have several Hermetic samplers on board to cater to different grades.
Maintaining the desired level of cleanliness is a challenge. Further there is also the
risk of the crew coming directly in contact with the cargo while transferring the
sample to the bottle. Hence the use of Hermetic type sampler is limited in use to the
oil trade.
A Dopak sampler is a specialized equipment used in case of highly sensitive cargoes
and for use in highly toxic cargoes. It should be recognized that cleanliness of the
sampler should be verified on each occasion to rule out possibility of cross
contamination of samples. This sampler is not suitable for low melting point
cargoes.
Rev No. : 2
We recommend that all cargoes other than those which require sampling with the
use of Dopak samplers should be are sampled at the Pump stack by recirculating the
pump. This procedure which obviates risk of opening a loaded cargo tank and if
properly followed minimizes crew exposure to cargo. This is hence the procedure
adopted by the company to carry out ‘Closed Sampling’ of Cargo Tanks.
Refer to Section 5.1.2.4 for the procedures to be followed for sampling of cargo
tanks at the pump stack while re-circulating cargo through the pump.
PLACARD FOR CLOSED SAMPLING
A placard shall be placed, clearly visible in the Cargo Control Room (CCR) stating the
following:
“CARGO SAMPLING – ONLY CLOSED SAMPLING PERMITTED ON THIS VESSEL”
Closed Sampling – Through Vapour Lock
This equipment is normally used for Annex 1 cargoes. Following precautions and
procedures should be followed when carrying out closed sampling through a vapour
lock using a closed sampling device:
1. All personnel involved in sampling are to be protected with PPE Level 1, 2 or
3 as appropriate.
2. Antidotes if any to be kept standby.
3. Tape and Sampler must be kept clean and checked for cleanliness before
putting in the tank to avoid possible cargo contamination.
4. It should be ensured that the vapour lock valve is in shut position before
opening the vapour lock cap to insert the tape or sampler.
5. It should be ensured that sampler is earthed at the vapour lock before
lowering the equipment in the tank. Some sampling equipment due to their
inherent design do not require any additional earthing wire connection,
manufacturer’s operation manual should be consulted to verify this.
6. It should be ensured that the sampler is tightly fitted to the vapour lock
stand-pipe before opening the vapour lock valve.
7. Care should be taken to ensure that there is no blow back of the vapour.
Vapour lock valve should be closed before loosening or removing sampler
from the stand pipe.
8. Earthing wire of the sampler should be disconnected only after removing the
sampler from the vapour lock stand pipe.
9. Vapour lock cap must be closed tightly after the completion of sampling. It
should be ensured that the earthing wire of the cap remains attached.
Rev No. : 2
Sampling Using Dopak Sampler

Dopak sampler should be used for watch-list cargoes and Oxygen sensitive cargoes
require stringent quality control. It must be noted that this sampler is not suitable
for Solidifying cargoes. Following precautions must be exercised (refer to the line
diagram given below)
1. All personnel involved in sampling are to be protected with PPE Level 1, 2 or

3 as appropriate.
2. Antidotes if any to be kept standby.
3. There should be at least double valve segregation between the location of
the pump drain and manifold flanges.
4. The manifold blank flanges to be completely tightened and must not be
opened during the duration of sampling. All valves, cocks and drains are to be
checked and confirmed to be shut.
5. The pump must be started using the local STC and operated at the least
possible speed to have minimal cargo flow.
6. The cargo pump must be in re-circulation mode.
7. Once the sampling is completed, the remaining cargo is to be blown back into
the tanks using Nitrogen and relevant valves closed.
Rev No. : 2
Sampling at Pump Stacks and Manifolds

Manifold or pump stack samples may be drawn provided the product is gravitating
or being loaded at a very slow loading rate or while recirculating cargo through the
pump.
In addition to point 1 to 7 of the section 5.1.2.3, following precautions are to be
complied with as applicable:
1. Drain valve is to be cleaned & flushed well prior samples are collected. To
ensure this the drains should be paid attention to during tank cleaning. The
ball valves of the drains must be worked to flush all remanents of the
previous cargoes.
2. A sample spigot must be used to collect the sample straight into the sample
bottle. Spigot must be maintained clean. A spigot is an adaptor which can be
connected to the cargo line drain with a narrow appendage to direct the
sample directly into the bottle.
3. A container should be used to prevent spill on deck or in the manifold.
Rev No. : 2
Open Sampling
If special circumstances require open sampling of cargoes other than highly Toxic or
Flammable cargoes may be allowed after carrying out Risk Assessment and obtaining
explicit permission from Office. Master can only permit this if allowed by terminal or
port regulations and a written request is given to the master.
When seeking permission for open sampling, Master shall provide the following
information:
1. Reasons for carrying out open sampling and why closed sampling is not
possible.
2. Confirmation that written permission for open sampling has been obtained
from terminal authorities.
3. Confirming that open sampling is permitted by local port regulations.
4. Type of cargo (toxicity / flammability / reactive with oxygen etc).
5. Confirmation that SSSCL is suitably claused to state that open sampling is
being carried out as requested by surveyor.
Rev No. : 2
6. Confirmation that the Risk Assessment has been carried out and office
approval obtained.
Following procedures should be followed when carrying out open sampling:
A. Open sampling shall as far as possible be done through a tank cleaning hatch
or other similar opening. Tank Dome shall not normally be opened for this
purpose.
B. Concerned crew members have been made aware of the hazards and safety
precautions to be taken while open sampling.
C. There should be no other activities in progress on deck. There are no sources
of ignition present on deck area and the weather is not threatening.
D. All access doors to accommodation remain shut till such time that open
sampling is in progress and gases are being released to the atmosphere.
E. Pressure in the tank has been released through PV valve.
F. Crew in the area has donned proper personal protective gear as applicable
for the cargo. They should stand in the windward direction of the open port.
G. Time of keeping ports open is minimized.
H. Synthetic ropes or tapes must not be used.
I. Metal sampling devices must be effectively earthed before introduction into
the tank and kept so until fully withdrawn.
J. Engine room should be notified during this time.
5.1.3 CARRIAGE OF CONSIGNEE SAMPLES
When a vessel is required to carry consignee's sample(s) of the cargo on board, these
should be landed, together with the cargo documents, at the discharge port and the
cargo documents suitably endorsed.
Receipts must be issued for all properly sealed and labelled samples. Obtain a shore
tank sample of each grade loaded for delivery at the discharging port.
5.1.4 SAMPLE LOCKERS
Following safety measures must be implemented with respect to sample lockers
which have a floor area more than 2 sq.m.:
1. Sample locker must have fire extinguishing arrangements as per SOLAS.
2. Cells divided in order to avoid shifting of bottles at sea.
3. Cellular divisions are to be made of materials fully resistant to the different
liquids intended to be stored.
Rev No. : 2
4. Adequate ventilation to be provided.

5. Samples, which react with each other dangerously shall be stowed away from
each other in different racks.
6. Stowing of cargo samples apart from designated spaces is not allowed. Never
allow samples to be stored in accommodation area.
7. Samples should be stored in clean and tightly closed containers of material
compatible with the cargo to prevent the loss or deterioration.
8. Products containing an inhibitor must be stowed in amber colour glass
bottles.The sample should be periodically inspected by the responsible
officer to check for any change in the apparent condition of the sample.
Any changes noted to the apparent condition of the sample should be be
recorded in the log book and immediately brought to the notice of the
charterers, owners/managers for appropriate course of action deemed
necessary. Condition permitting drawing a fresh set of sample from the cargo
tank should be considered to check for any cargo deterioration.
9. Samples bunched together or odd size sample bottles shall be placed in
suitable containers and arrested against movement and breakage.
10. Cargo MSDS sheets and details of PPE requirements shall be kept along with
‘Sample Retention Log’ in CCR.
11. Compatibility chart shall be available at the Sample Lockers and Compatibility
of cargo must be considered while stowing the cargo samples.
12. Samples without sufficient details must be discharged ashore.
5.1.5 SAMPLE RETENTION
Following procedures are to be complied with:
1. Cargo Samples are to be retained onboard in the cargo sample locker for a
period of Six months from the date of discharge unless otherwise required
due to a cargo claim or when instructed by Company. If there is insufficient
space to stow the samples for 6 months the company should be advised for
landing such sample bottles ashore.
2. The office will inform concerned owners and cargo samples will be landed
ashore at next convenient port for shore retention / disposal.
Rev No. : 2
3. Samples of Self Reactive Cargoes are to be retained onboard only till the
expiry of the inhibitor. Cargo Sample Locker should be inspected at regular
intervals to ensure that the samples retained onboard are only for the last Six
months or only till expiry of the inhibitor for Self Reactive Cargoes. The self
reactive cargoes containing inhibitors should be regularly inspected during
the voyage. Any change observed on the appearance of the cargo should be
immediately brought to the notice of Office and the Ship operators.
4. Sample of extremely toxic cargoes like Phenol and Cyanides etc., need not be
retained on board unless this can be done in a safe manner. In any case, they
may be landed ashore after 1 month of the discharge operation.
5. Samples of Cargoes such as Propylene Oxide, Acrylic Acid and Isoprene
(including mixtures) owing to hazardous nature are not to be stored onboard.
6. To minimize sample retention onboard, consignee samples shall be positively
handed over at each discharge port.
5.1.6 DISPOSAL OF SAMPLES
First in, first out principle should be adopted to dispose off samples. Samples can be
disposed as follows:
1. Landing ashore to appropriate reception facility and obtaining receipt for the
same.
2. During tank cleaning, mixed with the tank washings of cargoes of similar
category and compatibility and then discharged into sea strictly as allowed
under MARPOL regulations. Quantity of the samples added in the tank for
disposal should not exceed stripping limits stipulated by P&A manual. The
sample containers are to be cleaned and disposed as per Annex V.
3. Samples of Cargoes requiring Pre-wash are only to be disposed to shore
reception facility and receipt is to be obtained.
4. An entry should be made in the ‘Cargo Record Book’ (Code ‘K’) or ‘Oil Record
Book’ (Code ‘O’) and Cargo Sample Retention and Disposal log (Chem-06),
accordingly.
5. Sample bottles should not be reused for sampling purposes. A sample log to
be maintained onboard which will provide the history of samples taken by
the vessel and the method of disposal of cargo sample.
Rev No. : 2
CARGO HEATING
Certain cargoes need to be heated above ambient temperature to maintain ability to
be pumped due to high viscosity or low melting point. Details of the loading, carriage
and discharge temperatures will normally be given in the voyage orders. Stowage of
the cargo should take into account the highest temperature of cargo expected for
the voyage and discharge.
5.2.1 HEATING INSTRUCTIONS – COMPLIANCE WITH CHARTER PARTY
Heating instructions are issued by the Charterers / Shippers to the Master usually
before arrival at the loading port. Masters must ensure that clear and concise
instructions as to the temperatures to which the cargo is to be heated are received
in writing before the vessel’s departure from the loading port. If heating instructions
are not issued to the vessel for heating cargoes, the Master MUST issue ‘Letter of
Protest’ to the cargo surveyor / terminal accordingly.
The Charterers may request:
a) The cargo to be heated throughout the voyage to a certain temperature.
b) The vessel to arrive at the discharging port with a certain temperature and
maintain it throughout discharging.
c) The cargo to be heated throughout the voyage to a certain temperature,
which should be increased to a higher temperature before arrival.
Under heating as well as overheating may result in serious consequences and claims
from the Charterers or receivers.
It is extremely important that the cargo should arrive at the discharge port having
the correct temperature. If for any reason the Master finds that during the voyage
he is unable to comply with the Charterer’s heating instructions, he must
immediately inform the Company giving full details of the cause of the failure to heat
the cargo correctly.
A careful log of the fuel used to heat cargo must be maintained and the Master and
Chief Engineer should be familiar with the allowances for heating consumption in the
Charter Party.
5.2.2 RESPONSIBILITY FOR HEATED CARGOES
The Chief Officer is responsible for implementing the Master's instructions for the
heating of cargo. He must liaise with the Chief Engineer to ensure that the cargo
heating system is available to commence heating the cargo at the appropriate time.
Rev No. : 2
These Officers must plan the total heating operation to ensure that the specified
temperature is reached and maintained with the minimum expenditure of heat
energy and to ensure that there is adequate fuel, and where required, boiler water
for the voyage. The overall plan must also avoid rapid changes of temperature,
which may adversely affect the quality of the cargo or unduly stress the ship's
structure. The Chief Officer is responsible for the taking and recording tank
temperatures and adjustments to the heating system
5.2.3 PREPARATION FOR HEATING
Prior to loading cargoes requiring heating, the Master must ensure that:
1. The Chief Engineer is duly advised as to the Charterer’s heating requirements
and confirms that boilers / evaporators are in good working condition.
2. Fuel / distilled water is sufficient for the additional consumption due to the
heating requirements.
3. The heating coils are pressure tested for leaks and found satisfactory. Heating
coils of non-heated tanks should be positively isolated to prevent inadvertent
heating.
4. Steam traps if fitted are functioning properly and there are sufficient spares
onboard.
5. The control valves and steam lines on deck are in good working condition.
5.2.4 LOADING OPERATION
Under no circumstances should cargoes having temperatures higher than 700C be
accepted onboard unless specific instructions to the contrary are received from the
Charterers and confirmed by this office. The temperature of the incoming cargo
should be checked periodically as too high a temperature may cause undue strain on
the ship’s structure.
5.2.5 APPLICATION OF HEATING
The heating requirements for a cargo depend upon the characteristics of the cargo,
such as the pour point and viscosity. The extent to which the coils will have to be
used to heat the cargo to its required temperature will vary according to climate
conditions, Charterer’s requirements, and duration of the voyage.
At times, heating should start at, or right after loading; at other times shortly before
arrival. When steam is first applied, it should be admitted gradually to avoid damage
to the coils by water hammer and rapid expansion. Heating of cargo requires close
cooperation between the Deck and Engine Departments. The objective should be to
attain the requisite temperature with the minimum expenditure of fuel.
Rev No. : 2
Steam Heating
The following procedure should be adopted when heating is commenced:
1. All condensate drain valves of the heating coils should be fully open and
steam be supplied to the main heating coils system line at about 2.5 bar.
2. The steam control valves of the first set of tanks should be opened. Traces of
cargo observed in the condensate water flowing from the drains indicate that
a heating coil is leaking. The steam control valve of that coil should be shut
and the valve lashed with a wire to prevent opening by error. If no traces of
cargo are observed, then the steam control valve should be fully opened and
the drain valve closed. This procedure should be followed for the next set of
tanks and so on. The drain valves of the heating coils should be checked at
least twice daily for traces of cargo. If traces of cargo are found, the defective
coils should be isolated at once. Under no circumstances should a coil
suspected of leaks be used.
3. The temperature of each tank should be recorded. Steam valves of individual
tanks are adjusted as required based on temperature readings. Steam valves
of the forward tanks are usually opened more than the steam valves of the
aft tanks to compensate for the reduced pressure of steam.
4. It is the duty of the Chief Engineer to determine the pressure that he should
maintain in the steam line to meet the cargo temperature requirements.
5. When a heated cargo is being carried, the observation tank is to be closely
monitored for indications of leakage in the heating coils. If any such leakage
is observed, precautions must be taken to prevent the product from reaching
the boiler.
Thermal Oil Heating
1. Commence re-circulating cold thermal oil in the system by keeping the by-
pass valve open and tank heating coils shut.
2. Monitor the expansion tank oil level to identify leakages if any. Commence
heating and increase temperature to the required. Once done, open
particular tank heating coil as planned.
3. Adjust the system pressure by throttling the bypass valve.
4. Observe the level in the expansion tank for about 15 minutes.
5. If all found satisfactory, thermal oil heating can be increased gradually.
Rev No. : 2
6. Temperature of the cargo is controlled by adjusting the ‘Heat Exchanger

Temperature Controller’ (HETC) valve. The temperature setting of ‘HETC’
valve should not be set more than 100C higher than the maximum desired
cargo temperature.
Maximum working temperature will depend upon type of thermal heating oil in use.
Such temperature varies from 2300C to 3200C. Under no circumstances, the
maximum temperature should not exceed manufacturer’s specified maximum
allowable heating temperature.
Heating of Cargo with Deck Mounted Heat Exchangers
This type of heating arrangement is typically seen on MR tankers with deep well
pumps requires special care and attention. Heat exchangers must be operated as per
manufacturer’s instructions.
Cargo pump should be ideally operated during the day time for heating when the
deck is manned. However if needed to operate the pump during the night time,
composition of the deck manning team should be maintained same as being
followed during time.
During the operation of the pump for cargo heating, there is a heightened risk of:
1. Spillage, scalding, valve leakages, etc during such an operation.
2. Cargo migration caused due to inadvertent valve operations or leaking valves.
3. On vessels with single valve segregation between port and stbd tanks, the
migration of cargo may be a result of valve not being secured properly.
4. Heated cargo can leak into the line and freeze, choking the line all the way to
the manifold.
Generic Precautions to be taken are:
1. Relevant checks as per cargo transfer checklist (OP-CHEM-04) to be carried
out
2. Cargo should be allowed to flow through the heater prior opening the
heating medium.
3. Inlet pipe of the heating medium to be drained prior introducing steam by
opening the heating medium inlet valve.
4. While the pumps are in operation, ensure the associated cargo lines not in
use are maintained empty.
5. The ullage in the tank must be closely watched for any changes.
Rev No. : 2
6. The hydraulic valve actuators may take several seconds to actually close the
valve securely much after the indicator shows the valve as closed. This should
be kept in mind while operating the valves for cargo heating.
7. High level alarms should be kept in operation at sea in “AT SEA” mode if
fitted. In any case, the remote level gauging system should be kept
operational and the level indication and alarm functions available must be
used to detect any change in tank levels.
In addition to above generic precaution, ship specific procedure should be made for
the type specific heater fitted on board.
5.2.6 MONITORING OF HEATED CARGOES
During loading the cargo temperature is to be checked as soon as possible after
loading has commenced.
During the voyage unnecessary heating of cargo should be avoided to save fuel. The
cargo must be heated sufficiently in advance taking into account the prevailing
conditions.
The temperature of the heated cargo must be checked twice a day and records of
the cargo tank temperature should be maintained for the voyage as per the
company form “OP-CHEM-12” on a daily basis. This also facilitates detection of
inadvertent heating of non-heated cargo tank.
The temperature must be cross-checked by manual means at least once every 3
days. While doing so the temperature must be checked at a height of 10-20 cms
above the bottom of the cargo tank, middle height and about 30 cms below the top
level of the cargo. This is critical in case of tanks fitted with heat exchangers.
While carrying heated cargo it is essential to check and record the ullage of the cargo
tank which is being heated to ensure the tanks do not become overfilled due to
expansion of cargo.
Any failure of the heating system must be notified to the company immediately.
5.2.7 DISCHARGE OF HEATED CARGO
The measurement of heated cargoes requires attention as the temperature in the
various tanks may vary considerably. To avoid discrepancies of the arrival cargo
quantity figures, temperatures must be taken from each tank and the cargo quantity
for each tank must be separately calculated. In order to take accurate temperatures,
the temperature should be taken at a minimum of three levels in the cargo. One
about two meters from the top, one at mid point of the tank and one about one
meter from the tank bottom and the average of all three readings should be used.
Rev No. : 2
If a large difference is observed between the three readings then more readings
should be taken to ensure that an accurate average temperature is obtained.
Steam supply should be reduced as the cargo is discharged from a tank. It is
imperative that each tank is stripped right after the main cargo line valve is shut.
Under no circumstances should the stripping be postponed. When the level of the
cargo falls below the heating coils its temperature falls rapidly and if not stripped at
once, it might solidify.
If a heated cargo is discharged in very cold weather and the discharge is temporarily
stopped, every effort should be made to blow all cargo lines back into the tank. If
after the level of cargo in a tank has fallen below the heating coils a fairly lengthy
stop occurs, the level should be raised by transferring cargo from another tank.
Pumping should recommence only after the temperature has been
raised to the permissible maximum. Overheating on such occasions may easily occur,
therefore, frequently check the temperature.
Individual Framo pump cofferdams to be purged immediately upon completion of
discharge of each tank.
5.2.8 HEATING MEDIA
The common heating media used on board vessels is low-pressure steam. However,
there are certain cargoes, such as isocyanates, which react dangerously or which are
not compatible to water and steam as heating media. Such cargoes are heated using
thermal oil. Some vessels may not be fitted with a thermal heater. Charterers may
choose to carry such cargo if approval can be sought from class for the carriage a
portable thermal oil heater. A risk assessment should be carried out for use of such
portable heaters
5.2.9 TESTING HEATING COILS
Heating coils must be tested prior carriage of heated cargo. The coil must be
pressurized to about 7 kg/cm2 for 15 mins duration. When not in use the coils
should be drained sufficiently. The coils should be blown clear and dry. All tanks,
which are to receive cargo not requiring heating, are to have their coils blown-out by
air and then blanked off (both inlet and return) from the system. Records of pressure
test of steam coils should be maintained on board. When not in use the heating coils
should be pressure tested once every 3 months. If coils are not be used for a
prolonged period of time, these should be blown dry with N2 to prevent pitting
damage.
Rev No. : 2
5.2.10 CARRIAGE OF MOLASSES CARGO

Molasses cargo is liable to caramelisation. This causes a non-conductive layer of
‘caramel’ to form on the surface of heating coils due to excessive heating. This layer
prevents further heat transfer from the coils. The caramel on the surface of the coils
is very hard and is not easy to remove. It requires manual scraping of the tubes to
remove this layer.
Company recommends hot water-heating for Molasses Cargo. In-case of any doubt
company should be contacted for heating procedures.
5.2.11 TEMPERATURE LIMIT
Classification societies lay down maximum temperature limits for each vessel,
because of thermal stresses. Under no circumstances are these limits to be
exceeded. Tank coatings may be subject to limitations regarding their maximum
loading / carrying / discharging temperatures.
Guidance will be given in the compatibly lists published by coating paint
manufacturers. These temperatures must not be exceeded without permission from
Company. Do not load cargo, which requires discharge temperatures in excess of
80oC in epoxy and polyurethane coated tanks.
Heating Instructions from Charterers should also be reviewed to ensure that
maximum tank coating temperatures are not exceeded.
Heating Instructions are to be complied with to preserve quality of the cargo.
5.2.12 SEGREGATION OF HEATED CARGOES
Heated cargo should be stowed away from polymerizing cargoes and high vapour
pressure cargoes. The heating system of tanks, which are not being heated, must be
blanked and isolated. Non–heated cargoes stored adjacent to heated cargoes should
be within their permitted adjacent temperatures.
5.2.13 HEATING COIL SERVING TANKS CONTAINING TOXIC CARGOES
When two or more heated cargoes carried are incompatible (e.g. Edible oils and
Toxic cargoes) great care should be taken to see that the heating system integrity is
maintained during carriage.
After discharging the cargo, the system must be blown clear using compressed or
inert gas, using appropriate personal protection equipment for the cargo carried.
Any unusual loss of boiler feed water should be reported to the Chief officer
immediately so that cargo tanks ullages can be checked for detecting any ingress of
water in the cargo.
Rev No. : 2
Condensate return from the steam heating of toxic cargoes must not be allowed to
be returned to the Engine Room directly. The return condensate must be checked
for contamination by Cargo due to coil leakage. This is done usually through an
observation tank with gauge glass fitted on deck.
INTERNAL TRANSFER OF CARGO / BLENDING CARGOES AT SEA
Except in an emergency, internal transfer of cargo from tank to tank should be
avoided and only to be carried out with Charterer’s agreement and after consulting
the owners and Office.
Prior carrying out such transfer, safety precautions for loading / discharging and
adequate personal protection must be enforced and great care taken to avoid
accidental spillage and personal contact. Appropriate transfer checklist “OP-CHEM-
04” to be filled and record to be maintained in Oil / Cargo Record Book.
Blending of cargoes at sea is prohibited.
IN TRANSIT MONITORING OF CARGO
During the voyage following parameters need to be monitored as applicable:
1. Ullage of Tanks.
2. Oxygen Level.
3. Tank Pressures.
4. Cargo Temperature.
Rev No. : 3
CARRIAGE OF CARGOES REQUIRING SPECIAL
Page : 1 of 25
PRECAUTIONS
6. CARRIAGE OF CARGOES REQUIRING SPECIAL PRECAUTIONS

HIGH VAPOUR PRESSURE CARGOES
6.1.1 GENERAL
Deck officers should be aware of the nature of the cargo especially its vapour
pressure and flash point. The flash point is important because generally products
with a low flash point produce the largest amount of gas.
6.1.2 DEFINITION
Reid Vapour Pressure (RVP): The RVP test is a method of comparing the ability of
various petroleum products to give off vapour under standard conditions.
The Reid Vapour Pressure (RVP) test is a simple and generally used method for
measuring the volatility of petroleum liquids. RVP is useful for comparing the
volatilities of a wide range of petroleum liquids in a general way. It is, however, of
little value in itself as a means of estimating the likely gas evolution in specific
situations. The pressure is usually expressed as millimeters of mercury, pounds per
square inch or atmosphere. Pounds per square inch is generally used. There are
three types of products:
1. High Volatility, H.V. when RVP is 14 pounds per square inch or more. (0.9652
bar)
2. Intermediate Volatility, I.V. when RVP is over 8.5 pounds per square inch
(0.586 bar) but less than 14 pounds per square inch. (0.9652 bar)
3. Low Volatility, L.V. when RVP is 8.5 pounds per square inch (0.586 bar) or
less.
USCG CLASSIFICATION: The United States Coast Guard, Department of
Transportation has classified oil cargoes into two major categories, flammable liquids
and combustible liquids. These two types have been further expanded into five
grades.
Grade Type Reid Vapour Pressure Flash Point
Grade A Flammable Liquid =/< 14 Pounds 80 F or less
Grade B Flammable Liquid 8.5~14 Pounds 80 F or less
Grade C Flammable Liquid =/> 8.5 Pounds 80 F or less
Grade D Combustible Liquid - 80-150 F
Grade Type Reid Vapour Pressure Flash Point
Rev No. : 3
Page : 2 of 25
PRECAUTIONS
Grade E Combustible Liquid - 150 F and above
6.1.3 OPERATIONAL CONSTRAINTS

Cargoes with high vapor pressure may result in problems of cargo loss due to
excessive vapour release.
When discharging cargoes or products with high vapour pressure, cargo pumps
become vapour bound more readily due to cavitation’s, and natural gassing of the
liquid within the pump casing, particularly if the pump speed is not adjusted for
pressure, and difficulties in discharging may be experienced.
6.1.4 PRECAUTIONS
A. When discharging cargoes or products with high VP, cargo pumps become
vapour bound more readily, particularly if the pump speed is not adjusted for
pressure. In order to avoid this following discharge procedures are suggested.
B. Start the cargo pumps slowly and gradually increase the RPM until the
maximum discharge pressure is reached, then decrease the pump speed
slightly.
C. Each tank to be stripped individually.
D. The pump speed should be gradually reduced as tank ullages increase and
pump performance falls off. However it must be borne in mind that if pump
speed is reduced too much the pump may become ineffective.
E. Pump speed reduction and/or throttling of a discharge valve should be done
before the pump starts to loose suction. Since this point is difficult to
determine, reduction of flow rate should be made when the tank is about 1/3
full, then further reductions can be made as the level is lowered. The
discharge of high vapour pressure cargoes will be facilitated if:
 Pumps are well controlled and carefully watched.
 Tank ullages are carefully watched.
Rev No. : 3
Page : 3 of 25
PRECAUTIONS
STATIC GENERATING CARGOES / STATIC ACCUMULATING CARGOES

6.2.1 GENERAL
Certain cargoes have static generating and accumulating characteristics. As the
product moves through a pipe, it leaves a static charge on the pipe and picks up the
opposite charge itself. It also picks up a static charge when it is sprayed or splashed
against a metal surface, such as when cargo first enters a tank.
The rate of charge generation increases with a rate of flow agitation in the tank and
the amount of entrained water.
A charged product could be a source of ignition if:
1. A static charge was generated.
2. Enough static charge was accumulated to cause an incendiary spark.
3. A mean of discharging the spark existed.
4. An ignitable air-vapour mixture was present.
By reducing the initial and maximum loading rates, the accumulated static charge is
kept too small to cause an incendiary spark. By rigorously excluding objects from the
tank, and by delaying sampling, thieving, etc. until after the static charge is
dissipated, the spark gap is eliminated. On vessels equipped with an inert system an
ignitable air-vapour mixture is eliminated by reducing the oxygen concentration.
Refer to Annex I of this manual for further guidance on Static Electricity.
6.2.2 HAZARDS / HEALTH INFORMATION
Static Electricity presents fire and explosion hazards during the handling of static
accumulating cargoes and during other tanker operations such as tank cleaning,
dipping, ullaging and sampling. Certain operations can give rise to accumulations of
electric charges that may be released suddenly in electrostatic discharges with
sufficient energy to ignite flammable hydrocarbon gas / air mixtures.
On Ships with non-inert / undefined atmosphere in cargo tanks which are not fitted
with full depth sounding pipe while handling static accumulator cargoes, use of
portable gauges is permitted only after relaxation period
After Butterworthing of tanks, at least 30 minutes must be allowed before lowering
the probe into the tanks while washing flammable chemicals in ‘UNDEFINED’
atmosphere on ships which are not fitted with full depth sounding pipes.
FAILURE OF FIXED GAUGES WHILE HANDLING STATIC ACCUMULATING CARGOES
(Undefined Atmosphere)
Rev No. : 3
Page : 4 of 25
PRECAUTIONS
1. In case of failure of fixed gauges while handling static accumulating cargoes,

approved MMC / UTI gauges can be lowered into the tank if cargo tanks are
fitted with full depth sounding pipes.
2. Relaxation period of at least 30 minutes should be allowed prior gauging in
case cargo tanks are not fitted with full depth sounding pipes.
3. Test ‘High Level’ and ‘High High Level’ alarms and confirm same working
satisfactorily prior commencing cargo operation.
4. Carry out formal risk assessment to ensure cargo handling rate is sufficiently
reduced to ensure safe operation. In case of loading, ensure topping off
ullage is recalculated not exceeding ‘High Level Alarm’ limit.
5. In case of fixed gauge failure during loading / discharging operation, cargo
operation should be immediately stopped to assess the situation. Further
operation should not resume risk assessment has been carried out.
6.2.3 PRECAUTIONS
A. Static electricity presents fire and explosion hazards during the handling of
static accumulating cargoes in undefined atmosphere during operations such
as tank cleaning, ullaging and sampling.
B. The bonding of metal objects to the metal structure of the ship to eliminate
the risk of spark discharges between metal objects that might be electrically
insulated. This includes metallic components of any equipment used for
ullaging and sampling.
C. Restricting the linear velocity of the cargo to a maximum of 1 metre per
second at the individual tank inlets during the initial stages of loading, i.e.
until:
The filling pipe and any other structure on the base of the tank has been
submerged to twice the filling pipe diameter in order that all splashing and
surface turbulence has ceased.
D. The following additional precautions should be taken against static electricity
during ullaging, dipping, gauging or sampling of static accumulator oils:
I. Closed type of portable sampling equipment only to be used.
Rev No. : 3
Page : 5 of 25
PRECAUTIONS
II. Banning the use of all metallic equipment for ullaging and sampling
during loading and for 30 minutes after completion of loading. After
the 30 minutes 'Relaxation Period' metallic equipment may be used
for dipping, ullaging and sampling but it must be effectively bonded
and securely earthed to the structure of the ship before it is
introduced into the tank, and must remain earthed until after
removal.
E. Operations carried out through a correctly designed and installed sounding
pipe are permissible at any time. It is not possible for any significant charge
to accumulate on the surface of the liquid within the sounding pipe and
therefore no waiting time is required. However, the precautions to be
observed against introducing charged objects into a tank still apply and if
metallic equipment is used it should be bonded before being inserted into
the sounding pipe.
AROMATIC CARGOES
6.3.1 GENERAL
Aromatic hydrocarbons include Benzene, Toluene and Xylene. It is recommended
that personnel engaged in cargo operations involving products containing these
follow the precautions and procedures as described in this section to minimize
exposure due to cargo handling operations.
For detailed procedures on Benzene or cargoes containing Benzene refer to Section
6.10.
Aromatic cargoes can produce harmful effect in the body when swallowed, absorbed
through the skin, or when the vapours are inhaled. The danger of harmful effects
varies according to the type of aromatic, its physical properties and the individual
inherent sensitivity.
6.3.2 DEFINITION
Aromatic cargoes are a large class of organic compounds whose molecular structure
includes one or more planar rings of atoms, usually but not always, six carbon atoms.
Aromatic cargoes are generally clear colourless liquids, characterised by a distinct
sweet odour. Prolonged exposure to their vapours may cause a temporary loss of
the sense of smell.
Rev No. : 3
Page : 6 of 25
PRECAUTIONS

1. Aromatics cause irritation if they come in direct contact with the eyes.
2. Prolonged or repeated contact with some aromatics may cause the skin to
become dry or cracked due to the de-fatting action of the material. Some
aromatics may cause minor skin irritation from prolonged or repeated
contact.
3. Chemical pneumonia may result if an aromatic liquid is swallowed and
subsequently taken into the lungs.
4. Very long term exposure to Benzene may cause chronic damage to the blood
and blood forming organs and may be fatal.
5. OHSA (Occupational Health and Safety Admin) has put TLV of Benzene at 1
PPM. All vessels should be equipped with gas detector kit capable of
measuring Benzene concentrations in the 0-20 PPM range.
6.3.4 PRECAUTIONS
a) Aromatic cargoes can produce harmful effect in the body when swallowed,
absorbed through the skin, or when the vapours are inhaled. The danger of
harmful effects varies according to the type of aromatic, its physical
properties and the individual inherent sensitivity.
b) Aromatic cargoes are generally clear colourless liquids, characterised by a
distinct sweet odour. Prolonged exposure to their vapours may cause a
temporary loss of the sense of smell.
c) In cases of unavoidable concentration above the TLV-TWA of the cargo are
likely to be encountered, breathing protection must be used.
d) Checks must be made regularly for aromatic and combustible vapours in
location where excessive concentrations are probable, such as the pump-
room.
e) Clothing that becomes contaminated from spills or splashes should be
removed immediately and cleaned prior reusing.
Rev No. : 3
Page : 7 of 25
PRECAUTIONS
POLYMERIZING CARGOES
6.4.1 DEFINITION
Polymerisation is an irreversible chemical reaction in which small molecules
(monomers) bind together into large molecules (polymers) resulting in a change of
state from liquid to solid. The process is exothermic (gives off large amount of heat)
and is a chain reaction. Heating the monomer acts as a catalyst and can trigger off /
speed up the polymerisation process. Once polymerisation starts it is very difficult /
impossible to stop the process.
6.4.2 HAZARDS AND HEALTH INFORMATION
The hazards of polymerizing cargoes are as follows:
1. Off-spec cargo quality.
2. Inability to pump, if further deteriorated may result into complete loss of the
cargo / vessel tanks.
3. The health hazards for polymerizing cargoes includes ‘Acute Toxicity, Skin and
Eye Irritation’ and Carcinogenic potential.
6.4.3 PREVENTION
Polymerization and self-reacting cargoes may be stabilized by two means:
1. Refrigeration.
2. Inhibition.
Inhibition is achieved by the addition of a small quantity of a inhibitor which retards
/ inhibits the reaction process. Some inhibitors work independent of oxygen while
some do not. For Styrene Monomer, TBC (4-Tertiary Butyl Catechol) is usually added
as an inhibitor.
The transport of monomers by sea usually involves the addition of inhibitors and at
the same time ensuring that the cargo temperature is maintained as low as possible.
Refrigeration is not normally carried out.
The inhibitor added to the cargo should have sufficient validity for the intended
conditions of the voyage i.e. expected voyage duration and expected temperature
during the voyage. When inhibitor is added to the cargo on board the vessel the
operation should be witnessed by the ship’s officers. Master should obtain an
inhibitor or stabilization certificate as required by IBC code. A certificate of inhibition
from the manufacturer of the cargo should specify the following information.
1. Date inhibitor / stabilizer added to product.
Rev No. : 3
Page : 8 of 25
PRECAUTIONS
2. Type of inhibitor / stabilizer added to product.

3. Quantity of inhibitor / stabilizer added to product.
4. Effective duration of the inhibitor / stabilizer added to product.
5. Temperature limits of the inhibitor / stabilizer added to product.
6. The effects of elevated temperature on the inhibitor / stabilizer added to
product.
7. Action to be taken in case of abnormal temperature rise of the product.
8. Emergency contact numbers for shore advice / assistance.
9. Action to be taken if the lengths of the voyage exceed the effective life of the
inhibitor.
10. Recommended method for determining inhibitor / stabilizer level and
continued effectiveness.
11. Whether or not the inhibitor is oxygen dependent.
During carriage at sea, the cargo will tend to evaporate during the day when
temperatures are high. As the boiling point of the monomer differs from that of the
inhibitor, the monomer separates from the inhibitor during the evaporation process.
When the monomer condenses, it will not have any inhibitor in it and is very liable to
polymerise. During the night the monomer condenses on the underside of the deck
head and in vent lines etc. and these are common areas where polymerization can
be seen to occur.
The signs of polymerization can be recognized by a rise in the temperature of the
cargo. For this reason the temperature of the cargo tanks carrying self-reacting
cargoes must be closely monitored. If polymerization is suspected a sample from the
tank must be drawn for analysis. White particle or milky appearance of the sample
would indicate polymerization. This is a potentially dangerous situation. The
company must be immediately notified as the situation may require immediate
action to prevent further threat to the safety of the crew and vessel.
6.4.4 PRECAUTIONS
During Voyage:
a) Check cargo temperatures daily to ensure that polymerisation is not starting
or taking place.
b) In hot / sunny climate, carry out cooling of the decks using sea water.
c) Check the vents and PV valves.
Rev No. : 3
Page : 9 of 25
PRECAUTIONS
d) Follow shippers instructions regarding carriage.

At Discharge Port:
a) Prior discharge, ensure that flame screens and vents are clear.
b) During discharging, fit additional pressure gauges to monitor the tank
pressure.
c) Carry out pre-wash using cold seawater as soon as the tank is empty after
inspection by cargo surveyor.
d) If vessel is in port, prewash is still to be carried out and wash water should be
left in the tank. All vent pipes, flame screens etc should be checked as same
are likely to be clogged / choked due to the polymerisation.
During Tank Cleaning:
a) Ensure that all cargo lines are thoroughly cleaned.
b) Ensure that vent lines, flame screen mesh, P/V valves etc are thoroughly
cleaned and all traces of cargo is removed.
c) Vessel fitted with peepholes on tank hatches should ensure these are cleaned
thoroughly.
d) Framo pump cofferdams are to be flushed with water.
SOLIDIFYING CARGOES
6.5.1 GENERAL
Following types of solidifying cargoes are largely carried onboard chemical tankers:
1. Non-dry type oils (e.g. Palm Oil / Tallow).
2. Chemical products in need of cargo heating (e.g. Phenol).
Necessary precaution should be taken for cargo operations of solidifying cargo
especially item (2) which will swiftly solidify and an enormous time is required for
melting as compared to an animal or vegetable oil, by which cargo pump impellers
may be frozen in worst case.
Most cargoes which belong to item (2) are also dangerous to humans due to their
toxic nature.
6.5.2 DEFINITION
Solidifying substance means a noxious liquid substance which:
Rev No. : 3
Page : 10 of 25
PRECAUTIONS
1. In the case of a substance with a melting point of less than 15°C, is at a

temperature of less than 5°C above its melting point at the time of unloading;
or
2. In the case of a substance with a melting point of equal to or greater than
15°C is at a temperature of less than 10°C above its melting point at the time
of unloading.
Solidifying cargoes may result into severe damages to the tank structure due to over
/ under pressure resulting from the blockage of vent lines. Similarly, solidifying
cargoes may result into unpumpable quantity left out in the tank, quantity shortage.
When handling solidifying cargoes suitable personnel protection should be used.
6.5.4 PRECAUTIONS
Prior Loading:
a) Heating coils shall be pressure tested prior loading.
b) Vessel must obtain heating instructions for the solidifying cargoes being
carried onboard. In case of unavailability of heating instructions for solidifying
cargo, Master should issue 'Letter of Protest' and inform charterers / Office.
c) Submersible pump cofferdam should be purged/filled with liquid as
recommended by the maker's instructions depending upon the cargo.
d) Cargo stowage should be planned in such a manner to avoid ballasting
adjacent ballast tanks or void spaces.
e) Avoid using jumpers as far as practicable.
During Loading:
a) Feeling the cargo pipelines will give good indication of cargo flowing in the
correct tanks.
b) At the time of cargo change over, cargo lines and vent lines should be
thoroughly blown through.
Rev No. : 3
Page : 11 of 25
PRECAUTIONS
Before Discharging:
a) Ensure cargo temperatures are in line with discharge temperature as
mentioned in 'Heating Instructions'.
b) The condition of tank bottom should be checked by a sounding tape or rod at
regular intervals during voyage. (Note: This check is strictly prohibited while
carrying hazardous cargoes).
c) Ensure cargo pump are kick started to ensure impeller / stack is clear of
solidified cargo residues. Recirculate cargo by keeping line master and
manifold valve shut and drop line open. All cargo lines to be blown through
immediately after completion of recirculation to ensure no cargo is left in the
pipelines.
d) Hammer test the cargo line/vent line to check if any cargo is trapped in the
line. The hammer used for testing should be of non-spark type.
e) In addition to hammer test, line blowing should be carried out from each
manifold to the cargo tanks and from PV stack to cargo tanks in order to
ensure cargo/vent lines are free from solidified cargo residues. Compressed
air or Nitrogen should be used for this purpose depending upon cargo
properties.
f) Operate cargo valves by fully opening and fully closing to ensure correct
operation.
g) Ensure ullage pockets, tank sensors are not solidified. In cases where ullage
pockets or other tank openings are observed with solidifying cargo residues
these MUST be cleared by external steaming prior commencing cargo
operation.
After Discharging:
a) After completion of discharging, a thorough blow through is required to
ensure all cargo lines, vent lines, jumpers, common line spool pieces are free
of solidifying cargo residues.
b) After discharging, add hot fresh water to ensure pump impeller is clear of
solidified cargo residues.
c) Purge submersible pump cofferdam as per maker's instructions to ensure
cofferdam is not blocked or seals are not leaking.
Rev No. : 3
Page : 12 of 25
PRECAUTIONS
6.5.5 CLEARING OF SOLIDIFIED RESIDUES FROM CARGO LINE

The vessel MUST carry out a ‘Risk Assessment” and Office approval is required prior
commencing below mentioned operation.
1. The line clearing plan shall be in place and discussed with all concerned
person after carefully assessing hazards associated with the cargo.
2. The assessment of line blockage must be carried out to identify location of
solidified cargo residues remaining in the cargo lines. The location of the
pipelines that are prone to stagnation should be checked for e.g.:
a) Valves in common lines in way of spool piece.
b) Manifold pipeline opposite to the shore connection, elbows.
c) Stripping pipeline, in case of submersible pump.
d) Line draining cock underneath both manifold and cargo lines.
3. All crew must wear suitable PPE as required for the subject cargo handling.
4. Pressure gauge should be fitted on the pipelines for monitoring to avoid
excessive pressure built up.
5. Steam should be applied externally and at the upper side of the pipe. The
responsible officer should monitor steam heating of cargo lines. Steam
should not be introduced into cargo pipes of tanks containing cargo.
6. In case of non-drying vegetable oils, if the terminal representative and/or
receiver accepts to melt solidified cargo using a supply of live-steam to the
cargo trapped directly even though cargo will be contaminated with
condensed water, the under-mentioned precautions should be followed:
a) Stop cargo pump.
b) Disconnect shore manifold connection.
c) Lineup for collecting cargo residues into shore storage tank or into
ship’s cargo tank, should be confirmed.
d) Ensure deck steam line has sufficient pressure.
e) Connect steam at the manifold and open manifold valve slowly.
f) Connect steam hose on steam blow flange which is the upper part of
the delivery valve keeping it slightly loose to drain the melting cargo.
g) Steaming by another steam hose on the upper side of solidified
pipeline.
Rev No. : 3
Page : 13 of 25
PRECAUTIONS
h) Feel the cargo line temperature to estimate cargo line clearing.

7. In case the pump impeller does not turn due to solidifying cargo in the
suction well, following procedure is recommended.
a) Commence heating of double bottom tank which is underneath of
cargo suction well.
b) If sufficient time is available prior cargo discharging, steaming in WBT
is recommended through the air vent or sounding pipe.
c) In either case, risk assessment and office approval must be obtained
prior carrying out operation.
TOXIC CARGOES
6.6.1 GENERAL
Toxic substances are identified by letter ‘T’ under column “K” in Chapter 17 to the
IBC Code. Additional requirement are stated in Reg. 15.12 which is listed under
column “O” in the table of Chapter 17 to the IBC Code.
A toxic substance is one which is liable to cause either harm to human health,
serious injury or death. Toxic means the same as poisonous. Toxicity is the ability of
a substance, when inhaled, ingested, or absorbed by the skin, to cause damage to
living tissue, impairment of the central nervous system, severe illness or, in extreme
cases, death.
There are three common ways that a cargo can be toxic: swallowed (oral toxicity),
absorbed through the skin, eyes and mucous membranes (dermal toxicity) or
inhalation as a vapour or mist (inhalation toxicity). A chemical may be toxic by more
than one of these routes: for example, toxic vapours and mists affect people most
via the respiratory system but they can also be absorbed through the skin.
The amounts of exposure required to produce these results vary widely with the
nature of the substance and the duration of exposure to it. Toxicity is objectively
evaluated on the basis of test dosages under controlled conditions, and expressed as
threshold limit values (TLVs).
Note: For Shipboard Operations – (TLV-TWA) is to be used. Refer Section 1 for
definitions of TLV’s.
Prevention of exposure is achieved through a combination of cargo containment,
which prevents toxic fumes or liquid from contaminating the workplace, and the use
of personal protective equipment (PPE).
Rev No. : 3
Page : 14 of 25
PRECAUTIONS
If a person is exposed to hazardous or toxic chemicals on board please refer to

Section 1.40 for action to be taken.
6.6.2 REQUIREMENTS FOR TOXIC PRODUCTS IN ACCORDANCE WITH IBC
1. Bow or stern loading and unloading lines shall not be used for the transfer of
products required to be carried in type 1 ships. Bow & Stern loading and
unloading lines shall not be used for the transfer of cargo emitting toxic
vapours required to comply with 15.12.1 of IBC code, unless specifically
approved by the administration.
2. Tank venting systems shall be provided with a connection for a vapour return
line to the shore and shall be separate from tanks containing non-toxic
products.
3. Toxic Products shall not be stowed adjacent to oil fuel tanks.
4. Ships carrying Toxic products shall be equipped with at least 2 instruments
designed and calibrated for testing for the specific vapours in question.
5. Cargo tank relief valve setting shall be minimum 0.02 MPa gauge
6. If the toxic cargo is a heated grade, the steam returned to the engine room
needs to be sampled and tested for contamination. The testing is to be done
with the use of test kits. Test kits for relevant cargoes must be provided on
board the vessel. (eg. Phenol Test Kit).
6.6.3 PRECAUTIONS
Prior Loading:
a) Upon receipt of the voyage orders, the master must ensure complete
information of the product is available. Particular attention is to be paid to
any specific requirements such as tank environmental control and protection
of personnel. Any requirements for voyage requisites such as toxic gas
detector tubes, antidotes and protective equipment shall be communicated
to the head office.
b) The toxic information of cargo including methods of detection, TLV-TWA,
Odour threshold, personal protection action in the event of spill, effect of
liquid on skin and ingestion should be discussed with all personnel on
onboard.
c) Integrity of the relevant tanks, lines, valves, access hatches, butterworth
pockets, high level alarms, overfill alarms and other peripherals are to be
checked prior arrival at the load port.
Rev No. : 3
Page : 15 of 25
PRECAUTIONS
d) All hose / pipe connections must be tested with soap solution and high
pressure nitrogen before commencing any operations to ensure connections
are tight. All joints must be of PTFE and all leaks rectified before commencing
cargo operations.
At Load Port:
a) Warning signs to be posted at vessel's access point.
b) Information regarding Toxic properties should be available for all visitors.
c) MSDS of the cargo must be available to the master.
d) Only closed sampling procedures are permitted.
e) Upon completion of loading, all lines to be blown clear using Nitrogen. Hoses
used for cargo transfer if any are to be thoroughly flushed with fresh water,
blown dry and stored in place.
f) All cargo samples are to be stored in sample locker and not to be removed
without prior permission from the Chief Officer.
g) Personnel Protective Equipment including chemical protective suits are to be
thoroughly washed, aired and stored in safe area.. SCBA empty bottles must
be recharged.
Prior Discharging:
a) Cargo requirements towards gauging, venting and other operational
procedures to be planned in advance by the Chief Officer and all concerned
personnel made familiar with the same.
b) Cargo requirements towards gauging, venting and other operational
procedures to be planned in advance by the Chief Officer and all concerned
personnel made familiar with the same.
c) All hose / pipe connections must be tested with soap solution and high
pressure nitrogen before commencing any operations to ensure connections
are tight. All joints must be of PTFE and all leaks rectified before commencing
cargo operations.
Rev No. : 3
Page : 16 of 25
PRECAUTIONS
During Discharging:
a) Warning signs to be posted at vessel's access point.
b) Information regarding Toxic properties should be available for all visitors.
c) Accommodation Air conditioning intakes must be set to ensure that the
atmospheric pressure inside the accommodation is always greater than that
of the external atmosphere.
d) Only closed sampling procedures are permitted.
e) Upon completion of discharging, all lines to be blown clear using Nitrogen.
Hoses used for cargo transfer if any are to be thoroughly flushed with fresh
water, blown dry and stored in place.
f) Personnel Protective Equipment including chemical suits are to be thoroughly
washed, aired and stored in safe area.. SCBA empty bottles must be
recharged.
CORROSIVE CARGOES
6.7.1 GENERAL
The most common corrosive liquids are acids and bases (or alkalis), and can be
organic or inorganic.
Corrosivity is measured by means of pH value indicating the concentration of
hydrogen ions. (Zero to 7 is acidic, 7 is neutral and 7 to 14 is basic).
The knowledge of physical / chemical characteristics of corrosives is essential for
safe transportation.
Corrosive substances destroy human tissue on contact (e.g. skin, eyes and mucous
membranes in the mouth and the respiratory tract); metal or other material used in
ship construction can also be corroded at an excessive rate.
The most dangerous corrosives cause severe burns after a very short time. Some
substances become corrosive only in the presence of water, or produce corrosive
vapour when in contact with moist air.
Dilute Acids are more hazardous than concentrated acids with regard to exposure to
skin contact.
6.7.3 REQUIREMENTS FOR CARRIAGE OF ACIDS (IBC CODE)
1. The ships shell plating shall not form boundaries of tanks containing mineral
acids.
Rev No. : 3
Page : 17 of 25
PRECAUTIONS
2. Proposals for lining steel tanks and related piping systems with corrosion-
resistant materials may be considered by the administration. The elasticity of
the lining shall not be less than that of the supporting boundary plating.
3. Unless constructed wholly of corrosion-resistant materials or fitted with an
approved lining, the plating thickness shall take into account the Corrosivity
of the cargo.
4. Flanges of the loading and discharge manifold connections shall be provided
with shields, which may be portable, to guard against the danger of the cargo
being sprayed; and in addition, drip trays shall also be provided to guard
against leakage onto the deck.
5. Substances subjected to the requirements of this section shall be segregated
from oil fuel tanks, in addition to the segregation requirements in 3.1.1 (IBC
Code).
6. Provision shall be made for suitable apparatus to detect leakage of cargo into
adjacent spaces.
6.7.4 PRECAUTIONS
CHECKS DURING SEA PASSAGE
Ballast tanks & cofferdams forming boundaries to spaces loaded with acids are to be
checked for presence of Hydrogen and pH value at least twice a week and recorded.
PRECAUTIONS
At Load Port:
a) Warning signs to be posed at vessel's access point.
b) Information regarding Corrosive properties should be available for all visitors.
Manifold and cargo handling area are to be barricaded off and are to be
entered by personal donned with skin and eye protection as applicable, this
applies to all visitors including terminal personnel and surveyors engaged in
hose connection / disconnection, sampling of cargo, etc.
pressure air / nitrogen before commencing any operations to ensure
connections are tight. All joints must be of PTFE and all leaks rectified before
commencing cargo operations.
Rev No. : 3
Page : 18 of 25
PRECAUTIONS
d) All cargo samples are to be stored in the sample locker and are not to be
removed without prior permission from the Chief Officer. Hoses used for
cargo transfer if any are to be thoroughly flushed with fresh water, blown dry
and stored in place. Personnel protective equipment including chemical
protective suits are to be thoroughly washed, aired and stored in safe area.
e) In case of acids, acid guard shall be used for the manifold connection.
Additionally, ballast should not be taken in adjacent ballast tanks in case
subject acid cargo is water reactive.
During Voyage:
a) Ballast tanks and cofferdams forming boundaries to spaces loaded with acids
are to be checked for presence of Hydrogen and pH value at least twice a
week and recorded.
At Discharge Port:
a) Warning signs to be posed at vessel's access point.
b) Information regarding Corrosive properties should be available for all visitors.
Manifold and cargo handling area are to be barricaded off and are to be
entered by personal donned with skin and eye protection as applicable, this
applies to all visitors including terminal personnel and surveyors engaged in
hose connection / disconnection, sampling of cargo, etc.
pressure air / nitrogen before commencing any operations to ensure
connections are tight. All joints must be of PTFE and all leaks rectified before
commencing cargo operations.
d) Prior discharging, 'Cargo requirements towards gauging, venting and other
operational procedures to be planned in advance by the Chief Officer and all
concerned personnel made familiar with the same.
e) During discharging, care shall be taken to avoid ballasting adjacent ballast
tanks in case subject acid cargo is water reactive.
f) After completion of discharging: Hoses used for cargo transfer if any are to be
thoroughly flushed with fresh water, blown dry and stored in place. Chemical
Protective suits and other PPE items are to be thoroughly washed, aired,
stored in safe area.
g) After discharging and purging is finished. It is beneficial to circulate fresh
water through the cofferdam to remove all residue after a leakage.
Rev No. : 3
Page : 19 of 25
PRECAUTIONS
HIGH VISCOSITY CARGOES

6.8.1 DEFINITIONS
High Viscosity substance means a noxious liquid substance of category X or Y with a
viscosity equal to or greater than 50 mPas at the discharge temperature.
High Viscosity cargoes may result in difficulties in discharging or stripping if following
precautions are not observed.
6.8.3 PRECAUTIONS
When High Viscosity substances are carried on board, it is the duty of the Master to
ensure that the viscosity of the cargo shall be specified on a shipping document, and
if the cargo’s viscosity exceeds 50 mPas at 200C, the temperature at which the cargo
has a viscosity of 50 mPas shall be specified in the shipping document.
If such information is not available to the Master, the loading operation shall not
commence until the required information is obtained.
Padding of high viscosity cargoes through loading line is not allowed.
Ballast or tank cleaning water should not be stored beneath or adjacent to these
tanks.
For cargoes such as molasses, the use of special booster pumps may be necessitated,
these pumps operate in series with the individual tank cargo pumps to facilitate
moment of cargo between the vessels manifold and shore tanks. It is however
important that the master takes into consideration the pump characteristics of the
individual tanks and the booster pumps to deduce optimal discharge rate and
pressure.
Upon completion of discharge, applicable pre wash to be carried out in accordance
with vessels P & A Manual.
REACTIVE CARGOES
6.9.1 DEFINITIONS
A chemical which may react in a number of ways; with itself, with water, with air,
with other chemicals or with other materials.
6.9.2 HAZARDS AND PRECAUTIONS
Self-Reaction
The most common form of self-reaction is polymerisation. Refer “Section 6.4” for
more details.
Rev No. : 3
Page : 20 of 25
PRECAUTIONS
Reaction with Water

Certain cargoes react with water in a way that could pose a danger to both the ship
and its personnel. Toxic gases may be evolved. The most noticeable examples are
the isocyanates; such cargoes are carried under dry and inert condition. Other
cargoes react with water in a slow way that poses no safety hazard, but the reaction
may produce small amounts of chemicals that can damage equipment or tank
materials, or can cause oxygen depletion. Acids may react vigorously with water to
cause damage to ship’s structure and evolve highly flammable hydrogen gas. The
ballast should be eliminated from tanks adjacent to cargo compartments carrying
such cargoes.
Reaction with Air
Certain chemical cargoes, mostly ethers and aldehydes, may react with oxygen in air
or in the chemical to form unstable oxygen compounds (peroxides) which, if allowed
to build up, could cause an explosion. Such cargoes can be either inhibited by an
anti-oxidant or carried under inert conditions. In case of failure of Nitrogen supply
during carriage of a cargo which needs Nitrogen pad to the maintained to prevent
dangerous reaction with air, such situations must immediately be advised to the
company. A review will be carried out to see whether vessel can safely make it to
next port or it requires deviation to an intermediate port.
Reaction with Other Cargoes
Some cargoes react dangerously with one another. Such cargoes should be stowed
away from each other (not in adjacent tanks) and prevented from mixing by using
separate loading, discharging and venting systems.
Reaction with Other Materials
The materials used in construction of the cargo systems must be compatible with the
cargo to be carried, and care must be taken to ensure that no incompatible materials
are used or introduced during maintenance (e.g. by the material used for replacing
gaskets).
Some materials may trigger a self-reaction within the product. In other cases,
reaction with certain alloys will be non-hazardous to ship or crew, but can impair the
commercial quality of the cargo or render it unusable.
On chemical tankers normally Stainless and PTFE are the two commonly acceptable
materials which are impervious to most chemicals and do not pose reaction hazard.
Rev No. : 3
Page : 21 of 25
PRECAUTIONS
LIQUIDS IN BULK CONTAINING BENZENE

Chronic exposure to very low concentrations of Benzene vapours in air may cause
Leukemia. This section includes details of precautions to be exercised to avoid risk
of crew exposure to harmful Benzene vapours during cargo transfer and gas freeing
operations.
This section is based on IMO MSC/Circ. 1095 and applies to vessels carrying liquids in
bulk containing Benzene the content of which is 0.5% or more by mass.
6.10.1 INFORMATION TO THE MASTER
Prior to loading any of the following cargoes, the Master shall ensure that a MSDS
data, in accordance with MSC.150 (77) format is available.
6.10.2 INFORMATION TO THE CREW
Crew members shall be made aware of any work situation concerning operations
involving liquids in bulk containing benzene that may impose a risk to their health.
Satisfactory completion of “Cargo Familiarization Form”, which is included in the
“OP-CHEM-01 Cargo Operation & Tank cleaning Plan” which is conducted prior each
cargo operation will assist in ensuring adequate crew familiarization with regards to
cargo hazards / PPE requirement. 6.10.3 OCCUPATIONAL EXPOSURE LIMITS
Crew member exposure to airborne concentration of benzene vapours should not
exceed 1 PPM (TLV-TWA). Regular checks shall be carried out during the cargo
operations and during tank cleaning / gas freeing to ensure crew exposure to
airborne concentration of benzene vapours does not exceed 1 PPM (TLV-TWA).
6.10.3 AIR QUALITY MONITORING
The airborne concentration of benzene vapour should be measured by a responsible
person.
6.10.4 PERSONAL PROTECTION
Ships carrying mixtures, the benzene content of which is 0.5% or more, should carry
at least three safety equipment sets as per IBC paragraph 14.2.
The crew members involved in cargo operation shall wear adequate PPE as agreed in
‘Cargo Operation Plan’.
6.10.5 TRAINING
Prior commencing cargo or gas freeing operations, a pre-cargo transfer meeting shall
be carried out to ensure crew members are well aware of hazards associated with
exposure to benzene vapours. This is to be documented using the Checklist included
in the "OP-CHEM-01 Cargo Operation and tank cleaning plan”.
Rev No. : 3
Page : 22 of 25
PRECAUTIONS
6.10.6 MEDICAL MONITORING

Seafarers serving on chemical tankers shall be subjected to chemical specific blood
tests before joining and after signing off from the vessel, to establish if they are
suffering any long term effects of exposure to Benzene.
6.10.7 SHIP / SHORE CONNECTIONS
Refer “Section 3.4” for relevant Ship-Shore connection precautions.
6.10.8 PRECAUTIONS DURING CARGO OPERATIONS
Refer “OP-CHEM-01 Cargo Operation and tank cleaning plan” for relevant ‘Cargo
handling precautions’.
6.10.9 CONTROLLED TANK VENTING SYSTEM
Vapours displaced from the tank during loading, tank cleaning and gas freeing should
be emitted through a controlled tank venting system complying with either SOLAS
regulation II-2/16.3.2 or IBC Regulation 8.3.2 (controlled venting arrangement).
Whenever a vapour emission control system is available ashore, vapours displaced
from the tank during loading should be returned to that system (Vapour Return
Line). Refer “Section 3.24” for detailed guidance on ‘Closed Loading’.
Rev No. : 3
Page : 23 of 25
PRECAUTIONS
6.10.10 CARGO MEASUREMENTS AND SAMPLING

Refer “Section 3.2.4.3” and “Section 5.1” for detailed guidance on ‘Closed gauging /
sampling procedures’.
6.10.11 CONTAMINATED CLOTHES
Working clothes should not be brought into the accommodation. Refer to “Section
3.23.3” for detailed guidance on ‘Personal Protective Equipment’.
CARRIAGE OF VEGETABLE OIL AND ANIMAL FATS
Most animal and vegetable oils undergo decomposition over time; a natural process
called putrefaction (Decomposition) that generates toxic vapours and depletes the
oxygen in the tank. Such tanks must be thoroughly ventilated and atmosphere tested
prior tank entry.
It must not be assumed that all vapours produced by cargoes liable to putrefaction
will in fact be due to putrefaction; some may not be obvious, either through smell or
appearance of the cargo. Carbon monoxide (CO) (TLV: 25 ppm), for instance, is
colourless and odourless and can be produced when vegetable or animal oil is
heated.
Refer to “Annex 1” of this manual for further guidance on carriage of Vegetable Oils
and FOSFA requirements.
CARRIAGE OF HIGH DENSITY CARGOES
Chemical cargoes can vary in specific gravity (SG). Some cargoes have very high SG.
Cargo tanks on a chemical tanker are normally designed to carry cargoes of a higher
specific gravity than an oil tanker. Sometimes the design strength even differs
between tanks on the same ship. Ships officers must be aware of the design specific
gravity of the tank while planning stowage.
The cargo quantity may need to be subsequently reduced to cater for the high SG of
the tank such that the load in the tank does not increase beyond the certified load.
Certified max load of the cargo tank = 100% volume of the tank x Designed Specific
Gravity (DSG) of the tank.
In case the SG of the cargo is higher than DSG then the load quantity must be
reduced in following manner.
Certified max load of the cargo tank = X% volume x (SG of the cargo).
In the above % volume of the tank will reduce as the SG increases. In any case tank
should never be loaded above 98% of the tank at any stage of the voyage.
Rev No. : 3
Page : 24 of 25
PRECAUTIONS
The information regarding tank strength may be found on the classification society's
certification of the ship, and the master must be familiar with any restrictions that
may be imposed on loading heavy cargoes. Especially important is the risk of loading
a tank slack, because this can lead to sloshing forces that may cause damage to the
tank structure or its equipment. Likewise, the tank's design capacity must be strictly
observed: exceeding it is dangerous. Note that the cargo's specific gravity and its
vapour pressure must be considered together. Care must be taken while loading high
density cargoes due to the effect of surge pressure can cause serious damage to
cargo valves, pipelines. Indiscriminate operation of valves may cause rapture leading
to spillage.
WATCH LIST CARGOES
CARRIAGE – EXPERIENCE OF MASTER AND CHIEF OFFICER
Following Cargoes are identified as Watch List Cargoes
1. Phenol
2. TDI / MDI
3. Acrylonitrile
4. HMD
5. Sulphuric Acid
6. Propylene Oxide
7. PAPI
The Master and the Chief officer in combine should have at least 4 cargo operations
of Loading / Discharging the watch list cargoes in rank of Master / Chief Officer with
each officer having loaded / discharged Phenol at least once.
Where the above criteria is not met, Marine Superintendent / Port Captain with
experience handing the cargo will attend the vessel for loading / discharging
operations.
The detailed guidelines for handling the watch list cargoes is mentioned in the “OP-
CHEM-01 CARGO OPERATION AND TANKCLEANING PLAN”.
The Cargo operation plan for the watch list cargoes shall be reviewed by office for
approval.
Rev No. : 3
Page : 25 of 25
PRECAUTIONS
GUIDELINES FOR THE CARRIAGE OF BLENDS OF PETROLEUM OIL AND BIO FUELS, AS
AMENDED
6.14.1 DEFINITIONS
Biofuelsare ethyl alcohol, fatty acid methyl esters (FAME), vegetable oils
(triglycerides) and alkanes (C10, C26), linear and branched with a flashpoint of either
60°C or less or more than 60°C, as identified in chapters 17 and 18 of the IBC Code or
the MEPC.2/Circular/tripartite agreements.
Following the distribution of these guidelines, further biofuels identified as falling
under the scope of the guidelines, will be recorded in annex 11 of the
MEPC.2/Circular which deals with biofuel/petroleum oil blends
Refer to MEPC.1/Circ.761/Rev.1 attached as (Appendix 1) in this manual for detailed
guidelines for the carriage of Blends of Petroleum Oil and Biofuel.
Rev No. : 2
NITROGEN HANDLING / INERTING AND GAS FREEING Page : 1 of 27
7. NITROGEN HANDLING / INERTING AND GAS FREEING

NITROGEN HANDLING AND MONITORING OF NITROGEN OPERATIONS
Nitrogen operations such as Purging, Padding and Gas Freeing are to be closely
monitored by ship’s officers to ensure that as a minimum the following are dealt
with adequately:
Warning signs on tanks and at access points to the vessel.
Access Control to the vessel during Nitrogen operations.
Setting up of lines, valves and other equipment.
Venting and gas freeing of tanks containing Nitrogen.
Tank Pressures and oxygen content during operations and during the voyage.
7.1.1 PURPOSE
Cargo tanks on chemical tankers are generally purged or carried under inert
conditions for reasons of quality control and/or for safety reasons so as to:
a) Prevent fire / explosion hazard.
b) Prevent unwanted and hazardous reaction between cargo / air.
c) Prevent moisture pick-up by cargoes.
Additionally shippers may have their own special requirements to ensure cargo
quality.
USAGE OF NITROGEN
The Inert gas requirement for the Oil and Chemical tankers has been amended.
 Amendment apply to Oil and chemical tanker constructed on or after 01st
January 2016.
 The amendments do not have any retro-active effect for existing tankers
constructed before 01st January 2016
 Amendment has been included in SOLAS CH II, IBC Code, and the FSS code
ch.15
General for all tankers
Deadweight limit for inert gas requirement has been lowered from 20,000tonnes
deadweight to 8000 tonnes deadweight. Therefore, all oil and chemical tankers of
8000 dwt and above must be provided with a fixed inert gas system
The oxygen limit for inert gas supplied to cargo tanks has been changed from 8% to
5%. This may affect the way in which the oxygen detection alarm is set.
Rev No. : 2
Specific requirement applicable for chemical tankers

The exemption for existing chemical tankers having cargo tank volumes’ not
exceeding 3000 m3 and having tank cleaning machine throughput not exceeding
17.5 m3/h per nozzle and total throughput not exceeding 110 m3/h per tank, does
not apply to new chemical tankers constructed on or after 1st January 2016.
For tankers that are arranged with an exhaust gas based inert gas system, inerting
must be carried out during loading, on voyage, during unloading, tank cleaning and
for purging prior to gas freeing with air.
For chemical tankers, it is however accepted that inert gas need only be applied
before commencing the unloading. It is understood that this exemption clause was
accepted as a matter of convenience to reduce cargo handling time (as pre-loading
procedures for chemical tankers always require in-tank cargo surveys).
A very important condition for the above alternative is that nitrogen is the only
accepted inert gas medium.
Although nitrogen does not need to be applied until before commencing the
unloading, it is still required to be applied during discharging, during tank cleaning
and for purging prior to gas freeing with air.
The application of inert gas before commencing the unloading can be performed
through the normal inert gas padding connections in way of P/V-valve risers.
The previous exemption for chemical tankers related to inert gas capacity still exists.
When carrying flammable chemicals it is therefore acceptable that the unloading
rate is reduced to 80% of the inert gas system capacity.
Note also that the operational requirements to gas freeing in the IBC code have been
amended in line with the requirements for oil tankers. In situations where chemical
tankers are required to use inert gas, the cargo tanks shall be purged with inert gas,
using approved gas-freeing arrangements, until the concentration of flammable
vapors in the cargo tanks has been reduced to less than 2% by volume. As the
normal inert gas padding connections in way of P/V-valve risers are not suitable for
purging cargo tanks, the use of inert gas for purging before gas freeing with air will
normally have to be carried out via the cargo system.
For chemical tankers that are required to be inerted and that are carrying products
containing an oxygen-dependent inhibitor, the use of inert gas shall not take place
before loading or during the voyage. Instead it shall be applied before commencing
the unloading procedure.
The minimum level of oxygen required in the vapour space of the tank for the
inhibitor to be effective shall be specified in the Certificate of Protection provided by
the cargo manufacturer.
Rev No. : 2
This information should be taken into account in the operation of the inert gas
system to ensure the oxygen level does not fall below the level indicated on the
certificate.
In lieu of inert gas, Nitrogen is used onboard chemical tankers to control the cargo
tank environment and in the following circumstances:
 Drying: In case cargo is sensitive to moisture.
 Padding: To prevent any oxidation or As per local / terminal / shipper
requirement.
 Inerting: To prevent flammability hazard.
Nitrogen ‘Drying, Purging, Padding or Air-blow are high risk operations and if not
properly carried out may result in significant damage to Cargo tanks due to over
pressurization
QUANTITY AND QUALITY OF NITROGEN REQUIRED
The voyage orders will indicate whether the cargo nominated requires
environmental control or not. If the cargo requires use of nitrogen, following
considerations must be taken into account in order to estimate the quantity and
quality of Nitrogen the vessel needs to carry.
a) Length of the voyage.
b) Ambient temperature and weather expected during the voyage.
c) Volume of vapour space in each cargo tank.
d) Quality of Nitrogen required.
e) The number of tanks that require maintenance of nitrogen blanket.
f) The production / storage capacity of nitrogen generator (if installed).
In case vessel is required to arrive in inert condition, initial notification from the
charterer will be sent along with voyage orders.
If nitrogen bottles are carried there should be fixed piping to connect the bottles to
the tank and the piping must be maintained clean, dry and in good condition at all
times.
Records must be maintained for the nitrogen operations.
It is prudent to cater for extra bottles for the voyage in case of loss of nitrogen from
the tank containment.
7.1.2 SOURCES OF NITROGEN SUPPLY
Following nitrogen supply sources exist:
Rev No. : 2
 Liquid Nitrogen storage from shore (normally 99.9 percent purity).

 Nitrogen generator plant (normally 98-99 percent purity).
 Portable nitrogen cylinders (99.9% Purity or 99.999% ultra high purity).
QUALITY OF NITROGEN
A. Purity 99.9%
In most cases the nitrogen is used to provide a blanket over the cargo to
eliminate direct contact with air and moisture. This utilisation will require the
tanks to be maintained within about 5% oxygen with positive pressure. For such
usage nitrogen let into the tank will be in the range of 99.9% purity
N5030 - Purity - 99.9% Colour – Green
B. Purity 99.999%
There are several cargoes, such as Hexene 1, which deteriorate drastically in
quality upon contact with air and require oxygen content to be as low as 50 ppm
in the tank during carriage of the cargo. This will require the use of high purity
Nitrogen N 5050 with purity of 99.999% and require stricter atmosphere control
in the tank.
Rev No. : 2
N5050 - Purity 99.999% - Colour Green / Orange

Tank pressure, Oxygen content and cargo temperature must be continuously
monitored while the tanks are under nitrogen padding.
Master should be alert in case such cargoes are offered in the voyage orders and
also be aware of the stipulations under Charter Party for carriage or right of
refusal for carriage of such high quality cargoes.
However, if carried, due care MUST be taken that the correct grade and sufficient
quantity of Nitrogen is procured and stored on the vessel for the voyage.
The vapour tightness of the tank lids should also be checked and ensured prior
carriage of such high purity cargoes.
PROPERTIES OF NITROGEN
 It Is a relatively inert gas and slightly lighter than air with a vapor density of
14.4.
 It is colourless, odour-less and tasteless.
 Liquid nitrogen is also colourless and odour-less, and is similar in appearance
to water.
 Water dissolves nitrogen in ratio of 1:22.
HAZARDS OF NITROGEN
Following are the major hazards associated with Nitrogen Handling.
BREATHING PURE NITROGEN
Rev No. : 2
Breathing is stimulated and controlled by carbon dioxide (CO2) present in the lungs.
As the CO2 level increases, the brain sends a message to increase respiration. When
the CO2 level drops, the rate of respiration will also decrease in order to maintain
the proper balance.
One deep breath of pure Nitrogen can be fatal. Pure Nitrogen will displace CO2 and
O2 completely and in the absence of CO2 signal to the brain, the stimulus to breath
no longer exists. The person immediately stops breathing.
ASPHYXIATION
Nitrogen rich atmosphere creates Oxygen deficiency which can be fatal. Following
table illustrates symptoms and influence of Oxygen deficient atmosphere on Human
body.
Oxygen Symptoms / Influence on Human body
Concentration
20.8 % Normal, No effects.
19.5 % Impaired coordination. Some unnoticeable adverse physiological
effects.
16.0 % Increased pulse and breathing rate, impaired thinking and
attention, reduced coordination.
14.0 % Abnormal fatigue upon exertion, emotional upset, faulty
coordination, poor judgment, blue lips.
12.5 % Very poor judgment and coordination, impaired respiration that
may cause permanent heart damage, nausea and vomiting, loss of
consciousness, blue lips.
8.0 % Inability to move, loss of consciousness, convulsions, death unless
recovery with treatment within 4 minutes.
Oxygen Symptoms / Influence on Human body
Concentration
6.0 % Coma within 40 seconds, convulsions, respiration stops, death.
0–6% Fainting, almost immediate coma, convulsions, respiratory arrest,
death, Brain damage even if resuscitated.
Rev No. : 2
OPENING A TANK UNDER NITROGEN VAPOUR

Opening a pressurised tank opening possesses great risk of crew injury, in addition to
exposure to the harmful tank atmosphere contents.
Care shall be exercised while opening tanks under nitrogen purged / padded tank
openings or entering spaces which may contain Nitrogen as detailed below:
1. Crew member should be aware of the risk of opening a tank under pressure.
The tank lid may fly open, there is possibility of flying debris, rust or pain
scale jettisoned from the tank at great velocity which can cause injury. Crew
member should position himself in a safe position prior opening the lid.
Adjacent area must be cordoned off.
2. It is recommended that an area of 1 meter should be cordoned off around
the tank which is being nitrogen purged or ventilated after being inerted with
Nitrogen. Although one meter is considered safe distance for nitrogen gas to
diffuse to safe limits in air however master must allocate a larger area to be
cordoned off in case the ship’s structure and construction prevents free flow
of air. If required to operate on deck within the cordoned off area, It is only
permitted for brief period. Two-man team will be required. SCBA must be
worn while operating in this area.
3. Check tank pressure and the tank opening shall be opened only after
releasing tank pressure through PV valve (Prohibited for toxic cargoes) or VRL
as directed by the Responsible Officer.
4. The assigned crew member should stand on the windward side to minimize
exposure to tank atmosphere.
5. Whenever entering any locker on main deck adjacent to cargo tanks, or
locker storing nitrogen bottles. The spaces must be adequately ventilated
prior entering.
6. Ship staff must equip themselves with operational personal Gas Monitors
that detect the level of Oxygen and sound out an alarm, when the level drops
below the normal level of 20.8%.
Note: Cargo tank opening shall not be opened if the presence of toxic vapours within
cargo tank spaces cannot be completely ruled out.
TANK OVER PRESSURIZATION
A. Structural damages due to over-pressurization of tanks while using
Nitrogen
B. Causes of tank over-pressurization
Rev No. : 2
Over-pressurization can occur during inerting, loading, discharging, ballasting or

internal transfer of cargo or ballast. It can be caused by one of the following:
a) Overfilling of the tank with liquid.
b) Inadvertent closing or failure of the tank’s vapour or inert gas isolating valve
to the vapour line or inert gas line.
c) Failure or seizure of the venting valve.
d) Choked flame arresters / screens.
e) Loading the tank at a rate, this exceeds the maximum venting capacity.
f) Ice forming on vents during cold weather conditions.
g) Ice on the surface of the ballast.
h) Restriction in the vapour lines caused by wax, residues or scale.
i) Inert Gas supply at high flow rate / pressure from shore for atmosphere
control of cargo tanks compared to the venting arrangement.
The consequences may result in serious structural deformation of the tank structure
and its peripheral bulkheads or catastrophic failure; which could seriously affect
safety of lives, the structural integrity of the vessel and can lead to fire, explosion
and pollution.
C. Precautions To Prevent Over-Pressurization
Over-pressurization of tanks can be prevented by complying with the following
precautions:
On ships without an inert gas system:
Establish a procedure to control the setting of the high velocity vent valves on the
vent lines. Check lift these valves on every occasion prior receiving N2 from shore to
ensure free movement.
Record the status of all valves in the system and prevent them from being incorrectly
or casually operated.
Restrict the operation of the valves to authorized personnel only.
Tanks to be dried or inerted with Nitrogen have open vents with a greater flow rate
capacity than the inlet, such that the tank cannot be over- pressurized. This is
achieved by opening the butterworth hatches or tank dome of the tank, while the
tank is being purged. If the terminal does not permit deck level tank openings,
alternate arrangement should be discussed and agreed with the terminal to ensure
that the tank are never over pressurized.
On vessels with inert gas systems:
Rev No. : 2
Where isolating valves are fitted to the branch line to each tank, SOLAS requires
these valves be “provided with locking arrangements which shall be under the
control of the responsible ship’s officer”. This statement should be taken to mean
that the valves must be locked open to prevent any change in the valve setting being
possible without application to the responsible officer to obtain the means of
releasing the locking system on the valve.
Prevent failure or seizure of isolating valves, pressure / vacuum valves or high
velocity vents by regular maintenance, pre-operational testing and operator
awareness to detect failure during operation.
To protect against over-pressurization through filling tanks too quickly, all ships
should have maximum filling rates for each individual tank available for reference
onboard by ship’s personnel. This information should be posted in the cargo control
room.
Tank vents should be checked to ensure that they are clear when the operation
commences, and during freezing weather conditions they should be inspected at
regular intervals to ensure they are ice free throughout the operation.
PRECAUTIONS FOR NITROGEN PURGING / PADDING OPERATION
Cargo tank purging / padding using shore Nitrogen may result in tank over
pressurization. Shore nitrogen flow-rate should be agreed prior commencing
operation and continuous monitoring is to be carried out through out Nitrogen
purging / padding operation to avoid structural damages to the cargo tank due to
excessive pressure.
Appropriate pressure gauge (0-15 bar) should be fitted at the manifold to monitor
the pressure.
The pressure gauge fitted at the tank gauge should have a calibration from minus 0.5
to plus 1.0 bar
Appropriate pressure gauge should be fitted at the manifold to monitor the pressure
Purging / padding procedures are discussed in details in below sections which are to
be referred to and complied with along with “Nitrogen Handling Checklist (OP-
CHEM-14)”.
In addition the following is to be complied with:
Tanks to be purged, padded or which contain Nitrogen are to be tagged.
Placard is to be placed at Gangway that Nitrogen purging / padding is in progress.
Tanks which are to be purged / padded are to be cordoned off.
Rev No. : 2
No tank entry is to be permitted anywhere on the Vessel while padding / purging

operations are in progress.
GUIDELINES ON NITROGEN PURGING
Nitrogen purging is carried out prior loading to bring the tank atmosphere to the
desired level. This is normally done by connecting up the loading arm / hose to the
cargo manifold and passing Nitrogen through the cargo lines into the empty cargo
tanks.
Venting shall be allowed only through butter-worth pocket or purge pipe or though
VRL to shore. During venting it should be ensured that outlet diameter is greater
than inlet diameter of the gas. The flow rate of gas in m3/hr is a function of the pipe
diameter and pressure in the pipe.
Hence for the same flow rate the pressure in a larger pipe will be much less as
compared to that in a smaller diameter pipe.
Below table shows the volume of Nitrogen that can be received in one minute
through a known pipe diameter at known pressure.
Hose Dia / 200 mm (8”) 150mm (6”) 100mm 50mm 25mm (1”)
Pressure (4”) (2”)
5.2 bar 1,771 914 (55,000) 343 67 (4,000) 12 (740)
(106,000) (20,600)
(75 psi) 1,286 662 (39,700) 243 48 (2,900) 9 (530)
(77,000) (14,600)
3.4 bar 886 (53,000) 457 (27,400) 171 33 (2,000) 6 (360)
(10,300)
(50 psi) 471 (28,300) 214 (12,900) 80 (4,800) 16 (1,000) 3 (170)
Table 1 - Cubic metres of gas at various gauge pressures received in 1 minute (and
1 hour) through hoses of various sizes.
Table 2 illustrates the time taken to receive gas into a tank at different pressures and
hose sizes. The example used assumes a cargo tank of 1,250 cubic meters requiring
four atmosphere changes, i.e. 5,000 cubic meters of nitrogen, to flow through.
Hose Dia / 200mm (8”) 150mm (6”) 100mm (4”) 50mm (2”) 25mm (1”)
Pressure
5.2 bar 3 min. 5½ min. 15 min. 1 ¼ hrs. 7 hrs.
Rev No. : 2
3.4 bar 4 min. 7 ½ min. 21 min. 1 ¾ hrs. 10 ½ hrs

2.1 bar 5 ½ min. 11 min. 29 min. 2 ½ hrs
0.7 bar 11 min. 24 min 63 min. 5 ¼ hrs.
Table 2 - Time to receive 5,000 m3 of gas with various gauge pressures and hose
sizes.
Refer to “Nitrogen Handling Checklist (OP-CHEM-14)” for relevant Nitrogen purging
precautions.
GUIDELINES ON NITROGEN PADDING
Whenever a cargo is required to be carried under a pad of Nitrogen, and it is
necessary to use nitrogen supplied from shore, it is strongly preferred to purge the
entire tank before loading. After such purging of the tank, loading the cargo under
closed conditions will automatically create the needed pad within the tank. Risk of
over-pressurization can be substantially reduced by avoiding padding with shore
supplied nitrogen.
However, if the cargo is required to be carried under additional Nitrogen pad after
loading or if shippers insist on padding their cargo after loading, the required
nitrogen pad will have to be supplied by the vessel or shore using a low volume / low
pressure source. As padding is very often done against a small or limited ullage space
(volume), pressure can therefore build up very quickly if something fails.
To control the shore nitrogen flow rate, a hose having a maximum diameter of one
inch (1”) or Orifice of one inch (1”) is to be connected between the shore supplied
nitrogen and the ships manifold. This will ensure that the flow rate will be
maintained at a minimum.
In case of bubbling through toxic cargoes using 1” hose / Oriface connected at the
manifold, tank openings other than vapour return line shall be kept closed.
NITROGEN MAINTENANCE DURING VOYAG
1. Tank pressure / O2 content should be checked everyday and recorded in the
logbook, whenever the weather permits.
2. Cargo tank padding instructions are be maintained in line with voyage
instructions.
PURGING / PADDING FOR INHIBITED CARGOES
1. Polymerizing cargoes such as monomers, Acrylates and some cyanides which
are transported inhibited may also at times be subject to tank atmosphere
control (reduced oxygen content).
Rev No. : 2
2. It is the responsibility of the Master to check from the inhibitor certificate the
level of oxygen dependency required by the inhibitor to remain effective and
ensure that the oxygen content in the vapor space of these tanks does not
fall below the level required in accordance with that stated in the inhibitor
certificate.
3. Inhibitors such as TBC added to Styrene Monomer preferably require vapour
space oxygen percentages in the range of 6 to 8% though oxygen levels as
low as 2% may be acceptable for carriage.
4. The Master must seek confirmation from Charterers on the level of
atmosphere control required for inhibited cargoes as soon as the voyage
orders are received. The requirement for atmospheric control of inhibited
cargoes must be discussed with all personnel concerned during the pre-cargo
conference.
5. The level of oxygen dependency and final oxygen content upon completion of
purging/padding is to be indicated in “Nitrogen Handling Checklist (OP-
CHEM-14)”. In case the final oxygen content required on completion of
purging / padding is less than the level of oxygen required by the inhibitor to
remain effective, operations must not commence without express permission
from the Office.
6. Under no circumstances should nitrogen be bubbled through inhibited
cargoes.
LOSS OF NITROGEN
Loss of nitrogen can have serious consequences in case of certain cargoes, which can
react dangerously with air, e.g. Propylene Oxide, etc. Quality of certain cargoes can
also be seriously compromised in case of loss of nitrogen. Such cargoes must be very
closely monitored during all stages of the operation.
1. DURING PURGING OPERATION:
During purging operations if any stoppage in Nitrogen supply is experienced from
the terminal end, the respective tanks and all connected valves are to be closed
immediately. Manifold valves are to be closed and the terminal is to be informed
of closure of the manifold valves.
2. DURING PADDING OPERATION:
Rev No. : 2
In case Shore Nitrogen supply ceases whilst padding, all respective cargo tank
valves including vent or manifold valves to be closed. Any openings on the tank
including purge pipe covers etc are to be closed tight and the tank pressures
monitored. Inform terminal regarding manifold valve status. For tanks which
have been loaded with a homogenous cargo, being padded using a single vapour
return line, the vapour return manifold valves must be closed. On resumption of
shore Nitrogen supply, the manifold, tank valves and openings are to be opened
and terminal informed to start supply of Nitrogen slowly and increase the flow
rate gradually. The pressure readings of concerned tanks are to be monitored
carefully until completion of padding.
3. DURING THE VOYAGE:
Any loss of nitrogen must be immediately reported to the company as this has
now become an emergency situation. Depending on the cargo, a decision will be
made whether it is necessary to deviate the vessel to receive nitrogen or if it is
safe to continue the voyage. In very severe conditions, it may even become
necessary to jettison the cargo. However this is a decision which will be taken by
the company in discussion with cargo owners, Ship owners, regulatory
authorities and chemical experts.
The voyage orders will indicate the whether the cargo nominated for the vessel
requires environmental control or not. Nitrogen is used with the cargo for safety
and quality reasons. If the cargo requires use of nitrogen, following
considerations must be taken into account in order to estimate the quantity and
quality of Nitrogen the vessel needs to carry. The vessel may or may not be fitted
with a Nitrogen generator.
a) Length of the voyage.
b) Ambient temperature and weather expected during the voyage.
c) Volume of vapour space in each cargo tank.
d) Quality of Nitrogen required.
If nitrogen bottles are carried there should be fixed piping to connect the bottles
to the tank. The piping must at all times be maintained clean, dry and in good
condition. Records must be maintained for the nitrogen operations. Tanks must
be checked at regular intervals to ensure these are maintained in conditions
required by the shipper’s instructions. It is prudent to cater for extra bottles for
the voyage in case of loss of nitrogen from the tank containment.
Rev No. : 2
Loss of nitrogen can have serious consequences in case of certain cargoes, which
can react dangerously with air, e.g. Propylene Oxide, etc. Quality of certain
cargoes has to be seriously compromised in case of loss of nitrogen. Such cargoes
must be very closely monitored.
INERT GAS SYSTEM
7.2.1 GENERAL
The procedures laid down in this section are applicable for Chemical tankers > 20K
carrying:
1. Annex I cargoes.
2. This section does not apply to chemical tankers which are exempted as per
Section 7.2.2. Hydrocarbon gas cannot be ignited in an atmosphere
containing less than 11% oxygen by volume. Cargo tanks or holds which are
kept inerted to less than 8% oxygen thus have an adequate margin of safety
from risks of fire and explosion.
With an inert gas system the protection against a tank explosion is achieved by
introducing inert gas into the tank to keep the oxygen content low and reduce to
safe proportions the hydrocarbon gas concentration of the tank atmosphere
7.2.2 REQUIREMENT OF INERT GAS SYSTEM
SOLAS requires tankers of 20,000 tonnes deadweight and upwards to be equipped
with by a fixed Inert Gas System in accordance with the requirements of the FSS
code, except that, in lieu of the above, the Administration, after having given
consideration to the ship’s arrangement and equipment, may accept other fixed
installations if they afford protection equivalent to the above.
Chemical tankers are exempted from the above requirements, when carrying IBC
cargoes and meeting the following criteria:
1. Capacity of the cargo tank does not exceed 3000m3.
2. Individual nozzle capacity of tank washing machines is less than 17.5 m3/hr.
3. Total combined throughput of machines in the tank is less than 110 m3/hr.
7.2.3 COMPANY POLICY
a) The cargo spaces and slop tanks are to be kept fully inerted at all times
except when these spaces are required to be gas fee for entry or for dry-
dock.
Rev No. : 2
b) If for any reason the inert gas plant cannot be operated or the oxygen
content of cargo tank atmosphere cannot be reduced to below 8%, the
Master will ensure that all cargo and tank cleaning operations are
immediately suspended.
c) Before any cargo tank is gas freed, it should be purged with inert gas until the
hydrocarbon content of the tank atmosphere is below the critical dilution
line.
d) When a ship is in a gas-free condition, before arrival at loading port, tanks
should be inerted prior to loading.
e) In case of port authority requirement of more stringent requirement with
regards to the maximum acceptable oxygen level in inerted cargo tanks, such
requirement should be strictly adhered to.
f) The fixed oxygen analyser and recorder shall be calibrated prior each usage
of Inert Gas Plant.
g) The Chief Engineer is responsible for the operation and maintenance of the
inert gas plant. Regular inspection and testing of the components must be
undertaken by the vessel’s senior officers. IGS spare parts must be
maintained at designed levels.
7.2.4 HAZARDS OF INERT GAS
TOXICITY OF FLUE GAS
Flue gas contains Sulphur dioxide, carbon monoxide etc which are toxic gases. Prior
entering into enclosed spaces which earlier contained inert gas, toxic gas checks
should be carried out prior man entry.
OXYGEN DEFICIENCY
Exposure to an atmosphere containing less than 5% oxygen results in immediate
unconsciousness. If resuscitation is delayed for more than about four minutes,
irreversible brain damage will occur. Further delay will cause death. Exposure to an
atmosphere containing less than 21% oxygen is not necessarily incapacitating, but
can affect the sense of judgement and balance and could eventually
cause unconsciousness. In some circumstances it could also result in permanent
brain damage. An oxygen deficiency is thus much more serious than exposure to
hydrocarbon vapours, and for this reason a full scale reading on a portable oxygen
analyzer (21%) should be obtained throughout the tank before entry is allowed.
Rev No. : 2
ELECTROSTATIC HAZARDS
Soot particles carried in flue gas can be electrostatically charged. The level of charge
is usually small but it increases significantly with water mists formed during tank
washings. Possibility of electrostatic ignition has to be considered only if the oxygen
content of the tank atmosphere rises as a result of air ingress.
TANK PRESSURE
When an inerted cargo tank is maintained at a positive pressure, such pressure must
be adequately reduced before any tank-lids, ullage plugs or tank washing openings
are opened.
Severe damage can be caused by over or under pressure in tanks beyond their
design limitations. To avoid danger of over / under pressurizing tanks when loading
or ballasting, it is essential the PV valves and PV riser provided are operational. All
flame screens must be clean and in good condition.
PYROPHORIC OXIDATION
Refer to ISGOTT 1.5.
7.2.5 INERT GAS PRECAUTIONS
1. The low oxygen content of inert gas causes rapid asphyxiation. At the time of
ullaging care should be taken to avoid standing in the path of venting gas.
2. To avoid possibility of flue gases escaping to areas adjacent to ventilation
intakes, inert gas piping must be inspected regularly to ensure that it is free
of leaks. Suspected areas should be soap tested while inert gas system is in
operation.
3. Scrubber effluent water which tends to collect in the distribution pipes,
particularly the deck main is acidic and highly corrosive. Care should be taken
to avoid skin contact with either effluent or condensate water
7.2.6 INERT GAS OPERATIONS
BEFORE USE OF INERT GAS
The inert gas system must be available for use at all times. To ensure its availability it
must be operated, tested, and maintained at regular intervals and in accordance
with the vessels Planned Maintenance System. The stock of spare parts carried must
be maintained at the appropriate level and whenever critical parts are used they
must be re-ordered immediately.
Rev No. : 2
All inert gas safety systems must be checked before use to ensure that correct
operation is possible when required. These tests are described in the Inert Gas
Operations and Equipment Manual and the manufacturer’s instructions, and must
also include the following:
 Oxygen monitoring equipment must be calibrated and alarm points checked,
this includes both portable and fixed equipment.
 Automatic shut-down systems and valves checked.
 Deck seal alarms tested.
 Non return valves should be checked.
 Hydrocarbon gas detectors should be checked and alarms tested.
An inert gas maintenance record is to be maintained during all above checks and
testing.
7.2.7 INERTING BEFORE LOADING
Prior to arrival at the loading port all tanks are to be fully inerted and the oxygen
content of the tanks reduced to below 8%. Adequate time is to be allowed for this
operation to ensure the tanks are properly inerted.
Using a portable oxygen analyzer, a check is to be made that the atmosphere in all
tanks is below 8% O2 just prior to arrival at the loading port.
When ballast is discharged from any tanks / holds prior to loading the Inert Gas Plant
must be operated to fully inert those spaces.
DURING LOADING
During the loading operation the Inert Gas Plant will be shut down and the main
isolating valve closed.
LOADED PASSAGE
It is important to maintain a slight positive pressure in the ullage spaces of cargo
tanks / holds to avoid the ingress of air through the P/V valve.
Safety checks during voyage:
Following safety checks should be carried out in on daily basis except when weather
conditions renders it too dangerous to go onto deck;
a) Oxygen content of cargo tanks.
b) The water supply and water level in the deck seal should be ascertained.
Rev No. : 2
c) Check the water level in water loops installed in pipework for gas, water or
pressure transducers, to prevent the backflow of hydrocarbon gases into gas-
safe spaces.
d) In cold weather, ensure that the arrangements to prevent the freezing of
sealing water in the deck seals, pressure / vacuum breakers etc are in order.
e) Positive pressure to be maintained on all tanks, pressure should never be
allowed to fall below 100mm H2O when in an inert condition.
f) Tank low pressure alarms should be tested at an interval not exceeding one
week
INERTING DURING DISCHARGE
The Inert Gas Plant should be started prior to the commencement of discharge and
run continuously until the completion. IG is not to be supplied to deck unless the
Oxygen content is below 5%.
The main blower capacity is normally 25% in excess of the combined capacity of all
cargo pumps and a slight positive pressure should be maintained throughout. All
cargo operations shall be suspended if the oxygen content exceeds 8% in the cargo
tanks. Operations should not be resumed unless the quality of the gas is improved.
It is recognized that starting and stopping cargo pumps and other major machinery
can cause sudden changes to the boiler load resulting in momentary changes in flue
gas oxygen levels until the combustion control stabilizes. When this occurs, cargo
handling, crude oil washing, ballast handling or tank washing need not be stopped,
as long as the inert gas oxygen level does not exceed 5% and it returns to below 5%
within few minutes.
On completion of discharge all cargo and slop tanks should be in a fully inerted
condition.
Ensure tank atmosphere is checked:
i. Prior arrival at the discharge port
ii. Periodically during discharge operations
INERT GAS DURING TANK CLEANING
The Inert Gas System is to be used throughout tank cleaning. Oxygen content of each
cargo tank must be checked prior commencing tank cleaning to ensure that oxygen
level is below 8%. Ensure tank atmosphere is checked:
Prior commencing tank cleaning.
During tank cleaning.
Rev No. : 2
After completion of tank cleaning.

Tank cleaning should be suspended if any rise in oxygen content above 8% is noted
until tank atmosphere has been purged down to an acceptable level. Testing should
be done from at least three levels in each tank / hold and, if possible, from more
than one sampling point.
The supply of inert gas must be maintained to all tanks / holds being cleaned or to be
cleaned and also to the slop tanks. A slight positive pressure should be maintained
by keeping the Pressure / Vacuum valve by-passes closed. The supply of inert gas to
a tank/hold that has been cleaned may be stopped only after the tank cleaning
machines have been withdrawn, stripping or educator suctions closed and the tank
cleaning plates secured in position.
In the event of a failure of the Inert Gas Plant all tank cleaning operations must be
suspended. On the completion of repairs to the plant, any tanks the oxygen content
of which has risen to 8% or above must be re-inerted. During re-inerting no ullaging,
dipping or sampling equipment or tank cleaning machines may be inserted until it
has been established that the tank is inert. This should be done by monitoring the
efflux gas from the tank/hold being inerted until the oxygen content is reduced to
less than 8% and always provided that it is known that the efflux gas is fully
representative of the gas within the tank. If this cannot be satisfactorily established
and it is necessary to introduce an oxygen sampling line into the tank this should
only be done after a delay of 30 minutes following the cessation of inert gas
injection.
The maintenance of positive inert gas pressure in tanks / holds during a suspension
of washing operations is of particular importance when hot water is being used.
During an overnight suspension the temperature of the tank/hold atmospheres and
of the accumulated slops will usually drop and could result in air being drawn into
tanks/holds.
INERTING DURING DE-BALLASTING OF CARGO TANKS
The procedures regarding the deployment of inert gas during de-ballasting or partial
de-ballasting of cargo tanks will be the same as for discharge of cargo.
PURGING
When it is necessary to gas free a tank or tanks after washing, the concentration of
hydrocarbon vapour must be reduced to less than 2% by volume, by purging the
cargo tank with inert gas. This will ensure that no portion of the tank atmosphere is
brought within the flammable range during gas freeing.
Rev No. : 2
Purging cargo tanks with IG is also required to remove or reduce content the
hydrocarbon and toxic vapours. Purging also acts as a counter measure for hazard
due to Pyrophoric oxidation. Vessels must be clear regarding the most efficient and
cost effective method of completely purging their vessel.
BALLAST PASSAGE
During a ballast passage, cargo tanks other than those required to be gas free should
remain in the inert condition and under positive pressure to prevent ingress of air.
Whenever pressure falls to the low pressure alarm level, the inert gas plant should
be restarted to restore the pressure.
INERTING DOUBLE HULL TANKS
As per SOLAS, Tankers required to be fitted with Inert Gas systems (i.e tankers of
20,000 tonnes deadweight and above, and tankers using COW), shall have double
hull spaces fitted with suitable connections for supply of inert gas. This could be by
permanent connections to IGS, or by using suitable portable connections like hoses
or ducts.
Inerting of double hull tanks is required in the event of a leak of hydrocarbons into a
double hull or double bottom tank. Inerting shall be carried out in accordance with
class approved ‘Loading Operation Manual’.
1. Flexible hoses used for inerting double hull tanks should be clearly identified.
Such hose electrical continuity should be checked prior each usage.
2. Where available, PV valve should be placed on double hull tank to maintain
inert atmosphere. Any other openings to this tank shall be blanked.
3. In case of non-availability of PV valve, over pressurization of double hull tank
shall be avoided by connecting such tank to PV breaker using flexible hoses.
4. Upon completion of inerting operation, IG inlet hose should be left connected
to IG line for breathing through deck PV breaker.
5. Once inerted, the tank should be kept topped up as necessary to ensure that
a positive pressure is maintained and oxygen content does not exceed 8% by
volume.
6. The exhaust vapour from the tank during inerting should be ventilated
through an opening at least 2 meters above the deck. Portable standpipes
should be used where necessary.
Rev No. : 2
IG BRANCH VALVE STATUS

IG Branch valves shall always be kept locked in ‘OPEN / CLOSED’ position as per
specific requirements and keys shall be under the control of Chief Officer. Operation
of these valves should be carried out only upon Chief Officer’s instructions. An
updated status of IG branch valve status should be maintained in CCR.
FAILURE OF THE INERT GAS SYSTEM
In the event of total failure of the inert gas system, following actions must be taken:
a) All cargo tank operations / tank cleaning operations must be stopped.
b) Shut deck isolating valve.
c) Open the vent between deck isolating valve and the gas pressure regulating
valve.
d) Inform terminal / harbour authority of the failure of an inert gas system.
e) In case of carrying static accumulating cargoes in inert condition, minimum
30 minutes of relaxation time should be allowed prior introducing any object
into a tank for ullaging / sampling etc.
Cargo operations should not resume until RA is done and express office permission is
granted or inert gas system is repaired.
If cargo or ballast discharging or tank washing is required on vessels carrying only
products when IGS is inoperative, conventional closed venting system procedures
must be used which displaces cargo or ballast being discharged by air drawn into
tanks through masthead vent risers and deck vent piping. The precautions contained
in ISGOTT should be complied with.
GAS FREEING
After a tank has been washed there is likely to be enough hydrocarbon gas in it to
create a flammable atmosphere during a subsequent gas-freeing operation.
Therefore, in order to avoid passing through the flammable condition, the
hydrocarbon gas should be reduced by further purging with inert gas before
commencing gas-freeing.
Purging should continue until the atmosphere is below the Critical Dilution Line. As a
thumb rule, fresh air should never be introduced in a tank until the hydrocarbon
concentration in the tank is less than 2% by volume.
The following systems are used for gas freeing cargo tanks:
A. For Ships fitted with IGS: The IGS is run on Gas freeing / Fresh Air mode,
where the IG blowers take direct suction from the atmosphere and the air is
led into the tanks through the IG line.
Rev No. : 2
B. Fixed centrifugal motor driven gas freeing fans: Some ships are equipped
with very high capacity fans which are located in the pump room or other
similar location from where fixed piping is led to the cargo tanks and or
manifold. Air from these fans can be either fed from the top of the tank when
dilution method is used or sent in from the bottom through the cargo
pipelines when displacement method is used.
Usually the Gas freeing fans and piping arrangement on chemical tankers are
completely isolated from the cargo piping system. However if the design is
such that isolation between the cargo piping and Gas freeing piping is by way
of valve arrangement, the gas freeing piping should be flushed with fresh
water and drained to ensure cargo is completely flushed out of the system
before gas freeing fans are operated.
The flushed cargo should be collected as slops and disposed as per Marpol
Annex1 / Annex II Guidelines.
C. Portable gas freeing fans: Portable fans are pneumatic or water driven and
are capable of being operated in supply or suction mode. Gas freeing is most
effective when two fans are used in one tank with one fan on supply mode
and the other in exhaust mode using a suction duct at different height.
Many times, Gas freeing operation is concurrent to the purging operation,
where Inert gas system is still in use in the IG mode. To ensure effective gas
freeing, the tank to be gas freed should be isolated from the IGS by blanking
of the IG inlet line of the tank. Also due consideration has to be made,
regarding the wind direction, to ensure that the vented air from other inert
tanks is not being drawn into the tank being gas freed.
Guidance of Portable Gas freeing fan
1. Portable fans or blowers should only be used if they are hydraulically,
pneumatically, water or steam driven.
2. Their construction material should be such that no hazard of incendiary
sparking arises if, for any reason, the impeller touches the inside of the
casing.
3. Portable fans, where used, should be placed in such positions and the
ventilation openings so arranged that all parts of the tank being ventilated
are equally and effectively gas freed. Ventilation outlets (discharged gas)
should generally be as remote as possible as possible from the fans.
4. Portable fans, where used, should be so connected to the deck that an
effective electrical bond exists between the fan and the deck.
Rev No. : 2
5. The Portable fan should be located within studs of deck opening and secured
by means of nut and flat washers.
6. Check that the couplings for hose connections are compatible and engage /
disengage quite freely.
7. Before opening supply valve check that the portable fan is in the correct
mode to suit operation, i.e. supply mode to purge tank or exhaust mode to
exhaust.
8. When the portable fan is being used on a continuous basis then it should be
regularly checked to ensure correct operation and outer case for excess
temperature.
A tank is to be considered Gas Free, only after oxygen content of 20.8%,
Hydrocarbon concentration of 0% LEL and absence of Toxic gases have been
established.
7.3.1 GAS-FREEING – WHERE OPEN VENTING IS NOT PERMITTED
Open venting is not permitted for Gas freeing of tanks containing flammable and or
toxic products.
Arrangements for gas-freeing cargo tanks used for cargoes for which open venting is
not permitted, shall be such as to minimize the hazard due to dispersal flammable or
toxic vapours to the deck level/surrounding atmosphere with the ship vicinity or to
flammable or toxic vapours mixtures in the cargo tanks.
Not more than four tanks should be gas freed simultaneously.
The gas-freeing operations shall be carried out such that the vapour is initially
discharged:
1. Through the vent outlets provided onboard as follows:
a) At a height of not less than 6.0 meters above the weather deck or above
the raised walk-way, if fitted, within 4.0 meters of raised walkway
b) At a distance of at least 10.0 meters, measured horizontally from the
nearest air intake or opening to accommodation, service and machinery
spaces and ignition sources.
OR
2. Through outlets at least 2.0 meters above the cargo tank deck level with a
vertical exist velocity of at least 30 m/s maintained during the gas freeing
operations.
OR
Rev No. : 2
3. Through outlets at least 2.0 meters above the cargo tank deck level with a
vertical exit velocity of at least 20 m/s which are protected by suitable
devices to prevent the passage of flame.
The flammable vapour concentration at the outlets has been reduced to 30% of the
lower flammable limit and, in case of toxic product, the vapour concentration has
been reduced below the TLV of the cargo, gas freeing may thereafter be continued
at cargo tank deck level.
The number of cargo tanks that can be simultaneously gas freed while maintaining
20 m/s exit velocity at vent pipe will depend upon capacity of gas freeing fan, vent
diameter and pressure drop against particular tank.
Following table provides guidance on maximum number of tanks that can be
simultaneously gas freed maintaining 20 m/s exit velocity.
Gas Freeing Fan Pipe Diameter - 4" Pipe Diameter - 6" Pipe Diameter - 8"
Outlet Capacity
Number of tanks Number of tanks Number of tanks
120 m3/min 12 5 3
80 m3/min 8 3 2
60 m3/min 6 2 1
40 m3/min 4 1 1
Following table provides guidance on maximum number of tanks that can be
simultaneously gas freed maintaining 30 m/s exit velocity.
Gas Freeing Fan Pipe Diameter - 4" Pipe Diameter - 6" Pipe Diameter - 8"
Outlet Capacity
Number of tanks Number of tanks Number of tanks
120 m3/min 8 3 2
80 m3/min 5 2 1
60 m3/min 4 1 1
40 m3/min 2 1 0
Rev No. : 2
Care should be taken to investigate that the rated flow capacity of the portable or
fixed fans are not affected by the presence of obstruction in the pipelines. The
number of vents obtained by this formula should be rounded off to the lower value
to allow for frictional losses in the pipeline.
7.3.2 PRECAUTIONS DURING GAS FREEING
1. During the gas freeing operations other hazardous operations on the vessel
which may cause a dangerous situation should be suspended. The engine
room and all personnel involved should be informed.
2. Where cargo tanks are gas freed by means of permanently installed fans, air
is introduced into the cargo tank through the cargo lines. The entire line
system should be thoroughly drained before venting to avoid any obstruction
of the airflow or tendency for water or cargo residues to be blown into a
cargo tank.
3. Valves on the systems, other than those required for ventilation, should be
closed and secured. The fans should normally be blanked or disconnected
from the cargo tank system when not in use.
4. Fixed gas freeing equipment should not be used for gas freeing of a tank
while simultaneously being used to ventilate another tank in which washing
is in progress, regardless of the capacity of the equipment.
5. Portable fans should only be used if they are water driven, or hydraulically or
pneumatically driven. Their construction materials should be such that no
hazard of incendiary sparking arises if, for any reason, the impeller touches
the inside of the casing. The manufacturer’s recommendations for
maintenance should be followed. Guards should be in place to prevent
accidental contact with fans blades.
6. Portable fans, where used, should be placed in such positions and the
ventilations openings so arranged that all parts of the tank being ventilated
are effectively and equally gas freed. Fans should be generally be as remote
as possible from the ventilation outlets. They should be so connected to the
deck that an effective electrical bond exists between the fan and the deck.
7. The wind direction may cause cargo vapours to pass near air intakes for
accommodation spaces or engine room ventilation, and necessitate
additional precautions. Central air conditioning or mechanical ventilation
system intakes should be adjusted to prevent the entry of gas, if possible by
using recirculation of air within the spaces.
Rev No. : 2
8. Air conditioning should be on recirculation mode. If at any time it is

suspected that gas is being drawn into the accommodation block, the central
air conditioning and any mechanical ventilating systems should be stopped
and the intakes covered or closed.
9. If the tanks are connected by a common venting system, each tank should be
isolated to prevent the transfer of gas to or from other tanks.
7.3.3 CHECKS AFTER GAS FREEING
1. When a tank appears to have been gas freed and all mechanical ventilation
has been stopped, a period of about ten minutes should elapse before taking
final gas measurements. This allows relatively stable conditions to develop
within the tank space. Tests should then be made at several levels and,
where the tank is sub divided by a wash bulkhead, in each compartment of
the tank. In large compartments such tests should be made at widely
separate positions. If satisfactory gas readings are not obtained, the tank
should be checked for cargo residues and then ventilation resumed.
2. On completion of all gas freeing and tank washing, the gas venting system
should be carefully checked, particularly attention being paid to the efficient
working of the P/V valves and any high velocity vent valves. If the valves or
vent risers are fitted with devices designed to prevent the passage of flame,
these should also be checked, and cleaned if found necessary; Gas vent risers
and their drains should be checked to ensure that they are free of any
blockage.
3. On completion of gas freeing, attention should be given to all equipment that
has been used, and to enclosed or partially enclosed spaces that can retain or
contain cargo residues or vapours, so that no unsuspected dangerous pockets
can remain. Places where such cargo traces may exist include cargo lines,
cargo valves, cargo pumps, stripping lines and valves, venting lines and P/V
valves, vapour return lines, ullaging or sounding arrangements, heating coils,
cargo handling equipment store rooms, protective clothing store rooms and
cargo sample store rooms. Additional considerations to take into account
when the tank is inerted.
Rev No. : 2
7.3.4 PREVENTION OF SWEAT IN CARGO TANK

Air contains a certain amount of moisture (vapour of water) depending on its
temperature and surroundings. If the air contains the maximum amount of moisture
allowed at the temperature, the relative humidity is 100%. If the air contains no
moisture, the relative humidity is 0%. Higher the temperature, more the air can
contain moisture, which means if air containing a certain amount of moisture is
cooled down, the relative humidity will increase. If air contacts a cold surface and
gets cooled down below the temperature of 100% of relative humidity (so called
"Dew Point") the amount of moisture contained in the air in excess of 100% relative
humidity will condensed and become dew (sweat).
Following table can be used as guidance for ventilation:
Air Temp.(°C) Dew Sea temp. or Empty Outcome
point Surrounding cargo
Dry Wet Sweat Ventilation
(°C) cargo tank (°C) tank (°C)
A B C D E
26 24 23 24 >24 No (C) No necessary
26 25 25 24 26 Yes (C>D Must not
and C) (A=E)
/span>
26 25 25 24 35 Yes Vent. Until to
(C>D, be A=E
and C)
/span>
18 16 15 25 14 No (C) No necessary
/span>
Rev No. : 3
TANKS MATERIAL AND COATING Page : 1 of 15
8. TANKS MATERIAL AND COATING

GENERAL
Vessel has cargo tanks of solid or clad stainless steel, or mild steel coated with
chemical resistant coating materials. Care is necessary with all of these materials to
avoid filling tanks with cargoes which may adversely affect them, and to minimize
the bad affect by ballast water or mechanical damage.
All Deck officers should be familiar with Manufacturer's guidelines on temperature
and other coating restrictions
MECHANICAL DAMAGE
To prevent tank surfaces from being damaged, special care is necessary. Resistance
of stainless steel to corrosive attack by aggressive cargoes is seriously impaired if the
surface is scratched. If tank coatings are grazed, knocked or scratched the resulting
damage may cause large areas of coating to break down with a possible
deterioration in charge outturn quality.
It is extremely difficult to repair these areas effectively without shot blasting the
damaged area or spot welding for pinholes in cladded tanks. Care must be taken
when entering stainless steel and coated tanks.
Soft-soled shoes must be worn with a disposable shoe cover and tools, which are
required, must be lowered in a sack or bag to prevent mechanical damage.
Equipment taken into tanks for mopping, etc. including buckets and scoops, must be
of rubber, plastic or other soft material. When positioning portable tank washing
machines care must be taken to ensure that they do not knock against tank sides or
structure. Special precautions will be necessary when tank cleaning in bad weather.
STAINLESS STEEL TANKS
Stainless steel is very versatile. It will not be affected by, and will not affect most
solvents, acids, alkalis, other chemicals, lubricating oils, vegetable and animal oils
and fats, providing it remain in a passive state. In all cases, the compatibility of the
stainless steel with the cargo must be checked at the time of planning cargo
stowage.
The surfaces of stainless steel are smooth, which makes tank cleaning comparatively
easy and enable different grades of cargo to be loaded sequentially without
contamination. The salt water corrodes the material. Therefore, when tank cleaning;
the use of salt water is to be strictly controlled.
Rev No. : 3
Fresh water, hot or cold, does not affect the stainless steel provided that it is
relatively chloride free. Such tanks should contain only fresh water except in
emergencies. It is acceptable to wash stainless steel tanks and lines with salt water,
however, immediately after; they must be washed with fresh water and dried up.
The stainless steel normally used on board ship has limited tolerance to chlorides
and fluorides. This is very critical for carriage of Phosphoric acid. Master must
endeavor to obtain the specifications of the phosphoric acid cargo which has been
nominated to load on the vessel. Corrosivity of the acid is aggravated at elevated
temperature.
Phosphoric acid has large quantity of sediments. The quantity of sediments can be
ascertained during loading by collecting a sample of the cargo and allowing it to
settle.
Excessive sediments in the tank are known to cause damage to pumps. A protest
should be given to shippers if the quantity for any quantity of sediments noted.
Master must not attempt to pump the sediments excessively. The amount can be
reduced slightly by recirculation of cargo in the tank. However the sediment cannot
be eliminated from the tank completely. Master must arrange for sufficient quantity
of fresh water to give minimum of one hour bottom wash of the cargo tanks to get
rid of the sediments.
Rev No. : 3
Due care should be taken during washing of the tanks after carriage of sulphuric acid
due to aggressive nature of the cargo while in concentration between 20-80%.
When in doubt contact the company and seek clarification on cleaning procedures.
COATED TANKS
Coating of tanks of mild steel is carried out for two reasons. Firstly, to provide a
smooth surface making it easier to clean tanks between grades, secondly, to
minimize contamination from previous grades or by rust of tank structure.
Tank coatings are permeable to some extent, and are not normally used to protect
the underlying steel against corrosive attack. For this reason mild steel tanks must
not contain cargoes, which are aggressive and highly permeable to them. This is in
addition to considerations of coating compatibility. For detailed information on
compatibility of cargoes and coating materials, the compatibility lists supplied by the
paint manufacturers should be referred to before Master plans cargo stowage.
After discharging certain aggressive cargoes, the tank coating must be cured for a
period designed by the paint manufacturer, before loading next cargo. Tank cleaning
chemicals must not be used if they have a detrimental effect on the tank coatings.
Dirty slops or washing must not be stowed in coated tanks unless the cargo
contaminant in the slops or washings is compatible with the coating.
Zinc Silicate
As a general rule, zinc silicate coatings are not affected by and do not affect cargoes
in the following chemical families or groups:
Alcohols Amines (if free of moisture, and tanks are dry)
Aldehydes Animal oils and fats (free fatty acid under 2.5%)
Cyanohydrins Esters
Glycols Halocarbons
Hydrocarbons Aromatic Hydrocarbons
Lubricating Oils Clean petroleum
Ketones Vegetable oil (free fatty acid under 2.5%)
Generally, zinc silicate coatings are unsuitable for acids, alkalis, vegetable and animal
oils and fats with a free fatty acid (FFA) content of more than 2.5% in all
circumstances specific guidance on the compatibility of a certain cargo with the
coating is to be obtained from the cargo information and the coating compatibility
guides.
Rev No. : 3
Zinc silicate coatings withstand intermittent exposure to fresh and salt water, but
continuous immersion will greatly reduce the life of coating. For this reason zinc
silicate tanks are not to be ballasted unless absolutely necessary, and in any event
their immersion must not exceed 3 months in any twelve month period.
Epoxy Coatings
In general, epoxy coatings are not affected by, and do not affect cargoes in the
following list: -
Alkalis (Low grade) Amines
Glycols Animal oils and fats (FFA below 5%)
Hydrocarbons Vegetable oil (FFA below 5%)
Alcohols (with certain restrictions) Except methanol
Generally epoxy coatings are unsuitable for:
Acid
Aldehydes Animal oils and fats (FFA over 5%)
Cyanohydrins Esters
Halocarbons (some) Ketones
Vegetable oils (FFA over 5%)
Specific guidance must be obtained from cargo information and coating
compatibility lists for the cargo in question. Epoxy coatings are suitable for fresh and
salt-water ballast.
Polyurethane Coatings
These coatings have compatibility similar to that of epoxy coating plus some of the
solvents compatible with zinc silicate coatings. However, information from the
coating compatibility list must be obtained for the specific cargo in question.
Phenolic Epoxy Coatings
These coatings have a similar resistance to epoxy coatings with a wider range of
chemicals, and also less restriction than either straight epoxy or polyurethane.
However information of the coating compatibility list must be obtained for the
specific cargo in question.
Rev No. : 3
INTRODUCTION
Stainless steels depend for their corrosion resistance on the formation of a passive
surface film, which is composed, mainly of chromium oxide. Although this film forms
spontaneously when the metal is exposed to air or to water, it is possible to damage
or contaminate the surface during fabrication or by service operation so that the
ability to form a satisfactory film is impaired.
It is necessary to avoid or correct such damage if the optimum corrosion resistance
of the stainless is to be obtained. The thickness of oxide film is about one millionth
mm on the surface of stainless steel. Despite the thinness of this film provided, it will
provide good corrosion resistance.
CORROSION RESISTANCE OF AUSTENITIC STAINLESS STEELS
8.3.1 PITTING
Certain specific agents such as halides cause a local breakdown of the passive film on
the steel surface. This highly localized breakdown followed by electrochemical action
results in pitting which rapidly propagates into steel. Chlorides are particularly
conducive towards this form of attack even when present in minute quantity.
Collection of solid sludge’s on the surface of stainless steel may also result in pitting.
When sludge is known to be present in certain type of cargoes, means of circulating
the cargo should be provided e.g. phosphoric acid.
8.3.2 CREVICE CORROSION
Rapid corrosion will occur in narrow crevices / geometric irregularities in the metal
surface where oxygen cannot gain access. It is essential to design tanks with this in
mind. All welds are smooth finish and all spatter is removed.
STRESS CORROSION CRACKING
This may be defined as the fracture of a component by the conjoint action of a
tensile stress in a corrosive environment. The failure of this is confined to
environments containing sodium hydroxide, sulphides, halides and mainly chlorides.
Chlorides are particularly conducive to this form of attack and cracking, which is
trans-granular is found most frequently in the Ph range of 3 to 8. Cracking
associated with caustic solutions may be either trans or granular and is usually
confined to solutions of high conc. and with temperatures in excess of 55C.
INTERGRANULAR ATTACK (WELD DECAY)
If the steel is heated in the temperature range of 500 to 850C the carbon may
precipitates as chromium carbide at the grain boundaries. These areas become
denuded of chromium and the protective oxide film is prevented from forming.
Rev No. : 3
8.3.3 APPLICATION OF STAINLESS STEEL ON BOARD THE VESSEL

SOLID STAINLESS STEEL
The tanks are built of full stainless steel plates. The problem with using solid stainless
steel is that the space outboard of the tanks contains mild steel, which is used for
water ballast tanks.
This causes bimetallic corrosion causing the mild steel to corrode preferentially and
the corrosion is generally overall. There may also be pitting of stainless steel due to
the deposition of the mild steel.
This corrosion could be avoided by coating both the steels, but the corrosion would
start with the breakdown of coating.
CLAD STEEL
The term clad steel refers to a mild steel base plate to which a thinner layer of a
stainless steel is continuously and integrally bonded. In this way cost of vessel could
be reduced the mild steel side is used in water ballast tanks and the difficulties of
bimettalic corrosion in connection with the use of solid stainless steel are avoided.
8.3.4 WELDING
A correct procedure and correct consumables should be used for welding of stainless
steel to prevent weld joints to crack (for eg. Welding rod MOL916L).
It is important that the heat input during welding is kept low to ensure a small heat
affected zone and exposure to the sensitizing temperature range for the shortest
possible time. After carrying out the welding repairs, localized pickling shall be done
by applying pickling paste.
Welding of Solid Stainless Steels
For butt welds the V preparation has been used successfully in the construction of
ships tanks for both flat and vertical positions. Some times for welding of thick plates
copper backing bars are used. The copper backing bars extracts heat during welding
and also gives profile to the root bead.
In order to avoid distortions for thicker plate’s double V preparation with separate
runs deposited alternately one on each side of the joint is used.
Rev No. : 3
Welding of Clad Steel

Welding of clad steel plates generally involves separate treatment procedures for
steel base and cladding material. The weld deposit for the backing plate must at
least match the strength of the carbon steel parent material , the usual practice is
to choose an electrode, which would be used, if the cladding was not present. If this
carbon steel weld metal comes in contact with the corrosion resistant cladding, the
weld material will be diluted by the alloy and the deposit is likely to hard and brittle.
This problem is offset by using of filler materials having alloy contents greater than
those of the parent stainless steel.
Generally the first weld made from carbon steel backing side should penetrate to the
stainless cladding but not into this layer. The backing side should be completed
before chipping back to clean metal on the clad side. Sufficient metal should be
removed to allow at least two runs of alloy weld metal to be deposited. The first two
runs are made by using filler materials having alloy contents greater than those of
the parent stainless steel. For subsequent runs should be made with a view to
ensuring that the deposited metal matches the composition of the clad material and
that the properties are not impaired.
8.3.5 CORROSION OF STAINLESS STEEL IN SEA WATER
For all practical purposes the general corrosion of austenitic stainless steels in
seawater can be taken as zero. However the passive film on these steels is prone to
local breakdown when chloride ions are present. Hence pitting is likely to occur if
stainless steels are left in prolonged contact with static sea water. The attack is likely
to occur particularly at crevices or under deposits where access of oxygen to the
surface is restricted. The addition of molybdenum to stainless steels improves their
resistance to pitting and crevice corrosion. The possibility of pitting of stainless steel
is increased if the Ph of the seawater is reduced from normal level of about 8. This
can happen on chemical tankers which have carried acid cargoes and cleaning of
such tanks. Once tank cleaning is commenced must continue without disruption to
minimize contact between stainless steel and acidic sea water. The quantity of
seawater used must be the maximum possible so as to minimize the drop in Ph.
Once sea water cleaning is started than under no circumstances the washing should
stop till the tank is cleaned. The final rinsing after seawater should be carried out
with fresh water. There should be no possibility of leaving sea water for long periods
static in contact with stainless steel. The seawater temperature should not be kept
higher than 50c.
8.3.6 CHEMICAL COMPOSITION OF STAINLESS STEEL
Stainless Chemical Composition
Rev No. : 3
Steel C Si Mn P S Ni Cr Mo Others
standards
SUS304 0.08 1.00 2.00 0.045 0.030 8.00– 18.00–
max. max. max. max. max. 10.50 20.00
SUS316 0.08 1.00 2.00 0.045 0.030 10.00– 16.00– 2.00–
max. max. max. max. max. 14.00 18.00 3.00
SUS316L 0.030 1.00 2.00 0.045 0.030 12.00– 16.00– 2.00–
max. max. max. max. max. 15.00 18.00 3.00
SUS316LN 0.030 1.00 2.00 0.045 0.030 10.50– 16.50– 2.00– N
max. max. max. max. max. 14.50 18.50 3.00 0.12–
0.22
REPAIR AND MAINTENANCE OF CARGO TANKS AND COATINGS

8.4.1 INSPECTION OF TANKS
As far as possible cargo tanks are to be inspected internally prior every loading. This
is subject to the tanks being gas free and fit for man entry. Enclosed space entry
procedures are to be complied with. Cargo tank condition report form is to be filled
up.
8.4.2 ITEMS TO BE CHECKED
1. Condition of tank coating for coated tanks and condition of surface of the
steel in case of SUS tanks.
2. Condition of structural members and plating.
3. Any cracks in the structure or in the welding.
4. Condition of heating coils and if any cracks are present.
5. Condition of ladders and other fittings.
6. Condition of pipelines and supports.
7. Condition of tank openings and securing arrangements.
8. Condition of the deep well pumps if fitted.
Presence of cracks can be detected by looking for rust weepings / discolouration of
the coating / surface.
8.4.3 REPAIR OF CRACKS / DAMAGE
As far as possible, permanent repairs are to be carried out for the repair of cracks /
damage. The company’s procedures for Hot work are to be complied with.
Rev No. : 3
Cracks are to be gouged out, arrested and then re-welded. After completing repairs,
localized passivation should be carried out using pickling paste.
8.4.4 REPAIR OF TANK COATINGS
The importance of maintaining the tank coatings in top condition cannot be
overstated. Maintenance is to be carried at every opportunity. In coated tanks
coating manufacturers instructions are to be followed with regard to surface
preparation, application of coatings and curing time. Some general precautions:
 Surface is to be thoroughly de-rusted.
 Edges should be feathered (smoothened) by using disc grinder.
 Wipe the bare metal with methanol / thinner prior application of the first
coat.
 Coating should be applied by brush and not by roller. Overlap of the
surrounding area should be kept to bare minimum.
 Humidity in the tank is to be controlled in accordance with manufacturer’s
instructions.
 Epoxy coatings require low relative humidity (dry air) - Running ventilation
fans in conjunction with steam to heating coils crack open is a good way to
raise the air temperature and reduce relative humidity.
 Zinc Silicate coatings require high humidity at the time of application and
during curing - A steam hose lowered into the tank with the valve crack open
raises the relative humidity in the tank.
 Ensure sufficient coats are given to obtain the necessary dry film thickness.
 Over coating interval should be in accordance with the manufacturer’s
instructions.
 Sufficient curing time is to be allowed. While the temperature of the air in
the tank may be high, the substrate temperature may be quite low in the
case of tanks exposed to seawater on the outboard side. In this case, the sea
water temperature should be used when referring to the curing time table.
8.4.5 PRECAUTIONS PRIOR CARRYING OUT REPAIR AND MAINTENANCE
Prior carrying out repair and maintenance of cargo tanks, pipings, pumps, valves,
heating coils and any associated cargo or ballast handling systems, the following
precautions must be complied with:
 The area / equipment is free and clean of cargo.
 There is adequate ventilation.
Rev No. : 3
 The equipment has been isolated from the power supply.

 All cargo lines / valves have been sealed / lashed / blanked to isolate the
compartment.
 Staff are provided with adequate personal protective gear.
 Entry into 'enclosed space' and 'Hot work' is to be carried out in accordance
with relevant Company Procedures.
PICKLING AND PASSIVATION
After carriage of aggressive cargoes, stainless steel may require complete pickling or
passivation. The decision for pickling or passivation should be taken only after
obtaining test results of stainless steel ‘Palladium / Passivation meter test’.
8.5.1 TESTS
Routine passivation meter test of the stainless steel shall be carried out once in six
month. Passivity test shall be recorded in the company form OP-CHEM-46.
To determine if stainless steel is active, one of the test should be carried out. At least
3 sections of each single bulkhead / tanktop should be tested. There are mainly two
types of tests to check if the Stainless Steel is active.
Palladium Test Procedure:
 Palladium Chloride bottle has to be stored in dark / dry / cool place. Its shelf
life is at least one year. The effectiveness of Palladium Chloride solution can
be tried out by scoring small stainless steel object and carry out the test.
 Make the test area free from oil and grease.
 Add one drop of Palladium Chloride on the test area of the stainless steel.
 After 3 to 5 minutes, the Palladium Chloride can be wiped of by the use of
clear tissue. Do not touch surface with hand.
 Investigate the colour of the treated area.
Colour Result
No Change in Colour Passive
Discolouration to black Active
Discolouration (Grey) Doubtful, needs to be monitored
Passivation Meter (KOSLOW) Test:
 The Passivation meter is similar to a thickness gauging instrument.
 Connect black probe to the tank surface.
Rev No. : 3
 Put a drop of ‘Acetic Acid’ on cotton swab and put it on the tank surface
 The red probe tip should be placed on cotton swab and measure the meter
reading.
Assessment of readings:
Reading Result
Zero to -400 Passivated
-400 to -500 Indeterminate
-500 to -1100 Active
Passivation Meter (STEINCHECKER) Test:
 The Passivation meter uses Sulphuric Acid for measuring.
 Connect black probe to the tank surface
 Clean the tip by fine emory paper.
 A drop of Sulphuric Acid is put on the paper and the tip is pressed over it to
the surface being measured.
 The difference in voltage will indicate the tank status.
 Assessment of readings: (Please refer to the maker’s instructions).
Reading Result
0.6V (for 60 seconds) Passivated
0.6V to 0.2V (less than 60 seconds) Active
8.5.2 PICKLING
Picking method is used for the removal of any rust, oxides and discolouration from
the welding or from cargoes. Pickling solution containing nitric acid and hydrofluoric
acid shall be applied. Pickling should be followed by passivation with nitric acid.
PROCEDURE FOR PICKLING:
 Tank surface must be free from oil. Tanks are required to be washed with a
non-caustic alkaline detergent.
 The surface must be thoroughly flushed with fresh water.
 Pickling is carried out with a mixture of Hydrofluoric acid (2-3%) and Nitric
Acid (12-13%).
Rev No. : 3
 The duration of the pickling is approximately 3 to 4 hours in each cargo tank,

by recirculation method at various heights, depending on the local
atmospheric temperature.
 In general, 2-3 tanks can be applied for pickling one after another in turn by
the same pickling liquid. If pickling liquid’s iron content exceeds 5000PPM,
the pickling solution has to be renewed.
 After completion of the pickling, the tank surface has to be flushed with cold
fresh water until the pH of the flushing water has a pH of 7.0.
 As Hydrofluoric acid contained in pickling liquid destroy the layer of
Chromium oxide, so passivation has to be followed immediately after pickling
8.5.3 PROCEDURE FOR PASSIVATION
Stainless steels are auto passivating in the sense that the protective passive film is
formed spontaneously on exposure to air or moisture. The presence of exogenous
surface contamination, including dirt, grease, free iron from contact with steel
tooling, and so forth, may interfere with the formation of the passive film. The
cleaning of these contaminants from the stainless-steel surface will facilitate the
spontaneous passivation by allowing the oxygen uniform access to the surface. The
passive film may be augmented by chemical treatments that provide an oxidizing
environment for the stainless-steel surface.
Passivation Treatment
Nitric/Citric Acid washing is commonly referred to as “passivation” implying that the
protective passive film is developed on the metal surface during this procedure. In
reality, the acid treatment mainly removes surface contamination that interferes
with the formation of the passive oxide film on the stainless steel, and also helps
with the oxidation process.
Stainless steel parts shall be treated in one of the following aqueous solutions and
maintained within the specified temperature range for the specified time.
Nitric Acid
Nitric 1 – the solution shall contain 20 to 25 volume percent of nitric acid and 2.5 =
0.5 weight percent of sodium dichromate. The parts shall be immersed for a
minimum of 20 min at a temperature in the range from 120 to 130F (49 to 54C)
Nitric 2 – The solution shall contain 20 to 45 volume percent of nitric acid. The parts
shall be immersed for a minimum of 30 min at a temperature in the range from 70 to
90F (21 to 32C)
Citric Acid
Rev No. : 3
Stainless steel parts shall be treated in one of the following aqueous solutions and
maintained within the specified temperature range for the specified time
Citric Acid Soln – the solution shall contain 4 to 10 weight percent of citric acid. The
parts shall be immersed for a minimum of 20min at a temperature in the range from
70 to 120F (21 to 49C).
Citric Acid Bags: Prepare a 5% weight percent citric acid solution ( ie 5000 ltrs of FW
+ 250 kilos of Citric Acid) using fresh water. Heat solution above 21°C if necessary,
then circulate the solution through butterworth machines for min 40 min or one
circle to make sure that entire tank surface is covered.
Always add acid to water and not water to acid. This will minimize the heat release
on mixing which is significant.
8.5.4 PASSIVATION PROCEDURE
A. Recirculation method
1. Equipment
 Four stainless steel tank cleaning machines (316) with 8 or 9.5mm
nozzles and an additional four machines for rinsing. The rinsing
machines are not required to be stainless.
 Four lengths of butterworth hose, resistant to a 20% solution of Nitric
acid and with a 10 bar. Safe working pressure. (SS BW HOSE)
 Fresh water adequate for recirculation and rinsing
 PH test kit or pH litmus paper to determine pH between 1 and 14
within ½ a point.
 Blind flange adapter with four male tank cleaning hoses connections.
This should be mounted with a valve for isolation purposes.
2. Procedure
 Clean the tank to be passivated to a water white standard.
 Wash the complete tank surface with a passivating solution. Always
add acid to water, not water to acid, to minimize heat release on
mixture.
 In order to insure a 15% solution, calculate the flow rate of the fresh
water supply by timing the length required to fill a 200 ltr. Drum. Use
this flow rate to fill the tank with the required amount of water. It is
recommended to use sufficient solution so that the pump suctions
will not be lost during passivation.
Rev No. : 3
 Add the required amount of acid to the tank using a stainless steel
barrel pump, and suitable hose leading directly into the water in the
tanks.
 If passivating numerous tanks, it is recommended to mix the solution
in the first tank and transfer from tank to tank, keeping in mind that
losses will occur during the transfer and the solution may require
topping up.
 When passivating numerous tanks, the quality should be monitored
for strength and contamination by measuring the pH and watching
the color of the solution.
 With the blind flange adapter, connect the required number of hoses
and machines. In case of portable machines, butter worth openings
should be covered to prevent any solution getting on the mild steel
decks. A stainless steel hose saddle must be used for this operation.
 Water should be run across the deck continuously in order to dilute
any acid which may accidently get on the deck.
 Commence recirculating the washing solution in the tanks with the
following patterns. Disposal of the slops should be carried out as per
Marpol requirements.
 Tank wash by re-circulation method for 2h (2 – 3 steps)
 Allow 1 to 2 hours after tank wash
 After completion of recirculating at the bottom level, close the valve
on the recirculation connection and transfer the solution to the next
tank.
 Recirculation hoses should be rinsed down with water after removing
from the tanks.
3. Rinsing and inspection
 Select one tank as the fresh water storage tank. The pump stack from
this tank should be connected to the butterworth line.
 Connect the required number of rinsing machines from the tank
cleaning line to the tank to be rinsed.
 Use the same number of machines as was use for recirculation.
 Use the same drops as for recirculation.
Rev No. : 3
 Measure the pH level of the discharge water every 15 minutes, and

record. When the pH reaches an acceptable level (6-7) make the
second drop.
 Wash at second drop for 30 minutes.
 Drain the tank completely, remove/disconnect the machines.
 Ventilate the tank.
 Visually inspect the tank, and test the surface pH in shadow areas.
Using passivation meter record tank reading readings for the tank
passivated.
 Cargo tank to be kept dry for at least 18-24h after passivation, if
possible for curing.
 Cargo tank inspection report to be prepared for forwarded to Office
8.5.5 PRECAUTIONS DURING PASSIVATION
a) A pre operation safety meeting must be carried out and recorded.
b) Crew must be briefed about the entire operation in detail including the
concentration of passivation liquid and the procedure for making solution.
c) Hazards due to acids being handled, environmental hazards of the
passivation liquid (if using Nitric acid solution) at various concentrations as
specified in its MSDS sheets.
d) Passivation procedures should be clearly explained to all personnel involved
in the operation.
e) Level 2 PPE along with Acid hood to be used while transferring Nitric/Citric
acid into tanks
f) If using portable machines, tank wash ports to be covered with canvas.
g) Seawater is not to be used.
h) Do not heat the fresh water.
Rev No. : 3
MAINTAINENCE OF CARGO EQUIPMENT Page : 1 of 15
9. MAINTAINENCE OF CARGO EQUIPMENT

To ensure safe and smooth cargo transfer and tank cleaning operations, cargo
handling and tank cleaning equipment must be maintained as per maker’s
instructions and as per company procedures.
Maintenance tasks and Maintenance Intervals of the equipment listed below are
detailed in the Planned Maintenance System and interval as stated in sec 9.7 and are
to be complied with:
1. Cargo Tanks
2. Cargo Pumps
3. Cargo and Ballast valves
4. Cargo and Ballast lines
5. Cargo Hoses
6. Vent Lines and Vapour lines
7. IG / N2 lines
8. P/V valves
9. Emergency shut downs
10. Vapour locks
11. Fixed and Portable Gauging systems (including UTI tapes)
12. Temperature and Pressure sensors
13. High level and overfill alarms
14. Flame screens
MAINTENANCE OF CARGO HOSES
Cargo hoses are to be properly used and maintained in good condition as per
maker’s instruction. The cargo hose compatibility chart should be readily available
with the Chief Officer in CCR and same is to be referred prior using cargo hose for
intended transfer operation.
Hoses should be retired in accordance with defined criteria. This guidance also
applies to any tanker’s cargo hoses used for tanker/shore connections and any other
flexible hose connected to tanker or shore cargo systems, for example a jumper hose
at the end of a ramp serving a pontoon berth. The owner of the hose should attest
that any hose provided is certified, fit for purpose, in good physical condition and
have been pressure tested.
Markings to be made on the cargo lines and hoses:
Rev No. : 3
1. Pressure test date and validity.

2. MAWP pressure of the lines of hoses.
3. Serial number of the hose where applicable.
4. Operating temperature of the hose
9.1.1 CUSTODY OF HOSES
1. The hose should be cleaned up properly and drained out completely.
2. Store the hose in straight line raised off the ground preferably in a cool dark
area.
3. Visually check any damage on inside and outside of the hose. (Displacement
of the wire, tear, abrasion and any other abnormal features)
4. Never use hot water above 80°C when water is used for cleaning.
5. When live steam is necessary for cleaning, the hose must be open ended,
vertically raised and limited steam should be allowed to pass through the
hose to avoid damage to the inner lining. (Never blank the end of hose during
cleaning by live steam)
6. After cleaning and draining, the hose should be blinded on both ends.
9.1.2 PRECAUTIONS BEFORE TRANSFER
1. The cargo hose must be inspected and approved by the cargo surveyor for
Cleanliness prior being used for cargo transfer.
2. The cargo hose must be supported at appropriate points with the slings
provided.
3. Support the hose near manifold connections.
4. Protect the hose against sharp edge. (e.g. jetty edge, ship’s sharp upper
structure, etc.)
5. Never allow sharp bends during cargo transfer operations.
6. Never allow hose to droop between ship and jetty/ship
9.1.3 WITHDRAWAL BEFORE SERVICE
When the hose shows any of the following deformation, such hose should be
immediately condemned, clearly marked and stowed away from other hoses.
1. Cutting of outer wire.
2. Leakage from hose body and hose ends (between ferrule and hose shank).
3. Wide range of deformation of outer wire and hose body (kink).
Rev No. : 3
4. Heavy displacement of outer and inner wire.

5. Cuts and tears of outer cover to such extent that inner film appears.
In consultation with the hose manufacturer, retirement age should be defined for
each hose type to determine when it should be removed from service, irrespective
of meeting inspection and testing criteria. The temporary elongations at which
smooth bore rubber hose assemblies should be withdrawn from service will vary
with the type of hose assembly construction, such that either:
a) The temporary elongation, when measured, should not exceed 1.5 times the
temporary elongation when the hose assembly was new.
For example:
Temporary elongation of new hose assembly: 4%
Temporary elongation at test: 6% maximum
Or
b) For hose assemblies where the temporary elongation of a new assembly was
2.5% or less, the temporary elongation at the test should not be more than
2% more than that of the new hose assembly.
For example:
Temporary elongation of new hose assembly: 1%
Temporary elongation of old hose assembly: 3% maximum.
Or
c) Elongation - If permanent elongation exceeds 2% of the overall length of the
hose, the hose should be retired from service
Rev No. : 3
Handling of Cargo hoses

Rev No. : 3
TANK CLEANING EQUIPMENT

On chemical tankers care & maintenance of tank cleaning equipment is one of the
most important aspects of operational maintenance. Equipment that has been
properly maintained and cared for will give reliable and trouble free service resulting
safe, smooth and efficient tank cleaning operations.
9.2.1 TANK CLEANING HOSES
Hoses should be handled with care and kinks and twists should be avoided.
1. Hoses should be clearly marked.
2. The electrical continuity of hoses should be checked regularly and recorded.
Defective hoses should be removed from service and discarded.
3. Couplings should be checked and tightened as required.
9.2.2 TANK CLEANING MACHINE
1. During operations machines should be checked to ensure that they are
rotating freely and operating as designed.
2. Check that nozzles are not clogged.
3. Check that there are no loose parts that could drop off and cause a spark.
4. Carry out overhauls as recommended by the maker using appropriate spares.
5. All wear parts should be changed at the recommended intervals.
9.2.3 HIGH PRESSURE WASH MACHINE
1. Check that all hoses and connections are in satisfactory condition and that
there are no leaks or soft spots.
2. Carry out routine maintenance in accordance with maker’s instructions and
renew all wear parts at recommended intervals.
3. High pressure wash machines should always be stowed in sheltered area.
9.2.4 MUCKING MACHINE
1. Check that the wire and hook are in satisfactory condition. If the wire has
broken strands then it should be replaced at once.
3. Check the brackets and mountings for any cracks or fatigue.
Rev No. : 3
9.2.5 PORTABLE GAS FREEING FAN

Check that the impeller is turning smoothly without any wobble or imbalance and
that the blades are not touching the sides of the casing.
1. Check that there are no loose parts.
2. Check that all couplings are tight.
3. Check condition of supply and discharge hoses and repair / renew as
necessary.
4. Check the condition of vent chutes. These should be free of holes and gashes
and the securing arrangements should be in good order.
PORTABLE SUBMERSIBLE PUMP
1. Check that all hoses and connections are in satisfactory condition and that
there are no leaks or soft spots.
2. The flexible hoses are filled with hydraulic oil. Drain off approx. one cup of oil
from the hoses before storage (when disconnecting from the main system).
Control bend radius for the flexible hoses during storage (min 800 mm).
3. Confirm that the units are safely supported, and check that the snap-on
coupling and starting head/flow control valves are greased and protected.
5. Try out the pump every 3 months, and maintain records in PMS.
6. Carry out routine maintenance on the Tripod
PURGING COFFERDAM
Submerged cargo pumps are to be tested for leakage of their mechanical seals and
cofferdam with compressed air of suitable pressure as per the maker's instruction
(about 2.0kg/cm2).
The test is required to identify the amount of hydraulic oil or cargo leaking from the
mechanical seals into the cofferdams.
The test is carried out on the following occasions unless specified otherwise by the
pump manufacturer’s manual.
a) After completion of cargo tank cleaning and before loading
b) 1 or 2 days after loading
c) Everyday if excessive leakage is detected a) and b)
d) Before discharging
Rev No. : 3
e) After discharging
Results of tests must be recorded in “Submerged Cargo pump purging record” (OP-
CHEM-43) and submitted to Company. After the leak test, the cofferdams are to be
kept pressurized with the tank test air, water etc as specified in the pump
manufacturer’s manual.
9.4.1 HOW TO PURGE THE COFFERDAM
1. Place a suitable container underneath the exhaust trap to collect the leakage.
2. Check that valve and bottom of exhaust trap is not clogged by residue after
last purging operation. Stick up with a pin if necessary.
3. Check that the drain hole from the relief valve on the purging valve block is
open. Location design of purging valve is different for the various pump
types. For technical details, refer to the pumps service manual.
4. Connect air or inert gas supply to the snap-on coupling on the purging valve.
5. Drain the supply line for condensed water.
9.4.2 PURGING PRECAUTIONS
NOTE: To prevent damage from dangerous cargoes, take necessary precautions,
wear appropriate PPE and avoid contact with drain from exhaust trap.
1. Open valve on air/inert gas supply line
2. Check that air/inert gas is coming out of the exhaust trap vent line.
(Cofferdam is open)
3. The relief valve on the purging valve block is set to an opening pressure of 3 –
3.5 bar, so a small leakage here is normal.
4. Purge cofferdam in several sequences if required.
5. Drain exhaust trap between each sequence.
6. Disconnect air/inert gas supply
7. Close exhaust trap drain valve
8. Measure the amount of leakage, -evaluate and log the purging result.
9.4.3 EVALUATION OF THE PURGING RESULT
CARGO LEAKAGE
1. Cargo in the cofferdam can come from shaft seals, flange face seals in pipe
stack/pump head or damage (cracks) on the pipe stack/pump head.
Rev No. : 3
2. A small leakage rate over the shaft seals up to about 0.5 L/day during pump
operation is normal, and replacement of seals should not be necessary with
this leakage rate. For short periods of time, higher leakage peaks can occur.
3. The leakage rate is also dependant on the type of cargo. Some cargoes like
naphta, condensate etc., penetrate the shaft seals more easily than lub. oils,
vegetable oils and other viscous cargoes. If the leakage rate is up to about 2
liters/day, the pump must be purged a couple of times daily, and inspected as
soon as possible to find the reason for the leakage.
4. Intensify the purging if the leakage rate is increasing above acceptable level.
If this is not keeping the leakage under control, close the hydraulic service
valve. Do not operate the pump, use the portable pump to discharge the
cargo. The development of a cargo leakage can be followed if purging is done
according to specified intervals. Thereby maintenance work can be planned,
and unexpected shut down due to leakage can be avoided.
9.4.4 HYDRAULIC OIL LEAKAGE
Hydraulic oil in the cofferdam can come from shaft seals, flange face seals in pipe
stack/pump head or damage (cracks) on the pipe stack/pump head.
A small leakage rate into the cofferdam up to about 10ml/h (0.25 L/day) from the
mechanical oil seal or lip seal during pump operation is normal. For short periods of
time, higher leakage peaks can occur.
9.4.5 HOW TO DETECT AIR IN THE SYSTEM
Cargo Pump will not start from remote Possible
Level variations in the hydraulic oil tank at different system Yes
pressure.
Back flow to hydraulic oil tank during stand still Yes
Foaming in the hydraulic tank Yes
Oil sample “milky”/white, or air bubble mixed into the oil Yes
Abnormal noise from hydraulic pumps or motors. Possible
Uncontrolled pressure variations (hunting) during operation. Possible
Pressure peak shock in the system during start/stop of Possible
consumer
Rev No. : 3
9.4.6 THE TEN COMMANDMENTS

1. Purge regularly
2. Dismantle a pump only after identifying the problem.
3. Pressure test the pump, cofferdam and pipe stack using the kit
4. Use genuine spares
5. Use pump performance curves to establish condition of the pump
6. Do not increase system pressure more than 15 bar above the highest
consumer requirement.
7. Avoid air (like plague!!)
8. Keep oil clean
9. Send oil samples for analysis regularly and never mix oil grades
10. Implement a planned maintenance system for the entire cargo handling
system
Rev No. : 3
CARGO TANK VAPOUR TIGHTNESS TEST

Code of Federal Regulations (CFR) requires tanker vessels to issue a vapour tightness
certificate with the code. Vapour tightness This is to be documented using the form
"OP-CHEM- 18 - Vapour Tightness Certificate"
Following method should be used for the purpose of carrying out the test.
1. P/V Valve to be checked for proper functioning prior doing this test.
2. Keep all openings shut.
3. Install a U-Tube or a Compound Gauge on the PV Stack
4. Pressurize tank using Compressed Air or Nitrogen
5. Let the tank pressure come up to 1250 mm WG but no more than the
pressure of the lowest pressure relief valve setting.
6. Openings to be checked for leakage using Soap solution (Apply soap solution
to all openings, flanges and welding seams – leakage will be visible by means
of soap bubbles.
7. Once the pressure is obtained, the dry air or inert gas source shall be shut off.
Rev No. : 3
At the end of one-half hour, the pressure in the Cargo tank and piping shall be
measured. The change in pressure shall be calculated using the following formula:
P=Pi-Pf
Where:
P=change in pressure, inches of water.
Rev No. : 3
Pi=pressure in tank when air/gas source is shut off, inches of water.

Pf=pressure in tank at the end of one-half hour after air/gas source is shut off,
inches of water.
The change in pressure, P, shall be compared to the pressure drop calculated
using the following formula:
PM=0.861 Pi L/V
Where:
PM=maximum allowable pressure change, inches of water.
Pi=pressure in tank when air/ gas source is shut off, psi.
L=maximum permitted loading rate of vessel, barrels per hour.
V=total volume of product tank, barrels.
If P < PM, the vessel is vapour tight.
If P>PM, the vessel is not vapour tight and the source of the leak must be identified
and repaired prior to retesting.
In order to maintain vapour tightness the following should be checked and
maintained in good condition.
1. Packings on tank domes, butter worth openings, level gauge fittings.
2. Tank securing arrangements
3. Cargo valve and drain valve integrity
4. P/V valves
5. Vapor locks
THERMAL OIL HEATING SYSTEM
Flushing of heating system is only required prior to carrying out any maintenance or
renewal of thermal oil. Care shall be exercised to ensure that the system is free of
foreign materials such as welding waste, rust, dust, water etc to avoid thermal oil
contamination.
After completion of the maintenance, the system shall be filled with adequate
quantity of fresh oil, sufficient to fill up the system and this fresh oil shall be re-
circulated for several hours at 500C to 600C. Drain this oil completely and then top up
the system with fresh oil.
Rev No. : 3
MAINTENANCE ROUTINES
Within this particular section maintenance routines are required to maintain the
cargo equipment operational. The Master is responsible for ensuring that these are
carried out at the specified intervals described with these procedures for those
vessels which have a computerised Planned Maintenance System this work is to be
recorded electronically and a printout provided for quick access for any inspector
who required this information.
The following items are to be contained in the maintenance records.
Item Frequency
Electrical bonding check on transfer hoses Each operation
Electrical bonding check on portable tank cleaning Each operation
hoses
Pressure testing of transfer hoses** 12 months
Pressure testing of cargo, and bunker piping (1.5 x 12 months
WP)
Pressure testing of heating coils Each operation
Air pressure testing of sea and overboard valves As per PMS
Pump trips and emergency shutdowns Each operation
Cargo and ballast pump safety devices Each voyage
Function testing and pressure testing of cargo valves 6 months
Inert gas safety devices checks and operational tests Each operation
Inert gas system inspection and maintenance Manufacturer’s instructions
including scrubber
Test of pumproom bilge alarms Weekly
Test of cargo and ballast tank high level alarms and Each operation
sirens
Purging of submersible pumps operation Manufacturer’s instructions
Inspection and examination of cargo, ballast and void 06 months
spaces***
Run of test conditions of loading computer 3 months
Overhaul and cleaning of P/V valves Cleaning during each tank
cleaning / Overhauling &
Rev No. : 3
Item Frequency
Calibration every six months
Inspection of flame screens within cargo systems 3 months
Inspection of flame screens within ballast/bunker 6 months
systems
P/V breakers Manufacturer’s instructions
Deck seals 12 months
I.G. non-return valves / Block and bleed valve 12 months
Overhaul and inspection of tank gauging equipment 6 months
Opening up and cleaning of Cargo Pump strainers 6 months
Opening up an d cleaning of stripping pump strainers Each voyage
Opening up and cleaning of ballast pump strainers 12 months
Check of tank cleaning machines 3 months
Calibration checks on portable gas measuring 1 months
equipment (Recorded in Safety Set)
Calibration checks on fixed gas measuring equipment 1 months
Calibration checks on pressure gauges 12 months
Calibration and test run of ODME Monthly
Calibration check of hermetic temperature functions Prior to Each operation
Annual independent calibration of hermetic gauges 12 months
De-contamination shower function Prior to each Operation
Cleaning of tank radar systems transmitters 3 months
Mooring winch brake testing 12 months
Tank Tightness Test As per PMS
Cargo Pump Performance Test As per PMS
Portable submersible pump to be tried out 3
Note**: Transfer hose to be tested once in 6 months if the service period of the
hoses is above 5 years
Rev No. : 3
Note***: For chemical tankers carrying dedicated to carry same grade of cargo,
cargo tanks shall be inspected at an interval not exceeding 12 months.
Rev No. : 3
EMERGENCIES Page : 1 of 18
10. EMERGENCIES
GENERAL
This section contains general guidance on procedures for the most readily
foreseeable emergencies in which chemicals are involved.
It is impossible to predict the nature of every potential emergency that may occur on
a chemical tanker, therefore, the vessel’s SMPEP manual should be referred to for
details and contingencies involving specific emergency situations, in order that basic
actions can be taken quickly and decisions on how to tackle any additional problems
can be made in an orderly manner.
On board personnel must be prepared to tackle cargo related emergencies such as
chemical fires, chemical reactions, toxic vapour release, leaks and spills both at sea
and in port and personnel that will be directly involved in dealing with such
emergencies must be familiar with emergency procedures and plans.
All safety equipment shall be maintained in a high state of readiness at all times. On
board drills and exercises to test both the equipment and instruct personnel must be
carried out at frequent intervals.
Such unsafe conditions may include, but are not limited to, the following:
 Electrical storms in the vicinity of the vessel
 Explosion or fire in the terminal
 An emergency alarm being activated on the vessel
 Leakage from the cargo hose or connection
 Loss of communications between the vessel(s) and/or the shore control
 Broken mooring lines
 Dragging anchor or broken chain
 Collapse of, or insufficient fendering during STS operations
 An emergency on another vessel in close proximity
 Toxic vapour release on deck
CHEMICAL FIRES:
There is no such thing as a minor fire involving chemicals. A fire involving chemicals
is most likely to occur in a cargo tank or on the tank deck; however, in the case of a
spill or tank overflow or a side shell rupture, the fire may rapidly spread to the sea
surrounding the vessel.
Rev No. : 3
In addition, chemicals belonging to certain families are known to react with those of
other families when they may accidentally come in contact with each other. Such
reactions may be violent and result in the release of toxic gases, heating of the
liquids, overflow and rupture of the cargo tanks and fire and explosions may result.
Fires involving chemicals pose specific hazards and the conventional method of
extinguishing a fire by the removal of one of the elements required for combustion
to take place, i.e. heat, oxygen, fuel, may not apply in dealing with chemical fires.
In chemical fires the source of heat may be a reaction within the chemical itself or
from a reaction after mixing chemicals. A supply of oxygen may be released from the
chemical through heating from the fire. As a result, fire fighting involving chemicals is
more difficult and the best course is to prevent any fire occurring.
Fires involving chemicals pose specific hazards and hence it is important that all
personnel are aware of the specific fire fighting requirements in respect to the
chemical cargo being handled and are familiarized with the MSDS/MFAG/EmS for
cargo being handled by using the UN no.
If there are two or more chemicals on board requiring different fire extinguishing
mediums, all crew shall be briefed regarding this and special attention shall be given
to identifying and marking the type of fire fighting medium to be used for the
different chemicals being carried.
The below shall be applicable basis suitable fire extinguishing medium for specific
chemicals.
 Fixed fire fighting for cargo areas shall be positioned and checked ready for
use.
 Two foam monitors close to the manifold shall be pointed at the manifold
and the foam master valve form the tank shall be in open position.
 The ship’s fire main systems shall be pressurised or capable of being
pressurised at a short notice.
 Two fire hoses, on each side of the manifold, shall be connected to the fire
main and kept stretched with adjustable nozzles fitted and tested.
 Portable fire extinguisher(s) shall be kept ready at the manifold for
immediate use.
The pre-carriage Cargo planning shall identify the various hazards associated with
the type of chemical being carried.
Master shall ensure that all equipment required for effectively dealing with all type
of chemical fires is carried on board and in a state of readiness.
Rev No. : 3
The actions to be taken in the event of a fire on-board should, as a minimum, include
the following:-
 Activation of the Alarm & Notification
 Stop cargo operations – close valves and hatches
 Muster and organise fire fighting teams & Evacuation
 If alongside a berth, inform terminal staff and request them to alert the Port
Authorities. Notify the operators of the vessel.
 If at anchor in the port, alert the Port Authorities
 If other ships or craft are alongside, alert them and instruct them to leave
immediately
 Identify the chemical or chemicals involved and any other chemicals which
are at risk
 Select the firefighting equipment and fire extinguishing agent to be used –
consult
 MSDS/MFAG/Ems/Chemtrec for any special precautions or requirements
 Be alert to the fact that as a result of the fire, toxic fumes may enter the
accommodation and an evacuation of non-essential personnel may be
necessary
 If at sea, the vessel should be maneuvered so as to restrict the spread of the
fire and allow it to be attached from the windward direction.
CHEMICAL CARGO SPILLS
The biggest risk of a cargo spill is during cargo handling operations either because of
equipment failure or improper handling procedures. Cargo spills are therefore most
likely to occur during the vessel’s stay alongside.
The primary factor affecting response will be dependent on the chemicals involved,
the circumstances and size of the spillage and its location on-board. If there is the
possibility of cargo or cargo vapours entering the accommodation or engine room
spaces via vents, the appropriate preventative steps must be taken without delay. As
a general rule, there should be full initial response to any spill however small and the
emergency party must wear appropriate breathing apparatus and protective
clothing, it is always better to over react to the situation than to delay.
Safety of personnel in such incidents should always take precedence over
environmental issues. If it is possible and safe to do so, the released liquids should
be pumped or washed into a slop tank or other suitable containment, or collected
for safe disposal using absorbent materials.
Rev No. : 3
In the case of spills or corrosive liquids refer MSDS and MFAG/Ems for specific
procedures and the general advice is to wash the spilt liquid overboard with large
quantities of water from as far away from the spills as practicable.
A spray or fog of water, never a direct jet, should be used in such circumstances, the
emergency team wearing appropriate protective equipment should approach the
spill form upwind and direct the spray to the edge of the spill gradually working
towards the centre.
Personnel should be aware that the use of water on fuming acids and some other
strong acids will initially cause a vigorous reaction that will cause increased fuming,
this will be temporary while the spillage will be dealt with rapidly. If possible, the
vessel should be manoeuvred off the wind.
The actions to be taken in the event of a spill on-board should, as a minimum,
include the following:-
 Activate the alarm & notify Muster
 Stop all cargo operations and close valves and hatches
 If alongside a berth, notify the terminal staff of the chemicals involved and
possible risks posed to personnel
 Notify the Port Authorities, usually through the terminal staff and the
operators of the vessel
 Prohibit smoking and the use of naked lights in all areas of the vessel
 Clean up using water and contain in drums or suitable empty tanks, drip
tray,etc.
 Clear all non-essential personnel from the immediate vicinity
 Close all access doors and stop all non-closed circuit ventilation
 Make preparations for the vessel to leave the berth
HOSE BURST, PIPE WORK FRACTURE OR CARGO OVERFLOW (OIL / CHEMICAL / GAS
TANKER)
In the event of hose burst, pipe work fracture or cargo overflow during cargo
transfer, following action is to be taken:
1. Operate Emergency Stop Device (ESD), Stop all cargo transfer operations and
shut all valves and tank openings.
2. Raise the alarm.
3. Note down date / time of occurrence, name of the person reporting and/or
sighting the spill.
Rev No. : 3
4. Confirm all accommodation doors and ports are closed, all ventilation to be
stopped. Avoid operating any electrical switches. Place a total ban on
smoking.
5. Initiate steps to mitigate cargo outflow by transfer to slack or empty tank if
possible.
6. Activate the vessel’s pollution prevention team properly clad in personal
protective gear appropriate to the spilled Cargo.
7. If at a dock, advise the terminal or transfer facility to deploy their spill
containment equipment, like booms, if available.
8. Ascertain if spill resulted from vessel or terminal / barge.
9. If spill resulted from vessel ascertain whether it is an operational spill or
casualty related.
10. If in port, notify the terminal, vessel’s agents and local regulatory authorities.
(If in US waters the US Coast Guard’s National Response Center to be notified
at Tel No.800-424-8802. The appointed Qualified Individual, Spill
Management Team and Spill Contractor must also be immediately notified).
11. Notify Head office, Vessel’s agents, Owners, Charterers and other parties as
appropriate in accordance with the notification procedure.
12. Ascertain the type of operation at time of incident i.e. cargo operation,
bunkering or inter tank transfer.
13. If cargo has spilled into the water, do not use any dispersants on the water
w/o express permission from the shore authorities.
14. Due regard should be given to accumulation of vapors in deck and a
heightened vigil for any form of sparks should be maintained.
15. Close co-operation with terminal and other shore authorities should be
maintained, for any clean up required or investigation into the incident.
16. Determine cause of spill (burst hose, leaking flange, tank overflow, etc.).
17. Determine the nature, extent and quantity of spill, whether restricted on
deck or spilled overboard.
18. If spilt cargo is on fire initiate fire fighting measures. If no, deploy fire fighting
equipment as a precautionary measure.
19. Ascertain properties of spilled cargo, is it soluble in water, heavier than water
or lighter than water and whether any health or environmental hazards.
20. Check cargo on board and stowage plan.
Rev No. : 3
21. Ascertain general weather conditions, i.e. wind & current direction and sea
swell.
22. Ascertain movement and area of slick, In addition, On gas tankers, use water
spray to disperse gas clouds. On gas tankers, fire hoses should be used to
wash down the liquid and maintain steel temperature to avoid brittle
fracture.
23. Check whether any immediate threat to shoreline.
24. Ascertain if the vessel’s mobility is affected and are all deck / engine and
bridge equipment / machinery operational.
25. Check if the vessel’s seaworthiness & stability has been affected.
26. Check availability of shore assistance, like tug, clean up contractor etc.
27. Take necessary steps to safeguard crew & check if there is injury to any vessel
personnel.
28. Maintain a log of sequence of events and detailed report of incident is to be
compiled by the Master.
29. In case of spill not resulting from the vessel take a sample of the spilt cargo
and if possible take photographs to serve as documentary evidence.
30. The relevant form for Bunker / Cargo spill enclosed in ‘EP 6 – Emergency
reports’ has to be filled in.
10.4.1 DECK VALVE AND DECK PIPELINE LEAKAGE
If leakage develops from a pipeline, valve, loading arm or cargo hose, all operations
should be stopped and the situation treated as an emergency until the cause has
been determined and the defect remedied.
If a pipeline, hose or loading arm bursts or if there is an overflow from the
containment area all cargo and bunkering operations should be stopped and the
situation treated as a cargo spill.
10.4.2 TANK LEAKAGE WITHIN THE SHIP
Leakage from a cargo tank into a void space or ballast tank may cause damage to
materials, cause an explosive atmosphere and put personnel at risk.
Spills in confined spaces such as pump rooms should, as far as is practicable, be
contained and then treated and collected for safe disposal. Spills may be contained
by the use of dry sand, earth or proprietary chemicals. Untreated acid spillage should
be prevented from reaching entering mild steel areas of the ship as rapid corrosion
can occur with possible fatal consequences.
Rev No. : 3
Leakages from one tank to another where chemicals may become mixed, should be
treated with utmost care and, if time permits, specialist advice(Chemtrec) sought on
the possible risks.
A non-cargo space into which chemical has leaked should be treated as a cargo space
and the same precautions taken. It should be inerted (wherever possible and
acceptable), cleaned and gas freed before any attempt is made to repair.
The actions to be taken in the event of a leak age within the vessel should, as a
minimum, include the following:-
 Muster
 Identify the products involved and the risks associated with them
 Clear the immediate vicinity of all non-essential personnel
 Identify the location of the leak
 If possible, transfer the contents of the leaking tank into an empty tank
 Notify the Port Authorities and operators of the vessel
 Commence remedial measures
EMERGENCY DISCHARGE OF JETTISON OF CARGO
The jettisoning of cargo is an extreme measure which is justified only in the event of
saving lives or where the integrity of the ship is compromised, all possible alternative
solutions must be considered with due regard to stability and reserve buoyancy. If it
is necessary to jettison cargo, there is the possibility of a release of large amounts of
flammable and toxic vapours and the following should be considered.
1. The ER should be alerted and dependent on the circumstances prevailing at
the time, consideration should be given to changing over ER suctions from
high to low level.
2. Discharge should take place through a sea valve and wherever possible, on
the side opposite to sea inlets
3. All non-essential inlets should be closed
4. Discharge under water Annex II discharge line
5. If there exists the possibility of flammable vapour or toxic gas release on the
deck area, all necessary safety precautions must be observed & prepare to
evacuate.
6. A radio warning should be broadcast to vessels in the vicinity
7. Notification of Spillage into the Sea
Rev No. : 3
8. Any incident, whether accidental or intentional, concerning the discharge of

Noxious Liquids into the sea, whether in harbour or at sea, must be reported
to the proper authorities, a list of which can be found in the SMPEP manual.
9. Personnel Exposure to Chemicals, Noxious Liquids and Fumes
10. Unplanned exposure of personnel to toxic or corrosive fumes or liquid should
always be treated as an emergency and in serious cases the emergency team
should be mobilised and the rescue plan put into operation.
11. First Aid should be administered as documented in the MSDS/MFAG/Ems,
however, the Master must evaluate the seriousness of the exposure and, if in
doubt, seek further advice regarding treatment.
12. Shore Assistance with Chemtrec for handling the chemicals should be sought.
13. Officers must be trained in essential Firs Aid measures for the cargoes to be
carried.
14. In the event of a serious leakage resulting in large concentrations of fumes,
consideration must be given to the organisation of alternative mustering
points inside the accommodation in order for personnel to don the Escape
Sets located at various work places and in cabins, prior to an orderly
evacuation of the vessel, should this be necessary. Regular drills utilising this
scenario should be practiced.
HEAVY WEATHER BALLAST OF CARGO TANKS
Forward planning is required to ensure that heavy weather ballast is shipped
before the weather deteriorates to the point where the operation becomes
dangerous. Ballast is to be taken only in those tanks that have been designated as
the heavy weather ballast tanks, in the approved loading manual.
Heavy weather ballast plan shall be communicated to office (Ops & Tech team) and
office approval obtained. In addition to section 5.4, the plan should clearly state
ship specific procedures such as connection sea chest spool piece, venting
procedure and ullage monitoring.
The operation must be undertaken with great care for the safety of individuals and
of the vessel. Special care must be obtained to ensure safety of personnel on deck.
Close liaison shall be established between bridge, deck & CCR. Due considerations
must be given to adjust vessel’s course and/or speed to suitably minimize the
adverse effects of water sloshing in partially filled tanks during the course of
ballasting operations. All other ballast tanks should also be “Pressed Up”. Free
surface effect must be controlled and all tanks are to be filled up to 98%. Tanks
should never be allowed to overflow as it may contain Oil or traces of oil on the
surface.
Rev No. : 3
Ballasting operations, at sea, during the hours of darkness, should be avoided for
reasons of Personnel Safety. Due diligence must be exercised to avoid such
situation from developing. On occasions that this becomes necessary, a detailed
Risk Assessment must be completed prior undertaking such operations.
During ballasting, ullages shall be regularly monitored to prevent overflow from
the ballast tanks.
All cargo tank ballast must be discharged strictly in accordance with MARPOL
Regulations through the Oil Discharge Monitoring Equipment (ODME) where
applicable and entry made in Oil/Cargo Record book.
Cargo tank de-ballasting operations at sea must, so far as possible, take place in
daylight with a continuous visual watch being kept on the water discharged.
On completion of cargo tank draining, all pumps and lines used to discharge the
ballast must be well drained.
In cases where shore reception facilities are requested and are refused or prove
inadequate, a report must be made as per MARPOL 73/78.
CARGO SYSTEM POWER LOSS
Should power to any of the essential cargo systems lost whilst they are in use, i.e.
Hydraulics to pumps, pneumatic valve actuators, high level alarm systems etc, the
cargo operations must be stopped utilising the agreed shutdown procedures.
The failure should be rectified and the cargo restarted utilising the pre-cargo
discharge/loading checklist (OP-CHEM-04 Cargo Transfer Checklist) as though this
was a “new” operation.
Should it not be possible to immediately repair the system, the ship may utilise an
approved backup system or other approved means (such alternative means must
comply with Statutory and Terminal Regulations), however a Risk Assessment must
be completed and discussed with the relevant management office prior to
recommencing operations when utilising such systems.
10.7.1 VESSEL BLACKOUT:
In the case of a blackout whilst the vessel is engaged in cargo operations, the agreed
Ship/Shore Emergency Shutdown Procedures must be activated without delay.
Cargo valves are to be operated in emergency manual mode in order to isolate line
systems
All pump control are to be set to the off position and all valve positions are to be set
to closed prior to the restoration of power.
Rev No. : 3
When power is restored, cargo operations are not to be recommenced until all the
vessels pumping, control and monitoring equipment has been tested.
The re-starting of cargo operations after a blackout is to be considered as a “new”
operation and all checks as per OP-CHEM-04 Cargo Transfer Checklist are to be
completed prior to re-starting operations.
This procedure applies when some or all of the vessel’s moorings are broken as a
result of high winds, passing vessels or the accidental release of jetty mooring hooks.
1. Stop cargo transfer operation, if still in progress
2. Sound the vessel’s emergency alarm
3. Activate the Ship/Shore Emergency Shutdown Procedure and take all
precautions to prevent pollution
4. Prepare to disconnect hoses/chicks an arms
5. Alert the ER for emergency readiness to manoeuvre
6. Prepare to use anchors, other additional moorings in order to prevent the
vessel drifting into a dangerous situation (check for underwater pipelines etc
before using anchors)
7. Summon tug assistance (as directed by Master)
8. Notify Port Authorities and Management Office
9. Do not restart cargo operations until the vessel is re-secured and any spillage
has been cleaned up
10. The resumption of cargo operations after a “breakout” is to be regarded as a
“new operation” and all checks as per OP-CHEM-04 Cargo Transfer Checklist
are to be completed.
In addition, it may also be necessary in such a circumstance to follow the procedures
as outlined both above for Fires, Chemical Spillages and personnel exposure to
Noxious Liquids and Fumes and those contained in the vessel’s SMPEP manual.
Risk assessment must be completed and maintained on file for all the possible
emergency scenarios listed above.
10.7.2 BREAK AWAY FROM JETTY DURING CARGO TRANSFER
In the event of break away from jetty during cargo transfer, the following must be
considered:
1. Activate emergency shutdown cargo system. Close manifold Valves.
2. Raise the alarm by sounding the signal agreed with terminal.
Rev No. : 3
3. Stop any cargo, bunkering or ballasting operation.

4. Activate emergency start of main engine.
5. Activate response team.
6. Check emergency response for the cargo transferring.
7. Advise port captain and require emergency tug assistance
8. Fire fighting tug. (if needed).
9. All doors, openings and tank hatches should be closed and
10. Mechanical ventilation should be stopped.
11. Notify the company.
12. On mobilisation of terminal, and when applicable, the civil emergency forces
and equipment, the Master or the responsible officer must make a united
effort to bring the situation under control.
13. In case of immediate danger the Master is always to use his own judgement,
and do his utmost to save human lives, and values in his custody without
obtaining instructions in advance.
10.7.3 TOXIC LIQUID RELEASE AT SEA OR AT ANCHORAGE
In the event of toxic liquid release at sea or at anchorage, the following must be
considered:
1. Personnel discovering the toxic liquid release should retreat to a safe location
and raise the alarm, indicating the location of the release.
2. Activate the emergency response team.
3. Check emergency response for the cargo carried.
4. If able to do so without coming into contact with the liquid, or its vapours any
cargo, ballast, tank cleaning or bunkering operations should be stopped and
valves closed immediately.
5. Any craft alongside should be removed.
6. Personnel should retreat to the accommodations, cargo control room or
other safe location.
7. All doors, openings and tank apertures should be closed as quickly as possible
and mechanical ventilation should be stopped.
8. The ship should be manoeuvred so as to disperse the vapours away from the
ship´s accommodations.
Rev No. : 3
9. Wearing the appropriate protective clothing and breathing apparatus the

response team should treat the released liquid in accordance to emergency
response information for liquid.
11. In case of immediate danger the master is always to use his own judgement,
Toxic liquid release at terminal
In the event of toxic liquid release at terminal, the following must be considered :
1. Raise the alarm by sounding the signal agreed with terminal.
2. Stop any cargo, bunkering or ballasting operation.
3. Activate response team with full protective clothing.
4. Evacuate all personnel from vicinity.
5. All doors, openings and tank apertures should be closed and mechanical
ventilation should be stopped.
6. The main engines and steering gear should be brought to a stand by
conditions.
7. Make preparation for disconnecting the metal arms or hoses from the
manifold.
9. On mobilisation of terminal, and when applicable, the civil emergency forces
and equipment, the master or the responsible officer must make a united
effort to bring the situation under control.
10. In case of immediate danger the master is always to use his own judgement,
Cargo tank leakage into double hull spaces
When dangerous bulk liquid cargo is suspected to have leaked into double hull
spaces the following priority actions shall be considered/taken:
1. Check the atmosphere in the double hull space to establish the content of
flammable and/or toxic vapour in its atmosphere. It is essential that the
atmosphere readings are taken at different levels, at as many points as
possible, in order to establish the profile of the double hull space’s
atmosphere.
Rev No. : 3
2. Notify the Company

 If flammable gas is detected in a double hull space, there are a number of
options which can be considered to maintain the double hull space
atmosphere in a safe condition:
3. Continuous ventilation of the double hull space.
4. Inerting the double hull space.
5. Filling or partially filling the double hull space with ballast.
6. Securing the double hull space with flame screens in place at the vents.
7. A combination of the above (Pt 5 & 6).
8. If the double hull space is ventilated or inerted in lieu of filling, it should be
sounded regularly to ascertain the rate of liquid build-up and thus of leakage.
9. If it is found necessary to inert the double hull space, the operation shall be
carried out in accordance with the guidelines provided in ISGOTT below:
10. The hose string shall be electrically continuous, and this shall be verified prior
to its use.
11. In order to minimise the transfer of hydrocarbon vapour from cargo tanks all
cargo tank inert gas block valves, where fitted shall be temporarily closed.
12. Prior to inerting the double hull tank space the inert gas line shall be purged
with inert gas, the hoses shall not be connected until this is done.
13. After the double hull space is inerted, it should be kept topped under positive
pressure and the oxygen content not exceeding 8% (preferably 5- 6%) by
volume. Considerations shall be given to keeping the inerting hose
permanently connected to the inert gas system. This ensures:
14. Constant pressure monitoring by the IG / N2 system.
15. Over pressure monitoring by the P/V breaker.
16. Ease of topping up.
17. The sealing of double hull space openings shall be checked to ensure air is
not let into the tank.
18. Atmosphere measurements of the double hull space shall be monitored from
all designated points of the tank.
Filling or partially filling the double hull space with ballast in order to render the
atmosphere safe and/or stop any further leakage of cargo into the double hull space
must take into account prevailing stress, trim, stability and load line factors.
Rev No. : 3
It must also be borne in mind that all ballast loaded into a double hull space after a
leak has been found, and all double hull space washings associated with cleaning the
double hull space, will be classed as 'dirty ballast' as defined by the MARPOL
regulations and must be processed in accordance with those regulations.
If the quantity of cargo leaking into the space is determined to be pump-able, it
should be transferred to a suitable cargo tank via safe and segregated arrangements.
Entry into the double hull space is prohibited until it is safe for entry and there is no
further possibility of ingress of dangerous gases and/or vapours.
Ensure all efflux gases arising from inerting/ventilating the double-hull space is
vented at least two metres above the deck by rigging a stand pipe arrangement at
the air pipe of the double hull space, after removing the vent head.
Maintain a close monitoring watch on the double hull space until the cargo tank
from which the leak has occurred is empty and repairs are conducted in a safe
manner.
Following action should be taken in case of accidental release of toxic gases at sea:
A. Operate ESD (Emergency Shutdown Device).
B. Sound general alarm.
C. Seal and isolate the accommodation.
D. Alter course, so that the wind blows the gases away from accommodation.
E. Change the air conditioner to re-circulation.
F. Inform Company and Coastal state Marine Safety Agency.
G. Contact Experts as required.
H. Do not go out on cargo decks without protective gear, suitable for the
specific toxic gas that was released.
I. Continuously monitor the accommodation, machinery spaces and the outside
decks for toxic gases until the emergency is over.
J. After donning Gas protective suit, attempt to reset the valve with the field
kit.
Following action should be taken in case of accidental release of toxic gases while
alongside a terminal
a) Operate ESD.
b) Sound general alarm.
c) Inform terminal.
Rev No. : 3
d) Seal and isolate accommodation.

e) Change air conditioner uptake to recirculation, if it is not already on
recirculation.
f) Do not go out on the cargo decks without suitable protective clothing.
g) Inform Office, authorities, experts, etc.
h) Follow any specific advice from the terminal.
i) Continuously monitor the accommodation, machinery spaces and outside
decks for toxic gases until the emergency is over.
Emergency removal of the Vessel from the berth
In an emergency that cannot be controlled on a chemical tanker, there is a possibility
that the vessel will be removed from the berth. If this step is taken a quick planning
shall be done by the Master through discussions with the port authorities, terminal
officials and the authorities, which are looking into the emergency (fire brigade, spill
containment organization etc.).
Any hasty action must be avoided as this may increase the danger to own ship
personnel, the vessel, the terminal, other ships berthed nearby and adjacent
installations. There may be circumstances, such as an intense fire, where the ship
staff due to the circumstances will be unable to assist.
Action by the ship when an emergency occurs at berths nearby
On arrival at the terminal, the vessel must be aware of the emergency alarms that
will be used in the event of an emergency at the terminals.
On hearing an alarm being sounded or on being informed of an emergency at a
terminal (own vessel’s or a nearby terminal), the vessel shall prepare for a situation,
which will worsen.
A good monitoring of the situation must be done. The Master must make all efforts
to be updated with the emergency. If the situation worsens to an extent where in
the professional judgement of the Master, own vessel may be at a risk, all actions to
prevent any danger to the vessel shall be taken. This may make it necessary to shut
down the cargo, bunkering or ballasting operations, withdraw personnel from their
routine duties, bring in the fire-fighting capabilities to a state of readiness and even
get the vessel in preparedness to leave the danger area.
Rev No. : 3
EMERGENCY RESPONSE
Various contingency scenarios that are possible on chemical tankers must be
regularly exercised through drills as per the company drill planner. During the drills
the crew should practice donning PPE so that they get accustomed to working while
wearing PPE especially with full gas tight suits. The emergency shower on cargo deck
should be operable in all conditions and should be continuously kept pressurized.
First aid and rescue equipment should be readily available on board the vessel at all
times. Crew should be trained in the use of rescue equipment.
In case contact has been made with the product due to a spill, misting through PV
valves or any other cause, the victim should be placed under the emergency shower
for considerable period of time. As far as possible the PPE must be left on till the PPE
has been completely decontaminated to prevent exposure to chemical while taking
off prior decontamination.
10.8.1 EMERGENCY SHORE ASSISTANCE FOR INCIDENT INVOLVING HAZARDOUS
MATERIAL
 Ship Staff and shore emergency responders when faced with an incident
involving hazardous materials need quick access to a reliable resource that
can provide critical and immediate information.
 CHEMTREC has been a leader in the hazmat response community since 1971.
Based in the Washington, DC metropolitan area, CHEMTREC is a 24/7/365
emergency call center that provides immediate information and assistance in
an incident involving chemical or hazardous material. They have at their
disposal toxicologists, chemists and other experts to provide advice on
dealing with an emergency involving. Contracted parties may contact
CHEMTREC from any part of the world.
 Company has contracted CHEMTREC to obtain emergency response.
Chemtrec will provide information basis the generic material safety data
sheet available in their database till a manufacturer specific MSDS is provided
to them. In order to reduce work load on master during the critical period
following an incident, Company’s CRISIS MANAGEMENT TEAM(CMT) will
communicate with CHEMTREC to obtain necessary information to pass on to
the ship. Communication details of the CMT is available in the Contingency
Manual Annex 1.
 Action required from the Vessel:
a) In case of an incident involving any chemicals the vessel shall provide
following details to CHEMTREC as soon as possible by email to:
ecenter@chemtrec.com Ship’s Name.
Rev No. : 3
b) Name of company.
c) Nature of incident.
d) Proper shipping name of the hazardous material.
e) Type of information required.
f) Attach a scanned copy of MSDS.
g) Copy the above communication to CMT with vessel’s VG group mail id /
Marine Superintendent in copy)
 Thereafter CMT will take up communication with CHEMTREC based on
master’s email. CMT will relay necessary information obtained from
CHEMTREC back to the ship. Further CMT may request information, if
required, as per the below “CHEMTREC incident information sheet”.
 Following contact numbers must be used in case of an emergency. This
number will be normally used by CMT but master may use the number
directly should it be necessary.
CHEMTREC's 24/7 contact details for Chemical Emergency (Spill, Leak, Fire,
Exposure, or Accident):
Tel: +1 703-527-3887
Email: ecenter@chemtrec.com
CHEMTREC Incident Information Sheet
A. The following questions may be asked by CHEMTREC Operations Center Staff
depending on the situation:
B. Note: Questions may be situation driven and are not limited to the following:
C. Injuries or Exposures:
 Medical: (EMT, Para-Medic, Nurse, Physician Assistant, Doctor)
D. Caller information:
 Name:
 Ships Master / Captain:
 Organization:
 Location:
 Phone: (Call Back Number)
 Type Phone: Cell, Mobile, Satellite, etc.
 Fax:
Rev No. : 3
 E-Mail:
E. Time: (Incident occurred)
F. Date: (Date of incident)
G. Ships at Sea or In-port:
 Ship Name:
 Ship Owner:
 Location: (Pacific / Atlantic Ocean)
 Longitude:
 Latitude:
 Nearest Port: City, State, Country
 Name of Port: (Ship in Port)
 Port Authority: (Name and Phone Number)
 Trailer Number: (In-Port)
 Tractor Number: (In-Port)
 Pier Number / Name: (In-Port)
H. Personal Protective Equipment: (Type available)
I. Crew Trained to handle situation:
J. Fire:
 Location: (Above / Below Deck) (Foreword / Aft)
 Compartment Number:
 Under Control:
K. Assistance Required:
Rev No. : 2
WALL WASH TEST Page : 1 of 11
11. WALL WASH TEST

The wall wash test is done to determine the state of cleanliness of the cargo tanks
and is the final stage of tank cleaning operation for verification of results.
This test is usually carried out by the independent surveyor according to the local
practice and as per the written agreement with the charterers. The test conducted
by the surveyor is accepted by the Shipper’s, receivers and the owners. But it is very
important for the chief officer to participate in wall wash sampling and testing (if
done on board) and make observation on the work carried out by the surveyor in
order to protect owner’s interest. Thus it is very important for the ship staff to
understand the various procedures to carry out the test by him. Before tendering the
notice of readiness, master to ensure that the wall wash samples are drawn and
verified as per procedure mentioned in this annexure.
This involves spraying a highly active solvent (usually Methanol) against a segment of
the tank surface cleaned, the liquid is collected and analysed with different methods.
The wall wash sample is analysed for the following:
1. Colour Test
2. Chloride Test
3. Hydrocarbon Test
4. Permanganate Time Test (P.T.T)
5. Non-Volatile Matters Test (NVM Test)
6. Acid wash colour
On the basis of the wall wash test result it is decided whether further cleaning is
required and if so the procedure to be followed.
Test is carried out after the tank is cleaned as per the charterers’ instructions and
requisite steaming is completed and tanks drained and dried.
11.1 WALL WASH TEST KIT
The chemical tankers engaged in carriage of wall wash test cargoes shall carry the
following minimum wall wash test equipment at all times.
Item Unit Quantity
The chemical tankers engaged in carriage of wall wash test cargoes shall carry the
following minimum wall wash test equipment at all times.
Rev No. : 2
Item Unit Quantity

pH strips - range 0-14 1 box / 100pcs 1 box
2% Silver nitrate solution (AGNO3) 500 ml 2 bottle
20% Nitric acid (HNO3) 500 ml 2 bottle
Pipette 5 ml 3
Chloride standard solution (10 PPM) 500 ml 2 bottle
Filter papers, folded 1 box / 100 pcs 1
Funnel glass
Half cut funnel
Graduated Nessler tubes 100 ml and 50 ml 6 each
Graduated Nessler tubes 30ml 2
Disposable gloves 24
Lab grade Distilled water 2.5 liters 6
0.02% Potassium Permanganate standard 250 ml 1 bottle
solution
Pottasium permanganate crystal (0.1 5 ampule
gram/ampule
Black board 12 inches x 6 inches 1
White board 12 inches x 6 inches
Nessler tube stand 1
Lab grade methanol 1 liter bottles 24
Methanol dispenser 1 liter 2
Sample bottles 500 ml 6
Permanent markers 2
Rev No. : 2
Item Unit Quantity

Glass chalet for NVM test 100 ml 1
Sulphuric acid concentrate 500 ml 1 bottle
Hydrochloric acid concentrate 500 ml 1 bottle
Toluene 1 liter 5
Igloo bath 1
Squirt bottles 1
Plastic buckets clean to carry well wash 2
equipments in tank
Eye dropper 5
Test tube rack 1
11.2 PRECAUTIONS
Safety Considerations
Eye protection is required when collecting the samples to prevent the inadvertent
contact of methanol with eyes during sample collection.
Gloves should be worn to prevent the absorption of methanol through skin.
Disposable plastic gloves are worn to prevent contamination of sample during
collection process (Sufficient amount of chlorides can be absorbed from the skin to
cause the sample to fail the chloride analysis).
Chief Officer to ensure that the tank bulkheads are completely dry prior taking the
samples. There should not be any sea spray while the samples are drawn. If course
alteration is the only alternative during ventilation and wall wash then master to
carry out the same.
Fresh water rinsing to be done around tank entrance to prevent salt from sticking on
the shoe cover.
Also all sampling equipment including bottles, funnels and other apparatus must be
thoroughly rinsed with methanol prior use as chlorides are abundant in
environment. Personal collecting the samples must be aware samples or sampling
equipment must not in any way contact bare skin or perspiration.
All test tubes and sample bottles to be clearly marked
Wash funnel after each use
All lab equipments to be thoroughly cleaned prior and after use
Rev No. : 2
11.3 TEST SITES

A minimum of four (4) sites, approximately 1 square metre each, must be chosen in
each tank, any area that appears to have crystalline deposits must definitely be
tested.
11.3.1 COLLECTION PROCEDURE
Dispense methanol on the test sections at the highest practical point (about 1.5 to 2
metres) above the tank bottom in a stream of about 10 cms wide. Allow the
methanol to run down the wall approximately 15 cms and begin collecting it with a
half cut funnel pressed against the bulkhead. Collect about 200 ml of sample of wall
wash methanol in the sample bottle from four sites. This methanol sample collected
is to be used for analysis.
11.3.2 COLOUR TEST
Certain impurities result in discoloration of the wall wash sample. The colour of the
wall wash liquid is compared standard solution. Mostly APHA colour is measured.
From the 500ppm PtCo stocks solution prepare standards in accordance with Table I
by diluting the required volumes to 100 ml with distilled water in the Nessler tube.
Cap the tubes and seal the caps with shellac. The standard solution last for many
days but it is recommended to re-do the solutions after one week.
Table 1
Color Stock Color Stock
Standard Number Solution(ml) Standard Number Solution(ml)
1 0.20 25 5
2 0.40 30 6
3 0.60 35 7
4 0.80 40 8
5 1.00 50 10
6 1.20 60 12
7 1.40 70 14
8 1.60 100 20
9 1.80 150 30
10 2.00 200 40
11 2.20 250 50
Rev No. : 2
Table 1
Color Stock Color Stock
Standard Number Solution(ml) Standard Number Solution(ml)
12 2.40 300 60
13 2.60 350 70
14 2.80 400 80
15 3.00 450 90
20 4.00 500 100
Wall wash the tank using methanol and introduce 100 ml of the sample into a
Nessler tube (Use a filter if the sample has any visible turbidity.) Report as the color
the number of the standard that most nearly matches the specimen. In the event
that the color lies midway between two standard, report the darker of the two or
otherwise report the range over which an apparent match is obtained.
11.3.3 CHLORIDE TEST
The principal of the test is that chloride together with silver nitrate / Nitric acid
solution forms silver chloride (AgCl) which makes the solution turbid. This solution is
compared with various standard solutions to establish the ppm chlorides in the
sample.
Preparation of Nessler Tubes for Chloride Test
Prepare the Nessler tubes as indicated in the below diagrams. Insert the stopper and
invert the tubes. Compare the turbidity of the sample solution with standard .25-
PPM, 0.5-PPM and 2PPM solutions by looking through the liquid against a black
background. Comparison should be done in a dark room by looking through the tube
using a beam flashlight. If the turbidity of the sample is more than .25-PPM solution,
the sample should be compared with 0.5-PPM standard solution and so on until the
turbidity of the sample matches the higher standard solution
Rev No. : 2
Rev No. : 2
11.3.4 HYDROCARBON TEST

The purpose of this test is the qualitative detection of non-water soluble
contaminants. It works on the basis that many impurities are soluble in the wall
wash liquid but not in water. Therefore this test is also called Water Miscibility test.
The wall wash sample is poured into clear DI water. The Wall wash sample is soluble
in water but not the impurities. This leads to cloudiness or turbidity of water. The
water with wall wash liquid is compared with a standard solution of pure methanol
and DI water.
Preparation of Nessler Tubes for Hydrocarbon Test
Prepare the Nessler tubes as indicated in the above diagrams. Insert the stopper and
invert the tubes to mix the contents. Allow it to stand for 5 minutes. Compare the
cloudiness / turbidity of the sample solution with standard solution of pure
methanol / DI water by looking through the liquid against a black background.
Comparison should be done in a dark room by looking through the tube using a
beam flashlight. If the sample solution is same in transparency as the standard than
wall wash hydrocarbon content is zero.
Similarly if the sample solution is milkier than standard than there is a presence of
hydrocarbon in the wall wash test. If a bluish tint is present, there are moderate to
heavy hydrocarbons.
Rev No. : 2
11.3.5 PERMANGANATE TIME TEST

Principle: Presence of oxide impurities reduces the presence of Potassium
Permanganate.
The test is based on the ability of Potassium Permanganate (KMnO4) to oxidise
hydrocarbon impurities that could be present in the wall wash liquid. If there is a
reaction in a neutral solution, the Potassium Permanganate is reduced and changes
its colour from purple to yellow-orange. The more the impurities the faster the
change in colour.
Preparation of Nessler Tubes For Permanganate Time Test And Test Procedure
lean a glass-stoppered 50 ml. Cylinder by rinsing with hydrochloric acid and solution,
rinsing with tap water, rinsing with distilled water and then rinsing with methanol.
Fill the cylinder with sample up to the 50 ml. mark as indicated in the above diagram
and put it into a constant temperature bath, maintained at 15oC for methanol or at
25oC for acetone.
When the sample has reached the bath temperature add 2 ml. of potassium
permanganate solution, using the 2 ml. pipette.
Stopper the tube, invert once to mix the contents, and return it to the bath. Start
counting the time.
Determine the time from addition of the potassium permanganate till the colour
matches that of the standard solution.
Rev No. : 2
Protect the tube from light during this time.

Note the time taken by purple sample solution in the Nessler tube to turn to orange -
yellow in colour. Compare the time taken for standard solution to undergo similar
change in colour. If the sample solution takes lesser time to turns to orange yellow,
Oxide impurities are present in the wall wash sample.
If KMnO4 Crystals are available on board and to prepare 0.02% KMnO4 solution.
Dissolve 0.1 gm crystal in 500 ml water.
NON VOLATILE MATTER TEST (NVM TEST)
This test is used to determine the presence of non-volatile impurities on the tank
surface. A defined quantity of the wallwash liquid is poured into glass chalet and
evaporated. The weight of the residue, the so-called NVM, is detected by weighing.
This is then divided by the original weight of the sample.
The indication of trace on the tank surfaces where the wall wash test reagent had
flowed down is a clear indication of the presence of NVM on the tank surface.
Rev No. : 2
11.4 ACID WASH COLOUR TEST FOR AROMATIC HYDROCARBONS

To check for contamination of aromatics by oil or to determine if petroleum
hydrocarbon are present in the aromatic compounds.
Wall wash is taken with lab grade toluene. Fill a dry and clean 30 ml. stoppered
cylinder up to the 7 ml. mark with sulfuric acid of the strength specified add wall
wash sample to bring the total volume to the 28 ml. mark. Insert the stopper, hold a
finger over the stopper and give vigorous shakes at least 100 times and compare
allow it to stand for at least 10 mins. Compare the sample with the standard.
Caution: Concentrated sulfuric acid will cause severe burns on contact with the skin.
When spilt, remove with plenty of water.
Rev No. : 2
LAB CHEMICAL TESTING PROCEDURE

To ensure the correct results of the lab testing, the lab methanol, DI water and other
reagents have to be of very pure quality. Therefore Lab methanol and DI water need
to be tested prior using for collecting and testing samples.
LAB METHANOL
LAB DI WATER
DI Water may also be tested for colour, Hydrocarbon (Water miscibility) and
Chlorides.
Colour Test: The colour of the DI Water is compared standard solution. Mostly APHA
colour is measured.
Hydrocarbon: The 50 ml of DI water is poured into 50 ml of clear Lab Methanol in a
100 ml Nessler tube. The methanol is soluble in water but not the impurities. This
leads to cloudiness or turbidity of water. The water with Methanol liquid is
compared with a standard solution of pure methanol and DI water.
Chloride: 50 ml of DI water is poured in 100 ml Nessler tube then 2 ppm of Silver
nitrate solution and 2 ml of nitric acid is added and rest of the tube is filled with Lab
Methanol. This solution is compared with Pure Lab Methanol and DI water to
establish the ppm chlorides in the sample.
Rev No. : 0
Annex I Date : 20-Feb-15
STATIC ELECTRICITY Page : 1 of 16
ANNEX I – STATIC ELECTRICITY

STATIC ELECTRICITY
Static electricity presents fire and explosion hazards during the handling of
petroleum and during other tanker operations such as tank cleaning, dipping,
ullaging and sampling.
Whenever a flammable atmosphere could potentially be present, the following
measures must be taken to prevent electrostatic hazards:
The bonding of metal objects to the metal structure of the ship to eliminate the risk
of spark discharges between metal objects that might be electrically insulated. This
includes metallic components of any equipment used for dipping, ullaging and
sampling.
The removal from tanks or other hazardous areas of any loose conductive objects
that cannot be bonded.
The principles of electrostatic hazards and the precautions to be taken to manage
the risks are described fully below.
PRINCIPLES OF ELECTROSTATICS
Certain operations can give rise to accumulations of electric charge that may be
released suddenly in electrostatic discharges with sufficient energy to ignite
flammable hydrocarbon gas / air mixtures. There is, of course, no risk of ignition
unless a flammable mixture is present. There are three basic stages leading up to a
potential electrostatic hazard:
 Charge separation
 Charge accumulation
 Electrostatic discharge.
All three of these stages are necessary for an electrostatic ignition of a flammable
atmosphere.
Electrostatic discharges can occur as a result of accumulations of charge on:
 Liquid or solid non-conductors, for example, a static accumulator oil (such as
kerosene) pumped into a tank, or a polypropylene rope.
 Electrically insulated liquid or solid conductors, for example mists, sprays or
particulate suspensions in air, or an unbonded metal rod hanging on the end
of a rope
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CHARGE SEPARATION
Whenever two dissimilar materials come into contact, charge separation occurs at
the interface.The interface may be between two solids, between a solid and a liquid
or between two immiscible liquids. At the interface, a charge of one sign (say
positive) moves from material A to material B so that materials A and B become
respectively negatively and positively charged.
While the materials stay in contact and immobile relative to one another, the
charges are extremely close together. The voltage difference between the charges
of opposite sign is then very small, and no hazard exists. However, when the
materials move relative to one another, the charges can be separated and the
voltage difference increased.
The charges can be separated by many processes. For example:
 The flow of liquid petroleum through pipes.
 Flow through fine filters (less than 150 microns) that have the ability to
charge fuels to a very high level.
 Contaminants, such as water droplets, rust, moving relative to oil as a result
of turbulence in the oil as it flows through pipes.
 The setting of a solid or an immiscible liquid through a liquid (e.g. water, rust
or other particles through petroleum). This process may continue for up to
30 minutes after completion of loading into a tank.
 Gas bubbles rising up through a liquid (e.g. air, inert gas introduced into a
tank by the blowing of cargo lines or vapour from the liquid itself, released
when pressure is dropped).
 This process may also continue for up to 30 minutes after completion of
loading.
 Turbulence and splashing in the early stages of loading oil into an empty tank.
This is a problem in the liquid and in the mist that can form above the liquid.
 The ejection of particles or droplets from a nozzle (e.g. during steaming
operations or injection of inert gas).
 The splashing or agitation of a liquid against a solid surface (e.g. water
washing operations or the initial stages of filling a tank with oil).
 The vigorous rubbing together and subsequent separation of certain
synthetic polymers (e.g. the sliding of a polypropylene rope through gloved
hands).
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When the charges are separated, a large voltage difference can develop between
them. A voltage distribution is also set up throughout the neighbouring space and
this is known as an electrostatic field. If an uncharged conductor is present in an
electrostatic field, it has approximately the same voltage as the region it occupies,
Furthermore, the field causes a movement of charge within the conductor, a charge
of one sign is attracted by the field to one end of the conductor and an equal charge
of the opposite sign is left at the opposite end. Charges separated in this way are
known as 'induced charges' and, as long as they are kept separate by the presence of
the field, they are capable of contributing to an electrostatic discharge.
CHARGE ACCUMULATION
Charges that have been separated, attempt to recombine and to neutralise each
other. This process is known as 'charge relaxation'. If one or both of the separated
materials carrying charge is a very poor electrical conductor, recombination is
impeded and the material retains or accumulates the charge upon it. The period of
time for which the charge is retained is characterised by the relaxation time of the
material, which is related to its conductivity; the lower the conductivity, the greater
the relaxation time.
If a material has a comparatively high conductivity, the recombination of charges is
very rapid and can counteract the separation process, and consequently little or no
static electricity accumulates on the material. Such a highly conductive material can
only retain or accumulate charge if it is insulated by means of a poor conductor, and
the rate of loss of charge is then dependent upon the relaxation time of this lesser
conducting material.
The important factors governing relaxation are therefore the electrical conductivities
of the separated materials, of other conductors nearby, such as ship's structure, and
of any additional materials that may be interposed between them after their
separation.
Refined clean products tend to have very low conductivity, such that the relaxation
time is about half a minute. This is not to be confused with the 'settling time'.
ELECTROSTATIC DISCHARGE
Conductivity
Materials and liquid products that are handled by tankers and terminals are
classified as being non-conductive, semi-conductive (in most electrostatic standards
the term 'dissipative' is now preferred to 'semi-conductive') or conductive.
Rev No. : 0
Non-Conductive Materials (or Non-Conductors)

These materials have such low conductivities that once they have received a charge
they retain it for a very long period. Non-conductors can prevent the loss of charge
from conductors by acting as insulators. Charged non-conductors are of concern
because they can generate incentive brush discharges to nearby earthed conductors
and because they can transfer a charge to, or induce a charge on, neighbouring
insulated conductors that may then give rise to sparks.
Liquids are considered to be non-conductors when they have conductivities less than
50 pS/m (pico Siemens/metre). Such liquids are often referred to as static
accumulators.
Petroleum products, such as clean oils (distillates), frequently fall into this category
with conductivity typically below 10 pS/m. Chemical solvents and highly refined fuels
can have conductivities of less than 1 pS/m. The solid non-conductors include
plastics, such as polypropylene, PVC, nylon and many types of rubber. They can
become more conductive if their surfaces are contaminated with dirt or moisture.
Semi-Conductive Materials (or Dissipative Materials or Intermediate Conductors)
The liquids in this intermediate category have conductivities exceeding 50 pS/m and,
along with conductive liquids, are often known as static non-accumulators. Examples
of semi-conductive liquids are black oils (containing residual materials) and crude
oils, which typically have conductivities in the range of 10,000-100,000 pS/m. The
solids in this intermediate category generally include such materials as wood, cork,
sisal and naturally occurring organic substances. They owe their conductivity to their
ready absorption of water and they become more conductive as their surfaces are
contaminated by moisture and dirt. However, when new or thoroughly cleaned and
dried, their conductivities can be sufficiently low to bring them into the non-
conductive range.
For materials with intermediate conductivities, the risk of electrostatic discharge is
small, particularly if practices in this manual are adhered to, and the chance of their
being incendive is even smaller. However, caution should still be exercised when
dealing with intermediate conductors because their conductivities are dependent
upon many factors and their actual conductivity is not known.
CONDUCTIVE MATERIALS
In the case of solids, these are metals and, in the case of liquids, the whole range of
aqueous solutions, including sea water. The human body, consisting of about 60%
water, is effectively a liquid conductor. Many alcohols are conductive liquids.
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The important property of conductors is that they are incapable of holding a charge
unless insulated, but also that, if they are insulated, charged and an opportunity for
an electrical discharge occurs, all the charge available is almost instantaneously
released into the potentially incendive discharge.
Some additives used for performance improvement can increase conductivity
significantly.
Following table provides information on the typical conductivity value and
classification for a range of products:
Product Typical Conductivity Classification
(picoSiemens / metre)
Non- Conductive
Xylene 0.1 Accumulator
Gasoline (strait run) 0.1 to 1 Accumulator
Diesel (ultra-low sulphur) 0.1 to 2 Accumulator
Lube oil (base) 0.1 to 1,000** Accumulator
Commercial jet fuel 0.2 to 50 Accumulator
Toluene 1 Accumulator
Kerosene 1 to 50 Accumulator
Diesel 1 to 100** Accumulator
Cyclohexane <2 Accumulator
Motor gasoline 10 to 300* Accumulator
Semi-Conductive
Fuel with anti-static additive 50 to 300 Non-accumulator
Heavy black fuel oils 50 to 1,000 Non-accumulator
Conductive crude >1,000 Non-accumulator
Bitumen >1,000 Non-accumulator
Alcohols 100,000 Non-accumulator
Ketones 100,000 Non-accumulator
Product Typical Conductivity Classification

Rev No. : 0
(picoSiemens / metre)
Conductive
Distilled water 1,000,000,000 Non-accumulator
Water 100,000,000,000 Non-accumulator
** Some additives used for performance improvement can increase conductivity
significantly.
ELECTROSTATIC PROPERTIES OF GASES AND MISTS
Under normal conditions, gases are highly insulating and this has important
implications with respect to mists and particulate suspensions in air and other gases.
Charged mists are formed during the ejection of liquid from a nozzle, for example:
1. Petroleum products entering an empty tank at high velocity.
2. Wet steam condensing.
3. Water from tank washing machines.
4. Crude oil during crude oil washing.
Although the liquid, for example water, may have a very high conductivity, the
relaxation of the charge on the droplets is hindered by the insulating properties of
the surrounding gas. Fine particles present in inert flue gas, or created during
discharge of pressurised liquid carbon dioxide, are frequently charged. The gradual
charge relaxation, which does occur, is the result of the settling of the particles or
droplets and, if the field strength is high, of corona discharge at sharp protrusions.
Under certain circumstances, discharges with sufficient -energy to ignite
hydrocarbon gas/air mixtures can occur.
BONDING & EARTHING
Ship/ Shore Insulation and Bonding Cables
In order to provide protection against static electrical discharge during cargo hose
connection / disconnection, ensure that the hose strings and metal arms are fitted
with insulating flange or a single length non-conducting hose is used. All cargo lines
on the vessel after this insulating flange should be electrically continuous and as also
all lines on the terminal side to the jetty earthing system. Switching off the cathodic
protection system is not a substitute for the installation of an insulating flange or a
length of non conducting hose. Refer to ISGOTT and terminal regulations for
cathodic protection system.
Potential dangers of ship/shore bonding cable to be taken into account if such
bonding cable is insisted upon as required under some local regulations. The
following precautions to be taken into account:
Rev No. : 0
 Visual inspection of the cable to be carried out to ensure that it is electrically

and mechanically sound.
 The connection point for the cable should be well clear of the manifold area.
 The cable should be attached before the cargo hoses are connected and
removed only after the hoses have been disconnected.
Insulating flanges should be designed to avoid accidental short-circuiting. Points to
be borne in mind when fitting an insulating flange are:
i. When the ship to shore connection is wholly flexible, as with a hose, the
insulating flange should be inserted at the jetty and where it is not likely to
be disturbed.
ii. When the connection is partly flexible and partly metal arm the insulating
flange should be connected to the metal arm.
iii. For all-metal arms, care should be taken to ensure that, wherever it is
convenient to fit the flange, it is not short-circuited by guy wires.
Current flow can also occur through any other electrically conducting path between
ship and shore, for example mooring wires or a metallic ladder or gangway. These
connections may be insulated to avoid draining the dock cathodic protection system
by the added load of the ship’s hull. However, it is extremely unlikely that a
flammable atmosphere would be present at these locations while contact is
interrupted.
Cathodic protection
Switching off cathodic protection systems of the impressed current type either
ashore or on the ship is not, in general, considered to be a feasible method of
minimizing ship / shore currents in the absence of an insulating flange or hose. A
jetty which is handling a succession of ships would need to have this cathodic
protection switched off almost continuously and would therefore lose its corrosion
resistance. Further, if the jetty system remains switched on, it is probable that the
difference of potential between ship and shore will be less if the ship also keeps its
cathodic protection system energized. In any case, the polarization in an impressed
current system takes many hours to decay after the system has been switched off, so
that the ship would have to be deprived of full protection not only while alongside
but also for a period before arrival in port.
CARGO OPERATIONS AND CARGO FLOW VELOCITY
During cargo operations a potential hazard exists:
 When the cargo being handled is static accumulator oil.
 When the cargo being handled at or above its Flash Point.
Rev No. : 0
 When the cargo is loaded into a tank containing flammable vapour.

Charging of static accumulator oils by pipeline flow will be increased if water is
present in the cargo.
Charging to an even greater degree can be caused by the subsequent movement of
water settling through the cargo in the tank. When the cargo first enters a tank any
water on the bottom will be agitated and dispersed into the cargo to re-settle later
and cause charging. This can continue long after loading into the tanks has stopped.
Flow rates for static accumulator cargoes are to be restricted as follows:
 Loading Into Tanks that are Inerted.
Flow rates need not be restricted, however, at the start of discharge a slow pumping
rate may be required by the receivers.
 Loading Into Tanks that are not Inerted.
The linear velocity of the cargo is to be restricted to a maximum of 1 metre per
second at the individual tank inlets during the initial stages of loading, i.e. until:
1. The filling pipe and any other structure on the base of the tank has been
submerged to twice the filling pipe diameter in order that all splashing and
surface turbulence has ceased and
2. Any water collected in the pipeline has been cleared. It is necessary to load at
this restricted rate for a period of 30 minutes or until two pipeline volumes
(i.e. from shore tank to ship's tank) have been loaded into the tank,
whichever is the lesser.
Continuing to restrict the product flow to a maximum of 1 m/s at the tank inlet for
the whole operation unless the product is 'clean'. A 'clean' product, within this
context, is defined as one which contains less than 0.5% by volume of free water or
other immiscible liquid as and less than 10 mg/l of suspended solids.
Following table can be used to determine flow rate at 1 m/s linear velocity.
Pipe Line Diameter Max. Allowable Initial Flow Rate

04 Inch 29.1 m3/hr
06 Inch 65.6 m3/hr
08 Inch 116.7 m3/hr
10 Inch 182.4 m3/hr
Rev No. : 0
12 Inch 262.6 m3/hr

Avoiding splash filling by employing bottom entry using a termination close to the
bottom of the tank.
ULLAGING AND SAMPLING
While handling static accumulator cargoes the normal practice in company vessels
will be to operate the "closed loading" method by the use of automatic ullaging
systems where fitted. In the event of failure of the ship's permanent / fixed gauging
system a risk assessment is to be carried out and suitable risk mitigating measures
adopted.
Metal sampling cans, steel ullage or sounding tapes must not be used during loading
and for thirty minutes after completion of loading the tank. These restrictions do not
apply to the ship's permanent gauging system. The following additional precautions
should be taken against static electricity during ullaging, dipping, gauging or
sampling of static accumulator oils:
 Banning the use of all non-metallic containers of more than 1 litre capacity
for dipping, ullaging and sampling during loading and for 30 minutes after
completion of loading.
 Non-metallic containers of less than 1 litre capacity may be used for sampling
in tanks at any time, provided that they have no conducting components and
that they are not rubbed prior to sampling. Cleaning with a high conductivity
proprietary cleaner, a solvent such as 70:30 IPA: toluene mix, or soapy water,
is recommended to reduce charge generation. To prevent charge
accumulation, the container should not be rubbed dry after washing.
Operations carried out through a correctly designed and installed sounding pipe are
permissible at any time. It is not possible for any significant charge to accumulate on
the surface of the liquid within the sounding pipe and therefore no waiting time is
required. However, the precautions to be observed against introducing charged
objects into a tank still apply and if metallic equipment is used it should be bonded
before being inserted into the sounding pipe.
SOUNDING RODS
When a sounding rod is lowered into a tank filled with charged mist, a high static
charge can be fed to the operator via the wet suspension rope, if the operator is
insulated by the deck paint or his footwear. Such a charge accumulation has been
shown to be sufficient to cause intensive sparking when the operator, the sounding
rod, or rope, come into contact with the ship’s structure. This, of course, does not
apply if the rod is lowered into a sounding pipe extending to the bottom of the tank.
Rev No. : 0
On no account, therefore, are sounding rods to be lowered into a tank during

cleaning, or for one hour after completion of washing, if the tank is being blown, or
for five hours if the tank is not being blown.
LOADING OVERALL (SPLASH FILLING or FREE FALL LOADING)
If the cargo has been electrically charged by flow through a shore pipeline, loading
overall or splash filling will deliver it to the liquid surface in the tank where the
hazard from electrostatic charging, in the presence of flammable vapours, is most
likely to occur. For these reasons, therefore loading or transferring of flammable
cargoes – by “loading overall” is not permitted – on the Company’s ships.
Vegetable oils may be loaded overall.
PIPELINE AND HOSE CLEANING
Compressed air must not be used for clearing pipelines or ship / shore hoses back
into a ship’s tank if the cargo is a static accumulator and the tank contains flammable
vapour.
STEAMING OPERATIONS
Water droplets issuing at high velocity in a steam jet may become charged by
contact with jet nozzles and produce a charged mist.
Steam must NEVER be introduced into a tank, which contains flammable vapour.
If, as a result of hot washing, a tank contains a mixture of steam and flammable
vapour a tank washing machine or other conductor (whether earthed or unearthed)
must NEVER be lowered into it. Such conductors may accumulate charge from the
steam cloud.
TANK WASHING WITH WATER
The injection of water under high pressure through tank washing machines gives rise
to the formation of an electrostatically charged mist in the tanks or holds being
cleaned. The degree of electrostatic charging varies in direct proportion to the
pressure and to the total throughout of water.
It has been found that higher electrical potentials are developed by single nozzle
machines whereas twin nozzle machines, which rotate at a higher speed, develop
opposite potentials at each nozzle thus producing rapidly changing potentials within
the space which do not reach the high levels generated by single nozzle machines.
Rev No. : 0
Impingement of water jets on the tank structure causes disintegration of the jet,
which gives rise to the formation of charge water droplets. The coarser drops all
assume the same electrical sign while the finer mist takes the opposite sign. Excess
water dropping from protrusions will form elongated droplets with pointed ends at,
which may occur, a small “corona” type discharge, which could create a hazard
under certain circumstances.
A higher risk exists from a slug of water, which, after descending through a charged
mist, it becomes electrically charged, and on approaching an earthed probe may
create an incendive spark between the slug and the probe.
PORTABLE TANK WASHING MACHINES
These are normally bonded to the ship’s structure and furthermore, when in
operation, the washing water provides a path for an electrostatic charge to dissipate.
However, these machines may sometimes become insulated objects and a
potentially hazardous situation may exist in the two following cases:
 Where bonding wire is defective.
 Where the hose is disconnected from the hydrant before lifting the machine
out of the tank.
Disconnecting a hose from hydrant prior to lifting is commonly done in order to drain
water from the hose. A coat of paint in good condition is sufficient to insulate the
house flange from the steel of the deck. Under these conditions, when the machine
is lifted, an intensive spark may jump to the lip of the tank cleaning hole, either from
the machine or from the securing rope.
Tank cleaning hoses are therefore to remain connected to their hydrants until the
machines are out of the tank. Draining of the hose can be done by loosening the
coupling at the hydrant CAREFULLY, to let air in, and by tightening the coupling
again.
Prior to using portable tank cleaning machines, the Electrical officer is to check the
electrical continuity of tank cleaning hoses. The resistance should not exceed 6
ohms/ mtr length of the hose.
Rev No. : 0
PORTABLE PUMPS
The use of portable pumps (such as Wilden or Graco types) can also create a risk of
build up of static electricity. Such pumps, when used in hazardous environment,
must therefore be properly grounded.
This is normally done by means of a “grounding clamp”. This consists of a wire fitted
with a ring-eye, which is attached to one of the bolts on the pump. The other end of
the wire has a clamp arrangement, which is to be secured to the nearest / best
grounding point. After the ring eye has been mounted properly on the pump the
connection must be tested with an Ohm meter to verify that there is a full electrical
connection between the clamp and pump (i.e. zero resistance).
These pumps should be rigged for spill control on a fixed arrangement on main deck.
This will prevent sparking when the pump jumps while in use. All vessels must
ensure that a suitable permanent arrangement such as the above exists before using
portable pumps in a hazardous area.
STATIC ELECTRICITY AND INERT GAS
Measurements carried out on board a number of tankers have shown that scrubbed
boiler flue gas used in tankers to inert the cargo tanks may carry an appreciable
electric charge. In the tests, charge densities and space voltages were found to vary
appreciably and it was difficult to relate them to specific conditions of boilers and/or
the scrubber systems. There are strong indications that the origin of the electric
charge is the combustion process and that electric charge resides on the fine
particles in the flue gas, which are not removed in the scrubber. In one shipboard
test, space voltages of at lest 50 kv were observed inside a VLCC tank due to inert gas
admitted during an apparently normal cargo discharge. This figure should be
compared with levels in the range of 20 kv found during the tank washing
investigations. Because of a very high potential that may be carried in inert gas
particulate, it is not wise to assume that corona discharges from introduced
conducting equipment will be non-intensive.
In normal operation, the inert gas system will be used whenever cargo is handled
and therefore an explosive mixture will never exist inside the tanks. However, in the
case of a failure of the inert gas system and the introduction of air, potential hazards
due to static electricity may arise.
In view of this potential hazard, the problem has been investigated by the ICB Tanker
Accident Working Group and the following procedures for safe operations are
recommended:
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a) If the inert gas plant breaks down during discharge and air enters the tank no
dipping, ullaging, sampling or other equipment should be introduced in the
tank for 30 minutes after the cessation of the injection of inert gas. After 30
minutes, equipment may be introduced, provided that all metallic
components are securely earthed;
b) During the re-inerting of a tank following a breakdown and repair of the inert
gas system, no dipping, ullaging, sampling or other equipment should be
inserted until it has been established that the tank is inert. This should be
done by monitoring the purging out gas from the tank being inerted, when it
is known that the purging out gas is fully representative of the gas condition
throughout the tank. However, if it is necessary to introduce a gas sampling
system into the tank for this purpose, there should be a wait of 30 minutes
following the cessation of inert gas injection before insertion of the sampling
system. Metallic components of the sampling system should be securely
earthed.
c) During the initial inerting of a non-gas free tank, the same precautions should
be taken as when re-inerting after breakdown and repair of the inert gas
system
The earthing of introduced metallic conducting equipment as recommended above
should be maintained until 5 hours have elapsed from the cessation of inert gas
injection
OTHER SOURCES OF ELECTROSTATIC HAZARDS
A. FILTERS
Three classifications of filter may be used in tanker operations, as follows:
 Coarse (greater than or equal to 150 microns): These do not generate a
significant amount of charge, and require no additional precautions provided
that they are kept clean.
 Fine (less than 150 microns, greater than 30 microns): These can generate a
significant amount of charge and therefore require sufficient time for the
charge to relax before the liquid reaches the tank. It is essential that the
liquid spends a minimum of 30 seconds (residence time) in the piping
downstream of the filter. Flow velocity should be controlled to ensure that
this residence time requirement is met.
 Microfine (less than or equal to 30 microns): To allow sufficient time for the
charge to relax, the residence time after passing through microfine filters
must be a minimum of 100 seconds before the product enters the tank. Flow
velocity should be adjusted accordingly.
Rev No. : 0
B. FIXED EQUIPMENT IN CARGO TANKS

A metal probe, remote from any other tank structure but near a highly charged
liquid surface, will have a strong electrostatic field at the probe tip. Protrusions of
this type may be associated with equipment mounted from the top of a tank, such as
fixed washing machines or high level alarms. During the loading of static accumulator
oils, this strong electrostatic field may cause electrostatic discharges to the
approaching liquid surface.
Metal probes of the type described above can be avoided by installing the
equipment adjacent to a bulkhead or other tank structure to reduce the electrostatic
field at the probe tip. Alternatively, a support can be added running from the lower
end of the probe downward to the tank structure below, so that the rising liquid
meets the support at earth potential rather than the insulated tip of a probe.
Another possible solution, in some cases, is to construct the probe-like device
entirely of a non-conductive material. These measures are not necessary if the ship is
limited to crude or black oil service or if the tanks are inerted.
C. WATER MISTS
The spraying of water into tanks, for instance during water washing, gives rise to
electro-statically charged mist. This mist is uniformly spread throughout the tank
being washed.
The electrostatic levels vary widely from tank to tank, both in magnitude and in sign.
When washing is started in a dirty tank, the charge in the mist is initially negative,
reaches a maximum negative value, then goes back through zero and finally rises
towards a positive equilibrium value. It has been found that, among the many
variables affecting the level and polarity of charging, the characteristics of the wash
water and the degree of cleanliness of the tank have the most significant influence.
The electrostatic charging characteristics of the water are altered by re-circulation or
by the addition of tank cleaning chemicals, either of which may cause very high
electrostatic potentials in the mist. Potentials are higher in large tanks than in small
ones. The size and number of washing machines in a tank affect the rate of change of
charge, but they have little effect on the final equilibrium value.
The charged mist droplets created in the tank during washing give rise to an
electrostatic field, which is characterised by a distribution of potential (voltage)
throughout the tank space. The bulkheads and structure are at earth (zero) potential
and the space potential increases with distance from these surfaces and is highest at
points furthest from them. The corona discharges produced during tank washing are
not strong enough to ignite the hydrocarbon gas/air mixtures that may be present.
Rev No. : 0
Under certain circumstances, discharges with sufficient energy to ignite hydrocarbon

gas/air mixtures can occur from unearthed conducting objects already within, or
introduced into, a tank filled with charged mist. Examples of such unearthed
conductors are a metal sounding rod suspended on a rope or a piece of metal falling
through the tank space.
An unearthed conductor within a tank can acquire a high potential, primarily by
induction, when it comes near an earthed object or structure, particularly if the
latter is in the form of a protrusion. The unearthed conductor may then discharge to
earth giving rise to a spark capable of igniting a flammable hydrocarbon gas/air
mixture.
The processes by which unearthed conductors give rise to ignitions in a mist are
fairly complex, and a number of conditions must be satisfied simultaneously before
an ignition can occur. These conditions include the size of the object, its trajectory,
the electrostatic level in the tank and the geometrical configuration where the
discharge takes place.
Charged mists, very similar to those produced during tank washing, occur from time
to time in partly ballasted holds of OBOs. Due to the design of these ships, there may
be violent mist-generating impacts of the ballast against the sides of the hold when
the ship rolls in even a moderate sea. The impacts also give rise to free flying slugs of
water in the tank so that if the atmosphere of the tank is flammable all the elements
for an ignition are present. The most effective countermeasure is to have tanks
either empty or fully pressed up so that violent wave motion in the tank cannot take
place.
D. DISCHARGE OF CARBON DIOXIDE
During the discharge of pressurised liquid carbon dioxide, the rapid cooling which
takes place can result in the formation of particles of solid carbon dioxide that
become charged on impact and contact with the nozzle. The charge can be
significant with the potential for incendive sparks. Liquefied carbon dioxide should
not be used for inerting, or injected for any other reason into cargo tanks or pump
rooms that may contain flammable gas mixtures.
Rev No. : 0
E. CLOTHING AND FOOTWEAR

People who are insulated from earth by their footwear or the surface on which they
are standing can become electro-statically charged. This charge can arise from
physical separation of insulating materials caused, for instance, by walking on a very
dry insulating surface (separation between the soles of the shoes and the surface) or
by removing a garment. Experience over a very long period indicates that
electrostatic discharges caused by clothing and footwear do not, however, present a
significant hazard in the oil industry. This is especially true in a marine environment
where surfaces rapidly become contaminated by deposits of salt and moisture that
reduce electrical resistances, particularly at high humidity.
F. SYNTHETIC MATERIALS
An increasing number of items manufactured from synthetic materials are being
offered for use on board ships. It should be ensured that such material if designed to
be used in flammable atmospheres, they should not introduce electrostatic hazard.
Rev No. : 1
Annex II Date : 15-Apr-16
FOSFA LIST OF ACCEPTABLE / BANNED CARGOES Page : 1 of 8
ANNEX II – FOSFA ACCEPTABLE / BANNED CARGOES AND OPERATIONAL

REQUIREMENTS
1 January 2015
FOSFA LIST OF ACCEPTABLE PREVIOUS CARGOES
(giving synonyms and alternative chemical names)
Acetic acid (ethanoic acid; vinegar acid; methane carboxylic acid)
Acetic anhydride (ethanoic anhydride)
Acetone (dimethylketone; 2-propanone)
Acid oils and fatty acid distillates - from vegetable oils and fats and/or mixtures
thereof and animal
and marine fats and oils
Ammonium hydroxide (ammonium hydrate; ammonia solution; aqua ammonia)
Ammonium polyphosphate
Animal, marine and vegetable oils and fats including hydrogenated oils and fats -
other than cashew
shell nut oil, tall oil and jatropha oil
Beeswax
Benzyl alcohol - pharmaceutical and reagent grades only
Beverages - alcoholic and non-alcoholic including fruit juices and potable water
NOTE: potable water is acceptable only where the immediate previous cargo is on
the FOSFA Acceptable List.
n-Butyl acetate
sec-Butyl acetate
tert-Butyl acetate
Calcium ammonium nitrate
Calcium chloride solution
Calcium lignosulphonate (sulphite lye, lignin liquor)
Calcium nitrate
Candelilla wax
Carnauba wax (Brazil wax)
Rev No. : 1
Caustic potash (potassium hydroxide)

Caustic soda (sodium hydroxide; sodium hydrate; lye; white caustic)
Cyclohexane (hexamethylene; hexanaphthene; hexalhydrobenzene)
Cyclohexanol (hexahydrophenol)
Cyclohexanone (pimelic ketone; ketohexamethylene)
Dairy products
Epoxidised soyabean oil - with a minimum 7% oxirane oxygen content
Ethanol (ethyl alcohol; spirits)
Ethyl acetate (acetic ester; acetic ether; vinegar naphtha)
Ethyl tertiary butyl ether (ETBE)
2-Ethylhexanol (2-ethylhexyl alcohol)
Fatty acids:
Butyric acid (n-butyric acid; butanoic acid; ethyl acetic acid; propyl formic acid)
Valeric acid (n-pentanoic acid; valerianic acid)
Caproic acid (n-hexanoic acid)
Heptoic acid (n-heptanoic acid)
Caprylic acid (n-octanoic acid)
Pelargonic acid (n-nonanoic acid)
Capric acid (n-decanoic acid)
C-1
Lauric acid (n-dodecanoic acid)
Lauroleic acid (dodecenoic acid)
Myristic acid (n-tetradecanoic acid)
Myristoleic acid (n-tetradecenoic acid)
Palmitic acid (n-hexadecanoic acid)
Palmitoleic acid (cis-9-hexadecenoic acid)
Stearic acid (n-octadecanoic acid)
Ricinoleic acid (cis 12-hydroxy octadec-9-enoic acid; castor oil acid)
Rev No. : 1
Oleic acid (n-octadecenoic acid)

Linoleic acid (9,12-octadecadienoic acid)
Linolenic acid (9,12,15-octadecatrienoic acid)
Arachidic acid (eicosanoic acid)
Behenic acid (docosanoic acid)
Erucic acid (cis 13-docosenoic acid)
Fatty alcohols - natural alcohols
Butyl alcohol (1-butanol; butyric alcohol)
Caproyl alcohol (1-hexanol; hexyl alcohol)
Enanthyl alcohol (1-heptanol; heptyl alcohol)
Capryl alcohol (1-n-octanol; heptyl carbinol; methyl hexyl carbinol)
Nonyl alcohol (alcohol C-9, 1-nonanol; pelargonic alcohol; octyl carbinol)
Decyl alcohol (1-decanol)
Lauryl alcohol (n-dodecanol; dodecyl alcohol)
Myristyl alcohol (1-tetradecanol; tetradecanol)
Cetyl alcohol (alcohol C-16; 1-hexadecanol; cetylic alcohol; palmityl alcohol; n-
primary
hexadecyl alcohol)
Stearyl alcohol (1-octadecanol)
Oleyl alcohol (octadecenol)
Lauryl myristyl alcohol (C12 - C14 blend)
Cetyl stearyl alcohol (C16 - C18 blend)
Fatty alcohols - synthetic primary alcohols (C9 – C15)
Fatty acid esters – mono-alkyl esters of fatty acids produced by the reaction of oils
and fats and fatty
acids with an alcohol
Formic acid (methanoic acid; hydrogen carboxylic acid)
Fructose (D-fructose; levulose)
Glucose (glucose syrup; corn syrup; dextrose solution)
Rev No. : 1
Glycerine (glycerol; glycerin; glycyl alcohol; trihydric alcohol)

Glycols:
Butylene glycol and butanediol (1,3-butylene glycol; 1,3-butanediol; 1,4-butylene
glycol;
1,4-butanediol; 2,3 butylene glycol; 2,3-butanediol)
Polypropylene glycol (PG)
Propylene glycol (1,2 propylene glycol: 1,2-propanediol; 1,2-dihydroxypropane;
monopropylene glycol (MPG); methyl glycol)
1,3-Propylene glycol (trimethylene glycol; 1,3-propanediol)
FOSFA Acceptable List – 1 April 2013 C-12
n-Heptane (dipropylmethane)
n-Hexane
Hydrogen peroxide
Isobutanol (isobutyl alcohol; 2-methyl-1-propanol; isopropylcarbinol)
Isobutyl acetate
Isodecanol (isodecyl alcohol)
Isononanol (isononyl alcohol)
Isooctanol (isooctyl alcohol)
Isopropanol (IPA; isopropyl alcohol; 2-propanol; dimethyl carbinol)
Kaolin slurry
Lecithin
Limonene (dipentene)
Magnesium chloride solution (magnogene)
Methanol (methyl alcohol)
Methyl acetate
Methyl ethyl ketone (MEK; 2-butanone)
Methyl isobutyl ketone (MIBK; hexone; 4-methyl-2-pentanone; iso propylacetone)
Methyl tertiary butyl ether (MTBE)
Molasses
Rev No. : 1
n-Nonane (nonyl hydride)

Paraffin wax - edible grade
Pentane (amyl hydride)
Phosphoric acid (ortho phosphoric acid)
Propane-1-ol (propyl alcohol; 1-proponal)
n-Propyl acetate
Propylene tetramer (tetrapropylene; dodecene)
Silicon dioxide (microsilica)
Sodium silicate (water glass)
Sorbitol (d-sorbitol; hexahydric alcohol; d-sorbite)
Sulphuric acid
Urea (carbamide)
Urea ammonia nitrate solution (UAN)
White mineral oil (liquid paraffin oil) - edible grade
Wine lees (vinasses, vinaccia, argol, vini, argil arcilla, weinstein, crude cream of
tartare, crude
potassium biturate)
Restrictions beyond the Immediate Previous Cargo
Leaded products shall not be carried as the three previous cargoes.
Ethylene Dichloride and Styrene Monomer (both of which are on the FOSFA Banned
List) shall not be carried as the three previous cargoes in organic coated tanks, or as
the last cargo in stainless steel and inorganic coated tanks.
FOSFA Acceptable List – 1 January 2015
1 January 2008
FOSFA LIST OF BANNED IMMEDIATE PREVIOUS CARGOES
(giving synonyms and alternative chemical names)
Acetone cyanohydrin (ACH; alpha-hydroxyisobutyronitrile; 2-methyllactonitrile)
Acrylic acid (acroleic acid; propenoic acid)
Acrylonitrile (ACN; 2-propenenitrile; vinyl cyanide)
Rev No. : 1
Adiponitrile (1,4-dicyanobutane)
Aniline (phenylamine; aminobenzene)
n-Butylacrylate
tert-Butylacrylate
Carbon tetrachloride (CTC; tetrachloromethane; perchloromethane)
Cardura E (tradename for a glycidyl esters of versatic 911 acid)
Cashew nut shell oil (CNSL; cashew nut shell liquid)
Crude mineral oil
Dibutylamine
Diethanolamine (DEA; di(2-hydroxyethyl)-amine)
Diethylenetriamine
Di-isopropylamine
Dipropylamine
m-Divinylbenzene (DVB; vinylstyrene)
Epichlorohydrin (EPI; Chloropropylene oxide)
Epoxy resins (uncured)
Ethyl acrylate
*Ethylene dichloride (EDC; 1,2-dichloroethane)
2-Ethylhexyl acrylate
Ethanolamine (MEA; monoethanolamine; colamine; 2-aminoethanol; 2-
hydroxyethylamine)
Ethylenediamine (1,2-diaminoethane)
Furfuryl alcohol (furyl carbinol)
Glutaraldehyde
Heavy mineral oil – oils other than crude oils having either a density at 15 ºC higher
than 950 kg/m3 or a kinematic viscosity at 50 ºC higher than 180 mm2/s, with the
exception of lubricating oil without
additives (base oil)
Hexamethylenediamine (1,6-diaminohexane; 1,6-hexanediamine)
Rev No. : 1
Isocyanates
These include:
Toluene di-isocyanate (TDI)
Polyphenyl polymethylene isocyanate (PAPI)
Di-phenyl methane di-isocyanate (MDI)
Methyl isocyanate
Lube oil additives
Methyl acrylate
Methyl methacrylate monomer
B-1
Methyl styrene monomer (vinyl toluene)
alpha-Methyl styrene monomer (AMS)
para-Methyl styrene monomer (PMS)
Morpholine (tetrahydro-1,4-oxazine)
Morpholine ethanol (n-hydroxyethylmorpholine)
Perchloroethylene (PCE; perc; tetrachloroethylene)
Phthalates
These include:
Di-allyl phthalate (DAP)
Di-iso decyl phthalate (DIDP)
Di-iso nonyl phthalate (DINP)
Di-iso octyl phthalate (DIOP)
Di-octyl phthalate (DOP)
n-Propylamine
Propylene oxide (Methyl oxirane; 1,2-epoxypropane)
Pyridine
*Styrene monomer (vinylbenzene; phenylethylene; cinnamene)
Tall oil (tallol; liquid rosin)
Rev No. : 1
Tall oil fatty acid equivalent to ASTM type III

Transformer oils of PCB type
Vinyl acetate monomer (VAM)
Vinyl chloride monomer (VC; chloroethane; chloroethylene)
Rev No. : 1
Annex III Date : 14-Dec-18
RESPONSIBILITIES OF SHIP STAFF Page : 1 of 8
ANNEX III - RESPONSIBILITIES OF SHIP STAFF DURING PORT OPERATION

A. CHIEF OFFICER
In charge of all port operations:
1. Prepare vessel for arrival in port in accordance with pre-arrival checklist and
ensure that it is filled out and complied with.
2. Ensure that all cargo tanks are ready for loading the designated cargo and
that same has been checked by wall wash tests if required. The same to be
checked in CoF and compatibility with the tank coating.
3. Ensure that tank atmospheres have been checked and that entry permits
have been prepared for it.
4. Prepare cargo operation plan, which also includes ballasting / deballasting
plan and same to be signed / understood by all deck officers and crew.
Specific instructions for topping up with ullages to be given. Cargo safety
briefings to be conducted with all the officers and engineers and the same to
be recorded in deck log.
5. Identify in the cargo plan the precautions to be taken to avoid the co-
mingling of non-compatible cargoes and identify the cargoes involved. Give
due consideration to all areas where possible comingling can happen i.e. slop
tanks, common pipelines, drip trays etc.
6. If the cargoes are toxic, polymerizing, requiring nitrogen blanket, etc,
precautions for these must be discussed with all the crew and officers in the
pre arrival meeting.
7. Prepare stowage plan and stability calculations including SF/BM and hard
copy to be filed.
8. Prepare and post manifold plan. Ensure manifold prepared accordingly.
9. Prepare report of last three cargoes and cleaning carried out.
10. Preload / discharge meeting to be conducted with terminal reps and loading /
discharge procedures to be agreed upon and put down on paper.
11. Ensure that mooring is in order and that gangway is properly rigged, well
illuminated and free of grease. Gangway net, ISGOTT poster to be placed
along with SWL of the gangway.
12. Ensure that decks are free of oil/ grease and chemical stains and well
illuminated.
Rev No. : 1
13. Ensure that placards are placed to indicate cargo at manifold and at oil tight
hatch. Flags to be placed at manifold prior berthing to facilitate positioning of
vessel during berthing.
14. Ensure that cargo lines / valves and manifold arrangement have been
properly set for the operation in question and all valve operations are
double-checked.
15. Ensure that derricks are rigged on appropriate side prior berthing in order to
facilitate handling of stores / provisions.
16. Ensure that all accommodation doors have been shut including watertight
doors but only one dog to be fastened. Only offshore side door to be kept
open. All vents to be shut prior berthing.
17. Ensure that vapour return line if required has been properly set and that vent
lines and p/v valves are clear, set in proper position and in good order.
18. Ensure that fire wires have been rigged as required by the terminal at the
time of embarking pilot.
19. Ensure that ullage sheet / dry tank certificate as appropriate has been filled
out and signed by all concerned prior commencing cargo operations.
20. Tender Notice of Readiness form to shippers / receivers or their authorized
representative and obtain their signature with time of acceptance.
21. Ensure that pump room fan is running in exhaust mode and that pump room
bilges are clean and dry and that pump room is gas free at all times. Ensure
pump room permit is filled and complied with.
22. Ensure that pump room and pumps are in good order on starting cargo
operations and regular checks are made to ensure it.
23. Ensure strict compliance of Ship Shore safety checklist.
24. Prior permitting connection of manifold, ensure that no one is in the cargo
tanks.
25. During wall wash test ensure that proper tank entry procedures are followed.
In addition when men are at work in tanks ensure that notice “men at work in
tank” is posted at oil tight hatch.
26. During cargo operations ensure that ullages of all tank are monitored and
that loading / discharge rate is calculated and logged hourly along with
manifold pressure.
27. Ensure that radars have been switched off.
Rev No. : 1
28. Regular check to be made to ensure that all is in order on deck, pump room
and overside.
29. Arrange for stores / spares etc to be picked up and stowed.
30. Ensure that gangway watch is maintained at all times and that no
unauthorized persons are permitted onboard.
31. Ensure that vessel is adequately manned at all times. Shore leave is allowed
only after obtaining permission from the master.
32. Ensure that garbage is stowed in accordance with vessel’s waste
management plan and if required disposed to proper shore facility and
certificate obtained.
33. Ensure that company and port / local regulations are complied with.
34. Chief Officer’s instructions for the port to be signed by duty officers and
cadets. These instructions to include time / ullages at which Chief Officer is to
be called.
B. DUTY OFFICER
1. Check that moorings are in order and that gangway is properly rigged, well
illuminated and free of grease.
2. Check that decks are free of oil / grease and well illuminated.
3. Ensure strict compliance of Ship Shore Safety checklist.
4. Check that placards are placed to indicate cargo at manifold and at oil tight
hatch.
5. Thoroughly understand the cargo operation plan and set cargo lines / valves
and connect up manifold in accordance with the plan.
6. Check that vapour return line if required has been properly set and that vent
lines and p/v valves are clear, set in proper position and in good order.
7. Check that pump room fan is running in exhaust mode and that pump room
bilges are clean and dry and that pump room is gas free at all times.
8. Check that pump room and pumps are in good order on starting cargo
operations and regular checks are made to ensure it.
9. Prior connection of manifold, ensure that no one is in the cargo tanks.
10. During wall wash test ensure that proper tank entry procedures are followed.
In addition when men are at work in tanks ensure that notice “men at work in
tank” is posted at oil tight hatch.
Rev No. : 1
11. During cargo operations ullages of all tanks are to be taken and recorded.
Hourly rate to be worked out and logged down along with manifold pressure.
12. Always carry the shore walkie-talkie.
13. All major events / timings (including starting and stopping of main cargo and
ballast pumps), tanks being worked and any deviations from the original
cargo plan to be logged down in port log. Charterers time sheet to be filled
out.
14. Ensure that gangway watch is maintained at all times and that no
unauthorized persons are permitted on board.
15. Ensure that company and port / local regulations are complied with.
16. Give Team Leader 1hour advance notice prior completion to call extra hands
for station, hose disconnection, hose shifting, etc.
17. Give engine room adequate notice for deck air, steam for line blowing or
steaming tanks.
C. BOSUN, AB, OS, CADET
Duties to be carried out as per the watch keeping schedule for the port. Chief Officer
may change the duties of the crew members as required by the circumstance.
TEAM IN CHARGE
1. Ensure that extra hands required are on stand by at least 30 min. in advance
prior to:
 Connecting / disconnecting hoses.
 Stations.
2. Deck air / steam to be ready in adequate time for line blowing / steaming of
tanks.
3. Drain off deck water – controlled opening of scuppers. Continuous
attendance during draining off deck water. In case of slightest traces of LO,
etc. use wilden pump and store in drums.
4. Assist in manifold connections and ensure connections made as per the plan.
5. Assist duty officer in setting the valves.
6. Check that all is in order in pump room and that purging of pump cofferdams
has been done.
7. Keep regular watch on hydraulic tank of deep well pump system and in pump
room.
Rev No. : 1
8. Attend to picking up of stores / provisions, etc.

9. On completion of stations change over lever in hydraulic room and start
pump room exhaust fan.
10. Upon completion of stations, ensure the spare ropes are properly laid, fire
wire correctly rigged, winches are out of gear, figure of 8 on the bitt are
correctly laid, gangway safely and promptly rigged.
D. PRE-ARRIVAL / MANIFOLD IN CHARGE
1. Check all manifold, drain valves and pump stack valves shut.
2. Check all the blanks (manifold + pump stack) and bolts in place and
tightened.
3. Set up manifold jumper hoses, reducers, y piece, etc in accordance with plan.
4. Check all manifolds and lines to be used in port are drained and ready.
5. Keep air hose / steam hoses / FW hoses ready as required.
6. Keep all spanners ready at manifold.
7. Ensure all butterworth pockets closed.
8. Set up vapour line / vent line in accordance with plan. Confirm p/v valves are
operating freely and not kept manually open.
9. Check all lines to be used in the port for leaks using air and soap solution.
10. Check all drain valves are shut, caps / plugs as applicable in place and tight.
11. Assist with connection of cargo hoses, etc at the manifold.
12. Take cargo tank ullages as advised by duty officer.
13. Placards to be placed at manifold and at oil tight hatches of cargo tanks to
indicate which cargo is to be loaded in addition flag to be placed at manifold
to facilitate positioning of vessel during berthing.
14. Keep manifold and gangway watch.
15. Keep a check on manifold pressure and hoses as well as sharp watch on
pipelines for any leaks.
E. SAFETY IN CHARGE
1. Rig and check fire wires fwd and aft prior embarkation of pilot.
2. All scuppers to plug and check that they are watertight.
3. Fire hoses to connect and keep ready at the manifold
4. One no. fire extinguisher to be kept at the manifold.
Rev No. : 1
5. Fire plan and shore connection to keep at the gangway.

6. Rig up gangway including gangway net as soon as vessel is securely moored
and upon instruction from duty officer. On completion of port operations
and upon instruction from duty officer, the gangway is to be taken in.
7. Check emergency shower and eyewash – Both must have water running.
8. Take regular rounds on deck to ensure that all is in order on deck and over
side and report to duty officer.
9. Rig up spill cleans up gear such as wilden pumps / sorbent pads.
10. Rig up rescue gear such as stretcher, SCBA set, harness, and light etc at
manifold.
11. Keep a sharp lookout for any leaks from pipelines.
F. SECOND ENGINEER
1. Prepare vessel for arrival in port in accordance with pre-arrival checklist and
ensure that it is filled out.
2. Ensure that sewage treatment plant is running on auto.
3. Ensure that all bunker and air vent containment tray plugs are in place and
trays are dry.
4. Ensure engine room bilge overboard v/v is closed shut and locked.
5. Ensure that accommodation supply blowers are on re-circulation and engine
room skylights are shut.
6. Ensure that no hot work is being carried out in port.
7. Ensure that deck air is always on in order that gangway and other port
operations are not affected.
8. To provide windlass and winch power at all times.
9. To provide a/engine as required for cargo operations.
10. To run fire pump continuously in port in co-ordination with chief officer.
11. To provide assistance for handling / picking up of provisions, stores etc.
12. To set all lines for F.O., D.O. & L.O. bunkers as instructed by C/E.
13. To provide steam on deck as required by chief officer.
14. To fill up all log books and sounding books including cargo p/p operation log.
15. To ensure that vessel is adequately manned at all times.
Rev No. : 1
G. THIRD ENGINEER
1. To take soundings of all F.O., D.O. and L.O. tanks during bunkering.
2. To monitor Aux. Boiler.
3. To monitor all machinery in the engine room.
4. To ensure that no unauthorized persons enter the engine room.
5. To ensure that no hot work is carried out in engine room.
6. To ensure that D.O. & H.O. serv to sett. Tanks are topped up and their
temperatures are maintained.
H. FITTER
1. To stow gas and welding equipment prior arrival port and ensure that gas
bottles valves are shut and the pipelines are emptied of gas. Welding plant
to be switched off. No hot work is permitted in port.
2. To assist with manifold connections during bunkering.
3. To take sounding and check pipelines for leakages.
4. To assist with stores / spares pick up and stowage.
I. MOTORMEN
1. To keep all oily rags and waste in proper receptacle.
2. To assist with bunkering operations, this includes connection of hose,
soundings and cleans up.
3. To assist with stores / provisions pick up and stowage under the supervision
of bosun.
4. To assist duty engineer in engine room.
J. ELECTRICAL OFFICER
1. To put accommodation blowers on re-circulation.
2. Cargo pump alarms and shut down to be tried out in conjunction with chief
officer.
3. To ensure that no naked lights / loose wires are present.
4. To ensure that lighting is adequate at all times.
5. To assist with stores / spares pick up and stowage.
6. To connect communication equipment at bunker station.
K. STEWARD
Rev No. : 1
1. To ensure that all public toilets are kept clean.

2. To ensure that ship’s office, CCR, officer’s mess and smoke rooms are clean.
3. To assist with pick up / stowage of provisions and stores.
4. Ensure proper garbage segregation.
L. CHIEF COOK
1. To ensure galley and galley exhaust line filter is maintained clean.
2. To assist chief officer as required.
3. To assist with pick up / stowage of provisions and stores.
4. Ensure comminutor is sealed and not used in port.
Rev No. : 1
Annex IV Date : 15-Apr-16
SHIP’S BUSINESS Page : 1 of 18
ANNEX IV - SHIP’S BUSINESS

MASTER PUBLIC RELATION
The role of the Master as the Company's public relations representative cannot be
overemphasized.
Company as Managers for our principals, is in the highly competitive business of
carrying other people’s goods by sea. We are part of a transport chain from the
shipper to the receiver. Charterers, Shippers, Receivers, Stevedores and Agents, all
form their own impressions from the vessel's appearance, from the manner in which
the ship's business is conducted and from the response and efficiency of those on
board. It is not enough that good care of cargo is taken during the voyage but the
quality of the loading and discharging operations also affects the reputation of the
Company. To enable us provide excellent service, which is undoubtedly expected of
us, it is vital that the Master establishes a good rapport and understanding with the
shippers’ or charterers’ representatives at the loading and discharging ports.
Cultivation of an established and friendly relationship helps resolve operational
difficulties, which the vessel may encounter on various occasions.
The goal should be to always provide quality service and the master's aim as the
company's representative should be to convince our customers that the best
possible service will be rendered - better than our competitors.
SEAWORTHINESS
GENERAL
Whenever a charterer enters in an agreement or contract to carry goods on our ship,
we as ship owners / managers, become liable for ensuring and taking responsibility
for the condition of our ship and its handling by the crew, agents and others directly
employed by us.
At the same time, the Company warrants that the ship is seaworthy and in every
respect fit for, and capable of undertaking the proposed voyage. A breach of
warranty of seaworthiness is committed if the carrier fails to exercise the necessary
degree of diligence to make the ship seaworthy prior to the commencement of the
voyage. At the time of signing the agreement, the Company also warrants that the
ship will remain seaworthy throughout the entire voyage and that the cargo tanks or
holds are clean and dry and that the ship's cargo handling equipment is fully capable
of handling the cargo to be carried.
Rev No. : 1
By entering into an agreement to carry goods, the Company becomes liable for
ensuring that the goods are delivered at their destination in the same condition as
that they were received on board. However, the extent of the Company’s liabilities
for the loss of or damage to cargo carried is governed by the national legislation
enacted by various countries to control and regulate the movement of goods.
DUE DILIGENCE
The Company can show that it has exercised due diligence in providing a seaworthy
ship by keeping all necessary certificates and surveys up to date, by ensuring that the
vessel’s Class is maintained.
At the same time, the Company shows diligence by appointing a competent,
qualified and certified crew and ensuring that sufficient bunkers, water and
lubricating oil are supplied.
The seaworthiness of a ship is understandably its most important characteristic and
the consequences of becoming unseaworthy are serious. If, during the course of a
voyage, the ship sustains any damage which might affect the validity of any of her
safety certificates, then this must be reported immediately to the Company for
making necessary arrangements to have the ship inspected and take necessary
remedial action to restore her seaworthiness and validity of the certificate.
It is worth noting that the seaworthiness of a ship is not measured against its
capability to withstand anything other than the ordinary action of wind and waves.
Therefore, if the weather is extraordinary, (it is impossible to define when it
becomes so), then the Master must record a "Sea Protest" in case of heavy weather
damage to ship or cargo. It is also important that weather is carefully and accurately
recorded in the logbook to verify such claims of heavy weather. At the same time,
copies of weather facsimile reports wherever installed, and other weather report
data should be retained to substantiate the claim.
MAXIMUM CARGO
The maximum cargo compatible with the Load Line Rules and the Charter Party must
always be loaded.
Unnecessary quantities of bunkers and ballast are to be avoided.
Where it is necessary to load the ship to capacity to comply with voyage orders, care
must be taken to load only the maximum quantity that the cargo tanks or hold can
safely contain taking into account the load density of the tank/ hold.
In tankers, general 98% capacity, at the maximum anticipated temperature, is to be
used as the maximum volume to be loaded into any tank.
LOAD LINES
Rev No. : 1
1. The ship shall comply with all the requirements appropriate for a ship of
maximum deadweight corresponding to the least freeboard assigned for
which a Load Line Certificate has been issued.
2. The deepest summer draught corresponding to the least freeboard shall not
be greater than the moulded draught indicated on the International Tonnage
Certificate (1969).
3. If the ship is carrying more than one Load Line Certificate, each set of the
Load Line shall be verified by a surveyor when they are marked on the ship’s
sides for the first time. Subsequently, during a periodical inspection, they
shall be verified by the attending surveyor and their corresponding Load Line
Certificate is endorsed.
4. Whenever there is any requirement of re-measuring the deadweight, Master
is to send the request to the company. In turn concerned Superintendent /
Fleet Manager will ensure that a request for re-measurement is sent to
vessel’s class. Once the written approval has been received from the class,
approval will be given by the company to Master for re-measurement.
Depending upon the flag state requirements and advice received from class,
company will instruct the Master whether the re-measurement will be done
in the presence of class surveyor or whether it is permitted under the
personal supervision and visual verification of load line marks by the Master.
On obtaining company’s approval, master shall ensure that the new load line
is highlighted (painted in contrast colour, generally white colour) and old load
line marking will be painted over with the same colour as the ship’s hull.
5. At any given time, only one set of Load Line mark is to be visible on the ship’s
sides and the corresponding Load line Certificate is displayed and original
kept in Ship’s certificate file. The remaining Load Line marks shall be
effectively obliterated and the remaining Load Line Certificates not being
used shall be kept in the master’s safe.
6. The Master shall be responsible and accountable for the proper use of the
Load Line certificate and the display of the appropriate load line marks.
7. The Master shall make an official entry in the ship’s official log book and the
deck log book on every occasion the deadweight is re-measured.
Rev No. : 1
LOADING DRAFT
When loading a deadweight cargo, vessels will load to the maximum draft permitted
under the International Load Line Regulations. The draft / freeboard to which the
regulation applies is the observed draft / freeboard midships, and not a figure
obtained by taking the mean of the fore and aft drafts.
It is the responsibility of Master to ensure that vessel is not overloaded. In an
unlikely event of charterers / operators issuing shipping orders, which will overload
the Vessel, Master must send an urgent message to operators with copy to Company
for clarification/ Rectification.
When maximizing the cargo intake subject to the draft restrictions applicable at
either load or discharge port, officers shall take correct dock water density for both
loading and discharging ports into account for deciding the cargo quantity. If
required they shall obtain the details from the concerned agents.
MINIMUM STORES
Minimum quantities of fresh water and stores should be carried to enable maximum
dead-weight cargo to be loaded.
Frequent checks should be made to accurately assess the weight of consumable
stores against the constant in the stability information and any stipulation in the
Charter Party.
DENSITY OF WATER
On each occasion of loading the density of seawater is to be established from a
sample taken in adequate time before completion of loading. Any necessary
allowance should be calculated and its effect allowed for when calculating the
completion ullages and quantities.
CARGO DOCUMENTS
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, cargo contamination,
etc.
1. It is recommended that all loose forms, separate log sheets, certificates, etc.
are retained together and filed by voyage number / date.
2. All documentation related to the carriage of cargoes must be retained on
board for a period of at least five years, unless any cargo claims are pending
and necessitate retaining documents for a longer period.
The documentation to be retained includes the following, as applicable:
Rev No. : 1
a) Voyage instructions.
b) Combined voyage abstract.
c) Master’s report.
d) Engine Room Log Book abstract.
e) Deck Log Book abstract.
f) Port log.
g) Cargo operation plans.
h) Cargo operation records including pumping logs.
i) Notice of Readiness.
j) Copies of all ship shore checklists and agreement forms.
k) Copies of all notes of protest issued and received.
l) Copies of any certificates issued by a Terminal or Cargo Surveying Company.
m) Copies of any certificates issued by a Terminal or Cargo Surveying Company
relating to the quantity, quality, origin, etc., of liquid or vapour, or remnants
from a previous cargo or the quality of inert gas present in a tank.
n) Copy of Bill of Lading.
o) Copy of information given to Agent on the Statement of Facts and
authorisation letter, if any issued.
p) Agent’s Time Sheet.
q) Certificate of Inhibitor Addition.
r) Any other documents relating to the cargo from the terminal, shipper, agent
or cargo surveyor.
NOTICE OF READINESS
Notice of readiness is described as “notice” presented to Charterer, Shipper, receiver
or any other person (that has a pre-agreed contractual agreement with the owner or
operator to be advised about loading & discharge orders accordingly) to advise
about the arrival of the vessel to port and/or berth as the case may be accordingly
presenting the vessel’s confirmation in respect to its readiness to commence loading
and/or discharge operations.
The notice presented is the single most important document in connection with the
owner’s or operator’s right to claim; among other things demurrage, detention and
other claims from the charterers; and needless to say it emphasizes the importance
of this notice.
Rev No. : 1
Notice of readiness is to be given in accordance with voyage instructions or Charter

Party and in any event, no later than the vessel’s arrival at the usual waiting place at
a port. The notice should show hours and date that it is tendered. Master should be
aware of variations in charter parties that may require periodic tendering of the
NOR. An example of this is SHELLVOY6.
Notice of Readiness shall not be tendered prior to the First day of lay-days as
described in the relevant governing Charter Party unless otherwise instructed by
owners/ operators or charterers as applicable. If the vessel arrives at load port prior
to the commencement of lay-days, Master is to contact charterers / operators and
obtain clarification whether the vessel is allowed to tender Notice of Readiness prior
to commencement of laydays.
The importance of the Master tendering notices in strict accordance with the load /
discharge instructions, thus avoiding any possibilities of cancellation of the voyage
cannot be over emphasized. If the vessel for one reason or another is having
difficulty in arriving at the Charterers’ nominated loadport within the agreed
cancellation date / time, the Master must immediately approach the operators.
The Notice of Readiness must ALWAYS be tendered at the earliest possible
convenience time i.e. at the exact time of arrival and/or passing Sea-Buoy, Sea-Entry-
Buoy or Customary Anchorage for the particular port.
This instruction may conflict with the legal requirement for the vessel to be
considered as an “arrived ship” and thus consequently to be able to tender a valid
Notice of Readiness.
The term “ARRRIVED SHIP” implies that the following requirements must be fulfilled:
the vessel must be anchored (or have commenced drifting) at the place where the
vessel is ordered to wait;
 The vessel must be within the legal, fiscal and financial limits of the port.
 The vessel must in all respects be ready to commence load and/or discharge
and be at the complete disposal of the Charterer.
Sometimes NOR is accepted only after inspection by surveyors appointed by the
receivers / shippers, for instance, to ascertain suitability of vessel’s holds or tanks
(for intended cargo) of the vessel etc. Therefore it is of great importance that the
Master ensures the vessel is fit in all respects to accept the intended cargo and
should make arrangements through the agent to have the surveyors (USDA / NCB
etc.) onboard immediately upon arrival. It should be understood that some
Charterers' agents / shippers / receivers might also have an interest in delaying the
inspection in order to save lay time on the vessel.
Rev No. : 1
Generally "Notice of Readiness" should be tendered as per the guidance mentioned

hereunder:
1. ON ARRIVAL
If written notice cannot conveniently be given owing to the position of the ship (e.g.,
lying at anchorage, waiting for tide or a vacant berth, etc.) notice by telex
(preferable) or email should be sent either through the agents or direct to the
suppliers if at loading port, or to receivers if at a discharge port.
Cases have been on record, when NOR tendered by email has reportedly not been
received by shippers or receivers, giving rise to prolonged disputes for non-receipt of
NOR. The original NOR to load and/or discharge duly signed by Master and terminal
representative, must be handed to the Shipper and/or Receiver at the earliest
possible moment at all loading or discharge ports, whatever the circumstances.
Duplicate copy will be dispatched to cargo operators and the third copy retained on
board.
2. NOR AT MULTIPLE BERTHS
When loading or discharging at more than one berth in the same port, if there is only
one shipper / consignee involved, only one NOR is required. If different shippers /
consignees at the different berths, then a new NOR must be tendered for each
berth, upon time at disconnecting cargo hoses at each preceding berth and as in
accordance with the given load / discharge orders.
If the vessel is discharging and thereafter required to reload in the same port, the
Notice of Readiness must be tendered when the hoses/arms are disconnected upon
completion of discharge or, if a tank cleaning is required in between the operations,
then when the tank cleaning is completed.
3.
Rev No. : 1
ADJUSTMENT OF SPEED
Should it be possible to achieve fuel savings by adjusting speed to have arrival
coincide with expected berth availability, this should be communicated with the
charterers and additional instructions requested. Seek advice prior to acting.
Vessels on time charter will thus avoid under performance speed claims and vessels
on voyage charter will start the lay time clock at the earliest possible time.
4. RE-TENDERING NOR
Consequently, it is required that the Notice of Readiness is re-tendered when vessel
is alongside berth - with clearly marked statement “without prejudice to the original
tendered notice”.
It also required that in the event of the vessel being ordered to remain at anchor or
ordered to remain drifting off port for a longer period of time, the Master must first
tender his Notice of Readiness at arriving and/or passing the Sea Buoy or Sea Entry
Buoy, then re-tender by using the Notice of Readiness “without prejudice to the
original tendered notice” when completed anchoring or have stopped his vessel for
drifting and finally also re-tender notice of readiness again every 24 hours; while
awaiting to be berthed and/or waiting for cargo operations to commence.
Whenever the vessel is berthed and “all fast” the Master must again re-tender his
Notice of Readiness.
This guidance is for the Master to ensure that the Notice of Readiness is re-tendered
timely for the purpose that in the event the NOR is considered invalid, and that the
Re-tendered NOR will then ensure that the laytime will commence counting at Re-
tendering NOR.
A Re-tendered NOR is for legal purpose and will be used in the event of disputes in
counting the correct lay time being used by the vessel.
A Re-tendered NOR shall always be tendered “without prejudice to the original NOR”
and below are situations where the original NOR shall be “Re-tendered without
prejudice to the original NOR”. However, if the Master is in doubt as to whether a
new notice is required to be tendered or not, the Master must always tender such
new notice “without prejudice to the original tendered NOR”.
A NOR must be “Re-tendered without prejudice to the original NOR” when:
1. The vessel being berthed alongside and made all fast if proceeding directly to
berth.
2. The vessel has completed anchoring or stopped for drifting, when the vessel
is ordered to remain at anchor or drifting to await berthing.
3. The vessel is berthed and all fast after awaiting at anchor or drifting position.
Rev No. : 1
4. The vessel has not been granted free pratique within 6 hours after original
NOR has been tendered.
This Re-tendered NOR has to be followed up with a “Letter of Protest for Free
Pratique not granted within 6 hours”.
If the vessel is ordered to wait berthing at sea, the Master has to re-tender the
original NOR “without prejudice to the original NOR” every 24 hrs until berthing.
In case the vessel will have to discharge and/or neither load to more than one berth
/ terminal / vessel then NOR has to be “Re-tendered without prejudice to the
original NOR” every time the hoses / arms are disconnected.
However, if the Master is in doubt as to whether a new notice is required to be
tendered or not, the he must always tender such new notice “without prejudice to
the original tendered NOR”.
In the event that shore-representative refuses to sign the additional notices and only
sign the original, the Master must then insert “refuse to sign” in the additional
notice.
Again we, for commercial reasons, strongly repeat the importance of the Master
tendering the Notice of Readiness correctly and in accordance with the instructions
received from Operators in order to ensure that the vessel presents itself within the
time frames agreed with and required by the Charterers. It should be noted that the
first and original tendered notice is for commercial reasons and the remaining re-
tendered notice(s) are for legal purpose in the event of disputes in counting the
correct lay-time being used by the vessel.
In view of later possible dead-freight claims, the Master must ensure that the Notice
of Readiness forms always contains information on the nominated max quantity to
be loaded, i.e. if the voyage fixing instruction / charterers load (discharge) ordered
read 20.000 mt. with 5% more or less in owners option, the Master must always
nominate 20.000 mt plus 5% or as much as the deadweight or the cargo tank volume
or the draft allows.
In ample time before arrival and latest at tendering the Notice of readiness, the
Master must request information as to the quantity and quality of the cargo to be
loaded, or for the discharge port, the quantity and quality to be discharged.
If the Master should be in doubt as to whether a new notice is required to be
tendered or not, the Master must always tender such new notice “without prejudice
to the original tendered notice”.
EARLY DEPARTURE PROCEDURE
Rev No. : 1
Early Departure Procedure (EDP) may only be undertaken when Master has obtained
a clear approval in writing from owners and operators (charterers) regarding their
agreement about using EDP. Master should be aware of any specific requirements
the operators may have for EDP, in order to avoid any disputes later.
In case of conflicting guidance from charterers and owners, then master must be
guided by owner’s instructions, however should highlight the charterer’s instructions
to the owners and company.
PROCEDURE
In certain busy oil ports, it is the practice, in the interests of expediting the
turnaround of tankers, to offer the master the opportunity to utilise the EDP. This
system was devised in the light of many years’ experience of tanker operations and
shore figures after loading. On arrival at the loading berth the master agrees that on
completion of loading, the loading hoses will be immediately disconnected and the
ship will sail. Prior departure master is to ensure that all other details other than the
quantity and signature are accurately filled and issues a letter of authorization to the
agent. As soon as the bill of lading figures are prepared, they are telexed by agents
to the master / Charterers who then, provided he is satisfied, authorises the agent to
sign the bills of lading and other related documents on his behalf. On no account
should the master sign the bills himself before sailing without the correct figures
being inserted.
Copies of the Bill of Lading and the Cargo Manifest will be retained on board.
Before the ship is released to sail, the Shippers will make a comparison of the ship /
shore figures and if within acceptable limits, the ship will be permitted to sail.
On receipt of the relevant cargo figures from the Shippers, the Master must fill in the
details on the forms in his keeping.
A Master retains the right to and should protest, even by telex / email, for the ship /
shore differences.
OTHER DOCUMENTS
When any ship is on a charter, the following documents, which are normally supplied
by them, must be obtained, filed on board and sent to office whenever there is a
dispute of any nature.
 Port Log
 Ullage Report
 Copy of Notice of Readiness
 Copy of any Letter of Protest
Rev No. : 1
 Dead freight Statements

 Dry tank / ROB certificate
 Pumping log sheets
Some operators / charterers may require ships to transmit scanned copies of these
documents by email. Hence Master must be aware of these requirements and act
accordingly.
PORT LOGS / STATEMENT OF FACTS
A. Port Logs:
The Port Log - BD 2 is to be used and as a minimum the following information should
be recorded in the Port Log as applicable.
1. Time of Arrival at the Port, NOR Time.
2. Anchoring Times, if applicable.
3. Gangway down.
4. Time Surveyor, Loading master on board.
5. Time of Ship-Shore Safety Meeting carried out.
6. Time of Tank. Method of Inspection of the tanks
7. Time cargo / vapour hoses connection, disconnection
8. Time Samples taken, Samples passed, First foot / various sampling (Tankers
only where applicable).
9. Time of cargo commencement, completion, stoppages (if any), on Dry cargo
ships, details of cranes in use, number of gangs etc are also to be recorded.
10. Time of cargo tank change over (Tankers only).
11. Records of regular rounds taken on deck, moorings tended, etc.
12. Details of ballast water inspection through sampling points fitted on
manholes.
13. Details of Ballasting Operations (details of pumps, tanks operated).
14. Time of any delays in berthing or cargo operations and party responsible for
the delay.
15. Requests for reductions in the loading rates for topping off or rate reductions
by the shore must be recorded in port log.
Rev No. : 1
16. Any pollution observed MUST be recorded and reported to the appropriate
authority, nothing the position and direction of drift. Such observations may
be invaluable if the vessel is later accused of causing pollution.
B. Statement of Facts (SOF).
Charterer’s agents, shippers or receivers normally prepare a Statement of Fact (SOF)
for Master’s signature.
For clarification purposes here is a list of the basic minimum information required on
the SOF.
 End of Passage (“EOP”).
 NOR Tendered and NOR accepted.
 Anchored (if applicable) or time started drifting (Reason for delay to berthing
e.g. berth occupied by [ship name].
 For lightering - first lighter alongside.
 For voyages to ice bound ports, time reached ice edge, time normal inward
passage commenced.
 Blocked channel.
 Pilot on Board (“POB”).
 Anchor aweigh.
 Number of tugs, time mooring commenced.
 All fast.
 Ship gangway down if applicable.
 Hold passed fit for loading (dry cargo) / Hoses connected (tankers).
 Time ballast discharge commenced / completed.
 Commence cargo operations.
 Stoppage times to be noted and reasons supplied.
 Breakdown or failure of equipment, plant or machinery at the load or
discharge port.
 Finish cargo operations.
 Hoses disconnected.
 Cargo documents received.
 Unberthed.
Rev No. : 1
 Status of bunkers, lubes, fresh water on board, quantity bunkered while in

port.
 For voyages involving ice bound ports – Sailing ice edge / leaving ice convoy.
 Full away on passage (“FAOP”).
Consequently, the Master before agreeing and signing the SOF should properly
scrutinize the document and compare with the entries made in the Deck logbook.
For all voyage charter fixtures, Masters should establish the reason for delays in
berthing by contacting the port agents. If vessel is awaiting berthing due to weather,
a copy of the weather report (whichever is available) must be retained onboard. If
any Note of Protest is issued by the vessel to the terminal or vice-versa, this must
clearly specify the reasons.
To safeguard the owner, in case of any future claim, upon completion at discharge
ports it is prudent to have the SOF claused as "All cargo tanks inspected and found
empty of cargo and all cargo discharged in accordance with the Bill of Lading".
Any reductions or restrictions of loading rate by the shore must be recorded in the
port log.
When discharging bulk liquids, the ship should record hourly manifold pressures in
the pumping logs. On completion of discharge, a terminal representative should
acknowledge receipt of this record. If the terminal representative declines to sign,
then the pumping log should be suitably logged.
It is also recommended that any pollution observed is recorded, no matter where it
is coming from, noting the position and direction of drift. Such observations may be
invaluable if the ship is later accused of causing pollution.
Terminal time sheets, if available, should be copied and forwarded to the office, with
the vessel’s time sheet, signed by all relevant parties.
BILLS OF LADING
FUNCTIONS IN LAW
A bill of lading has three recognized legal functions.
A. A receipt for Goods Shipped on Board
When the other legal functions are examined, the receipt function will be seen to be
a great deal more important than simply the Master blindly signing receipts as
presented.
The Master must be aware that when he signs a Bill of Lading, he is making
representative, regarding, for example, the apparent quality, quantity, date of
shipment, freight etc. of the goods shipped.
Rev No. : 1
Bearing in mind that the Bill of Lading is a negotiable instrument, a third party who
purchases the goods is paying for the goods as described in the Bill of Lading.
If the Master signs a Bill of Lading which states that e.g. steel coils were loaded in
port "A", in apparent good order and condition, and on discharge the coils turn out
to be badly dented or corroded, the ship has no defence. They must have been
dented or corroded during the time they were abroad and the ship is liable to the
receiver.
If a Master knowingly misrepresents the goods, he is guilty of fraud.
Before signing Bills of Lading for any goods therefore, the Master must be
completely satisfied about the accuracy of statement on the bill concerning the
following points:
 Quantity shipped.
 Apparent quality.
 Description and present condition.
 Date of shipment.
 Voyage details, load port / discharge port, freight details of charter-party.
 Nothing in the Bill of Lading is at variance with the terms of conditions of the
charter-party.
B. A Document of Title
The bona fide holder of the original Bill of Lading is the rightful owner of the goods.
The most important implication for the shipmaster of this function is that the Bill of
Lading is a negotiable instrument. The goods represented in the Bill of Lading can be
sold (negotiated) and the title to the goods can pass to a new owner by transferring
the Bill of Lading for value.
If the new owner of the goods sees the statement "shipped in apparent good order
and condition" upon a Bill of Lading with no other comment, he can only expect that
the goods will arrive at the destination "in apparent good order and condition". The
statements on a Bill of Lading are vitally important.
Bills of Lading are made up in sets. Usually there are three original bills and any
number of duplicates, which will be clearly stamped, non-¬negotiable. The originals
are the vital negotiable instruments and the number of originals issued will appear
on the Bill of Lading in a statement.
C. Evidence of the Terms of Carriage
Rev No. : 1
A Bill of Lading will most probably have been issued by a vessel, which is performing
a voyage charter-party. The agreed terms of the carriage will be stated in the voyage
charter-party and there ought to be no term in the Bill of Lading which contradicts a
term in the voyage charter-party. The stipulations contained in the voyage charter-
party do not apply to the Bill of Lading unless expressly stated on the Bill of Lading.
The Master should see that important clauses of the charter-party are inserted in the
Bill of Lading. It is common to see a clause such as ... "Freight and all other
conditions, also all exceptions to or exemptions from liability as per charter-party" ...
inserted therein. It is vital that the important charter-party clauses are in the Bill of
Lading. Should the bill of lading transfer to a third party (and possibly be
renegotiated), then only the terms which are in the Bill of Lading have any relevance
as to whether the ship has safely carried and delivered the cargo as agreed. The Bill
of Lading becomes the contract of carriage.
ACCURACY OF STATEMENTS IN A BILL OF LADING
In practice, there will be occasions when it will be very difficult, if not impossible to
verify the accuracy of statements in the Bill of Lading. On other occasions, the
Master might disagree with the statements presented by the shippers.
The following advice may be of assistance in relation to the foregoing points:
1. QUANTITY OF CARGO
At many modern bulk cargo terminals, sophisticated weighing systems exist ashore.
The shipper's quantity loaded will be based on that system. Irrespective of the
apparent sophistication of any shore weighing system, the ship must be prepared to
check the weight of cargo on board at completion of loading. To best achieve this, a
deadweight draught survey should have been conducted before cargo operations
commenced (to establish an accurate vessel constant). On completion of loading, a
second deadweight draught survey should be conducted to establish a ship's figure
quantity loaded.
It should be recognised, that at worst, such a deadweight draught survey should be
regarded as an indicator or a possible mistake in the shipper's figures. At best it
might be more accurate than the shore figure. A shipper is unlikely to be willing to
ignore his computerized weighing system in favour of the chief mate's calculations.
Nevertheless, inaccuracies are not impossible and that is the objective of the ship’s
survey.
2. APPARENT QUALITY
Rev No. : 1
Master can only be held responsible for statements on a Bill of Lading regarding the
quality of the goods if he indeed can be considered qualified to make that
assessment. Hence the standard typed wording of all Bills of Lading, “shipped in
apparent good order and condition".
The only time a Master will vary such a statement will be when it is apparent to him
that the goods are not in good order and conditions, especially while carrying steel
products during which he should be guided to make necessary entries as advised by
the owner’s appointed P&I surveyor conducting the pre-loading survey.
3. DESCRIPTION
Any statements on the Bill of Lading describing the goods must be accurate to the
knowledge of the Master, e.g. if goods are described as "wheat in bulk" on the Bill of
Lading, but it is apparent that it is Soya bean meal, then obviously the Master cannot
sign the Bill of Lading as presented.
4. DATE OF SHIPMENT
This is an important feature of Bill of Lading statement. Many commercial
transactions require the goods to be on board a vessel by a certain date in order to
release bank credits for buyer / sellers. If, for any reason, the ship does not have the
goods aboard by that date, there is a strong incentive for a shipper / charterer to
falsify the date. Signing a Bill of Lading with a false date of loading is a fraud.
5. VOYAGE DETAILS, LOAD PORT – DISCHARGE PORT
The voyage details contained in the Bill of Lading must be the same as intended in
the charter-party. If this is not the case, the Master should refuse to sign and notify
his owners immediately.
If lightening will be necessary at the stated discharge port yet the Bill of Lading does
not permit lightering, the Bill of Lading must not be signed.
6. FREIGHT DETAILS OF CHARTY PARTY
This is an important feature, if indeed the freight is stated on the Bill of Lading. Very
often it is not. If so stated, check that the rate of freight is the same as that stated in
the charter-party.
If the statement "freight prepaid" is stated on the Bill of Lading, the Master must be
guided by his owners or time charterers as to whether they are satisfied that the
freight has indeed been paid.
7. TERMS AND CONDITIONS OF THE CHARTER PARTY
Rev No. : 1
The Master must closely check that all terms and conditions in the Bill of Lading do
not conflict with the terms of the charter-party. If the Bill of Lading contains an
incorporating clause, e.g., “All terms and conditions as per the charter-party dated
.....", then check that the reference is accurate. There may also be a clause
incorporating the Hague rules, or the Hague-Visby rules, or a carriage of goods by
sea act.
If no incorporating clause is inserted, then the Master should write:
This Bill of Lading is to have effect subject to the provisions of the Hague Rules as
amended by the Brussels Protocol 1968.
The function of these rules and the acts is to specify clearly the responsibilities and
liabilities as well as the rights and immunities of a carrier of goods in his relationship
with a shipper and Bill of Lading holder.
8. CLEAN AND DIRTY BILLS OF LADING
A clean Bill of Lading is one which declares that there is nothing wrong or suspected
wrong with the apparent quality, quantity, or any other statement on the Bill of
Lading about the cargo being carried.
A Bill of Lading, which has, "shipped in apparent good order and condition” and
which has no statements by the master indicating his concerns about that or other
statements in the Bill of Lading is a clean Bill of Lading.
A Bill of Lading which has any endorsement stating either that any part of the goods
are not in good order and condition, or that the Master is disputing any statement in
the Bill of Lading presented to him for signing, is a dirty Bill of Lading.
Many commercial transactions concerning carriage of goods, demand that only if a
clean Bill of Lading is issued, will money be released by a bank or financial sponsor.
This means there is pressure on shippers to obtain nothing other than a clean Bill of
Lading.
If there is any suggestion that the Master might wish to endorse the Bill of Lading,
the full weight of the pressure will be directed to convincing the Master that all is in
order and that he should indeed sign only clean bills.
A Master must never sign any Bill of Lading, which, in his opinion does not accurately
represent the detail of the goods and shipment.
9. CARRIAGE OF AN ORIGINAL BILL OF LADING ON BOARD
Rev No. : 1
On some occasions, the master may be “persuaded” by the charterers and shippers
to carry an original bill of lading against which the discharge may seek to be made.
Usually where a set of three original bills of lading is issued, endorsement and
transfer of any one of the sets may be sufficient to transfer the ownership of the
cargo. When an incomplete set of bills of lading (i.e. two of three originals) has been
in circulation during a voyage, there remains a risk that the party demanding delivery
against the single original bill of lading retained on board will not acquire title to the
cargo by reference to the other two original bills of lading, which have been
negotiated. Delivery in exchange for the bill of lading carried on board might result
therefore in misdelivery of the cargo. In some jurisdiction a shipowner could be
liable for a claim based on such mis-delivery.
If a claim is brought for misdelivery, it is likely to be for the full value of the cargo.
Master must clearly keep in mind that such practice is not permitted by the P&I club,
unless a specific permission is sought by owners and recommended procedures are
followed to prevent any fraud.
Therefore Master must seek owner’s permission immediately when such requests
are made. Till he receives instructions to permit such carriage from the owners, he
must refuse to carry an original bill of lading on board.
Usually when owners agree to the practice, the clubs recommend that the following
wording be prominently endorsed on all of the (usually 3) original bills of lading:
“One original bill of lading retained on board, against which bill delivery of cargo may
properly be made on instructions received from shippers/charterers”
The endorsement will give notice to any party purchasing the cargo against an
incomplete set of bills of lading that delivery may be made in change for the one
original bill of lading retained on board. However, when Master, carries on board an
original bill of lading on instructions of owner, utmost care shall be taken by him to
correctly identify the party to whom the bill of lading should be handed over at
destination.
Failure to hand the bill of lading (and consequently the cargo) to the right party
could also result in a claim for misdelivery of the cargo.
Rev No. : 2
Annex V Date : 14-Dec-18
ATMOSPHERE MONITORING EQUIPMENT Page : 1 of 10
ANNEX V - ATMOSPHERE MONITORING EQUIPMENT

LIST OF ATMOSPHERIC EQUIPMENTS
The atmosphere testing equipment to be carried on board mainly depends upon the
type of vessel and the cargo being carried. As a minimum the following must be
carried:
List of Atmospheric testing equipment required
Minimum Recommended span gas Min No. of
S.NO Equipment
Quantity* type bottles
C4H10, 6-10% Vol (N2
1 Tank scope 2 1
balance)
2 Oxygen meter 2 Nitrogen 99.9% 1
C4H10, 30- 70 % LEL (N2
3 Explosive meter 2 1
balance)
Personal Multi gas Combined gas, H2S-25
4 monitor 4 PPM, CO - 50 PPM, C4H10 1
50% LEL, N2 Bal
(02, HC, H2S, CO)
Personal multi gas H2S – 25 PPM
5 3 1
monitor (H2S)
Portable gas monitor Combined gas, H2S-25
with 4 gases. Oxygen; PPM, CO - 50 PPM, C4H10
6 %of LFL; Carbon 2 50% LEL, N2 Bal 1
monoxide; and
hydrogen sulphide
7 Toxic Gas detector 2
TOXIC TUBES TO BE CARRIED

Preferred measuring Min no. of
S.NO Type of tube
range** tubes
1 Benzene 0.5/a 0.5 to 10 PPM 10
2 CO2 100/a 100 to 3000 PPM 10
3 CO 2/a 2 to 200 PPM 10
4 Hydrogen Sulfide 0.5/a 0.5 to 15 PPM 30
5 Hydrogen Sulfide 5/b 5 to 600 PPM 30
Rev No. : 2
6 Hydrogen Sulfide 100/b 100 to 2000 PPM 30

7 Mercaptans 0.1/a 0.1 to 2.5 PPM 20
8 Nitrogen Dioxide 0.5/c 0.5 to 25 PPM 10
9 Sulphur Dioxide 0.5/c 0.5 to 25 PPM 10
10 Toluene 5/B 5 to 300 ppm 20
11 N-Hexane 10/A 10 to 2500 ppm 10

12 O-Xylene 10/A 10 to 400 ppm 10
Notes-
*On vessels which have on board gas instruments which can be used as tank scope,
oxygen meter & explosimeter (eg. RX415), only 2 meters are required to be carried.
**Tubes are required to be carried for specific cargoes carried and likely to be
carried. Tubes are to be ordered by vessel as necessary.
In addition to the above vessel may require to carry 3 UTI onboard the vessel.
In view of the above requirements, it is recommended that all tankers are provided
with 2 portable multi gas meters capable of measuring H2S,CO, LEL and Oxygen. The
latest measuring equipments called gas scope are capable of measuring hydrocarbon
in inert as well as explosive atmosphere. The scale of H2S measurable by the meter
should depend on the trade pattern of the vessels. Recommended range on
petroleum tankers is 0 to 100 ppm.
If a gas detector is found to be non-operational then the function and scope of the
use of such equipment shall be reviewed. The company shall be informed promptly
of the failure and If the vessel has to arrive port with a non-operational gas meter a
review of the intended use of the non –operational gas meter will be carried out. If
another gas meter of the same kind is available for use then the operation can
progress with the operational gas meter. Should the second meter fail the operation
must be suspended. The vessel must endeavour to repair the non-operational meter
during the port stay. If this cannot be achieved during the port stay a replacement
gas meter which is duly calibrated with sufficient span gases must be arranged prior
vessel’s departure from port.
The Alarm set points for personal gas meters should be set as follows
• If there are 2 alarm set points, then the lower alarm set point (warning)
should be set at 50% of the TLV and the higher set point (Alarm) should be
set at TLV-TWA.
Rev No. : 2
• If there is only one Alarm set point these should be set at 50% TLV-TWA
• For hydrocarbon gases (gasoline) TLV should be taken as 2% LEL
• Information regarding TLV-TWA can be found in the MSDS section 8
SPARES FOR PORTABLE OXYGEN / GAS ANALYSING EQUIPMENT
All vessels must carry a sufficient set of spares for each oxygen and gas analysing
equipment on board. The spares to be carried must be as per the recommendations
of the manufacturer. However at any point of time there should be atleast one
spare sensor available for each equipment
CALIBRATION GAS FOR PORTABLE OXYGEN / GAS ANALYSING EQUIPMENT
All vessels must carry sufficient calibration gas for each type of instrument on board.
The calibration gas must be of the type and composition as recommended by the
manufacturer.
EXPLOSIMETER
A full understanding of the construction and principle of an explosimeter is essential
for the prevention of accidents.
The explosimeter operates on the "hot wire" combustion principle. A small coil
filament made of platinum is heated by an electrical current from six 1 volt batteries
to a temperature above the ignition temperature of hydrocarbon gas.
By aspirating the rubber bulb attached to one end of the combustion chamber - in
which the platinum filament is situated - a sample of air is drawn through the
chamber and across the hot platinum wire filament. If any hydrocarbon gas in
concentrations below the upper explosive limit (6 by volume) is present in the air
being sampled, "burning" will take place around the filament.
The electrical circuit operates on the Wheatstone Bridge principle. When the
hydrocarbon gas in the air sample around the platinum filament "burns", the
temperature of the filament is raised and the resistance to the current in the section
of the electrical circuit that carries the platinum filament is increased. The current is
then deflected through the part of the circuit connected to the meter and a measure
of the burning taking place around the filament is indicated on a meter.
The meter is graduated from 0% to 100% the latter being a measure of the LOWER
EXPLOSIVE LIMIT.
A mixture of hydrocarbon gas and air can only explode or sustain combustion
between the following approximate limits:-
 1.4% gas by volume to 98.6% by volume air = Lower Explosive Limit.
 6.0% gas by volume to 94.0% by volume air = Upper Explosive Limit.
Rev No. : 2
These flammable or explosive limits will vary with the type of oil or chemical
involved, the temperature and pressure of the mixture, and the oxygen
concentration in the air.
The explosimeter measures the gas content in the air up to 1.4% gas to 98.6% air by
volume. This means that when the explosimeter reads 100% there is 1.4% gas
present in the air being sampled, and explosion of fire can ensue if there is a source
of ignition present.
It is important to understand that the explosimeter does not measure the gas
content above the lower explosive limit. If the gas to air mixture is within the
explosive range (1.4% to 6% by volume) the meter will continue to read 100% or just
above the 100% mark.
If the gas to air mixture is above the upper explosive limit (6% by volume) the needle
will raise past 100% then quickly return to zero because the mixture of gas in air in
the combustion chamber is too rich to burn.
This great danger must immediately be recognized because an unsuspecting person
who has not been watching the meter constantly, may think that the space is gas
free, when in fact it is highly dangerous.
TANKSCOPE
The Tankscope indicator is designed specifically to detect and measure the
concentration of hydrocarbon vapours in the inerted cargo tanks or vessels carrying
crude or refined petroleum products.
The Tankscope indicator, unlike most combustible gas indicators, detects and
measures hydrocarbon vapours by thermal effects. A unique geometric combination
of filament and chamber design makes possible the measurement of hydrocarbon
vapours in the presence of carbon dioxide, a major component of the inerting
atmosphere.
The Tankscope instrument is a portable, battery-powered unit. It' usually has two
scales. One with a full scale readout of 0% to 20% and the other with a full scale
readout of 0% to 100% of hydrocarbon vapours by volume in a background of air,
nitrogen or combustion products.
Instrument response, to a sample, is approximately 10 seconds.
Tank scope indicator is calibrated at the factory with butane, When in service,
calibration and accuracy checks should be made with the Calibration Kit.
OXYGENANALYZER
Of all gases, Oxygen plays a unique part in human existence. Without it Life as we
know today, could not exist.
Rev No. : 2
The Oxygen Analyzer measures the magnetic susceptibility of the sample gas and are
unaffected by change in thermal conductivity. There are no heated filaments so
there is no error due to the reaction of hydro-carbons or other combustible gases or
vapours.
The reading is not affected by change in thermal composition which have virtually no
effect in the Oxygen reading.
TOXIC GAS DETECTOR TUBES / MULTI-GAS DETECTORS
The two essential parts of a Multi Gas Detector are the gas detector pump and the
detector tube. Chosen as a function of the gas measurement required, this pump
and tube together form one unit in the measurement. This detector tube can be
referred to as the indicating instrument of the Multi-Gas Detector.
Multi-Gas Detector is used for:
1. Measurements in the Threshold Limit Value Range.
2. CO in flue gases or exhaust gases.
3. CO2 in furnace waste gases.
4. Leak detection in gas pipes.
5. Purity control of protective gases.
6. Phosphine in acetylene.
7. Hydrogen sulphide in crude oil and petroleum products including Fuel Oil and
Diesel Oil bunkers.
8. Cargo remnants on Chemical Tankers.
Measurement with the Multi Gas Detector is simple, however, it is important to read
first, the instruction sheet with each different type of detector tube in order to
determine the correct number of pump strokes for the desired reading.
Having done this, both tips of the detector tube must be broken off before the tube
is inserted in either the pump or an extension sampling hose, taking care to ensure
that the arrow points towards the pump.
When making the prescribed number of pump strokes, ensure that the bellows
expand to its full extent.
The method of determining the gas concentrations, either in p.p.m. or volume %
from the tube scale reading is also described in the tube instruction sheet.
If an extension hose/tube is used it should be placed between the hand pump and
the tube.
Rev No. : 2
NOTE: It is not permissible to use a hand pump from one manufacturer with tubes
from another manufacturer.
EXAMPLE:
1. DRAGER Tube Hydrogen Sulphide 100/a
2. Standard range of measurement 100 to 2,000 ppm
(20oC, 1013 mbar) hydrogen sulphide
3. Number of strokes of the DRAGER gas detector pump n = 1
4. Relative standard deviation 10 to 15%
5. Description
Scale tube • white indicating layer, reagent: lead compound • colour change
to brown
6. Reaction principle
H2S + Pb2+ -------- PbS + 2H+
Hydrogen sulphide + Lead compound = Brown lead sulphide
7. Cross-sensitivity
As yet, no interference by SO2 has been observed.
For example:
200 ppm H2S + 100 ppm SO2 give an indication of 200 ppm H2S
600 ppm H2S + 300 ppm SO2 give an indication of 600 ppm H2S
1,500 ppm H2S + 1,500 ppm SO2 give an indication of 1,500 ppm H2S
A vessel shall carry sufficient number of chemical indicator / detector tubes for the
cargoes on board. It should be ensured that sufficient stock of indicator tubes is also
maintained for cleaning chemicals such as methanol/toluene at all times.
An inventory of all indicator tubes on board is to be maintained and the record is to
be updated every month by Chief Officer. The storage life of these tubes is usually
limited and it is necessary that out of date tubes do not remain available for use.
All expired tubes are to be kept separately from the usable tubes and disposed off
properly as per the Garbage Management Plan.
PERSONAL OXYGEN DETECTORS AND PERSONAL GAS DETECTOR
When Personal Oxygen detectors or Personal Gas Detectors are available onboard,
the vessel shall use these as follows:
A. Personal Oxygen Detectors
Rev No. : 2
1. While making entry into enclosed spaces.

2. When working in the vicinity of tanks being inerted or Nitrogen purged.
B. Personal Gas Detectors
1. While making entry into enclosed spaces.
2. When loading toxic cargoes or hazardous cargoes.
3. When working on pipelines or other equipment containing or likely to
contain toxic or hazardous cargoes.
CALCULATION OF GAS CONCENTRATION FROM EXPLOSIMETER
Apart from using the Explosimeter to determine if an atmosphere containing
hydrocarbon gas is approaching the Lower Explosion Limit, readings on the
instrument can be converted to parts per million (ppm). Thus some knowledge of the
vapour concentration can be assessed.
If the atmosphere inside a space consists entirely of hydrocarbon gas and no air, the
condition is said to be “saturated”, i.e. one million parts per million. An explosimeter
measures up to about 1.4% gas to air mixture, therefore a reading of 100% on an
explosimeter would indicate:
1.4% gas: 98.6% air
To convert 100% on an explosimeter (1.4% by volume) to parts per million:
1.4 x 1,000,000 = 14,000 p.p.m.
------
100
Thus 100% LEL on an explosimeter = 14,000 p.p.m.
and 1% LEL on an explosimeter = 140 p.p.m.
The known inaccuracies of the explosimeter must also be considered when
calculating the ppm of a gas from the LEL% reading on the explosimeter.
THRESHOLD LIMIT VALUE
Threshold Limit Value (TLV) : for a given substance is the maximum concentration of
its vapour in air to which it is believed that personnel may be exposed under certain
circumstances without suffering adverse effects. It is also sometimes referred to as
the Maximum Allowable Concentration (M.A.C.). The three categories of TLV’s as
defined by American Council of Government Industrial Hygienists (ACGIH) are:
Rev No. : 2
A. Time Weighted Average (TLV - TWA) – the concentration of vapour in air

which may be experienced for an eight hour day or 40 hour week throughout
a person’s working life.
B. Short Term Exposure Limit (TLV - STEL) – the maximum concentration of
vapour in air allowable for a period of 15 minutes, provided that not more
than four exposures per day and at least one hour between each.
C. Exposure Limit Ceiling (TLV - C) - an absolute maximum, which should never
be exceeded. It is only given for fast acting substances. This is the highest of
three values.
Note: For Shipboard Operations – (TLV-TWA) is to be used.
TLV is expressed in parts per million (p.p.m.).
Gasoline provides a good example and may be taken as a standard for crude oil
carriers, with a few exceptions.
The T.L.V. of gasoline is stated to be 300 p.p.m. This means that a normal healthy
person may work in an atmosphere containing gasoline vapour up to a concentration
of 300 p.p.m. for a period of 8 hours at a stretch and for 40 hours in a week (5 days),
without suffering any permanent harmful effects. This is equivalent to 0.03% or 3%
on the explosimeter. Nevertheless a concentration of 300 p.p.m. is likely to cause
some irritation of the eyes if exposure is prolonged.
The T.L.V. of more toxic vapours sometimes found in crude oils are far less than 300
p.p.m. Hydrogen sulphide (H2S) for example, frequently found in some Middle East
crudes, has a T.L.V. of 5 p.p.m. and is extremely dangerous. At a concentration of
1,000 p.p.m. (0.1%) death is virtually instantaneous. Hydrogen sulphide, although
possessing the pungent aroma of rotten eggs, paralyses the sense of smell at quite
low concentrations and a sense of smell must never be relied upon to detect the
presence of concentration of hydrocarbon gas.
Rev No. : 2
CALIBRATION AND TESTING OF ATMOSPHERIC TESTING EQUIPMENT

It is important to carry out regular tests, checks and calibration of Atmosphere
testing equipment in accordance with the manufacturer’s instructions in order to
ensure that the equipment is functioning properly and is reliable.
The following are the tests to be carried out on Atmosphere testing Equipment:
FUNCTIONAL (BUMP) TEST
A functional (bump) test means verifying that the instrument is responding to the
test gas. A bump test should be carried out on an instrument before each day’s use.
Oxygen Meter:
1. In case of analog oxygen analyzer, check if the equipment needle is resting at
zero mark prior switching on.
2. After switching on the equipment in fresh air, the reading should show 20.9%
Oxygen reading.
3. Exhale air in the inlet pipe to check the deflection of the readings as well as
activation of the alarm (Practically, the meter reading decreases to 16-17%
Oxygen with exhaled air).
Explosimeter/ Tankscope:
1. Switch on the meter in fresh air and confirm meter is showing Zero read out.
2. Blow the test gas (Methane or equivalent) in the inlet pipe to check the
deflection of readings as well as activation of the alarm.
Toxic Gas Detector Pump:
 Compress bellow of the Toxic Gas Detector pump and seal the inlet with a
finger. The bellow should remain in deflated state till the time finger is
released.
This procedure will ensure that the equipment is free from leakages.
FULL CALIBRATION
Full calibration consists of the adjustment of an instrument’s response to match a
desired value compared to a known concentration of calibration gas. It must be
carried out as per the manufacturer’s instructions and records of the same are to be
maintained on board by the Chief Officer.
Frequency of carrying out a Full Calibration on Tank Vessels:
If any instrument fails the bump test.
Before an instrument is first put into use.
Rev No. : 2
Monthly or as recommended by the manufacturer whichever is earlier.

SHORE TESTING AND SERVICING
Shore testing and servicing of Atmosphere testing Equipment is to be carried out by
approved workshops. Certificates for the work being undertaken must be issued and
retained on board. Shore testing and servicing is to be carried out whenever an
instrument is defective or damaged and as per requirement below:
Frequency of Routine Shore Testing and Servicing
Tank Vessels - As per the manufacturer’s recommended intervals or yearly
whichever is earlier.
Reference
Refer to the International Safety equipment association (ISEA)statement on
verification of calibration for direct portable gas monitors used in confined spaces.
Rev No. : 0
Appendix 1 Date : 30-Sep-17
GUIDELINES FOR THE CARRIAGE OF BLENDS OF
Page : 1 of 1
PETROLEUM OIL AND BIOFUELS
APPENDIX 1 - GUIDELINES FOR THE CARRIAGE OF BLENDS OF PETROLEUM OIL AND

BIOFUELS
Refer enclosed mepc.1 / Circ. 761 / Rev 1 dtd. 1 Feb 2013 for guidelines for the carriage
of blends of petroleum oil and els.
E
4 ALBERT EMBANKMENT
LONDON SE1 7SR
Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210
MEPC.1/Circ.761/Rev.1
1 February 2013
2011 GUIDELINES FOR THE CARRIAGE OF BLENDS OF PETROLEUM OIL

AND BIOFUELS, AS AMENDED
1 The Marine Environment Protection Committee, at its sixty-second session

(11 to 15 July 2011), recognizing the need to clarify how biofuels subject to MARPOL Annex II,
when blended with petroleum oils, subject to Annex I of MARPOL, can be shipped in bulk,
approved the 2011 Guidelines for the carriage of blends of petroleum oil and biofuels and
agreed that these should become operative from 1 September 2011.
2 At its sixty-fourth session (1 to 5 October 2012), the Marine Environment Protection

Committee approved amendments to the 2011 Guidelines, as set out in annex 3 of document
BLG 16/16, relating to deck fire-fighting system requirements and the fire protection
assignment (column l) given for the entry "Biofuel blends of Gasoline and Ethyl alcohol
(>25% but <99% by volume)".
3 The 2011 Guidelines have accordingly been amended as set out in the annex.
4 Member Governments and international organizations are invited to bring the

annexed Guidelines to the attention of Administrations, recognized organizations, port
authorities, shipowners, ship operators and other parties concerned.
5 This circular revokes MEPC.1/Circ.761.
***
I:\CIRC\MEPC\01\761-Rev-1.doc
Annex, page 1
ANNEX
2011 GUIDELINES FOR THE CARRIAGE OF BLENDS OF PETROLEUM OIL

AND BIOFUELS, AS AMENDED
1 APPLICATION
1.1 These guidelines apply to ships when carrying in bulk blends of petroleum oil and
biofuels subject to Annex I and Annex II of MARPOL, respectively.
2 SCOPE
2.1 These Guidelines have been developed to clarify how biofuels subject to Annex II of
MARPOL, when blended with petroleum oils, subject to Annex I of MARPOL, can be shipped
in bulk.
3 DEFINITIONS
For the purpose of these guidelines:
3.1 Biofuels are ethyl alcohol, fatty acid methyl esters (FAME), vegetable oils
(triglycerides) and alkanes (C10-C26), linear and branched with a flashpoint of either 60°C or
less or more than 60°C, as identified in chapters 17 and 18 of the IBC Code or the
MEPC.2/Circular/tripartite agreements. Following the distribution of these guidelines, further
biofuels identified as falling under the scope of the guidelines, will be recorded in annex 11 of
the MEPC.2/Circular which deals with biofuel/petroleum oil blends.
3.2 Biofuel blends are mixtures resulting from the blending of those products identified
in paragraph 3.1 above with a petroleum oil.
4 CARRIAGE OF BIOFUEL BLENDS
The carriage provision for biofuel blends is based on the volumetric composition of the
blends as follows:
4.1 Biofuel blends containing 75 per cent or more of petroleum oil
4.1.1 When containing 75 per cent or more of petroleum oil, the biofuel blend is subject to
Annex I of MARPOL.
4.1.2 When carrying such biofuel blends, Oil Discharge Monitoring Equipment (ODME –
see resolution MEPC.108(49)) shall be in compliance with regulation 31 of Annex I of
MARPOL and should be approved for the mixture being transported.
4.1.3 Until 1 January 2016 biofuel blends may be carried when the ship's ODME is not in
compliance with paragraph 4.1.2 above provided that tank residues and all tank washings
are pumped ashore.
4.1.4 When considering the deck fire-fighting system requirements of SOLAS chapter II-2,
regulations 1.6.1 and 1.6.2, when carrying biofuel blends containing more than 5 per cent of
ethyl alcohol then alcohol resistant foams should be used.
Annex, page 2
4.2 Biofuel blends containing more than 1 per cent but less than 75% of
petroleum oil
4.2.1 When containing more than 1 per cent but less than 75% of petroleum oil, the
biofuel blends are subject to Annex II of MARPOL and should be carried under the following
conditions:
a c d e f g h i' i'' i''' j k l n o

Biofuel blends of Diesel/gas X S/P 2 2G Cont No - - Yes C T ABC No 15.12,
oil and FAME 15.17,
(>25% but <99% by volume) 15.19.6
oil and Vegetable oil 15.17,
(>25% but <99% by volume) 15.19.6
Biofuel blends of Gasoline X S/P 2 2G Cont No T3 IIA No C F-T A No 15.12,
and Ethyl alcohol 15.17,
(>25% but <99% by volume) 15.19.6
oil and Alkanes (C10-C26), 15.17,
linear and branched with a 15.19.6
o
flashpoint > 60 C
(>25% but <99% by volume)
Biofuel blends of Diesel/gas X S/P 2 2G Cont No T3 IIA No C F-T ABC No 15.12,
oil and Alkanes (C10-C26), 15.17,
linear and branched with a 15.19.6
o
flashpoint ≤ 60 C
(>25% but <99% by volume)
4.2.2 With respect to new biofuels identified as falling under the scope of these guidelines,
carriage requirements for specific biofuel/petroleum oil blends to be shipped as MARPOL
Annex II cargoes will be incorporated into List 1 of the MEPC.2/Circular, as appropriate.
4.3 Biofuel blends containing 1 per cent or less petroleum oil
4.3.1 When containing 1 per cent or less of petroleum oil, the biofuel blends are subject to
Annex II of MARPOL.
5 BLENDING OF PETROLEUM OIL AND BIOFUEL ON BOARD
5.1 Blending on board describes the mixing of two products resulting in one single
product (a blended mixture) and reflects only physical mixing as distinct from any chemical
processing. Such mixing operations should only be undertaken whilst the ship is within port
limits.
5.2 The physical blending on board of petroleum oil and biofuels during a sea voyage to
create new products is prohibited as indicated in MSC-MEPC.2/Circ.8 – Prohibition of
blending MARPOL cargoes on board during the sea voyage.
6 CERTIFICATION REQUIREMENTS
6.1 The certification for the biofuel blend to be shipped should be in compliance with
Annex I or Annex II of MARPOL, as appropriate.
___________
Rev No. : 0
Appendix 2 Date : 30-Sep-17
LINE BLOWING PROCEDURES Page : 1 of 1
APPENDIX 2 – LINE BLOWING PROCEDURE

Refer enclosed guidelines
APPENDIX 2 - LINE BLOWING PROCEDURES
CHEMICAL TANKER - BLOWING / CLEARING OF CARGO LINES

2 PORT SIDE MANIFOLD STBD SIDE MANIFOLD
5 13
P 4 15 14 P
1 12
6
3 16 17
KEY Precautions for Manifold Cargo Line Blowing/Clearing

1. Manifold Flange (Shore Side)
2. Manifold pressure gauge with valve (Shore Side) a) Generic Risk Assessment to be referred and if needed
3. Manifold drain valve forward of Manifold Valve (Shore Side) addtional must be done for Line clearing operations
4. Manifold valve (Shore Side) b) Good Communication between all parties involved.
5. Air connection with plug only (No valve fitted) (Shore Side) c) Appropriate PPE to be worn by personnel involved.
6. Manifold Drain valve aft of Manifold valve (Shore Side) d) The choice of clearance medium (steam/air/N2) to be
7. Air connection for Line blowing at pump stack considered carefully, wrong medium may affect both the
8. Line Master valve safety of the vessel and the cargo quality.
9. Air connection at pump stack for cargo tank stripping e) Plan of Line clearing must be systematically followed.
10. Cargo Pump Stack drain valve
11. Drop Line valve 7
12. Manifold Flange (Off Shore Side)
13. Manifold pressure gauge with valve (Off shore side) 8
14. Manifold valve (Off shore side) 9 11
15. Air connection with plug only (No valve fitted) (Off shore side)
16. Manifold Drain valve aft of Manifold valve (Off shore side)
10
DECK LINE
CARGO PUMP DROP LINE

BLOWING / CLEARING OF CARGO LINES FROM MANIFOLD INTO SHIPS CARGO TANK
13
P 4 5 15 14 P
1 12
6
3 16 17
Step 1 Step 2
a) Blank Manifoldconnection (1 and 12) with Blind Flanges on either a) Connect Air / Nitrogen supply at air connection (5) preferably
side. on the side to which the vessel is listed. Connect a pressure
b) Shut Manifold valve (4 and 14) and Line Master (8). gauge at air connection (15) on the other side.
c) Shut Manifold drains (3,6,16 and 17) & Pump stack drains (10) and
ensure is plugged.
d) Ensure air connection (7 and 9) are shut and plugged.
Step 3
7
a) Allow pressure in the line to build up till not more than 80% of
MAWP in cargo line. 8
b) Open Line Master (8) crack (about 10% but no more than 20%) 11
9
when pressure about 80% of MAWP.
c) Shut the Line Master (8) when sound of passing liquid stops.
d) Continue step a, b and c till no sound of passing liquid is heard.
e) Tap the entire length of pipe line to confirm that line is clear. An 10
empty line will give hollow sound where as filled line will give thud DECK LINE
Step 4
a) Shut all the valve in the cargo system starting from Manifold.
b) Once the cargo line valve are shut stop the air/nitrogen supply and
depressurize the line.
CARGO PUMP DROP LINE
BLOWING / CLEARING OF CARGO HOSE /LOADING ARM FROM PUMPSTACK TO SHORE TANK
13
P 4 5 15 14 P
1 12
6
3 16 17
Step 1 Step 2
a) Ensure Blind Flange is in place on offshore side manifold (12). a) Connect Air / Nitrogen supply at air connection (7)
b) Shut Manifold valve (4 and 14) and Line Master (8). b) Connect a pressure gauge at the air connection (5) at
c) Shut Manifold drains (3,6,16 and 17) & Pump stack drains (10) and Manifold
ensure is plugged. c) Keep valve of Pressure gauge (2 & 13) open to detect
d) Ensure air connection (9) is shut and plugged. manifold valve leaks.
Step 3
7
b) Open Manifold valve (4) crack (about 10% but no more than 20%) 11
9
c) Shut the Manifold Valve (4) when sound of passing liquid stops.
Step 4
depressurize the line. DROP LINE
CARGO PUMP
BLOWING / CLEARING OF CARGO HOSE/LOADING ARM FROM SHORE TO SHIP'S CARGO TANK
13
P 4 5 15 14 P
1 12
6
3 16 17
Step 1 Step 2
a) A slight list towards the jetty (about 0.25 deg) helps in line
draining efficiently. a) Inform terminal to start line blowing with Air/Nitrogen supply
b) Ensure Blind Flange is in place on offshore side manifold (12). at shore side.
c) Shut Manifold valve (4 and 14) and open Line Master (8). b) Keep valve of Pressure gauge (2) open to Monitor Line
d) Shut Manifold drains (3,6,16 and 17) & Pump stack drains (10) and
ensure is plugged.
e) Ensure air connection (7 and 9) is shut and plugged.
Step 3
7
b) Open Manifold valve (4) crack (about 10% but no more than 20%) 11
9
Step 4
CARGO PUMP
BLOWING / CLEARING OF CARGO HOSE/LOADING ARM FROM MANIFOLD TO SHORE TANK

13
P 4 5 15 14 P
1 12
6
3 16 17
Step 1 Step 2
a) Ensure Blind Flange is in place on offshore side manifold (12). a) Connect Air / Nitrogen supply at air connection (15) on the
b) Shut Manifold valve (4 and 14) and Line Master (8). offshore side.
c) Shut Manifold drains (3,6,16 and 17) & Pump stack drains (10) and b) Connect a pressure gauge with valve at air connection (5) on
ensure is plugged. the shore side to monitor line blowing pressure.
d) Ensure air connection (7 and 9) is shut and plugged. c) Keep valve of Pressure gauge (2 & 13) open to detect
manifold valve leaks.
Step 3
7
9
Step 4
CARGO PUMP
BLOWING / CLEARING OF CARGO HOSE/LOADING ARM FROM MANIFOLD TO SHORE TANK

13
P 4 5 15 14 P
1 12
6
3 16 17
Step 1 Step 2
a) Ensure Blind Flange is in place on offshore side manifold (12). a) Connect Air / Nitrogen supply at pressure gauge connection
b) Shut Manifold valve (4) and Line Master (8). Open manifold Valve (13) on the offshore side.
(14) offshore side. b) Keep valve of Pressure gauge (2) open to detect manifold
c) Shut Manifold drains (3,6,16 and 17) & Pump stack drains (10) and valve leaks.
ensure is plugged. c) Connect a pressure gauge with valve at air connection (7)
d) Ensure air connection (7 and 9) is shut and plugged.
e) Keep Open the Drop valve (11)
Step 3
7
9
Step 4
CARGO PUMP
Rev No. : 0
Appendix 3 Date : 14-Dec-18
ENTRIES IN CARGO RECORD BOOK Page : 1 of 13
APPENDIX 3 – ENTRIES IN CARGO RECORD BOOK

List of Items to be recorded in Cargo Record book
Entries to be made for all categories of cargo after each operation is completed.
A. Loading of Cargo
1. Place of Loading
2. Identify tank(s), name of substance(s) and category(ies).
Entry in CRB for Loading of Cargo

B. Internal transfer of cargo
3. Name and category
4. Identity of tanks:
.1 tanks
.2 to
5. was (were) tanks in 4.1 emptied?
6. If not, quantity remaining in tank(s)

Rev No. : 0
Entry for internal transfer of cargo when tank is completely Emptied
Entry for internal transfer of cargo when tank is partially Emptied

C. Unloading of cargo
7. Place of unloading.
8. Identity of tank(s) unloaded.
9. Was (were) tank(s) emptied?
.1 If yes, confirm the procedure for emptying and stripping has been performed
in accordance with the ship’s Procedures and Arrangements Manual (ie., list,
trim, stripping temperature).
.2 If not, quantity remaining in tank(s).
10. Does the ship’s Procedures and Arrangements Manual require a prewash with
subsequent disposal to reception facilities?
Rev No. : 0
11. Failure of pumping and/or stripping system:

.1 time and nature of failure;
.2 reasons for failure;
.3 time when system has been made operational.
Entry after complete unloading of cargo (Tank is completely Emptied)

Rev No. : 0
Entry for partial unloading of cargo from tank
Entry after unloading of cargo but pump failure (Completed Discharge of cargo)
Rev No. : 0
Entry after pump failure and partial Unloading of cargo
D. Mandatory prewash in accordance with the ship’s Procedures and Arrangements

Manual
12. Identify tank(s), substance and category(ies).
13. Washing method:
.1 number of cleaning machines per tank;
.2 duration of wash/washing cycles;
.3 hot/cold wash.
14. Prewash slops transferred to:
.1 reception facility in unloading port (identify port);
.2 reception facility otherwise (identify port).
(Master should obtain a receipt or certificate specifying the quantity of tank washing
transferred, along with the time and date of the transfer from reception facilities.)
Entry after Mandatory prewash

Rev No. : 0
E. Cleaning of cargo tanks except mandatory prewash operations, final wash, ventilation,
etc.
15. State time, identify tank(s), substance(s) and category(ies) and state;
.1 washing procedure used;
.2 cleaning agent(s) (identify agent(s) and quantities);
.3 ventilation procedure used (state number of fans used, duration of

ventilation)
16. Tank washing transferred:
.1 into the sea;
.2 to reception facility (identify port);
.3 to slops collecting tank (identify port).
(Master’s should obtain a receipt or certificate specifying the quantity of tank

washing transferred, along with the time and date of the transfer from reception
facilities.)
Rev No. : 0
Entry after Cleaning of cargo tanks except Mandatory prewash
Entry after cleaning of tanks except mandatory prewash and washing transferred to
reception facility
Rev No. : 0
Entry after cleaning of tanks except mandatory prewash and washing transferred to
other tank.
Entry after cleaning of cargo tanks by bottom flush except mandatory prewash
F. Discharge into the sea of tank washings
17. Identify tank(s):

Rev No. : 0
.1 Were tank washings discharged during cleaning of tank(s)? If so, at what rate?
.2 Were tank washing(s) discharged from a slops collecting tank? If so, state quantity
and rate of discharge.
18. Time pumping commenced and stopped.
19. Ship’s speed during discharge.
Entry after discharging of washings to sea directly during tank cleaning. This entry is to be made
for each washing discharge into sea, even if mentioned in E 16.1
Entry after discharging of washings to sea from slop or other holding tank.
G. Ballasting of cargo tanks

Rev No. : 0
20. Identity of tank(s) ballasted.
21. Time at start of ballasting.
Entry made after ballasting of cargo tank
H. Discharge of ballast water from cargo tanks
22. Identity of tank(s).
23. Discharge of ballast:
.1 into the sea;
.2 to reception facilities (identify port).
24. Time ballast discharge commenced and stopped.
25. ship’s speed during discharge.
(Master’s should obtain a receipt or certificate specifying the quantity of tank washing
transferred, along with the time and date of the transfer from reception facilities.)
Rev No. : 0
Entry after discharging of ballast water from cargo tank to sea
Entry after discharge of cargo tank ballast water to Reception Facility
I. Accidental or other exceptional discharge
26. Time of occurrence.
27. Approximate quantity, substance(s) and category(ies).
28. Circumstances of discharge or escape and general remarks.

Rev No. : 0
Entry made after accidental or exceptional discharge
J. Control by authorised surveyors
29. Identify Port.
30. Identify tank(s), substance(s), category(ies) discharged ashore.
31. Have tank(s), pump(s), and piping system(s) been emptied?
32. Has a prewash tin accordance with the ship’s Procedures and Arrangements Manual
been carried out?
33. Have tank washing resulting from the prewash been discharged ashore and is the
tank empty?
34. An exemption has been granted from mandatory prewash.
35. Reasons for exemption.
36. Name and signature of authorised surveyor.
37. Organisation, Company, government agency for which surveyor works.
K. Additional operational procedures and remarks
Any Entry with respect to pump failure or missed entry can be made using letter code K
and item code 38.
Rev No. : 0
Entry made later for a missed entry before.

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Chemical Tanker Manual

INTEGRATED MANAGEMENT SYSTEM

CHEMICAL TANKER MANUAL

Issued By: Approved By:

Synergy Maritime Private Limited

Head of Ship Management Team

This publication is the property of Synergy Group. No part of this publication is to be

Table of Content All 1 15-Apr-16

Ch. 6 Carriage of cargoes requiring special

Chapter Title Revision Revision Date

1 Introduction & General terms 2 30-Sep-17

2 Cargo Stowage and Planning 3 14-Dec-18

3 Cargo Handling and Transfer 3 14-Dec-18

4 Tank Preparation 4 14-Dec-18

5 Cargo Custody 2 14-Dec-18

6 Carriage of cargoes requiring special

7 Nitrogen Handling / Inerting and Gas 30-Sep-17

8 Tanks Material and Coating 3 14-Dec-18

9 Maintenance of Cargo Equipment 3 14-Dec-18

11 Wall Wash Test 2 14-Dec-18

Annex I Static Electricity 0 20-Feb-15

Annex II Fosfa List of Acceptable Banned 1 15-Apr-16

Annex IV Ship’s Business 1 15-Apr-16

Annex V Atmosphere Monitoring Equipment 2 14-Dec-18

Appendix 1 Guidelines for the carriage of

Appendix 2 Line Blowing Procedure 0 30-Sep-17

Appendix 3 Entries in Cargo Record Book 0 14-Dec-18

1. INTRODUCTION & GENERAL TERMS

5. Guide to Helicopter/Ship Operations (ICS)

 Alcohols & Carbohydrates: Alcohols may be derived from Hydrocarbons or

Ignition ignition (see also Flash Point).

Clingage means oil or cargo remaining on the walls of a pipe or on the

Systems in a Service Industry.

indicator of the presence or absence of a dangerous vapour.

P & I Club Protection and Indemnity Club

Solidifying Solidifying Substance means a noxious liquid substance

concentration of vapour in air allowable for a period of 15

1.3 DESIGN AND EQUIPMENT

4. Other Substances: Substances indicated as OS (Other Substances) in the

e) long-term human health effects; and

1.3.5 CARGO TANK VENTING AND VAPOUR RETURN SYSTEMS

Accommodation Ventilation & Airlocks

Submerged Centrifugal Pumps

2. Cooling: Some special cargoes require to be cooled during the carriage to

1.3.8 CARGO TANK SENSOR

1.3.9 SAFETY FACTORS OF ELECTRICAL SYSTEMS

2. CARGO STOWAGE AND PLANNING

Voyage Orders Contents:

1. Subject cargo is included in vessel’s ‘Certificate of Fitness’ or has a letter of

CARGOES NOT LISTED IN THE CERTIFICATE OF FITNESS (COF)

 For cargoes required to be stabilized or inhibited, full information of the

2.7.3 SEGREGATION FROM OTHER TANKS LOADED WITH HEATED CARGOES

Operator gives cargo details

(Contact operator and

Non-Reactive with other cargoes No

Cargo can be loaded in ship’s

Review Voyage Condition

Filling limits on heat

Filling limits on design

Filling limits on sloshing

Restriction due to the

Ship’s condition after loading /

Voyage condition satisfied