Approved General Manager

CHEMICAL TANKER MANUAL Date 22.07.2022

Chapter 4.4
Revision 2
Page 1 of 8

4.4 CARGO LOADING

4.4.1 Connection of Cargo Hoses and Loading Arms

Cargo hose or loading arm to be connected under supervision of the officer.

All bolts and nuts to be fixed in the flanges.
Proper personal protective equipment (gloves, helmets, goggles) shall be worn while connecting or disconnecting
the cargo hoses. MSDS to be consulted and where required breathing appratus, face shield, full chemical suit etc
to be worn.

As well known, loading arm is very heavy and able to move due to its nature. Due to its weight, after the
connection there will be high tension in the connection, which may be resulted with damage on the manifold
system and pollution. In order to prevent excessive stress above the connection, loading arm jack should be
properly fixed to the vessel as support. In the case of failure of fixing arm jacks, Master shall contact with company
and not start cargo operations.

Some times vessel may need to use reductions for shore connection. Please consider the below items about
manifold connections with using reducer,

1. Vessel shall avoid using sumultaneously reducer to reach the cargo arm/hose connection size.

2. In these case of using sumultaneously reducer, you should inform company and should make co-
operation with loading master and ask him to safe operation confirmation.

3. On the other hand, when the reducer lenght is increased by using of multible reducers, do not forget to
consider extra excessive cantilever force.

4. Vessel should be properly supported the reducers to avoid exerting excessive cantilever force to prevent
any manifold damage and incident.
 Approved General Manager
CHEMICAL TANKER MANUAL Date 22.07.2022
Chapter 4.4
Revision 2
Page 2 of 8

4.4.2 Loading Rates

Maximum allowable rate for each tank should be posted in the CCR.
Maximum loading rate should be checked from VECS manual depending vapour density of the cargoes.

Commencement of loading should be slow and, before the full loading rate is used, both ship and shore must be
satisfied that the lines are correctly set and that there is no leak in the system. At the begining of operations
(loading/discharging) till the rate reach to maximum , offshore side of manifold shall be checked by
additional crew and be sure that there is no leakage at offshore side of manifold at the initial stage. At the
start of loading, and at regular intervals throughout the process, a check should be made that cargo is not leaking
anywhere.

Should leakage occur from a pipeline, valve, hose or metal arm, operations through that connection should be
stopped until the cause is ascertained and the defect is remedied.

Should a burst occur in a pipeline, hose or metal arm, or if an overflow occurs, all cargo and bunker operations
should be stopped immediately and a state of emergency declared should remain in force until it is considered that
all danger of fire or explosion is passed.

Instant loading rate shall never exceed, permitted maximum loading rate for each tank in any stage. Sufficient
number of the cargo tanks will be open or loading rate shall be reduced where appropriate

For the cargoes, static accumulator, additional precautions are required. Please refer to static accumulator
cargoes section.
 Approved General Manager
CHEMICAL TANKER MANUAL Date 22.07.2022
Chapter 4.4
Revision 2
Page 3 of 8

Cargo Transfer Rates and Quantity in each tank monitored at regular intervals not exceeding 2 hours and BM / SF
shall be monitored.
4.4.3 Topping Off

Care must be taken as tanks become full, especially when loading a product into more than one tank
simultaneously, due to the increased risk of an overflow while topping off. High level alarms and tank overflow
control alarms are safety critical items, and loading should be stopped if it is suspected that either is not working
correctly.

The responsible officer must ensure that tanks that have been topped off are properly isolated from tanks still
being loaded.

Cargo tanks which have been topped off should be checked frequently during the remaining loading operations to
detect changes in liquid level, and to avoid an overflow.

Topping off and cessation of loading

- When topping off into final tank the terminal should be requested to reduce the loading rate sufficiently to
permit effective control of the flow.
- During loading the flow should be controlled by the use of shore valve or shore pumps
- The necessary operations of ship’s valves should be done with the greatest care to avoid shutting off
against the shore and subjecting the pipelines and ship / shore connections to excessive pressure from
surge
- When the shore is required to stop loading, a responsible ship’s officer should give the pre-arranged signal
to the terminal operator in ample time.
- The shore control valves should be closed before the ship’s valves are closed.
- In an emergency, of the shore valves cannot stop the flow in reasonable time it may be necessary to close
the ship’s valves to prevent overflow

In the case of any Cargo tank reached to overfill alarm level, the Cargo operation shall be stoppped and
Cargo shall be transferred in to the suitable tank.

CHIEF OFFICER SHOULD ARRANGE THE LOADING PLAN TO AVOID ACTIVATING OF HHL ALARMS
UNDER NO CIRCUMTANCES DURING THE LOADING, VOYAGE AND DISCHARGING. HE SHOULD BE
AWARE THAT REACHING THE OVERFLOW ALARM LEVEL MAKES A SAFETY DEVICE INOPERATIVE.
HE SHOULD CONSIDER EXPANTION RATIO/ THERMAL EXPANSION OF CARGO DUE TO HEATING BY
ENVIRONMENTAL CONDITIONS.

4.4.4 Completion of Loading

When loading of a product is completed, the relevant manifold valve on the ship and the shore should be closed.
This will provide separation of the ship and the shore system from a failure or unexpected action in the other.

After completion of loading, cargo hoses and arms should be cleared as agreed, and should only be disconnected
from the manifold after they have been drained of cargo residues and relieved of any pressure

4.4.5 Simultaneous Handling of Cargo Parcels

The number of grades which can be handled at once depends on the stowage, grades, separation required,
aggregate loading rate and various other factors, and must be kept to a number which can be handled safely and
conveniently. When circumstances permit loading more than one parcel at a time, they must be commenced
separately. The first must be allowed to proceed for a reasonable period before commencing the second and the
tanks must be checked for leakage before starting the next parcel; the same precautions must be taken before
commencing subsequent parcels. Prior to accepting first grade, if possible line samples should be taken.

• When simultaneous loading is executed, it is necessary to check hull condition at each stage of operation
 Approved General Manager
CHEMICAL TANKER MANUAL Date 22.07.2022
Chapter 4.4
Revision 2
Page 4 of 8

• In the final stage of loading, loading operation should be slowly controlled so that topping off is done by one tank
at a time and not simultaneously.

4.4.6 Adding Substances to the Cargo

Before adding any substance to the cargo, approval from Charterers and Office must be obtained. 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

¶Fuel dyes are dyes added to fuels, as in some countries it is required by law to dye a low-tax fuel to deter its use
in applications intended for higher-taxed ones. Untaxed fuels are referred to as "dyed", while taxed ones are called
"clear" or "white".

Aviation gasoline is dyed, both for tax reasons (avgas is typically taxed to support aviation infrastructure) as well
as safety (due to the consequences of fuelling an aircraft with the wrong kind of fuel).

Types of dyes

The dyes used have to be soluble in the fuels they are added to and therefore in  hydrocarbon-
based nonpolar solvents ("solvent dyes"). Red dyes are often various diazo dyes, e.g., Solvent Red 19, Solvent
Red 24, and Solvent Red 26. Anthraquinone dyes are used for green and blue shades, e.g., Solvent Green
33, Solvent Blue 35 and Solvent Blue 26.

Only a few refineries worldwide still use powder dyes for colouring fuels, as although they are lower cost per active
molecule of dye chromophore than the modified forms, they have significant handling issues and health and safety
issues that inherently arise from the handling of azo dyes (reds/yellows/green mixes). It is advantageous to mix a
liquid with a liquid instead of handling powdered dyes into a liquid.

Liquid fuels blending (producing automotive and aviation grades of gasoline, kerosene, various aviation turbine
fuels, and diesel fuels, adding dyes, detergents, antiknock additives, oxygenates, and anti-fungal compounds as
required). Shipped by barge, rail, and tanker ship. May be shipped regionally in dedicated pipelines to point
consumers, particularly aviation jet fuel to major airports, or piped to distributors in multi-product pipelines using
product separators called pipeline inspection gauges ("pigs").¶

4.4.7 Line Draining

On completion of loading, the ship’s cargo deck lines should be drained into appropriate cargo tanks to ensure that
thermal expansion of the contents of the lines cannot cause leakage or distortion.
The hoses or arms, and perhaps a part of the pipeline system between the shore valve and the ship’s manifold,
are also usually drained into the ship’s tanks. Sufficient ullage must be left in the final tanks to accept the cargo oil
drained from hoses or arms and ship or shore lines.

On completion of discharge, the ship’s cargo deck lines should be drained into an appropriate tank and then
discharged ashore.When draining is complete, and before hoses or arms are disconnected, the ship’s manifold
valves and shore valves should be closed.

4.4.8 Clearing of Hoses and Arms

If line, hoses or arms have to be cleared to the shore using compressed air or inert gas, 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:

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

 Approved General Manager
CHEMICAL TANKER MANUAL Date 22.07.2022
Chapter 4.4
Revision 2
Page 5 of 8

There must be adequate ullage in the reception tank.

To ensure that the amount of compressed gas or inert gas is kept to a minimum, the operation must be stopped
when the line has been cleared.
The inlet to the receiving tank should be located well above any water that may be in the bottom of the tank.
The line clearing operation must be continuously supervised by a responsible

If nitrogen is used to clear the cargo hose after loading a cargo treated with an inhibitor that depends on oxygen,
care should be taken to minimise the volume of nitrogen entering the cargo tank. Not only may bubbling the
nitrogen through the liquid in the tank deplete the dissolved oxygen and affect the inhibitor by requiring it to take
oxygen from the atmosphere
in the ullage space, but it is also possible that excessive nitrogen will linger in the ullage space.

4.4.9 Clearing of Shore Pipelines

When, after completion of a product, the shore pipelines are to be cleared by the use of air or inert gas (blow
through) or by use of a line scraper (pigging), the responsible officer must ensure that there is sufficient space in
the tank or tanks to accommodate the quantity of product in the shore pipeline, otherwise cargo overflow from a
tank may occur.

Blowing through or pigging could cause an increase in pressure, and the responsible officer must monitor the
operation carefully in order to avoid tank overpressurisation. The risk of large volumes of nitrogen or air, that has
been under pressure in the shore line, escaping into the cargo tank must be taken into account. During a line
clearing operation it is important that terminal staff react promptly when the scraper is caught in its trap, in order to
avoid all the compressed propelling gas entering a loaded cargo tank.

4.4.10 Clearing of Ship’s Cargo Pipelines

The clearing of hoses and loading arms to the ship using compressed air should not be undertaken due to the
risks of:
- Static charge generation.
- Compromising inert gas quality.
- Over-pressurisation of tanks or pipelines.
- Oil mists emanating from tank vents.
- Due to striping quantity

4.4.11 Pigging
At some installations the landline from tank farm to jetty manifold or part of it are pigged.

Extensive structural damage incidents occured in the World as a result of overpressure in the liquid cargo tanks
during loading operations. These incidents often occur during the loading operation phase when shore pipelines
are being cleared, either by line blowing or by pigging. Pigging is very specific and dangerous operation, when not
handled properly

Pigging is a form of line clearing in which an object, most often in the form of a rubber sphere or cylinder and
known as a ‘pig’, is pushed through the line by a liquid or by compressed gas. A pig may be used to clear the line
completely, in which case it will usually be propelled by water or by compressed gas, or to follow a previous grade
to ensure that the pipeline remains as free of product as possible, in which case it is likely to be propelled by the
next grade.

A common arrangement for catching the pig is for the shore terminal to provide a pig receiver, which is mounted
outboard of the ship’s manifold, and from which the pig may be removed.
 Approved General Manager
CHEMICAL TANKER MANUAL Date 22.07.2022
Chapter 4.4
Revision 2
Page 6 of 8

A pressure of about 2.7 bar (40 psi) is considered to be the minimum necessary to drive the pig, but pressures of
up to 7 bar (100 psi) may be used.

Planning and Responsibilities

Pigging operation should be carefully planned, well in advance. The details of the plans and risks must be
discussed with all crew in charge, both on the ship and at the terminal and the manner in which responsibility is to
be shared between the ship and terminal must be agreed.

The Master or Chief Officer should ensure that ship’s personnel assigned duties during the cargo operation are
made aware of the hazards associated with pipeline clearing operations. A pre-cargo operation meeting between
personnel responsible for the operation from ship and terminal should confirm all critical interface parameters,
including those important in the pipeline clearing operations. Risk assessment should be issued and shared in the
operation meeting with all crew and terminal representative.

Hazards to be aware of
- pressure surges in line
- tank overpressurization
- dramatic increase in the filling rate
- cargo tank overflow due to excess Cargo
- cargo tank overflow due to entry of compressed gas

Parameters to be discussed in pre-cargo operation meeting:

- stages at which the line clearing will be carried out

- notice period required by the ship prior to line clearing operations
- propelling medium to be used
- length and size of the shore line
- time required for a pig to travel along the line
- pressures and venting capacity of the ship’s reception tank
- volume of residual cargo in the line and the amount of ullage space available in the ship’s reception tank
- capacity of the vapour return line to shore
- amendments to the cargo operation plan as a result of pipeline clearing operations, including volumes
available for topping off
 Approved General Manager
CHEMICAL TANKER MANUAL Date 22.07.2022
Chapter 4.4
Revision 2
Page 7 of 8

- communication routines during the entire operation

Precautions and procedures

At the commencement of loading, and at each change of watch or shift, the Responsible Officer and the Terminal
Representative should each confirm that the communications system for the control of loading is understood by
them and by the personnel assigned duties during the cargo operation.
Precautions and procedures requiring special awareness by the ship’s personnel are presented below. During the
operations, there should be continuous and direct communication between the terminal and the ship until the
operation has been completed and all valves have been closed.

Precautions and procedures requiring special awareness by the ship’s personnel:

- avoid using tanks that that are loaded close to 98% as reception tanks for line clearing
- add a safety margin when estimating required ullages for reception tanks, this to take account of the
potential for inaccurately declared “pigging quantities”
- consider to include provisions for a standby cargo tank to be lined up and ready to be opened
- keep manifold valves closed during idle periods
- ensure that the vapour return line to shore is open during the operation (when available)
- throttle the main manifold valve as required
- monitor the manifold pressure closely
- monitor the available amount of cargo tank ullage space and pressure in tank
- during freezing weather conditions, inspect tank vents (P/V valves) at regular intervals
- close manifold valves immediately (in agreement with the terminal) once a pig has reached its
receiver/trap, this to avoid compressed propelling gas entering a loaded cargo tank
- report immediately any abnormalities or deviations from existing procedures

Precautions and procedures during cargo operations should ensure that all ship manifold valves are kept closed
unless specific operations that require open valves are ongoing, that each operation is continuously monitored by
responsible personnel, and that there is direct communication between the terminal and the ship until operations
have been completed and all valves have been closed.

On completion of the pigging operation, the terminal should positively verify that the pig has arrived. Any residual
pressure in the shore line must then be bled-off before opening the pig trap or disconnecting cargo arms or hoses.

Personnel at the receiving end should be aware that there may be sediment in the pig receiver unit and there should be means
in place to deal with this, for example rags, absorbent material and drums.

4.4.12 Disconnection of Cargo Hoses and Loading Arms

- After the completion of the cargo loading / unloading, all cargo valves involved should be closed.

- Cargo hose or cargo arm should be blow to the ship or shore tanks with nitrogen or air where appropriate

- Disconnection must only take place after draining of cargo residues and relief of any pressure.

- After completion of the above items check of the valves closing, cargo hose or cargo arm between ship
and shore free from residues or pressure, cargo hoses should be taken off.

- Leaked cargoes at taking off the cargo hoses should be collected into the cargo pans.

- Personnel engaged in hose disconnection should wear protective equipment appropriate to the hazard of
the cargo involved which, for a highly toxic cargo, will include a full chemical resistant suit and breathing
apparatus.

- Ship’s manifold and shore cargo hose or arm should be blanked

 Approved General Manager
CHEMICAL TANKER MANUAL Date 22.07.2022
Chapter 4.4
Revision 2
Page 8 of 8

4.4.13 Cargo Precautions During Voyage

Cargoes carried by a chemical tanker differ widely in characteristics and mode of handling, and thus in the care
they require during transit. During the voyage, attention must be paid to these special needs of cargoes.

Inert gas capacity should be sufficient for the entire voyage. If stored nitrogen is relied upon, it must be confirmed
prior to sailing that the ship has sufficient nitrogen on board to be able to comply with the inerting requirements.

Regular checks on tank contents should be made to detect an unexpected change in liquid level.

While carrying heating cargo, cargo temperature should be daily observed and to be recorded to company sms
form no 3201.

Some cargoes are liable to self-react under certain conditions. Cargoes that may self-react should be monitored
daily in order to detect any abnormal behaviour at an early stage. Unexpected changes of temperature are an
important early indicator of a possible self-reaction, and attention should be given to ensuring that any required
heating does not cause part of the cargo to become overheated. Crystallisation of inhibited liquid cargoes
can lead to depletion of inhibitor in parts of the tank's contents (because the inhibitor does not crystallise as well),
and subsequent remelting of the crystals can thus yield pockets of uninhibited liquid, with the risk of starting
dangerous self-polymerisation.

With inhibited cargoes, the precautions and limitations described in the inhibitor certificate should be carefully
observed. If control of the tank atmosphere is being used, ullage spaces should be monitored regularly to ensure
that the correct atmosphere and overpressure are being maintained. Most inhibitors are not themselves volatile, so
they do not vaporise with the cargo and are unlikely to be present in cargo vapours. Therefore, polymerisation may
ocur where cargo vapours condense. Such places as inside vent valves and flame arresters should be regularly
inspected, and any blockage by solid polymers promptly cleared.

Vent lines may become blocked due to solidified cargo. Such lines must be carefully checked and drained as
required to prevent blocked vent lines

When carrying vegetable oil cargoes, tank bottom must be checked for sedimentation / gum and same is to be
cleared prior arrival by recirculation

Adjacent double bottom, void spaces must be routinely checked for leakage

Follow purging routine for cargo pumps as per makers recommendation

4.4.14 Hydrocarbon And Toxic Gas Monitoring

During the cargo handling of products having properties of flammable and/or toxic products designated as” T” in
the IBC code; gas detecting should be regularly carried out in which dangerous gas concentration may be
accumulated, such as the machinery spaces, cargo pump room, accommodation spaces manifold area etc.

Leakage of cargo from the cargo tanks into the permanent ballast tanks or void spaces can create a potentially
serious pollution problem. Structural failure at known weak points therefore requires monitoring.

The Atmosphere in Each Double Bottom /Void Space and Spaces adjacent to cargo compartments should be
monitored for Hydrocarbon Content Regularly during the Loaded Passages At Least Once a Week.

As a back up, a system of sounding round all spaces is to be employed. This system may be established as part of
the daily sounding routine. During the ballast voyage the cargo spaces are to be checked for the ingress of water
from the ballast tanks.