Approved General Manager

CHEMICAL TANKER MANUAL Date 18.12.2021

Chapter 4.3
Revision 4
Page 1 of 13

4.3 CARGO TRANSFER PROCEDURE and OPERATIONAL CONSIDERATIONS BEFORE CARGO

OPERATION

4.3.1 General

Chemical and Oil tanker has a risk, which may occur during the loading, voyage and unloading. Care should be
paid to minimise, this risk as far as practicable in each cargo handling case, based upon the best knowledge and
technology on the construction and equipment of the ship and the properties of the cargoes intended to carry.

The vessel must comply strictly with all Company, Port and Statutory Regulations when transferring Cargo. The
Chief Officer is responsible for all Cargo Transfer Operations.

4.3.2 Watch Composition

The number of persons required for deck watch keeping shall be determined by the Chief Officer in consultation
with the Master. However each watch shall be under the charge of a qualified deck officer assisted by deck watch
keepers as determined by the Chief Officer. The OOW is responsible for the execution of the Cargo Transfer Plan
under the supervision of the Chief Officer. The Watch Schedule shall be included in the loading discharging plan.

4.3.3 Preperation For Cargo Operation

Cargo Transfer shall be carried out in accordance with the prepared Loading discharging Plan. A complete record
of the Cargo Transfer Operation shall be maintained in the Port Log.

4.3.4 Ship Checks Prior to Arrival

Chief Officer should complete checking and testing of all critical equipments before arrival to loading or discharging
port to ensure all working properly. If there is any malfunctioned, defected abnormality or non conformity, reported
to master immediately before taking the pilot for berthing. In this case, Master should inform the Operation
Manager and consider postpone the berthing till rectify the defect or Non Conformity.

At least the following equipments should be checked 6 hours before taking a pilot for berthing purpose or entering
a canal for berthing purpose.

1. Cargo pumps and ballast pumps,

2. Cargo and ballast valves,
3. Cargo tanks High and High High Level Alarms
4. Cargo monitoring systems ( ullage, temperature, secondary means of PV and alarms, )
5. Cargo loading computer ( stability)
6. Cargo Emergency Stops
7. IGS and/or N2 Generator system ( if fitted)
8. Cargo Heating system
9. Stripping system
10. Vapour Return System and alarms
11. Checking Open condition of cargo lines when loaded with Solidifying Cargoes

4.3.5 Operational Considerations Before Cargo Operations

4.3.5.1 Closing opening in Superstructures and Cargo Tanks

- Before commencement of and during the cargo handling of inflammable and/or toxic cargoes, gas freeing
and tank cleaning, the doors, windows and other openings in accommodation spaces and engine room
should be closed.

- Selected doors may be opened momentarily to permit access but should be closed immediately afterwards.
Doors required to be kept closed should be clearly marked but in no case should doors be locked.
 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 2 of 13

- Normally tanks to be loaded are pre-inspected for cleanliness by an independent surveyor. This can vary
from a superficial visual inspection from the deck, to a very detailed inspection inside the cargo tank in which
bulkheads are wall-washed and thoroughly checked. When a tank is entered for inspection the surveyor
should be accompanied by the responsible officer or a person delegated by him and entry in to the enclosed
space procedure shall be complied with.

- Tanks passed for loading should be tightly secured with all cargo openings closed. Vapour locks, tank
cleaning hatches, manhole hatches and sight hatches shall be examined before each loading operation. If
necessary, appropriate packings and / or gaskets shall be replaced with new ones. THIS OPERATION
MUST BE CARRIED OUT BY PUMPMAN AND / OR BOSUN UNDER CHIEF OFFICER OR
RESPONSIBLE OFFICER CONTROL.

- Silicone can not be used for tightness purpose and strictly prohibited.

4.3.5.2 Fix Cargo Tank Ventilation Fan

If the vessel fitted with fixed cargo tank ventilation system, before loading operation ventilation system
connections to be checked and system should be segregated with blind flange or removing spool piece in
order to prevent Cargo vapour release to the ventilation line. (segregation only with valve is prohibited)
Vapour release to the de-humidifier system via ventilation line may cause severe disaster such as explosion
onboard.

4.3.5.3 Cargo Hose inspection

All Cargo hoses must be inspected before use by visually and meger test (refer to ISGOTT 18.2.6.4 and ISM form
3408) should be carried out before flammable cargo handling and washing .

Before connecting up, hose strings should be examined for any possible defect, which may be visible in the bore
or outer covers such as blistering, abrasion, or evidence of leakage.

When the cargo hoses of the shore installation are used and any defects are found in the cargo hoses, Master
should refuse the use of the defective cargo hoses.

Cargo hoses should always be handled with care and should not be dragged over a surface bended excessively or
rolled in a manner, which would twist the body of the hose. Protection should be provided at any point where
chafing or rubbing can occur. Hose should not be allowed to come in contact with a hot surface such as a steam
pipe.

As the ship rises or falls on account of tide or cargo operations, the hose strings should be adjusted to avoid
excessive strain on the hose and connections
 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 3 of 13

Hoses should have blank flange fitted immediately after they are disconnected from the ship’s manifold.

The flexible cargo hoses should be tested annually according to ISGOTT 18.2.6 with using ISM form 3401

4.3.5.4 Checking Heating Coils

Heating coils for cargo heating should be inspected before the commencement of use to ensure that there is no
defect such as leakage.

Further caution should be paid for the following special equipment provided by the IMO IBC Code.

As for the heating coil in cargo tanks that may contain toxic products, the coil return should be tested not only at
the commencement of heating of a toxic product, but also on the first occasion the coil is used subsequent to
having carried an unheated toxic cargo. In this precaution,” Toxic product” means a product designated as “T” in
“K” column of the minimum requirements of the IBC Code and as well as a product complied with the requirement
of 7 of the IMO IBC Code.

Test Pressure should be at least 1.0 Times of Working Pressure, (if working pressure 8 bars, test pressure will be
8 bars). Working Pressure should be taken from “Tank Heating System Plan” (tank heating system circulation
pump max capacity may be used as working pressure

Heating coil test records shall be kept in ISM form 3405

 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 4 of 13

4.3.5.5 High Level and Overfill Alarms

It is important that high level and overfill alarm systems are fully operational. The alarms should provide audible
and visual indication. Under normal operations, the cargo tank should not be filled higher than the level at which
the overfill alarm is set. (overfill alarm shall not be activated)

High level and overfill alarms must be properly tested according to the manufacturer’s instructions prior to each
cargo operation, whether loading or discharging. During the test tank high level and overfill alarms, warning lights
and audible warnings must be tested.

High level and overfill ( high-high ) level alarms must be kept switched “ON” whole loading and/or discharging
operations including waiting periods, steps, blowing, breaks, foot sampling, analyse period etc. Even waiting time
is not clear level alarms shall be kept switched on till completion of loading and / or discharging. Completion of
loading and / or discharging means completion of all cargo operation including all cargo hoses disconnection. All
tank valves and manifold valves shall be closed and secured before level alarm panel switched off.

Failure of High Level and Overfill Alarms:

Failure to cargo tank and overfill alarms must be considered a serios matter and the company must be
immediately informed.

When failure occured following steps shall be followed

- If applicable, re evaluate alternate loading plan

- Risk assessment to be carried out
- Inform to company
- Inform to terminal (if vessel under operation)
- Inform to charterer
- Inform to administration

Unless above steps followed and clear instruction recieved, no cargo operation shall take a place

Note: this procedure shall be posted in the CCR.

4.3.5.6 Scuppers

Before cargo handling is started, all deck scuppers and any open drains onto the jetty must be effectively plugged
to prevent spilled cargo escaping into the water around the tanker or onto the terminal. Accumulations of rainwater
should be drained periodically. Opened scuppers for the purpose of draining rainwater shall never be left
unattended until scupper plugs are tight and secured immediately afterwards. Contaminated water should be
transferred to a slop tank or other suitable receptacle

4.3.5.7 Spillage Transfer Systems

Means should be provided for the prompt removal of any spillage on deck. Spill equipment should be readily
available at the manifold and there should be an adequate method (spill pumps or dumping arrangements to a
cargo tank or other equally effective means) for the rapid disposal of oil at the aft end of the main deck on both
sides of the vessel.

If the use of a cargo tank or slop tank is not a viable option, an alternative enclosed container with a capacity of at
least 2 m3 should be available for the disposal of spills and oily water from the deck. (transfer to the manifold tray
not acceptable due to spill tray not enclosed container)
 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 5 of 13

Where the vessel is fitted with spillage tanks under the main deck in the cargo areas, these tanks scupper plugs
shall be kept closed (at sea, at anchorage, at any operation,etc) in order to prevent clean water ingress to the tank
(such as rain water, sea water etc). These plugs may be attached with line to open from remotely in the case of
any cargo spillage.

Portable spill pumps should be bonded to the vessel‟s structure to prevent electrical discharge to earth.
Bonding may be made by external means, or by the discharge hose, if this is attached by means of a flanged
connection to the vessel‟s structure. Pumps should also be mounted to prevent movement and subsequent
damage during operation.

Before Cargo operation start, spill pump system to be tested and air should be available at all times during Cargo
operation.

4.3.5.8 Blank Flanges

During cargo handling operation all manifolds not in use must be covered by a jointed blank flange.
Every bolt hole must be fitted with a tightened nut and bolt of appropriate size and material. Any apertures
/connections for thermometers and/or pressure gauges must be securely closed / blanked if not in use.
Cargo lines segregation must be carried out by;
a) Yo yo system or,
b) Taking out spool pieces and blinding flanges or,
c) With spectackle flanges

Double valve segregation is not acceptable for non homogenous cargoes. Also for the tanks, which not will be
loaded /discharged, must be fully segregated from main line and other lines as stated above methods.

4.3.5.9 Earthing

Tanker safety guide chapter 2.11 should be read and followed by the officer in charge.

4.3.5.10 PV system controls / prevention against freezing or blocking of PV valves and lines

PV valves must be checked / tested for free movement prior every operation.
Some kind of cargoes may freeze or block the PV valves. Because of the potential problems of coated flame
screens and blocked vents, these systems should be examined at each scheduled inspection to determine
whether chemical build up is occurring. Safety of personnel must also be considered. Toxic product vapours that
condense or are heavier than air may fall to the deck and endanger personnel. Personnel must wear full protective
chemical suit for PV valve inspection.

a) High Melting Point Cargoes and Solids shipped in molten forms (sulphur, HMD, acedic acid,
phenol) : There are a number of products transported in tank vessels that may plug or freeze flame
screens and, in some instances, vent lines and pressure relief valves in cargo transfer piping. One such
class of chemicals includes solids shipped in molten form, such as sulphur, HMD, acetic acid or phenol.
Vapours from these molten materials rise and can condense and freeze in, PV valves. Plugged lines may
eventually occur if such deposits are not cleaned when they build up.
The portable steam hoses must be used to prevent freezing of PV lines.

Master should be ensuring that following preventions taken:

- Tank must be blanketed with Nitrogen to reduce freezing effect of cargo vapour,
- Portable steam hoses wrapped around the PV valve. Steam hose should be connected to steam line with
a control valve and return of the hose should be directly connected to return line.
- Pressure in tank should be monitored frequently via the secondary system.
- PV valves should be inspected frequently. It must be considered toxic effect of vapour. Vapour of cargo
is heavier than air and may flow down through the PV line. Crew member who inspect the valve should be
well experienced and must wear Full chemical protective suit to avoid accidents

During high melting point (solidifying) cargo operations such as palm oil, taloil etc.
 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 6 of 13

There is a PV line frozen risk same with the molten forms cargoes.
If special attention and checks not performed, cargo tanks may have over pressure or under pressure risk
and structural damage might be occured.

Following notes should be posted in the Cargo Control Room

- cargo tank IG pressure must be strickly monitored during cargo operation, special attention to be paid
during molten or solidifying cargo handling.
- when handling high melting point cargoes, after loading and before arrival to discharge port and after
discharging, cargo lines should be tested (by air / nitrogen) in order to be sure lines not frozen.

b) Monomer cargoes : Another class of chemicals causing similar problems are the monomers, i.e., styrene,
ethyl acrylate, methyl methacrylate, and vinyl acetate. Although these substances are inhibited in the liquid
phase to help prevent self reaction, the vapours are uninhibited and may polymerize (i.e., form chains of
macromolecules from smaller, reactive molecules) on the walls of the vent lines and flame screens. Build
up can occur after several years of service, in some cases much faster. Overfilling of a tank or sloshing of
product in the tank during a voyage can also deposit liquid in the horizontal runs of a vent system; the
liquid will solidify after depletion of the inhibitor.

Before commence discharging, PV line should be tested manually. Cleaning will be necessary if
substantial coating is detected. Build up caused by polymerization may be very difficult to remove;
company should be informed immediately in such cases.

4.3.5.11 Drain Plugs

Drain plugs on manifold trays, bunker overflows drip trays, mooring equipments drip trays etc must be effectively
plugged.
4.3.5.12 Drip Tray

Drip trays should be regularly cleaned and dried after each cargo operation to remove any spillage, which may be
incompatible with another product spilled later. Compatibility of the cargoes should be considered.

4.3.5.13 Sealing the Sea Valves

Sea valves, such as ODME overboard should be lashed and locked.

Annex II underwater line connection/spoolpiece should be highlighted/painted in different colour from the manifold.
After washing of Annx II cargoes, underwater line manifold connection was blanket or if available spool piece
disconnected to prevent accidental discharge of cargo to sea.

4.3.5.14 Solas Secondary System Alarm Settings

Controlled tank venting systems shall consist of a primary and a secondary means of allowing full flow relief of
vapour to prevent over-pressure or under-pressure in the event of failure of one means. Alternatively, the
secondary means may consist of pressure sensors fitted in each tank with a monitoring system in the ship’s cargo
control room or position from which cargo operations are normally carried out. Such monitoring equipment shall
also provide an alarm facility which is activated by detection of over-pressure or under-pressure conditions within a
tank. (IBC 8.3.3)

Vessels equipped with vapour collection systems (Vapour Return Line) must be fitted with a pressure sensing
device that senses the pressure in the main vapour collection line, which:

(a) Has a pressure indicator located on the vessel where the cargo transfer is controlled; and
(b) Has a high pressure and a low pressure alarm that:

(1) Is audible and visible on the vessel where cargo transfer is controlled;
(2) Alarms at a high pressure of not more than 90 percent of the lowest pressure relief valve setting in the cargo
tank venting system; and
 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 7 of 13

(3) Alarms at a low pressure of not less than four inches water gauge (0.144 psig (10 mbar) for an inerted
tankship, or the lowest vacuum relief valve setting in the cargo tank venting system for a non-inerted tankship.
(CFR 46 39.20-13)

In the case of inerted vessels, if pressure sensors are provided as the means of secondary protection, the alarm
settings for the pressure sensors must be set to actuate when the tank pressure reaches 10% greater than the
normal actuation settings of the pressure valves themselves. In the case of the low-pressure settings, the pressure
in a tank should never be permitted to fall below zero and the pressure sensors should be set to alarm above zero.

In the case of non-inerted vessels if pressure sensors are provided, the over-pressure setting should be set to
alarm at 10% greater than the normal actuation settings of the pressure valves, and vacuum side shall be 10%
greater than the pressure at maximum cargo tank discharge capacity.
In all cases, a description of the secondary venting arrangements should be provided, in particular what vents or
pressure/vacuum sensing systems are available on each tank when the main inlet valve to IG/vent main is shut.
Where electronic pressure/vacuum sensors are provided, identify and record whether the alarms are set to operate
at the correct value or some other value.

There are 4 different of alarm available in the fleet vessels

Cargo Tanks Secondary System Alarms

1- Cargo tanks secondary system alarm for positive pressure (¶ to be adjusted to 10% more of the pressure
side opening pressure when VRL not used ¶)
2- Cargo tanks secondary system alarm for vacuum pressure (to be adjusted %10 more of the vacuum
pressure at maximum discharge rate for each tank)

Vapour Collection System (vapour return line) Alarms

3- Vapour collection system high pressure alarm settings (always %80 of the opening pressure)
4- Vapour collection system low pressure alarm settings (If IG system in use +100 mmwg, if IG system not in
use %80 of the opening pressure )

Example:

If PV valves opening pressures

      Pressure : +2000 mmwg
       Vacuum :     -350 mmwg (PV valve instruction booklet shall be reviewed
and pressure at maximum discharge rate shall be defined)
Max unloading Rate for each tank : 200 cbm/hr (ref: VECS manual)
Max allowable cargo tank negative pressure : - 7 kpa = -700 mmwg (ref: VECS manual)
Max allowable cargo tank positive pressure : +24 kpa= +2400 mmwg (ref: VECS manual)

As it is clear from the below graphic that, the vacuum side opening pressure with zero flow is -350 mmwg
However during discharging with maximum capacity (200 cbm / hr) the vacuum pressure can be calculated as -
440 mmwg from the graphics. In this case the vacuum side working pressure must be considered as -440 mmwg
instead of -350 mmwg. So Cargo tanks secondary system alarms for vacuum side shall be calculated based on
vacuum working pressure at maximum discharge rate. But the cargo tank design (Max cargo tank vacuum
pressure) shall always be taken in to the consideration.

PV valve vacuum side flow capacity / opening pressure graphic.

 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 8 of 13

In the light of the above explanations alarm settings shall be adjusted as follows;

1. Operating With Nitrogen / Inert Gas

While using Inert Gas / Nitrogen generator the cargo tank IG pressure shall be kept in positive pressure at all
times. The pressure in a tank should never be permitted to fall below zero and the pressure sensors should be set
to alarm above zero.
As company policy the secondary system vacuum side alarm settings to be set to +100 mmwg. 

In the view of above example, setting values shall be adjusted as below;      

a) Operating With Vapour Return Line

       Vapour collection system alarm settings

       High pressure alarm setting: +1600 mmwg (%80 of the pressure opening pressure)
       Low pressure alarm setting:   +100 mmwg

       Cargo Tanks Secondary system alarm settings

      ¶ High pressure alarm setting: +1600 mmwg (%80 of the pressure opening pressure) ¶
       Low pressure alarm setting:   +100 mmwg
 
b) Operating Without Vapour Return Line

       Vapour collection system alarm settings

       High pressure alarm setting: NA
 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 9 of 13

       Low pressure alarm setting: NA

       Cargo Tanks Secondary system alarm settings

       High pressure alarm setting: +2200 mmwg (%10 more of the pressure opening pressure)
       Low pressure alarm setting:   +100 mmwg

2. Operating without Nitrogen / Inert gas

a) Operating With Vapour Return Line

       Vapour collection system alarms

       High pressure alarm setting: +1600 mmwg (%80 of the pressure opening pressure)
       Low pressure alarm setting:    -280 mmwg (%80 of the vacuum opening pressure. -350 x 0,8=-280 mmwg)

       Vapour collection system alarms

      ¶ High pressure alarm setting: +1600 mmwg (%80 of the pressure opening pressure)
       Low pressure alarm setting:    -280 mmwg (%80 of the vacuum opening pressure. -350 x 0,8=-280 mmwg) ¶
 
b) Operating Without Vapour Return Line

       Vapour collection system alarms

       High pressure alarm setting: NA
       Low pressure alarm setting: NA

       Cargo Tanks Secondary system alarm settings

       High pressure alarm setting: +2200 mmwg (%10 more of the pressure opening pressure)
       Low pressure alarm setting:   -485 mmwg (%10 more of the vacuum opening pressure(-440 x 1,1= -485))

If secondary alarm system (IG) sensor fails;

- Master shall open defect in antbi system

- Master shall inform company.
- A risk assessment shall be carried out and will be sent to the company.
- Master shall await company response and approval for operation

Vessel is not allowed to carry out loading / discharging / inerting operation unless above procedure
complied with

Where the IG sensor fails while loading operation or tanks are loaded or discharging operation, following items
should be included in the risk assessment but not limited with below;

 All crew participating to cargo operation to be informed about the sensor failure,
 A compound pressure gauge to be fitted to tank’s PV line,
 Marking secondary system alarm setting values on the compound gauge with permanent marker
 Frequent control of the gauge value shall be carried out and to be reported to the CCR.
 Consideration shall be taken to reduce maximum permitted loading rate / discharging rate. Reduced
rate shall be considered.
 Where the IG sensor fails in the multiple tanks, vessel shall avoid operating these tanks
simultaneously. These tanks shall be loaded / discharged in the different steps.

4.3.5.15 Preventions Against Over Pressure in Cargo Tanks

Overpressure in the cargo tank, may cause serious structural damages, which maybe resulted with pollution and
fatal injuries. Under the normal circumtanes PV valves works as an air tubes for cargo tanks. If the PV valves can
not work or blocked or exced the venting capacity, atmosphere in the tank shall be compressed dangerously.

Mainly there are 3 reasons of over pressure in cargo tank

 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 10 of 13

- Improper working or non working of PV valve,

- Blocking of PV valve line,
- Exceeding cargo tank individual loading rate ( PV venting Capacity)

During Loading and discharging following additional precautions should be applied to avoid over-pressure in the
cargo tank:

1. PV valves should be manually opened for a few times before operation to ensure proper working,

2. Cargo plan should be prepared as per maximum loading / discharging rate per each tank.

3. While changing the tanks or arranging the valves , Duty Officer should be ensure maximum loading rate not
exceeded, under no circumtances.

4. Manual manometers (such as -100 mbars / +300 mbars) should be installed to PV lines to monitor pressure in
the tank from cat walk. Alarm level values in Manometers scale’s should be marked with red calour for easy
understanding of over pressure.

5. Duty Watchman on deck should check operating tanks pressure by manual manometers and report to Duty
Officer in CCR immediately if pressure exceed the normal working setting of PV( when indicator shows Red
section of scale)

6. Pressure in the all Cargo Tanks should be checked continuously by Cargo Monitoring System and manual
manometer fitted on PV line and both pressure values should be recorded to ısm form 2907_Cargo Tank Pressure
Log Book at every 60 minutes frequency by Duty Officer.

7. Every alarm appeared on Cargo Monitoring system should be recorded to ısm form 2908_Cargo Monitoring
Alarm Log Record and Action Book. It is important that Alarm should be recorded before Acknowledgement the
alarm and all relevant actions should be noted accordingly.

8. Master and Chief Officer should be informed immediately when the pressure in the tank exceed PV valve
working set levels.

9. When pressure alarm set level has exceed , operation to subject tank which alarm received should be stopped
and subject tank’s PV valve should be opened manually. Operation to subject tank should not be resumed without
investigating the reason of PV not worked at the setted pressure level.

WARNING: DURING THE CARGO OPERATION, TURNING OFF “AUDIBLE ALARM (BUZZER)” OF CARGO
MONITORING SYSTEM IS STRICTLY PROHIBITED ON BOARD THE DSM VESSELS!!!
4.3.5.16 Checking Cargo Valves

Junior Officers and other relevant vessel staff are to be actively involved in the planning, cargo-line stetting and
execution of the cargo and ballast operations. When lining up for loading or discharging cargo, the Officer
responsible for cargo work in the cargo control room (CCR) and actual operators of valves must keep close liaison.
The valve operators must confirm which, when and how valves on deck / pumproom are to be opened or shut. The
responsible officer must confirm and indicate such situation on the cargo line diagram, or indication panel (mimic)
in the CCR. On completion of line-up of the cargo system by the valve operator, an experienced officer shall carry
out a secondary physical cross check of the cargo lines, vents and valve settings.

On board vessels equipped with the ‘main cargo line system’ in particular, erroneous operation of valves may lead
to a serious accident. Valve operation must therefore be conducted with great care.

Before starting the cargo operation make sure that all valves are closed and then open the required valves. On
completion of cargo operations all the valves must be confirmed shut. Whether a valve is closed or not must not be
ascertained only because the valve handle has stopped rotating but it must be checked with the indicator on the
valve stand whether it is completely shut.
 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 11 of 13

Just prior to commencing any loading or discharging operation, the ship’s cargo pipelines and valves should be
set as per the required loading plan by Chief Officer and checked, independently, by other personnel.

4.3.5.17 Commencement of Loading Through a Stern Line

Before commencing loading through a stern loading line, the dangerous area extending not less than 3 metres
from the manifold valve should be clearly marked and no unauthorised personnel should be allowed within this
area during the entire loading operation.

A close watch should be maintained for any leakage and all openings, air inlets and doors to enclosed spaces
should be kept tightly closed.

Fire fighting equipment should be laid out ready for use in the vicinity of the stern loading manifold

4.3.5.18 Pre Cargo Transfer Conference

A pre transfer conference must be held between the Person In Charge of the Transfer Operation at the Terminal
and the Chief Officer. Following procedure to be complied with;

1. Ship/Shore Safety Checklist to be completed

2. Local and terminal regulations to be ascertained and followed
3. Agreement to be made with the terminal representative about signals to indicate stand-by, start operation,
slow down and stop operation.
4. When shore-supplied nitrogen is to be used for inerting cargo tanks, handling procedure to be agreed.
5. The sequence of cargoes and pumping rates to be agreed.
6. Ship or shore will order pumps to be stopped on completion.
7. Emergency shutdown procedures, and action to be taken in case of fire or other emergency, have been
agreed.
8. If an insulating flange is used in the hose connection, its insulation has not been impaired.

4.3.6 Pressure Surge and Hammering

The incorrect operation of pumps and valves can produce pressure surges in a pipeline system.
These surges may be sufficiently severe to damage the pipeline, hoses or metal arms. One of the most vulnerable
parts of the system is the ship-to-shore connection. Pressure surges are produced upstream of a closing valve and
may become excessive if the valve is closed too quickly.

They are more likely to be severe where long pipelines and high flow rates are involved. Where the risk of
pressure surges exists, information should be exchanged and written agreement reached between the ship and
the terminal concerning the control of flow rates, the rate of valve closure, and pump speeds. This should include
the closure period of remotely controlled and automatic shutdown valves. The agreement should be included in the
operational plan.

4.3.6.1 Effective Valve Closure Time

In order to determine whether a serious pressure surge is likely to occur in a pipeline system, the first step is to
compare the time taken by the valve to close with the pipeline period.

The effective closure time, i.e. the period during which the rate of flow is in fact decreasing rapidly, is usually
significantly less than the total time of movement of the valve spindle. It depends upon the design of the valve,
which determines the relationship between valve port area and spindle position. Substantial flow reduction is
usually achieved only during the closure of the last quarter or less of the valve port area.
Valve closure time test shall be done by Chief Officer at 3 monthly intervals as per PMS

4.3.6.2 Reduction of Pressure Surge Hazard

If, it is found that the potential total pressure exceeds or is close to the strength of any part of the pipeline system,
it is advisable to obtain expert advice. Where manually operated valves are used, good operating procedures
 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 12 of 13

should avoid pressure surge problems. It is important that a valve at the end of a long pipeline should not be
closed suddenly against the flow and all changes in valve settings should be made slowly.

4.3.6.3 Limitation of Flow Rate to Avoid the Risk of a Damaging Pressure Surge
In the operational context, pipeline length and, very often, valve closure times are fixed and the only practical
precaution against the consequences of an inadvertent rapid closure is correct operation of the valves and/or to
limit the linear flow rate of the oil to a maximum value related to the maximum tolerable surge pressure.

4.3.6.4 Valve Operation and Settings

1. Keeping Valves Closed: All cargo system valves, ballast and vent valves when not in use must be kept
closed.
2. Manifold Valve: Manifold valve must be opened last – just before the transfer beings. If the transfer is
stopped, even for a short while, the manifold valve must be closed.
3. 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.
4. “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.
5. 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.
6. Close & Open vessels slowly to avoid pressure surge in pipelines
7. Hammering is dangerous for crew safety, damage to lines / valves, specially loading high density Cargo
and during balast tank change. In order to prevent hammering following procedure to be followed;
When loading changing tanks
- open drop and line valves of tanks to be loaded
- open manifold valve
- close manifold valve for tanks to be stop
- close drop and line valves of tanks to be stop

When Ballasting / deballasting and required to change ballast tank for operation please see below
examples;

1. If you ballasting of the 1w tanks and required to close 1w and start other tanks such as 2 w ballast
tanks
-close the sea suction valve (wait around 20 seconds, you will stop fluid flow)
-close the 1w ballast valve
-open the 2w ballast valves
-open the sea suction valve

2. If you deballasting of the 1w tanks and required to close 1w and start other tanks such as 2 w ballast
tanks
-close the 1w ballast valve
-open the 2w ballast valve

General Principal is;

- to close valve, which is closest one to the water source, where flow started.
- using of remote controlled cargo valve to be avoided as first closing (fast closing of valve may cause
hammering). Where possible manifold valves to be used first, for tank changing, due to they are numerous
turn for closing to avoid hammering.

During Cargo Loading operation, closing manifold valve prior stop loading may cause pressure surging in the
pipelines. Before closing manifold valve loading should be stop by the terminal

4.3.7 Type of Venting System

Refer to IBC Code there are two tank venting system as follows;
 Approved General Manager
CHEMICAL TANKER MANUAL Date 18.12.2021
Chapter 4.3
Revision 4
Page 13 of 13

• An open tank venting system is a system which offers no restriction except for friction looses to the free
flow of cargo vapours to and from the cargo tanks during normal operations. An open venting system may
consist of individual vents from each tank, or such individual vents may be combined into a common
header or headers, with due regard to cargo segregation. In no case shall shutoff valves be fitted either to
the individual vents or to the header.

• A controlled tank venting system is a system in which pressure and vacuum relief valves or pressure /
vacuum valves are fitted to each tank to limit the pressure or vacuum in the tank. A controlled venting
system may consist of individual vents from each tank or such individual vents on the pressure side only
as may be combined into a common header or headers, with due regard to cargo segregation. In no case
shall shutoff valves be fitted either above or below pressure or vacuum relief valves or pressure/vacuum
valves. Provision may be made for bypassing a pressure or vacuum relief valve or pressure/vacuum valve
under certain operating conditions provided that the requirement of IBC Code 8.3.6 is maintained and
there is suitable indication to show whether or not valve is bypassed.

Controlled tank venting system shall consist of a primary and a secondary means of allowing full flow relief of
vapour to prevent over-pressure or under-pressure in the vent of failure by means. Alternatively the secondary
means may consist of pressure sensors fitted in each tank with a monitoring system in the ship’s Cargo Control
Room or position from which cargo operations are normally carried out. Such monitoring equipment shall also
provide and alarm facility which is activated by detection of over-pressure or under-pressure conditions within a
tank.