Oil Tanker Operations

Those in the tanker industry are familiar with methods for describing the vessels. For example: Very
Large Crude Carriers (VLCC) – which range between 150,000 – 320,000 deadweight tons. Large
crude oil tankers can carry in excess of 2,000,000 barrels of oil and even a vessel of 120,000
deadweight tons may be considered a modest size tank vessel today.

Suezmax and Aframax tankers – which range between 75,000 - 150,000 deadweight tons. Their
smaller size allows for greater flexibility in the ports called.

Product tankers – the larger ones being around 60,000 – 90,000 deadweight tons while the smaller
so called “handy” sized vessels load between 20,000 and 50,000 tons. Product tankers are used to
carry refined products from oil refineries to the markets/consumer facilities. Specialized parcel
tankers with stainless steel tanks and segregated pumping systems allow for the carriage of a variety
of sensitive liquid cargos while reducing the risk of commingling and contamination.

There are other tanker types. For example, a replenishment tanker is used for refuelling ships at sea
and old non-operational oil tankers may be used as floating oil storage units.

The largest tankers are unable to berth in port and must load and discharge at offshore platforms.
Vessels can load at very fast rates and can easily turnaround in port in less than a day. Tankers are
also fitted with special systems, not found on dry bulk ships, such as IGS (inert gas systems) and
COW (crude oil wash). Obviously, there are pronounced environmental regulations that crew and
shore side staff must be concerned with.

The tanker market has historically been dominated by the oil majors (Exxon, Shell, BP, etc.) as well as
large state owned oil companies such as Saudi Aramco, Pemex, and others. Like Amoco, many of
these majors owned large fleets of vessels (their proprietary fleet) which were supplemented by
chartering tankers owned by independent tanker owners. In recent years the trend is for the oil
companies to reduce their proprietary fleets and rely more on vessels owned by independents.

So tankers and the tanker trades are special. However, a tanker is after all a ship and tanker owners
are routinely tasked with the same concerns that their dry cargo counterparts must address, such as
crewing, maintenance, dry-docking, insuring, chartering, etc. Nevertheless, the special nature of
tankers – as outlined above – present unique concerns.

Major oil companies such as Shell Oil, Exxon Mobil, and BpP (among others) own and operate large
fleets of crude oil and product tankers.

transported. Each cargo tank is equipped with the Wärtsilä Svanehoej variable speed deepwell pump
with a capacity of 550 m3/h at 90m liquid column. Loher 174 kW explosion proof motors are sited
on the trunk top and drive the pumps using Cardan shaft.

Oil tanker more safety guideline: The operation of modern oil tankers involve numerous
complexities and careful consideration will need to be made for various shipboard activities. Our site
is a quick guide to finding tanker vessel operation related information.

Ship-to-ship transfer / Operational guideline and check item for oil tankers

Ship-to-ship (STS) transfer is an operation where crude oil or petroleum products are transferred
between seagoing ships moored alongside each other. Such an operation may take place when one
ship is at anchor or when both are underway. In general, the expression includes the approach
manoeuvre, berthing, mooring, hose connecting, safe procedures for cargo transfer, hose
disconnecting and unmooring.

Prior Ship-to-Ship operation reference should be made to the vessel’s ship specific STS Plan. Risk
Assessment is to be undertaken in accordance with the STS Plan. STS locations shall be individually
risk assessed and the assessment approved by the management office.

Where such an operation is expected the Master will be advised in advance. Before agreeing to a
ship-to-ship transfer operation the Master must satisfy himself that all appropriate safety
precautions have been taken and are in force on the lightering vessel as well as his own vessel.
Procedures and checklists detailed in the ISGOTT Manual and the OCIMF Ship-to-Ship Transfer Guide
are to be followed on both vessels involved.

All mooring, transfer and safety equipment for STS transfer must be checked and prepared ready for
use prior to arrival. During in-port ship-to-ship transfer operations a specialist Supervisor may
sometimes be appointed to the ship. The Master must be in no doubt that this appointment in no
way relieves him of his responsibility for the safety and security of his vessel and cargo.
If a Vapour Emission Control (VEC) system is to be used by vessels during a ship-to-ship transfer
operation this must be done in accordance with, and having a full regard to the provisions of ISGOTT.
If the Master considers that a proposed STS transfer operation is either unsafe or unnecessary, it
must not continue and the Company is to be advised immediately.

Tanker operation : Use of inert gas system

What is Inert Gas? It is a noble gas that does not undergo a chemical reaction with any substances.
This non-active characteristic of inert Gas makes it the perfect medium to prevent cargo explosion
on vessels.

Vessels carrying cargos that produce hydrocarbon vapors require an inerting solution to eliminate
the risk of explosions and fires in cargo tanks ( crude oil tankers, chemical tankers, product tankers,
gas carrier, etc.). Inert Gas System is used to keep the oxygen content below 8%, a standard set by
the International Maritime Organisation ( IMO ). The system offers a combustion solution that
creates inert Gas out of the burning process that contains less than 8% oxygen and a non-explosive
atmosphere in the cargo tanks. Fire needs oxygen, heat, and fuel to burn. Removing one of the
elements in this fire triangle will prevent fire. The fundamental aspect of introducing inert Gas to any
compartment that contains a mixture of hydrocarbon gases is to remove the oxygen content. The
system, therefore, minimizes the risk of explosion.

Inert Gas (IG) piping Fitted on all tankers over 20,000 dwt and all tankers fitted with crude oil
washing (COW) systems. IG piping is usually large diameter low-pressure mild steel, with smaller
diameter branch lines. The internal surface of inert gas piping does not usually corrode. The external
surface is painted but will corrode if the paint coating deteriorates. Using the inert gas system on
board tankers required some careful consideration. Below guideline should be followed when
operating the inert gas system

During Operation Of Inert Gas System (IGS)

The oxygen content of the Inert Gas (also called IG) supplied to cargo tanks should be 5% or less.
However, it is to be noted that too little content of oxygen in the IG would introduce other
impurities into the cargo tanks. During the operation of the Inert Gas system (IGS), the automatic
Recorder for Oxygen (O2) and IG Pressure on the mainline must be operational. The details of the
start of operation (such as discharge at XXX port, date and time of mark, etc. should be noted on the
recording) Before the start of the IGS, ensure safety confirmation as per the Operational Record. The
inspection of the deck seal and PV breaker must be confirmed in good condition. Also, the status of
the alarm, indication, and proper operation and sequence of related equipment must be observed.
Inert Gas system (IGS) layout

Prior arrival discharge port, follow the company's designated Tanker Discharging Checklist for IGS
preparation and checks/tests. For the operation of the IGS and precautions, refer to IGS operation
makers manual, which is provided to each vessel. Starting in Inert Gas System before entering
discharge ports of environmentally sensitive nature, where the air pollution and scrubber discharge
flushing could interfere with the ecosystem, the Inert Gas System should be run before embarking
the harbor pilot at the time of entering the port. It is done so that the IGS plant can settle down &
avoid dark funnel smoke emissions on start-up.

Cargo Discharging Operations

Operate and test the IGS before arrival at the discharge port. Ensure that O2 level in all cargo oil
tanks is less than 8% (preferably less than 5%) using Double Hull (D/H) Operational Record - Voyage
record of COT Oxygen / H2S content. Also, the cargo tank pressure shall be reduced to minimum
positive IG Pressure (pressure minimum 100 mmAq.) Before starting of Discharge Operations, re-
confirm all cargo Tank openings are tightly closed (e.g., Vapor locks used for tank gauging, etc.).
Cargo tank IG supply valves should be correctly set, before starting IG on deck (i.e., opening IG main
supply valve). The individual Cargo Tank IG valve key is to be kept within the control of the Chief
Officer.

Monitor the cargo oil tank O2 level, Pressure parameters, and Temperature throughout the cargo oil
discharge operations. During discharging, the monitoring of the cargo tanks not connected to the IGS
shall be done carefully and more frequently. Watch the Temperature. (in case of heated cargoes) On
completion of cargo discharge and before shutting down the IGS, increase the IG pressure in all oil
cargo tanks sufficiently. (Allow for cooling down of Temperature inside cargo tanks).

During Ballast Voyage

Maintain the cargo oil tank pressure in all cargo oil tanks at a minimum 100 mmAq during the ballast
voyage. Start IGS plant if required to raise tank pressure. However, if the Temperature was raised
sufficiently at the discharge port, the above may not be generally necessary. Be aware that during a
sudden drop in the ambient Temperature, it may cause air to enter the cargo oil tanks through the
P/V valves, increasing the O2 level, thereby causing an explosive atmosphere inside the cargo tanks.
Leave individual cargo tanks IG supply valves open during the ballast voyage and monitor the IG
main line pressure from the cargo control room or the bridge.

Product tanker STENA PARIS

Cargo Loading Operation

Ensure that the O2 level in all cargo oil tanks is less than 8% and that the tank pressure is minimum
100 mmAq upon arrival at load port, using Double Hull (D/H) Operational Record Voyage record of
COT Oxygen / H2S content. In specific ports, the maximum oxygen content of Inert Gas in the cargo
tanks maybe 5% to meet particular safety requirements, such as the operation of a vapor emission
control system. In such cases, follow terminal requirements. For special requirements for arrival tank
atmosphere conditions and limitations, prior loading, follow applicable local port/terminal
requirements. It is not required to operate the IGS during cargo oil loading operations.

Secondary Venting

The subject of secondary venting and the capacity of the equipment is occasionally questioned by
vetting inspectors. Vessels fitted with the Full Flow PV / High-Velocity Vent Valve(HVVV) comply with
the requirements as required by SOLAS Chapter II-2 Regulation 11, Sections 6.3.2, 6.3.4 & 6.4. The
primary venting system on vessels is via IG main mast riser, protected by a full flow P/V Breaker.
Secondary venting is achieved via. Individual cargo tank P/V Valves which have an individual full flow
capacity.

PV (Pressure Vacuum) / HV (High Velocity) Valves

The maintenance of cargo tanks PV / HVVV is to be carried out as per the PMS. Such a record of
maintenance using Cargo Tank PV Valves and related correspondence is to be filed on board.

During Loaded Voyage

Cargo tanks shall be maintained at positive pressure. Under normal conditions, it is not necessary to
run the IGS during the loaded voyage. Moreover, due to the hydrocarbon generation, the level of
oxygen inside the tanks would be well under the levels before loading (empty tank conditions),
provided no ingress of air has occurred. If vapor segregation is not required, the tank pressures are
connected to the standard IG line and can be monitored from the central location (Navigation Bridge
or Cargo Control Room).

Be aware that during a sudden drop in the ambient Temperature, air may enter the cargo oil tanks
through the P/V Valves on each Cargo Oil Tank, increasing the O2 level. For the sake of exercising
due diligence, on behalf of the carrier, on completion of loading, the IGS Record of Pressure shall be
left in constant operation, to carry out voyage recording of Cargo Tank IG Pressure. Where there is
vapor segregation required to be maintained between grades, the Segregated tanks pressure shall
be monitored frequently (not greater than four hourly intervals). This interval shall be reduced,
depending upon the nature of cargo (tendency to gasify at maintained Temperature), percentage of
filling, and Temperature.

Handling Troubles & Failure Of IGS During Discharging / COW Operations

If the Inert Gas System(IGS) is malfunctioning during operations, the oil transfer operations must be
suspended immediately, and not resume until the IGS is in good working condition (or) an
alternative Inert Gas supply is provided. Such emergency action in the case of Failure of the Inert Gas
System is required to maintain a positive pressure in the cargo or slop tanks. The inert gas main
isolating valve should be shut. The terminal must then be informed as soon as possible.

Other Operations

To operate the IGS for Tank cleaning, Gas freeing, and Crude Oil Washing Operations, extra caution
needs to be exercised in each procedure.

Records

The following records must be retained onboard for minimum 5 years:

 Operation Record of Inert Gas System

 Maintenance Record of Inert Gas System (Running)

 Maintenance Record of Inert Gas System (Docking)

Risk of Gas Freeing Operation & Precautions for Oil Tankers

It is generally recognized that Tank cleaning and Gas freeing is the most hazardous period of
tanker operations. This is true whether Washing for clean ballast tanks, Gas freeing for
entry, or Gas freeing for Hot work. The additional risk from the Toxic effect of petroleum gas
during this period cannot be over-emphasized and must be impressed on all concerned. It is
therefore essential that the greatest possible care is exercised in all operations connected
with tank cleaning and gas freeing.

The safest way to gas free an oil tank which is fitted with an inert gas system is to use a fan
and vent the tank. Before entry, an O2 meter must be used and the tank must also be
checked with an explosimeter. These meters must also be used while in the tank. The sketch
shows a diagrammatic view of an explosimeter. In fresh air, the combustion chamber is
cleared of any residual gas by the aspirator bulb. The meter is then switched on and time is
allowed for the detector element to heat up. With the check switch closed, the zero
adjustment of the meter is checked.

In suspect atmosphere, the aspirator bulb is operated with the check switch closed, noting
the meter reading. If there is gas in the atmosphere, this will burn in the combustion
chamber due to the heating effect of the element. The burning will cause the temperature
of the element to rise, giving a rise in electrical resistance of the element as it is proportional
to the rise in temperature. This gives a reading on the meter which is calibrated to read the
lower % of lower limit of explosive concentration of gas.

The O2 meter works on the principle that oxygen is paramagnetic and that nitrogen is
diamagnetic.
Exposimeter sketch

Gas analysing instrument

With reference to the sketch, two small spheres filled with nitrogen are arranged, dumb bell
fashion, on a pivot between pole pieces. This causes a torque to be applied to the dumb bell.
The gas to be analysed is passed through the pole pieces. The magnetic field concentrates
the oxygen in the gas and a small force, proportional to the oxygen concentration, exerts a
further torque on the dumb bell arrangement.

The mirror on the dumb bell arrangement reflects light from a source to a photo cell where
it is converted to an electric signal for input to an amplifier. The amplifier output is arranged
to pass through a small coil around the dumb bell arrangement and generates a torque
which is in opposition to that applied by the paramagnetic effect.

A current of measured flow is required to provide a balancing torque and this is proportional
to the oxygen concentration. Before entering the tank, the oxygen content must be 21%.

Refer to ISGOTT regarding the various hazards involved. Also, follow the check items as
described in Tank Cleaning, Purging and Gas Freeing Checklist

Precautions below mentioned shall be considered to Hazard identification and Risk control
In due course of a Risk management.

Cargo oil loading preparations for oil tankers

Prior loading oil cargo in a tanker vessel requires utmost diligence in planning, and most
careful consideration will need to be made for safe operation. Following are the necessary
procedure for quick guidance before loading oil cargo.

Preparation of the Cargo Plan- The Chief Officer shall prepare a detailed cargo oil loading
plan before the arrival discharge port. The loading plan shall be posted in the CCR at a
conspicuous location, and distributed to all personnel directly involved in the discharge
operation. The loading plan should be signed to confirm that personnel has read and fully
understood the procedure. The Chief Officer shall also prepare a watch schedule and Person
in-Charge list for oil transfer operations for the discharge operation. Before commencement
of loading operation, the Chief Officer shall conduct a "Pre transfer cargo safety meeting"
with all the concerned crew and shall have a duty officer read aloud such a loading plan to
all the attending officers and crew.

Special details, port requirements and special precautions or procedures should be

discussed with all personnel involved in the loading operation.
Preparing of Ballast Pumps: The Ballast Pumps shall be in all readiness prior to arrival at
loading port.

Cargo Oil Transfer Check Lists.: The Chief officer shall complete the following check lists
prior to, during and upon completion of cargo oil transfer operations.

The Chief Officer, after confirmation, shall affix his signature on the related checklist. The
Master shall then sign on the completed checklist.

Display of warning notices and signs

Hose Connection

The Chief Officer or deck duty officer must be in attendance during the connection of cargo
oil transfer arms/hoses.

Line Clearance And Hose Draining (ISGOTT 11.1.15)

The connection and disconnection of hoses or chickens are to be supervised by a responsible

officer. Some ports may provide terminal personnel / third parties to assist the vessel crew
connecting and disconnecting the transfer hose or chicksan arm. This personnel remains
under the supervision of the responsible Officer. Should any actions be taken by them that
 do not comply with these procedures the operation shall be stopped and reviewed and re-
assessed as necessary.

Line clearance and hose draining shall be subject to risk assessment which shall include all
design considerations such as the location of drains, whether the cargo is held within the
hose or piping/valve system with height which could result in a hazard due to gravity,
method of operation and control of cargo valves (hydraulic/manual).

The procedure for draining lines and hoses shall be documented within the chief Officer's
standing instructions/port specific cargo plan and shall consider the following:

1. The procedure for line and hose / chicksan draining shall be discussed at the safety meeting
conducted before commencement of operations. The procedures and hazards shall be
communicated to all involved, including STS co-ordinators, etc. Draining must also be carried
out according to shore requirements – e.g., air blowing is not allowed at some terminals;
care must be taken that shore instructions do not result in the introduction of the risk of
cargo spillage.

2. The tank to which draining is affected shall have sufficient ullage, and the tank pressure
reduced to the minimum positive (around +20 mmwg).

3. To prevent inadvertent spillage of oil, all manifolds and shorelines must be well-drained on
the completion of cargo operations and before disconnecting hoses / chicksans. Vacuum
breakers shall be carefully operated to ensure effective draining. Line draining and final
flexible hose draining should be undertaken as separate operations.

4. Cargo manifold valves shall not be opened unless hoses / chicksans are fully connected or
the manifold blanked. It is especially important when a hose is disconnected and remains
un-blanked when hoisted for drainage purposes during STS operations.

5. Before disconnection, it must be ensured that all ship and shore / STS vessel valves are
closed, and that drain valves are carefully controlled. All valves must be operated slowly and
carefully to allow controlled pressure equalization.

6. Cargo lines and manifolds must only be drained using fixed stripping pumps and pipework,
which allow direct discharge to a slop tank/cargo tank. Under no circumstances must cargo
lines and manifolds be drained into the manifold save all / pump room bilges. Whenever
possible, cargo lines should be drained by gravity.
7. Manifolds must be blanked immediately after disconnection. If necessary, ship lines draining
could then be resumed separately.

8. The use of plastic spill containers for drips during manifold sampling and
connection/disconnection of cargo hoses / arms is prohibited. Static electrical hazards are
created when using plastic containers –even when there is provision for bonding with the
ship hull. Spill containers must be drained to appropriate tanks with due regard to any
toxicity and compatibility requirements.

9. Ensure a crew member remains at the vessel’s manifold valve for controlling pressure. The
plan of line clearing must be systematically followed to be effective.

10. Good communications between all parties involved in the line clearing operations are of
paramount importance.

11. The appropriate PPE must be worn by all personnel involved in the cleaning operations; any
person not involved in the operation must be kept clear of the area. Personal protective
equipment (PPE) refers to protective clothing, helmets, goggles, or other garments or
equipment designed to protect the wearer's body from injury or infection. The hazards
addressed by protective equipment include physical, electrical, heat, chemicals, biohazards,
and airborne particulate matter.

12. The choice of clearance medium (air/nitrogen) must be considered carefully as the choice of
the wrong medium may affect both the safety of the vessel and the cargo quality.
Compressed air may contain water/oil vapour / droplets resulting in static electricity
hazards.

The clearing of hoses and loading arms to the ship using compressed air should not be
undertaken due to the following risks:

 Static charge generation.

 Compromising inert gas quality.

 Oil mists emanating from tank vents.

 When compressed air or inert gas is used to clear ship's pipelines, for example, when
evacuating the liquid column above a deep well pump, similar hazards to those identified
above may arise. Similar precautions must be observed. Line clearing operations must be
undertaken following the operating procedures established for the particular ship.

A strong electrostatic field can be generated by blowing air or inert gas into the bottom of a
tank containing static accumulator oil. If water or particulate matter is present in the cargo,
the effect is worse, as the rising gas bubbles will disturb the particulates and water droplets.
The settling contaminants will generate a static charge within the cargo. Therefore, in an un-
inerted tank, a settling period of 30 minutes should be observed after any blowing of lines
into a tank.

Precautions should be taken to minimize the amount of air or inert gas entering tanks
containing static accumulator oils. However, it is best to avoid the practice of blowing lines
back to tanks containing cargo. Although the line clearance procedure should, if correctly
and methodically carried out after each cargo operation, remove all liquid from the cargo
lines, the following checks must be carried out -:

 Check the entire cargo lines, including the manifold crossovers for possible contents by
tapping with a suitable non-sparking instrument. Similarly, check that all cargo valves are
moveable and not "frozen."

 Check that vent systems are free to operate and are not blocked.

 Ensure that manifolds are free of liquid by opening the drain valves and loosening the
flanges (these must be secured after the checks are completed).

 When dealing with cargoes which freeze at ambient temperatures, it is essential to check
and prevent the cargo lines and valves from becoming blocked or "frozen." Pay particular
attention to PV lines and continuously monitor vapor pressure in each tank, particularly
when tanks are heated. During heavy weather freezing temperatures, PV and IG lines can be
filled with solidified cargo blocking these lines.

Cargo Oil Transfer Meetings with Terminal representative

The Master, Chief Engineer, and Chief Officer must attend and carry out a "pre-transfer
cargo safety meeting" with the shore facility representative to ensure full agreement with
the cargo oil discharge plan and to agree on the method of communication during
emergencies.

Liaison With Shore

Before commencement of operations, all procedures must be agreed with the Terminal or
shore representative and an ISGOTT style ship shore checklist completed. During all cargo
and associated operations at a terminal, the Officer-of-the-Watch on deck must maintain a
close liaison with terminal personnel. An agreed system of communication and control must
 be established before operations begin, and be maintained until all operations have been
completed. The emergency signal to be used by the ship and shore must be agreed and
clearly understood by both.

While alongside, all terminal regulations must also be complied with. Where differences of
detail exist between the Company and the Shore regulations, the more strict set shall apply
unless the ship's safety will be adversely affected.

Ship's personnel must maintain awareness of operations and activities ashore and in the
vicinity of the ship. If such actions create a hazard to the ship, the shore authority must be
requested to rectify the situation if necessary shipboard cargo operations are to be
suspended until a satisfactory solution has been achieved.

The "Ship/Shore Safety Check List" or relevant "Ship to Ship Transfer Check List" must be
completed and signed for in agreement by both parties after successful completion of safety
checks and confirmation and before starting of operations.

Dry Survey / OBQ survey

The cargo tanks' readiness is to be confirmed by the attending Surveyor / Loading master.
He shall be escorted by a responsible officer. Upon completion survey, obtain the surveyor's
certificate/acknowledgment on the ship's document. The vessel is to prepare a dry
certificate (OBQ Certificate, as required) upon completion of the inspection, and the same
shall be acknowledged from the attending official.

Cargo documents and Information required for Surveyors at Loading ports

 Dry certificate at discharging port(s)

 Vessel Experience Factor

 Cargo Tank History

 Slop certificate, if applicable

 Arrival & Departure / Tank condition of Water Ballast Tanks and Fuel Oil Tanks

 Cargo Oil Tank Ullage Table

 In-tank bottom line Capacity Information

 The Vessel Particular

 Pre-loading plan

Lining up Pipelines and Valves

1. Prepare the lines of the designated tanks to be loaded.

2. Suction valves for tanks are not to be used suitably marked and protected from accidental
miss-operation.

3. Carry out the filling of the separator with utmost caution, taking care to avoid ”Liquid
Hammer”.

4. Ensure that the IG pressure of the tanks are always maintained positive during the loading
operation.

5. Re-confirm the all Vapor Equal Live and Manifold Drain valves 0are closed, prior to start
loading.

6. Prior to commencing loading, the cargo tank line valves to be set as per the plan for start of
loading.

7. Use the ship specific ‘Valve Checklist” prudently.

8. Valves not in use should be secured and lashed shut. Check that all ballast tank lids are
closed. They are to remain closed throughout the loading operation.

9. Line / Valve settings are to be supervised and checked by the Watch-Officer and re-
confirmed by the Chief Mate.

10. The manifold drain valves must be shut and the Duty Deck Officer should confirm them shut.

11. Unless an operation is in progress all manifolds shall be shut and all lines not connected to
the shore line, including the offshore side, must have the manifold blanks secured by all the
nuts and bolts; said nuts and bolts must be tight.

12. > The Duty Deck Officer stationed at the manifold when starting loading must confirm to the
Chief Officer in the CCR that the correct manifold(s) are open and that the other manifold(s)
including the offside manifolds are closed and blanked. Pressure gauges are fixed and covers
removed.

13. The order for opening of manifold valve shall be under the chief officer’s permission.

Precautions for Loading Heated Cargo

1. Unless the ship is specially designed for carrying heated cargoes, cargo heated to a high
temperature can damage a tanker's structure, protective coatings, and equipment such as
valves, pumps, and gaskets.

2. If heated cargoes have not been loaded since the previous three months before loading
heated cargoes, a "Steam Trial Test" shall be carried out.

3. The steam traps shall be maintained in accordance with the maintenance schedule.

4. The vessel should check that the proposed loading temperature does not exceed the
maximum loading temperature for cargo valves and tank coating limitations.
5. Cargo plans should take into account changes in ullage space due to cargo temperature
fluctuations, with special regard to the expansion of cargoes.

6. On loading heating cargo, special precautions shall be taken to efficiently drain all lines into
the tanks, after operation.

7. Also due regard to be considered where certain cargo is present (i.e., if heated cargo is
present in the entire bottom line and non-heated cargo is stowed adjacent, it may so
happen that the section of the bottom line passing through the non-heated cargo tank
section may solidify in the line.) In certain cases, it may be required to strip the lines to avoid
such problems.

8. Should there be any request to heat cargo beyond that of the valve safe maximum
temperature then the Company must be advised

Personnel arrangement at beginning of operations : In principle, all deck crew shall be in

attendance for the start-up of operations and distributed as per the chief Officer's
instruction.

Onboard Announcement: Have the crew know the beginning of operations to call their
attention to smoking, use of fire, designated passage and other matters.

Deck Scuppers: Before any cargo operation taking place, all deck scuppers are to be plugged.
Careful attention is to be given to keeping scuppers dry and clean. Mechanical type scupper
closures are required to be used in USA ports.

Manifold Savealls: Manifold save-alls are to be provided under each manifold connection.
These are to be kept clean and dry wherever possible, with any cargo spillages drained at the
earliest opportunity. Operational contamination is to be prevented by the use of collection
drums during connection/disconnection.

Tanker operation : crude oil washing procedure

Crude oil washing (C.O.W.) is a system whereby oil tanks on a tanker are cleaned out
between voyages not with water, but with crude oil - the cargo itself. The solvent action of
crude oil makes the cleaning process far more effective than when water is used. However,
such a technique of washing cargo tanks involves many hazards, and careful consideration
will need to be made for safe planning and execution. Preceding operating utmost diligence
in planning and execution needs to be made for a safe working environment. The following
are the basic guidelines for quick reference. The Chief Officer, as qualified by the
requirements as laid down by flag state administration of the ship and any port regulations
that may be in force locally, supervise all C.O.W. operations.

What is Crude oil ? – Any liquid hydrocarbon mixture occurring naturally in the earth.
Properties of crude oil vary considerably depending upon its origin. Crudes generally have a
flashpoint below 26.7 degrees C and a Reid vapor pressure from about 42 to 84kPa. Crude
oils have contaminants such as sulfur and vanadium compounds, which encourage corrosion
of steel. Crude oils with high and low sulfur contents are referred to as "sour" and "sweet."
crude oils respectively.

Supervision Of Crude Oil Washing (COW) Operations

The Chief Officer shall prepare a detailed cargo oil discharge and Crude Oil Washing Plan
before the arrival discharge port. He shall carry out the operations following the plan.
Reference should also be made to the latest I.M.O.s publication Crude Oil Washing Systems
and I.C.S./OCIMFs publication- the ISGOTT. The Master, Chief Officer, Chief Engineer and
other officers engaged in Crude Oil Washing shall be fully familiar with the crude oil washing
system provide on board the vessel.

If the Chief Officer is less experienced, the qualified Master shall assist in the supervision of
the operations. He shall be knowledgeable about the contents of the Operations and
Equipment Manual.

Discharging Strategy : The discharge sequence is to be such that the vessel has a good
 draining trim at an early stage in the discharge. It will allow early active operations. When
planning for C.O.W., the frequency and time of removing the cargo pumps from discharge
operations should be planned for minimum, for efficient discharge. Under no circumstances
are Crude Oil Washing operations to be commenced without operational inert gas
equipment. Any Butterworth tank washing water heaters fitted must be blanked off and
drained at all times. Before each Crude Oil Washing operation, a full pressure test of the
system must be carried out. The procedures and instructions contained in the vessels Crude
Oil Washing Operations and Equipment Manual must be strictly adhered to.

Terminal (Refinery) request : Special details, port requirements and special precautions or
procedures should be discussed with all personnel involved in the discharge operation. (eg.
any special requirements for final discharge of crude (Fresh or Dirty) prior to completion of
discharge operations, etc)

COW Manual: Crude Oil Washing and related operations shall be carried out under the
Operations and Equipment manuals (C.O.W. manuals) approved by the class on behalf of
flag state Government and provided onboard each ship.

Advance Notice In Port: Where it is required to carry out crude oil washing during cargo
discharge, the Master should inform the terminal and seek terminals' permission. The same
shall be discussed in detail before the start of cargo operations in the Pre cargo transfer
safety meeting held with the terminal. C.O.W. should proceed, only after terminals,
permission is granted. For crude oil washing carried out in Japanese ports, the Master shall
obtain approval of the Charterer, consignee, unloading terminal, harbormaster and others.

Safety Measures For Crude Oil Washing Operations

For crude oil washing, the Chief Officer shall carry out the following safety matters and
observe the safety regulations on crude oil washing provided by the terminal (if any). Some
terminals require the vessel to complete the terminal-specific safety Questionnaire / Permit
/ Checklists before granting permission for approval. He shall also follow the safety
precautions as laid in the relevant section of the Latest version of ISGOTT. The following shall
be not used and isolated before carrying C.O.W.:

1. Between tank cleaning lines and overboard discharge or Engine Room

2. Tank Cleaning Heaters (to be blanked)

3. Overboard Discharge Lines (to be isolated)

4. Portable Washing Machines (not to be used for C.O.W. and their hydrants blanked)

5. Cargo Sea Chests (to be blanked)

Pressure Test before Arrival Port: Conduct a pressure test of C.O.W. lines before arrival. Any
leakages must be rectified and the system, re-tested to be proved leak-free.
 Confirming Atmosphere in Tanks to be Crude Oil Washed

1. Before the commencement of C.O.W., operations ensure that the oxygen content of the
cargo oil tanks being washed is below 8%. Refer to Cargo Oil Tank Oxygen & H2S monitoring
Record for Voyage of Double Hull Operation and Oil Tank Monitoring Record.

2. During C.O.W. operations ensure that the cargo oil tank pressure is minimum 200 mmAq
and that the I.G.S. produces inert gas with an oxygen content of less than 5%.

3. For Prevention of Electrostatic Generation Do not use crude oil containing water, as washing
oil.

Note: Mixtures of crude oil and water can produce electrically charged mist, during washing
with an electrical potential considerably above that produced by Dry crude. Refer to the
relevant section in ISGOTT for precautions for Static Electricity generation and its hazards.
Before using such oil as a source of crude oil for washing, any water settled down during the
voyage must be De-bottomed (by discharging) to terminal by at least one meter in depth.
Where load-on-top method has been used for cargo in slop tank (previously containing oily
water mixtures), the whole cargo oil in that slop tank which needs to be used as a source of
oil for crude oil washing must be discharged ashore and then refilled with fresh crude from
other tanks.

Communication equipment: Ensure only intrinsically portable radios are used on deck
during C.O.W. operations. Deck crew shall be in prompt communication with the Duty
officer & chief officer.

Suspending Crude Oil Washing: Suspend COW operations immediately if:

 The oxygen content of Inert Gas being supplied exceeds 8% by Volume.

 Malfunction or stoppage of I.G. system where the internal pressure of the cargo oil tank can
become harmful.

 Any indication of cargo oil leakage or malfunction in the C.O.W. system.

 C.O.W. operation is not carried out under the C.O.W. operation plan, or if communication
between the C.C.R. and main deck is lost.

 Discharge operations are to be suspended due to lightning in the vicinity of the vessel.

 If the required safety precautions are described and covered above, it cannot be followed.

 If terminal instruct to do so

Prevention Of Air Pollution : Follow the Precautions Against Air Pollution to minimize
petroleum vapor emissions.
 Crude Oil Washing Plan: The Chief Officer shall prepare a detailed C.O.W. plan following the
Crude Oil Washing Plan to carry out the C.O.W. operation most safely and efficiently. Before
the arrival of the Port, or at the earliest opportunity after that, the Chief Officer shall
conduct a Pre transfer cargo safety meeting with all personnel involved in the C.O.W.
operation to ensure that all have read and fully understand the plan.

Personnel Arrangement For Operations: Carry out Crude Oil Washing by the adequate
personnel arrangement as per C.O.W. plan under the reference of the Personnel
Arrangement for Crude Oil Washing

Points Of Crude Oil Washing: C.O.W. operations shall always be carried out following the
Crude Oil Washing Operations. C.O.W. operations for High Viscosity & High Pour point
(Heated) cargoes shall always be carried out under the Crude Oil Washing of Heated Cargo

Recording

The Chief Officer should ensure that the following records are kept during COW operations:

1. Crude oil washing check list

2. Oil record book: According to the Procedures for Entry in Oil Record Book

3. Deck logbook: Date and time, and results of a C.O.W. line pressure test and operation test of
related equipment.

4. Crude Oil Washing Record

5. Cargo Oil Tank Oxygen & H2S monitoring Record for Voyage of Double Hull Operation and
Oil Tank Monitoring Record: It is the Measurement record of oxygen level in tanks Before
entering Load port, before entering the cargo, Before entering discharge port and Before
crude oil washing.

6. Inert gas record : Log for four hourly I.G. pressure monitoring of cargo tanks, in addition to
Continuous pressure recording by the fixed recorder of I.G.S. mainline pressure after
loading, until completion of discharge.

Ships Fitted with Fixed Foam Systems

In ships fitted with fixed foam systems, the Chief Officer will satisfy himself that the system
is fully operational before commencing cargo, C.O.W., or tank cleaning operations.

 Foam tanks must be checked to see that they are full.

 Isolating valves must be tested to see that they are free.

 Foam monitors must be uncovered and made ready.

 At least one portable foam applicator must be connected to a hose and foam hydrant. It is to
be placed about 10 meters forward or aft but always upwind of the manifold area.

A fire hose and jet/spray nozzle must be placed alongside, connected to the fire main.

Regulations For Reference

MARPOL 73/78 Convention, ANNEX I

Lawson Prevention of Marine Pollution and Sea Disasters (Japan) OPA90, C.F.R. (U.S.)

Documents For Reference

IMO-Crude Oil Washing System, (Latest edition)

IMO-Inert Gas System, Latest edition
ICS / OCIMF - International Safety Guide for Oil Tankers and Terminal (ISGOTT) (Latest
edition)

Standard Procedures for Tank Cleaning, Purging and Gas free Operation for Oil tankers

Tank cleaning is the process of removing hydrocarbon vapors, liquids, or residues from cargo
tanks onboard a tanker. Tank cleaning may be required for one or more of the following
reasons:

 To carry clean ballast.

 To gas-free tanks for internal inspections, repairs, or before entering the dry dock.

 To remove sediments from tank top plating. This may be required if the vessel is engaged in
the repetitive carriage of fuel oil or similar sediment settling cargoes. Although washing may
not be necessary for between consecutive voyages, assuming the cargoes are compatible,
many Ship Owners have found it prudent to water wash a small group of tanks on a rotation
basis between voyages, thus preventing any large accumulation of sediments.

 To load a different and not compatible grade of cargo. Washing in between carrying
different grades of cargo is the most common reason for tank cleaning. In most cargo
sequences on product tankers, the cleaning may consist of no more than a simple hot or
cold seawater wash.

A simple water wash will disperse many types of chemicals and has been found effective
between clean petroleum products such as gasoil and kerosene. However, it should be
noted that there is a number of grade sequences, particularly in the petroleum product
trade, where no washing at all needs to be be carried out. Thus the decision for necessary
tank cleaning required in such trades is often made only when knowledge of the next grade
to be loaded is obtained.
Responsibility : The Chief Officer is in charge of and shall supervise as the person in charge
of the Tank Cleaning, Hydrocarbon Gas (H.C.) Purging, Gas Freeing & Re-Inerting operations.
He shall ensure that all activities carried out during such operations comply with the latest
edition ICS/OCIMF International Safety Guide for Oil Tankers and Terminals (ISGOTT).

Gas-Freeing for Cargo Tank entry: Cargo Tank entry shall not be permitted unless the
Oxygen Content is 21%, and the hydrocarbon vapor content is less than 1% of the Lower
Flammable Level (LFL). Follow the company's "Procedure for Entry into Enclosed Spaces"
with related permits. If the previous cargo contains Hydrogen Sulfide (H2S) or other toxic
contaminants that could evolve poisonous gases (e.g., benzene, toluene, Mercaptans, etc.),
the tank should be checked for such gases. Carrying out "Hot Work" inside Tanks within the
'Dangerous Area' need special caution as per "Procedures for Hot Work" and carry out
preparation accordingly.

Gas-Freeing or Purging for the Reception of Cargo: If the intention of Gas-Freeing or Purging
operations is to prevent the next cargo from being loaded from contamination due to the
previous cargo oil hydrocarbon gas, use the gas content indicated by the Charterer as
standard, but go on with the operations mentioned in (2) of Article 1 until the LFL decreases
down to 40% or under.

Safety Precautions: For the operations to be followed, (Tank cleaning, H.C. Gas Purging, Gas
Freeing, and Re-Inerting), the Chief Officer shall carry out the following precautions. Detailed
guidance on preparations and safety precautions are also described within relevant sections
of ISGOTT. Have persons engaged in the operations observe the necessary precautions
described in this section and the "Precautions during Gas-freeing Operations." Complete the
necessary sections of "Tank Cleaning, Purging and Gas Freeing Checklist" to strictly confirm
safety.

Fig: Oil tanker QUDS underway

Tank Preparation And Atmosphere Control During Operations

Non Flammable Atmosphere

On Tankers using the inert gas systems, the Chief Officer shall carry out the operations
mentioned in Article 1 and maintain the cargo tanks in a "Non-Flammable condition at all
times. Refer to the "Flammability composition diagram- Hydrocarbon Gas/Inert/Air Gas
Mixtures" from the ISGOTT. i.e., at no time should the atmosphere in the tank be allowed to
enter the flammable range, as mentioned therein. Pyrophoric hazards on a chemical
reaction with Hydrogen Sulfide Gas Pyrophoric Iron Sulphide, forms when Hydrogen Sulfide
Gas (usually present in most crude) reacts with rusted surfaces in the absence of Oxygen
(Inert conditions) inside cargo tanks. These substances can heat to incandescence in contact
with air. This risk is minimized by following the correct purging procedure. Such procedures
serve as general guidance for the preparation procedures required and may differ as per
ship type.

Tanker Explosions

Investigations into electrostatics, certain new factors have emerged, relevant to the safety
of tank cleaning operations, not only in huge tankers but also in tankers of all tonnages.
 Electrostatic charging to the water mist, present in the tanks, exists under any cleaning
condition. When washing operations have stopped, the level of charge decreases only slowly
in the tank and can remain present for a long time, especially in the absence of ventilation.
The following factors, therefore, need to be considered:-

 In studying "charge concentration mechanisms", it has been found that insulated objects are
not normally present in ship's tanks, but the use of sounding rods might present such a
hazard.

 When a sounding rod is lowered into a tank filled with charged mist, a high static charge can
be fed into the operator via the wet suspension rope if the deck paint or his footwear
insulates the operator. Such a charge accumulation is sufficient to cause incendive sparking
when the operator, the sounding rod, or rope, comes into contact with the ship's structure.
Of course, it does not apply if the rod is lowered into a sounding pipe extending to the
bottom of the tank.

 Portable tank cleaning machines are normally bonded to the ship's structure, and when in
operation, the washing water provides a path for the electrostatic charge to dissipate.
However, these machines may sometimes become insulated objects, and a potentially
hazardous situation may exist in at least the two following cases;-

 Where the bonding wire is defective.

 Where the hose is disconnected from the hydrant before lifting the machine out of the tank.

 a) Such disconnection, 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 hose flange from the
deck's steel. Under these conditions, when machine lifted, an incendive spark may jump to
lip of the tank cleaning hole, either from machine, or from securing rope, or from the
operator who guides the machine through the hole.

 The following precautions are required to prevent the foregoing hazards:

 Not to use sounding rods through any deck opening other than the sounding pipe, either
during tank cleaning, or for one hour after cessation of washing if the tank is being blown, or
five hours if the tank is not being blown.
 To carry out checks on the electrical continuity of bonding wires on the tank cleaning hoses
before each use.

 To keep the hoses connected to the hydrants until the machines are out of the tank. The
draining of the hose can be done by loosening the coupling of the hose carefully to let the air
in and by tightening the coupling again.

 It is emphasized that while the likelihood of all the factors necessary to lead to an incendive
spark being present at any one time is remote, the fact that neglect of the preceding
precautions might lead to an explosion remains a possibility.

Atmosphere Control during Tank Cleaning Operations

Tank atmospheres can be any of the following. However, ships fitted with an inert gas
system, shall carry out the operations under the Inerted Condition, unless otherwise
instructed: It should be met with an atmosphere containing less than 8% oxygen and tank
pressure of a minimum of 200 mmAq. Refer details to “ISGOTT”

Inerted Tanks

An atmosphere made incapable of burning by the introduction of inert Gas and the resultant
reduction of the overall oxygen content. For this procedure, the oxygen content of the tank
atmosphere should not exceed 8% by Volume. This is a condition where the tank
atmosphere is known to be at it's the lowest risk of explosion under its atmosphere being
maintained at all times Non-Flammable through the introduction 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 being under positive pressure at all times.

Purging with Inert Gas (IG)

(a) For reduction in hydrocarbon (HC) content in tank atmosphere for Cargo / Vapor
contamination reasons:

After tank cleaning operations, the cargo tanks may be purged with inert Gas to reduce the
hydrocarbon gas concentration inside the tank atmosphere. Follow the procedures as laid
out in the operation and equipment manual. Purge pipes, with proper flame screens, shall
be fitted, where provided. Carry out the operations of replacing the tank atmosphere by
introducing I.G. of which oxygen content is 5% by Volume or less into the tanks.
Go on with purging by IG until the hydrocarbon content reduces to the required / desired
level.

Oxygen content in Inert Gas for purging

Since the main purpose of H.C. gas purging is displacement H.C. gas with I.G., the procedure
priority shall be supply I.G. with the full capacity of IG Blowers. Under the procedure, Oxygen
content in Inert Gas for purging may be permitted by 8% by Volume or less.

For carrying out Gas Freeing of the tank

After cargo discharge/tank cleaning, whenever it is necessary to Gas free an empty tank
containing hydrocarbon gas mixtures or a mixture of I.G. + H.C. gases, it shall first be purged,
using inert Gas, until the H.C. (hydrocarbon) content reaches to below the critical dilution
line or H.C. concentration in the tank atmosphere is less than 2% by Volume.

It is done so that during the subsequent Gas freeing, no portion of the tank atmosphere is
brought within the flammable range.

This inert Gas used for purging shall contain Oxygen, less than 5% by Volume, to ensure the
above.

Either Inerting or Purging can achieve the replacement of a tank atmosphere by inert Gas. In
each of these methods one of two distinct processes, Dilution or displacement, will
predominate.

For more details on gas evolution, venting and dispersion criteria and precautions, refer to
the relevant ISGOTT chapters.

Distinct process

1) Dilution: It takes place when the incoming inert Gas mixes with the original tank
atmosphere to form a homogeneous mixture through the tank. As the process continues,
the concentration of the original Gas decreases progressively.

The incoming Inert Gas must have sufficient entry velocity to penetrate to the bottom of the
tank. To ensure this, a limit must be placed on the number of tanks which can be inerted
simultaneously.

If the dilution method of purging is used, it should be carried out with the inert gas system
set for Maximum capacity to give the maximum turbulence in the atmosphere within the
tank.

2) Displacement : It depends on the fact that inert Gas is slightly lighter than hydrocarbon
gas so that, while the inert Gas enters at the top of the tank, the heavier hydrocarbon gas
escapes from the bottom through suitable piping. When using this method, it is essential
that the inert Gas has a superficial velocity to enable a stable horizontal interface to be
developed between the incoming and escaping Gas. However, in practice, some dilution
inevitably occurs due to the turbulence caused in the inert gas flow. This system generally
allows several tanks to be inerted or purged simultaneously. If the displacement method is
used, the gas inlet velocity should be lower, to prevent undue turbulence. A mixture of inert
Gas and petroleum gas when vented and mixed with air can become flammable. The
standard safety precautions required, as described under "Procedures for Cargo Oil
Operations," shall be followed.

Forced Air Ventilation

i) Before starting to Gas free, the tank should be isolated from other tanks.

ii) Do not commence forced air ventilation (Gas free) until it has been confirmed that the
oxygen level is less than 8%, and the hydrocarbon vapor content is less than 2% by Volume.

iii) To ensure the Dilution of the toxic components of inert Gas to below their Threshold
Limit Values (TLV), Gas freeing should continue until tests with an oxygen analyzer show a
steady oxygen reading of 21% by Volume and tests with a flammable gas indicator show not
more than 1% LFL.

iv) If the presence of a toxic gas such as benzene or hydrogen sulfide is suspected, Gas
freeing should be continued until tests indicate that its concentration is below its TLV.

Completion of work & Inerting Cargo tanks

After completion of man entry or repair work (in dry docks/lay-up berth) Cargo tanks shall
be prepared for Loading as follows:

i) An Officer shall confirm each tank free of waste & material used in maintenance &
inspection. Related pipelines and supports, including hydraulically operated valves, H.P.
pipes, and flanges are all in place and tightly secured.

ii) All personnel out of tank & close tank dome or access, only keep designated vent ports
open. Inert tanks to 8% of Oxygen level.

iii) Replace the tank's atmosphere by an inerted atmosphere, using I.G. with less than 5% of
VolumeVolume's oxygen content. This gas replacement should continue until the average
measured oxygen content in the tanks drops to below 8% by Volume.

Measures against Inert Gas System in Troubles

In case that proper I.G. cannot be supplied, which could cause the oxygen content in tanks
 to exceeds 8% by Volume, or making it difficult to keep the internal pressure of tanks
positive due to troubles in the I.G. system or other reasons during tank cleaning or
hydrocarbon gas purging operations, suspend the services immediately, and do not restart
the transactions until the proper supply of I.G. is secured. Provided that the atmosphere in
tanks is not under control, do not put improper I.G. (the oxygen content of which exceeds
8%). If the recovery of the I.G. system is complicated, notify the Technical Superintendent in
charge of consultation.

Cargo discharging operation in oil tankers

Oil cargo discharge operation involves various safety factors to be taken into consideration.
The following are the most common elements and check items to be developed. The
procedures explained here are only indicative, not exhaustive and one must always be
guided by the practices of good seamanship.

Supply of I.G to cargo tanks being discharged: Confirm that the I.G.'s main supply's oxygen
level is less than 5% & supplied to tanks. The date, time, voyage number and description of
operation should be entered on the IGS fixed pressure and oxygen density recorder.

Line up of the IGS::

 Before starting of discharge, IGS must be set appropriately to maintain a Positive Gas
pressure in all tanks at all times.

 Cargo tanks I.G. inlet lines to the designated discharging tanks shall be re-checked and
confirmed in the desired position.

 The control of the key to the locking arrangements for cargo tank I.G. inlet valves shall be
with the Chief Officer.

 For tanks which are required to be isolated by vapor (as per the Charterer's instructions), the
individual I.G. pressure shall be monitored Every 4 hrs.

Preventing for Cargo Contamination including Vapor Contamination

 Standard Oil Tankers except Product Oil Carriers are provided Single Main Inert Gas and
Common Vent Lines, connected with all cargo oil tanks. In such vessels, I.G. Inlet (Cut-out)
valves should be operated, if the Charterer requests to prevent Vapor contamination, which
may be restricted to monitor the mainline pressure, to require to fit portable pressure
gauges for cargo oil tanks which are isolated. Also, in a Product Oil Carrier, below
precautions should be considered to prevent Cargo contamination.

 Vapor contamination at the exhaust end in a Slop tank of AUS Vacuum Pump.

 Liquid contamination with leakage of valves of Manifold Vapor Equal Line.

 Liquid contamination with leakage of Manifold Drain Line.

Safety Confirmations and Clearance:

Once Chief Officer is satisfied that all preparations made following the cargo oil discharge
plan and the shore facility representative have confirmed that the facility is ready to receive
cargo, he may order the designated manifold valve to be opened, the I.G. output to the
discharging cargo tanks and the discharge operations to commence following the discharge
plan. Commence discharging at reduced speed. Follow shore instructions & Increase the
discharge rate once it has been confirmed that no oil leaks and shore are receiving at their
end until the agreed cargo oil manifold pressure has been reached.

Deck Watch and Personnel Arrangement

The deck watch shall check for oil leaks in the cargo area throughout the cargo oil discharge
operation. At the beginning of the operations, confirm that no oil leaks from piping joints
and that no oil inflowing into tanks other than the tank being used. Continue monitoring of
the Oil Level from the discharging tanks, until settling down of cargo pumps and flow rate. It
has occurred in the past that, due to excessive shore back pressure & height level of shore
tanks, causing filling of ship's tanks and subsequent overflow, due to inadequate monitoring.
After reaching the desired full rate with all the required cargo pumps and confirmation
reports have been received from all stations at deck / pump room watch, (including the
cargo piping, pumps and sea surface around the vessel) the Chief Officer may dismiss the off
duty crew and revert to the routine Watch Schedule During discharging operations, watch
manifold pressure all the time, and monitor portions where oil is likely to leak.
Starting of Discharge Operation pumps and adjusting Internal Pressure of Tanks

Open manifold valves, and start the first cargo pump at slow speed. After confirming the
regular operation of each part, open delivery valves to start pumping oil. Then start other
pumps. Only after receiving reports of all safety checks confirmed from all stations of
deck/pump room watch, then follow the instruction of the terminal side to increase the
manifold pressure to the prescribed (agreed) pressure.

A close watch of the manifold pressure shall be maintained until completion of the setting
down of shore-side / ship's cargo pumps. When starting pump flows, pressures and flow of
cargoes are to be maintained at a minimum. Only on confirmation from the receiving
terminal and completion of results from safety check at each designated (staffed location)
should flow / pressure be increased to max agreed. However, at some discharge ports, this
requirement of initial flow rate may be revised where line clearance/circulation techniques
are employed.

Standard Practice for Operating Centrifugal Cargo Pumps:

Centrifugal pumps are to be run at their full nominal RPM during bulk discharge. The
reduction of RPM leads to a rapid decrease in pumping rate and pumping efficiency. When
the tank ullage is nearing low liquid levels, it is preferable to partially close the discharge
valve, rather than reduce pump revolutions, to reduce the flow rate (to prevent cavitations,
i.e., pump sucking gas at suction side due to vortex formation/gasification).
It is worth knowing that a 40% open butterfly valve will allow nearly the same flow rate as a
100% free butterfly valve. RPM may then be reduced as necessary The use of the Auto
Unloading System (AUS), where fitted shall be correctly and effectively utilized to reduce the
overall discharge time.

Cavitations will occur when the pump tries to discharge more cargo than can enter the
suction, i.e., with high viscosity cargo or where the shipment is highly volatile (high RVP
cargoes). In such cases, the cargo tank I.G. pressure could significantly contribute to the
increase of the cargo pump's NPSH (Net Positive Suction Head). There is a danger of drawing
gas or air instead of liquid into the pump, and the pump would then be operating in a partial
 vacuum instead of fluid. Evidence of cavitations is increased vibration and reduced output,
which will cause damage to the pump. Always watch the suction pressure gauge of the cargo
pump. During the pump operation, an officer must be on station at all times in the cargo
control room to observe the tachometer and discharge pressure and be prepared to partially
close ("throttle") the pump discharge valve if the pressure falls off or to shut down the pump
if it loses suction

Precaution while operating Multi numbers of Cargo Oil Pumps:

It is essential to run all pumps at a similar pumping condition (Speed & Delivery Pressure). If
one pump runs much slower than others or much lower delivery pressure, it may stop
pumping and heat up, possibly to a dangerous level. If there is high backpressure, it is
doubtful whether it is worth running all pumps. Due to upper shore backpressure, a pump
running at reduced RPM may not be discharged; therefore, energy is converted to the heat
and could be dangerous.

Shutting Down of Cargo Pumps:

The pump discharge valve should be closed at the same time as the pump RPM's are
reduced. When the pump has stopped, the suction valve should be closed. When pumps are
kept on rolling RPM with the discharge valve shut, a careful watch should be maintained on
the parameters and temperatures.
A lower RPM will generate lesser adverse effects. For prolonged periods, consider shutting
down.

Recording during Discharging in Tanker Cargo Log Book:

Following items shall be recorded in Tanker Cargo Log Book hourly:

1. Discharged Quantity (Rate) to compare it with that of the terminal side,

2. The pumping performance record / pumping log shall be maintained correctly,

3. the times corresponding to those times written in the port Log Book.

4. Pump Pressure and RPM,

5. Manifold Pressure / Temperature,

6. Draft & Trim

7. Monitor of levels in tanks not being discharged

8. The Stress and Stability of the vessel

9. Tank pressure
Charterers are not only concerned with a vessel's sea performance but also their pumping
ability, and as a result, the duration of port stays. Therefore, an informative and complete
record of the discharge operation must be able to refute any claims of poor pumping
performance. An informative and complete record of RPM, rates, pump discharge pressures
and suction pressures as well as pressures shown on the gauges at the manifold/ships rail is
required to be able to refute any possible claims of poor pumping performance.

Chief Officer’s Standing Order:

Cargo's plan & instructions from the Chief officer should be followed. The chief officer shall
give his written instructions to the duty officer in his rest time. Stress monitoring and print-
outs of intermediate conditions shall be recorded during regular cargo operation. Loading
computer shall be updated hourly for conditions on board. A comparison of real & calculated
draft & trim shall be carried out to give proactive warning of any unplanned or unobserved
deviation from the plan.

Crude Oil Washing

Carry out crude oil washing as per “Procedures for Crude Oil Operations” when the tank to
be washed reaches the planned condition.

Ballasting and De-ballasting

Fill tanks with ballast water according to the ballasting plan. Consider the precautions
decided for heated cargo discharge. Notify the terminal of the matter before the start of
ballasting. As a company standard, to avoid the possibility of ballast overflow when
alongside, BALLASTING LEVEL OF ANY TANKS (WHILE ALONGSIDE) SHALL NOT EXCEED 90%
OF THE TANK'S CAPACITY. Such levels shall be marked near the ballast gauges and shall be
conspicuously displayed in the control room.

Trim and Draft

As the operation progresses, checking water depth makes a stern trim so that ample trim,
which is described in the COW manual, may be obtained when tank stripping starts. Ensure
the draft maintained, after allowing for tidal variation, is well within the limits of
manifold/loading arms' height limitation. The vessel shall always be preserved well within
the operating limits (envelope) of the shore arms.

Stripping cargo

In the last stage of discharging, drop the number and speed of main cargo pumps and
gradually reduce the opening of delivery valves to change over to stripping. Stripping is
conducted by the Auto Unloading System (AUS), Eductors, or Stripping pumps. For further
confirmation of effective stripping with remote suction pressure gauge, a closed system of
manual sounding (dipping) of cargo tanks shall be done by the ship's crew to ascertain the
sludge/oil condition of tank bottom.

Survey upon completion of discharge from tanks

(Dry certificate / ROB certificate):

The cargo tanks are to be gauged in the presence of the attending surveyor/berth master to
confirm free from pumpable (liquid) cargo.
The vessel is to prepare dry certificate (or ROB certificate, if pumpable liquid), upon
completion and the same shall be acknowledged from the attending official.
If an available copy of the surveyor's documents to be retained on board.
Any remaining Un-pumpable cargo (by vessel's fixed pumping systems), if found, shall be
documented with suitable remarks on the certificate.
The closed method of dipping such cargo tanks shall be followed.

Completion of Discharge

Close the manifold gate valves after confirming the completion of transferring oil to the
terminal.
Upon completion of a dry survey by the terminal (receiving) side, drain hoses and arms at
the manifold, and disconnect them.
Drain hoses and arms at the manifold. All manifold drain valves are to be operated under the
Chief Officer; the duty deck officer must be stationed at the manifold and ensure that the
correct valves are opened before confirming to the Chief Officer in the CCR that the valves
are opened.
After draining all oil in pipelines, close tank valves, and vent valves. Ensure the connection is
depressurized and isolated from the internal cargo tank I.G. pressure

All cargo in deck cargo lines should be dropped by gravity into a designated tank or tanks.
Lines should not be dropped back to the pump room.
In parallel with draining work, measure the temperature and ullage in each tank to work out
the loaded quantity.
On completion of gauging and sampling, all ullage ports, vapor locks, and any other tank
openings should be confirmed closed.
Care should be taken to ensure that cargo lines do not become over-pressurized due to high
ambient temperatures
The IGS recorder shall be switched on to record and monitor the cargo tanks pressure. It
shall be suitably marked for details of Voyage Number, date, and time of turning on and
corresponding present pressure. This record shall be in continuous operation until the final
discharge port.

Stopping Inert gas system

Adjust inert gas pressure in tanks, and stop the system when the pressure reaches the
prescribed value (usually 1,000 mmAq).
 Personnel Arrangement During Cargo Operations In Oil Tankers

Principle / Watch Schedule: The Chief Officer should prepare a detailed Watch Keeping
Schedule and Person In Charge List for all personnel directly involved in Cargo Oil Transfer
operations and the schedule should be posted in the CCR and on the Navigation Bridge. The
Chief Officer should ensure that sufficient personnel are available to conduct all activities
required for Cargo Oil transfer operations safely.

Safety meetings: The pre-transfer safety meeting onboard vessels should include all the
necessary steps and precautions, and these should be discussed and documented.
Moreover, cargo lines must be promptly and adequately blown through upon completion of
cargo operations to avoid freezing of cargo/blockage of lines. If cargo lines are found to be
blocked, any attempt to clear the lines should only be made after a proper risk assessment
has been undertaken and vetted by the company shore superintendent or the Designated
Person Ashore.

All crewmembers and officers must be well briefed about the cargo being carried and the
Personal protective equipment to be worn. The emergency procedures must also be
discussed before arriving at the berth. All ship staff must be aware of the Material Safety
Data Sheet of the products on board and specifically the measures to be taken in case of
accidental release of the product so that immediate action can be taken by ship staff.

Supervision Of Operations: The Chief Officer should attend cargo & ballast operations to
direct as to the operations at the beginning and end of work, before and after the beginning
of deballasting operations, under rough weather and sea conditions, during tank cleaning
and at all other major steps of the operations.

Personnel Arrangement During Cargo Operations

The Chief Officer shall arrange deck crew as follows:

1. At the beginning and end of cargo work, all officers and deck ratings should be available and
positioned at the site in principle.

2. As far as possible at the beginning of operations, the number of officers present in the Cargo
Control Room and monitoring the operations should be more than one.

3. During cargo work, at least one officer and two deck ratings (including the watchkeeper in
port) must be on duty as to the cargo work, and one of them must be placed near the
manifold.

4. Sufficient crew should be available to man the manifold at all times and attend the
moorings.
5. The Second and Third Officers should be on duty as a cargo watch officer in two shifts, and
the Chief Officer must give adequate instructions to the officer on duty. Such instructions, to
effectively be passed on and monitored for completion, should, as far as possible, be noted
down for confirmation.

6. The duty officer should make use of the whiteboard provided to verify and confirm such
instructions execution.

7. Deck ratings should be on duty as to cargo operations in two or three shifts depending on
the case. The watchkeeping in port in two or three shifts must be maintained all the time.
However, the assigned watchkeeper in port should also participate and attend to cargo
operations, provided his duties are being attended to.

8. The Chief Officer shall ensure that sufficient personnel is available to conduct all activities
required for Cargo Oil transfer operations safely.

9. During cargo transfer operations, the Chief Engineer shall have an engineer & crew member
who are well familiar with the cargo handling equipment and machinery of the vessel stay
on board in case of any break downs or trouble.

10. At least for the following operations, assign an engineer on duty to monitor the related
machinery and to take necessary measures.

o Start / stop of inert gas system

o Start / stop of cargo pumps

o Crude oil washing

o Start / stop of deck steam or stripping pump

o Start/ stop of ballast pump.

11. The 1 asst Eng’r shall be present during starting & stopping of cargo operations. Also, all
critical steps in between shall be attended by one asst engineer.

12. The junior engineer shall keep the watches in Two shifts.

13. Further chief engineer may decide to regulate watches as per case by case.

14. The Chief Engineer shall decide the personnel arrangement and number to be present in
case of any emergency operation of the cargo work equipment and machinery taking the
crew's ability and the equipment's actual conditions and machinery into consideration.

15. The Chief engineer shall ensure that sufficient personnel are available to

16. When operations are taken over by the port helpers, the ship's crew shall give necessary and
detailed information including the characteristics and conditions of machinery and
equipment of the vessel.
17. Any specific matters that require attention, cargo operations plan, duty system, emergency
response system, and communication system, should also be given, to enable the port
helper to cope with an emergency during their stay onboard efficiently. However, All
operations of the port helpers are carried out under the sole responsibility of the person in
charge of operations of the vessel side.

Duty Schedule: The Chief Officer & Chief Engineer should affix the duty schedule for deck
and engine departments to the cargo operations plan, and put it up in the Cargo Control
Room and Engine Control Room.