Liquefied Gas Carrier

Liquefied Gas Carrier
Operations Manual (GCM)
Rev Date Prepared By Approved by

0 01-Sep-2019 QHSE Department MD / FD
1 01-Mar-2020 QHSE Department MD / FD
LIST OF CONTENTS
Liquefied Gas Carrier Operations Manual 01-Mar-2020 Rev 1 Page 1 of 2
S. No. Section No. Contents Rev. Date Rev. No.

0. Record of Changes 01-Mar-2020 1
1. List of Contents 01-Mar-2020 1
2. Introduction
2.1. Introduction 01-Sep-2019 0
2.2. Cargo Roles and Responsibilities 01-Sep-2019 0
3. Hazards and Precautions

3.1. Health and Safety 01-Sep-2019 0
3.2. Fire Hazards and Precautions 01-Sep-2019 0
3.3. Compressor Room Entry Procedures 01-Sep-2019 0
4. Cargo Operations
4.1. Cargo Properties 01-Sep-2019 0
4.2. Cargo Planning and Stowage 01-Sep-2019 0
4.3. General Port Procedures 01-Mar-2020 1
4.4. Cargo Manifold Procedures 01-Sep-2019 0
4.5. Cargo Surveys and Calculation 01-Sep-2019 0
4.6. Cargo Sampling Procedures 01-Sep-2019 0
4.7. Line and Valve Setting 01-Sep-2019 0
4.8. Loading Operations 01-Sep-2019 0
4.9. Cargo Monitoring Procedures 01-Sep-2019 0
4.10. Cargo Care during Voyage 01-Sep-2019 0
4.11. Discharging Operations 01-Mar-2020 1
4.12. Ballast Handling Operations 01-Sep-2019 0
4.13. STS Transfer Operations 01-Mar-2020 1
4.14. Tank Preparations and Gas Freeing Operations 01-Mar-2020 1
4.15. Cargo Blending and Co-mingling 01-Sep-2019 0
4.16. Cargo Odourising 01-Sep-2019 0
4.17. Jettisoning and Controlled Venting 01-Sep-2019 0
5. Special Cargoes
5.1. Ethylene 01-Sep-2019 0
5.2. Ammonia 01-Sep-2019 0
5.3. Butadiene 01-Sep-2019 0
5.4. Vinyl Chloride 01-Sep-2019 0
6. Cargo Systems and Equipment

6.1. Cargo Systems – General Care and Maintenance 01-Sep-2019 0
6.2. Cargo Monitoring System 01-Sep-2019 0
6.3. Cargo Containment System 01-Sep-2019 0
6.4. Cargo Piping System 01-Sep-2019 0
6.5. Cargo Hoses 01-Sep-2019 0
6.6. Cargo Valve System 01-Sep-2019 0
6.7. Cargo Pumping System 01-Mar-2020 1
6.8. Cargo Tank Venting System and Relief Devices 01-Sep-2019 0
6.9. Gas Measuring Instruments 01-Mar-2020 1
6.10. Inert Gas System 01-Sep-2019 0
LIST OF CONTENTS
S. No. Section No. Contents Rev. Date Rev. No.

6.11. Nitrogen System 01-Sep-2019 0
6.12. Cargo Reliquefaction System 01-Sep-2019 0
6.13. Cargo Heat Exchangers 01-Sep-2019 0
6.14. Cargo Emergency Shutdown System 01-Sep-2019 0
7. Cargo Emergencies
7.1. Cargo Emergencies 01-Sep-2019 0
8. Commercial Considerations
8.1. Commercial Inspections 01-Mar-2020 1
8.2. Vessel Seaworthiness 01-Sep-2019 0
8.3. Charter Party 01-Sep-2019 0
8.4. Cargo Documents 01-Mar-2020 1
8.5. Bill of Lading 01-Mar-2020 1
8.6. Claims and Disputes 01-Sep-2019 0
8.7. Vessel Insurance 01-Sep-2019 0
9. Annex
Annex 1 Witness Statement Template 01-Mar-2020 1
Annex 2 Standard Forms of LOI for Delivery of Cargo 01-Mar-2020 1
2.1 INTRODUCTION
Liquefied Gas Carrier Operations Manual 01-Sep-2019 Rev 0 Page 1 of 1
Purpose
To provide an overview of Liquefied Gas Carrier Operations Manual.
Purpose of the Manual

To provide Company procedures for safe handling and carriage of Liquefied Gases (except
LNG), including tank preparations.
It also contains procedures related to commercial and communication aspects.
Contents of the manual are in line with statutory regulations, and best industry practices.
Note 1
When instructions conflicting with any requirements are received, SMS shall take precedence.
Immediately inform Office, in case of any doubt or if the manual does not cover the related issue.
Application
This manual, with relevant checklists and work instructions, applies to Liquefied Gas
Carriers.
Manual is reviewed and updated periodically / occasionally. The Company distributes

amended parts of the manual to the vessels by electronic means.
Note 2
Commercial consideration must not take precedence over vessel and crew safety.
Caution
The procedures and guidelines are not exhaustive. Comply with all international / local laws and
regulations. Exercise due diligence, with professional judgment and good seamanship at all times.
References Publications / Documents

The company provides “Ship’s Technical Library” in General Circular No.18, which includes
cargo-related publications.
Ensure that all cargo-related publications are-up to-date.
Forms and checklists: References:

CL Gen Cir 18: Ships Technical Library
RA
WI
FORM
2.2 CARGO ROLES AND RESPONSIBILITIES
Purpose
To outline the roles and responsibilities of vessel staff in regards to cargo operations.
General
In addition to responsibilities in PAM chapters ‘Job Responsibilities’, comply with the
following during cargo operations.
All Officers should familiarise themselves with:
Cargo Operational Manual of the vessel and carriage requirements
Stability Booklet and any restrictions mentioned therein
Industry reference publications / documents, such as IGC, SIGTTO, TSG,
INTERTANKO, OCIMF, CDI etc.
Operational and emergency procedures as per this manual, including checklists
and work instructions
Note 1
Master must promote an effective team management approach to cargo, ballast, tank cleaning and other
operations through onboard training and mentoring. Junior Officers will involve themselves in the
planning, preparation and carrying out of safe cargo operations, for training to the next rank.
Cargo Watchkeeping Arrangement

Master and Chief Officer must decide the composition of deck watch considering the rest
hours of staff.
Master must ensure that sufficient staff is on board to handle any emergency. At least 50%
of crew must remain on board.
Operation Manning Level
Bulk Cargo Operations Duty Officer + Full Deck Watch
Critical Stage of Operation, such as:
Initial line-setting and commencement of
operation
Intermediate starting and stopping of cargo and
relevant equipment C/O (or Master) + Duty Officer +
Topping-off operations Full Deck Watch
Towards completion of operation (see note 3)
Line blowing / draining
Tank-to-tank within vessel (Internal Transfers)
Critical stages of Tank Preparations / Grade
Change operations
Any deviations from plan / unusual circumstances
Note:
1. Full Deck Watch – Minimum 2 Seamen, out of which at least 1 is an AB
2. Always man the manifold and ensure suitable means of communication with OOW is
provided. Assign an additional person, if the gangway and manifold duties cannot be
performed simultaneously.
3. At sea, C/O must supervise the critical stages of any cargo operation. During non-
critical stages, C/O in consultation with Master must plan the watch arrangements
considering rest periods and operational requirements.
4. Chief Officer and Gas engineer must adjust their rest periods as per cargo
requirements.
5. Cadet will assist on deck as planned by Chief Officer.
6. Chief Engineer must ensure engine room is manned with at least 2 engine room

Operation Manning Level
personnel (1 Officer and 1 rating) at all times during cargo / ballast operations, tank
washing operations and when inert gas / N2 / BWTS plant is in operation.
Chief Officer must issue standing orders for port watches specifying the circumstances in
which to call him / her.
All deck Officers and Gas Engineer must comply with Chief Officer’s standing orders for port
and any other supplementary port orders. Keep these orders readily available in CCR.
Note 2
Prior to commencement, completion and each change of watch test communication with Terminal and
deck watch.
Master
Master is overall responsible for cargo operations.
Master must ensure:
Compliance with Company procedures, Owner’s / Charterer’s instructions
All international, local and port requirements are followed
Compliance with industry reference publications / documents
Required cargo information is received before accepting the cargo
Vessel is certified and ready to carry nominated cargo
Cargo is loaded, carried and discharged within vessel’s design limits for stability
and strength
Chief Officer
Chief Officer is the designated ‘Cargo Officer’ responsible for planning, execution and
recording of all cargo and ballast operations, under Master’s guidance.
In Chief Officer’s absence, Master shall remain in charge of operations.
Chief Officer must:
Issue standing orders and port orders for port watches
Prepare a cargo stowage and operation plan
Ensure vessel stresses are within limits at all times
Conduct pre-arrival cargo meeting, discussing the plan with staff
Plan the crew working hours
Plan, organise, control and supervise all activities on deck, tank and compressor
/motor room.
Modify the cargo plan as required and instruct watchkeepers accordingly
During the operation, personally supervise all critical stage of operation
Before leaving CCR / deck, give clear written instructions to Duty Officer, regarding
the operational requirements and circumstances when to call him / her
Liaise with Chief Engineer for timely availability of systems
Keep Master fully advised of the progress of cargo operation
Note 3
Chief Officer must be familiarised with the term ‘reference temperature’ and must be aware of the
reference temperature for present cargoes.
Note 4
Chief Officer must personally confirm the closing of access to the cargo tanks. A responsible staff may be
delegated for checking closure of other spaces, and must report to Chief Officer on completion.
Duty Officer
Duty Officer must:
Hand / Take over watch as per vessel-specific checklist. Taking over officer must
clarify any doubts
Be familiarised with cargo stowage, cargo plan and expected operations during
watch.
Comply with cargo plan and Master’s / Chief Officer’s orders
Check and maintain the stress and stability condition of vessel
Maintain cargo parameters, transfer rates and tank pressures / temperatures, as
required
Ensure all equipment is running within design parameters. Regulate tank valves
and pump controls as required
Monitor moorings, gangway, draft, security arrangements, etc.
Maintain record of all port events in Port Log
Caution
Immediately call Master / Chief Officer in case of a deviation from plan or in an emergency. In an
emergency, do not hesitate to stop all operations.
Chief Engineer
Chief Engineer must:
Ensure proper maintenance and running of the cargo equipment. Inform Chief
Officer in case of unavailability / malfunction of cargo machinery and IG / N2 plant
Provide technical support to Chief Officer for performing cargo operations
Instruct and supervise Engineer Officer / Electrical Officer, for performing tasks
related to cargo equipment
Gas Engineer
Assist Chief Officer during cargo operations as required
For responsibilities of Gas engineer, refer to PAM chapter ‘Job Responsibilities - Gas
Engineer’.
Watch Ratings
Must be familiarised with the cargo plan and cargo-specific hazards
Attend and perform the deck / mooring / manifold / gangway watch as directed
Assist Duty Officer in monitoring cargo operations and follow their instructions
Take regular safety, security and anti-pollution rounds, including checking of vessel
surroundings
Cross check and report status of cargo lines, vents and overboard discharges to
the Duty Officer
CL: GAS/01 PAM Ch. Job Responsibilities
RA
WI
FORM
3.1 HEALTH AND SAFETY
Purpose
To outline the hazards affecting health and safe procedures when handling cargoes.
General
In addition to procedures in H&S Manual, comply with the following during cargo operations.
Personal Protective Equipment (PPE) and Protective Equipment

Wear PPE appropriate to the task and hazards within the work area. For details on PPE,
refer to H&S chapter ‘Personal Protective Equipment’.
During cargo operations, use all available sources to determine the risk and consequences
of exposure to a cargo and select the correct PPE. Refer to cargo MSDS, PPE Matrix
provided in this chapter.
Ensure vessel has Safety Equipment as required by the Code and they are suitable for
cargoes listed in the Certificate of Fitness. Store them as per vessel’s Safety Plan.
All staff must familiarize with the use of protective and safety equipment provided on board.
3rd Officer must monthly inspect safety equipment sets, including breathing apparatus
required by the code. Keep the BA sets filled up to their maximum working pressure. A
competent person must inspect and test the safety equipment, including breathing
apparatus every year. Maintain appropriate records.
BA sets required by the code should be interchangeable with the sets required for
firefighting.
Check the expiry date of the PPE since some equipment may have a shelf life.
Contaminated PPE / Working Clothes
Do not bring working clothes into the accommodation. Store them in designated
lockers.
Wash and hose down contaminated clothing after use. Prior to storage, inspect and
confirm that they are in good order and ready for immediate use.
Store the damaged / contaminated PPE (which cannot be decontaminated) for
disposal separately from other PPE and mark it with ‘DO NOT USE’.
Note 1
Ensure PPE and protective equipment are suitable for low temperatures and the cargo carried. Normal
plastics may become brittle and crack due to low temperatures or get dissolved by the cargo.
Note 2
Ensure fixed, portable and personal gas detection equipment are correctly set calibrated and working
properly.
Caution
As far as practicable, avoid direct contact with any of the cargoes carried, even if it is not listed as toxic.
The toxic effects of some of the cargoes become apparent much later after exposure.
Caution
PPE does not reduce the hazard of chemicals. Following proper containment and handling procedures is
the most important safeguard, to protect against exposure to cargo.
Synthetic Clothing
Avoid using synthetic clothing since the material can melt and fuse together when exposed
to high temperatures, causing severe burns.
Respiratory Protection
Use breathing apparatus while handling toxic cargoes, firefighting and entering an unsafe
space. Carry out all checks prior to donning.
Provide each person with a suitable respiratory and eye protection for emergency escape,
when carrying certain cargoes, as required. Do not use these for firefighting and cargo
handling.
Caution
The company prohibits the use of canister or filter type respirators on tankers and gas carriers. Destroy if
found any on board and inform Office.
Safe Access
Ensure safe access is provided as per H&S chapter ‘Safe Access and Boarding
Arrangements’.
Do not allow any unauthorised persons to board the vessel. It is also prohibited to allow any
intoxicated person on board without supervision.
Brief the visitors at the access points as per instructions in the Gangway Register, including
hazards of cargo being handled. Provide them with the appropriate PPE, if required.
Highlight the safe walkway between gangway and accommodation / CCR.
Designate and mark only 1 door for entry into accommodation on offshore side.
As a secondary means of escape, prepare lifeboats for immediate lowering or rig the
gangway on the side away from jetty, complying with the security requirements.
Note 3
Secure all gratings on walkways and work platforms properly. Where fitted with fiberglass gratings,
ensure they are suitable for use on tankers and are not flammable / do not give out toxic flames in case
of fires.
Note 4
Safety nets are not required on the gangway fixed to shore and provided with permanently installed
structural handrails.
Notices and Warnings

Type of Cargo Location Description
No Naked Lights
No Smoking
No Alcohol
No Unauthorised Persons
Visitors are Required to Show Identification
Switch off Mobile Phones and Other
All type of cargo Access Points
Electronic Devices
Use of Cameras, Smart Watches & Fitness
Bands Not Permitted
Use of Unapproved (Not Intrinsically Safe)
Equipment is Not Permitted
Lighters and Matches are Not Permitted
Type of Cargo Location Description

Accommodation
Entrance
or No Samples Permitted in Accommodation
At the End of
Catwalk
Warning: Toxic Cargoes
Contact Vessel and Wait at This Point. Do Not
Access Points
Proceed to the Vessel till Escorted by a Crew
Toxic Cargo Member
Warning: Toxic Cargoes
Accommodation
Access to Main Deck Only Permitted to Persons
Exit Points
Authorised by Master
Spaces containing IG Room Warning: Possibility of IG
IG System entrance Ventilate at Least 10 Minutes Prior Entry
N2 Room Warning: Possibility of N2
Spaces containing
entrance Ventilate at Least 10 Minutes Prior Entry
Nitrogen and when
Access Points &
N2 Operations in Warning: Nitrogen Operations in Progress
Accommodation
progress Nitrogen Kills – Undetectable to Human Senses
Exit Points
Display red flashing light at night and red flag on main mast by day when carrying
dangerous cargo.
Access to Cargo Spaces

Master / Chief Officer must permit only essential personnel within the cargo area, when
cargo operations are in progress.
Note 5
On noticing any unauthorised persons on cargo deck, immediately escort them to a safe location.
Deck Lighting
Maintain adequate levels of illumination within the cargo areas and their access.
Use only explosion proof or pressurized lights. For care and maintenance of these lights,
refer to GCM chapter ‘Fire Hazards and Precautions’.
Decontamination Showers and Eyewash Stations

Where provided, ensure decontamination showers and eyewash stations are in good
working condition and available for immediate use. Maintain the heating system in working
condition, if provided.
Physically check the operation prior to commencing cargo operation.
Health Hazards
Consult MSDS of the cargo, data sheets contained in Tanker Safety Guide and specific
information provided by the Shipper or Terminal.
Chief Officer must ensure all staff and required shore personnel are aware of hazards and
safeguards.
Hazards Precautions
IGC Code identifies the toxic cargoes, its main hazards and states
Toxicity
special precautions required for their carriage.
A crew can be exposed to toxicity of a cargo through direct skin
Hazards Precautions
contact, inhalation or ingestion.
Some of the toxic cargoes are Ammonia, Butadiene and Vinyl
Chloride. For specific information on these cargoes, refer to GCM
chapter ‘Special Cargoes’.
Caution: Take all precautions when handling cargoes with low TLV.
Refer to ISGOTT for details regarding definitions of exposure limits.
Avoid asphyxiation by using gas detection equipment and breathing
apparatus as necessary.
Asphyxia In case of exposure, administer oxygen within minutes to offer a
chance of survival. Even after rescuing and resuscitating, risk of
cardiac arrest remains.
Caution: The exposed person cannot sense that the oxygen level is
too low and can become unconscious only after 1 or 2 breaths.
Inhaling of certain vapours – for example, Ethylene oxide, may
Anaesthesia affect the nervous system causing unconsciousness.
Avoid anaesthesia by using gas detection equipment and breathing
apparatus as necessary.
Direct contact with cold liquid / vapour cargo, uninsulated pipes and
equipment can cause cold burns or frostbite.
Frostbite
Inhalation of cold vapour may permanently damage the lungs.
Wear protective clothing as necessary. Avoid contact with cold
cargo liquid or vapour and equipment.
Staff must be familiarised with location and operation of eyewash
and decontamination showers.
Wear protective clothing as necessary.
Chemical Burns
Chemical burns can be caused by ammonia, chlorine, ethylene
oxide and propylene oxide.
Caution: Chemical burns are particularly damaging to the eyes.
Avoid contact with corrosive cargo
Corrosivity
Wear appropriate PPE
Inert Gas For details, refer to GCM chapter ‘Inert Gas System’
Nitrogen For details, refer to GCM chapter ‘Nitrogen System’
Caution
Never take the absence of smell as indication of the absence of gas.
Operational Hazards
Operational hazards related to cargo properties and cargo works are covered in GCM
chapters ‘Cargo Operations’.
Compressor Room Entry Procedures

For safe procedures, refer to GCM chapter ‘Compressor Room Entry Procedures’.
Vessel Helicopter Operation

Comply with vessel-specific ‘Helicopter Operation Checklist’.
For Company procedures, refer to H&S Manual chapter ‘Helicopter Operations’.
Note 6
Shut and secure all tanks openings prior to a planned operation and suspend any cargo / ballast
operation in progress.
Note 7
If vessel is not designed for helicopter operations, contact Office with a risk assessment prior to
operation.
First Aid
During accidents involving any cargo, follow first aid procedures given in the cargo MSDS.
For detailed actions, refer to:
Medical First Aid Guide in IMDG supplement
The Ship Master’s Medical Guide
International Medical Guide for Ships
General Actions on Contact with Cargo
Body Part Affected Action
Flood eye gently with clean fresh water
Eye
Continue washing for at least 15 minutes
Remove contaminated clothing
Skin Flood affected area with water, continue washing for at least
15 minutes
Remove victim to fresh air
Vapour Inhalation Remove contaminated clothing
Give artificial resuscitation, if required
Warm the affect area quickly
Do not massage the affected part and never cut blisters or
remove clothing if adhering firmly
Allow blood circulation to re-establish naturally in the affected
Frost Bite
area
Dress the area with sterile dry gauze
If the area does not regain normal colour and sensation,
obtain medical advice
Use of Resuscitators
Keep it in an accessible location. Ensure operating instructions are displayed.
Responsible persons must be familiarised with the method to operate it.
Shift the casualty to a safe place before attempting resuscitation.
Do not allow smoking or naked flame in the same room due to the risk of fire.
Caution: If using in a gas filled space, use the resuscitator with regulating valve and set
the supply to pure oxygen.

CL: D/29 Tanker Safety Guide (Liquefied Gas)
RA LGHP on Ships and in Terminals
WI ISGOTT
FORM: QA-31
3.2 FIRE HAZARDS AND PRECAUTIONS
Purpose
To outline the fire hazards and precautions during cargo operations.
General
In addition to the general precautions and procedures mentioned in H&S Chapter ‘Fire
Precaution’, below are precautions related to cargo related matter.
Evolution of HC Vapours
Hydrocarbon gas evolves during inerting, grade change, gassing up / gas freeing.
Use approved venting arrangements.
Take all precautions to avoid drawing flammable gases into gas-space spaces as per
procedures in this chapter.
Caution
In confined spaces, an ignition of gas vapour can raise the pressure to cause an explosion. Even in open
spaces, the speed of flame travel through a large vapour cloud may be sufficient to cause an explosion.
Flammability
All liquefied gases, except chlorine, are flammable.
Since most cargoes are in gaseous form at ambient conditions, they easily form flammable
mixture with air.
Lower Flammable Limit (LFL): HC concentration below which there is insufficient
hydrocarbon gas to support and propagate combustion.
Upper Flammable Limit (UFL): HC concentration above which there is insufficient
air (oxygen) to support and propagate combustion.
Flammable Range: A mixture of hydrocarbon (HC) gas within the lower flammable
limit and upper flammable limit.
LFL and UFL of cargo are available in the MSDS sheets.
Flammable Limits of Propane, Butane And Pentane
Flammable limits % volume Number of dilution with same volume
Gas hydrocarbon air of air to reduce a mixture of 50% by
Upper Lower volume to LFL
Propane 9.5 2.2 23
Butane 8.5 1.9 26
Pentane 7.8 1.5 33
Note: In practice, for general purposes, take the lower and upper flammable limits of oil
cargoes carried in tankers as 1% and 10% by volume respectively.
Flammability Diagram
Every point on the diagram represents a hydrocarbon gas/air/inert gas mixture,

specified in terms of its hydrocarbon and oxygen content.
Hydrocarbon gas/air mixtures without inert gas lie on line AB. Points to the left of
line AB represent mixtures with their oxygen content further reduced by the
addition of inert gas.
The lower and upper flammability limit mixtures for hydrocarbon gas in air are
represented by points C and D.
As the inert gas content increases, the flammable limit mixtures change as
indicated by lines CE and DE, which finally converge at point E. Only those
mixtures represented by points in the shaded area within the loop CED are capable
of burning.
It is evident from the above figure, that as inert gas is added to hydrocarbon
gas/air mixtures, the flammable range progressively decreases until the oxygen
content reaches a level, generally taken to be about 11% by volume, when no
mixture can burn.
The figure of 5% by volume of oxygen, specified in this guide for a safety inerted
gas mixture, allows a margin beyond this value.
Using the Flammability Diagram
Assume that the atmosphere inside a cargo tank is determined to be at point F –
about 11 % (vol) hydrocarbon and about 4% (vol) oxygen.
If the tank is then gas-freed directly with air, the composition of the tank
atmosphere will move along line FA to the fully gas-free condition at point A. But,
as it does so, the atmosphere passes through the flammable envelope.
To avoid this situation, first inert the tank to a point below the 'critical dilution line'
– along line FH, where it passes below the critical dilution line. Gas freeing along
line HA prevents the risk of passing through the flammable envelope.
Note 1
All officers must familiarise themselves with the flammability diagram.
Caution
Ensure the concentration hydrocarbon gas / air /inert gas mixture does not fall within the flammable
range during purging, gas freeing and inerting operation.
Boiling Liquid Expanding Vapour Explosion (BLEVE)

Boiling Liquid Expanding Vapour Explosion (BLEVE) can occur when a pressure vessel
containing a pressurised liquid is ruptured.
The most common cause of BLEVE is fire surrounding a storage tank. The fire increases
the tank pressure, while the adjoining flames reduce the mechanical strength of the tank. As
a result, the tanks splits and its pieces may travel like projectiles.
The surrounding fire may further ignite the escaping gas if it is in flammable limits.
Precautions against Static Electricity

The 3 stages leading to generation of static hazard are charge separation, charge
accumulation and electrostatic discharge.
Precautions against static electricity
To minimise the risks of static discharges, ensure the cargo system – for example,
cargo pipelines is properly bonded to the hull.
Remove any loose conductive objects from the tank or other hazardous areas that
cannot be bonded. Tighten nuts and bolts if loose. Check all such loose items during
tank inspection.
Switch off impressed current systems.
Do not use non-intrinsically safe equipment within hazardous area. Only use
explosion proof lamps and intrinsically safe communication equipment.
Note 2
Refer to ISGOTT for detailed explanation on basic principles of electrostatics.
Caution
Steam and CO2 pose a risk of static electricity. Never inject these into a tank, compartment or pipe
system which contains un-ignited flammable mixture.
Ship-shore Bonding / Electrical Currents

For safe procedures, refer to GCM chapter ‘Cargo Manifold Procedures’.
Fire Prevention
Avoid fires by preventing the flammable substance, oxygen and sources of ignition from
coming together.
In the presence of a flammable substance, exclude the sources of ignition or oxygen.
Exclude oxygen by keeping the tank / space pressure above atmospheric pressure.
Regularly check oxygen content and pressure of spaces where inert gas (IG) is used.
Exclude flammable vapour, in spaces where sources of ignition and oxygen cannot be
excluded. For example, accommodation, engine and boiler rooms, galley, motor rooms etc.
See subsequent sections of this chapter for precautions to prevent flammable vapour in
such spaces.
Staff must familiarise themselves with the firefighting / fire protection systems on board.
Refer to vessel specific fire training and maintenance manual for details.
Note 3
Many sources of ignition are eliminated during the design stage. Ensure that such design features are
not modified / impaired.
Note 4
IG will not prevent an external fire caused by leakages, overflow, burst hose or collision damage. An IG /
cargo vapour mixture may become flammable if it escapes to atmosphere.
Caution
For cargo operations, do not use IG / N2 that is dedicated for firefighting purposes.
Prevention of Flammable Gases in Gas-safe Areas

Take following precautions to prevent flammable gas to enter into accommodation / engine
rooms etc.
Close all doors, ports and openings leading to the cargo deck area; do not impede
means of escape from inside accommodation when closing doors
Close all external ventilators which can permit the entry of flammable vapours
In case of airlock systems, operate only one door at a time
Adjust air conditioning recirculation system to maintain positive pressure
Switch off and isolate (if necessary) window / split AC systems; post notices
regarding this requirement adjacent to the AC unit
Adjust engine room intake to maintain positive pressure
Keep the ventilation fans for Compressor Room and Motor Rooms running and
doors closed
On suspecting / detecting flammable gases:
Stop cargo operations
Readjust / stop the AC systems
Inform all personnel, wear PPE as required
Prohibit smoking, hot work and any operation giving a spark
Stop all electrical equipment – for example, galley equipment etc.
Caution
The pressure differential created due to adjustment of ventilation system may cause sudden slamming of
self-closing doors, leading to injuries.
Caution
If no wind is blowing, cargo vapour may persist on deck. Vapour may also collect on the lee side of
superstructures.
Engine and Boiler Rooms

Ensure that cargo vapours do not enter engine / boiler / motor room. Diesel engines may
over-speed and get damaged.
Do not carry out soot blowing within port limits and whilst cargo operations, venting, tank
cleaning etc. is in progress. When necessary, consult with Master for alternate
arrangements such as alteration of course/ speed etc.
Caution
Stop cargo operations if the funnel emits sparks or if the uptake is on fire. At sea, alter course / reduce
speed to prevent sparks falling on the tank deck. For prevention and safeguards from funnel sparks refer
to H&S chapter ‘Fire Precautions’ and TMM chapter ‘Prevention of Emission of Funnel Sparks’.
Auto-ignition / Spontaneous Combustion

To prevent any fire due to auto-ignition / spontaneous combustion:
Immediately rectify any leakage of liquid / vapour coming in contact with hot
surfaces
Prevent oil / chemical soaked lagging from coming in contact with hot surfaces
Do not stow cotton waste or any absorbent materials near oil, chemicals, paints
etc. Do not leave such material lying on the deck, equipment and pipeline. Dry off
damp material before stowing or destroying.
Keep flammable cleaning chemicals in closed, unbreakable and correctly labelled
containers. Handle with care and stow in designated compartment when not in use.
Hot Work
Refer to H&S chapter ‘Hot Work’.
Naked Lights
Prohibit the use of naked lights on deck and in any place where flammable gas may be
present.
Smoking
For full details, refer to H&S chapter ‘Smoking’.
Precautions for smoking, are also applicable to incense/ joss sticks or similar products.
In consultation with Terminal, designate the smoking areas during ship-shore safety
meeting. Clearly identify such areas with suitable notices.
When using stern manifold connections, do not allow smoking in accommodation or any
space with doors and ports open onto the deck where the manifold is located.
Note 5
Master has the discretion to completely ban smoking at any time when necessary for reasons of safety.
Caution
Smoking is prohibited on board during venting operation.
Galley Stoves and Cooking Appliances

It is prohibited to use galley stoves and cooking appliances that are portable or use naked
flames.
Ensure the galley vents are clean of oil and grease.
Electrical Storms (Lightning)

Stop cargo operations or venting of flammable cargo vapours during electrical storms in the
immediate vicinity of the vessel.
Use of Powered Tools and Hand Tools

Chief Officer’s permission is required prior to using any tools in gas dangerous areas.
Mechanically powered tools and grit blasting have a potential for producing sparks, but they
do not fall under hot work. However, their use is only permitted under controlled conditions
as per below precautions:
Tools Precautions
Use of hand tools (chipping hammers and scrapers) is permitted
without a HW permit only if:
The work area is gas free with no combustible material
No cargo, bunkering, tank cleaning, and gas freeing, purging or
Hand Tools inerting operations in progress
Working on fittings is not connected with the cargo system
If the above criteria are not met, comply with the precautions as stated
for powered tools.
Use of portable power tools is permitted without a HW permit, only if:
Vessel is not alongside a Terminal
No cargo, bunkering, tank cleaning, and gas freeing, purging or
Mechanically inerting operations in progress
Powered Tools No flammable liquid in adjacent spaces
The work area is gas free with no combustible material
Firefighting equipment is ready for use
Staff wearing appropriate PPE and using power tools as per makers
instructions
Bond grit blasting machine to the deck or the fitting being worked on
Grit Blasting
Always bond hopper and hose nozzle of grit blasting machine
Note:
1. Do not use mechanical tools and hand tools (chipping hammers and scrapers)
alongside without Terminal permission.
2. If working on equipment and structure containing cargo / cargo vapours, ensure the
equipment is isolated and free of cargo and vapour. Obtain readings below 1 % LFL
before the commencement of work.
3. For safe handling procedures, refer to H&S Manual chapter ‘Hand and Portable
Power Tools’ and QA poster ‘Power Tool Safety Checks’.
Note 6
Exercise caution when using portable aluminium alloy equipment such as ladders, tools in hazardous
areas. A smear of aluminium on rusty steel can cause a spark, if subsequently struck.
Caution
The use of non-ferrous (non-sparking) tools is not recommended in hazardous area. Particles of steel or
rust embedded in the soft metal of such tools can cause a spark on impact with hard metals. If Terminals
require the use of such tools exercise caution and avoid hammering.
Fixed Electrical Equipment and Fittings

Only use intrinsically safe and approved equipment in dangerous areas.
Ensure the equipment is bonded to the vessel’s hull, to maintain electrical continuity. Keep
electrical equipment, glands and seals well maintained.
Provide suitable weather protection for electrical fittings on deck.
Carry out regular maintenance as per maker’s instructions and vessels PMS. Only
appropriately certified personnel must undertake the maintenance of electrical equipment
within the cargo area. When carrying out repairs:
Isolate the circuits
Implement Permit-to-Work System
Issue a hot work permit, if repairs require soldering etc., or there is the possibility
of a generation of a spark
Restore and test the unit on completion of repairs
Isolate and remove the defective equipment from service.
Note 7
Any repair to the equipment must not affect its intrinsic safety. Strictly comply with Maker’s instructions,
even for minor repairs.
Note 8
Do not install or modify electrical equipment in hazardous areas without the approval of the Classification
Society, Makers and/or Company.
Caution
Test insulation, when no flammable gas mixture is present. Use “high voltage test equipment” or "megger
testers" only on circuits for which it is designed.
Portable Electrical Equipment

Use only approved and certified portable electrical equipment in the hazardous area.
Use of any portable electrical equipment, which is not intrinsically safe or contained within
an approved explosion-proof housing, is a controlled task requiring hot work permit and
Office’s approval.
Inspect them regularly for any loss of integrity or defects as per Maker’s instructions.
Inspect equipment for any damage before use. Remove defective equipment from service
and inform Office.
Note 9
Use of portable electrical equipment on wandering leads is prohibited within cargo tanks and adjacent
spaces, or on the tank deck unless the area is certified for hot work.
Explosion Proof Lights

Use only explosion proof or pressurised lights and fittings, including explosion proof plugs.
Carry out regular maintenance as per Maker’s instructions and vessels PMS. Only
appropriately certified personnel must undertake the maintenance of such lights.
Regularly check the lights and ensure:

Covers tight, no bolts missing, no gaskets present between mating metal surfaces
No cracks in metal casing / glass covers
Cement around cemented glass in good condition
Bonding wire properly connected
Wiring in good condition – there is a possibility of joints being slack in conduit runs
and fittings
Cable penetrations are properly sealed
Securing arrangements in good condition
No internal condensation within any equipment – if found, isolate the equipment
and dry out the water
Note 10
When using approved air driven lamps, ensure air supply hose is of a low electrical resistance and fitted
with a water trap to avoid static electricity. Earth all permanently installed units.
Note 11
Maintain designed clearances of certified flameproof type enclosures at all times.
Caution
It is important to maintain the flame paths of explosion proof lights. Do not paint over the flame paths of
such lights.
Portable Battery Powered Equipment - Flashlights, Lamps, etc.

Only use intrinsically safe and approved:
Flashlights (torches used on deck, in engine room, in accommodation, with fireman
suit)
UHF/VHF portable transceiver
Cameras, in the hazardous area
Electrical accessories in hazardous areas (including for safety equipment) – for
example, SI lights, portable flashlights in lifeboat or with fireman’s outfit, helicopter
signalling batons etc.
Consult Office, if in doubt in regards to safe use of such equipment.
Do not change batteries of any equipment in hazardous areas.
Caution
It is prohibited to use unapproved portable battery powered equipment like mobile phones, electronic
tablets, calculators, cameras, computers, video audio recorders, pagers, smart watches and fitness
bands, on deck or in areas where flammable gas may be present.
Navigation and Communication Equipment

Always use intrinsically safe portable communication equipment.
When in port, earth the main transmitting aerials and use the main radio for receiving
purposes only. If required to operate, seek Terminal’s agreement and transmit either when
no cargo operations are in progress or at low power or using a dummy aerial load.
During cargo operations, use fixed VHF equipment, with its transmission set to low power
mode (1 watt or less).
When alongside Terminal, where flammable gases may be present, switch off the AIS.
However, where Terminal / port requires, switch the AIS to low-power.
Prior using radar scanners, consult the Terminal / Mooring Master during STS Operation.
The radiation itself is not considered an ignition source.
Route telephones cable only from the non-hazardous area if Terminal provides a line.
Note 12
Never connect / disconnect vessel’s normal equipment in a gas dangerous zone. This applies to
telephones, talk-back systems, loudhailers, searchlights etc.
Flame Screens
Maintain the flame screens in good condition as per TMM chapter ‘Air Vents and Sounding
Pipes’.
Do not paint the screens. Always replace the damaged screens as per original
specifications.
Note 13
Put the mast riser flame screens in a dedicated box. Label the flame screens with the respective cargo
they are to be used for.
Note 14
Ordinary protection screens (not more than 13mm square mesh) are fitted on mast riser to prevent
ingress of foreign objects. Flame screens prevent sparks from entering a tank, vent opening or prevent
the passage of flame for a short time. Use flame screens / protection screens as required by the
cargo.
Tank Anodes
Magnesium anodes are not permitted.
Use of Aluminium anodes is restricted to approved locations ballast tanks only.
Zinc anodes are not subject to such restrictions.
Comply with vessel-specific guidelines for maintenance of anodes.

CL Tanker Safety Guide (Liquefied Gas),
RA: LPG 011, LPG 012, LPG 015 ISGOTT
WI LGHP on Ships and in Terminals
FORM: QA- 37
3.3 COMPRESSOR ROOM ENTRY PROCEDURES
Purpose
To outline safe entry procedures for compressor rooms.
Compressor Room
Even though it is an enclosed space, the compressor room presents a lesser risk since:
It is located on main deck and has an exit accessible
It has a ventilation system and associated safety interlocks
Space atmosphere is continuously sampled by fixed gas detection system
Compressor Room Entry Procedures

Carry out a risk assessment
Maintain compressor room Entry Log, as per the Company provided OPS Form
Place the log in a protected location, near each compressor room entrance
Strictly comply with the guidance mentioned in the log and record each entry
Mark the following warning notice near all entrances to compressor room:
FLAMMABLE / TOXIC GASES MAY BE PRESENT

Before entry:
Confirm ventilation fans running at least 60 minutes prior to entry
Confirm no alarm on fixed gas detection system
Carry personal gas detector
Complete compressor room entry log
Inform Duty Officer / Engineer
Operational Precautions
To maintain safe environment, ensure:
Ventilation system is running in good order and maintaining negative pressure in
compressor room and positive pressure in motor room
The shutdown arrangements for compressor room and motor room ventilation
systems are in working condition
Upper / lower suctions for vents and gas detection system, of compressor room,
set as per cargo
Gas tight bulkhead gland seals and airlock doors, where provided, function
correctly and are maintained properly
Airlock alarms, interlocks and associated shutdown system tested and recorded
All electrical equipment, including the lighting systems, certified safe to use in
hazardous areas and maintained as per Maker’s instructions
Note 1
On vessel with a separate heater / booster room, ensure ventilation fans running throughout the
operation.
Note 2
Ensure the airlock doors for motor room, if provided, are self-closing type and working properly.
CL IMO Resolution A.1050(27)
RA LPG 030
WI
FORM OPS/GAS/23
4.1 CARGO PROPERTIES
Purpose
To outline the basic properties, hazards and safe guards of liquefied gas cargoes.
Liquefied Gas Cargo

Liquefied gas is a liquid carried in bulk, which has a vapour pressure exceeding 2.8 bar
absolute at 37.8°C; and other products as listed in chapter 19 of IGC Code.
Note 1
For specific properties and hazards of each cargo to be loaded, refer to Shipper’s MSDS.
Physical Properties
Some of the properties are briefly listed below and detailed in the subsequent paragraphs:
Properties Safe Procedures
The properties of a liquefied gas depend on its molecular
structure, found in Material Data Safety Sheets (MSDS).
Composition
Familiarise with the health hazards and safeguards. Refer to
GCM chapter ‘Health and Safety’.
The most important property of a liquefied gas is its saturated
vapour pressure / temperature relationship which determines
the design of the tank containment system.
Low Temperature Most cargoes are transported as liquid to reduce the required
and Pressure container volume.
Liquefaction under atmospheric pressure requires temperature
reduction to the liquid’s boiling point. For example, boiling point
for propane is -46°C and for n-butane is -0.5°C.
Chemical Properties
Some of the properties are briefly listed below and detailed in the subsequent paragraphs:
Properties Safe Procedures
Cargo can react with air, water, other cargoes / materials.
See the below subsequent paragraphs on reactivity hazards.
Reactivity
Refer to cargo MSDS for reactivity information for particular
cargo.
Some cargoes and inhibitors are corrosive.
Do not introduce incompatible materials into the cargo system.
Corrosivity Strictly observe all precautions specific to the cargo.
For health hazards due to corrosivity, refer to GCM chapter
‘Health and Safety’.
Almost all cargo vapours are flammable.
Flammability Staff must take all precautions to prevent fires, refer to GCM
chapter ‘Fire Hazards and Precautions’.
Effects of Low Temperature

Effects Safe Procedures
Normal steel becomes brittle after coming in contact with
cold cargo.
Prevent spillage of low temperature cargo. Refer to vessel-
specific relevant emergency checklist.
Brittle Fracture Ensure the manifold drip trays are clean and fit for use.
Isolate and blank the unused manifold connections and other
line sections.
Caution: Accidents have occurred due to improperly fitted
blanks on pipelines / manifolds.
Cargo systems are designed to withstand a certain rate of
change of temperature. Rapid cool down could induce thermal
Cool Down stresses and cause the steel to fracture.
Carry out the cool down operations at the rate as stated in
cargo operation manual. Normally, it is about 10 °C/hour.
Cold spots and icing formed outside the insulation indicate its
local breakdown.
Cold Spots
Check for cold spots during routine insulation inspection. If cold
spots are found, inform Office and take necessary action.
Low cargo temperatures can freeze water in the cargo system.
The effects of ice formation are similar to those of hydrates. See
the subsequent paragraphs for information and precautions on
Ice / Hydrate hydrates.
Formation Ensure control air is dry and protect the control air piping from
coming in contact with any cold piping.
Caution: Moisture within the control air piping, if frozen, can cause
shutdowns.
Boil-off is removed to maintain tank pressures. Over a period of
time the evaporation causes a slight increase in density /
reduction of temperature near the liquid surface and a
marginally higher temperature / lower density at the tank
bottom. Any disturbance caused due to vibrations, addition of
new liquid, movement due to seaway or even a small
temperature difference within the liquid will cause spontaneous
mixing, causing rapid vapour generation and significant rise in
tank pressure. It may occur if the vessel has been in still-water
for a long time.
Rollover can also occur if cargoes of different densities are put
Rollover Effect into the same tank. For example:
• When loading 2 different cargoes in the same tank.
Carry out a risk assessment prior to loading. Load under
strictly controlled conditions. Refer to GCM chapter
‘Cargo Blending and Co-mingling’.
• During loading, if cargo temperature starts increasing, the
density will start reducing. In case the temperature of loaded
cargo rises, inform Terminal and consider mixing the cargo
by sprays / pumps or stopping loading operation.
• Condensate return is of a slightly different temperature from
the bulk liquid / condensate from 2 or more cargoes is
returned to 1 tank.

At anchorages in still water for prolonged periods and
circumstance of rollover are foreseen, daily circulate tank
contents by pumps to prevent rollover.
Effects of Pressure

High and Low Gases expand with increase in temperature. Limited availability
Pressure Effects of space will cause an increase in pressure. For example, in a
tank or an isolated section of pipeline.
Cold liquid trapped in a closed section can heat up and cause
the pressure to rise. For example, between closed valves.
Always keep the pressures within the specific maximum and
minimum values to prevent damage.
Pressurised In pressurised systems, the cargo is at ambient temperature.
Systems Normally, there is no external frosting to indicate trapped liquid
or vapour.
Trapped hot vapour might condense in cold weather, causing a
reduction in pressure.
Cargo Operations Closely monitor pressure in cargo tanks, holds or inter barrier
spaces, especially during cargo operations. Make necessary
adjustments using the equipment provided, as required.
Climatic changes and variation in temperature can also affect
pressures, especially in cargo holds.
Pressure Surge Opening or closing valves very quickly can create high surge
pressures (shock pressures or liquid hammers) leading to hose
or pipeline failure.
Periodically check the closing rate of remotely operated
emergency shutdown valves, under actual operating conditions
Valve torque characteristics change with the change in
temperature. Adjust the rate if necessary.
For precautions to avoid pressure surges, refer to the valve
management procedures in GCM chapter ‘Line and Valve
Setting’.
Caution
Do not leave cold cargo liquid trapped in a closed section. Check for the presence of liquid or high pressure
vapour using gauges / test cocks before opening valves etc.
Reactivity Hazards
Certain cargoes may react with air causing an explosion. Carry
With Air such cargo either inhibited or under nitrogen or other inert gas.
Observe Shipper’s instruction for handling and carriage.
Refer to the subsequent paragraphs for information and
With Water precautions on hydrates.
The most common form of self-reaction is polymerisation.
It produces heat and contamination of cargo. It may also result
in formation of explosive peroxides, toxic and flammable gases.
It may block the cargo system.
Self-reaction
Butadiene, isoprene, vinyl chloride, ethylene oxide and
propylene oxide are the cargoes that can polymerise.
For handling polymerising cargoes / inhibited cargo / inhibitors,
refer to subsequent paragraph.
Prevent mixing of cargoes which react dangerously with one
another. Prevent mixing of such cargoes. Consult SIGTTO
chemical compatibility chart
Also, consult MSDS for both cargoes to check their compatibility.
Check cargo operations manual for any restrictions on loading
With Other certain cargoes simultaneously. Inform Office and do not load
Cargoes cargo until sufficient information is available.
Vessels must maintain effective segregation by using separate
piping, vent systems and refrigeration equipment for each cargo.
Spectacle flanges, spool pieces or double-valve may achieve
this segregation.
Caution: Single valve segregation is not acceptable.
Some chemical gases react with certain materials. Cargo MSDS
gives a list of such materials
Vessel must not use incompatible materials. For example,
gaskets, seals, tubing and components of cargo equipment etc.
With Other Reaction can occur between cargoes and purge vapours of poor
Materials quality. As an example, inert gas with high CO2 content can
cause carbamate formation with ammonia
Reaction can also occur between compressor lubricating oils
and some cargoes, which can cause blockage and damage. Use
compatible lubricating oil as per maker’s guidance.
Polymerising Cargoes - Use of Inhibitors / IG Blanket

Polymerisation can occur spontaneously or by the presence of oxygen or other impurities.
It is a rapid reaction generating significant amount of heat. It causes the cargo to become
warmer, viscous and a solid unpumpable polymer.
IGC requires such cargoes to be carried either under an inert gas blanket or be inhibited
before shipment.
Cargoes that require inhibition are Butadiene, Isoprene, Vinyl Ethyl Ether and Vinylidene
Chloride. For special precautions for carriage of Vinyl Chloride, refer to GCM chapter ‘Vinyl
Chloride‘.
Prior departure load port, positively obtain Certificate of Protection (Inhibitor Certificate)
with following details:
Name and amount of inhibitor added
Date inhibitor was added and expected duration of its effectiveness
Any temperature limitations affecting the inhibitor AND
Action required, should the length of the voyage exceed the effective lifetime of
the inhibitors
Take following precautions when handling inhibitors:

Inhibitors are toxic in nature. Most commonly used inhibitors are hydroquinone and
tertiary butyl catechol. Ensure vessel has MSDS and antidote for any inhibitor
used. Deck Officers must be aware of the handling requirements for cargoes with
inhibitors.
Some inhibitors are more soluble in water than in the cargo. Ensure there is no
water within the system; else, the concentration of inhibitor in the cargo could
reduce considerably.
If using an inhibitor soluble in anti-freeze additives, observe Shipper’s instructions
on the use of anti-freeze.
If the vessel is anchored in still conditions, circulate the inhibited cargo daily to
ensure a uniform concentration of inhibitor.
Note 2
Ensure that the expiry date of the inhibitor is appropriate for the planned voyage.
Note 3
The inhibitor may not boil off with the cargo and reliquefaction system might contain un-inhibited cargo.
Drain or purge the system with inhibited cargo prior shut down.
Note 4
Where using IG blanket, ensure that a positive pressure is maintained in the tank and O2 concentration
does not exceed 0.2%.
Note 5
For safe procedures when 3rd party / Shore personnel are involved in such operations, refer to GCM
chapter ‘General Port Procedures’.
Caution
Certain cargoes, including ethylene oxide and propylene oxide cannot be inhibited and are carried under
inert gas. Prior to carrying such cargoes, conduct risk assessment and, in consultation with Office,
develop procedures for safe carriage of these cargoes. Positively isolate the cargo compressors from the
cargo containment system.
Handling Hydrates
Hydrates are white crystalline solids that block and damage filters, spray nozzles,
reliquefaction condenser level control valves and cargo pumps.
Some hydrocarbons combine with free water and under certain conditions of temperature
and pressure form hydrates. Pressurised LPG systems operating at or above +6°C for
Propane and +3°C for Butane present no hydrate problem.
Free water can come from:
The cargo being loaded, as an impurity
Inert gas supplied with moisture (suitable dew point not achieved)
Leaks in cargo condenser and heater
Rust in the cargo tanks
Once hydrate formation begins, it is a continual process producing more crystals. Ice
formation will also cause similar problems as posed by hydrates.
Precautions to prevent entry of Free Water in the System

Operation Precautions
Inerting Check that the IG dew point temperature is as required.
Cooldown Turn the deepwell pump manually during the cooldown.
Use manifold strainers
Manually turn deepwell pumps throughout the operation
Loading If nitrogen injection system is fitted to submerged pump, after
each loading, blow through the bearing lubrication line to
confirm bearings are free of ice and hydrates
Discharging If taking vapour return, ensure vapour does not contain moisture.
Do not allow Propane tanks to warm up to –10°C (except when
Ballast Voyage
changing grade). Hydrates form at higher temperatures.
Procedures in case of Hydrate Formation

Equipment Procedures
If the Deepwell pump shaft does not rotate freely or suspect
hydrate formation in submerged pump, do not start the pump.
When starting pumps, monitor motor current. Stop the pump if
Cargo Pumps the starting current does not drop to normal level within around
10 seconds.
Use other cargo pumps or the emergency pump / eductor system
if main pumps are not available.
Rising pressure in condensate line indicates presence of
hydrates.
Stop compressor and clear the lines / filters
Condensate In case of chocking of automatic expansion valve, use manual
lines by-pass valve to prevent plant shut-down
If the tank spray lines are choked, run hot gas from the
compressor into the spray lines. Bear in mind temperature and
pressure restrictions of pipelines.
Note:
1. Always use hot gassing as the first option.
2. Do not add anti-freeze without permission from Office / Shipper. If permitted, inject
the anti-freeze as per vessel’s Cargo Operational Manual. If permitted introduce it at
places where expansion occurs.
3. If not permitted, consult Office / Shipper and consider alternative measures. For
example, recirculating cargo.
USING METHANOL AS ANTI-FREEZE

Methanol is flammable and toxic. If using methanol, ensure:
Carriage is permitted as per Port state and Flag state requirements
Staff aware of the hazards and precautions as per MSDS
All fire precautions are taken
Stored and handled with care
Any inhalation, ingestion, skin and eye contact is avoided
Do not use methanol for ethylene. In addition to causing contamination, methanol
freezes at –97.8°C.
CAUTION: Ingestion of methanol leads to blindness and death.
Note 6
Maintain minimum amount anti-freeze quantity as per onboard storage tank capacity or as mentioned in
the Cargo Operational Manual.
Caution
Using anti-freeze with chemical gas cargoes may make it off specification. Some LPG cargo quality
specifications, limit the maximum use of anti-freeze. Using anti-freeze might also affect the compressor
lubricating oil.
Caution
Do not add anti-freeze to inhibited cargoes like butadiene / vinyl chloride. Inform Office / Charterers for
advice.

CL: ERMG/GAS/01 Tanker Safety Guide (Liquefied Gas)
WI
FORM
4.2 CARGO PLANNING AND STOWAGE
Purpose
To outline the procedures for cargo planning and stowage.
Charter Party (C/P)

C/P is the governing document for vessel’s trading.
For further information, refer to GCM chapter ‘Charter Party’.
Note 1
Read the C/P in detail and clear doubts, if any, with Charterers, Owners and Company as appropriate.
Cargo Queries
Ensure information regarding vessel particulars, characteristics, cargo-lifting capacity is
accurate and promptly dispatched to the charterers, when asked.
While calculating the cargo lifting capacity, consider following:

Suitability of the vessel for the cargo and for voyage duration
Distribution of deadweight to maximise the cargo uplift
Cargo segregation requirements
The maximum filling capacity of cargo tanks
Requirements and constraints for cargo heating
Stress and stability
Draft constraints – for example, density of seawater, load line zones, navigation
areas
Ballast water requirements
Required bunkers and fresh water
Specific requirement of ports if known
Refer to publications like guide to port entry, sailing directions, tide tables and ship’s routing
to obtain information.
Note 2
When sending Tanker Chartering Questionnaire (Q88), ensure the information are updated and accurate.
For further details, refer to GCM chapter ‘Charter Party’.
Voyage Instruction / Orders

Voyage instructions and orders are an extract from the contracted C/P.
Owners / Charterers will send voyage instructions / orders.
Upon receipt, Master must check following:
Vessel is certified to load nominated cargo
Vessel can safely lift the cargo, without exceeding vessel’s design limitations
Preparation of tanks and cargo system in a timely manner
Compliance with any Port / Terminal restrictions and any other special
requirements
Vessel is equipped to detect and deal with hazards of the cargo
Master must acknowledge receipt of the orders, stating:
Plan for preparing tanks for the intended cargo
Loadable quantities for nominated cargo
Master should distribute a copy to Chief Engineer, Chief Officer and all required personnel.
Note 3
Confirm cargo is loadable as per vessel’s Certificate of Fitness (COF), charter party and local
requirements. Check cargo quantities considering maximum filling limits, stability, load line / port
limitations and voyage duration.
Note 4
Comply with all instructions. If unable to comply or in doubt, contact the Owners / Charterers / Office prior
to accepting cargo.
Note 5
Vessel is obliged to execute all voyages with utmost dispatch. Inform Office in case vessel is liable to
breach Institute Warranty Limit / International Navigational Limit, war risk zones etc.
Cargo Acceptance Criteria

Check if the vessel is certified to carry the cargo and carriage requirements using:
Vessel’s Certificate of Fitness, including attachments
IGC Code Chapter 17 and 19
P&A Manual, if provided
Latest / updated MSDS from Cargo Makers
SIGTTO chemical compatibility chart, if carrying more than 1 grade of cargo
Information from Charterer, Agent, Shipper, Terminal, inform Office if unable to
obtain the desired information
Note 6
Master must ensure vessel’s readiness for safe carriage of proposed cargo.
Cargo Not Included in Certificate of Fitness

Inform Office if vessel is nominated for a cargo not listed in the Certificate of Fitness.
In consultation with Office:
Gather maximum information on cargo including MSDS
Vessels capability to carry such cargo – for example, compatibility with materials
used for tanks / cargo system, segregation requirements, reliquefaction capability
etc.
Compatibility with other cargoes
Prepare cargo calculation program, taking assistance from shipyard, if required
Check requirement for any specific PPE, gas detector or antidote etc.
Carry out risk assessment
Class may amend the Certificate of Fitness to include the new cargo after reviewing:
IGC Code requirements
Cargo properties
Vessel cargo system details
Note 7
Post relevant safety information in conspicuous locations. Inform all personnel regarding the control
measures and special requirements, when carrying such cargo.
Vessel with Dual Certificate of Fitness

Vessel certified to carry cargoes in compliance with IGC / GC Code is issued with a
(International) ‘Certificate of Fitness for the Carriage of Liquefied Gases in Bulk’.
Gas carriers that carry dual-code cargoes (Diethyl Ether, Ethylene Oxide/ Propylene Oxide
mixtures with an E-o content of not more than 30%, Isoprene, Isopropylamine,
Onoethylamine, Pentanes, Pentene, Propylene Oxide, Vinyl Ethyl Ether and Vinylidene
Chloride) should have a Noxious Liquid Substances Certificate (IOPPC NLS Certificate) and
an approved P&A Manual. Maintain a Cargo Record Book when carrying dual-code
cargoes.
Communication Procedures
Upon receipt of the orders, Master must review the information provided and:
Keep Office copied in all messages related to commercial operations
Forward the C/P / voyage instructions and port agency details to Office
Follow up all telephonic exchanges with an e-mail
Note 8
For voyage charter, route all information through the Owner. Do not provide any information directly to
the Charterer.
Note 9
Notify Office, of any expected breach of International Navigational Limits (INL) or Joint War risk areas
whilst performing the voyage. Use Company provided OPS Form.
Pre-arrival Information
Prior to arrival, Master must get required information from agents / Terminal as per vessel-
specific Work Instruction ‘Pre-arrival Questionnaire for Agents’.
Ask for Terminal information booklet.
Note 10
Use this information for preparing / updating the Cargo Stowage and Operations Plan.
Cargo Stowage and Operations Plan

Chief Officer must prepare the plan using Company provided OPS Form ‘Cargo Stowage &
Operations Plan’.
When planning cargo stowage, consider following:
Maximum permitted draft, UKC limitations, manifold height and any other
restrictions
Tank configuration and segregation as advised by voyage instructions
Grades / total quantities of cargo, including heel requirement
Correct cargo density, temperatures taken for calculations
Tank filling limits as per IGC code – reference temperature known
Maximum/ minimum temperature requirements
Sloshing of cargo within tanks
Compliance with damage stability criteria
Aim to load the maximum nominated cargo as permitted by load lines and C/P
requirements. Avoid extra quantities of bunkers, fresh water, stores and ballast to enable
maximum deadweight for cargo.
When preparing operation plan, consider following:

Cargo hazards as per MSDS
Intended and maximum allowed cargo transfer rates, temperatures and pressures
Sequence of loading / discharging, including staggering of tanks
Ballast handling
Stress and stability, including drafts for all stages of operation; do not exceed the
maximum permissible sea-going stresses
A plan showing the distribution, quantities, lines and pumps to be used – mention
specific valve numbers and lines
State the final ullages of tanks, critical stages of operation, notices required for rate
change, emergency stop and other emergency procedures
PPE / Protective Equipment / Antidote / gas meter requirements
Additionally, as applicable:
Cooling requirements including rates of cool-down
Use of cargo heater or vaporiser
Use of vapour return line
Any other activities such as bunkering, stores, FW, crew change etc.
Special precautions required for any particular operation
Note 11
Consider the density of water when calculating drafts, especially where under keel clearances are critical.
Note 12
Plan cargo operations for each berth separately. Master must approve the plan, including any
amendments. In case of any changes to the plan, Chief Officer must make an entry in the port log and
instruct watchkeepers.
Note 13
If vessel is scheduled for dry-dock / repairs after present voyage, consult Office for planning and
preparations starting from the discharge port.
Caution
When planning ensure the level difference between port and starboard side of Type A tanks are within
the limits specified in Cargo Operations Manual.
Cargo Tank Filling Limits

Refer to IGC Code for detailed requirements on filling limits for cargo tanks and reference
temperature.
Refer to the ‘Certificate of Fitness’ for loading limits for various cargoes.
Generally, vessels load up to 98% liquid full at the reference temperature.
Note 14
Post the details of design filling limits including any restrictions next to ships loading computer for ready
reference.
Vessel Stability
Vessel must comply with the minimum intact and damage stability requirements during all
stages of voyage, while allowing for:
Weather and sea condition expected
Effect of free surface on stability
Effect of wind on stability, especially for vessels with high freeboard
Sloshing of cargo within tanks
Possibility of encountering tropical storms / ice accretion
Type of cargo expected to be loaded at intermediate ports
Ensure the following:
Avoid having an excessive trim or trimming the vessel by head.
Keep the vessel upright.
Do not contravene minimum forward draft requirements.
Compliance with overhead clearance requirements, Terminal Parallel Body Length
requirements etc. might require the vessel to maintain an excessive trim. Carry out
risk assessment in consultation with Office and comply with control measures.
The statutory minimum stability requirements may not be adequate for all voyages.
Inform Office if in doubt as noted from experience or otherwise.
Inherent Stability Problems / Free Surface Effect (FSE) Restrictions
Vessels with large width tanks or with U-section ballast tanks may experience reduction of
intact stability due to FSE. Vessel may become unstable when multiple tanks are slack.
Consider FSE at the planning stage.
Most of the fully refrigerated vessels have a longitudinal bulkhead on the centreline to
reduce FSE with a bulkhead valve. Keep these valves closed. Open only for levelling the
cargo. Do not open more than 50% of centreline bulkhead valves at any time or as stated
in stability manual.
Note: Do not feed in the tank volume as ‘100% ‘full, in the Loadicator. Free surface effect
for such tanks are not considered.
All relevant staff must know:

Vessel’s inherent intact stability problems (if any) and resulting restrictions.
Maximum number of tanks that can be kept slack at any given point of time,
where applicable.
Risk of structural damage from sloshing and operational restrictions (if any).
Typically, prismatic tanks are prohibited to keep cargo in the 10% to 80% filling
level range. Vessel should follow the guidance given in stability booklet. If part
filling of cargo tanks is required due to unusual distribution of cargo, inform
Office. Office may consult Owners and Classification Society, if required.
Worst case scenario as per the damage stability booklet.
Actions required if vessel takes on an unstable condition and / or angle of loll.
Note 15
Ensure appropriate trim and list is as per operational requirements during stripping of cargo tanks.
Note 16
Vessel should have adequate stability and trim to allow for departure at any time. Always calculate stress
and stability, in sea condition. Vessel must never exceed 100% of the permissible shearing force and
bending moment limitations.
Caution
In case of loss of stability / excessive list, take actions as per vessel-specific emergency checklist.
Load Lines / Multiple Load Lines

Never exceed the applicable load line restriction at any stage of voyage. Calculate the
cargo quantity basis maximum freeboard required at any stage of voyage.
If voyage orders require load line changes, follow below procedure:
Check and comply with Flag requirements. Inform Office immediately, if a surveyor
is required.
If flag permits, inform Office and change the load line in calm waters or anchorage.
Comply with the Permit-to-Work system.
Use only one load line, at any given time. Paint all other load lines with the
shipside colour.
After changing, make an official logbook entry and file the certificate,
corresponding to the load line in use, in the certificate file. Seal and lock all others
load line certificates in vessel’s safe.
These certificates include Load Line Certificate(s), Freeboard Assignment, Cargo
Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate and
International Oil Pollution Prevention Certificate.
Master can verify the change of freeboard if administration / recognised organisation
permits.
Note 17
Load line rules are applicable to actual draught at mid-ship and not to mean of the fore and aft drafts.
Note 18
Update Q88 to reflect new load line and deadweight details.
Loading Computer / Instrument

Use only Class approved and vessel-specific loading computer / instruments for:
Planning cargo/ ballast operations
Monitoring the progress of operations and confirming stability and stress
Verification of stability and damage stability
Operational Accuracy Checks
Check operational accuracy of the Loading Computer software, using Class approved test
condition every:
3 months
Annually at each annual and special survey, in the presence of the attending
surveyor. However, there is no requirement for class to endorse the test.
Use different test conditions in rotation. Enter the data for each tank physically into the
computer and verify the result.
Master must verify and sign print outs of the Loading Computer test.
Note: Retrieving a stored test condition from the computer and comparing it against the
official conditions is not acceptable.
Take visual drafts regularly for comparing with loading computer drafts.
Where possible, at every 6 m intervals, calculate the vessel ‘constant’ in ballast and loaded
conditions and compare with loading computer.
Note 19
Ensure the units of tank level, temperature and pressure in the loading computer are same as the cargo
monitoring system.
Note 20
Do not use the loading computer for any purpose other than running the appropriate program.
Note 21
In case of any structural changes affecting trim and stability, consult Office for updating the Loadicator
and Trim and Stability Booklet.
List of Cargo Posters in CCR

Post the following posters / warning notices in CCR to provide ready information during
planning, monitoring and cargo operations:
Ensure following displayed in the Cargo Control Room (CCR) / Cargo Office:
Port Emergency Contacts
MSDS of cargo
Legible and up-to-date pipeline / mimic diagrams for cargo, ballast, inert gas and
venting systems
Minimum permissible temperature for cargo system
Maximum permissible loading rates for each cargo / ballast tank and for each
group of cargo / ballast tanks
Maximum permissible loading limits
Cargo pump performance curves
Cargo compatibility chart, if required
Inherent stability problems, if any
Current tank distribution status
Current cargo tank relief valve setting
Cargo / ballast valves opening / closing time
Officers must familiarise themselves with the above information.

CL: EMRG/GAS/08
RA:
WI:.D/113
FORM: OPS/GAS/04, 15
4.3 GENERAL PORT PROCEDURES
Purpose
To outline general port procedures.
In addition to general instruction in PAM chapter ‘In Port Procedures’, comply with the
following specific precautions.
Pre-cargo Operations Meeting

Chief Officer must conduct a shipboard meeting prior to every cargo operation, preferably
24 hours prior to arrival.
As a minimum, all Deck Officers, Gas Engineer, Chief Engineer and Master must attend. It
is recommended for all staff involved in the operations to also attend the meeting.
Record the meeting in deck logbook.
As a minimum, discuss:
Cargo details, MSDS, hazards and precautions
Cargo Stowage and Operation plan
All cargo operational requirements – for example, segregation, monitoring,
sampling, etc.
Any special operation – for example, co-blending, odourising, inhibiting details, etc.
Requirements for the port – for example, special moorings configuration, engine
readiness, security matters
Expected weather and tidal conditions
Manning requirements
PPE requirements during cargo operations
Any antidote required for exposure against cargo and its application and location
Other planned operations at port – for example, bunkering/ stores/ inspections etc.
and any simultaneous operations (SIMOPS) planned.
Cargo Machinery Spaces

Maintain cargo control room and cargo machinery spaces (motor room, compressor room,
Cargo Valve / Pump Hydraulic Unit Room, etc.) in a clean and presentable condition at all
times.
Ensure they are clean of gas / oil leaks.
Moorings
For safe mooring procedures, refer to NMM chapter ‘Mooring Procedures’ and vessel-
specific Mooring System Management Plan and Line Management Plan.
Note 1
For safe procedures when 3rd party / shore personnel are involved in such operations, refer to
subsequent paragraph of this chapter.
Caution
Do not use automatic tension winches in the automatic mode, if provided.
Emergency Tow-off Pennants (Fire Wires)

Rig emergency tow-off pennants (fire wires) as per Terminal requirement and mention this
in Ship-Shore Safety Checklist.
Ensure the bollard SWL is more than the pennant MBL.
For recommended sizes of fire wires refer ‘Mooring Equipment Guidelines’ by OCIMF.
Note 2
OCIMF does not support the use of emergency tow-off pennants although some Terminals may still
require it. When required, rig them safely and as per Terminal requirement. In absence of Terminal
guidance, use procedure recommended by ISGOTT.
Caution
Take care for strain injuries when handling fire wires. This is a major cause of spinal and back
complaints.
Operations with Tugs

For safe procedures on handling tugs and tug-lines refer to NMM chapter ‘Mooring
Procedures’.
Ship-shore Interface and Communication

Prior to cargo operation, Chief Officer must conduct the meeting using the vessel-specific
ship-shore safety checklist and Company provided OPS Form ‘Terminal Information
Exchange’. When using Terminal documentation, discuss all items as per vessel-specific
checklist and OPS forms and keep a copy of this document for records.
Where possible, Master must also attend the meeting.
Discuss and provide a copy of vessel prepared cargo plan.
Discuss if any planned drills on board or ashore and contingency measures to be adopted
in case of emergency at Terminal while alongside.
Carry out the cargo surveys and testing of ESD’s / communication etc. as discussed during
the meeting.
When connected, test ESD pendant link after connection, but before commencement of
cargo operations, including the automatic shutdown of manifold valves. Record this test in
port log.
Obtain hose certificates, when using hoses for cargo transfer.
For guidance on determining the limiting factors at berth, refer to subsequent paragraphs.
If circumstance require deviations from the procedures as agreed during ship/shore
meeting, inform Master and take Terminal approval.
Note 3
Where possible, adjust the pneumatic pressure for the ESD as per Terminal requirement.
Note 4
Duty Officer to take deck rounds at agreed intervals as per ship-shore safety checklist and confirm re-
checking of items marked as ‘R’.
Caution
At Japanese Terminals, berth Masters evaluate vessel / Vessel Managers in accordance with their own
standards. Owners may also send a marine safety advisor. They assist in ensuring smooth
communication and negotiate with the Terminal for any issues. Staff must cooperate with them.
Caution
In case of any incident at a Terminal, however minor, inform Office by phone as soon as possible. Follow
up later with a detailed report.
Limiting Factors at Berth

Consider the below when determining the limiting factors for discontinuing operations:
Effect of Wind, Swell and Waves
Effect of wind on As per Terminal experience and guidance

hard arms
Wind force and direction, with prevailing current / tidal stream
Effect of wind on Effect of environmental forces on moorings
moorings and
Gangway resting on the jetty is more susceptible to damage
gangway
than in suspended condition
Effect of swell / waves is mostly at exposed Terminals
Effect of swell / Movement of vessel subjects the moorings to dynamic load
waves on moorings and can cause chaffing and subsequent parting
and gangway Gangway resting on the jetty is more susceptible to damage
than in suspended condition
Company Recommended Environmental and Operational Limits
Operation / Action Wind Speed Wave Height

Cease cargo operation; Disconnect
shore connections, put M/E on
standby; More than 25 kts 1.5m or more
Put crew standby to tend moorings
Unberth More than 35 kts 2.0m or more
Note:
1. The above is for sustained wind speeds over 2 minutes and not for a short gust of
wind.
2. If the Terminal has site-specific environmental criteria, use above as guidance to
check if limits are adequate and consult Office.
3. Very high current, wind or wave forces may require limits that are more stringent.
4. Monitor the weather forecast closely. Take timely action, considering the time
required for disconnecting and unmooring. In some locations, where wind speed can
rapidly increase, consult Terminal and stop the operations before reaching the
recommended environmental parameter.
Note 5
For environmental and operational limiting factors during STS Operation, refer to GCM chapter ‘STS
Transfer Operation’.
Weather Reports
Obtain weather reports from Agent, weather receiving software / subscriptions, other
broadcasts (EGC / Navtex etc.).
Master / Duty Officer must review the weather reports and take precautions accordingly.
Over-the-tide Cargo Operations

As far as possible, avoid carrying out over-the-tide operations. Some ports with significant
tidal ranges may require over-the-tide operation. In such cases, comply with Company’s
Under Keel Clearance (UKC) policy at all times and take the following precautions.
Prior to carrying out such operations:
Where available, obtain and review the Terminal procedures for such operations
Carry out risk assessment in consultation with Office. Do not commence such
operations until authorised by Office.
Confirm all concerned parties, accept and in agreement with the risk involved.
Plan operations to ensure vessel remains safely afloat at all times, complying with
UKC requirements.
Plan contingency measures, in case operations do not proceed as planned.
Over-the-tide Procedures
Operation Precautions
When vessel cannot comply with UKC requirements during the final
stages of loading, during the low water period:
Stop loading at a draft where vessel will comply with UKC
requirement at low water. Re-commence loading as the tide starts
rising. Depart prior to next low tide.
Loading Over-the- Ensure there is sufficient time available for cargo measurements,
tide sampling, documentation, clearance formalities and un-berthing.
Keep main engines and other critical equipment ready for
departure before recommencing loading.
Vessel can also adjust the loading rates to take advantage of the
varying low water heights on consecutive days to maintain
minimum UKC at berth.
When vessel arrives with a tide, so as to comply with her UKC
requirements, but will fail to comply at Mean Low Water:
Berth at High Water. Discharge sufficient cargo before next Low
Water, to reduce draft and maintain the required UKC.
Expedite the pre-discharge formalities. If possible, arrange for
Discharging Over- cargo survey at anchorage prior to berthing.
the-tide
Ensure vessel can discharge in good time to remain afloat.
Take adequate measures to stop cargo, disconnect and unberth,
in case unable to discharge sufficient cargo or unexpected delays.
In case of emergency, consider moving vessel off berth, if
sufficient water available.
Notes:
1. Use lowest observed datum depth for UKC calculation.
2. Verify the depth available using hand lead line, on arrival and at change of tide.
3. Ensure all required equipment is ready and available throughout the operation –
for example, cargo pumps, main engines etc.
4. Discuss and agree with Terminal regards availability of standby tugs, pilot and
notices required for other logistics – for example, disconnecting of shore
manifolds, mooring crew, mooring boats for disconnected dolphins etc. Obtain
these agreements in writing.
5. Identify and agree upon a predetermined location such as alternate berth or a safe
anchorage, in case vessel is unable to comply with UKC requirements.
Note 6
If unable to comply with Terminal and / or company UKC requirement, Master should consult the Pilot
and shift the vessel to a pre-identified berth or anchorage in time.
Cargo Operations when Alongside a General Cargo Berth

When alongside a general cargo berth or when in proximity of other non-tanker vessels:
Ask the Terminal to cordon off the area around own vessel. Regularly inspect this
area.
Place additional firefighting control measures.
Inform and monitor the shore personnel for smoking regulations and use of
unapproved equipment.
Note 7
Do not commence operations until all safeguards are in place. Stop operations in case of observing any
unsafe condition. Contact Office and Charterers when not satisfied regarding safety of the vessel.
Cargo System Settings

Ensure the cargo system is set as per the cargo.
All compressors, relief valves, pressure alarms, level alarms and fixed gas detector suctions
set and adjust as required.
Remove the system from sea mode, if provided.
Accommodation Ventilation System

Electrically isolate and do not operate externally located air conditioning units – for example,
window or split types, during cargo operations. Use them only if located in safe area or if
certified for use in hazardous area.
Note 8
Maintain ventilation and lighting systems. Do not modify their design features.
Caution
Adjust air conditioning intake to maintain positive pressure inside accommodation. Do not set it to full
recirculation.
Firefighting Equipment
Keep the vessel’s firefighting system ready as per the vessel-specific pre-cargo checklist.
Ensure dedicated extinguisher(s) are available for manifold use and mark them
appropriately.
Pollution Prevention Measures

Comply with checks as per vessel-specific pre-cargo checklist and applicable anti-pollution
regulations.
Do not blow down boiler tubes when the vessel is in port.
Plug all scuppers and drip trays prior to commencement of operations. Regularly check
them for leakages.
Before opening any scuppers, inspect the accumulated water on deck and obtain Terminal
permission. Always man the scuppers when opened. Do not leave the area until scuppers
are replaced and tightened back.
Regularly check the sea surface for any pollution. During darkness, where safe and
practical, illuminate the water around the vessel.
If notice / suspect any pollutant in water, inform Master immediately and investigate the
cause.
In case of cargo spillage / pollution incident, comply with vessel-specific emergency
checklists
If pollution is not caused from own vessel:
Inform Terminal (Report to QI when in USA/Canadian waters) and record the
sighting in the deck log book clearly stating observations and that source is not
from own vessel
Take water samples and photographs of the area
Note 9
If local regulations do not permit release of hydrocarbon gas or inert gas in atmosphere, review and
modify the operating procedures to comply with such requirements.
Power and Propulsion System

Keep main engines, steering gear, generators and other equipment essential for
manoeuvring, in a state of readiness when alongside.
Inform Office and Terminal conditions that result in the loss of operational capability/
availability of a safety system.
Note 10
Obtain written port permission before immobilising engines or any other equipment essential for
manoeuvring. Prepare a risk assessment and get it approved from Office, prior starting the operation.
Supervision of Visitors / 3rd Party Personnel

Shore-based personnel / visitors on board are exposed to the same risks as vessel’s staff.
For supervision of visitors, refer PAM Chapter – ‘General Port Procedures’.
Supervise 3rd party personnel, when involved in following operations, as applicable:
Mooring operations
Manifold connection / disconnection and associated operations, including leak test,
line blowing etc.
Cargo survey (gauging and calculation)
Cargo sampling
Cargo inhibition / odourising
Cargo tank preparations
Cargo care during transit
For supervision and control, take following precautions:
Discuss hazards / safeguards required, operational procedures and emergency /
evacuation procedures. Maintain record of meeting.
Ensure they are wearing PPE suitable to the cargo and operation
A responsible officer must always accompany and supervise them
Take all precautions and carry out the operations as discussed.
Do not permit them to operate any vessels equipment, valves, tools etc.
If using shore equipment, ensure the equipment is certified and in good condition
Note 11
Master’s permission is required prior to allowing any shore personnel to operate any vessel’s equipment.
Note 12
Obtain confirmation regarding the experience and fitness of shore-contracted personnel for the task. For
details on management of contractors and their safety induction / briefing, refer to H&S chapter
‘Contractor Management’.
Caution
3rd party personnel when operating / repairing vessels equipment may carry out work in an unsafe
manner or in an unsafe atmosphere. Where appropriate, implement Permit-to-Work system.
Simultaneous Operations (SIMOPS)

Simultaneous Operations (SIMOPS) can affect the safety of an ongoing operation due to
another activity performed at the same time.
Simultaneous operations refer to activities including, but not limited to:

Loading and discharging simultaneously
Loading / Discharging multiple grades simultaneously
Bunkering or underwater operations during cargo loading / discharging etc.
Avoid SIMOPS / reschedule, wherever possible. If unavoidable, carry out risk assessment
and send to Office. Office will review and provide suggestions/ assistance, prior to
permitting such operations.
Address following minimum hazard during risk assessment:
Number of activities involved and resources available
Limitations imposed by prevailing and forecasted weather condition.
Shore limitations, if any
Number of personnel involved, their experience and understanding of duties
allocated to them
Supervision required
Availability of PPE / spill response equipment
Availability of communication tools (Walkie-talkies sets, VHF sets)
Experience sharing – If an operation was carried out under similar conditions
Review of work/ rest hours of the personnel involved in operations
Note 13
Prior to operations, Senior Officers must carry out a meeting discussing the approved RA, Company
procedures and contingency measures. Prior to starting SIMOPS, conduct a toolbox meeting with all
relevant staff and ensure all safeguards in place.
Caution
Plan to stagger SIMOPS operation such that they start and stop at separate times. If unavoidable,
consider this added risk in the RA. Carry out all operations safely and efficiently.
Small Craft Alongside Procedures

Comply with these procedures when any type of crafts is coming alongside for any
operation, other than cargo operations.
On noticing any unsafety procedures / conditions, immediately inform Master and Chief
Officer.
Prior to allowing any craft to come alongside / close to vessel, ensure:
Agents consulted, if small craft is authorised and permitted to be alongside
Weather conditions suitable for the transfer of operation
Port / Terminal approval obtained
Staff briefed on the requirements of operation
Shut and secure openings of all tanks /spaces, which are not gas free
Tank and system pressure reduced to minimum
Location of making fast the craft checked, clear of any discharges from vessel
Adequate illumination provided for craft
Lifebuoy with light and line ready in case of personnel transfer – use vessel-
specific checklist if using cranes for such transfers
Mode of communication and safe means of access discussed with craft
Craft is adequately secured and fendered, radars switched off
Adequate security arrangements in place and DOS completed as applicable
Note 14
Record the complete operation in port log / movement book.
Caution
Do not permit any craft alongside during cargo operations, unless authorised by Master. Master must
consider the conditions allowing for a safe transfer. DO NOT permit any crafts alongside if venting of
flammable / toxic / corrosive vapours is in progress. When necessary, suspend operations.
Caution
Stop operations immediately if small craft do not enforce ‘No Smoking, Naked Light and Cooking
Appliance’ regulations. Re-start operations only after making the situation safe.
Cold Weather Precautions

Comply with precautions as per vessel-specific checklist ‘Winter / Cold Weather
Precautions’.
For further details, refer to:
H&S chapter ‘Precaution against Hot and Cold Weather’
Company circular on winter precautions sent annually to all vessels
Note 15
For ballasting in sub-zero conditions, refer to GCM chapter ‘Ballasting Handling Operations’.
Note 16
Brief staff for on-board arrangements and ship specific precautions prior to entering into sub-zero
temperature conditions.
Port Log
Duty Officer must maintain chronological record of port events and communications with
loading master / Terminal in Port Log. As a minimum, include:
Compliance with pre-arrival checklists
Gangway / Ship-shore access readiness
Tank inspections
Line setting and crosschecking
Checking strainer, manifold connection/ disconnection, leak test and hot gassing of
manifold
Sampling
Times of start and end of cargo surveys
Times of starting and stopping cargo/ grades/ changing of tanks
Times of starting/ stopping ballasting/ changing ballast tanks
Comparisons of vessels and shore figures
Times and reasons for interruptions in cargo and ballast operations
Times of starting and stopping ballast pumps
Comparison of visual draft readings with loading plan and remote gauges
Deviations from original cargo plan
Records of operations related to purging/ inerting/ tank cleaning/ gas freeing/dry
dock preparation or any other operation of similar nature
General port watchkeeping activities – tending moorings/ gangway, emergency
readiness, safety rounds, third party inspections etc.
Times and quantities of fuel/ water received
Details of any damage to vessel or cargo
Any significant event/ unusual activity
Note 17
Ensure the times in port log and statement of facts do not conflict. Record all delays with reasons.
Deck / Engine Logbook

In addition to entries required as per instructions provided in the book and as per SMS
requirements, record all significant events from port log to deck logbook.

CL: D/13, D/42, E/14, GAS/02, GAS/03, EMRG/GAS/01
RA: LPG 009, LPG 026, LPG 027
WI : D/113
FORM: OPS/GAS/03, 04
4.4 CARGO MANIFOLD PROCEDURES
Purpose
To outline procedures for cargo manifold connection / disconnection procedures.
Pre-arrival Preparation
Comply with vessel-specific pre-cargo checklist.
When not in use, always keep manifolds blanked. Use proper gaskets. Fully bolt all the
blanks.
Note 1
Keep manifold connection area, drip trays and working platforms free of slips / trips hazards and cargo.
Supervision and Control

An Officer / Gas Engineer must supervise the operation. Ensure the following:
Risk assessment carried out
Only certified reducers / spool pieces are used
Only essential personnel present within the area, wearing appropriate PPE and
using gas-measuring instruments
Proper communication maintained with CCR
Do not open any blanks or flanges until line is drained/ depressurised/ inerted and
both vessel and shore manifold valves shut
During cargo transfer, cordon off the manifold area using hazard tapes
Note 2
Operate the manifold valves only in consultation with the Terminal and Chief Officer.
Note 3
When the height of the working platform is 1.8m and above, implement Permit-to-Work system. Provide
fall protection arrangement by way of portable railings or fall prevention support.
Note 4
Use of Manifold Strainers

Always use clean manifold strainers while loading. Fit them in the right direction with
respect to liquid flow.
If Terminal – for example, Japan, requires strainers during discharge, ensure they are of
dual-flow type and mesh size is as per Terminal requirement.
If suitable strainers are not available, inform Office and ask Terminal to arrange.
If possible, fit pressure gauges on either side of these strainers to detect choking by
hydrates or other impurities. A clean strainer should not generally cause a pressure loss of
more than 0.5 bar at full flow.
Always check the strainer conditions post operations. If the strainer is observed with
impurities, take photographs and send to Office.
Note 5
Before connecting shore arm, show strainer condition to shore representative and record it, to prevent
future claims.
Manifold Connection - Operational Precautions

When connecting, ensure the following:
Presentation flanges of vessel and shore are compatible. Reducers, gaskets, bolts,
etc. are in good condition and compatible with cargo.
Install insulation flange correctly, if used.
The manifold supports, reducers, distance pieces can withstand the load at
presentation flange.
Use correct spool pieces / distance pieces. Support long spool pieces / metal arms
to prevent undue stress on manifold.
Secure the manifolds with gaskets and using all bolts. Check the bolts / studs
extend by at least 3 full threads beyond the nuts. Do not use modified or
improvised means of connections – for example, G-clamps.
Adequately suspend and support the cargo hoses to prevent excessive bending or
crushing between the vessel and the dock. Adjust hose supports with the change in
draft. Ensure that the radius of curvature of the hose remains within the limits
recommended by the Maker.
Carry out leak test as discussed with Terminal and record in logbook. Rectify any
leakage, prior to operation.
Deck Protection
Keep manifold spill tray dry, except when carrying ammonia. If fixed tray is not
available, properly place and secure portable spill trays appropriate for the cargo,
prior to manifold connection. Mark the spill trays with their capacities.
When using sheathing, use material compatible with the cargo for all lines in use.
Extend the protection longitudinally for at least 1.5m beyond the outermost edge of
the outermost manifold flange and at least 0.5m inboard of the innermost manifold
valve, transversely from the ship's side. Mark the spill trays with their capacities.
Discuss with the Terminal, in case of a mismatch between shore and vessel’s manifold.
Consider restricting the number of connections and overall transfer rate. Do not use short
lengths of hose or hard piping as an alternative.
Do not exceed the working pressure of the hoses.
If suspect the quality of hose, ask for hose certificate and inform Office and Charterers.
Note 6
Avoid using 2 reducers together or forming ‘S’ / ‘U’ bend. Provide adequate support, if used due to
design limitations. Ensure face of final presentation flange remains well within drip tray.
Note 7
Even if the manifold flange is of the same size as the shore arm, in consultation with Terminal, it is
recommended to still use a spool piece. In case of damage, it is easier to replace a flanged spool piece.
Caution
Know the maximum operating limits for the horizontal and vertical movement of the metal arms. Ensure
vessel is properly moored and does not move beyond these limits. As a good practice mark vessel’s side
rail in line with a shore installation to detect vessel movement. In consultation with Terminal, stop
operations if vessel exceeds these limits.
Line and Manifold Draining

Carry out the draining as discussed with Terminal during the ship-shore meeting.
Leave sufficient space in vessel’s tank to drain line contents.
An Officer must supervise the operation. Operate the valves only after confirming with the
Chief Officer and Terminal.
Ensure proper line up to drain liquid back to the cargo tanks.
Isolate liquid and vapour valves on either side of the manifold.
Remove liquid from the manifold connection. After loading - use nitrogen from
shore. After discharging - use hot gas from vessel's compressors / nitrogen from
shore.
If using nitrogen for blow through, prevent its ingress within the system. Open the
manifold only for a short period to drain off the liquid.
Purge cargo vapours from manifold connections.
Using gas meters to confirm there is no cargo vapour present. Re-test, if there is a
delay between testing and disconnection.
Note 8
Do not drain / purge with a single valve acting as separation.
Caution
Clearing of shore lines to vessel tanks using compressed air is prohibited.
Caution
Do not open manifold drain to check if liquid is removed.
Manifold Disconnection – Operational Precautions

When disconnecting, ensure:
Manifold is properly drained
All blanks fitted back and vents/ drains shut
Note 9
Use blank flanges equivalent to the pressure rating as that of the manifold pipeline. Blanks of some
materials (titanium) have superior strength and hence are thinner than steel blanks.
Ship-shore Bonding / Electrical Currents

Ensure electrical isolation of vessel and Terminal by using either:
Insulating flange
One length of non-conducting hose in connection
Using of ship / shore bonding wire is not recommended. If any Terminal insists on the
usage of the bonding wire, ensure that bonding wire is in good condition. Connect the
bonding wire well clear of manifold prior to connecting the manifold. Remove bonding wire
only after disconnection of the manifold.
Visually inspect the insulating flanges for cleanliness and condition.

Do not short-circuit insulating flanges or length of non-conducting hose, when installed.
Ensure fixed gangways are provided with insulated rollers.
Avoid direct contact with the jetty structure, hose handling equipment or metal gangways.
Note 10
Due to a possible difference in electrical potential between the vessel and the berth, there is a risk of
electrical arcing at the manifold while connecting and disconnecting arms.
Note 11
Switching off the vessel’s cathodic protection system does not substitute for an insulating flange or non-
conducting hose.
Bow / Stern Loading and Discharging Arrangements

On vessel with bow / stern loading / discharging arrangement, develop vessel-specific
procedures in consultation with Office.
Do not use bow / stern lines:
For products requiring a type 1G ship
For transfer of toxic cargoes as specified by IGC, where the design pressure is
above 2.5 MPa.

CL: GAS/02 Manifold Recommendations for Liquefied Gas Carriers
RA:LPG 001, LPG 019, LPG 020
WI
FORM
4.5 CARGO SURVEYS AND CALCULATION
Purpose
To outline procedures for cargo surveys and calculations.
Cargo Surveys
Chief Officer is responsible for accurate measurement of cargo and must supervise the
gauging and measurement process.
As far as possible, do not disconnect the manifold until completion of final cargo calculation.
Use only approved Tank Calibration Tables.
Normally, Charterers appoint an independent surveyor. Cargo surveyor, if appointed, must
perform his calculations independent of the vessel, to identify any errors by either party on
cross checking results.
Along with the surveyor, gauge and calculate the cargo quantity on board.
A Responsible Officer should accompany the shore representative during the cargo
surveys.
Take all precautions necessary for gauging, if the cargo is toxic / hazardous in nature.
Note 1
Tank Gauging
Preferably, maintain vessel in upright condition.
Ensure no cargo / ballast operations are in progress during gauging. Put the
reliquefaction plants on zero load / shut down, no cargo pumps running, hot
gassing and blow through is completed. Ensure that the lines /manifolds are
drained back in tank, prior to gauging.
Re-measure all other non-nominated cargo tanks to confirm quantity.
Confirm the status of all ballast, cofferdam and void spaces as per operations plan.
When the vessel is at sea berth, take multiple readings, due to vessel’s movement.
Any error in liquid level, temperature or density, will directly reflect in the cargo quantity.
Normally, Terminals will provide the liquid density. Exercise due care when
calculating mix density when mixing propane and butane. An error of 1 kg/m3 in liquid
density represents about 0.15% difference in full cargo quantity.
Always take average of all temperature sensors in the liquid. An error of 1°C in liquid
temperature represents about 0.2% difference in full cargo quantity.
An error of 1 bar in tank vapour space pressure represents about 0.01% difference in
full cargo quantity.
Note 2
Ensure that the tank soundings, pressures and temperatures have stabilised prior to considering them for
calculation. For example, do not take the reading immediately after stopping the compressor on a tank
which is 98% full, take sounding immediately after stopping the pump on recirculation.
Caution
When vessel is at sea berth, the soundings might be inaccurate due to vessel’s movement. Take multiple
readings to determine correct sounding. The most accurate reading is when the vessel is at minimum
amplitude. In such cases, put a remark in ullage reports. For example, vessel moving at open sea berth.
Cargo Calculations
For guidance on cargo calculations, refer to SIGTTO publication ‘Quantity Calculations -
LPG & Chemical Gases’, it is also available in LGHP.
Use latest and correct ASTM tables for cargo calculation.
When calculating cargo:
Account for product on board before loading / left on board after discharge
Account for vapour quantity in all calculations
Determine mass of liquid or vapour by multiplying the volume (Vt), at a stated
temperature (t) by the density (Dt) at the same temperature
The result of (Vt x Dt) is mass. It may be converted to weight-in-air by an
appropriate conversion factor found in published tables
Calculation Format Using Standard Temperature of 15°C

A. Trim m
B. List °
C. Sounding of cargo liquid in tank mm
D. Average temperature of liquid °C
E. Average temperature of vapour °C
F. Tank vapour space pressure bar(g)
From Tank Calibration Tables
C1. Trim correction mm
C2. List correction mm
C3. Tape correction mm
C4. Float immersion correction mm
G. Corrected sounding (C+C1+C2+C3+C4) mm
H. Liquid volume at tank calibration temperature m3
I. Full tank volume at tank calibration temperature m3
J. Vapour volume at tank calibration temperature (I – H) m3
K. Shrinkage factor for liquid temperature –
L. Shrinkage factor for vapour temperature –
Liquid Calculation
M. Corrected liquid volume at observed temperature (H x K) m3
N. Volume Reduction Factor (from Table 54) –
O. Volume of liquid at 15°C (M x N) m3
P. Density at 15°C in vacuum (from shore) kg/m3
Q. Mass of liquid (O x P) MT
Vapour Calculation
R. Corrected vapour volume at observed temperature (J x L) m3
S. Vapour density (by formula) kg/m3
T. Mass of vapour (R x S) kg
Calculation Format Using Standard Temperature of 15°C

Total Mass
U. Total mass (Weight in vacuum) (Q + T) kg
Weight in Air
V. Factor for converting mass to weight in air (from Table 56) –
W. Total weight in air (U x V) kg or MT
Note 3
In case a different measurement method is used by attending surveyor, issue a Letter of Protest. Record
the details of difference in quantities. Inform Office.
Calculation of Vapour Density

At vapour space conditions, based on ideal gas laws:
Ts Pv Mm
Dvt = X X kg/m3
Tv Ps I
Where
Ts : standard temperature of 288.15 K (15°C)
Tv : average temperature of vapour in K
Pv : absolute pressure of vapour space in bar absolute
Ps: standard pressure of 1.01325 bar absolute
Mm : molecular mass of vapour mixture in kg/mol (from industry tables or given by shore)
I: ideal gaseous molar volume at standard temperature (288.15 K) and standard pressure (1.01325
bar absolute) = 23.645 m3/kmol
Note 4
For pure products (Ammonia, Butadiene and Vinyl Chloride), density tables are available to directly find
out the density at observed temperature. For products that are a mixture of different components, such as
commercial Propane, Butane and LPG mix, the density is measured in a laboratory and provided by shore.
Due to this reason, calculation of pure products does not involve use of volume reduction factor.
Determining Liquid Density of a Mixture

When molecules of 1 pure liquid are mixed with the molecules of another, the molecules of
the mixture tend to pack more closely together than those of the components when existing
singly. As a result, the volume of the mixture will be less than the combined volume of the
components. Also the density of the mixture is higher than the density that would be if
calculated by the addition of the masses and volumes of the components.
For example, X litres of one liquid, when added to Y litres of another, will not produce a
solution of (X+Y) litres due to shrinkage in volume as explained above. The volume of the
mix will always be less than (X+Y) litres.
Get the density of the mix in writing from the surveyor.
Note 5
Though the “Costald” equation takes into account the effects of volumetric shrinkage, unlike the “Francis”
formula, there is no major accuracy improvement within the temperature range (-60°C to +30°C). Hence,
it is better to use Francis formula.
Determining the SVP of a Mixture of Products at a Given Temperature

Divide the component ‘weights’ of the mixture by their respective molecular
weights.
Add the results together and then divide each individual result by the sum of all
results. This gives the mole fraction.
Multiply the SVP of each product at the temperature concerned by its mole fraction.
This gives the ‘partial pressure’ exerted by each product.
Add the partial pressures. As per Dalton’s Law of Partial Pressures, the sum of the
partial pressures is the total absolute SVP exerted by the mixture.
Cargo Quantity Discrepancies

For procedures handling cargo quantity discrepancies at loading / discharging port, refer to
GCM chapter ‘Claims and Disputes’ and use company provided OPS forms.
Note 6
After loading, compare the shore quantity on B/L against vessels quantity. Issue Letter of Protest towards
discrepancy in cargo loaded.
Note 7
At discharge port, do not start the discharge in case of any significant discrepancy (as defined by C/P)
between the expected arrival quantity and the actual quantity recorded during pre-discharge survey.
Recheck all measurements and calculations. Investigate the possible causes including trim, list, incorrect
readings etc. and inform Office as soon as possible.
Note 8
Always endorse cargo surveyor’s ullage report with remarks “For Ullage, Pressure and Temperatures
Only”. Record any factors, which might influence the accuracy the report. For example, heavy swell
giving inaccurate soundings etc.

CL Quantity Calculations – LPG and Chemical Gases
WI
FORM OPS/GAS/05, OPS/GAS/20
4.6 CARGO SAMPLING PROCEDURES
Purpose
To outline procedures on cargo sampling.
Responsibility
Chief Officer is responsible for proper sampling procedures and maintaining appropriate
records.
Vessel staff must always accompany the cargo surveyors.
An officer must supervise all samplings to ensure it is authorised and carried out safely.
Safety Precautions
When sampling, minimise the venting of gas. Vent out in a safe location. Whenever
possible, use Closed Loop sampling.
Wear PPE as per hazards of cargo. Refer to cargo MSDS.
Stand to the windward side when sampling.
Note 1
All required staff must be familiarised with the cargo sampling procedures. Incorrect sampling procedures
can lead to injuries, damages and improper samples.
Note 2
For safe procedures when 3rd party / shore personnel are involved in such operations, refer to GCM
Sampling Connections
Clearly mark the locations of the sample points with its point of origin, i.e. tank number and
location, top, middle or bottom.
Do not use drain valves as sample points.
For threaded fittings, check the tightness of connection and inspect the arrangement of the
positive means of preventing the coupling from rotating. This is to prevent the unscrewing of
fittings and/or valve by the normal action of making and breaking connections.
Caution
Do not use quick connect couplings at sampling points.
Sampling Procedures
Maintain and use certified sampling equipment as per Maker’s guidance.
Ensure that the equipment is compatible with the vessel’s sampling points. Do not
force a tapered male thread into the vessels connection.
Before drawing samples, run the cargo pump in recirculation mode for around 10 to
20 minutes. Ensure cargo is not accidentally transferred to another tank.
Leave sufficient space in the sample container for liquid expansion.
When sampling, keep primary valve full open, using the secondary valve to control
flow. Do not throttle return valves of the closed loop system to control the flow.
On completion, ensure all valves are closed / capped and connections blanked.
Label the samples correctly.
Take independent surveyor’s seal and signature on samples kept on board.
4.6 CARGO SAMPLING PROCEDURES
Cargo-specific Precautions for Sampling

Cargo Type Precautions / Procedures
Cargoes carried Draw product samples only from tank bottom / liquid space.
under a Nitrogen Sample the vapour space to ensure Nitrogen content.
pad For example, Propylene Oxide, Ethylene Oxide etc.
Flammable Cargoes Use the closed loop system, where provided.
Ensure suitable means available for absorbing / dispersing it in a
Cargoes with an
safe manner. For example, A hose could carry the vapour to a
irritant hazard
water surface or spray area for ammonia.
Use the closed loop system, where provided. Else, connect the
Cargoes with toxic outlet valve of the sampling container to a vapour sample
hazard connection point or vent system
For example, vinyl chloride, butadiene etc.
Note 3
Use containers that can withstand the pressure exerted by the liquid sample, at the highest expected
ambient temperature. Do not use vapour sample bags to take liquid samples.
Note 4
Witness all sampling. Do not endorse non-witnessed samples.
Caution
Take bottom sample only from the designated sampling point and not from the sump drains. It may
contain traces of previous cargoes and water causing rejection of the cargo.
Caution
When sampling toxic cargoes on vessels without a close loop sampling system, the risk assessment
must specifically consider the method to disperse the vented cargo.
Labelling of Samples
Ensure samples are properly labelled with:
Date & Time
Voyage No / Terminal and Port
Cargo Grade
Sample Source (manifold, pump stack, tank etc.)
Landing Samples
Release samples to 3rd parties only under direct instructions from Charterers / Commercial
Operators and/or Office.
When landing samples, provide cargo MSDS.
Caution
For samples relating to a cargo claim, release only after explicit permission from the Office.
CL
RA: LPG 010
WI
FORM
4.7 LINE AND VALVE SETTING
Purpose
To outline procedures on cargo / ballast line setting and valve management.
Responsibility
Chief Officer is responsible for:
Planning and providing details of the line-up, in Cargo Operations plan
Setting up the line correctly as per the plan
Personally supervising the initial setting, subsequent alterations and final closing of
cargo / ballast lines and valves
Note 1
To eliminate possibility of one-man error, another Officer must independently check the line-up as per the
plan and inform Chief Officer. Make an entry of this verification in port log.
Note 2
When confirming the valve position with CCR, clearly communicate the valve number rather than generic
names – for example, loading valve, condensate valve, manifold valve, etc., to eliminate
misunderstanding.
Note 3
No personnel to operate any valves unless instructed by an Officer.
Line and Valve Management

All relevant staff must familiarise themselves with the pipeline layout on board. Consult
piping diagram before setting pipelines or changing valve settings etc.
Keep all valves closed at all times. Keep manual valves lashed. Do not lock them. Open the
valves as required for operation and close them immediately on completion.
Identify the critical valves – for example, cargo segregation valves and mark them
accordingly.
Mark all blanking devices including spool pieces and elbow connections in piping systems
with ‘normally open’ or ‘normally closed’. As soon as circumstances permit, return them to
their normal position.
Indicate the position of the valves, spool pieces, blanking devices and elbow connections on
the mimic diagram.
For setting up the line, ensure following:
Line set-up in correct sequence as per the plan
Set the, vapour return line, if used
All drain plugs, valves, are shut
Pressure and temperature gauges / sensor valves are open
Duty Officer attending manifold area on commencement of cargo operation
Deck watch monitoring the offshore manifold
Inform shore, prior to operating any valve, which will affect them
Advise Terminal and shut manifold and tank valves in case delays exceed more
than 10 minutes
While increasing the rate, continuously monitor the pipelines for any defects / leaks
– an Officer must check after achieving maximum agreed rate
Note 4
Do not solely rely on the valve position indicators. Where possible, visually check the turning of valve
spindle and local indicators on valve itself.
Note 5
Valves that are providing cargo segregation should be shut and a lashing rope should be tied. Ensure all
valves are shut preventing any liquid, condensate or vapour crossover. In case of a remote operated
valve, pressure shut, if required, and label it as ‘Keep Closed’.
Note 6
Repair leaks from joints or glands as soon as possible. Use a wet bandage to temporarily suppress the
leak.
Caution
Do not open more than 50% of centre-line bulkhead valves at any time or as stated in stability manual.
Caution
Do not consider a non-return valve to be gas-tight, even if duplicated.
Caution
Wrong sequence of valve operation may generate hydraulic shock / hammering effect. For example,
When deballasting top side tank by gravity, opening the tank valve before opening the overboard
discharge valve.
Caution
Do not shut the valve with ‘locked-in vacuum’. Opening the piping system with locked in vacuum will
cause accelerated flows and pressure surges, severely damaging the system.
Pressure Surges – Control of Liquid Flow

A pressure surge is generated when the rate of flow within the pipeline is changed rapidly. It
can damage valves, line mountings and even cause failure of the line / hose itself.
Following actions can cause a pressure surge:
Closure of an automatic emergency shutdown valve ashore / on ship
Rapidly opening / closing a valve
Failure of a valve causing it to shut down
The sudden starting or stopping of a pump
Rapid opening of a valve having a high pressure difference on either sides. For
example, opening loading valve into an empty tank while the loading line is under
pressure
Precautions against Surge Pressures:

Set up the line correctly as per the cargo plan
Always operate valves slowly
Make changes in flow rates gradually
Routinely verify the timing of automatic valves and adjust, if required. ESD valves
should close within 25 to 30 seconds.
Note 7
Ensure the opening and closing times of remote hydraulic and pneumatic valves are readily available in
the CCR. Check that the valve timing is in line with maker’s recommendation.
Caution
Never close a valve against the flow of liquid. First, open valves to another tank or open discharge line
prior to diverting the flow. Confirm the flow to alternate tank / line prior to closing the valve.
Inert Gas Valves

The Chief Officer must authorise any change in the settings of the inert gas valve.
Isolation of Lines and Valves

Following lines must be positively isolated as a minimum when not in use:
IG / N2 line connection to the cargo line
Fixed gas freeing fans connections to cargo line
Stern cargo line discharge connection, if available
Note 8
Use spectacle flanges or spool pieces where provided.
Emergency Operation of Valves

Check the importance of the valve regarding the ongoing operation. Decide if only
a particular machinery or the entire operation needs stoppage.
Keep the Terminal informed of vessel’s intentions at all times. Avoid any pressure
surges ashore or starvation of shore booster pumps, as the case may be.
Establish cause of malfunction
Operate it using emergency means of operation.
Recheck and plan the stowage of cargo and ballast distribution, if required.
Note 9
Staff must familiarise themselves with the method to operate valves using emergency means as per the
vessel-specific work instruction.
Note 10
Keep handles readily available near manual valves. In case of portable hydraulic pump, keep the oil level
filled as required.

CL:
RA
WI: GAS 101
FORM:
4.8 LOADING OPERATIONS
Purpose
To outline procedures for safe and efficient loading operations.
Pre-operational Tests and Checks

For cargo planning, refer to GCM chapter ‘Cargo Planning and Stowage’
For preparations, comply with vessel-specific Pre-cargo Operation Checks and
also refer to GCM chapter ‘General Port Procedures’
Operational Readiness
Prior to arrival, Master must ensure cargo tanks / system are ready for loading and tank
pressures and temperatures are as per Terminal requirements.
Note 1
Ensure Terminal fenders will not obstruct the reliquefaction plant seawater-cooling outlet. If required,
change over prior to arrival.
Cargo Grades and Quantity

During ship-shore information exchange, discuss the nominated cargo grades and quantity.
Discuss the operational requirements / information with Terminal representative as per
Company OPS Form.
Note 2
In case of a difference between the vessel and shore nominated cargo quantity, contact Charterers,
keeping Office in copy. Obtain a confirmation from Charterers for the agreed quantity, in writing / email.
Documents Required Prior to Loading

Obtain following from Terminal prior to loading:
Cargo MSDS
Terminal Safety Booklet, if any
Details of inhibitor, for inhibited cargoes
Any special precaution for the cargo
Note 3
If MSDS is not provided, Master must issue a Letter of Protest to the Shippers / Charterers. Do not start
loading until receipt of MSDS. Consult Office / Charterers for advice.
Amendments to Cargo Plan

Review the Cargo Stowage and Operation Plan after ship-shore Information Exchange.
Update if any changes.
Master must approve the amendments to the plan. Ensure all relevant personnel informed
regarding the change.
Density of Water
Check density of water prior to loading.
Take the water sample at a depth around half of mean draft.
If loading to draft, reconfirm the density prior to completion of loading to make necessary
allowances for the final cargo quantity.
Concurrent Loading of Different Grades

The number of grades, which can be loaded at same time, depends upon:
Vessels design
Grades involved and planned stowage
Required segregation
Experience and availability of personnel
For cargo blending/ co-mingling procedures, refer to GCM chapter ‘Cargo Blending and Co-
mingling’.
Note 4
When loading different grades, it is preferable to start the second grade after the loading of first grade
has stabilised. Plan the cargoes such that they do not complete at the same time. Monitor other tanks for
leakage when commencing each grade.
Management of Tank Atmosphere / Pressure

Prior to arrival, set cargo tank relief valve setting for harbour condition, where applicable.
For procedures, refer to GCM chapter ‘Cargo Tank Venting System and Relief Devices’.
Keep a continuous watch on the tank pressures and observe pressure trends, especially at
commencement.
If necessary, reduce loading rate or stop loading, if unable to maintain tank pressures.
On refrigerated vessels, run reliquefaction plants prior to loading and lower tank pressures.
The efficiency of the reliquefaction plant will depend on the quantity of incondensable in the
cargo vapour.
On semi-pressurised and fully pressurised vessels, if loading is started via the top spray
line, ensure that the cargo temperature does not give a saturation pressure, which is above
the relief valve set pressure.
On fully pressurised vessels, control pressures by any 1 or a combination of:
Reduction of loading rate.
Loading via the top spray.
In hot climates, use water sprinkler system to cool down tank outer shell.
Use cargo compressors simultaneously with loading operation. This helps with
maintaining cargo tank pressures by pushing the vapour back into the tank.
However, undertake this operation only if vessel’s cargo operation manual includes
a specific procedure for this. If no procedure is available, inform the Office with a
risk assessment and written plan. If this operation is not undertaken carefully, it
may result in severe damage to cargo compressors.
Note 5
On gas carriers, cargo is loaded without releasing any cargo vapours to the atmosphere. Hence, VOC
management plan as per MARPOL Annex VI is not applicable.
Caution
As far as possible, maintain the cargo tank pressure at or below 80% of the relief valve setting. Do not
allow the cargo tank pressure relief valves to lift. Stop cargo if required. Certain Terminals may require
lesser settings. In such cases, comply with Terminal requirements.
Use of Shore Vapour Return

The vapour return line is connected for safety relief purposes.
Use vapour return only if permitted by Owner / Charterer / Office, especially since the
Terminals normally flare it out, and include this into final calculation.
When voyage instructions require vessel to return vapour ashore, but Terminal refuses to
accept it, issue an LOP.
Commencement of Loading
For cargo line-up procedures, refer to GCM chapter ‘Line and Valve Setting’.
Prior to loading, ensure the lines are cooled down.
Inform Terminal when vessel is ready to load.
Commence loading at a slow rate.
Duty Officer and deck watch stationed on both sides of manifold to check for leaks
on the lines or flanges.
Check empty tanks and if any leaks on deck, compressor room and manifolds on
both sides. Icing / condensation on the lines will indicate that the cargo is correctly
loaded in the required tank.
Preferably, commence loading in only 1 tank, until all parameters are under
control.
Keep tank pressures under control especially during the initial stages. Once the
loading line outlet within the tank is submerged, the flash-off of liquid will reduce.
Maintain safe tank pressures.
Increase the loading rate in stages, ensuring the tank pressure is under control
before increasing to the next stage. Also, ensure the loading temperature of the
cargo is as required.
Recheck the lines, compressor rooms and manifolds when increasing the rate and
then regularly during the entire operation.
Regularly check all tank levels to determine the loading rate and to detect any
leaking valves.
For procedures on pressure surge / control of liquid flow, refer to GCM chapter ‘Line and
Valve Setting’.
Note 6
When determining the maximum loading rate, consider the designed maximum loading rates for each
tank, group of tanks, deballasting rate and any other factors limiting the loading rate.
Note 7
In hot climates, vessel might receive cargo at high temperatures. Increasing the loading rate might bring
down the temperature of cargo being loaded. Also if provided, loading via the sump sparge line might
assist in controlling tank pressures though at a slow loading rate.
Note 8
On pressurised vessel, when starting to load liquid, local flash can occur causing the tanks and pipelines
temperatures to fall below design limitations. Ensure tank pressures are equal to or greater than the SVP
at the minimum steel temperature. Formation of ice on pipelines is an early indicator that temperatures
are falling below operational levels.
Caution
Never load through the cargo pump shaft / discharge line.
During Loading
Carry out the operations as per the cargo and stowage plan.
Record ullages, volume, transfer rates and stability condition of the vessel at least once
every hour during the loading. Refer to GCM chapter ‘Cargo Monitoring Procedures’.
Note 9
While loading, turn the deepwell pumps manually at a frequency as stated by the markers. When
manually turning shaft, do not turn the shaft in the reverse direction, which could damage the pump anti-
rotation device.
Note 10
Fully refrigerated vessels should issue an LOP to the Terminal if receiving cargo at a temperature higher
than fully refrigerated temperature.
Caution
Do not open the bulkhead valve while loading. Ensure the level differences between port and starboard
side of Type A tanks are within the limits specified in Cargo Operations Manual.
Prevention of Sub-cooling
Cargo Sub-cooling Procedures
Cargo Procedures
Certain Terminals use Ethane chillers to chill Butane to -6°C. On
refrigerated vessels, when Butane is loaded at such temperatures,
there might not be adequate vapour formed and this might lead to
low tank pressures.
In such cases:
Butane
Inform Terminal and load at -2°C or so. Comply with
(on refrigerated
Charterers instructions.
vessels)
Fill the manifold crossover line to half height with liquid
Butane by running the cargo pump. Use the flash off vapour
from this line to pressurise the tank.
As a last alternative, inject inert gas into the tank to raise
the tank pressure.
On pressurised vessels after discharging Butane, the tank
pressures are low (about 1 barg).
Propane liquid, if directly loaded into this tank will flash off cooling
down the tank below its minimum design temperature.
In such cases:
Pressurise 1 tank with Propane vapour obtained by
Propane
vaporising the cargo in the cargo heater. When pressure is
(on pressurised
around 4 barg, start direct liquid loading in this tank. Use the
vessels)
vapour from this tank to pressurise other cargo tanks.
In case of cold climates, load 1 tank slowly. Monitor the
temperature and stop loading when tank starts to cool down.
This will cause the cargo in the tank to flash off slowly
raising the tank pressure. Continue this process until the
tank pressure is about 4 barg, after which can increase the
loading rate.
Topping-off Procedures
Chief Officer must supervise the topping-off operation.
Adjust the tank filling valves to stagger the levels in each tank for the required topping off
interval and sequence. When possible, top-off at minimum trim of vessel. If more than 1
grade is being loaded simultaneously, do not top off the different grades together.
Comply with procedures as agreed with Terminal. For example, notices required, maximum
topping off rates etc.
Try out the valves of the required tanks (opening of next tank and closing of present tank)
for smooth changeover well in time prior to topping-off. Ensure not to cause pressure
surges.
Compare the remote tank levels, pressures and temperatures with the local gauges.
Test primary and back up communication. Ensure batteries charged.
When topping off tanks, ensure following:
Top-off only 1 tank at a time
Keep a staff standby on tank dome to compare the local soundings and confirm
operation of loading valve
Gradually reduce the loading rate, give required notices to Terminal and confirm
the rate reduction
Ensure that the manifold pressure do not rise when operating valves / changing
over-tanks – for handling surge pressures, operate the valve slowly
On reaching desired sounding, changeover to next tank; as far as possible,
physically sight the valve is completely shut rather than relying on the remote valve
indicators.
Monitor the level gauges of completed tanks to ensure tank valves are holding
On reaching the final tank, give final notices to stop loading to Terminal
Note 11
Close manifold valve in agreement with the Terminal and after confirming that the shoreline flow has
ceased.
Note 12
Two Officers must supervise and crosscheck topping-off and stopping levels of cargo tanks. Ensure the
cargo tank has sufficient space for draining the pipeline content.
Caution
If the overfill alarm system is triggered off during loading, immediately close the concerned tank valve,
ensuring sufficient tanks are open to avoid pressure surge in the cargo lines.
Caution
In case an overfill alarm activates for a non-working (static) closed tank, recheck the tank valves and
monitor the levels. In case of rising levels, stop all cargo operations and transfer liquid from the overfilled
tank into another empty/ slack tank. Investigate the cause and do not resume the transfer operation until
the measures taken to avoid increase of level in the tank.
Completion of Loading
Post operations keep the manifold valves shut, unless Terminal asks vessel to operate.
Inadvertent valve operations have led to accidents, affecting shore staff.

On completion of loading, drain the vessel’s cargo deck lines into appropriate cargo tanks to
ensure that thermal expansion of the contents of the lines cannot cause leakage or
distortion.
For line and manifold draining procedures, refer to GCM chapter ‘Cargo Manifold
Procedures’.
Cargo Surveys and Calculations

Refer to GCM chapter ‘Cargo Surveys and Calculations’.
Commercial Documents
For all commercial matters such as Bill of Lading, Dead freight, Letter of Protests etc., refer
to GCM chapters ‘Commercial Considerations’.
Caution
For inhibited cargo, prior to departure, positively obtain Certificate of Protection (Inhibitor Certificate).
Post Cargo Checks

Comply with vessel-specific Post-cargo Checks.
Prior departure port reset the relief valve to sea setting as per vessel-specific work
instructions. Also, refer to GCM chapter ‘Cargo Tank Venting System and Relief Devices’.
Departure Condition Reports

Chief Officer must print out the final departure stability condition from the loading computer
and maintain the records.
Ensure stability and stress criteria are within limits and meet damage stability requirements.
Master must verify and sign these.

CL: GAS/01, 02, 03, 05
RA: LPG 003 LPG 006
WI:E/127
FORM: Applicable OPS Forms
4.9 CARGO MONITORING PROCEDURES
Purpose
To outline procedures and safety precautions during cargo monitoring.
Monitoring Cargo Operations

Carry out all cargo and ballast operations as per cargo plan.
Never leave the CCR unattended during operations.
Monitor and record all operations and equipment parameters – for example, pumps,
booster/ heaters etc.
When alongside, check items marked ‘R’ in the ship-shore safety checklist at the agreed
intervals.
Duty Officer must comply with Master / Chief Officers instructions and keep them updated of
progress of cargo and ballast. Call Master / Chief Officer as instructed or required.
Note 1
Attend to the alarms diligently and take corrective action to rectify the alarm condition. Inform Chief
Officer in case of any critical alarm. For details on alarm management, refer to GCM chapter ‘General
Care and Maintenance’.
Caution
Immediately inform Chief Officer, in case of any significant deviation from the plan. Chief Officer must
take immediate corrective action (verifying data, stopping operations etc.), keeping Master informed.
Circumstances Prohibiting Cargo Transfer

All cargo and ballast operations must cease:
When a fire occurs on or near the vessel
(For flammable cargoes) During thunder and lightning storms in vicinity of vessel
When there is a heavy or dangerous vapour accumulation on deck / accommodation
When operation is deemed unsafe
Hourly Checks and Records

Monitor and record the following items at least hourly, in the Company provided OPS Form
and log books as appropriate:
Ullage / sounding of all working and non-working (static) cargo and ballast tanks.
Tank / Hold atmosphere control and monitoring – pressure and temperature.
Manifold pressure and temperature.
Draft gauge readings, comparison of calculated, gauge and planned drafts.
Operating condition and parameters of relevant machinery and systems – for
example, cargo pump, booster pump, cargo heater vaporiser etc.
Transfer rates and quantity calculated from cargo tank readings. Crosscheck with
shore figures. In case of any significant difference, investigate the cause and
inform Chief Officer. If necessary, suspend operations until situations is rectified.
Vessel stresses, trim and stability. Compare results with the cargo plan. Always
calculate stresses in sea-going condition.
In case required, increase frequency of monitoring and recordings.
Additionally, at least once a watch:

Cross checking remote and local gauges, ensure that the gauges are not stuck
Compare visual draft where possible, with calculated, gauge and planned drafts
Verify the UKC available – if UKC is less than 60 cm, then record hourly
Maintain the required segregation between grades throughout operations.

When continuous recording equipment is in use, mark the time of start and completion of
operation on the recording paper.
Note 2
If any provision is given to induce a delay in the activation of alarm when at sea, ensure it is set
appropriately for sea / port.
Note 3
Ensure that the gauges are working satisfactorily during operations, as they may get stuck and give
erroneous readings. Where level gauges are fitted close to centreline bulkheads, a list would indicate
substantially differing liquid level, even though the tank may contain equal quantity.
Note 4
If the UKC at berth is less than 1 m or in case of any doubt, verify the depth at 6 points along the vessel
using hand lead line. Maintain records.
Note 5
For discharging operation, maintain an accurate pumping log at least at an hourly interval. Include all
details of changes in rate and manifold pressure requested by the shore.
Caution
Ensure the level difference between port and starboard side of Type A tanks are within the limits
specified in Cargo Operations Manual.
Over / Under Pressurisation of Tanks

Over / under pressurisation of tanks can occur during ballasting, loading, discharging,
internal transfers, by temperature variations etc.
Over / Under Pressurisation of Cargo and Ballast Tanks
Overfilling of tank
Failure of cargo reliquefaction plant
Loading at excessive rate / incorrect cargo temperatures
Polymerisation of cargo
Causes
Choked flame arresters / screen
Ice accretion on vents
Ballasting at a rate exceeding the maximum venting capacity
Ice on the surface of the ballast
Check all required valves and systems as per vessel-specific
Pre-cargo checklist.
Monitor and record tank pressures and transfer rates during
operations. Ensure that the transfer rates are as agreed and
do not exceed the maximum permitted. Display the maximum
loading for each group of tanks in CCR.
Control the topping-off of tanks as per procedures in GCM
chapter ‘Loading Operation’ and GCM chapter ‘Ballast
Operational
Handling Operations’.
Controls
When in cold climates, comply with vessel-specific checklists
for Cold Weather Precautions. Keep the vents clear of any
ice formation.
When ballasting in sub-zero temperatures, take precautions
as per GCM chapter ‘Ballast Handling Operations’.
Carry out regular maintenance of the reliquefaction plant and
its associated valves as per vessels PMS and makers
manual.
Actions in case of Cargo Tank Pressure Alarms

Alarm Action
Ascertain the cause of the alarm
If vessel is loading, reduce the loading rate – if necessary, stop
Cargo Tank High loading in the tank concerned and inform Terminal
Pressure Alarm Use compressors and take suction from the affected tank
Stop any hot gassing if in progress
Monitor tank parameters
Confirm the operation in progress in the tank in which alarm has
activated
Ascertain the cause of the alarm
If vessel is discharging, reduce the discharging rate- if
Cargo Tank Low necessary, stop discharge from that tank and inform Terminal
Pressure Alarm Increase pressure either by using compressors in hot gas mode
or vaporiser
Stop suction from the tank if any reliquefaction is in progress
Monitor tank parameters
Note 6
In case of any pressure alarms, inform Chief Officer. Where necessary, stop the operations and resume
only after identifying and rectifying the causes.
Note 7
Do not let the cargo tank pressure rise more than limits as agreed with the Terminal. In US waters, refer
to Certificate of Fitness for maximum allowable relief valve pressure. In absence of Terminal requirement,
as far as possible, do not let the cargo tank pressure rise more than 80% of the relief valve set pressure.
Caution
Over and under pressurisation may result in severe deformation or catastrophic failure of the tank
structure and its peripheral bulkheads. It affects the structural integrity of the vessel and could lead to a
fire, explosion and pollution.
Ballast Handling Operations

Carry out ballasting operations as per the plan.
For ballast operations, refer to GCM chapter ‘Ballast Handling Operations’.
Note 8
Secure the completed tanks and recheck regularly for any water ingress.
Caution
Ensure deballasting is completed before completion of cargo. Inform Chief Officer if de-ballasting fails to
cope up as per plan. When necessary, stop cargo operations. Inform Charterers / Office and record it in
the logbook.

CL: GAS/02
RA
WI
4.10 CARGO CARE DURING VOYAGE
Purpose
To outline procedures for monitoring and care of cargo during voyage.
Cargo Conditioning
Always follow Charterer’s / Receiver’s instructions.
On laden passage, fully and semi refrigerated vessels must control tank pressure and
temperature as per disport requirements.
After loading, keep reliquefaction plants running continuously till the tank pressures
are low.
Once pressures are under control, only run necessary plants to balance the heat
ingress through tank insulation.
The rate of cooling depends on the cargo, reliquefaction plant capacity and
environmental conditions. It is normally around 0.1 °C to 0.3 °C per day.
High ethane content in cargo might require venting the incondensable. However,
excessive venting will result in loss of cargo. Keep it to a minimum.
During heavy weather, cargo liquid may get carried over to the compressor, even
when equipped with a liquid separator. Avoid running compressors in such
conditions.
Follow operational procedures for running reliquefaction plants, as given in the cargo
operational manual. For general guidance, refer to GCM chapter ‘Cargo Reliquefaction
System’.
Note 1
Excessive cooling of the cargo during voyage will lead to difficulty in maintaining tank pressures during
discharging. Subsequently at discharge port, vessel will have to reduce the pumping rate / stop cargo.
Note 2
Due to small vapour space within a loaded tank, the pressures will decrease as soon as the compressors
are started and will then maintain at a certain pressure. This is the actual pressure of the tank.
Note 3
Running cargo plants might require starting additional generators. Plan the plant usage so as to achieve
maximum fuel efficiency.
Caution
When reliquefaction plants are run on more than 1 tank simultaneously, regulate the return of
condensate to avoid overfilling any one tank. Monitor the tank levels daily.
Caution
Working on deck in adverse weather is a controlled task and requires implementation of Permit-to-Work
system.
Cargo System Settings

On some vessels, the cargo system can be changed over to ‘sea mode’, restricting the
operation of valves and introducing delays in level alarms. Staff must be familiarised with its
use.
Chief Officer must changeover to such mode in consultation with Gas Engineer / Chief
Engineer and after permission from Master. Record it in the deck logbook.
Caution
Do not bypass any level alarms unless permitted by Master. If permitted, ensure that the tank levels are
monitored.
Monitoring and Recording during Voyage

Monitor and log the following during voyage:
Soundings, temperatures and pressure of cargo tanks daily
Cargo hold space pressures
Parameters of the running plants as per the Company provided LPG logbook
Monitoring of Cargo Hold Spaces (Inter Barrier Space)

Maintain hold spaces under positive pressure using inert gas / dry air as applicable to the
cargo.
Where fitted with shipboard storage inert gas / N2 system, maintain stock sufficient for
normal consumption for at least 30 days.
When carrying cargo at ambient temperature in Type C tank, the requirement for inert gas /
dry air is not applicable.
After topping-up hold spaces, close the line inlet valves. Do not keep these valves
permanently open for equalising pressure.
Refrigerated cargoes will cause the hold space (inter barrier space) atmosphere to cool
down, causing condensation and corrosion. Keep the hold space atmosphere dry.
Monitoring of Hold Spaces
Frequency Checks
Hold pressure
Daily
Fixed gas detector readings
Dewpoint / HC content / Oxygen content - Using portable gas meter
Weekly
Manual soundings (where possible)
Leakage in Hold Spaces

Water in the hold space can damage tank insulation and adversely affect stability of vessel.
Investigate the cause. Drain the liquid as per vessel-specific work instructions.
Comply with vessel-specific emergency checklist
Note: Staff must be familiarised with the pumping out arrangement of cargo liquid and
water from the holds.
Note 4
Ensure oxygen content in hold spaces is not more than 5% volume. Comply with Terminal requirement, if
more stringent.
Note 5
When carrying out any cargo operation, monitor the hold space pressures. The changing tank
temperatures will affect the hold pressures.
Monitoring of Non-cargo Space Atmospheres

Daily sound the ballast tanks
Daily monitor fixed gas detector (HC readings)
Weekly monitor the HC content (with portable gas detector) in ballast tanks
Maintain the above records in deck logbook.

CL :
RA: LPG 006
WI: E/127, GAS /107
FORM:
4.11 DISCHARGING OPERATIONS
Purpose
To outline procedures for safe and efficient discharging operations.
Pre-operational Tests and Checks

For cargo planning, refer to GCM chapter ‘Cargo Planning and Stowage’
For preparations, comply with vessel-specific pre-cargo Checklist and also refer to
GCM chapter ‘General Port Procedures’
Operational Readiness
Prior to arrival, Master must ensure that the cargo system is ready for discharging.
Maintain tank pressures and cargo temperatures as per Terminal requirements.
Note 1
Ensure Terminal fenders will not obstruct the reliquefaction plant seawater-cooling outlet. If required,
change over prior to arrival.
Documents Required Prior to Discharging

Give all the cargo-related documents to Terminal as requested.
For guidance, refer to GCM chapter ‘Loading Operations’.
Note 2
Provide the receiver with the cargo MSDS. Inform Terminal, tank inspectors, and surveyors of any
toxicity hazard of cargo.
Amendments to Cargo Plan

Review the Cargo Stowage and Operation Plan after ship-shore information exchange.
Update if any changes.
Master must approve the amendments to the plan. Ensure all relevant personnel informed
regarding the change.

Refer to GCM chapter ‘Cargo Surveys and Calculations’.
Confirm cargo figures prior to arrival.
In case of multiple discharge ports, double check quantity for each port.
Always use B/L densities for calculating cargo to discharge, unless instructed by Owner /
Charterer.
Note 3
At times, pumpable quantity is less than the B/L figure. In case of multiple port discharges, distribute this
difference on a pro-rata basis at each port. Consult Owner / Charterer prior to discharge. For procedures
on discrepancies on the cargo figure, refer to GCM chapter ‘Claims and Disputes’.
Note 4
Unless instructed, Master must not discharge less cargo than the B/L to meet the heel requirements.
Advise the Charterer if discharging full B/L quantity could affect future trading flexibility.
Concurrent Handling of Different Grades

The number of grades which can be discharged at same time depends upon:
Vessels design
Grades involved and planned stowage
Required segregation
Experience and availability of personnel
For cargo blending / co-mingling procedures, refer to GCM chapter ‘Cargo Blending and
Co-mingling’.
Note 5
It is preferable to start the second grade after the discharge of first grade has stabilised. Plan the cargoes
such that they do not complete at the same time. Monitor other tanks for leakage when commencing
each grade.
Management of Tank Atmosphere / Pressure

Keep a continuous watch on the tank pressures and observe pressure trends, especially at
commencement. Discharging Butane in cold climates might typically cause problems to
maintain the tank pressures.
Conditioning the cargo appropriately during the loaded voyage is the most suitable way of
controlling the tank pressures. Refer to GCM chapter ‘Cargo Care during Voyage’.
If required, run the vaporiser or shore vapour return.
Consider sparging (hot gassing) the cargo in advance to raise the cargo temperature and
tank pressure, Terminal permitting.
If necessary, reduce rate or stop discharging, if unable to maintain tank pressures.
Use of Shore Vapour Return

During discharging, when receiving shore vapour, there is a risk of taking contaminants on
board.
Vessels should generally avoid taking vapour return from Terminal during discharging. If
required by Terminal, Master must:
Inform Owner, Charterer and Office
Obtain a certificate of quality for the vapour in shore tanks
Obtain a Letter of Undertaking / Guarantee from the Terminal / Charterer on
Company provided OPS form
Note 6
In case the Terminal refuses to sign the Letter of Undertaking / Guarantee, do not take any vapour
return. Immediately contact Owner and Office.
Commencement of Discharging Operations

Give sufficient notice to engine room for cargo pumps and other equipment as required. For
example, vaporiser, booster, heater etc.
For cargo line-up procedures, refer to GCM chapter ‘Line and Valve Setting’.
Prior to discharging, ensure the lines are cooled down.
Inform Terminal when vessel is ready to discharge/
Line up the pump and associated equipment/
Commence discharging at a slow rate as per vessel-specific work instruction.
Ensure a responsible person is standby near the pump prior to starting.
Duty Officer and deck watch stationed on both sides of manifold to check for leaks
on the lines or flanges.
Check other tank levels not rising. Check for any leaks on deck, compressor room
and manifold on both sides.
Prior to opening the manifold valve, confirm there is no back pressure from the
shore side. In such cases, raise the discharge pressure and then open the
manifold valve to prevent back flow to the vessel.
As liquid is discharged, tank pressures will tend to fall. See section on
‘management of tank atmosphere / pressure’.
Monitor the cargo pumps and increase the rate gradually after confirming with
shore. Continuously monitor for leakages.
Refer to the pump capacity curve for the required discharge pressure and flow rate.
Maintain the required manifold pressures as agreed. Note the difference between
the manifold and CCR pressure gauge.
Control the discharge rate using the pump discharge valve.
For procedures on pressure surge / control of liquid flow, refer to GCM chapter ‘Line and
Valve Setting’.
Note 7
Monitor tank levels when recirculating cargo back into tanks, during pump starts / to maintain flow rate.
Note 8
When starting pumps in parallel, adjust the discharge valve of the running pump to keep the current
fluctuations within design limits.
Note 9
When discharging more than 1 tank, examine the pump curve, in relation to the back pressure at
manifold. Running more pumps will only increase the back pressure, while the rate of discharge might
not increase more than that which is achieved by only 1 pump.
Caution
When throttling the discharge valve, ensure that it does not close completely. The bearings of the
deepwell pump are cooled and lubricated by the flowing cargo liquid.
Caution
Some pump discharge non-return valves have an arrangement to allow flow through both sides. When
operating the pump, use the discharge valve in the non-return mode only, to prevent reverse turning and
subsequent damage to the pump, shaft and seal.
During Discharging
Carry out the operations as per the cargo and stowage plan.
Record ullages, volume, transfer rates, equipment parameters and stability condition of the
vessel at least every hour during the discharging. Refer to GCM chapter ‘Cargo Monitoring
Procedures’.
Note 10
Issue an LOP for any reason which would affect the vessel’s discharge capability.
Note 11
Do not adjust the flow rates / stop pumps without informing shore, especially if shore is using inline
booster pumps.
Caution
In case an overfill alarm activates for a non-working (static) closed tank, recheck the tank valves and
monitor the levels. In case of rising levels, stop all cargo operations. Investigate the cause and transfer
liquid from the overfilled tank into another tank only after checking the cargo compatibility criteria. Do not
resume the transfer operation until measures are taken to avoid increase of level in the tank. Inform
Office.
Caution
Ensure the level difference between port and starboard side of Type A tanks are within the limits
specified in Cargo Operations Manual.
Use Of Booster / Heater

Start the Booster / Heater system as per the vessel-specific work instruction and consider
the following:
Prior to starting heater, confirm seawater is flowing through the heater. Confirm
heater is full of water, by opening the vent valves on the shell side. Test seawater
flow switch and low temperature cut out.
Cool down the booster pump, heater and associated pipelines.
Ensure the booster has sufficient suction pressure prior to the start and throughout
operation. Adjust the booster pump discharge to regulate the total flow and to
prevent the booster pump from running dry. Throttling the main cargo pump
discharge valve will reduce the suction pressure for the booster.
Consider running at least 2 cargo pumps if difference of throughput between cargo
pump and booster pump is not much.
When starting the booster, closely monitor the current of the main cargo pumps.
The current will increase with the booster starting.
Monitor the operating pressure and temperatures of the heater. A drastic drop in
outlet temperature of seawater indicates insufficient flow of seawater or leaking of
the tubes.
Use the heater bypass valve to control the final discharge temperature as required
by Terminal.
Note 12
When running 2 or more booster pumps in parallel, avoid reverse turning of the booster if stopped
accidentally.
Note 13
Using the graphs provided in Maker’s manual, check the approximate capacity of the heater, considering
the temperature of cargo and seawater, especially if seawater is below 15°C. Control the cargo flow into
the heater so that the sea water outlet temperature does not fall below 5°C. When using heaters in river
berths with fresh water consider the water will freeze at 0°C, unlike seawater (-2°C).
Caution
Close the cargo inlet valve to the heater if outlet temperature of the seawater falls below set value. While
discharging, activate ESD in case of very low temperature at the heater outlet.
Emergency Cargo Discharging

In case the main cargo pump fails, carry out the discharge as per vessels-specific work
instructions.
Amend the cargo plan and recheck stability.
Where tanks are provided with bulkhead valves:

Ascertain last correct level reading of the tank. Check any major level difference
between port and stbd tanks.
Open the bulkhead valve of the concerned tank. Consider the loss in GM when the
valve is opened.
Keep the vessel upright at all times. If initial level difference was large, keep vessel
upright with ballast. This will cause the cargo from the higher side to level off with
the cargo on the lower side.
Start the cargo pump on the opposite side.
Keep monitoring levels on both sides of the tank.
Take extra care during stripping operation.
Discharge via pressurising tanks is applicable to vessels with Type C tanks. This method is
very inefficient and slow.
Completion of Discharging Operation

Chief Officer must supervise the final stopping of discharge
Stagger the tanks such that they do not complete at the same time. If discharging
more than 1 grade, avoid completing the cargo together.
Gradually reduce the rate / throttle the pump discharge valve to accurately stop the
tanks at the required levels / strip the tank. Inform Terminal when reducing rates /
stopping pumps.
A staff must standby the tank dome for manual readings and checking the pump
stopping.
Monitor the level gauges of completed tanks to ensure that respective tank valves
are holding.
On completion, drain the vessel’s pipelines into the tank. Ensure manifolds drained
as per Terminal requirements. Refer to GCM chapter ‘Cargo Manifold Procedures’.
Liquid Freeing Tanks

Using the pumps, strip the tanks at the last discharge port if vessel has to carry out a grade
change or gas freeing operation. Without effective stripping, sparging will take a long time.
On pressurised vessels, also try to discharge as much vapour as possible, to reduce the
tank pressure to a minimum. Prior to doing so, use Company provided OPS form to notify
the Terminal.
Note: Prior to going for dry dock, Master must discharge the heel in accordance with
Owner’s / Charterer’s agreement.
Note 14
Increasing the tank pressure will assist in stripping.
Note 15
2 officers must supervise and crosscheck stopping levels of cargo tanks. Take into account the pipeline
content to prevent short discharge.
Note 16
Once confirmed that the pipelines are drained, close the tank valves. It might take more than a day for
the lines to get drained off.
Caution
Post operations keep the manifold valves shut, unless as asked by Terminal to operate. Inadvertent
valve operations have led to accidents, affecting the shore staff.

For line and manifold draining procedures, refer to GCM chapter ‘Cargo Manifold
Procedures’.

Refer GCM chapter ‘Cargo Surveys and Calculations’.
Commercial Documents
For all commercial matters such as Letter of Protests etc., refer to GCM chapters
‘Commercial Considerations.’
Post-cargo Checks
Comply with vessel-specific post-cargo checks.
Prior departure port, reset the relief valve to sea setting as per vessel-specific work
instructions. Also, refer to GCM chapter ‘Cargo Tank Venting System and Relief Devices’.
Departure Condition reports

Chief Officer must printout the final departure stability condition from the loading computer
and maintain the records.
Ensure stability and stress criteria are within limits and meet damage stability requirements.
Master must verify and sign these.

CL : GAS/01, 02, 03, 05
RA: LPG 003, LPG 004, LPG 005, LPG 006, LPG 008
WI: E/125, E/128, GAS/102, GAS/103,
4.12 BALLAST HANDLING OPERATIONS
Purpose
To outline safe procedures for ballast operations.
Minimum Ballast Requirement during Voyage

Keep sufficient ballast, considering the below factors:
Weather conditions
Complete propeller immersion
Minimum forward draft as per vessel’s Trim and Stability Booklet
Ensure vessel is appropriately ballasted when expecting inclement weather conditions.
Note 1
As far as possible, keep tanks either full or empty. Slack tanks lead to sloshing stresses and reduce the
vessel’s GM.
Ballast Water Treatment and Exchange

For ballast water treatment / exchange requirements and procedures, comply with vessel-
specific Ballast Water Management Plan and Maker’s manual.
Ensure staff is familiar with the operation and maintenance of BWTS.
Caution
The chemicals or biocides used for ballast water treatment may be hazardous to personnel – for
example, chlorine, and can collect in tanks or spaces. Take precautions as per Maker’s instruction. Entry
into enclosed space is a controlled task and requires Permit-to-Work system.
Ballast / Deballast Operations

Comply with all the applicable international and national / local regulations regards ballast.
In addition to vessel-specific work instruction on ballasting and deballasting procedures,
consider the following:
Minimise quantity of ballast uptake in muddy or polluted waters. Where practicable,
flush the tanks and take clean seawater as soon as possible.
When required, take permission from port state authorities, during the pre-arrival
information exchange.
Ballast / deballast tanks initially by gravity followed by pumps.
When deballasting, do not leave the pump running on empty tanks. Maintain
sufficient trim for effective stripping.
While in port, do not allow ballast water to overflow and go overboard. Leave some
ullage in tanks. Press them up after departing from port.
Never overflow through air vent.
Keep the sounding pipes, air pipes, vents clear and free.
Ensure manhole / sampling port covers are watertight. When necessary, replace
the watertight packings. Ensure manholes within hold spaces are tight shut.
If the Terminal requires discharge of ballast into shore tanks, carry out a risk assessment.
Prepare a plan and send to Office for approval.
Aim to complete ballast operations prior to completion of cargo operations. Take regular
soundings and record all operations in port log. Investigate any unusual readings.
Maintain ballasting and deballasting records in Company provided Ballast Record Book.
Note 2
Keep the residues (sand/ mud) to minimum in ballast tanks. Residues add to vessels’ weight and may
affect cargo lift.
Note 3
Check the air flowing through the air vents to confirm that the associated tank is being ballasted /
deballasted to prevent over / under pressurisation of ballast tank. For further precautions, refer to GCM
chapter ‘Cargo Monitoring Procedures’.
Note 4
Check samples of ballast water in tanks adjacent to oil tanks, for any contamination prior to deballasting.
Record the result in logbook.
Note 5
Take precautions against pressures surges. Regularly check valve closing times against Manufacturer’s
data and maintain records. For prevention of pressure surges, refer to GCM chapter ‘Line and Valve
Settings’.
Note 6
Run ballast eductors at the operating pressures as per maker’s instructions. If the drive pressure falls
below operating pressure, especially during starting and stopping time, shut the eductor suction valve.
Keep the tank suction valve open until the eductor is stopped, to avoid ‘locked-in’ vacuum in the suction
piping.
Caution
During deballasting, monitor the adjoining sea surface. Immediately stop operation on notice any
pollutant. Do not recommence until the cause is investigated, rectified, Office and/or port authorities
informed.
Ballast Operations in Sub-zero Temperatures

Take following precautions:
Ensure air vents are clear
Ensure tanks are not completely filled to allow for expansion
Drain back residual water of pumps, valves and lines
During intermittent stoppage of operations, consider conducting sea to sea, tank to
tank re-circulation and / or air bubbling
While using fire pumps for ballasting operations, follow same precautions as above.
Caution
Inspect all tank vents for free flow of air and clear of icing. Blocked vents can lead to structural failure of
tanks.
Cathodic Protection
Carry out a full ballast exchange when water is taken in river / lakes or if ballast water is of a
lesser density than sea water. This must be done to achieve the full effect of the Cathodic
Protection System and avoid sediment accumulation.
Heavy Weather
Comply with relevant checklists when operating in heavy weather and / or cold weather.
Master must plan and ballast well in advance before onset of heavy weather.
Press up slack tanks during heavy weather.

CL:D/11, D/12, D/13, E/14 Ballast Water Management Plan
RA LOG 06 – Ballast Record Book
WI: D/106
FORM
4.13 STS TRANSFER OPERATIONS
Purpose
To outline cargo operational procedures for conducting STS transfers at sea or in port.
Application
These procedures are for STS transfer operations undertaken:
At sea
In port
While moored to buoys or alongside and may be with multiple vessels
Between vessels and barges or estuarial craft in inshore waters
When carrying out emergency STS transfer operations where one of the vessels
involved is disabled or aground
The term ‘at sea’ is intended to indicate offshore waters or partially sheltered waters.
For navigation and mooring procedures, refer to NMM chapter ‘Ship-to-ship on Tankers and
Gas Carriers’.
Caution
During cargo / contingency planning, consider the designated STS location. Some locations might be
beyond assistance range of normal port services.
Compliance
In addition to the procedures in this chapter, comply with following:
Guidelines in ‘Ship-to-ship Transfer Guide for Petroleum, Chemical and Liquefied
Gases’ by OCIMF
Vessel-specific Ship-to-ship Transfer Checklist
Vessel-specific Ship-to-ship Transfer Plan (STS Plan)
Ship Owner’s / Operator’s additional instructions
Local regulations
Vessels operating in the USA must comply with CFR requirements for lightering operations.
Note 1
In addition to the main text, Appendix C of Ship-to-ship Transfer Guide states the ‘Additional
Considerations for Ship-to-ship Transfers Involving Liquefied Petroleum Gas Cargoes’. It focuses on the
transfer of LPG (butane and propane), ammonia and propylene. This guidance is also useful for cargoes
such as ethylene and other chemical gases.
Training and Drills

Within a week prior to STS operation, conduct training and emergency drills on topics such
as vessel manoeuvres, mooring operations, engines readiness, emergency response
including emergency casting off.
During drills, consider mooring failure and fire on either vessel as some of the possible
scenarios.
STS Checklist
Comply with vessel-specific STS Checklist.
For regular operations, use the STS Checklist 1 to 5, which is set in chronological order,
covering important aspects of STS operation.
For in-port STS Cargo Transfer Operations, use STS Checklist No. 6 & 6A.
Answer all questions of the checklist. When marking any question with NO / Not Applicable,
state the reasons and recheck the operational safety.
Conduct of STS Operation

Prior to an STS Operation, develop a Joint Plan of Operation (JPO) along with all
parties involved, including STS provider.
Conduct STS transfer operations under the co-ordination and advisory control of
one individual, who will either be one of the Masters concerned, an STS
Superintendent or the Person in Overall Advisory Control (POAC). POAC should
have at least the qualifications and experience as stipulated in STS Guide.
Carry out risk assessment prior to operation covering all aspects, including
limitations of vessels, transfer area, night berthing, operational hazards mitigating
actions, emergencies and contingency response.
Conduct toolbox meeting to ensure all staff are familiar with the STS plan.
Note 2
JPO is an operation-specific plan that includes, as appropriate, reference to vessel compatibility,
manoeuvring, approach, mooring and transfer and, if applicable, reference the vessel-specific STS
operations plans.
Note 3
Do not undertake bunkering and storing operation together with STS transfer operation.
Note 4
On vessels equipped with permanent fenders and hoses, monitor and assess the conditions of such
equipment as per Maker’s instructions.
Caution
During cargo hose connection, where using an insulating flange do not allow any part of conducting hose
outboard of the insulated flange comes into contact with the vessel to which the insulating flange is fitted
– for example, from the use of non-insulated hose saddles, as this could cause a spark.
Environmental and Operational Limits

Prevalent weather conditions within the transfer locations might restrict STS operations.
It will depend on the effect of the sea and swell on the fenders and the movements induced
in the participating vessels, taking into account their relative displacement and freeboard.
Below are Company environmental and operational limits that would require suspension of
the transfer operation, disconnection and unmooring of the tankers.
Company Recommended Environmental and Operational Limits

For vessel less than or equal For vessel more than 115,000
Operation / Action to115,000 DWT DWT
Wind Speed Wave Height Wind Speed Wave Height
Abort Mooring More than 20 More than 26

2m or more 3m or more
Manoeuvre kts kts
Cease Cargo
Operation; Disconnect More than 26 More than 33
3m or more 4m or more
Hoses; Unmoor and kts kts
separate the vessels
Note:
1. Comply with local regulations regarding limiting environmental factors, if any.
2. For STS operations in the Gulf of Mexico, refer to and comply with the maximum
operating condition laid down in USCG 33CFR 156.320.
3. Monitor the weather forecast closely. Take timely action considering the time required
for disconnecting and unmooring. In some locations, the change in wind speed can be
rapid. In such cases, consult STS Superintendent and stop the operations before
reaching the recommended environmental parameters.
4. In restricted visibility conditions, consider the traffic density, proximity to navigational
hazards. As a general guidance, when the visibility is less than 1 NM, avoid conducting
transfer operations underway.
Note 5
Master can suspend operations and unmoor the vessel, in case of any concerns regarding the safety of
vessel when alongside in the prevailing weather and sea conditions.
Use of Vapour Return during STS

Vapour return is not essential during LPG STS transfer operations.
Inform Office if vessel is requested to receive vapour returns.
Commercial Considerations during Cargo Operations

For commercial considerations, refer to GCM chapter ‘Commercial Considerations’.
In case of any dispute or damage, inform all parties and collect evidence.
STS Records
Maintain the STS records, which should include, but not be limited to the following:
Vessel-specific STS Checklists
The JPO (Joint Plan of Operations) as provided by the service provider
Risk assessment as submitted by the Service Provider
Detailed Mooring Plan of participating vessels
Copies of certificates of fender and hoses
Notification to coastal authorities
Details of drills associated with the specific STS Operation
Records of crew experience
Post feedback/ assessment by Master
Reverse STS lightering operation (Topping-off)

Comply with guidelines in ‘Ship-to-Ship Transfer – Considerations Applicable to Reverse
Lightering Operations’ by OCIMF.
It is an STS operation, where a laden tanker, typically of Suezmax or Aframax size,
manoeuvres alongside a partially laden VLCC or ULCC to transfer cargo to larger vessel.
This differentiates the operation from conventional STS activities, where the manoeuvring
vessel is typically in a ballast condition.
With two nearly fully loaded vessels manoeuvring alongside underway, the fender selection
is a critical issue.
The OCIMF guideline discuss the factors to be taken into account regarding aspects that
include berthing energy absorption requirements and recommended stand-off distances.
Vessel to consider the following, but not limited to:
Availability of high-energy absorption fenders
Weather Sea and swell conditions
Caution
Where size of fenders poses limits on acceptable berthing velocities, do not exceed these berthing
velocities. Impose environmental limits and evaluate use of tugs.
Double Banking at Berth

It refers to when two or more vessels moored alongside each other on a same berth.
Also used as a means of conducting multiple transfers between the shore and more than
one tanker at the same jetty at the same time.
Prior to double banking of tankers on a berth for cargo operations, conduct a risk
assessment covering all aspects and prepare a formal procedure and safety plan.
As a minimum, all parties concerned consider the following and agree on:
Safe arrival and departure
Strength of jetty construction
Mooring fittings and mooring arrangements
Personnel access
Management of operational safety
Liabilities, contingency planning, fire-fighting and emergency unberthing
Caution
When the outermost tanker is moored to an inner tanker or shore, with shore hose strings across the
inner tanker, to the outermost, it causes complications in tanker and shore interface management.

CL: GAS /04 Ship to Ship Transfer Guide for Petroleum, Chemicals and
RA: LPG 019 Liquefied Gases by OCIMF, SIGTTO and CDI,
WI
FORM
4.14 TANK PREPARATIONS AND GAS FREEING OPERATIONS
Purpose
To outline the procedures for tank preparations on a gas tanker.
General Cycle of Cargo Operations

The sequence of cargo handling operations is as follows:
Note 1
Plan each operation as per Cargo Operation Manual. Relevant staff must be familiarised with the plans.
Send the plans to Office. Inform Office in case of any deviations.
Note 2
Use Company provided OPS Form for planning and proper recordkeeping. Keep detailed records of the
entire operation to assist in checking the trends and for future reference.
Note 3
Master must promptly inform Office if vessel expects any delay in preparation of cargo tanks.
Caution
Isolate the cargo equipment, which are not in use. Inadvertent starting of equipment may damage the
machinery or lead to other emergencies. For example, isolate the cargo pumps during gas freeing
operation.
Method of Replacing Tank Atmospheres

These principles apply when carrying out inerting, gassing up, grade change and aeration.
Method Procedures
Dilution is carried out by repeated pressurisation, repeated
vacuum or continuous dilution
Dilution Operate only limited number of tanks at a time, to ensure
incoming gas is at a high velocity and it can penetrate to the
bottom of the tank.
Displacement is carried out in parallel or in series (Cascade).
To displace a heavy vapour by a light vapour, introduce the
lighter vapour from top. To displace a light vapour by a
heavy vapour – Introduce the heavy vapour from the bottom
Consider the effect of temperature on the density.
Introduce the vapour at a slow, controlled rate.
Displacement
Do not excessively pressurise the tanks, which will destroy
the interface. Monitor tank pressure trends and maintain the
tank pressures.
An excessively slow flow rate / stopping the process midway
will destroy the interface.
Do not let the tank pressure fall below atmospheric pressure.
Note: Minimum quantity required to change tank atmosphere by displacement method is
around 1.2 to 1.7 tank volume. Dilution requires 5 to 6 times more vapour than
displacement.
List of Gases in Increasing Order of Density - ANAIL
A - Ammonia Lightest
N - Nitrogen
A - Air
I - Inert Gas
L - LPG
Heaviest
Monitor the atmosphere in each tank regularly, from as many locations as possible using
the vapour sampling connections provided. Prior to taking a reading, keep the sample
points open to blow through sample lines of previous remains of cargo vapour.
Staff must know the height / location of sampling pipe to assess the condition of tank and
the progress of operations.
In an inert atmosphere, use tankscope to measure the hydrocarbon.
Note 4
Take measures to prevent ingress of cargo vapour in vapour-safe areas. Stop venting of cargo gases
during thunderstorm or lightning. Take all precautions against fire hazards. Refer to GCM chapter ‘Fire
Hazards and Precautions’.
Note 5
Keep the cargo tank bulkhead valve open when carrying out any atmosphere change.
Note 6
Cargo pump discharge valves may have a locking device, which when removed can allow a 2-way flow.
Use this feature for inerting, gassing up etc. Use it correctly as per maker’s guidance to avoid damages.
Note 7
Where Cargo Operation Manual permits the use of inert gas line for cargo vapour transfer, avoid using
such arrangement. If no alternative means are available, positively isolate hold spaces and engine room
using valves and blanking devices.
Caution
Ensure there is no air ingress when using dilution by repeated vacuum method. Do not use this method
to remove flammable vapours from tanks.
Commissioning of Cargo System

Prior to commissioning, clean and dry the cargo system.
For details of each cycle, refer to the subsequent paragraphs.
Cargo Tank Inspections

Prior to shutting down the tanks / holds, ensure:
The tank is clean at all levels, with no dirt / debris / equipment left back
Free of any freestanding water to decrease the time for drying operation
The fitting and connections inside the tank are properly secured
Confirm that valves, pumps and level gauges are free to operate
If permitted, add anti-freeze, if required
Note 8
Test all level alarms and valves – for example, bulkhead valve which cannot be tested once tanks are
shut. Make records of such tests.
Note 9
Vessel must have adequate number of suitable gaskets for tanks and holds manholes. Ensure that the
nuts and bolts of all manholes are kept in a box / bucket when removing, so as to not lose any.
Drying
Drying is carrying out to ensure that all cargo tanks, piping, machinery and hold spaces are
free of water and water vapour.
Introduce the dry air from the bottom of the tank to vent out any moist air from the top.
Continue the drying process until the dew point temperature of the tank is lower than the
temperature of cargo vapour, with which the vessel will be gassed up.
Note 10
When simultaneously carrying out drying and inerting, ensure dew point temperature is achieved prior to
completion of inerting. If the dew point temperature is not achieved, even after the tanks are inerted, it will
be required to run the plant in IG mode throughout the operation, increasing the fuel consumption.
Note 11
Ensure all cargo equipment and cargo piping including instrumentation and control piping are dried.
Open all valves, drains and end blanks to prevent ‘dead ends’.
Caution
Improper drying will lead to icing and hydrate formation. For handling Hydrates, refer to GCM chapter
‘Cargo Properties’.
Inerting
Carry out inerting:
To achieve a non-flammable condition, prior to gassing-up by reducing the O2
content to below 5% by volume
To reduce the HC below 2% by volume prior to gas freeing for man entry
When changing certain cargo grades as per cargo requirements
Where certain chemical cargoes require O2 levels as low as 0.1%, use N2 for inerting.
Most shipboard IGG are not designed to produce IG with oxygen content below 0.5%. Use
nitrogen generators, if fitted for sensitive cargoes – for example, Vinyl Chloride. Discuss
with Office if shore nitrogen is required.
When tank contains cargo vapours, ensure that the tank atmosphere remains clearly
below the flammable envelope of the cargo throughout the entire inerting operation. For
flammability diagram, refer to GCM chapter ‘Fire Hazards and Precautions’.
Inerting Methods
Method Description
Using the loading line, introduce the IG at the bottom of the
tank and vent out from the top using vapour line.
Nitrogen is lighter, hence introduce it at the top using vapour
line and vent it via loading line. Since the difference in
densities of nitrogen and air is very little, use warm nitrogen
(50 to 70o C) to further reduce the density of nitrogen.
For achieving very low levels of oxygen (<0.5% by volume),
use dilution method after 3 to 4 changes by displacement.
Displacement
Method Using the displacement method in parallel is effective and
efficient as it reduces both the inlet velocity to each tank and
the overall resistance to flow through a greater number of
pipelines.
Using the displacement method in series (cascading) will
require the least amount of IG. Hence, this is preferable when
using shore Nitrogen. Generally, 1.2 to 4 times the tank
volume of IG is required to completely displace the tank
content.
Inerting Methods
Method Description
When using continuous dilution method, it is preferable to
introduce the IG through the vapour line and vent the diluted
content via the bottom loading lines. Ensure continuous good
Dilution Method quality IG at maximum possible rate.
When using dilution by pressurisation method, it is preferable
for more repetitions (each at low pressurisation), as against
fewer repetitions at higher pressurization.
Ensure the holds are inerted, if required and pressurised.
Keep all vents, drains and sample cocks open. Carefully plan
Inerting of and disconnect flanges to ensure there are no dead ends.
Cargo Holds,
Piping and Blow through all instrument and control connections.
Equipment Carefully turn the pumps and compressors by hand to ensure no
air pockets trapped inside. See cargo / equipment operational
manual.
Calculation of Nitrogen Required

Number of volume changes = ln (Original concentration / Desired concentration)
• Number of volume changes : Number of times the vessel’s total tank capacity will be needed
in nitrogen
• ln: Natural logarithm
• Original concentration: Of the component in the atmosphere of the tank to be purged
• Desired concentration: As specified in the Charter Party
Example: After visual inspection, a 15,000 m3 vessel requires purging to an oxygen content
of less than 0.20%. By applying the dilution formula:
Number of volume changes = ln (20.9% / 0.18%) = ln (116.11) = 4.75
The vessel will thus consume 4.75 times its capacity or 71,250 m3 .
Note that the original oxygen concentration is 20.9% as the vessel was brought under air for
visual inspection. The desired concentration is set at 0.18% since all tanks will need to be purged
slightly below the actual requirement of 0.20%.
The actual consumption will be slightly higher due to the purging of lines, compressors, heat
exchangers etc. Hence, add about 10% to the calculated figure.
i.e. 4.75 + 10% of 4.75 = 4.75 + 0.48 = 5.23 volume changes or 78,450 m3
Note 12
The capacity of the onboard IGG / N2 generator will reduce if lower O2 percentage is required in the IG /
N2. Take the actual output of IG at the required O2 content when calculating expected duration for the
operation.
Note 13
Purge the pump column at the start, as per procedures given in the cargo operation manual. Doing this
later will be extremely time consuming.
Note 14
When taking shore nitrogen, vessels should arrive with tank pressures as low as possible without going
into vacuum.
Caution
Never use IG from a combustion-type generator in preparation for carrying ammonia. If Charterer or
Terminal requires vessel to inert the tanks, take nitrogen from onboard generator or from shore. If there is
no requirement to inert the tanks, use dry air.
Gassing Up
Gassing up is carried out to:
Remove the incondensables (IG / Nitrogen) from the system, which cause
problems to the reliquefaction system
Change grade directly, without intervening inerting
As far as possible, use the displacement method in series (cascade) to reduce the quantity
of cargo lost during the operation.
Since cargo vapours are heavier, introduce it from the bottom and vent IG / Nitrogen from
the top. In case of Ammonia, introduce the vapours from top.
Prior to venting, ensure that permission is taken from Terminal / port.
To improve stratification, it is beneficial to have lower temperature cargo vapours displacing
the inert gas / nitrogen. However, ensure that the outlet temperature from the vaporiser is
greater than the dew point temperature of the inert gas to prevent icing.
Always maintain a slight positive pressure to prevent any air drawing into the tank.
Regularly check the samples at different levels of the tank to monitor the progress.
Compressors are normally started when vapour concentration in the tanks has reached
approximately 95% (or as specified by Manufacturer).
Gassing-up Operation Procedures
Discuss the following with Terminal, prior to arrival:
Availability of vapour return facility
Permissible to vent alongside
Liquid or vapour provided and total quantity as
When gassing up required
alongside Full gassing up operation is allowed alongside /
Gassing up only one tank allowed
Gassing up plan
Prior to arrival, ensure the tanks are inerted and tank pressure
are as required / appropriate for the operation.
Normally, cargo vapour is created in the ship's vaporiser
When gassing up at sea
from liquid supplied either from ashore, another cargo tank
using liquid from tanks
or a deck storage tank.
Vent the lines to the atmosphere and not back to tanks, to
When gassing up piping avoid introducing inert gas back in the tank. Take Terminal
and equipment permission prior to venting. For other procedures on gassing
up pipelines and equipment, see paragraph on inerting.
Caution
Avoid gassing up directly using liquid. If required, introduce the liquid via the top sprays at a controlled
rate. Keep a check on the tank pressures which will rise rapidly. Ensure the cool down rate and
temperature difference of tank surface are not higher than the limit as stated in Cargo Operational
Manual.
Caution
Never spray ammonia liquid into a tank containing air, as there is a risk of creating static charge, which
could cause ignition. Mixture of ammonia in air also accelerates stress corrosion cracking.
Caution
Inadequate gassing up will lead to excessive incondensable in the reliquefaction system.
Coolant Loading
Always cool down gradually keeping within the designated limitations of the tank.
Coolant Loading Procedures
Start loading the coolant using the top spray at a controlled
rate to prevent thermal stresses on the tank
Start compressor when tank has sufficient pressure and
In an already gassed up change over to load from the liquid line
cargo tank Return the condensate through the bottom spray, use top
spray if pressure is reducing
If compressors are unable to cope up, use vapour return
facility (if provided)
Use cargo vapours to gas up the tank.
Once gassed up, load coolant through liquid drop line. If
taking coolant from trucks, use drain line of liquid
manifold and lead it into the liquid drop line for deck
In an inerted deck tank
tanks.
During coolant loading, return the vapour generated
back to the Terminal/ trucks. Avoid having excessive
pressure build up in the deck tank.
Note:
Most Terminals allow the vessel to gas up only 1 tank and load coolant for
subsequent gassing up / cooling down of the other tanks.
Note 15
Generally, the first heel is on Owner’s account. During gassing up / cool down operations, minimise the
loss of heel and inform Office.
Note 16
As a thumb rule, 1% of the total cargo capacity is sufficient for cooling down all tanks.
Cooling Down
Prior to cooldown, confirm the allowable cooldown rate and maximum allowed temperature
difference (between the top and bottom) of the tank from the Cargo Operational Manual.
The acceptable cool down rate is typically 8 to 10oC per hour.
When cooling down:
Ensure that the liquid is sprayed at a controlled rate to prevent thermal stresses on
the tank.
Monitor the compressor discharge temperature. Ventilate the incondensable gases
to atmosphere via the purge condenser or from the top of the condenser as
required.
Continue cool down until liquid begins to collect in the bottom, indicated by the
bottom temperature sensors.
For pressurised / semi-refrigerated ships, do not cool down to temperatures below
the design temperatures. Always maintain the cargo tank pressure at least equal to
the Saturated Vapour Pressure (SVP) corresponding to the minimum allowable
steel temperature.
As the cargo containment system cools down, the hold space pressure will drop. Top up as
required.
Note 17
Turn the pump shaft of deepwell pump by hand at a frequency as specified by Maker, throughout the
cooldown operation to ensure free and smooth rotation. Do not turn the shaft in reverse direction, as this
could damage the pump anti-rotation device.
Note 18
Staff must know the height / location of temperature sensors to decipher the exact condition of tank and
the progress of operations. Also check the temperature of the tank shell and insulation, if provided.
Caution
Improper cooldown will lead to thermal stress in the tanks and excessive pressures during loading.
Tank Preparation for Next Voyage

Plan the operation considering the following:
Time availability
Status of equipment
Current tank status and cargo compatibility
Vessel-specific line up and procedures as stated in cargo operation manual /
provided by Charterers
Comply with instructions regarding quantity and distribution of heel, required cargo tank
temperatures and pressures etc. This may affect the time required for tank preparation.
Use Company provided OPS Form for planning and proper recording keeping.
The process for tank preparation includes:
Liquid Freeing / Sparging
Warming- up of cargo tanks
Inerting / Change of Cargo
Aeration
Note: The compatibility of the previous and next cargo might not require to carry out
all of the above steps.
Note 19
In case of long ballast voyage or waiting period, consider collecting all the liquid heel of each product into
one tank separately (preferably on one side) and allow the remaining empty tanks to warm up naturally.
Obtain Owner’s / Charterer’s approval prior to warming up the tanks.
Caution
Do not jettison any cargo unless allowed by Owners, Charterers etc.
Liquid Freeing / Sparging

Changing cargoes or gas freeing will require liquid freeing the cargo tanks and system.
During discharge, remove as much liquid as possible using pumps.
Post discharge, remove the remaining liquid:
Using pumps, only if liquid level is appropriate to start the pumps, as per Maker’s
manual – staff must know the minimum height of liquid required to start pump
Pressurising the tank (type C tanks only)
Sparging
During sparging, observe the following precautions:
Know the layout of the sparge lines and position of the temperature sensors inside
the tank
Trim the vessel by stern
Monitor the tank pressure closely
Maintain the condensate line pressure and temperature within design limits,
especially if sump sparge / bottom sprays are throttled
Do not exceed the temperature difference between the top and bottom of the tank
beyond design limit
After sparging the tanks, blow hot gas through all pipes and equipment.
If carrying out jettisoning / venting, refer to GCM chapter ‘Jettisoning / Controlled Venting’.
Note 20
To ensure tank is liquid free, stop sparging and monitor the bottom temperatures for any changes. A
considerable temperature drop indicates liquid is still present.
Warming Up Of Cargo Tanks

Warming up of tanks before inerting helps to prevent freezing of moisture and carbon
dioxide in IG at lower temperatures. It also helps in reducing the volume of IG required.
Control the rate of warming-up the tank, as per the ship's Cargo Operational Manual.
Note 21
Warm up the tank above the dew point temperature of the vapour to be introduced. This will prevent
water vapour condensation.
Grade Change / Inerting

Inert the tanks and piping with either IG / Nitrogen or with the next cargo vapour.
Comply with the procedures stated in the ‘Principles for Atmosphere Changing’ and
‘Inerting’ given above in this chapter.
Also, purge the cargo lines and all cargo equipment. Take gas readings of cargo lines
(liquid / vapour / condensate) from the drains and manifolds. Take readings of the cargo
compressor from the drains, suction drums, cargo economisers, receivers etc. Record the
readings in the Company provided OPS form.
Note 22
The change in the compressor discharge pressures is a good indication to confirm the vapours of
previous cargo are displaced.
Note 23
It is extremely difficult to remove all traces of Ammonia from the system. Use warm air for purging. Mopping
the tank bottom will assist in reducing the ammonia concentration. Washing tanks with water is not
acceptable as it is difficult to dispose the collected water and dry the tanks.
Aeration
For man entry, post inerting, ventilate with fresh air from blowers, until the oxygen content is
21%. Also blow through the pipelines and cargo equipment.
Aeration Methods
Method Description
Introduce air from the bottom using the liquid line and
displace nitrogen from the top.
Nitrogen is nominally lighter than air at the same
temperature. However, hot air is lighter than nitrogen.
Displacing nitrogen Use heating facility with air blowers, if provided. In this case,
with air inject hot air from the top using the vapour line and displace
nitrogen from the bottom.
This process works better in cold ambient temperatures. In
tropical summers, the only practical solution is to use the
dilution method.
Introduce air from the top through the vapour line and
Displacing IG with air displace IG from the bottom.
Using hot air will increase the density difference.
Note 24
When using portable fans for gas freeing, do not use injector nozzles and / or flexible ducting until the
hydrocarbon gas concentration is less than 1% by volume. If possible, when using portable blowers, heat
up the cargo tank atmosphere above ambient temperature, to prevent condensation.
Caution
Prior starting any portable blowers / fans, ensure that all attached accessories (cones, ducting, etc.) are
tightly connected to the blower and each blower is bonded with an intact rust-free bonding / wire strap to
bare metal on vessel structure, penetrating any paint coatings. Loose, poor and corroded connections
greatly increase the risk of an electric arc. Check electrical continuity of hoses and ducts used.
Caution
At higher temperatures, pockets of cargo vapour collected in hold spaces or insulation will be gradually
released. Provide adequate ventilation and monitor the gas concentration periodically.
Dry Dock / Repairs

Operation Procedures
The standard of preparations depends on scope of work and
facilities available at yard. Company will advise regarding the
same.
Prepare detailed plans for gas freeing prior to dry dock and
Tank Preparation subsequent gassing up post dry dock.
before Dry Dock /
Send a copy of these plans to Office for approval. Do not
Repair Yard
commence the operations before receiving Office approval.
When planning for any hot work, prepare the tank / vessel for
hot work standards as detailed in H&S chapter ‘Hot Work’
and relevant sections of ISGOTT.
Inspect the tanks and holds after dry docking /
maintenance as per above paragraph in this chapter.
For gassing up operations, follow the plan as agreed with
Tank Preparation Office.
after Dry Dock /
Inform Office of any deviation from the agreed plan.
Repair Yard
Maintain record of initial and final cargo calculations for
gas trials to establish the loss of cargo. Inform Office of
the loss of cargo.
Note 25
For safety procedures, comply with vessel-specific checklist for dry dock and also refer to H&S chapter
‘Safety during Repairs and New Builds in Shipyard’.
Caution
If the vessel is scheduled for dry docking / refit after completion of present voyage, plan the entire cargo
discharge operation / tank preparation as required for dry docking. Send all plans and risk assessments
to Office for approval. Do not start operations till Office approval is received. If required by the yard, plan
to gas free all systems before the vessel enters the yard.

CL : D/28
RA: LPG 002, LPG 005, LPG 006, LPG 027
WI: E/125, E/126, E/127
FORM: OPS/GAS/19 & 22
4.15 CARGO BLENDING AND CO-MINGLING
Purpose
To outline procedures for carrying out cargo blending and co-mingling of LPG on board.
Blending On Board
Cargo blending is a process of mixing two different products.
Blending can cause:
Large generation of boil off vapours
Thermal stresses
Rollover due to density differences – refer to GCM chapter ‘Cargo Properties’
Stability and stress issues
Accuracy and sloshing issues when at anchor
For detailed guidance, refer to Intertanko publication ‘Guide to the Blending / Comingling of
LPG Cargoes Onboard Gas Carriers’.
Note 1
Prior to carrying out such operation, an acceptable Letter of Indemnity from the requesting party is
required. A new Bill of Lading (B/L) will be required to reflect the correct product designation before the
cargo is discharged. Contact Owners, Charterers and Office.
Caution
SOLAS Reg. VI/ 5.2 prohibits the blending of bulk liquid cargoes and production processes during sea
voyages.
Planning and Preparations

Inform Office on receiving any requests for blending of cargo on board
Confirm with receivers the exact ratio and method in which they want the cargo
pre-mixed
Confirm vessel is certified to carry the final blended product
Carry out a thorough risk assessment in consultation with Office
Make a written plan of the operation, including line up and emergency procedures,
brief relevant personnel
Calculate stability and trim condition for each stage of operation
Ensure availability of sufficient ullage in tanks
Consider the limitations due to vessel design, stress and stability, weather
Prior arrival, notify the Terminal of intended operation
During the pre-cargo operations meeting discuss the transfer rates, method of
mixing, vapour return facilities / capacities, notices and times required to stop,
communication and emergency procedures etc.
Specify the tank pressure at which to stop the operation - inform all personnel and
post this in the CCR
Mixing of Propane and Butane in Vessel Tanks
When introducing Propane in Butane tanks, a rapid rise in pressure will occur. Introduce
Propane in a controlled manner such that the cargo compressors can cope with pressure
rise and to prevent thermal stresses. This is the preferred method.
When introducing Butane in Propane tank, the rise in pressure is not immediately
apparent. However, the rise will be sudden and rapid, when it does occur. Also the
heavier Butane will stay in the tank bottom requiring cargo recirculation.
Caution: When introducing Butane in Propane tank, control the rate such that the
Harbour setting of the PRVs would never exceed 65% of their limit, ensuring a safety
buffer.
Caution
Ensure that the cargo plant and generators are in good working order. Any loss of power or cargo plant,
during the operation might lead to uncontrollable pressures causing the relief valve to lift.
Operational Precautions
When carrying out blending, comply with the following:
Carry out the blending in only 1 tank at a time.
Ensure the line-up is correct. For procedures on lining up, refer to GCM chapter
‘Line and Valve Settings’
Commence at a very slow rate and slowly increase the rate accounting for the
pressure/ temperature trends.
Closely monitor trends in tank pressures and temperatures; in case of an upward
trend, reduce the rate of blending to stabilise pressure.
Evaluate and monitor stability and stress conditions affecting the vessel during
every stage of the blending operation
Do not carry out any other operations during LPG blending.
Additionally, comply with the below:

Blending / Co-
Procedures / Precautions
mingling Method
Vessel loads 1 grade and the next grade is loaded on top.
Monitor the trends for tank pressure and temperature
During Loading – In Ensure sufficient ullage is available in the tanks and
tanks stopping sounding is calculated for each grade
Ensure a vapour return line is connected for use in
emergency and all aware of the required time to activate it
Both grades mixed at the manifold. This is a relatively safer
method.
Maintain the manifold temperature and pressure as per
Terminal requirement.
Ensure mixed cargo is not recirculated back into the
During Discharge – vessels.
At Manifold Pumps running at suitable discharge pressure / amperage
to provide the correct mix ratio. Calculate the discharge
quantity from both tanks at small intervals to fine-tune the
rates.
Note: Determine the pump discharge rate from pump
performance curve and adjust the amperages accordingly.
Both grades available in separate tanks with sufficient
available space for co-mingling.
While at a Safe Obtain permission from local authorities.
Anchorage / Lay-up Inform the Person-In-Charge (PIC) of the layby berth of
Berth the operation (if applicable).
Ensure tank pressures have stabilised prior to
commencing the operation.
Blending / Co-
Procedures / Precautions
mingling Method
Ensure sufficient ullage is available in the tanks and
stopping sounding is calculated for each grade.
Continuously monitor and make allowance for the sea
conditions.
Note: Plan the operation / emergency procedures considering
that there is no vapour return facility available.
Note 2
Compressors to be in ‘No Interstage Cooling’ (NIC) mode as this will allow for a bigger suction capacity.
Co-mingling on Pressurised Vessel / Cargo from Refrigerated Vessels

When receiving a refrigerated cargo of propane and butane separately on a fully
pressurised vessel from refrigerated vessel:
Discuss the operation in detail with the other vessel.
As far as possible, load Butane first and then Propane.
When close to completion, adjusting the temperature of Propane to just above zero
will reduce the pressure of the co-mingling tank.
On completion of cargo, stop the booster / cargo pump and close the manifold
valve simultaneously to prevent back flow from the pressurised vessel.
Caution
The cargo figures might be in discrepancy if cargoes are not loaded in the correct proportion. Most of the
pressurised vessels have 2 cargo tanks. Sometimes they may take more of one grade in one tank than in
the other, leading to differences in cargo figures.
Cargo Calculations
When carrying out calculations of blended cargoes refer to SIGTTO publication Quantity
Calculations ‘LPG & Chemical Gases’ and GCM chapter ‘Cargo Surveys and Calculations’.
At disports, receivers might take cargo samples for determining the correct density. Ensure
that the sample taken is a representative of the whole cargo.
Example of calculation of correct mix ratio when co-mingling at manifold during

discharging:
350 t/hr of 60 / 40 propane / butane mix required.
Propane = 60% X 350 = 210 t/hr
Butane = 40% X 350 = 140 t/hr
Discharge temperature: Propane -42°C and Butane -4°C.
S.G. at discharge temperature: Propane 0.58 and Butane 0.6.
Volumetrically, the desired flow rates will be:
Propane = 210 t/hr / 0.58 = 362 m3/hr
Butane = 140 t/hr / 0.6 = 233 m3/hr
Let us consider 1 pump each is to be used for both grades. Refer to their respective
curves for desired flow rate against the head to determine the total head developed.

CL SOLAS
RA IMO Resolution MSC.325(90)
WI Blending / Comingling of LPG Cargoes On Board Gas Carriers
FORM Quantity Calculations – LPG and Chemical gases
4.16 CARGO ODOURISING
Purpose
To outline procedures for shipboard odourising of LPG.
Odorants
Odorants are added to detect the gases by smell. Mercaptans or sulphides are used as
odorants.
Certain Terminals / Receivers will have their representative carry out odourising on the
vessel. They will provide the vessel with a written procedure, based on which Master must
approve the operation. Staff must ensure operations are carried out safely.
If vessel is requested to carry out the odourising, inform Office. Master must ensure that
Receivers provide complete details for odourisation, in writing.
Note 1
For safe procedures when 3rd party / shore personnel are involved in such operations, refer to GCM
Caution
SIGTTO does not recommend carrying out shipboard odourising. If required, vessels must follow the
guidelines mentioned in the SIGTTO publication ‘Guidelines on the Shipboard Odourisation of LPG’. In
consultation with Office / Charterers, obtain a Letter of Indemnity from Receivers.
Injection
There are 2 methods of injecting odorant.
Requires a lower injection pressure and simpler equipment
Injecting in the Odorant may impregnate into any rust coating in the cargo
cargo tank tanks making the future cargoes off-spec
This method is not recommended for refrigerated cargoes
Requires higher injection pressure, hence greater risk of
Injecting into the leakage
manifold, during The odorant does not come in contact with the bulk product
discharge in the cargo tank hence no risk of future cargo contamination
This method is preferable for shipboard odourising
Caution
Ethyl Mercaptan (EM) is particularly harmful in mist form. Never inject it by pressurisation unless the
system has been specifically designed for this purpose.
Handling Odorants
Prior to handling any odorant, ensure the following:
MSDS is available and all required staff are aware of it – normally all odorants are
flammable
Securely stow the odorant in a dedicated, well-ventilated and protected area away
from accommodation
Odourising pumps are hermetically sealed or of double diaphragm type
Use Teflon or Viton gaskets
Do not use injection or storage equipment made of copper and copper-based
alloys
Cover copper piping with plastic – for example, DCP actuating line
Use dry break coupling for connecting the equipment to vessel’s pipework and the
odorant container
Hoses must have an inner lining of braided stainless steel and pressure rated for
intended service use
Only trained staff must handle odorants
Note 2
Carbon steel reacts with Ethyl Mercaptan (EM) forming a film of oxide on the surface. When commission
a new system with carbon steel piping, 2 to 3 times quantity of the odorant may be required.
Note 3
When carrying odorants, ensure that they are stored in specialised/ heavy duty drums. Keep sufficient
stock of suitable firefighting, pollution prevention equipment and neutralising Agents.
Note 4
Overdosing can cause the current or even subsequent cargo to go off-spec. Comply with instructions
provided.
Caution
Dosing directly from standard drums using a barrel pump or via pressurised dozing pots is unsafe.
Caution
Avoid skin and eye contact. Use recommended PPE during normal handling and emergencies. The
service provider must provide the emergency kit, which should include the antidote also.
Maintenance on Odourising Equipment

When carrying out maintenance:
Disconnect the equipment from the vessel’s pipework and odorant container.
Flush through all the pipework, with nitrogen and then with methanol. If nitrogen is
not used, use methanol at least 2 times the volume of the pipe work.
Ensure that there are no ‘dead legs’ in the piping system with trapped odorant.
Before recommissioning, pressure test the system to the working pressure, using
nitrogen.
For hydraulic test, do not use water as it may cause severe corrosion. Consider
kerosene instead.
Spillage – Actions
Using the emergency actions given in MSDS and the instructions provided by Receivers,
make a contingency plan for spillages. Familiarise all relevant staff with the plan.
Wear breathing apparatus. Promptly neutralise the product and mask the odour.
Spray the spill area with a dilute bleach solution. This converts the spilled
Mercaptans to a relatively low odour disulphide.
Absorb the spilled liquid using dry sand and store it in sealed drums.
Note 5
Odorants are insoluble in water. Do not apply any water to spillages.
Caution
In case of a spill, concentration of odorants in air can increase significantly, without noticeable increase in
smell, which can be harmful.
Disposal of Empty Containers

Return them to the supplier for refilling.
Completely drain and neutralise the drums, if they are disposed ashore. Inform Office prior
to disposal.

CL Guidelines on the Shipboard Odourisation of LPG (SIGTTO)
RA
WI
FORM
4.17 JETTISONING AND CONTROLLED VENTING
Purpose
To outline procedures for jettisoning / controlled venting.
Permission for Jettisoning / Venting

Jettison / vent cargo only after carrying out a thorough risk assessment and proper planning
of the entire operation.
Most ports prohibit venting of flammable or toxic vapours. Always comply with local
regulations.
Jettisoning is prohibited when at anchor or in restricted waters.
Except in an emergency, do not undertake jettisoning / venting without Office permission. If
there are any doubts regarding the conditioning of cargo and cargo tanks, inform Office
immediately.
In case of emergency jettisoning / uncontrolled venting, refer to GCM chapter ‘Cargo
Emergencies’ and use related vessel-specific emergency checklist.
Note 1
When venting, rapid dispersion and dilution of cargo vapour is essential. If density of the escaping vapour
is greater than that of air, the vapour mixture will tend to form a layer on the deck.
Note 2
Office permission is not required for routine grade change operations as per Charterer’s / Owner’s
instructions. Send the grade change plan along with risk assessment to Office for review.
Precautions when Jettisoning / Venting

Comply with the following:
Master informed and permission obtained.
Smoking restrictions in place. All staff informed.
Firefighting equipment and fixed gas detection system ready.
Fire pump running and the deck main pressurised.
No hot work in progress.
Accommodation ventilation adjusted to prevent cargo vapour from being drawn in.
Close all doors, portholes and other openings to gas safe spaces. Regularly check
atmosphere within the spaces, especially in way of engine room and
accommodation uptake, using portable gas detectors. On detecting any
hydrocarbons, stop the jettisoning operation immediately.
Only relevant personnel are wearing appropriate PPE allowed on deck.
Minimise the use of cargo associated with machinery and equipment.
Change the sea suction to the side opposite from where the jettisoning is planned.
If required, adjust vessel’s course / speed to disperse vented vapours.
All traffic given a wide berth. Stop operations in high traffic density areas.
No tugs or other self-propelled vessels alongside.
Note 3
Always jettison off from the manifold area, using jettisoning nozzle, if provided. Ensure the discharge
hose is clear of water. Use water curtains to prevent cryogenic liquid from coming in contact with ship
sides.
4.17 JETTISONING AND CONTROLLED VENTING
Note 4
Consider the possibility of wind eddies carrying gas to accommodation and engine room. Liquid disposal
at slow rate substantially reduces formation of eddies.
Note 5
Stop jettisoning / venting operation during electrical storms or if gas is observed inside superstructures /
gas safe spaces.
Caution
Vessel staff should be aware of actions to take if turbocharger starts racing due to sucked hydrocarbon
vapours.
Caution
Suspend operations when wind speed is less than 5m/s so as to avoid accumulation of the vented
vapours on deck.

CL
RA
WI
FORM
5.1 ETHYLENE
Purpose
To outline procedures for safe handling of Ethylene.
Properties of Ethylene
Ethylene (C2H4) has a boiling point of -104°C at atmospheric pressure and a density of
approx. 0.57 at this temperature.
Carriage of Ethylene
Ethylene requires absolutely clean and dry tanks, lines and reliquefaction equipment.
Check the compatibility prior loading a different grade of cargo. Comply with Owner’s/
Charterer’s instructions.
Initial Tank Preparations, Drying and Inerting

Depending on last cargo, a visual tank inspection might be required by an independent
surveyor. Comply with the Charterer’s requirements.
Carry out the drying operation of the tanks, using displacement method in parallel. On
completion of tanks, dry the pipelines and equipment.
Carry out the inerting with nitrogen, preferably using displacement method in series
(cascade).
Check the oxygen and dew point readings at appropriate sample points prior to nitrogen
entering the tanks.
Vessel’s nitrogen generator can deliver up to 99.9% purity. Maintain the dew point
temperature lower than -45 °C. If supplied from shore, request for delivery certificate stating
quality and dew point.
For detailed procedures, see GCM chapter ‘Tank Preparation and Gas Freeing Operations’.
Note 1
On completion of the drying operation, disconnect the drying plant from the cargo system to prevent
cargo vapour back-flow.
Note 2
Maintain a record of dew point and oxygen content in Company prescribed form during inerting.
Caution
Not achieving required oxygen and dew point as required will lead to tanks failing and off hire.
Gassing Up and Cooling Down

If liquid is provided, use the shipboard vaporiser and gas-up using the displacement method
in series.
Typical outlet temperature for the vaporiser is around -50°C. At this temperature, ethylene
vapours are marginally heavier than nitrogen. Due to the small difference in densities, keep
the tank pressure to minimum to achieve a good interface.
Start the re-liquefaction plant once 100% volume of ethylene is obtained. Initially the
reliquefaction plant may not run smoothly due to incondensable. Vent these off from the
ethylene condenser.
For detailed procedures, see GCM chapter ‘Tank Preparation and Gas Freeing Operations’.
5.1 ETHYLENE
Caution
Do not use LPG heater / vaporiser for ethylene.
Loading
Loading of fully refrigerated ethylene may start at a slow rate when the average bottom
temperature in the tank is around -75°C, as given in the loading manual.
Vessels might receive cargo as warm as -90°C. Reduce the loading rate to manage the
tank pressures. At the discharge port, receivers will expect the vessel to discharge the
cargo at -104°C, which the vessel might not achieve during short voyages. Issue Letter of
Protest, refer to GCM chapter ‘Cargo Documents’.
For details on safe procedures for loading, refer to GCM chapter ‘Loading Operations’.
Cargo Care during Voyage

Carry out the cool down operation continuously till the desired temperature for discharge
port is achieved, unless Charterers instruct otherwise. If vessel’s daily cooldown rate is not
as per plant design specification, inform Office.
For details on cargo condition, refer to GCM chapter ‘Cargo Care during Voyage’.
Discharging
For safe discharging procedures, refer to GCM chapter ‘Discharging Operations’.
Cargo Reliquefaction Plant

Ethylene carriers have cascade type cargo reliquefaction plants with following modes:
One stage operation – for butane
Two stage operation, with or without inter-stage cooling – for propane
Two stage operation, condensing in the LPG condenser and further sub cooling in
the ethylene condenser (normally using R1270 as refrigerant) – for ethylene
Generally, by design, the compressor is limited to a maximum:
Suction pressure of 5 barg (for ethylene, limited to about 1.6 barg)
Discharge pressure of 20 barg
Discharge temperature of 150°C
Always operate the system as per the Maker’s manual and vessel-specific work
instructions.
Operation of Refrigerant Cycle
Always start the refrigerant cycle before starting the cargo reliquefaction cycle. Stop it
after stopping the cargo reliquefaction cycle.
During operation, maintain a suitable condensation pressure. If seawater is cold, the
discharge temperature and pressure into the refrigerant compressor will be low, at full
seawater flow. This will result in a reduced pressure difference for refrigerant injection
into the ethylene condenser. It may also cause difficulty with refrigerant distribution and
oil recovery.
Maintain the condensation pressure above 14 barg by reducing seawater flow. Adjust the
seawater outlet valves on the refrigerant condenser. At high seawater temperature, keep
valves open to ensure maximum seawater flow. If seawater flow is insufficient,
compressor will trip due to high discharge pressure.
5.1 ETHYLENE
Note 3
Ensure that the lubricating oil in the seals of deep well pumps and cargo compressors is compatible with
ethylene.
Storage of Ethylene Coolant

Carry out a thorough risk assessment prior to shifting the ethylene to deck tank.
Calculate the filling limit correctly. Use reliquefaction plant to lower the liquid level and
temperature as per the vessel-specific work instruction.
Caution
To avoid contamination positively, isolate the deck tank.

CL
RA
WI :
FORM
5.2 AMMONIA
Purpose
To outline procedures for safe carriage of Ammonia.
Properties of Ammonia (Anhydrous)

Ammonia is a colourless alkaline liquid with a pungent suffocating odour. The main hazard
is toxicity.
Ammonia liquid can cause permanent damage of the eye and chemical burns and frostbite
on skin. Ingestion of liquid can be very harmful.
Inhalation of ammonia vapours can cause severe irritation of nose and throat, permanent
damage of lungs and even death.
Caution
Ammonia has a TLV-TWA of 25 ppm and TLV-STEL (C) of 35 ppm. Odour threshold is 20 ppm.
Special Requirements
When carrying Ammonia, ensure:
Respiratory and eye protection for emergency escape available for all staff
Protective clothing covering the full body, face protection and breathing apparatus
available for all personnel involved in cargo operations
Antidotes for ammonia, i.e. borax and boric acid available on board
Suitable portable gas detectors and chemical reagent tubes ready for use
Refer to IGC Code for the requirements when carrying Ammonia.

CL :
RA:
WI:
FORM:
5.3 BUTADIENE
Purpose
To outline procedures for safe handling of Butadiene.
Properties of Butadiene
Butadiene is a colourless hydrocarbon liquid with mild aromatic odour.
Butadiene is carcinogenic. It may affect eyes, respiratory system, nervous system and
reproductive system.
Caution
Butadiene has a TLV-TWA of 1 ppm and TLV-STEL of 5 ppm. Odour threshold is 1000 ppm. Do not
depend on smell for detecting dangerous concentrations of this cargo.
When carrying Butadiene, ensure:
Respiratory and eye protection for emergency escape available for all staff.
available for all personnel involved in cargo operations.
Suitable portable gas detectors and chemical reagent tubes ready for use. Check
the integrity of the piping system at the flanges using gas detector.
All openings, doors, ventilators etc. to the accommodation and machinery spaces
are gastight.
The cargo is inhibited to prevent polymerisation.
Few Precautions to Prevent Polymerisation
When inerting, use gas with oxygen content not more than 0.2% by volume.
Ensure that compressor discharge temperature does not exceed 60 °C. Set the
compressor high discharge temperature accordingly.
If carrying consecutive loads, ensure that uninhibited cargo of the previous load is
removed, prior to starting ballast voyage.
Butadiene does not react with water. However, water may dissolve the inhibitor thereby
presenting a hazard. Load the cargo in a dry tank.
For further details on polymerising cargoes and use of inhibitors, refer to GCM chapter
‘Cargo Properties’.
Refer to IGC Code for the requirements when carrying Butadiene.

Note 1
Inhibitors are toxic. Handle them as per the MSDS and GCM chapter ‘Cargo Properties’.

CL :
RA:
WI:
FORM:
5.4 VINYL CHLORIDE
Purpose
To outline procedures for safe handling of Vinyl Chloride (Vinyl Chloride Monomer / VCM).
Vinyl Chloride (Vinyl Chloride Monomer or VCM)

Vinyl Chloride is a colourless halogenated hydrocarbon liquid with pleasant, sweet odour.
Vinyl Chloride is carcinogenic. Long exposure to low concentrations can cause liver cancer.
It can also affect nervous system, blood, respiratory system and lymphatic system.
Caution
Vinyl Chloride has a TLV-TWA of 1 ppm and TLV-C of 5 ppm. Odour threshold is 250 ppm. Do not
depend on smell for detecting dangerous concentrations of this cargo.
When carrying VCM, ensure:
Respiratory and eye protection for emergency escape available for all staff.
available for all personnel involved in cargo operations.
Suitable portable gas detectors and chemical reagent tubes ready for use. Check
the integrity of the piping system at the flanges using gas detector.
All openings, doors, ventilators etc. to the accommodation and machinery spaces
are gastight.
The cargo loaded is inhibited or non-inhibited.
Additional precautions to prevent polymerisation
If not inhibited, or if the inhibitor concentration is not sufficient, ensure that the
inerting is carried out with oxygen content not more than 0.1% by volume. Before
loading, analyse inert gas samples from the tanks and piping.
Ensure that compressor discharge temperature does not exceed 90 °C. Set the
compressor high discharge temperature accordingly.
If carrying consecutive loads, ensure that uninhibited cargo of the previous load is
removed, prior to starting ballast voyage.
Refer to IGC Code for the requirements when carrying Vinyl Chloride.
Note 1
Inhibitors are toxic. Handle them as per the MSDS and GCM chapter ‘Cargo Properties’.

CL :
RA:
WI:
FORM:
6.1 CARGO SYSTEMS – GENERAL CARE AND MAINTENANCE
Purpose
To outline general procedures on care and maintenance of cargo equipment and instrumentation.
Operation and Use

Only trained and experienced staff must operate the cargo system / equipment, as per
procedures in Maker’s manual, cargo operations manual and vessel-specific work
instructions.
Always operate the cargo system / equipment within its design limitations.
Maintain record of operation of all equipment, including relevant parameters.
Keep yard / Maker’s manuals and drawings readily available. Update them, in case of any
modifications / alterations carried out.
Where necessary, develop pictorial procedures and precaution for the operation of
equipment. Post them in conspicuous locations or next to the equipment as applicable.
Note 1
Identify and mark all instrumentation, valves and pipelines to indicate their service and the compartment
to which they relate.
Alarm / Safety Device Management

Carry out operational tests prior to each operation as per vessel-specific pre-cargo checklist
and as per vessel’s PMS.
During test, ensure all alarms/ safety devices are activated as required and actions are as
per the alarm matrix. Also, check the activation of audible and visual alarms in all provided
locations such as bridge front, bridge etc.
An Officer must attend to the alarms diligently and take corrective action to rectify the alarm
condition. Inform Chief Officer in case of any critical alarm.
Do not override any cargo system alarms other than in extraordinary circumstances.
Master’s written authorisation is required for:
Overriding any safety device / an alarm fitted to the cargo system
Changing the maker’s settings on a control system or instrumentation
Conduct a risk assessment prior to any changes and inform Office, as necessary.
Permit such bypass / changes only for a limited period as necessary.
Record the de-activation / activation in deck logbook.
Post these instructions near the position from where such overriding is possible.
Note 2
Promptly investigate malfunctions of any alarm / safety device and take appropriate action.
Note 3
All concerned staff must familiarise themselves with the vessel-specific alarm matrix, the reason for
activation, subsequent stops / shut downs and action to take for rectifying the alarms.
Note 4
As far as possible, do not change the setting while testing the alarms. Take all precautions to avoid
inadvertent shut down of running equipment during such testing.
Maintenance Procedures
Carry out all maintenance and keep records, as per Maker’s instructions, PMS schedules
and regulatory requirements. For details on PMS, refer to Technical and Maintenance
Manual (TMM).
For handling of technical defects, refer to TMM chapter ‘Handling of Technical Defects’.
When carrying out any maintenance, ensure the following:
Carry out a risk assessment and plan the operation prior any maintenance work
on cargo systems.
Obtain Office approval, as required, for example, Safety Critical Equipment.
Carry out a toolbox meeting, discussing the safeguards and the operation.
Only trained and qualified personnel must carry out the maintenance and repairs
on the cargo system. They must have access to the maker's maintenance
instructions.
Isolate the cargo equipment to prevent inadvertent start-up. Use LOTO.
Protect the associated instruments from any mechanical damage. If necessary, remove
pressure gauges, thermometers and other delicate equipment and store in a safe place
during repair work.
Use correct and calibrated tools.
Only use approved spares and compatible fluid refills as recommended by maker.
Reassemble components as per Maker’s instruction.
Refit any bonding connections installed on the system.
Check associated wirings inside and outside for chafing, condensation, insulation
deterioration, bad connections etc.
Promptly attend to any leaks in the equipment, sensing piping, control piping and gauges.
Investigate suspected leaks using safe means. For example, portable detectors or soapy
water. Wrapping a wet cloth around the leak can provide temporary relief.
Inspect the instrumentation / valve boxes on deck for corrosion /moisture. Keep them dry
using silica gel pouches.
Maintain air, hydraulic and other power systems in a clean, dry and uncontaminated
condition. Maintain correct oil level and pressure in systems.
Note 5
Isolate the defective system, including all sensing and control piping to prevent malfunction of other
equipment. Where provided, activate the back up or duplicate system, including manual operations.
Note 6
Operational circumstances / carriage of particular cargoes may require more frequent maintenance
routines. Accordingly, identify the new routines in consultation with Office.
Caution
Working on pressurised pipeline / vessel is a controlled task and requires implementation of Permit-to-
Work system. Before dismantling any equipment, ensure it is drained, purged, depressurised and
isolated. Refer to H&S chapter ‘Permit-to-Work System’.
Caution
Exercise care when testing circuits with high voltage test equipment. This may permanently damage low
voltage circuits, generate sparks and cause shock hazards.
Calibration of Equipment / Instrumentation

Carry out calibration / calibration check and maintain records as per vessel’s PMS and
Maker’s instructions.
For calibration procedures and intervals, refer to TMM chapter ‘Calibration of Equipment’.
Ensure the readout of all instrumentation is operational, legible and within the required
accuracy range.
Always use certified and accurate calibrating instruments.
Note 7
The remote and local temperature readings should coincide to within 1°C. The remote and local tank
vapour space pressure readings should coincide.
Note 8
A ‘calibration check’ of pressure and temperature gauges is comparing the actual reading against a
reference instrument. The ‘calibration check’ of a liquid level gauge is comparing the ullage of the empty
tank against the reference height.
Testing of System after Repairs / Shore Servicing

On completion of maintenance / repair works, responsible officer must confirm that system
is tested and restored to normal working condition, including alarms and safety devices as
per Maker’s instructions.

CL:
RA: LPG 013, LPG 024
WI:
FORM:
6.2 CARGO MONITORING SYSTEM
Purpose
To outline procedures on cargo monitoring and instrumentation system.
General
For operational procedures, refer to GCM chapter ‘Cargo Monitoring Procedures’.
Liquid Level Gauges

Specific type of gauging system is required for certain cargoes, stated in the IGC code.
The gauges are of the closed type or restricted type.
Check the Maker’s manual for any equipment corrections required.
Closed Level Gauges
Type of Gauges Precautions
At sea, keep the float in the stowed position, except briefly during
measurement.
Keep the operating handle ready for use and 1 spare in cargo
locker.
Float Check the tape movement is free and rewind mechanism not
obstructed. Ensure all parts are well secured, especially tape-to-
float and tape-to-reel attachments.
Caution: Keep the maintenance valve closed when the float is in
stowed position. Do not close the valve when the float is lowered.
The guide pipe may be filled with N2. Maintain the pressure of N2 as
Magnetic
required
Radar Not suitable for all cargoes
Ultrasonic Take care of delicate transmitters and Receivers
Keep the probes clean
Capacitance
Keep probes and electrical circuits dry
Restricted Type Level Gauges

Type of Gauges Precautions
Do not use slip tubes, except for emergencies. Staff must know the
hazards and emergency procedures. Many US and European ports do
not allow the use of slip tubes. When required to use:
Carry out a risk assessment and send to Office for approval
Obtain Terminal permission
Wear proper PPE
Avoid sources of ignition in the vicinity
Direct the spray from the orifice away from personnel
Do not slack the slip tube gland excessively, adjust the stopper as
Slip Tube / Fixed required
Tube Do not stand directly in the path of the tube
Gas expansion through the valve can cause freezing and might
require the use an anti-freeze
Stow back, lock the tube and close the valve after taking the
reading each time
Protect the valves from damage – ensure that the orifice is not
blocked by paint, salt, rust, etc.; check condition of screw threads
and gland packings
Note: Mark the slip-tubes with marking ‘Emergency Use Only’.
Caution: Never use slip-tubes for toxic cargoes.
Malfunction of Cargo Tank Level Gauges

Take action as per the Cargo Operational Manual.
Where tanks are provided with bulkhead valves:
Reduce the transfer rate or stop operations, as required.
Ascertain last correct level reading of the tank. Check any major level difference
between port and stbd tanks.
Open the bulkhead valve of the concerned tank. Consider the loss in GM when the
opening the valve.
Keep the vessel upright at all times. If initially level difference was large then keep
vessel upright with ballast. This will cause the cargo from the higher side to level
off with the cargo on the lower side.
Read off the level from the side where the gauge is working.
Caution: Carry out this operation in port only.
Note 1
During grade change operation, carry out ‘calibration check’ of level gauges. A calibration check is
comparing the ullage of the empty tank against the reference height.
Note 2
Level gauge reference heights should be available. Bottom reading should be available for reference
from the tank tables. Stowage readings may also be available for float type gauges.
Level Alarms and Overflow Control

Test all level alarms prior to loading, discharging, transfer operations and as per vessel’s
PMS.
Commonly found level alarms are:
Low-level alarm
Pre-high level alarm
High-level alarm – respective tank loading valve may close
Very high-level alarm – manifold valves close
See vessel-specific alarm matrix / Cargo Operational Manual for level alarms on board
Ensure that the low-level alarm is properly set such that the pump does not run dry.
All cargo tanks are provided with a high-level alarm independent of the gauging system. If
the set point is changeable, ensure that the alarm will activate when the tank is approaching
in normal full condition.
An additional sensor, independent of the high-level alarm is provided for each tank. This will
actuate a shut-off valve in a manner that will both avoid excessive pressure surge in the
pipeline and prevent the tank from becoming liquid full.
In case overfill alarms cause shutdown of plants/ cargo pumps, staff must familiarise
themselves with the procedures for restarting system in an alarmed condition – for example,
opening of valves and starting of pumps to transfer liquid from an overfilled tank.
If there is a provision to induce a delay in the activation of alarm when at sea, ensure the
system is set appropriately for sea / port. Prior to carrying out any operations set the alarm
system as required. Master must authorise such changes. Only Master / Chief Officer must
make such changes and make an entry in deck logbook.
Note 3
Record the level when the alarm activates, especially alarms which cannot be tested – for example, 95%
alarm.
Note 4
Where high-level activates by an independent sensor, then the very high-level alarm may be actuated by
the level gauge, or vice versa.
Note 5
Ensure the alarm is properly set as per Maker’s instructions / alarm matrix. Record the time and level
when any level alarm activates.
Note 6
Keep high level alarms / overfill alarms operational during loading as well as discharging.
Caution
Override the overflow control system only in exceptional circumstances, such as, if the tank is overfilled
and it is necessary to by-pass the overflow control system to discharge the tank.
Pressure Monitoring Equipment

Ensure the gauge material is compatible with cargo.
Regularly check integrity of the connections for pressure gauges, sensing probes, etc.
Every 12 months carry out a ‘calibration check’ of pressure gauges by comparing the actual
reading against a reference instrument.
Note 7
Vessel staff may compare cargo tank pressure gauges to saturated vapour pressure of the cargo
obtained from properties tables. This is effective especially for high purity cargoes, such as polymer
grade Propylene.
Caution
With polymerising cargo – for example, Butadiene, arrange sensor leads to drain back into the system or
tank to prevent polymer formation and subsequent blockage. Flush gauge lines and sensor chambers.
Temperature Monitoring Equipment

These enable monitoring of temperatures of both the cargo and parts of the cargo system.
Use temperature sensors that are suitable for the complete range of temperatures
expected. Do not expose them to temperatures beyond their scale range.
Every 12 months, carry out a ‘calibration check’ of temperature gauges by comparing the
actual reading against a reference instrument.
Regularly check integrity of the connections for thermometers, pockets, sensing probes, etc.
Note 8
When removing a thermometer, take care not to remove its pocket. When fitting the thermometer back,
ensure the pocket is in place.
Pressure and Temperature Switches

Pressure and temperature switches are fitted to activate alarms or to operate shutdown
equipment.
Calibrate the device correctly over its full range, using accurate test instruments.
If the set point of the device is fixed, lock it to prevent disturbance from vibration or
tampering.
If the set point of the device is adjustable, do not change it without understanding the
implications and Master’s permission.

CL:
RA: LPG 025
WI:
FORM:
6.3 CARGO CONTAINMENT SYSTEM
Purpose
To outline procedures for maintenance of cargo tanks and insulations.
6.3.1 General
Cargo containment system includes cargo tank, tank insulations, hold spaces and
associated fittings / equipment.
Whenever gas freed, inspect the cargo tanks.
6.3.2 Structural Inspections

Carry out the tank / hold inspection as per frequency and guidance mentioned in TMM
chapter ‘Hull Structure Inspections’.
Record and maintain the structural inspection reports of tanks in Company provided TEC
form. This form also provides inspection guidelines.
Note 1
Check tank domes and its associated fittings are free from corrosion and leaks.
Caution
Entry into enclosed spaces is a controlled task, implement Permit-to-Work system.
6.3.3 Cargo Tank

During cargo tank inspection, check the structural conditions and the checks as per GCM
chapter ‘Tank preparations and Gas Freeing Operations’.
6.3.4 Cargo Holds

Frequency Task
Function test of the hold pressure relief valve. Ensure the staff takes all
Monthly
safety precautions for the pressure release.
Yearly Hold Inspection.
During hold inspections, check the following:

Structural condition, including chocks / anchors
Hold pumping / educting system
Bilge level alarm testing
Fixed gas detector alarm; introduce sample gas from the suction inside the hold, to
check for correct reading, thus ensuring integrity of the pipe
Condition of the hold space relief valves, vent hatches and bursting discs.
Tank insulations – refer to the subsequent paragraph on tank insulations in this
chapter
Test and maintain the hoses for hold educting system as per Maker’s instructions.
Note 2
Inform Office prior to gas freeing the holds. When carrying flammable cargo, plan the inspection in ballast
voyage when tanks only contain cargo heel. Comply with enclosed space entry permit. Re-inert the hold
soon after completion of inspection.
6.3 CARGO CONTAINMENT SYSTEM
6.3.5 Tank Insulations

Check the following for the tank insulations:
No deterioration or mechanical damage
Any cold spots or signs of condensation, indicating a breakdown of cargo tank
insulation
Insulation covering is in good condition to prevent entry of vapour / water
Any top up required for perlite insulation, if used
Ensure excess moisture does not enter the hold space – insulation can absorb
moisture reducing its effectiveness
Ensure no water accumulation within the hold space which can damage the
insulation
Note 3
Certain cargoes or temperature depressants may damage insulation. Check compatibility and avoid
contact.
Note 4
High temperatures can damage insulation. Avoid excessive localised heating during hot gassing. Refer to
Cargo Operations Manual for temperature restriction (generally 40°C).
Caution
Insulation material may be flammable and toxic. Ensure protection against sources of combustions.
Provide adequate protection to personal working with it.

CL
WI
FORM : TEC-32
6.4 CARGO PIPING SYSTEM
Purpose
To outline procedures for care and maintenance of cargo piping system.
General
Ensure all pipelines and valves and manifolds are color-coded and appropriately marked.
For operational precaution on line and valve setting and prevention of pressure surges,
refer to GCM chapter ‘Cargo Monitoring Procedures’.
Note 1
Frosting/ icing on lines containing cargo will cover any markings on it. Make additional markings on
boards/ plates and attach them to the lines.
Maximum Allowable Working Pressure (MAWP)

Maximum Allowable Working Pressure is:
Pressure at which piping relief valve is set
Where no relief valve is fitted, the maximum discharge pressure of the vessel’s
pump, as given in the pump-curve
When determining MAWP, take into account service ratings of the valves and seat rings.
Display MAWP, test pressure and testing date of lines in cargo control room and on lines.
Note 2
For centrifugal pumps, maximum allowable working pressure (MAWP) is the pressure developed at zero
flow conditions.
Caution
Do not exceed the Maximum Allowable Working Pressure (MAWP) of the cargo system, when in use.
Pressure Testing of Cargo Transfer System

Routine pressure testing of cargo, vapour and IG lines is not required.
Every 6 months, test any ballast line passing through the fuel tank. Pressure testing of
segregated ballast piping is not required.
Pressure testing is controlled task and requires implementation of Permit-to-Work system.
Carry out risk assessment and use Company provided OPS form for controls and
measures.
Note 3
Do not consider the pressure test as a substitute for regular external inspection of the pipeline system
and periodic internal inspections.
Care and Maintenance of Cargo Pipelines

Carry out visual inspection of pipelines as per PMS schedules and check the following:
Damage / corrosion to the lines, supports etc. Pay particular attention to low
temperature lines, where damaged insulation might have caused water ingress.
Every 3 months, check condition of the insulation including any dampness or algae
formation. When replacing any section of damaged insulation, ascertain the
condition of the pipeline.
Also, check the bonding arrangements, filters/ strainers, expansion/ contraction
fittings, and pipeline supports as per subsequent paragraphs.
Maintain records of all such inspections, preferably with pictures.

Note 4
Do not carry out any modifications to cargo piping / supports.
Note 5
For detecting corrosion under insulation, carry out random sample checks during each docking by either
removing the insulation or by radiography /ultrasonic testing. Maintain records for the above.
Bonding Connections
Electrically bond all gasketed pipe joints and hose connections. Do not use bonding across
insulating flanges.
Use bonding straps made of any conducting material – for example, copper.
Every 3 months inspect all bonding arrangements for following:
All flanges and mounting of pumps /valves have bonding straps
Bonding wires / straps are good condition and not painted over
Bonding connections free from paint, oil, salt or rust and tightly bolted/ clipped
Correctly fit back the bonding arrangements removed during maintenance work
For safe procedures when using ship-shore bonding, refer to GCM chapter ‘Cargo Manifold
Procedures’.
Note 6
Copper bonding straps, particularly the type made up by woven strands can deteriorate over time.
Preferably, use solid strips as these are more durable.
Note 7
Except where bonding straps are used, the electrical resistance of each joint or connection should be
less than 1MΩ.
Filters and Strainers

Ensure filters are clean and working correctly to protect system from contamination.
Do not bypass / remove any filters or strainers.
When using filters, ensure the following:
Where provided, monitor the differential pressure across a filter, to identify any
blockages
Filters fitted in the right direction of flow
For details on safe use of manifold strainers, refer to GCM chapter ‘Cargo Manifold
Procedures’.
Note 8
When commissioning the system, finer mesh cloth filters may be used. Remove any such commissioning
filters once a system is clean and in normal service.
Caution
Many filters are designed for one-way flow only. Filters fitted wrongly can collapse and block the line.
Expansion / Contraction Fittings

To accommodate for thermal expansion / contraction in pipelines, heat exchangers,
bulkhead seals, valve spindle seals, automatic controls etc. the following are used:
Expansion loops and offsets
Expansion bellows
Sliding feet
To prevent damages, take following precautions:

Keep the sliding feet free to move. Keep moving surfaces clean and if necessary,
lubricated.
Ensure pipelines are free to move inside their clamps.
Regularly check the alignment of the moving surfaces. Any abnormal change would indicate
that the pipeline is not free to move or misalignment of fittings.
When using expansion bellows take following precautions:
Check the condition and alignment of bellows
Check for cracks, corrosion etc.
Never subject bellows to unnecessary shocks; protect them from damages
Do not paint the bellows
Do not permanently remove flexible sleeves, if fitted to protect from excessive ice
build-up
When storing, protect them against over-extension / compression, misalignment
and mechanical damage
Note 9
Keep the retaining bars (tie rods) sufficiently slack to allow thermal expansion and contraction.
Caution
Do not stand on or mishandle bellows units. When pressure testing, do not pressurise the bellows
beyond design limits
Pipeline supports
Keep supports in good condition and securing devices properly locked, to prevent
transverse moment and permit expansion/ contraction of pipeline.
Replace excessively corroded components of piping support.
Check condition of any load bearing chocks if provided. Use the correct type of material for
replacing them.
In consultation with Office, use packing in between the pipelines and supports to prevent
corrosion.

CL:
RA: LPG 014
WI:
FORM: OPS/GAS/25
6.5 CARGO HOSES
Purpose
To outline procedures care and maintenance of cargo and vapour hoses.
General
Use hoses certified and suitable for the intended cargo, considering compatibility and
pressure / temperature requirements.
The hoses should be certified to appropriate standards and have a valid pressure test
certificate and a cargo compatibility data is available.
The hoses should be are certified to appropriate standards – for example, BS EN 1762 for
rubber hose for LPG cargoes and provided with original certificates including the test data
and a cargo compatibility data.
Mark/ Stencil the hoses with:
Hose Identification number
Products for which it is suitable
Date entered in service
Minimum/ Maximum design temperature
Test pressure/ date
Note 1
Do not use vessel’s cargo hoses for connection to shore or another vessel. In cases of such requests,
take Owner’s/ Office approval and a Letter of Indemnity will be required.

Do not use cargo hoses with a MAWP of less than 1Mpa gauge (10 barg).
Caution
If a hose is used at more than its MAWP, remove it from service and re-test it prior to use.
Handling the Hoses

When using hoses take following precautions:
Avoid rolling or dragging them on deck.
Do not twist hoses to achieve bolthole alignment. Realign, when required.
Keep the hoses free of any sharp bends.
Prevent hoses from chafing against shipside or other obstructions.
Support hoses while lifting/ when in use. Use at least 2 slings (1 sling for every 5m
hose length) to eliminate kinking and cutting. Consider using collars/ saddles of
approximate length 3 times the diameter of hoses.
When connected, ensure that the hose has sufficient slack, supported and
curvature occurs over the full length of the hose. Use fresh gaskets compatible
with cargo.
Adjust the supports/ hose strings as the vessel rises/ falls due to cargo operations/
tide. Ensure hoses are not being pulled, elongated, kinked or crushed.
Store hoses after cleaning and as per Maker’s instructions. Avoid direct sunlight.
Layout hoses without a kink. Support flanged ends and blank them with alternate
bolts (at least 4 bolts).
6.5 CARGO HOSES
Note 2
Prior to use, carry out an internal and external inspection of the hose and flange sealing surface. Ensure
there is no deformation, kinking, abrasion or crimped/ crushed areas.
Caution
Never exceed the rated flow velocity, temperature and working pressure of the hose.
6.5 CARGO HOSES
Inspection and Pressure Testing

Perform routine test and maintenance as per the Maker’s manual and maintenance
schedules listed in PMS.
Maintain the inspection and pressure test records in the Company provided OPS Form.
Frequency Task
3m Visually inspect and measure the electrical continuity of cargo hoses.

Visually inspect for deterioration / damage.
12m Hydrostatic Pressure test to design working pressure.
Electrical continuity test.
Note: When carrying out the above tests, also refer to Maker’s manual.
Caution: Pressure testing of hoses is a controlled task and requires implementation of

Permit-to-Work system procedures. Use Company provided form for controls and
measures. Prior to testing, ensure hoses are clean and free from any cargo residue. Chief
Officer must supervise the testing.
Procedures for pressure testing:

Lay out the hose straight on level supports allowing free movement of the hose.
Conduct electrical continuity test.
Seal the hose by blanking-off plates to both ends. Fit one plate with a connection
to the water pump. Fit the other end with a hand operated vent to release air.
Fill the hose assembly until a constant stream of water comes out of the vent.
Measure and record the overall length of the hose assembly.
Slowly increase up to the MAWP and hold it at this pressure for 5 minutes.
Examine for leaks at the nipples or for any signs of distortion or twisting. Re-
measure the length of the hose assembly.
After 5 minutes, with hose under pressure, ascertain the temporary elongation and
record the increase as a percentage of the original length.
Reduce the pressure to zero and drain the hose assembly.
Re-test for electrical continuity.
Note: Refer to the Company provided OPS Form for conducting the measurement of
length and recordkeeping.
Caution
Do not carry out test with air/ cargo. Only use water. If using seawater, flush the hose with freshwater
after testing.
6.5 CARGO HOSES
Rejection / Retirement Criteria

Withdraw hoses from service, when following damages are observed:
Leakages
Cutting of outer wire and/or deformation of outer and inner wire
Cuts and tears of outer cover to such extent that, inner film appears
Flanges damaged beyond repair
Loss of continuity (resistance should not exceed 0.75 ohm/metre)
Failure of an elongation test (refer to company provided OPS form)
Formation of blister or balloon during use/ pressure test
Significant distortion during pressure test
Note 3
Withdraw defective hoses from service. Segregate and mark them with notice ‘Do Not Use’.
Note 4
Retire the cargo hoses as per the Maker’s instructions. In any case, retire rubber cargo hoses after 6
years and composite cargo hoses after 4 years.

CL:
RA: LPG 019
WI:
FORM: OPS/GAS/24 & 25
6.6 CARGO VALVE SYSTEM
Purpose
To outline procedures for operations and maintenance of cargo system valves.
General
Ensure all valves are leak-tight and functioning properly.
Mark all valves with valve numbers / identification.
Operation
For procedures on operation of valves, refer to GCM chapter ‘Line and Valve Setting’. For
emergency operation of valve, refer to vessel-specific Work Instruction.
Do not expose any valve to flow rates/ pressures/ temperatures, more than the rated/
designed capacity. Ensure all components of the valve are compatible with cargo. For
example, seat, glands etc.
Care and Maintenance

Carry out maintenance as per Maker’s instruction and PMS schedules.
Frequency Task
Weekly Test Cargo Tank Filling Valves.

Operate infrequently used valves, taking all precautions to prevent any cargo/
1m
vapour contamination and pollution.
3m Check valve operation and condition, including valve timings.
12m Inspect the cargo valves inside cargo tanks during routine tank inspections.
When carrying out 3 m inspections, check the following:
Valve operating correctly from remote and local positions and indicators showing
correct valve position over their entire range, particularly the closing and closed
position
Valve timings are as per Maker’s instructions
Valve actuating system free of leak, power packs working properly, air supply is dry and
free of oil
Check control valves are operating correctly over their entire range, particularly the
closing and closed position; use calibration equipment to simulate pressure/
temperature signals; lock the valves at correct settings
Pressure relief arrangement provided in the valve body is clear
Check the condition of unused spare blanks every 6 months.
Precaution when carrying out valve maintenance:

Overhauling of cargo valves is a controlled task and requires the implementation of ‘Work
on Pressurised Pipelines / Vessels Permit’.
Blank actuating lines, to prevent false alarms, shutdowns and loss of hydraulic fluid.
Before replacing, dry the valve to prevent ice or hydrate formation.
Fit the valve in the correct flow direction.
On completion, ensure valve operating correctly.
6.6 CARGO VALVE SYSTEM
Note 1
Check valve opening and closing times in line with Maker's limits. Post this information in control room for
ready reference.

CL
RA: LPG 017
WI: GAS/101
FORM:
6.7 CARGO PUMPING SYSTEM
Purpose
To outline procedures on care and maintenance of cargo pumping system.
General
For correct operation and maintenance instructions, refer to the Maker’s manual, Cargo
Operation Manual and vessel-specific work instructions.
All officers must familiarise themselves with basic operating principles of vessel’s cargo
pumps.
Operation
Carry out all checks as per vessel-specific pre-cargo checklist and work instructions for
pump operations.
Always start centrifugal pumps against a closed or partially open discharge valve, as
advised by Maker. Thereafter, gradually open the valve until the motor load is within its
safe design parameters.
Note 1
Staff must know the interval period between consecutive starts, minimum liquid level to start pump and
actions in case pump does not take suction immediately.

Test all alarms, settings and trips as per Maker’s recommendations.
For operational precautions, refer to GCM chapter ‘Discharging Operations’.
For precautions from hydrates, refer to GCM chapter ‘Cargo Properties’.
Type of Pump Care / Maintenance
When not is use:

Cover the motors with weatherproof covers.
Turn the pump shaft at frequent intervals as per maker’s instruction
to prevent damages to thrust bearings.
Use cargo pump motor heaters, where provided, to maintain
insulation resistance.
Clean filters and check condition of seal bearings and
pressurising circuits.
Ensure the vessel has sufficient seal oil. Staff must know the
method to pressurise the seal.
Deepwell Keep the liquid seals at the upper end of the pump discharge in
Pumps good condition.
When overhauling:
Leave sufficient clearance between the bell mouth and tank bottom
as per design.
Cargo liquid lubricates shaft intermediate bearings. Keep passages
in the bearing housing clear.
Caution: Carry out risk assessment and take Office approval prior to
any maintenance on cargo pump seals. Keep tank pressure as close to
zero as possible.
Caution: When manually turning shaft of deepwell pump, do not turn
the shaft in the reverse direction, which could damage the pump anti-
rotation device.
6.7 CARGO PUMPING SYSTEM
Type of Pump Care / Maintenance
Use cargo pump motor heaters, where provided, to prevent

condensation when tanks are gas freed.
When overhauling:
Clean lubricating passages and filters
Submerged Assemble cable connections at the pump using new compression
Pumps washers and subject them to pressure or vacuum testing
Check stainless steel sheathing for cracks; avoid chafing, sharp
bends and kinks
While re-assembling, ensure that the discharge piping does not
impose stresses on the pump
Turn the pump by hand to ensure freedom of rotation
Observe precautions mentioned for deepwell pumps
Maintain seals and gastight bulkhead seals (if fitted) in good
condition
Booster and Maintain motor and pump alignment to prevent coupling damage –
Deck Mounted observe all clearances and tolerances specified by the Maker
Pumps Note: When not in use, keep the removed omega couplings in a cool
dry place. Staff must know the method to install it prior to its use. It is
preferable to keep spare omega couplings on board. For booster-
heater discharge operation, refer to GCM chapter ‘Discharging
Operations’.
These may be submerged pumps or ejectors working on venturi
principle. Test them during hold space entry.
Hold Space Ensure flexible hoses etc., if required, are in good condition.
Pumping Regularly check motor driven pumps for freedom of rotation.
Arrangements Condensation might collect in bearings, unless the atmosphere is
kept dry.
Note: Clean and dry the eductor lines after use / test to prevent
corrosion.
Carry out all testing and maintenance as per Maker’s manual and
Emergency PMS schedules
Cargo Pumps Staff must familiarise themselves with the emergency discharge as
per cargo operational manual and vessel-specific work instructions.
Note 2
For pumps with electrical motors, maintain the electrical integrity of equipment/ cables in the cargo area
as required by certification. Only competent person to carry out maintenance using correct procedures
and approved spares. Use correct electrical glands and fillings.
Note 3
Chief Engineer to test the over speed, overpressure, remote control speed / stop devices of cargo and
ballast pump as per Maker’s instructions and vessel PMS. When testing, do not run the pump dry.

CL:
WI: E/125, E/128, GAS/102
FORM: OPS/GA/S24
6.8 CARGO TANK VENTING SYSTEM AND RELIEF DEVICES
Purpose
To outline procedures on operation of cargo vent system and relief devices.
General
Perform routine test and maintenance as per the Maker’s manual and maintenance
schedules listed in PMS.
For operational procedures, refer to GCM chapter ‘Cargo Operations’.
Mast Riser
Keep vent systems clear by regular draining of water from mast riser and relief
valves, especially after rains. Close drains when not in use.
Regularly test alarms for liquid drain tanks for vent masts / collecting tank (flash
tank) of relief valve and maintain them in operational condition.
Maintain fixed firefighting arrangement for mast riser in good condition.
For details on mast riser flame screens, refer to GCM chapter ‘Fire Hazards and
Precautions’.
Note 1
All relevant staff must know fixed fire extinguishing systems for the mast risers, where provided.
Cargo System Relief Devices

There are various types of relief devices – for example, pilot operated, spring loaded,
deadweight type, bursting discs, etc.
For details, refer to SIGTTO publication ‘An Introduction to the Design and Maintenance
of Cargo System Pressure Relief Valves Onboard Gas Carriers’.
Ensure the certificates of relief devices are endorsed by administration or recognised
organisation and readily available.
When carrying out maintenance, ensure below:
Only experienced and competent staff to carry out any maintenance on the relief
valves which might require implementation of the Permit-to-Work system
Regularly check identification plates and seals
Ensure drains are clear
For pilot-operation/ spring-loaded type, when re-assembling, be careful not to
damage the delicate components – for example, needle valve, spindles etc.
For bursting discs type, during inspections, check the condition of disc, gaskets,
hinges for emergency vent hatch etc.; prior to replacing any busted disc,
investigate the cause, confirm the disc for its compatibility and correct set
pressure.
Changing of Cargo Tank Relief Valve Settings
Change the cargo tank relief valve setting as per vessel-specific work instructions and
ensure the following:
Master supervises the changeover
Use the correct pilot /setter for the particular relief valve
Adjust pressure alarm settings
Display the relief valve pressure setting in CCR and on the relief valve.
Make an entry in deck logbook
Note: Each auxiliary setter is marked with a specific number. This number should
match with the number marked on the relief valve. Keep the setters dry, clean, in
safe location and under custody of Chief Officer.
6.8 CARGO TANK VENTING SYSTEM AND RELIEF DEVICES
Note 2
Do not tamper with the seals. Lock all setting devices securely in position to prevent alteration by
vibration, shock or tampering.
Caution
All relevant staff must know the procedure and location of the required tools, to close a pressure relief
valve in an emergency. Ensure the Field Test Kit / gagging tool arrangement, if provided, is ready for use.
Post the vessel-specific work instruction in CCR / near the equipment.
Caution
Prior to departure port, reset the relief valve to sea setting as per vessel-specific work instructions.
Emergency Isolation of Pressure Relief Valve (PRV)

In case of failure of PRV, a safe means of emergency isolation of PRV is provided on
vessels with keel laying on or after 01st July 2016.
In such cases, where applicable, isolate only 1 PRV at time.
Staff must be familiarised with the procedures as per Cargo Operational Manual.
Note 3
Master must supervise all the isolations. Post relevant signs in the cargo control room and at the PRV.
Maintain the records in deck logbook.
Caution
Do not load the tank until the full relieving capacity is restored.
Fixed Gas Free Fans

Use and maintain the fixed gas free fans as per Cargo Operation Manual and Maker’s
instructions. Inadequately maintained fans and impellers may provide ignition source.
Positively segregate the fan when not in use.

CL : Introduction to the Design and Maintenance of Cargo System
RA: LPG 007, LPG 018, LPG 021, LPG 029 Pressure Relief Valves on board Gas Carriers (SIGTTO)
WI: GAS/105
FORM:
6.9 GAS MEASURING INSTRUMENTS
Purpose
To outline procedures care and maintenance of gas measuring instruments.
General
In addition to procedures for the use and maintenance of gas measuring instruments as
outlined in H&S chapter ‘Gas Measuring Instruments’, also comply with following
procedures.
Carriage Requirement
List of Gas Measuring Instrument to be Carried for Tankers and Gas Carriers
Minimum
Equipment Type To Measure Remarks
to carry
Explosimeters Portable HC - % LEL in air 2 See Note 1 / 2
HC - % Vol in inert
HC Detector Portable 2 See Note 1 / 2
atmosphere
Oxygen
Portable O2 - % Vol 2 See Note 1 / 2
Analyser
Multi-gas Portable O2, HC, CO,H2S 2 See Note 1
Meters
Personal O2, HC, CO,H2S 5 See Note 3
For example,
Personal Low TLV cargoes 2 sets butadiene and
vinyl chloride
2 complete sets if
Pump + extension hose 1 set carrying toxic
Toxic Gas
cargoes
Measuring
Instruments Chemical H2S (0.5-15 ppm) 20 tubes
Tubes Benzene (0.1-10ppm) 20 tubes
CO (1-25ppm) 20 tubes
20 tubes As per cargo
Cargo-specific
each MSDS
Note:
1. Measuring instrument should have a suitable pump for drawing a sample from the
space. Keep sufficient length of tube, to reach the deepest point in the space.
2. An instrument, which has a combination of gas meters mentioned in the table above,
is acceptable.
3. In addition to 2 portable gas meters, vessel must have at least 5 personal meters.
4. The combustible gas meters shall have dual scale calibrations from 0-100% LEL and
from 0-10% LEL.
5. Each unit must have a Maker’s instruction handbook.
6. Use only intrinsically safe / explosion proof portable gas detectors.
7. For pre-warning alarm setting , refer to subsequent paragraph in this chapter
8. Some vessels may also carry detectors to measure concentration of Propane and
Butane during grade change operations.
Alarm Setting
For the appropriate alarm settings refer H&S Chapter - Gas Measuring Instruments
6.9 GAS MEASURING INSTRUMENTS
Portable / Personal Gas Measuring Instrument

For proper use of portable / Personal Gas measuring instruments, including chemical tubes
refer H&S Chapter - Gas Measuring Instrument
Fixed Gas Detection System

Staff must be familiarised with the use and spaces covered by the fixed gas detection
system.
For calibrating instruction, refer to vessel-specific work instruction.
Check sampling cycle is on auto and each space is sampled in not more than 30 minutes.
Ensure audible and visible alarms for fixed gas detector are operational at all times. Alarm
must activate at 30% of the Lower Flammable Limit (LFL). For LPG, 30% LEL is
approximately the equivalent of 0.6% by volume.
Some vessels may be equipped with standalone fixed gas detection units with individual
sensors – for example, accommodation entry points.
When changing the cargo grade:

Set / calibrate the sensor appropriate to type of cargo.
Select the high / low sampling point (head) accordingly. Use lower level sampling
heads for all cargoes except Ammonia and Ethylene. Lash the valves in the correct
position to prevent inadvertent operation.
Test the system prior to commencement of cargo operations.
Note 1
During testing, introduce sample gas from different points in rotation, to cover all within a 6 m period. Use
only the calibration gas for testing. Check the alarms and associated trips are as per the alarm matrix.
Note 2
Inform Office in case malfunctioning of fixed gas detection system and rectify defects. Carry out a risk
assessment considering regularly monitoring of spaces etc.
Caution
In fixed gas detection system, do not use cargo vapour for testing, as it may not give an indication of any
leak in the sampling line. High concentration of the cargo vapour may also cause malfunction of some
sensors.

CL
RA: LPG 030
WI: E/129
FORM: TEC 51A
6.10 INERT GAS SYSTEM
Purpose
To outline procedures on operation, care and maintenance of inert gas system during all stages of
voyage.
General
Inert Gas System (IGS) includes inert gas generator.
For N2 handling procedures, refer to GCM chapter ‘Nitrogen System’.
Health and Safety Hazard

IG has low oxygen levels and may contain toxic gases.
Avoid exposure and implement Permit-to-Work system when entering any enclosed space
known to have contained inert gas.
Safe Entry in IG Room

Clear mark the IG Room entrance with warning notice as per GCM chapter ‘Health and
Safety’.
Staff must know the safe entry requirements for the IG room.
Prior to entry:
Ensure ventilation fan is running for at least 10 minutes prior entry
Inform Duty Officer
No alarm present in fixed O2 sensor provided for the room
Note 1
Vessels built after Jan 2016 is provided with 2 oxygen sensors in space containing IGS. If the oxygen
level falls below 19%, these sensors shall trigger alarms. This alarm will be visible and audible inside and
outside the space. In case this alarm activates, immediately evacuate the space and inform Chief Officer
/ Duty Officer.
Operation
Chief Engineer is responsible for the proper operation and maintenance of IGS on board.
Operate vessels IG system as per vessel-specific work instructions.
For calibrating instruction of fixed O2 analyser of IGS, refer to vessel-specific work
instruction. Check and calibrate oxygen analyser not more than 24 hours prior to starting of
the inert gas system.
Maintain oxygen content of inert gas supply with an oxygen content not greater than 5% by
volume, subject to the special requirements of cargo.
Set the high-oxygen content alarm for IG main line at 5%.
Use a portable O2 analyser to verify the output of fixed O2 analysers at regular intervals.
For management of IG valves, refer GCM chapter ‘Line and Valve Setting’.
Caution
Exercise care to avoid black smoke from funnel during inert gas operation.
Alarm Management
Carry out checks and tests as per Maker’s instructions.
Post the Maker’s alarm matrix near the IGS Control Panel in CCR.
Failure of Inert Gas System

Staff must familiarise themselves with required actions in case of IG system failure:
Stop all cargo operations
Shut isolation valve
Inform Office
Carry out necessary repairs
Prevention of Back-Flow
Vessel with IG plant in machinery spaces or outside cargo areas, are provided with means
to prevent the back-flow of cargo vapours:
2 non-return valves / equivalent device, and
Removable spool piece
Note 2
When not in use, separate the IG system from the cargo system, except connections to cargo hold
spaces, by removing the spool piece.
Air Drier
Maintain the air drier as per maker’s instruction and vessel PMS.
Maintain sufficient stock of spares such as pall rings, refrigerant, silica gel, etc.

Maintain IGS, including instrumentation, alarms, trips and pressure and O2 recorders as per
maker’s instructions and vessel PMS.
When carrying out maintenance work on IGS, ensure following:
Close all non-return barriers in the line prior any maintenance
Before entering an enclosed compartment such as scrubber, comply with enclosed
space entry procedures
Wear appropriate PPE
Note 3
Every 6 m overhaul the IG line NRVs and maintain records in vessel PMS. Mark the date of overhaul in
vicinity of the valve.
Caution
Maintenance work on IGS can lead to exposure from scrubber affluent or condensate water from deck
lines as it can be acidic or contaminated with cargo residues. Take necessary precautions.
Cold Weather Precautions

Comply with vessel-specific checklist for cold weather precautious. Additionally:
Frequently drain the inert gas line, vent line and control air water separator during
operations.
When necessary changeover the water supply of scrubber and deck seal to low
seawater suctions.

CL
RA: LPG 022
WI: E/126, E/131
FORM
6.11 NITROGEN SYSTEM
Purpose
To outline procedures on operation, care and maintenance of N2 System.
General
N2 Plant is a critical equipment required for grade change operation and preparation of
vessel for N2 loading.
Vessel may be fitted with a N2 generator, bottle manifold system or use N2 supplied from
shore.
Note 1
Where fitted with shipboard storage N2 system, maintain stock sufficient for normal consumption for at
least 30 days. In case of shortage of N2, inform Office.
Health and Safety Hazard

Nitrogen is colourless and odourless with no warning properties. It cannot be detected by
human sense of smell and gives no visual indication of its presence.
One deep breath of nitrogen can prove fatal due to the nitrogen blocking the carbon dioxide,
which the body needs to regulate the breathing process. High concentrations of nitrogen
can cause asphyxiation.
Safety precautions when handling N2:
Carry out a risk assessment.
Chief Officer must directly supervise the operations.
Discuss and agree, in writing, the N2 handling procedures with Terminal.
Post the following warning at the access point to vessels, exits to accommodation,
on the tank where operations are performed: ‘Warning: Nitrogen Operations in
Progress. Nitrogen Kills- Undetectable To Human Senses’
The gangway watch personnel must warn any personnel coming on board
Follow all the precaution to avoid exposure to cargo vapours when monitoring the
O 2 content.
Only allow essential persons on deck with personal gas meters
Note 2
All staff must familiarise themselves with the hazards and safety precautions required when handling N2,
especially those related to entering enclosed spaces or areas in way of tank vents or outlets which may
be oxygen depleted. Do not enter any tank when N2 operations are in progress.
Caution
When exposed to N2, there is no discomfort, smell, visual clue, headache or other signs to indicate
asphyxia.
Safe Entry into N2 Rooms

Clear mark the entrances to N2 generator room, including spaces containing storage tanks,
with warning notice as per GCM chapter ‘Health and Safety’.
Staff must know the safe entry requirements for such spaces.
Prior to entry:
Ensure ventilation fan is running for at least 10 minutes prior to entry
Inform Duty Officer
6.11 NITROGEN SYSTEM
No alarm present in fixed O2 sensor provided for the room

Note 3
Vessels built after Jan 2016 is provided with 2 oxygen sensors in space containing N2 System. If the
oxygen level falls below 19%, these sensors shall trigger alarms. This alarm will be visible and audible
inside and outside the space. In case this alarm activates, immediately evacuate the space and inform
Chief Officer / Duty Officer.
Note 4
Ensure the airlock doors for N2 rooms, if provided, are self-closing type and working properly.
Operation
Chief Engineer is responsible for the proper operation and maintenance of N2 system on
board.
Stop operation on detecting any leak. Investigate and rectify such leaks.
Caution
Always control the flow of N2 rates when supplied from shore. High flow rates / pressures can over
pressurize or damage the tanks.
Alarm Management
Carry out checks and tests as per Maker’s instructions.
Post the Maker’s alarm matrix near the N2 Control Panel.
Failure of Nitrogen Systems

Staff must familiarise themselves with required action in case of N2 system failure.
In case of any malfunction, immediately inform Office and carry out necessary repairs.

Carry out the maintenance as per Maker’s instruction and vessel PMS.
Caution
Maintenance work on N2 piping can lead to exposure of cargo vapours/ residues. Take necessary
precautions.

CL: MSC 1 /Circ. 1401- Guidelines on Tank Entry for Tankers using
RA: LPG 012 Nitrogen as an Inerting medium
WI CDI Best Practice Recommendation Regarding the use of Nitrogen
FORM:
6.12 CARGO RELIQUEFACTION SYSTEM
Purpose
To outline procedures on operation, care and maintenance of cargo reliquefaction system.
General
Staff must be familiarised with the cargo reliquefaction system on board.
For safe procedures on entry in compressor rooms, refer to GCM chapter ‘Compressor
Room Entry Procedures’.
Operation
For operations, refer to Maker’s instructions and the vessel-specific work instructions.
Some of the general checks are mentioned below:
Operation Precautions / Procedures
Filters are clean and cut-outs set to correct values
Lines and valves correctly set – if carrying 2 cargoes ensure
segregation is maintained
Check and where required, adjust the pressure-temperature
switches for certain cargoes – for example, butadiene, vinyl
chloride
Crankcase lubricating oil level and L.O. pressure is as required
– start crack case heating
Pre-starting Drain the liquid separators
Checks
Glycol plant running and seawater supplied to appropriate
Condensers
Variable capacity compressors are set to manual operation, at
minimum capacity
Always open compressor discharge valves prior to starting
Crank compressor manually
Check with engine room regarding starting of extra generators
if required
Ensure discharge valves open.
Start centrifugal compressors with suction valve open; for other
compressors open suction valve slowly after starting – if
‘compressor hammer’ is heard, stop the machine
Check the suction/ discharge pressures is as required
Ensure lubricating oil is clean and separators working
efficiently
Monitor there is no overfilling of Receivers / Condensers.
Ensure liquid level devices and control/ expansion valves
During
working satisfactory
Operation
Check for leakage, especially on the discharge side
Put the system on automatic control only after ensuring normal
operating conditions
Regularly check all parameters and system running efficiently
If condensate return is to more than 1 tank or if vapour is taken
from several tanks and returned to a single tank, record the
cargo tank soundings to prevent overfilling; always maintain
the required level in the Receiver, to prevent hot vapours
returning directly to the tank
Operation Precautions / Procedures

Close the suction and discharge valves
Open the expansion valve bypass
Stop / continue Condenser sea water supply and glycol
circulation in the system, as per Maker’s instructions
Post
Operations Keep the lubricating oil pump running as required by the
maker’s instructions to avoid the freezing of lubricating oil and
resulting damage
Ensure that no cargo liquid remains in the system, as it can
heat up and lift the relief valves
Note 1
When changing grades, check the compatibility of lubricating oil. Refer to Maker’s instruction manual.
When changing there is no oil trapped in coolers filters, separators, crankcases, etc.
Note 2
The condensate Receiver serves as a liquid lock of the Condenser. Always maintain the required level in
the Receiver, to prevent hot vapour to return to tank.
Caution
Cargo liquid condensed in the cylinders / crankcases / separators can damage the compressors and
dilute the lubricating oil. Prior to starting, ensure no liquid condensation in the machine.
Caution
Never pass flammable vapour and air mixtures through cargo compressors.
Caution
Incondensable gases and blockage of filters / expansion valves cause high discharge pressures. For
procedures to handle hydrate formation and use of anti-freeze, refer to GCM chapter ‘Cargo Properties’.
Caution
After stopping compressor, drain butadiene condensate, since it may polymerise, causing blockage.
Cascade Reliquefaction System

Additional precautions:
Use refrigerants, which are compatible with cargoes / other refrigerants
Always start the refrigerant cycle before the cargo cycle and stop it after stopping
the cargo cycle
Ensure refrigerant's liquid separator is not flooded
Collect refrigerant gas in the Receiver before stopping compressor
After stopping refrigerant compressor, close oil separator return to the crankcase
Note 3
As an auxiliary function, superheated refrigerant vapour may be passed through a heating coil in the tank
sumps to vaporise remaining cargo. Ensure refrigerant vapour does not condense in the heating coil as it
is very difficult to clear it.
Glycol Systems
When carrying cargoes below -55°C, 60% volume mixture of glycol and freshwater is
adequate for all purposes.
Higher glycol percentage will not have any advantage.
On some vessels, glycol system is also used for heating crankcase in cold weather.
Note 4
Use of glycol in warm weather can lead to sludge generation. Consult Office for chemical treatment of the
cooling water.
Incondensable Gases
At sea, vent the incondensable gases to atmosphere. In port, use the return line to cargo
tank, if provided.
If venting does not reduce the condensing pressure to the anticipated value, the high
pressure can be due to components of the cargo itself. However, keep pressures within
plant design limits.
Note 5
Always account for loss of cargo when venting and inform Office when anticipating considerable loss.
Caution
Do not treat essential minor components – for example, ethane, of some cargoes as incondensable and
vent them. Before commencing reliquefaction, note the SVP in relation to the anticipated condensing
temperature of the cargo from the appropriate Mollier diagram.

Ensure all cutouts, crankcase seals, suction filters, relief valves and associated
piping in good order
Check automatic loading devices
Calibrate pressure and temperature switches
Maintain the bulkhead seals gas-tight and well lubricated, keep oil pot filled and no
oil leaks
Maintain electrical equipment in good condition, check electrical resistance of
motors
During pressure testing of pipelines, isolate compressor crankcases unless they
can withstand the test pressure
In centrifugal compressors, surges may cause damage, keep automatic surge
controls in working order and calibrate after maintenance
Regularly test all plant, machinery, instrumentation, control and shutdown
equipment
Protect the exposed motors when not in use

CL
WI: E/127
FORM
6.13 CARGO HEAT EXCHANGERS
Purpose
To outline procedures on operation, care and maintenance of cargo heat exchangers.
General
Shell and tube or plate type heat exchangers are used as vaporisers, heaters, condensers,
driers, inter-stage coolers and coolers for water or lubricating oil.
Operation
For operations, refer to Maker’s instructions and the vessel-specific work instructions.
For booster-heater discharge operation, refer to GCM chapter ‘Discharging Operations’.
Establish flow of seawater, as per Maker’s recommendation, before commencing
flow of cargo.
Control the cargo flow depending on the seawater temperature. Do not use the
heaters if seawater temperature is close to freezing.
On completion, stop water only after proper draining of liquid cargo.
Caution
Once correct water flow is established, do not adjust seawater inlet and outlet valves while the heater is
in operation.

When carrying out maintenance, ensure the following:
Carry out pressure test and leak checks as per PMS schedule
Keep the tubes/ plates of heaters clean – fouling within heaters could cause loss of
efficiency
Check alarms, safeties, instrumentation and associated equipment for correct
functioning
In case of prolonged inactivity of the cargo heaters, rinse the seawater side with
fresh water
Note 1
The number of plugged tubes in cargo condensers, heaters or vaporisers should not exceed 25%.

CL :
RA: LPG 005
WI: GAS/103
FORM:
6.14 CARGO EMERGENCY SHUTDOWN SYSTEM
Purpose
To outline procedures on operation, care and maintenance of cargo Emergency Shutdown System
(ESD).
Activation of Emergency Shutdown

ESD is activated either manually using a push button or might automatically activate in
certain conditions causing:
Cargo valves to close
Pumps and compressors to shut down
The ESD system will also activate on detection of fire in the cargo area. The ESD system is
provided with fusible elements designed to melt at temperatures between 98°C and 104°C.
On some vessels, with the deck spray pump on ‘Auto’ mode, the pump will start in case
ESD is activated. Prior to changing over to Manual mode:
Take Master’s permission
Ensure CCR is manned throughout the period
Sufficient load available on generators for immediate pump start
Record the switchovers in the deck logbook
On completion of cargo operation, put back the spray pump on ‘auto’ mode.
Note 1
Keep a copy of the alarm matrix readily available in cargo control room.
Note 2
Relevant staff must know the ESD activation/ recovery procedures and equipment shutdown sequence,
including reasons for automatic shut downs as per vessel-specific work instructions and cargo
operational manual / alarm matrix.
Caution
Do not paint over the fusible elements as this might affect the temperatures at which they operate.
Emergency Shut Down of Valves / Equipment

Emergency shutdown valves in liquid piping should close fully and smoothly under all
service conditions within 25 to 30 seconds of actuation. To reduce possible pressure surge,
ideally the final 15% of the valve port closure should be very slow. Refer to Maker’s manual
for specific details.
Staff must familiarise themselves with the subsequent shut of equipment and resetting /
restarting the same.
Note 3
Carry out regular training and test the remote and local operation of ESD valves. Record the closure
times of the valves prior to each loading/ discharging and as per PMS.
Ship-shore Links / Pendants

Prior to arrival, confirm the Terminal-specific requirement for the ESD.
During pre-cargo checks, carry out physical inspection of the ship / shore cables or
pneumatic hoses.
On vessels where the pneumatic pressure setting for activation of ESD is
adjustable, switch over the ESD pressure setting as required by Terminal. Staff
6.14 CARGO EMERGENCY SHUTDOWN SYSTEM
must be aware of the setting. Reset the pressure on departure. Record it in deck
logbook.
Where the vessel and shore ESD system are directly linked, carry out functional
test prior to commencement of cargo operation.
When connected, test ESD Pendant link after connection, but before
commencement of cargo operations, including the automatic shutdown of manifold
valves.
If the vessel is equipped with an ESD extension pendant, give it to the Terminal
before every discharge operation.
Note 4
Where possible, use dummy plugs to test the sockets for connecting shore ESD system plugs.
Tank Protection System

This system shuts down appropriate machinery to protect the cargo containment system
against damage caused by over pressure, under pressure or overfilling.
For procedures on high level alarms and associated shutdowns, see GCM chapter ‘Cargo
Monitoring System’.
Note 5
Carry out tests of pressure alarms and shut downs using a calibrator to check activating at correct
pressure.
Tests and Inspections

Test the ESD and subsequent shutdowns as per vessel specific pre-cargo checklist and
PMS. Test the system after carrying out any maintenance.
It may not be practical to test certain sensors while the vessel is in service. However, check
the loops by appropriate simulation methods. For example, disconnecting the sensor and
observing that an ESD is initiated by the open circuit condition.
Note 6
Operating only one activation point – for example, from the CCR, is not acceptable. Make a schedule to
operate each ESD position at least once every 6 months. Operate these in rotation, prior to every cargo
transfer. However, positively test the ESD activation points for the manifold in use.
Caution
In case of pneumatic operated ESD’s ensure the control air pressure is maintained as required.
Inadvertent dropping of pressures might cause ESD to operate.

CL IGC Code
RA: LPG 009 ESD Arrangements and Linked Ship / Shore Systems for
WI: GAS/106 Liquefied Gas Carriers (SIGTTO)
FORM
7.1 CARGO EMERGENCIES
Purpose
To outline procedures and precautions to deal with cargo-related emergencies.
Emergency Response
This chapter covers only cargo related emergencies. Read in conjunction with the
Emergency and Contingency Manual (ECM).
Taking timely and adequate actions as per vessel-specific emergency checklists is crucial
for controlling the emergency.
Keep the applicable emergency checklists in a dedicated file on Bridge / ECR / CCR
respectively.
Take appropriate actions to prioritise for:
Safety of life
Safety of environment
Safety and protection of property ( vessel, cargo, shore structures)
Reporting as appropriate (local, national, company and international protocols) as per
guidelines in Emergency and Contingency Manual.
Note 1
The emergency response required depends on the type of cargo carried. Staff must familiarise
themselves with the MSDS of the cargo for effectively dealing with cargo emergencies.
Note 2
Report all incidents to Charterers as per C/P. Confirm with Office when in doubt. Ensure specific
reporting form, if required by the Charterers, are available on board.
Caution
When there is any possibility of marine pollutant going overboard, comply with SOPEP / SMPEP / VRP.
Emergency Preparedness
Master shall ensure that all available resources are ready at all times and staff be well
aware of actions required in case of an emergency.
Do not hesitate to seek assistance of the Emergency Response Team (ERT) and
Emergency Response Services (ERS) directly / through the Office, when required.
Note 3
Duty Officer must stop cargo in an emergency or to prevent an emergency and immediately inform
Master / Chief Officer.
Cargo Spillage
Initiate emergency response as per below emergency C/L:
Cargo Spillage Comply with EMRG/GAS/01
If the spill is contained on board, make an incident report and submit to the company.
Note 4
The response to a spill depends on the nature, size and location of spill.
Caution
The risk of a cargo spill is highest during cargo operation in port or during STS operation. Priority is to
stop cargo operation, control and contain immediately.
Breach of Cargo Containment / Hold Spaces

Breach of Cargo Containment /

Comply with EMRG/GAS/02
Hold Spaces
For educting of cargo hold spaces, refer to vessel-specific work instructions.
Cargo Fire
Cargo Fire Comply with EMRG/GAS/03
Types of Cargo Fires

From liquid or vapour leaks in the cargo system
Leaks in the cargo system, if ignited, might flash back to the source
Pressure of leakage, resulting in a jet / torch fire
Fires Isolate the source of leakage first
Allow the fire to burn out while protecting surroundings by using
large amounts of cooling water
From confined liquid pools or from unconfined spillage
Prompt activation of ESD will limit the amount of liquid spilled.
Addition of water will increase the rate of vaporisation and intensify
the fire. As far as possible, introduce water intermittently in small
Pool Fires
quantities.
Note: During cargo operations with scuppers plugged, in consultation
with Terminal, remove the plugs promptly to avoid spilled cargo to
accumulate on deck.
Leaking gas may form a flammable mixture within an enclosed
Fires in space, which may cause an explosion
Confined Isolate and seal off the compartment
Spaces Use fixed firefighting systems provided for such spaces
If possible, keep adjacent spaces smoke-free and carry out
boundary cooling, as necessary
Personnel fighting the fire must wear full protective clothing and use water spray to protect
from heat.
Use DCP system carefully due to its limited capacity available on board. Keep it dry. Do not
use along with sprayed water.
It is not recommended to use low expansion foam or water for liquefied gas fires as water
increases the rate of vaporisation.
Note 5
Insulation for cargo system is normally made of flammable material. Protect personnel from the rapid
spread of fire, asphyxiation and toxic products of combustion. Risk of fires in insulation is greatest when
insulation spaces are not inerted and sources of ignition are present – for example, during repairs/ refit
periods.
Caution
In case of a serious and uncontrolled fire, consider abandonment of vessel.
Breakaway from Jetty / STS Operations

Initiate emergency response as per below emergency C/L.
Breakaway from Jetty / STS

Operations
Personnel Exposure to Cargo

Initiate emergency response as per below emergency C/L.
Personnel Exposure to Cargo Comply with EMRG/GAS/05
Medical First Aid

Keep adequate first aid equipment including resuscitation equipment and anti-dote kit
readily available. Familiarise the staff and display required instruction.
Note 6
Master must evaluate the seriousness of the exposure. Refer to cargo MSDS, Emergency Schedule
(EMS) and Medical First Aid Guide (MFAG). Send the person for medical treatment, if available or seek
radio medical advice.
Caution
Treat any unprotected and unplanned exposure to the toxic / corrosive or hazardous cargo as an
emergency.
Caution
Before assisting any victim, wear proper PPE. Wait for assistance if it is not possible to assist alone.
Emergency Jettisoning of Cargo at Sea

Emergency Jettisoning of
Cargo
Note 7
Seek Office approval prior to jettisoning. Discharge cargo/ residues only after carrying out a full appraisal
of the situation and as a last resort for saving life or vessel.
Note 8
Compliance with MARPOL is not compulsory if considering a discharge for saving life/ vessel.
Toxic Gas Release / Uncontrolled Venting

Toxic Gas Release Comply with EMRG/GAS/07
Restoring of Stability or Excessive List

Loss of Stability / Excessive List Comply with EMRG/GAS/08
Emergency at Terminal or on Other Vessel Alongside

Emergency at Terminal / on
Other Vessel Alongside
In an unlikely event of uncontrolled emergency and danger to shore installation and nearby
vessel, shore authorities can consider removing the vessel from the berth.
Discuss the arrangements for an emergency evacuation, during the ship-shore safety
meeting. For example, Terminal emergency alarm, fire brigade contacts / arrangements,
spill containment organisation etc.

CL: Various EMRG checklists. ECM Manual
WI
FORM
8.1 COMMERCIAL INSPECTIONS
Purpose
To outline procedures for commercial inspections.
Vessel Inspections
Vessels undergo commercial and non-commercial inspections, such as PSC, vetting,
Terminal inspections, etc.
For non-commercial inspections, refer PAM Chapter ‘Inspections’.
Always present the vessel professionally and in good condition, ready for inspections.
During inspections ensure the following:
All staff are respectful, friendly and courteous with the inspector
All personnel are properly dressed and using protective clothing and equipment.
Master must accompany the inspector at all times. When Master cannot attend,
Chief Officer must accompany the inspector.
Chief Engineer must accompany the inspector in the engine room and during
testing of any machinery on deck.
As far as possible, immediately rectify all the observations pointed out by the
inspector. Exercising ‘due diligence’ makes it evident to the inspectors that the
vessel is well-run.
Prior inspector disembarks, conduct a meeting to discuss the observations in
detail. Clarify and explain any questions that may have arisen during the
inspections.
Inform the office of progress and outcome of any inspection, as soon as
practicable.
Note 1
Direct the attention of the inspectors towards the Quality, Health, Safety, Environment Management
System (QHSEMS) as they are good indicators of on board management standards.
Caution
PSC detentions affect vessel’s employment. If PSC detains 2 or more vessels, managed by an Office,
within a 12-month rolling period, Oil Majors could place all vessels managed by that Office to a reduced
inspection cycle and/or on hold until they re-inspect each vessel.
Caution
Charterers / terminals regularly inspect tankers and gas carriers. Failure of any such these inspections
can lead to very serious commercial losses. The vessel could even get ‘black-listed’ by all the major
charterers.
Vetting Inspections
Prior inspection, Masters must carry out self-inspection using the latest version of the SIRE
Vessel Information Questionnaire (VIQ), Chemical Distribution Institute (CDI) Ship
Inspection Report (SIR) and Preparatory checklist sent by Operations Department.
Beside vessel’s condition, inspector will check the awareness of all staff on safety and
pollution prevention matters. Prepare staff accordingly. The inspectors carry out lot of
inspections every year and are better trained than vessel staff to pick up a finding.
Note 2
Send the self-assessment report to Office well before the inspection and take corrective action in
consultation with Office.
8.1 COMMERCIAL INSPECTIONS
Terminal inspections
Terminal operators may carry out a vessel inspection, similar to PSC inspection, also
extending to the conduct of the vessel during its port stay. It is to verify the suitability of the
vessel for cargo operations and safe conditions for shore personnel.
Some of the unsafe practices that might lead to Terminal action:

Unsafe working practices
Inadequate mooring management – for example, slack ropes, moving away from
berth etc.
Improper watchkeeping - for example, gangway and net not properly rigged,
unattended leakages etc.
Non-compliance with ‘R’ items of ship-shore safety checklist
Some Terminal has specific requirements. For details, refer to GCM chapter ‘Port
Procedures’.
Caution
Most Terminals have CCTV coverage and continuously monitors all activities. Negative feedback might
result in banning of the vessel from the Terminal until satisfactory corrective measures are taken.
Handling of Deficiencies
Consider observations given by oil majors or other commercial vetting inspectors as Non-
Conformities. Master should analyse the root cause and complete the CA and PA.
Use Company provided software program or form to record the observations.
Review the effectiveness of the closure during QHSE meetings and Master’s review.

CL: PAM Chapter 17 – Inspections
RA; A Guide to the Vetting Process – Intertanko
WI:
FORM:
8.2 VESSEL SEAWORTHINESS
Purpose
To outline information and procedures of seaworthiness of vessel.
Seaworthiness
The Owner is obliged to provide a seaworthy vessel at the beginning of any voyage, as per
the ‘rules governing the carriage of good by sea’ and for insurance.
A ‘seaworthy ship’ is one that is in every way fit to cope with the perils likely to be
encountered on the voyage.
A seaworthy ship must comply with the following:
Hull and machinery in good working order and condition
Availability of necessary manning, charts, documentation bunkers, stores, fresh
water and provisions required for the voyage
Well-equipped and fitted, to ensure the safe carriage of the cargo in normal
circumstances.
Master must immediately report any damage / failure of vessel’s equipment, which could
affect seaworthiness or efficient state of the vessel.
Note 1
The Owner must prove the seaworthiness of vessel. If proved that "due diligence" was not exercised to
provide a seaworthy vessel, the Owner loses the right to exceptions for liability.
Caution
Major breakdowns caused due to non-compliance with Manufacturer's instructions, prove the vessel is
unseaworthy. Chief Engineer must ensure that all machinery is properly maintained and operated as
required.

CL :
RA
WI:
FORM :
8.3 CHARTER PARTY
Purpose
To introduce Charter Party terms, conditions, clauses and the precautions that needs to be exercised.
Charter Party (C/P)

The Charter Party governs vessel’s trading and is the principal document for vessel’s
relations with the 3rd parties.
Master must read the C/P, its instructions and notices. In addition to C/P, also comply with
standing and voyage instruction of Owners and Charterers. Contact Office for any
clarification.
Master must pay special attention to C/P requirements and discuss with shipboard
management team the following :
Voyage speed and consumption
Tendering Notice of Readiness (NOR)
Issuing protest for delay in granting of Free Pratique
Signing Bill Of Lading (B/L)
Issuing Dead Freight Statement
Issuing Letters of Protest (LOPs) for delays and damages
Statement of Facts (SOF)
Reporting requirements
Any other special clauses
Preparation of tanks, coolant stowage requirements etc.
Refer to the table of common chartering terms and abbreviations in this chapter.
Note 1
Different types of CP are used for vessel employment. Most of the major oil companies have developed
their own forms.
Caution
Never assume that a certain clause or condition of one charter, will also apply to a similar charter.
Communication Related to Commercial Matters

Identify the commercial operator of the vessel and confirm the authorisation, if any required
for communications.
Masters must not follow any instructions issued by any party regarding the voyage, unless:
Receive authorisation from Owners and/or Time Charterers
The instructions are in writing, dated and signed by the person issuing them
For communication related to voyage instructions, C/P and cargo, refer to PAM chapter
‘Ship-shore External Communications’.
Tanker Chartering Questionnaire 88 (Q88)

Intertanko’s Standard Tanker Chartering Questionnaire 88 (Q88) is required prior to any
charter / hire of the vessel.
Ensure the Q88 is filled and updated accurately, considering the following:
If loading and disport are not known, the last cargo should reflect the current cargo
on board. State the current Charterer, current load and disport, as TBA.
8.3 CHARTER PARTY
Correctly state all the cargo reducers on board.

The Brake capacity should reflect the rendering capacity.
Caution
Fill the same data in Q88 and VPQ (Vessel Particulars Questionnaire). Errors in these documents
might lead to rejection of the vessel by Charterer / Terminal.
Voyage Charter
Types of voyage charter include either a ‘Single Voyage Charter’ or a ‘Consecutive Voyage
Charter’ (CVC).
Responsibilities under Voyage C/P
Owner Charterer
Provide a seaworthy vessel, fit for the
Nominate a safe port
intended voyage
Provide cargo tanks, fit to load, carry & Provide instructions to the owners in a timely
discharge the nominated cargo manner
Costs related to the operation of the vessel, Provide a minimum cargo to be loaded as
including bunkers and all port costs per the Charter Party
Ensure that the vessel arrives at the load Payment of freight and demurrage as
port within the designated laycan applicable
Perform the laden passage with utmost
dispatch (i.e. without any deviation from the
usual route)
Time Charter
Types of time charter include a Trip Charter (may be for the duration of one voyage) or a
Period Charter (for up to several years).
Under this charter, vessel receives direct instructions from Charterers. Do not communicate
matters concerning management of the vessel without approval from Office.
Responsibilities Under Time C/P
Owner Charterer
Providing a seaworthy vessel and capable
Commercial operation of the vessel.
of performing voyages between the trading
Employing her on the spot market
limits described in the C/P.
Time chartering to a 3rd party,
Owner remains responsible for technical
Carrying their own cargoes
management and operation.
Man and equip the vessel in accordance
Paying charter hire at the rate and frequency
with relevant international, Flag state and
agreed upon as per the C/P
class regulations.
Pay all expenses related to commercial

operation of vessel, such as:
Maintain the vessel so that she can load, Port / berth dues, pilotage, towage, tank
carry and discharge cargoes as described cleaning, etc.
in the C/P. Agents, bunkers, canal transit, optional
pilotages.
Communications or any other costs as
agreed under C/P
8.3 CHARTER PARTY
Note 2
If the vessel is sublet to a 3rd party, the Head Charterer remains responsible for complying with the terms
of the main C/P. In such cases, Master must acts as Owner and Time Charterer’s representative. Master
must know the identity and communication details of sub-charterer, if provided.
Note 3
Master must inform Office immediately and seek advice, when instructions from time Charterers are not
in accordance with the CP terms or Company SMS.
Delivery and Redelivery of Vessel

Master must prepare a Certificate of Delivery / Redelivery of the vessel on her entry / exit to
/ from Charterer’s service using Company prescribed OPS form.
Master or Chief Officer must accompany the surveyor carrying out the on-hire and off-hire
survey.
Chief Engineer or 2nd Engineer must accompany the surveyor for bunker quantity surveys.
Keep a record of all details noted by the surveyor.
Note 4
Immediately inform Office in case of any problems encountered during the survey.
Note 5
In time charter, vessel is delivered with fuel on board to Charterers who then carry out the bunkering. On
redelivery, vessel is delivered with remaining bunkers to Owners. Master must ensure that sufficient
bunkers are on board, including safety margins.
Speed and Consumption Clause

For procedures to minimise and avoid speed / consumption claims, refer to TMM chapter
‘Bunker Consumption and Speed Claims’.
Laydays
Laydays refers to a period of specified days within which Owners must present the vessel
for loading.
Laytime
Laytime is the agreed period as stated in the C/P, during which Owner will make the vessel
available for loading / discharging free of charge to Charterer.
For voyage charter, the Charterer must load / unload the vessel within the laytime.
Master should carefully read the C/P for the clauses concerning notices, laytime, demurrage
and rules for calculation of laytime.
Laytime starts with tendering a valid Notice of Readiness (NOR) and usually runs until
disconnection of cargo hoses. In tanker C/P, typically laytime commences 6 hours after
tendering a valid NOR. Laytime continues even for long delays. Accurately record the
delays in the Statement of Facts (SOF).
Maintain an accurate pumping log / rate log detailing the reductions in pressure / rate to
assist in preventing claims.
For details on cargo documents related to NOR, SOF, Letter of Protest, etc. refer to GCM
chapter ‘Cargo Documents’.
8.3 CHARTER PARTY
Note 6
Generally, tanker C/P have no exceptions to the counting of laytime, as cargo is worked on all days
including Sundays & holidays.
Safe Port
A safe port is a port:
Which a vessel can reach, enter, remain at and depart from, without any abnormal
occurrence or exposure to danger, which cannot be avoided by good navigation
and seamanship.
Where the vessel can lie safely afloat at all states of the tide (unless it is
customary to load or discharge while safely aground and there is an agreement in
the CP.)
Which is politically and physically safe for the vessel.
Note 7
Temporary delays do not make a port unsafe.
Note 8
Owner and Master are responsible for checking that the nominated port is safe for the vessel. If unsure,
inform Owner, Charterer and Office giving reasons and seek advice.
Cargo Transfer during STS Operation

Master must check that the STS operation is allowed under C/P by appropriate clauses –
for example, rider Clauses, Liberty Clause, and Deviation Clause.
Conduct all operation in strict compliance with vessel’s STS Plan, ‘Ship-to-ship Transfer
Guide’ and local regulations.
Master must fully protects vessel’s rights, by taking ullage readings and samples before
loading and upon discharge from vessel’s manifolds.
Vessel’s Liabilities at Load Port
Vessel’s liability during Loading by STS Operation: The Member is only
responsible under the B/L issued by him for the period that the cargo is actually
on board the vessel. Thus, Member’s liability under the B/L commences only
once the cargo is loaded through the manifolds onto the vessel.
Vessel’s Liability if the B/L covers pre-shipment: If the Member's B/L covers pre-
shipment, then the B/L must mention the pre-shipment vessel. Furthermore, the
B/L must state the correct quantity and quality of cargo loaded, as measured by
the ullage readings taken on board the Member's vessel, rather than on the
barge / the shore tank readings.
Vessel’s Liabilities at Discharge Port:
Vessel’s liability during discharging by STS operation: The Member’s liability
under the B/L is completed after discharging cargo at the vessel’s manifolds.
Thus, the cargo is delivered by the Members against the production of the B/L.
Vessel’s Liability if the B/L covers post-shipment: If the B/L covers post-
shipment, after the cargo is transferred by the STS operation, then above does
not apply. The B/L must state the correct quantity and quality of cargo loaded, as
measured by the ullage readings taken on board the own vessel before
discharge. There is no contract signed between the own vessel and the lightering
tanker/ Charterers regarding the discharge by barge, and own vessel does not
give indemnity to the lightering tanker/ Charterers.
8.3 CHARTER PARTY
Note 9
Charterers request for STS operation is not considered ‘Deviation’ if appropriately claused in the C/P.
Deviation / Off-hire Clause

Deviation is not restricted to geographical deviations and includes any departure from a
contractually agreed provision relating to the voyage. Except in emergencies, deviations
can prejudice the vessel’s P&I cover.
Master should not deviate from the voyage instructions unless instructed by Charterers.
Inform Owners and Office prior to any deviation. Master may deviate from planned voyage if
the deviation is:
Reasonable (unsafe port, force majeure, etc.)
To save life and property at sea (responding to mayday, salvage, etc.)
Conditions requiring an off-hire may include, but are not limited to:
Dry docking
Lack of crew or Owner’s stores
Machinery breakdowns
Hull damage
Accident which hinders or affects the working of the vessel
Deviation for Owner’s purpose (for landing a sick seaman, repairs, collecting
stores, etc.)
Keep accurate records and use Company provided OPS form for reporting the deviations /
off hires to Office.
For document required for claims, in case of deviations caused due to failure of vessel
machinery, refer to GCM chapter ‘Claims and Disputes’.
Common Chartering Terms and Abbreviations
Abbreviation Full Form
AA Always Afloat
AAAA Always Afloat Always Accessible

AG / PG / WAG Arabian Gulf / Persian Gulf / West Asian Gulf
AGW All Going Well
A/P Additional Premium

Arrival Pilot Station /
APS / AFPS / AFSPS / Arrival First Pilot Station /
AHPS Arrival First Sea Pilot Station /
Arrival Harbour Pilot Station
ATDNSHINC Any Time Day Or Night Sundays And Holidays Included
ATUTC Actual Time Used To Count
AWIWL Always Within Institute Warranty Limits

Below Bridges Or
BB
Ballast Bonus
BDI Both Dates Inclusive
8.3 CHARTER PARTY
BENDS Both Ends
BI Both Inclusive
B/N Booking Note
BOD Bunkers On Delivery
BORD Bunkers On Redelivery
BT Berth Terms
BWAD Brackish Water Arrival Draft

Customary Despatch (See CQD) Or
CD
Chart Datum
CHABENDS Charterers’ Agents Both Ends
CHOPT Charterers’ Option
COA Contract Of Affreightment
COGH Cape Of Good Hope
COGSA Carriage Of Goods by Sea Act
COP Custom Of The Port
CQD Customary Quick Despatch
CVS Consecutive Voyages
DAP Days All Purposes
DEL / DELY Delivery
DFD Demurrage / Free Despatch
DHD Demurrage / Half Despatch
DIOT Daily Including Overtime

Dropping Outward Pilot /
DOP / DLOP / DLOSP Dropping Last Outward Pilot /
Dropping Last Outward Sea Pilot
EIU Even If Used
FAC Fast As Can
FHEX Fridays and Holidays Excepted
FHINC Fridays and Holidays Included

Free On Wharf Or
FOW Free Open Water (Refers To The Earliest Possible
Resumption Of Trade To An Ice-Bound Port Or Area)
FP Free Pratique
FWAD Fresh Water Arrival Draft

8.3 CHARTER PARTY
GA General Average
GL OR GROSS / FD Gross Load / Free Discharge
HDLS Half Despatch Laytime Saved
HTUTC Half Time Used To Count
ILOHC In Lieu Of Hold Cleaning
IWL Institute Warranty Limits
LAYCAN Laydays / Cancelling

Letter of Credit Or
L/C
Laydays / Cancelling
LL Laden Leg/S
LO / LO Lift On / Lift Off
LOT Load On Top
LS Lumpsum
LT Long Ton
MIN / MAX Minimum / Maximum (Refers To A Fixed Cargo Size)
MOL More or Less ( Refers To A Cargo Size Option)
MOLCO More or Less Charterers’ Option
MOLOO More or Less Owners’ Option
MT Metric Tonne
NAABSA Not Always Afloat But Safely Aground

No Deadfreight Charterers’ Account Provided Minimum
NDFCAPMQS
Quantity Supplied
NEOBIG Not East Of But Including Greece
NNOGWB (If New York) Not North Of George Washington Bridge
NOPAC North Pacific
NOR Notice Of Readiness
NSW New South Wales (Australia)
OBQ On Board Quantity
PANCAN Panama Canal
PASSING MOB Passing Muscat Outward Bound
PNW Pacific Northwest
PPT Prompt
REDEL / REDELY Redelivery

8.3 CHARTER PARTY
RO / RO Roll On / Roll Off
R/V Round Voyage
SA Safe Anchorage
SB Safe Berth
Standard Carrier Alpha Code (A Unique Bill Of Lading
SCAC
Identifier Number For U.S. Customs)
SGL Scale Gross Load
SHEX Sundays and Holidays Excepted
SHINC Sundays and Holidays Included
SOF Statement Of Facts
SP Safe Port
SWAD Salt Water Arrival Draft
SWSD Salt Water Sailing Draft
T/A Transatlantic
TBA To Be Advised
TBN To Be Nominated
T/C Time Charter
TCT Time Charter Trip
TIP Taking Inward Pilot
UFCE Unforeseen Circumstances Excepted
UND Undarker
USG United States Gulf
USNH United States North Of Hatteras
USWC / AC / EC United States West Coast / Atlantic Coast / East Coast
UU Unless Used
VIC Victoria (Australia)
WIBON Whether In Berth Or Not
WICCON Whether In Customs Clearance Or Not
WIFPON Whether In Free Pratique Or Not
WIPON Whether In Port Or Not
W/M Weight Or Measure
WOG Without Guarantee

8.3 CHARTER PARTY
WP Weather Permitting
WVNS Within Vessel’s Natural Segregation
WWD Weather Working Days
WWR When Where Ready

CL:
RA
WI:
FORM: OPS/GAS/12
8.4 CARGO DOCUMENTS
Purpose
To outline procedures for managing cargo documentation.
Cargo Documents
Master must ensure that cargo documents for each voyage, are carefully prepared, clearly
identified and systematically retained for a period of 6 years.
Properly filled and maintain cargo documents to protect the Owners from claims.
Sign all documents only after verifying the correctness of contents. Immediately contact
Office, in case there is paucity of time or when being pressurised by the Charterers or
Agents to sign papers without verification.
Present all completed vessel’s documents appropriately to person authorised to sign. Issue
a Letter of Protest if they are not signed.
Forward the documents to the Owners / Charterers as instructed by them.
Send scanned copies of following cargo documents to Office after each operation:
Notice of Readiness
Statement of Fact
Cargo Calculations / Ullage reports
Pumping Log
Letter of Protests issued / received
Deadfreight Statement, if any
Cargo Documents (B/L, Cargo Manifest, etc.) handed over to Master by the
Terminal / Surveyor
Vessel Performance Survey
Terminal feedback from Master, if any
Any other important document
Note 1
Send hard copies of cargo documents to Office only when asked for.
Format of Documents
For all commercial documents, use Owner’s / Charterer’s format.
If there are no specific instructions or formats provided, use Company prescribed OPS
forms.
8.4 CARGO DOCUMENTS
Notice of Readiness (NOR)

Master must tender a valid NOR as per instructions in voyage orders or C/P on arrival.
NOR is valid, provided:
Vessel has ‘arrived’ as per voyage orders or C/P
Vessel is ready in all aspects to load / discharge cargo
NOR is tendered in writing by e-mail / telex to the Agent, Charterer and any other
parties mentioned in as per voyage orders or C/P
NOR is tendered at the load port within the laycan. In case of multiple load ports,
vessel must arrive at the first load port within the laycan.
Re-tendering NOR:
Master must re-tender the NOR, if unsure about the validity of the earlier tendered
NOR or as instructed by Owners / Charterers. Follow Charterer’s specific instructions.
Re-tender the NOR with the following note:
‘This Notice of Readiness is tendered without prejudice to any notice(s) previously
tendered’.
Notes:
1. The C/P will generally specify the exact place where vessel can tender NOR.
Strictly comply with the C/P.
2. Check the C/P for any pre-conditions required, prior to serving the NOR. For
example, free pratique obtained, tank inspection passed, tanks are in gas-free
condition, etc. Co-ordinate with Agents for the required arrangements.
3. Unless stated in C/P, do not tender NOR on arrival, if vessel arrives prior to
commencement of laycan. Master must confirm with Owner / Charterer if vessel
can tender the NOR earlier. An earlier tendered NOR, without such confirmations
may be considered as invalid.
4. If an official inspection occurs after the tendering of the NOR and before the
vessel is berthed (e.g.: LOC, USCG, PSC, ISPS, etc.) then retender the NOR
after the vessel has been inspected and the vessel receives clearance to
load/discharge
5. Loading prior to the scheduled loading dates, could affect the commercial value
of cargo. Owner may face a liability claim from Charterer for early loading
besides the loss of right to claim for any resulting demurrage.
6. Present a hard copy of the NOR to the concerned representative. Take a copy
with signature of acceptance by the representative / Agents.
Note 2
NOR must include a declaration of the maximum quantity of cargo that the vessel will be able to load or
the maximum cubic capacity available, to the Charterer. Confirm the quantity to be mentioned in NOR,
with the commercial operator beforehand.
Note 3
Generally, a separate B/L is issued for the first heel, since it is on Owner’s account. The NOR must
clearly distinguish between Owner’s and Charterer’s cargo tank operations.
Note 4
Due to non-availability of safe anchorage, in certain ports, vessels might need to drift out at sea, on arrival.
In such cases, tender NOR for theoretical ETA pilot station / anchorage. Confirm with the Charterer in case
specific instructions in the C/P or voyage instructions is not given.
8.4 CARGO DOCUMENTS
Free Pratique
Acknowledgement of Free Pratique could come from the port / Terminal / Agent.
If not sure, whether vessel has been granted free pratique or not, contact agents for time of
free pratique and make an entry in in log book.
Issue a Letter of Protest if the Free Pratique is not received within the specified period, if
stated in the C/P.
Statement of Facts (SOF)

Statement of Facts (SOF) is an essential document for laytime calculation.
Record the times, of all noteworthy events from end of sea passage to full away including:
Tendering and acceptance of NOR
Free Pratique granted
Manifold connection and disconnection
Commencement and completion of operations
Any delays, including the reason for the delay
Laytime will continue until the relevant documents are on board.
Note 5
Certain C/Ps allows only 50% of claims on demurrage when delay in loading / discharging is caused on
account of weather.
Note 6
Agents SOF must match vessels SOF. Attempt to resolve any discrepancies in timings and reasons for
delays, before departure. Take Terminal’s and Agent’s signature on the SOF to avoid disputes regarding
laytime and demurrage.
Cargo Calculations / Ullage Report

It is a statement of cargo loaded / discharged on board as measured by the vessel’s
calibration tables.
Independent surveyors are appointed for gauging. They must independently calculate the
cargo to identify any errors. Request them to sign the vessel’s cargo calculation reports.
Note 7
On the ullage report, clearly state any condition which would have affected the accuracy of calculations –
for example, heavy swell, inaccurate drafts (hence inaccurate trim) etc.
Cargo Surveyor Documents

Charterer may engage a surveyor on their behalf.
Sign all documents only after verifying the correctness of contents. Request a copy of all
such documents from the surveyor. In case of doubt, seek Office advice.
Letter of Protests
To protect Owner’s interest, Master must issue a Letter of Protest against any issues which
may result in a possible claim or dispute, such as:
Delays prior to / during / after berthing not due to vessel’s limitations
Delays during loading / discharging because of shore limitations
Cargo not as per specification
8.4 CARGO DOCUMENTS
Take the Terminal representative’s signature on the LOP. However, if they refuse to sign,
ask Agent to sign for receipt and forward the LOP to Shipper / Receiver as soon as
possible.
At times, Terminal / Shipper / consignee may issue an LOP to the vessel. Never accept
liability while signing any LOP from any party. Insert appropriate comment like ‘Signed for
Receipt without Prejudice’ on any Letter of Protests or any letters / notes, which may result
in a claim.
In case of doubt, seek Office advice.
Deadfreight Statement
At times, Charterer may fail to provide vessel with full cargo as agreed. The difference
between the quantity shipped and vessel’s loadable quantity may be recoverable as dead
freight.
Master must inform the Charterer and Office in such cases. Take written instructions from
Charterer whether vessel is to:
Await further cargo
Complete loading with quantity Shipper made available
For less cargo loaded due to warm temperature:
Prepare a dead freight statement and present it to the Terminal.
Calculate based on the maximum cargo vessel could have loaded at fully
refrigerated temperature.
Most C/Ps allow for certain margin in such cases. Hence, issue the Letter of
Protest as per Charterer’s instructions.
Note 8
In all such cases, issue an LOP and obtain signature of Terminal representative. . However, if they refuse
to sign, ask Agent to sign for receipt and forward the LOP to Shipper / Receiver as soon as possible and
make a record in port log.
Letter of Indemnity (LOI)

An LOI is a document by which the Charterer indemnifies the Owner against the
implications of claims that may arise from any non-contractual request.
Carry out risk
Inform Owners of Ensure the approval assessment in
any non-contractual from Owners is in consultation with
request received place prior to the Office and take
from Charterers operation approval for planned
operation
Some scenarios that could warrant an LOI from Charterer, include but are not limited to:
Co-mingling of cargoes (in tanks / at manifold)
Internal transfer of Cargo
Loading under vapours of a different grade
Accepting vapour return from shore tanks
Changes to B/L concerning Receiver and destination
Reissuance of B/L
Non-production of B/L at discharge port
Issuing ‘Non-negotiable Custom Purpose Only’ B/Ls
8.4 CARGO DOCUMENTS
Charterer would further need to indemnify the Owner under a suitably worded Letter of
Indemnity (LOI). Refer to GCM Annex for information on standard forms of letters of
indemnity.
Note 9
Inform Office, whenever Charterer proposes an operation, which is not considered a routine operation
under vessel’s description and / or may expose the Owner to additional risks / losses / liabilities / claims.
Caution
A Letter of Indemnity is not a legally binding document.
Note of Protest
“Note of Protest” is a solemn declaration under oath formally recorded or lodged by the
Master before a legally empowered person, of circumstances beyond his control, which may
give, or may have given rise to loss or damage.
Notes of Protest are lodged to record occurrences that may have caused loss or damage
which are at that moment unknown or not fully determinable or quantifiable, but could give
rise to claims later.
Some circumstances when a Note of Protest must be lodged:

Vessel has encountered heavy weather which might have resulted in damage to
the cargo and / or the vessel or resulted in failure to make a laycan.
When from any cause the vessel is damaged, or there is a reason to fear that
damage may be sustained.
When cargo is shipped in such condition that it is likely to suffer deterioration
during the voyage. In this case, however, the protest will not be effective unless
the B/L was endorsed to show the condition of the cargo at the time of loading.
When standard precautions for the care of cargo were not practicable to adopt due
to the weather.
When any serious breach of C/P terms is committed by the Charterer or their
Agent, such as refusal to load; undue delay in loading; loading improper cargo;
refusal to pay demurrage; refusal to accept B/Ls in the form signed by Master, etc.
When the consignee fails to discharge or take delivery of the cargo or fails to pay
the freight.
In all cases of General Average.
Lodge a Note of Protest within 24 hours of arriving in port. If this is not possible, Master may
add a statement in the Note of Protest to the effect that it could not be tendered earlier due
to circumstances beyond Master’s control.
Support the Note of Protest with appropriate logbook entries, statement and photographs.
A Note of Protest may need to be extended as at the time when a protest is originally noted,
it may not have been definitely established whether in fact loss or damage has occurred or
not or the full extent of damage may not be known.
Note 10
Lodge a Note of Protest before a notary public, magistrate or other authority. In many ports, the Agent
can lodge the note of protest on Master’s behalf.
8.4 CARGO DOCUMENTS
Note 11
Certain countries require the note of protest on a special form. Always seek assistance of the local
Agents to find out the correct procedure. A general format following British system is acceptable in most
countries and available in OPS forms.
Sea Passage Report

It runs typically from commencement of sea passage to end of sea passage at the next port.
It helps Owner in assessing the performance of the vessel.
Familiarise with the performance clause in the C/P which details speeds and corresponding
consumptions agreed at the time of signing the contract.
These warranties are calculated by reference to observed distances between pilot station to
pilot station on sea voyages excluding any off-hire periods, slow steaming periods, adverse
weather periods, poor visibility or periods when slow steaming on account of navigational
safety.

CL:
RA;
WI:
FORM: Various OPS Forms as applicable.
8.5 BILL OF LADING
Purpose
To provide information on bill of lading and outline precautions to observe.
Functions of Bill Of Lading (B/L)

The Bill of Lading (B/L) is:
A receipt for goods loaded onboard the vessel.
A document of title, through which property in the goods may be passed from one
party to another.
An evidence of contract, governing the receipt, carriage and delivery of those
goods.
An Owner’s document. Master signs it on behalf of the Owners and not any other
party.
Note 1
Once B/L is signed, it binds the shipowner to the contents of the B/L. It contains the rights and duties of
the shipowner and cargo Owner and is required in case of settlement of claims.
Checks Prior to Signing B/L

Carrier (Master) is responsible for issuing the B/L and for ensuring that it is correct in all
respects.
However, in the tanker trade, normally the Shipper prepares the B/L as agreed with the
Charterer. Shipper presents it for Master’s signature upon completion of loading.
Check the following, prior to signing the B/L:

Format of B/L
Reference to the governing C/P
Load port and Loading date (It will be the date on which loading completed)
Date and place of signing the B/L
Freight section is not stated as ‘Prepaid’ – normally this should read as ‘Freight
Payable as per C/P.’
Discharge port or range
Name of supplier & Receiver as per C/P
Cargo grade as detailed in the fixture
Cargo Quantity (The description and quantity of cargo loaded)
Number of Original / Negotiable B/Ls signed, check non-negotiable B/Ls are
marked.
Avoid remarks such as ‘Clean on Board’ and ‘Shipped on Board’
Standard Carrier Alpha Code (SCAC) is as advised by commercial Operator, for
cargoes destined to US.
Notes:
Consult Office, Owner and Charterers when it is not clear from the voyage orders
or C/P, which B/L form or conditions of carriage are applicable.
Clauses incorporating the conditions of carriage are included in B/L – for
example, Clauses incorporating all terms and conditions of C/P, General
Paramount clause, New Jason clause, Both to Blame Collision clause, General
Average clause
8.5 BILL OF LADING
Note 2
If a cargo described as ‘fully refrigerated’ on the B/L, has been actually received at warmer temperatures,
strike out the word ‘fully’ and / or write the actual receiving temperature. Sign for the corrections. If not
allowed to do so, issue a Letter of Protest to both Shipper and Charterer. Inform Office immediately.
Note 3
Send copies of B/Ls that have been claused, remarked or endorsed, to the Office as soon as possible.
Caution
Do not sign a blank B/L or a clean B/L against the Letter of Indemnity (LOI). Inform Office immediately if
an incorrect B/L is signed or if signed under duress.
Description of Quantity of Cargo on B/L

Only Shipper’s figures are entered on the face of the B/L.
For vessel’s liabilities during cargo transfer in STS Operations, refer to GCM chapter
‘Charter Party’.
Note 4
Most Shippers refuse to include or clause the B/L with vessel’s figures. If the vessel’s figures are
different, issue an LOP.
Ship-shore Cargo Difference

Refer to GCM chapter ‘Claims and Disputes’.
Early Departure Procedure (EDP)

Adopt EDP only after receiving express approval from Commercial Operator / Charterer.
Before departure load port:
Issue the Letter of Authorisation (LOA) to Agent, using Company provided OPS
form / form provided by Charterer.
Vessel and an independent surveyor will calculate and document the vessel’s
loaded figure
Issue any protest – for example, cargo temperatures, delays at load port etc.
As per the LOA terms, Master must ensure the following prior to approval of draft B/L:
Request a copy of the draft B/L and check all completed details, including the
cargo quantity and description.
Protest any discrepancy in the B/L to Shippers through Agents.
Issue LOP for ship-shore figure discrepancy. Inform Charterers if the discrepancy
exceeds the allowable ship-shore difference as per CP/ voyage orders (usually
0.3%)
Send approval to Agents if content of the B/L is found in order
The Agent will sign the B/L on Master’s behalf and send a signed copy to the
vessel by electronic means.
Note 5
Follow instructions from the Commercial operator on early departure procedures (EDP). Obtain written
approval from commercial operator for EDP.
8.5 BILL OF LADING
Carriage of Original B/L Onboard

Refuse any request to carry an original B/L on board, unless expressly allowed in the C/P.
If Charterer asks Master to carry original B/Ls on board, take following precautions:
Inform Owners and Office
In advance, request the Charterer’s for any special instructions for handling the
original B/L
Clause the B/L to indicate that an original is carried on board against which
delivery of cargo is to be undertaken
Issue a LOP for such carriage to the Shipper/ Charterer
On arrival discharge port, hand over the B/L to the party named in receipt. Where the
identity of this party is in doubt, seek advice from the Agent. Then endorse the B/L as
‘Accomplished for Delivery of Cargo’.
Note 6
Carrying an Original B/L on board and delivery of cargo against this original Bill of Lading at disport
exposes the Owner to risk of wrongful delivery in situations where the identity of Receiver/ consignee
cannot be conclusively determined by Master.
Caution
Do not accept for carriage original B/Ls consigned ‘to order’ and / or showing a destination of ‘or order’.
Inform owner if the given discharge port is different from declared port on the B/L.
Re-issuance of B/L
For commercial reasons, Charterer may ask Master to cancel the existing set of B/L’s
issued at the load port and re-issue a new set.
Switch B/L is the 2nd set of B/L issued by the carrier (or Agent) in exchange for the 1st set of
B/L originally issued when the shipment was effected.
Split B/L is when 1 or more sets of B/L are split from a single B/L.
Note 7
Re-issuance of B/Ls has significant liability implications for the Owner. The major concern is not to have
more than 1 set of negotiable B/Ls representing one cargo.
Note 8
Whenever vessel receives any such request, Master must immediately inform Owner and act as per their
instructions. Owner would usually want to secure and cancel the entire set of existing B/Ls prior to
permitting the Charterer for re-issuance of a 2nd set.
Change of Destination
Bills of Lading are trading documents and title of ownership may change after loading.
Notify Owners and Office if the Charterer asks the vessel to proceed to a port other than
that mentioned on the BL. In such cases:
B/L is reissued with the new destination mentioned on the B/L; or
The Charterer provides a suitable indemnity to Owners covering the change in
destination. Accordingly, Charterers will issue a Group B or Group C LOI as
recommended by P&I. The owner will advise the vessel to proceed as instructed.
This option is more commonly used in tanker trade.
8.5 BILL OF LADING
Delivery of Cargo Against B/L

Prior to arrival, inform the Agents to present the vessel with the duly endorsed original B/L,
on arrival.
Immediately inform the Owners and Charterers, if the Agents advise that original B/L is not
available on vessels arrival.
Inform Charterer immediately if there is any conflict between the discharge orders and
cargo details on the B/Ls presented by Receiver. In such cases, Master should also issue
an LOP to the Charterer / Agent / Receiver stating that:
All consequential delays and expenses will be for their account and laytime will
continue to count uninterrupted (for voyage charter)
Vessel will remain on-hire throughout the period of delay (for time charter).
Note 9
Vessel must deliver the quantity of cargo as close as possible to the particular B/L quantity, to each
consignee/ endorsee. Endorse the original B/L to state ‘Accomplished for Delivery of Cargo’.
Caution
Do not discharge the cargo until the original B/L is presented or unless instructed by Owners. P&I cover
is prejudiced if cargo is delivered without original B/L.
Delivery of Cargo without Sighting Original B/L

If requested to discharge cargo without production of original B/L and only on basis of a
Letter of Indemnity (LOI) or invoking LOI, which is part of the C/P, immediately inform the
Owner and Office and await Owner’s acceptance of the LOI, prior to discharging cargo.
If vessel does not receive the discharge orders before arrival disport, then Master must
request through Commercial Operator in good time. If vessel is delayed awaiting such
instructions, serve a notice to Charterers / Receivers though Agents. The notice must state
that all delays and expenses shall be for their account, laytime shall continue to be counted
and vessel shall remain on hire throughout the period of delay.
Note 10
Do not start the cargo discharge, until having received a written confirmation from Owners regarding
acceptance of the LOI.
Electronic B/L
Electronic B/Ls are being used increasingly and certain C/Ps are being amended to
incorporate clauses to permit the use of electronic B/L.
Seek advice from Owner / Office in such matters.
Waybills or Seaway Bills

They are 'non-negotiable' documents only showing the names of the Shipper and
consignee.
Presentation of the original waybill is not necessary.
Under a waybill, the obligation is to deliver the cargo to the named consignee.
The Shipper may order that the cargo be delivered to a person other than the named
consignee, i.e., the Shipper's nominated Receiver (person). In such cases, obtain this order
in writing before discharging cargo and seek Owner’s approval.
8.5 BILL OF LADING
Note 11
If there is no express clause in the C/P and the Owners have not advised the vessel regarding the
waybill, do not issue the waybill, until permitted by Owners.
Note 12
In all cases, Masters must obtain Owner’s and Charterer’s authorisation before delivering any cargo
carried under a waybill.
‘Straight’ Bills of Lading

‘Straight’ Bills of Lading are not negotiable. Usually there is a named consignee and there is
no facility for negotiation by consignment or endorsement. The words ‘to order’ do not
appear on the BL.
Note 13
Some countries may treat such bills as ‘Seaway Bills’.
‘Custom Purpose Only’ Bills of Lading

If Charterers ask Master to issue B/Ls for customs / import requirements:
Take permission from Owner / Office, prior to issuing such B/Ls and
Clearly mark on the B/L “For customs purpose only” and “Non-negotiable”
Note 14
Owners may also insist that Charterers issue an LOI prior to agreeing to issuance of custom purpose B/L
Caution
The issue of additional Bills of Lading for whatsoever purpose is problematic. Immediately notify Owner
and Office for their consideration.
SCAC
As per requirements of US Custom’s automated manifest system, all B/Ls, cargo manifests,
cargo declarations and other cargo documents for shipments entering USA are required to
bear a unique identifier code.
Vessel Owners / Operators are required to have an official SCAC for all vessels trading to
the USA. To determine which SCAC to use, refer C/P. Each unique B/L identifier will consist
of alphabetical and numerical characters not exceeding 16 characters in length.
This applies to each set of bills. If three original bills are required for a parcel, each will have
the same number on the original, duplicate and triplicate original bills.
Refer C/P for information on whether Owner’s or Charterer’s SCAC
Caution
Do not use Company SCAC and ICB (International Carrier Bond) for cargo matters.

CL:
RA;
WI:
FORM: OPS/GAS/07
8.6 CLAIMS AND DISPUTES
Purpose
To outline procedures for resolving cargo claims and commercial disputes.
Claims and Disputes

Due to the nature of the trade, vessel Owner is exposed to claims.
Maintaining proper records, documentation and evidences, assist to settle disputes and
claims.
To protect Owner’s interest, vessel must issue Letter of Protests, as required.
As soon as possible, inform the Owners and Office regarding any problems encountered
affecting the cargo – for example, water ingress into tanks due to rough weather, inter tank
leakages, samples disputes etc. Once the problem is under control, make a detailed report
and send to Office.
Note 1
Vessel must have the latest rule book and list of correspondents from P&I club.
Caution
Inform Office of any situation, which can cause potential claims for any damage. Office will advise the
Master about involving P&I club and notifying hull underwriters, if required.
Caution
Never accept liability while signing any notices of claim / similar documents issued by any party. Insert
the following comment on such documents ‘Signed for receipt only without prejudice to Owner’s /
vessel’s rights and without admission or acceptance of any liability’.
Addressing Claims
Address all claims, damages or protests to the correct parties. If in doubt, call Office.
Ensure all notices of claims, Letters of Protest, disclaimers and any such document are
clearly identifiable. For example, the “Master, Vessel and Owner” or ‘Disponent Owners:
XXXX (give name)" or "Time Charterers: XXXX (give name)", etc.
Address the mails as:
The party on whom the notice, protest or disclaimer is being served and
directed.
For example, ‘TO: XXYY’
To:
In case more than 1 party is being held jointly responsible then address it to all
such parties.
For example, ‘TO: XXYY and YYZZ’
Cc: Any other parties copied for information only
Ship-shore Cargo Quantity Discrepancy

In case of a discrepancy in cargo quantity:
Verify all possible causes for the difference in quantities
Recheck the drafts, trim, cargo / ballast tank soundings, cargo temperatures /
pressures, calculation of density, etc.
Re-calculate cargo, taking into account the accuracy of tank calibrations,
measuring methods and equipment
Check voyage orders for any specific instructions relating to these circumstances.
Issue LOP to the Shipper/ Terminal if the discrepancy still exists
Inform Charterers, as per voyage instructions
For vessel’s liabilities during cargo transfer in STS Operations, refer to GCM chapter
‘Charter Party’.
Note 2
Vessel must ensure there is no significant difference between load port and disport vessel’s figures.
Incorrect cargo calculation or in transit loses will cause the discrepancy in arrival figures at disport.
Generally, about 0.5% cargo transit loss is acceptable; however, this varies between C/Ps. Contact
Office for difference more than as allowed in C/ P or Owner’s instructions. In case of no clear guidelines,
contact Office if difference is more than 0.3%. Maintain the cargo records during the voyage as per
voyage orders.
Note 3
Mention in vessel’s SOF if any re-gauging / re-calculation is done to verify the possible cause of ship-
shore quantity difference.
Caution
Do not sign the B/L without the written approval of commercial operator if ship-shore discrepancy is over
the threshold described in voyage instructions. Large differences, exceeding 0.3% may require
undertaking an independent survey and/or assistance of the local P&I Club, to protect Owner’s interests.
Delays in Documentation
To prevent delays due to documentation, prepare the required documents in advance.
For any delays from shore, issue LOP, using Company provided OPS form.
Delays during Loading / Discharging

To prevent delays during operations and claims arising from it:
Keep the vessel ready to commence load / discharge on completion of cargo
calculations
During discharge, comply with the C/P stated rate of unloading and required
pressure at manifold
As soon as possible, issue a LOP, if the Terminal is unable to receive the rates or
pressure as per the C/P
Maintain an accurate pumping log including all details of changes in rate and
manifold pressure requested by the shore
Also, maintain accurate records of events in port log and appropriately reflected in
SOF
Protest any delays encountered, which would prolong the loading time/ affect the
vessel’s discharge capability
Cargo ROB at Discharging Port

Comply with instructions issued to vessel regarding quantity and distribution of heel.
Demurrage Claims
Maintain documents to support any delays or restrictions imposed by the Terminal.
Ensure Terminal representative signs all documents.
Note 4
Inform Office if delay is due to failure / inadequate performance of shore Terminal equipment. Issue a
Letter of Protest to the Terminal in writing.
Off-specification Cargo Claims

Most claims are due to cargo quality.
The quality can get affected if contamination by impurities/ moisture, residues of previous
cargoes, vapour contamination between grades, inadequate or improper tank cleaning
procedures, etc.
To prevent claims for off spec cargoes:
Comply with Charterer's instructions / yard procedure / industry cleaning guidelines
for tank preparation/ cleaning
Follow correct sampling procedure and maintain records
Inform Charterer and Owner of any claims arising due to off-spec cargo
If advised by Owner, arrange for P&I club surveyor and collect samples as per
surveyor's advice
Issue an LOP denying any liability, comment the same on any protest received
Collection of Evidence
Proper evidence collected by the vessel leads to successful resolution of claims.
Keep simple, clear, precise and methodical records. Use of legal wordings is not necessary.
Judges and arbitrators place a lot of importance on documentation and other evidence from
a vessel. Proper records prove that the vessel is operated in a “seamanlike” manner,
making it more likely for a decision in favour of the Owners.
As soon as possible, Master must collect the documents and evidence required for different
types of claims and disputes as below:
Update with unambiguous entries.

Logbooks Strike off any error by a single line such that it is legible for
reading. Do not use whitener. Initial it after correcting.
Master to record statements as soon as possible of all crew

members (including self) involved in or witness to any
serious incident, before their recollection of events begins to
fade or gets influenced by others.
Ensure statements / reports are:
• Truthful, concise, factual and objective
Master’s and • Without omission of any relevant information
Crew Statements • In a chronological order, as the event occurred
• Only stating what was personally witnessed (seen, heard
and done) by themselves – it must not state personal
opinions, assumptions, conclusions or be influenced by
what was overheard or told to by others
Master must take statements prior to allowing the
investigator to do so.
A template for witness statements is provided in GCM Annex.
The template is only a guidance and the actual statements
should be logical to the rank and responsibilities of the

respective persons.
Master’s report Follow guidance given in the next section.
If available, photographs of before and after condition of the

equipment are very helpful for any claim.
Wherever possible, supplement the documents with
photographic evidence.
Possible situations where photographic evidence is useful:
Photographs • Heavy weather encountered during the passage
• Oil pollution
• Tank condition after inspection/ cleaning
• Damaged equipment
Label back of the photograph with – vessel’s name, date and
details explaining the photograph
Pocket and Diary / rough notebooks and other logs such as port logs are
notebooks of the used as evidence. Ensure that they have factual information in
crew them .
Maintain necessary documents as mentioned in GCM chapter

‘Cargo Documents’, additionally include other documents which
will help in defending cargo claims, such as cargo stowage and
Cargo operation plans, temperature log, pumping log, shore documents
documents given to vessel, port log, logbooks, weather reports, cargo
correspondence with Charterers, Shippers, Agents stevedores,
super-cargo or any person or organisation involved in cargo
handling operations.
Note 5
During emergencies, refer to the vessel-specific emergency checklist for guidance on evidence
collection.
Preservation of Evidence
Master must ensure:
To preserve and seal all above-mentioned documents, if required.
Documents are not removed, lost, stolen, damaged, distributed or released to
anyone, without authorisation.
To preserve any materials involved in the incident. This is particularly important in
the case of personal injury claims and in failure of vessels equipment. For
example, samples of broken wires, broken / damaged pieces of equipment etc.
Note 6
For any navigational occurrence, ensure the data from the VDR, ECDIS or any other recording devices is
backed-up or scanned promptly.
Master’s Report for Cargo Claim

Make a Master’s report for every cargo claim.
Below is a list of contents required in a Master’s report for cargo claims.
Most of the details, especially first 2 sections, will be required to be included for most
incidents. Include relevant information as required for other claims.
Name, home address and telephone number
Age and date of birth
Details of Master Details of competency certificate, with first and subsequent
seagoing experience
Date of joining and assuming the command of the vessel
Keep this information on a separate sheet, as it is useful for other
purposes as well.
Details of the In addition, attach copies of general arrangement and capacity plans (or
vessel parts of them). This is to show details of bilge, sounding, air pipes,
positions of tanks etc. Attach a list of vessel’s navigation equipment, if
applicable.
Previous cargo carried
Details of
Ballast distribution
preliminary
Condition of tanks prior to loading, including brief details of tank
voyage to load
preparation
port
Cargo system pre-loading checks
Date / time of arrival and berthing
Pre-arrival meeting & ship-shore transfer agreement
Name of cargo surveyor and details of tank gauging
Details of loading / discharging – use of cargo equipment, vapour
Details of
return etc.
loading /
Whether or not Shipper / Charterer provided cargo details
discharging
Quantities loaded / discharged
operation
Stoppages or delays, if any
Any problems with Agents
Name and address of local Agent
Weather conditions
An abstract of the deck logbook
Daily monitoring records for ullages / temperature / gas
Details of laden monitoring
passage from Details of loss, shortage or damage to cargo
deck logbook Cargo Care during voyage
Weather conditions – wind force and sea state
Air and sea water temperatures
When was it first observed and by whom
Details of loss or
Any joint inspections conducted including names and parties
shortage of cargo
involved
Documents Required for Claims due to Failure of Vessel Machinery

Inform Office of any damage which affects seaworthiness or efficiency immediately.
Exercise due diligence in detecting such damages. Following documents are required to
defend such claims:
Damage Report
Preserve the damaged part for future inspection and analysis carefully tagged with
all details (name of the part, date, place etc.)
Photos of the damages or damaged part
Details of the equipment condition prior to damage such as survey, maintenance,
overhaul, running hours and condition reports
Copy of deck and engine logbooks and statement of personnel present at the time
of failure
Note of Protest
Reports from underwriters, Class, Owners, surveyors including the names of
persons making the report
Details of temporary repairs including, work done by vessel or shore labour or of
work done in preparation of repairs – for example, tank cleaning.
List of spares and stores used in preparation, replacement and repair of damaged
equipment
Details of personnel involved in repair including man hours spent and any costs
incurred such as overtime or special payments
If the damage causes any delay, deviation or stoppage, collect the following additional
documents:
Full details of deviation including extra distance, fuel consumed and time lost. In
case of slow steaming, this will be estimated time lost.
All correspondence with any party on off-hire and deviation
When there is a delay in port, written permission from port authority to stay at
berth. This may avoid penalty charges for occupation of the berth.
Documents Required for Damage to Fixed or Floating Objects

Damage to any port property leads to very high value claims. Immediately inform Office of
any such occurrence or suspected occurrence while arriving or departing port.
Collect the following details / documents:
Time and location with prevailing weather conditions including visibility, tides and current.
Documents concerning vessels movement such as movement books, course
recorder, helm movements, engine logs, deck logs
Statements from personnel involved
Details of the damaged objects, photos, description and details of the object such
as if the object was new/ old, illuminated/ not illuminated etc.
Handling 3rd Party Surveyors / Inspectors

Master must brief the staff to ensure compliance with below guidelines.
Do not allow access to surveyors and inspectors without authorisation from Office. Politely
refuse any unannounced visitors and request authorisation from Office if required.
Office will advise Master about attendance of authorised with respect to any incident, along
with their identity and the extent of access allowed to them.
Record the attendances with date, time, name, company and whom they are representing.
Provide unrestricted access to any surveyor appointed on Owner’s behalf.

Restrict access to any 3rd party surveyors as per below guidelines:
A responsible officer must always accompany all 3rd party surveyors
The accompanying officer must be aware of the extent of access allowed to the
surveyor / inspector and ensure that they do not exceed this restriction
Restrict 3rd party surveyors to examination of the damage, physical material or
equipment related to accident or occurrence
Allow measurements and photographs of the damaged area or physical material
or equipment
Provide the basic vessel's particulars
Do not give any statements or copies of the vessel's logs, records, charts or any
documents or evidence of any nature – politely request them to ask Office
Do not allow them to interview anyone (Master, Officers or Ratings) or engage in
any discussion or conversation with anyone
If any information or records are required, they must furnish a list to Master who
must seek Office permission for further action
Deal all attending surveyors and inspectors with professional courtesy. Be firm
and do not be coaxed or threatened into granting more access or information
than authorised by Owners or the Office.
On completion, make a report of the attendance, including the scope of their activities on
board, remarks, findings, and comments on the findings. Also, state the documents and
data provided, etc.
As soon as possible, send this report to Office along with copies of business cards.
Note 7
Do not release any SMS related documents to 3rd party unless allowed by Office. For example, audit
reports, Vessel Manager’s inspection reports, records of internal reviews, shipboard safety and
management committee meetings, accident/ incident investigation reports etc.
Caution
If any claim or notice is served, sign the same with remarks “Signed for receipt only without prejudice to
the Owners/ vessel’s rights and without admission or acceptance of any liability”.
Handling Port Authorities

In case of an incident, the port state officials can examine, take measurements and
photograph the damages, material or equipment, directly relevant to the incident.
If requested, give the basic vessel’s particulars.
For any other evidence/ documents/ statements required, port officials must provide a list to
Master. Discuss this list and take Office permission, prior to providing so.
When permitted, follow the procedures as per H&S chapter ‘Investigation Process’.
Additionally, ensure the following:
Establish the identity of the person before making a statement
The person making a statement must already have made a statement to Master
Caution
Ensure that crew is instructed not to pass any casual remarks or state their opinions to anyone.

CL: GCM Annex 1
RA: Masters Role In Collecting Evidence.
WI:
FORM: Various OPS Forms, as applicable
8.7 VESSEL INSURANCE
Purpose
To outline an overview of the types of insurance covers and items covered under them.
Insurance for Vessels

Insurance cover is available from ‘Protection and Indemnity (P&I) Clubs’ and ‘Hull and
Machinery’ insurance.
The amount of premium to be paid depends on the level of claims made in the fleet within
the previous 4 years and the current year. Any claims would lead to higher premium, for the
Owner, in the following year.
In case of an incident or a likely incident, immediately inform Operations Department. They
will advise a reference number. Use this reference number for all further communication.
For evidence collection, refer to vessel-specific emergency checklists and GCM chapter
‘Claims and Disputes’.
Note 1
Insurance covers are always subject to a deductible. Insurance will not pay for any claims that are lesser
than the deductible value. In such cases, the Owner will bear all costs. Insurance only covers the claims
more than the deductible value.
Note 2
Insurance does not relieve the vessel of her duty to take all possible action to reduce losses.
Protection and Indemnity Clubs (P&I)

P&I insurance supplements a vessel's standard hull policy. It covers the legal liability risks
in the operation of the vessel.
P&I Club provide the vessel with a Certificate of Entry, List of Correspondents and
Rulebook, generally within a few weeks of entry / renewal. Inform Office if not received /
available on board.
The P&I policy generally starts from 20th February and is valid for a year.
P&I Clubs covers the following liabilities arising from:
Seamen (death, personal injury and illness)
3rd Parties (stevedores/ Agents)
Passengers and supernumeraries
Life salvage and persons in distress
Stowaways, deserters and refugees
Collisions, which are not covered under the H&M policy
Towage contracts
Pollution
Damage to piers, wharves or other stationery objects
Diversion of the vessel
Liabilities consequent to General Average
Fines imposed on the vessel due to innocent breaches of laws
Fines or penalties resulting from acts of barratry, including smuggling by servants
of the Owners
Quarantine expenses
Cargo
Pre-loading surveys for cargo – for example, steel cargoes
Damage/ loss of items on board owned by 3rd parties

Cost of Government inquiries
Note 3
The Master must immediately consult the Office and request a P&I Correspondent to attend the vessel,
when situations may likely result in a liability claim.
Hull Underwriters (H&M)

Hull and machinery policy covers all risks of accidental physical loss of or damage to the
insured vessel.
Generally, Office contacts the H&M insurers.
In order to make a claim, the damage should have been caused by an insured peril such as:
Damage to vessel’s hull or machinery due to collision/ contact, stranding,
grounding, heavy weather or fire, i.e. Particular Average
Damage to fixed and floating objects resulting from a collision/ contact, only for
vessels covered by the H & M underwriters for 4/4ths RDC (Running down clause)
and FFO (Fixed & Floating Objects)
In case any extraordinary sacrifice or expenditure is voluntarily and reasonably
made by the vessel for the safety of vessel and her cargo from a maritime peril in a
common maritime adventure, i.e., in General Average
For salvage assistance and advice
Perils of the seas, rivers, lakes or other navigable waters
Fire and explosion
Violent theft by persons outside the vessel
Jettison
Piracy
Contact with aircraft or similar objects, or objects falling from aircraft
Contact with land conveyances, docks or harbour equipment or installations
Earthquake, volcanic eruption or lighting
Arising from accidents in loading, discharging or shifting cargo or fuel
Bursting of boilers, breakage of shafts or any latent defect in the machinery or hull
Barratry of Master, Officers and crew
Negligence of Master, Officers, Crew or Pilots
Negligence of repairers or Charterers
Pollution hazards, including damage to vessel caused by preventive measures
War Risk Area

Actions for vessels transiting / docked in an area when war is declared (war risk):
Using all available means ensure the safety of the vessel / crew and seek
assistance from diplomatic sources ashore
Contact the Office immediately for advice
Prepare to leave the area as soon as possible, without jeopardising crew safety
Note 4
To ensure coverage, advise the underwriters well in advance, of the vessel’s intention to call at a port or
area within the exclusion zone. Use Company provided OPS Form.
Caution
Strictly follow all instructions, when intercepted by military units.
General Average
There is a general average act when, any extraordinary sacrifice or expenditure is
intentionally and reasonably made, for preserving from peril, the property involved in a
common maritime adventure.
Examples of General Average act are:
Cargo jettisoned to re-float a vessel or to prevent capsize
Machinery damage sustained during re-floating operations
Cost of salvage operations
Cost of entering, staying at and leaving a port of refuge
In situations requiring the General Average Act, Master must:
Take all reasonable steps to avoid danger and minimise consequences
As soon as possible, inform Office so that they can provided the required
resources and proper advice to the vessel
Maintain a detailed record of all the actions taken as per Emergency Contingency
Manual, vessel-specific emergency checklists
Collect all evidence as required
Issue Note of Protest; for details, refer to GCM chapter ‘Cargo Documents’.

CL: Masters Role In Collecting Evidence.
RA:
WI:
FORM: OPS/GAS/14
ANNEX 1 WITNESS STATEMENT TEMPLATE
(Use example of this template for preparing statements on board)
M.V. “……………………………………..”
WITNESS STATEMENT OF CHIEF OFFICER

………………………………………
Taken at Sea between …………...and …………..on …… June 2011
I, ………………[full name]….……, residing at…[insert full residential address]…. , [Country], state:
1. I am the Chief Officer of "M/V…………………." and I was on board at the time of the occurrence
of .............[state incident]…………………………. …………………..on …..th June 2011.
2. I am an ….. national and my date of birth is …th………. 19….
3. I began my sea career in …. as a [Deck Cadet] and for the next ….. years
completed ………………………….. after which I joined as a …………….. I sailed for ……….. as
a [Third Officer] consisting of several months on board a [bulk carrier] and the remaining time
on board a [container ship]. I have been serving on container ships since ……………….
In ………. I was promoted to Chief Officer on board "M/V………….", which I served on
for ………….. This was followed by ………[years/months]…. service on the "M/V………."
followed by a further …[years/months]… on board "M/V…….". My last vessel, before joining this
vessel, was the "M/V…….." which I served on for ….[years/months]….
4. [I hold an ( Country issuing the license) Class 1 (Deck Officer) Certificate of Competency
No ……………, which is endorsed in accordance with the STCW Convention for service as
Master without limitation in terms of size of vessel and trade. My Certificate is dated ...st…….20..
and is valid until …..th……20…….]
5. I joined "M/V….………" at ………. on ………..20…. Having been employed through Anglo-

Eastern for the last ……… years I am very familiar with their safety management system and
on board procedures.
6. In addition to keeping the ……4 – 8…… watch at sea I am responsible for all cargo operations
and therefore am on 24 hour call when the ship is in port, when the Second and Third Officers
work a .6…hours on, ..6 hours off watch system together with two deck ratings.
7. The incident to which this statement relates concerns ………..[describe incident]…..
8. We commenced loading at ……..on …st June 2011 and ……………..[describe events

witnessed]…………………………………………………………………………………
ANNEX 1 WITNESS STATEMENT TEMPLATE
9. Further [………………………..] were found to have been caused, which were all reported to the
Master.
STATEMENT OF TRUTH
I confirm that the contents of this statement are true to the best of my knowledge and belief.
……………………………
………………………
Dated
ANNEX 2 STANDARD FORMS OF LOI FOR DELIVERY OF CARGO
1. Standard forms of Letters Of Indemnity (LOI)

Standard forms of Letters of Indemnity to be given in return for:
Delivery of cargo without production of the original Bill of Lading
Delivery of cargo at a port other than that stated in the Bill of Lading
Delivery of cargo at a port other than that stated in the Bill of Lading and without
production of the original Bill of Lading
2. Description
In December 1998, in common with other Clubs in the International Group, the association
issued a Circular to Members recommending revised wordings of the standard form Letters
of Indemnity for use by Members in circumstances where they are requested to deliver
cargo without production of the original Bill of Lading and/or to deliver cargo at a port other
than that stated in the Bill of Lading.
As a result of comment from ship owners and ship owner’s organisations, a further review of
the wordings has been undertaken and further modifications to the standard wordings have
now been made. Moreover, discussions have taken place between the International Group
and the British Bankers’ Association (BBA) and a separate standard wording has been
agreed on the basis of which banks members of the BBA will now be prepared in principle
to join in the Letters of Indemnity while, through the auspices of the International Chamber
of Commerce, the BBA will endeavour to promote this agreed standard wording within the
international business community. The BBA has also given its general approval to this
Circular.
In consequence of the agreement reached with the BBA, the three recommended standard
form Letters of Indemnity are now issued in two versions: INT GROUP A (for delivery of
cargo without production of the original Bill of Lading), INT GROUP B (for delivery of cargo
at a port other than that stated in the Bill of Lading against production of at least one original
Bill of Lading), and INT GROUP C (for delivery of cargo at a port other than that stated in
the Bill of Lading and without production of the original Bill of Lading) for use when the
commercial party requesting delivery (the “Requestor”) will alone be signing the Letter of
Indemnity, and INT GROUP AA, INT GROUP BB and INT GROUP CC for use when a bank
will be joining in the Letter of Indemnity and which forms incorporate, in addition to the same
indemnities given by the Requestor under INT GROUP A, B and C, the separate standard
wording agreed with the banks.
The principal features of the wordings are explained below.
Financial Limit
• The liability of the Requestor should generally not be limited. However, where a bank
is to join in the Letter of Indemnity it will generally insist upon a fixed monetary limit.
The amount of the limit must be a matter for negotiation in order that it properly reflects
the potential exposure in the particular circumstances, taking into account, inter alia,
the sound market value of the cargo at the time of delivery, but it is recommended that
the limit should be a minimum of 200% of the sound market value of the cargo at the
time of delivery.
Duration of security
• Under INTO GROUP A and AA, the liability of the requestor (and, hence, the bank
under AA) terminates upon the delivery of all original Bill of Lading to the shipowner.
If the original Bill of Lading are not delivered to the shipowner, the Requestor’s liability
under the Letter of Indemnity continues.
• Subject to delivery of all original Bill of Lading as stated, and to the two exceptions
described below, the bank’s liability under INT GROUP AA is for an initial period of
six years, but which is automatically renewable from time to time for further periods of
two years at the request of the shipowner. The exceptions are (1) that, rather than
agree to an extension of its liability, the bank has the option of discharging its liability
by paying the maximum amount payable under its indemnity and (2) that, in the event
of a demand being made by the shipowner to the bank for payment under the
indemnity before the termination date, or in the event of the bank being notified by the
shipowner of the commencement of legal proceedings against the shipowner before
the termination date, the liability of the bank will continue until the demand has been
paid or the legal proceedings have been concluded, the bank, if called upon so to do,
paying the amount of any judgement or settlement payable by the shipowner if the
Requestor has failed to do so.
• Under INT GROUP B, C, BB and CC, since it is possible for a claim to be pursued
against a shipowner for delivering cargo at a port other than that stated in the Bill of
Lading despite cargo being delivered against production of the original Bill of Lading,
or all original Bill of Lading being subsequently delivered to the shipowner (in
particular, in circumstances where a Charterer may require a cargo owner to receive
his cargo at such other port against his wishes and request the shipowner to
accommodate his request), the liability of the Requestor will continue until it can be
established to the satisfaction of the shipowner that no such claim will be made.
Accordingly, unless the shipowner is satisfied that no claim of this nature will be made,
the liability of the bank under INT GROUP BB and CC will be as described under INT
Group AA above.
Scope of security
• The Requestor is obliged to provide bail or other security not only to prevent or lift the
arrest of the ship the subject matter of the indemnity, but also any other ship in the
same or associated ownership, management or control. In addition, the Requestor is
obliged to provide bail or other security to prevent interference in the use or trading of
the ship, such as a caveat being entered on the ship’s registry to prevent the sale of
the ship the subject matter of the indemnity.
• Where a bank joins in the Letter of Indemnity it will generally not agree to provide bail
or other security. However, the bank will pay any amount up to the limit of its liability
under the Letter of Indemnity in order to enable the shipowner to arrange the provision
of security if the Requestor fails to provide bail or other security.
Tankers
• A provision designed to give greater security to tankers has been incorporated,
whereby requested delivery of a bulk liquid or gas cargo to a terminal or facility, or to
another ship, lighter or barge is to be deemed to be delivery to the party to whom
delivery has been requested.
Members are again reminded that, unless the Directors otherwise determine, there is no
cover in respect of liabilities arising out of the delivery of cargo without production of the
original Bill of Lading and/or delivery at a port other than that stated in the Bill of Lading and
that, in such circumstances, Members are strongly advised to ensure that they are fully
satisfied with the financial standing of those who are to issue these indemnities.
The standard form Letters of Indemnity are designed to cover a broad range of trades and
operations, and Members may wish to modify the standard forms to suit particular
requirements. However, in this event, it must be appreciated that if a bank is to join in the
Letter of Indemnity there may be limited scope for amendment, and that the Requestor’s
bank will have to be consulted if any material change is contemplated. The Managers will
be pleased to advise Members regarding any proposed modification.
Finally, it is not uncommon for Members to be requested by Charterers to agree clauses in
Charter Parties which expressly provide for the delivery of cargo without production of Bill of
Lading and / or at ports other than those stated in the Bill of Lading against Letters of
Indemnity. Members are strongly advised not to accept such clauses and it is
recommended that Members seek advice from the Managers before responding to such
requests.
INT GROUP A
STANDARD FORM LETTER OF INDEMNITY TO BE GIVEN IN RETURN FOR DELIVERING CARGO

WITHOUT PRODUCTION OF THE ORIGINAL BILL OF LADING
[Insert Date]
To: [Insert name of Owners]

The Owners of the [Insert name of ship]
[Insert address]
Dear Sirs
Ship: [Insert name of ship]
Voyage: [Insert load and discharge ports as stated in bill of lading]
Cargo: [Insert description of cargo]
Bill of lading: [Insert identification numbers, date and place of issue]
The above cargo was shipped on the above ship by [insert name of shipper] and consigned to [insert
name of consignee or party to whose order the bill of lading is made out, as appropriate] for delivery at
the port of [insert name of discharge port stated in the bill of lading] but the bill of lading has not arrived
and we, [insert name of party requesting delivery], hereby request you to deliver the said cargo to [insert
name of party to whom delivery is to be made] or such party as you believe to be or to represent [insert
same name] or to be acting on behalf of [insert same name] at [insert place where delivery is to be made]
without production of the original bill of lading.
In consideration of your complying with our above request, we hereby agree as follows:-
1. To indemnify you, your servants and agents and to hold all of you harmless in respect of any liability,
loss, damage or expense of whatsoever nature which you may sustain by reason of delivering the
cargo in accordance with our request.
2. In the event of any proceedings being commenced against you or any of your servants or agents in
connection with the delivery of the cargo as aforesaid, to provide you or them on demand with
sufficient funds to defend the same.
3. If, in connection with the delivery of the cargo as aforesaid, the ship, or any other ship or property in
the same or associated ownership, management or control, should be arrested or detained or should
the arrest or detention thereof be threatened, or should there be any interference in the use or trading
of the vessel (whether by virtue of a caveat being entered on the ship’s registry or otherwise
howsoever), to provide on demand such bail or other security as may be required to prevent such
arrest or detention or to secure the release of such ship or property or to remove such interference
and to indemnify you in respect of any liability, loss, damage or expense caused by such arrest or
detention or threatened arrest or detention or such interference, whether or not such arrest or
detention or threatened arrest or detention or such interference may be justified.
4. If the place at which we have asked you to make delivery is a bulk liquid or gas terminal or facility, or
another ship, lighter or barge, then delivery to such terminal, facility, ship, lighter or barge shall be
deemed to be delivery to the party to whom we have requested you to make such delivery.
5. As soon as all original bills of lading for the above cargo shall have come into our possession, to
deliver the same to you, or otherwise to cause all original bills of lading to be delivered to you,
whereupon our liability hereunder shall cease.
6. The liability of each and every person under this indemnity shall be joint and several and shall not be
conditional upon your proceeding first against any person, whether or not such person is party to or
liable under this indemnity.
7. This indemnity shall be governed by and construed in accordance with English law and each and
every person liable under this indemnity shall at your request submit to the jurisdiction of the High
Court of Justice of England.
Yours faithfully
For and on behalf of
[insert name of requestor]
The Requestor
…………………………………
Signature
INT GROUP AA
STANDARD FORM LETTER OF INDEMNITY TO BE GIVEN IN RETURN FOR DELIVERING

CARGO WITHOUT PRODUCTION OF THE ORIGINAL BILL OF LADING INCORPORATING A
BANK’S AGREEMENT TO JOIN IN THE LETTER OF INDEMNITY
To : [insert name of Owners] [insert date]

The Owners of the [insert name of ship]
[insert address]
Dear Sirs
Ship: [insert name of ship]
Voyage: [insert load and discharge ports as stated in the Bill of Lading]
Cargo: [insert description of cargo]
Bill of Lading: [insert identification numbers, date and place of issue]
name of consignee or party to whose order the Bill of Lading is made out, as appropriate] for delivery
at the port of [insert name of discharge port stated in the Bill of Lading] but the Bill of Lading has not
arrived and we, [insert name of party requesting delivery], hereby request you to deliver the said cargo
to "X [name of the specific party] or to such party as you believe to be or to represent X or to be acting
on behalf of X" at [insert place where delivery is to be made] without production of the original Bill of
Lading.
In consideration of your complying with our above request, we hereby agree as follows :-
1. To indemnify you, your servants and agents and to hold all of you harmless in respect of any
liability, loss, damage or expense of whatsoever nature which you may sustain by reason of
delivering the cargo in accordance with our request.
2. In the event of any proceedings being commenced against you or any of your servants or agents
in connection with the delivery of the cargo as aforesaid, to provide you or them on demand with
sufficient funds to defend the same.
3. If, in connection with the delivery of the cargo as aforesaid, the ship, or any other ship or property
in the same or associated ownership, management or control, should be arrested or detained or
should the arrest or detention thereof be threatened, or should there be any interference in the
use or trading of the vessel (whether by virtue of a caveat being entered on the ship’s registry or
otherwise howsoever), to provide on demand such bail or other security as may be required to
prevent such arrest or detention or to secure the release of such ship or property or to remove
such interference and to indemnify you in respect of any liability, loss, damage or expense caused
by such arrest or detention or threatened arrest or detention or such interference, whether or not
such arrest or detention or threatened arrest or detention or such interference may be justified.
4. If the place at which we have asked you to make delivery is a bulk liquid or gas terminal or facility,
or another ship, lighter or barge, then delivery to such terminal, facility, ship, lighter or barge shall
be deemed to be delivery to the party to whom we have requested you to make such delivery.
5. As soon as all original Bill of Lading for the above cargo shall have come into our possession, to
deliver the same to you, or otherwise to cause all original Bill of Lading to be delivered to you,
whereupon our liability hereunder shall cease.
6. The liability of each and every person under this indemnity shall be joint and several and shall
not be conditional upon your proceeding first against any person, whether or not such person is
party to or liable under this indemnity.
Yours faithfully
[insert name of Requestor]
The Requestor
…………………………………
Signature
We, [insert name of the Bank], hereby agree to join in this Indemnity providing always that the Bank’s
liability:-
1. shall be restricted to payment of specified sums of money demanded in relation to the Indemnity
(and shall not extend to the provision of bail or other security)
2. shall be to make payment to you forthwith on your written demand in the form of a signed letter
certifying that the amount demanded is a sum due to be paid to you under the terms of the
Indemnity and has not been paid to you by the Requestor or is a sum which represents monetary
compensation due to you in respect of the failure by the Requestor to fulfil its obligations to you
under the Indemnity. For the avoidance of doubt the Bank hereby confirms that:-
(a) such compensation shall include, but not be limited to, payment of any amount up to the
amount stated in proviso 3 below in order to enable you to arrange the provision of security
to release the ship (or any other ship in the same or associated ownership, management
or control) from arrest or to prevent any such arrest or to prevent any interference in the
use or trading of the ship, or other ship as aforesaid, and
(b) in the event that the amount of compensation so paid is less than the amount stated in
proviso 3 below, the liability of the Bank hereunder shall continue but shall be reduced by
the amount of compensation paid.
3. shall be limited to a sum or sums not exceeding in aggregate [insert currency and amount in
figures and words]
4. subject to proviso 5 below, shall terminate on [date six years from the date of the Indemnity) (the
‘Termination Date’), except in respect of any demands for payment received by the Bank
hereunder at the address indicated below on or before that date.
5. shall be extended at your request from time to time for a period of two calendar years at a time
provided that:-
a) the Bank shall receive a written notice signed by you and stating that the Indemnity is
required by you to remain in force for a further period of two years, and
b) such notice is received by the Bank at the address indicated below on or before the then
current Termination Date.
Any such extension shall be for a period of two years from the then current Termination Date
and, should the Bank for any reason be unwilling to extend the Termination Date, the Bank shall
discharge its liability by the payment to you of the maximum sum payable hereunder (or such
lesser sum as you may require).
However, in the event of the Bank receiving a written notice signed by you, on or before the then
current Termination Date, stating that legal proceedings have been commenced against you as
a result of your having delivered the said cargo as specified in the Indemnity, the Bank agrees
that its liability hereunder will not terminate until receipt by the Bank of your signed written notice
stating that all legal proceedings have been concluded and that any sum or sums payable to you
by the Requestor and/or the Bank in connection therewith have been paid and received in full
and final settlement of all liabilities arising under the Indemnity.
6. shall be governed by and construed in accordance with the law governing the Indemnity and the
Bank agrees to submit to the jurisdiction of the court stated within the Indemnity.
It should be understood that, where appropriate, the Bank will only produce and deliver to you all original
Bill of Lading should the same come into the Bank’s possession, but the Bank agrees that, in that event,
it shall do so.
The Bank agrees to promptly notify you in the event of any change in the full details of the office to which
any demand or notice is to be addressed and which is stated below and it is agreed that you shall also
promptly notify the Bank in the event of any change in your address as stated above.
Please quote the Bank’s Indemnity Ref ……………………… in all correspondence with the Bank and
any demands for payment and notices hereunder.
Yours faithfully
[insert name of bank]
[insert full details of the office to which any demand or notice is to be addressed]
…………………………….
Signature
INT GROUP B

AT A PORT OTHER THAN THAT STATED IN THE BILL OF LADING
[Insert Date]

[Insert address]
Dear Sirs
the port of [insert name of discharge port stated in the bill of lading] but we, [insert name of party
requesting substituted delivery] hereby request you to order the ship to proceed to and deliver the said
cargo or such party as you believe to be or to represent [insert same name] or to be acting on behalf of
[insert same name] at [insert name of substitute port or place of delivery] against production of at least
one original bill of lading.
loss, damage or expense of whatsoever nature which you may sustain by reason of the ship
proceeding and giving delivery of the cargo against production of at least one original bill of lading in
accordance with our request.
connection with the ship proceeding and giving delivery of the cargo as aforesaid, to provide you or
them on demand with sufficient funds to defend the same.
Yours faithfully
The Requestor
…………………………………
Signature
INT GROUP BB

AT A PORT OTHER THAN THAT STATED IN THE BILL OF LADING INCORPORATING A BANK’S
AGREEMENT TO JOIN IN THE LETTER OF INDEMNITY
To: [insert name of Owners] [insert date]

[insert address]
Dear Sirs
Bill of Lading: [insert identification number, date and place of issue]
name of consignee or party to whose order the Bill of Lading is made out, as appropriate] for
delivery at the port of [insert name of discharge port stated in the Bill of Lading] but we, [insert
name of party requesting substituted delivery], hereby request you to order the ship to proceed to
and deliver the said cargo at [insert name of substitute port or place of delivery] against production
of at least one original Bill of Lading.
1. To indemnify you, your servants and agents and to hold all of you harmless in respect of any
liability, loss, damage or expense of whatsoever nature which you may sustain by reason of the
ship proceeding and giving delivery of the cargo against production of at least one original Bill of
Lading in accordance with our request.
2. In the event of any proceedings being commenced against you or any of your servants or agents
in connection with the ship proceeding and giving delivery of the cargo as aforesaid, to provide
you or them on demand with sufficient funds to defend the same.
3. If, in connection with the delivery of the cargo as aforesaid, the ship, or any other ship or property
in the same or associated ownership, management or control, should be arrested or detained
or should the arrest or detention thereof be threatened, or should there by any interference in
the use or trading of the vessel (whether by virtue of a caveat being entered on the ship’s registry
or otherwise howsoever), to provide on demand such bail or other security as may be required
to prevent such arrest or detention or to secure the release of such ship or property or to remove
such interference and to indemnify you in respect of any liability, loss, damage or expense caused
by such arrest or detention or threatened arrest or detention or such interference, whether or not
such arrest or detention or threatened arrest or detention or such interference may be justified.
4. The liability of each and every person under this indemnity shall be joint and several and shall
not be conditional upon your proceeding first against any person, whether or not such person is
party to or liable under this indemnity.
5. This indemnity shall be governed by and constructed in accordance with English law and each
and every person liable under this indemnity shall at your request submit to the jurisdiction of the
High Court of Justice of England.
Yours faithfully
The Requestor
………………………………….
Signature
liability:-
amount stated in proviso 3 below in order to enable you to arrange the provision of
security to release the ship (or any other ship in the same or associated ownership,
management or control) from arrest or to prevent any such arrest or to prevent any
interference in the use or trading of the ship, or other ship as aforesaid, and
(b) in the event that the amount of compensation so paid is less than the amount sated in
figures and words]
4. subject to proviso 5 below, shall terminate on [date six years from the date of the Indemnity]
(the `Termination Date’), except in respect of any demands for payment received by the Bank
provided that:-
(a) the Bank shall receive a written notice signed by you and stating that the Indemnity is
(b) such notice is received by the Bank at the address indicated below on or before the then
Any such extension shall be for a period of two years from the then current Termination Date
and, should the Bank for any reason be unwilling to extend the Termination Date, the Bank shall
discharge its liability by the payment to you of the maximum sum payable hereunder (or such
lesser sum as you may require).
current Termination Date, stating that legal proceedings have been commenced against you as
a result of your having delivered the said cargo as specified in the Indemnity, the Bank agrees
that its liability hereunder will not terminate until receipt by the Bank of your signed written notice
stating that all legal proceedings have been concluded and that any sum or sums payable to you
by the Requestor and/or the Bank in connection therewith have been paid and received in full
and final settlement of all liabilities arising under the Indemnity.
Bill of Lading should be the same come into the Bank’s possession, but the Bank agrees that, in that
event, it shall do so.
Please quote the Bank’s Indemnity Ref …………………… in all correspondence with the Bank and any
demands for payment and notices hereunder.
Yours faithfully
………………………………..
Signature
INT GROUP C

AT A PORT OTHER THAN THAT STATED IN THE BILL OF LADING AND WITHOUT PRODUCTION
OF THE ORIGINAL BILL OF LADING
[Insert Date]

[Insert address]
Dear Sirs
The above cargo was shipped on the above vessel by [insert name of shipper] and consigned to [insert
the port of [insert name of discharge port stated in the bill of lading] but we, [insert name of party
requesting substitute delivery] hereby request you to order the vessel to proceed to and deliver the said
cargo [insert name of substitute port or place of delivery] to [insert name of party to whom delivery is to
be given] or to such party as you believe to be or to represent [insert same name] or to be acting on
behalf of [insert same name] without production of the original bill of lading.
proceeding and giving delivery of the cargo in accordance with our request.
5. As soon as all original bills of lading for the above cargo shall have come into our possession, to
deliver the same to you, or otherwise to cause all original bills of lading to be delivered to you.
Yours faithfully
The Requestor
…………………………………
Signature
INT GROUP CC
STANDARD FORM LETTER OF INDEMNITY TO BE GIVEN IN RETURN FOR DELIVERING

CARGO AT A PORT OTHER THAN THAT STATED IN THE BILL OF LADING AND WITHOUT
PRODUCTION OF THE ORIGINAL BILL OF LADING INCORPORATING A BANK’S AGREEMENT
TO JOIN IN THE LETTER OF INDEMNITY
To : [insert name of Owners] [insert date]

[insert address]
Dear Sirs
Bill of Lading: [insert identification number, date and place of issue]
The above cargo was shipped on the above vessel by [insert name of shipper] and consigned to [insert
name of consignee or party to whose order the Bill of Lading are made out, as appropriate] for delivery
at the port of [insert name of discharge port stated in the Bill of Lading] but we, [insert name of party
requesting substituted delivery], hereby request you to order the vessel to proceed to and deliver the
said cargo at [insert name of substitute port or place of delivery] to ["X [name of the specific party] or to
such party as you believe to be or to represent X or to be acting on behalf of X" ] without production of
the original Bill of Lading.
proceeding and giving delivery of the cargo in accordance with our request.
5. As soon as all original Bill of Lading for the above cargo shall have come into our possession, to
deliver the same to you, or otherwise to cause all original Bill of Lading to be delivered to you.
Yours faithfully
The Requestor
…………………………………
Signature
liability:-
amount stated in proviso 3 below in order to enable you to arrange the provision of security
to release the ship (or any other ship in the same or associated ownership, management
or control) from arrest or to prevent any such arrest or to prevent any interference in the
use or trading of the ship, or other ship as aforesaid, and
(b) in the event that the amount of compensation so paid is less than the amount stated in
figures and words]
4. subject to proviso 5 below, shall terminate on [date six years from the date of the Indemnity) (the
‘Termination Date’), except in respect of any demands for payment received by the Bank
provided that:-
a) the Bank shall receive a written notice signed by you and stating that the Indemnity is
b) such notice is received by the Bank at the address indicated below on or before the then
Any such extension shall be for a period of two years from the then current Termination Date and,
should the Bank for any reason be unwilling to extend the Termination Date, the Bank shall discharge
its liability by the payment to you of the maximum sum payable hereunder (or such lesser sum as you
may require).
current Termination Date, stating that legal proceedings have been commenced against you as a
result of your having delivered the said cargo as specified in the Indemnity, the Bank agrees that its
liability hereunder will not terminate until receipt by the Bank of your signed written notice stating that
all legal proceedings have been concluded and that any sum or sums payable to you by the Requestor
and/or the Bank in connection therewith have been paid and received in full and final settlement of all
liabilities arising under the Indemnity.
Bill of Lading should the same come into the Bank’s possession, but the Bank agrees that, in that event,
it shall do so.
Please quote the Bank’s Indemnity Ref ……………………… in all correspondence with the Bank and
any demands for payment and notices hereunder.
Yours faithfully
……………………….
Signature

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Operations Manual (GCM)

Rev Date Prepared By Approved by

S. No. Section No. Contents Rev. Date Rev. No.

1. List of Contents 01-Mar-2020 1

3. Hazards and Precautions

6. Cargo Systems and Equipment

S. No. Section No. Contents Rev. Date Rev. No.

Purpose of the Manual

Manual is reviewed and updated periodically / occasionally. The Company distributes

References Publications / Documents

Forms and checklists: References:

Cargo Watchkeeping Arrangement

Cargo Watchkeeping Arrangement

Personal Protective Equipment (PPE) and Protective Equipment

Notices and Warnings

Type of Cargo Location Description

Access to Cargo Spaces

Decontamination Showers and Eyewash Stations

Compressor Room Entry Procedures

Vessel Helicopter Operation

Forms and checklists: References:

Every point on the diagram represents a hydrocarbon gas/air/inert gas mixture,

Boiling Liquid Expanding Vapour Explosion (BLEVE)

Precautions against Static Electricity

Ship-shore Bonding / Electrical Currents

Prevention of Flammable Gases in Gas-safe Areas

Engine and Boiler Rooms

Auto-ignition / Spontaneous Combustion

Galley Stoves and Cooking Appliances

Electrical Storms (Lightning)

Use of Powered Tools and Hand Tools

Fixed Electrical Equipment and Fittings

Portable Electrical Equipment

Explosion Proof Lights

Regularly check the lights and ensure:

Portable Battery Powered Equipment - Flashlights, Lamps, etc.

Navigation and Communication Equipment

Forms and checklists: References:

Compressor Room Entry Procedures

FLAMMABLE / TOXIC GASES MAY BE PRESENT

Liquefied Gas Cargo

Effects of Low Temperature

Effects Safe Procedures

Effects Safe Procedures

Polymerising Cargoes - Use of Inhibitors / IG Blanket

Take following precautions when handling inhibitors:

Precautions to prevent entry of Free Water in the System

Procedures in case of Hydrate Formation

USING METHANOL AS ANTI-FREEZE

Forms and checklists: References:

Charter Party (C/P)

While calculating the cargo lifting capacity, consider following:

Voyage Instruction / Orders

Cargo Acceptance Criteria

Cargo Not Included in Certificate of Fitness

Vessel with Dual Certificate of Fitness

Cargo Stowage and Operations Plan

When preparing operation plan, consider following:

Cargo Tank Filling Limits