Loading Operations

Prime Tanker Management Inc.
SECTION 09
Cargo Operations
Manual
(010) LOADING OPERATIONS Revision: 07
Eff. Date: 30/04/2021
Contents
1. PURPOSE AND SCOPE ......................................................................................................... 3
2. PROCEDURE.......................................................................................................................... 3
2.1 General ............................................................................................................................................ 3
2.2 Responsibilities ................................................................................................................................ 3
2.3 Watch Composition ......................................................................................................................... 4
2.4 Cargo Transfer Controls & Vapour Pressure Alarm Settings ............................................................... 4
2.4.1 Cargo Transfer Controls .............................................................................................................................................. 4
2.4.2 Vapour Pressure Alarm Settings .................................................................................................................................. 5
2.4.2.1 Vapour Line Alarm Setting ...................................................................................................................................... 5
2.4.2.2 Cargo Tanks with a P/v Valve release pressure 1400mmWG and vacuum at ............................................................. 5
-350mmWG ........................................................................................................................................................................ 5
2.5 Pre-loading ...................................................................................................................................... 6
2.5.1 Ship/Shore Safety Meeting .......................................................................................................................................... 6
2.5.1A Ship/Shore Safety Meeting (Chemical Tanker Specific) ............................................................................................ 7
2.5.1.1 Ship/Shore Safety Checklist (SSSCL)....................................................................................................................... 7
2.5.1.2 Change of Loading Sequence ................................................................................................................................. 11
2.5.2 Terminal Water Depth............................................................................................................................................... 12
2.5.2.1 Periodic Checks of Draft Gauges against Draft Marks ............................................................................................. 12
2.5.3 Tank Inspection ........................................................................................................................................................ 13
2.5.3.1 Tank Inspection–Wall Wash Test (WWT) (Chemical Tanker Specific) ................................................................... 13
2.5.3.2 Tank Cleanliness Certificate (Chemical Tanker Specific) ........................................................................................ 14
2.5.4 Drip Tray Inspection ................................................................................................................................................. 14
2.5.4.1 Drip Tray Inspection- Multiple Reactive Cargoes (Chemical Tanker Specific) ........................................................ 14
2.5.5 Sea valves ................................................................................................................................................................. 14
2.5.6 Pre-cargo Operations Checklist ................................................................................................................................. 14
2.6 Special Cargo Precautions.............................................................................................................. 15
2.6.1 Special Cargo Precautions on Chemical Tankers (Chemical Tanker Specific)............................................................. 15
2.6.2 Toxic Cargoes (IBC) (Chemical Tanker Specific) ...................................................................................................... 15
2.6.3 Self-Reactive Cargoes (Chemical Tanker Specific) .................................................................................................... 15
2.6.4 Corrosive Cargoes (Chemical Tanker Specific).......................................................................................................... 15
2.7 Manifold Connection ..................................................................................................................... 16
2.7.1 Cargo Hoses ............................................................................................................................................................. 16
2.7.1.1 Vessel’s Cargo Hoses (Oil Tanker Specific) ........................................................................................................... 16
2.7.1.1A Vessel’s Cargo Hose (Chemical Tanker Specific) ................................................................................................ 16
2.7.1.2 Submerged Hoses................................................................................................................................................... 17
2.7.1.3 SBM (Oil Tanker Specific) ..................................................................................................................................... 17
2.7.2 Loading Arm (Hard-arm) .......................................................................................................................................... 19
2.7.3 Common Line ........................................................................................................................................................... 19
2.7.4 Closed Loading ......................................................................................................................................................... 19
2.7.4.1 Vapour Return Line................................................................................................................................................ 20
2.7.4.2 P/V Valve .............................................................................................................................................................. 20
2.8 Inerting/ Purging ............................................................................................................................ 21
2.8.1 Closed Loading (Chemical Tanker Specific) .............................................................................................................. 21
2.9 Commencement of Loading ........................................................................................................... 21
2.9.1 Loading Operations................................................................................................................................................... 22
2.9.1.1 Supervision ............................................................................................................................................................ 22
2.9.1.2 Solidifying (Heated) Cargoes ................................................................................................................................. 23
2.9.1.3 Solidifying (Heated) Cargoes (Chemical Tanker Specific) ...................................................................................... 23
2.10 Ullage and Sampling................................................................................................................... 23
2.10.1 Ullage ..................................................................................................................................................................... 23
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Prime Tanker Management Inc. SECTION 09
Cargo Operations
Manual
Eff. Date: 30/04/2021
2.10.2 Sampling Process .................................................................................................................................................... 24

2.10.2.1 Sampling Activity ................................................................................................................................................ 24
2.10.2.2 Sampling Process ................................................................................................................................................. 24
2.10.2.2.1 First Foot sample ............................................................................................................................................... 25
2.10.2.2.2. First Foot Sampling (Chemical Tanker Specific) ............................................................................................... 26
2.10.2.2.3. Manifold Sampling ........................................................................................................................................... 26
2.10.2.2.4 Manifold Sampling (Chemical Tanker Specific) ................................................................................................. 26
2.10.2.3 Final Sample ........................................................................................................................................................ 27
2.10.2.4 Sample Records ................................................................................................................................................... 27
2.11 Loading ...................................................................................................................................... 27
2.11.1 Loading Sequence ................................................................................................................................................... 27
2.11.2 Loading Rates ......................................................................................................................................................... 27
2.11.3 Pressure Surges ....................................................................................................................................................... 28
2.11.4 Changing Cargo Tanks ............................................................................................................................................ 28
2.11.5 Topping- Off........................................................................................................................................................... 28
2.11.5.1 Topping- Off Individual Tanks ............................................................................................................................. 28
2.11.5.2 Topping -Off Final ............................................................................................................................................... 29
2.11.6 Blending (Oil Tanker Specific) ................................................................................................................................ 29
2.11.6.1 Bio-Diesel Blending (Oil Tanker Specific)............................................................................................................ 29
2.11.6.1.1 Blending in Port (Oil Tanker Specific) ............................................................................................................... 29
2.11.6.1.2 Blending outside Port Limits (Oil Tanker Specific) ............................................................................................ 30
2.11.6.1.3 Loading on Top Procedure (LOT) (Oil Tanker Specific) .................................................................................... 30
2.12 Commingling of Cargo (Oil Tanker Specific)............................................................................ 31
2.13 Line Clearing .............................................................................................................................. 32
2.13.1 Blowing the line from Ship to Shore ........................................................................................................................ 32
2.13.2 Blowing the line from Shore to Ship ........................................................................................................................ 32
2.13.3 Blowing the line from Ship to Ship .......................................................................................................................... 33
2.13.4 Pigging ................................................................................................................................................................... 33
2.13.5 Pigging (Chemical Tanker Specific) ........................................................................................................................ 34
2.14 Cargo Hose Disconnecting.......................................................................................................... 34
2.15 Pre-departure .............................................................................................................................. 35
2.15.1 Loaded Ullages ....................................................................................................................................................... 35
2.15.2 Ship/Shore Differences............................................................................................................................................ 35
2.15.3 Vessel Experience Factor (V.E.F) ............................................................................................................................ 35
2.15.4 Dead Freight Claim ................................................................................................................................................. 35
2.15.5 Self-Reactive Cargoes (Chemical Tanker Specific) .................................................................................................. 36
2.16 Cargo Documents and Bills of Lading ........................................................................................ 36
2.17 Early Departure Procedure (EDP) ............................................................................................... 36
2.17.1 Why EDP? Early Departure Procedure................................................................................................................ 36
2.17.2 Early Departure Procedure.................................................................................................................................. 37
2.18 Reporting .................................................................................................................................... 37
3. RECORD ............................................................................................................................... 37
4. RELATED DOCUMENTS .................................................................................................... 38
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1. PURPOSE AND SCOPE

This procedure provides general guidance regarding the Loading operations onboard Oil and Chemical
Tankers, taking into consideration the health, environment and operational hazards of liquid cargoes carried
or likely to be carried on company Vessels.
Every Section of this Manual, includes guidance and procedures which are applicable to both Oil and
Chemical Tankers, as well as guidance and procedures which are Oil Tanker-Specific or Chemical Tanker-
specific, identified by a “Colour Code” which is detailed in Section 01-“Purpose and Scope”.
2. PROCEDURE
2.1 GENERAL
The Loading Operation is always a High-Risk Operation, due to the nature of the cargo operated.
The Vessel’s Master and Officers must strictly comply with all Company, Port and Statutory
Regulations when transferring Cargo.
2.2 RESPONSIBILITIES
(This paragraph also applies to SECTION 12-“Discharging Operations” §2.1.1- of this Manual)
Master The Master is accountable for the cargo operations ,ensuring that
they are carried out in full compliance with Company procedures,
and the relevant Rules and regulations as per MARPOL ( Annex I or
Annex II ) TSG, TSG-C
Chief Officer The Chief Officer is responsible for the cargo operations
Officer of the Watch The OOW is responsible for the cargo operation on order of the
( OOW)
Chief Officer
Chief Engineer The Chief Engineer is accountable that all machinery required is
working in safe manner
Duty Engineer The Duty Engineer is responsible that all machinery required is
working in safe manner
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2.3 WATCH COMPOSITION

(This paragraph also applies to SECTION 12-“Discharging Operations”
§2.1.2-“Watch Composition” of this Manual)
The number of persons required for Deck Watch-keeping must be determined by the Chief Officer in
consultation with the Master.
However each Watch must be under the supervision of a qualified Deck Officer, assisted by Deck Watch-
keepers, as determined by the Chief Officer.
The Officer of the Watch is responsible for the execution of the Cargo Transfer Plan under the supervision
of the Chief Officer.
The Watch Schedule must be posted in the Cargo Control Room (CCR) and must be signed by the Chief
Officer.
The following Table indicates the Minimum Cargo Watch requirements established by the Company:
No. Stage of Cargo Operations Cargo Watch arrangements

1. At commencement of Cargo Operations Chief Officer
Officer of the Watch
Pump man
Three (3) Ratings
2. During Cargo Operations Officer of the Watch
Chief Officer or
Pump man when the Chief Officer rests
Two (2) Ratings
3. Topping up for individual Cargo Tank Chief Officer / Master
Pumpman or boatswain
Three (3) Ratings
4. At completion of Cargo Operations Chief Officer
Pump man
Three (3) Ratings
2.4 CARGO TRANSFER CONTROLS & VAPOUR PRESSURE ALARM SETTINGS
2.4.1 Cargo Transfer Controls

Cargo Transfer must be carried out in accordance with the prepared Cargo Plan
(Form SF/OPS/ 330-“Cargo Plan”)
A complete record of the Cargo Transfer Operation must be maintained in the Port Log.
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2.4.2 Vapour Pressure Alarm Settings

In order to ensure safe cargo operations, it is important that the vapour alarms are correctly set.
To avoid ANY kind of misunderstanding the following apply:
2.4.2.1 Vapour Line Alarm Setting

P/V Valve settings at 1400mmWG and -350 mmWG:
Example:
Pressure sensor must alarms at a high pressure to 90 percent of the lowest pressure relief valve
setting in the cargo tank venting system= 1260 mmWG
Alarms at a low pressure of not less than four inches water gauge (0.144 psi g) = 102 mmWG for an
inerted tankship, or the lowest vacuum relief valve setting in the cargo tank venting system for a non-
inerted tankship -350 mmWG . (CFR 46 39.20-13)
2.4.2.2 Cargo Tanks with a P/v Valve release pressure 1400mmWG and vacuum at
-350mmWG
NON Inerted Tankers (Primary means is P/V and secondary the alarm):
High Pressure Alarm: The over-pressure setting must be set to alarm at 10% greater than the normal
actuation settings of the pressure valves
Low Pressure Alarm: At a vacuum 10% greater than the normal actuation settings of the vacuum
valves.
For Example:
Relieve Pressure of the P/V Valve is 1400mmWG and -350 mmWG:
High Pressure Alarm at 1540mmWG
Low Pressure Alarm at -385mmWG
Inerted Tankers (Primary means is IG, secondary is the P/V):

High Pressure Alarm: When the tank pressure reaches 10% greater than the normal actuation settings
of the pressure valves themselves.
Low Pressure Alarm: The pressure in a tank must never be permitted to fall below zero and the
pressure sensors must be set to alarm above zero 100 mmWG or more.
For Example:
Relieve Pressure of the P/V Valve is 1400mmWG and -350 mmWG:
High Pressure Alarm at 1540mmWG
Low Pressure Alarm at 100mmWG
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2.5 PRE-LOADING
2.5.1 Ship/Shore Safety Meeting

Before any cargo operation commences, the Cargo Plan must be discussed and agreed during the Ship / Shore
meeting with the Terminal Representative.
The Cargo Plan (Form SF/OPS/330) must be discussed and the following agreed, (including but not limited
to):
 Quantity must be loaded (if MOLOO Vessel must call the maximum possible), taking in account
allowance for draining lines and hoses at the completion of the operation.
 Inerting and Padding, as applicable
 Start-up Loading Rate
 Loading Rate
 Toping- up Sequence and Rate
 Ship or Shore Stop (Shore Stop preferred)
Although mentioned in the SSSCL (Ship Shore Safety Check List- Form SF/OPS/334C) the following must
be highlighted:
 Where the ship has part cargo onboard on arrival, grade, volume and tank distribution.
 Maximum acceptable Loading Rates and Topping-off Rates.
 Maximum acceptable pressure at the ship/shore cargo connection during loading.
 Loading Sequence
 Maximum acceptable cargo temperature (where applicable).
 Method of Venting.
 Quantities and specifications of Bunkers required. (if applicable)
 Distribution, composition and quantities of Ballast together, if relevant, with time required for
discharge and Maximum Light Freeboard.
 Quantity, quality and distribution of slops. (if applicable)
 Quality of inert gas (if applicable).
 Communication system for loading control, including the Signal for Emergency Stop.
 Bunkering
The Emergency Signal and Shutdown Procedure to be used by the Ship and Shore
must be explained and clearly understood by all involved.
Based on the information exchanged, an operational agreement must be made in writing between the
Responsible Officer and the Terminal Representative.
(For additional information regarding the loading plan refer ISGOTT / TSG-C or TSG-G)
If the Loading Plan is modified following discussions with the Terminal Representatives, Supercargo or
Surveyor, all changes must be formally recorded and brought to the attention of all shipboard personnel
involved with the cargo operation.
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If changes require any deviation from Company Procedures the Operations Department must
immediately be informed in this case, as per Voyage Orders.
Cargo operations CANNOT commence before approval from the Operations Department is obtained.
Deviations from Quantities indicated in the Voyage Orders can only be accepted after Office Approval
has been received.
2.5.1A Ship/Shore Safety Meeting (Chemical Tanker Specific)

When operating Chemical Cargoes, apart from all the items mentioned in the previous paragraph, the
following issues must be discussed in detail, during the Ship/Shore Meeting:
All Hazardous Cargoes

 Special precautions in case of a Cargo spill
 PPE requirements for Ship and Shore personnel involved in the Cargo Operation
 CORRECT Gasket type must be used
Toxic Cargoes
 Availability of Antidotes ( specific for the cargo/cargoes must be operated) for Ship and Shore
Personnel (when applicable)
 Emergency Response Procedures
 Hospital availability at the Terminal or in the town in case of emergency
 In case of venting through the P/V valve, NO small craft must be alongside
Inhibited Cargoes
 Process of adding inhibitor ( if this will be done on the Vessel’s Personnel)
 Inhibitor Certificate
 Cargo Quality Certificate ensuring that a polymerization has not started
2.5.1.1 Ship/Shore Safety Checklist (SSSCL)

(The same applies to Section 12-“Discharging Operations” –paragraph 2.3.1.1)
The responsibility for the safe conduct of operation while vessel is a terminal is shared between the
Master and Terminal representative. Before cargo or ballast operation start, the Master (or
representative) and the Terminal Representative should communicate and:
 Agree in writing the transfer procedures and sequences of products, including the maximum
loading or unloading rates and initial and topping-off rates (see part 6 of the SSSCL).
 Agree in writing the action to be taken in an emergency while the tanker is at the terminal.
 Complete and sign the SSSCL sections appropriate to the operations.
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For oil tankers

(b)For chemical tankers
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The communication process (see ISGOTT Chapter 21) should start before the ship arrives at the
terminal, so that any potential mismatches can be addressed before a problem can occur.
The SSSCL should be seen as the official conference record, helping to facilitate the three points
above. The compatibility between the security plans of the tanker and terminal should also be
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discussed and confirmed, along with the joint approaches to firefighting or other emergency
responses and the operational parameters.
During STS transfer and transfers at offshore terminals, required procedures must be followed. In
this case, the use of a safety checklist specific to the appropriate industry guidance and the operations
involved is mandatory prior to the operation commencement. In addition to the above, the SSSCL must
be completed in order to ensure consistency of best practices in common operational safety checks.
Depending on the phase of the operation, some check list statements are directly addressed to the
vessel, and some are directly addressed to the terminal. Some other statements require the
agreement of both parties.
The Master is responsible for ensuring that the vessel meets all its responsibilities. Similarly, the
Terminal Representative should personally check everything within the terminal's responsibility. In
fulfilling these responsibilities they should assure themselves that the standards of safety on both sides
of the operation are fully acceptable. They can do this by:
 Confirming that competent people have satisfactorily completed the checklist. If there are any
concerns, senior personnel may need to complete the checklist.
 Accessing relevant records.
 Joint inspection, where appropriate.
 Each party should keep the original copy of their relevant sub-sections and any declarations, but
should give the other party a copy.
For mutual safety, before the start of operations, and then from time to time, a Terminal
Representative and a Responsible Officer should inspect the ship to ensure that it is effectively
managing its obligations agreed in the checklist. Similar checks should be carried out at the terminal.
If basic safety requirements are not being met, either party may stop cargo and ballast operations
unt il the situation is corrected.
(Refer also to Shipboard Safety Manual –SAF (003) –Section 02A- “Stop Work Authority”).
The Ship/Shore Safety Checklist consists of four main sections:

 Pre Arrival
 Checks after mooring
 Pre-transfer checks
 Summary of repetitive checks during and after transfer, until the tanker departs.
For Oil and Chemicals tankers, Parts 1A, 1B, 2, 3, 4, 5A, 5B (Bulk liquid chemicals checks pre-
transfer), 6, 7A, 7B (checks if COW is planned), 7C (If tank cleaning planned) and 8 must be
fully completed.
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Repetitive checks (Part 8 and Part 9) to be undertaken at intervals agreed in the pre transfer conference
by the vessel and terminal representatives are provided to:
 Act as an aide memoire for tanker and terminal personnel too monitor key operational items
during the period of operation.
 Provide a basis for status checks at watch of shift handovers.
 Enable decision making in the event that conditions change during the course of operations.
Re-inspection must be considered at intervals not exceeding two (2) hours and check list must
be endorsed and the records should be available for terminal personnel to review.
2.5.1.2 Change of Loading Sequence

In several occasions, in their instructions addressed to the Master, the Charterers indicate that “The
Master will follow Local Instructions”.
This case refers to the Loading and/or discharging ports, where the Master has to follow the instructions
given by the Charterer’s representatives and/or by the Cargo surveyors who have been appointed by
them.
When the Master is requested to follow “Local Instructions”, normally the meaning is to liaise with
the Charterer- appointed Cargo Surveyors, who are well aware of the sequence of loading or
discharging.
However, the Master must always take into consideration that when the Vessel is alongside the
Terminal, his primarily target is to notify the Terminal for every alteration and movement he intends
to make, especially when opening or closing valves , thus influencing the Loading Rate.
This means that every time he decides, along with the Cargo Surveyors, to make an alteration, the
Terminal’s consent must always be requested before proceeding.
Failure to follow this procedure may have serious implications.
The Master and Crew have the obligation to satisfy the requirements of two completely different
parties:
 The Charterers and their appointed Cargo Surveyors
 The Terminal
Every effort must be taken to achieve this to the extent possible from a safety point of view
However, the Master must take always into consideration that the Terminal representatives’
requirements always supersede the requirements of any other Party involved.
If any amendment must be made to the Vessel’s Loading and/or Discharging Plan that will affect the
Loading Rate and/or Discharge Rate and / or cause any stoppages, the Terminal Representatives and the
Company must be notified immediately.
Very often, Charterers may request changes without providing ample notice. Even in such cases, during
the key meeting which is held before the loading or discharging operations, the Terminal Representatives
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must be notified to expect some changes and/or alterations, in order to be prepared and arrange their
processes, plans and equipment as necessary.
The Master must be very cautious, during the cargo operations with the Terminal.
He must always prioritize the Cargo Plans and actions and make sure that he has taken all actions and
measures required to avoid any kind of conflict.
The Master must always take the Vessel’s Cargo Operation Plan into consideration.
Any amendment to the plan, different from the Voyage Orders requirements, must be approved by the
Operations Department.
NO demand from ANY Third party, including the Charterers,
must force a Master to deviate from this.
Relevant notifications must be included in the following forms:

 SF/OPS/314 - Discharging Operation and Relative Information
 SF/OPS/309C-Loading Operation Information Exchange – Cargo Nomination Letter
2.5.2 Terminal Water Depth

(This also applies to SECTION 12-“Discharging Operations”–§ 2.3.2 “Terminal Water Depth” – of this
Manual)
Before commencing cargo operation, the depth of the water at the berth must be checked (seaside and
dockside, in way of Bow-Mid-Stern).
The Master must ensure that cargo loading, and cargo operations are calculated and conducted in such a way
that the draft at each berth does not exceed that required to keep his Vessel safely afloat at the lowest
anticipated low water.
See also UKC in the Navigation and Mooring Manual (NAVM 006- SECTION 01-“Navigation
Policies”).
“Pumping Over the Tide” is a Non-Routine Operation and the process must be performed following
a relevant Risk Assessment.
2.5.2.1 Periodic Checks of Draft Gauges against Draft Marks

The Vessel’s drafts must be visually checked and compared with the drafts shown on the Vessel’s
Loadicator.
In order to have reliable readings of drafts in the Vessel’s Loadicator, all weights and constants must be
correctly depicted.
The drafts taken visually and those shown in the Loadicator must be compared and forwarded to the
Operations Department along with Loadicator extracts and representative photos.
The form used for this reporting is SF/OPS/354-“Draft Comparison Form”.
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2.5.3 Tank Inspection

Cargo Tanks might be inspected to verify their cleanliness by a Surveyor or Terminal Representative.
If Cargo Tanks are must be inspected, this will be a visual inspection only.
Cargo Tanks Inspection MUST be attended by the Chief Officer or the Officer of the Watch under the
accountability of the Chief Officer.
Cargo Tank inspections must only be carried out

when NO Cargo / Inerting operation is taking place.
A Tank Entry Permit can be used for this purpose.

(See Safety Manual (003) Section 04- “Entry into Enclosed Space”)
2.5.3.1 Tank Inspection–Wall Wash Test (WWT) (Chemical Tanker Specific)

The Cargo Tank inspection is likely to include a Wall Wash Test in case sensitive cargoes will be
loaded.
The Wall Wash Test is fully described in Section 17 –“Tank Cleaning” of this Manual.
Ventilation MUST be ensured during the Wall Wash Test (WWT) to remove any vapours
from the Wall Wash Medium.
However, at the same time the ingress of chlorides (for example by salty air) must be
avoided.
Important!
Often, the Surveyor is not complying with the Wall Wash Test requirements (surface and amount of
liquid used).
In such a case, and for a serious deviation the Operation Department must be informed.
Rags must NEVER be used for wiping the wall wash medium. This practice is not acceptable. PTT
(Past Time Test) or UV Test will fail.
In case a contaminated sample is collected into the sample bottle the Operation Department must be
informed immediately.
Wall Wash Medium:

 Preferably high purity methanol to be used for a Wall Wash Test (WWT)
If excessive Methanol is used for Wall Wash Test purposes, the atmosphere in the Cargo Tank
might become hazardous.
 PCE – Perchloroethylene - might be used for a NVM (Non-Volatile Matter) Test prior loading
PO.
Due to the nature of the product, additional precautions must be considered.
Also, it must be ensured that the cargo Tank is clean.
This Test is much more stringent than the Methanol WWT
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 Hexene-1 might be used before loading Hexne-1.

Due to the nature of this product, additional precautions must be considered.
Additionally, it must be ensured that the cargo Tank is clean.
This Test is much more stringent than the Methanol WWT.
2.5.3.2 Tank Cleanliness Certificate (Chemical Tanker Specific)

(Refer to Section 13-“Cargo Documents”- § 2.14- “Tank Cleanliness Certificate”)
2.5.4 Drip Tray Inspection

The drip tray below the Manifold must be empty and clean.
If a shore cargo hose is used, at any other place than the manifold itself, a portable drip tray must be in place
accordingly.
2.5.4.1 Drip Tray Inspection- Multiple Reactive Cargoes (Chemical Tanker Specific)
Caution!!
During multiple cargo operations, the drip tray must have relevant segregations in order to avoid
one product leaking into the drip tray to come into contact with another product.
The above practice is MANDATORY when reactive cargoes are operated simultaneously.
2.5.5 Sea valves

Sea valves (as fitted) must be closed/lashed or locked during cargo operations in order to ensure that cargo
does not escape.
For closing and securing the lock-out / tag-out (LO-TO) process is implemented as detailed in Section 05 -
“Work Permits”, paragraph 2.3 “Lock-Out/ Tag-Out (LOTO) Procedures” of the Shipboard Safety Manual
with relevant records kept in LO-TO log (form TEMP 08) and in-line blanks must be inserted, when provided.
In case the LO-TO system is impractical for hydraulic valves, suitable marking must be used to indicate clearly
that the valves are and must remain closed.
2.5.6 Pre-cargo Operations Checklist

All items in the Cargo Pre-Operation Checklist (Form SF/OPS/334B) must be verified and completed. A
relevant entry must be made in the Deck Log Book.
If any item of the checklist has a negative answer (NO), the Chief Officer must be informed and the relevant
item must be corrected BEFORE any cargo Operation can take place.
The Master and the Chief Office must be informed and the Defect reporting and Rectification procedure
must be initiated.
Checklist Items may be marked as “N/A” when they are clearly “Not Applicable”.
Additional “Ship Specific” checks may be added to this checklist, as required.
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2.6 SPECIAL CARGO PRECAUTIONS

Whenever Toxic, Reactive or Corrosive cargoes will be loaded the Manifold area is a High-Risk area and full
protection must be used for connecting and disconnecting the shore line system to the Vessel.
Preferably, Splash Shields must be used for each manifold connected.
In case the Shore Representative, performing or assisting in this operation, is using a lower standard PPE the
Chief Officer must be informed immediately to discuss preventive action.
2.6.1 Special Cargo Precautions on Chemical Tankers (Chemical Tanker Specific)

For all Chemical Cargoes, the following measures must be taken:
 NO Visitor must board the Vessel during cargo operations UNLESS the access to the Vessel is at the
Accommodation and outside the hazardous area.
 A BOX with all required PPE must be placed at the gangway.
o If this is placed in a hazardous area, access to this area must be approved by the Master or Chief
Officer.
o If not already worn, all required PPE must be used by 3rd Party coming on board
 Chemical Goggles are Mandatory for everyone on Deck.
 A Splash Shield at the manifold must always be used.
o It is mandatory according to the IBC Code when operating certain acids.
The Decontamination Shower and the Eye Wash must be checked

and verified to be operational and pressurized.
In Sub Zero areas it must be ensured that the system is not blocked by ice.
2.6.2 Toxic Cargoes (IBC) (Chemical Tanker Specific)

In addition to the general precautions which are mentioned in Section 04 –“Cargo Hazards” of this Manual
and in the Shipboard Safety Manual (003) Manual, the following Safety Precautions must be strictly observed
when handling Toxic Cargoes:
 Only essential crew must be on deck.
 The Deck watch MUST have an EEBD available for emergency escape.
2.6.3 Self-Reactive Cargoes (Chemical Tanker Specific)

The Deck watch MUST have an EEBD available for emergency escape.
2.6.4 Corrosive Cargoes (Chemical Tanker Specific)

The Deck Watch MUST wear a Chemical Splash Suit.
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2.7 MANIFOLD CONNECTION

(This Paragraph also applies to SECTION 12 “Discharging Operations”- -§ 2.5 “Manifold Connection” of
this Manual”)
Ship / Shore connection must only be made to the dedicated manifolds for THIS cargo
Operation and must always be undertaken in the presence of the responsible Officer.
Utmost care must be taken when opening a blind flange from a Cargo Hose or Loading arm. Various incidents
have happened in the Industry because the Shore System was under pressure.
Therefore NO crewmember is allowed to open any Shore Hose or Hard Arm without verification that the
Shore System is free of pressure (checking pressure gauge or drain system when applicable).
The following safety precautions must be taken:
 Only suitable gaskets for the cargo operated must be used for the connection.
 Only suitable reducers must be used when applicable.
 Regardless of whether hoses and cargo arms are connected by Vessel or Terminal staff, the
Officer of the Watch and/or the Chief Officer must check that connections are properly made,
with adequate gaskets and bolts in every hole, and that the arms are properly supported.
 Drip trays must be in place under all hose or loading arm connections.
 Freeboard limitations for hoses and Loading arms must be established and observed.
 ONLY Non-spark tools must be used.
 Portable Drip trays must be avoided but might be necessary when using reducers. According to
ISGOTT 23.7.5: the portable drip trays must be placed under each connection to retain any
leakage.
2.7.1 Cargo Hoses

(This paragraph also applies to SECTION 12-“Discharging Operations”- §2.5.1-“Vessel Cargo Hoses” of this
Manual)
Only Shore Cargo Hoses must be used in order to avoid any claim against the Vessel for Non- Clean Cargo
Hoses used.
2.7.1.1 Vessel’s Cargo Hoses (Oil Tanker Specific)

(This paragraph also applies to SECTION 12-“Discharging Operations”- §2.5.1.1-“Vessel’s Cargo
Hoses” of this Manual)
It is strictly prohibited to use the Vessel’s hoses.
Cargo hoses on Company Vessels must not be used for cargo operations, unless approved by the
Operations Department.
2.7.1.1A Vessel’s Cargo Hose (Chemical Tanker Specific)
If the Vessel’s Chemical Hoses are used, these MUST be pressure-tested according to the PMS and
must be verified must be in good condition without any visible damage.
The Terminal must verify the cleanliness before using the Vessel’s Chemical Hoses and sign a “Hose
Inspection Report”.
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2.7.1.2 Submerged Hoses

(This paragraph also applies to SECTION 12-“Discharging Operations”-§2.5.2-“Submerged Hoses”
of this Manual)
No cargo operation must take place using submerged hoses (other than an SBM) unless approved by
the Company.
This operation requires a complete/detailed Risk Assessment, approved by the Operations Department.
2.7.1.3 SBM (Oil Tanker Specific)

Responsibilities, roles and watch keeping during SPM / CBM Operations
The standard Roles and Responsibilities for Cargo and Ballast operations also apply during buoy
Mooring Operations.
Terminals with buoy moorings for ocean-going Vessels, may provide professional advice on safety
aspects related to the local marine operations (i.e. from the assigned Berthing Master and/or Mooring
Master), which will assist the Master’s and the Pilot’s mooring planning, as necessary.
The Chief Officer, being authorized by the Master as the Key Person in charge for Cargo and Ballast
operations, must include guidance for buoy mooring operations in his Standing and Deck Orders,
which must be posted in a conspicuous place on deck.
Whilst the Cargo Operation in process at buoys moorings, the following is minimum deck personnel
requirements:
 At SPM and CBM, the Bridge may stay unmanned, subject to further consideration by the
Vessel's Master and the Mooring Master.
The Officer in charge on deck must also be charged with the task to regularly visit the Bridge
for monitoring information regarding weather and traffic conditions.
 On Deck, during cargo loading (incl. de-ballasting as required):

o One licensed Deck Officer and
o a full Deck Watch,
ensuring continuous watch on the main deck and the manifold areas.
Offshore manifolds must be especially monitored during commencement of operation and
changing of grades.
 On Deck, during Topping- Off:

Two licensed Deck Officers and a full Deck Watch, including the Pumpman.
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 The Engine Room must be manned as necessary with :

o an Engine Officer
o One Oiler
o One Senior Engineer (Chief Engineer or Second Engineer who will be supervising the
engineering activities.
 A Watchman must be stationed on the forecastle head, specifically assigned as permanent

Watch at Single Point Moorings and during his standard deck watch-keeping rounds at
conventional buoy moorings, in order to report any failure of moorings or leakage.
 The Master may impose extra requirements for licensed and unlicensed personnel must be
onboard when he considers it necessary.
Communications
Good communication between bridge, the deck squad and poop is essential at buoy moorings in order
to:
 Prevent deterioration of mooring conditions, caused by weather changes, passing-by traffic
and changes of Vessel's draft and trim.
 Avoid moorings or mooring boats must be caught up in ships’ propellers.

In this respect the watchman stationed at forecastle head, must carry appropriate equipment in
order to communicate with the Officer on the Watch.
He must also report immediately if the Vessel “rides-up” to the buoy.
When the Vessel is at buoy mooring, frequent and regular inspection is essential in order to
ensure that mooring lines are kept tensed, with minimum movement of the tanker. Excessive
movement can break cargo connections.
Planning and Execution of the buoy mooring operations

The existing guidance for carrying out cargo and ballast operations, whilst alongside, also applies
during buoy mooring operations, including:
 Preparatory conditional checks
 Cargo planning
 Stress and stability calculations for all the nodal steps of cargo and ballast operation
 Safety meetings
 Documentation of progress record during the operation
 Procedures for the termination of the operation
The above procedures must be enhanced by the implementation of safeguards resulted from a Risk
Assessment, which must be always considered before any buoy mooring operation.
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2.7.2 Loading Arm (Hard-arm)
Connection to always be undertaken in the presence of the responsible Officer.
Precautions must be taken during connecting of metal arms, due to the risk of unexpected movements of both
powered and unpowered arms. Vessels’ personnel must stand well clear of moving arm and Vessel manifolds
or other structure. When connecting manually operating arms, two lanyards must be fitted to control the
movement of the connection end.
Where loading arms are hydraulically secured on Vessel’s manifold, extreme caution must be taken due to
possible sudden release, which can be caused by Vessel’s movement. Extra attention must be given during
operation from passing traffic. Vessel’s spring lines must be maintained tight to restrict movement.
Great consideration must be given to Freeboard limitations.
2.7.3 Common Line

Common Line Operations:
The Common Line must be used for ONE (1) grade only.
 The sequence of cargo discharge must be stated in writing and signed during the Ship-Shore
Agreement and Pre-Loading meetings with the Loading Master.
 The Chief Officer must carefully evaluate the loading sequence for the cargo loaded via the
common line, especially when loading solidifying cargoes, in order to avoid any blockage /
solidification of the Common Line or Cargo Lines to the individual tanks.
 All Cargo Tanks Connections, connected to the Common Line, must be checked when start
loading for leakages.
When grades are compatible, cargo might be loaded through the Common line but after Office
approval has been received:
The most sensitive grade must be loaded first.
 If applicable, and for Oil cargoes only:
o The Line clearing procedure between the parcels must be handed over to the Cargo Surveyor
and the Terminal.
o Additionally, a Letter of Protest must be submitted to the Terminal, stating that no
responsibility will be taken due to any delays.
o In case the Terminal leaves the decision to the Vessel’s Master, regarding the sequence of the
loading, the more sensitive cargo must always be discharged first.
2.7.4 Closed Loading
The Company has a CLOSED LOADING POLICY.

For effective Closed Loading, cargo must be loaded with the Ullage, Sounding and Sighting ports
securely closed.
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Preferably, Cargo Vapours must either be send back to Shore by using a Vapour Return Line.
 If this is not available, the Cargo Vapours must be vented to the atmosphere using P/V valves.
 Flame arrestors at the P/V valves must be regularly checked to confirm they are clean, in good
condition and correctly installed.
It MUST be taken into consideration, that Chemical and Oil Vapours are heavier than Air.
Therefore, during calm Weather conditions, a “Fall Down” of Cargo Vapours on Deck Level, when venting
through the P/V valves, is possible.
Applicable measurement must be performed and PPE must be used.
To undertake closed loading, the Vessel must be equipped with ullaging equipment and independent overfill
alarms which allow the tank contents to be monitored without opening tank apertures.
There is a risk of overfilling a cargo tank when loading under normal closed conditions.
Due to the reliance placed on closed gauging systems, it is important that they are fully operational and that
back-up is provided in the form of an independent overfill alarm arrangement.
The alarm will provide audible and visual indication and must be set at a level which will enable operations
to be shut down, before the tank becomes overfilled.
Individual overfill alarms must be tested at the tank to ensure their proper operation before the commencement
of loading, unless the system is provided with an electronic self-testing capability which monitors the
condition of the alarm circuit and sensor and confirms the instrument set point.
2.7.4.1 Vapour Return Line

Cargo Transfer using a Vapour Return line is the safest and most environmentally friendly system for
Closed Cargo Operations.
Connection of a Vapour Return system MUST be attended by the Officer of the Watch
or the Chief Officer.
A Vapour Line must be used whenever loading Toxic cargoes.
If in use – If there is a failure of the Vapour Return/Recovery System’s ,

the Cargo Operations must be immediately suspended until rectification.
The Operations must ONLY be resumed in agreement with the Terminal.
2.7.4.2 P/V Valve

Although NO Vapour Return System might be connected, Cargo Operations must be carried out under
"CLOSED CONDITIONS” at all times.
This will require all cargo tank apertures at main deck level to be closed.
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When loading, venting will take place through the P/V valves:
The Tank Venting System must be checked for correct setting

(see 2.4.2. of this procedure) and verified to be fully operational
before each operation.
Flame arrestors at the P/V valve must be regularly checked to confirm they are clean, in good condition
and correctly installed.
Especially when operating solidifying cargoes the P/V valves must be checked during loading
operations
2.8 INERTING/ PURGING

If a flammable Oil cargo will be loaded or a Chemical reactive to Oxygen or Water (Humidity), the Cargo
tanks will be inerted / purged prior loading.
Section 16-“Inert Gas Operation” must be strictly complied with.
2.8.1 Closed Loading (Chemical Tanker Specific)

If sensitive Chemical Cargoes are to be loaded, the Cargo tanks must be inerted (also called “purged” in the
Chemical Trade) with Nitrogen.
Sections 16A & 16B-“Inert Gas Operation” must be strictly complied with.
2.9 COMMENCEMENT OF LOADING

The High level and High/High (overfill) level alarms panel must be switched on at all times.
Loading must start only with a low / reduced Loading Rate enabling the crew to verify the integrity of the
Cargo System and to detect any leakage or vapour release.
 Once all operations are considered to be safe, the rates can then be gradually increased.
 All Cargo and Ballast tanks must be checked at the beginning of any Cargo Operation to ensure that
no unforeseen event takes place.
STOP OPERATIONS!!!
if any defect is detected during Cargo Operations, affecting the Vessel's stability, structure, fittings,
cargo segregation, ballast segregation, loading capability, pumping, heating, tank cleaning, gas freeing
or any other area that causes concern,
Immediately contact the Operations Department.
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2.9.1 Loading Operations

A Watch must be maintained at the manifolds, to ensure that:
 Not used manifold valves are fully closed,
 Not used manifold blanks are fully bolted and there is no pressure build-up at the start of all cargo
transfer operations.
 All manifolds pressure gauges from both sides uncovered.
 Manifolds sample points are closed and plugged.
 Manifold’s dip tray are closed and plugged.
 Correct settings of common line valves.
 MARPOL line valves are fully closed.
During Cargo operations, the Officer of the Watch must log:
 All events related to connection / disconnection of Loading Arms etc.
 Commencement / completion of Operations,
 Any stop of cargo operations and the reason etc.
In the Form SF/OPS/312-“Statement of Fact (Loading)” and these must also signed by the Terminal
Representative, and the Agent, as applicable.
OVERFILL ALARMS
In case an overfill alarm is activated then the Officer of the Watch must close the valve of the filling
tank and maintain continuous monitoring of ullage level.
In case the ullage is still increasing then STOP the loading immediately.
2.9.1.1 Supervision
The following safeguards must be maintained throughout the Loading Operation:
 A Responsible Officer must be on watch and sufficient crew on board, to deal with the operation
and security of the tanker.
 A continuous Watch of the tank deck must be maintained.
o If a ship’s Cargo Control Room (CCR), from which all operations can be controlled, does
not have an overall view of the tank deck, then a competent member of the ship’s crew
must be continuously on watch on the tank deck.
 The agreed Ship to Shore communications system must be maintained in good working order.
 At the commencement of loading, and at each change of watch or shift, the Responsible Officer
and the Terminal Representative must each confirm that the communications system for the
control of loading is understood by them and by Personnel on Watch and on Duty.
 The stand-by requirements for the normal stopping of Shore Pumps on completion of loading,
and the Emergency Stop System for both the Tanker and Terminal, must be fully understood by
all personnel concerned.
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2.9.1.2 Solidifying (Heated) Cargoes

(Refer to Section 04-“Cargo Hazards”- § 2.8- “Solidifying Cargoes”)
2.9.1.3 Solidifying (Heated) Cargoes (Chemical Tanker Specific)

When handling cargoes with a high solidification point like Phenol or Slack Wax (>40°C) it is essential
to frequently check the entire Cargo Venting System (at least every ONE (1) hour) for any potential
solidification.
An established method is using a hammer or similar and checking the sound of the relevant pipeline.
Important!
DO NOT rely on the Pressure Sensor System and Pressure Alarms.
Very often, the sensor gets frozen during loading and may NOT be reliable.
2.10 ULLAGE AND SAMPLING
2.10.1 Ullage
The primary system on company Vessels is the Vessel’s Fixed Gauging System.
The ullage of all cargo tanks of the Vessel must be closely monitored by the Officer of the Watch.
A detailed record of the hourly Loading Ullages and Rates must be kept and a crosscheck with the Terminal
must be made (Form OPS/330D-“Hourly Monitoring Records).
In this way, any large discrepancy arising can readily be detected.
An immediate investigation must be carried out to identify the cause of the discrepancy.
The Ullage must be cross- checked by using a UTI/MMC as secondary means

EVERY FOUR (4) HOURS.
Whenever there is an indication that the ullage changes in any cargo tank, not scheduled to be
loaded, the Cargo Operation must be stopped until the reason for this has been identified.
The company must be immediately informed in such cases.
In case of failure of Fixed Gauging System cargo transfer rate must be adjusted in order tanks
volume could be monitoring with the available quantity of UTI/MMC.
Notification to company’s relevant departments must be made.
See also Section 20 –“Cargo Sampling” of this Manual.
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2.10.2 Sampling Process
It is the Company Policy to perform CLOSED SAMPLING on all Tankers.

OPEN SAMPLING IS STRICTLY PROHIBITED
(for Hazardous cargoes i.e Toxic, Flammable, Reactive)
If Open Sampling is requested,
Procedure of Section 20 –“Cargo Sampling” must be followed.
2.10.2.1 Sampling Activity

Sampling must be carried out through Vapour Lock Arrangements.
The Master is accountable and the Chief Officer is responsible to ensure that:
 Sampling operations are accurately performed, in line with the sampling procedures and in
compliance to Safety Requirements.
 The Vessel’s Sampler and Sampling pipe are clean, before proceeding with sampling.
 The Vessel’s Sample Bottles are dry and absolutely clean.
o New/clean empty Sample Bottles must be used at all times.
The Officer of the Watch is responsible to attend all Sampling Operations, enforcing the Company’s
instructions and the Chief Officer’s orders regarding the cargo measurement and the testing of cargo
equipment.
2.10.2.2 Sampling Process

(See also Chapter 20-“Cargo Sampling” of this Manual)
Storage of Samples
 Cargo samples must be stowed securely in lockers that do not have access directly from the
accommodation.
 Lockers must be equipped with fire-extinguishing systems, as approved by the Administration.
 Samples to be kept away from high temperatures and protected from direct sunlight.
 Prior to entering the storage space, this must be well ventilated.
Retention of Samples onboard
To avoid any dispute arising between the Ship and Shore, concerning suspected contamination
at the load port and unless the Company advises to the contrary, the cargo samples must be
retained on board for a minimum period of fourteen (14) Months after the cargo has
been discharged, for later analysis.
The Charterers instructions must also be taken into consideration regarding cargo samples
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Disposal of Samples
If samples are disposed by landing ashore, landing receipts must be kept.
If samples are disposed in cargo or slop tank(s) consideration of possible electrostatic hazards for static
accumulator cargoes must be made in accordance with instructions in specific section of the present
chapter.
Full-length vapour lock piping, full length sounding pipes or manifold drip trays with drain pipes
leading to tank may be used, taking always precaution to prevent vapour blow-back.
Sampling on board
The Chief Officer must not accept Cargo Samples taken without the presence of a Vessel’s Officer or
himself.
He must request Cargo Samples bottles to be sealed and clearly marked with the Product Name, Date taken
and the Name and Position of Person who took the samples.
The Vessel must not accept to receive sealed Samples without first verifying the contents.
If nobody from the Terminal takes samples, the Vessel’s personnel must do this instead, by securing the
samples for the Company and the Master must inform the Operation Department immediately for further
advice.
The Master must issue Letter of Protest and submit it to the Terminal.
(General Form LOP-LO).
The Chief Officer and the Officer of the Watch are responsible for the Surveyor’s safety while on deck.
The Surveyor is required to follow all safety procedures and precautions while on-board.
(Ref COM (10) Section 20 Cargo Sampling).
All personnel must wear appropriate PPE during the Sampling Operations, as required by this procedure
and Shipboard Safety Manual.
If there is any doubt about the quality of the sampling procedures performed by the Cargo Surveyor, the
Master Must inform the Operation Department immediately and, if considered necessary, a Letter of Protest
must be issued.
Details of all Sampling must be recorded on Form SF/OPS/326 “Record of Cargo Samples”.
The samples must be stowed securely in lockers that have access external to the accommodation.
2.10.2.2.1 First Foot sample
In case a “First Foot” is loaded, this must be of a small quantity, preferable not more than 30cm in the
cargo tank.
In case the cargo operations will be interrupted for analyses, all valves have to be closed accordingly.
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IMPORTANT!
If solidifying cargoes are operated, the cargo line system MUST be blown-free
If the loading stops after the First Foot, in order to avoid freezing of the Cargo Line System,
blocking the same.
Caution!!
Contaminations are more likely from the Shore-line or the Shore-tank than from the Vessel.
Therefore, the Company must be immediately informed in case A contamination occurs.
2.10.2.2.2. First Foot Sampling (Chemical Tanker Specific)

Depending on the Cargo, the “First Foot” sampling MUST be strictly observed.
In case the Cargo is Oxygen-sensitive, the sample must be taken into a pre-purged Sample Bottle
only!
The same must apply for hydroscopic cargoes.
In both cases, the Oxygen and humidity in the air may cause contamination.
2.10.2.2.3. Manifold Sampling
Manifold Sampling Operations are PROHIBITED for Toxic Cargoes.
A Manifold Sample must be taken upon commencement of loading and subsequently every 5 to 10
minutes, thereafter.
It is a Company requirement to take a Manifold Sample and Running Manifold

Samples for every cargo if permitted (see restriction above).
REMEMBER! Manifold Sampling is OPEN SAMPLING!!
Therefore FULL PPE appropriate for the hazards of the cargo operated must be worn
during this operation and all precautions must be observed according to Chapter 20 of this
Manual).
2.10.2.2.4 Manifold Sampling (Chemical Tanker Specific)
MANIFOLD SAMPLING IS PROHIBITED

ON ALL CHEMICAL CARGOES
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2.10.2.3 Final Sample

Usually, after loading, all loaded cargo tanks will be sampled.
The Vessel’s personnel must receive one (1) sample as well.
If the Vessel does NOT receive a sample, a Letter of Protest must be issued accordingly.
2.10.2.4 Sample Records

Cargo samples must be recorded on form SF/OPS/ 326 –“Record of Cargo Samples”.
2.11 LOADING
2.11.1 Loading Sequence

Loading Operations must be in accordance with the Loading Plan agreed with the Terminal.
If any deviation from the Plan is required, this must be discussed before the commencement of the Cargo
Operation.
The Chief Officer, the OOW and Pumpman are responsible for the verification of initial line-up prior
commencement of loading, as well as any consequent cargo, commenced at a later stage, according to
the agreed and approved Cargo Plan.
2.11.2 Loading Rates
The Maximum Loading Rate must NEVER EXCEED the Venting Capacity of the Cargo Tanks
operated (see manufactures' Instructions Manual to allow for the vent rate must be calculated).
The Master must be provided with information with respect to the maximum loading rates for each cargo and
ballast tank and, where tanks have a combined venting system, for each group of cargo or ballast tanks.
 To ensure that Maximum Loading Rates can be achieved, the Venting System must be operating
effectively and be correctly set.
 The Loading Rate must not exceed a rate that cannot be handled safely
 Loading Rates must be closely monitored and frequently recorded.
 To avoid any discrepancy, the Fixed Ullage Systems can be used in conjunction with portable
electronic ullage equipment.
 The pressure at manifolds must be monitored at least hourly and recorded in the Manifold pressure
record book.
This record must be signed by the responsible Officer in charge of discharging and the representative
of the shore terminal.
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o Any shore side request to vary the manifold pressure must be duly recorded.
 Other considerations to be taken into account when determining maximum loading rates for oil tankers
include precautions against static electricity hazards and pipeline erosion.
Additionally, for small tanks, such as slop tanks:
 The limiting factors of the venting flow rate and the liquid line flow rate may not be suitable for
assessing maximum loading rates.
2.11.3 Pressure Surges

During loading operations, before shutting-off any tank valve, the cargo must be directed at an empty or
partially empty tank.
Due consideration must be given when closing the valves, to prevent pressure surges
(See also SECTION 04-“Cargo Hazards” -2.15-“Pressure Surge or “Hammer Effect” of this Manual).
2.11.4 Changing Cargo Tanks

Changing Cargo Tanks during Cargo Operations, MUST be in accordance to the Loading Plan developed by
the Chief Officer.
The Master must be informed about this, before this task (changing cargo tanks) is performed.
 Before changing tanks, valves on the next tanks to be opened must be checked for operation.
 When the flow of Cargo is to be diverted from one tank to another, the valves on the tanks to be
loaded MUST be opened before the valves on the previous tanks are shut.
o This is especially important when loading at high capacity and where mechanically operated
valves are involved.
2.11.5 Topping- Off

Topping-Up of Cargo Tanks must take place with reduced Loading Rate only.
The Chief Officer MUST attend and supervise the Topping-up process for each tank.
He is NOT allowed to delegate this to any Officer of the Watch.
One (1) Deck crew MUST be at the manifold in order to operate the Cargo Valves in case of
emergency.
2.11.5.1 Topping- Off Individual Tanks

When operating various tanks, using the common line, the following process must be taken into
consideration:
 The Loading Rate of the individual cargo tank must be reduced, when the tank level reaches a
level set by the Chief Officer.
 Using the reduced (slower) Loading Rate, the tank must be filled-up to the required level (usually
98%).
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2.11.5.2 Topping -Off Final

Before topping-off operations commence at an offshore berth, the Ship/Shore communications
system must be tested.
One (1) Deck crew MUST be at the manifold in order to operate the cargo valves in case of
emergency.
The ship must advise the Terminal when the final tanks are to be topped- up and request the
Terminal, in adequate time, to reduce the Loading Rate sufficiently, as agreed, to permit effective
control of the flow on board the ship.
If the Loading Rate is not reduced, the Chief Officer must use the Shore Emergency Stop (when
available) and inform the Master.
If no Emergency Stop is available, the situation must be treated as “Emergency”.
Deck Crew might be ordered to close the Manifold valve.
The number of valves to be closed during the topping- off period, must be reduced to a minimum.
The Vessel must not close all its valves against the cargo flow.
 After Topping-Off (and eventually clearing the lines) all valves must be shut.
 The ullages of topped-off tanks must be checked, from time to time, to ensure that overflows do
not occur because of leaking valves or incorrect operations.
 Shore control valves must be closed before the ship’s valves.
2.11.6 Blending (Oil Tanker Specific)
2.11.6.1 Bio-Diesel Blending (Oil Tanker Specific)

NOTE:
If a chemical is to be loaded into an Oil Tanker, the Tanker Safety Guide Chemicals might be used for
reference.
ONLY CHEMICAL HOSES must be used for CHEMICAL CARGOES (NOT Oil hoses).
2.11.6.1.1 Blending in Port (Oil Tanker Specific)

It is common practice that for Biofuels, blending will take place in port BUT sometimes at different
terminals.
Whenever Chemicals and Oil cargoes will be mixed for the purpose of blending, the chemical part
must be loaded first.
NOTE: If a chemical is to be loaded into an Oil Tanker, the Tanker Safety Guide Chemicals might be
used for reference. Only chemical hoses must be used for chemical cargoes and NO Oil hoses.
Also refer to “Miracle-Tank Cleaning Guide- Seminar”, regarding the hazards of the individual
chemical to be loaded.
The correct fire-fighting equipment MUST be available for the chemical must be loaded.
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2.11.6.1.2 Blending outside Port Limits (Oil Tanker Specific)

It is up to each Port State and Port Authority to define the respective Port locations and Limits and the
circumstances under which blending may be undertaken in port.
Permission and guidelines for undertaking blending and chemical processes whilst in port may
therefore be available or obtained from the relevant Port Authority.
(Also refer to Section 10-“Transit” of this Manual).
2.11.6.1.3 Loading on Top Procedure (LOT) (Oil Tanker Specific)

Loading on Top is the Shipboard Procedure of collecting and settling water and oil mixtures,
resulting from Ballasting and Tank Cleaning Operations, usually in Vessel’s Slop Tanks, and
subsequently loading Cargo on Top and pumping the mixture ashore at the Discharge Port.
Whenever feasible, Hazardous Cargoes must avoid being loaded on top.
However, if for any reason, loading on top is necessary, following guidance must be considered that
will prevent any electrostatic hazards according to ISGOTT Chapter 3 and Chapter 12 relevant to
loading on top.
 Volatile petroleum, or non-volatile petroleum, having a temperature higher than its flashpoint
minus 10ºC, must never be loaded over the top into a non-gas free tank.
 Non-volatile petroleum having a temperature lower than its flashpoint minus 10ºC, may be
loaded over the top in the following circumstances.
- If the tank concerned is gas free, provided no contamination by volatile petroleum can occur.
- If prior agreement is reached between the Master and the Terminal Representative.
The free end of the hose must be lashed inside the tank coaming to prevent movement.
Ballast or slops must not be loaded or transferred over the top

into a tank containing a flammable gas mixture.
If the next cargo is compatible with the slops generated from the last cargo, it is possible, with
Charterer's consent, to load the next cargo on top of the slops.
As regards to the safety precautions involved, Load-On-Top (LOT), procedures must be conducted in
compliance with the requirements of MARPOL regulation 15 ('Retention of oil on board') and only
after Operator’s approval.
It is important and must be made clear by the Charterers, if the Vessel is to LOT on the previous slops.
If it is not clear, the Master must clarify this point before arrival at the load port.
If the LOT procedure will not be used, then the slops must either be discharged ashore or alternatively,
may be retained on board and the slop tank must not be loaded with cargo.
Charterers sometimes require the slops to be spread evenly to the Vessel's tanks before loading.
However, bearing in mind that the slops (after decanting the free water), may contain up to 30% water
in suspension, a serious salt water contamination of the next cargo may result by doing this.
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Most Refineries have equipment to remove salt from the Crude Oil before refining, however salt water
can be a contaminant of all Crude Oils.
In excessive amounts, it can cause serious damage to the refractory equipment in the Refinery. More
particularly, if the oil is to be used in the production of asphalt, it can cause 'loss of penetration' in the
finished product.
Recommendations for completing the LOT procedure include:
 If charterers insist that slops are to be spread in all Vessel's tanks, the Master must refuse to do
so, responding that this procedure may contaminate the cargo.
 If charterers’ intentions prevail and slops are distributed among the cargo tanks before loading,
then when arriving at the discharge port suggest in writing, that 'wet bottoms' and slops are
discharged first to a single shore tank in order to minimise the danger of spreading 'wet
bottoms' throughout the shore tank system.
 The Vessel's first duty is the 'proper care of the cargo'. If the charterers requirement for
commingling of the slops in all cargo tanks is followed, a serious cargo claim may result, since
very often the Bill of Lading has passed into the hands of a third party who is unaware of the
charterer's request and to whom the Vessel will be responsible.
The Vessel may be found unseaworthy with regard to the cargo and a possible regress by
owners against the charterer's may turn out to be a doubtful venture (due to no charterer's
assets). Therefore, proper care of the cargo takes priority over charterer's orders/requirements.
2.12 COMMINGLING OF CARGO (Oil Tanker Specific)

Commingling may take place when:
 Two or more different grades are commingled on board at the same or different ports
 Cargo from one terminal / port is commingled on board with cargo loaded from another terminal /
port
Commingling operations are permitted on board:
 Only when conducted in port or while moored
 When the Operations Department and the Master have received the MSDS and the Quality
Certificates of the cargoes to be commingled, prior to the commingling operation.
Commingling instructions may be included in the Charterer’s Voyage orders, but must this operation be
requested, the Master must not proceed and perform any commingling, unless approval and instructions
have been received from the Operations Department.
The commingling of any cargo on board the Vessel may affect the specifications of the cargo already loaded
and the Vessel may be held liable under the Bills of Lading already issued for this cargo.
The same liability may arise under the Bill of Lading being issued for the second, third and so on parcels
loaded.
A commingling clause must be inserted in the Bills of lading (3/3) stating the stowage of each grade and the
commingling of the grades to be declared, as it is the legitimate right of the Cargo Receivers to have knowledge
of this.
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The usual clause is:

“This shipment was loaded on board the Vessel as part of one original LOT of ……..Metric tons with no
segregation as to parcels.
Neither the Vessel’s Master NoR the Owners assume any responsibility for the consequences of such
commingling nor the separation thereof at the time of delivery.
2.13 LINE CLEARING

Depending on the Cargo Loading, the Shore Line might be cleaned by:
 either by Air
 or Nitrogen
 or by using a pigging system.
2.13.1 Blowing the line from Ship to Shore
Air or Nitrogen must be used for the purpose of line clearing to shore.
Whenever hazardous cargoes have been operated ONLY Nitrogen must be used.
This is a High-Risk Operation when performing this on Hazardous Cargoes and the PPE for
Hazardous Areas and in accordance to PPE Matrix 2 must be used.
 Nitrogen hose must be connected to the air coupling before the gate valve.
 Drop valve will be closed
 Air / Nitrogen valve is open and after achieving 6 Bar pressure in the line, the drop valve is open.
 Drop valve is closed again and this process is repeated for 3-4 times.
In order to be sure, after the completion of the blowing, drain plugs on the line, must be opened and checked.
During draining, no spillage to the deck to be ensured and drip trays to be used.
Before every parcel, a sample must be collected from the ship’s manifold under the supervision of the surveyor
(minimum 2x200 ml).
P.S: For sample collection, the gate valve must be kept closed and the sample must be taken from the
common line.
The sample collected must be sealed by the Surveyor, otherwise a Letter of Protest must be issued.
2.13.2 Blowing the line from Shore to Ship
For blowing, only IGS or Nitrogen must be used.

Blowing by using compressed air is NOT acceptable as per ISGOTT as well as being not
recommended for the bunker lines as per ISGOTT.
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Whenever the Terminal requests a cleaning of the Shore line, by blowing the remaining cargo into the Vessel,
the following actions must be taken:
 One (1) crewmember must be on stand-by at the manifold, to immediately close the Vessel’s manifold
valve.
 The pressure must be agreed, before the operation commences.
 Only a Shore part (max 10m) must be blown
 The Vessel’s Personnel must use a cargo tank loaded not more than 98% (for example the Hard
Arm System only).
 Cleaning the entire Shore line from the shore tank to the Vessel is prohibited, because the remaining
cargo in the shoreline might be unknown and – in addition – the amount of Air / Nitrogen used, might
lead to an over- pressurization.
2.13.3 Blowing the line from Ship to Ship

During the blowing operations from Ship to Ship, the procedures of the previous paragraphs of this Section
apply (any reference to “Shore” will mean “Ship”)
The STS procedure in SECTION 23 “Ship to Ship Operations” of this Manual, fully applies.
2.13.4 Pigging
At some installations, the Shore line from the tank farm to the jetty manifold or, part of it, are “pigged”.
That is, must be cleaned by a cylindrical shaped object (the “pig”) which is pushed by compressed air in the
shore line and, as it moves in it, sometimes till the manifolds, it cleans the viscous cargo remaining which is
drained into the Vessel's cargo tank.
During the “pigging” operation, possibly large amounts of cargo are pressed into the Vessel's cargo tank at a
high rate and a high pressure which may create risk of tank overflow or even tank over-pressurization and
consequent structural damage of the Vessel’s tank and deck fittings.
If during the Pre-Loading Meeting, the Terminal Representative / Loading Master advises that upon
completion of the loading, the Shore Line must be "pigged", the below procedure must be agreed
in writing in the Pre-Loading Agreement.
The following actions must be agreed:
 The cargo quantity must be drained.
 The cargo tank(s) must be suitably slack, in order to receive the drained cargo quantity
without the risks of tank overflow or tank over-pressurization.
 If the cargo is vegetable oils, the tank lid of the selected tank, where the lines will be drained, must
be open during the pigging operation
 Ship/Terminal communication means must be established for the Emergency Stop of the “pigging”
operation.
 Means for the Emergency Stop of the “pigging” operation must be available to the ship’s crew at the
manifolds, including the closing of the ship’s manifold against the pigging pressure, in case of
emergency, at the Terminal’s risk and responsibility.
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 Means for preventing the pig to enter the ship’s lines. Suitable wire mesh shall be fitted on the
manifold connection.
 The valve of the ship's manifold will be crack-open in order to enable the ship’s crew to control the
Shore pressure.
The Chief Officer must monitor the cargo tank pressure in which (tank), the shore line cargo is
drained and must be in direct communication with the Officer of the Watch who must be on
standing-by at the manifold valve, in order to close the same if needed).
All crew participating in the cargo operation must be briefed on the procedure which must be followed during
the pigging operation. The procedure must be stated in detail in the Cargo Plan.
Pigging is PROHIBITED unless a LOI has been received and the operation has been being approved
by the Operation Department, holding the Terminal fully responsible for any damage to the Vessel or
the Environment as a result of this Operation.
2.13.5 Pigging (Chemical Tanker Specific)
“Pigging” is prohibited for all Cargoes mentioned in Section 04-Cargo Hazards- §2.4-Toxic Cargoes
-§2.4.1 to 2.4.4 i.e Toxic Cargoes, Self -Reactive Cargoes, Corrosive Cargoes
2.14 CARGO HOSE DISCONNECTING

Utmost care must be taken when disconnecting a Cargo Hose from the Manifold.
The following precautions must be taken:
 This Operation must always be undertaken in the presence of a Responsible Officer.
 NO crewmember is allowed to disconnect any Cargo Hose, without verification that the Shore
System is free of pressure.
The same applies to Shore Staff, when disconnecting the Loading Arm.
(Numerous incidents have occurred in the Industry, because the Shore System was under pressure)
Note:
Most hazardous are Loading arms with a Clamp System because the Loading arm might be
released in an uncontrolled way.
It must always be kept in mind that a Loading arm might swing.
Nobody must be in this area!
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2.15 PRE-DEPARTURE
2.15.1 Loaded Ullages

Throughout the loading operation, regular checks must be made on tanks that have been loaded.
Upon completion of loading, all cargo tanks must again be inspected, and ullages must be carefully measured
and recorded in the Vessel’s ullages reports (SF/OPS/304 -304A-304B “Ullage Report”
Similar checks must be made throughout the Vessel’s passage.
2.15.2 Ship/Shore Differences

As the shore figures are taken in most cases as the B/L quantity, one may be faced with a possible “out-turn
shortage” claim upon the discharge.
If at the completion of loading there is an abnormal discrepancy between the ship's and the Terminal’s (Bill
of Lading) figures, all measurements, including freeboard, must be re-checked.
If the Ship’s/Shore’s difference is within the usual acceptable difference set to 0.3%, then the Master must
issue the usual Letter of Protest.
It is advisable, however, to recheck the Ship’s figures once again, to preclude any human error in calculations.
When the discrepancy is above 0, 3%, the Office must be notified immediately and before signing the B/L.
2.15.3 Vessel Experience Factor (V.E.F)

When the ship has carried more than 10 single grade cargoes, a Vessel Experience Factor (V.E.F) must be
calculated and recalculated on an ongoing basis.
The Vessel’s Experience Factor must always be taken into consideration and must be incorporated in the
ship’s loaded figures.
For any cargo discrepancy between Bills of Lading and Ship’ Figures (either plus or minus) is identified, the
Master is obliged to issue the appropriate Letter of Cargo Discrepancy between Bills of Lading and Ship’s
Figures.
Taking into account the VEF the above form must be issued in two (2) copies:
• One form containing ship’s figures without applying the VEF
• A second form containing the ship’s figures after applying the VEF (Form SF/OPS/322).
2.15.4 Dead Freight Claim
Due to the possible financial impact and a partial non -compliance with the Charter Party terms, this
declaration is of great importance.
If the cargo loaded is less than Charter Party quantity including Owner/Manager/Charterer option, a Dead
Freight Claim must be issued by the Master.
(See guidance in Section 13-“Cargo Documents” of this Manual).
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2.15.5 Self-Reactive Cargoes (Chemical Tanker Specific)

The Vessel MUST receive a valid “Inhibitor Certificate” as required specified by the
IBC-Code which states:
“Ships carrying such cargoes (Self-reactive) must be provided with a Certificate of protection from the
manufacturer, and kept during the voyage, specifying:
 The name and amount of additive present
 Whether the additive is oxygen-dependent
o If “YES”, the Oxygen requirements must be included
 The date that the Additive was added in the Product and the duration of effectiveness;
 Any temperature limitations, qualifying the additive’s' effective lifetime
o If the inhibitor has temperature limitations (for example p-TBC) the Master MUST carefully
evaluate whether the cargo has sufficient inhibitor for 1.5 times of the length of the
entire voyage, taking the relevant temperatures (Water and Air) into consideration.
 The action to be taken, must the length of voyage exceed the effective lifetime of the additives.
2.16 CARGO DOCUMENTS AND BILLS OF LADING
See guidance in Section 13 –“Cargo Documents” of this Manual
2.17 EARLY DEPARTURE PROCEDURE (EDP)
2.17.1 Why EDP? Early Departure Procedure

In some cases, either the Charterers (more often) or the Terminal (more rarely) will request the Vessel’s Master
to adopt an EDP (Early Departure Procedure).
This means that the Vessel will have to vacate the berth without signing any Bill of Lading.
In such cases, before leaving the berth, the Master must at least be provided with the Shore figures after
requesting it from the Terminal and issue a Letter of Protest for any possible discrepancy.
Before adopting an EDP, the Master must receive permission from the Company, unless this is clearly stated
in the Voyage Orders.
The Agent must, upon receiving the draft BL, fax or e-mail a copy to the Master’s attention.
Only after the Master’s confirmation to the agent, in writing, will the original B/L be signed and released. It
is important for the Agents TO be fully advised of such a procedure before vacating the berth.
Subject to such facilities being available to the ship, the Master must avail himself of the EDP only if
Charterers require it, and then follow their written instructions.
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2.17.2 Early Departure Procedure

On arrival, the Master will indicate his acceptance of the EDP according to the provisions of governing Charter
Party.
Then:
 The Bill of Lading and Cargo Manifest will be prepared in advance, (except for cargo figures) and will
be presented to the Master for signature.
 The Master will sign a document, authorizing the Agent to sign all other documents on his behalf but
only after the Master has been informed by e-mail and has reviewed the B/L figures and has noted by
protest any differences between the Ship’s and Shore (B/L) figures.
 The Agent must be instructed in writing to wait for confirmation from the Master AND authorization,
before releasing the B/Ls (at some ports this authority must be cabled to the Shippers).
 Copies of the Bill of Lading and the Cargo Manifest must be retained on board. These arrangements
must be confirmed with the Operations Department before the Master’s agreement.
 Before the ship is released to sail, Ship/Shore figures MUST be agreed and be within acceptable limits,
(Max 0, 3 %).
If the Ship Figures are not released, the Operations Department must be notified for further guidance.
 If Ship/Shore differences exceed 0,3%, EDP IS NOT PERMITTED
The Master must notify the Operations Department for further guidance.
2.18 REPORTING
The following must be sent to the Office after loading:

 Ullage Report(s).
 Copy of Notice of Readiness.
 Copies of any Letters of Protest.
 Dead freight Statements.
 Full set of Cargo Documents.
 Statement of Facts.
The Master must ensure that all cargo documents are signed by the required parties (Agent, Terminal, and
Vessel).
The Master is also requested to define “Documents onboard TIME” in Statement of Fact before sailing from
port.
3. RECORD
Ullage Reports COM/SECTION 13 SF/OPS/304(A-B)
OBQ/ROB Report COM/SECTION 13 SF/OPS/306
Loading Operations Information Exchange
-Cargo Nomination Letter COM/SECTION 08B SF/OPS/309C
Authorization for signing and releasing
Bill of Lading, Early Departure Procedure COM/SECTION 09 SF/OPS/309D
Statement of Facts COM/SECTION 13 SF/OPS/312
Discharge Operation and Relative Information COM/SECTION 11 SF/OPS/314
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Topping off checklist COM/SECTION 09 SF/OPS/318

Vessel Experience Factor COM/SECTION 13 SF/OPS/322
Record of Cargo Samples COM/SECTION 20 SF/OPS/326
Cargo Plan COM/SECTION 08B SF/OPS/330
Hourly Monitoring Records COM/SECTION 09/12 SF/OPS/330D
Internal Cargo Transfer Plan COM/SECTION 09/12 SF/OPS/331
Internal Cargo Transfer Checklist COM/SECTION 09/12 SF/OPS/331A
Internal Cargo Transfer Record –Valve/Open-Closing COM/SECTION 09/12 SF/OPS/331B
Ullage Report before Internal Cargo Transfer COM/SECTION 09/12 SF/OPS/331C
Ullage Report on completion of Internal Cargo Transfer COM/SECTION 09/12 SF/OPS/331D
Cargo Pre-Operation Checklist –OT/CT COM/SECTION 08B/11 SF/OPS/334B
Ship-Shore Safety Checklist –OT/CT COM/SECTION 09/12 SF/OPS/334C
Terminal Satisfaction Report COM/SECTION 13 SF/OPS/338
Un-pumpable Ballast COM/SECTION 14 SF/OPS/353
Additives Onboard-Monitoring Form COM/SECTION 21 SF/OPS/351
Draft Comparison Form COM/SECTION 14 SF/OPS/354
4. RELATED DOCUMENTS
ISGOTT
TSC-C
TSG-G
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2.10.2 Sampling Process .................................................................................................................................................... 24

1. PURPOSE AND SCOPE

2.3 WATCH COMPOSITION

No. Stage of Cargo Operations Cargo Watch arrangements

2.4 CARGO TRANSFER CONTROLS & VAPOUR PRESSURE ALARM SETTINGS

2.4.1 Cargo Transfer Controls

2.4.2 Vapour Pressure Alarm Settings

2.4.2.1 Vapour Line Alarm Setting

Inerted Tankers (Primary means is IG, secondary is the P/V):

2.5.1 Ship/Shore Safety Meeting

2.5.1A Ship/Shore Safety Meeting (Chemical Tanker Specific)

All Hazardous Cargoes

2.5.1.1 Ship/Shore Safety Checklist (SSSCL)

For oil tankers

The Ship/Shore Safety Checklist consists of four main sections:

2.5.1.2 Change of Loading Sequence

Relevant notifications must be included in the following forms:

2.5.2 Terminal Water Depth

2.5.2.1 Periodic Checks of Draft Gauges against Draft Marks

2.5.3 Tank Inspection

Cargo Tank inspections must only be carried out

A Tank Entry Permit can be used for this purpose.

2.5.3.1 Tank Inspection–Wall Wash Test (WWT) (Chemical Tanker Specific)

Wall Wash Medium:

 Hexene-1 might be used before loading Hexne-1.

2.5.3.2 Tank Cleanliness Certificate (Chemical Tanker Specific)

2.5.4 Drip Tray Inspection

2.5.5 Sea valves

2.5.6 Pre-cargo Operations Checklist

2.6 SPECIAL CARGO PRECAUTIONS

2.6.1 Special Cargo Precautions on Chemical Tankers (Chemical Tanker Specific)

The Decontamination Shower and the Eye Wash must be checked

2.6.2 Toxic Cargoes (IBC) (Chemical Tanker Specific)

2.6.3 Self-Reactive Cargoes (Chemical Tanker Specific)

2.6.4 Corrosive Cargoes (Chemical Tanker Specific)

2.7 MANIFOLD CONNECTION

2.7.1 Cargo Hoses

2.7.1.1 Vessel’s Cargo Hoses (Oil Tanker Specific)

2.7.1.2 Submerged Hoses

2.7.1.3 SBM (Oil Tanker Specific)

 On Deck, during cargo loading (incl. de-ballasting as required):

 On Deck, during Topping- Off:

 The Engine Room must be manned as necessary with :

 A Watchman must be stationed on the forecastle head, specifically assigned as permanent

 Avoid moorings or mooring boats must be caught up in ships’ propellers.

Planning and Execution of the buoy mooring operations

2.7.2 Loading Arm (Hard-arm)

Connection to always be undertaken in the presence of the responsible Officer.

2.7.3 Common Line

2.7.4 Closed Loading

The Company has a CLOSED LOADING POLICY.

2.7.4.1 Vapour Return Line

A Vapour Line must be used whenever loading Toxic cargoes.

If in use – If there is a failure of the Vapour Return/Recovery System’s ,

2.7.4.2 P/V Valve

The Tank Venting System must be checked for correct setting

2.8 INERTING/ PURGING