Deck Cadet Booklet For VLCC Operations
Deck Cadet Booklet For VLCC Operations
Deck Cadet Booklet For VLCC Operations
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Of VLCC
2.1.1 General
2.1.3 Composition
2.1.4 States
2.1.5 Density
2.1.7 Flammability
3.1 Toxicity
3.1.1 General
3.1.5 Benzene
3.2.1 General
3.2.2 Conductivity
Oxygen Meter
4.1 General
4.2.2 Respirators
4.3.1 General
5.1 Loading/Discharging
5.2.5 Ballasting/Deballasting
7.2.1 General
Quantities
Fig.1-1
VLCC
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Fig.1- 2
Origin of Crude Oil
Raw oil or unprocessed ("crude") oil is not useful in the form it comes out of the
ground. Although "light, sweet" (low viscosity, low sulfur) oil has been used directly
as a burner fuel for engine propulsion, the lighter elements form explosive vapors
in the cargo tanks and so it is quite dangerous. For this and many other uses, the
oil needs to be separated into parts and refined before use in fuels and lubricants,
and before some of the byproducts could be used in petrochemical processes to
form materials such as plastics, and foams. Petroleum fossil fuels are used in ship,
automobile and aircraft engines. These different hydrocarbons have different
boiling points, which mean they can be separated by distillation.
Fig.1- 3
Oil Refinery
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Fig.1- 4 Fig.1- 5
Molecules of Crude Oil before Molecules of Crude Oil during
Crude oil isthe Distillation
separated Process
into fractions the Distillation Process
by fractional distillation. The
fractionating column is cooler at
the top than at the bottom because
the fractions at the top have lower
boiling points than the fractions at
the bottom. The heavier fractions
that emerge from the bottom of the
fractionating column are often
broken up (cracked) to make more
useful products. All of the fractions
are subsequently routed to other
refining units for further processing.
Fig.1- 6 Distillation
Process
Tankers used for liquid cargoes are classified according to their capacity.
In 1954, Shell Oil developed the AFRA system (average freight rate assessment)
for fiscal reasons. Tankers were divided in groups of different sizes. To make it an
independent instrument, Shell consulted London Tanker Brokers’ Panel (LTBP). At
first, they divided the groups as General Purpose for tankers under 25,000 DWT,
Medium Range for ships between 25,000 and 45,000 DWT and Large Range for
the then enormous ships that were larger then 45,000 DWT.
During the 70’s the ships became larger and larger and the list was extended.
The general classifications of ship size are listed below. The unit of DWT is long
tons.
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After discharging all cargo at discharging port(s), the ship proceeds to the loading
port on ballast condition. Also, the crew on VLCC carries out various operational
and maintenance jobs during voyage. Major jobs are listed below.
a) Ballast voyage
i) Cargo tank pressure control.
b) Laden voyage
c) Special Operations
One of the major special operations is gas freeing with tank cleaning. The
purpose of gas freeing is to replace the atmosphere contained flammable, toxic
or inert gas in the cargo tanks to the air. ft aims human being to enter cargo
tanks safely for inspection and any maintenance/repairs in the cargo tanks.
iii) Gas freeing on ballast voyage for any emergency repairs(one tank gas free,
others).
The sections 1.3.1 and 1.3.2 below indicate easy explanations for the flow of
cargo and vapor movements during loading and unloading cargo operation.
After berthing at loading port, the loading arms (which generally are called
“Chicksan arms”) or hoses as the interface between ship and shore at the manifold
are connected. To make the proper loading system, the line up for loading cargo
into the designated cargo tank(s) is required before starting the loading of cargo.
(Some ports apply the system of vapor return line in according to MARPOL Annex
VI.)
After berthing at the unloading port, the unloading arms (which sometimes are
called Chicksan arms) or hoses as the interface between ship and shore at the
manifold are connected.
To make the proper unloading system, the line up for discharging cargo from the
designated cargo tanks via cargo pump room is needed before starting the
discharging of cargo.
In order to ensure the operation of an oil tanker in a safe and efficient manner, it is
essential for the ship's officer to have a working knowledge of the products the
vessel is likely to carry. To gain some knowledge of crude oil and refined products
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that are derived from it, it is useful to examine briefly the refining processes used in
the oil industry today.
2.1.1 General
Petroleum (petra - rock in Greek / oleum – oil in Latin) or crude oil (also known as
black gold) is a black, dark brown, yellowish, or even greenish liquid found in
formations in the earth, is a remarkably varied substance, both in its use and
composition. Crude oil can be described as a mixture of several liquid
hydrocarbons, which may have paraffin, naphthenic, aromatic and asphaltic
origins.
The structure of any particular crude oil is of major importance, as this determines
the quantity and type of finished products that will be obtained from it, as well as
the best method of obtaining these products.
The crude oil is split into a number of fractions in an oil refinery process. A main
distinguishing feature of the various petroleum products is their volatility, or ability
to vaporize. This is associated with the size of the molecules; in compounds of a
similar type, the larger the molecule, the lower the volatility. At ambient
temperatures and pressure, gasoline is a liquid that vaporizes readily, while
kerosene and oils are liquids requiring high temperatures to vaporize them.
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Products such as paraffin wax, solid under normal conditions, require heating to a
relatively high temperature before they liquefy, and heating to still higher
temperatures before they vaporize. The heavy fractions (containing a large number
of carbon atoms) can be split into higher fractions (containing a smaller number of
carbon atoms) by means of an oil refinery process called "cracking". Cracking is a
process in which fuel oil components are converted into lighter, distillate products
such as gas oil and gasoline.
2.1.3 Composition
The petroleum in its raw form is called a crude oil. Crude oil is a natural material in
which the hydrocarbon is a principal ingredient and which contains a small amount
of sulfur, nitrogen, oxygen, and the metal etc. The chemical composition of crude
oil is generally as follows. Most crude oils contain carbon and hydrogen though the
physical and scientific properties of the crude oil are affected by the soil of the
production region.
a) Carbon :83-87%
b) Hydrogen :11-14%
c) Sulfur : 5% or less
d) Nitrogen :0.4% or less
e) Oxygen :0.5% or less
f) Metal :0.5%or less
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Crude oils are mixtures of many substances, often difficult to separate, from which
various petroleum products (such as liquefied petroleum gases, gasoline,
kerosene, gas oil, fuel oil, lubricant oil, wax and bitumen) are manufactured.
2.1.4 States
The states of the petroleum under atmospheric pressure are either of gas, liquid or
solid. Melt is defined as the change to transform a solid into a liquid. Sublimation is
defined as to change state without becoming a liquid. Evaporation is defined as to
change into a vapor or gas. Melting point is defined the temperature at which
material changes from a solid to a liquid by heat or pressure or both. Surface
tension is a property of liquids arising from unbalanced molecular cohesive forces
at or near the surface. The surface tends to contract as a result of this. The
numerical measure of the degree to which a fluid resists flow under an applied
force called viscosity. Saturation pressure is defined as pressure at which a given
liquid boils in a certain constant temperature. The spontaneous intermingling of the
particles of two or more substances as a result of random thermal motion is called
diffusion. Gases mix by the process of diffusion.
2.1.5 Density
The gases from most petroleum liquids are heavier than air and inert gas, thus the
difference of each gas density is a very important consideration in cargo handling
operations, as it links to the possibility of layering of gases.
a) Air : 1.0
b) Crude Oil Gas : 1.5 – 2.0
c) Inert Gas : 1.044
a) General
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b) API gravity
API gravity between 22.3° and 31.1°, and heavy oil as having an API gravity
below 22.3°.
*Which oil is lighter, API 20 or API 30?
2.1.7 Flammability
In the process of burning, hydrocarbon gases react with the oxygen in the air. And
this results, in the formation of Carbon dioxide (CO2) and water (H2O). The
reaction gives enough heat to form a flame, which travels through the mixture of
hydrocarbon gas and air. When the gas above a liquid hydrocarbon is ignited the
heat produced is usually enough to evaporate sufficient fresh gas to maintain the
flame, and the liquid is said to burn. In fact it is the gas, which is burning and is
being continuously replenished from the liquid.
a) Flammable limits:
A mixture of hydrocarbon gas and air cannot be ignited and burned unless its
composition lies within a range of gas in air concentrations known as the
"flammable range".
The lower limit of this range, known as the lower flammable limit (LFL), is that
hydrocarbon concentration below which there is insufficient hydrocarbon gas to
support and cause combustion. The upper limit of this range, known as the
upper flammable limit (UFL), is that hydrocarbon concentration above which
there is insufficient air to support and cause combustion. The flammable limits
vary somewhat for different pure hydrocarbon gases and for the gas mixtures
derived from different petroleum liquids. Very roughly, the gas mixtures from
crude oils, motor or aviation gasoline and natural gasoline type products can be
represented respectively by the pure hydrocarbon gases propane, butane and
pentane. Below table gives the flammable limits for these three gases.
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b) Flash point:
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The flash point of a liquid is the lowest temperature at which the liquid gives of
sufficient vapor to form an ignitable mixture.
When petroleum is ignited, it is the gas progressively given off by the liquid,
which burns as a visible flame. The quantity of gas available to be given off by
a petroleum liquid depends on its volatility, which is frequently expressed for
purpose of comparison in terms of Reid Vapor Pressure (RVP). There are many
classification systems for defining the flammability characteristics of petroleum
liquids, most of which are based on Flashpoint and Reid Vapor Pressure data.
For the purpose of this guide, which deals primarily with the particular
conditions associated with handling petroleum cargoes in tankers and
terminals, the division of such liquids into the two broad categories of non-
volatile and volatile, as defined below, is in general sufficient to ensure that
proper precautions can be specified.
i) Non-Volatile:
Flash point of 60 ºC (140 degrees Fahrenheit) or above, as determined by
the closed cup method of testing.
ii) Volatile:
Flash point below 60ºC (140 degrees Fahrenheit), as determined by the
closed cup method of testing.
If there is any doubt as to the characteristics of a cargo, or if a non-volatile
cargo is being handled at a temperature above its Flashpoint minus 10ºC, it
should be treated as volatile petroleum.
c) Ignition point:
Flash point should not be confused with ignition point.
Ignition point is the temperature which when reached is sufficient to cause
combustion even if the original source of heat is removed.
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This is index, which shows the liquidity of crude oil and oil products at low
temperatures. A pure material is changed from a liquid to a solid at a constant
temperature, however, the oil composed of multi elements does not show a clear
melting point Therefore, find the temperature at which an oil or other oil products
will not flow under given conditions. This is called a pour point.
Pressure (TVP), or bubble point vapor pressure, is the pressure exerted by the
gas produced from a mixture when the gas and liquid are in equilibrium at the
prevailing temperature. It is the highest vapor pressure, which is possible at
any specified temperature. As the temperature of a petroleum mixture
increases, its TVP also increases. If the TVP exceeds atmospheric pressure the
liquid commences to boil. The TVP of a petroleum mixture provides a good
indication of its ability to give rise to gas. Unfortunately, it is a property, which is
extremely difficult to measure, although it can be calculated from a detailed
knowledge of the composition of the liquid. For crude oils, it can also be
estimated from the stabilization conditions, making allowance for any
subsequent changes of temperature or composition. In the case of products,
reliable correlations exist for deriving TVP from the more-readily measured
Reid Vapor Pressure and temperature.
The high vapor pressure cargo is the one when its RVP is more than 31.5 kPa
and TVP on the normal operating temperature is less than atmospheric
pressure.
The high vapor cargo can be vaporized easily. Therefore, it is necessary to
attend carefully to prevent the cavitation of the pumps and tank pressure rising
during COW.
3.1. Toxicity
3.1.1 General
The toxic hazards to which personnel are exposed in tanker operations arise
almost entirely from exposure to gases of various kinds. A number of indicators are
used to measure the concentrations of toxic vapors and many substances have
been assigned Permissible Exposure Limits (PELs) and/or Threshold Limit Values
(TLVs).
The term Threshold Limit Value has been in use within the industry for a number of
years and is often expressed as a Time Weighted Average (TWA).
The use of the term Permissible Exposure Limit (PEL) is becoming more
commonplace and refers to the maximum exposure to a toxic substance that is
allowed by an appropriate regulatory body.
a) Skin contact
Many petroleum products, especially the more volatile ones, cause skin
irritation and remove essential oils from skin, leading to dermatitis. They are
also irritating to the eyes. Certain heavier oils can cause serious skin disorders
on repeated and prolonged contact. Direct contact with petroleum should
always be avoided by wearing the appropriate protective equipment especially
impervious gloves and goggles.
b) Ingestion
The risk of swallowing significant quantities of liquid petroleum during normal
tanker and terminal operations is very slight. Petroleum has low oral toxicity to
man, but when swallowed it causes acute discomfort and nausea. There is then
a possibility that liquid petroleum may be drawn into the lungs during vomiting
and this can have serious consequences, especially with higher volatility
products such as gasoline and kerosene.
The toxicity of petroleum gases can vary widely depending on the major
hydrocarbon constituents of the gases. Toxicity can be greatly influenced by the
presence of some minor components such as aromatic hydrocarbons,, e.g.
Benzene and Hydrogen sulphide. A TLV of 300 ppm, corresponding to about 2%
LFL is established for gasoline vapors. Such a figure may be used as a general
guide for petroleum gases but must not be taken as applicable to gas mixtures
containing Benzene or Hydrogen sulphide. The human body can tolerate
concentrations somewhat greater than the TLV for short periods.
The smell of petroleum gas mixtures is quite variable, and in some cases the
Fig. 3.1.3 Concentration of Petroleum Gas and Its
3.1.4 Hydrogen Sulfide (H2S)Effects on the Human Body
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Many crude oils come out of the well with high levels of hydrogen sulphide (H2S),
but this level is usually reduced by a stabilization process before the crude oil is
delivered to the vessel, How-ever, the amount of stabilization may be temporarily
reduced at times. Thus, a tanker may receive a cargo with Hydrogen sulphide
content higher than usual. In addition, some crude oils are never stabilized and
always contain a high Hydrogen sulphide level.
Persons over exposed to H2S vapor should be removed to clean air as soon as
possible. The adverse effects of H2S can be reversed and the probability of saving
the person's life improved if prompt action is taken.
3.1.5 Benzene
Repeated over exposure to high levels of Benzene vapor may have chronic effects
which can lead to disorders of the blood and bone marrow. Personnel engaged in
operations involving the products containing Benzene should observe the
precautions in order to minimize exposure during cargo handling operations.
Benzene primarily presents an inhalation hazard. It has poor warning qualities, as
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its odor threshold is well above the Permissible Exposure Limit. Exposure to
concentration in excess of 1,000 ppm can lead to unconsciousness and even
death. Benzene can also be absorbed through the skin and is toxic if ingested.
Spots check on vapor concentration, which using detector tubes and pumps can
be carried out by ship's personnel to determine whether vapor levels are being
exceeded and if personal protective equipment needs to be worn.
The main hazard associated with inert gas is its low oxygen content. However,
inert gas produced by a boiler contains trace amounts of various toxic gases,
which may increase the hazard to personnel exposed to it.
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Fresh flue gases typically contain about 200 ppm by volume of mixed nitrogen
oxide. The majority is nitric oxide (NO), which is not removed by water scrubbing.
Nitric oxide reacts slowly with oxygen forming nitrogen dioxide (NO2). As the gas
stands in tanks, the total concentration of nitrogen oxide falls over a period of 1-2
days to a level of 10 - 20 ppm as the more soluble nitrogen dioxide goes into
solution in free water, or by concentration, to yield nitrous and nitric acids. A further
decrease below this level occurs very slowly.
Nitric oxide is a colorless gas with little odor at its TLV of 25 ppm. Nitrogen dioxide
is even more toxic with a TLV of 3 ppm. Flue gas produced by the combustion of
high sulphur content flue oils typically contains about 2,000 ppm of sulphur dioxide
(SO2). Inert gas system water scrubbers remove this gas with an efficiency, which
depends upon the design and operation of the scrubber, giving inert gas with a
sulphur dioxide content usually between 2 and 50ppm. Sulphur dioxide produces
irritation of the eyes, nose and throat and may also cause breathing difficulties in
sensitive people. It has a distinctive smell at its TLV of 2 ppm.
Carbon monoxide (CO) is normally present in flue gas at a level of only a few parts
per million, but abnormal combustions and slow running can give rise to levels in
excess of 200 ppm. Carbon monoxide is an odorless gas with a TLV of 50 ppm. It
is insidious in its attack, which is to restrict oxygen intake by the blood, causing a
chemically-induced foam of asphyxiation.
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The table above provides an indication of the typical composition of inert gas
generated from boiler flue gas, expressed as a percentage by volume.
It is the responsibility of the supplier to provide any tanker that is to load a cargo or
bunker fuel that is likely to contain a toxic component, with a Material Safety Data
Sheets (MSDS) before loading commences. The MSDS should indicate the type
and probable concentrations of toxic components, amongst all of the constituents
in the cargo or bunkers to be loaded. Provision of an MSDS does not guarantee
that all of the toxic components of the particular cargo or bunkers being loaded
have been identified or documented. Absence of an MSDS should not be taken to
indicate the absence of toxic components. Operators should have procedures in
place to determine if any toxic components are present in cargoes that they
anticipate may contain them.
An MSDS should be posted for each grade of cargo carried, including crude oils.
Material Safety Data Sheets should be parcel-specific. If the MSDS does relate to
the particular cargo parcel being carried, the officers should be aware of its
limitations.
3.2.1 General
The risks presented by static discharges occur where flammable atmosphere are
likely to be present. The main protection for tankers against static risks is to
conduct operations with the cargo tanks protected by Inert Gas.
Static electricity presents fire and explosion hazards during the handling of
petroleum and during other tanker operations such as tank cleaning, dipping,
ullaging and sampling. Certain operations can give rise to accumulations of electric
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All three of these stages are necessary for an electrostatic ignition of a flammable
atmosphere.
3.2.2 Conductivity
Materials and liquid products that are handled by tankers and terminals are
classified as being conductive, non-conductive or semi-conductive. (In most
electrostatics standards the term ‘dissipative’ is now preferred to ‘semi-
conductive’).
a) Conductive Materials
In the case of solids these are the metals and, in the case of liquids, the whole
range of aqueous solutions, including seawater. The human body, consisting of
about 60% water, is effectively a liquid conductor. Many alcohols are
conductive liquids. The important property of conductors is that they are
incapable of holding a charge unless insulated, but also, that if they are
insulated, charged and an opportunity for an electrical discharge occurs, all the
charge available is almost instantaneously released into the discharge.
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These materials have such low conductivities that once they have received a
charge they retain it for a very long period. Non-conductors can prevent the
loss of charge from conductors by acting as insulators. Charged non-
conductors are also of concern because they can generate incendiary brush
discharges to nearby earthed conductors and because they can transfer charge
to, or induce charge on, neighboring insulated conductors that may then give
rise to sparks. Liquids are considered to be non-conductors when they have
conductivities less than 50 picoSiemens/metre (pS/m). Such liquids are often
referred to as Static Accumulators. Petroleum products, such as clean oils
(distillates), frequently fall into this category with conductivity typically below 10
pS/m. Chemical solvents and highly refined fuels can have conductivities of
less than 1 pS/m. The solid non-conductors include plastics, such as
polypropylene, PVC, nylon and many types of rubber. They can become more
conductive if their surfaces are contaminated with dirt or moisture.
These materials are a range of liquids and solids with conductivities between
those of the first two groups. The liquids have conductivities exceeding 50
pS/m and, along with conductive liquids, are often known as static non-
accumulators. Examples of semi conductive liquids are black oils (containing
residual materials) and crude oils, which typically have conductivities in the
range of 10,000 -100,000 pS/m. The solids in this intermediate category include
such materials as wood, cork, sisal and naturally occurring organic substances
generally. They owe their conductivity to their ready absorption of water and
they become more conductive as their surfaces are contaminated by moisture
and dirt. However, when new or thoroughly cleaned and dried, their
conductivities can be sufficiently low to bring them into the non-conductive
range. If materials in the intermediate conductivity group are not insulated from
earth, their conductivities are high enough to prevent accumulation of an
electrostatic charge. However, their conductivities are normally low enough to
inhibit production of energetic sparks. For materials with intermediate
conductivities the risk of electrostatic discharge is small, particularly if current
practices in this guideline are adhered to, and the chance of their being
incendiary is even smaller. However, caution should still be exercised when
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Under normal conditions, gases are highly insulating and this has important
implications with respect to mists and particulate suspensions in air and other
gases. Charged mists are formed during the ejection of liquid from a nozzle, for
example:
Although the liquid, for example, water, may have a very high conductivity, the
relaxation of the charge on the droplets is hindered by the insulating properties of
the surrounding gas. Fine particles present in inert flue gas or created during
discharge of pressurized liquid carbon dioxide are frequently charged. The gradual
charge relaxation, which does occur, is the result of the settling of the particles or
droplets and, if the field strength is high, of corona discharge at sharp protrusions.
People who are highly insulated from earth by their footwear or the surface on
which they are standing can become electro statically charged. This charge can
arise from physical separation of insulating materials caused, for instance, by
walking on a very dry insulating surface (separation between the soles of the
shoes and the surface) or by removing a garment. Experience over a very long
period indicates that electrostatic discharges caused by clothing and footwear do
not present a significant hazard in the oil industry. This is especially true in a
marine environment where surfaces rapidly become contaminated by deposits of
salt and moisture that reduce electrical resistances, particularly at high humidity.
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4.1 General
Risks to the health and safety of crewmembers must be identified and assessed. It
will often not be possible to remove all risks. But the necessary attention should be
given to control measures, which make the working environment and working
methods.
Personal protective equipment must be used when risks cannot be avoided or
reduced to an acceptable level to any crew. This is because personal protective
equipment does not reduce the hazard, and can only protect the person wearing it
and leave others vulnerable.
Defective or ineffective protective equipment provides no defense. It is therefore
essential that the correct items of equipment are selected and that they are done
properly maintenance at all times. The manufacturer's instructions should be kept
on board with the relevant apparatus and if necessary referred to before use and
when maintenance is carried out. Personal protective equipment should be kept
clean and should be disinfected as and when necessary for health reasons.
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All crew who may be required to use protective equipment must acquire essential
knowledge to use them and train in its use.
Fig. 4.1-1especially
This chapter highlights Flow Chartthe(Use of Protective
general informationEquipment)
for usage of respiratory
protective equipment and detectors, which including oxygen analyzer.
It is important that a cartridge or canister attached to a facemask are only used for
their designed purpose and within the limits prescribed by manufacturers. Such
limits include an expiry date for the cartridge or canister.
Responsible officer before being countersigned by the Master, confirms that the
practice is safe and in compliance with the SMS manual.
The dust respirator gives protection against dusts and aerosol sprays but not
against gases. There are many types of dust respirator available but they are half-
masks type covering the nose and mouth in general. Many types of light, simple
facemasks are also available and are also extremely useful for protecting against
dust nuisance and non-toxic sprays but should never be used in place of proper
protection against harmful dusts or sprays.
4.2.2 Respirators
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They should never be used to provide protection against dangerous fumes, gases
or vapors in enclosed spaces such as tanks, cofferdams, double bottoms or other
similar spaces. Only the self-contained breathing apparatus is capable of giving
protection in such circumstances.
The breathing apparatus is used when entering a space that is known to be, or
suspected of being deficient in oxygen or containing toxic gas or vapors.
This is a compressed air breathing device used for escape from a compartment
that has a hazardous atmosphere. It is primarily for use in accordance with the
SOLAS requirements for escape from engine room, pump room and
accommodation spaces in the event of a fire.
Additional sets should be provided for use as emergency escape equipment during
enclosed space entry. Each set has duration of not less than 10 minutes. The
device can be one of two types:
Compressed Air Type consists of an air bottle, reducing valve, air hose, facemask
or hood and a flame retardant high visibility bag or jacket. They are normally
constant flow devices providing compressed air to the wearer at a rate of
approximately 40 liters per minute, giving a duration of 10 (as a minimum) or 15
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minutes, depending on the capacity of the bottle. Compressed air EEBD’s can
normally be recharged onboard with a conventional SCBA compressor.
The pressure gauge, supply valve and hood should be checked before use.
Re-breathing type EEBD normally consists of a robust watertight carrying case,
compressed oxygen cylinder, breathing bag, mouthpiece and a flame retardant
hood. They are designed for single use by the wearer. When the hood is placed
over the user’s head and the set activated, exhaled air is mixed with compressed
oxygen inside the breathing bag to allow the wearer to breath normally when
escaping from a hazardous atmosphere.
EEBDs should not be used for fire-fighting or for entering oxygen deficient
compartments. A self-contained breathing apparatus, which is specifically suited
for such purposes, should be used.
4.4 Detector
4.4.1 General
The accidents caused by gas are explosion / fire / hypoxia / poisoning. The human
five senses are not able to detect the existence of gas. To prevent the explosion /
fire / hypoxia / poisoning before it happens, it is very important not only to put on
protective equipment but also to recognize the existence of the hazardous gas
definitely. For our safety work, it is necessary to have suitable knowledge of
handling detectors for each gas.
This Section describes the principles, uses and limitations of portable instruments
for measuring concentrations of hydrocarbon gas (in inerted and non-inerted
atmospheres), other toxic gases and oxygen.
The danger of gases is classified broadly into following 3 categories.
A mixture with flammable gas and air catches fire and causes an explosion / a
fire.
At least two of each type of hydrocarbon analyser, and two oxygen analysers
should be available and operational on board. The instruments should be
capable of measuring remotely, and sufficient lengths of hose should be on
board to take readings at the bottom of all compartments. Metal tubes are
unsuited to most cargo tank gas measurements, and flexible lines must be
used to prevent the spark. Sampling tube must be clean and in good condition.
Because it will be linked to the contamination with cargo residues can greatly
affect instrument readings.
inert gas are Non-catalytic Heated Filament Gas Indicators and are usually
referred to as Tankscopes.
The presence of toxic gases will generally be determined using gas analyzers
utilizing indicator tubes, but the more common toxic gases such as carbon
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monoxide and hydrogen sulphide may be detected using multi-purpose meters and
the dragger gas tube. Toxic gas indicators are only required to be carried where
the presence of the particular gas is known, or likely, to be on board. It is not
necessary, for example, for chemical vessels to carry indicators for all the
chemicals they are certified to carry, only those, which they are actually carrying or
have recently carried. A register of indicator tubes should be maintained, and those
for cargoes being carried must be in date.
These provide a simple, rapid and inexpensive method for evaluating airborne
concentrations. A measured volume of air is drawn through the tube using a small
hand-held pump. They are available for several specific organic solvents and
hydrocarbon mixtures. The length of a colored stain produced in the tube is related
to the concentration of the solvent being measured in the test atmosphere. They
are particularly useful for conducting initial screening measurements to determine
whether more detailed investigations are required or for periodic checks to confirm
that controls remain effective.
5. Cargo Operations
5.1 Loading/Unloading
The Master shall check the loading plan and unloading plan prepared by the Chief
Officer.
Fig. 5.1.1
The Chief Officer shall Loading
draft up loadingand
andUnloading Planstaking the following
unloading plans
into consideration.
m) Carrying out of crude oil washing and whether or not fresh crude oil is needed.
n) Stationing of crew and safety measures.
o) Facilities and equipment to be used.
p) Special loading/unloading (commingle loading, mixed loading, load on top, line
displacement with water, etc).
q) 'Cargo working sequence', 'stowage plan' and 'cargo work piping diagram'.
(For loading and unloading plans, use company-specified forms 'Cargo
Working Sequence' and 'Stowage Plan'. Prepare a cargo work piping diagram
to plan operating procedures).
r) Check at appropriate intervals whether the output of the loading computer is
proper or not (confirm the proper operation of the software at regular intervals).
a) The Captain, prior to entering harbor, shall check that the necessary
information about terminal regulations and cargo work have been exchanged
between the terminal and the ship.
b) When Ship to Ship (STS) Operation is to be done, have thorough discussions
with the other vessel to check about communications, work conditions, how to
go alongside, preparations, transfer work, etc.
c) STS Operation shall be carried out in accordance with "Ship to Ship Transfer
Guide(Petroleum)" of ICS/OCIMF.
a) Before the meeting to discuss cargo work, the Captain shall check the
loading/unloading plans and other cargo handling procedures prepared by the
Chief Officer and give him/her necessary advice.
b) The Chief Officer shall hold, before port entry, a meeting for cargo handling in
order to disseminate loading/unloading plans and other cargo handling
procedures among the Chief Engineer and all personnel in the deck
department.
c) The Chief Engineer shall give necessary advice to the Chief Officer.
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General
The Chief Officer, prior to entering harbor and before starting cargo work, shall
make the necessary preparations and checks in accordance with the "Check List
for Crude Oil Tanker (No.1(A) or (B))(Ver.1.0)"<S-076000-01CHK> or <S-076000-
02CHK>.
a) Items to be checked
Confirm the items below before the start of loading work and ensure safety of
the cargo handling work.
i) Tanks other than the tanks to be loaded have been identified clearly using
sealing tape or by other means.
ii) The target ullage of the tanks is clearly indicated in accordance with the
Cargo Stowage Plan.
iii) Clear-cut instructions related to the cargo handling procedure have been
given to the officer of the watch.
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The Chief Officer, prior to cargo work, shall hold discussions with the terminal
on the following matters.
Chief Officer
The Chief Officer must clearly identify, with seal tape, etc., tanks other than those
to be loaded and unloaded and display the ullage at which each tank is to be
topped off or unloading stopped, according to the cargo stowage plan; he/she must
also give watch officers instructions to observe cargo handling procedures in 5.4.2
and 5.4.3.
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b) Work for canceling measures for the liquid-sealed condition. The work for
canceling the measures for the liquid-sealed condition includes the closing of
all valves mentioned below.
To test the valve operation, the valve should be opened or closed for
two or three times. This ensures that the valve is working smoothly.
The valve opening/closing test is to be performed during the valve
lineup, therefore no substantial loss in time occurs when performing
this test.
The test for valve operation is performed when the ship is underway
and the operating condition is confirmed. However, during valve
lineup before the loading work, mistakes in the instructions for
opening valves may be found or other abnormalities may be
discovered, therefore this measure is very effective in preventing
open
Confirm that all valves except the IG branch valves are closed (zero start), and
perform the valve lineup of loading lines on the ship side (excluding the gate
valve).
Perform valve lineup carefully in accordance with the line diagrams prepared
beforehand. During the valve opening/closing operation, always perform the
operation while calling out aloud the instructions and re-confirming the actions
in the presence of several persons.
If the ship is to be loaded at two or more ports, confirm that the valves to the
tanks that have been loaded are fully closed and then open the valves to the
empty tanks to be loaded.
When valve lineup (excluding lineup of gate valves) is completed, notify the
Loading Master.
In principle, the vent riser valve should be fully opened and used. It should not be
opened halfway during the loading work.
At the first loading port, time is required for reducing the tank pressure. Also,
when checking the dryness of the tank, if the tank pressure is high, gas leakage
of MMC is considerable. Therefore, the tank pressure should be adjusted (3
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b) Loading rate and timing for opening the vent riser valve
The maximum flow rate that can be received by the ship is mentioned in the
blueprints supplied by the shipbuilder. In case of Takasago Maru, this figure is
21,000 m3/h. Generally, the receiving capacity is greater than 20,000 m 3/h.
Thus, if the loading rate is 10,000 m 3/h (about 62,900 BBLS/h), no problems
are likely to occur even if the gate valve is opened since this value is only half
the actual capacity. However, if the loading is to be performed at a rate close to
the maximum receiving flow rate of the ship, the vent riser valve should be
opened beforehand and the tank pressure should be made approximately
equal to the atmospheric pressure.
The vent riser valve is generally opened before the start of the loading work.
Since various tasks are performed simultaneously before the start of loading
d) Loading of crude oil containing high hydrogen sulfide content (toxic gas)
Some terminals may give instructions on the operation of the vent riser valve
based on the weather conditions when crude oil containing high hydrogen
sulfide content (toxic gas) is to be loaded on the ship. The instructions include
safety measures for avoiding accumulation of toxic gas on the deck. In these
cases, safety measures should be formulated in accordance with the terminal
regulations.
In such cases, instructions are generally given to ensure that pressure builds
up to a specific level and then to release the gas all at once rather than
releasing it to the atmosphere at a constant pressure. This operation is similar
to that of operating the high velocity vent manually. Special care needs to be
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taken when loading under such circumstances. The system for monitoring the
tank pressure should be enhanced so as to prevent activation of the breather
valve and the P/V breaker.
Although oil flows due to gravity or at a very slow rate at the start of
the loading work, one should always be on guard. Oil naturally flows
into a tank that is easy to flow into and which offers lesser resistance
to flow. When the bell mouth is hidden, resistance increases and it
becomes easy for the oil to flow into some other tank. Thus, the loss
e) When the vent riser valve is open and the tank pressure is high, rain water that
has accumulated in the vent riser may spray out. Sometimes, oil may be mixed
in this rain water. Therefore, the valve should be cracked open initially, care
should be taken to confirm that oily water does not spray out, and then the
valve should be gradually opened so that it is fully open. If oily water is
anticipated to spray out, the valve should be throttled until none sprays out and
the tank pressure should be released gradually even if considerable time is
taken for this operation.
(If drains are provided in vent riser, shall be used to drain any accumulated
water).
5.2.1 Checking the Inflow after All Tank Valves Have Been Fully Opened
Check the valves of tanks scheduled to be loaded. After confirming that all the
valves of the tanks to be loaded are open, start the loading work at the initial
loading rate (minimum rate) confirmed at the meeting before the start of the
loading work.
Although there are various concepts about the number of valves in the receiving
tanks at the start of loading, it should be understood that in principle, the terminal
is basically in charge of the pump operation.
Although the initial loading rate has been confirmed at the meeting before the
loading work, adequate care should be taken to ensure safety immediately after
the start of the loading work assuming that "there may be an error in the operation"
at the terminal.
If the valves of all tanks to be loaded are opened, impurities such as moisture is
not restricted to a single tank but become dispersed in all the tanks. However, the
method of starting the cargo handling operation by opening the valves of all the
tanks should be adopted giving priority to safety during the initial loading operation.
There is a grave danger of oil leakage to occur at the Chiksan arm or at the
hose connection immediately after the start of loading work, therefore careful
monitoring is necessary. Monitoring of vibrations is necessary, in addition to
monitoring of oil leakage.
Check that oil has passed through the piping system to be used and has
entered the tank to be loaded.
Except for the slop tank and some other tanks, the float gauge is installed close
to the aft bulkhead of all tanks generally. Therefore, when the ship is trimmed
by stern, the inflow of cargo oil can be checked with comparative ease.
However, if the ship is on even keel, the check is more difficult and takes
comparatively more time.
When loading starts, continue monitoring oil leaks in all the pipelines generally.
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A very small oil leak in the manifold connection can be corrected by additional
tightening. Oil leak can easily occur if maintenance of the terminal equipment is
inadequate or if the equipment has deteriorated due to aging.
After notifying the Loading Master, the loading should be stopped and
Assumed conditions:
Number of tanks to be loaded: 6 tanks
Maximum receiving rate per tank: 30,000 Bbls/h
Rate at the start of loading: 20,000 Bbls/h
Maximum loading rate: 60,000 Bbls/h
measures should be taken such as connections should be re-done and packing
renewed. In the worst case, the defective Chiksan arm or the defective hose
should not be used. If the cargo handling work is anticipated to be delayed, the
delay should be reported immediately according to the method pointed out by
the charterer and the shipowner.
Before increasing the rate to the scheduled loading rate, re-confirm that the
valves in all the tanks to be loaded are fully open. Then, gradually increase the
loading rate considering the permissible flow rate in the piping (6 m/sec.).
Even if loading is started with all the valves of the tank to be loaded fully open, if
the confirmation of flow into all the tanks is difficult, then the cargo handling start
operation should be implemented according to the procedure given below.
a) Fully open all the valves of the tanks (6 tanks) to be loaded before starting the
loading work.
b) Start at the loading start rate and confirm that oil passes through the manifold.
Confirm that the loading rate immediately after the start of the loading
operation, is not abnormal.
c) Confirm the flow of oil into two more tanks in this condition.
d) While maintaining the loading rate, slowly throttle and adjust the valves of the
tanks in which the inflow of oil has been confirmed. In this case, the valve may
be kept open by 20 to 30% without fully closing it.
e) While confirming the flow of oil into the other tanks (4 tanks), open an
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appropriate number valves so that the loading rate is maintained (fully open
valves of two more tanks) and then confirm the flow of oil into all the six tanks.
f) After confirming the inflow of oil, fully open all the valves of the tanks (6 tanks)
to be loaded.
g) Confirm that all the valves of the tanks to be loaded are fully open.
h) Raise the rate stepwise to the planned loading rate as decided in the
discussions.
i) If there is no abnormality at each step, increase the rate to the planned loading
rate (60,000 Bbls/h).
The Officer on Watch shall ensure safety of cargo work by carrying out the
following matters:
a) Check to see that cargo tanks other than those to be loaded or unloaded are
clearly identified with seal tape, etc.
b) Check that the ullages at which tanks are to be topped off or unloading stopped
are clearly displayed according to the cargo stowage plan.
c) Check of the progress of cargo work in accordance with the 'cargo stowage
plan', 'cargo working sequence' and cargo work piping diagram.
d) Upon start of loading, check that the cargo is properly flowing into the
scheduled tanks.
e) During cargo work, carry out checks for safety at least once every hour in
accordance with the "Check List for Crude Oil Tanker (No.2)(Ver.1.0)"<S-
076000-03CHK>.
f) Check that the loading/unloading rate and cargo line makeup are arranged
properly.
g) Check that all cargo work equipment and detecting instruments are working
properly.
h) Keep the ship's draught/ trim/ and list (heel) in proper condition.
i) Record the tank ullages, loading/unloading rate, tank pressures, manifold
pressure, draught, list (hee)l, wind direction, wind force, etc. (Pay attention
also to the cargo tanks which are not being loaded or unloaded). Tank
pressures shall be checked on scene indicator of PV breaker in addition to
remoteness indicator.
j) Undertaking of ballasting or deballasting operations according to plan.
k) Carry out to check the pump room and hydraulic equipment every an hour.
l) Station at least one deck hand in the vicinity of the cargo manifold at all times.
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m) Adjust mooring lines properly, paying attention to the tidal variation, draught
change and ship's longitudinal or lateral displacement from the proper position
alongside the berth.
0) Pay attention to the changes in weather and sea conditions.
p) When widely changing the load of cargo pumps during unloading work, contact
the Engineer on watch.
q) When trouble occurs, stop the cargo operations immediately and then report to
the Chief Officer.
r) While unloading heating cargo High Pour Point (HPP) Crude Oil, always drain
the lines when temporarily stop unloading and on completion of unloading.
s) Make cargo work progress condition known to duty person in engine
department and on deck crewmember.
t) Officer on Watch shall recognize the responsibility on the cargo work and not
leave Cargo Oil Control (COC) or Cargo Control Room (CCR) until take over to
other officer who has responsibility.
5.2.5 Ballasting/Deballasting
d) Station a crew member or two on deck to carry out a strict outside lookout
around the ship.
e) Adjust the mooring lines in accordance with the changes in the tide and
draught.
f) Comply with the terminal regulations.
The chief officer shall take the following measures to dispose of residual oil.
The Chief Officer shall carry out Crude Oil washing in accordance with the "Crude
Oil Washing (COW) Operations and Equipment Manual and also carry out the
following.
a) Check beforehand with the representative of the terminal on Crude Oil Washing
plan.
b) Make the necessary preparations and checks in accordance with the "Check
List for Crude Oil Tanker (No.3)(Ver.1.0)"<S-076000-04CHK>.
c) Check that the Inert Gas System is being operated properly.
d) During Crude Oil Washing, maintain the tank internal pressure not less than
+200 mmAq.
e) Before Crude Oil Washing, check that the oxygen concentration in the tank is
not more than 8 vol%.
f) Before entering harbor, carry out a pressure test on the Crude Oil Washing line.
The Captain shall check the cargo control plan on the laden passage and cargo
handling operation plan prepared by the Chief Officer.
The Chief Officer, during at sea, shall carry out the following:
Laden voyage
a) Carry out Pressure test of Crude Oil
washing line (the pressure shall be 110%
of the working pressure).
b) Under calm sea conditions, carry out
dipping (water content) and ullage checks
of the cargo tanks.
c) Carry out Pressure test of cargo line (to be
a minimum of 110% of the pressure used
for unloading).
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d) Control ship's arrival trim, list (heel) and draft by transferring cargo oil.
e) Check possible Oil leakage caused by temperature rise (changes in
atmospheric temperature) of various parts.
f) Measure and record ullage of cargo/ballast tanks (every day).
g) Tests on the bilge alarm (pump room) and trip test for cargo pump.
Ballast voyage
a) Check whether or not there is any oil leakage from the deck cargo lines,
dresser coupling parts, and blind plates.
b) Check the frame arrester (frame screen) of vent riser outlet.
c) Check whether or not there is oil in the ballast tanks.
d) Check the quantity for P/V breaker of seal water.
e) Measure and record ullages of cargo/ballast tanks (as a rule, every day).
f) Penetration test of bell mouth through tanks that contained heating cargo(HPP
Crude Oil) before arriving at a part.
The Captain shall check the gas-freeing operation plan prepared by the Chief
Officer.
The Chief Officer shall prepare a gas free operation plan taking into consideration
the following:
a) Capacity and the number of equipment used.
b) The number of crew members and their stations.
c) The number and performance of the necessary kinds of gas detectors.
d) Disposal of sludge and slop, and arranging for materials and consumable
supplies.
e) Measures for preventing sea pollution and making all crew members aware of
the need for sea pollution prevention.
f) Measures for preventing disasters and making all crew members aware of the
importance of preventing disasters.
a) During execution of tank cleaning work, make safety checks at least once every
an hour in accordance with the "Check List for Crude Oil Tank (No.4)(Ver.1.0)"
<S-076000-05CHK>.
b) Check that crew members are appropriately stationed.
c) Check that equipment and detecting instruments being used are operating
properly.
d) Measure oxygen and gas concentrations periodically and maintain oxygen
concentration at 8% or less.
e) Maintain tank cleaning pressure at an appropriate level.
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f) Check that sea pollution and disaster prevention regulations are being strictly
observed.
g) Pay attention to possible oil and gas leaks and handling of fires.
In the course of the gas free work, before airing with fresh air, purge the tanks with
inert gas in order to prevent the mixed gases in the tank from reaching flammable
level, and reduce the hydrocarbon gas concentration at 2 Vol.% or less.
The Officer on Watch shall carry out the following during the gas purging operation
work.
Carry out airing after the hydrocarbon gas concentration has come done to 2 Vol.
% or less.
The Officer on Watch shall carry out the following operations while aering.
a) Dissemination among crew members and others on board of the release of
inert gas into the atmosphere.
b) Measures to prevent the entry of inert gas into the accommodation spaces.
c) Measurement of the oxygen content inside the tank.
d) Check of the operation of various gas testing devices.
e) Carry out the aerating operation until after the oxygen content becomes 21
Vol. %, hydrocarbon gas content 1% Lower Explosive Limit (LEL) or Lower
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Flammable Limit (LFL) or less, H2S gas content 5 ppm or less. If the
intended stay inside a tank is within one hour for, e.g., inspection, the
hydrocarbon gas content may be 2%LEL (LFL) or less.
Measuring method:
c) A team of four or more persons -one person on deck, one in the middle stage
inside the tank, and two for inspection- shall be engaged in a tank inspection.
Inspectors shall take action inside the tank, keeping a proper distance from
each other (approximately five meters).
d) Each crew member shall carry a walky-talky and those who enter the tank
carry, in addition, flash lights.
e) Prepare on deck, as rescue and recovery equipment, two self-contained
breathing apparatus, one set of body harness, one hoisting rope and one
auxiliary rope. (When hoisting, use two ropes, namely hoisting rope and
auxiliary one, and never put the auxiliary rope under tension. The auxiliary one
is employed for safety purposes just in case).
The chief officer shall follow the "Environmental Pollution Prevention" when
disposing of water used for tank cleaning.
If an oil leak occurs, adopt emergency measures in accordance with the SMS
manual "Emergency Casualty Response - Oil Spill."
The main items in the response procedure during the loading operation are as
given below.
The crew member who has discovered the oil spill on the ship or from the ship
to outside the ship should report immediately to the officer of the watch and the
work supervisor concerned with oil spills. The officer of the watch should
immediately report to the Master.
Upon receiving the report on the oil spill, the officer of the cargo handling watch
should immediately take the measures given below.
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If the tank with the oil leak cannot be identified, reduce the level of oil in all
the tanks in the vicinity of the leak. At this stage, carefully study the hull
strength and the stability of the ship.
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If an oil leak is anticipated from a location below the sea water surface,
close and seal openings on the upper deck of the relevant tanks and
inhibit oil outflow.
Reduce the inert gas pressure over all the cargo tanks and lines in the
tanker to the minimum positive pressure.
e) Response when oil spill other than from the ship is detected.
Take adequate care when you implement this measure since the
tank pressure may become negative and cause a dent in the tank.
If the cargo handling operation is delayed, the charterer and the shipowner should
be notified immediately. The ship should prepare the documents mentioned below
and take the signatures of the terminal's representative and the agent. If signatures
cannot be taken, the ship should send a telex under instructions of the charterer or
the shipowner.
6. Cargo Calculation
It is as well to mention that the barrel as a unit of volume is generally taken in the
oil trade. With the general acceptance of the metric system, attempts have been
made to apply this generally to tanker calibration tables. In the tank(ullage) table,
the ullages and dips in the cargo tank are expressed in meters while volume is in
cubic meters. Most vessels have the second column in the tank tables showing the
corresponding volume in barrels.
The Volume Correction Factor (VCF) and Stowage Factor (SF) are found in the
Petroleum Tables, which are based API Manual of Petroleum Measurement
Standards.
The SF will be either in metric tons per barrel or long tons per barrel.
The US petroleum barrel of 42 gallons is still widely used internationally.
The long ton is used primarily on US ships and metric tons on other ships.
The ullages must be corrected for trim/list and water contents.
Note: Figure in barrel, metric ton and long ton of loaded cargo is inserted on
B/L(Bill of Lading) as gross standard unit and net standard unit.
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b) API Gravity
If the cargo has the large figure of API, it is a heavy cargo. For example, API
of the cargo A is about 35.0, its SG is about 0.85.
c) Temperature
i) <Excise>
How many degrees in”F” is 40”C”?
<Conversion formula>
C=5/9(F-32)
F=9/5 x C +32
d) Cargo volume
vessel has no control over the amount of water contained in the cargo,
such water will often settle out during the voyage, resulting in a much
grater free water quantity at the discharge port than at the loading port.
Since free water is not corrected for temperature, this quantity has to be
added back to the GSV in order to accurately compare with the TCV “after
loading” to the TCV “ before discharge”. This figure is used for Gross
figure on B/L.
TCV = GSV + any free water measured at the observed temperature and
pressure.
i) Use the ASTM table 11 for long tons, 13 for metric tons.
ii) Use the ASTM table 4 for Cub.m in 15C.
A compilation of the history of the TCV vessel measurements, adjusted for OBQ or
ROB, compared with the TCV of shore measurements. It should be calculated to
five decimal places.
The B/L figure(Gross figure) and the ship's figure(Net figure) should be compared.
Even if the B/L figure exceeds the ship's figure by as much as 1 BBLS, a protest
letter should be issued.
However, if specific instructions about protests have been given by the charterer,
then the protest letter should be issued for the value calculated according to the
charterer's method of calculation. The results of water measurements, the names
of tanks and the quantities of water measured should be mentioned in the protest
letter. The signature of the terminal representative should always be obtained.
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Master handles the protest letter regarding to the cargo quantity on behalf of the
charterer, also it means the evasion of owner’s responsibility for loaded cargo
quantity.
Mater should be confirmed the intention of charterer and owner beforehand.
7. Loading Plan
If the voyage to the loading port is longer, the first message may contain only the
voyage instructions, the cargo instructions and bunker instructions will be received
at a later date.
Generally, the operator of the vessel asks the vessel the loadable quantities within
tolerances, which they plan to make contract on the market. After submitting the
* Explanations of terms related to tolerance
vessel’s loadable quantities with stowage plan to the operator, the reviews of it
sometimes carried out between the operator and vessel. Finally they fix the cargo
figures on this voyage. Then the vessel is received the voyage order officially.
Whatever the origin of the orders received, it is the responsibility of the master to
see that the ship can successfully implement them.
The master and chief officer must ensure that all requirements of both owner's and
charterer’s instructions are complied with as they apply to the next cargo.
The chief officer should consider the matters under cargo orders.
a) Ports information of loading and discharging port.
b) Limiting drafts and where they apply.
c) Volume of cargo to be loaded.
d) Cargo grade and API gravity or specific gravity.
e) Special care requirements, such as segregation of cargo.
f) Special properties or safety concerns, such as H2S content.
g) Details of bunkering.
h) Fresh water and/or ballast expected to be loaded.
Both the charter party under which the vessel is operated, and the bill of lading
under which the cargo is shipped, require the exercise of due diligence in all
aspects of loading, unloading and care of the cargo. If not obtain sufficient
information for cargo calculation, the chief officer should collect them from
publications like [Guide to port entry], or via NYK head office [Martanker].
7.2.1 General
When the cargo instructions are first received, Chief officer should evaluate them
to see that the ship can properly carry the nominated cargoes.
The chief officer examines all aspects of the loading, carriage and discharge of the
proposed cargo. He must study through every step of the cargo-handling plan. He
prepares a tentative cargo layout plan for the ship and evaluates its effects on
draft, list, trim, hull stress, loading and discharging operations. If one of the criteria
is outside the permitted limit of ship's capabilities, the plan needs to be reviewed.
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When the vessel will be ordered to load "maximum cargo", this may mean either
maximum deadweight (as with heavy weight cargoes), or maximum cubic capacity
(98% cubic capacity as with light weight cargoes).
In case the maximum deadweight cargoes are nominated, it must be planed with
the least stress to the hull. Because ship loads the cargoes up to maximum weight,
therefore the ballast water cannot be used to ships trim adjustment. The cargo
plan must be made the proper ship’s trim and provide acceptable stress.
Maximum cubic cargoes permit additional fuel and/or ballast to make the
necessary trim (draft restrictions permitting). The critical concern with cubic
cargoes is the minimum ullage to allow for any anticipated cargo expansion due to
receiving the heat by adjacent to cargo tanks or by the sea temperature. NYK
allows the vessel to load the cargoes into cargo tanks up to 98% cubic capacity. It
means to be kept 98% in cargo tanks all the time throughout the voyage, including
thermal expansion.
a) Load line
The chief officer calculates the cargo deadweight indicated by the voyage
orders and the equivalent loaded draft. He compares with the vessel’s draft and
the vessel's load line for maintaining the regulation on the load line zones that
he will load in and will be sailing through. Specially pay attention to [seasonal
zone].
The load line chart is attached as reference of this chapter.
b) Port restrictions
Also the chief officer checks the permissible draft of the terminal and shallow
patch depths on the approaching channels of the loading and discharging
ports. He is able to gain port information from the publication.
*For example;
Keiyo Sea Berth, at Chiba port in Japan, has 19.20 meters of the maximum
permissible draft all the time. Therefore the vessel needs to set her deepest
draft on arrival time. On full loaded condition, the vessel is normally sagging
condition. The draft at Mid-ship would be the deepest.
On the other hand, the specific gravity of Sea Water is different at each season.
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The chief officer should estimate SG of Sea Water at Chiba port for fixing the
cargo quantities in order to conform to 19,20meters as the vessel’s maximum
arrival draft at Chiba.
c) Passing Malacca/Singapore Strait
See the details of this mater to VLCC passage plan. Also this is attached as
reference of this chapter.
d) Hull stress, stability and ship’s condition
A Loading Calculator, approved by a classification society, is provided on board
each ship. By entering the relevant data in the calculator, calculated results of
hull strength and loading cargo volume/weight on the ship can be obtained. The
Loading Calculator and the loading calculation software should be properly
maintained so that it can be used any time when required.
7.2.3 Longitudinal Strength (Bending Moment, Shearing Force) and Local Strength
a) Plans should be formulated to avoid concentration of partly loads and
discontinuities so that excessive sagging or hogging of the ship does not arise.
b) Loading of cargo and de-ballasting should be planed such that the permissible
ranges of bending stresses and shear stresses at each stage of the ship are
not exceeded.
c) If ballasting does not eliminate excessive partly stresses, the measures to
implement the "temporary storage" method may be adopted after obtaining the
charterer's permission.
7.2.4 Prohibition of Loading Different Grades of Oil in Wing Tanks (except slop
tanks)
a) The blueprints (loading manual and other information) provided by the
shipbuilder should be thoroughly studied and the loading restrictions therein
should be strictly adhered to.
b) Loading of different grades of oil in wing tanks is prohibited (except slop tanks).
Although some shipbuilders allow this type of loading under the calm sea
condition and adequately hull strength, the Company's policy prohibits this type
of loading. In such cases, commingling loading of cargoes should be
investigated.
Before starting the cargo handling operation, the Chief Officer should check the
strength calculation plan and the final calculated results before leaving port using
the Trim and Stability Calculation Sheet printed by loading calculator and should
obtain the Master's approval. The Chief Officer should estimate the distances and
arrival/sailing/passing date between loading ports and between the final loading
port and the first discharging port including Singapore Strait, and confirm that the
safety of the ship is ensured under all loading conditions.
The important caution for the ship’s stability is written on the Loading and stability
information. The below items are the caution for TAMAMINE as example.
a) As the door at “A” deck is the immersion point of the stability calculation, any
doors below it must be closed in watertight or weather tight condition before
departure of the vessel.
b) Forward draft of the vessel under rough sea condition should be kept at least
7.33m to avoid the slamming impact pressure at forward bottom of the hull.
c) In cargo oil tanks and slop tanks, crude oil can be loaded at any level up to
98%. Allowable maximum specific gravity of crude oil is 0.91.
d) On the gale ballast condition, amount of sea water in No.3 COT should not be
more than 27,450 tons.
After investigating and studying the items to be considered for formulating the
loading plan, calculate the loadable quantity.
The loading calculations should be performed according to the procedure below.
a) Receive the request to investigate the loadable quantity from the charterer.
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The request to study the loadable quantity from the charterer generally includes
details of the loading port, discharging port, grade of oil, tolerance, whether
commingling is required or not and the loading date. The ship is required to
carry out investigations based on the request above. Generally, the loaded
quantity on the ship is smaller than the B/L figure but not exactly. This may be
attributed to various reasons, the main being, "release into the atmosphere of
crude oil vapors from the vent riser during loading," which cannot be calculated,
and "error” in the tank tables and “distortion” of cargo tank by the ship’s
deflection.
b) Data acquisition before calculating the loadable quantity.
c) Calculate the distance between loading ports and distance up to the
discharging port. From these distances, calculate the fuel and fresh water
consumption in the engine room.
d) Calculate the total quantity on board of fuel and fresh water for each port
separately. If oil is to be replenished during the voyage, add the quantity to be
replenished.
e) Collect information on draft restrictions and specific gravity of seawater at the
discharging port and study whether the maximum loading volume(weight) can
be realized.
Based on the past loading records of the NYK VLCCs and latest information
offered by NYK, estimate the API of each grade of oil and the oil temperature.
However, very old data may not be of much help especially since the oil wells
might have changed. Sometimes, the charterer may issue instructions when
making the request for studying the loadable quantity.
Also, information can sometimes also be acquired from the terminal or the agent at
the loading port before the ship enters port.
The loading capacity can be increased by the weight of the fuel and water
consumed until the ship enters the Summer zone. This value can be added to the
loadable quantity.
Calculate the maximum loadable quantity (MT) beforehand considering the zones
to be navigated, draft restrictions at berth and while passing through channels, and
hogging and sagging conditions.
After clearing the various restrictions including those on hull strength, start detailed
investigations. Two methods for performing detailed investigations are available.
7.3.8 Method of Reviewing the Investigations Again from the First Loading Port
Method of back calculations based on the conditions at the final loading port or at
the time of arrival at the discharging port.
Deciding the quantity to be loaded, the ullage, draft and trim are easier with the
method mentioned in b) above.
The allowable values for hull strength in ocean conditions when the ship is
navigating the Persian Gulf should always be adhered to.
The quantities and ullage obtained using the Loading Calculator should always be
checked using ullage tables.
Japanese oil terminals have the restriction of the maximum deadweight of the
crude oil tanker. Therefore, the ship has the several “Deadweight Certificates” and
free board marks for convenience.
In case the summer deadweight of the ship will be over the terminal maximum
deadweight, the ship has to re-paint the free board mark and receive the approval
by the classification society to not be over it before loading cargo.
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The cargo tank table of NYK VLCCs is excluded The in tank pipe line capacity in it.
However, some old VLCC’s cargo tank tables are included it. The officers on VLCC
have to confirm above for making the stowage plan, ullage report and so on. This
precaution is written on the each tank table.
The chief officer should determine maximum loading rates for each grade of cargo,
which is based on the permissible flow velocity 6meters / second owing to the
strength of butterfly valve. However this rate is applicable only when the valves are
100% open condition, therefore it is necessary to reduce this rate when they are
partially closed.
The cargo is loaded into the several cargo tanks through a common manifold. The
maximum loading rate may be determined by the flow rate through the manifold or
the direct filing line. (Well known as drop line).
a) Exercise
Calculate the maximum loading rates in following cases.
i) Exercise 1
manifold x 3, direct filling x 3, tanks(1C,2C,3C) x 3
ii) Exercise 2
manifold x 2, direct filling x 3, tanks(1C,2C,3C) x 3
iii) Exercise 3
manifold x 3, direct filling x 3, tanks(3C) x 1
Generally, 1 week before arriving at the discharging ports, the discharging order is
provided by the charterer directly or facility as receiver via the agent at the
discharging port. In case the vessel loads 5 to 6 grades of crude oils, it means to
discharge a same number of grades. It needs to consider with the stowage plan for
the discharging sequence on planning.
The master and chief officer may not always be able to provide a discharge plan,
which perfectly satisfies the demands of the terminal as the receivers. In that case,
they must use the plan, which protects both the safety of the ship and the quality of
the cargo before any commercial considerations. In most cases, any discharge
orders received by the ship will be very general in nature, indicating only the
discharge port and quantities to be discharged. Occasionally a discharge
sequence may be specified. If there is any discrepancy between the charterer's
orders or the cargo discharge quantities and the discharge sequence requested by
the receiving terminal, then a message requesting clarification should immediately
be sent to the charterer. It is the responsibility of charterer to work out any
differences between their intentions and those of the receiving terminal. The
master should only advise charterer and then await his instructions. The chief
officer's discharge plan must be in accord with the general instructions received
from the charterer.
Question - A vessel has loaded 500,000 gross barrels of crude oil. The present
temperature of oil is 39.7° C and its API is 30.3 @60° F. Find the following -
a) Net barrels
b) Long Tons
c) Metric Tons
Answer –
Volume correction factor (VCF) is found using ASTM Tables 6A . Increment used in
this table for determining volume correction factor are 0.5° F and 0.5 API gravity.
Interpolation between either temperature or gravity is not intended. Hence round
up the temp. and API to nearest half or full number.
Enter ASTM table 6A using API 30.5 (rounded off) and Temp 103.5°F to get the
VCF.
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VCF = 0.9804
In this case Weight correction factor (WCF) is found using ASTM table 11.
Enter ASTM table 11 using API 30.3 and Temp 103.5°F to get the WCF.
WCF = 0.13654
In this case Weight correction factor (WCF) is found using ASTM table 13.
Enter ASTM table 13 using API 30.3 and Temp 103.5°F to get the WCF.
WCF = 0.13873