Deck Cadet Booklet For VLCC Operations

Original Date: Version Page
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Very Large Crude Oil Carrier (VLCC) 01 March 2008
Cargo Operation Revision Date: Revision 1 of 108
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TABLE OF CONTENTS PAGE
1. VLCC (Cargo Operation) -------------------------------------------------------------------7
1.1 General Outline of a VLCC
1.2 Cycle of Transportation and Jobs on One Round
Of VLCC
1.2.1 One Round of Typical Voyage
1.3 Outline of Cargo Operation
1.3.1 Loading Operation
1.3.2 Discharging Operation
2. Properties and Hazards of Crude Oil -------------------------------------------------19
2.1 Physical Properties
2.1.1 General
2.1.2 Crude Oil
2.1.3 Composition
2.1.4 States
2.1.5 Density
2.1.6 Specific Gravity

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2.1.7 Flammability
2.1.8 Pour Point
2.1.9 Vapor Pressure
3. Hazards of Crude Oil -----------------------------------------------------------------------28
3.1 Toxicity
3.1.1 General
3.1.2 Liquid Petroleum
3.1.3 Petroleum Gas
3.1.4 Hydrogen Sulfide (H2S)
3.1.5 Benzene
3.1.6 Aromatic Hydrocarbon
3.1.7 Inert Gas
3.18 Cargo Data Sheets (MSDS- Material Safety Data Sheets)
3.2 Electrostatic Hazards
3.2.1 General
3.2.2 Conductivity
3.2.3 Electrostatic Properties of Gases and Mists
3.2.4 Clothing and Foot Wear

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4. Usage of Breathing Apparatus, Gas Detector and -------------------------------38
Oxygen Meter
4.1 General
4.2 Respiratory Protective Equipment
4.2.1 Dusts Masks
4.2.2 Respirators
4.3 Breathing Apparatus
4.3.1 General
4.3.2 Kind of Danger of Flammable Gas
4.3.3 Hydrocarbon Detector
4.3.4 Toxic Gas Detector
4.3.5 Refractive Index Meter
4.3.6 Chemical Indicator Tube
4.3.7 An Oxygen Meter with Sensor
5. Cargo Operation -----------------------------------------------------------------------------48
5.1 Loading/Discharging
5.1.1 Loading/Unloading Plans
5.1.2 Information Exchange Prior to Entering Harbor
5.1.3 Preparations for Cargo Work

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5.1.4 Cargo Watch
5.1.5 Valve Line-up
5.1.6 Opening the Vent Riser Valve
5.2 Start of Loading Work
5.2.1 Checking the Inflow After All Tank Valves Have
Been Fully Opened
5.2.2 Safety Measures Immediately After Loading Cargo
5.2.3 Confirmation of Flow into all the Tanks
5.2.4 Duties of the Officer on Watch (OOW)
5.2.5 Ballasting/Deballasting
5.2.6 Completion of Loading
5.2.7 Disposal of Residual Oil
5.3 Crude Oil Washing
5.4 Check At Sea
5.5 Gas Free Operation
5.5.1 Gas Free Operation Plan
5.5.2 Tank Cleaning Work
5.5.3 Gas Purging Work
5.5.4 Airing Work
5.5.5 Internal Tank Inspection
5.5.6 Disposal of Tank Washings
5.6 Measures against Oil Leakage
5.6.1 Emergency Response

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5.6.2 Documents to be Prepared
6. Cargo Calculation ---------------------------------------------------------------------------72
6.1 Determining Standard Volume of Cargo
6.1.1 Unit for Crude Oil
6.1.2 Ullage Report
6.1.3 Four Basic Steps
6.1.4 Commingle Cargo
6.1.5 Shore Figures (Bill of Lading)
6.2 The Vessel Experience Factor (VEF)
7. Loading Plan -----------------------------------------------------------------------------------78
7.1 Voyage Instruction
7.1.1 Preparation for Loading Plan
7.2 Calculation of Loadable Quantities
7.2.1 General
7.2.2 Restricted by the Draft
7.2.3 Longitudinal Strength (Bending Moment, Shearing Force)
and Local Strength
7.2.4 Prohibition of Loading Different Grades of Oil in Wing Tanks
(Except Slop Tank)
7.2.5 Strength Checks

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7.3 Consideration to be Made on Stowage Plan and Loadable
Quantities
7.3.1 Loadable Quantities
7.3.2 Estimate API and Oil Temperature
7.3.3 Zone to be navigated
7.3.4 Calculation of Loadable Quantity
7.3.5 Study on Volume to be assigned to Each Tank
7.3.6 Studies on Ship’s Attitude and Hull strength
7.3.7 Detailed Investigation
7.3.8 Method of Reviewing the Investigations Again From
The First Loading Port
7.3.9 Checking the Numerical Value
7.3.10 Calculation Example of Maximum Loadable Quantity
7.3.11 Multi Draft
7.3.12 Considering Pipe Capacity
7.4 Consideration to be Made on Loading Sequence Plan
7.4.1 Loading Rate
7.4.2 Deballasting Hour
7.4.3 Proper Immersion
8. Discharging Cargo -------------------------------------------------------------------------87
8.1 Discharging Crude Oil

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8.2 Consideration to be Made on Discharging Sequence Plan
1. Very Large Crude Oil Carrier (VLCC)
For maintaining safety and economical operation, it is necessary to acquire the

basic skills of crude oil tanker, concerning physical properties of cargo, general
structural knowledge, and business matters. Fundamentally, it is very important for
every deck officer on a VLCC to be aware of these matters. The key for taking
appropriate action to prevent any accident/incident is to defeat stereotypes that are
perceived by one’s own experiences. The responsible officers should develop a
positive attitude to cope with any problems by the best solutions including case
studies. This training program is designed to provide essential information to
enhance the knowledge and understanding of inexperienced cadets and to
prepare them for future responsibility as future officers of the crude oil tankers.
VERY LARGE CRUDE OIL CARRIER

(VLCC) – is a type of ship exclusively
designed to carry crude oil which are
naturally occurring liquid found in the
Earth’s crust.
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
1.1 General Outline of a VLCC

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Fig. 1.1-1 VLCC
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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Fig. 1.1-2 Classification of Tankers

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1.2 Cycle of Transportation and Jobs on One-round of VLCC
1.2.1 One-round of Typical Voyage
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.
Fig.1.2.1-1 Cycle of VLCC Operation

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a) Ballast voyage
i) Cargo tank pressure control.
ii) Various maintenance works on hull and cargo equipment.
iii) Counter-measures against pirates.
iv) Cargo tank dipping! Gathering.
v) Measuring 02 concentration in cargo tank.
vi) Planning loading plan(Stowage / procedure).
vii) Ship draft adjustment.
viii) Cleaning flame arrester of vent riser.
ix) Valve operation test.
x) Checking of deck and pump room light.
xi) Meeting for loading cargo and berthing at loading terminal.
xii) Preparation for arriving loading port including cargo loading.
b) Laden voyage
i) Cargo tank pressure control including topping up operation.
ii) Inspection in ballast tank.
iii) Various maintenance works on hull and cargo equipment.
iv) Ship draft adjustment for passing Malacca/Singapore strait if necessary.
v) Counter-measures against pirates.
vi) Checking water & ullage in cargo tank.
vii) Measuring Oxygen concentration in cargo tank.

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viii) Planning discharge plan (Stowage / procedure).
ix) Cargo line pressure test.
x) COW machine turning test.
xi) Valve operation test.
xii) Checking of deck pump room light.
xiii) Meeting for discharging cargo and berthing at discharging terminal.
xiv)Preparation for arriving discharging port including cargo discharge
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.
i) Gas freeing with tank cleaning before entering dry dock.

ii) Inerting after leaving dry dock.
iii) Gas freeing on ballast voyage for any emergency repairs(one tank gas free,
others).
1.3 Outline of Cargo Operation
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.
1.3.1 Loading Operation

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Fig. 1.3.1-1 Loading 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.
<The flow of the cargo oil>
Shore tanks Shore lines Loading arms Ship’s manifold gate

valves Cross over valves Direct filling valves Cargo bottom lines
Cargo tanks.
<The flow of the gas>
Cargo tanks IG branch IG Main lines Vent riser Atmosphere
(Some ports apply the system of vapor return line in according to MARPOL Annex
VI.)
1.3.2 Discharging Operation

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Fig. 1.3.2-1 Discharging Operation
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.
<The flow of the cargo oil>

Cargo tanks Cargo bottom lines cargo pumps Riser lines On
deck lines Cross over lines Manifold gate valves Ship’s manifold
shore lines Shore tanks.
<The flow of the gas>

Boiler IG fan Deck water seal IG isolation valve IG lines
Cargo tanks.
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2. Properties and Hazards of Crude Oil
2.1 Physical properties
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.
2.1.2 Crude Oil Fig. 2.1.1-1 Composition of Crude Oil Gas
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
2.1.6 Specific gravity
a) General
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A specific gravity of a liquid is its density relative to the density of water. A

hydrometer, similar in principle to that used for testing the density of sea water,
is the instrument used to determine the specific gravity of any particular oil.
When the specific gravity of oil is known and also the temperature of the oil, it is
possible to work out the weight of a given volume, or alternatively the amount
of space a weight of oil will need. The specific gravity is of little or no use
without the temperature of the oil for this matter.
b) API gravity
An arbitrary scale expressing the gravity or density of liquid petroleum products

is devised jointly by the American Petroleum Institute and the National Bureau
of Standards. The measuring scale is calibrated in terms of degrees API. Oil
with the least specific gravity has the highest API gravity. The formula for
determining API Gravity is as follows.
*Degrees API Gravity= (141.5/Specific Gravity at 60 Deg. F) – 131.5

Density is a quantity used to identify substances. It is the amount of mass in a
unit volume of the substances. It can apply to unit length, area or volume.
When the mass of the object of V in the volume is M, the average density is
V/M. In the case of a homogeneous object, the average density in each part
when divided refers to the density of the material because the average density
of all parts is equal. The specific gravity is used in dealing with crude oil and oil
products for the replacement of the density. The specific gravity is shown as the
ratio of the mass of the material to the mass of a standard material of equal
volume. In general, water is used as the standard material. A specific gravity of
15/4°C is used in Japan. This ratio expresses the comparison between the
volume of a substance at 15 degrees centigrade in a vacuum and the same
volume of distilled water at 4 degrees centigrade. A specific gravity of 60/60°F
is used around the world. This ratio expresses the mass of a substance at 60
degrees Fahrenheit to an equal volume of distilled water at 60 degrees
Fahrenheit. API is a specific gravity measurement method established by the
American Petroleum Institute with the temperature (60 degrees Fahrenheit) of
water assumed to be a standard. The following relationship exists between
60/60° F in specific gravity and each API.
Conventional crude oil is oil that flows naturally or that can be pumped without
being heated or diluted. Crude oil is commonly classified as light, medium or
heavy, referring to its gravity as measured on the API Scale. Light crude oil is
defined as having an API gravity higher than 31.1°, medium oil as having an
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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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Fig. 2.1.7-1 Physical Properties

of Hydrocarbons of Crude Oil
Crude oil gases can be ignited and will burn only when mixed with air in certain
proportions. If there is too little (Too Lean) or too much (Too Rich) petroleum
gas, the mixture cannot burn. The limiting proportions, expressed as
percentage by volume of petroleum gas in air, are known as the lower and
upper flammable limits. They vary among the different possible components of
petroleum gases. For the gas mixtures from the petroleum liquids encountered
in normal tanker practice the overall range is from a minimum Lower
Flammable Limit (LFL) of about 1% gas by volume in air to a maximum Upper
Flammable Limit (UFL) of 10% gas by volume in air.
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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2.1.8 Pour point:

Viscosity is a numerical measure of the degree to which a fluid, such as water, oil
or gas, resists flow under an applied force. Viscosity is an important factor as it
relates to behavior of crude oil in tanks, as well as transportation via pipes of
various types of oil. This is also an essential factor for the specification of oil
products. The viscosity of liquids generally decreases with a rise in temperature
(Viscosity of liquids x 1/Temp.) and the viscosity of gases increases with
temperature increases (Viscosity of gases x Temp.). The crude oil, which has the
greater average specific gravity or molecule, does not always have the greater
viscosity, because it may be depended on the composition of the oil.
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.
2.1.9 Vapor Pressure:
a) True vapor pressure:

All crude oils and the usual petroleum products are essentially mixtures of a
wide range of hydrocarbon compounds (i.e. chemical compounds of hydrogen
and carbon). The boiling points of these compounds range from -162ºC
(methane) to well in excess of +400ºC, and the volatility of any particular
mixture of compounds depends primarily on the quantities of the more volatile
constituents (i.e. those with a lower boiling point). The volatility (i.e. the
tendency of a crude oil or petroleum product to produce gas) is characterized
by the vapor pressure. When a petroleum mixture is transferred to a gas free
tank or container it commences to vaporize, that is, it liberates gas into the
space above it. There is also a tendency for this gas to re-dissolve in the liquid,
and equilibrium is ultimately reached with a certain amount of gas evenly
distributed throughout the space. The pressure exerted by this gas is called the
equilibrium vapor pressure of the liquid, usually referred to simply as the vapor
pressure. The vapor pressure of a pure compound depends only upon its
temperature. The vapor pressure of a mixture depends on its temperature,
constituents and the volume of the gas space in which vaporization occurs; that
is, it depends upon the ratio of gas to liquid by volume. The True Vapor
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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.
b) Reid vapor pressure:

The Reid Vapor Pressure (RVP) test is a simple and generally used method for
measuring the volatility of petroleum liquids. It is conducted in a standard
apparatus and in a closely defined way. A sample of the liquid is introduced into
the test container at atmospheric pressure so that the volume of the liquid is
one fifth of the total internal volume of the container. The container is sealed
and immersed in a water bath where it is heated to 37.8°C (100 degrees
Fahrenheit). After the container has been shaken to bring about equilibrium
conditions rapidly, the rise in pressure due to vaporization is read on an
attached pressure gauge. This pressure gauge reading gives a close
approximation, in bars, to the vapor pressure of the liquid at 37.8 degrees
centigrade.
RVP is useful for comparing the volatilities of a wide range of petroleum liquids
in a general way. It is, however, of little value in itself as a means of estimating
the likely gas evolution in specific situations, mainly because the measurement
is made at the standard temperature of 37.8 degrees centigrade and at a fixed
gas/liquid ratio. For this purpose TVP is much more useful. As already
mentioned, in some cases correlations exist between TVP, RVP and
temperature.
c) High vapor pressure cargo:

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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.
The major high vapor pressure cargo is listed below.

i) Khafji C.O.
ii) Iranian Heavy C.O.
iii) Qatar Land C.O.
iv) Qatar Marine C.O.
v) Upper Zakum C.O.
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3. Hazards of Crude Oil
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.
The PEL is usually expressed as a Time Weighted Average, normally averaged

over an 8 hours period, or as a Short Term Exposure Limit (STEL), normally
expressed as the maximum airborne concentration averaged over a 15 minute
period. The values are expressed as parts per million (ppm) by volume of gas in
air.
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3.1.2 Liquid Petroleum
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.
3.1.3 Petroleum Gas

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The main effect of petroleum gas on personnel is to produce narcosis. The

symptoms include headache and eye irritation, with diminished responsibility and
dizziness similar to drunkenness. At high concentrations these symptoms lead to
paralysis, insensibility and death.
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 following are typical effects at higher concentrations:
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.
It is important to distinguish between concentrations of Hydrogen sulphide in the

atmosphere expressed in ppm by volume and concentrations in liquid expressed in
ppm by weight, For example a crude oil containing 70 ppm (by weight) Hydrogen
sulphide has been shown to produce a concentration of 7,000 ppm (by volume) in
the gas stream leaving an ullage port above the cargo tank. Thus, it is not possible
to predict the likely vapor concentration from known liquid concentrations. The
following procedures should be followed when handling all cargoes containing
hazardous concentrations of Hydrogen sulphide.
Cargoes containing Hydrogen sulphide should be handled using the closed

operation procedures.
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Fig. 3.1.4-1Typical Effects of Exposure to

Hydrogen Sulphide (H2S).
*Sour crude: Oil containing sulphur compounds, especially hydrogen sulphide

10ppm or more by weight, is known as sour crude oil.
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.
Cargoes containing Benzene should be handled using the closed operation

procedures, as this will significantly reduce exposure to Benzene vapor. Operators
should adopt procedures to verify the effectiveness of the closed loading system in
reducing the concentrations of Benzene vapors around the working deck. This wil1
involve surveys to determine the potential exposure of personnel to Benzene vapor
during all operation such as loading, discharging, sampling, hose handling, tank
cleaning and gas freeing and gauging of cargoes containing Benzene. These
surveys wil1 also need to be carried out to ascertain vapor concentrations when
tank cleaning, venting or ballasting tanks whose previous cargo contained
benzene.
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.
3.1.6 Aromatic Hydrocarbons
The aromatic hydrocarbons include Benzene, Toluene and Xylene. These

substances are components in varying amounts, in many typical petroleum
cargoes such as, gasoline, gasoline with blending components, reformats,
naphtha, special boiling point solvents, turpentine substitute, white spirits and
crude oil. The health hazards of aromatic hydrocarbons has not been fully
established but it is recommended that personnel engaged in cargo operations
involving products containing them follow the precautions and procedures in order
to minimize exposure due to cargo handling operations. The Threshold Limit Value
(TLV) or Permissible Exposure Limit (PEL), of an aromatic hydrocarbon vapor is
generally less than that of other hydrocarbons.
3.1.7 Inert gas
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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Fig. 3.1.7-1 Typical composition of inert gas at the scrubber outlet
The table above provides an indication of the typical composition of inert gas
generated from boiler flue gas, expressed as a percentage by volume.
31.8 Cargo Data Sheets (MSDS- Material Safety Data Sheets)
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 Electrostatic Hazards
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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charge, which may be released suddenly in electrostatic discharges with sufficient

energy to ignite flammable hydrocarbon gas/air mixtures. There is, of course, no
risk of ignition unless a flammable mixture is present. There are three basic stages
leading up to a potential static hazard:
a) Charge separation;
b) Charge accumulation; and
c) Electrostatic discharge.
All three of these stages are necessary for an electrostatic ignition of a flammable
atmosphere.
Electrostatic discharges can occur as a result of accumulations of charge on.

Liquid or solid non-conductors, for example, a static accumulator oil (such as
kerosene) pumped into a tank, or a polypropylene rope; and Electrically insulated
liquid or solid conductors, for example mists, sprays or particulate suspensions in
air, or an un-bonded metal rod hanging on the end of a rope. The principles of
electrostatic hazards and the precautions to be taken to manage the risks are fully
described below.
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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b) Non-conductive Materials (or Non Conductors)
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.
c) Semi-conductive Materials (or Dissipative Materials or Intermediate

Conductors)
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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dealing with intermediate conductors because their conductivities are

dependent upon many factors and their actual conductivity is not known.
3.2.3 Electrostatic Properties of Gases and Mists
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:
a) Petroleum products entering an empty tank at too great a velocity.

b) Wet steam condensing.
c) Water from tank washing machines.
d) Crude oil during crude oil washing.
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.
3.2.4 Clothing and Foot Wear
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. Usage of Breathing Apparatus, Gas detector and Oxygen Meter
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.
4.2. Respiratory Protective Equipment
Respirator protective equipment is essential for protection when work has to be

done in conditions of irritating, dangerous or poisonous dust, fumes or gases.
There are two main types of equipment which perform different functions:
a) A respirator filters the air before it is inhaled.

b) Breathing apparatus supplies air from an un-contaminated source.
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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.
Fig. 4.2-1 Respiratory Protective Equipment)
4.2.1 Dust Masks
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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The cartridge-type respirator consists of a full face-piece or half mask connected to

a replaceable cartridge containing absorbent or adsorbent material and a
particulate filter. It is designed to provide protection against the low concentration
relatively non-toxic gases and vapors.
The canister-type respirator consists of a full face-piece connected to an absorbent

or adsorbent material contained in a replaceable canister carried in a sling on the
back or side of the wearer. This type gives considerably to various kinds of gas
more protection than the cartridge type.
The filters, canisters and cartridges incorporated in respirators are designed to

provide protection against certain specified dusts or gases.
Different types are available to provide protection against different hazards and it is
therefore important that the appropriate type is selected for the particular
circumstances or conditions being encountered. It must be remembered, however,
that they have a limited effective life and must be replaced or renewed at intervals
in accordance with manufacturers' instructions.
RESPIRATORS PROVIDE NO PROTECTION AGAINST OXYGEN DEFICIENT

ATMOSPHERE.
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.
4.3 Breathing Apparatus
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.
4.3.1 Self-contained Breathing Apparatus (SCBA)

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This consists of a portable supply of compressed air contained in a cylinder or

cylinders attached to a carrying frame and harness worn by the user. Air is
provided to the user through a facemask, which can be adjusted to give an airtight
fit. A pressure gauge indicates the pressure in the cylinder and an audible alarm
sounds when the supply is running low. Only positive pressure type sets are
recommended for use in enclosed spaces and has to be maintained a positive
pressure within the face mask at all times.
When using the equipment, the following should be noted:
a) The pressure gauge must be checked before use.

b) The operation of the audible low-pressure alarm should be tested before use.
c) The facemask must be checked and adjusted to ensure that it is airtight. In this
regard, the presence of any facial hair may adversely affect the mask’s seal.
d) The pressure gauge should be monitored frequently during use to check on
remaining air supply. Ample time should be allowed for getting out of the
hazardous atmosphere. In any event, the user must leave immediately if the
low pressure alarm sounds. It should be remembered that the duration of the
air supply depends on the weight and fitness of the user and the extent of his
exertion.
e) If the user suspects at any time that the equipment may not be operating
satisfactorily or be concerned that the integrity of the face mask seal may be
damaged, he should vacate the space immediately.
4.3.2. Emergency Escape Breathing Device (EEBD)
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.
4.4.2. Kind of Danger by Flammable 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) Danger by flammable gas.

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A mixture with flammable gas and air catches fire and causes an explosion / a
fire.
b) Danger by oxygen deficiency

Anoxia by hypoxia.
c) Danger by venomousness gas.

Produce symptom of poisoning by contact with venomousness gas or
absorption.
Gas has a method of various classifications by the property. But it is classified

roughly in the venomousness, which put an important point for health of a
worker and in combustion characteristics, which put an important point for
prevention of an explosion and a fire.
In addition, hypoxia is sorted to the other (suffocation characteristics) as a
result of above.
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.
4.4.3 Hydrocarbon Detector
The measurement of hydrocarbon vapors on tankers falls into two categories.
a) The measurement of hydrocarbon gas in air at concentrations below the Lower

Flammable Limit (LFL). This is to detect the presence of flammable (and
potentially explosive) vapors and to detect concentrations of hydrocarbon vapor
that may be harmful to personnel. These readings are expressed as a
percentage of the Lower Flammable Limit (LFL) and are usually recorded as
%LFL. The instruments used to measure %LFL are Catalytic Filament
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Combustible Gas Indicators, which are usually referred to as Flammable Gas

Monitors, Combustible Gas Detector or Explosimeters. Modern instruments have
a poison resistant flammable pellistor as the sensing element. Pellistors rely on
the presence of Oxygen (minimum 11% by volume) to operate efficiently and for
this reason Explosimeters must not be used for measuring hydrocarbon gas in
inert atmospheres.
Fig. 4.4.3-1 Catalytic Filament Combustible Gas Indicators
b) The measurement of hydrocarbon gas as a percentage by volume of the total

atmosphere being measured. Onboard a tanker, this is usually carried out to
measure the percentage of hydrocarbon vapor in an inerted atmosphere.
Instruments used to measure hydrocarbon vapors in an inert gas atmosphere
are specially developed for this purpose. The readings obtained are expressed
as the percentage of hydrocarbon vapor by volume and are recorded as
%VOL. The instruments used to measure percentage hydrocarbon vapors in
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inert gas are Non-catalytic Heated Filament Gas Indicators and are usually
referred to as Tankscopes.
Modern developments in gas detection technology have resulted in the

introduction of electronic instruments using suitably designed infra-red sensors
which, can perform the same function as the Tankscope.
This instrument should be calibrated using a check gas of a known mixture of

hydrocarbons. The IR sensor does not require the presence of air or inert gas
in the gas concentration, as it is reliant solely on the hydrocarbon molecules. In
general, these instruments are very stable and require little maintenance.
Calibration should be frequently done in accordance with the manufacturer’s
instructions and Safety Management System procedures.
Figure 4.4.3-2 Infra-red type gas indicators
4.4.4 Toxic Gas Detector
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.
4.4.5 A Refractive Index Meter
This type of instrument capable of measuring gas concentrations in excess of the

LFL and in inert atmospheres is the Refractive Index Meter. This is an optical
device, which measures the difference between the refractive indices of air and the
gas sample. In this type of instrument, a beam of light is divided into two, one
beam passing through a chamber filled with air, the other through a chamber filled
with the gas sample. The recombined beams exhibit an interference pattern, which
appears to the observer as a number of dark lines in the eyepiece. The instrument
is normally calibrated for a particular gas mixture, and as long as the use of the
instrument is restricted to the calibration gas mixture it provide accurate
measurements of gas concentrations. A mixture of known hydrocarbon, such as
butane in nitrogen, should be used to check the instrument. If the hydrocarbon test
gas differs from the original calibration gas the indicated reading should be
multiplied by the appropriate correction factor before judging the accuracy of the
instrument. The measurement of gas in an inerted atmosphere is affected by the
carbon dioxide present when flue gas is used, and in this case the use of sodalime
as an absorbent is recommended, provided the reading is corrected appropriately.
The instrument is not affected by gas concentrations in excess of it range, and also
remains in the off-scale position for as long as the gas chamber is filled with the
gas mixture.
4.4.6 Chemical Indicator Tubes

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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.
4.4.7 An Oxygen Meter with Sensors
As these analyzers are of vital importance, they should be carefully maintained

and tested strictly in accordance with the manufacturers instructions. It is essential
that periodically a check is made of the batteries, zero setting and calibration.
Calibration of all oxygen analyzers is carried out with air, and the zero setting can
be checked with either nitrogen or carbon dioxide. The use of water retaining filters
is essential, particularly the paramagnetic type, because the presence of water can
damage the measuring cell.
Oxygen is strongly paramagnetic, allowing it to be determined in a wide variety of
gases, and the Paramagnetic Sensors the most common type of oxygen analyzer.
This type has a sample cell in which a lightweight body is suspended in a magnetic
field, and when a sample gas is drawn through the cell the suspended body
experiences a torque proportional to the magnetic susceptibility of the gas. An
equal and opposing force is produced by an electric current passing through a coil
wound round the suspended body, and this current is a measure of the magnetic
and is thus related to the oxygen content. The reading can be significantly affected
if the cell is not at atmospheric pressure. Samples should be supplied to the
instrument by positive pressure, and should not be drawn through the analyzer by
negative pressure.
Electrolytic Sensors determine the oxygen content of a gas mixture by measuring
the output of an electrolytic cell, causing a current to flow between two special
electrodes, the current being related to the oxygen content. The cell may be
housed in a separate sensor head. Certain gases such as sulphur dioxide and
oxides of nitrogen may affect the sensor and give rise to false readings, and high
levels of H2S can poison it.
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5. Cargo Operations
Fig. 5-1 Cargo Operations on VLCC
5.1 Loading/Unloading
The Master shall check the loading plan and unloading plan prepared by the Chief
Officer.
5.1.1 Loading/Unloading Plans

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Fig. 5.1.1
The Chief Officer shall Loading
draft up loadingand
andUnloading Planstaking the following
unloading plans
into consideration.
a) Circumstances of loading/unloading ports.

b) Regulations of the unloading port and terminal.
c) Navigating zone.
d) Confined water restrictions.
e) Relationship between ship’s draught and depth of navigating area and depth of
berth (Under keel clearance).
f) Hull strength.(Confirm the calculated condition of Sea or Harbour)
g) Cargo characteristics (estimated cargo temperature, American Petroleum
Institute (API), cargo temperature change while in transit, light oil (condensate),
heating oil, etc.).
h) Contracted loading quantity and the final ullage of each tank and ullage for
each tank to stop unloading if the vessel is to be discharged at other extra
ports.
i) Loading/unloading rate.
j) Cargo lines, Vent lines and ballast lines to be used for loading or unloading,
and their capacities.
k) Layout of cargo tanks and ballast tanks, and their capacities.
l) Ship's proper posture (trim, list) during cargo handling operations.
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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).
5.1.2 Information Exchange Prior to Entering Harbor
Confirmation of Terminal Information
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.
Ship's meeting for cargo work
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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d) The Chief Officer shall impress on watch officers valve-handling procedures in

special cargo handling operations, such as commingle loading, mix loading,
load-on-top and line displacement with water.
5.1.3 Preparations for Cargo Work
Fig. 5.1.3-1 Preparations for Cargo Work
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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b) Discussions Prior to Cargo Work
The Chief Officer, prior to cargo work, shall hold discussions with the terminal
on the following matters.
i) Specified smoking areas.

ii) Restrictions on fires in galleys and cooking facilities.
iii) Criteria for stopping and suspending cargo work.
iv) Information on safety regulations and pollution prevention regulations of
the terminal and harbor in question.
v) How to obtain assistance from the terminal in case of an emergency.
vi) Matters concerning the activation of the emergency shutdown device.
vii) Method of communications between the terminal and the ship.
viii) Maximum allowable cargo loading quantity, unloading rate and maximum
pressure.
ix) Confirm whether "Shore Stop" or "Ship's Stop" is applied for finishing
cargo operations and that how mach inflow of oil is anticipated after stop
order is initiated.
x) Matters pertaining to measuring, sampling, temperature check, water test,
etc.
xi) Matters pertaining to cargo oil (temperature, American Petroleum Institute
(API), moisture content, etc.).
xii) Matters concerning replenishment of oil, water, ship's supplies, provision,
etc.
xiii) Matters pertaining to filling and discharging ballast water.
xiv) Matters pertaining to crude oil washing.
xv) Matters concerning Emergency Departure Procedure (EDP).
xvi) Work of repair and checking.
5.1.4 Cargo Watch
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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Fig. 5.14 -1 Cargo Operations
5.1.5 Valve Line-up

Valve lineup for loading basically refers to checking valves and ensuring "zero
start." After the check for dryness is completed (refer to "6. Checking the dryness
before loading" on P1-26 of the "Loading Section"), start the valve lineup on the
ship side excluding gate valves, with the approval of the Loading Master.
Start the valve lineup for loading work according to the procedure given below.
a) Testing the valve operation

Perform the opening/closing test of valves before loading cargo in the lines and
tanks scheduled to be loaded.
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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
Crossover gas intake

V388,V389 Close
valve
Manifold inner drip V354,V356,V358,V360,V353,V355,
Close
valve V357,V359
Manifold master drip
V362,V361 Close
valve
Manifold outer drip V342,V344,V346,V348,V341,V343,
Close
valve V345,V347
Crossover valve V331,V332,V333 Close
Direct filling valve V311,V312,V313 Close
Deck master valve V321,V322,V323 Close
Line segregation valve V281,V282,V283,V284,V285,V286 Close
MARPOL line valve V352,V351 Close
Stripper pump
discharge line V166, V167, V183 Close
COW line gas intake
valve V M-3,V703 Close
COW line drain valve V M-38,V738 Close
Other valves that are Equalizer valves and others Close
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open
c) Valve lineup for loading work
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.
Use sealing tape on important valves to effectively prevent contamination of oil.
d) Communications with the Loading Master
When valve lineup (excluding lineup of gate valves) is completed, notify the
Loading Master.
e) Opening the gate valves

Open the gate valves after discussion with the Loading Master.
5.1.6 Opening the Vent Riser Valve.

The vent riser valve is generally opened before opening the gate valve.
However, consider the items below when deciding the timing for opening the vent
riser valve.
In principle, the vent riser valve should be fully opened and used. It should not be
opened halfway during the loading work.
b) Tank pressure before entering port
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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kPa; about 300 mmAq) before the ship enters port.
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.
c) Measures to ensure that the vent riser valve is always opened
Since various tasks are performed simultaneously before the start of loading
In very rare cases, the ship after berthing may be shifted to a

different berth when loading equipment is found to be defective.
Therefore, the tank pressure should not be released immediately
after the ship is berthed.
work, there may be some confusion. To ensure that the crew member does not
forget to open the vent riser valve, a warning sign such as "OPEN VENT?" may
be put up on the front panel of the CCR console as a preventive measure.
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.
In the past, accidents such as damage/deformation of the dresser

joint in the tank have occurred because of excessive pressure
attributed to a pressure surge when loading was started by opening
the tank valve of only one tank for facilitating the check of inflow of
oil.
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 Start of Loading Work
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.
5.2.2 Safety Measures Immediately After Loading Cargo

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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.
a) Monitoring the shore connection

Always confirm that oil passes through the manifold immediately after loading
has started.
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.
b) Checking the inflow
Check that oil has passed through the piping system to be used and has
entered the tank to be loaded.
c) Inflow check and trim effects
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.
d) Monitoring oil leaks
When loading starts, continue monitoring oil leaks in all the pipelines generally.
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Increase the loading rate if no abnormality is detected.
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.
e) Increasing the rate
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.).
5.2.3 Confirmation of Flow into all the Tanks
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).
5.2.4 Duties of Officer on Watch
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
The Officer on watch, when carrying out

ballasting or deballasting work, shall pay
attention to the following.
a) When deballasting, check the ballast water

in advance to confirm that there exists no
oil slick on the surfaces.
b) Bare in mind the movable range of the
loading arm and pay attention to the
changes in tide.
c) Keep the ship's draught, trim and list (heel) Fig. 5.2.5-1 Ballasting /
in proper condition. Deballasting
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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.
5.2.6 Completion of Loading
The Chief Officer, on completion of loading, shall station crew members

appropriately and maintain close communications with the representative of the
terminal in order to prevent oil spill accidents caused by overflow, etc.
5.27 Disposal of Residual Oil
The chief officer shall take the following measures to dispose of residual oil.
a) After the finish or suspension of cargo work, dispose, as necessary, of oil

remaining inside pipes, while communicating with the terminal, in order to
prevent oil leaks arising from excessive line pressure and then take measures
to prevent trapping oil inside on-deck pipes.
b) Dispose of oil remaining inside cargo lines, cargo pump and pressure gauge
quickly if the crude oil being loaded requires heating.
5.3 Crude Oil Washing (COW)

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Fig. 5.3-1 COW Machine Plan Fig. 5.3-2 COW Operation

and Equipment Manual
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.
Fig. 5.3-3 Inert gas System

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Fig. 5.3-4 Inert gas System
5.4 Check At Sea
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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Fig. 5.4-1 COW Machine
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.
5.5 Gas Free Operation
The Chief Officer shall decide on a gas-

freeing operation plan and give watch
officers instructions on operational
procedures shown in 5.4.2, 5.4.3 and 5.4.4
before commencing the operations.
Fig. 5.5-1 ISGOTT

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5.5.1 Gas Free Operation Plan
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.
5.5.2 Tank Cleaning Work
Preparations for Tank Cleaning Work

The Chief Officer, prior to start of tank cleaning, shall carry out the necessary
preparations and safety checks in accordance with the "Check List for Crude Oil
Tanker (No.4)(Ver.1.0)"<S-076000-05CHK>.
Execution of Tank Cleaning Work

The Chief Officer and the Officer on Watch shall carry out the following in order to
ensure the safety.
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.
5.5.3 Gas Purging Work
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.
a) Dissemination among crew members and others on board of the release of

inert gas into the atmosphere.
b) Measures to prevent inert gas entering the accommodation spaces.
c) Check of the operating condition of the inert gas system.
d) Maintenance of proper oxygen content (5% or less) of the supplied inert gas.
e) Measurement of the concentrations of hydrocarbon gas and oxygen.
f) Check of the operation of various gas testing devices.
g) Dissemination among those on board of the prevention of entry of hydrocarbon.
gases into accommodation spaces and their release into the atmosphere.
5.5.4 Airing 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.
5.5.5 Internal Tank inspection
Fig. 5.5.5-1 Internal Tank Inspection
Make an internal tank inspection, basically observing the "Enclosed/Confined

Spaces", while taking the following precautions.
a) Continuously supply air by use of two portable supply fans per tank with ducts
lowered to the tank bottom.
b) As atmospheric conditions for internal inspection, check that the oxygen
content is 21 Vol. %, hydrocarbon gas content 1% Lower Explosive Limit (LEL)/
Lower Flammable Limit (LFL) or less, and H2S gas content 5 parts per million
(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% Lower Explosive Limit
(LEL)/Lower Flammable Limit (LFL) or less.
Measuring method:
i) Oxygen content, petroleum gas (at least at five points)

Three levels of upper, middle and lower layers directly below the entrance
manhole.
Additional two locations in the bottom layer in the fore-and-aft direction
ii) H2S gas
Take measurements at two or more gas outlets, including manholes, and
carry a portable detector inside the tank.
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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).
5.5.6 Disposal of Tank Washings
The chief officer shall follow the "Environmental Pollution Prevention" when
disposing of water used for tank cleaning.
5.6 Measures Against Oil Leakage
5.6.1 Emergency Response
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.
a) Report on the discovery of oil spill
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.
b) If the accident occurs when cargo handling is in progress on the tanker
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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i) Notify the terminal immediately to stop delivery of oil.

ii) Close all the manifold valves.
iii) If the ballasting work is in progress, immediately stop the ballasting work
and close the relevant valves.
iv) Notify the engineer of the watch.
v) If oil has spilled on the deck, confirm that the deck scuppers are closed,
and take measures such as opening of surface valves, recovery using air
pump, etc., and ensure that oil does not spill overboard.
c) List of tasks at oil pollution prevention stations
i) Measures to prevent oil spill and mitigate pollution

The Master should order the person in charge of the site to perform the
necessary tasks from the tasks mentioned below and should strive to
prevent further outflow of oil and to mitigate the damage.
Measures for preventing oil spill and mitigating damage should give
priority to preventing contamination or cargo oil and considerations on
maintaining the quality of the cargo.
ii) Oil spill from the pipeline

Reduce the pressure of oil in the relevant pipelines, and use gravity or a
pump to shift the oil remaining in the pipelines to the tank.
iii) Overflow of tank

Immediately shift the oil that has overflowed from the tank to another tank
that has reserve capacity.
If there are no tanks with reserve capacity, transfer the oil to shore tanks.
iv) Oil leakage from the hull

Adopt the measures given below considering oil will flow out until the
pressure in the oil tank equalizes with the sea water pressure on the hull
at the holed location.
Transfer immediately the oil remaining in the damaged tank to another

tank with reserve capacity so that the oil level reduces.
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.
Realize conditions for effectively preventing oil spill by adjusting ballast or

by other means.
Reduce the inert gas pressure over all the cargo tanks and lines in the
tanker to the minimum positive pressure.
d) Report the leak/spill to:

i) Harbor master and person in charge of the terminal (if within the port
premises).
ii) Management company (SI).
iii) P & I Club.
iv) Other organizations specified by the Company
e) Response when oil spill other than from the ship is detected.
Regardless of whether the ship is underway or at anchorage, if a spill is

detected from another ship, the Master should adopt the measures given below
to safeguard the ship's interests and to ensure that his ship is not responsible
for the spill.
i) Report the facts to the Company.

ii) If the volume of the oil spill is large, report to the Harbor Master or the
Maritime Safety Organization.
iii) If possible, retrieve samples of the spilled oil.
iv) Check and record the names of ships in the vicinity.
v) If necessary, prepare the Statement of Fact and Letter of Protest.
vi) Notify the P & I representative.
Take adequate care when you implement this measure since the
tank pressure may become negative and cause a dent in the tank.
5.6.2 Documents to be prepared

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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.
a) Remarks of the Time Sheet.

b) Statement of Fact.
c) Letter of Protest (including Slow Loading).
d) Letter of Protest by Telex.
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6. Cargo Calculation
6.1 Determining Standard Volume of Cargo
6.1.1 Unit for Crude Oil
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.
a) Commonly Used Units of Measure

i) 1 barrel = 42 gallons (US)
ii) 1 cubic meter = 6.28981 barrels
iii) 1 ton (metric) = 1,000 kilograms
iv) 1 ton (long) = 2,240 pounds
v) 1 standard (net) barrel = 42 gallons (adjusted to standard temperature)
vi) 1 observed (gross) barrel = 42 gallons (at observed temperature)
vii) Standard volume = observed volume x volume correction factor.
viii) Tonnage = standard volume x stowage factor
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
A convenient way of expressing the Specific Gravity (density relative) to the

density of water / a liquid. API gravity or SG are normally provided by the
shore side. Using the API gravity and temperature, VCF is read out from the
table and multiplied by observed(Gross in ship) volume to calculate the
standard(Net in ship) volume.
API Gravity at 60F = (141.5/SG @ 60F)-131.5
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
The unit of temperature “Fahrenheit:F” is used for measuring and calculating

the cargo volume in tanker business. Therefore, the indication of the cargo
temperature on the cargo console (1/3 and 2/3 height in the cargo tank) and
MMC is used “F”. However, the crew on board has to know the conversion
formula between “Centigrade:C” and “F” for understand the thermal volume
changes of cargo and something to effect it to the equipment and so on.
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
i) Total observed volume (TOV)

Total observed volume is the total measured volume of all petroleum liquids,
including sediment and water (S&W) and free water, measured at the
observed temperature and pressure. It is determined by converting the
observed ullage readings to volumes using the vessel's tank calibration
tables and adjusting the volumes with the necessary trim and list
corrections.
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ii) Gross observed volume (GOV)

Gross observed volume is the total measured volume of all petroleum
liquids, including S&W, but excluding free water, at observed temperature
and pressure.
GOV = TOV - free water
iii) Net observed volume (NOV)

Net observed volume is the total measured volume of all petroleum liquids
excluding S&W and free water, at the observed temperature and pressure.
S&W can be estimated by centrifuge, but standard petroleum sale
contracts call for S&W measurement by filtration and chemical titration
respectively.
NOV = TOV - free water - sediment and water Correspondingly,

there is gross and net standard volume.
iv) Gross standard volume (GSV)

Gross standard volume is the total measured volume of all petroleum
liquids and S&W but excluding free water and corrected by the appropriate
temperature correction factor for the observed temperature and API
gravity (or density), to a standard temperature, 60 degrees Fahrenheit and
also corrected by the applicable atmospheric pressure correction factor.
v) Net standard volume (NSV)

Net standard volume is the measured volume of all petroleum liquids
excluding S&W and free water and corrected by the appropriate
temperature correction factor for the observed temperature and API
gravity (or density), to a standard temperature such as 60 degrees
Fahrenheit of and also corrected by the applicable pressure correction
factor. The NSV is the commercially important result of the calculation
process, since it is the basis on which the cost of the cargo of oil is
determined. This figure is used for Net figure on B/L.
vi) Total calculated volume

Total calculated volume is the GSV plus any free water measured at the
observed temperature and pressure. The TCV is important for the chief
officer because it will be the reference quantity against which
transportation losses will be measured at the discharge port. Since the
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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.
vii) Units of measurement

viii) Imperial (barrels):
TOV-Free water = GOV x VCF (Tables 6A/B) = GSV @ 60F in barrels
ix) Metric System:
TOV-Free water = GOV x VCF (Tables 54A/B) = GSV @ 15C in cubic
meter
6.1.2 Ullage Report
NYK design the form for calculation of cargo figures.
6.1.3 Four Basic Steps

a) Step 1: Measure final ullage / temperature / free water
When measuring the ullage, it should be measured the average ullage not top
or bottom of the ullage because the surface of oil in the cargo tank is risen and
fallen always. Therefore, the pump man, who has the enough experience to do
it, charges it normally. Also, the temperature of the loaded cargo is measured at
2 points(10/20m height in cargo tank normally) used their average.
b) Step 2: Calculate observed (gross) volume of cargo

i) Trim / list correction.
ii) Calculate the volume from the vessel tank table.
c) Step 3: Calculate standard (net) volume

i) Use the ASTM table 6A.
d) Step 4: Determine cargo tonnage

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i) Use the ASTM table 11 for long tons, 13 for metric tons.
ii) Use the ASTM table 4 for Cub.m in 15C.
6.1.4 Commingle Cargo
a) Calculation of quantity of oil in the commingling tank at the loading port

i) Calculate the quantity of cargo loaded by conventional method (A-Net)
after loading First Loading Cargo (A).
ii) Determine the temperature of cargo (T) after commingled loading and
after Second Grade cargo (B) has been loaded.
iii) Convert the quantity of First Loading Cargo (A-Net) to the cargo after
commingling at temperature (T) and determine the gross quantity (A-
Gross).
iv) Deduct A-Gross from the total cargo quantity after commingled loading
and determine B-gross, the quantity of Second Grade cargo (B) at
temperature (T) loaded subsequently.
v) Calculate B-net, the quantity of Second Grade cargo (B) at temperature
(T) from B-Gross. The API to be used should be the API assigned to each
cargo.
b) Example of calculation of a commingled tank at loading port

i) First Loading cargo QATAR MARINE: API 35.8 / TEMP. 91 F / Ullage
19.65 m
74,000 G.BBLS / VOL. CORR. 0.9851 / 72,897 N.BBLS
No interpolation at indicated value of API 36/ TEMP. 91 F
ii) Second Grade cargo ARABIAN LIGHT: API 33.3 / TEMP. 94.6 F/ Ullage
3.71 m
a. 72,897 N.BBLS / 0.9834(API 35.8 / TEMP. 94.6 F)= 74,128 G.BBLS
(QATAR MARINE)
No interpolation at indicated value of API 36/ TEMP. 94.5 F
b. ULLAGE 3.71 m : 186,562 G.BBLS
c. 186,562 G.BBLS – 74,128 G.BBLS = 112,434 G.BBLS (ARABIAN
LIGHT)
d. 112,434 G.BBLS X 0.9839(API 33.3 / TEMP. 94.6 F)
= 110,624 N.BBLS(ARABIAN LIGHT)
No interpolation at indicated value of API 33.5/ TEMP. 94.5 F
iii) Calculation of commingled oil quantity at discharging port (When

commingled in the same tank)
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a. Find the G.BBLS from the ullage of the tank.

Substitute the respective N.BBLS calculated at the loading port in the
denominator of the basic formula (1). Substitute the N.BBLS of the
first grade to be calculated in the numerator and determine the
G.BBLS of the first grade.
b. Similarly, determine the G.BBLS of the second grade using the basic
formula (2).
c. Determine the respective N.BBLS using the corresponding API and
TEMP from each of the G.BBLS calculated.
d. Determine the LT and MT of the first and second grades from the
N.BBLS.
6.1.5 Shore Figures (Bill of Lading)
Information on relative density used by the terminal is based on the standard

temperature of 60 degrees Fahrenheit.
a) BILL OF LADING (B/L, BL)
This is the document of title to goods in a contract between buyer and seller. It
further serves as a receipt from the carrier for the goods being dispatched. The
term is specific to sea transportation documentation.
b) B/L DATE
The date on the Bill of Lading. The date defines when loading is finished.
c) B/L QUANTITY
The quantity of oil loaded onto the vessel as measured at the load port. This
quantity appears on the Bill of Lading. This quantity is measured at shore side.
6.2 The Vessel Experience Factor (VEF)
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
7.1 Voyage instruction
7.1.1 Preparation for 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
Standard quantity:　500,000 BBLS (500,000 BBLS indicates the NET BBLS at 60 F)

①　＋5% / MIN：　525,000 ～ 500,000 BBLS
②　MAX /－5%：　500,000 ～ 475,000 BBLS
③　＋ / －5% ： 525,000 ～ 475,000 BBLS
④　EXACT ：　500,000 BBLS （Generally, EXACT refers to loading at SHORE
STOP）
⑤　ABOUT ：　Generally given as a value 5%
* 500 MBBLS refers to 500,000 BBLS.

TELEX messages from the charterer often give values for instance, 500,000 BBLS as "500
MBBLS."
This is a marine practice; the "M" is a Roman character which means 1,000.
In LNG ships, BTU (British Thermal Units) are used. However, MMBTU refers to 1,000,000
BTU, that is, 1,000 x 1,000 = 1,000,000 BTU.
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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 Calculation of Loadable Quantities
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.
7.2.2 Restricted by the Draft
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.
7.2.5 Strength Checks

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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.
7.3 Consideration to be made on Stowage Plan and Loadable Quantities
7.3.1 Loadable Quantities
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.
7.3.2 Estimated API and Oil Temperature
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.
7.3.3 Zones to be Navigated
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.
7.3.4 Calculation of Maximum Loadable Quantity

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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.
7.3.5 Study on Volume to be Assigned to Each Tank

For deciding the volume to be assigned to each tank, use either the simulation
function of the Loading Calculator or perform the calculations by manual. If the
level corresponding to 98% of the capacity of each tank and the BBLS are entered
in the Stowage Plan, the calculations become very easy.
Generally, the Stowage Plan is in a separate file provided the ship is not a newly-
constructed ship. Thus, studying past loading records is one suggestion. The
stowage can be decided very quickly by this method.
7.3.6 Studies on Ship's Attitude and Hull Strength

Enter the API and quantity of oil for each loading port and control the ship's attitude
using ballast.
If calculations can be performed this way without problems until the final loading
port, it is satisfactory, but sometimes problems in the hull strength arise, the
restrictions at the loading port (drafts when entering/leaving port, displacement,
trim) cannot be cleared, and adjustments may have to be made. If such
adjustments are made many times, the balance in the loading of the ship becomes
evident. This work, far from being fruitless, is likely to be very beneficial.
At this stage, the ship's attitude and hull strength should be studied not only for the
loading port but also for the discharging port. Loading wherein the discharging
sequence is restricted either because the ship cannot be trimmed to the
appropriate level or the ship's strength cannot be ensured, should be avoided at all
costs. It should also be borne in mind that the discharging sequence is sometimes
specified beforehand by the charterer. If no discharging sequence has been
specified, then a discharging sequence that can be used should be investigated.
In ships where eductors are the only stripping equipment on board, it is worthwhile
considering the loading of different grades of oil intentionally in each of the suction
tanks containing driving oil for the eductors.
7.3.7 Detailed Investigations

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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.
7.3.9 Checking the Numerical Values
The quantities and ullage obtained using the Loading Calculator should always be
checked using ullage tables.
7.3.10 Calculation Example of Maximum Loadable Quantity
SUMMER DRAFT : 19.194 m / DEAD WEIGHT : 259, 986 MT

DISPLACEMENT : 298, 712 MT / LIGHT WEIGHT : 38, 726 MT
Summer displacement 298,712 On hand

Light weight (-) 38,726 F.O. 4,300 MT
Dead weight 259,986 D.O. 140
On hand (-) 5,340 F.W. 200
Zone allowance (+) 1,320 D.W. 60
Sag correction (-) 895 Cons. 640
Loadable Max. quantity 255,071 MT Total 5,340 MT
7.3.11 Multi Draft
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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7.3.12 Considering Pipe Capacity
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.
7.4 Consideration to be made on Loading Sequence Plan
7.4.1 Loading Rate
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
A number of remaining cargo tanks is very important during topping off

period. The slow down sequence should be considered with a number of
tank suction valves opened. It reduces to sufficient loading rates within the
permissible flow speed in order to be received by those cargo tanks.
7.4.2 De-ballasting Hours

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It is necessary to consider with an appropriate balance between loading cargo and

de-ballasting. If the loading cargo will be completed before approaching the
planned ballast level, the time of loading operation is getting longer. This excess
hours counts as the delay due to the vessel’s reasons. For preventing from this
situation, it is necessary to consider the below items to adjust the requirement of
the loading rate.
a) A capacity of gravity de-ballasting.

b) A capacity of ballast pump.
c) Stripping hours with making sufficient trim.
d) Hull strength / ship’s condition.
7.4.3 Propeller Immersion
Propeller should be immersed fully at almost of loading ports.

Calculation of the propeller immersion is formulated bellow. The propeller has to be
fully immersed in each terminal by its regulation.
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Figure : 7.4.3-1 Propeller Immersion

8. Discharging Cargo
8.1 Discharging Crude Oil
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.
Crude oil discharges can be divided into two types:

a) Discharges where the limitations of the discharging rate are imposed by the
shore facilities. These limitations can be caused by a number is things such as
small bore discharging lines, shore tanks placed at a considerable distance
from the ship, shore tanks placed on a hill well above sea level, or even a
restriction on the amount of back pressure due to old hoses, and other factors.
Under such conditions the vessel is unable to use her equipment to the
maximum advantage and delays are unavoidable.
b) Discharges where the shore facilities are adequate, and the only limitations
imposed on the volume of oil discharged are those dictated by the capacity of
the ship's pumps and the skill with which the vessel's pumping equipment is
used.
The principal considerations in the preparation of the discharge plan are:

a) Maximum allowable discharging rate.
b) Maximum allowable Manifold Pressure.
c) Crude Oil Washing Plan.
d) Minimize discharge time.
e) Limitation of hull stress and trim to acceptable levels.
f) Maximum cargo outturn (minimum ROB).
g) Operation of cargo pumps within acceptable limits.
h) Maintain adequate under-keel clearance in berth and air height at Manifold.
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i) Achieve vessel performance meeting the requirements of the charter and

terminal as receiver.
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.
8.2 Consideration to be Made Discharging Sequence Plan
a) The discharging plan is to be formulated based on the charterer's instructions.

The plan should be formulated in accordance with the Operation Guidelines
issued by the charterer and the various regulations of the terminal. The loading
plan is generally formulated considering the discharging operation. However,
since the loading of different grades of oil is common these days, the focus is
on ensuring maximum cargo load. Consequently, smooth discharge according
to the specified discharge sequence may not be possible, but the discharging
plan should be formulated giving priority to ensuring safety of the ship and the
terminal. Generally, the sequence for discharging cargo is specified by the
charterer. In rare cases, the discharging may need to be performed according
to the ship's discharging plan. In such cases, the plan should be established
focusing on the hull strength, appropriate trim, efficiency of discharge,
ballasting efficiency and COW.
b) The discharging mode may be different and varied. Sometimes all the cargo
may have to be discharged at one port or at two or three ports (multiple port
discharging), or as in the case of the Kiire terminal, a part of the cargo may
have to be discharged then loaded in the empty tank, and furthermore, all the
cargo may have to be discharged at the second port, or two or more kinds of
cargo oil may have to be simultaneously discharged. Thus, the discharging
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mode may be extremely complicated. With improvement in the reliability of

equipment installed in tankers, cargo discharging and loading operations are
likely to become more complicated henceforth.
MANUAL CARGO CALCULATION
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 –
a) Net barrels = Gross barrels x Volume correction factor
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.
Convert temperature from Centigrade to Fahrenheit by the formulae -

° F = (° C x 1.8) + 32
Or use table ASTM table 2
Temp in ° F = (39.7° C x 1.8) + 32 = 103.5° F
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
Net barrel = 500,000 x 0.9804 = 490,200 NBls.
b) Long Tons = NBls x Weight correction factor
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
Long Tons = 490,200 x 0.13654 = 66,932 LT.
c) Metric Tons = NBls x Weight correction factor
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
Metric Tons = 490,200 x 0.13873 = 68,005 LT.

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Cargo Operation Revision Date: Revision 100 of
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TABLE OF CONTENTS PAGE

1. VLCC (Cargo Operation) -------------------------------------------------------------------7

1.1 General Outline of a VLCC

1.2 Cycle of Transportation and Jobs on One Round

1.2.1 One Round of Typical Voyage

1.3 Outline of Cargo Operation

1.3.1 Loading Operation

1.3.2 Discharging Operation

2. Properties and Hazards of Crude Oil -------------------------------------------------19

2.1 Physical Properties

2.1.2 Crude Oil

2.1.6 Specific Gravity

2.1.8 Pour Point

2.1.9 Vapor Pressure

3. Hazards of Crude Oil -----------------------------------------------------------------------28

3.1.2 Liquid Petroleum

3.1.3 Petroleum Gas

3.1.4 Hydrogen Sulfide (H2S)

3.1.6 Aromatic Hydrocarbon

3.1.7 Inert Gas

3.18 Cargo Data Sheets (MSDS- Material Safety Data Sheets)

3.2 Electrostatic Hazards

3.2.3 Electrostatic Properties of Gases and Mists

3.2.4 Clothing and Foot Wear

4. Usage of Breathing Apparatus, Gas Detector and -------------------------------38

4.2 Respiratory Protective Equipment

4.2.1 Dusts Masks

4.3 Breathing Apparatus

4.3.2 Kind of Danger of Flammable Gas

4.3.3 Hydrocarbon Detector

4.3.4 Toxic Gas Detector

4.3.5 Refractive Index Meter

4.3.6 Chemical Indicator Tube

4.3.7 An Oxygen Meter with Sensor

5. Cargo Operation -----------------------------------------------------------------------------48

5.1.1 Loading/Unloading Plans

5.1.2 Information Exchange Prior to Entering Harbor

5.1.3 Preparations for Cargo Work

5.1.4 Cargo Watch

5.1.5 Valve Line-up

5.1.6 Opening the Vent Riser Valve

5.2 Start of Loading Work

5.2.1 Checking the Inflow After All Tank Valves Have

Been Fully Opened

5.2.2 Safety Measures Immediately After Loading Cargo

5.2.3 Confirmation of Flow into all the Tanks

5.2.4 Duties of the Officer on Watch (OOW)

5.2.6 Completion of Loading

5.2.7 Disposal of Residual Oil

5.3 Crude Oil Washing

5.4 Check At Sea

5.5 Gas Free Operation

5.5.1 Gas Free Operation Plan

5.5.2 Tank Cleaning Work

5.5.3 Gas Purging Work

5.5.4 Airing Work

5.5.5 Internal Tank Inspection