CRUDE OIL CARGO PROCEDURES

Transcription

1 CRUDE OIL CARGO PROCEDURES Written By Verified By Approved )RU NAME AND SURNAME NAME AND SURNAME NAME AND SURNAME Safety & Quality Department Manager Technical Department Director Managing Board President

2 TABLE OF CONTENTS INTRODUCTION COMPANY CARGO HANDLING STANDING ORDERS General Orders Before and During Loading Operations Before and During Discharge Operations TANKER SAFETY Purpose and Scope General Safety Measures Avoiding Pressure Surges Filing References ARRIVAL IN PORT Purpose and Scope Description of Procedure Information on Cargo Pre-arrival Meeting Preparation of Cargo Tanks and Testing of Cargo System Berthing Preparation Draft Various Surveys Voyage Report Filing References LOADING Purpose and Scope Preparations for Loading General Planning Loading Operations Preparation of Cargo Tanks and Systems Meeting with Terminal Representatives Terminal Surveyor Inspection Deballasting Operational Checks Stability Control Loading Operations Sampling Filing References DEPARTURE FROM PORT Purpose and Scope Procedure Port Report Less Loaded Quantity Various Surveys Ship Inspection for Damages Preparation for Departure - Checklist Filing... 16

3 6.4. References TRANSPORT OF OIL Purpose and Scope Procedure Filing References DISCHARGING Purpose and Scope Preparation for Discharging General Discharging Plan Preparation of Cargo for Discharging Checking of Cargo Equipment Meeting with Terminal Representatives Operational Checks Stability Control Discharging Operations Cargo Remained Onboard Filing References BALLASTING / DEBALLASTING Purpose and Scope Description of Procedure General Designated Officer Ship s safety Ballast tank s venting system Stability and hull stress limits Ballasting of Cargo Tanks Exchange of ballast water in cargo tank s Discharge of ballast water to shore reception facilities Filing References INERTING Purpose and Scope Operation of Inert Gas System Basic Rules for the Inert Gas System Operation Failure of Inert Gas System Filing References CRUDE OIL WASHING Purpose and Scope Description of Procedure Permission for Crude Oil Washing Tanks Washing Co-ordination with Terminal Stopping of Crude Oil Washing Filing References SAMPLING Purpose and Scope Description of Procedure... 31

4 Sampling Labelling Samples Care of Samples Doubts in the Quality of Cargo Filing References NOTICES AND NOTICES OF READINESS Purpose and Scope Procedure Filing References STATEMENTS OF FACTS Purpose and Scope Procedure Filing References BILLS OF LADING Purpose and Scope Description of Procedure Signing Bills of Lading Cargo Quantity Dating B/L Discharging Port Filing References VOYAGE REPORTING Purpose and Scope Description of Procedure Filing References SPEED AND FUEL CONSUMPTION Purpose and Scope Description of Procedure Filing References AGENTS Purpose and Scope Description of Procedure Filing References APPENDICES... 41

5 1. INTRODUCTION The Cargo Manual has been prepared for use by Master and Officers in various operational procedures, namely with safe load and carriage of cargo. The Master and Officers should upon joining the ship learn all ship particulars and characteristics from the booklet Inspection Guidelines for Bulk Oil Carriers. The crew shall follow procedures given in this and other safety and quality management manuals, as well as Trim and Stability Book, Loading Manual, Procedures and Arrangements Manual, inerting and COW manuals and consult International Safety Guide for Oil Tankers & Terminals (ISGOTT), local regulations Guide to Port Entry, relevant OCIMF and other publications. General safety precautions are given in the Safety and Environmental Protection Manual. The appendices to all sections can be found together in the Section 20, of this Manual. The Master should ensure that the Officers and crew are made aware of their respective responsibilities. Each Officer must read and understand the contents of this Manual.

6 2. COMPANY CARGO HANDLING STANDING ORDERS 2.1. General Orders 1. The cargo tanks lids shall be closed. 2. The manifold valve shall remain shut until the Chief Officer is satisfied in all respects with the vessel s readiness to load/discharge and the terminal is ready to commence operations. 3. Close and blank unused cargo piping connections. Blank flanges shall be fully bolted. 4. The initial flow shall be loaded/discharged at a reduced rate until the Chief Officer carries out necessary checking and informs the terminal to load/discharge at the agreed rate. 5. Duty Officer is responsible for frequent and careful tending of moorings. 6. Emergency towing arrangement shall be ready for use. 7. When handling oil cargoes a watch shall be kept on water around the vessel for oil slick. In case of oil spillage the Ships Oil Pollution Emergency Plan shall be put into action. 8. The squeegees, shovels, buckets, etc. shall be ready by the manifold during vessel s stay in port, to prevent oil spill, as defined in the Shipboard Oil Pollution Emergency Plan. 9. It is responsibility of the Duty Officer to ensure that the cargo manifold area are clean and tidy all the time. Manifold area and main deck shall be kept clean for grease, oil and rags. 10. Scupper plugs to be in their correct position at all times. 11. Drip trays to be kept reasonable empty. 12. Gangway note and warning notices to be posted. 13. Deck to be kept as dry as possible all times. 14. Access from gangway to accommodation shall be kept clear and particularly clean. Dirty and dangerous areas shall be closed off with ropes. 15. Catwalks and accommodation entrances shall be kept clear. 16. An A.B./O.S. shall be stand by at the manifold, with appropriate means of communication, all time during any cargo operation. 17. Portable fire-fighting equipment shall be placed close to the manifold during loading/discharging as well as all the foam monitors shall be directed towards the manifold. 18. The vessel must not exceed maximum still water stress limits at any time during cargo operation Before and During Loading Operations 1. Before loading check that all valves, terminal/barge connections and drain plugs are

7 in closed position. 2. Ensure that necessary equipment for oil spill prevention is ready for use. 3. Ensure that fire hoses are connected on each side of the manifold and one portable fire extinguisher is placed in the vicinity of the connected cargo hoses. 4. Make sure that P/V valves are in good working condition. 5. Make sure that the communication with the shore terminal/barge always is good either by radio or via the Watchman on deck.

8 6. The A.B./O.S. on watch shall always, during the operation, check for leakage and stand in permanent contact with the Duty Officer by radio. The A.B./O.S. on watch are not allowed to leave the cargo area unguarded. 7. When a tank is filled at 75% according to the remote level gauging, it has to be double checked manually by ullage tape in order to detect difference in level. 8. When topping off tanks, one man shall be stand by at the trunk when the ullage is less than 2 meters. The second Watchman/Pumpman shall at the same time be stand by at the manifold valve. 9. The Duty Officer shall always try to top off tanks one by one. The Chief Officer shall always supervise completion of loading. 10. The Duty Officer shall make sure that there are always sufficient number of opened tanks in relation to the loading rate. The Chief Officer shall determine the maximum loading rate for each tank. 11. Check frequently that the level in topped or/and closed tanks is in order to detect any leakage in good/safe time. 12. The Chief Officer shall organise occasional safety rounds on deck to ensure that all is in good working order. 13. When the tank is topped off, the cargo valve shall be immediately closed. 14. Keep loading data updated and log every hour loading rate in the Loading/Discharging Records. 15. Always keep the ISGOTT recommendations in mind Before and During Discharge Operations 1. Before discharging, check that all valves, terminal/barge connections and drain plugs are in closed position. 2. Ensure that necessary equipment for oil spill prevention is ready for use. 3. Ensure that fire hoses are connected on each side of the manifold and one portable fire extinguisher is placed in the vicinity of the connected cargo hoses. 4. Make sure that P/V valves are in good working condition. 5. Make sure that the communication with the shore terminal/barge always is good either by radio or via the Watchman on deck. 6. Never commence discharging before shore/barge has been notified and confirmed that is clear to start. 7. The AB on watch shall always, during the operation, check for leakage and stand in permanent contact with the Duty Officer by radio. The AB-s on watch are not allowed to leave the cargo area unguarded.

9 8. The Chief Officer shall organise occasional safety rounds on deck to ensure that all is in good working order. 9. Keep discharging data updated and log every hour the flow rate in the Loading/Discharging Records. 10. Never exceed maximum pressure/rate ordered from shore.

10 3. TANKER SAFETY 3.1. Purpose and Scope Identification of risks on tankers and by tankers. The section refers to procedures specific to tankers General Safety Measures General safety measures are described in various sections of Vessel Safety Manual, and the titles of sections where they are described are stated here as well as safety measures specific for tankers. All crewmembers must in navigation, at anchor and terminals strictly comply with all Company rules and regulations, as well as international, flag state, states in which territorial waters the ship is operating and terminal regulations. The tankers pose specific dangers, and the most dangerous time of the voyage is during cargo operations. Besides general safety precautions the Duty Officer and watch personnel shall pay particular attention to mooring safety, fire-fighting measures, fire prevention, hot work, cold work and explosion prevention, of the Vessel Safety Manual. When entering the pumproom, cargo tanks and other enclosed spaces the procedure Entry into Enclosed Space and Work in Enclosed Spaces, of the Vessel Safety Manual shall be strictly followed. The safety measures for inerting and crude oil washing are described in the other sections of this Manual Avoiding Pressure Surges Incorrect operation of pumps or valves can produce pressure surges and cause catastrophic consequences. The Duty Officer shall ensure that following precautions are taken: 1. Valves should never be closed against the flow. 2. It is normal to have all valves open before pumping commences, except the pump discharge valve should be left closed until the pump starts to turn. 3. The speed of the operation of a valve should be at a controlled rate and within manufacturer s recommendation parameters. 4. During normal operations, there should be no sudden changes in the flow rate. All changes of flow rate should be done with close liaison between the ship and shore personnel in charge of the operations. 5. The lines from the next tanks to the pump should always be opened before those to the previous tank are closed.

11 6. Before opening a pipeline to a liquid, the Duty Officer must ensure that the line is not under vacuum, and this is overcome by first opening the tank valve. 7. Always start and end at slow rates of flow. 8. In additions to any limitations on the ship s lines, the limitations to the terminal s line should be inquired.

12 3.3. Filing All undertaken actions shall be recorded in the Deck Logbook References 1. VESSEL SAFETY MANUAL - Entry into Enclosed Spaces, Work in Enclosed Space 2. VESSEL SAFETY MANUAL - Hot Work 3. VESSEL SAFETY MANUAL - Cold Work 4. VESSEL SAFETY MANUAL - Fire Fighting 5. - Explosion Prevention 6. Crude Oil Cargo Procedures, Inerting 7. Crude Oil Cargo Procedures, Crude Oil Washing

13 4. ARRIVAL IN PORT 4.1. Purpose and Scope Operations which need to be completed before and shortly upon arrival in port Description of Procedure Information on Cargo The Master shall receive from the Marketing Division all necessary information on cargo, as described in the section Loading, of this Manual Pre-arrival Meeting Before arrival into port, whenever possible, the Master shall hold meeting with the Chief Officer and Chief Engineer. The meeting should cover items related to loading or discharging, such as loading/discharging plan, information on cargo characteristics and safety measures, surveys and inspections expected, local regulations, required manning for anticipated work, etc. The meeting shall be recorded in the Deck Logbook, if necessary. The Chief Officer and Chief Engineer shall inform their departmental personnel of the important topics of the meeting. The Chief Officer shall record all-important details on cargo, safety precautions and duties of the individual crewmembers and display it in the Officers and Crew messrooms. The Master shall study contract clauses and Marketing Division instructions and explain any special requirements for dealing with: particular cargo, any additional entries required in the Deck Logbook, and other records to be kept. The Chief Officer shall present loading/discharging plan and unusual characteristics of the cargo. Ballast procedure shall be also planned Preparation of Cargo Tanks and Testing of Cargo System The Chief Officer is responsible for preparation of cargo tanks and testing of cargo system as described in the section Loading, of this Manual Berthing Preparation The Chief Officer shall ensure that following is carried out prior to arrival: Gangway rigged. Cargo system ready.

14 Mooring winches and equipment checked and prepared and other actions carried out as described in the section Entering or Leaving Port, of Vessel Operating Procedures Manual Bridge Procedures Draft Third Officer must immediately after berthing check the draft, and readings report to the Master and Chief Officer, and record in the Deck Logbook.

15 Various Surveys On arrival and depending on charter party, type of cargo carried or to be loaded, local regulations, etc. some of the following surveys may be carried out: Pre-loading tank inspection On/Off Hire Survey Cargo Quantity Survey Vetting Inspection The Master must receive all surveyors/inspectors and the Master or Chief Officer shall accompany them all the time during the survey Voyage Report Upon arrival to the port, the Master has to complete Voyage report (Appendix 1) and send by the fastest possible means to the Marketing Division. The details on report and appendices are described in the section Voyage Reporting, of this Manual Filing The Vetting Report shall be kept at file Z6 Inspection of the Ship. Retention time 5 years. The reports on other surveys/inspections shall be kept at file Z7 Cargo Documentation (carriage, loading, discharging). Retention time 5 years. The form Voyage report shall be kept at file Z4 Voyage Documentation. Retention time 5 years References 1. - Crude Oil Cargo Manual, Loading 2. - Crude Oil Cargo Manual, Voyage Reporting 3. - Bridge Procedures, Entering or Leaving Port

16 5. LOADING 5.1. Purpose and Scope Preparation of cargo loading system loading procedure, from the time of arrival till departure from the port Preparations for Loading General The relevant ship/shore safety checklist shall always be followed and complied with Planning Loading Operations The Master shall receive from the Marketing Division and/or Shippers/Charterers information of the next port of calls as well as known pertaining cargo information (trade name, quantity, density, loading/discharging temperature, temperature which shall be maintained during the voyage, specific safety requirements, etc.). The Chief Mate shall prepare the loading plan for approval by the Master. When preparing and approving the plan appropriate instructions, regulations and certificates shall be followed. Following considerations should be taken into account: Ship stability, stress and strain during the loading, discharging and the voyage Heat transfer Possible contamination of cargoes Securing maximum cargo intake (maximum freight) with allowable freeboard Preparation of Cargo Tanks and Systems Not more than12 hours before arrival to a port the Chief Officer shall ensure checking of the following: all fixed and portable equipment that will be used for loading including all antipollution equipment, ullage gauges, which accuracy shall be controlled and checked against remote readings; the differences shall be recorded, ventilation system, sensors (smoke, temperature, other), cargo alarms,

17 lighting. Under normal circumstances, if specific instructions for tank cleaning have not been received from Marketing Division or Charterers, the cargo tanks need not to be cleaned, but it is essential to keep cargo system as dry as possible and with minimum residues of previous cargo or ballast. If excessive bottom sediments have been accumulated which may later affect the discharging rate the tanks must be washed and remaining sediments discharged to shore installations, or if it not possible, to slop tank.

18 Disposal of tank cleaning residues shall be in conformity with regulations of MARPOL Annex 1 for oil cargoes. The Chief Officer shall enter all details on disposal of tank cleaning residues in the Oil Record Book - Cargo. The Master shall sign the each completed page. The Duty Officer shall check P/V valves. If permitted by the terminal the tanks can be vented to atmosphere, otherwise the gases should be vented to shore facilities Meeting with Terminal Representatives Before any cargo operation takes place the Chief Officer shall agree with the terminal representatives safety measures and loading details, and both sides shall complete terminal s Ship/Shore Safety Checklist. The Chief Officer shall record all agreed details and all activities referring to cargo from the time of arrival till departure from the port in the Loading/Discharging Records. Emergency stopping, loading rate and topping up procedure shall be agreed on that occasion. When establishing the loading rates the charter party requirements, venting capacity, maximum working pressure of the ship s cargo pipelines bearing in mind their condition, the rate which is compatible with the means for tank measurement of cargo oil level and number of grades should be taken into consideration. Upon the meeting with the terminal representatives, the Chief Officer shall put in writing the agreed loading procedure as loading information and instructions to the Deck Officers who shall study and sign it to confirming that they have understood it Terminal Surveyor Inspection Prior to loading a terminal surveyor shall inspect the ship to find out whether the ship is fit and ready for loading. For the purpose, the inert gas pressure should be reduced. After satisfactory result of the inspection, the inspector shall issue a certificate stating that the ship is fit to load the grades of oil specified and a certificate stating the quantity of oil remaining on board. The report shall be made on the form O.B.Q./R.O.B. Report (Appendix 2), or on the similar form Deballasting The deballasting which is carried parallel with loading is described in the section Ballasting/Deballasting, of this Manual Operational Checks Before commencement of loading the Chief Officer and Duty Officer shall check safety and pollution measures as well as pipe connection, i.e. whether the lines are connected to the correct manifold, the setting of the lines and valves Stability Control

19 Before any change in cargo weights onboard the Chief Officer shall check stability and hull stresses and ascertain that they are within permissible limits. The hull stress limits shall be checked during loading, deballasting and after loading. Stability of the vessel, adequate draft and trim shall be maintained during the entire voyage Loading Operations When loading cargo, Company Cargo Handling Standing Orders shall be complied with.

20 The Duty Officer is responsible for monitoring and supervision of the cargo loading, and shall inform the Chief Officer of all extraordinary events. The Pumpman shall participate in the loading and if needed an A.B. or O.S. may be called in. As far as possible the prepared vessel's loading plan shall be followed. Possible changes required by the terminal could be accepted, but if they are of such nature that they could affect safety of the vessel. The Chief Officer shall advise the Master of any change. In case when the terminal for any reason departs from the agreed loading plan, Duty Officer shall immediately advise the Chief Officer or Master and terminal representative. If the departure should jeopardise safety, the Duty Officer must immediately stop loading, and make appropriate entry in the Deck Logbook. The Duty Officer shall monitor the vessel's draught from the Loading Instrument. After completion of loading he shall read the draught and compare them it with draught from the Loading Instrument. Control of the cargo loaded quantity shall be carried out on completion of loading manually measuring ullages and temperature, and calculation on the form Ullage Report (Appendix 6) which should be signed by the Chief Officer. The Chief Officer shall by calculation check the loaded quantity. The Chief Officer shall complete the form Tanker Statement of Facts (Appendix 7) from the Loading/Discharging Records books data. Besides already stated forms, the Chief Officer shall complete following forms referring to loading of cargo: 1. Vessel's Experience Factor (before commencement of loading, if required by Shippers, Appendix 8) 2. Loading Record (Appendix 9) 3. Deadfreight Calculation (Appendix 11) 4. Ship's Cargo Calculations (Appendix 12) 5.4. Sampling The sampling is described in the section Sampling, of this Manual Filing Cargo loading instructions received from Marketing Division or Charterers, stability and stress calculations shall be kept at file Z4 Voyage Documentation. Retention time 5 years. Cargo plan, forms Ullage Report, Tanker Statement of Facts, Vessel's Experience Factor, Loading Record, Deadfreight Calculation, Ship's Cargo Calculation and other cargo documentation shall be kept at file Z7

21 Cargo Documentation (carriage, loading, discharging). Retention time 5 years References 1. Crude Oil Cargo Procedures, Company Cargo Handling Standing Orders 2. Crude Oil Cargo Procedures, Ballasting/Deballasting 3. Crude Oil Cargo Procedures, Sampling

22 4. International Safety Guide for Oil Tankers and Terminals (ISGOTT) 5. MARPOL 73/78 Annex I 6. Loading/Discharging Records 7. Shipboard Oil Pollution Emergency Plan (SOPEP) 8. CONTINGENCY PLANS MANUAL - Emergency Procedures

23 6. DEPARTURE FROM PORT 6.1. Purpose and Scope Pre-departure procedures to be taken before departure from ports Procedure Port Report After departure from the port the Master shall complete the form Voyage report (Appendix 1), and after the end of voyage send it together with appendices to the Marketing Division from the first next port. The details on report and appendices are described in the Section 16, Voyage Reporting, of this Manual Less Loaded Quantity In the event the Shippers deliver to the ship less cargo than contracted the Master shall complete form Letter of Protest (for less loaded than required) (for less delivered quantity, (Appendix 13) or Protest for Cargo Difference Ship s - Shores Figures (for less delivered then contracted, found by calculation, Appendix 14), and deliver to Shippers and Agent and copy send to Marketing Division. The form Deadfreight Calculations (Appendix 11) shall always be completed together with the Letter of Protest. The signing of B(s)/L is described in the section 15, Bills of Lading, of this Manual Various Surveys There is possibility, depending on charter party or necessity, that some of the following surveys are carried out before departure: Cargo Quantity Control - after completion of loading or discharging. The Chief Officer shall always control loaded/unloaded quantity. On/Off Hire Survey - if new charter commences or old one ends, after departure. The above surveys shall be carried by the Chief Officer and surveyors appointed by Shippers, Insurers, etc Ship Inspection for Damages After completion of operations the Officer of the Watch shall inspect the ship to find out possible damages Preparation for Departure - Checklist The Officer of the Watch shall, within preparations for departure, carry out all checks according to Preparation for Departure checklist (Appendix 15) and Port Departure checklist of which later refers to navigation (Appendix 16) Filing

24 The protests referring to less loaded quantities, cargo quantity calculations, etc. shall be kept at file Z7 Cargo Documentation (carriage, loading, discharging). Retention time minimum 5 years. Stability and stress calculations shall be kept at file Z4 Voyage Documentation. Retention time minimum 5 years. The actions carried out in accordance with the Preparation for Departure - Checklist shall be recorded in the book Records of the Actions Carried Out in Accordance with Checklists - Deck.

25 6.4. References 1. Crude Oil Cargo Procedures, Voyage Reporting 2. Crude Oil Cargo Procedures, Bills of Lading 3. - Bridge Procedures, Entering or Leaving Port

26 7. TRANSPORT OF OIL 7.1. Purpose and Scope Control and maintenance of the cargo condition during voyage Procedure During the voyage the Pumpman shall check cargo level, temperature and if appropriate inert gas O 2 concentration. The checks shall be carried daily at 08 and 16 hours and reported to the Chief Officer. Cargo level can be controlled from the cargo control room. If drop of the level is noted, the cause of the change must be investigated. If the cause is not the temperature drop, it shall be ascertained that there is no tank leakage. The Chief Officer shall record the cargo temperature in the Cargo Heating Record (Appendix 17). The cargo temperature shall be maintained in conformity with the Marketing Division or Charterers instructions. Inert gas O 2 concentration shall be maintained below allowable level Filing The Cargo Heating Record shall be kept at file Z7 Cargo Documentation (carriage, loading, discharging). Retention time minimum 5 years References 1. Crude Oil Cargo Procedures, Inerting 2. CONTINGENCY PLANS MANUAL - Emergency Procedures

27 8. DISCHARGING 8.1. Purpose and Scope Description of operations, which should be carried shortly prior to departure Preparation for Discharging General The relevant ship/shore safety checklist shall always be complied with Discharging Plan The Chief Officer shall prepare Discharging Plan (Appendix 32) and hand it to the Master for approval. When preparing and approving the plan appropriate instructions, regulations and certificates shall be followed. The plan should include: Order of discharge Pumps and lines to be used, manifold connections Maximum back pressure and discharge rate Ballasting Crude oil washing Ship stability, stress and loads during discharging Preparation of Cargo for Discharging Heating of cargo to the discharging temperature shall commence early enough (when carrying cargoes that require heating) to avoid exceeding of allowable daily temperature increment rate. The Chief Officer shall organise and monitor heating of cargo Checking of Cargo Equipment Not more than 12 hours before arrival to a port the Chief Officer shall ensure checking of the following: all fixed and portable equipment that will be used for discharging including oil pollution prevention equipment, ullage gauges, which accuracy shall be controlled and checked against remote readouts; the differences shall be recorded, ventilation system,

28 sensors (smoke, temperature, other), cargo alarms, lighting. Also, the crude oil washing system (COW) shall tested under pressure in accordance with manufacturer instructions as well as inert gas system (IGS).

29 Meeting with Terminal Representatives Before any cargo operation takes place, the Chief Officer shall agree with terminal representative safety measures and discharging details, and both sides shall complete terminal Ship/Shore Safety Checklist. The Chief Officer shall record all agreed details and all works referring to cargo from the time of arrival till departure from the port in the Loading/Discharging Records. As far as possible the prepared vessel's discharging plan shall be followed. Possible changes required by the terminal could be accepted, but if they are of such nature that they could affect safety of the vessel. The Chief Officer shall advise the Master of any change. Emergency stopping, discharging rate and moping up procedure shall be agreed on that occasion. Upon the meeting with the terminal representatives, the Chief Officer shall put in writing the agreed procedure as information and instructions to the Deck Officers who shall study and sign it to confirming that they have understood it Operational Checks Before commencement of the discharging the Duty Officer and Chief Officer shall check safety and pollution measures and ensure that correct lines are connected to the correct manifold, and that the connections are properly made using a safe method Stability Control Before any change in cargo weights onboard the Chief Officer shall check stability and hull stresses and ascertain that they are within permissible limits. The hull stress limits shall be checked during discharging, ballasting and after discharging. Stability of the vessel, adequate draft and trim shall be maintained during the entire voyage Discharging Operations When discharging cargo, Company Cargo Handling Standing Orders shall be fully complied with. Before commencement of discharge the Duty Officer shall read the forward and aft draughts and compare them with draughts from the Loading Instrument. Before commencement of the discharging the Chief Officer, or other designated Officer, shall together with receiver representative take samples from each tank, as described in the Section 12, Sampling, of this Manual. Also, control of cargo quantity shall be carried out before commencement of discharge by manually measuring ullages and temperature, and by calculation on the form Ullage Report (Appendix 6). The Chief Officer is responsible for cargo quantity calculation. The discharging may commence only when terminal representative confirm shore readiness; the appropriate manifold valves should be opened and pumps started one at a time. Pumping should commence at a slow rate, to allow time for Duty Officer to verify that checks have

30 been made to ensure that there are no leaks on deck, overside, in the pumproom or at a manifold. The Duty Officer shall check that the ullages from the nominated tanks are increasing, thus confirming that the cargo is being discharged from the intended tanks. Once terminal representative has confirmed that all is well with their end of the operation, the pumping rate can be increased, but the maximum back pressure at the manifold agreed between the ship and terminal must never be exceeded.

31 The Duty Officer shall ensure that the tanks, which are being discharged, are properly supplied with inert gas in order to maintain a positive pressure. He should also monitor closely the inert gas pressure in the tanks and the oxygen content of the inert gas and ensure the tank atmospheres are maintained in a safe condition. If there is claim for cargo quality/quantity, the Master shall engage P&I surveyor and advise all concerned. The Duty Officer is responsible for monitoring and supervision of the discharging, and shall inform the Chief Officer of all extraordinary events. The Pumpman shall participate in the loading and if needed an A.B. or O.S. may be called in. During discharging the Duty Officer shall regularly take ullages to control discharge rates and finishing time for each grade. The Duty Officer shall carefully control cargo pumps temperatures to timely prevent their possible overheating. The Chief Officer should ensure reasonable stern trim for successful stripping. Once a last cargo has been discharged, the Chief Officer should stop all pumps and inform Duty Engineer Officer that the pumps and the inert gas system are no longer required. The manifold and other valves shall be closed as advised by the Chief Officer. The Duty Officer shall record discharging operations in the Loading/Discharging Records book, which shall be used by Chief Officer to complete the Tanker Statement of Facts (Appendix 7). After completion of discharging the appointed surveyor and Chief Officer shall establish cargo quantity remained on board (ROB). The report shall be made on the form O.B.Q./R.O.B. Report (Appendix 2) or similar form. The Chief Officer shall record all details on discharging cargoes in the Oil Record Book - Cargo. The Master shall sign every completed page Cargo Remained Onboard When discharging cargoes with low pour point (such as AMNA Crude, Syrian Light, Bachaquero, Buatiffel, Bouri Crude, etc.) the Master suspects that the considerable quantities could remain onboard the particular attention shall be paid to stripping. If, besides all taken measures, due to the nature of cargo, it is established that considerable quantities have remained onboard, the Master shall request from the receivers to accept the Cargo residues unpumpable non-liquid. If the receivers reject the remark the Master shall request instructions from the Marketing Division Filing Cargo discharging instructions received from Marketing Division or Charterers, stability and stress calculations shall be kept at file Z4 Voyage Documentation. Retention time minimum 5 years.

32 The Discharging Plan, forms Ullage Report, Statements of Facts, O.B.Q./R.O.B. Report and other cargo documentation shall be kept at file Z7 Cargo Documentation (carriage, loading, discharging). Retention time minimum 5 years.

33 8.6. References 1. Crude Oil Cargo Procedures, Company Cargo Handling Standing Orders 2. Crude Oil Cargo Procedures, Sampling Crude Oil Washing Manual 5. Inert Gas System Manual

34 9. BALLASTING / DEBALLASTING 9.1. Purpose and Scope Description of ballasting and deballasting actions and precautions Description of Procedure General When the ship is not carrying cargo or is lightly loaded, sufficient ballast must be carried to ensure that the ship s stress, stability, draft, trim and propeller immersion is within permissible limits to guarantee the safe handling of vessel in the prevailing or expected conditions. In meeting these parameters the vessel must comply, at least, with the requirements of the IMO, Class, Flag and Port State Authorities. In 1993 IMO has adopted Resolution A.774(18) Guidelines for Preventing the Introduction of Unwanted Aquatic Organisms and Pathogens from Ship s ballast water and Sediment Discharges. The Company has developed procedure named Water Ballast Management Plan as the most practical to comply with this IMO Resolution. Masters is to ensure compliance with them. Ballast operations must always be carried out within capabilities of the vessel and its systems and if the vessel is unable to follow any of procedures described below the Company is to be advised. Ballasting/deballasting plan is part of the discharging/loading cargo plan. It is described in the sections Loading and Discharging, of this Manual. The ballasting operations shall be agreed with terminal Designated Officer The Chief Officer is designated to carry out these procedures and maintain all records as required. The Master is to ensure the Chief Officer is familiar with the requirements of this procedure. The Master must also ensure that all the crew members are given the instruction and are aware of the need for ballast water control procedures and procedures being adopted on board. The Chief Officer is responsible for ballasting/deballasting operations and before ballasting/deballasting the he shall inform the Chief Engineer on it. The Duty Officer shall familiarise with the ballasting/deballasting plan Ship s safety When planning and carrying out operations with ballast waters, the following factors must

35 be taken into account: Shear Force and Bending Moment Stability and Free Surface Effect Slack Tanks Torsion Loads Draft and Trim of Vessel

36 The Ship s course and speed is to be properly set depending on the prevailing weather conditions. Sufficient personnel must be available to allow safe monitoring of the operation Ballast tank s venting system It is of paramount importance that all segregated and permanent ballast tank vents are properly set up and in good condition prior to any ballast operation. All vent closures that are capable of manual operation must be in the open position. The original design venting capability must be available at all times. The vents are to be further checked soon after starting operation to confirm that the tanks are venting freely. Improperly set ballast vents can result in severe structural damage to the vessel. Vents screens are to be kept free from paint as this can seriously reduce their volumetric capacity. Great care is to be taken in conditions where icing is occurring. In certain circumstances screens on ballast tank can become blocked by ice. During ballast operations in such conditions, the responsible officer is to ensure that all precautions are adopted to ensure the free venting of ballast tanks, and that regular checks are made to ensure continuous free venting throughout the operation Stability and hull stress limits Before any change in cargo weights onboard the Chief Officer shall check stability and hull stresses and ascertain that they are within permissible limits. He shall ensure that hull stresses are within the permissible limits. These shall be constantly monitored during ballasting/deballasting and upon its completion Ballasting of Cargo Tanks On vessels classed as SBT, ballast must only be loaded into segregated ballast tanks. Where the Master considers that additional ballast is necessary as permitted by MARPOL 73/78, then the regulatory requirements are to be complied with. In some instances SBT (Segregated Ballast Tanker) if expected heavy weather conditions, it is necessary to ballast cargo tanks to achieve a safe condition for the vessel. In such cases the ballast is only to be loaded into cargo tanks designated for this purpose by the Class Certificate, approved ship s Loading Manual or Trim and Stability Book. These tanks are normally provided with necessary corrosion protection and structural reinforcement. No departure from the approved manual requirements is permitted without Company approval. The ballasting is normally carried out at discharge berth during or after completion of discharge. The following precautions must be taken into account: All relevant tanks, lines and pumps are to be thoroughly drained of cargo and the tank crude oil washed, if applicable, before loading of ballast water. The cargo tanks venting system must be correctly set up for the required operation.

37 The lines are to be checked by the responsible officer and a cargo pump is to be used and a vacuum obtained prior to opening sea valves. The vacuum is to be maintained on the pump suction side until a proper discharge pressure is obtained and ballast is filling to the required tanks. The overside area is to be observed during each opening of sea valves.

38 If it is necessary to mount special spool pieces in order to carry out ballasting of heavy weather cargo tanks, the spools are to be removed as soon as such ballasting is completed Exchange of ballast water in cargo tank s The discharge of ballast from cargo tanks whether dirty or clean is to be carried out with the Oil Discharge Monitor Equipment (O.D.M.E.) in operation. During the discharge of dirty ballast overboard the performance of the O.D.M.E. is to be checked by frequent visual inspections to guard against accidental pollution. When the overboard discharge is stopped by the monitoring equipment, the remaining oily water is to be retained and transferred to the primary slop tank for settling. Any line flushing necessary is to be made into the slop tanks. After settling of the slop tanks the free water is to be decanted to the sea via the O.D.M.E. and on completion any lines used are to be stripped into the primary slop tanks Discharge of ballast water to shore reception facilities Some terminals are already adopting this practice and have done so for many years, as local conditions do not allow any discharge of ballast whatsoever. The Master is to check with the terminal of any requirements for shore based discharge of ballast through voyage orders, agents instructions, Guide to Port Entry, etc. If there is any doubt the Company must be referred to for advice, well before arrival. Generally SBT vessels are not provided with a direct means to discharge ballast ashore. In this case it will be necessary to either: 1. Fit a spool piece between the cargo and ballast suction piping, and to use a cargo pump for discharging of the ballast to the manifold. For this purpose the following precautions shall be taken: Or: a) All cargo system valves that isolate the cargo being loaded, from the ballast being discharged shall be pressure-tested and verified tight. b) Two-valve separation between cargo and ballast is to be maintained. In most cases this will require careful planning of loading and deballasting operation to ensure, the requirement is met. c) The spool piece is to be removed and pipes blanked immediately on completion of the deballasting operation. 2. Load ballast in cargo tanks and discharge all ballast tank water in deep ocean areas prior to arrival over ODME, with particular reference to Company approval, if tanks not normally designated for ballast water are to be used. Two-valve separation is to be maintained between the tanks being loaded and deballasted. These valves are to be tested and verified prior to the operation Filing

39 Stability and stress calculations shall be kept at file Z4 Voyage Documentation. Retention time minimum 5 years. Commencing and closing ballasting/deballasting and inerting time shall be recorded in the Deck Logbook. Ballasting/deballasting data and sounding readings shall be recorded in the Daily Sounding Book.

40 9.5. References 1. Crude Oil Cargo Procedures, Loading 2. Crude Oil Cargo Procedures, Discharging 3. Ship s Loading Manual/Trim and Stability Book 4. MARPOL 73/78, Annex II 5. Oil Record Book Cargo 6. Water Ballast Management Plan 7. ISGOTT 8. Clean Seas Guide for Oil Tankers 9. Guide to Port Entry

41 10. INERTING Purpose and Scope Description of actions when inerting and general safety precautions. The procedure refers to cargoes as specified by MARPOL 73/78 Annex 1 which flash point is 60 0 C or below Operation of Inert Gas System The Chief Officer is responsible for inerting cargo system and safety precautions. When inerting the instructions given in Inert Gas System Manual must be strictly adhered to. The inert gas system is to be used during cargo discharge, deballasting, tank cleaning and crude oil washing. Before the inert gas system is put into service following tests shall be carried out: Tests required by manufacturer's instructions Test of oxygen analyser Test of explosimeter Text of gas detecting meter Basic Rules for the Inert Gas System Operation All cargo tanks, including slop tanks, must be inerted at all times, except when such tanks are required to be clean and gas free for entry. Inerted cargo tanks must be checked regularly, to ensure that the oxygen content is does not exceed 8% by volume throughout the tank. Inerted cargo tanks must be kept under positive pressure to prevent the ingress of air. The pressure may be reduced temporarily for ullaging, dipping and/or sampling. Whenever the cargo tanks are inerted and the pressure drops below the operational level, inert gas must be introduced into the tanks to restore the pressure. If the pressure drops in the cargo tanks during discharge, the pump rate must be reduced and tank vents and mast raiser must not be opened. Tank washing, including crude oil washing must not be started until oxygen content in the tanks has been checked at different heights and locations and is determined to be below 8% by volume. A positive pressure must be maintained. Before any gas free operations are started, cargo tanks must be purged with inert gas until the overall tank atmosphere contains no more than 2% hydrocarbon by volume. Entry to any tank or compartment must not be made until it has been cleaned, gas freed, tested to 1% lower flammable limit (LFL) maximum and 21% oxygen by volume minimum and the Entry into Enclosed Space procedure followed. All Officers shall read the Inert Gas System Manual and ensure that the instruments are functioning correctly.

42 10.4. Failure of Inert Gas System EXERCISES If the inert gas system fails to deliver the required quality and quantity of inert gas, or to maintain positive pressure, or if the system shuts down automatically the Duty Officer must take immediate action to prevent loss of pressure and air being drawn into the tanks. The Duty Officer must take following actions:

43 1. Stop all cargo discharge and deballasting. 2. Close the inert gas deck isolating valve. 3. Close any other vent stack valve which may have been in use. 4. Inform the Chief Officer or the Master, and the terminal. 5. Make an entry in the Loading/Discharging Records. 6. Close the manifold valves after informing the terminal, if the stoppage is likely to be prolonged 7. Initiate repairs to the inert gas system to correct the faults. 8. Cargo operations should not be resumed until the inert gas system is returned to fully operational status Filing The inerting operations shall be recorded in the Deck Logbook References 1. Inert Gas System Manual 2. Crude Oil Cargo Procedures, Crude Oil Washing and Tank Cleaning 3. VESSEL SAFETY MANUAL, Entry into Enclosed Space

44 11. CRUDE OIL WASHING Purpose and Scope Description of cargo tanks crude oil washing. The procedure applies to the ships equipped with crude oil washing installations. Attention: The crude oil washing may be carried out only if the oil is listed in the Suitable Oils for Crude Oil Washing! Description of Procedure Permission for Crude Oil Washing The crude oil washing may be carried out only in agreement with a terminal. In cases when the terminal does not allow minimum crude oil washing to meet MARPOL 73/78 requirements, the Master should file Note of Protest in free form, deliver it to the terminal representative and inform the Marketing Division. Before arrival to discharging port the Master shall, through the Agent, request permission for crude oil washing. The request should be as follows: I. REQUEST PERMISSION TO CRUDE WASH (insert number of tanks or all) TANKS DURING DISCHARGE AT (name of the port) II. State that the vessel is in possession of the valid IOPP certificate. III. Confirm that the Inert Gas and Crude Oil Wash Systems are fully operational, tested and without deficiencies. IV. Confirm Crude Oil Washing checklist (Appendix 18) checks 1 through 13 are completed and satisfactory. (Note: Any deficiencies must be fully explained.) V. IMO Crude Oil Washing checklist for use before, during and after crude oil wash (Appendix 4) will be available on arrival. VI. Tanks crude oil washed last two voyages are... (list). VII. Previous crude wash experience of key personnel is... (list). VIII. Any additional vessel requirements or comments Tanks Washing The Chief Officer is responsible that pre-arrival, during after crude oil washing actions are carried out in accordance with the Crude Oil Washing checklist (Appendices 3 & 4). The washing data shall be recorded in the COW Log (Appendix 5) Co-ordination with Terminal

45 Upon arrival at the terminal the Chief Mate shall complete terminal crude oil washing checklist. After acceptance for crude washing by the terminal, the crude washing activities shall be coordinated with the terminal personnel Stopping of Crude Oil Washing The crude oil washing must be stopped every time, if: The inert gas plant fails or low-pressure alarm activates.