Tanker Operating Manual-15.02.2004

1

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

: 15/05/03 : AKS : BST :0 :1 :1

During change of staff, the handing over officer must show the quality manual to the incoming officer. 1.

The taking over officer must go through the manuals as soon as possible after joining. He shall sign the page below, as acknowledgement of having read the manual. All officer’s will sign in master’s copy.

2.

Master shall sign to verify that the officer has read the manuals. The Master or C/E may question the officers to judge whether the officer has read and understood this manual.

DATE

OFFICER’S NAME

OFFICER’S SIGNATURE

TITLE

MASTER’S VERIFICATION

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

: 15/02/04 : AKS : BST :0 :2 :2

RECORD OF REVISIONS SECTION

PAGE NO.

REVISION NO. DATE OF REVISION

6

ALL PAGES

1

23/04/2003

0

ALL PAGES

1

15/05/2003

ANNEXURES

ALL PAGES

REMOVED

15/05/2003

ANNEX A/01

ALL PAGES

0

15/02/2004

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

LIST OF CONTENTS CONTENT 1

Introduction

2

Safety

2.1

Reference Publications

2.2

General

2.3.1

Flash Point

2.3.2

Auto Ignition Temperature

2.3.3

Flammable / Explosive Limits

2.3.4

Vapour Pressure

2.3.5

Boiling Point

2.3.6

Vapour Density

2.3.7

Water Solubility

2.3.8

Melting Point / Freezing Point

2.3.9

Pour Point

2.3.10 Viscosity 2.3.11 Cloud Point 2.3.12 Colour 2.4

Chemistry And Types Of Liquid Cargoes

2.5

Toxicity

2.5.1

Threshold Limit Value (TLV)

2.5.2

Odour Threshold

2.5.3

Hydrogen Sulphide Gas (H2S)

2.5.4

Hydrocarbon Gases

2.5.5

Aromatic Hydrocarbons

2.6

Personnel Protection

2.7

Liaison With Shore

2.8

Ship-To-Ship Transfer

2.9

Internal Transfer Of Cargo

2.10

Tank Levelling

2.11

Removable Bends, Spool Pieces And Flexible Hoses

2.12

Flame Arrestors

Date Prepared Approved Section Page No. Rev

: 15/05/03 : AKS : BST :0 :1 :1

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

2.13

Radio Equipment And Radar

2.14

Electrical Equipment / Fittings

2.15

Hydrocarbon Monitoring

2.16

Sounding Routines

2.17

Cargo Pumprooms

2.17.1 Ventilation 2.17.2 Routine Inspection 2.17.3 Entry Procedures 2.18

Void Spaces / Duct Keels And Pipe Tunnels

2.19

Leakage Into Void And Ballast Spaces

2.20

Opening Hatches

2.21

Pyrophoric Iron Sulphide

2.22

Works In Cargo And Ballast Tanks

2.23

Accidental Spillages

2.24

De-sludging Of Tanks

2.25

Sea Valves And Overboard Discharge Valves

2.26

Deck Scuppers

2.27

Manifold Savealls

2.28

Line Draining

2.29

Emergency Procedures

2.29.1 Incident At Manifold / Tank Overflow 2.29.2 Tank Explosion 2.29.3 Pumprooms Fires 2.30

Cargo Operational Safety

2.30.1 General 2.30.2 Fire-Fighting Precautions At The Manifold 2.30.3 Ships Fitted With Fixed Foam Systems 2.30.4 Ship/Shore Cargo Operations 2.30.5 Ship/Ship Transfer Operations 2.30.6 Loading 2.30.7 Discharging 2.30.8 Crude Oil Washing Operations

Date Prepared Approved Section Page No. Rev

: 15/05/03 : AKS : BST :0 :2 :1

SAFETY AND QUALITY MANAGEMENT

3

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

2.31

Static Electricity

2.31.1 General 2.31.2 Cargo Operations 2.31.3 Electricity Continuity – Bonding And Earthing 2.31.4 Cargo Flow Velocity 2.31.5 Ullaging And Sampling 2.31.6 Loading Overall (Splash Filling) (Free Fall Loading) 2.31.7 Pipeline And Hose Cleaning 2.31.8 Steaming Operations 2.31.9 Tank Washing With Water 2.31.10 Portable Pumps 2.31.11 Tanker Explosions 2.32

Hydrogen Sulphide (H2s)

2.32.1 Crude Oils Containing Hydrogen Sulphide Gas 2.32.2 Threshold Limit Value (TLV) 2.33

Benzene And Other Aromatic Hydrocarbons

2.33.1 General 2.34

Slack Tanks

2.35

Slop Tanks

3

General

3.1

Cargo – Responsibilities Of Chief Officer

3.2

Duty Officer

3.3

Pumpman

3.4

Access To Vessel

3.5

Means Of Access Safety Precautions

3.6

Access To The Vessel By Boat

3.7

Intoxicated Persons

3.8

Warning Notices

3.9

Electrical Equipment

3.10

Fuses

3.11

Store Rooms

3.12

Portable Electrical Appliances

Date Prepared Approved Section Page No. Rev

: 15/05/03 : AKS : BST :0 :3 :1

SAFETY AND QUALITY MANAGEMENT

4

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.13

Portable Transceivers

3.14

Torches

3.15

Gas / Oxygen Detection Equipment

3.16

Illumination

3.17

Portable Instruments

3.18

Emergency Equipment

3.19

Enclosed Space Entry

3.20

Pumproom Lifelines

3.21

Cold Weather Precautions

3.22

Pollution

3.23

Precautions

3.24

Dangerous Conditions

3.25

Pressure In Cargo Tanks

3.26

Trim And Stability

3.27

Remaining Afloat

3.28

Scuppers

3.29

Oil Spill Clean Up Equipment

3.30

Cargo Handling

3.31

Blank Flanges

3.32

Valves

3.33

Sea Valves

3.34

Cargo Valves

3.35

Gas Valves

3.36

Cargo Heating Valves

3.37

Valve, Extended Spindle And Actuator Inspections

3.38

Hydrogen Sulphide

3.39

Familiarity With Cargo Systems

3.40

Safety Checklists And Procedures

3.41

Cargo Records And Reports

3.42

Inert Gas – Pressure Reduction

3.43

Valve Lashings

3.44

Cargo Watch – Personnel On Duty

3.45

Sealing The Seal

Date Prepared Approved Section Page No. Rev

: 15/05/03 : AKS : BST :0 :4 :1

SAFETY AND QUALITY MANAGEMENT

5

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.46

Inspection Of Cargo Pumps, Equipment And Spaces

3.47

Hose Connections

3.48

Petroleum Inspectors / Surveyors

3.49

Cargo Transfer Communications

3.50

Simultaneous Handling Of Cargo And Ballast

3.51

Ship To Ship Transfer

3.52

Unfavourable Transfer Conditions

3.53

Cargo Pump Emergency Shutdown

3.54

Cargo Operations – Craft Alongside

3.55

Bonding Cable / Insulting Flange

3.56

Superstructure Openings

3.57

Natural Ventilation Systems

3.58

Air Conditioning And Mechanical Ventilation

3.59

Pumproom Ventilation

3.60

Breathing Apparatus

3.61

Testing Of Flexible Cargo Hoses And Cargo Pipelines

3.62

In Port Watch Keeping Procedures

3.63

Us Regulations

4

Loading

4.1

Classification Of Petroleum

4.2

Determination Of Grades

4.3

Cargoes Permitted

4.4

Voyage Orders

4.5

Cargo Planning

4.6

Calculations

4.7

Maximum Cargo

4.8

Minimum Stores

4.9

Density Of Water

4.10

Inspection Of Tanks Prior To Loading

4.11

Segregation Of Grades

4.12

Loading Overall (Over The Top)

4.13

Loading To Draft

Date Prepared Approved Section Page No. Rev

: 15/05/03 : AKS : BST :0 :5 :1

SAFETY AND QUALITY MANAGEMENT

6

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

4.14

Allowance For Expansion

4.15

Slack Tanks

4.16

Cargo Heating And Loading Temperatures

4.17

Cargo Operations Order Book

4.18

Manifold Signs

4.19

Depth Of Water

4.20

Preparation Prior To Loading

4.21

Loading Procedure

4.22

Multi-grade Cargo

4.23

Samples

4.24

Ullaging

4.25

Completion Of Loading

4.26

Loading Light Specific Gravity Cargoes

4.27

Dead freight

4.28

Preparing For Sea

5

Discharging

5.1

Cargo Handling Plan

5.2

Precautions

5.3

Safety Checklist

5.4

Ullaging / Sampling Prior To Discharge

5.5

Preparation Prior To Discharge

5.6

Valve Check

5.7

Safety Requirements

5.8

Operational Check Immediately Prior To Commencing Discharge

5.9

Rate Of Discharge

5.10

Simultaneous Discharge Of Different Grades

5.11

Draining And Stripping

5.12

Inspection Of Tanks After Discharge

5.13

Outturn

5.14

Pump Control

5.15

Centrifugal Pumps

Date Prepared Approved Section Page No. Rev

: 15/05/03 : AKS : BST :0 :6 :1

SAFETY AND QUALITY MANAGEMENT

7

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

5.16

Reciprocating Pumps

5.17

Screw Pumps

5.18

Pump Strainers

6

Heated Cargoes

6.1

Cargo Temperature

6.2

Cargo Heating Temperature

6.3

Coils

6.4

Examination Of Tanks And Heating Coils

6.4.1

Testing Heating Coils

6.4.2

Cargo Heating Precautions

6.5

Heating

6.6

High Pour Point Coils

6.7

Slop Tank Heating

6.8

Special Care Requirements For Certain Chemicals

6.8.1

Cargo Protected By Stabilising Additives And Inhibitors

6.8.2

Agitation / Re-Circulation

6.8.3

Cooling / Refrigeration

6.9

Water Residues

6.10

Bunkers

6.11

Overheating

6.12

Under Heating

6.13

Economical Use Of Heating System

7

Ballast

7.1

Ballast Distribution

7.2

Designated Officer

7.3

Planning Of The Ballast Operations

7.4

Records And Reporting

7.5

Controls Applied By Port State Authority

7.6

Consideration For Ballast Conditions

7.7

Loading Of Ballast Water

7.7.1

Discharge Of Ballast Water

Date Prepared Approved Section Page No. Rev

: 15/05/03 : AKS : BST :0 :7 :1

SAFETY AND QUALITY MANAGEMENT

8

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

7.7.2

Ballasting Of Cargo Tanks

7.7.3

Heavy Weather Ballast

7.7.4

Transferring Ballast

7.8

Ballasting Water Exchange And Sediment Removal

7.8.1

Flow Through Exchanges

7.8.2

Exchange Of Ballast Water In Cargo Tanks

7.9

Operation Of Sea Valves When Ballasting Cargo Tanks

7.10

Ballast – Sailing

7.11

Ballast – Arrival

7.12

Ballast On Dry Docking

7.13

Discharge Of Ballast Water

7.13.1 De-ballasting Of Cargo Tanks 7.13.2 Discharge Of Ballast Water To Shore Reception Facilities 7.13.3 Sample Analysis Certificate 7.14

Manual Removal Of Solid Elements

7.15

Ballast Operation Precautions

7.15.1 Personnel Safety 7.15.2 Ship’s Safety 7.15.3 Ballast Tank’s Venting System 7.15.4 Pumping Limitation 7.16

Cathodic Protection

8

Tank Cleaning

8.1

Safety

8.2

Responsibility

8.3

Reasons For Cleaning

8.3.1

Tank Cleaning Plan

8.3.2

Preparation Of Tanks In Clean Product Carriers

8.3.3

After Black Oil Cargoes

8.3.4

After Crude Oil

8.4

Temperature Of Tank Cleaning Wash Water

8.5

Pressure Of Tank Cleaning Wash Water

8.6

Line Washing

Date Prepared Approved Section Page No. Rev

: 15/05/03 : AKS : BST :0 :8 :1

SAFETY AND QUALITY MANAGEMENT

9

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

8.7

Washing Coated Tanks

8.8

Safety During Tank Cleaning

8.9

Tank Cleaning Machines

8.10

Tank Cleaning Hoses

8.11

Gas Freeing Fans

8.12

Inert Gas Venting

8.13

Tank Cleaning For Dry Dock

8.14

Disposal Of Residues By Retention On Board For Discharge Ashore Prior To Loading At The Next Port

8.15

Disposal Of Residues By Retention On Board For Admixture With Next Cargo

8.16

Disposal Of Residues By Retention On Board For Discharge Ashore At A Port Other Than The Next Loading Port

8.17

Load On Top Procedure (L.O.T.)

9

Crude Oil Washing

9.1

General Information

9.2

Responsibility

9.3

Tank Atmosphere Control

9.4

Prior To Arrival At The Discharge Port

9.5

Prior To Crude Oil Washing

9.6

Precautions After Crude Oil Washing

9.7

Gas Generation Whilst Crude Oil Washing

9.8

Water Washing After Crude Oil Washing

9.9

Oil Pollution Control

9.10

List Of Crude Oil Unsuitable For Crude Oil Washing

10

Inert Gas System

10.1

Objective Of The I.G. System

10.2

General Description Of The Inert Gas System

10.3

Operating Instructions For Inert Gas System

10.3.1 Inerting Of Gas Free Tank 10.3.2 Loading 10.3.3 Loaded Passage

: 15/05/03 : AKS : BST :0 :9 :1

SAFETY AND QUALITY MANAGEMENT

10

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

10.3.4 Requests By Cargo Receivers For Manual Ullages, Samples And Water Dips At Discharge Port 10.3.5 Commencement Of Discharge 10.3.6 Oxygen Control During Discharge 10.3.7 Pressure Control During Discharge 10.3.8 Purging 10.3.9 Purging Before Gas Freeing 10.3.10 Atmosphere Control During Tank Washing In The Inert Condition 10.3.11 Necessary To Purge Before Gas Freeing 10.3.12 Monitoring Of Gas Freeing Process 10.3.13 Action In Event Of Failure Of IG Plant 10.3.14 Inert Gas Operation Record 11

Oil Carriage Information

11.1

General

11.2

Discharge Port Requirements

11.3

Documentation

11.4

Oil Cargo Claims

12

Loading / Stress Computer

12.1

P/V Valves

12.2

Flame Arrestors Gauges

12.3

P/V Breaker

12.4

Deck Seal & Non Return Check Valves

12.5

Tank Gauging

12.6

Pumproom Bilge Level Alarms

12.7

Pump Suction Strainers

12.8

Pump Safety Devices

12.9

Tank Cleaning Equipment

12.10 Gas Detection Equipment 12.11 Pressure Gauges 12.12 Tank High Level And Overfill Alarms 12.12.1 High Level Alarms 12.12.2 Tank Overfill Alarms

: 15/05/03 : AKS : BST :0 : 10 :1

SAFETY AND QUALITY MANAGEMENT

13

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

12.13 Tank Radar Systems 12.14 Oil Discharge Monitoring And Control Equipment 12.15 Portable Hermetic Gauging And Sampling Equipment 13

Cargo Calculations

13.1

General

13.2

ASTM Tables

13.3

Density, Relative Density And API

13.3.1 Density 13.3.2 Relative Density 15/4 13.3.3 Relative Density 60/60 (SG) 13.4

Volume Reduction To Standard Temperature

13.5

Ullage Sheets

13.6

Ship’s Experience Factor (SEF Or VEF)

14

Maintenance Routines

Annex A/01

Hydrostatic pressure test of cargo pipe line and cargo hose

Date Prepared Approved Section Page No. Rev

: 15/02/04 : AKS : BST :0 : 13 :2

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 1

:

Date Prepared Approved Section Page No. Rev

INTRODUCTION

ESM recognizing the potentially serious impact of marine incidents involving vessels carrying crude oil or petroleum products, and the liabilities arising from such incidents, has developed a Tanker Operating Manual, which contains guidance for ensuring safe ship operations and protection of the marine environment. The Tanker Operating Manual is to be used in conjunction with the set of company Quality Manual placed on board, in particular with the following industry publications: INTERNATIONAL CHAMBER OF SHIPPING OIL COMPANIES INTERNATIONAL MARINE FORUM 1. International Safety Guide for Oil Tankers and Terminals 2. Clean Seas Guide for Oil Tankers 3. Prevention of Oil Spillage through Cargo Pumproom Sea Vales 4. Ship-to-Ship Transfer Guide 5. Ship/Shore Safety checklist Guidelines

INTERNATIONAL MARITIME ORGANISATION 1. Inert Gas Systems 2. Crude oil Washing Systems In addition the Tanker Operating Manual is also to be used in conjunction with any operational instructions or Operational Manual placed on board by the Charterers and with any operational instructions issued by International, National, Port or Terminal Authorities. The master is overall responsible to ensure that the vessel is operated safety with due regard to all applicable regulations and recommended industry practices as per the above publications.

: 02/09/02 : AKS : BST :1 :1 :0

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Following abbreviations have generally been used in this manual and elsewhere in tanker related publications and their meaning is provided for general understanding: ABBREVIATIONS VOC – Volatile Organic Compounds P/V – Pressure Vacuum VEC – Vapour Emission Control STS – Ship to Shore API

American Petroleum Institute (USA).

ASTM

American Society for Testing and Materials (USA).

BCH Code

Code for Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk for Ships built before 1 July 1986.

CBT

Clean Ballast Tanks

CFR

Code of Federal Regulations (USA)

COW

Crude Oil Washing

EDP

Early Departure Procedures

IBC Code

International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk for the ships built after 1 July 1986.

ICS

International Chamber of Shipping

IG

Inert Gas

IP

Institute of Petroleum (London).

IWRC

Independent Wire Rope Core.

ISGOTT

International Safety Guide for Oil Tankers and Terminals.

LEL (LFL)

Low Explosive (or Flammable) Level

MBL

Minimum Breaking Load

MSDS

Material Safety Data Sheet

: 02/09/02 : AKS : BST :1 :2 :0

3

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

NLS

Noxious Liquid Substances

OBQ

On Board Quantity (cargo before loading)\

OCIMF

Oil Companies International Marine Forum

OPA 90

Oil Pollution Act 1990 (USA).

PEL

Permissible Exposure Limit (Toxicity)

PPM

Parts per Million

ROB

Remain On Board (cargo after discharging)

SBM

Single Buoy Mooring

SBT

Segregated Ballast Tank

SEF (VEF)

Ship’s (Vessel’s) Experience Factor

SOPEP

Ship’s Oil Pollution Emergency Plan (MARPOL)

SMPEP

Ship’s Marine Pollution Emergency Plan

SPM

Single Point Mooring

STEL

Short Term Exposure Limit (Toxicity)

STS

Ship to Ship (transfer of the cargo)

TLV

Threshold Limit Value (Toxicity)

TWA

Time Weighted Average (Toxicity)

UEL (UFL)

Upper Explosive (or Flammable) Limit

VEC

Vapour Emission Control

VRP

Vessel Response Plan (USA OPA-90)

Date Prepared Approved Section Page No. Rev

: 02/09/02 : AKS : BST :1 :3 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 2 2.1

:

Date Prepared Approved Section Page No. Rev

SAFETY

REFERENCE PUBLICATIONS

The following reference publications are to be read in conjunction with this section: Publication SOLAS – 74 as amended MARPOL – 73/78 as amended International Safety Guide for Oil Tankers and Terminals (ISGOTT) Tanker Safety Guide (Chemicals) Ship-to-Ship Transfer Guide (Petroleum) Safety in Oil Tankers Supplement to IMDG Code (Including MFAG and EmS) SOPEP/SMPEP Clean Seas Guide for Oil Tankers FOSFA (for Oils, Seeds and Fats) Prevention of Oil Spillage through Cargo Pumproom Sea Valves 2.2

GENERAL

SOLAS 74 regulates the carriage of liquid substances in bulk as amended and MARPOL 73/78 as amended for safety and pollution prevention purposes. This manual applies on Company managed tanker vessels carrying oil cargoes in bulk. The notation of “oil” includes petroleum in any form, such as crude oil or oil-refined products. To have an understanding of the nature of oil cargoes, all Officers and members of the ship’s crew are to become familiar with the following: • • • • • • • • • • • • •

Flash Point Auto Ignition Temperatures Flammable / Explosive Limits Vapour Pressure Vapour density Water Solubility Melting Point / Freezing Point Pour Point Viscosity Cloud Point Colour Toxicity Chemical reactivity and Corrosive hazards

: 02/09/02 : AKS : BST :2 :1 :0

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

The publications listed in section 2.1 of this manual are to be consulted. 2.3.1 FLASH POINT The flash point of a liquid is the lowest temperature at which the liquid will give off vapour to form a flammable gas mixture with air, near the surface of the liquid. 2.3.2 AUTO IGNITION TEMPERATURE The auto ignition temperature of a solid, liquid, or gas is the lowest temperature at which it requires to be raised to support self sustained combustion. 2.3.3 FLAMMABLE / EXPLOSIVE LIMITS The flammable (explosive limits) are the minimum and maximum concentrations of flammable gas or vapour in air between which ignition can occur. •

The Minimum vapour concentration is known as: The Lower Flammable Limit LFL The Lower Explosive Limit LEL

•

The maximum vapour concentration is known as: The Upper Flammable Limit UFL The Upper Explosive Limit UEL

2.3.4 VAPOUR PRESSURE Vapour Pressure is an indication of the tendency of a liquid to vapourise. If a liquid is put in a closed container at constant temperature, a pressure will be exerted which will reach an equivalent value, known as the Vapour Pressure of the liquid at that temperature. 2.3.5 BOILING POINT The boiling point (BP) of a liquid is the temperature at which its vapour pressure equals the surrounding atmospheric pressure at which point the liquid vaporizes. Petroleum Cargoes must therefore not, be loaded at or near their boiling points, unless the tank has a closed or restricted ullaging system and the venting system has sufficient capacity to cope with the vapour displaced during loading. A cargo must not be loaded if the highest temperature which may be expected during loading, or during the voyage will result in the vapour pressure exceeding the safe working pressure as controlled by the pressure relief system.

: 02/09/02 : AKS : BST :2 :2 :0

SAFETY AND QUALITY MANAGEMENT

3

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

2.3.6 VAPOUR DENSITY Density is the mass of a substance in unit volume. The densities of hydrocarbon vapours are normally greater than air or inert gas thus the possibility of “layering” of gases has to be taken into account during cargo operations. 2.3.7 WATER SOLUBILITY The solubility of a substance in water, at a specified temperature is the maximum weight of the substance, which will dissolve, in a given weight of water. In the case of a liquid dissolving in, another liquid the term “miscibility” is used instead of “solubility”. Solubility information is useful in determining cleanup matters for spills, and the fire extinguishing methods for liquid cargoes e.g. • •

A cargo, which is soluble in water, is likely to destroy normal fire fighting foam. A cargo, which is insoluble in water, will form a separate layer above or below the water layer dependant on its specific gravity.

When the specific gravity of the cargo is high a layer of cargo should always be suspended beneath the water, which may result in hazardous vapours being released when the layers are disturbed. 2.3.8 MELTING POINT / FREEZING POINT The temperature at which the liquid state of a material is in equilibrium with a solid state, i.e. at a high temperature the solid will melt and at a lower temperature the liquid will solidify. Freezing point and melting point may not always coincide, but they are sufficiently close to enable the difference between them to be ignored for the purpose of cargo handling. 2.3.9 POUR POINT The pour point of a liquid is the lowest temperature at which the liquid will flow. It should be noted that oil with thixotropic properties (the properties of showing a temporary reduction in viscosity when shaken or stirred) can be pumped at temperatures well below its pour point, but at very restricted rates. 2.3.10 VISCOSITY Viscosity is a measure of a liquid’s ability to flow and is usually determined but measuring the time required for a fixed volume to flow under gravity through a thin tube at a fixed temperature. As the temperature of the liquid increases, its viscosity decreases and therefore it flows more readily. It can also be described as a measure of the internal friction of a liquid.

: 02/09/02 : AKS : BST :2 :3 :0

SAFETY AND QUALITY MANAGEMENT

4

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

The distinction between viscosity and pour point should be made clear. Oil ceases to flow below its pour point temperature when the wax content solidifies. A viscosity measurement of a liquid depends upon the internal resistance of the liquid to flow. For a simple liquid this internal resistance varies with the temperature in a predictable and regular way. However, when an oil approaches its pour point the rate at which viscosity increases as temperature falls accelerates until sufficient wax has precipitated to solidify the product. Viscosity is important as regards the pumpability of a product. Centrifugal and deepwell pumps are acceptable for the majority of cargoes but high-viscosity products such as bitumen or molasses are more suited for pumping with positive displacement pumps. 2.3.11 CLOUD POINT The Cloud Point of crude oils is the temperature at which wax crystals begin to come out of solution, as the temperature is lowered. It is therefore an important factor when the heating requirements for crude oils in transit and during discharge are considered. 2.3.12 COLOUR Colour is the comparison between a sample of product and standard colours measured under closely controlled conditions. The colour of clean products is one of the more common causes of cargo rejection or downgrading. This is generally caused by loading a lightcoloured product without adequate preparation into a tank that last carried a darker product. Most of the lube oils and white water products show quite readily the traces of prior darker lube oils or residual products, and because of this trait, it is most important that the tank cleaning instructions are closely followed. 2.4

CHEMISTRY AND TYPES OF LIQUID CARGOES

The liquid cargoes capable of being carried by tanker vessels can be subdivided (as a rule based on material chemical property) into a few major groups. These groups and the basic chemistry related to liquid cargoes are discussed briefly in the following sub-sections: •

Animal Oil – An oily material obtained from animal substances.

•

Crude Oil – Rough or unfinished or unrefined oil.

•

Hydrogenation – The process of introducing hydrogen into the molecule of a substance, usually with the aid of a catalyst. The conversion of carbon monoxide to methanol is an example as is the hydrogenation of vegetable oils to produce fats.

•

Hygroscopic – A hydroscopic compound is one, which absorbs moisture when exposed to air, but does not become wet.

•

Orimulsion – Natural Bitumen in a water emulsion stabilized with a surfacient package.

: 02/09/02 : AKS : BST :2 :4 :0

SAFETY AND QUALITY MANAGEMENT

5

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

2.5

Date Prepared Approved Section Page No. Rev

•

Petroleum Product – A liquid hydrocarbon product derived from crude oil.

•

Vegetable oil – Any oil of plant origin. Usually the colatile (essential) oils are not included in this classification, which is primarily intended to designate the fixed oils (i.e. glycerol esters of various fatty acids). TOXICITY

Toxicity – is the ability of a substance to interrupt the correct function of bodily organs. Toxic cargoes are harmful if they are inhaled or swallowed or absorbed into the body through the skin. Most of the chemical cargoes as well as some crude oils and petroleum products are toxic or contain toxic components. The Master must ensure that all ship’s personnel are aware of the toxic characteristics of cargoes on board. Handling a cargo, which may be toxic, the precautions contained in MSDS and/or ISGOTT to be followed. In case of any accident involving dangerous, hazardous or harmful substances the IMO Medical First Aid Guide (MFAG) and IMO Emergency Procedure for Ships Carrying Dangerous Goods (EmS) are to be followed. The Company provides various gas detection equipments, including Draeger Multigas Detector with special tubes to monitor the level of different dangerous gases in ship’s compartments. Information regarding the health hazards of the cargo can be obtained from Product Data Sheets or Material Safety Data Sheets (MSDS). The most common term in use within the industry for determination of product toxicity is Threshold Limit Value (TLV). 2.5.1 THRESHOLD LIMIT VALUE (TLV) TLV refers to the maximum concentration of gases, vapours, mist or sprays to which it is believed that nearly all persons may be repeatedly exposed day after day without adverse effects. TLV is stated as Time Weighted Average (TLV-TWA), Short Term Exposure Limit (TLV-STEL) and Ceiling (TLV-C): usually expressed in parts per million (ppm). Refer to ISGOTT for more details. 2.5.2 ODOUR THRESHOLD The Odour Threshold is the smallest concentration, expressed in parts per million (ppm) by volume in air, that can be detected by smell in most people. However, it will vary between individuals and will vary from day to day for any person. The odour of a potentially dangerous vapour may be hidden by another odour. In addition, certain vapours are likely to produce a deadening of the sense of smell. For these reasons, the sense of smell alone is not a reliable indicator of the presence or absence of a dangerous vapour.

: 02/09/02 : AKS : BST :2 :5 :0

6

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

2.5.3 HYDROGEN SULPHIDE GAS (H2S) Many crude oils contain hydrogen sulphide gas in solution and suitable precautions are to be taken to prevent personnel exposure to H2S gas. References must be made to ISGOTT 16.5. Master must endeavour to ascertain from the loading terminal the H2S content of the cargo being loaded. Masters must also be aware that strict regulations exist in some loading ports regarding expelling petroleum vapour containing H2S concentrations in excess of 6-10 ppm in air. Masters must determine if such regulations exist, from agents, prior arrival in order that tank atmosphere can be purged remove H2S prior arrival for loading. This applies in Norwegian, United Kingdom, Oman and isolated ports such as Puerto La Cruz, Venezuela. In certain load ports like Mina Al Fahl of Oman more than 2% LEL is not accepted, hence the tanks would have to be inerted and H2S LEL in cargo tanks bought below 2%. The T.L.V. for (H2S) is given at 10ppm but concentrations in enclosed spaces should be reduced as far as possible below this level and if men are to work in the space without breathing apparatus, a nil concentration must be achieved before entry is permitted and effective ventilation must be maintained. Tank vessels are provided with H2S measuring instruments and spot checks of vapour levels are to be made as appropriate. 2.5.4 HYDROCARBON GASES In general TLV of petroleum gases is 300 ppm, which approximately corresponds to 2% of Low Explosive Limit (LEL) however, this TLV must not be applied on gas mixtures containing benzene, toluene or hydrogen sulphide. 2.5.5 AROMATIC HYDROCARBONS The aromatic hydrocarbons include benzene, toluene and xylene. They are components in varying amounts in many typical petroleum and chemical cargoes such as gasoline’s, gasoline blending components, napthas and special boiling point solvents. The TLV of an aromatic hydrocarbon is generally less than that of other hydrocarbons and in this respect repeated exposure of benzene may produce serious chronic effects, which can lead to disorders of the blood and bone marrow. Personnel engaged in operations involving products listed above, especially benzene, should therefore follow the precautions described in the ISGOTT in order to avoid harmful exposure during cargo handling operations. For example the TLV-TWA of benzene is only 10 ppm (approx 0.07% LEL) therefore prior to entry into a tank which has contained petroleum products mentioned in this section, the tank must be ventilated to a reading of not more than 1% LEL on an Explosimeter and then

: 02/09/02 : AKS : BST :2 :6 :0

7

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

checked with appropriate Draeger Multigas Detector tube to ensure that the concentration of benzene vapours is at a safe level. 2.6

PERSONNEL PROTECTION

All ships carrying dangerous cargoes should have on board medical first-aid equipment, including oxygen resuscitation equipment and antidotes for cargo carried in compliance with recommendations listed in IMO – MFAG (Medical First Aid Guide) and WHO – IMGS (International Medical Guide for Ships). 2.7

LIASON WITH SHORE

Prior to commencement of operations all procedures must be agreed with the Terminal or shore representative and an ISGOTT style ship shore checklist completed. During all cargo and associated operations at a terminal, the Officer-of-the-Watch on deck must maintain a close liaison with terminal personnel. An agreed system of communication and control must be established before operations begin, and be maintained until all operations have been completed. The emergency signal to be used by the ship and shore must be agreed and clearly understood by both. Whilst alongside, all terminal regulations must be complied with. Where differences of detail exist between the Company and the Shore regulations, the more strict set shall apply, unless the safety of the ship will be adversely affected. Ship’s personnel must maintain an awareness of operations and activities ashore and in the vicinity of the ship and if such activities create a hazard to the ship, the shore authority must be requested to rectify the situation. If necessary shipboard cargo operations are to be suspended until a satisfactory solution has been achieved. 2.8

SHIP-TO-SHIP TRANSFER

Master must satisfy himself that all appropriate safety precautions have been taken and are in force on the lightering vessel as well as his own vessel. Procedures and checklists detailed in the ISGOTT Manual and the OCIMF Ship-to-Ship Transfer Guide are to be followed on both vessels involved. All mooring, transfer and safety equipment for STS transfer must be checked and prepared ready for use prior to arrival. If a Vapour Emission Control (VEC) system is to be used by vessels during a ship-to-ship transfer operation this must be done in accordance with, and having a full regard to the provisions of ISGOTT. If the Master considers that a proposed STS transfer operation is either unsafe or unnecessary, it must not continue and the Company is to be advised immediately.

: 02/09/02 : AKS : BST :2 :7 :0

8

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

2.9

Date Prepared Approved Section Page No. Rev

INTERNAL TRANSFER OF CARGO

It may become necessary to transfer cargo from tank to tank after sailing from a port because of short loading, or to adjust trim or stress. This may be carried out provided the required degree of separation is maintained. When this operation is carried out the safety precautions for loading / discharging must be in force, and due regard must be taken of the need to avoid any accidental spillage. The charterers may not accept internal cargo transfer therefore prior to carrying out any cargo transfer operation; the Company’s permission must be obtained. 2.10

TANK LEVELLING

In order to avoid tank pressurisation and structural damage, the greatest care must be taken when levelling cargo or ballast between tanks. Prior to any tank levelling the Chief Officer must ensure the proper setting of p/v valves and the associated venting system. 2.11

REMOVABLE BENDS, SPOOL PIECES AND FLEXIBLE HOSES

Portable bends must only be connected when required for a particular operation. On completion of that operation they must be removed and the blanks properly fitted. In order to make them conspicuous, all portable bends, and spool pieces are to be conspicuously marked and labelled with intended purpose. Gaskets of the correct size and material are to be available, and must be used when connecting the bends, spool pieces or flexible hoses. Flexible hoses are to be pressure tested annually, marked with date / pressure and provided with test certificates. The electrical continuity of flexible hoses is to be checked before each use should there be any doubt about condition deterioration since the last routine testing. (Otherwise every three months). When removable bends, spool pieces or flexible hoses are being used, particular care must be taken to ensure that they are all in respects suitable for the intended cargo. 2.12

FLAME ARRESTORS

All flame arrestors and screens, if fitted, must be maintained, in good condition and replaced if they deteriorate to the point where they will become ineffective. Passage of gas may be dangerously restricted if these devices become blocked. Flame screens must never be painted.

2.13

RADIO EQUIPMENT AND RADAR

When berthed the ship’s normal communications equipment must not be used unless certified as being safe. This also happens to mobile telephones, pagers, loudhailers and searchlights etc.

: 02/09/02 : AKS : BST :2 :8 :0

SAFETY AND QUALITY MANAGEMENT

9

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Main radio transmitters are not to be used in port and all aerials must be disconnected and earthed. Usually this does not apply to, satellite equipment and permanently correctly installed VHF equipment, however, Masters must be aware that many ports, as a national requirement, do not permit the use of satellite equipment. Whilst the vessel is alongside and engaged in cargo operations the ship’s radar equipment is not to be operated. 2.14

ELECTRICAL EQUIPMENT / FITTINGS

All electrical equipment and fittings outside the accommodation and machinery spaces must be intrinsically safe. Damaged electrical fittings must be isolated and not used until they are repaired. Particular care must be taken to ensure that portable electrical equipment such as radio telephones, pagers and electrical equipment cameras etc. are not used in hazardous areas. The batteries for portable equipment must not be changed on the open decks, and strict control to be put in place to ensure that the following are intrinsically safe: • • • • •

Hermetic Ullaging Equipment VHF / UHF radios Torches Gas detection Equipment Cameras when used in any dangerous areas, must not contain batteries or other electrical circuits, unless intrinsically safe

Damaged portable equipment must not be used until it is repaired. 2.15

HYDROCARBON MONITORING

When spaces are automatically monitored for hydrocarbon gas then no manual monitoring is required provided that the automatic equipment is operational and properly calibrated. Spaces adjacent to cargo compartments are to be manually monitored for hydrocarbon gas within 12 hours after loading flammable cargo and thereafter daily and records maintained in the Deck Log Book. Pumprooms are to be manually monitored at least weekly on voyage for hydrocarbon gas and in addition any applicable toxic vapour and records maintained in the Deck Log Book. During Cargo operations the pumprooms are to be monitored at least every two hours for hydrocarbon and toxic vapours, with the readings recorded in the Cargo Time Book. 2.16

SOUNDING ROUTINES

A daily sounding routine is to be established on all vessels covering all ballast tanks, pumprooms, stools, chain lockers, void spaces and all empty cargo spaces and the sounding entered in the Deck Log Book.

: 02/09/02 : AKS : BST :2 :9 :0

SAFETY AND QUALITY MANAGEMENT

10

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

2.17

Date Prepared Approved Section Page No. Rev

CARGO PUMPROOMS

2.17.1 VENTILATION Correct use and set up of pumproom(s) ventilation systems are essential to ensure that pumproom(s) remain free from explosive or toxic atmospheres. Invariably the system fans are set up to make suction from below the bottom floor plates, i.e. from the bilge area. This gives full and proper circulation of all air in the pumproom to maintain a safe atmosphere. Additionally middle level suctions are available above the bottom floor plates. These are for emergency use only. In the event that flooding or saturated vapour builds up in the bilge area, they can be opened to avoid liquid or saturated vapour being drawn up the fan trunk and deposited on open decks, with the consequent pollution hazard. A notice is to be posted to each control level for the mid level flaps: “TO BE KEPT CLOSED EXCEPT IN CASE OF FLOODED BILGE”. Throughout cargo handling operations the pumproom ventilation system must be in continuous operation. Pumproom fans must be checked prior to and during cargo operations to ensure the correct direction of flow and that fans are mechanically in good condition. Noisy fans must not be operated until they have been checked to ensure that they are not generating mechanical sparks or heat at defective bearings. Defective fans must be repaired at the earliest opportunity. 2.17.2 ROUTINE INSPECTION The pumproom is to be inspected as soon as possible after starting a cargo/ballast pump or commencement of loading. Inspections are to place at intervals to ensure that there are no leakages. The inspection of the cargo pumproom is to include checks of the following: • • • • •

bilges are clean, dry and free of cargo product cargo / ballast pump bearing and casing temperatures cargo / ballast pump and pipeline integrity Operation of ventilation system Monitoring of atmosphere

2.17.3 ENTRY PROCEDURES The Pumproom must be marked in the following manner:REPORT AT THIS POINT NO ENTRY WITHOUT

: 02/09/02 : AKS : BST :2 : 10 :0

SAFETY AND QUALITY MANAGEMENT

11

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

• • • •

Date Prepared Approved Section Page No. Rev

Permission from the Chief Officer / OOW A valid Work Permit – Pumproom Space Entry Permit The ventilation having been in operation for at least 15 minutes The atmosphere having been tested for: - Oxygen deficiency - Flammable gas - Toxic gas

No one may enter the Pumproom unless the above conditions have been met. Entry procedures to pumprooms are divided into three categories. a)

Normal Pumproom entry during cargo operations and tank cleaning must be made under an “Entry Permit”, using the Pumproom Space Entry permit. Before commencement or operations the Chief Officer and OOW must complete the permit.

Where the cargo is known to contain dangerous toxicants (e.g. H2S) portable detectors against these toxicants must be worn. Guidance shall be taken from the MSDS for the cargo in question. b)

When work is contemplated then:- Entry under these circumstances differs from section a) in that the work being carried out may result in the release of toxic vapours. Entry may also be necessary to make good some defect, which has resulted in leakage of oil and therefore Hydrocarbon vapour.

Before entry the Officer or rating must in addition to all the requirements in section a) ensure that:•

Cold Work Permit (Health and Safety Manual) is completed

Note: Once the situation has reached a stage when the release of Hydrocarbon gas has ceased, the ELSA units may be removed on instructions from the responsible officer. This may take place when the space is not gas-free due to defective or inadequate ventilation, mechanical failure of valves, pipelines or pumps, or for any other reason when tests indicate the presence of toxic vapours. c)

Under these circumstances the entry is to be treated as an emergency operation and the Chief Officer is to personally supervise the entry. An Enclosed Spaces Entry Permit must be completed and the following procedures are to apply:-

•

Cold Work Permit is completed

•

No entry is to be permitted until the Enclosed Spaces Entry Permit has been completed and approved by the Master. In the absence of the Master his deputy is responsible for approving the Enclosed Spaces Entry Permit.

: 02/09/02 : AKS : BST :2 : 11 :0

SAFETY AND QUALITY MANAGEMENT

12

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Note 1 Fixed Smothering equipment fitted in the pumproom is not to be operated if the gas level is in excess of 40% LEL. Note 2 Gas generation caused by oil in the bilges can be reduced and minimized by spreading a layer of foam over the pumproom bilges. 2.18

VOID SPACES / DUCT KEELS AND PIPE TUNNELS

Because of restricted natural ventilation these spaces may be oxygen deficient. In addition, they are adjacent to cargo holds and ballast tanks, so both hydrocarbon vapour and inert gas may leak into them. It must be recognized that the rescue of an unconscious or injured person may be very difficult. Where the Classification Society rules do not require the permanent lighting systems in these spaces to be isolated during oil trading, the following procedures are to be complied with in order to eliminate the hazards that could result from damaged flame proof fittings. • •

2.19

The space must be tested and proven gas free, before the lights are switched on. The mechanical ventilation system is to be in operation before the lights are switched on, and must remain in operation until after the lights are switched off. LEAKAGE INTO VOID AND BALLAST SPACES

Leakage of cargo from the cargo tanks into the permanent ballast tanks or void spaces can create a potentially serious pollution problem. Structural failure at known weak points therefore requires monitoring. The generally recognized weak points are as follows: •

On vessels with vertically corrugated transverse bulkheads, cracks may occur in the welded seams between these bulkhead and the upper hopper tanks.

On vessels where the upper hopper tank is connected to the lower hopper by a trunkway or pipe, any leakage will affect the lower hopper in addition to the area around the fracture. •

In double hulled vessels, leaks may be found around the upper welded seams of the longitudinal bulkhead between the ballast tank and the cargo tank abutting the sloped deckhead of the cargo tank.

In order to monitor the integrity of double hull spaces a procedure for checking these spaces for the presence of hydrocarbon gases is to be established. Where this is impractical due to short voyage trading then a visual inspection of the surface of the ballast water, if carried, is

: 02/09/02 : AKS : BST :2 : 12 :0

SAFETY AND QUALITY MANAGEMENT

13

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

to be made. Such an inspection is to be carried out in any case, to check whether oil is present on the surface of the ballast after loading ballast and before discharge of the ballast. As a back-up, a system of sounding round all spaces is to be employed. This system may be established as part of the daily sounding routine. During the ballast voyage the cargo spaces are to be checked for the ingress of water from the ballast tanks. Depending on the cargo carried it is essential not only to test the ballast tank for oil content but also the atmosphere for toxic gases and/or oxygen deficiency before entering the tank to carry out repairs. It must be remembered that the requirements of the Work Permit Entry into enclosed spaces must be complied with. 2.20

OPENING HATCHES

If it is necessary to open hatches after carrying an oil cargo, this must only be carried out after the tank has been purged of hydrocarbons. The locking pins are to be inserted when the hatches are open. If it is necessary to open the lid to a cargo tank, which contains toxic or cargo, the following precautions must be taken: •

Ensure that the pressure in the tank has been released;

•

Ensure that the personnel involved are wearing the appropriate protective clothing and breathing apparatus;

•

Accommodation air-conditioning plant must be kept on internal re-circulation.

The tank lid must be closed again as soon as possible. 2.21

PYROPHORIC IRON SULPHIDE

In an oxygen-free atmosphere where hydrogen sulphide gas is present (or specifically where the concentration of hydrogen sulphide exceeds that of oxygen), iron oxide (rust) is converted to iron sulphide. Where the iron sulphide is exposed to air, it is oxidized back to iron oxide and either free sulphur or sulphur dioxide gas is formed. This oxidation can be accompanied by the generation of considerable heat so that individual particles may become incandescent. Rapid exothermic oxidation with incandescence is termed oxidation. Pyrophoric iron sulphide, i.e. iron sulphide capable of pyrophoric oxidation in air, can ignite flammable hydrocarbon gas / air mixtures.

References should be made to ISGOTT for full details.

2.22

WORKS IN CARGO AND BALLAST TANKS

: 02/09/02 : AKS : BST :2 : 13 :0

14

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

When it is necessary for crew to work in cargo or ballast tanks the Company requirements for Enclosed Spaces Entry must be complied with in all respects. The initial entry must be made by a responsible Officer to carry out further testing before allowing the crew to enter the tank. During the time the crew are working in the tank a responsible Officer must be in attendance. When any cleaning, repairs or maintenance work has been carried out in a cargo or ballast tank, the space must be carefully inspected by a responsible Officer after all work is completed to ensure that all tools, equipment, materials and debris have been removed and that no damage has been caused to coatings and/or fittings. 2.23

ACCIDENTAL SPILLAGES

Ships personnel must maintain a close watch throughout cargo operations to ensure that any escape of cargo does not go unnoticed. In this respect, it is essential that all valves are closed if not in use. Personnel operating inert gas plants must be aware that, with some inert gas generators, there is a risk of oil pollution via the cooling water discharge when the burner does not ignite in its start cycle. Where such a risk exists it is better to start the generator before the vessel arrives at the berth. Cargo or bunker tanks, which have been “topped-off”, must be checked frequently during the remaining loading operations to avoid an overflow. If an accidental spillage or leakage of cargo occurs during any operation, the relevant operation must be stopped immediately until the cause has been established and the defect corrected. All Company vessels are supplied with an approved outfit of clean-up materials as specified under the U.S. Oil Pollution Act of 1990 and MARPOL Annex I. Clean up materials must be available at the bunker or cargo manifold, for the prompt removal of any spillage on deck. Portable salvage pumps must be deployed at the after end of each side of the main deck. Chemicals used for clean up on deck must not be allowed to enter the water unless permission has been obtained from the harbour authorities. Should an oil spill accident take place then the appropriate authorities, as detailed in the vessel’s Oil Spill Response Plan (US waters), or SOPEP/SMPEP (other waters) must immediately be informed. The contact sheet required by the Plan must be completed prior to arrival in port.

2.24

DESLUDGING OF TANKS

: 02/09/02 : AKS : BST :2 : 14 :0

SAFETY AND QUALITY MANAGEMENT

15

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Where manual desludging of tanks is carried out, any oily residues must be transferred to the slop tanks for disposal ashore, unless the Company has advised other specific arrangements. 2.25

SEA VALVES AND OVERBOARD DISCHARGE VALVES

Particular care must be taken to ensure that no leakage of oil takes place through overboard discharge or sea suction valves when starting or running cargo pumps. Manual valve are to be chained/locked. These valves are to be air pressure tested regularly for integrity and a log entry made. Officers should refer to the ICS/OCIMF Publication “Precaution of Spillage through Cargo Pumproom Sea Valves”. 2.26

DECK SCUPPERS

Prior to any cargo operation taking place all deck scuppers are to be plugged. Careful attention is to be given to keeping scuppers dry and clean. Mechanical type scupper closures are required to be used in USA ports. 2.27

MANIFOLD SAVEALLS

Manifold savealls are to be provided under each manifold connection. There are to be kept clean and dry whenever possible, with any cargo spillages being drained at the earliest opportunity. Operational contamination is to be prevented by use of collection drums during connection / disconnection. 2.28

LINE DRAINING

To prevent inadvertent spillage of oil all manifolds and shore lines must be well drained on the completion of cargo operations and before disconnecting hoses. Cargo lines and manifolds must only be drained using fixed stripping pumps and/or pipework, which allows direct discharge to a slop tank. Under no circumstances must cargo lines and manifolds be drained into the pumproom bilges. Draining must also be carried out according to shore requirements – e.g. airblowing is not allowed at some terminals. 2.29

EMERGENCY PROCEDURES

2.29.1 INCIDENT AT MANIFOLD / TANK OVERFLOW The cargo manifold constitutes a high-risk area. Accidents occurring in this area may be divided into two types: •

Spillage through a fractured pipe or other cause that has not resulted in a fire.

•

A spillage that has resulted in a fire.

In either case the first consideration will be to cut off the supply to the area. If the ship is discharging, this can only be done by stopping the ship’s pumps and closing valve between the pump and the fracture. If the ship is loading it will obviously be necessary for the shore

: 02/09/02 : AKS : BST :2 : 15 :0

SAFETY AND QUALITY MANAGEMENT

16

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

installation to stop the supply and the means of communication or special signals must be established before loading is commenced. With regard to the emergency shutdown of operations before loading or discharging is commenced in the case of such incidents the appropriate contingency plan must be activated. The large surface area created by a typical spillage will allow the oil to give off gas more rapidly than would normally be the case. If a source of ignition is present, the resulting fire could create a major conflagration that may be beyond the extinguishing ability of the emergency party. The Chief Officer must ensure that all possible sources of ignition are isolated or removed. The spillage area is to be covered with foam to minimize the risk as soon as possible before cleaning up operation is commenced. Careful judgement must be exercise as this action could spread the oil further causing greater risk and serious environmental pollution. Under these circumstances, a spillage of oil or tank overflow will be considered as an emergency situation, and the Emergency Organisation brought into operation. 2.29.2 TANK EXPLOSION An explosion in a cargo tank, is one of the most serious situations that any Emergency Organisation can be called upon to fight. In the loaded condition there will probably be little that the Emergency Party can achieve, and the saving off life is of paramount importance. In the ballast condition there may be a greater chance of taking some effective action. The following points must be considered by the Master following such an explosion: • •

Possible isolation of the resultant fire by the Emergency Party putting up a “water wall” around the periphery of the fire. Arresting the transfer of heat into adjacent accommodation spaces by spraying the poop front bulkheads etc.

•

Bringing foam-making equipment into action.

•

Evacuation of non-essential personnel.

•

Adjusting the vessel’s course and speed as necessary to minimize fire spread and reduce further structural damage.

•

The release of the fixed gas fire extinguishing medium into the cargo pumproom to inert that space in order to prevent the spread of fire from the cargo tank or hold.

Before releasing the fixed gas extinguishing system in the pumproom the Master must be satisfied that there is no chance of an explosion in the pumproom (an explosimeter reading must not exceed 40% LEL). It must be remembered that electrostatic charge separation may occur at the CO2 nozzles. This produces a possible source of ignition in the form of charged frozen particles of CO2 in the pumproom.

: 02/09/02 : AKS : BST :2 : 16 :0

SAFETY AND QUALITY MANAGEMENT

17

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Any possible action is to be dictated by circumstances (the ability to provide water on deck etc) but it is the duty of the Master and the Emergency Organisation to do all in their power to combat the situation, even after the non-essential personnel have left the ship. 2.29.3 PUMPROOM FIRES Pumproom fires can originate from overheated pump bearings and pump glands, and these are to be checked at least hourly. This requirement is to be applied whenever cargo pumps and/or ballast pumps are being operated. The results of such pumproom inspections are to be recorded in the Cargo Log Book. It is important that lubrication systems are maintained in the pumproom as well as they are on the Engine Room. In the event of a fire all personnel must evacuate the space and the CO2 smothering system to the cargo pumproom must be released without delay. Before CO2 gas is released into the pumproom it is essential that the space is completely battened down and all ventilation stopped. If the extinguishing system to the pumproom does not extinguish the fire at least two, preferably three, foam making branch pipes must be brought into operation from outside the pumproom, projecting foam through the pumproom door(s) against the pumproom bulkheads. 2.30

CARGO OPERATIONAL SAFETY

2.30.1 GENERAL This Chapter outlines the precautions to be taken prior to commencing any cargo operations including C.O.W. or tank cleaning operation. It is to be read in conjunction with the International Safety Guide for Oil Tankers and terminals and publications listed in the Reference Publications Index. 2.30.2 FIRE-FIGHTING PRECAUTIONS AT THE MANIFOLD Before any loading or discharging operations are commenced, the following fire-fighting equipment is to be placed on deck in a position approximately 10 metres forward or aft, but always upwind of the manifold: •

One portable foam-making branchpipe with eductor, connected to a fire hose and hydrant.

•

Not less than 75 litres of foam compound.

•

An additional hose with jet/spray nozzle attached, and connected to a hydrant.

•

An international shore connection and fire plan/wallet is to be available, situated in the vicinity or point of access to the vessel.

: 02/09/02 : AKS : BST :2 : 17 :0

SAFETY AND QUALITY MANAGEMENT

18

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

•

A semi-portable Foam or Dry Powder extinguisher is to be positioned close to the manifold or if semi-portable extinguishers are not available then two 9 litre foam extinguishers are to be used. The oil spill materials are to be kept available for use in the event of a spillage, but are not to be placed adjacent to the fire-fighting equipment.

•

The above-mentioned equipment is to be provided from the nearest Supplementary Equipment Station and Oil Spill Response Centre.

•

75 litres of foam compound will be consumed by any one branchpipe in 5 minutes. If the Master considers that the Emergency Organization will require more than 5 minutes to supply additional foam compound to the manifold area, then additional 25 litre canisters are to be positioned in readiness.

•

The fire main must be pressurized throughout cargo operations.

2.30.3 SHIPS FITTED WITH FIXED FOAM SYSTEMS In ships fitted with fixed foam systems the Chief Officer will satisfy himself that the system is fully operational prior to commencing cargo, C.O.W. or tank cleaning operations. •

Foam tanks must be checked to see that they are full.

•

Isolating valves must be tested to see that they are free.

•

Foam monitors must be uncovered and made ready.

•

At least one portable foam applicator must be connected to a hose and foam hydrant. This is to be placed about 10 metres forward or aft but always upwind of the manifold area.

A fire hose and jet/spray nozzle must be placed alongside, connected to the fire main. 2.30.4 SHIP/SHORE CARGO OPERATIONS In addition to the foregoing precautions the Master is to satisfy himself that the ship/shore checklist has been completed before cargo operations commence. 2.30.5 SHIP/SHIP TRANSFER OPERATIONS In addition to the relevant parts of the reference publication “Ship to Ship Transfer Guide – Petroleum” the Master is to satisfy himself that the ship/ship checklists have been completed before any cargo is transferred.

2.30.6 LOADING

: 02/09/02 : AKS : BST :2 : 18 :0

19

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

The main consideration for restricting the maximum rate at which a vessel may load is to prevent the excessive build up of pressure within the cargo system. This is governed by a number of factors including the diameter of the smallest section of pipe in the system; the material from which the pipe is constructed, the angle frequency of bends, the capacity of the venting system, etc. The closing loading system, whereby vapours are exhausted through either vent risers or high velocity vents, must always be used where possible. The rate of loading must be adjusted to take into consideration the number of tanks or holds open at any one time. It is important that the maximum loading rate is not exceeded to avoid over presurrisation and undue stress on the pipeline system. In addition it is also essential to allow gas from the ullage space to be vented and to dissipate to below the L.E.L. at safe distance from the outlet point.

It is also important that the cargo being loaded is correctly distributed. It is not permissible to load at the maximum loading rate into one single tank or into tanks served by only one section of the gas line so that all the gas being given off by the cargo is expelled through a single outlet. One person must be delegated to keep watch within sight of the manifold area at all times throughout loading. If an incident at the manifold occurs, such as a burst pipe or failure of the manifold connection, when the agreed shut down procedure must be put into action first and the Emergency Alarms sounded. The gangway watchman may perform this duty. If the person delegated to watch the manifold area is a rating, he must be instructed in the course of action to be taken in the event of an emergency before he commences his watch. Tank hatches must not be opened, or ullage plugs left open during loading. The atmospheric conditions at the time of loading are the main factors in the successful dispersal of the gas at a safe distance from the gas line outlet. Hydrocarbon gases are, on average 1.5 times heavier than air and in still air or near calm conditions will fall to deck level and may accumulate there; in these conditions the Master may consider stopping loading operations, if gas concentrations are approaching hazardous levels, until conditions improve. Similarly, if the existing atmospheric conditions cause the gas to flow towards the accommodation, and the gas is detected inside the accommodation, loading must be stopped immediately and the Emergency Alarms sounded. The Master must ensure all precautions are taken to prevent vapours entering the accommodation. This must include having the air conditioning on re-circulation.

: 02/09/02 : AKS : BST :2 : 19 :0

20

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

The Emergency Organization is then to take the appropriate action to isolate the electrical supply of the accommodation from the main switchboard, and clear the accommodation of gas. The importance of keeping all doors and windows closed and air conditioning on maximum re-circulation cannot be over-emphasised. 2.30.7 DISCHARGING Before commencement of the discharge, the cargo pump emergency stop trips are to be tested. In vessels fitted with an inert gas system, normally only inert gas must be permitted to enter the space displaced by the discharged cargo (this is dependent on the cargo in question and port regulations). The pressure . vacuum valves must be set to allow air to enter the tank in the event of an inert gas plant failure to avoid damage to the tank structure whilst pumps are being stopped. One person must be delegated to keep watch within sight of the manifold area at times throughout discharge. If an incident at the manifold occurs, such as a burst pipe or failure of the manifold connection, the cargo pumps must be “tripped” first and the Emergency Alarms sounded. The gangway watchman may perform this duty. If the person delegated to watch the manifold area is a rating, he must be instructed in the course of action to be taken in the event of an emergency before he commences his watch. Tank hatches must not be opened, or ullage plugs left open during discharge. 2.30.8 CRUDE OIL WASHING OPERATIONS Under no circumstances are Crude Oil Washing operations to be commenced without operational inert gas equipment. Any Butterworth tank washing water heaters fitted must be blanked off and drained at all times. Before each Crude Oil Washing operation a full pressure test of the system must be carried out. The procedures and instructions contained in the vessels Crude Oil Washing Operations and Equipment Manual must be strictly adhered to.

2.31

STATIC ELECTRICITY

: 02/09/02 : AKS : BST :2 : 20 :0

SAFETY AND QUALITY MANAGEMENT

21

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

2.31.1 GENERAL Matter consists of equal numbers of positive and negative ions and under normal conditions is electrically neutral. This is true of oils, chemical products and other liquids. A redistribution of ions tends to occur when a liquid comes into contact with a solid, giving rise to the formation of an Electric Double Layer where the ions adjacent to a liquid/solid interface are redistributed to produce a layer of ions of the same electrical sign. Close to this layer but slightly further away from the interface a layer of ions of the opposite sign will be formed. Elsewhere the distribution of ions remains unchanged. When the liquid and solid are separated, as in any pipe line flow, the ions in contact with the solid (pipe) tend to remain attached to the solid and the oil (or other liquid) loses some of its ions, thus becoming electrostatically charges. The separated charges will attempt to recombine, their success depending upon the electrical conductivity of the oil. Crude oils, which contain high levels of impurities, have high electrical conductivity and charge recombination is rapid. Water also has high electrical conductivity. By comparison, most refined products (white oils) contain few impurities and charge recombination in such products is very slow. These products are known as STATIC ACCUMULATOR OILS. The rate of flow through pipes will influence the build-up of charge separation – the faster the flow, the faster the charge separation. •

In the filling lines of tanks being loaded with white oils.

•

When oil mixes with water.

•

When air is allowed to “bubble” through white oils and splashing occurs at the surface.

•

When oil is splashed or sprayed.

•

When water droplets in a steam jet (or CO2 particles) leave a nozzle.

•

When water passes through tank cleaning machines at high pressure electrostatic charging of fine sprays or mists may result.

2.31.2 CARGO OPERATIONS During cargo operations a potential hazard exists: •

When the cargo being handled is static accumulator oil.

•

When the cargo being handled at or above its Flash Point.

•

When the cargo is loaded into a tank containing flammable vapour.

: 02/09/02 : AKS : BST :2 : 21 :0

SAFETY AND QUALITY MANAGEMENT

22

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

2.31.3 ELECTRICAL CONTINUITY – BONDING AND EARTHING Static accumulator oils may be electrostatically charged by pipeline flow. When the charged liquid flows through non-conducting flexible ship/shore connections part of the cargo may be picked up by intermediate metal flanges and other metal parts, which are in contact with the liquid inside the hose. In order to prevent the accumulation of a dangerous voltage, all metal flanges and parts must be effectively bonded to maintain electrical continuity to earth through the shore or the ship’s hull. Generally the bonding of the metal reinforcement in the hoses to their flanges will ensure this. When ship hoses are to be used for cargo transfer, the Chief Officer is to ensure that electrical bonding is checked prior to commencing operations. When there is an insulating flange at the shore manifold, intermediate flanges in the ship/shore hose will still be earthed by the continuous path to earth via the ship’s manifold and hull. Investigations have proved that ship/shore bonding wires serve no useful purpose, and they are only to be connected on the insistence of the terminal. Under these circumstances the Chief Officer must ensure that the switch in the bonding circuit is open, before permitting connection to the ship. In addition the bonding wire is not to be connected to the manifold. Connection to the ship and subsequent disconnection may not take place unless: •

All ullage ports are securely closed and no sampling, sounding or dipping of tanks is in progress.

•

No cargo, ballasting, tank cleaning or gas freeing operations are in progress.

2.31.4 CARGO FLOW VELOCITY Charging of static accumulator oils by pipeline flow will be increased if water is present in the cargo. Charging to an even greater degree can be caused by the subsequent movement of water settling through the cargo in the tank. When the cargo first enters a tank any water on the bottom will be agitated and dispersed into the cargo to re-settle later and cause charging. This can continue long after loading into the tanks has stopped. To minimize the hazard, flow rates for static accumulator cargoes must be restricted during the initial stages of loading as follows: •

Into Tanks that are not Inerted.

: 02/09/02 : AKS : BST :2 : 22 :0

SAFETY AND QUALITY MANAGEMENT

23

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

The flow velocity through the loading line into each tank is not to exceed 1 metre per second until the cargo has covered the filling inlet and the tank bottom longitudinals, or depth 0.5 metres above the tank bottom has been reached, whichever is the greater. Thereafter the loading rate may be increased. Loading into tanks, which have not been inerted, is not permitted unless the agreement of the Company has first been obtained. •

Into Tanks that are Inerted

Flow rates need not be restricted, however, at the start of discharge a slow pumping rate may be required by the receivers. 2.31.5 ULLAGING AND SAMPLING If the restrictions previously mentioned on flow rates are applicable, metal sampling cans and steel ullage tapes must not be used during loading or for thirty minutes after completion of loading the tank. These restrictions do not apply to the ship’s permanent gauging system. In the event of failure of the ship’s permanent gauging system UTI gauges are to be used. The normal practice in Company vessels will be to operate the “closed loading” method by the use of automatic ullaging systems where fitted. On vessels not fitted with automatic ullaging systems, or where the ullaging system is non-operational, the normal practice will be to use UTI gauges. 2.31.6 LOADING OVERALL (SPLASH FILLING) (FREE FALL LOADING) If the cargo has been electrically charged by flow through a shore pipeline, loading overall or splash filling will deliver it to the liquid surface in the tank where the hazard from electrostatic charging, in the presence of flammable vapours, is most likely to occur. For these reasons, therefore loading or transferring of flammable cargoes – by “loading overall” is not permitted – on the Company’s ships. 2.31.7 PIPELINE AND HOSE CLEANING Compressed air must not be used for clearing pipelines or ship/shore hoses back into a ship’s tank if the cargo is a static accumulator and the tank contains flammable vapour. 2.31.8 STEAMING OPERATIONS Water droplets issuing at high velocity in a steam jet may become charged by contact with jet nozzles and produce a charged mist. Steam must NEVER be introduced into a tank, which contains flammable vapour. If, as a result of hot washing, a tank contains a mixture of steam and flammable vapour a tank washing machine or other conductor (whether earthed or unearthed) must NEVER be lowered into it. Such conductors may accumulate charge from the steam cloud.

: 02/09/02 : AKS : BST :2 : 23 :0

24

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

2.31.9 TANK WASHING WITH WATER The injection of water under high pressure through tank washing machines gives rise to the formation of an electrostatically charged mist in the tanks or holds being cleaned. The degree of electrostatic charging varies in direct proportion to the pressure and to the total throughout of water. It has been found that higher electrical potentials are developed by single nozzle machines whereas twin nozzle machines, which rotate at a higher speed, develop opposite potentials at each nozzle thus producing rapidly changing potentials within the space which do not reach the high levels generated by single nozzle machines. Impingement of water jets on the tank structure causes disintegration of the jet, which gives rise to the formation of charge water droplets. The coarser drops all assume the same electrical sign while the finer mist takes the opposite sign. Excess water dropping from protrusions will form elongated droplets with pointed ends at, which may occur, a small “corona” type discharge, which could create a hazard under certain circumstances. A higher risk exists from a slug of water, which, after descending through a charged mist, it becomes electrically charged, and on approaching an earthed probe may create an incendive spark between the slug and the probe. 2.31.10

PORTABLE PUMPS

The use of portable pumps (such as Wilden or Graco types) can also create a risk of build up of static electricity. Such pumps, when used in hazardous environment, must therefore be properly grounded. This is normally done by means of a “grounding clamp”. This consists of a wire fitted with a ring-eye, which is attached to one of the bolts on the pump. The other end of the wire has a clamp arrangement, which is to be secured to the nearest/best grounding point. After the ring eye has been mounted properly on the pump the connection must be tested with an Ohm meter to verify that there is a full electrical connection between the clamp and pump (i.e. zero resistance) All vessel must ensure that a suitable arrangement such as the above exists before using portable pumps in a hazardous area. 2.31.11

TANKER EXPLOSIONS

In the course of investigations into electrostatics, certain new factors have emerged which are relevant to the safety of tank cleaning operations, not only in very large tankers but in tankers of all tonnage’s. it has been demonstrated that electrostatic charging to the water mist, present in the tanks, exists under any cleaning condition, and that when washing operations are stopped the level of charge decreases only slowly in the tank, and can remain present for a long time, especially in the absence of ventilation. The following factors therefore need to be considered.

: 02/09/02 : AKS : BST :2 : 24 :0

SAFETY AND QUALITY MANAGEMENT

25

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

•

In studying “charge concentration mechanisms”, it has been found that insulated objects are not normally present in ship’s tanks, but the use of sounding rods might present such a hazard.

•

When a sounding rod is lowered into a tank filled with charged mist, a high static charge can be fed into the operator via the wet suspension rope if the operator is insulated by the deck paint or his footwear. Such a charge accumulation has been shown to be sufficient to cause incendive sparking when the operator, the sounding rod, or rope, comes into contact with the ship’s structure. This, of course, does not apply if the rod is lowered into a sounding pipe extending to the bottom of the tank.

•

Portable tank cleaning machines are normally bonded to the ship’s structure and furthermore, when in operation the washing water provides a path for the electrostatic charge to dissipate. However, these machines may sometimes become insulated objects and a potentially hazardous situation may exist in at least the two following cases:-

•

Where the bonding wire is defective.

•

Where the hose is disconnected from the hydrant before lifting the machine out of the tank.

•

a) Such disconnection, prior to lifting, is commonly done in order to drain water from the hose. A coat of paint in good condition is sufficient to insulate the hose flange from the steel of the deck. Under these conditions, when the machine is lifted an incendive spark may jump to the lip of the tank cleaning hole, either from the machine or from the securing rope or from the operator who guides the machine through the hole.

•

The following precautions are required to prevent the foregoing hazards:

•

Not to use sounding rods through any deck opening other than the sounding pipe, either during tank cleaning, or for one hour after cessation of washing if the tank is being blown, or five hours if the tank is not being blown.

•

To carry out checks on the electrical continuity of bonding wires on the tank cleaning hoses before each use.

•

To keep the hoses connected to the hydrants until the machines are out of the tank. The draining of the hoses can be done by loosening the coupling of the hose carefully to let the air in and by tightening the coupling again.

•

It is emphasized that while the likelihood of all the factors necessary to lead to an incendive spark being present at any one time is remote, the fact that neglect of the foregoing precautions might lead to an explosion remains a possibility.

2.32

HYDROGEN SULPHIDE (H2S)

: 02/09/02 : AKS : BST :2 : 25 :0

SAFETY AND QUALITY MANAGEMENT

26

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

2.32.1 CRUDE OILS CONTAINING HYDROGEN SULPHIDE GAS Many crude oils contain hydrogen sulphide gas in solution, which may be liberated during handling and storage. The gas is formed by the decomposition of sulphur compounds in the crude and is highly toxic and corrosive. The gas concentration in raw crude is often reduced to an acceptable level by a stripping process prior to shipment. Even after stripping, however, the gas content may still be sufficiently high to be dangerous to the personnel if reasonable safety precautions are not followed. Among the crude oils most commonly carried which contain hydrogen sulphide are: Arabian Light Arabian Medium Arabian Heavy Brega

Iranian Light Iranian Medium Qatar West Texas Sour

The gas concentrations within these crudes and other crudes containing hydrogen sulphide in solution may vary from time to time. In the absence of specific information from the loading terminal they must always be regarded as being potentially dangerous. Hydrogen sulphide gas is colourless, transparent and has a disagreeable smell characteristic of rotten eggs, which quickly deadens the sense of smell. Dangerous concentrations may be present which cannot be detected by smell. The Company provides equipment to monitor levels of H2S on board in the form of a portable H2S meter together with a Draeger Multigas Detector and tubes for H2S. 2.32.2 THRESHOLD LIMIT VALUE (T.L.V.) The T.L.V. for H2S is given as 10 ppm but concentrations in enclosed spaces are to be reduced as far as possible below this level and if men are to work in the space without breathing apparatus, a nil concentration must be achieved before entry is permitted and effective ventilation must be maintained. The following guide, with the effects under various atmospheric concentration on exposed persons, gives an indication of the dangers involved:

Measured in Air by Volume 50 – 100ppm 200 – 300ppm

Eye and respiratory tract after exposure of 1 hour/ Marked eye and respiratory tract irritation after exposure of 1

: 02/09/02 : AKS : BST :2 : 26 :0

SAFETY AND QUALITY MANAGEMENT

27

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

500 – 700ppm

700 – 900ppm 1000 – 2000ppm

Date Prepared Approved Section Page No. Rev

hour Dizziness, headache, nausea etc within 15 minutes, loss of consciousness and possible death after 30 – 60 minutes exposure. Rapidly produces loss of consciousness and death after a few minutes. Instantaneous death. Apparent death from H2S is not irreversible as prompt and efficient artificial respiration may restore life.

It is important to realize that the concentration of gas can be measured and expressed in two different ways: •

Parts per million – in the liquid, be weight.

•

Part per million – in the air, by volume.

There can be a vast difference between the two measures. The measure in air will be higher and can be a great deal higher. For example, chemists have measured a concentration of 700 ppm (deadly) in the vapour stream coming from an ullage opening when a tank was being “topped-off” with a crude containing only 70 ppm of hydrogen sulphide in the liquid. It is important to ascertain which method of measurement is being used. Produces and processors frequently use the liquid measure. Masters are to endeavour to ascertain from the terminals the H2S content of cargoes being loaded. When handling a cargo with a noticeable or known hydrogen sulphide content or when ballasting after discharge of such a cargo the following precautions are to be followed: •

The officer supervising the operations must keep a sharp watch on personnel for signs of fatigue or distress.

•

Lifelines, breathing apparatus and resuscitator must be readily available.

•

Loading through the pumproom must be avoided where possible to reduce the possibility of H2S contamination of the pumproom atmosphere.

•

Gas must be vented through the tank venting system and, if ullage opening is necessary, the ullage plugs should be kept open for the least possible period of time.

•

When ullaging tanks, personnel are to work in pairs and stand at right angles to the wind direction in relation to the ullage opening.

•

Before entering a pumproom the mechanical ventilation system is to be started and the atmosphere therein is to be tested for dangerous concentrations of gas. If the pumproom has to be entered under such circumstances the full Enclosed Spaces Procedure must be carried out and an Action Plan completed.

: 02/09/02 : AKS : BST :2 : 27 :0

SAFETY AND QUALITY MANAGEMENT

28

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

•

Other spaces into which H2S may have been drawn should be ventilated and the atmosphere checked before entry.

•

Persons overcome by H2S are to be moved to a gas free area immediately and artificial respiration is to be administered at once using the Resuscipac initially if available. Oxygen is to be administered and medical advice sought.

Gas tests must be made on deck and in the accommodation and machinery spaces at regular intervals and particularly during “topping-off” operations. If concentrations of 10 ppm and above are recorded inside the accommodation, or 50 ppm on deck more than 3 metres from a gas outlet, the loading rate must be reduced and if this does not result in a decrease of the gas concentration loading must be stopped until conditions have improved. •

During discharge the pumproom bilge’s are to be kept as dry as possible. Any small leaks must be stopped and not left to build up in the bilges. If necessary and as a last resort consideration should be given to transferring the bilges to the slop tanks.

•

During loading or ballasting operations, conspicuous notices warning of the potential danger from H2S gas must be posted on deck at pumproom entrances, and at the entrance to any other space, which could be affected.

2.33

BENZENE AND OTHER AROMATIC HYDROCARBONS

2.33.1 GENERAL The aromatic hydrocarbons include benzene, toluene and xylene. They are components in varying amounts in many typical petroleum cargoes such as gasoline blending components, napthas and special boiling point solvents. The TLV of an aromatic hydrocarbon is generally less than that of other hydrocarbon in petroleum gases and in this respect benzene (TLV of benzene is 10 ppm), the chronic effects of exposure to which can lead to disorders of the blood and bone marrow, is particularly sensitive. Personnel engaged in operations involving products listed above, especially benzene should therefore follow the precautions described in the ISGOTT manual in order to avoid harmful exposure during cargo handling operations. Prior to entry into a tank which has contained petroleum products such as those listed above, the tank must be ventilated to a reading of not more than 1% LEL on an Explosimeter and then checked to ensure that the concentration of benzene vapour is at a safe level. Tests for benzene at low concentrations can only be made with a Draeger Multigas Detector tube.

2.34

SLACK TANKS

It is imperative that no cargo hold, unless so designed and permitted by Class, is allowed to remain in a slack condition whilst the vessel is at sea. This is to eliminate the possibility of

: 02/09/02 : AKS : BST :2 : 28 :0

SAFETY AND QUALITY MANAGEMENT

29

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

wave motion being set up in slack holds with the rolling of the ship. Such wave motion may produce a source of ignition, may also be generated by movement of oily water mixtures in the hold. If it is necessary to ballast any cargo hold prior to leaving the discharge port or before commencing tank cleaning, such holds must be filled into the coaming. When it becomes necessary to adjust holds containing ballast, they must be pumped out: • •

only in smooth sea conditions; and in the shortest possible time and if they have yet to be cleaned after oil with the inert gas plant operating.

The avoidance of slack tanks applies equally to clean and dirty ballast. 2.35

SLOP TANKS

Following an oil cargo, particular attention is to be paid to the slop tanks. Either the slops are to be pumped ashore and the tanks cleaned and maintained gas free, or the slops retained on board and the tanks inerted. In the latter case, gas ventilation lines from the lop tanks must be isolated from the main gas ventilation system.

: 02/09/02 : AKS : BST :2 : 29 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 3 3.1

:

Date Prepared Approved Section Page No. Rev

GENERAL

CARGO – RESPONSIBILITIES OF CHIEF OFFICER

The Chief Officer under the direction of the Master is responsible for the safe and efficient execution of all cargo operations. This includes: a) b) c)

i)

Supervision of all cargo operations Supervision and training of all personnel engaged in cargo operations Enforcement of all International, National, Flag Administration, Terminal and Company regulations relating to cargo operations. Ensuring all operations are executed in accordance with applicable legislation and recommended tanker practice so that there is no risk to safety of life or to the marine environment. Preparation of tanks, lines and pumps as required for the grades to be carried. Planning of all cargo operations. Briefing of all personnel involved in an operation and written orders to be given to key personnel. Preparation and maintenance of all cargo records, and the Oil Record Book (operational) Calculations of quantities.

3.2

DUTY OFFICER

d)

e) f) g) h)

The Duty Officer acts under the direction of the Chief Officer and is responsible for all operations Conducted during the assigned period of duty. 3.3

PUMPMAN

The pumpman acts under the supervision and direction of the Chief Officer for both Operational and maintenance duties. 3.4

ACCESS TO VESSEL

A safe means of access is to provided at all times when alongside a terminal, at an SBM, and if required at anchor. A reliable watchman shall be stationed at the access to prevent unauthorized persons coming on board and to ensure that no person boarding infringes the Safety Regulations. A gangway Register shall be maintained throughout the vessel’s stay in port. 3.5

MEANS OF ACCESS SAFETY PRECAUTIONS

A lifebuoy with a line and light attached, is to be kept near the point of access to the vessel so as to be instantly available.

: 02/09/02 : AKS : BST :3 :1 :0

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

During hours of darkness, the means of access to the vessel must be well illuminated. When at anchor, illumination is to be arranged so that ship’s side in the vicinity can be seen from the Navigation Bridge. A safety net is to be rigged at all times. 3.6

ACCESS TO THE VESSEL BY BOAT

When access to the vessel is by boat, a suitable boat-rope is to be rigged just above the water extending at least 30 meters each side of ladder. 3.7

INTOXICATED PERSONS

Refer to the company’s drug and alcohol abuse policy. Any shore person apparently under the influence of alcohol and drugs attempting to board the vessel is to be refused access. 3.8

WARNING NOTICES

Warning notices prohibiting smoking and the use of naked lights shall be conspicuously displayed at the exits from the accommodation area. 3.9

ELECTRICAL EQUIPMENT

The Chief Engineer accompanied by the Electrician shall make a weekly inspection of all electrical fittings on the vessel with special attention to fittings and wiring connections in the cargo area. 3.10

FUSES

If the vessel is fitted with cartridge type safety fuses bare wire must not be wrapped around the exploded cartridges; new cartridges, shall be inserted. 3.11

STORE ROOMS

Electric lights in storerooms and other enclosed spaces are to be switched off immediately after the use. 3.12

PORTABLE ELECTRICAL APPLIANCES

Unless approved for use in dangerous areas, portable radios, portable hand phones, tape recorders, electronic calculations, cameras, and photographic flash units are not permitted on the tank deck or in areas where flammable gas may be encountered.

: 02/09/02 : AKS : BST :3 :2 :0

SAFETY AND QUALITY MANAGEMENT

3

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.13

Date Prepared Approved Section Page No. Rev

PORTABLE TRANSCEIVERS

Only UHF\VHF transceivers on an intrinsically safe type are to be used. Batteries should be changed only in safe space preferably within the accommodation and not on open tank deck. 3.14

TORCHES

Only torches that have been approved by a competent authority for use in flammable atmospheres are to be used. Batteries should be changed only in safe space and not on open tank deck. 3.15

GAS/ OXYGEN DETECTION EQUIPMENT

When the battery compartment of an instrument is opened up the instrument ceases to be safe therefore the battery compartment is only to be opened in a gas free area. 3.16

ILLUMINATION

When at terminal or at anchor, during hours of darkness or times of bad light, the Duty Officer is to ensured that all deck lights are switched on to provide maximum lighting for the working of the ship and safety personnel. 3.17

PORTABLE INSTRUMENTS

The sampling lines for portable instruments are especially constructed and designed for the particular instrument, it is therefore important that the correct line is used with the particular instrument. 3.18

EMERGENCY EQUIPMENT

Emergency equipment must only be used for the purpose for which it is intended. In particular fire hoses must only be used for fire fighting, emergency exercises and training. 3.19

ENCLOSED SPACE ENTRY

No person shall be permitted to enter any cargo tank, cofferdam or double bottom unless a senior officer has passed such compartments as safe for entry. An enclosed space entry permit must be completed in every case. 3.20

PUMPROOM LIFELINES

All vessels are to be equipped with a ring bolt fitted to the Pumproom deckhead to which is attached a block fitted with a 16mm or larger fibre rope complete in a stretcher or rescue harness to be hoisted out of the space. If possible a rescue harness should be permanently rigged in the Pumproom.

: 02/09/02 : AKS : BST :3 :3 :0

SAFETY AND QUALITY MANAGEMENT

4

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.21

Date Prepared Approved Section Page No. Rev

COLD WEATHER PRECAUTIONS a. Ice in pipelines and Fittings Care must be taken to avoid the severe damage, which may be experienced as a result of freezing water in pipelines and fittings. All lines, which have been cleared by water on completion of discharge and/or tank cleaning, are to be drained and valves securely closed. Particular care should be taken of stern loading lines where fitted. In low ambient temperatures where the vessel is discharging thick oil and stoppage is required by either the shore or ship, the lines should be immediately dropped to a tank having a large ullage. Failure to comply with this may lead to oil solidifying in the lines on the discharge side of the pump, if necessary all lines should be stripped dry and returned to a partly full tank. b. Pressure Vacuum Relief Valves Pressure vacuum valves should be checked frequently to ensure that frozen condensate is not affecting the functioning of the valve.

3.22

POLLUTION

It is the policy of the company to concern itself with both the short and long-term effects of its operations on the marine environment and support the measures taken to prevent pollution by the International Convention for the Prevention of Pollution from Ships 1973 as amended by the Protocol of 1978 (MARPOL 73/78) and to fully comply with the requirements of the Annexes as appropriate. 3.23

PRECAUTIONS

All personnel must realize the serious consequences, which may result from the mixture of different grades of oil in the tanks or from the spillage of oil, especially in enclosed spaces. When engaged in any cargo/bunker operation, the precaution detailed in the International Safety Guide for Oil Tankers and Terminals (ISGOTT) must be observed. 3.24

DANGEROUS CONDITIONS

During oil transfer, ballasting, gas freeing and tank cleaning operations the greatest hazard lies with the formation of explosive mixture in enclosed or semi-enclose spaces. The highest degree of vigilance is necessary during these operations. It must be remembered that the hazard will be accentuated in heavy, hot or humid atmosphere. 3.25

PRESSURE IN CARGO TANKS

Serious structural damage can be caused by the creation of pressures or partial vacuum in tanks during cargo operations. Care must be taken to ensure that tanks are adequately

: 02/09/02 : AKS : BST :3 :4 :0

SAFETY AND QUALITY MANAGEMENT

5

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

protected throughout these operations by ensuring that air vents, gas lines are suitably adjusted before commencing operations and that the pressure in the tank is monitored during the operations. 3.26

TRIM AND STABILITY

(Loading Manual stamped and approved by the Administration) In accordance with regulations all vessels are supplied with an approved Loading Manual, which indicated conditions of loading and ballasting with weight distribution structure. The manual details the stress and stability data for the lightship conditions, and various ballast and loaded conditions. The manual also contains full capacity, dead weight, stability, and hydrostatic particulars. All tankers have a tendency to sag in the fully laden condition, and hog in the light condition. If these tendencies are further aggravated by the unsatisfactory distribution of cargo, bunkers or ballast, unnecessary stresses will be put on the structure of the vessel. This effect is cumulative and if made a regular practice can result in structural failure. In order to reduce stresses to a minimum, weight distribution for various conditions of loading as detailed in the manual and verified by the stress and stability indicator are to be followed. 3.27

REMAINING AFLOAT

In some cases vessels are sent to berths where ‘to remain afloat’ they must load or discharge over the tide. It is the Master’s responsibility to ensure that cargo operations are planned and agreed with the terminal, which results in the vessel always remaining safely afloat with adequate underkeel clearance. If necessary the vessel is to be taken off the berth in sufficient time to prevent the vessel touching bottom. Pls. also refer Bridge Management Manual regarding company’s UKC policy. 3.28

SCUPPERS

All overside scuppers holds must be efficiently plugged with mechanical scupper plugs prior to any oil transfer operations. Water must not be allowed to accumulate on the deck. Water should be drained off at frequent intervals to preserve the oil barrier integrity. A responsible person should supervise drainage of water. 3.29

OIL SPILL CLEAN UP EQUIPMENT

It is a requirement for a vessel to carry a sufficient quantity of oil spill clean up equipment in accordance with the SOPEP/SMPEP is to be stored such that it is readily available should an oil spill occur.

: 02/09/02 : AKS : BST :3 :5 :0

SAFETY AND QUALITY MANAGEMENT

6

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.30

Date Prepared Approved Section Page No. Rev

CARGO HANDLING

The Master is to inform the company immediately of any defects, which are beyond the capabilities of the ship staff to remedy. The Chief Officer is responsible for the testing of all cargo lines and valves, vent lines, oil level and temperature monitoring equipment IG pressure and oxygen content monitoring equipment before each cargo is loaded and for making good any defects with the assistance of the Chief Engineer if required. It is the Chief Engineer’s responsibility to test the inert gas and cargo heating system and make good may defect found. High level alarms if fitted should be tested at every loading. 3.31

BLANK FLANGES

During cargo handling operations all pipe connections at manifolds, except those actually in use must be covered by a blank flange with a joint and every hole fitted with a tightened nut and bolt. 3.32

VALVES

The Chief Officer must personally supervise the initial setting of all cargo valves. 3.33

SEA VALVES

The Chief Officer is to satisfy himself that the Pumproom sea valves are properly closed & locked. Pneumatic testing of cargo sea chest valve to be carried out every month. The guidelines detailed in ICS / OCIMF publication “Prevention of Pollution Through Cargo Pumproom Sea Valves” are to be closely followed. 3.34

CARGO VALVES

The proper maintenance of all cargo valves is the responsibility of the Chief Officer, the Chief Engineer is to assist in valve maintenance jobs when required. Close liaison between the Chief Officer and Chief Engineer must be maintained to ensure efficient operation of all valves. 3.35

GAS VALVES

The proper operation of gas valves to prevent abnormally or low high pressure in the cargo tanks whilst loading, discharging or transferring cargo or ballast is the responsibility of the Chief Officer.

: 02/09/02 : AKS : BST :3 :6 :0

7

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.36

Date Prepared Approved Section Page No. Rev

CARGO HEATING VALVES

The responsibility for the correct use of all cargo heating valves lies with the Chief Engineer in close liaison with the Chief Officer who is responsible for monitoring the temperatures during all stages of the voyage. 3.37

VALVE, EXTENDED SPINDLE AND ACTUATOR INSPECTIONS

Frequent inspections of valves should be carried out and the screwed plugs inspection plates should be removed and any deposits found under the gates cleaned out before reassembling. Cargo valve extension rods should be regularly inspected for wear in the way of guide brackets and universal couplings. If any defect is found such that any force required to open or close a stiff valve may break the rod, corrective maintenance should carried out. Cargo valve actuators are to be tested prior to each loading operation and any defect rectified. THE CONSEQUENCES OF BEING UNABLE TO OPEN OR CLOSE A TANK VALVE CAN BE EXTREMELY DANGEROUS. 3.38

HYDROGEN SULPHIDE

Much crude come out of the well with high levels of Hydrogen Sulphide but this level is usually reduced by a stabilization process before the crude oil is delivered to the vessel. However, the amount of stabilization may be temporarily reduced at times and cargo of a particular crude with a Hydrogen Sulphide content higher than normal may be received. Hydrogen Sulphide can also be encountered in other cargoes such as naphtha gas oils and bitumen. The TLV (Threshold Limit Value) of Hydrogen Sulphide is 10 ppm. When atmospheres are encountered with Hydrogen Sulphide at concentrations higher than TLV, suitable respiratory protection shall be worn until the gas concentration is brought below TLV. 3.39

FAMILIARITY WITH CARGO SYSTEMS

Upon joining the vessel, all Officers and Ratings who will be involved with cargo operations are to familiarize themselves with the arrangement, layout and operations of the cargo systems, including any special feature the vessel may have relating to the handling of cargo. 3.40

SAFETY CHECK LISTS AND PROCEDURES

Safety Checklists and operational procedures are to be completed and agreed between the ship and the terminal before any oil transfer operation begins.

: 02/09/02 : AKS : BST :3 :7 :0

8

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.41

Date Prepared Approved Section Page No. Rev

CARGO RECORDS AND REPORTS

Complete and accurate records of all cargo carried shall be maintained by the Chief Officer. Copies of all cargo records, including Bills of Lading, Notice of Readiness, Ullage reports Tank Inspection Certificates and voyage orders shall be filed in voyage order and retained on board. 3.42

INERT GAS – PRESSURE REDUCTION

In vessels fitted with inert gas systems, it is in order to make a timely reduction of pressure for short periods if this is dictated by operational requirements. Such reduction of pressure may be necessary under the following circumstances:a. To meet Shore requirements for: • Physical measurements of ullage and temperature. • Tank inspections • Sampling • Tanking measurements relating to the monitoring of L.O.T. b. To meet vessel operating requirements when remote reading gauging systems are inoperative or not sufficiently accurate and reliable for topping off, draining or gauging tanks. Reduction of pressure to meet shore requirements should be co-ordinated with the Terminal staff to ensure that such operations are conducted safely with minimum delay to cargo operations. Before any venting is undertaken, it must be ascertained that the operation does not contravene any local Regulations. Prior commencement of discharge all cargo tanks should be re-pressurized to ensure there is a positive I.G. pressure within all cargo tanks. 3.43

VALVE LASHINGS

Where it is necessary to isolate valves by lashing them in the shut position to prevent pollution or product contamination, the Chief Officer is responsible for ensuring that this is done. The Chief Officer will prepare clear, written instructions setting out the sequence of removing such lashings at the discharging port. The Duty Officer shall personally supervise the removal of these lashings in accordance with the instructions.

: 02/09/02 : AKS : BST :3 :8 :0

9

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.44

Date Prepared Approved Section Page No. Rev

CARGO WATCH – PERSONNEL ON DUTY

At all times during an oil transfer operations, the Duty Officer and a sufficient number of other personnel shall be on duty on deck or in the Cargo Control Room a necessary to ensure the safety of the operation and the safety of the vessel. 3.45

SEALING THE SEAL

Sea suction valves and on board discharge valves which are connected to the cargo system are to be properly closed and sealed prior to loading cargo and shall remain sealed until all cargo is discharged. The serial numbers of the seals are to be recorded in the Deck Log Book. Should it be necessary to break a seal before all the cargo is discharged, circumstances and reason for the action shall be recorded in the Deck Log Book and independent surveyors notified. 3.46

INSPECTION OF CARGO PUMPS, EQUIPMENT AND SPACES

During cargo operations, a close watch is to be kept on the cargo system to detect leaks or any malfunction. When discharging cargo or ballast, periodic inspections of the cargo pumps are to be made at intervals not exceeding one hour. Particular attention must be paid to pump bearings to ensure that no overheating is occurring Pumproom, Cofferdams and empty tanks shall be inspected as soon as cargo transfer has begun, and at frequent intervals thereafter, to detect possible leakage of cargo into those compartments. When discharging, tanks which have been completed should be checked at frequent intervals to ensure that valves are tight and that no further transfer is taking place. 3.47

HOSE CONNECTIONS

Only approved oil cargo hoses, which conform to recognized standard specifications and which have been inspected and tested by a competent authority are to be used. The terminal staff shall be responsible for shore connections, and the ship’s staff shall be responsible for connections on board the vessel, whether or not the shore staff actually performs the task. Adequate gaskets and bolts shall be used on every hose or loading arm connection to prevent leakage or undue strain at the joint. Suitable clamps or other devices may be used at sea loading terminals or when hose and pipeline flanges do not match, provided the use of such clamps is acceptable to local authorities and does not contravene any flag administration regulations. On vessels carrying refined products or more than one grade of cargo a sign is to hung at each manifold connection indicating the product to be transferred through that connection.

: 02/09/02 : AKS : BST :3 :9 :0

SAFETY AND QUALITY MANAGEMENT

10

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

The Chief Officer or Duty Officer is to supervise the connecting or disconnecting of oil cargo hoses. Cargo hoses shall not be disconnected until tanks have been inspected and passed. 3.48

PETROLEUM INSPECTORS / SURVEYORS

Petroleum Inspectors / Surveyors will be appointed as required to protect the interests of parties concerned. Their duties will include: a) b) c) d) e) f)

3.49

Inspection of ships tanks and lines before loading and after discharging. Sealing of sea valves and overboard discharges. Establishing the quantity and quality of the cargo, water and residues on board. Taking samples from cargo lines, cargo tanks and bunker tanks. Gauging of shore tanks. Observation of the cargo transfer operation. Courteous co-operation is to be extended to all Inspectors and Surveyors.

CARGO TRANSFER COMMUNICATIONS

Before commencing cargo operations, ship and shore must establish a system of communication between the Duty Officer and the responsible person ashore. The selected system together with the necessary information on telephone numbers and/or radio channels should be recorded as agreed on the Ship / Shore Safety Checklist and signed by both ship and shore representatives. 3.50

SIMULTANEOUS HANDLING OF CARGO AND BALLAST

Simultaneous handling of cargo and ballast is prohibited except in vessels with segregated cargo and ballast systems or in an emergency for the safety or life or the safety of the vessel. In such cases every precaution must be taken to prevent pollution of the marine environment. Except as detailed above, no oil transfer operation shall commence until ballast transfer has been completed, sea valves and overboard discharge valves closed and sealed, and the appropriate cargo valves set and secured. Conversely on non-S.B.T. vessels the transfer of ballast is not to be started until cargo transfer is completed and the appropriate valves set and secured. 3.51

SHIP TO SHIP TRANSFER

A frequent requirement of tanker operations is the transfer of cargo from ship to ship or ship to barge either in port or at sea, whilst underway or at anchor. The final responsibility for deciding whether it is safe and practical to carry out such a operation lies with the Master. The guidelines detailed in ICS / OCIMF publication ‘Ship to Ship Transfer Guide’ are to be closely followed.

: 02/09/02 : AKS : BST :3 : 10 :0

SAFETY AND QUALITY MANAGEMENT

11

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.52

Date Prepared Approved Section Page No. Rev

UNFAVOURABLE TRANSFER CONDITIONS

During periods of calm, when wind speeds are below ten knots additional safety precautions shall be taken during the handling of volatile cargoes. Such precaution shall include the monitoring of areas where vapour may accumulate causing an explosive mixture. Should it be found that potentially dangerous concentrations of vapour are building up, the cargo operations should be temporarily terminated or the operational plan adjusted to improve the situation. 3.53

CARGO PUMP EMERGENCY SHUTDOWN

All Officers and ratings who are involved in cargo transfer operations shall be familiar with the cargo pump emergency stop procedure from all control and remote positions. 3.54

CARGO OPERATIONS – CRAFT ALONGSIDE

Vessels or equipment constituting a hazard shall not be permitted to approach or come alongside a vessel, which is carrying out the following operations: a) b) c) d)

Cargo oil transfer Ballast transfer from / to non-segregated tanks Tank-cleaning Gas-freeing

If it is essential that the craft or equipment be allowed alongside all such operations must ceases, all tank openings shall be closed, tank vents shut and pumproom doors closed. Operations shall not be resumed until vessel or equipment has been removed. 3.55

BONDING CABLE / INSULTING FLANGE

A ship / shore bonding cable is not effective as a safety device and may even be dangerous. A ship / shore bonding cable should therefore not be used. To provide protection against arcing during connection and disconnection an Insulation Flange should be installed in the Terminal cargo hose / arm arrangement. 3.56

SUPERSTRUCTURE OPENINGS

During cargo, ballast, tank cleaning or gas freeing operations all openings into the accommodation and machinery spaces must be kept closed. A notice to this effect is to be sited on all access doors to external deck areas.

3.57

NATURAL VENTILLATION SYSTEMS

: 02/09/02 : AKS : BST :3 : 11 :0

12

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

During cargo, ballast, tank cleaning or gas freeing operations natural ventilators into accommodation and machinery space area are to be trimmed to prevent the entry of petroleum gas. If natural ventilators are located so that petroleum gas can enter regardless of direction in which they are trimmed, they are to be covered, plugged or closed. 3.58

AIR CONDITIONING AND MECHANICAL VENTILATION

During cargo ballast, tank cleaning or gas freeing operations intakes of central air conditioning or mechanical ventilation systems are to be adjusted to prevent the entry of petroleum gas, by recirculation of air within the enclosed space. If at any time it is suspected that vapour is being drawn into the systems they shall be shut down or the operation stopped until it is safe to resume. 3.59

PUMPROOM VENTILLATION

At least one hour before personnel are required to enter a cargo pumproom the mechanical ventilation shall be set in operation. Prior to initial entry the atmosphere will be tested and ventilation will be maintained in operation until access to the pumproom is no longer required. 3.60

BREATHING APPARATUS

Throughout cargo, ballast, tank cleaning and gas freeing operations, two breathing apparatus outfits and intrinsically safe portable radios are to be available for immediate use. Personnel are not to enter spaces that are inerted or not gas free or where there may be oxygen deficiency unless properly attended and equipped with breathing apparatus and a lifeline. Hazardous cargo samples must not be stowed in the cargo control room, Chief Officers Office or any position within the accommodation. This practice is unacceptable, even as a temporary measure because:a) Smoking is generally permitted in this area and some samples are highly flammable. b) Unprotected staffs are in the area and some samples may present a considerable safety hazard in being toxic. c) The area is within the main accommodation citadel and safe zone. Samples must always be immediately stowed away in the vessels designated sample locker.

: 02/09/02 : AKS : BST :3 : 12 :0

13

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.61

Date Prepared Approved Section Page No. Rev

TESTING OF FLEXIBLE CARGO HOSES AND CARGO PIPELINES

To comply with United State Coast Guard (USCG) regulations all flexible cargo hose used for the transfer of any oil within US ports must comply with the Code of Federal regulations, Title 33, (CFR 33). The relevant sections are 155.800 Oil Transfer Hose: 154.500 Hose Assemblies: 156.170 Equipment Tests and Inspections: Masters must ensure that their vessels comply with the regulations and test certificates, valid within a twelve-month period are held. Main cargo lines must also be tested to their maximum static test pressure. The date of testing must be entered in the Deck Log Book and also clearly painted on the relevant pipelines. All unused cargo hoses are to be kept blanked when they are in storage. For vessels with destinations in the United States regulation CFR 33, 155.805 must be complied with 3.62

IN PORT WATCH-KEEPING PROCEDURES 1. When loading, discharging, ballasting or tank cleaning in port the Chief Officer will be in overall charge of all operations. 2. In addition there will be an Officer of the Watch who will be in charge of the deck under the instruction and supervision of the Chief Officer. 3. When any of the above operations are being undertaken in port the officer of Watch or Chief Officer must be on deck. 4. When taking over the deck at the commencement of the operations or the commencement of his watch the officer of the Watch should ensure that he is fully conversant with the procedures required during the period of his watch. A written plan of the operation to be undertaken should be at hand for the officers to study and query if in any doubt. 5. The Officer of the Watch should especially check the cargo pipeline arrangement and ensure that it is correctly set for the operation being carried out. 6. Frequent checks of the pumproom must be made, at least every thirty minutes and more often when possible. 7. Ensure that the deck crews are constantly tending the moorings, gangway etc. in seaman like manner and that they are fit for duty. 8. Maintain constant checks on the cargo ullages and record as required. Do not forget to periodically check empty tanks or tanks no longer receiving cargo. 9. Maintain Charter Party discharge rates.

: 02/09/02 : AKS : BST :3 : 13 :0

14

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

10. Ensure that all safety standards are being maintained constantly by crew a visiting shore personnel 11. The Officer of the Watch must satisfy himself that all Fire Fighting Equipment is in constant state of readiness with immediate availability. 12. Keep a constant watch on the weather or any other condition that could materially effect the vessel. (Increasing wind or Sea State thunderstorms in the near vicinity, change of tide etc.) 13. Should the Officer of the Watch be in any doubt whatsoever; he is to clarify the situation with the Chief Officer. The Officer of the watch should not hesitate, if he considers it necessary at any time, to immediately stop the cargo operation, and then inform the Chief Officer or Master. 3.63

US REGULATIONS

The Master of all vessels trading to the United States must ensure that personnel are familiar with the Vessel Response Plans as required by OPA ’90. Notification procedure, drills and training as required therein must be carried out and records maintained for inspection by US Coast Guard.

: 02/09/02 : AKS : BST :3 : 14 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 4 4.1

:

Date Prepared Approved Section Page No. Rev

LOADING

CLASSIFICATION OF PETROLEUM

Generally it is sufficient to group petroleum liquids into two categories entitled non volatile and volatile defined in terms of flashpoints as follows. NON-VOLATILE Flashpoint of 60 degrees centigrade as determined by the closed cup method of testing. Some petroleum liquid in this category are capable of producing an equilibrium gas air mixture within the flammable range when in some part of the normal ambient temperature range, while most of the rest give equilibrium gas / air mixtures above the upper flammable limit at normal ambient temperatures. Examples of the former are jet fuels and kerosene and of the latter gasoline and most crude oils. In practice gasoline and crude oils are frequently handled before equilibrium conditions have been attained and gas / air mixtures in flammable range may be then be present. The choice of 60 degrees centigrade as the flashpoint criterion for the division between nonvolatile and volatile liquids is to some extent arbitrary. Since less stringent precautions are appropriate far non-volatile liquids it is essential that under no circumstances is a liquid capable of giving a flammable gas / air mixture ever inadvertently included in the nonvolatile category. The dividing line must therefore be chosen to make allowance for such factors as the misjudging of the temperature, inaccuracy in the flashpoint measurement and the possibility of minor contamination by more volatile materials. The closed cup flashpoint figure of 60 degrees centigrade makes ample allowance for these factors and is also compatible with the definitions adopted internationally by the International Maritime Organization (IMO) and by a number of regulatory bodies throughout the world. 4.2

DETERMINATION OF GRADES

Before the loading of a cargo is commenced, its grade shall be ascertained and the appropriate loading precautions observed. 4.3

CARGOES PERMITTED

The vessel shall carry only those grades of cargo, which are permitted by the Ship’s Certificate of Inspection or Classification. 4.4

VOYAGE ORDERS

Voyage and cargo instructions will be issued by the Operator and must be acknowledged on the day of receipt. If there is any disagreement with the instructions the Operator and the management are to be advised.

: 02/09/02 : AKS : BST :4 :1 :0

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

4.5

Date Prepared Approved Section Page No. Rev

CARGO PLANNING

When advised of the grades and quantities the Chief Officer is to prepare a cargo stowage plan. The following points are to be taken into consideration: a. b. c. d. e. f. g.

Stresses Trim, list and stability at all stages of the voyage Maximum uplift of grades Deadweight and draft Loading sequence, taking into account number of slack tanks permissible. Any restrictions imposed by local regulations or by status of vessel’s Measures to prevent contamination

If the Operator has suggested a stowage, any difference is to be communicated to Operator and to the Management. When the Cargo Stowage Plan has been established a Cargo Handling Plan is to be devise and the plan is to be discussed and agreed with the Terminal Representative before loading commences. 4.6

CALCULATIONS

When the specific gravity / density of the cargo has been ascertained, the finish ullage of each tank should be calculated so as to bring the ship to the appropriate draft and required trim on completion of loading. Such calculations must allow for the weight of bunkers, fresh water and consumable stores on board. At the time of sail and the daily consumption of these must be considered so that the requirements of the Load Line Regulations will be met when entering the various Seasonal Zones. 4.7

MAXIMUM CARGO

The maximum cargo compatible with the Load Line Rules and the Charter Party must always be loaded. Unnecessary quantities of bunkers and ballast are to be avoided. 4.8

MINIMUM STORES

Minimum quantities of fresh water and stores should be carried to enable maxi dead-weight cargo to be loaded. Frequent checks should be made to accurately assess the weight of consumable stores against the constant in the Builders stability information and any stipulation in the Charter Party.

: 02/09/02 : AKS : BST :4 :2 :0

3

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

4.9

Date Prepared Approved Section Page No. Rev

DENSITY OF WATER

On each occasion of loading the density of seawater is to be established from a sample taken in adequate time before completion of loading. Any necessary allowance should be calculated and its effect allowed for when calculating the completion ullages. 4.10

INSPECTION OF TANKS PRIOR TO LOADING

The Chief Officer is to accompany the appointed surveyors and inspect each tank into which cargo is to be loaded, and agree that the tanks are empty and in a fit condition to receive the grade of cargo in accordance with the Cargo Stowage Plan. The time tanks were inspected is to be recorded in the statement of facts and a Tank Inspection Certificate issued. On vessels with inerted tanks it will not be possible to visually inspect the tanks and they therefore must be checked with a sounding rod and proved dry or on board quantities (OBQ) entered on an Ullage Report before loading commences. Slops are to be measured and the ullage and amount recorded in the Ullage Report before loading commences. 4.11

SEGREGATION OF GRADES

Every care must be taken to avoid admixture of cargoes. Precautions to be taken include: a. Cargo distribution must conform to the limitations of the vessel’s cargo system. Where segregated cargoes are to be loaded the use of tanks served by common lines and pumps should be avoided. In certain vessels this segregation may be achieved by the use of Master valves providing those two valves separation is maintained between grades at all times. b. Certain solvents require more than two valve separation and in these cases blank flanges or special soft seat valves are to be used. c. Tank bulkheads, pipelines and pumps must be tight in keeping with the proposed cargo layout. Specific tests are to be made prior to loading when necessary. d. Tanks, lines and pumps must be thoroughly washed through, drained and in a suitably clean condition for the cargo to be loaded. e. Setting of cargo valves must be carefully controlled and critical valves must be lashed. These lashings must be removed under the direction of the Chief Officer. When vessels are fitted with power operated systems and lashing is impractical. Controls must be labelled or other suitable means adopted to prevent accidental operation.

: 02/09/02 : AKS : BST :4 :3 :0

4

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

f. Pressure / vacuum (P/V) valves must be in good operating condition. g. Deck valve stuffing boxes, tank lids, tank cleaning hatches and ullage cover packing must be in good condition to prevent the ingress of water. Shore hoses and rigid loading arms are to be checked to ensure they are properly connected to the correct ship manifold. 4.12

LOADING OVERALL (OVER THE TOP)

Loading overall is not an approved practice in the crude oil and petroleum tank trades. It is normally only encountered in the specialist liquid trades but only when certain conditions are satisfied. 4.13

LOADING TO DRAFT

When loading a dead-weight cargo, vessels will load to the maximum draft permitted under the International Load Line Regulations. The draft / freeboard to which the regulation apply is the observed draft / freeboard midships, and not a figure obtained by taking the mean of the fore and aft drafts. 4.14

ALLOWANCE FOR EXPANSION

In calculating the ullage to which the tanks are to be loaded, due allowance must be made for temperature increases during the voyage either from climatic conditions or cargo heating. Excessive allowance must be avoided so that cargo is not shut out unnecessarily. Allowing for expansion, a cargo tank should never be loaded beyond 98% of its capacity. 4.15

SLACK TANKS

Slack tanks are to keep to a minimum. Vessels must comply with IMO’s “Intact Stability requirements” on tankers during liquid transfer operations. 4.16

CARGO HEATING AND LOADING TEMPERATURES

Heating coils are to be blown clear and tested prior to loading cargoes which require heating and blown clear prior to loading a product which is not compatible with the heating medium. Any leaks discovered are to be repaired accordingly. Additionally the temperature monitoring equipment is to be tested and calibrated. Cargo is to be heated in accordance with instruction contained in the voyage orders. When a heated cargo is being carried the engine room observations tank is to be closely monitored for indications of leakage in the heating coils. If any such leakage is observed precautions must be taken to prevent the product from reaching the boiler.

: 02/09/02 : AKS : BST :4 :4 :0

5

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

4.17

Date Prepared Approved Section Page No. Rev

CARGO OPERATIONS ORDER BOOK

For the guidance of all personnel involved in cargo operations, the Chief Officer shall issue written instructions in the Cargo Operations Order Book for all operations planned. 4.18

MANIFOLD SIGNS

When loading multi-grade cargoes the Chief Officer is to ensure that signs indicating the correct manifold connection for each grade of cargo are displayed before shore hoses are connected. 4.19

DEPTH OF WATER

Before commencing cargo operations the depth of water alongside shall be checked and cargo operations conducted so that the vessel remains afloat at all times. 4.20

PREPARATION PRIOR TO LOADING

Before commencing loading all items in the ISGOTT Safety Guide Ship / Shore Safety Checklists are to be checked and confirmed. The Chief Officer is to compile a separate Checklist for the ship, which is to detail the following items: a. Pumproom fans operating. b. Pumproom ventilators properly trimmed (where applicable) c. Inert gas system isolated. d. Tank vent valves properly set. e. Cargo valves in pumproom and on deck set. f. Pumproom bilge alarm operative. g. All void spaces including pumprooms, cofferdams, peak tanks checked for leaks or flooding. h. Portable and fixed gas detection equipment tested and ready for use. i. Breathing apparatus tested and ready for use. j. Pumproom safety harness and hoisting line rigged. k. Overboard discharge valve closed and sealed.

: 02/09/02 : AKS : BST :4 :5 :0

6

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

l. Tank lids, tank cleaning hatches, ullage ports closed. m. Cargo loading rates and pressures agreed upon. n. Warning notices posted. o. Red flag and red light exhibited. p. Sea suction valves closed and sealed. q. Cargo hose connection tight, drip trays and scuppers plugged. r. Tanks checked to ensure cargo entering nominated tanks. s. Sufficient personnel on duty. t. Written instructions from the Chief Officer ready by all personnel involved in operation. 4.21

LOADING PROCEDURE

On completion of tank inspection and when the shore hoses are connected the ship valves should be opened in the following order: a. Valves in the pumproom in vessels loading through the pumproom. b. In vessels, which do not load through the pumproom, all pumproom valves are to be shut and secured. c. Master and cross over valves. d. Gas venting valves in the tanks to be loaded. e. P/V valves secured in the open position. f. Tank valves for the initial tanks to be loaded. g. Loading valves at the ship manifold.

Before opening any valves in the pumproom, the sea valves and valves immediately inboard are to be checked to ensure they are tightly closed. When all the valves have been set and all is ready, the signal to begin loading at the agreed initial rate should be given. At this stage check shall be made at the flexible hose coupling, pumprooms and to ensure the oil is entering the correct tanks.

: 02/09/02 : AKS : BST :4 :6 :0

SAFETY AND QUALITY MANAGEMENT

7

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

When the Chief Officer is satisfied that all is in order the loading rate may increased to the maximum agreed. When the oil level in the tanks is approximately 50% a sample should be taken and temperature specific gravity determined. Previous calculations are to be checked any necessary adjustments made to the final ullages. The loading rate is to be monitored by taking hourly ullages and the completion time estimated. To avoid excessive pressure on the flexible hoses and pipelines when changing over from one set of tanks to another, before the change over, the valves to the next set of tanks should be slightly opened. Ensure that they are operating correctly and that oil is actually entering the tank. The loading rate is to be reduced in adequate time prior to reaching the required final ullage and allowance is to be made for any time required by the terminal to stop the oil transfer and any quantities, which will be cleared from the shoreline to the ship. 4.22

MULTIGRADE CARGO

When a vessel is scheduled to load more than one grade of cargo at a terminal, every effort is to be made to handle two or more grades simultaneously thus avoiding time delays. At all times during loading, carriage and discharge of multigrade cargoes there must be a minimum two valve separation and care must be taken to avoid admixture via the inert gas main or common vent lines. 4.23

SAMPLES

In order to detect sources of cargo contamination and for use as evidence in the event of a claim arising from cargo contamination, samples of each cargo carried shall be taken as follows: ALL VESSELS A 1-litre line sample of each grade is to be taken from the shoreline immediately after commencing each grade. CLEAN PETROLEUM PRODUCT VESSELS: In addition to line sample, 1 litre sample is to be taken from each cargo tank approximately 30 minutes after completion. Samples are to be taken at approximately the half depth of the tank.

: 02/09/02 : AKS : BST :4 :7 :0

SAFETY AND QUALITY MANAGEMENT

8

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

DIRTY PETROLEUM PRODUCTS AND CRUDE OIL VESSELS: In additional to line samples, 4 x 1 litre composite samples of each grade carried are to be taken. When the samples are taken, the operation should be witnessed by the attending Surveyor or a Terminal Representative. The sample should be sealed, labeled and retained on board for 6 months after the cargo has been discharged. 4.24

ULLAGING

On completion of loading, the ullage and temperature of each tank loaded is to be taken, water dips made and quantities calculated and detailed in Ullage Report. 4.25

COMPLETION OF LOADING

On completion of loading all cargo valves are to be shut down. 4.26

LOADING LIGHT SPECIFIC GRAVITY CARGOES

When loading light specific gravity cargoes, particularly at high temperatures, capacity may become limiting factor. When a vessel is loading to capacity, all cargo tanks including slop tankers are to be loaded to 98% of their total capacity, calculated for the maximum temperature anticipated on the voyage. 4.27

DEADFREIGHT

If deadfreight is incurred, a deadfreight claim is to be made in accordance with the Owners / Operators requirements. The claim statement is to show full details of calculation. 4.28

PREPARING FOR SEA

Before tank cleaning the Chief Officer personally ensure that all tank lids tank cleaning hatches, ullage and sighting ports are securely battened down and that the P/valves on the cargo tank venting system are properly set.

: 02/09/02 : AKS : BST :4 :8 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 5 5.1

Date Prepared Approved Section Page No. Rev

- DISCHARGING

CARGO HANDLING PLAN

Prior to arrival at the Terminal, the Chief Officer is to prepare a Cargo Handling Plan based on the information available. a. b. c. d. e. f. g. h. i. j. k.

Cargo distribution and quantity to be discharged. Tanks to be discharged. Pumps and lines to be used. Trim and stress Maximum allowable back pressure and equivalent discharging rate. Cow requirements Venting requirement Inert gas requirement Ballasting operations Bunkering and storing operations Deck watch-manning levels

After the Cargo Handling Plan has been agreed with the Terminal Representative all personnel involved in the oil transfer operation are to be briefed and the Chief Officer is to issue detailed written instructions in the Cargo Operations Order Book. 5.2

PRECAUTIONS

Before commencing discharge, all precautions as detailed in the International Safety Guide for oil Tanks and Terminals are to be followed. 5.3

SAFETY CHECK LIST

All items on the ISGOTT Safety Check List are to be checked by the Chief Officer and Terminal Representative. Where a terminal check list encompasses all the items, it may be used in preference. 5.4

ULLAGING / SAMPLING PRIOR TO DISCHARGE

Before discharge of cargo commence, the ullage and temperature of each tank is to be ascertained, water taken with findings paste oil / water interface detector, and the quantities of cargo and water calculated. On vessel’s fitted with remote gauge, both manual ullage and gauge readings are to be taken but only the manual ullages are to be recorded in the Ullage Report. Samples will be taken as required by the Surveyor or Terminal Representative.

: 02/09/02 : AKS : BST :5 :1 :0

Date Prepared Approved Section Page No. Rev

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

5.5

PREPARATION PRIOR TO DISCHARGE a. Pumprooms fans on. b. Blank flanges removed from manifold connections to be used. c. Manifold fire fighting equipment is readiness. d. e. f. g.

5.6

Pollution prevention measures carried out. Cargo pumps ready and emergency stops tested. Inert gas system ready, I.G. entry valves locked open. Cargo tank vents set.

VALVE CHECK

Before lining up for discharge sea valve seals are to be checked and it is to be ascertained that the valves are properly closed. 5.7

SAFETY REQUIREMENTS

Before the shore line is connected to the ship, all precautions against fire and explosions as well as any special precautions deemed necessary by the Master must be initiated. Inert gas must be throughout the discharge. 5.8

OPERATIONAL DISCHARGE

CHECK

IMMEDIATELY

PRIOR

TO

COMMENCING

Immediately prior to commencing discharge, the Chief Officer is to satisfy himself that all safety, pollution prevention and operational requirements are being followed. A full inspection of the tank deck and pumproom is to be made checking all valves. 5.9

RATE OF DISCHARGE

Cargo is to be discharged at the maximum rate attainable. The correct operating speeds and working pressure of the cargo pumps can be ascertained from the Manufacturer’s Operation Manual and instructions for operating the pumps must always be carefully followed. The maximum rate of discharge will be determined in most cases by the ability of the shore to receive the cargo, but occasionally by the pumping capacity of the tanker. In all circumstances it is the duty of the ship’s staff to see that the maximum possible rate is maintained throughout the whole operation without exceeding the maximum back pressure allowed on the ship’s lines or as stipulated by the Terminal Representative. 5.10

SIMULTANEOUS DISCHARGE OF DIFFERENT GRADES

Every endeavor shall be made to discharge two or more grades simultaneous.

: 02/09/02 : AKS : BST :5 :2 :0

3

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

The decision to discharge two or more grades simultaneously rests with the Master is to be guided by the following: a. Receivers of the cargoes to be simultaneously discharged are to be agreeable to operation. b. Two-valve segregation is to be maintained at all times during the operation. Tank valves do not apply with regard to segregation. 5.11

DRAINING AND STRIPPING

On completion of the bulk discharging of cargo or ballast, each tank is to be individually stripped, either by educator or positive displacement pump, until the portable (e.g. MMC) gauge indicates that there is no liquid at the after end of the tank is otherwise known to be well drained. Main cargo pumps with self-priming systems, including Prima-Vac, may be used to strip tanks at the end of discharge. Great care must be taken not to run the main cargo pumps dry. The stripping procedures described in the cargo system instruction manuals are to be followed. On vessels fitted with hydraulic systems and submerged pumps, stripping is achieved with the cargo pumps. Final draining of the tanks is accomplished by careful control of the cargo pump. The pump discharge line is cleared by purging the pump and discharge line with inert gas in the form of nitrogen. Air may be used with certain cargoes of a non volatile nature and which are not static accumulator cargoes. This procedure is described in the pump instruction manual. A list of static accumulator cargoes is contained within ISGOTT. If sediment has not been allowed to accumulate and if the ship is properly trimmed no difficulty should be experienced in draining tanks. In the case of heated cargoes, draining is assisted by maintaining the cargo properly. On completion of discharge of both crude and refined oil cargoes, all lines and tanks are to be stripped as dry as possible to ensure that the maximum amount of cargo is delivered and “in transit” losses are minimized. Line stripping must not be neglected in order to reduce discharge time. 5.12

INSPECTION OF TANKS AFTER DISCHARGE

On completion of discharge, all tanks must be checked by the Chief Officer together with a Terminal Representative/ Surveyor to verify that the tanks are well drained. Ullages and dips of all tanks must be taken on completion of discharge and recorded on the appropriate cargo forms. The result of this inspection including, if necessary, the agreed calculation on the residue on board (ROB) is to be entered on the Tank Inspection Certificate and signed by all parties.

: 02/09/02 : AKS : BST :5 :3 :0

SAFETY AND QUALITY MANAGEMENT

4

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

If there is residue remaining on board and this is unpumpable the Certificate is to be endorsed ‘Residue on board beyond the reach of ship’s pumps’. When a part cargo remains on board for discharge elsewhere, ullages and dips of all tanks must be taken in conjunction with the Terminal Representative, and the quantity that has been discharged calculated. If ballasting of cargo tanks is carried out with cargo on board, ullages of cargo tanks must be taken again after ballasting has been completed. Where, for safety reasons, it is necessary to ship ballast before discharge at a particular port, the tanks, which are to contain ballast, must be inspected before ballasting is commenced. All details of ballast, when carried concurrently with cargo, must be shown on the relevant cargo form. 5.13

OUTTURN

It is appreciated that the shore installation is seldom in a position to confirm quantity of cargo received before the vessel’s departure in which case they should be asked to telex / cable the ship stating the OUTTURN figure. These facts should be noted on the operator’s and charterer’s copy of the discharge record. The residue remaining on board figure is also to be entered on the discharge record. 5.14

PUMP CONTROL

To attain maximum discharge rate, careful of the supply of cargo to the pump is required to ensure that the pump are always working at maximum efficiency. Only sufficient tanks should be fully opened to maintain a full supply of oil to the pumps. As each tank reaches a low level, the suction valves should be progressively closed to maintain a full flow and yet prevent cavitation which could allow gas to enter the pump causing ‘gassing up heating of the pump casing and loss of pumping efficiency. At the same time it will be necessary to crack open a full tank maintain sufficient flow of oil to the pump. This is a continuing process and eventually when the oil level is down to stripping level the suction should be closed and the full tank suction opened. This procedure calls for careful manipulation of the valves and when carrying this on a close watch needs to be maintained on both the pressure and suction gauges. In order to prevent delays in the overall pumping performance, tanks which have been taken down as far as possibly by the main pumps should be stripped back to the slop tanks or after most tanks which will be completed last. In the final stages of discharge, the main pumps should be pumping out the last cargo tank when tanks are stripped dry. Only one main cargo pump should be left on the last tank and level of oil taken down as far as possible by reducing pump RPM and progressively closing the discharge valve to maintain a suitable back pressure.

: 02/09/02 : AKS : BST :5 :4 :0

5

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

In order to achieve a safe and efficient discharge, close co-operation must maintained between the Deck and Engineering Departments. Overspeeding and cutting out of cargo pump turbines, can, and must, be avoided. In this connection a close watch is to be maintained on the tachometers and pressure gauges at all times so that speed of the pumps may be regulated when it becomes necessary. 5.15

CENTRIFUGAL PUMPS

If suction is lost severe damage may occur to pump or turbine, therefore the manufacturer’s standard operating procedure must be observed. As the head on the pump suction falls, severe ‘rattling’ in the pump casing may be experienced sue to cavitation in the pump, aggravated when the level in the tank falls still further by the tendency of the oil to form a vortex at the tank suction. To prevent this occurring there are three possible actions that can be taken and in order of priority these are: a. Reduce the RPM of the pump. b. Crack open a full tank to supply sufficient oil to the pump to prevent cavitation. c. Close in the discharge valve closet to the pump to increase the back pressure. 5.16

RECIPROCATING PUMPS

Precaution must be taken to avoid racing if necessary by slowing the pump. If these pumps are allowed to race considerable damage may occur to the valve seats and valve plates causing unnecessary breakdown and costly delay. 5.17

SCREW PUMPS

Positive displacement screw pumps are self-priming and capable of producing high vacuum. They give a steady flow but are less efficient than reciprocation pumps because of the large areas with running clearance exposed to differential pressure between suction and discharge. Wear increases the clearance with consequent loss of efficiency, especially when handling low viscosity liquids. The prime mover for a screw pump is invariable a diesel engine driving through a gearbox and clutch system. Before clutching in a screw pump the pump shaft is to be turned by hand to ensure free movement of the pump motors. 5.18

PUMP STRAINERS

After each discharge or cleaning operation the pump strainers are to be cleaned. The pumps are never to be run with the strainer baskets removed as this can result in damage to the pump internals.

: 02/09/02 : AKS : BST :5 :5 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 6 6.1

-

Date Prepared Approved Section Page No. Rev

CARGO CARE

CARGO TEMPERATURE

The temperature at which oil cargoes are carried and handled can vary considerably, depending on the surrounding influences and the processes to which the oil has been subjected. Many grades can be loaded and discharged safely and conveniently throughout the range of temperature, which result from processing and storage in various climates, but some grades must be kept within closely defines limits. In the case of low flash point oils, it is desirable to keep the temperature as low as possible, to inhibit the evolution of gas. With oils of high viscosity or high pour point a relatively high temperature is necessary to give acceptable handling characteristics, but this must be kept to a level which does not cause stresses in the ship’s structure, injury to personnel from splash burns or unnecessary loss of high fractions. Where an oil of low flashpoint and also has a high pour point, as in the case of Libyan crude oil, a most careful control of temperature is necessary to achieve the most efficient results. 6.2

CARGO HEATING TEMPERATURE

Details of the loading, carriage and discharge temperatures will normally be given in the voyage orders. Care must be taken to ensure that the cargo is not overheated beyond the specified maximum temperatures. Cargo is not to be loaded or carried at a temperature, which exceeds 65oC. In the event that the cargo temperature is expected to exceed this figure the Company must be advised immediately. When a cargo has to be heated to a temperature higher than its loading the finishing ullages must take account of cargo expansion during the voyage. Many vegetable and animal oils require special consideration when applying heat; e.g. a cargo of Molasses can be damaged by excessively fast application of heat. 6.3

COILS

Heating coils are usually fabricated from stainless steel or Yorkalbro (Aluminum brass). Other copper alloys are also used and occasionally mild steel. The design of an installation of the coils is important to ensure maximum uniform heating of the cargo and prevention of “cold spots”. Ideally the coils should extend out to the extremities of the tank, into tank cargo pump well (if fitted) and not too high above the tank bottom. 6.4

EXAMINATION OF TANKS AND HEATING COILS

The Company policy is that, where possible, all cargo, ballast and void spaces must be internally inspected on a six monthly cycle to establish the condition of steelwork, pipework,

: 23/04/03 : AKS : BST :6 :1 :1

2

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

fittings and coatings or anodes, as applicable. Defects must be reported as early as possible to allow repairs to be costed and schedule. During the above six monthly inspections of cargo tanks any heating coils are to be inspected and tested using either steam or compressed air at their normal working pressure. In addition the heating coils must always be tested before drydock and prior to carrying any heated cargo. 6.4.1 TESTING HEATING COILS 1.

Heating coils should be tested at least twice a year in vessels that are carrying heated cargoes. A careful record should be kept and every effort made to make immediate repairs if leaks or other damage is found.

2.

In vessels carrying heated non-water critical cargoes heating coils must be tested before arrival at the load port(s) by the ship’s staff.

3.

In vessels carrying heated water critical cargoes the heating coil must be treated before arrival at the load port(s) by the ship’s staff and also before loading witnessed by the cargo Surveyor. Ensure that a written report is signed by the Surveyor to the effect that the heating coils are completely tight and suitable for loading of the specific cargo.

4.

It is desirable that all heating coils are tested with steam and not compressed air. The use of steam gives a more realistic test, and is closer to the actual conditions that the coils will be subjected to when in use. On all vessels where cargo-heating coils are fitted the tests will be carried out while steam is passing through the coils. A careful examination will be carried out of all sections especially where the coils pass through the tank deckhead or bulkheads to adjacent tank.

5.

The heating coil return drains at the deck manifold should be carefully examined for any traces of previous cargo that may have entered the coils. Care should be taken if previous cargo was hazardous / toxic. Some cargoes are difficult to detect without test equipment.

6.

The above tests should obviously be carried out after the respective tanks have been washed but even so, gas freeing ventilators should always be rigged and operating to protect personnel from any vapours that may be produced from the coils or leaks.

6.4.2

CARGO HEATING PRECAUTIONS

It is essential that due care is taken with regards to starting up the cargo heating process. Tendency is always hurry up and in the process causing damage to the heating coils and may in worst case scenario result in consequential damage to the Auxiliary boilers. Procedure: 1. Ensure that all steam inlet and outlet valves on the individual deck manifolds for cargo and slop heating of all tanks are kept shut.

: 23/04/03 : AKS : BST :6 :2 :1

SAFETY AND QUALITY MANAGEMENT

3

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

2. 3.

4.

5 6. 7. 8.

Date Prepared Approved Section Page No. Rev

Open the main stream bypass of the cargo heating system normally located right forward on deck. Open the cargo heating steam main valve gradually or if there is a warming up connection than open the warming up valve till such time as the deck heating line is sufficiently warm when the main valve can be gradually fully opened. Once the cargo heating main steam valve is fully open wait till such time as the main return line is sufficiently warm and then can only start opening steam return line valves of the No.1 cargo tanks right forward. Next open very gradually (initially crack and then gradually open fully) steam inlet valve to the first coil only of the No.1 cargo tanks. Do not open steam to any other coil till such time as the return line of the No.1 coils on the deck steam manifold of the tank is warm. It is only after the deck return line on this first coil is hot, should the return and inlet valve of the second set of coils for the No.1 tanks be opened. This process is then repeated with the next set of coils and then the next till such time as all the coils are open proceeding from the forward most tank and sequentially moving aft till the aftermost tank.

The entire process of starting up from the time steam is opened to the first forward coil till the steam for the aftmost coil opened will normally take at least 24 hours or even much much longer. The process if hurried will eventually result in damage to the heating coils inside the tanks owing to water hammer generally with the pipes giving way at the deck penetrations. It is also essential that the filters and steam traps of the individual heating coils are kept clean and are regularly overhauled preferably prior loading any heating cargo.

6.5

HEATING

Heating instructions will be contained in the voyage orders. Cases sometimes arise where cargoes are to be delivered to a separate consignee who may issue heating instructions. Prior to departure from the loading port, the Master is to ensure that clear instructions are received which detail heating requirements, carriage and discharge temperatures. If no instructions are received the Master is to contact the Operator and the Management. If instructions are received requiring the cargo to be heated to temperature above that suitable for the tank coating, the Management is to be advise immediately. 6.5.1 Cargo is only to be heated on instructions from the Company or the vessels Charterers. The Company must approve heating instructions from other sources. Cases have occurred where voyage orders erroneously required cargo heating. In such cases where the Master is in doubt about the validity of cargo heating, the office is to be informed. The Chief Officer is responsible for implementing the instructions for the heating of cargo. The Chief Officer must liase with the Chief Engineer to ensure that the cargo heating system is available to commence heating the cargo at the appropriate time. These Officers must plan the total heating operation to ensure that the specified temperature is reached and maintained with the minimum expenditure of heat energy and to ensure that there is adequate fuel, and where required, boiler water

: 23/04/03 : AKS : BST :6 :3 :1

SAFETY AND QUALITY MANAGEMENT

4

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

for the voyage. The overall plan must also avoid rapid changes of temperature, which may adversely affect the quality of the cargo or unduly stress the ship’s structure. 6.5.2

When putting a steam heating system into operation the piping is to be drained completely, this will require the opening of the drain cock on the exhaust side of each coil or on the deck heater. Steam is then to be applied gradually to avoid a water hammer effect. The drain cocks are to be left open until the water runs clear, to prove that there is no in-tank leakage. If oil leakage is detected then the affected heating coil loop is to be blanked off. Leakage after heating has commenced would be indicated by a heavy consumption of water, or an unexpected increase in a tank volume. Taking water dips can be used to confirm this. Deck mounted heaters must be operated according to the manufacturers instructions.

6.5.3

During loading the cargo temperature is to be checked as soon as possible after loading has commenced. The temperature of the incoming cargo is to be closely monitored to ensure that the cargo is not coming in at a temperature, which could damage the tank coating or possible stress the ship’s structure due to a large temperature differential between the cargo and surrounding sea water.

6.5.4 CARRIAGE The temperature of the cargo is to be maintained as instructed in the voyage orders monitored as detailed in section 4.4. When opening up steam supply to heating coils it should be done gradually to avoid damage by water hammer or too rapid expansion. When heating the cargo during carriage, the maximum increase per day is never to exceed that given in the voyage. On the loaded passage cargo temperatures must be monitored on a twice-daily basis when heating is being applied to the tanks and once per day if the heating is off. The amount of heat applied to individual tanks is to be adjusted as required according to the readings obtained. The Chief Officer is responsible for taking and recording tank temperatures, but all adjustments to the heating system will be the responsibility of the Chief Engineer. 6.5.5 DISCHARGE The fundamental requirement for discharge of heated cargo is to ensure that the ship arrives at the discharging Terminal with the cargo at the required temperature. Unless a very viscous crude oil or fuel oil is carried, the steam to the heating coils should be reduced on each tank at the commencement of discharge of that tank. Failure to carry this out will result in a rapid increase of temperature as the ullage increase, which can results in the cargo pump gassing up.

: 23/04/03 : AKS : BST :6 :4 :1

5

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

If for any reason the discharge has to be temporarily suspended, the manifold valve is to be shut and the top lines dropped back into the tank(s) being discharged. Depending on ambient conditions it may be necessary to re-introduce steam heating to maintain the cargo at the required discharge temperature. Once the level of cargo has dropped below that of the heating coils, the heating should be shut off and the tank stripped dry without delay to prevent the cargo cooling to state where it becomes unpumpable. During discharge, heating is to continue to assist with drainage. The heat supplied to the heating coils is to be reduced as the tank level falls and shut off prior to the coils becoming uncovered. Each tank is to be stripped dry immediately on completion of its bulk discharge before any cooling takes effect. The number of tanks that are to be discharged as a group, is to be limited to the number that can be promptly drained, always taking account of the different cooling effects of the sea on center and wing tanks. Records of the supply and adjustment of heating to the cargo and of all individual tank temperatures taken throughout the voyage are to be recorded. All heating coils and deck heaters must be tested before use, after repairs in three month intervals. The Company must be informed of any deficiencies. Tests must also be carried out when changing from a low flash point cargo, or from a dirty to a clean cargo. 6.5.6 COLD CLIMATE CONDITIONS Some cargoes, which do not require heating in tropical and temperate climates, may require heating in cold climates. Heating instructions would normally be given in the voyage orders but if not, it is recommended that three to four days before arrival, cargo heating is carried out sufficient to ensure maximum outturn at normal discharge rate. The temperature of the cargo should never be raised above the loading temperature. 6.6

HIGH POUR POINT OILS

Some high pour point crude oils coagulate when cooled below 24oC. Certain fuel oils have a pour point of 38oC / 41oC. Heating of these oils must be commenced as soon as the heating coils are covered during loading and must be continued throughout the voyage, ensuring arrival at the discharge port with the cargo within the specified temperature range. On completion of loading, the contents of the deck lines must be drained into a cargo tank to prevent solidification in the cargo lines. Successful discharge of these cargoes is dependent on proper draining of the tanks before the oil cools below its pour point. This will be achieved by stripping individual tanks as soon as possible after the bulk discharge is complete. In any stoppage, which may occur during the discharge, it is essential to drain the ship’s lines down immediately to prevent a blockage forming in the deck lines. On the completion of discharge all deck lines must be properly drained and pumps and bottom lines cleared.

: 23/04/03 : AKS : BST :6 :5 :1

6

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

6.7

Date Prepared Approved Section Page No. Rev

SLOP TANK HEATING

The heating of recovered material in the slop tanks on black oil carriers assists the separation of oil and water. Fuel oils slops may be heated to a temperature not exceeding 60oC but crude oil slops must not be heated above 43oC as severe waxing can occur after cooling from temperatures in excess of that figure. Clean oil slops do not generally required heating. This treatment is most effective if carried out after the decanting of free water. If the slops recovered have a high viscosity, it will be beneficial to apply heat, within the above limits, to render them more fluid at the discharge port. 6.8

SPECIAL CARE REQUIREMENTS FOR CERTAIN CHEMICALS

6.8.1 CARGO PROTECTED BY STABILISING ADDITIVES AND INHIBITORS Certain cargoes may undergo polymerization or decomposition. To prevent this from happening, during the voyage, small amounts of chemical additive or inhibitors may have to be introduced into the tank. Inhibitor certificates should be referred to and Charterers instructions followed. The temperature of such cargoes must be monitored regularly whilst on passage and should temperatures be noted to rise independently then it must be assumed that the process of polymerization has begun and the Company must be advised immediately. Once polymerization has begun it is a rapid self-perpetuating process and can be extremely dangerous structurally. A significant example of such a kind of cargo is Styrene Monomer where the expansion ration is 10 : 1 during the polymerization process.

6.8.2

AGITATION / RE-CIRCULATION

Some chemicals, e.g. Phosphoric Acid, require agitation to prevent separation and different temperature / density layers from forming. Re-circulating through a diffuser is one method of agitating the cargo. 6.8.3 COOLING / REFRIGERATION Cooling, in specialized cases, is required to prevent products from giving-off toxic and flammable vapours. Special care requirements are generally documented in the condition of carriage details contained in the ships Certificate of Fitness and also in the IBC/BCH Codes. The Company and Charterers are to be consulted if additional information is required. 6.9

WATER RESIDUES

All traces of water are to be removed from the cargo tanks and lines prior to loading as heated cargoes may have high sulphur content and any water residue may combine and produce sulphuric acid when can result in corrosion to the ship’s structure.

: 23/04/03 : AKS : BST :6 :6 :1

SAFETY AND QUALITY MANAGEMENT

7

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

6.10

Date Prepared Approved Section Page No. Rev

BUNKERS

The Master is to ensure that sufficient bunkers are on board taking into account the cargo heating required during the voyage. 6.11

OVERHEATING

Overheating of the cargo and rapid changes in temperature are to be avoided as this may damage the cargo, cause dangerous evolution of gas or damage the tank coating. 6.12

UNDERHEATING

There have been instances where vessels have arrived at a discharge port with the cargo underheated, which has resulted, on a subsequent claim from Charterers for a short OUTTURN of cargo due to the alleged inability of the vessel to pump out all the oil contained in the ship’s tank. Other cases have resulted where the vessel has been DL off hire until the cargo has been heated to the required temperature. It is therefore important that the cargo is at the correct temperature port. If for any reason the Master finds that during the voyage he is unable to comply with the charterers’ heating instructions, he must immediately inform the Operator and the Management. 6.13

ECONOMICAL USE OF HEATING SYSTEM

Hot water in heating coils has practically no heating value, so everything possible must be done to avoid condensation in the pipes conveying the steam to the coils. For this reason steam should be maintained at a temperature to avoid condensation when it enters the deck steam line. Economic heating of cargo cannot be carried out unless the deck steam lines to the heating coil manifolds are effectively lagged. Care must be taken to avoid damage to the lagging and if damage does occur it is to be rectified immediately.

: 23/04/03 : AKS : BST :6 :7 :1

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 7 7.1

-

Date Prepared Approved Section Page No. Rev

BALLAST

BALLAST DISTRIBUTION

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 the vessel in the prevailing or expected conditions. In meeting these parameters the vessel must comply, at least, with the requirements of the IMO, Class (especially appendix to Class Certificate) and Port State Authorities. In IMO has adopted Resolution A.868(20) “Guidelines for the procedures that the Company view as the most practical to comply with this IMO Resolution are described in this section, and Masters are to ensure compliance with them. Authorities in Australian, Canadian and US ports among others require ballast water reporting. Ballast operations must always be carried out within the capabilities of the vessel and its systems and if the vessel is unable to follow any of the procedures described below the Company is to be advised. The Master is responsible for ensuring that the vessel is correctly ballasted to meet all conditions anticipated during a ballast or partly loaded voyage and that the minimum draft as stated in the Loading Manual or as required by the Classification Society is maintained. While too much ballast should be avoided, sufficient should be carried to ensure good performance of the vessel at sea and full manoeuvring control when leaving and entering port. Good performance at sea includes reasonable comfort for the personnel and avoidance of the ship’s structure being unduly strained. The ballast disposition recommended in the vessel’s Loading and Stability Manual are to be followed as far as possible and in all cases stress calculations are to be carried out. In non-SBT tankers, ballast should be loaded in coated or cathodically protected tanks only. If, for any reason, the Master finds it necessary to carry ballast in unprotected tanks a brief report giving the reasons for so doing should be made. 7.2

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 section including IMO Guidelines. 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 the procedures being adopted on board.

: 02/09/02 : AKS :BST :7 :1 :0

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

7.3

Date Prepared Approved Section Page No. Rev

PLANNING OF THE BALLAST OPERATIONS

Ballast operations are always to be planned in advance by the Chief Officer and entered on the Cargo Operation Plan. The plan is to be approved by the Master prior to commencing the operation. In port, the plan must be discussed and agreed with the terminal personnel. Each vessel must produce a standard plan for a complete change of ballast. 7.4

RECORDS AND REPORTING

When taking on ballast waters, the date and time of commencement and completion of the ballast operation, ship’s position, salinity (specific gravity) and amount of ballast water taken onboard must be recorded in the Ship’s Deck Log Book. A report in the format shown in the appendix to IMO Guidelines must be completed by the Master and made available to the Port State Authority on request. Analysis certificates, ballast reports and shore receipts must always be kept on board in a separate file. On tankers, any ballasting or deballasting of cargo tanks are to be recorded, and shore receipts kept in the Oil Record Book Part II or Cargo Record Book (NLS) as required by Annex I and II of MARPOL 73/78. When the Port State Authority water ballast control requirements (e.g. exchange of ballast at sea) cannot be met during the voyage due to weather condition, operational impracticability, etc, the Master must report the fact to the Company and the prospective Port State Authority prior to entering its national waters (economical zone), so that appropriate alternative action can be arranged. 7.5

CONTROLS APPLIED BY PORT STATE AUTHORITIES

The Master is to check in advance with the local agent, and the latest Port Guide, for any information on ballast water sediment discharge procedures, being applied by the State Authorities at an expected port of call. Theses procedures may include, but not limited, the following control actions: •

The non-release of ballast water;

•

Ballast water exchange and sediment removal at sea or in acceptable areas;

•

Ballast water management practices aimed at minimising the uptake of contaminated water in ballasting and deballasting operations;

•

Discharge of ballast water into shore facilities.

Failure to comply with national requirements may lead to unnecessary delays for the ship. In some cases penalties may be applied by Ports State Authorities. The vessel may be required

: 02/09/02 : AKS :BST :7 :2 :0

3

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

to proceed to an approved location to carry out the necessary exchange, seal the ballast tanks against discharge in the Port State’s waters, pump the ballast water to shore reception facilities, or prove, by laboratory analysis, that the ballast water is acceptable. 7.6

CONSIDERATION FOR BALLAST CONDITIONS

In determining the correct disposition of the water ballast, the following is to be considered: a. Distribution of ballast is to be in accordance with recommendations detailed in the ship’s concentrations of loads either amidships or at the ends. This applies not only during the voyage but also during the loading and discharging of ballast water. b. Reduction of vibration. c. Permit rapid discharge at the loading port. d. Have sufficient draft for safe manoeuvring. e. Provide the most efficient draft and trim for the most cost effective speed / consumption. f. Sufficient trim for effective stripping for any tanks to be washed. 7.7

LOADING OF BALLAST WATER

When loading ballast every effort is to be made to ensure only clean ballast is being taken onboard and the intake of sediment is minimized. Where practicable vessels are to avoid taking on ballast water on shallow water areas or in the vicinity of dredging operations. Vessels must not ballast if at all practicable in areas where there is a known outbreak of water communicable diseases or where phytoplankton blooms are occurring. It is recognized however, that when vessels trade to river or estuary ports, intake of some silts and sediments is unavoidable. In such situations the amount of silt taken on board can often be substantially reduced by planning to ballast on the flood tide when the suspended silt levels are normally lower. Vessels taking on ballast in river or estuary waters or any other areas where the purity of the water is in doubt, including areas of portable contamination from chemicals, disease, pathogens etc. must follow the control procedures as described below. When segregated ballast has been loaded in stilted or otherwise polluted water, the ballast is to be changed as soon as possible after leaving that port. It is also essential that this is carried out to prevent the build up of mud in ballast tanks which may reduce the vessels cargo lifting capacity.

: 02/09/02 : AKS :BST :7 :3 :0

SAFETY AND QUALITY MANAGEMENT

4

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Whenever possible the initial filling of the ballast tanks should be running in from the sea by gravity in preference to pumping in. In general, segregated ballast tanks are to be filled to 100% capacity but not be overflowed. 7.7.1 DISCHARGE OF BALLAST WATER No ballast is to be discharged in the continental shelf, coastal or port waters where ballast water and sediment control measures are being applied by State Authorities, the ballast water and sediment control procedures have been followed, or acceptable alternatives have been adopted. The effectiveness of the vessels procedures may be verified by Port State Authorities taking samples of ballast water and/or sediments from the vessel, to test for the continued survival of unwanted aquatic organisms and pathogens. Such samples may also be taken from suction wells, chain lockers and other areas of such samples is completed. The Master is to ensure that relevant written authorization is obtained from the Port Authority prior to discharging any ballast to coastal waters of any country that exercises ballast control measures. Shortly after commencement and during discharge of any ballast overboard the surface of the sea is to be checked frequently to guard against accidental pollution. Whenever possible, initial deballasting of SBT is to be by gravity in preference to pumping out. 7.7.2 BALLASTING OF CARGO TANKS In non-SBT (Conventional) tankers, and for SBT tankers in some instances for heavy weather, 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 or approved ship’s Loading Manual, Trim and Stability Book or Dedicated CBT Operations Manual. 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 the thoroughly drained of cargo and the tanks crude oil washed, if applicable, before loading of ballast water.

•

The cargo tanks venting system must be correctly set up for the required operation.

•

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.

: 02/09/02 : AKS :BST :7 :4 :0

SAFETY AND QUALITY MANAGEMENT

5

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

•

Date Prepared Approved Section Page No. Rev

The overside area is to be observed during each opening of sea valves.

Clean ballast is to be loaded and dirty ballast discharged as soon as the voyage circumstances permit. On vessel 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. 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.

7.7.3 HEAVY WEATHER BALLAST Additional ballast to meet the requirement of heavy weather is to be taken whenever the Master considers it necessary. Should additional ballast be required because of severe weather conditions, particular attention shall be given to avoiding slack tanks and to minimise longitudinal stresses. 7.7.4 TRANSFERRING BALLAST When tank cleaning, transferring or discharging ballast, care must be taken to ensure that the stress imposed on the ship’s structure remains within prescribed limits. 7.8

BALLASTING WATER EXCHANGE AND SEDIMENT REMOVAL

The most realistic and practical method for the control of transportation of marine organisms and to control sediments, is to exchange ballast water in deep ocean or open sea areas. This will limit the probability that fresh water or coastal species will be transferred in the ballast water. The responsibility for deciding on such action rests with the Master. The Master must contact the Port State Authority of his next port via the agents and determine if special control actions are required. The exchange is to be conducted in water depths greater than 2000 metres, or in those cases where this is not possible, exchange of ballast water is to be made will clear of coastal and estuary influences. Draining of each tank is to be done until pump suction is lost. This will minimize the likelihood of residual organism survival. The tank is then to be flushed over the bottoms by refilling (if possible – by gravity) to approx. 0.5 metre depth, twice, each time followed by complete draining until pump suction is lost. The tank is then to be refilled. The effectiveness of this flushing can be increased if the vessel is on a course that causes the vessel to roll slightly, however, the vessel must not deviate greater than 15o from the intended voyage course during the time of flushing.

: 02/09/02 : AKS :BST :7 :5 :0

6

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

When heavy sedimentation is observed after visual inspection, then manual sediment removal may be undertaken. Tanks shall be inspected visually for sediment build up at least once every three months wherever practical, and sediment build up recorded on the tank condition report, which is to be forwarded to the Company. 7.8.1

FLOW THROUGH EXCHANGES

When a vessel cannot conduct a complete ballast change, a “flow through” (through ballast tank vents) exchange of ballast water may be an acceptable alternative for some tanks, however, it has little effect on sediment control. Due to the risk of building up the pressure in ballast tanks, and the possibility of damage to vent heads, screens, etc. this procedure would require Administration (Classification) approval and must not be attempted without prior special considerations and authority of the Company. Modification of tank venting arrangements may be necessary to avoid damage to the vent heads and screens.

7.8.2 EXCHANGE OF BALLAST WATER IN CARGO TANKS Generally non SBT tankers are designed to discharge dirty ballast and load clean ballast simultaneously, and the stability and stresses involved are designed to be within limits, if the operation is carried out as per vessel’s loading manual. In some instances however the pipeline/valve system design does not allow simultaneous ballasting and deballasting of tanks and it will be necessary to carry out these operations alternatively. It is important that all persons are warned of the increased draft that can occur in these circumstances on what is otherwise regarded as a ballast passage. Clean ballast tanks will have undergone the process of tank cleaning. The process is considered sufficient to satisfy the sediment control procedures (tank bottom flushing). If, however heavy sedimentation is observed after visual inspection then manual sediment removal may be undertaken. Before loading clean ballast, the relevant tanks, lines and pumps are to be properly washed and drained. The responsible officer is to ensure all valves are correctly set, prior to the commencement of loading clean ballast into a tank. Soon after commencement the surface of the water in the tank(s) must be visually observed or a sample drawn from the tank, to ensure that the clean ballast is not oil contaminated. Dirty ballast is to be processed and discharged in accordance with the current editions of “Clean Seas for Oil Tankers” and the MARPOL 73/78 Annex I and II regulations. The discharge of ballast from cargo tanks whether dirty or clean is to be carried out with the Oil Discharge Monitoring Equipment (O.D.M.E.) in operation. During the discharge of dirty

: 02/09/02 : AKS :BST :7 :6 :0

7

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

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 sea via the O.D.M.E. and on completion any lines used are to be stripped into the primary slop tanks. 7.9

OPERATION OF SEA VALVES WHEN BALLASTING CARGO TANKS

To prevent oil from leaking overboard by way of the sea suction. When commencing to take ballast – pumproom, line and tank valves are to be properly set, and the pumps are to be run at minimum speed to establish a vacuum on the sea line before the sea valves are opened. In order to establish this initial vacuum on the sea line in Vessels fitted with centrifugal cargo pumps, it is necessary to use the stripping pump in the vapour line of the main cargo pump unless a gauge indicates that a vacuum exists. Reference is to be made to ICS / OCIMF publication ‘Prevention of Pollution through Pumproom Sea Valves’. 7.10

BALLAST – SAILING

Delays must be avoided whenever possible and on completion of discharge the ship is to vacate the berth without delay. The quantity of water ballast taken alongside should the minimum required either to enable the ship to proceed to a safe anchorage where balance can be loaded, or should no anchorage be available, to enable the vessel proceed in safety while completing ballasting en route. The quantity of ballast taken at the berth is dependent on prevailing conditions, and is at the discretion of the Master. 7.11

BALLAST – ARRIVAL

The total quantity of ballast on board should be the minimum necessary to ensure safe handling and navigation in the prevailing conditions and to comply with local regulations and Terminal requirements. Subject to the requirements of MARPOL Annex 1 the vessel must endeavour to arrive at loading terminals with clean ballast on board unless otherwise instructed by the Operator / Charterers. 7.12

BALLAST ON DRY-DOCKING

The Management will give guidance as to the trim and draught requirements for entering dry dock. The docking conditions contained in the vessel’s approved Loading and Stability Manual should form the basis of the dry-docking pattern.

: 02/09/02 : AKS :BST :7 :7 :0

8

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

The disposition and quantity of all ballast, bunkers and fresh water on board at the time of taking the blocks is to be recorded in the Deck Log Book. 7.13

DISCHARGE OF BALLAST WATER

No ballast is to be discharged in the continental shelf, coastal or port waters where ballast water and sediment control measures are being applied by State Authorities, the ballast water and sediment control procedures have been followed, or acceptable alternatives have been adopted. The effectiveness of the vessels procedures may be verified by Port State Authorities taking samples of ballast water and/or sediments from the vessel, to test for the continued survival of unwanted aquatic organisms and pathogens. Such samples may also be taken from suction wells, chain lockers and other areas where sediment may accumulate. In certain cases discharge of ballast will not be permitted until analysis of such samples is completed. The Master is to ensure that relevant written authorization is obtained from the Port Authority prior to discharging any ballast to coastal waters of any country that exercises ballast control measures. Shortly after commencement and during discharge of any ballast overboard the surface of the sea is to be checked frequently to guard against accidental pollution. Whenever possible, initial deballasting of SBT is to be gravity in preference to pumping out. 7.13.1 DEBALLASTING OF CARGO TANKS In some cases the discharge of ballast would be made concurrently with the loading of cargo in other groups of tanks. In such cases double valve separation shall be maintained between the cargo being loaded and the ballast discharge. All valves necessary to maintain this separation shall be positively verified to be tight, prior to arrival at loading port. All lines must also be in good condition and free from leakage. The discharge of clean ballast from cargo tanks overboard is to be carried out with the O.D.M.E. in operation and all details of such operations are to be entered in the Oil Record Book Part II. Before discharging any clean ballast, the surface of the water in cargo tanks must be examined visually, or by taking surface samples. This is to detect the presence of any oil, and if oil contamination is discovered it, must be treated as dirty ballast. These checks are also to be made well before arrival at the loading port, in order to avoid substantial delays and costs that might occur. In particular the vessel may not be allowed to deballast and will be liable to large fines. A small quantity of ballast is to be discharged prior to arrival to verify the cleanliness of lines and pumps. The discharge of clean ballast must use the same lines and pump throughout from the commencement of deballasting. If other pumps (i.e. stripping) are necessary to drain tanks, then the pump shall be discharging slowly throughout the deballasting.

: 02/09/02 : AKS :BST :7 :8 :0

SAFETY AND QUALITY MANAGEMENT

9

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

7.13.2 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: •

•

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: -

All cargo system valves that isolate the cargo being loaded, from the ballast being discharged shall be pressure tested and verified tight.

-

Two valves separation between cargo and ballast is to be maintained. In most cases this will require careful planning of the loading and deballasting operation to ensure, the requirement is met.

-

The spool piece is to be removed and pipes blanked immediately on completion of the deballasting operation.

Load ballast in cargo tanks and discharge all ballast tank water in deep ocean areas prior to arrival, with particular reference to Company approval, if tanks not normally designated for ballast water are to be used. Two valves separation is to be maintained between the tanks being loaded and deballasted. These valves are to be tested and verified prior to the operation.

7.13.3 SAMPLE ANALYSIS CERTIFICATE Vessels may avoid ballast changing in some circumstances by having their ballast water or harbour source samples analysed by a laboratory at the departure port. Where the analysis shows the ballast or sediment to be free from unwanted aquatic organisms or pathogens an analysis certificate is to be provided by the Master to the Port State of arrival. This must be carried out by fax several days prior to arrival in case the analysis is rejected, so that the ballast change procedures can be applied prior to arrival. 7.14

MANUAL REMOVAL OF SOLID ELEMENTS

Care is to be taken when manually removing sediments while the ship is in port or in continental shelf waters, to ensure sediments are not discharged into these waters. Sediments must be disposed of ashore and processed according to the local requirements. A log book entry is to be made and receipts obtained.

: 02/09/02 : AKS :BST :7 :9 :0

SAFETY AND QUALITY MANAGEMENT

10

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

This part applies to solid sediment discharges, and does not affect sediments that can be removed from the chain locker or wells by hand hosing. 7.15

BALLAST OPERATION PRECAUTIONS

7.15.1 PERSONNEL SAFETY If tank entry is required to affect the taking of samples, carrying out a ballast tank inspection, or for manually removing solid sediments, then all the safety precautions and “Entry into Enclosed Space” Entry Permit Form requirements must be complied with. 7.15.2 SHIP’S SAFETY When planning and carrying out operations with ballast waters, the following factors must be taken into account: •

Shear Force and Bending Moment

•

Stability and Free Surface Effect

•

Slack Tanks

•

Torsion Loads

•

Draft and Trim of the Vessel

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. 7.15.3 BALLAST TANK’S VENTING SYSTEM If it 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 the operation to confirm that the tanks are venting freely. Improperly set ballast vents can result in severe structural damage to the vessel. Vent 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 icing can block tank vents. During ballast operations in such conditions,

: 02/09/02 : AKS :BST :7 : 10 :0

11

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

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. 7.15.4 PUMPING LIMITATION During pumping of ballast care must be taken not to operate the pumps above the maximum safe rate. In this respect the ballast pump capacity must be borne in mind with respect to the maximum ballasting rate of any given tank or sets of tanks. When ballasting at sea in heavy weather, there is a significant risk to personnel on deck and it may be more prudent to “run in” the ballast by gravity to a number of tanks. 7.16

CATHODIC PROTECTION

Uncoated clean ballast tanks have a sacrificial zinc anode system fitted to protect the entire tank structure. Uncoated dirty ballast tanks have a sacrificial zinc anode system fitted to protect the bottom shell plating only to guard against pitting. CBT product carriers with coated tanks have anodes fitted in designated ballast tanks, sufficient only to protect the tank coatings and the underlying steel in the event of a coating breakdown. Care must be taken to avoid over protection in the tanks as this can lead to coating breakdown. It is important that ballast is loaded into protected tanks only, and any deviation from this requirement in order to affect ballast control procedures must received approval from the Company. If loading ballast into tanks fitted with cathodic protection in a freshwater river or estuary it is also important to change the ballast at sea as soon as practical in order to achieve the full effect of the cathodic protection system.

: 02/09/02 : AKS :BST :7 : 11 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 8

:

Date Prepared Approved Section Page No. Rev

TANK CLEANING

Tank cleaning instructions for vessels on time charter will come from the Charterers. Tank cleaning instruction for vessels on voyage charter will normally be taken from the industry guides provided on board and requested from company if required. Any specific tank cleaning instructions contained in a Charter Party must be strictly adhered to unless those instructions are likely to pose a threat to the ship’s safety or the environment. In this case the Company must be consulted immediately. Notwithstanding any of the above, if in doubt, the Company is to be advised. 8.1

SAFETY

These instructions are to be read in conjunction with the relevant documents relating to tank cleaning, and where applicable inerting, listed in the Publications Index. It is the Policy of the Company that ships fitted with inert gas systems are to operate the system during tank washing operations. Vessels not fitted with inert gas must tank clean according to the guidelines contained in the current edition of the ISGOTT guide. NB It must be noted that the over-rich method of tank cleaning is no longer acceptable and must not be used. Tank cleaning is carried out using portable or fixed tank washing machines or occasionally a combination of both. Crude oil ships and product carriers capable of carrying black oils may be fitted with high capacity fixed machines whose arc of operations may be programmable in the vertical plane. Because of the high capacity of these machines, care is to be taken to avoid coating damage by excessively long washing programs. Some ships are provided with a full set of portable machines. In the case of ships with fixed machines these portable machines may be used to supplement the coverage provided by the fixed machines. The safety procedures to be followed during tank cleaning operations are detailed in the International Oil Tanker and Terminal Safety Guide. On vessels fitted with an inert gas system, tank cleaning shall always be conducted with the tanks in an inert condition. On vessels without an inert gas system, tank cleaning is only to be carried out according to the guidelines in the current edition of the ISGOTT Guide. TANK CLEANING IS NEVER TO BE CARRIED OUT IN AN OVER RICH ATMOSPHERE.

: 02/09/02 : AKS : BST :8 :1 :0

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

8.2

Date Prepared Approved Section Page No. Rev

RESPONSIBILITY

The Chief Officer is responsible to the Master for the supervision of the tank cleaning and gas freeing operation and for ensuring the safe preparation of the cargo tanks, lines, pumps and vents in readiness for the cargo(s) to be loaded. The Chief Officer is responsible for the maintenance of all tank cleaning and gas freeing equipment. 8.3

REASONS FOR CLEANING

Cargo tanks are to be cleaned for the following reasons: a) b) c) d) e)

Meet clean ballast requirements. Meet cargo requirements. Gas free for sludge removal. Gas free for maintenance, repairs or inspection. Gas free for dry dock.

Whilst it is necessary to clean for these reasons, excessive and unnecessary tank cleaning must be avoided. Excessive tank cleaning leads to accelerated corrosion and is a waste of fuel and manpower resources. Vessels engaged in the Crude and Dirty Petroleum Products trades should not tank clean in anticipation of a change of trade until orders are received to this effect. 8.3.1

TANK CLEANING PLAN

Prior to commencing any tank cleaning a written plan must be produced by the Chief Officer, in consultation with the Chief Engineer, and approved by the Master. The plan is to include, but not to limited to the following:•

Full details of the tanks to be cleaned

•

The positioning of machines and the proposed time scheduled.

•

Details of pumps required.

•

Intended ballast changes and time schedule in relation to the cleaning program.

•

Stability during cleaning the programme before, during and after any ballast changes.

•

Line washing plan.

•

Watches and duties of personnel involved in the operation.

: 02/09/02 : AKS : BST :8 :2 :0

SAFETY AND QUALITY MANAGEMENT

3

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

• 8.3.2

Date Prepared Approved Section Page No. Rev

Instructions to cleaning personnel. PREPARATION OF TANKS IN CLEAN PRODUCT CARRIERS

The products carried on this type of ship range from those that are very light volatile oils, to gas oils and lubricating oils which are not volatile, but that may be greasy. Provided coatings are in good condition, adhesion of most types of clean oil is reduced, which automatically reduces the amount of washing required. A good stern trim and efficient equipment are essential and, provided a tank is effectively drained prior to the starting tank cleaning machines, a wash cycle with one or two machines is frequently sufficient to establish the required standard of cleanliness. On sailing from the discharge port, unless otherwise instructed, the vessel is to clean all tanks on the assumption that the next cargo may be incompatible with the last cargo. If valve / pipework repairs or coating maintenance is required then the tanks must also be gas freed. Any scale deposits must be removed. In coated tanks it has been established that cold water washing is sufficiently effective to prepare for all grades, except following the carriage of the heavier lubricating oils. Cold water is therefore to be used unless there are special circumstances that require the use of hot water. The use of hot water expedites tank cleaning and gas freeing after clean oil cargoes. It removes greasy films more quickly and by raising the temperature of the tank atmosphere, releases gas and accelerates ventilation. Hot washing is to be used mainly for drydocking or repairs or whenever a special degree of cleaning is required, and when necessary to avoid operational delay. When the ship is cleaning for drydock repairs, all tanks, lines and pumps, together with any pipework or tanks associated with a self priming system must be thoroughly washed with hot water to remove all traces of cargo residues and then gas freed. Pumproom bilges and cofferdams must also be thoroughly washed and gas freed. Whenever there is persistent oil in these compartments, they must be washed into a shore facility slop tank line or sump. 8.3.3

AFTER BLACK OIL CARGOES

These cargoes range from dirty gas oils to heavy fuel oils and the degree of cleaning will vary considerably with the grade to be loaded and the grades previously carried. The cargoes under this heading are all known as persistent oils, the discharge of which is prohibited at sea, and residues must be retained for discharge ashore or kept segregated on board. As with clean products, it is necessary to clean the type of vessel on the assumption that the next cargo or grade will be incompatible with that previously carried unless instructed otherwise. Every opportunity is to be taken to carry out valve and/or coating repairs. Heavy fuels leave residues on tank bottoms and the structure at low temperatures and these can cause serious contamination of lighter fuels and gas oils. When washing such tanks, the

: 02/09/02 : AKS : BST :8 :3 :0

4

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

machines are to be sighted to ensure the best coverage of the whole of the tank structure. Washing must be continued until the required state of cleanliness is achieved. The tank bottom will always require special attention particularly after carrying waxy fuels at low temperature. When the ship is being cleaned for drydock repairs, all tanks, lines and pumps must be thoroughly washed with hot water and gas freed until all oil and gas has been removed. Pumproom bilges and cofferdams must be thoroughly washed and made gas free. All vapour lines must be well ventilated to ensure they are gas free. Vessels engaged in carrying Orimulsion will normally, prior to cleaning for drydock or repairs, carry a buffer cargo of fuel oil, due to the high level of slops generated when washing Orimulsion.

8.3.4

AFTER CRUDE OIL

All crude oils are classed as persistent oils. Depending on the type of crude carried, varying amounts of sediment will be left on tank bottoms and the tank structure. Generally crude Oil Washing during discharge will reduce the amount of sediments left in tanks. Cleaning of tanks that have contained crude oil is not critical from the compatibility point of view. In respect of clean ballast it is essential that the required tanks are cleaned properly. Periodical cleaning will also be required for drydock or ballast passage repairs whilst the vessel is in service. The use of hot water in washing must be carefully assessed, as while the flow of residues is improved with heat, the same heat will also wash the lighter fractions out of sediments and leave waxy deposits behind. Slop tanks are to be included in the ongoing washing program. Crude oil contains volatile components and thorough ventilation is necessary to render compartments gas free. Gas can be entrained in residual sediments and scale, and when these are disturbed during removal by hand, continuous ventilation must be provided. The tank atmosphere must be monitored frequently with an explosimeter. 8.4

TEMPERATURE OF TANK CLEANING WASH WATER

To keep down corrosion and reduce the possibility of static generation tanks should be washed with ambient temperature water. The decision as to whether to use hot or cold wash water will depend upon the grade or cargo that has been discharged and the grade of cargo to be loaded. Should it be necessary to tank clean with hot water, either as preparation for particular cargo, or to remove exceptionally heavy wax deposits or sludge, a constant temperature of 700C will give the best results providing this temperature will not damage any tank coating.

: 02/09/02 : AKS : BST :8 :4 :0

SAFETY AND QUALITY MANAGEMENT

5

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

8.5

Date Prepared Approved Section Page No. Rev

PRESSURE OF TANK CLEANING WASH WATER

Efficient tank cleaning can only be achieved by the use of high-powered water jet hitting the tank structure. The use of chemicals and/or hot water may assist this operation but the main criteria is always the action of the high powered jet. It is therefore essential to ensure that the water pressure is adequate and a press of 10 bar should be maintained during tank cleaning wash cycles. The time cycle of a washing machine varies in proportion to the pressure and it can therefore be seen the higher the pressure the shorter will be the time required to complete a full washing cycle. Manufacturers instructions and cycle charts should always be consulted and the maximum pressure aimed for. The total throughout of all washing machines in use is to be governed by the vessels stripping capacity for the tank being washed. 8.6

LINE WASHING

As part of any tank-cleaning program it is essential that all residues of the previous cargo or grade are also removed from all affected pipelines, separators, strainers, pumps and other places where they may collect. Lines must be washed into a dirty tank immediately prior to loading clean ballast, and after discharge of dirty ballast and tank cleaning. Lines are washed by pumping clean water through them in a systematic way to ensure that all parts of the cargo system are attended to. It is important that a full flow is established throughout each part of the system including all cargo pipelines and pumps. The line washing program will be included in the Tank Cleaning Plan, produced by the Chief Officer. 8.7

WASHING COATED TANKS

When tank cleaning in vessels with coated tanks the temperature of the washing water must not exceed 70oC or the paint manufacturers guidelines as damage to the coatings may result. 8.8

SAFETY DURING TANK CLEANING

Tank cleaning is a hazardous operation, which requires an increased level of safety awareness. Additional safety precautions must include, but not limited to the following:•

Smoking regulations must be in force as for a load or discharge port.

•

All doors and windows kept closed.

•

Air conditioning must be on full recirculation.

: 02/09/02 : AKS : BST :8 :5 :0

SAFETY AND QUALITY MANAGEMENT

6

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

•

No unauthorized personnel allowed on deck.

•

Other requirements as per the current edition of the ISGOTT guide.

8.9

Date Prepared Approved Section Page No. Rev

TANK CLEANING MACHINES

Tank cleaning machines are to be properly maintained by the Deck Department. Repairs and maintenance are to be carried out in accordance with Manufacturer’s instructions. 8.10

TANK CLEANING HOSES

Tank cleaning hoses are to be checked with an AVO-meter for electrical continuity before each tank cleaning operation. Hoses must be dry when tested. Readings should be below 50 ohms / 15 meters. If the reading is above this figure or the bonding is suspect, a bonding wire should be fitted and the hose retested. No hose is to be used if the reading is above the 50 ohms / 15 meters figure. All portable hoses to be used with portable tank cleaning machines must be tested in a dry condition for electrical continuity prior to the operation and must not be used if the resistance exceeds 6 ohms per metre length. 8.11

GAS FREEING FANS

Portable gas freeing fans are provided on all vessels. compressed air, steam or water.

These fans may be driven by

These portable fans fit the Butterworth opening and may be used in either a supply or extraction mode. 8.12

INERT GAS VENTING

In vessels fitted with flue gas inert gas system, the two supply fans can be changed to supply fresh air through the inert gas piping system. When gas freeing with this equipment care must be taken. Ensure that the tank and main cargo lines are properly drained and that the level of any liquid that may remain in the tank is below the main suction. The manufacturer’s operating instructions are to be closely followed at all times when using the equipment. 8.13

TANK CLEANING FOR DRY DOCK

On completion of discharge all bottom lines should be flushed through to wash out each section of pipeline. Sufficient water should be introduced into each tank in order to completely clean the cargo lines and flush the tank bottom.

: 02/09/02 : AKS : BST :8 :6 :0

SAFETY AND QUALITY MANAGEMENT

7

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Particular care must be taken to pump water through all pumproom sea valves and suction crossovers in addition to thoroughly washing the whole pipeline system including all cargo pumps. Every valve in the system should be fully opened during the process, otherwise oil may remain at a ‘dead-end’ of the system. Opportunity should be taken during the washing of the pipeline system to test cargo valves and glands and any defective items noted. Minimum ballast required for sailing should be taken and the number of tanks to be ballasted is to be sufficient for navigation on leaving the port bearing in mind navigational hazards as well as the tidal and climatic conditions. Clean oil vessels, when programmed to dry dock at a port which entails a sea passage from the final discharging port, should clean tanks and arrive gas-free with clean ballast onboard. The Company will arrange slop reception facilities as required. Whether or not work is to be done in the cargo tanks during dry-docking. The heating coils must be blown through by steam, so that should it be necessary to remove coils for repairs, or allow access to other parts, any oil that may have leaked into the coils, will have been cleaned out. Special care should be taken in tanks where hot work is programmed. 8.14

DISPOSAL OF RESIDUES BY RETENTION ON BOARD FOR DISCHARGE ASHORE PRIOR TO LOADING AT THE NEXT PORT

Instructions will be issued by the charterers / operator if this procedure is to be adopted. Oil residues from tank washings and dirty ballast should be retained on board in the slop tank, but in this case final water content on arrival at the loading port is not critical. However, to avoid ballast delays it is obviously necessary to arrive with as little water as possible. There are two possible sources of difficulty in implementing this instruction: a)

Uncertainty as to the next port of destination, which may exist until late in ballast voyage.

b)

Ships, which have discharged cargoes with a high wax content or having exceptional high viscosities may experience difficulties in maintaining the residue in a fluid state in the slop tank, consequently the disposal of the residue into shore tank may give rise to problems. These cargoes are carried only in ships having a big heating capability. It is obvious that the heating efficiency of ships and employment of the right technique will be important factors.

Maintenance of the proper heat on the cargo during the loaded voyage and the discharge period will ensure the amount of residue to be dealt with on the ballast voyage is reduced to a minimum. Covering tank bottom with water and heating prior to the commencement of machine washing may prevent or reduce solidification of residue through contact with the cold tank bottom.

: 02/09/02 : AKS : BST :8 :7 :0

SAFETY AND QUALITY MANAGEMENT

8

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Heat will almost certainly need to be kept on the slop tank during the ballast voyage and care will be necessary to avoid excessive water in this tank as this may prevent transmission of sufficient heat to keep the surface layer of waxy residue in a fluid state. 8.15

DISPOSAL OF RESIDUES BY RETENTION ON BOARD FOR ADMIXTURE WITH NEXT CARGO

Whenever possible this will be the normal procedure adopted and is accepted at most crude oil loading terminals with the possibility of the following exceptions a)

Ships programmed to carry crude cargoes for third parties or for sale to customers other than those under the direct interest of Charterers.

b)

Certain crude oils, which cannot, for quality reasons, be loaded on top of retained residue.

The Operator / Charterers will advise on each voyage policy with regard to oily residue. Solid matter, sludge, etc. collected by hand from the tank bottoms cannot be disposed of by dumping at sea unless the oil content is below that of the 30 litres per mile criteria. If sludge is suspected in a tank then additional cleaning should be carried out to remove the oil content in the sludge utilising heat if necessary. The final sludge remaining should then consist mainly of scale and sand which may be discharged at sea providing the requirements of MARPOL Annex 1 are complied with. 8.16

DISPOSAL OF RESIDUES BY RETENTION ON BOARD FOR DISCHARGE ASHORE AT A PORT OTHER THAN THE NEXT LOADING PORT

Voyage instructions will specify if this is to be followed. This procedure may be adopted where reception facilities for slope do not exist at the loading port and where the retained residue will impair the quality of oil to be loaded. Under these circumstances the ship may be diverted to another port for slop disposal before proceeding to the loading port as programmed, or may be instructed to retain slops of disposal at a subsequent port. It will be appreciated that in the latter case the water content must be reduced to a minimum to enable the greatest possible capacity to be available. 8.17

LOAD ON TOP PROCEDURE (L.O.T.)

Full reference is to made to the ICS / OCIMF publications ‘Clean Seas Guide for Oil Tankers’. Where residues are retained on board and an L.O.T. procedure is to be carried out, it is essential that sufficient space remains in the slop tank to ensure complete admixture with the incoming oil. On no account are slops to remain segregated unless specific instructions are received from the Operator / Charterer for this procedure to be effected. As a guideline, the total amount of oil in the slop tank after loading must be equal to at least twice the amount of slops retained on the tank-cleaning voyage. If the total amount of slops

: 02/09/02 : AKS : BST :8 :8 :0

9

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

exceeds 50% of the slop tank they should be transferred to a larger tank before loading commences.

: 02/09/02 : AKS : BST :8 :9 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 9 9.1

:

Date Prepared Approved Section Page No. Rev

CRUDE OIL WASHING

GENERAL INFORMATION

The concept of crude oil washing (C.O.W.) for cleaning tanks previously contain crude oils was initially developed for commercial and environmental reasons, which include:a) b) c) d) e) f)

Increased cargo recovery (Improved outturn) Less deadweight loss (Reduced sludge and wax residues) Reduced workload at sea (Less tank washing) Less corrosion Reduced time in preparation tanks for dry-docking / repairs, etc. Pollution Control

Almost all crude cargoes result in deposits of sludge on tank bottom and other structures in the tank. Typically at least 50% of this residue sludge will reside on members other than the tank bottom. This sludge consists mainly of waxy and asphaltic constituents of the crude oil and if allowed to settle may lead to serious problem through impeding drainage. Delays caused by tank washing can be minimized by careful advance planning and avoiding over-washing. A totally successful Crude Oil Wash (C.O.W.) program pre-supposes all cargo pumps, washing equipment and the Inert Gas Plant to be in good working order. Ship specific C.O.W. manual to be used as a guideline for crude oil washing. The additional time used in recirculating the cargo for oil washing will be:a) b)

Least when the shore backpressure limits are reached while the ship is still below its full pumping capacity. Most when the ship’s discharge is not limited by shore.

A complete C.O.W. of the vessel need only be carried out at the final discharge port prior to proceeding to dry dock. The tankage to be Crude Oil Washed must always be maximized (Terminal permitting) to ensure minimize sludge / wax and cargo loss. No ballast is to be loaded into tanks that have not been C.O.W. in the cargo discharge prior to ballasting. The designated clean ballast tanks will also have to be, in addition, water washed to clean ballast discharge standard. Water washing of crude oil washed tanks, however, should be kept to the absolute minimum. Prior to commencement of any C.O.W. the O2 content within the tanks must be tested. If O2 level are greater than 8% C.O.W. must NOT be started or continued until tank(s) have been purged with I.G. to reduce the O2 level.

: 02/09/02 : AKS : BST :9 :1 :0

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

The general requirement during C.O.W. is for an O2 level below 8% in tanks corresponding to an on-line O2 of below 5%. Certain terminals however, have rather more stringent requirements. If a vessel is discharging at such a terminal, strict compliance of all terminal requirements and regulations must be complied with. No C.O.W. is to be carried out in any tank unless there is a good positive I.G. pressure within the tank(s) to be washed. At least 100 mm. WG is the absolute lower limit. No. C.O.W. is to be carried out at any terminal unless WRITTEN permission has obtained from those in authority at that terminal. Use of portable C.O.W. equipment is strictly forbidden. It is the Management’s policy to co-operate closely and fully with the Charterer and Owners of vessels. In the event of your Charterers or Owners requesting you to cancel or vary your C.O.W. programme, you may do so as long as such request does not involve a lowering of safety standards as specified in these instructions. In all such circumstances the Management should be immediately informed giving full details of the circumstances. After completion of discharge and C.O.W. operations, all tanks must be purged with inert gas to reduce the level of hydrocarbon gas to below the Lower Flammable Limit. It should be noted that most ports will not permit purging or gas freeing whilst alongside or in port as a Safety and anti-air pollution measure. Purging must be carried out as soon as practicable after the vessel has departed from the last discharge port. With a multi-port discharge any tanks that have been emptied should be purged as a Safety Measure between ports. When all tanks have been purged, the inert gas system can be shut down. Depending on the length of the ballast passage it may be necessary to use the I.G. plant to ensure positive pressure within the tanks at all times. During the purging of the cargo tanks full safety precautions must be maintained, as this is a very hazardous period. Water washing should be kept to a minimum. After a crude oil wash no water washing is to be done other than that required to: a) b)

Bring tanks for clean ballast to a satisfactory standard. Clean tanks that have been designated for tank maintenance or inspection to a safe entry condition.

When oil washing during discharge has not been possible only those tanks to be used for clean ballast should be water washed. If however, oil washing has not been possible on consecutive discharges water washing of other tanks must be considered for the purposes of sediment control. 9.2

RESPONSIBILITY

1.

The Master shall be, at all times, totally responsible for ensuring a safe and efficient C.O.W. operation

: 02/09/02 : AKS : BST :9 :2 :0

3

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

2.

The Chief Officer is responsible to the Master for planning the C.O.W. programme and its implementation. All C.O.W. programs drawn up by the Chief Officer must be fully discussed with the Master and his approval obtained before proceeding with C.O.W.

3.

The Chief Officer must ensure that all other personnel actively engaged in the C.O.W. program fully understand their role and areas of responsibility. A clear detailed schedule and diagram of the C.O.W. programme must be drawn up which include stress and bending moment calculations for the entire discharge period.

4.

The Chief Engineer shall be responsible for the efficient operation of the Inert Gas plant at all times during the C.O.W. programme. The Chief Officer and Chief Engineer must also discuss the programme so that each understands the requirements of the other.

9.3

TANK ATMOSPHERE CONTROL

1.

Hydrocarbon gas burns in air when its concentration is within the flammable range that is between the Upper and Lower Flammable Limits. If the concentration of hydrocarbon gas is above or below these limits it will not burn because it is either ‘over rich’ or ‘too lean’. An over rich mixture will enter the flammable range when diluted sufficiently with air.

2.

The gases given off by crude oil cargoes consist of mixtures of a number of individual hydrocarbon gases each of which has its own flammable limits. The flammable limits of a particular mixture, therefore, depends on the relative proportions of these individual gases and thus varies with the type of crude oil. However, for practical purposes, the limits of flammability of such mixtures are generally as follows:

3.

Upper flammable limit (UFL) :

10% (10% gas, 90% air)

4.

Lower flammable limit (LFL) :

1% (1% gas, 99% air)

5.

These flammable limits are for petroleum gas mixture in fresh air, which contains 21% oxygen. If the oxygen content is reduced the range of flammability becomes narrower until the mixture becomes non-flammable because there is insufficient oxygen present to support combustion is 11% and this is irrespective of the petroleum gas composition or concentration.

6.

The main constituent of air is nitrogen (78%). This is an inert gas and will not support combustion. Boiler flue gas also consists mainly of nitrogen and with good combustion conditions in the boiler, the oxygen content of the flue gas can be maintained below 8%. It can therefore be used to make the tank atmosphere nonflammable.

9.4

PRIOR TO ARRIVAL AT THE DISCHARGE PORT

Prior to arrival at the discharge port, the following must be carried out:

: 02/09/02 : AKS : BST :9 :3 :0

4

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

1.

The inert gas system must be tested to ensure that all components and instruments are operating properly. Both the fixed and portable instrumentation must be tested and fully calibrated.

2.

Fixed tank cleaning lines must be tested to a pressure of 12.5 Kg/cm2 or as required by ship specific cargo operational manual and any leakage in valve glands, joints or couplings, etc., made good. Enter this test in the deck log book.

3.

The tank-washing heater must be isolated by closing and lashing the valves on both sides, and the by-pass valves opened.

4.

All crew members must be properly instructed as to the procedures to be follow during the C.O.W. operation. A C.O.W. schedule should be made up, approved by the Master and reviewed by all concerned.

5.

Authorities and the vessel’s agents must be advised by cable, telex or fax of the vessel’s intention to C.O.W. concurrent with the discharge operation. Instruct the agents to inform all the Port Authorities concerned and to advise when permission has been granted. Advise also the Management so that in case of difficulties the matter can be readily acted upon.

9.5

PRIOR TO CRUDE OIL WASHING

No C.O.W. is to be started until the Master has satisfied himself that the following has or will be complied with: 1.

The WRITTEN confirmation has been obtained from the Terminal authorities to carry out the C.O.W. programme. (If the Terminal refuses permission for crude oil washing though no fault of the vessel, issue an immediate protest and ensure that it is signed by the relevant authorities and advise the Management and Charterers)

2.

That the Inert Gas system is producing gas with the proper oxygen content, i.e. less than 8% (some terminals require 5%).

3.

That the C.O.W. programme as previously discussed and agreed is to be directly supervised by the Chief Officer. C.O.W. checklist as mentioned in Annex 3 complied with.

4.

That during the entire period of C.O.W. operation one additional crew member shall be added to the normal deck watch whose SOLE responsibility is to make continuous rounds of the deck area to ensure that no leaks that may develop go undetected. This crew member must be supplies with an operational VHF set to ensure communication between the cargo control room, and the deck watch, is maintained at all times during the washing operation. It is most important that the designated crew member is fully conversant with the operation of the VHF set in use.

: 02/09/02 : AKS : BST :9 :4 :0

5

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

5.

That the supply of crude oil to the fixed machines is to be drawn from tanks that have already had their ‘bottom’ pumped out. This is to prevent the possibility of driving the washing machines with crude that may contain a large percentage of water, which would subsequently create higher than normal static electricity build up. If cargo from the vessels slop tank is to be used then these tanks must first be discharged and then refilled with ‘fresh crude’.

6.

If during the washing operation any leaks develop in the fixed piping system, or at any time there is any doubt as to the proper operation of the vessels inert gas system, then the operation is to be immediately terminated until the problem has been rectified.

7.

The tank ullage float gauge (if fitted) MUST be raised to the housed position before the tank washing machines are actuated. During the washing operation of each tank it will be necessary from time to time to ascertain if the tank bottom is being kept dry. This can only be done by lowering the tank gauge. Before the gauge is lowered ensure that the washing machines adjacent to the gauge have been shut off. Failure to do so will result in the gauge being damaged.

8.

Tank bottom soundings to be taken to taken to ascertain existence of sludge. If required an extra bottom wash to be given.

9.

Usually a good trim is recommended for C.O.W. However for certain tanks, towards the after part of the ship may require less trim depending upon the shape of the tank. Ship specific C.O.W. manual to be referred for optimum results.

10.

In case of heavy accumulation of sludge in a particular part of the tank, it is usually possible to direct one of the tank cleaning machine continuously for sometime in that direction to sweep away the sludge.

9.6

PRECAUTIONS AFTER CRUDE OIL WASHING

1.

On completion of the C.O.W. the valves between the discharge line and the tank cleaning line must be securely SHUT and LASHED.

2.

The fixed deck tank washing line MUST be drained of crude oil. This is best achieved by opening one of the washing valves to the slop tank and another valve at the foremost end of the line, i.e. one centre tank. Do no forget to drain all the branch lines by dropping each section into the tank it serves.

3.

After the tank washing lines have been drained. The entire system must be shut down.

4.

In accordance with established procedures all tanks are to be purged to below LF after sailing. Tanks to be opened for fresh air. Hydrocarbon levels in the tank must be reduce so that at no time in the subsequent gas freeing will the tank atmosphere enter the flammable range. If must always be below the critical dilution level.

: 02/09/02 : AKS : BST :9 :5 :0

6

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

5.

The only tanks that are to be washed are those for clean ballast and those where entry is required for repairs.

6.

When a vessel is proceeding to a port for repairs / dry-docking and a gas free condition is required, it will be necessary to water wash throughout.

7.

After any tanks have been ventilated for inspection they must be fully re-inerted before any water washing commences.

9.7

GAS GENERATION WHILST CRUDE OIL WASHING

1.

While C.O.W. is being carried out hydrocarbon gas will be generated. This may manifest itself by a rise in the tank pressure and will be most evident in areas with high ambient temperatures.

2.

If washing is concurrent with discharge then this rise in pressure can easily be allowed for by adjusting the pressure controller of the inert gas plant, if necessary.

3.

When crude oil washing is carried out without the inert gas fan in operation, for example, washing at sea between two ports there may be a gradual increase in pressure. If allowed to become excessive this pressure may lift the P/V valves.

4.

The P/V valves are usually set to lift at about 1400 mm.w.g.

5.

Before the tank pressure reaches the high level the by-pass valve on the vent riser should be opened to allow the excess pressure to escape to atmosphere via the vent at the top of the mast.

6.

It must be remembered that by opening this by-pass valve a means of air entering the vessels tanks will occur if the pressure in the system becomes negative at any time. Care must be taken therefore to ensure that once the tank pressure has been reduced to a safe level the by-pass valve must be securely shut.

9.8

WATER WASHING AFTER CRUDE OIL WASHING

1.

Successful COW makes water washing unnecessary except for carriage of clean ballast or when tanks have to be entered for repairs.

2.

After oil washing, all surfaces should be clear of sediment, but a small quantity of free oil will accumulate in the suction area of the tank. Some of this will be unpumpable and some from clingage. For clean ballast, and when tanks have to be gas freed this will have to be washed out.

3.

Provided that full coverage has been given to a tank during oil washing, water washing cycles will usually be sufficient to bring it to a clean ballast standard.

: 02/09/02 : AKS : BST :9 :6 :0

SAFETY AND QUALITY MANAGEMENT

7

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

4.

The oxygen content of the tanks to be washed must be checked to ensure that they are fully inerted. If necessary they are to be re-purged before commencing water washing.

5.

Water washing should be carried out by washing sea to slop tank or re-circulating from slop to slop tank internally. Tank must not be washed from sea to sea under any circumstances.

6.

Cargo lines MUST NOT be washed sea to sea unless they have previously been washed to cargo or slop tanks.

7.

All cargo lines and pumps that are to be used for clean ballast will also have to be washed.

8.

These lines can be either: a. b.

c. d.

Flushed through initially when loading dirty ballast at the discharge port. Flushed through to the tanks to be washed for clean ballast and then stripped out to the slop tank before washing Directly washed back to the slop tank. Or a combination of all three.

9.

Whatever system is used it must be very thorough as the slightest trace of oil will downgrade the clean ballast. This is not so critical at a terminal that has ballast reception facilities (the terminal may be willing to receive full dirty ballast) but is a high pollution hazard at terminals with no facilities.

10.

During the line washing the slop tank can be filled to the correct level(s) for recirculatory washing.

11.

Ensure that during all washing operations, C.O.W. or water washing, that an adequate ullage is maintained in the slop tank. It is most important that a diligent watch be kept on the slop tank ullage.

9.9

OIL POLLUTION CONTROL

1.

At any time when discharging dirty ballast from cargo tanks great care must be taken to ensure that oily water is not discharged to sea. Discharge rates from individual tanks must be reduced on approaching a water sounding of about 15% of the tank depth. Pumping rates must be slowed down to minimum revolution to avoid drawing oil from the water surface into the suction by vortex or weir effects Discharge overboard should be stopped before the level at which oil entrainment is known to occur (2 to 3 metres) is reached.

2.

The remaining dirty ballast should be educted / stripped into Vessel’s slop system.

: 02/09/02 : AKS : BST :9 :7 :0

8

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

3.

If oil washing has been correctly carried out at the discharge port then only minimum water wash will be required to bring the tanks to a clean ballast standard.

4.

Should water washing of any cargo tanks other than the clean ballast tanks required, then this should also be done prior to changing the ballast.

5.

Great care must be taken when decanting water from the slop tank(s) to prevent oil discharge to sea.

6.

On completion of all water washing operations, i.e. tank cleaning, ballast from dirty to clean condition and line washing, the contents of the slop tank(s) should remain undisturbed for a period of at least 24 hours before commencing the decant. It is obvious that the longer the settlement time allowed the better the separation of the oil from water will be. Before this period do not forget to discharge pumproom bilges to the slop tank especially if there is a lot of water evident.

7.

Before any decanting takes place the position of the oil / water interface in the slop tank must be established. This is determined by using the INTERFACE DETECTOR.

8.

Ensure that the oily water discharge control monitor is fully operational before commencing the decanting operation. Check that the monitor performance conforms to existing international regulations.

9.

Once the interface in the slop tanks is known, the oil free water is discharged to sea using a main cargo pump running on reduced revs. Frequent overboard inspection is to be maintained to prevent inadvertent discharge of oil.

10.

The use of the main cargo pump is to stop when TWO metres of oil free water remains in the slop tank(s). This should leave sufficient water to prevent a vortex drawing oil to the pump in concurrence with the ODME.

11.

The remaining oil free water is to be discharged using the stripping pump(s). Slowing the stripping pump as the interface is approached. During this final stage of decanting a crew member is to be positioned at the vessels side where he can visually monitor the overboard discharge. Just before reaching the interface the stripping pump must be stopped.

12.

If, before the interface level is reached it is reported that ‘slight’ traces of oil are being discharged, then the decanting operation must be stopped immediately.

9.10

LIST OF CRUDE OILS UNSUITABLE FOR CRUDE OIL WASHING

1.

As a general guidance to the stability of oil for crude oil washing, following criteria should be used.

a)

The viscosity of the oil at the discharging temperature should not exceed 600 cst.

: 02/09/02 : AKS : BST :9 :8 :0

SAFETY AND QUALITY MANAGEMENT

9

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

b)

The cargo should be discharged at a temperature, which exceeds its pour point by at least 30 degree C.

c)

All necessary precautions must be taken to prevent the washing oil solidifying in the COW piping system.

2.

These criteria are for general guidance and should be used when other information is not available.

3.

The following is an informative list of potentially difficult crude oils due to their high pour points and viscosity. This list, however must not be regard as exhaustive. Amna Ardjuna Boscan Bu Attifel Cabina Cinta Duri Gamba Jatibarang Labuan Laguna

4.

Lagunillas Lucina Maya Minas (Sumatra Heavy) Minas (Sumatra Light) Sarir Shengli Tapis Tia Juana Pesado Tila

Crude Oils that are unsuitable for crude oil washing should not be carried without first consulting the operators and managers.

: 02/09/02 : AKS : BST :9 :9 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 10 10.1

:

Date Prepared Approved Section Page No. Rev

INERT GAS SYSTEM

OBJECTIVE OF THE I.G. SYSTEM

The principal purpose of the Inert Gas System (IGS) is to keep the atmosphere of all cargo tanks in a non-flammable condition throughout the Operational life of the ship. It is the overall responsibility of the Master to ensure that these non-flammable conditions are maintained and that all staff concerned with the operation of the IG is fully conversant with the operating instructions. To ensure that the principle purpose of the IGS is always achieved and that the IGS itself does not endanger the ship, the following safety measures are to be observed: 1.

The oxygen concentration in every cargo system must not exceed 8% and no tank is to be washed until it has been confirmed that the oxygen concentration of the tan concerned and of the slop tank is below this level.

2.

The gas pressure on the entire cargo system should not be allowed to fall below 100mm W.G. operational conditions otherwise require.

3.

The hydrocarbon gas concentration in every empty cargo tank should be kept below 4% whenever operational conditions permit.

4.

Special precautions are required for gas freeing and tank entry, and after failure of the IG plant during discharge.

5.

The correct level of liquid is to be maintained in the deck water seal and press/ vacuum breaker(s) at all times.

6.

The position of all IG line blanks and slop tank isolating valves are to be checked before any cargo tank operation begins.

7.

Special care is to be taken to ensure no cargo tank is overfilled when loading or ballasting.

It must be emphasized that the operation of the IG plant, the control of the oxygen content and the IG deck pressure, and the co-ordination of operational and maintenance requirements is the joint responsibility of the Chief Engineer and the Chief Officer. 10.2

GENERAL DESCRIPTION OF THE INERT GAS SYSTEM

The details of the Inert Gas System (IGS) fitted to each vessel are contained in the IGS Manufacturers instructions. These details vary considerably from ship to ship and each manufacturer uses different terms to describe common components. Routine test, maintenance and checks prior IGS operation, during operation and on completion of the operation to be carried out in conjunction with manufacturers’ instructions.

: 02/09/02 : AKS : BST : 10 :1 :0

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

The purpose of this chapter is to introduce the principal components of an IGS and to define the terms used elsewhere in this manual when discussing their function, operation and maintenance. 1.

I.G. PLANT The I.G. plant either draws in flue gases from the boiler uptake or generates I.G. in an inert gas generator. The gas is then cooled, cleaned and the processed gas delivered to the IG distribution system. A series of control and safety systems are designed to prevent any reverse flow of hydrocarbon gas from the cargo tanks entering the machinery space or boiler uptake. Using a piece of white cloth, the Inert Gas to be physically checked for content of soot in the Inert Gas through a sample line on deck. Soot content can be high if IG introduced in the tank is with oxygen content below 3%. Heavy soot content in the Inter Gas may damage cargo tank coating and can also result in cargo contamination in case of products, hence care is essential.

2.

BOILER UPTAKE VALVES One or two remotely controlled butterfly valves are fitted close to the main boiler uptake. Associated with each boiler uptake valve is a steam soot-blowing system. On some plants an air pressure sealing system prevents leakage of flue gas when the plant is shut down. A blank flange is also fitted so that the rest of the IG plant may be gas freed for inspection or maintenance work.

3.

SCRUBBER To cool the gas and remove sulphur dioxide and solids, the flue gas is washed in the scrubber. The gas enters at the bottom of the tower and passes through a water seal (to provide one of several barriers to prevent any reverse flow of gas into the boiler uptake). It travels upwards through a plentiful supply of seawater in the body of the scrubber where sprays, venturi pipes, bubble trays, agglomerating units, impingement plates and / or packed trays are fitted to increase the contact between the flue gas and wash water. Full details of construction and principles are given in the manufacturers’ instruction manuals. Seawater is supplied to the scrubber by an independent, continuously rated scrubber pump. The scrubber effluent )or wash or cooling water is discharged overboard via a U-bend and special corrosion resistant piping.

: 02/09/02 : AKS : BST : 10 :2 :0

3

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Flushing facilities are provided so that all acidic solutions may be removed after the IG plant is shut down. 4.

DE – MISTER UNITS Situated either in the top of the scrubber or adjacent to it are one or more de-mister units. These units remove entrained water from the inert gas mixture by either ‘pads’ or mattresses’ of woven polypropylene or fibreglass, or centrifuge separators.

5.

I.G. BLOWERS Two centrifugal blowers are fitted in the vicinity of the scrubber to draw the inert gas mixture from the scrubber / de-mister unit, where the cooling of the gas and friction have lowered its pressure to as much as 600 mm W.G. below atmospheric, and to deliver it to the IG distribution system at the required pressure. The combination of both blowers must be capable of supplying gas at 25% in excess of the maximum capacity of the cargo pumps, retaining a tank pressure of 200 mm w.g. To prevent the blower from overheating when there is no demand for inert gas in the tank system, a re-circulating line returns the blower discharge to the scrubber, or vent valve opens to atmosphere. The recirculation flow is controlled by re-circulating or by-pass valves operated either independently by gravity or in conjunction with the gas pressure regulating system. As with the scrubber, flushing facilities are fitted to remove any acid accumulation and soot deposits in the blower casing.

6.

PRESSURE REGULATING VALVE (GAS REGULATING, IG CONTROL VALVE OR MAIN VALVE) This remotely operated, variable position butterfly valve is also situated within the machinery space. Its main purpose is to throttle the gas flow, although it also acts as an additional barrier to any reverse flow of hydrocarbon gas when the plant is tripped or shut down. The position of the valve may be controlled manually or automatically. In the latter case a feed back of IG deck pressure is used to control the valve so that a constant pressure can be maintained regardless of the rate of discharge of cargo.

7.

DECK WATER SEAL A water seal is fitted on deck as the principle safeguard to prevent any reverse flow of hydrocarbon gas from the cargo tank system to the machinery space. When the IG plant is shut down, or in event of blower failure etc., the inlet to the water seal is immersed in water to a depth greater than the possible pressure in the upper part of the water seal, which is connected to the IG distribution system and the cargo tanks. Depending on its design, the Deck Seal should withstand an IG Deck pressure of between 230 and about 1880mm w.g. if it is properly filled and is not corroded internally.

: 02/09/02 : AKS : BST : 10 :3 :0

SAFETY AND QUALITY MANAGEMENT

4

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

To prevent the water in the deck seal from being carried into the cargo tanks, a demister pad arrangement is fitted, or a ‘dry seal’ is provided by incorporating a venturi or a ‘drop tank’ arrangement. The latter release water into the seal proper through a valve, which opens when the blower discharge pressure falls to some preset level, usually 100-mm, w.g. Two water supplies are fitted to the deck seal. When the plant is operating the scrubber pump supply is used, but a secondary independent supply (normal S.W. service pump) must be available continuously in case water is required when the plant is shut down. Depending on Classification Society requirements, one or sometimes two mechanical non-return valves are fitted as a back up to the water seal. 8.

DECK ISOLATING This valve isolates the IG plant from the deck distribution system and the cargo tanks. It is the first barrier to any reverse flow from the tank when the IG plant is shut down or whilst it is being run or tested. The valve thus represents the end of the IG plant and the beginning of the distribution system.

9.

IG DISTRIBUTION SYSTEM A single IG main runs the entire length of the tank deck. From the IG main, individual branch lines run to each cargo tank, the branch line may enter the tank either through the side of the cargo hatch the side of a special hatch or through the deck plating. The IG main is common to all tanks, except for certain vessels where isolating valves are fitted. With the exception of the slop tanks, the only mean of isolating individual tanks is by inerting special blanks in each branch line. This arrangement, together with the necessary pressure and vacuum protection arrangements enables: a)

The supply of inert gas to every cargo tank, on demand.

b)

All cargo tanks to be kept continuously under pressure, thus excluding any ingress of air, unless particular operational circumstances require otherwise.

c)

A large reservoir of gas to cushion sudden pressure fluctuations in individual tanks during cargo operations or when tank washing with hot water.

d)

A ‘closed load’ procedure that is venting of tank gases to atmosphere through a common system to keep flammable vapours well clear of the deck area. On the other hand the arrangement has two disadvantages: i)

When loading or ballasting a cargo tank using the ‘closed loading’ procedure, inadvertent over filling of a tank to the level of the IG

: 02/09/02 : AKS : BST : 10 :4 :0

SAFETY AND QUALITY MANAGEMENT

5

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

branch line inlet can create a velocity head on the tank capable of causing serious structural damage. ii)

10.

After purging a tank – oxygen or hydrocarbon – rich gas can be decanted back into the tank.

GAS VENTING ARRANGEMENT A vent riser is fitted in the forward section of the IG main. High velocity vents for each tank are fitted on 250mm stand pipes. These valves release tank gases at high velocity in order to prevent flammable mixtures occurring close to the tank deck. They are designed so there can be no release of gas unless the protective cover of the vent is open and the cargo tank system exceeds a pressure of about 175mm w.g.

11.

FLAME SCREEN(S) A flame screen is fitted on all vent risers and tank vents. The condition of the flame screens is to be checked prior to every discharge operation.

12.

PRESSURE RELEASE VALVE On mast riser installations, mast riser valve is kept closed except when releasing gas during loading or ballasting, or when re-pressurizing the cargo tank system. Toward completion of loading (or the ballasting of dirty tanks) oil particles can entrained into the IG main, where they may accumulate in the flame screen chamber base of the mast riser. If not drained off, the oil levels build up and oil may eventually flow back down IG main to the low point forward of the manifold, and / or blown up the mast riser out onto the deck. Hence caution must be exercised while opening mast riser valve as the traces of oil in the IG line can blow out if the valve is not opened slowly.

13.

PRESSURE / VACUUM VALVE P/V valves are fitted to enable the tank system to release excess pressure caused by large variations in the ullage space by cargo temperatures. With the mast riser arrangement, a single P/V valve is fitted forward, in parallel with the pressure release valve. The limits for lifting and breaking vacuum arrangements should be 1400 and 250 mm w.g. respectively.

: 02/09/02 : AKS : BST : 10 :5 :0

SAFETY AND QUALITY MANAGEMENT

6

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

14.

Date Prepared Approved Section Page No. Rev

PRESSURE / VACUUM BREAKER Depending on the number and capacity of P/V valves, one or two liquid P/V breakers are fitted to protect the tank structure in case of: a)

IG blower failure during discharge at maximum rate.

b)

Failure to open forward pressure release valve or if fitted, high Velocity Vent covers, during loading or ballasting.

c)

Failure or incorrect settling of P/V valve(s) during passages.

The constriction of these P/V breakers varies. All release excessive pressure and vacuum, but not necessarily with audible or visual effect. The only way of checking they are operational is by checking the level of the liquid. The limits for lifting and breaking vacuum should be 1600 and –400 mm w.g. If these limits are exceeded, the capacity of the breakers is sufficient to keep cargo tank pressure within the range of 2450 to –700 mm w.g. when structural damage could otherwise occur. 15.

SLOP TANK ARRANGEMENT To enable interface readings to be taken without de-pressuring the whole ship, the IG branch lines to the slop tanks are fitted with individual isolating valves. Individual P/V valves are provided to protect the tank structure whilst an isolating valve is closed. The limit of these P/V valves for lifting and breaking vacuum should be 1600 and – 2500mm w.g. respectively. The higher lifting level prevents normal venting of cargo tank close to the accommodation.

16.

IG LINE BLANKS Arrangements for fitting blanks are provided near the end of each IG branch line (including slop tanks on some ships); spade blanks of Tufnol or similar material are used when the branch line enters the tank through a hatch, and spectacle banks where the line passes through the deck. These blanks are solely for use when gas freeing individual tanks. When in position they remove the protection of the common P/V valve and P/V breaker arrangements and so where possible spade blanks are provided with long handles so that the tank hatch cannot be closed whilst they are in position.

: 02/09/02 : AKS : BST : 10 :6 :0

SAFETY AND QUALITY MANAGEMENT

7

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Special stowage arrangements are provided to minimize the risk of these spade blanks causing structural damage if they were to be left in place by mistake. 17.

PURGE PIPES On some vessels a vertical pipe of about 350mm diameter is fitted extending from 1000mm above the bottom of the tank to a height of 2 metres above deck level. The bottom end is open and the top end fitted with a hinged gas-tight cover with retaining bolts. 25mm holes are drilled in the pipe about 150m below deck level to avoid any build-up pressure where the cover is closed. The purge pipe is situated as far from the IG inlet point as possible.

18.

CONTROL, INDICATOR, ARRANGEMENTS

RECORDER,

ALARM

AND

SHUT

DOWN

Most of the controls and instrumentation are centralized in the Engine Control Room and Cargo Control Room. Various alarms trigger indicator lights on the control panels and an audible alarm. The latter is generally cancelled in the ECR; whilst such arrangement ensures the alarm is noticed, the importance of the ECR checking that CCR is in fact aware of the condition is obvious. Automatic shutdown arrangements are fitted to trip the IG Blower and close the boiler uptake and gas regulating valves under certain conditions. 10.3

OPERATING INSTRUCTIONS FOR INERT GAS SYSTEM The procedure for operating the IG plant depends upon the type of plant and distribution system fitted on each individual ship. The procedures outlined in this section a therefore only a basic guide, and must be considered in conjunction with the IGS Manufacturer’s instructions. Each ship must therefore prepare detailed operating procedures based on the Manufacturer’s instructions and the general guidance contained below. In preparation these procedures, Checklists are to be drawn up for both Deck and Engine Departments.

10.3.1 INERTING OF GAS FREE TANK The need for reducing the oxygen concentration of gas free tanks only arises for: a)

Initial inerting of all tanks after a dry dock period.

b)

Re-inerting a tank after entry for repair etc. These operations should be carried out as soon as possible after dry dock / tank entry, so that the maximum contribution to corrosion control is obtained, and, after dry-docking, any faults in the IG plant are identified in good time. If for any reason cargo

: 02/09/02 : AKS : BST : 10 :7 :0

SAFETY AND QUALITY MANAGEMENT

8

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

has to be loaded into non-inerted tanks, the subsequent inerting of ullage spaces is difficult to accomplish efficiently, and indeed the expelled hydrocarbon gas causes an unnecessary hazard on deck. When the IG plant is operating, open the Deck isolating valve and the relevant purge pipe coverts. Open the Gas Regulating valve as far as possible, subject to any restriction on blower discharge pressure. Progress of the inerting operation in each tank can be monitored by sampling the efflux gas at a purge pipe with the portable oxygen analyzer. Inerting should continue until an oxygen reading of less than 8% is obtained, when the purge pipe cover can be closed and the inerting of another tank begun. On completion of the inerting operation, pressurize the cargo tank systems to 1000mm w.g., close the Deck isolating valve and shut down the IG plant. It may be necessary to ‘top up the tank system pressure to maintain a minimum IG deck pressure of 100mm w.g., but this is unlikely on the ballast passage unless there is a wide variation in ambient temp and/or gas tight integrity is poor. For topping up the auxiliary blower can be used and the operation will take an hour or two. 10.3.2 LOADING Before loading begins open the forward pressure release valves, and. If fitted, the covers to all high velocity vents. (Note: If deck pressure is more than 500mm w.g. open appropriate cover before the pressure release valve and await a fall in pressure to 500mm w.g. before opening the other high velocity vent covers). This ‘closed loading’ procedure will ensure that there is no flammable vapour on deck. During the loading operation, it will also prevent tanks spraying oil on decks and reduce the risk of an overflow. These increased safety factors should not be abused and any opening of sighting ports, vent stacks etc., limited to the conditions below. 10.3.3 LOADED PASSAGE During a loaded passage without IG protection the ullage space is naturally over-rich, but it is nevertheless most desirable to retain a positive pressure on the inerted tank system in order to minimize the risk of any air entry, which could create flammable conditions during subsequent cargo tanks operations. Due to the small volume of the ullage space, the tank system pressure can change rapidly. Diurnal fluctuations of over 1000mm w.g. may be experienced in the tropics, and some release of the tank gas through the P/V valve will occur on most afternoons. On some vessels the slop tank P/V valves may lift before or at the same time as the main P/V valve(s); such valves should be modified on board so that all normal releasing of pressure takes place through the main P/V valves, well clear of the

: 02/09/02 : AKS : BST : 10 :8 :0

9

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

accommodation. Until this is done excess pressure should be released by briefly opening the forward pressure release valve. The isolating valves on the slop tank IG branch lines must not be closed in order to achieve a similar effect, for if these were left closed inadvertently, serious structural damage would result when the slop tanks were discharge. Heavy rolling can cause fluctuations in pressure of 400mm w.g. or more. As more fluctuations have been known to blow the P/V breakers, the IG deck Pressure should be watched carefully during the day in heavy weather, and the forward pressure release valve open to keep the pressure below, say, 1000mm w.g. Topping up will only take a few minutes and the auxiliary inert gas blower can be used provided the electrical generators do not become overloaded. Every reasonable effort should be made to keep the IG pressure in the ullage spaces above the lower alarm level. However, if the frequency of topping up operations necessary to maintain this state becomes unreasonably high, i.e. regularly more than once per day then all precautions should be taken to prevent leaks. 10.3.4 REQUESTS BY CARGO RECEIVERS FOR MANUAL ULLAGES. SAMPLES AND WATER DIPS AT DISCHARGE PORT Except at ports where local regulations (e.g. Customs) explicitly require shore authorities to witness. Carry out cargo measurements, Master should resist all demands by Cargo Receivers to de-pressurize the cargo tank system before discharging for the purpose of witnessing or taking manual ullage, water dips or cargo samples. Positive pressure is to be maintained on all tanks so that no flammable vapours exist in the cargo tanks or around the deck area. If samples are required by the Customs authorities etc., and those from the loading port are not available or acceptable, line sampling should be adopted. If cargo measurements are required, every effort should be made to used fixed gauging systems and take dips and samples through the purge pipes. If de-pressurizing is necessary open the forward pressure valve and when the pressure has fallen sufficiently to avoid oil entrainment problems, open a few vent stacks or sighting ports in the fore part of the vessel to minimize unnecessary delay. During sampling, all ports should remain covered when not actually in use. After sampling is completed, re-pressurize the tanks and begin the normal discharge procedure as soon as possible. If there is an unacceptable difference between the ship’s figures and the shore’s preliminary outturn figures at the end of the discharge, the ship should sound all tanks. It is not normally possible to sight empty tanks because of the mist caused by the condensation of water vapour in the inert gas during discharge.

: 02/09/02 : AKS : BST : 10 :9 :0

SAFETY AND QUALITY MANAGEMENT

10

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

10.3.5 COMMENCEMENT OF DISCHARGE Cargo pumps should not be started until IG plant is operating and Deck isolating valve is open. 10.3.6. OXYGEN CONTROL DURING DISCHARGE The oxygen content of the flue gas mixture delivered should be less than 5%. Higher oxygen concentrations are obviously undesirable, but are considered better than no flue gas at all as a delivered gas mixture with 8, 10 or more than 15% oxygen is preferred to fresh air. Oxygen levels of more than 5% in the cargo tanks can be lowered after sailing concurrently with the purging of hydrocarbon gas. The oxygen level recorder should be monitored continuously during discharge. 10.3.7 .PRESSURE CONTROL DURING DISCHARGE 1.

Automatic pressure control should be used whenever possible.

2.

IG Deck Pressure should be maintained at about 1000mm w.g. throughout discharge. a)

High pressure provides a safety margin in case of IG plant failure, decreasing the risk of having to slow or stop pumps, of activating P/V breakers and admitting air to cargo tanks. And on some ships, of the cargo pumps being tripped;

b)

High pressure will assist the discharge and will allow main cargo pumps to take tanks to a lower level thus reducing stripping time. This assistance will be most marked in the case of high vapour pressure cargoes. Care must be taken not to lose suction on the main cargo pumps when discharge at high speed;

c)

When discharging under high pressure, the following points must be borne in mind: i. ii.

Fixed gauging devices are to be working. Towards completion of discharge, pressure in the tank may be reduced to 300 mmWG in order to have more accurate dips on tank gauging during stripping and after completion of discharge.

10.3.8 PURGING Whilst any tank atmosphere with less than 11.5% oxygen is non-flammable, regardless of hydrocarbon gas content, it is desirable to purge empty cargo tanks so that the oxygen content is less than 8% and the hydrocarbon content less than 2%. If the requirement to purge arises following should be carried out:

: 02/09/02 : AKS : BST : 10 : 10 :0

SAFETY AND QUALITY MANAGEMENT

11

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

a)

Before purging begins the IG deck pressure should be lowered to about 500mm w.g. so that the purge pipe covers may be opened safely. A portable oxygen analyzer and a MSA Tankscope should be checked and calibrated,

b)

When the IG plant is operational and the Deck Isolating Valve has been opened, open the relevant purge pipe covers. In general the Gas Regulation Valve should be fully opened and as many purge pipes as possible should be uncovered.

c)

The oxygen content of the flue gas mixture delivered should be less than 5%.

d)

Except, when purging before gas freeing, purging operations should be monitored by sampling the efflux gas at the purge pipe with a short sampling line. Purging should continue until a reading of less than 2% on the MSA Tankscope is obtained. If more than 8% oxygen was recorded on the fixed oxygen analyzer during discharge or purging, the oxygen content should also be checked.

e)

When each tank is purged, secure the purge pipe cover. On completion of the Purging operations re-pressurize the tank system to about 1000mm w.g. and shut down the IG plant.

10.3.9 PURGING BEFORE GAS FREEING Before gas freeing is commenced it is most important that the hydrocarbon gas content of the entire tank is less than 2%. When purging to achieve this concentration. Sampling lines must be lowered well into the bottom structure in at least two locations in the tank, which are well removed from both the inlet opening and the purge pipe. After ensuring a true bottom sample is being obtained, purging should be continue until 0.5% seek instructions from Charterers/ESM. Follow specification as per voyage orders if any provided.

9.

2.

Description of cargo – It should be consistent with the cargo details contained in the fixture.

3.

Date of B/L – The correct date is the date on which loading was completed and hose disconnected. A misdated B/L is considered fraudulent.

4.

Terms and Conditions – It should be ensured that the same terms of C/P are incorporated in the B/L.

5.

Ports of Loading / Discharge – These with the description stated in the C/P

6.

Payment of Freight – Ensure B/L is claused ‘Freight payable as per governing charter party’.

EARLY DEPARTURE PROCEDURE Some oil ports operate an Early Departure Procedure. In this case the shore figures are received by telex after the vessels departure. The ship’s figures should be supplied by telex to the agent together with instructions regarding any protest to be made to shippers with regard to quantity. The agent will also have to be issued a letter of authority to sign the B/L on behalf of the Master. It is important to note that the ship’s net figure (i.e. at 60 deg F) should be compared with the Gross Standard Volume at 60 deg F as supplied by the shore.

10.

DOCUMENTS TO BE SENT FROM LOADPORT Following is a list of documents that will generally have to be sent from the loadport. The list may differ for various Charterers but can be taken as a general guideline. 1.

Sea passage report for the voyage.

: 02/09/02 : AKS : BST : 11 :6 :0

SAFETY AND QUALITY MANAGEMENT

7

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

2. 3. 4. 5. 6. 7. 8.

Date Prepared Approved Section Page No. Rev

Port log for the last port. Notice of Readiness Cargo pump discharge record (only if ballast is discharged ashore) Tank inspection certificate. Ullage report. Copies of protest letters Copies of documents handed to Master by the shore authorities.

11.2

DISCHARGE PORT REQUIREMENTS

1.

Cargo Figures Survey It is by comparison between the cargo figures at the loadport and at the discharge port that the so-called ‘in transit’ loss is established. There is a prevalent belief that there are allowances for discrepancy of upto a half of one percent. This is not so. In the case of a significant discrepancy every effort must be made to establish the cause, including checking of void spaces and re-taking of temperatures. With regards to temperature, electronic thermometers provide an excellent means obtain a temperature profile of a tank. If there would be no reason to suspect leakage from the tank, and yet the observed quantity correctly for temperature does not closely match that calculated at the loadport, the temperature must be incorrect and should be re-checked. The times of commencement and completion of checking of cargo figures should be noted in the port log.

2.

Speed of Discharge The vessel should be ready to discharge on completion of checking cargo figures. Any delay encountered in this should be protested against. The C/P may contain a provision guaranteeing a certain rate of discharge, normally pressure of 7kg psi at ship’s rail or discharge of entire cargo within 24 hours. Some installations are unable to receive at this rate resulting in laytime being exceeded. To establish proof of excess time used and thereby ensure payment of demurrage, a written protest should be made as quickly as possible in order to give the installation opportunity to improve on their reception. Upon commencement of discharge, a cargo pump discharge log is to be started up pressure at manifold is to be noted regularly at intervals not exceeding one hour.

3.

Crude Oil Washing In all cases where crude oil washing will be carried out, the agent should be informed of this before the vessel’s arrival. This will ensure that the agent is able to put in hand the proper application to the port authorities where required. Where COW is

: 02/09/02 : AKS : BST : 11 :7 :0

SAFETY AND QUALITY MANAGEMENT

8

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

condition of the C/P it is important that the port log contains details of the operation – e.g. times and cycles in each tank washed. Generally when COW is agreed in the C/P there will also be a provision extending the time allowed for discharge. 4.

Final Draining As far as practicable the discharge should be carried out in such a manner that the tanks are drained internally to the slop tank while continuing on the bulk discharge. The main part of stripping ashore is thus reduced to a single tank at the end of the discharge. It is however very important that a final check be made on all tanks, and if necessary they should be redrained prior to completion of discharge. There must be occasions on some vessels where small quantities of liquid will remain in the tanks. Final draining should not be pursed to a point where time is lost and no improvement is achieved. It is however important to achieve as good a result as possible on a dry tank certificate. If it is the intention of the shore to drop lines back into the vessel, this should be done after the tank inspection has been performed.

5.

Tank Inspection Upon completion of discharge, receiver’s representative or surveyor will check that the tanks are empty and issue a Tank Inspection Certificate. The results of this survey will largely determine whether Receivers / Charterers have a valid claim against the vessel. It is highly desirable that any remains in the tanks are described as unpumpable residues.

After completion of tank inspection, the discharging hose is normally disconnected. Time of disconnection is very important for vessels on voyage charter, as the voyage under normal circumstances is said to be completed once the hoses have been disconnected. 6.

Documents to be sent from discharge port Following is a list of documents that will generally have to be sent from the discharge port. The list may differ for various charters but can be taken as a general guideline. 1. 2. 3. 4. 5. 6. 7. 8.

Sea passage report for the voyage. Port log for the last port. Notice of Readiness. Ullage Report. Cargo pump discharge record. Tank inspection report Copies of protest letters Copies of documents handed to Master by shore.

: 02/09/02 : AKS : BST : 11 :8 :0

SAFETY AND QUALITY MANAGEMENT

9

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

11.3

DOCUMENTATION

1.

General note

Date Prepared Approved Section Page No. Rev

In the oil trade vessels have custody of very valuable cargoes. The ownership of these cargoes may change hands several times during the voyage. Similarly, the time of the vessel is, in actual money-terms, very expensive. If any person who is partly to the voyage feels that his interest has not been properly served, he will seek to reduce the payments that he makes, or alternatively try to recoup by making a claim against the ship owner in a position to demonstrate the truth. All of the following documents are therefore important. 2.

Sea Passage Report The sea passage report normally runs from Full away on passage to the End of Sea Passage at the next port. It is of use the Owner in assessing the performance of the vessel any may also be reduced as evidence in a claim for speed or fuel consumption.

3.

Port Log The port log normally describes all noteworthy events from End of Sea Passage to Full Away on Passage. It should contain all details of significance that occur during the vessels stay in port. It should be completed for all ports of call. The timings recorded therein should be the same as those recorded in the statement of Facts.

4.

Tank Inspection Certificate This document serves as the starting point for a complete set of papers relating to the carriage of an oil cargo. It is invariably required in the event of a cargo claim.

5.

Ullage Report The ullage report is the vessels statement of cargo loaded on board as measured by the ship’s calibration tables. If there are factors, which might influence the accuracy to this report, such as heavy swell causing surge in tanks, this should be noted on the form. Temperatures and water dips must be taken in each tank and recorded.

6.

Cargo Pump Discharge Record In cases where demurrage falls due to the ship owner, the cargo pump discharge record constitutes the necessary evidence that the vessel performed as per charter party. Almost invariably a voyage C/P contains a warranty by the owner that the vessel can discharge. Her full cargo in 24 hours or alternatively maintain a back pressure of 100 psi at the manifold.

: 02/09/02 : AKS : BST : 11 :9 :0

SAFETY AND QUALITY MANAGEMENT

10

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

It is for this reason that the back pressure on the manifold should be recorded hourly. In other words, no matter how slowly the cargo goes out, provided 100 psi is maintained at the manifold the owners position is protected. In the case where, with all pumps running, 100 psi cannot be reached, the owners position is protected by the fact that the pumps, at their design speed, will easily discharge the cargo in 24 hours. Shore restrictions, stoppage and delays should always be obtained on this document. After completion of the discharge, the final account for the voyage is drawn up, and the invoices for demurrage are prepared. The pump discharge record is most carefully scrutinized by both the owner and Charterer to check whether the vessel has performed as warranted. 7.

Documents Handed To Master By Shore Charterers frequently engage surveyors on their behalf and they are usually distinct from surveyors appointed on behalf of the terminal or shippers. Copies of the details recorded by these persons will normally be handed over to the Master. Note that these documents may become very important in case of a claim or dispute and they should carefully checked especially if required to be signed by the Master.

8.

Protest Letters If any issue arise where the Master feels that a possible claim or dispute may result, then these items must be protested against to protect the owner’s interest. These are several standard letters of protest in use in the oil trade, but the specific wording as given, may be changed at the Master’s discretion depending on the circumstances.

11.4

OIL CARGO CLAIMS

1.

How Claims Arise Oil is a very valuable and highly tradable commodity. In common with other bulk commodities it is traded in a market environment in which speculation is predominating feature. Because of this speculative interest, ownership of a particular parcel of oil cargo may (and usually does) change many times. All of these parties who have a temporary ownership seek to protect their interest with regard to the quantity and quality they have bought or sold. The ship owner is placed in a difficult situation of protecting the interest of the person to whom he will deliver and also his interest.

2.

Discharge without sighting original B/L The most fundamental way in which the Ship owner / Master protects the interest of the cargo owner is by ensuring that the cargo is actually discharged to the rightful owner. It may happen that it is impossible for the cargo owner to present an original B/L at the discharge port. In such a case the Charterers must provide the Owners with

: 02/09/02 : AKS : BST : 11 : 10 :0

SAFETY AND QUALITY MANAGEMENT

11

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

suitable guarantees. Under no circumstances must discharge be commenced without specific authorization from the owners or without sighting one original B/L 3.

Claims under the bill of lading These claims may be used on comparison between the following quantities: a) b) c)

4.

B/L figure and ship’s arrival figure at the discharge port. B/L figure and shore out-turn figure. If the ship’s “experience factor” applied to B/L figure results in a close approximation of the ship’s figure at load port, then the claim for intransit loss may be based on ships figure at load port minus ship’s figure at discharge port.

Retention Clauses These clauses are more often then not found in voyage charter parties. They provide that if there is any pumpable cargo remaining on board at the end of the discharge, then the values of the ROB cargo, plus freight, will be deducted from total freight earned. If draining is not performed adequately these claims can be very expensive. In addition if the quantity of ROB is miscalculated by the surveyor, a consequent incorrectly large deduction from freight is made. To refute this claim it should be ensured that any cargo remaining on board is actually unpumpable.

5.

DEMURRAGE CLAIMS In a poor market for ships it is vital that the ship owner is able to substantiate his claim for demurrage. It is largely for this reason that the documentation relating to cargo operations is vitally important. The Charterer will often have a parallel claim for demurrage against the installation and he will ask for the ship’s documentation to support his claim. If the documentation in fact does not support the Charterer's claim against the terminal, it will not support the owner's claim against the Charterer.

: 02/09/02 : AKS : BST : 11 : 11 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 12

:

Date Prepared Approved Section Page No. Rev

LOADING / STRESS COMPUTER

This instrument is provided to supplement the stability booklet for the vessel. It allows the Officer responsible, to carry out the various complex calculations required to ensure that the ship is not overstressed or damaged during the carriage of the nominated cargoes. It will also permit the assessment of damage stability. It must be remembered that a loading computer, as with navigation aids, is only an aid to the operator. It relies on human input of data, and more importantly the human interpretation of the output data. If the input data is incorrect, the output data will also be incorrect. Used correctly it will ensure the safe operation of the ship for all conditions of loading, discharging, ballasting and at all stages of the voyage. It is a requirement that where such equipment is provided to a ship, test conditions must also be supplied for use in verifying the accuracy of the equipment. it is Company policy that test conditions must be run as soon as possible after a change of Chief Officer and at least every three months and in any case prior to the vessel proceeding to drydock. Where the running of these reveal significant errors the Company is to be advised immediately with a request for attention. 12.1

P/V VALVES Pressure / Vacuum valves are designed to provide protection of all cargo tanks and provide for the flow of small volumes of tank atmosphere resulting from temperature variations in the cargo tank(s) and should operate in advance of the pressure / vacuum breaker. P/V valves are to be clearly marked with their high pressure and vacuum opening pressures. Hi-Jet type high velocity pressure / vacuum valves are designed to provide protection to individual tanks and are capable of allowing high volumes of tank atmosphere to pass, as would be the case during loading. They are also designed to throw the vented gases clear of the deck area. They are not designed to be operated in the “jackedopen” position and should only be used in this way when there is no alternative. The correct maintenance of these valves is essential to the safe operation of the vessel. To ensure this, these valves are to be inspected regularly and thoroughly overhauled and decarbonised at least every six months, or more frequently if specified by the manufacturers instructions.

12.2

FLAME ARRESTORS GAUZES Flame gauzes / screens on P/V valves, Hi-Jet type valves, vapour lines, mast risers, purge pipes, p/v breakers and on ullage ports are to be inspected every three months and replaced as necessary.

: 02/09/02 : AKS : BST : 12 :1 :0

2

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Flame screens on ballast tank and bunker tank vents must be inspected every six months and replaced as necessary. 12.3

P/V BREAKER Every inert gas system is required to be fitted with one or more pressure / vacuum breakers or other approved devices. These are designed to protect the cargo tanks against excessive pressure or vacuum and must therefore be kept in perfect working order by regular maintenance in accordance with the manufacturer’s instructions. When these are liquid filled it is important to ensure that the correct fluid is used and the correct level maintained for the density of the liquid used. The level can normally only be checked when there is no pressure in the inert gas deck main. Evaporation, condensation and possible ingress or sea water must be taken into consideration when checking the liquid condition, density and level. In heavy weather, the pressure surge caused by the motion of the liquid in the cargo tanks may cause the liquid in the pressure / vacuum breaker to be blown out. When cold weather conditions are expected, liquid filled breakers must be checked to ensure that the liquid is suitable for low temperature use, and if necessary anti-freeze is to be added. The P/V breaker(s) are to be clearly marked with their high-pressure and vacuum opening pressures and also with the type and volumetric concentration of antifreeze (if water filled type), and minimum operating temperature.

12.4

DECK SEAL & NON RETURN CHECK VALVES On vessels fitted with an inert gas system it is a requirement to maintain a positive seal between the cargo tanks and the inert gas generation plant this is accomplished by the use if a non-return valve and a Deck Water Seal. The Water seal and non-return valve ensure that the cargo tank atmosphere cannot leak back to the engine room or inert gas generator. In vessels fitted with a Venturi type “Dry” deck water seal, particular care must be taken with inspections of the Venturi non return valves and/or orifice plates, as applicable, to ensure that there is no corrosion or damage, which would allow excessive carry over of water into the inert gas piping system and cargo tanks. Filters in the system must be removed regularly for inspection and repair if necessary. When vessels are trading in cold weather areas it is necessary that deck seal heating systems are checked as being operational. During carriage of flammable cargoes, including when there is a presence of flammable slops onboard, the deck seal pump shall be kept operational on a continuous basis and all alarm systems relating to the pump pressure, or level of water in deck seal, shall be kept in full operation.

: 02/09/02 : AKS : BST : 12 :2 :0

SAFETY AND QUALITY MANAGEMENT

3

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Deck seals and non-return valves shall be opened up at periods not exceeding 12 months for inspection of all internal parts, venturies etc. 12.5

TANK GAUGING The components of all cargo and ballast tank level gauging equipment are to be operationally tested prior to every cargo operation and inspected / cleaned as required, according to the maker’s instructions at least every six months.

12.6

PUMPROOM BILGE LEVEL ALARMS Pumproom bilge alarms are to be tested weekly, and prior to every cargo operation.

12.7

PUMP SUCTION STRAINERS The continued efficient operation of cargo pumps requires that the pump suction strainers are kept clean as follows:

•

Main cargo pump suction strainers are to be opened up for inspection and cleaning at least once every six months.

•

Cargo stripping pump suction strainers are to be opened up for inspection and cleaning at least once per ballast voyage after tank cleaning has been completed.

•

Ballast pump suction strainers are to be opened up for inspection and cleaning at least once every year.

12.8

PUMP SAFETY DEVICES Cargo and ballast pump safety devices are to be tested at least once per loaded voyage, just prior to the first discharge port, or monthly on voyages of short duration before commencement of discharge. On satisfactory completion of the tests an appropriate log entry is to be made.

12.9

TANK CLEANING EQUIPMENT Tank cleaning machines, when not being used regularly, are to be checked in accordance with the manufacturers instructions, at least every three months. Tank cleaning hoses are to be checked for electrical continuity before each operation, should there be any doubt about their condition deteriorating since last routine testing (otherwise every three months).

12.10 GAS DETECTION EQUIPMENT Each vessel is supplied with portable gas detection equipment according to the list contained in the Health and Safety Manual, section 5. Each piece of equipment is to

: 02/09/02 : AKS : BST : 12 :3 :0

SAFETY AND QUALITY MANAGEMENT

4

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

be checked before each use. A calibration check is to be carried out on all portable equipment every two months. Fixed gas detection equipment is to be checked weekly or before each load/discharge port on shorter voyages. A calibration check is to be carried out every two months. 12.11 PRESSURE GAUGES All manifold and other pressure instrumentation within cargo system is to be checked annually for calibration. Vessels are supplied with one test gauge (certified) for this purpose and all other gauges are to be checked against the calibrated gauge. Gauges are to be checked within +/- 10% of the certified gauge and a certificate issued by the Chief Engineer. An entry is also to be made in the deck log book. The certified gauge is to be used only for calibration purposes. Any gauges, which cannot be calibrated to within +/- 10% of the certified gauge, are to be replaced. 12.12 TANK HIGH LEVEL AND OVERFILL ALARMS 12.12.1

HIGH LEVEL ALARMS Alarms shall be properly set and tested prior to each cargo operation. For this purpose they shall not be set higher level than 95%.

12.12.2

TANK OVERFILL ALARMS All tank overfill alarms shall be tested by manual lifting of the float, or other local test device, prior to each cargo operation, according to makers manual. Tank overfill alarms are to be switched on and operational during all cargo operations. Log entries are to be made confirming the above, with any defects being advised to the office immediately. The audio and visual alarm positions on deck must be clearly identified with a stencil of 50mm height in black letters on white – “TANK OVERFILL ALARM”. If each tank has a different alarm the tank must also be identified.

12.13 TANK RADAR SYSTEMS Occasions have occurred where tank radar ullage indications have failed to indicate correctly, without warning. Usually after cleaning of the transmitter antenna, as per the manufacturer’s instructions, the correct indication is restored. All vessels fitted with tank radar ullage systems are to make routine cleaning of radar antennas prior to each cargo operation. A notice is to be displayed in cargo control room to that effect.

: 02/09/02 : AKS : BST : 12 :4 :0

5

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

12.14 OIL DISCHARGE MONITORING AND CONTROL EQUIPMENT Vessels fitted with equipment for monitoring the discharge of effluent from slop tanks must ensure that this equipment is operational before any discharge is made. The operation of this equipment must be in accordance with the approval “Oil Discharge Monitoring and Control Systems Operation Manual”. A calibration check according to the manufacturers manual is to be carried out at intervals not exceeding one month. Printed records from the monitoring equipment must be retained on board for inspection by surveyors. 12.15 PORTABLE HERMETIC GAUGING AND SAMPLING EQUIPMENT Every vessel must be provided with a minimum of three units capable of closed measuring of ullages and temperatures. One unit shall also be capable of determining interface readings. Prior each use, for determining cargo quantity the equipment shall be checked fully operational and calibration of temperature sensors checked against a certified reference thermometer. Each instrument shall be calibrated by an independent organization once per annum. Earthing requirements of the instrument must always be compiled with, as per the manufacturers instructions. Each vessel shall also be provided with a closed sampling device.

: 02/09/02 : AKS : BST : 12 :5 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 13 13.1

:

Date Prepared Approved Section Page No. Rev

CARGO CALCULATIONS

GENERAL

Cargo is bought and sold in various units of measurement. These may be Barrels (Bbls) at 60oF, Cubic metres (m3) @ 15oC, Metric Tonnes in Vacuum, Metric Tonnes in Air and Long tons in Air. Other conventions of measurement exist, and the purpose of this section is to show how the vessel may deal with any system of measurement without difficulty. 13.2

ASTM TABLES

In 1980, the American Society for Testing and Materials (ASTM) together with the London Institute of Petroleum (IP) and the American Petroleum Institute (API), introduced the new API/ASTM-IP – Petroleum Measurement Tables (further ASTM tables). Presently the set of ASTM tables consists of 14 volumes however only a few tables are required for onboard cargo calculations. The following is the list of ASTM volumes (with description of required tables) each vessel should carry on board: For tankers carrying Crude Oils: • • • • • •

Volume 1 (tables 5A and 6A) Table 6A to be used for Crude Oils correction of volume to 60ºF against API Gravity at 60ºF. (American Measurement System). Volume VII (Tables 53A and 54A) Table 54A to be used for Crude Oils Correction of volume to 15ºC against Density at 15ºC (Metric Measurement System). Volume XI/XII (tables 1-4, 8-14 and 21, 22, 22-31, 34, 51, 52, 56-58). Tables for conversion between various Volume and Density Measures.

For tankers carrying Petroleum Products: • • • • • •

Volume II (Tables 5B and 6B). Tables 6B to be used for petroleum Products correction of volume to 60ºF against API Gravity at 60ºF. (American Measurement System). Volume VIII (Tables 53B and 54B) Table 54B to be used for Petroleum Products correction of volume to 15ºC against Density at 15ºC. (Metric Measurement System) . Volume XI/XII (Tables 1-4, 8-14 and 21, 22, 26-31, 33, 34, 51, 52, 56-58). Tables for conversion between various Volume and Density Measures.

These sets of books together with ship’s Ullage Tables or Sounding tables provide everything required for calculating the quantities of oil cargoes on board the vessel.

: 02/09/02 : AKS : BST : 13 :1 :0

SAFETY AND QUALITY MANAGEMENT

2

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

13.3

Date Prepared Approved Section Page No. Rev

DENSITY, RELATIVE DENSITY AND API

13.3.1 DENSITY Density is by definition measured in a vacuum at 150 C Density X volume (M3) gives metric tonnes in vacuum. Density – 0.0011 is known as “density in air”. For example: 1000 M3 at 150 C of density 0.8560 is 856 metric tones (MT) in vacuum or 854.9 MT in air. Use tables 54A or B in volumes VII and VIII. 13.3.2 RELATIVE DENSITY 15/4 Relative density 15/4 is the density of oil at 150C/ density of fresh water at 40 C. Relative density 15/4 can be treated exactly the same way as density at 150C, as it is almost the same. Use tables 54A or B in volumes VII or VIII or convert to API using table 3 in volume XI/XII. 13.3.3 RELATIVE DENSITY 60/60 (SG) Relative density 60/60 is the density of cargo at 600F/ density of fresh water at 600F. Concert this density at 150C, or API using table 3 in volume XI/XII. 13.4

VOLUME REDUCTION TO STANDARD TEMPERATURE

There are several standard temperatures in use throughout the industry. It is the Company policy that except where tank calibrations are only in barrels, calculations of cargo quantity will be done using density at 150C and cubic metres as a volume measure. If the density is given at 20oC, as in Brazil or Rumania, it should be converted to 15oC in the following way. Product density @ 20oC = 0.8764 Table 53B, Volume VIII, page 209. Call 20oC “observed temperature”. Corresponding density @15oC is 0.8798.

: 02/09/02 : AKS : BST : 13 :2 :0

3

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Proceed with calculation using density @ 15oC. Reduce the volume to 15oC with table 54B, or 60F with table 6B as appropriate. 13.5

ULLAGE SHEETS

Cargo quantities are to be calculated on the Company Ullage Report From. Temperatures must not be averaged among the cargo tanks but calculated tank by tank. With heated cargoes, great care must be taken to establish the correct average temperature in each tank. This can only be done with electronic probe thermometers. Some cargoes however, will block the sensor of the thermometer. If this occurs, glass thermometers are used in preference to blocking up all the ship’s electronic thermometers. If glass thermometers have been used, a note are to be made on the Ullage Report From. Water dips can be successfully be taken in almost any heated cargo, if the sounding rod is left on the bottom for a minute, and gently worked up and down. Kolor Kut water finding paste should be used if possible, in preference to Vecom water finding paste as the Vecom paste tends to change colour in contact with suspended traces of water in the cargo, and may cause great errors in the recorded free water quantity. 13.6

SHIP’S EXPERIENCE FACTOR (SEF OR VEF)

Surveyors at a load port must always be given the information to calculate the Ship’s Experience Factor or Vessel Experience Factor.

: 02/09/02 : AKS : BST : 13 :3 :0

SAFETY AND QUALITY MANAGEMENT

1

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

CHAPTER 14 14.1

:

Date Prepared Approved Section Page No. Rev

MAINTENANCE ROUTINES

MAINTENANCE ROUTINES

Within this particular section maintenance routines are required to maintain the cargo equipment operational. The Master is responsible for ensuring that these are carried out at the specified intervals described with this manual. For those vessels which have a computerized Planned Maintenance System this work is to be recorded electronically and a print out provided for quick access for any inspector who required this information. The following items are to be contained in the maintenance records:_

Item

Frequency

Electrical bonding check on transfer hoses Electrical bonding check on portable tank cleaning hoses

Each operation 3 Months

Pressure testing of transfer hoses Pressure testing of cargo, COW, ballast and bunker piping (1.5 X WP) Pressure testing of heating coils Pressure testing of cargo and COW lines to working Pressure

12 Months 12 Months

Air pressure testing of sea and overboard valves

Each operation

Pump trips and emergency shutdowns Cargo and ballast pump safety devices

Each discharge operation / monthly on short voyage Each voyage

Function testing and pressure testing of cargo valves

6 Months

6 Months Prior to each discharge

Inert gas safety devices checks and operational tests Inert gas system inspection and maintenance Including scrubber Testing pumproom bilge alarms Test of cargo and ballast tank high level alarms and Sirens Testing of cargo tank overfill alarms and sirens Purging of submersible pumps

Each operation Manufacturers instructions Weekly Each operation Each operation Before/after each Operation

: 02/09/02 : AKS : BST : 14 :1 :0

2

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Checking of mast riser sumps Inspection and examination of cargo, ballast and void spaces

Each operation 6 Months

Run of test conditions of loading computer

3 Months

Overhaul and decarbonisation of P/V valves Inspection of flame screens within cargo systems Inspection of flame screens within ballast/bunker systems P/V breakers Deck Seals I.G. Non return valves

6 Months 3 Months 6 Months Makers’ Instructions 12 Months 12 Months

Overhaul and inspection of tank gauging equipment

6 Months

Opening up and cleaning of Cargo Pump strainers Opening up and cleaning of stripping pump strainers Opening up and cleaning of ballast pump strainers

6 Months Each ballast voyage 12 Months

Check of tank cleaning machines

3 Months

Calibration checks on portable gas measuring equipment (Recorded in Safety Set) Calibration checks on fixed gas measuring equipment Calibration checks on pressure gauges Calibration and test run of ODME Calibration check of hermetic temperature functions Annual independent calibration of hermetic gauges

2 Months

Cleaning of tank radar systems transmitters

Each operation

Mooring winch brake testing

12 Months

2 Months 12 Months Monthly Each operation 12 Months

: 02/09/02 : AKS : BST : 14 :2 :0

1

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

ANNEX

Date Prepared Approved Section Page No. Rev

: 15/02/04 : AKS : BST : Annex :1 :0

1

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

ANNEX A/01 HYDROSTATIC PRESSURE TEST OF CARGO PIPE LINE AND CARGO HOSE 33 CFR 156.170 requires: To conduct hydraulic pressure test of all cargo piping and hoses at a pressure of 1.5 times of maximum allowable working pressure (MAXP) satisfactorily at a time interval of less than one year and the test date and testing pressure must be marked on the piping and hoses. To comply with the requirement, we have prepared the procedure for pressure test of cargo piping and hoses to prevent USCG Inspector pointing out non-conformity and delay in cargo operations. You are required to carry out the pressure test in accordance with the following procedure and record it in the attached recording form for ready reference to USCG inspectors. Pressure testing procedure for cargo piping lines and hoses is as follows. 1.

Precautions for Testing 1) Testing shall be carried out under the condition where the tank(s) is empty and no risk of contamination of cargo exits, especially when the vessel has group main cargo line system. In case of testing group main cargo piping system, all the cargo tanks connecting to the piping lines to be tested must be empty and free from any cargo. 2) As the testing pressure is abnormally high, all the equipments to be used for testing must be suitable for the pressure and the crew to be employed for the work must be properly educated and instructed for dangers of the work. DO NOT RAISE PRESSURE MORE THAN THE REQUIRED PRESSURE! 3) All the equipments, air and water used for testing must be clean enough to prevent contamination of the lines and tanks to be tested.

2.

Testing Time Interval Carry out the test at a time interval of less than one year.

3. 3.1

Testing Procedure by Compressed Air Group Main Piping System 1) Close the suction valves (A) in the cargo tanks and connection valves (B) to the cross lines and sea chest and fit blank flanges to the manifold flanges. 2) Fit pressure gauge (0~20kg/cm2) to a gauge boss of the manifold. 3) Connect air hose and water hose to the branch line at the outlet of the pump and a drain line of the manifold respectively. 4) Fill fresh or sea water to the lines by opening the valve (C) for the water hose while purging air remaining in the lines from the valves and cocks located at higher position of the lines.

: 15/02/04 : AKS : BST : A/01 :1 :0

2

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

5) After purging air from the lines, close all the valves at the open ends of the lines and open the valve (D) for the air hose to fill compressed air and pressurize the lines upto the pressure of 1.5 times of MAWP. (Usually MAWP of cargo line is 10kg/cm2 which is nearly equal to 150psi) 6) Inspect visually the lines and valves. After the suction valves are inspected, close the intermediate valves or valves located inner side of suction valves for inspection of the valves. The intermediate and inner valves shall be inspected for leakage by opening the bottom plugs. 7) Record the results of inspection, repair any defect found through the test and report to the head office.

: 15/02/04 : AKS : BST : A/01 :2 :0

3

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

3.1

Date Prepared Approved Section Page No. Rev

One Tank – One Pump System / When cargo line of a single tank is tested. 1) Connect air hose to a drain line of the manifold and water hose to the delivery line of the pump and fit blank flanges to the manifold flanges which should not be tightened until the line is fully filled with water.

2) Fit pressure gauge (0~20kg/cm2) to a gauge boss of the manifold. 3) Close the valves at pump delivery (A) and drop line (B) and open the manifold valves (C). 4) Open the valve (D) for the water hose and fill water into the line while air in the line is being purged from upper part of the line such as the manifold flanges etc.. 5) When the line is fully filled up with water, close the valve (D) for water hose and tighten the blank flanges of the manifold flanges. 6) Open the valve (E) for compressed air hose to charge air and pressurize the line upto a pressure of 1.5 times of MAWP. (Usually MAWP of cargo line is 10kg/cm2 which is nearly equal to 150 psi) In order to get necessary air pressure for testing the following procedure shall be followed. a) Test and confirm the valves for the air line to be in good condition. b) Close inlet valve and outlet valves of air reservoir in pump room and make sure that the safety valve is working properly. c) Prepare temporary air pipe or hose which connect inlet pipe with outlet pipe of air reservoir directly to by-pass air reservoir because popping pressure of safety valve of the reservoir is set at 10kg/cm2.

: 15/02/04 : AKS : BST : A/01 :3 :0

SAFETY AND QUALITY MANAGEMENT

4

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

Pressure Reducing Valve 25 kg to 9 kg

Air Reservoir in Pump

From Main Air Reservoir

Room

to fit temporary pipe or hose to connect inlet pipe with outlet pipe to by-pass air reservoir

Compressed Air on Upper Deck

d) Increase air pressure up to 15kg/cm2 gradually by adjusting air reducing valve or opening by-pass valve of the reducing valve slightly by watching pressure on the secondary side. 7) After the pressure is set at the required level, inspect visually all the line including flanges and valves. 8) After inspection in the above 5, close the manifold valves and remove the blind flanges to inspect leakage of the manifold valves. 9) After inspection, close the valve for the air hose and release remaining pressure in the line by opening manifold valves. 10) Drain the water from the line and the tank and clean the line. 11) Enter record in the attached sheet and keep in a file aboard.

3.2

One tank – One Pump System / When cargo lines of multiple tanks are tested. 1) Connect the manifold with those of other tanks to be tested by using cargo hose(s) as per the following plan and fit blind flanges to the open flanges of the manifolds which should not be tightened till air in the lines is purged.

: 15/02/04 : AKS : BST : A/01 :4 :0

5

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

Date Prepared Approved Section Page No. Rev

2) Connect water hose and air hose to branch line on delivery line of cargo pump and drain line at a manifold respectively as per the above plan. 3) Fit pressure gauge (0 ~ 20kg/cm2) to gauge boss of the manifold. 4) Close the valve (A) and (B) and open the valves (C). 5) Open the valve (D) and fill fresh or sea water to piping lines and hoses while purging air remaining in the lines and hoses from the manifold blank flange, etc… 6) Open the valve (E) for compressed air hose to supply air and pressurize the piping lines and hoses upto a pressure 1.5 times of MAWP. 7) Hereafter follow the same procedure as the above paragraph 3.2. 8) Enter record in the attached form and keep in file aboard.

The defect found through pressure test should be repaired and reported to the head office.

4.

Testing procedure by cargo pump operation To confirm the integrity of the cargo piping and hoses more frequently beyond the statutory requirement the following easier testing must be carried out at an interval of about 6 months. This testing is essential especially for group main piping system as leakage in the system can cause serious cargo damages easily.

: 15/02/04 : AKS : BST : A/01 :5 :0

6

SAFETY AND QUALITY MANAGEMENT

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

4.1

Date Prepared Approved Section Page No. Rev

Group Main Piping System 1) Fill some fresh or sea water into a cargo tank of foremost position amongst the cargo tanks to which the line is connected. 2) Connect water hose to the drain line of the suction strainer of the pump. 3) Fit pressure gauge (0 ~ 20kg/cm2) to a gauge boss of the manifold. 4) Open or close the relevant cargo valves and suck and circulate the water in the lines by operating cargo pump. Air remaining in the line shall be purged from the valves or cocks located at higher position. 5) After air is purged from the lines by circulating water in the lines, open the valve (A) for the water hose and close the suction valve (B) and then suction valve of the cargo pump (C) and pressurize the lines by operating cargo pump to a pressure at which the safety valve of the cargo pump opens. 6) Inspect visually the lines and valves for leakage. To inspect the valves closely, open the bottom plugs of the valves for leakage. After the suction valves are inspected, close the intermediate valves (D) or the valves (E) located at inner position of the suction valves and inspect the valves by opening the bottom plugs. 7) Record the results of test in the attached recording form, repair any defect found through the test and report to the head office.

: 15/02/04 : AKS : BST : A/01 :6 :0

SAFETY AND QUALITY MANAGEMENT

7

TANKER OPERATING MANUAL EXECUTIVE SHIP MANAGEMENT PTE LTD

4.1

Date Prepared Approved Section Page No. Rev

One Tank – One Pump System 1) 2) 3) 4)

Fill some fresh water into the cargo tank(s) to be tested. Fit pressure gauge (0 ~ 20kg/cm2) to a gauge boss of the manifold. Close the valve on the manifold and the drop line. Operate the cargo pump and fill water into piping lines while purging air remaining in the lines from the valves located at upper position such as the manifold valves, then pressurize the lines by closing the openings and operating the pump at full. 5) Inspect visually the piping and valves while the piping lines are pressurized. 6) Record the results of test in the attached recording form, repair any defect found through the test and report to the head office.

: 15/02/04 : AKS : BST : A/01 :7 :0