CHEMICAL TANKER MANUAL
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Date 15-Apr-16
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2.1. VOYAGE PLANNING & STOWING OF CARGO
A. Operating Procedures
Certain operators may issue their own operating procedures. A copy of such procedures should be made
available to the company. These procedures will be studied by the company to identify if any gaps or
conflicts exist with our own procedures.
If operators procedures are found to be in conflict to the procedures and policies detailed in the company
SMS then the Company’s procedure shall take precedence. Company will take up the matter with the
charterers / operators.
B. Charter Party and Voyage Orders
Usually vessel has to comply with the Charter Party and the Voyage orders at all times. In case of any
difficulty in complying these orders or conflict of instructions with company policy, the vessel shall contact
the concerned Technical / Marine superintendent for guidance.
The ruling charter party must be fully read and understood by the Master, Chief officer, Chief Engineer
and Second Engineer at the least.
Voyage and Cargo instructions will be issued by the Charterer / Operator (hereinafter term “Operator”
covers both) to the vessel and must be acknowledged on the day of receipt. If operators instructions are
found to be in conflict to the procedures and policies detailed in the company SMS then the Company’s
procedure shall take precedence. If there is any disagreement with the instructions the Operator and the
company are to be advised.
Copies of the current voyage order should be made available on the bridge in a file for review by all Deck
Officers, Chief Engineer and Second Engineer who shall read and sign the voyage instructions to take
away information relevant to their responsibility on board.
It is recommended that relevant sections of the charter party and voyage instructions are clearly identified
using highlighters.
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This will avoid several issues which are caused due to lack of proper review of the charter parties and
voyage instructions like timely notifications, NOR, missing out of tendering letter of protest, providing
notices to various parties etc.
Voyage Orders Contents:
Typical voyage orders will contain the following elements:
Voyage
IMO ship’s type number
Rotation (Loading –Discharge ports)
Cargo quantity, commodity and options
Charterer’s requirements for tank preparation for next cargo
Wall wash requirements
Load port and discharge port
Specific gravity of the cargo at 20°C
Heating instructions
Inerting, Padding and/or purging instructions
US Coast Guard number and pollution category
C/P date
Laycan (Laydays and cancelling date)
Special requirements by charterers
Special characteristics of ports/berths
Stowage proposal by Charterers
Bunker proposals
Any additional relevant information.
Tank cleaning information
The Master must advise the management office of any doubt, disagreement or inability to
comply, with the instructions.
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C. Cargo Quantity
The vessel should prepare a stowage plan on the basis of the contract / voyage order quantity. The
Operator may send a proposed stowage plan. This proposed stowage plan must be thoroughly checked
and proposed changes (if any) must be communicated to the Operator soonest, giving reasons for the
changes.
It may happen that vessel learns from terminal after arrival at berth that the cargo quantity to be loaded is
in excess or short of the nominated quantity. Such matters should be referred to the Operator for
instructions / guidance keeping the company additionally advised.
The voyage order must be reviewed carefully for all information contained therein especially cargo
nomination quantities, properties of the cargoes, intended discharge sequence, notices to be issued, any
notification procedures in the event of an emergency.
D. Notification to the Office
The following information from the Voyage orders must be notified to the Technical / Operations
department following a review of the current voyage Charter Party / Voyage Instructions on each
occasion such instructions are issued and upon change of command.
1. Quantity and grades of cargoes being loaded.
2. Charterer.
3. Vessel routing and if any restrictions are imposed.
4. Any specific requirements for MARPOL compliance in the area of trade (eg. ECA, CARB etc).
5. Emergency notification procedures if any from the charterers.
6. Always provide the office with a copy of the voyage instructions.
7. Any specific cargo operational requirements identified (e.g. Blending, water plug, etc).
8. Any other relevant matter.
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2.2. CARGO INFORMATION
A ship will normally receive orders giving cargo details and destinations direct to the vessel from the ‘Time
Charterers’ or ‘Voyage Charterer’. It is important that Office is immediately advised of the vessel’s
destinations, nominated agents, cargo nominations, etc. At the time of receipt of voyage orders, Master
must also request for Voyage Charterer’s Emergency contact details.
In the event of the vessel being issued with instructions which appear unacceptable due to quantity,
incompatibility, unacceptable trim or stresses, the Charterers and Office must be immediately informed of
the difficulties and suggested changes.
For each chemical listed in voyage orders, identification of the product and a review of the carriage
requirement shall be carried out to confirm the following:
1. Subject cargo is included in vessel’s ‘Certificate of Fitness’ or has a letter of authorisation from
the administration.
2. Coating Compatibility data / Stainless Steel Resistance List has been checked to confirm cargo
is acceptable.
3. MSDS sheets and cargo specific voyage instructions such as inerting / heating instructions
have been provided.
4. The following documents are also to be referred to ensure that necessary information for the
safe carriage of the product is available.
a. IBC Code
b. Latest MEPC. 2 / Circular (when applicable)
c. FOSFA / NIOP Lists of Acceptable and Banned Previous Cargoes
d. P&A Manual
e. Compatibility Guide and USCG cargo compatibility / CHRIS Code.
(NOTE – Exceptions are listed under Appendix 1b of the USCG compatibility table, same shall be
referred to.)
A product must be shipped under the product name listed in chapter 17 or 18 of the IBC Code or in the
latest edition of MEPC.2/Circular (commonly referred to the tripartite agreement).
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If the product is neither listed in the IBC Code, nor published in the MEPC.2/ Circular, it is necessary to
check whether the product has already been provisionally assessed by tripartite agreement by contacting
the Administration / Classification Society.
Where special requirements 16.2.6 – 9 are mentioned in column “O” of Chapter 17 of the IBC code for
any of the parcels to be loaded, it is the duty of the Master to ensure that a shipping document is provided
by the Shippers / Charterers to the vessel indicating the cargo viscosity at various temperatures and
melting point as applicable.
In case of non-availability of information, head office should be contacted for further information
pertaining to safe carriage of the product.
The vessel shall not load till such time that sufficient cargo information and procedures have been
provided and it has been confirmed that the vessel can safely load, carry and discharge the
intended cargo.
If neither the Master nor the Chief Officer has previous experience of handling cargoes with
similar properties a Risk Assessment with office approval is required.
2.3. JOINT PLANNING
In all operations connected with cargo, ballast, tank cleaning, bunkering etc., it is the responsibility of all
Senior Officers to ensure sound joint planning and control so that maximum co-operation amongst the
various departments is achieved in order that the operation may be brought to an expeditious and
successful conclusion, compatible with safety.
2.4. CARGOES WHICH ARE NEW TO THE COMPANY/VESSEL
It is likely that a cargo being nominated for carriage on the vessel is new to the vessel and the company. This should be considering the below 2 possibility :
1. Cargo is listed in the COF , however the vessel and the company does not have any experience
with the carriage requirement for the cargo
2. There are circumstances where the cargo may not yet be included in IBC Chapter 17 & MEPC
Circ. 2/latest circular ,
For the second possibility necessary flag state and class approval needs to be taken for the carriage of
the cargo.The cargo should be included in the vessel’s certificate of fitness prior to carriage
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A complete HSE review must be carried out prior the cargo is carried on board. The review must include
check of the adequacy of company procedures, skill and level of expertise of the crew, limitations of the
vessel’s equipment etc. A suitable risk assessment must be carried to identify the risks and measures to
mitigate such risk.
‘Risk Assessment’ as a minimum must review the following:
1. The hazards of the Chemical.
2. Adequacy of the fire fighting medium.
3. Conditions of carriage and that vessel is able to meet the requirements.
4. Tank cleaning procedures.
5. That adequate safety / handling procedures are available.
6. That the new cargo is included in vessel’s COF or authorized by the administration.
7. That staff on board and ashore have the adequate capability to load, carry and discharge the
cargo safely.
2.5. CARGOES NOT LISTED IN THE CERTIFICATE OF FITNESS (COF)
If the voyage orders contain a Cargo not listed in the Certificate of Fitness, Head office should be
contacted for further information pertaining to safe carriage of the product. The Office will gather new
cargo safety / operating instructions through charterers / industry guidance such as MEPC 2 Circular
where required and will liaise with the vessel’s Flag state / Classification to have the cargo included in the
COF or obtain a letter of authorisation from the administration.
‘Management of Change’ and ‘Risk Assessment’ will be carried out by the office to ensure that vessel is
suitable to load subject cargo which will include as a minimum a review of the following:
1) The hazards of the Chemical.
2) Adequacy of the fire fighting medium.
3) Conditions of carriage and that vessel is able to meet the requirements.
4) Tank cleaning procedures.
5) That adequate safety / handling procedures are available. (Drager tubes, Antidotes and any
specific equipment which shall be required for safe handling of this cargo)
6) That the new cargo is included in vessel’s COF or authorized by the administration.
7) That staff onboard and ashore have the adequate capability to load, carry and discharge the cargo safely.
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2.6. MATERIAL SAFETY DATA SHEET
It is to be ensured that shipper specific material safety data sheet of all cargoes carried on board are
available to the Master and these should include following information:
- Cargo should not be loaded without MSDS from the Terminal or Charterers.
- Shipping Name. MSDS may not always have the Proper Shipping Name.
- Full description of physical and chemical properties of the cargo (including viscosity and melting point
data).
- Action to be taken in the event of spills and leaks.
- Countermeasures against personal contact.
- Fire fighting procedures and media.
- Procedures for cargo transfer, tank cleaning, gas freeing and ballasting.
- For cargoes required to be stabilized or inhibited, full information of the additive being added to effect
such stability or property of inhibition. Where used, a separate MSDS for inhibitor / additive shall be
provided onboard.
It is the responsibility of the Shipper / Charterer of each cargo to be loaded to provide the above data and
the Master shall ensure that the same is provided onboard.
- If such information is not available Office is to be informed at the earliest and cargo loading should not
commence until Office permission is obtained.
- MSDS should be stowed in conspicuous locations which are publically accessible.
2.7. DOUBLE VALVE SEGRAGATION
This section applies to compatible cargoes of different grades. Vessel shall always load within the
limitations of vessel’s natural segregation. Master shall ensure that vessel is able to maintain
minimum two valve segregation between each cargo, parcel or grade during each stage of
operation such as loading, during the voyage and discharging and shall provide a separate pump
and line for each cargo and grade.
Cargo stowage wherein vessel is notable to maintain double valve segregation or if voyage instructions
allow vessel to maintain single valve segregation should be brought to the Head office attention and such
stowage shall not normally be considered acceptable. However it may be allowed only against express
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permission from owners. The risk of handling different products against a single valve segregation is
significant hence cargoes which are distinctly different in quality and properties cannot be carried in this
manner. Each case of stowage involving a single valve segregation of the cargo should be brought to the
knowledge of the office and approval must be sought.
2.7.1. Reactivity with Other Cargoes
This section applies to products which vigorously react with other products to produce heat, toxic fumes
or excess pressure. Accidental mixing of such cargoes may cause injury to personnel, damage to the
environment or ship. For the purpose of safe carriage of these products the US coast guard has used
information provided by the National Academy of sciences to identify and categorise the cargo into
various reactive and nonreactive groups.
USCG compatibility guide is the most commonly used compatibility guide. This information is updated
annually by the USCG and available in CFR 46 part 150. Master must ensure that the current edition of
this publication is available on board the vessel at all times and should be referred to when planning
stowage. The ship’s officers should also be aware of the exceptions to the compatibility chart which are
detailed in the CFR.
To prevent accidental mixing, incompatible cargoes on the same vessel must be carried out with extreme
caution. The cargoes must be kept strictly separated from each other throughout the handling and
stowage system using two barriers between them. This segregation must be applied to slops, draining in
the drip tray on spill containers, stowage in tanks and stowage of samples.
A Risk Assessment is to be carried out when a vessel loads two or more incompatible cargoes.
The ship’s master shall ensure that the stowage of the reactive cargoes meets the following
requirements:
(a) The containment system must separate the two incompatible cargoes by two barriers such as formed
by a:
(1) Cofferdam;
(2) Empty tank;
(3) Void space;
(4) Cargo handling space;
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(5) Tank containing a compatible cargo; or
(6) Piping tunnel.
(b) Isolation across a cruciform joint is equivalent to isolation by two barriers.
(c) The containment system for the hazardous material must not have a piping or venting system that
connects to a containment system carrying a cargo with which the hazardous material is incompatible.
Any such piping or venting system must have been separated from the containment system carrying the
incompatible cargo by:
(1) Removing a valve or spool piece and blanking off the exposed pipe ends, or
(2) Installing two spectacle flanges in series with a means of detecting leakage into the pipe
between the spectacle flanges.
For the purpose described above, two valve segregation is not acceptable as two barriers.
Case Study : Clipper Lund explosion, Source: Accident Investigation board Norway.
One crew member killed as a result of an explosion caused due to violent reaction between Aniline and
Nitric acid. Aniline was being transferred from the drip tray to the storage tank through the drain line. Nitric
acid was remaining in the drain valve in the transfer line which reacted with the Aniline to cause an
explosion.
2.7.2. Offset Corrugated Bulkhead
While a cruciform boundary is considered an acceptable double barrier, an “OFFSET CENTRELINE
BULKHEAD” is not considered to provide suitable segregation.
On vessels fitted with offset corrugated centerline bulkhead, care shall be taken to avoid loading
of two non-compatible cargoes in the tanks wherein small section of diagonally opposite tanks is
shared with same bulkhead.
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Below diagram provides necessary guidance.
2.7.3. Segregation from Other Tanks Loaded with Heated Cargoes
Heated cargoes should never be loaded adjacent to cargoes with self-reactivity such as polymerisation,
decomposition, thermal instability, etc. as heat will shorten the life of the stabilizing inhibitor. Heating
accelerates self-reaction and results in a dangerous situation besides deterioration in quality.
It is advisable that stowage of heated cargoes adjacent to tanks containing toxic cargo is avoided
to minimize the possible release of toxic cargo vapour into atmosphere.
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It is also advisable that a cargo requiring heating is not stowed adjacent to cargo tank, which
contain a cargo of low boiling point because the excessive evaporation of the cargo will result in
cargo loss and possible vapour hazard in deck area or main deck.
A difference of 10oC between the boiling point of the non-heated cargo and the maximum
temperature of the heated cargo stowed in an adjacent tank should be sufficient as a safe margin
in planning adjacent stowage. This means; a heated cargo with maximum heating temperature
less than 54.5oC may be stowed adjacent to methanol (boiling point = 64.5
oC) when such stowage
is inevitable.
Maximum permitted heat adjacent should be taken into consideration while stowing cargoes in
adjacent compartments to heat sensitive cargoes where heat may affect the quality of the
cargoes.
While carrying heated cargoes the temperatures of all tanks on the vessel should be monitored to
verify there is NO inadvertent heating taking place in any non heated cargo tank. When heated
Cargoes are carried onboard, all non heated tanks are to be isolated. The ullages of tanks carrying
low density cargoes stowed adjacent to tanks carrying heated cargoes should be recorded daily.
Segregation of Cargoes Reactive With Water
Certain cargoes react violently with water and moisture which causes dangerous conditions on board or
affects the quality of cargoes.
Cargo tanks loaded with such cargoes must be segregated from the tanks loaded with water such
as fresh water (for tank-cleaning purposes) or clean sea water (taken in as heavy weather ballast).
Cargo tanks to be loaded with the cargoes, which react dangerously with water should be
completely cleaned and dried to eliminate any residual water.
The pipelines and other associated fittings also need to be dried accordingly. The heating coils
should be blown dry and blanked. The ballast and deballasting sequence should be planned in
such a manner that at no time is water present in the ballast tanks adjacent to tanks with water
reactive cargoes.
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Note: Refer to Paragraph 15.16.2 of IBC Code for carriage of cargoes reactive with water.
Compatibility and Tank Cargo History
While planning stowage of the cargoes, previous cargo history of the tank should be reviewed. Certain
cargoes especially in coated tanks can adversely affect the quality of the subsequent cargoes. An
example is Methanol cargo loaded after a cargo of Styrene Monomer. In case of edible vegetable oils
certain previous cargoes are not acceptable for stowage, in some cases the previous “acceptable” cargo
has to be loaded to a minimum level after history of an unacceptable cargo. Carriage of high specification
chemicals after carriage of lube oils, vegetable oils or petroleum products may entail extensive cleaning
requirements. In all cases last three cargoes should be declared to the load port through the agents in
order to obtain approval of the tanks prior vessels arrival in port.
Master in the process of planning cargo carriage must refer to the previous cargo to identify the suitability
of the tank for carriage of Edible products as requirements of FOSFA. A list of acceptable and banned
FOSFA cargo is available in the Annex 1 of this manual.
Stowage Plan
The Chief Officer must prepare a stowage plan, which should be approved by the Master. When planning
cargo stowage, the flow charts on the following two pages should be used to systematically review the
various carriage considerations and requirements.
First Stage
Checking suitability of stowing the proposed cargo: This involves checking cargo compatibility with
respect to the ship’s COF, IBC code, adjacent cargoes, cargo history, cargo tank coatings, heat
compatibility, etc.
Second Stage
Checking suitability of carrying the proposed cargo: This involves checking conditions like sloshing,
ambient weather conditions experienced during the voyage. Review of stowage basis various conditions
that may be experienced during the voyage.
It should be noted that the cargoes are listed on the certificate of fitness with their proper shipping names.
If the cargo is listed on the vessel’s certificate of fitness, then the vessel and its equipment is complying
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with IBC requirements for the carriage of the said cargo. However this does not include compatibility with
tank coating. The suitability of carriage of this cargo should be verified against suitability list provided by
the coating manufacturer.
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2.8. CARGO OPERATION PLAN
Cargo Operation Plan MUST be prepared using OP-CHEM-01(Cargo Operation & Tank cleaning Plan)
prior carrying out cargo transfer operations. Such plan must be discussed with all concerned crew
members for their understanding and compliance and signed by them. Upon vessel’s arrival, if any
changes are noted during ship-shore conference, cargo transfer operation should not be carried out
unless the cargo operation plan has been revised and discussed with the concerned crew members.
Chief Officer is the Cargo officer and is responsible for Cargo planning and preparing the Cargo operation
plan. Cargo Operation Plans should be reviewed, agreed and approved by the Master.
Large deviation from the Builders ‘Trim and Stability’ data should not be practised. While preparing the
Cargo Operation Plan, stress & trim must be calculated for each stage & particular attention must be paid
to limiting drafts.
The Cargo Transfer Operation MUST strictly adhere to the ‘Cargo Operation Plan stage by stage. Any
deviation from the Plan should be informed to the Chief officer and Master. The Chief Officer must be
present in the CCR during Critical stages of the operation. If Chief Officer is unable to be present due to
rest hours or other requirements, Master shall be present in lieu.
Note: Ballasting of cargo tanks adjacent to tanks with Heated cargoes or water reactive cargoes is
prohibited.
2.9. LOADING LIMITATION OF CARGO
Filling Limits for Cargo Thermal Expansion
In calculating the ullage or filling limit to which the tanks are to be loaded, due allowance must be made
for thermal variation during the voyage either from climatic conditions or cargo heating.
Cargo should be loaded in such a manner that at any stage of the voyage the volume in the tank should
be less than 98% of the total capacity of the tank. The loading must be planned to achieve this taking into
consideration the expansion of the cargo due to change in ambient temperature or direct heating of the
cargo or through indirect heating from adjacent tanks.
The cargo tanks can be loaded up to a liquid level corresponding to the maximum filling ratio obtained
from the following formula.
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Max. Filling ratio (% full) = 100 (1 - R x T) - S
where;
R: Coefficient of cubical expansion per oC (see the data sheet)
T: Expected maximum temperature rise (oC)
S: Safety margin, usually 2% of capacity
Caution: "Shore stop" should not normally be accepted when the last cargo tank is to be filled to it’s filling limit.
Filling Limits for Cargo Tank Design Specific Gravity (Dsg)
Design Specific Gravity (DSG) is the design specific gravity of vessel’s tanks and defines the maximum
specific gravity of cargo to be safely loaded to 100% capacity of the tank. However any increase in
specific gravity will require a proportional reduction in quantity such that the weight in the tank does not
exceed the safe design parameters. The DSG is usually given in either the loading manual or in a
certificate issued by the Classification Society. This information should be readily available in the cargo
control room and referred to during planning.
Max. Filling limit can be calculated by the following formula.
Max. Filling ratio (% full) = DSG / SG x 100
Example of calculation
DSG - 1.4
SG = 1.48 (Chloroform)
Then filling ratio is 1.4 / 1.48 x 100 = 94.6%
Filling Limits for Sloshing Strength of Cargo Tank
In general, partial loading between 20% and 80% of filling ratio is prohibited to avoid an excessive
sloshing load in the tank structure.
However, if partial loading is involved in the intended plan, cargoes should be loaded to the extent of safe
loading percentages as determined after referring to the sloshing calculation shown on Vessel's Loading
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Operation Manual. Ships on which the sizes of the tanks are small may have no restriction in loading
quantities.
Greater the SG of the cargo, bigger the effect of sloshing on vessel's structure.
Stability and Stress
In accordance with regulations all vessels are supplied with a Trim and Stability (Loading Manual) Booklet
approved by the Flag administration or the Classification Society, which indicates the various conditions
of loading and ballasting with weight distribution structure resulting in the minimum stress being imposed
on the Hull structure. It also gives ballast distributions for arrival, departure and light ship conditions, and
contains full deadweight, stability, capacity and hydrostatic particulars.
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 are detailed
in the manual and verified by computerized approved loading computers.
Where a computerized calculation system is provided on vessel, the system should be checked at least
once every three months against the approved loading conditions. During every cargo operation the
vessel’s actual condition of drafts and trim must be verified visually against the conditions on the loading
computer at least twice.
All tankers must comply with IMO conditions of intact stability through the voyage and during cargo
operations. This should be verified by systemic planning of the cargo operations in port by evaluating
various stages of cargo operation. Records of the monitoring of stability condition should be maintained
on the vessel.
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Damage Stability Criteria
Damage stability calculations assess the survival capability of the vessel in case of damage sustained in
the loaded passage. The damage stability characteristics must be understood and there must be
evidence that the damage stability has been assessed for the loaded voyages.
Some loading computers are incorporated with Damage Stability calculations so these are easier to
assess. Where the damage stability is to be calculated manually, the procedure for this must be clearly
understood. This procedure may involve calculating KG under various conditions of damage given in the
loading manual and comparing this with the maximum allowable KG under the various loading conditions.
Master or Chief Officer as his nominated deputy must carry out calculation for each loaded condition prior
vessel is put to sea. He should also be aware of the worst case scenarios of intact and damage stability.
Stress Monitoring
During cargo / ballast operations, duty officer must monitor and record vessel’s draft, stress and stability
condition regularly and should be recorded in “OP-CHEM-28 - Hourly loading / discharging rate log”. This
data should be compared with the cargo / ballast operation plan, to provide a proactive warning of any
unplanned or unobserved deviations from the plan, so that appropriate corrective action can be taken.
Where an online gauging system is not fitted or in-operational, the duty officer must regularly update the
tank quantities and check stress and stability condition.
The duty officer shall control and supervise all routine aspects of monitoring tanks, pumps and equipment
in use as well as the general ship keeping requirements of moorings, gangway, draught etc.
If the circumstances demand, he may regulate tank valves and pump controls in the planned operation
but under no circumstances shall he depart from the cargo plan without approval from the Chief Officer or
Master.
The duty officer should call the Chief Officer immediately if in doubt, any unforeseen circumstance
becomes apparent or an emergency arises.
In the event of an emergency all operations shall be stopped at once.
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The duty officer shall record the events of the operations as they occur in the ‘Port Log’ and maintain
periodic records of all the parameters monitored.
2.10. CARGO QUANTITIES
The cargo quantities are planned by the Master and checked in relation to the voyage orders with regard
to:
Loading capacity (load calculation)
International Load Line Zones in trading area
Expected trim, heel, intact and damage stability
Sheer force and bending moment stresses during the various stages of loading and
discharging
Draft and passage limitations en route, canals and in ports of destination
2.11. CARGO EQUIPMENT DEFECTS:
It is the Master’s responsibility to inform the management office immediately regarding any cargo
equipment defects which might influence cargo stowage. This is to prevent cargo commitments being
made to which cannot be adhered to as a consequence of these defects.
2.12. OIL AND HAZARDOUS MATERIAL TRANSFER PROCEDURE:
Prior to each transferring of oil or hazardous cargo to or from the vessel and from tank to tank within the
vessel the Chief Officer has to prepare and submit to the Master for approval an Oil or Hazardous
Material Transfer Procedure as required by 33 CFR 155.720. The contents of Transfer Procedure should
comply with the requirements detailed in 33 CFR 155.750.
On Company managed vessels the requirements of this section are applicable to all hazardous material
transfer operations irrespective of the ship’s trade area, and are not limited to US waters only.
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