1.

5 GENERAL CHEMICAL TANKER OPERATION

5.1 LEARNING OBJECTIVES

This section covers an introduction to the operation of chemical tankers and is divided to
address the following:

1. - Cargo information

2. - Cargo planning

3. - Loading

4. - Unloading

5. - Tank cleaning and gas-freeing

6. - Slops and slops disposal

The purpose of the lessons under this section is to give the trainees a general explanation of
the different sequences in cargo-, ballast-, and slop-handling operations and to show how
these are linked together.

1. 5.2 GENERAL
The Master is overall responsible for the safety of the vessel and all cargo and ballast
operations. However, the Chief Officer is normally appointed by him to be in charge of these
operations.

The Chief Officer should have sufficient experience as non-commissioned officer before he is
promoted. He should also be familiar with all of the arrangements on deck before he takes
over in this position. On ships with four deck officers, the Chief Officer’s working hours are not
regulated by the STWC 95, but where he is watchgoing, there are rules for working and
resting.

Therefor, the Chief Officer often delegates responsibility to other certified deck Officers if they
are certified to be in charge of loading/discharging operations and found capable of performing
their duties in a safe way.
The key to a efficient and safe port stay is planning. Prior to arrival any port where
loading/discharging operations will take place, all systems which will be used must be tested
and recorded condition of. A pre-arrival meeting should also be held where at least all
implicated deck officers must participate. When calling ports where heavy turnarounds will
occur, it’s a good idea also to include deck crew in these meetings.

The agenda should consist of at least the following :

1.  Cargoes to be loaded/discharged.
2.  Stowage.
3.  Hazards/Special precautions for the cargoes in question.
4.  Safety equipment to be used and first aid in case of an emergency.
5.  Manifold connections to be used.
6.  Berth rotation.

In addition all deck officers should be equipped with stowage plans and manifold connection
plans in written.

An entry should be made in the deck log verifying that such meeting have been held.

Before any commencement of loading/discharging safety equipment resistant of the cargo in

question should be prepared and ready for use. It is the Chief Officer’s responsibility that the
officers and crew on duty uses this equipment.
90 % of the personal accidents during cargo operation happens because of lack of wearing
safety equipment.

Most installations have regulations, which make completion of certain checklists mandatory
prior to transfer of cargo and ballast.

For U.S. Ports, each item on such lists shall be initialized. Such check lists are to be completed
in addition to, but not instead of the vessel’s own.

In the “pre-transfer” conferences with shore installation, all the necessary ship’s information
should be handed over to the loading-master.

A ship-shore check-list is also filled in and signed by both loading-master and chief officer. If
there is a board-board (ship to ship) operation, a ship-ship checklist is to be filled in together
with the chief officer on the other vessels.

All cargo operations and non-segregated ballast operations should be recorded in the ship’s
logbook. A “scrap” log is normally used during these operations and later inserted in the deck
log. A permanent pen is to be used in the “scarp” log.

In addition to the “scrap” and deck log, all cargo actions concerning Marpol A, B, C and D
cargoes should be recorded in the Cargo Record book.

To keep a good track, Appendix 2 cargoes, are also normally recorded in the Cargo Record
Book even it’s not mandatory.

All procedures for handling cargo and non segregated ballast are specified in the ship specific
Procedures and Arrangement Manual (P&A) To perform a satisfactory loading and discharging
program, this manual must be fully complied with.

2. 5.3 CARGO PLANNING

In order to obtain a safe and good stowage, there are many considerations, which must be
taken. These demands can be customer, safety or rules and regulations related. In order to
comply, the following must be taken into consideration when planning a stowage :

Tank size.
Normally a tank is not loaded more than 98 % of the total volume, but in order to utilize the
vessel’s capacity it’s essential to try to load as close as possible to this volume. If the cargo
require a nitrogen blanket, it’s also easier to maintain this with as little ullage space as
possible. When carrying heated cargoes, expansion must be taken into consideration.
(calculate with the maximum temperature the cargo will reach.) If loading in a tank adjacent to
a heated cargo, a raise in temperature must, also be calculated.

If the product is included in The Certificate of Fitness.

All transport of hazard or noxious substances require a certificate. (Certificate of Fitness or NLS
Certificate.)
The Certificate of Fitness is included in the ship’s P&A manual. A part of this is called List of
Products. As the name states, this list includes all the products the vessel is allowed to carry
and in which tanks. If a loading order shows a product which is not listed in this certificate the
vessel is not allowed to take the cargo, but as soon as the class and authorities in loading and
discharging port receives the carriage requirement and pollution category and other necessary
information form the producer of the product, the class issues an amendment to the vessel’s
certificate of fitness. This is called Tripartite Agreement. This happen fast and the vessel
receives this normally by fax within 24 hours.

1. 5.3.1 COATING RESISTANCE.

Each manufacturer of cargo tank coatings is obligated to issue a resistance guide. This guide
shows which chemicals the coating is resistant to and therefor possible to load in the tank in
question. Many products appears with a footnote which means that some special criterias must
be present in the cargo loading order. The most common of these footnotes is that the tank
must be completely dry and the cargo in question does not contain more than 100 or 200 ppm
of water. Many of the major chemical manufactures issues their own lists which states the tank
lining they want to carry their products on.

2. 5.3.2 BCH/IBC CODE ( WHICHEVER APPLICABLE)

FOR CARRIAGE REQUIREMENTS.
Handling requirements, IBC code for new ships (constructed on or after 1 July 1986), BCH code
for existing ships (constructed before 1 July 1986).

3. 5.3.3 COMPATIBILITY (U.S.C.G.)

US Coast Guard has divided all chemicals into groups from 0 to 43. With this as base, a
Compatibility Chart has been formed. This chart simply shows which chemical groups are
compatible and therefor possible to stow next to each other. However, there are exceptions to
this table, some products within a group may be compatible to a group or a product that it was
not supposed to be originally. The compatibility chart and all updated exceptions is available in
USCG Rules for shipping Cfr 46.
4. 5.3.4 POLLUTION CATEGORY (MARPOL)
Determine if the product is categorized or if it’s not covered by IBC/BCH. Take into
consideration discharging port and any limitations regarding cleaning/overboard pumping.
Reception facilities in discharging port? Discharging in or outside special areas? Space onboard
for possible slops for discharging outside special areas or disposal to shore in next port?

5. 5.3.5 REQUIREMENTS AS TO PREVIOUS CARGOES,

INCLUDING FOSFA/NIOP/EU1 COMPLIANCE.
The requirements for tank cleanliness prior loading are getting stricter and stricter. The last
cargo is often essential when preparing a stowage proposal. When loading cargoes to be used
for food purposes i.e. vegoils there are lists with acceptable and banned last cargoes.
The three major institutes are: FOSFA, NIOP and EU.
Requirements from shipper may be as follows:
Last cargo not to appear on the banned list.
Last cargo to appear on the acceptable list.
Some cargoes, like Styrene Monomer, are not acceptable as one of the three last cargoes
when the FOSFA regulations is to apply.
We also see that the big manufactures of chemicals often reject a tank with certain last
cargoes, i.e. luboils.
When loading sensitive cargoes as Methanol and Mono Ethylene Glycol the demand to tank
cleanliness is very strict and therefor, if possible, it’s a good idea to stow these cargoes in
tanks with easy last cargoes. These parcels are however often shipped large quantities so
most of the times a heavy tank cleaning operation is unavoidable prior loading.

6. 5.3.6 PROCEDURES AND PREPARATIONS FOR LOADING

Prior to any loading operations all necessary information concerning the product must be
known to the vessel. The shipping documents must indicate the correct technical name and all
other applicable data in order for the vessel to ship the product in a effective and safe manner.
In addition to the shipping documents, a Material Safety Data Sheet (MSDS) must be present
and available to all persons on board. The MSDS contain all information regarding the product
in question and should be posted in public areas so all crewmembers have access to the
necessary information.

In order to lift a cargo, as a minimum, the following must be known/forfilled :

Name of product, technical and trade name.
Product listed in vessel’s Certificate of Fitness.
Compatibility Group and exceptions.
Coating Compatibility.
Marpol Category.
Reactive/Inhibited or not. ?
Melting Point.
Heating Requirements.
Nitrogen Requirements.

If sufficient information regarding a product to be loaded are not available, the Master can
refuse to load the cargo. However this is very rare and normally the vessel receive all
necessary information in sufficient time prior loading.

The Bulk Chemical Codes (IBC & BCH) provides all necessary information for the cargoes
covered by them (Category A, B, C and D cargoes). These books are together with the ship’s P
& A manual the vessel’s bibles. In the codes all special operational requirements regulated by
law, are listed. This must be fully complied with in order to operate in a safe manner.

As mentioned, the Chief Officer is responsible for the planning and the accomplishment of all
cargo operations. The planning of cargo operations starts as soon as the vessels receives the
loading order from the ship’s operator. The first loading order is normally incomplete and many
changes may occur before the vessel arrives at loading port.
As mentioned, a Pre-Arrival conference under the leadership of the Chief Officer shall be held
prior to arrival load/discharge port. Participants in the conference shall be those involved in
the cargo operations, such as Deck Officers, and/or crewmembers assigned to special tasks.
The purpose of the conference is to highlight the planned operations/activities in the upcoming
port, also reflecting the different details listed in the vessel's Oil Transfer Procedure regarding
Transfer Conference.
The time and date of such conference to be entered in the vessel's deck log and signed
by the Chief Officer.

Prior to loading of any cargo, the following shall be closely inspected/tested by Chief Officer:

(1) Close inspection of cargo tanks.

(a) Cleanliness/Wall wash if applicable.

(b) Coating if applicable.

(c) Tightness.

(d) Structure.

(e) Heating coils and ladders.

(f) Visual control of cargo pumps and supports.

(g) Purging of cargo pump.

(2) Cargo lines including valves.

(3) Vent-pipes including P/V valves.

(4) Drain valves.

(5) Tank hatches and packings.

(6) Ullage plugs/hatches.

(7) Closed gauging system.

(8) Level alarms.

(9) Temperature gauging.

(10) Pressure gauging.

(11) Vapor return system - pressure gauging and alarms.

If heated cargoes are to be loaded, heating coils to be pressure tested, preferable by steam
pressure. Test to be recorded.
If heating is not required, heating coils to be cleaned through with steam or freshwater, blown
empty and blanked off on both sides.
After the tank is inspected/wall washed and found ready for loading the chief officer issues a
“Certificate of Cleanliness”. There are many different types of this certificate, but in order to
save both time and paper it’s smart to get all the information the surveyor needs on this
paper.
7. 5.3.7 RESPONSIBILITY OF THE DUTY OFFICER.
The Duty Officer is responsible for all operations taking place on his watch unless relieved by
the Chief Officer.

Before commencement of any cargo/bunkering operations, the following shall be controlled by

the Duty Officer.

8. 5.3.8 POSTERS/CARGO INFORMATION

Prior to arrival in loading port, the following shall be posted in accommodation:.

(1) Up to date stowage plan.

(2) Product information data sheets.

The same to be available in cargo control room.

At the gangway/accommodation ladder:

(1) A safety plan.

(2) Notice board as below.

SAFE OPERATION

CARGO SURVEYORS/TERMINAL
WARNING REPRESENTATIVES shall be
DANGEROUS CARGO guided by vessel’s staff before
NO VISITORS commencement of any operation,
NO SMOKING such as:
NO OPEN LIGHTS Sampling
Gauging
Hose connection
Tank entry
Opening of any cargo
hatches, ullage-openings etc.

Any surveyor/terminal representative

failing to comply with this
instruction will be requested to
leave the vessel immediately

9. 5.3.9 MOORING/GANGWAY
During stay at a terminal, the Duty Officer shall frequently check that the mooring lines are
tight and the vessel is safely moored.
The gangway/accommodation ladder shall be rigged with safety net and frequently checked.
10. 5.3.10 TOWING-OFF WIRES
Towing-off wires shall be rigged fore and aft in such a way that they can be used without
adjustment in case of emergency.

11. 5.3.11 BLANK FLANGES

During all cargo handling and cleaning operations, all pipeline connections, except those
actually in use must be blanked off and fully bolted.

12. 5.3.12 BONDING CABLE

When a ship/shore bonding cable is used it shall be done in the following sequence.

When connecting the hose:

1) Connect bonding cable.

2) Connect hose

When disconnecting hoses:

1) Disconnect hose.

2) Remove bonding cable.

13. 5.3.13 POLLUTION PREVENTION

Prior to any cargo transfer, the Duty Officer shall check that all scuppers are closed by
mechanical means and the pollution prevention equipment is ready for use according to
Vessel's Oil/Chemical Spill Response Plan.

14. 5.3.14 FIRE MAIN AND DRY POWDER/FOAM

Fire main and Dry powder and/or Foam shall be ready for use during cargo operations. Fire
hoses shall be connected and ready for use.

15. 5.3.15 CARGO PUMP EMERGENCY SHUTDOWN

All personnel on duty during cargo transfer operations must be familiar with the procedure to
stop and secure the cargo pumps in an emergency. This includes use of the remote control
situated in the cargo control room and also the local emergency stops.

16. 5.3.16 PORTHOLES AND DOORS

During loading, discharging, ballasting, tank cleaning or gas-freeing all portholes and doors
must be kept closed. All doors leading to an open deck shall bear a notice to this effect.

17. 5.3.17 BREATHING APPARATUS & FILTER MASKS

Throughout cargo, ballast, tank cleaning and gas-freeing operations, self contained breathing
apparatus outfits and filter masks with appropriate filters as necessary shall be available for
immediate use.
18. 5.3.18 EMERGENCY SHOWER AND EYE WASH
The Emergency Shower and Eye Wash shall be tested and ready for use and all personnel
on duty shall be familiar with the location and use.

19. 5.3.19 PRESSURE IN CARGO TANKS

Serious structural damage can be caused by the creation of pressure/vacuum in tanks during
cargo/ballast operations. The Duty Officer shall control that PV-valves are working properly
before commencing operations.
When opening a sighting port or ullage plug the possibility of over pressure in the tank must be
considered. The pressure might be high enough to cause personal injury. Any over pressure
must be released via P/V valves.

20. 5.3.20 CARGO PUMPS, RELATED EQUIPMENT AND

SPACES
During cargo operations, a close watch shall be kept on the cargo system to detect leakage’s
or any malfunction. Loading/Discharging shall be in accordance with vessel's "OIL TRANSFER
PROCEDURE"

Special attention shall be paid to the following:

When loading, tanks already completed shall be monitored to ensure that the ullage is not
changing. Make sure that at least two valves are closed between tank and shore connection.

When discharging one grade from two or more tanks simultaneously through a common shore
connection, each tank level shall be closely monitored to ensure that discharging is actually
taking place in order to avoid overflow.

If a tank is filled to a level of 98% or more the ullage level to be continuously monitored until
cargo level is below 98% and tank overfill alarm is reset.

21. 5.3.21 CLEARING AND BLOWING OF LINES

The use of compressed air for blowing lines containing low flash cargoes or those which react
with oxygen shall be avoided. In these instances the blowing of lines must be carried out by
using Nitrogen.

In addition to the item listed, a Cargo Operation Check-List is to be completed

and verfied in the log book.

CARGO OPERATION

Before any cargo operations commence, the Duty Officer shall check the following.

(Ref. CFR 33§ 157.435)

1 The mooring lines are tight and rat screen rigged if applicable

2 Towing - Off wires rigged

3 All scuppers are plugged

4 Oil pollution prevention equipment is ready for use

5 Drains on cargo piping are closed

6 Safety-plan/[Link]/life buoy w/line is placed at the gangway and net properly

rigged.
7 Stowage plan and cargo information are posted/available

8 Day/Night signals are according to regulations

9 All drip containment’s are empty and drainvalves/plugs are closed

10 Safety Check-list - Ship/Shore - Ship/Barge is filled in

11 The Ship/Shore - Ship/Barge communication is working as intended

12 All connections not in use are blanked off and fully bolted

13 Shore/Ship connections are made in accordance with planned operation

14 Necessary safety equipment is ready for use

15 Local port regulation is posted when/where applicable

16 All exit doors are closed

17 Cargo valves function tested.

18 PV valves tested/properly set. PV lines and/or vent. piping inspected.

19 Vapour return lines is connected and valves properly set.

20 Flame screens are placed in all open tank lids if applicable

21 All tank opening not in use are closed

22 Portable/Fixed fire-fighting equipment ready for use

23 Emergency shower pressurised

24 95%-98% High Level alarms activated.

25 Inert gas system with lines tested. If applicable.

Port/Date Signature

To be entered in the log book and signed by the Duty Officer.