MARINE CARGO OPERATION

(MCO 244)

RAWLINS A/L SELVARAJAN

NS 20131006994
ENCIK AHMAD
LOADING & DISCHARGING
PROCESS IN TANKER VESSEL
 Loading oil cargo in a tanker ship

Loading oil cargo in a tanker ship require utmost diligence

in planning and most careful consideration will need to be
made for safe operation. Following are the basic procedures
at various stages of loading oil cargo
Line up of the Vent lines
Prior loading operation commence, cargo tanks IG inlet
lines to the designated tanks shall be re-checked and
confirmed in desired position.
The control of the key to the locking arrangements for cargo
tank IG inlet valves shall be with the Chief Officer.
For tanks which are required to be isolated by vapor (as per
the Charterer’s instructions), the individual I.G pressure
shall be monitored Every 4 hrs.
Safety Confirmations and Clearance:
• Once the Chief Officer is satisfied that all preparations
have been made in accordance with the cargo oil loading
plan and the shore facility representative has confirmed that
the facility is ready to load cargo, he may order the opening
of the designated manifold valves and loading operation to
commence in accordance with the loading plan.
• Commence loading at reduced rate (to avoid static
generation), watching the manifold back pressure at all
times.
• The first loading tank shall be documented in the ‘Tanker
Cargo Log Book’ and the number should be restricted to a
minimum.
• Ullage confirmation shall be carried out to confirm cargo
oil flowing as planned into the designated cargo tank.
• In case of heated cargo, confirmation of temperature of
cargo is as per agreed value and within the Charterer’s
instruction. Also, the loaded cargo temperature shall be
within the vessel’s design criteria (of valve / tank coating
limitations)
• Only after receiving reports of all safety checks confirmed
from all stations of deck / pump room watch and the chief
 officer may open other loading tanks and carefully increase
the loading rate. Close watch of the manifold back pressure
shall be maintained, until completion of settling down of
final maximum agreed loading rate.
• Close communication to be kept with shore side, until all
parameters have stabilized.
• Loading cargo tanks IG back pressure shall be adjusted to
maintain slight positive, at all times. The same shall be
monitored, for any change.
Deck Watch and Personnel Arrangement
• The deck watch shall check for oil leaks in the cargo area
throughout the cargo oil loading operation.
• At the beginning of the operations, confirm that no oil
leaks from piping joints and that no oil in flowing into tanks
other than the tank being loaded.
Keep continuous monitoring of the Oil Level of the loading
tanks, until settling down of shore flow rate. Also, monitor
other tanks (unused) for any change in the level.
• After reaching the desired full loading rate and
confirmation reports have been received from all stations at
deck / pump room watch, (including the cargo piping and
sea surface around the vessel) the Chief Officer may
dismiss the off duty crew and revert to the routine Watch
Schedule
• During loading operations, monitor the manifold back
pressure, especially when changing over the valves / tanks.
Leakage Monitoring System
Cargo leakage, however small shall be paid attention to- at
an early stage of operations. Leakages from piping system,
joints and valves shall be monitored. Tanks not being
loaded shall be monitored to ensure that no oil is flowing
into tanks other than the loading tanks.
During loading operations, watch oil loading pressure all
the time, and monitor portions where oil is likely to leak.
Excessive vibrations on piping systems must be attended to
immediately.
Cargo Loading Rates:
a) General
The vessel’s maximum loading rate and maximum venting
capacity must be posted in the cargo control room giving
details of the rates for homogenous(entire the vessel),
Group-by-group and Tank-wise loadings.
Such information, based on calculations, shall assist the
Master to determine how fast the ship can safely load a
 particular cargo at a particular facility, taking into account
the vessel’s design parameters and the cargo involved.
The Chief Officer should indicate, in the loading plan, rates
required at stages throughout the operation.
b) Theoretical Rates
The maximum flow rate into any single tanks shall be less
than the maximum venting capacity (SOLAS). To allow for
generation of gas when loading, the venting rate shall be
taken as 125% of the oil loading rate.
Maximum loading rates are affected by a number of factors:
Diameter of Manifold valve / line.
A cross section of the Pipe [m2] x Instant Flow Rate 7[m/
sec] x 3,600[sec] = Reference Max. Loading Rate
Number of tanks being loaded at any one time.
Gas venting capacity – main system.
Secondary gas venting capacity.
c) Setting Loading Rates
The initial and maximum loading rates, topping off rates and
normal stopping times should be considered, having regard
to: -
The nature of the cargo to be handled;
The arrangement and capacity of the ship’s cargo lines and
gas venting systems: the vent line pressure should not
exceed that indicated by the builder and must be closely
monitored at terminals where loading rates are known to be
high.
Builder’s maximum vent pressure may be based on a rate
for loading all tanks simultaneously; rates must be reduced
accordingly for a smaller number of tanks tank being
loaded.
The ability and competence of the vessel’s staff.
The loading rate should also be governed by the age,
condition and reliability of the vessel’s pipeline system and
the gauging system.
Precautions to avoid accumulation of static electricity.
Any other flow control limitations.
De-Ballasting of Segregated Ballast:
• Obtain the Berth (Loading) Master’s permission before
starting to de-ballast the segregated ballast tanks. In
principle, de-ballasting operations should commence, after
starting of cargo operations.
• De-ballast, as per the cargo plan to achieve ample trim,
especially towards the completion of de-ballasting
operations.
 Such period should be planned well before the level in cargo
tanks are near Topping-off ullages.
Recording during operations in Tanker Log Book:
Following items shall be recorded in Tanker Cargo Log
Book hourly.
•Loading Quantity (Rate) to compare it with that of the
terminal side
Regular ship/shore comparisons of loaded cargo figures
shall be carried out and changes in difference to be
investigated / reported.
If the Duty Deck Officer cannot account for the variation of
rate then he must call the Chief Officer immediately.
•Manifold Pressure / Temperature,
• Draft & Trim
• Monitor of levels in tanks not being discharged
• The Stress and Stability of the vessel
• Tank pressure
SBM / FSO position monitoring shall be carried throughout
the operations. The crew on watch shall be briefed as to the
danger limits for the bearing and distance of the SBM /
Hawser to be reported.
Chief Officer’s Standing order:
Chief Officer shall give his written instructions of cargo plan
to duty officer .
Stress monitoring and print-outs of intermediate conditions
shall be recorded during regular cargo operation. Loading
computer shall be updated hourly for conditions on board.
Where possible, comparison of real & calculated draft & trim
shall be carried out to give proactive warning of any
unplanned or unobserved deviation from plan.
Trim and draft
Ensure the draft maintained, after allowing for tidal
variation, is well within the limits of the height limitation of
manifold / loading arms. The vessel shall always be
maintained well within the operating limits (envelope) of the
shore arms.
Topping Off
Before commencement of Topping off operations, arrange
adequate personnel for the operations.
As the number of remaining tanks are reducing with
progressing of Topping off operations, lower the loading rate
down to have sufficient time to cope with the Final Loading
Topping off.
Confirm the ‘Check items when Topping-Off’, as per “Tanker
 Loading Checklist” to record the results.
Preparation for Topping Off:
• The Chief officer should indicate, in the loading plan, the
method he wishes to be used for Topping Off along with the
maximum permitted topping off rate(s).
• The Chief Officer should indicate to the Duty Deck Officer
when he wishes to be called for Topping Off.
The Duty Deck Officer should calculate when the Topping
Off operation will begin and advise the shore terminal well
in advance.
• Well before topping off, the Duty Deck Officer should have
the deck watch verify and compare the portable gauges with
the fixed cargo tank gauge. He shall complete the “Cargo
Tank Level Gauge Check Record at Loading Ports” of the
tanks to confirm the accuracy of the CCR tank gauges.
• The Chief Officer should be notified of any discrepancies
when he is called for Topping Off operation.
• On the assumption that the tank to be topped off is not the
final tank and that there are other tank valves opened for
the grade being loaded, the valve should be operated when
there is sufficient ullage remaining in the tank, to ensure
that the valve will close as required.
• When Topping Off tanks, there must be enough personnel
available to monitor the operation and provide assistance.
It should be remembered that this is a critical point in a
loading operation.
A portable hydraulic pump must be readily available on
deck complete with extra oil and hoses, in case of a failure
in the valve operating system.
Topping Off Operation
• If at any time the Topping off operation gives significant
cause for concern, such as equipment malfunction, STOP
LOADING!!
Then take the necessary time to get things settled down
again before resuming.
• After slowing down the loading rate for Topping off, it
should be checked that the loading rate is reduced as
requested.
• If the loading rate is still too high, then the shore should be
requested to further reduce the pumping rate.
• It is essential that all the vessel’s valves are not shut
against a flow of oil.
• To avoid this not less than a pre-determined minimum
number of valves must be open during periods of maximum
 flow rate and specified in the loading plan.
• Care must be taken when topping off tank(s) to make sure
that there are sufficient other valves open.
• When the first tank has been topped off, the deck watch
shifts to the next tank as directed by the Chief Officer and
the process is repeated.
• When the final tank is to be topped off, this valve should
not be closed against the flow of oil.
• Slack or empty tanks should be monitored to ensure that
the set ullage does not change.
• Care must be taken not to operate the tank valve controls
by mistake, and if possible a system of marking the valves
to remain closed should be arranged. Care must be taken to
make sure that valves are shut properly, and the levels of
tanks already topped off must be monitored to make sure
there has been no change in the final ullage.
• On confirming with the manufacturers, to prevent the
possibility of the hydraulically operated cargo valve to
“creep”, the control switch shall be left in the ‘closed’
position on non operational tanks when working / or after
finished loading cargo.
• A warning notice to be posted in the cargo control room of
all tankers, that have a neutral position on the valve remote
control switch, to the effect that the valve is to be kept in the
closed position on non operational tanks when working / or
after finished loading cargo.
Completion of Loading
• Close the manifold gate valves after confirming the
completion of transferring oil from the terminal.
• Once cargo operations have ceased the Mast riser, or
other venting system in use should be closed to reduce the
loss of light ends to the atmosphere; but the tank pressure
should be closely monitored to ensure that the system is
not over-pressurized.
• Drain hoses and arms at the manifold. All manifold drain
valves are to be operated under the knowledge of the Chief
Officer; the duty deck officer must be stationed at the
manifold and ensure that the correct valves are opened
before confirming to the Chief Officer in the CCR that the
valves are opened.
• After draining of all oil in pipe lines, close tank valves and
vent valves. Ensure connection is depressurized and
isolated from the internal cargo tank IG pressure
• All cargo in deck cargo lines should be dropped by gravity
 into a designated tank or tanks. Lines should not be
dropped back to the pump room.
• In parallel with draining work, measure the temperature
and ullage in each tank to work out the loaded quantity.
• On completion of gauging and sampling all ullage ports,
vapour locks and any other tank openings should be
confirmed closed.
• Care should be taken to ensure that cargo lines do not
become over pressurized due to high ambient temperatures
• The IGS recorder shall be switched on to record and
monitor the cargo tanks pressure. It shall be suitably
marked for details of Voyage Number, date and time of
turning on and corresponding present pressure.
This record shall be in continuous operation until the final
discharge port.
Tank Gauging / Survey upon completion of Loading
operations:
* Ullage Report The following would need to be considered,
when carrying out accurate cargo measurements.
Case-1 Line Volume: If NOT included in the ship’s
individual tank measurement tables and more than one
grade loaded;
* Loaded qty of 1st grade= Loaded Tanks Qty of 1st grade +
ALL Lines (used for loading) Qty
* Loaded qty of 2nd, 3rd grades= Loaded Tanks Qty of 2nd,
3rd grades only
Case-2 Line Volume: If INCLUDED in the ship’s tank
measurement tables and more than one grade loaded;
* Loaded qty of 1st grade= Loaded Tanks Qty of 1st grade +
Empty Tanks only: Lines (used) Qty (A’)
* Loaded qty of 2nd, 3rd grades= Loaded Tanks Qty only of
2nd, 3rd grade – above qty (A’)
* The cargo tanks are to be gauged in the presence of the
attending Surveyor / Loading master to confirm final
ullages, temperatures and presence of free water.
* The vessel is to prepare the ullage report upon completion
of gauging of cargo tanks. The surveyors Ullage report shall
be verified for ullages and temperatures only. If available,
copy of the surveyors document to be retained onboard.
* Closed method of dipping such cargo tanks shall be
followed.
 Discharging in a tanker ship
Oil cargo discharge operation involves various safety
factors to be taken into consideration. Following are the
most common elements and check items to be followed.
The procedures explained here are only indicative, not
exhaustive in nature and one must always be guided by the
practices of good seamanship.
Supply of I.G to cargo tanks being discharged:
Confirm that the oxygen level in the IG main supply is less
that 5% & supplied to tanks. The date, time, voyage number
and description of operation should be entered on the IGS
fixed pressure and oxygen density recorder.
Line up of the IGS:
Prior to starting of discharge, IGS must be set appropriately
to maintain a Positive Gas pressure in all tanks at all times.
Cargo tanks IG inlet lines to the designated discharging
tanks shall be re-checked and confirmed in desired
position.
The control of the key to the locking arrangements for cargo
tank IG inlet valves shall be with the Chief Officer.
For tanks which are required to be isolated by vapor (as per
the Charterer’s instructions), the individual I.G pressure
shall be monitored Every 4 hrs.
Preventing for Cargo Contamination including Vapor
Contamination Standard Oil Tankers except Product Oil
Carriers are provided Single Main Inert Gas and Common
Vent Lines which is connected with all cargo oil tanks.
In such vessels, IG Inlet (Cut-out) valves should be
operated, if the charterer requests to prevent Vapor
contamination, which may be restricted to monitor the main
line pressure, so as to require to fit portable pressure
gauges for cargo oil tanks which are isolated.
Also in a Product Oil Carrier, below precautions should be
considered to prevent Cargo contamination.
a) Vapor contamination at the exhaust end in a Slop tank of
AUS Vacuum Pump.
b) Liquid contamination with leakage of valves of Manifold
 Vapor Equal Line.
c) Liquid contamination with leakage of Manifold Drain
Line.
Safety Confirmations and Clearance:
Once the Chief Officer is satisfied that all preparations have
been made in accordance with the cargo oil discharge plan
and the shore facility representative has confirmed that the
facility is ready to receive cargo, he may order the
designated manifold valve to be opened, the IG out put to
the discharging cargo tanks and the discharge operations to
commence in accordance with the discharge plan.
Commence discharging at reduced speed. Follow shore
instructions & Increase the discharge rate once it has been
confirmed that there are no oil leaks and shore receiving at
their end, until the agreed cargo oil manifold pressure has
been reached.
Deck Watch and Personnel Arrangement
The deck watch shall check for oil leaks in the cargo area
throughout the cargo oil discharge operation.
At the beginning of the operations, confirm that no oil leaks
from piping joints and that no oil in flowing into tanks other
than the tank being used.
Keep continuous monitoring of the Oil Level from the
discharging tanks, until settling down of cargo pumps and
flow rate.
It has been occurred in the past that, due to excessive shore
back pressure & height level of shore tanks, causing filling
of ship’s tanks and subsequent overflow, due to poor
monitoring.
After reaching the desired full rate with all the required
cargo pumps and confirmation reports have been received
from all stations at deck / pump room watch, (including the
cargo piping, pumps and sea surface around the vessel) the
Chief Officer may dismiss the off duty crew and revert to the
routine Watch Schedule
During discharging operations, watch manifold pressure all
the time, and monitor portions where oil is likely to leak.
Starting of Discharge Operation pumps and adjusting
Internal Pressure of Tanks
Starting of Cargo Pumps:
Open manifold valves, and start the first cargo pump at
slow speed.
After confirming normal operation of each part, open
delivery valves to start pumping oil. Then start other
 pumps.
Only after receiving reports of all safety checks confirmed
from all stations of deck / pump room watch, then follow the
instruction of the terminal side to increase the manifold
pressure to the prescribed (agreed) pressure.
Close watch of the manifold pressure shall be maintained,
until completion of setting down of shore side / ship’s cargo
pumps.
When starting pumps flows, pressures and flow of cargoes
are to be maintained at minimum. Only on confirmation
from the receiving terminal and completion of results from
safety check at each designated (manned location), should
flow / pressure be increased to max agreed.
However, at some discharge ports, this requirement of initial
flow rate may be revised where line clearance / circulation
techniques are employed.
Standard Practice for Operating Centrifugal Cargo Pumps:
Centrifugal pumps are to be run at their full nominal RPM
during bulk discharge. Reduction of RPM leads to a rapid
decrease of pumping rate and pumping efficiency.
When the tank ullage is nearing low liquid levels, it is
preferable to partially close the discharge valve, rather than
reduce pump revolutions, in order to reduce the flow rate (to
prevent cavitations ie pump sucking gas at suction side due
to vortex formation / gasification).
It is worth knowing that a 40% open butterfly valve will
allow nearly the same flow rate as a 100% open butterfly
valve. RPM may then be reduced as necessary
The use of the Auto Unloading System (AUS), where fitted
shall be correctly and effectively utilized to reduce the
overall discharge time.
Cavitations will occur when the pump tries to discharge
more cargo than is able to enter the suction i.e. with high
viscosity cargo or where the cargo is highly volatile (high
RVP cargoes). In such cases, the cargo tank IG pressure
could play an important contribution to increase of the
cargo pump’s NPSH (Net Positive Suction Head).
There is a danger of drawing gas or air instead of liquid into
the pump, the pump would then be operating in a partial
vacuum instead of liquid.
Evidence of cavitations is increased vibration and reduced
output which will cause damage to the pump. Always watch
the suction pressure gauge of the cargo pump.
During the pump operation an officer must be on station at
 all times in the cargo control room to observe the
tachometer and discharge pressure and be prepared to
partially close ("throttle") the pump discharge valve if
pressure falls off, or to shut down the pump if it loses
suction
Precaution while operating Multi numbers of Cargo Oil
Pumps:
It is important to run all pumps at the similar pumping
condition (Speed & Delivery. Pressure) If one pump runs
much slower than others or much lower delivery pressure, it
may stop pumping and heat up, possibly to a dangerous
level. If there is high back pressure it is doubtful whether it
is worth running all pumps. Due to high shore back
pressure, a pump running at reduced RPM may not be
discharging at all; therefore, energy is converted to the heat
and could be dangerous.
Shutting Down of Cargo Pumps:
The pump discharge valve should be closed at the same
time as the pump RPM's are reduced. When the pump has
stopped, the suction valve should be closed.
When pumps are kept on rolling RPM with the discharge
valve shut, a careful watch should be maintained on the
parameters and temperatures.
A lower RPM will generate lesser adverse effects. For
prolonged periods, consider shutting down.
Recording during Discharging in Tanker Cargo Log Book:
Following items shall be recorded in Tanker Cargo Log
Book hourly.
Discharged Quantity (Rate) to compare it with that of the
terminal side,
The pumping performance record / pumping log shall be
maintained correctly, the times corresponding to those
times written in the port Log Book.
Pump Pressure and RPM,
Manifold Pressure / Temperature,
Draft & Trim
Monitor of levels in tanks not being discharged
The Stress and Stability of the vessel
Tank pressure
a) Charterers are not only concerned with a vessel’s sea
performance but also their pumping ability and as a result
the duration of port stays, therefore, an informative and
complete record of the discharge operation is required in
order to be able to refute any claims of poor pumping
 performance.
b) An informative and complete record of RPM, rates, pump
discharge pressures and suction pressures as well as
pressures shown on the gauges at the manifold / ships rail
is required in order to be able to refute any possible claims
of poor pumping performance.
Chief Officer’s Standing Order:
Cargo plan & instructions from Chief officer should be
followed.
Chief officer shall give his written instructions to duty
officer in his rest time.
Stress monitoring and print-outs of intermediate conditions
shall be recorded during regular cargo operation. Loading
computer shall be updated hourly for conditions on board.
Where possible, comparison of real & calculated draft & trim
shall be carried out to give proactive warning of any
unplanned or unobserved deviation from plan.
Crude Oil Washing
Carry out crude oil washing as per “Procedures for Crude
Oil Operations” when the tank to be washed reaches the
planned condition.
Ballasting and De-ballasting
Fill tanks with ballast water according to the ballasting
plan.
Consider the precautions decided for heated cargo
discharge.
Notify the terminal of the matter before the start of
ballasting.
As a company standard, to avoid the possibility of ballast
overflow when alongside, BALLASTING LEVEL OF ANY
TANKS (WHILE ALONGSIDE) SHALL NOT EXCEED 90% OF
THE TANK’S CAPACITY. Such levels shall be marked near
the ballast gauges and shall be conspicuously displayed in
the control room.
Trim and Draft
Checking water depth as the operation progresses, make a
stern trim so that ample trim which is described in the COW
manual may be obtained at the time when tank stripping
starts.
Ensure the draft maintained, after allowing for tidal
variation, is well within the limits of the height limitation of
manifold / loading arms. The vessel shall always be
maintained well within the operating limits (envelope) of the
shore arms.
 Stripping cargo
In the last stage of discharging, drop the number and speed
of main cargo pumps and gradually reduce opening of
delivery valves to change over to stripping. Stripping is
conducted by the Auto Unloading System (AUS), Eductors or
Stripping pumps.
For further confirmation of effective stripping with remote
suction pressure gauge, closed system of manual sounding
(dipping) of cargo tanks shall be done by the ship’s crew to
ascertain the sludge / oil condition of tank bottom.
Survey upon completion of discharge from tanks
(Dry certificate / ROB certificate):
The cargo tanks are to be gauged in the presence of the
attending surveyor / berth master to confirm free from
pumpable (liquid) cargo.
The vessel is to prepare dry certificate (or ROB certificate, if
pumpable liquid), upon completion and the same shall be
acknowledged from the attending official.
If available, copy of the surveyors document to be retained
onboard.
Any remaining Un-pumpable cargo (by vessel’s fixed
pumping systems), if found, shall be documented with
suitable remarks on the certificate.
Closed method of dipping such cargo tanks shall be
followed.
Completion of Discharge
Close the manifold gate valves after confirming the
completion of transferring oil to the terminal.
Upon completion of a dry survey by the terminal (receiving)
side, drain hoses and arms at the manifold, and disconnect
them.
Drain hoses and arms at the manifold. All manifold drain
valves are to be operated under the knowledge of the Chief
Officer; the duty deck officer must be stationed at the
manifold and ensure that the correct valves are opened
before confirming to the Chief Officer in the CCR that the
valves are opened.
After draining of all oil in pipe lines, close tank valves and
vent valves. Ensure connection is depressurized and
isolated from the internal cargo tank IG pressure
All cargo in deck cargo lines should be dropped by gravity
into a designated tank or tanks. Lines should not be
dropped back to the pump room.
In parallel with draining work, measure the temperature and
 ullage in each tank to work out the loaded quantity.
On completion of gauging and sampling all ullage ports,
vapour locks and any other tank openings should be
confirmed closed.
Care should be taken to ensure that cargo lines do not
become over pressurized due to high ambient temperatures
The IGS recorder shall be switched on to record and monitor
the cargo tanks pressure. It shall be suitably marked for
details of Voyage Number, date and time of turning on and
corresponding present pressure. This record shall be in
continuous operation until the final discharge port.
Stopping Inert gas system
Adjust inert gas pressure in tanks, and stop the system
when the pressure reaches the prescribed value (normally
1,000 mmAq).