LPG/c MAERSK VALUE

CHIEF OFFICERS STANDING ORDERS

The following standing orders are to be read by all Deck Officers with
relevant sections being brought to the attention of deck watch-keepers. Once
read and understood, please sign. If you have any questions or doubts about
their contents, dont hesitate to ask for clarification (or even modification).
Gas engineer should read and understand relevant sections, as applies to his
duties, in conjunction with the C/E standing orders.
The following publications have, in one way or another, been taken into
account whilst preparing these orders. Furthermore it is expected that all
personnel have knowledge of the same.
1. ICS Tanker Safety Guide (Liquefied Gas)
2. IGC Code
3. Various MGN/ MSN/ MIN relevant to port and daily duties.
4. ISPS Code
5. SIGTTO
6. Shipnet procedures (LPG)
7. Code of Safe working Practices
8. Relevant company procedures and guidelines
9. Ships operating manuals (working copies in Ships office)
10.
SJA for cargo operations
The following are in no particular order of importance as each is as important
as the next.
GENERAL INSTRUCTIONS
1. It is part of the Maersk Companys corporate image strategy to
project ourselves to their customers as professionals performing
a safety conscious operation. As part of this policy you have
been issued with blue uniform boilersuits. These are to be worn
in port, with rank badge, if applicable, and epaulettes, and are to
be clean and presentable. Hard hats are to be worn at all times
on open decks in port.
2. All unidentified visitors must be stopped and questioned as to
the nature of their visit. Be polite but firm and always escort
them to the person they wish to see. If in doubt do not let them
onboard, and call assistance immediately.
3. There is to be absolutely no inspection of any part of the vessel
by any visitor without the express permission of the Master. You
must NEVER depart from this rule.
4. The security of the vessel and its personnel according to the ISPS
code - We are all familiar with the requirements for maintaining
the vessels security in port and at sea. You should ensure that
these requirements are maintained throughout the period of port
stay for the particular security level we are on at the time.
Remember that the double deck watch has been set up to
accommodate the requirements of the ISPS Code along with
normal port operations. That being that one man should be
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utilized for normal operations/ manifold watch and second man

utilized for gangway watch according to ISPS. There is no reason
why the two men can not alternate their duties or that the
gangway watch can temporarily double up as manifold watch
during times when second man is required elsewhere. However,
a gangway watch must be maintained at all times (one man
within sight range of the gangway).
5. Duty deck personnel shall not be removed from their duties to
partake in any other operation unless they have been properly
relieved/ or the situation is such that it is safe to release the duty
personnel temporarily. One of the duty deck personnel must
maintain the watch until return of the second man. Duty officers
shall not be removed from their duties without properly handing
over to another deck officer or myself.
6. As the CCR is the first internal point that any shore staff will
arrive to be escorted to the person they wish to see, this area
must be kept presentable at all times. First impressions last. The
CCR area is the ships control centre whilst alongside, just as the
bridge is when we are at sea. With that in mind, please ensure
that you are not distracted from your duties by visiting personnel
or returning shore leavers. Magazines, newspapers will not be
kept or read in the CCR, computers will not be used for music, emails or games at any time during watch periods.
PRE ARRIVAL
1. Prior to arrival at a particular port/berth a cargo plan will be
drawn up by myself and made available for all to read. If you
have any doubts, questions or indeed suggestions for
improvement then do not hesitate to bring them to my attention.
2. The gas engineer and myself will carry out Pre arrival checks
(Deck crew will assist with these as required). This will normally
include preparing tanks, setting of reducers, swinging of bends /
blanks and spools, setting of lines, testing of valves, testing
alarms and shutdowns, emptying water/ oil traces from drip
trays and save alls, checking of pumps, correcting trim and list
etc. Pre-operations checklists are available on I-forms for all
stages of cargo operations. These shall be available along with
OOW port docs. Relevant checklists must be completed before
starting any cargo operation. A stowage plan shall be posted
outside the CCR. Any pre-loading information regarding grades of
cargo and compatibility shall also be posted here. When we are
to load chemical cargoes, we shall discuss the properties, risks
and handling of such cargoes in a pre arrival meeting. MSDS
shall be posted with the stowage plan. Copies shall be made by
the third officer for the fire plans and the bridge.

ON ARRIVAL
1. Ensure safe access to the vessel prior to allowing anyone on
board. All fire fighting gear rigged with fire hoses pressurised,
DCP monitors and hoses ready and safety signs posted.
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2. All scuppers to be CLOSED

3. Shore leave board to be set for a suitable time. This can be
amended once the vessel gets a better idea as to the duration
alongside.
4. A set of arrival drafts should be taken visually. Results compared
with Gauge/loadicator reading and logged on the sheets
available.
5. A set of ENRAF soundings will be taken along with the cargo
surveyor and/ or terminal/ receivers rep. These shall be
compared with remote readouts in CCR. Results to be recorded
on the appropriate log sheet. (Comparisons should be made at
least once per watch - results to be recorded on the appropriate
log sheet. Any major discrepancies should be brought to my
attention before topping off.)
6. Product data sheets are to be posted for cargo to be loaded.
These are to remain posted until the cargo, or cargo vapours for
the particular grade, is no longer in the ships tanks.
7. The OOW and/ or Gas Engineer is to be in attendance during
connection and disconnection of manifolds. No valve(s) shall be
opened around the manifold area at this time without first
obtaining my permission.
8. The pre-operations checklist should be completed. Any
deficiencies found whilst completing the checklist should be
brought to my attention and be rectified prior to commencing
cargo.
9. You should familiarise yourself with the ship/ shore safety
checklist accompanied by port safety information and
emergency procedures. These shall be posted near to the
loadstar computer for your reference during operations. The
requirements of the ship/ shore safety checklist shall be checked
regularly throughout the operation (interval stated on the SSSCL
in use) and your signature along with any terminal
representatives signature should be written on the SSSCL regular
checks section.
10.
After all relevant paperwork has been exchanged, vessel is
ready and operations procedures agreed between loadmaster,
surveyor, and myself, then cargo operations will start.

CARGO OPERATIONS
1. On arrival all valves should be closed with plugs, cocks etc in
place and all unused flanges/blanks fully bolted. This is to remain
the case until all pre-cargo paperwork, surveys, safety meetings
etc have been completed and the vessel is ready for cargo
operations. Any segregation required will have been done prior
to arrival
2. Once ready to commence cargo operations, lines will be set by
the duty officer or myself and double-checked by the other. The
Gas Engineer shall have vapour and condensate lines set and
ready for the forthcoming operation. These lines will normally
have been set and checked prior to arrival by Gas Engineer and
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myself. Duty Engineer is to be advised in good time to start

sufficient generators for operation in hand.
3. The manifold valves will only be opened once both the ship and
shore are ready to commence loading operations. When
discharging, the manifold shall only be opened when the ships
line pressure is greater than the shore line pressure (by abt. 0.51.0bar)
4. Cargo operations will be started at a slow rate in order that all
lines can be checked for leaks or other irregularities.
5. During start-up of discharge or loading, Gas engineer and myself
(or OOW) shall be on deck along with both deck watchmen. One
watchman shall take up post at the offshore manifold and the
second shall be in attendance at the working manifold. Officer on
deck shall be monitoring the pipelines, especially those which we
are working. Opening and closing of remote operated valves to
/from the specified tanks/ manifolds shall be undertaken on
instruction from, or by, me. Deck watch at the working manifold
shall confirm that cargo is passing the manifold and shall
monitor pressure/ temperature. The offshore watch shall monitor
for leaks and passing valves. Passing manifold valves may be
identified by increase in pressure on the unused manifold
pressure gauges. Only after these checks have been completed
and found satisfactory will any increase in rate take place. CCR
shall be monitoring tank soundings to ensure cargo is actually
being pumped from discharging tanks.
6. During cargo operations regular checks are to be made on empty
and slack tanks (i.e. those which are not being worked) to ensure
they are not filling through passing or incorrectly closed valves.
7. No alarm, especially a high level alarm should be ignored.
Investigate all alarms fully and never make any assumption
about any alarms. Call me if in doubt.
8. If there is a stoppage for whatever reason, then the manifold
valve should be closed and a record made in the cargo logbook.
Terminal shall be informed whenever the ships manifold is
opened or closed. Leave one tank open in this case, in order that
ships lines are not over pressurised by cargo still in the lines.
9. Whenever possible, cargo-pumping rates should be controlled
using minimum recirculation of faster tanks. Excessive
recirculation during long discharges only assists in heating up
the cargo in the tanks. If required to reduce rate by throttling
discharge valves, then I should be informed. I will inform Gas
Engineer if required. Pumps may trip on high backpressures or
amps when discharge valve throttled too much.
10.
Ensure any pressure/rate limitations imposed are not
exceeded. Ensure that minimum rates and/ or pressure
requirements are maintained. If you can not maintain minimum
discharge requirements, I shall be informed of this and we shall
endeavour to maximise the rate, given the situation.
11. Unless specified otherwise, call me one hour before completing
any tank. Stripping of tanks shall not be undertaken without my
presence. Gas Engineer shall be available for stripping of tanks.
Topping off of any tank shall never be attempted without my
instruction and my presence in the CCR or on deck. In any case
you should never fill any tank above 95%vol without receiving
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instructions from me. Please note that this in no way undermines

your ability to carry out these operations, but if I am to maintain
responsibility for the operation then I require to be present, and
in control, at its most vital points, which are maximising the
outturn during stripping and abiding by instructions for loaded
quantities, when topping off. Gas Engineer shall be available at
time of topping off tanks to control the reliquifaction plant as we
change from tank to tank for topping, and maybe for hot gas
production for line clearing.
12.
When stripping tanks, a slight stern trim will be beneficial
(approximately -1.50-1.80m). The vessel should be upright. On
occasion and depending on bunker stowage, we may be further
by the stern. This shall be reviewed on a port-by-port basis.
Ensure these conditions are met in ample time. Cargo plan shall
state these limitations.
13.
Vessel should be kept upright for stripping, topping off and
during operations as is practicable. There should never be any
need to have vessel listed alongside by more than 1 degree.
Should you find it difficult to correct any list, then I am to be
called immediately.
14.
During topping off and stripping operations, OOW will be on
deck taking ENRAF readings, along with Gas Engineer, and
reporting back to CCR. Once required sounding has been reached
for that tank, I will close remote operated tank valves.
15.
Completion notice is to be given to the terminal at required
times.

BALLAST OPERATIONS
1. Try to keep the vessel in an upright condition whenever possible.
2. When stripping the ballast tanks with pumps and as the level
nears bottom, in order to keep the pump primed and keep
suction for as long as possible throttle the discharge valve on
the pump. If time permits, the tanks can be further stripped
using the eductor system otherwise this will be done once the
vessel departs.
3. Ensure ballast tanks are sounded and confirmed as empty when
deballasting. Do not rely solely on the gauges.
4. Ballast tanks must not be filled more than 95% as any over
pressing of the tanks not only causes excessive stresses on the
tank tops/bulkheads, but also overfilling tanks, apart from
looking unprofessional, can damage the ballast tank level
sensors and may also damage tank lids and structure. Tanks
should always be topped off with the assistance of the deck
crew.
5. The vessel is not to exceed any draft restrictions imposed by the
port and at no time is to have less than 0.3 metres under the
keel. Be particularly aware of this on a falling tide.
6. When loading at higher rates ensure you are aware of the
ballast remaining and time it will take to de-ballast. Topping off
cargo to max draft or to restricted drafts is no fun when we have
failed to de-ballast the vessel in time. Not only will she be over
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draft, but uneven distribution of remaining ballast along with

inaccurate ballast readouts does not allow accurate calculation
of remaining quantity of cargo I can load to reach specified draft,
or where to distribute the cargo in order to be upright when
ballast is finally out. Normally in this case, we find that maximum
cargo is not loaded and the vessel must educt ballast tanks on
departure and ends up with one tank used to correct the
resulting list. If you are struggling to de-ballast the vessel in
time for topping off the cargo I should be informed and we shall
rectify the problem by adjusting the load plan/ rates.
COMPLETION OF CARGO
1. On completion of cargo operations the ships manifold shall be
closed. Completion of loading the ships lines shall be drained to
one tank before hot gassing/ line clearance by shore. Completion
of discharge lines shall only be drained when I have
confirmation from the surveyor that he has cleared the tank
designated for draining. Hot gassing/ line clearing to follow.
2. The OOW and/ or Gas Engineer is to be in attendance during
disconnection of manifolds. OOW shall keep me informed of how
the line clearing is proceeding. No- one shall take it upon
themselves to drain lines to any tanks without informing me of
their intentions. Remember we may, at some stage, have
compatibility issues to deal with.
3. If at any time I require the OOW to attend to gauging or
sampling, the Gas Engineer shall be in attendance at the
disconnection. Remember Shore personnel should not be
allowed to disconnect until we are happy that it is safe to do so.
Many cargo spills/ leaks take place at the connection/
disconnection stage of the operation. Be aware of the intentions
of jetty personnel.
4. Drip trays at manifolds should be opened as soon as practical
after every operation.
5. Normally the loading master will board the vessel to disconnect
or at the disconnection stage. At this time we will have an idea
of time for pilot boarding. The OOW should give notice to the
engine room and inform the duty engineer of the time he
expects to be released from deck. You shall never depart the
deck after cargo operations with the premise that your work is
completed. Just as pre-operations checks are important,
therefore so are post operations checks. If you have not enough
time to shut down the deck after operations you should inform
me and I shall designate deck crew to assist. There is a post ops
check sheet available with your port cargo documents.
6. Complete any ballast operations and obtain drafts visually for
departure.
7. Carry out stowaway search.
GENERAL
1. Hourly figures are to be taken and recorded on the relevant log
sheets.
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2. Atleast two men are required to be on deck at all times while the
vessel is alongside. With permission from OOW, one man at a
time may take short breaks for coffee. Even though the cargo is
primarily controlled from the CCR, the OOW must make frequent
checks on deck. Failure to make rounds of the deck during cargo
operations is unprofessional and unacceptable. Regular checks
are to be made of G.M; bending moments and shear forces. Plan
ahead for the current operation to ensure the vessel will remain
within limits. Everyone involved in cargo operations (including
Watchman) is to be fully conversant with the Emergency Shut
Down Procedure. This is to include the shut down activation
points. No-one should hesitate to use the emergency shut down
when considered necessary.
3. Do not let the tank pressure rise above 70% OF MARVS ie 0.280
Bar when relief valves at harbour setting or 0.17 Bar when on
sea setting. Call me if this is the case or the pressure trend is
giving you cause for concern.
4. The Port log book is to be kept up to date at all times. Salient
points are to be transferred to the deck log book at the end of
each watch. Weather conditions are to be entered at least twice
per day with more frequent entries if required.
5. All Officers are to be fully conversant with the operation of the
various fixed and portable gas measuring equipment on board.
6. Radio checks are to be made form time to time to ensure
batteries do not go flat. This is particularly important with shore
radios especially when nearing the topping off stage. Log shore
radio checks in the cargo log book. Never change batteries of
portable radios on deck.
7. Ensure the deck watchmen are regularly tending moorings, fire
wire, gangway and manifold alignment. Security rounds to be
taken regularly.
8. If oil is observed overboard and is confirmed as coming from
OUR vessel then operations are to be stopped and the Captain
and I informed. If oil on the water is from another source then a
note must be made in the deck log book and loading master
informed immediately.
9. With the exception of the catering department, no more than
50% of any department are to go ashore at any one time.
10.
If garbage is landed, ensure a receipt is obtained. If taking
fresh water, ensure lines are correctly set up and flushed through
before filling tanks. Tank readings are to be taken before and
after loading.
11. The watch must never be handed over to any Officer who
appears to be under the influence of drugs or alcohol. Call me if
you are confronted with this problem.
12.
At all times the safety and security of the Crew and the vessel
is the priority and in this respect do not allow yourself to be
distracted from the operation in hand.
Well if you are not sure whether to call me or not then I advise you
that you call me and get your doubt cleared as living with a doubt in
mind is really dangerous, and whenever such time comes where you are
in doubt then the time to call me has already arrived.
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Dinesh Singh Bisht

Chief Officer

Sighted by
MASTER

Please sign below once read and understood.

Signed:

2/O

3/O

G/E