Deck Department

Cargo & Ballast Handling

Prepare & Maintain Cargo Documents
SMS OTK
1. VISION, Mission & Commitment
2. Policy
3. Responsibility & Authority
4. Shipboard Operations
5. Document Control
6. NC, Accidents & Hazardous Occurrences
7. Maintenance
8. Emergency
9. Training
10. Crew Management
11. Health & Safety

ISGOTT
PART 1 – GENERAL INFORMATION

PART 2 – TANKER INFORMATION

PART 3 – TERMINAL INFORMATION

PART 4 – OPERATIONS CONTROLLED

UNDER SHIP/SHORE INTERFACE
MANAGEMENT

7.1 FIXED INERT GAS SYSTEM

7.2 VENTING SYSTEMS

7.3 CARGO AND BALLAST SYSTEMS

7.5 VAPOUR EMIISSION CONTROL ( VEC ) SYSTEMS

 OCIMF Oil Company International Marine Forum
1. General Information
2. Certification and Documentation
3. Crew Management
4. Navigation
5. Safety Management
6. Pollution Prevention
7. Structural Condition
8. Cargo and Ballast Systems - Petroleum
9. Mooring
10. Communications
11. Engine and Steering Compartments
12. General Appearance & Condition
13. Ice Operation

MARPOL
Annex I . Regulations for the prevention of pollution by Oil.
Annex II . Regulations for the control of pollution by Noxious substances in bulk
Annex III. Regulations for the prevention of pollution by harmful substances carried by
sea in packaged form
Annex IV. Regulations for the prevention of pollution by sewage from ships
Annex V . Regulations for the prevention of pollution by Garbage from ships
Annex VI. Regulations for the prevention of Air pollution from ships

Ship-to-ship transfer checklists:

1 - Pre-fixture information;
2 - Before operations commence;
3 - Before run-in and mooring;
4 - Before cargo transfer; and
5 - Before unmooring.
 COW
Master and chief officer are responsible for crude oil washing operation on board
The Master is responsible to inform terminal if cow are planned in discharge port
Before arrival COW line and system to be pressure tested to the normal working pressure and any leaks rectified

A " Discharge & COW Plan " has to be prepared by the chief officer.
Before COW operation commence, ensure that the COW CHECKLIST For Pre-Arrival check and condition are
COW Plan must be discussed and agreed with terminal before operation

COW have 2 way"

1, The close cycle re-cirulation method using the slop tank and eductos
2, The bleed-off method from a cargo pump discharge

Be-4 departure 1/4 or 25% of cargo tanks shell be COW for sludge control ( This can including Heavy weather
Be-4 COW All tanks must be de-bottomed at least about 1 meter. To easure no water present "dry" crude use fo

Be-4 COW any cargo tank oxygen content must be below 8% by volume.
Stripping capacity must be 25% greater than the washing machines. Tank bottom must be dry at all time during

Mehtods of Crude oil Washing

1, Single stage (first emty and after start COW)
2, Multi-stage

1, First stage ( 120/135 degrees to 70 degrees )

2, Second stage ( 70 degrees to 40 degrees )
3, Final stage ( 0 degrees to 40 and beck to 0 degrees )

6) Bleed Off method

This is the method of extracting a part of oil to be discharged by the cargo pump from the
discharging line into the washing line, and using this oil as the washing line (this method also
includes use of the oil extracted through the manifold). This method is generally not used.
 Inert Gas System
Tankers using an inert gas system should maintain their cargo tanks in a non-flammable condition at all times
Kept in an inerted condition before arrival at loading port
Tanks should be kept in an inert condition at all times oxygen content should be not more than 8% by volume

Both the oxygen content and pressure of the inert gas main should be continuously recorded during discharge

The Internationl Convention for the Safety of Life at Sea( SOLAS ) Rrquires that Inert Gas System be capable of Delivering IG
With an oxygen content not more than 5% by volume

The gas is cooled and cleaned in the scrubber before reach reaches to the Blowers which deliver the flue gas ( Inert Gas )
through the Deck Seal, The Non-return valve and the Deck Isolating valve to the cargo tanks.

It is Important that monitoring For IG systems are possible from Bridge, CCR & ECR
1) Monitoring for Pressure gauge indication and Main IG Pressure
2) Monitoring for IG general alarm [ low deck seal water level, High IG Main line Pressure, Low IG Main line pressrue

A good practice, IGS / IGG Should be in continuous operation at least 2 hours prior to the vessel berthing.
To sabilize the System & Privent Air Pollution due to Black smoke & Privent discharging Black soot through the Scrubber from Sea water cooling system.

If Inert Gas System fails during discharge, tank cleaning or crude oil washing operation and it is unable to maintain positive
Pressure with Oxygen content not exceeding 8% by volume in the cargo tanks, The Operation must be " STOP "

1) Inert Gas System Condition Checklist - Deck

2) Instrument Calibration Record
3) Inert Gas System Condition Checklist - Engine
4) Inert Gas Operation Log
5) Test Log - Deck

IGS Operational Manual approved by Administration must be available on board

Tank Washing, including Crude Oil Washing
Before each tank is washed, the oxygen level must be determined, both at a point 1 metre below the deck and at the middle level of the ullage space
If during washing, the oxygen level in the tank exceeds 8% by volume, or the positive pressure can't maintain COW must be stoped

Nitrogen N2 83%
Carbon dioxide CO2 12-14%
Oxygen O2 2-4%
Sulphur dioxide SO2 50 ppm
Carbon monoxide CO Trace
Nitrogen Oxide NOX Trace
Water vapour H2O Trace
Ash and soot (C) Traces
Density 1.044
DRY
SEMY DRY
WET

AUX BOILER
FAN SCRUBBER DECK SEAL Non Return Iso VV
IGGG
cooling & cleaning
space
Tank Atmospheres 11,3,4

Inert
This is a condition where the tank atmosphere is known to be at Lowest risk of explosion
The Atmosphere should be kept in non-flammable condition at all times oxygen content should be not

Non-Inert
Non-inert condition are not comfirmed that atmosphere is less than 8% By Volume
In case of tank washing and gas freeing operation non-inert atmosphere is probability increased risk
additional control measures are reduce the risk of operation to as low as reasoably practicable
Contro measures MUST address two side of the fire triangle namely
Fuel
Sources of Ignition

Tank Washing

Washing in an Inert Atmosphere

During Tank washign operation must to measure the atmosphere in tank to keep Non-Flammable condition and at a positiv

Washing in a Non-Inert Atmosphere

Non-ingert cargo tank washign should olny be undertaken when both the Source of ignition and Flammability

To Control the "Source of Ignition" in the tank

a) Individrual tank washing machines should not have a throughput greater than 60 m3/h
b) The total water throughput per cargo tank must not exceed 180 m3/h
Recirculated wash water MUST NOT be used

Be-4 washing tank should be ventilated to reduce the gas concentration of the atmosphere to 10% or less of the
Ventilation should, as far as possible, provide a free flow of air fm one end of the tank to the another.
Washing should be discontinued if the gas concentration rises to 35% LFL and resumed when Less 10% LFL.
Tank should be isolated fm other tanks.
Portable machines hose connections should be made up and tested for electrical continuity (less than 6ohmes.)
During washing the tank should be kept drained.
Recirculated wash water should not be used for tank washing in this atmosphere.
Steam MUST NOT be injected into the tank.
Chemical additives may be employed if the wash water temperature not exceeds 60 C

To Control "Fuel " in the Tank Atmosphere

Be-4 washing tank bottom should be flushed with water and stripped.
The piping system, including cargo pumps, crossovers and discharge lines, should also be flushed with water and drained
The Tank should be ventilated to reduce the gas cocentration of the atmosphere to 10% or less of the Lower Flammable L
Tank washing may only commence once the Tank Atmosphere reaches 10% or less of the LFL
BB) PROCEDURE

1 Fill up Slop Stbd with sea water about 1200 M3-------------3.0hrs

2 When Slop ullage reached 19.08m,(appox.1200cum) heating up slop tank will be comm
2a Temprature will keep to 45oC to 55oC.
3 Flush cargo line ---------3.0hrs
4 Tank Cleaning Operation will be full closed cycle operation + stripping
a) 9.0hrs each center tank x 5 = 45 hrs
b) 9.0hrs wing tanks x 5 = 45 hrs
c) stripping of all tanks = 5 hrs
d) Total = 95 hrs
( 180 - 0 - 180 - 0 - 135 - 0 - 135 - 0 - 40 - 0 - 40 - 0 - 40 - 0 )
4a Oxygen content must be less that 8% during Tank Cleaning Operation
4b T/C main line pressure10 kg/cm2 and Stripping Eductor driving pressure 11.0 kg/cm
5 After tank cleaning operation stripping and drain of all lines and COPs --------
6 Purging COTs HC must be <2.0% by volume ( 6hrs / 2tanks), for the last COT-------------
To be done during T/C operaton
7 Gas free COTs 18hrs x 3 times = 54hrs
8 Remove sludge from COTs-----------------------------------------------------------------------
9 Cleaning water wil be dischared through ODME after settling more than 24 hours. Abou
10 De-slopping of T/C oily water to Slop Barge.
- About 300.0 cub/mtr.
11 Keep ship's trim at least 5.0mtr during T/C and stripping.

TOTAL TIME ---ABOUT-- 161hrs = 6days 17hrs

- All Fixed Tank Cleaning Machines is Single Nozzel Type. SC90T2,Dia.32mm

One Cycle: 2.0hrs (Full 0 - 180 - 0), 45 min (Bottom 0 - 40 - 0)
should be not more than 8% by volume

Tank Atmospheres
Tank atmospheres can be any of the
creased risk

Too lean:
An atmosphere made incapable of bu
content to below the Lower Flammabl
Over rich:
mmable condition and at a positive pressure An atmosphere that is above the Flam
Undefined:
An atmosphere that may be above, be
tion and Flammability ot the tank atmosphere are controlled

osphere to 10% or less of the LFL

ank to the another.
esumed when Less 10% LFL.

ntinuity (less than 6ohmes.)

e flushed with water and drained to the slop tanks

or less of the Lower Flammable Limit (LFL)
heating up slop tank will be commenced.

tion + stripping -------95.0hrs

ning Operation
driving pressure 11.0 kg/cm2.
nes and COPs --------2.0hrs
tanks), for the last COT--------------4.0hrs

----------------------------------??? hrs
ettling more than 24 hours. About 1200cum
ospheres can be any of the following:

phere made incapable of burning by the deliberate reduction of the hydrocarbon

below the Lower Flammable Limit.

phere that is above the Flammable Range.

phere that may be above, below or within the Flammable Range.

Section 1 : Pre-Entry Preparations (To be checked by the Safety Officer)
Yes No
 Has a risk assessment been carried out in accordance to ISGOTT 5 Chapter 9 & 10?
 Has the space been thoroughly ventilated?
 Has the space been segregated by blanking off or isolating all connecting pipes or valves and
electrical power/equipment and appropriate notice posted in CCR/ECR as required?

 Has the space been tested and found safe for entry? (See Note 2)
B4 Pre Entri Atmosphere Test Ventilation Should Be Stopped For About 10 minutes.
& Readings Should Be Taken as many Openings As Possible & Fm Several Depth(1m Bellow Deck, at Middle, 1

 Pre-entry atmosphere tests readings: (See Note 2 & 3)

- Oxygen ___________ % VOL (21%) Checked By: ___________________
- Hydrocarbon ___________ % LEL (Less than 1%) Time: ___________________
- H2S ___________ PPM (TLV-TWA: 5 PPM/8hr )
Other Toxic Gases – (Specify Gas Type)
………………….. ___________ PPM (TLV-TWA: ___________)
………………….. ___________ PPM (TLV-TWA: ___________)
1) Benzene – TLV-TWA = 1ppm.
3) Mercaptan – 0.5 ppm
& Other Toxic Gases As Per MSDS
Space To Be Continuosly Ventilated Throughout Workin Period &
During Working Enclosed Space Compartment Must Be Adequate Illumination
EEBD Available For Immidiatle Use
Rescue Harness With Lifeline

All Personels Involved, Are Familiar With Emergency Procedure

All Equipments & PPE Should Be Inspected Prior Use

Person Entering Into Enclosed Space

Safey Toruches
VHF/UHF
Personal Gas Detector
Safety Harness
EEBD (For Large Spaces)

Interval For Report : 10min

In Case Of Failure Of Ventilation All Person Must Be Directly Evacuat

BA Equipment Tesst
Pressure
Low Pressure Alarm
Face Mask

After Complition oF Section 3 Permition To Be Obtained By Company.

Enclosed Entry Permit Should Not Exceed More Than One Day Period (Wich Means 12 hrs)
Before allowing access to the space, the responsible officer should ensure that:
• Appropriate atmosphere checks have been carried out.
• Piping, inert gas and ventilation systems have been isolated.
• Effective ventilation will be maintained continuously while the enclosed space is occupied.
• Fixed lighting, such as air-turbo lights, are ready for extended entry periods.
• Approved self-contained, positive pressure breathing apparatus and resuscitation equipment is ready for use at th
• A rescue harness, complete with lifeline, is ready for immediate use at the entrance to the space.
• Fully-charged safety torch is ready for immediate use at the entrance to the space.
• A responsible member of the crew is in constant attendance outside the enclosed space, in the immediate vicinity
These persons should be trained in the actions to be taken in the event of an emergency.
• Lines of communications have been clearly established and are understood by all concerned.
 Approved UHF/VHF radio/walkie-talkie (for each person going inside).
 Personal Gas Detector or an Area Gas Detector and Alarm(for each person going inside).
 EEBD for each person for large spaces. (i.e Cargo Tank)

All portable meters have been calibrated and checked for correct operation
All Gas Meter To Be Calibration B4 24hours period
 Section 1 : Pre-Entry Preparations (To be checked by the Safety

Section 2 : Pre-Entry Checks

(To be checked by the person entering the space or authorized t
Bellow Deck, at Middle, 1m Above Bottom)

Section 3 : Breathing Apparatus and Other Equipment

(To be checked jointly by Safety Officer or the Master and the pe

Section 4 : Personnel Entry (To be completed by the responsible

Minimum two person to enter into any enclosed spac
small crank case/ scavenge space. .

Section 5 : Completion of Job (To be completed by the responsib

ment is ready for use at the entrance to the space.

e, in the immediate vicinity of the entrance and in direct contact with a responsible officer.
e checked by the Safety Officer)

he space or authorized team leader, other then the Safety Officer)

er Equipment
or the Master and the person who is to enter the space)

leted by the responsible person supervising entry)

into any enclosed space except small space ie deck water seal,

mpleted by the responsible person supervising entry)

As Per voayge order we are receiveing information regarding cargo quantity with loading & discharging port

Cargo Information may be included following informationL

1) name of Cargo
2) quantity
3) Density/API
4) Temp: C/F

Required stowage plan can be as follow

1) Max Loadable Quantity (98%)
2) Max Loadable Quantity With Draft Restriction.
3) If Two or more grades with Double Valve Segregation with quantity Loading Computer
Stability Booklet
Loading Manual
Ullage Tables
When making Stowage Plan we have to considered following:

Shear Force, Bending Moments & GM

Cargo Expantion (Not More 98%) As Per SMS non heated cargo to be considered 35 C
Load Line
Draft Restriction For Load & Disport
disport Temp (sea air)

Cargo Loading documents: Cargo Discharging documents:

1. Ship/shore safety check-list 1. Tanker vessel’s bofore discharging check-list
2. NOR 2. NOR
3. Time sheet 3. Time sheet
4. Vessel’s loading/discharging facilities 4. Vessel’s loading/discharging facilities
7. Dry certificate 5. Discharging plan and instruction
10. Ullage report 6. Ullage report
11. VEF 7. Record of line up for cargo operation
12. List of sample taken by crew 8. Ship/shore safety check-list
15. OBQ certificate 9. Cargo pumping record
5. Tanker vessels’ check-list before loading 10. VEF
6. Loading plan 11. Bill of lading
8. Record of line up for cargo operation 12. Certificate of quantity
9. Vessel’s check-list before deballasting 13. Pre cargo operation record
13. Pre cargo operation record 14. Tank inspection certificate
15. ROB REPORT
& discharging port

Loading Computer
Stability Booklet
Loading Manual
Ullage Tables

Letter of protest:
rging check-list 1. Free water in cargo
2. For short loading
3. Cargo quantity discrepancy
4. For slow loading rate
5. For slow discharging rate
6. For delay in granting free pratiqu
7. For refusal witness endorse
8. For delay berthing

VEF – Vessel Experience Factor should be within -0,3% to +0,3% range.

Ship’s figure ¸ qualifying VEF = Approx B/L figure, for present voyage
ii)                   Exclude first voyage after dry-docking
iii)                  Exclude all lightering operations
iv)                  B/L figure is gross standard volume (shore), at all times
v)                    Ship’s figure is total received volume, (T.C.V. – O.B.Q.), when free water is
vi)                  Ship’s figure is loaded oil volume, (G.S.V. – O.B.Q.), when no free water is

Average Vessel Experience Factor = ) (Total Ship Fig ¸ Total B/L Fig )
Qualifying Range (+/-0.003): Low = ( ) High = (

Total Qualifying Voyages : Ship = ( ) B/L = (

Qualifying Vessel Experience Factor (VEF ) =) (Total qualify Ship Fig ¸ Total qualify B/L Fig)
 .Q.), when free water is found in cargo.
, when no free water is found in cargo.
)

)
 QTY in ORB should be in M3 at 15deg C( Standart Volume)

Date Code (letter) Item (number) Record of operations/signature of officer in charge

dd.mmm.yyyy ABC 123
22.Aug.2014 A

A Loading of Oil Cargo

B Internal Transfer of Oil Cargo during Voyage

C Unloading of Oil Cargo

D Crude Oil Washing (COW Tankers Only)

E Ballasting of Cargo Tanks (slop for TC)

F Ballasting of Dedicated Clean Ballast Tanks

G Cleaning of Cargo Tanks

H Discharge of Dirty Ballast

I Discharge of Water from Slop Tanks into the Sea

J Disposal of Residues and Oily Mixtures

Not Otherwise Dealt With

K Discharge of Clean Ballast Contained in Cargo Tanks

L Discharge of Ballast from Dedicated Clean Ballast Tanks

M Condition of Oil Discharge Monitoring and Control System

N Accidental or Other Exceptional Discharges of Oil

O Additional Operational Procedures and General Remarks

Cargo Tanks

n Ballast Tanks
d Control System

es of Oil

eneral Remarks
 A Plastics Garbage Means all kinds of food wastes, domestic wastes and operation
B Food wastes wastes. All plastics, cargo residues, cooking oil, fishing gear and animal
C Domestic Wastes (paper products, rags, glass, metal, bottles, cr
carcasses generated during the normal operation of the ship and liable to
D Cooking Oil
E Incinerator ashes be dispoesed of continuously or periodically except those substances which
F Operational wastes are defined or listed in other Annexes to the present Convention.
G Cargo residues
H Animal Carcass(es)
I Fishing gear
Others (to specify): Including E-wastes generated on board (eg. Batteries, Printer Cartridges, Equipment, Computers, Electronic cards, gadgets etc.)

Record of Garbage Discharges

DD.MMM.YYYY HH:MM POSITION OF THE SHIP
(latitude/longetude/port) ESTIMATED AMOUNT
DISCHARGED ESTIMATED
Date/ REMARKS CATEGORY TO AMOUNT CERTIFICATION /
Time
(eg accidental loss; INTO RECEPTION
FACILITIES INCINERATED
water depth if known; SEA OR TO OTHER
cargo residues start/stop (m3) SHIP (m3) (m3) SIGNATURE
1 PRF or Other Ship 1 1 A 1 1
Start Start Position
2 Incinerated DC 2 2
End End Position
3 Into Sea (4 5 6) 3 3 B 3 3

ECO (Environmental Control Officer) PRF (Port Receipt Facilities)

Receipts or Certificates Must Be Kept On Board The Ship With The Garbage Record Book for a Minimum of 2 Years

On Board Garbage may and will be minimised by:

a) limiting and/or replacing by washable items when possible, of disposable cups
untensils, dishes, towels, rang and other convenience itmes
b) Using provisions packaged in materials other than disposable plastic
c) Prefering consumable items with adequate shelf life, once their packaging is open

Vessel should avoid plastic bags for collecting garbage.

Instead of plastic bags - craft paper, water resistant bags available in the market should be used

garbage Annex V oil annex I

Mediterranean Sea
Baltic Sea Southern South African waters
Black Sea North West European Waters
Red Sea Antarctic area
"Gulfs" area Oman area of the Arabian Sea
North Sea Gulf of Aden
Gulf of Mexico and the Caribbean Sea
 Revised Regulation Enter into Force 1st.January.2013
As per Garbage Management Plan
Amount of the garbage should be estimated in cubic metres
if possible separaately to category
a) Weigt - Estimated quantity should be calculated 1KG for person daily
b) Volume - 0.002 M3

1P 25P
Weight:(KG) 1 25
Volume: (cub.m) 0.002 0.05
gadgets etc.) e.i. for VSL with 25P crew Every second day 0.1 m3

BLUE Oil Rags and other Oily Material

RED Plastics
BLACK Other Garbage Including Paper Products, Rags, Glass, Metal Bottles Crockery Etc.
GREEN Food Waste
Yellow Used Cooking Oil
white E-Waste

Collection Of Garbage
Galley & Pantry - Chief Cook / Steward
Poop Deck - Boatswain / AB
Engine Room - Second Engineer / Oiler

Placards(Poster) Appendix 5 & 6) To Be Posted

Bridge
CCR
ECR
Galley
Officer & Crew Messroom
Main & Poop Deck
ODME
Ppm x Rate / spd x 1000 = total oil content in M3. This figure multiply to 1000 becomes oil content in Litre.

In Case Of ODME malfunction Vessel Should:

1st Report to Technical department and
thereafter consulted with Technical Department To Be recorded in the Oil Recored Book under

Only 1(one) Ballast Voayage Is Acceptable in case of ODME Malfunction

Before Test is Carried out the person in charge should ensure the following condition are met :

1) Control Air Supply is on 5) Fresh water supply is on

2) Electrical Suplies are on 6) Main Control Unit is switched on. COC
3) EPU is Switched on ( E / Room ) 7) Starter box is switched on . E / Room
8) Sufficient paper is available in printer

For 30L /nm and total oil Limit

1) Ship's Speed ( in route )

2) Flow rate input 1000 T/h
3) Oil Content 400 ppm
 1. discharge rate calculated by the f
CxQ
becomes oil content in Litre. R = V x 1000
R= Discharge rate in litres per nauti
C= Oil content in ppm
Q= Flow rate in cubic metres per ho
Recored Book under CODE ( M ) V= Ship's speed in knots
70. Time of system failure.
71. Time when system has been made operational.
72. Reasons for failure.

wing condition are met :

hed on. COC

n . E / Room
le in printer

ODME TEST RECORD

TEST LOG
PMS
OIL RECORD BOOK
 arge rate calculated by the following formula:

harge rate in litres per nautical mile

ontent in ppm
w rate in cubic metres per hour
's speed in knots
How To Prepare For Load Line Survey

1. Check that all access openings at ends of enclosed structures are in good conditions.
All dogs, clamps and hinges to be free and well greased.
All gaskets and water-tight seals should be crack free. Ensure that the doors open from both
2. Check all cargo hatches and access to holds for weather tightness
3. Check the efficiency and securing of portable beams
4. If portable wooden hatch covers are used check that they are in good condition
5. If tarpaulins are used at least two should be provided for each hatch and in good condition
6. Inspect all machinery space opening on exposed deck
7. Check that any manholes and flush scuttles are capable of being made watertight
8. Check that all ventilator openings are provided with efficient weathertight closing appliance
9. All air pipe should be provided with satisfactory means for closing and opening
10. Inspect any cargo ports below the freeboard deck and ensure that all of them are watertight
11. Ensure that non return valves on overboard valves are operating in a satisfactory manne
12. Side scuttles and openings below the freeboard deck must have efficient internal watertight d
13. Check that all freeing ports are in satisfactory conditions
14. All guard-rails and bulwarks should be satisfactory condition
15. Derust and paint the deck line, loadline marks, load line and the draught marks
n good conditions.

doors open from both sides

d in good condition

watertight
t closing appliance

f them are watertight

a satisfactory manner
nt internal watertight deadlights
 MARITIME LABOUR CONVENTION, 2006
1. Minimum requirements for seafarers to work on a ship
2. Conditions of employment
3. Accommodation, recreational facilities, food and catering
4. Health protection, medical care, welfare and social security protection
5. Compliance and enforcement

The limits on hours of work or rest shall be as follows:

(a) maximum hours of work shall not exceed:
(i) 14 hours in any 24-hour period; and
(ii) 72 hours in any seven-day period; or
(b) minimum hours of rest shall not be less than:
(i) 10 hours in any 24-hour period; and
(ii) 77 hours in any seven-day period.

Hours of rest may be divided into no more than two periods, one of which shall be at least six hours in length, and t
Musters, fire-fighting and lifeboat drills, and drills prescribed by national laws and regulations and by international in
At sea and in port the following provisions should apply to all young seafarers under the age of 18:
(a) working hours should not exceed 8 hours per day and 40 hours per week and overtime should be worke
(b) sufficient time should be allowed for all meals, and a break of at least one hour for the main meal
(c) a 15-minute rest period as soon as possible following each two hours of continuous work should be allowed.
Flag State responsibilities - Each Member is responsible for ensuring implementation of its obligations under this C
Port State responsibilities - Every foreign ship calling, in the normal course of its business or for operational reason

1.Seafarers’ details:-
i.Minimum age (Reg. 1.1), not less than 16 y.o.; no night or hazardous works for seafarers under 18 y.o.
ii.Medical certificate (Reg. 1.2), all seafarers must be certified medically fit to perform duties, and must have valid
iii.Seafarers’ qualifications (Reg. 1.3), all seafarers must hold a relevant qualification or have appropriate training
 •Main aims of MLC 2006:
§To set minimum standards for seafarers to work on ships;
§To ensure they have good working and living conditions;
§It addresses seafarers’ employment conditions and accommodation standards, and a wide range of health, welfar

Declaration of Maritime Labour Compliance (DMLC)

Singapore Flag State had announced the ratification of the

Convention on 14 June 2011, which means the Convention
will enter into force on 14 June 2012!

t six hours in length, and the interval between consecutive periods of rest shall not exceed 14 hours.
ons and by international instruments, shall be conducted in a manner that minimizes the disturbance of rest periods and does not induce fa

vertime should be worked only where unavoidable for safety reasons;

the main meal of the day should be assured; and
ork should be allowed.
s obligations under this Convention on ships that fly its flag
s or for operational reasons, in the port of a Member may be the subject of inspection in accordance with this regulation for the purpose of re

rs under 18 y.o.
uties, and must have valid medical certificate.
have appropriate training for the work they do onboard. CHALLENGE - COC for Electrician and C/Ck!
de range of health, welfare and social issues.

ds and does not induce fatigue.

ation for the purpose of reviewing compliance with the requirements of this Convention (including seafarers’ rights) relating to the working a
s) relating to the working and living conditions of seafarers on the ship.
1 During Monthly Drill Fire BA EEBD Ress Exting CO2 Foam
2
3 When New Joined

Ballast Water Menegment

Garbage
Calibration

CBT & CES

Cadet
 1 1 MONTH
2 1 MONTH
3 1 MONTH
4 3 MONTH
5 3 MONTH
6 6 MONTH
7 6 MONTH
8 6 MONTH
9 6 MONTH
10 6 MONTH
11 3 MONTH
12 1 MONTH
13 3 MONTH
14 6 MONTH
15 3 MONTH
16 3 MONTH
17 6 MONTH
Abandon Ship
Fire Fighting & Explosion
Oil Pollution
Steering Gear & Gyro Failure
Main Engine Failure & Black Out
Collision
Grounding
Flooding
Search, Rescue & Salvage
Man Overboard & Serious Human Injury
Pirate Attack
Rescue Operation Within Enclosed Space
Helicopter Rescue
Emergency Towing
Toxic Vapour Release
Heavy Weather Damage
Break Away from Jetty during Cargo Transfer
Ballast pipelines should be tested to 100% of their design working pressure annually.

Discharging of ballast fm cargo tank should be monitor by operation of ODME and printed record kept at least

Two Method: Sequential & Flow through methods.

Ballast exchange: 200nm fm nearest land and 200m depth.
Record after exchange: Date and time, Position, Name of tanks, Quantity and water dencity.

The convention requires that vessels should conduct ballast water exchange:
1) at least 200 nm from the nearest land and in water at least 200 m in depth;
if this is not possible
2) As far from the nearest land as possible, and in all cases at least 50 nm from
the nearest land and in water at least 200 m in depth
or
3) In sea areas designated by the Port State

All local and/or national regulations should be taken into consideration as they
may specify other depths and distances from land

Capacity of the segrigated ballast tanks:

1. Draught amidships not less than 2.0+0.02L
2. Trim by stern not more than 0.015L
3. Full immersion of the propeller.

To Meet IMO instact Stability Criteria

To Meet Draft Requirement
To Maintain Vessel's Hull Stress Within Safe Limit
To Comply With Ballast Exchange Regulation
To Ensure Safety & Sea Going Capability of Vessel in Heavy Weather Condition

Flow Through Method - Replacement ballast water is pumped into a WBT. 3 times - 95 %
Sequential Method - WBT First emtied & then refield (to achieve at least a 95 % volumetric exchange).
BW should be discharged until suction of the pump is lost & eductors should be used if possible.

There are 3 methods of BW exchange accepted by Organization: Sequential, Flow-through & dilution Metho

a.The Master is advised that the propeller will not be fully immersed during this step/sequence
b.The Master is advised that bridge visibility forward will be reduced during this step /sequence
c.In the critical fill range 70%-95% this step/sequence is to be carried out up to moderate sea.
d.The Master is advised to verify that tanks shown as "E" are totally empty and tanks shown as "
e.Where two ballast pumps are used for filling purposes, when the fill level reaches 80%-90%, th
f.The ballast water exchange shall take after 40% bunker.
During Ballast exchange may be time when following criteria cannot fully met or difficult to maint
Following Shoud be taken into consideration:
1) Bridge visibilit standart ( SOLAS )
2) Propeller Immersion
3) Minimum draft forward
4) Emergency Fire Pump Suction
d record kept at least 3 year

AQIS Australian Quarantine and Inspection Service

ROPME Regional Organization for the Protection of the Marine Environmen

ic exchange).

hrough & dilution Method

this step/sequence
this step /sequence
p to moderate sea.
and tanks shown as "f" or "F" are totally full at the start and end of the step/squence
reaches 80%-90%, then one of the pumps f,s to be deployed
met or difficult to maintain
Crude Oil 6A 54A API Farengeit
Product 6B 54B Den Cels

Table
T- 52 (m3 -- bbls)

T- 4 (bbls -- m3)

T-11 (bbls -- LT)

T-13 (bbls -- MT)

TOB GOV

Weight Correction Factor(WCF) = Density - 0.0011

Density @15°C-vac - 0.0011 = Density @15°C-air

S/N EQUIPMENTS & SYSTEMS
1 CERTIFICATIONS:
1.1 All Class & Statutory Certificates updated & checked for
1.2 All other Trading Certificates updated & checked for
1.3 Ships Certificate lists Part A & Part - B updated
1.4 All other equipments certificates ready and updated
1.5 Shipyard work done report
2 BRIDGE:
2.1 All Bridge Equipments checked, Serviced & tested
2.2 Batteries (GMDSS & General Services) renewed :
2.3 Gyro Compass serviced by maker /Functioning
2.4 Dopper speed log fitted in correct direction /functioning
2.5 M/E Telegraph logger/printer checked /functioning
2.6 Steering gear serviced /tested
3 DECK:
3.1 Windlass & Mooring winch hyd motor/brake lining renewed & tested
3.1.2 Anchor Chain locker and Bitter End serviced and checked
3.2 Mooring ropes/wires, tail ropes inspected/renewed
3.3 Fwd, Aft ETA& SPM stopper Serviced/surveyed, Load Tested, Cert Issued
3.4
Hose handling cranes, Provision cranes, cargo pump room Davit
wire inspected/renewed, load tested with pendant (if any)
3.5 Gangways, wires renew/ load tested
3.6 Cargo Lines, Ballast Lines, Bunker Lines,COW line press Tested
3.7 Fire lines & foam lines Press tested
3.8
Deck IG line valves & PV valves, Vent riser flame arrester,Deck seal,
PV Breaker etc inspect
3.9 All Cargo Tanks Final Inspection Carried out
3.10 All Ballast Tanks Final Inspections Carried out
3.11
All Bottom plugs closed, cemented & Zinc Anode Final Inspection
carried out
3.12 All Fresh Water Tanks Cleaned & Final inspection Carried out
3.13 All Ballast Tanks, Bunker Tanks air vent Heads/wire mesh
3.14 All deck Cargo & ballast valves leak tested
3.15 Deck steam systems & COT Heating Coils Inspected/tested :
3.16 IGG monitoring Systems
3.17 COT gauging system
3.18 Ballast Tanks Gauging Systems
3.19 Draft Gauge sea side v/vs and Systems
3.20 Echo sounder & doppler log sea side v/vs & system checked
3.21
Gas Detection Systems, Oxygen Vapour Pressure Monitoring
System serviced and calibrated
3.22 ODME Systems
3.22 Loading Computer Functioning
3.24 Lifeboats servicing, Falls inspected/renewed, Davit load Tested:
3.25 LSA/FFA equipments & CO2 systems Serviced & Certs Rcvd:
3.26 Sea Chest valve serviced /tested
3.27
Portable Gas meter /Oxygen meters / Toxic gas meter/Personal
Gas detector serviced /Calibrated
3.28 MMC tape serviced/Calibrated
3.29 Bilge Alarm for cargo Pump room, Buson store inspected/tested
3.3
ICCP system hull sensor protection cover removed before filling
water into dry dock for floating
3.4 COW fixed washing machines serviced/tested
3.5 Fixed Foam tank level checked
4 ACCOMMODATIONS:
4.1 All doors closing & sealing arrangements
4.2 All Ventilators checked
4.3 Toilet Systems
4.4 All galley equipments provision stores in good condition
6 Others:
6.1 All crew rest hours in proper record
Classification Requirement
1. Special Survey (SS) 5 years Interval
2. Intermediate Survey (IS) Once In a 5 years cycle during 2nd or 3rd anniversary
date including USLD Survey.
3. Docking Survey (DS) Twice in a 5 years cycle, maximum interval 3 years.

Internal Audit - For Internal & External ISM & ISPS Audits.
Safety Department - For PSC, FSC and Oil Major Inspection.
Technical Department - For Technical Inspection, P&I inspection and Class Survey.
 3rd anniversary

nterval 3 years.

lass Survey.
PRIOR OPERATION 334

CARGO PUMP EMERGENCY TRIP TEST – Before

PO1 Each Discharge
CARGO PUMP ALARM TEST– Before Each Discharge
CARGO TANK
PO3HIGH & HIGH-HIGH LEVEL ALARM TEST
PV / BREATHER / MASTRISER VALVES
PO4 TEST
CARGO TANK PRESSURE ALARM TEST
PO5

PRIOR USE

CALIBRATION OF PORTABLE OXYGEN & GAS METE PU1

CALIBRATION / SELF-CHECK PU2

WEEKLY

CALIBRATION OF PUMPROOM FIXED GAS DETECT DW1

PUMPROOM BILGE ALARM TEST
FWD BOSUN’S STORE BILGE ALARM TEST
FWD PUMPROOM BILGE ALARM TEST

MONTHLY

OIL DISCHARGE MONITOR EQUIPMENT TEST

PUMPROOM SEA CHEST LEAK TEST
FOAM PUMP TEST
COMPARISON OF MMC TEMPERATURE READING

QUARTERLY

EMERGENCY RESUSCITATOR CHECK

EMERGENCY STEERING GEAR TEST
LOADMASTER CALIBRATION TEST

ANNUALY

BRAKE HOLDING CAPACITY (BHC) / RENDDA1

CARGO LINE PRESSURE TEST
DECK MAIN FIRE LINE PRESSURE TEST
DECK MAIN FOAM LINE PRESSURE TEST
BALLAST LINE PRESSURE TEST
Inspection & Testing Log for Lifting Equipments

9. All the Wire Slings to be colour coded as follows:

From 1 ton up to 3 ton --- Green colour
Above 3 ton up to 5 ton --- Yellow colour
Above 5 ton --- Red colour
CODE 10 Definition: deficiency rectified.

12 all deficiencies rectified.

15 Rectify deficiency at next port.

16 Rectify deficiency within 14 days.

17 Master instructed to rectify deficiency before departure

18 Rectify non-conformity within 3 months

19 Rectify major non-conformity before departure.

30 Ground for detention.

35 Ship allowed to sail after detention (ship allowed to sail after follow-up detention, see Code 36).

36 Ship allowed to sail after follow-up detention.

40 next port informed.

45 next port informed to re-detain.

50 Flag State/ Consul informed

55 Flag State consulted.

70 Classification Society informed

80 Temporary/provisional substitution or repair of equipment or exemption granted.

85 Investigation in contravention of discharge provisions (MARPOL 73/78)

95 Letter of warning issued

96 Letter of warning withdrawn

99 Others
tention, see Code 36).
Toxic gases to be checked be-4 entry into cargo tank: Personal Gas Meter GX 2003
1) Benzene – TLV-TWA = 1ppm.
2) Hydrogen Sulphide (H2S) - TLV-TWA = 5ppm. The RKI GX-2003 uses the following calibration gas blend by default:
3) Mercaptan – 0.5 ppm 25 ppm Hydrogen Sulfide (H2S)
4) Tetraethyl lead (TEL) or Tetramethyl lead (TML) 50 ppm Carbon Monoxide (CO)
5) Nitrogen Oxide (NO) - TLV-TWA = 25ppm 50% LEL Methane (2.5% vol CH4)
6) Nitrogen Dioxide (NO2) - TLV-TWA = 3ppm 12% Oxygen (O2)
7) Sulphur Dioxide (SO2) - TLV-TWA = 2ppm Nitrogen balance(N2)
8) Carbon Monoxide (CO) - TLV-TWA = 25ppm
9) Toluene (C6H5-CH3) - TLV-TWA = 50ppm
10) Hydrocarbon (HC) – less than 1% LEL (combastible gas)

Aromatic Hydrocarbons: Benzene, toluene and xylene, There TLV are less than other hydrocarbons.
H2S – is very toxic, corrosive and flammable gas, colourless and heavier than air dens. 1,189. It is soluble in water.
Mercaptans – coloured and odorous gas, initial effects are similar to H2S. The incidence of fatality is extremely low.
Be-4 entering to tank mercaptan should be reduced till 0.5 ppm.
NO & NO2 – fresh flue gases contain about 200 ppm by volume of mixed Nitrogen Oxides (NO), which is not removed by water scrubbing.
Nitrogen oxide reacts slowly with oxygen forming Nitrogen Dioxide (NO2)
NO is a colourless gas with little smell TLV-TWA = 25ppm, NO2 is more toxic TLV-TWA = 3ppm
Sulfhur Dioxide (SO2) – Flue gas produced by the combastion of fuel oil having high sulphur content.
SO2 causes irritation of the eyes, nose and breathing difficulties, it has distinctive smell at its TLV-TWA of 2ppm
Carbon Monoxide (CO) – is normally present in flue gas at a level of only few ppm, CO is odourless gas with a
TLV-TWA = 25ppm and causes of asphyxation.

Threshold Limit Value (TLV)

Airborne concentrations of substances under which it is believed that nearly all workers may be
exposed day after day with no adverse effect. TLV's are advisory exposure guidelines, not legal
standards, that are based on industrial experience and studies.
There are three different types of TLV's:
• Time Weighted Average (TLV-TWA) — the airborne concentrations of a toxic substance
averaged over an 8 hour period, usually expressed in parts per million (ppm).
• Short Term Exposure Limit (TLV-STEL) — the airborne concentration of a toxic substance
averaged over any 15 minute period, usually expressed in parts per million (ppm).
Ceiling (TLV-C) – The concentration that should not be exceeded during any part of the working exposure.
as per calibration sertificate or manufacter instruction
Alarm Settings:
Low High
O2 Nitrogen (N2) 99.99%
H2s Hidrogen Sulpide (H2S) 25ppm 5 ppm 10 ppm 1) Benzene – TLV-TWA = 1ppm.
HC Isobutane, Methani, butani.. 2) Hydrogen Sulphide (H2S) - TLV-TWA = 5ppm.
50% LEL / 10% Vol 3) Mercaptan – 0.5 ppm
CO carbon monoxide 50 PPM 4) Tetraethyl lead (TEL) or Tetramethyl lead (TML)
5) Nitrogen Oxide (NO) - TLV-TWA = 25ppm
Gx2003 o2 H2s HC Co 6) Nitrogen Dioxide (NO2) - TLV-TWA = 3ppm
GP226 explosimeter 50 LEL 7) Sulphur Dioxide (SO2) - TLV-TWA = 2ppm
RX517 o2 H2s HC 8) Carbon Monoxide (CO) - TLV-TWA = 25ppm
9) Toluene (C6H5-CH3) - TLV-TWA = 50ppm
Measurement of HC concentration: 10) Hydrocarbon (HC) – less than 1% LEL (combastible gas)
1 – The measurement of HC gas in air %LEL – Explosimeter
2 – in inerted atmosphere %VOL – Tankscope.
1% by volume = 10, 000 PPM
1% by volume = 100 LEL
 5. Can you use multigas detector in inert gas?

See ISGOTT 5th Edition:

1.3.11 MULTI GAS INSTRUMENTS

Multi gas instruments are now widely used and are usually capable of housing four different sensors.
A typical configuration would comprise of sensors for measuring:

• Hydrocarbon vapour as a %LFL (Explosimeter function using a pellistor sensor).

• Hydrocarbon vapour in inert gas as a %Vol (Tankscope function using an infra red
sensor).

• Oxygen (using an electrochemical sensor).

• Hydrogen Sulphide (using an electrochemical sensor).

All these monitors should be tested at regular intervals in accordance with manufactuer’s instructions.

Multi gas instruments may be supplied for gas measurement use and be fitted with a data
logging capability, but without an alarm function.

Care must be taken when using multi-gas instruments to check for hydrocarbons in an
inerted atmosphere under pressure as the pellistor within the instrument could be
damaged if subjected to pressure. (See Section 1.3.3.2).

No. Only Tankscopes

See: Training Manual FF.09 Chapter 2:

To understand what is the use of instruments we have to study hydrocarbons.

Hydrocarbons are flammable vapours generated from a product when the product reaches a certain temperature.

In a space we can say that we have 100% hydrocarbons when in this space we have no other gas except hydrocarbon, no oxygen, no nitrogen. This area is so

A flammable atmosphere shall contain 1% per volume to 11% per volume hydrocarbons and oxygen percentage to be over 10% by volume.

The instrument which measures flammable atmosphere is the tank scope.

The lower flammable limit of hydrocarbon in the atmosphere is 1% by volume and we call it L.F.L. or L.E.L. (Lower flammable or lower explosive limit).

The upper flammable limit of hydrocarbons in the atmosphere is the 10% per volume and we call it U.F.L .or U.E.L. (Upper flammable or upper explosive lim
The zone between LEL and UEL or between 1% hydrocarbon per volume and 10% hydrocarbon per
volume we call it dangerous zone.

If we are in this zone of hydrocarbons and oxygen percentage is over 11% by volume, with a source of ignition we can have an explosion.

The tank scope, the instrument which measures this zone, can measure in an atmosphere which lacks of oxygen.

Of course flammable limits will vary with the type of oil or chemical but we consider 1% by volume as L.F.L. and 10% of hydrocarbons by volume as the U.F.

1. EXPLOSIMETER
It is the instrument which measures the hydrocarbon content up to 1% of the volume.

The EXPLOSIMETER is an instrument which cannot measure in an inert atmosphere.

Measuring by EXPLOSIMETER we shall never measure in atmosphere containing more than 1% volume hydrocarbons because we will destroy

EXPLOSIMETER MEASURES TOO LEAN ATMOSPHERE IN THE PRESENCE OF OXYGEN

2. TANK SCOPE OR GAS INDICATOR:

MEASURES atmosphere from L.F.L. to 20% by volume. AND TANK SCOPE CAN MEASURE IN INERTED ATMOSPHERES.
3. OXYGEN ANALYSER

All we know is that oxygen plays a unique part in human existence. And we know that oxygen percentage at sea level is 21%.
In some cases it is necessary to measure or check if the atmosphere is flammable or safe for entry.
The instrument that measures the oxygen percentage is the oxygen analyser.

4. MULTI GAS DETECTOR

The multi gas detector consists of two parts. The pump and the tube. The way of measuring is simple but we shall be very careful and read out the

Toxicity of petroleum can be measured in ppm that is how many parts of hydrocarbons to the million are in the space inspected. We call it T.L.V.

The TLV of the gas we want to measure is written on the tube. For different gasses we have to use different tubes.

T.L.V. for normal crudes and products is 300 ppm but never relax on that. Maybe your cargo contains hydrosulfar and the TLV of this is 10ppm. 3

But 10 ppm is 0.1% of LEL scale which cannot be detected by explosimeter.

It is important to carry out regular tests of all the instruments and have them ready for use. The proper use of them may sometime save your life.

Sampling hose dryers shall be kept also in good condition.

hydrocarbons in an
ment could be

xygen, no nitrogen. This area is so rich in hydrocarbons and is not flammable.

able or lower explosive limit).

r flammable or upper explosive limit).

ydrocarbons by volume as the U.F.L.

drocarbons because we will destroy the instrument.

CE OF OXYGEN

INERTED ATMOSPHERES.

all be very careful and read out the instructions of the tubes. With the multi gas detector we measure the toxicity of the space.

space inspected. We call it T.L.V. or threshold limit value (minimum parts per million of hydrocarbons a space can be considered safe for entry. The TLV indicated actually that human body

lfar and the TLV of this is 10ppm. 300 ppm can be detected on explosimeter and represents 3% on LEL scale.

hem may sometime save your life.

ndicated actually that human body can stay 40 hrs a week in the space containing this TLV hydrocarbons amount).
STATIC ELECTRICITY
Static electricity presents fire and explosion hazards during the handling of petroleum and during other tanker operations such
There are three basic stages leading up to a potential static hazard:
1. Charge separation;
2. Charge accumulation; and
3. Electrostatic discharge.
Types of Discharge
Electrostatic discharge can take the form of a ‘Corona’, a ‘Brush Discharge’ or a ‘Spark’, as described below:
Corona is a diffuse discharge from a single sharp conductor (less than 5 mm in diameter) that slowly releases some of the ava
Brush Discharge is a diffuse discharge from a single blunt conductor that is more rapid than corona and releases more energy
• Between a conductive sampling apparatus lowered into a tank and the surface of a charged petroleum liquid.
• Between a conductive protrusion (e.g. fixed tank cleaning machine) or structural member and a charged petroleum liquid bei
Spark is an almost instantaneous discharge between two conductors where almost all of the energy in the electrostatic field is
• Between an unearthed conductive object floating on the surface of a charged liquid and the adjacent tank structure.
• Between unearthed conductive equipment suspended in a tank and the adjacent tank structure.
• Between conductive tools or materials left behind after maintenance when insulated by a rag or piece of lagging.
Materials and liquid products that are handled by tankers and terminals are classified as being conductive, non-conductive or s
Liquids are considered to be non-conductors when they have conductivities less than 50 picoSiemens/metre (pS/m). Such liqu
The most important countermeasure that must be taken to prevent an electrostatic hazard is to bond all metal objects together
Measures that must be taken to prevent electrostatic hazards whenever a flammable atmosphere could potentially be present
• The bonding of metal objects to the metal structure of the ship to eliminate the risk of spark discharges between metal object
• The removal from tanks or other hazardous areas, of any loose conductive objects that cannot be bonded.
• Restricting the linear velocity of the cargo to a maximum of 1 metre per second at the individual tank inlets during the initial

Static accumulator product – Conductivity less than 50 picoSiemens/metre (pS/m)

- The Wilden pump an earthing through the ship side.

- Conducting close gauging and sounding.

Initial loading rate – 1m/sec

Max loading rate for static accumulator cargos – 7 m/sec
Max loading rate for no-static accumulator cargos – 12 m/sec
Max venting rate – 36 m/sec
er tanker operations such as tank cleaning, dipping, ullaging and sampling.

releases some of the available energy. Generally, corona on its own is incapable of igniting a gas like propane or vapour like gasoline.
and releases more energy. It is possible for a brush discharge to ignite gases and vapours. Examples of a brush discharge are:

arged petroleum liquid being loaded at a high rate.

in the electrostatic field is converted into heat available to ignite a flammable atmosphere. Examples of sparks are:
nt tank structure.

ce of lagging.
uctive, non-conductive or semi-conductive.
s/metre (pS/m). Such liquids are often referred to as Static Accumulators.
all metal objects together to eliminate the risk of discharges between objects that might be charged and electrically insulated. To avoid disc
uld potentially be present are:
ges between metal objects that might be electrically insulated. This includes metallic components of any equipment used for dipping, ullagin

nk inlets during the initial stages of loading i.e. until after the bottom structure is covered, all splashing and surface turbulence has ceased,

VCF
WCF
 vapour like gasoline.
ischarge are:

ly insulated. To avoid discharges from conductors to earth, it is normal practice to include bonding to earth.

nt used for dipping, ullaging and sampling.

e turbulence has ceased, and any water that may have been present is cleared from the lines.
9.2.1 RISK ASSESSMENT
A risk assessment is intended to be a careful examination of what, in the range of
operations, could cause harm so that decisions can be made as to whether enough
precautions have been taken, or whether more should be done to prevent harm. The aim
is to minimise accidents and ill health on board ship.
The assessment should first establish the hazards that are present at the place of work
and then identify the significant risks arising out of the work activity. The assessment
should include consideration of the existing precautions to control the risk, such as
permits to work, restricted access, use of warning signs, agreed procedures and personal
protective equipment. The types of question that should be answered when carrying out a
risk assessment are as follows: -.
What can go wrong?
An identification of the hazards and accident scenarios, together with potential causes
and outcomes.
How bad and how likely?
An evaluation of the risk factors.
Can matters be improved?
An identification of risk control options, such as measures to control and reduce the
identified risks.
What is the effort and how much better would it be?
A determination of the benefit and effectiveness of each risk control option.
What action should be taken?
An identification of the appropriate course of action to deliver a safe activity, based on the
hazards, their associated risks and the effectiveness of alternative risk control options.
Hot Work: this is a work which can create the source of ignition.
a) Hot works accompanying a naked flame: Electric and Gas cutting and Welding
b) Other high temperature works: Grinding, Sanding, work accompanying sparks.
Be-4 hot work risk assessment to be carried out.
Hot work in ER work shop (Master’s permission), out of workshop – supt’s permission.(e-mail or fax)
Single hot work permit should be prepared for each intended task.
Be-4 hot work: compartment should be cleaned, ventilated & gas freed ( oxygen 21% and flammable gas less tha
All slops should be removed or securely isolated at least 30 m from hot work area
All cargo tanks within 30 m radius should be:
(non-inerted ship) cleaned, gas freed or completely filled with water.
(Inerted Ship) a) Cleaned and gas freed, HC less than 1% LEL; or
b) Emptied, purged, HC less than 2% by volume and inerted; or
c) Completely filled with water
All other tanks must be inerted with openings closed

Cold Work : this is a work which can’t create the source of ignition.

GUIDANCE NOTES FOR COLD WORK PERMIT

(a)         Starting / Finishing time must not exceed the Authorised Signatories’ / Responsible Officer’s working h
(b)         Specific location of cold work to be given.
(c)         Description of work to include type of equipment to be used.
(d)         This permit should be used for but not be limited to the following cold work:

1.         Blanking/de-blanking.
2.         Disconnecting and connecting pipework.
3.         Removing and fitting of valves, blanks, spades or blinds.
4.         Works on pumps etc.
5.         Clean up (oil spills).

Working aloft – above 2 meters.

Personnel under 18 years of age or with less than 12 months experience at sea, should not work aloft unless ac

Working Personnel at Hight or Overside should be always supervised by responsible member.

Working Overside - should not carried out at undeway except in emergency. Lifeboat/Rescue boats ready for imme

Code of Safe Working Practices for Merchant Seamen

(e-mail or fax)

d flammable gas less than 1% LEL

onsible Officer’s working hours.

d not work aloft unless accompanied by an experienced person or otherwise adequately supervised.

scue boats ready for immediately use.

 PV PV Breaker
Pressure +1400 +1800
Vacuum -350 -700

Inspection Visually For Pressure & vacuum side

If necessary to be cleaned & lapping

P/V valves should be checked for free movement prior operation

At least two non-return devices, one of which should be water seal, shall be fitted in the inert gas supply main, in
Order to prevent the return of HC vapour to the machinery space. The second device shall be a non-return
V/V and fitted toward of the deck water seal.

Cargo tank pressure sensor alarm setting: high – 10% higher than P/V, low – recommended +100 mmWG
nert gas supply main, in
ll be a non-return

ded +100 mmWG

 TANK CLEANING PROCEDURE
AA) GENERAL INFORMATIONS

a. Fixed Tank Cleaning Machines

- All Fixed Tank Cleaning Machines is Single Nozzel Type. SC90T2,Dia.32mm
One Cycle: 2.0hrs (Full 0 - 180 - 0), 45 min (Bottom 0 - 40 - 0)

Tank No 1C 2C 3C 4C 5C 1P 1S 2P 2S 3P
Q'ty of Machine 4 4 4 4 4 3 3 3 3 3
Tank No 3S 4P 4S 5P 5S SP SS
Q'ty of Machine 3 3 3 2 2 1 1

BB) PROCEDURE

1 Fill up Slop Stbd with sea water about 1200 M3-------------3.0hrs

2 When Slop ullage reached 19.08m,(appox.1200cum) heating up slop tank will be commenced.
2a Temprature will keep to 45oC to 55oC.
3 Flush cargo line ---------3.0hrs
4 Tank Cleaning Operation will be full closed cycle operation + stripping -------95.0hrs
a) 9.0hrs each center tank x 5 = 45 hrs
b) 9.0hrs wing tanks x 5 = 45 hrs
c) stripping of all tanks = 5 hrs
d) Total = 95 hrs
( 180 - 0 - 180 - 0 - 135 - 0 - 135 - 0 - 40 - 0 - 40 - 0 - 40 - 0 )
4a Oxygen content must be less that 8% during Tank Cleaning Operation
4b T/C main line pressure10 kg/cm2 and Stripping Eductor driving pressure 11.0 kg/cm2.
5 After tank cleaning operation stripping and drain of all lines and COPs --------2.0hrs
6 Purging COTs HC must be <2.0% by volume ( 6hrs / 2tanks), for the last COT--------------4.0hrs
To be done during T/C operaton
7 Gas free COTs 18hrs x 3 times = 54hrs
8 Remove sludge from COTs-----------------------------------------------------------------------??? hrs
9 Cleaning water wil be dischared through ODME after settling more than 24 hours. About 1200cum
10 De-slopping of T/C oily water to Slop Barge.
- About 300.0 cub/mtr.
11 Keep ship's trim at least 5.0mtr during T/C and stripping.

TOTAL TIME ---ABOUT-- 161hrs = 6days 17hrs

 Quantity Quantity

53555.6 MT GOV 84094.9 M3

52709.7 LT GSV / NET 81403.9 M3

GOV 528940.9 Bbls GOV 528940.9 Bbls

GSV / NET 512437.3 Bbls GSV / NET 512437.3 Bbls

GOV 84094.9 M3 53555.6 MT

GSV / NET 81403.9 M3 52709.7 LT

API 83.2 At 60⁰F Input Value Only in Yellow Colour Colum

Density 0.6590 At 15⁰C

VCF 0.9680

WCF 0.6579

Temp 36.8 ⁰C / ⁰F

TABLE 52
NET KL TO US BBLS

DENSITY 0.6590

BBLS 6.295 Table 6A - VCF for crude oil in BBLS calcu

0.586 6.296 Table 6B - VCF for product oil in BBLS cal
0.624 6.295 Table 54A - VCF for crude oil in M3 calculat
0.687 6.294 Table 54B - VCF for product oil in M3 calcul
0.766 6.293

0.906 6.292

1 Bbls GOV = M3 (GOV) * 6.28981 - Gross Observed Volume at present temperature, Tabl

2 Bbls GSV = M3 (GSV) * 6.295 - use Table 52, enter with your density

3 GSV M3 = GOV M3 * VCF - Volume Correction Factor, use Table 6A, 6B, 54A OR

4 MT = GSC M3 * WCF - Weight Correction Factor = Density - 0.0011

5 MT = LT * 1.06405 - Table 1 - 1.06405 is constant figure, Metric Tonnes

6 LT = MT * 0.984206 - Table 1 - 0.984206 is constant figure, Long Tonnes

7 ST = - Table 1 - 0.984206 is constant figure, Short Tonnes

8 = -

9 = -
10 = -

11 = -
 Quantity

GOV 528940.9 Bbls

GSV / NET 512437.3 Bbls

GOV 84094.9 M3
GSV / NET 81403.9 M3

53555.6 MT

52709.7 LT

n Yellow Colour Column !!!

VCF for crude oil in BBLS calculation use API at 60⁰F & at present Teperature F

VCF for product oil in BBLS calculation use API at 60⁰F & at present Teperature F

VCF for crude oil in M3 calculation use Density at 15⁰C & at present Teperature C

VCF for product oil in M3 calculation use Density at 15⁰C & at present Teperature C

me at present temperature, Table 1 - 6.28981 is constant figure

th your density

ctor, use Table 6A, 6B, 54A OR 54B respectively

tor = Density - 0.0011

onstant figure, Metric Tonnes

constant figure, Long Tonnes

constant figure, Short Tonnes

 Different Method Of Calculations
Tank Ullage

Use ASTM Tables to find out different factors necessary for calculation cargo figure in dirrerent units.

Given below there are some definitions of an short abbreviations:

1 VCF - Volume Correction Factor - for converting liquid petroleum volumes measured at observed temperatures to th corresponding volumes
at 15⁰C or 60⁰F;

2 WCF - Weight Correction Factor

3 TCF - Total Correction Factor

4 API - API Gravity - is a numerical systems used on petroleum and petroleum products equivalent to density and specific gravity.

5 Density - Mass of a given volume that product (KG) divided by Volume of that quantity at t ⁰C (M3), so density is expressed in KG/M3

6 S.G. - Specific Gravity - this is old name for the Relative Density. Density of the product at 15 ⁰C divided by Density of water at 4 ⁰C
7 R.D. - Reletive Density - refer to S.G.
8 GOV - Gross Observed Volume - TOV less FW and bottom sediment, being the measured volume of oil and S&W at observed

temperature and pressure. In practice, GOV is Ussualy calculated with no deduction for bottom sediment, which is very difficult to calculate;

9 GSV - Gross Standard Volume - measured volume of oil and S&W at standard conditions of 15⁰C and atmospheric pressure. In practice the GSV is
GOV multiplied by the VCF obtained from the appropriate ASTM/IP Petroleum Measurement Tables. The GSV is the Primary quantity
measured and reported on tankers;
10 NSV - Net Srandard Volume - normally applicable to crude oil, NST is GSV minus S&W, being a measurement of the "dry" oil quantity at standard

conditions. For products, S&W is not normally deducted and is included within the receiver's quality specifications;

11 TOV - Total Observed Volume - total volume of material measured in the tank including cargo (oil), free water (FW), entrained sediment and water
(S&W), sediment and scale as measured at ambient (observed) temperature and pressure;

Prepared By Giorgi Ardzenadze

 12 TCV - Total Calculated Volume - total amount of oils, FW and S&W reported at standard temperature. In practice, TCV is the GSV plus the

measured FW;
13 FW - Free Water - water layer existing as a separate phase, normally detected by water paste or interface detector and usually settled at the bottom of

the tank (depending on relative density of cargo);

14 S&W - Sediment & Water - entrained material within the oil bulk, including solid particles and dispersed water. Sometimes knonw as base sediment

and water(BS&W);

15 VEF - Vessel Experience Factor - is basically the historical difference in ship and shore figures for a given ship over a given period, typically based on
the previous 10 loadings. It is a factor which indicates the ship's calibration error;
16 ROB - Remaining On Board - the measurable material remaining on board a vessel after a discharging. Incudes measurable sludge, sediments, oil,

water or oily residue lying on the bottom of the vessel's cargo compartments and associated lines and pumps;

17 OBQ - On Board Quantity - the measurable and/or estimatable materials remaining on board in vessels cargo tanks and pipelines prior to loading.
Includes water, oil, slops, oily residue, oil/water emulsion, sludge and sediment;

Calulation Methodes :
When use ASTM Table 6A, 6B,54A or 54B to find out VCF, never interpolate, use the closest one figure.

Table 6A - VCF for crude oil in BBLS calculation use API at 60⁰F & at present Teperature F

Table 6B - VCF for product oil in BBLS calculation use API at 60⁰F & at present Teperature F

Table 54A - VCF for crude oil in M3 calculation use Density at 15⁰C & at present Teperature C

Table 54B - VCF for product oil in M3 calculation use Density at 15⁰C & at present Teperature C

Enter the table with your oil density at 15⁰C and an observed Temperature

Prepared By Giorgi Ardzenadze

Barrels
• Bbls GOV = M3 (GOV) * 6.28981 - Gross Observed Volume at present temperature of oil,

GOV can be taken from Ullage Table, entering with ullage value (use trim and list correction where necessary);

• Bbls GSV = Bbls (GOV) * VCF - use Table 6A or 6B to find out VCF, enter with API gravity of oil and present temperature of oil;

• Bbls GSV = M3 (GSV) * Factor - use Table 52 Barrels at 60⁰ F to Cubic Metres at 15 ⁰ C. Enter with your density, in an example: oil density=0.6590

Barrels at 60⁰ F per 1000 Litres at 15⁰ C (factor) will be 6.295, if density=0.780 factor will be 6.293;

If there is no free water in the cargo tank, GSV=NSV;

Cubic Metres
• GSV M3 = GOV M3 * VCF - use Table 54A or 54B to find out VCF, enter with specific gravity (density) of oil and present temperature of oil;

Metric Tonnes in Air (Weight)

• MT = GSV M3 * WCF - Weight Correction Factor = Density - 0.0011

• MT = GOV M3 * TCF

• WCF = Density - 0.0011 or 0.0010 if cargo oil densrity is below 0.9999 use 0.0011; if cargo oil density is above 1.0000 use 0.0010 value;

• TCF = VCF * WCF

• MT = LT * 1.01605 - From Table 1: Weigth correction factor = 1.01605 is constant figure;

Metric Tonnes in Vacuo (Mass)

• MT = GOV M3 at T⁰C * density at 15⁰C

Prepared By Giorgi Ardzenadze

Metric Tonnes Air ↔ Vacuo

• Use Table 56 to convert from vacuo to air or vice versa, enter with you density at 15⁰C and find out factor for converting;

Long Tons (Long Tons exist only in Air)

• LT = MT * 0.984206 - From Table 1: Weight correction factor = 0.984206 is constant figure;

• LT = Bbls GSV * WCF - Weight Correction Factor From Table 11, enter with you API Gravity at 60⁰F and Find out figure on column

Long Tons per Barrel at 60⁰F.

Weigth Correction Factor

• Relative density or API cannot be used for direct weight calculation. Calculations should then be done using WCF. All these calculations, using a WCF,

result in a weight in AIR

• These WCF can be found in:

ASTM Table-11 (long tons per barrels 60⁰F);

ASTM Table-13 (metric tonnes per barrels 60⁰F)

ASTM Table-29 (long tons per barrels 60⁰F);

ASTM Table-56 (kg/m3) (main table of 56);

Temperature Convertion ASTM Table-2

• F = (C * 1.8) + 32
• C = (F - 32) / 1.8

API ↔ DENSITY ASTM Table-3 & 51

Prepared By Giorgi Ardzenadze

• API = 141.5 - 131.5

Density at 15⁰ C

Prepared By Giorgi Ardzenadze

 List Trim TOV Free Watr GOV Den Temp VCF GSV

ding volumes

/M3

4 ⁰C

fficult to calculate;
practice the GSV is

mary quantity

quantity at standard

ediment and water

Prepared By Giorgi Ardzenadze

SV plus the

ttled at the bottom of

w as base sediment

od, typically based on

e, sediments, oil,

prior to loading.

Prepared By Giorgi Ardzenadze

re necessary);

il density=0.6590

perature of oil;

alue;

Prepared By Giorgi Ardzenadze

on column

using a WCF,

Prepared By Giorgi Ardzenadze

Annex I- Regulations for the Prevention of Pollution by Oil
Chapter 4 - Requirements for the cargo area of oil tankers. Part A - Construction
Regulation 27 - Intact stability

1.1 In port, the initial metacentric height GMo, corrected for the free surface measured

At sea, the following criteria shall be applicable:

2.1 the area under the righting lever curve (GZ curve) shall be not less than 0.055 m·r
area under the righting lever curve (GZ curve) between the angles of heel of 308 a

2.2 the righting lever GZ shall be at least 0.20 m at an angle of heel equal to or gr

2.3 the maximum righting arm shall occur at an angle of heel preferably exceeding 30

2.4 the initial metacentric height GMo, corrected for free surface measured at 0° heel,

The initial metacentric height GM0 shall not be less than 0.15 m.

The horizontal distance from the centre of gravity (G) to the vertical line
from centre of buoyancy (B1) is called the righting lever.
This distance can be measured and is usually referred to as GZ
 A - Construction

ree surface measured at 0° heel, shall be not less than 0.15 m;

t less than 0.055 m·rad up to θ = 30° angle of heel and not less than 0.09 m·rad up to θ = 40° or other angle of
ngles of heel of 308 and 40° or between 30° and θf, if this angle is less than 40°, shall be not less than 0.03 m·r

f heel equal to or greater than 30°;

ferably exceeding 30° but not less than 25°; and

measured at 0° heel, shall be not less than 0.15 m

rtical line
40° or other angle of flooding θf* if this angle is less than 40°. Additionally, the 
ot less than 0.03 m·rad
 Inert: An atmosphere made incapable of burning by the introduction of inert gas and the resultant reduction of the overal
For the purposes of this guide, the oxygen content of the tank atmosphere must not exceed 8% by volume.

Too lean: An atmosphere made incapable of burning by the deliberate reduction of the hydrocarbon content to below the

Over rich: An atmosphere that is above the Flammable Range.

Undefined: An atmosphere that may be above, below or within the Flammable Range.

1 Washing in an Inert Atmosphere

Before each tank is washed, the oxygen level must be determined, both at a point
1 metre below the deck and at the middle level of the ullage space. At neither of these locations should it exceed
The oxygen content and pressure of the inert gas being delivered during the washing process should be
If during washing, the oxygen level in the tank exceeds 8% by volume, or the pressure of the atmosphere in the tanks is n
washing must be stopped until satisfactory conditions are restored.

Vernier Caliper - an instrument for measuring external or internal dimensions, having two hinged legs resembling a pair

the moulded draught amidships (dm) in metres (without taking into account any ship's deformation) shall not be

dm = 2.0 + 0.02L

trim by the stern of not greater than 0.015L

resultant reduction of the overall oxygen content.
not exceed 8% by volume.

ydrocarbon content to below the Lower Flammable Limit.

e locations should it exceed 8% by volume.

cess should be continuously recorded.
the atmosphere in the tanks is no longer positive,

o hinged legs resembling a pair of compasses and in-turned or out-turned points.

p's deformation) shall not be less than:

Rule 1 Application Rule 20 Application

Rule 2 Responsibility Rule 21 Definitions

Rule 3 General definitions Rule 22 Visibility of lights

Rule 4 Application Rule 23 Power-driven vessels underway

Rule 5 Look-out Rule 24 Towing and pushing

Rule 6 Safe speed Rule 25 Sailing vessels underway and vessels under oars

Rule 7 Risk of collision Rule 26 Fishing vessels

Rule 8 Action to avoid collision Rule 27 Vessels not under command or restricted in their ability

Rule 9 Narrow channels Rule 28 Vessels constrained by their draught

Rule 10 Traffic separation schemes Rule 29 Pilot vessels

Rule 11 Application Rule 30 Anchored vessels and vessels aground

Rule 12 Sailing vessels Rule 31 Seaplanes

Rule 13 Overtaking Rule 32 Definitions

Rule 14 Head-on situation Rule 33 Equipment for sound signals

Rule 15 Crossing situation Rule 34 Manoeuvring and warning signals

Rule 16 Action by give-way vessel Rule 35 Sound signals in restricted visibility

Rule 17 Action by stand-on vessel Rule 36 Signals to attract attention

Rule 18 Responsibilities between vessels Rule 37 Distress signals

Rule 19 Conduct of vessels in restricted visibility Rule 38 Exemptions

 y and vessels under oars

mand or restricted in their ability to manoeuvre

their draught

essels aground