1Preparatory Work for Entering Port and Loading · PDF filePreparations for entering port and loading cargo are to be made ... Guidelines on transit plans for deep ... The Loading

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Chapter 1

Preparatory Work for Entering Port and Loading Cargo

§§§§ Preparatory procedures for entering port and loading cargo

Preparations for entering port and loading cargo are to be made according to the procedures given

below.

1. Checks, studies and investigations before entering port (P1-2 to P1-8)

Before entering the loading port, thoroughly implement the checks, studies and investigations

mentioned below, and study the items carefully to ensure safety during cargo operations.

1) Restrictions at the loading and discharging ports 2) Studies and checks related to the terminal 3) Draft checks 4) Investigating the loading and ballasting plans 5) Checks of items related to voyage up to the discharging port 6) Check of seasonal factors (gust, etc.) related to weather conditions during cargo handling 7) Tide and current restrictions on entering port

2. Formulating plans (P1-9 to P1-20) Click here to view video – 048.mp4

The loading plan should be formulated considering the discharging efficiency. To formulate the loading

plan, the tasks below should be carried out based on checks of the loading port and results of studies

and investigations.

1) Loading calculations 2) Preparation of loading and ballasting plans

3. Shipboard meetings (P1-21) Click here to view video – 049.mp4

After formulating the loading plan, shipboard meetings should be held along with all concerned

officers including junior officers which also form a part of on job training related to work and

preparations for entering port and loading cargo.

4. Work before and after entering port (P1-22 to 1-23) Click here to view video – 050.mp4

Preparations should be made for entering port and loading cargo in accordance with the decisions taken

at the shipboard meetings.

5. Meetings before starting the loading work (P1-24 to P1-25)

Click here to view video – 056.mp4 After berthing/mooring and before the loading operation, a pre-loading meeting should be held with the

Loading Master. Questions for the terminal and answers to questions that may be asked by the terminal

should be prepared beforehand. All doubts about the loading operation should be cleared at this

meeting.

6. Checking the dryness before loading cargo (P1-26 to P1-27)

If there is a request from the charterer or shipowner, the tanks to be loaded should be checked for

dryness in parallel with the pre-loading meeting before the loading operation.

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1. Checks, studies and investigations before entering port Click here to view video – 047.mp4

1.1. General It is important to consider discharging when performing loading. Thus, before entering the loading port,

checks, studies and investigations should be carried out to acquire information not only on the loading

port but also on the discharging port and the sea area to be navigated up to the discharging port. After

considering this information, measures should be taken to ensure safety during loading.

1) Restrictions at the loading and discharging ports 2) Studies and checks related to the terminal 3) Draft checks 4) Investigating the loading and ballasting plans 5) Checks of items related to voyage up to the discharging port 6) Check of seasonal factors (gust, etc.) related to weather conditions during cargo handling 7) Tide and current restrictions on entering port

1.2 Restrictions at the loading and discharging ports

1) Before loading, study the information related to the loading port, discharging port, grade of oil,

tolerance and loading date of cargo oil given by the charterer. This information also includes

restrictions on drafts at the loading and discharging ports and on the displacement. Study and

investigate these restrictions also. 2) Documents related to port restrictions are submitted by the Company to the ship. Effective use

should be made of these documents. As far as possible, documents containing the latest information should be studied.

For example; a) Navigation data for the tanker master (NYK documents) b) Tanker association documents

• Information on oil tanker berths in this country-Japan (20,000 DWT - Upwards) • Report on research related to restrictions at the oil loading ports (Persian Gulf/Red Sea) • Report on research related to restrictions at the oil loading ports (Africa, Mediterranean

Sea, Black Sea, North Sea) • Report on research related to restrictions at overseas oil discharging ports (Singapore) • Report on research related to restrictions at overseas oil discharging ports (South-East

Asia/Oceania) c) GUIDE TO PORT ENTRY

d) Tide tables e) Ship’s Routeing (IMO) f) Guidelines on transit plans for deep-draft vessels passing through the Malacca and Singapore

straits (ICS/OCIMF) g) Relevant pilots and sailing directions (including foreign versions of the same)

3) If doubts exist on the port restrictions, they should be confirmed with the responsible team or

directly confirmed from the agent in the loading port. 4) The ship's draft and displacement are especially important when entering port. If these are

overlooked, it may not be possible to berth at the loading port. Draft restrictions, where applicable,

should be thoroughly studied beforehand so as to avoid a situation where the ship cannot enter port. 1.3 Studies and checks related to the terminal

The items below related to the berth and the sea area at the berth should be studied.

1.3.1 Items related to entering port

1) Depth of water (route, berth, anchorage) 2) Maximum permissible draft 3) Maximum permissible trim

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4) Maximum permissible deadweight capacity or displacement tonnage 5) Maximum air draft and height from the sea water surface at bow to the closed fairleads for SPM 6) Maximum dimensions of ship (length overall, breadth overall, depth) 7) Which side alongside Ship side along berth 8) Tide and current restrictions 9) Specific gravity of sea water

10) Daylight restrictions of berthing /Unberthing

1.3.2 Items related to mooring

1) Number, position and strength of mooring dolphins 2) Location and arrangement of shore radars and existence of traffic separation systems at the terminal 3) Whether tugs and line handling boats required for maneuvering and mooring the ship can be used 4) Lines used on the tug (ship's lines or tug's lines) 5) Shipside preparations when mooring at SPM (messenger rope, hose handling crane, etc.)

1.3.3 Items related to cargo handling operations

1) Number and size of hose connections and manifolds 2) Maximum discharge rate 3) Manifold limiting pressure 4) Allowable range of movement of Chiksan arm 5) Distance from the bow the center of the manifold 6) Ullage check 7) Whether reducer preparations have been made 8) Grade of oil, oil temperature, API, etc.

9) Max allowed height of Chiksan from waterline 1.3.4 Terminal regulations

Terminal regulations at the loading/discharging port also include regulations that are specific to the

terminal in addition to common basic regulations related to safely receiving crude oil tankers at the

terminal. The latest documents related to regulations specific to the terminal should be acquired and measures

should be framed based on these documents. 1.3.5 Communications with the terminal

If terminal regulations are not clear, information about the terminal regulations and information

necessary for cargo handling operation should be exchanged between the ship and the terminal using

telex or other communication methods. Before the ship enters the loading port, the essential information should be communicated. The timing

for reporting to the terminal and standard forms are established for each terminal. These should be used

during the communications. Doubts or questions should be clarified during this exchange of

communications. The following points should be considered during communications with the terminal:

1) ETA should be communicated to the terminal as early as possible. Essential information related to communications before entering port is often received from the

agent. This information is extremely useful. 2) Communications should be properly made without delay.

If communications between ship and terminal are awkward, problems may arise. The start of

loading may be delayed, and this may have considerable influence on later schedules. Thus

precautions are necessary to ensure proper and prompt communications. 3) Checks should be made to confirm that messages are received and sent correctly and promptly.

IMMARSAT telexes should be sent using A or B or best channel of communication, and the

response should always be confirmed. Sometimes there may be problems in receiving and sending

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TELEX messages at the loading port. Checks should be made to confirm that such messages have

been properly received by the receiver so that no loss occurs to the Company due to poor

communications. 4) The text of the message to be sent should be re-checked.

Where the message contains long sentences or many numerals, it should be checked before sending

and once again after sending it. 1.4. Draft checks

1) Estimated drafts before entering and after leaving port (existence of trim, heel, hogging, sagging) 2) Air draft from the estimated minimum draft during loading (height from the sea water surface to the

center of the connected manifold pipe and height from the sea water surface at the SPM to the

mooring fair lead at the bow) 3) Parallel body length forward and aft of the mid-point of the manifold at the predicted waterline in

the arrival/departure condition 4) At ports with draft restrictions, the timing of the high tide may have to be used. At such ports, the

tidal heights are measured every hour and prepared as tide tables every month. These tide tables are issued by the Company also and should be referred to.

5) Although the charterer may strongly wish that ballast be used to control the hull strength when

there are draft restrictions, it may not be possible to do so and loading may be difficult. In such

cases, the method called "temporary storage" may be used. Instead of filling ballast, the cargo oil is "temporarily stored." When the draft restrictions are no

longer applicable after the ship sails, the "temporarily stored" cargo oil is shifted to its original

location and ballasting is carried out. For this method to be used, the charterer's permission needs to

be taken beforehand. * About the relationship (reserve water depth) between the ship's draft, navigable depth and depth at

berth There are various restrictions at a VLCC loading port, and many ports have draft restrictions, such as

Jebel Dhanna/ Ruwais (UAE) and Mesaieed (Qatar). Depending on the port, the UKC is established

according to the type of ship, therefore, prior investigations are necessary.

For example:

＜＜＜＜JEBEL DHANNA / RUWAIS＞＞＞＞

MAX. SAILING DRAFT：

46 feet(14.02m) +TIDE－UKA (3 feet: 0.92m)=13.1m +TIDE

：Less than 100,000 DWT

46 feet(14.02m) +TIDE－UKA (4 feet: 1.22m)=12.8M +TIDE

：100,000～250,000DWT

46 feet(14.02m) +TIDE－UKA (5 feet:1.52m)=12.5M +TIDE

：Greater than 250,000DWT

＜＜＜＜MESAIEED＞＞＞＞

MAX. DRAFT：10.97m+TIDE – UKA <OUTER CHANNEL>

(：11.28m+TIDE－UKA <HARBOUR> )

*MIN. UKA according to ship type/form：Gas and VLCC= 1.52m

100,000 to 150,000 DWT= 1.22m

Less than 100,000 DWT = 0.91m

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1.5 Investigating the loading and ballasting plans

Click here to view video – 048.mp4 The Chief Officer should always formulate the loading plan giving maximum attention to "safety of life,

safety of cargo handling operation, safe navigation and protection of the environment." Particularly, comprehensive measures should be adopted to prevent injuries to personnel due to toxic

petroleum gases to ensure "safety of life." The points below are to be considered when investigating the loading and ballasting plans:

1.5.1 Hull strength Generally, a Loading Calculator approved by a classification society is provided on board each ship. By

entering the relevant data in the calculator, calculated results of hull strength and cargo loading

capacity on the ship can be obtained. The Loading Calculator and the loading calculation software

should be properly maintained so that it can be used any time when required.

1) Longitudinal strength (bending stress, shear stress) and local strength

a) Plans should be formulated to avoid concentration of local loads and discontinuities so that

excessive sagging or hogging of the ship does not arise. b) Loading and ballasting should be carried out such that the permissible range of bending

stresses and shear stresses of the ship are not exceeded. c) Loading of cargo oil should be carried out such that limiting stress/limiting load at each point

is not exceeded. d) If ballasting does not eliminate local stresses, measures to implement the "temporary

storage" method may be adopted after obtaining the charterer's permission. 2) Prohibition of Torsional loading different grades of oil in wing tanks (except slop tanks)

a) The blueprints (loading manual and other information) provided by the shipbuilder should be

thoroughly studied and the loading restrictions therein should be strictly adhered to. b) Generally, loading of different grades of oil is prohibited in wing tanks (except slop tanks).

Although some shipbuilders allow this type of loading provided the sea is calm and hull

strength is adequate, the Company's policy prohibits Torsional loading. In such cases,

commingling of cargoes should be investigated. 3) Strength checks

Before starting the cargo handling operation, the Chief Officer should check the strength

calculation plan and the final calculated results before leaving port using the Trim and Stability

Calculation Sheet and should obtain the Master's approval. The Chief Officer should estimate the

distances and timings between loading ports and between the final loading port and the first

discharging port, and confirm that the safety of the ship is ensured under all loading conditions

especially since crude oil tankers generally sail over long distances. 1.5.2 Properties of cargo oil

The points below related to properties of cargo oil (estimated oil temperature at loading, specific

gravity, change in temperature of loaded cargo during transportation, light oil (condensate), heated

crude oil, etc.) should be carefully studied. (Refer to "Chapter 3 Properties of Oil" in the "Documents Section.")

1) The properties of oil should be studied in parallel with the studies on port restrictions and terminal

regulations. The "Cargo Oil Specification" issued by the Japan Tanker Owners' Association may be

used as reference. 2) These documents can generally be received from the person in charge of the terminal after entering

the loading port. However, at some terminals in the Persian Gulf, these documents are not

available. 3) The cargo data sheets should be displayed in the CCR, bridge and at the entrance of other

accommodation spaces. The supplier is obliged to submit the cargo data sheets to the ship. In practice, however, not all

suppliers submit this data. In such cases, the general data sheets on crude oil should be displayed at

the relevant locations. 4) Sometimes, dangerous crude oil that contains a very large content of hydrogen sulfide may be

loaded on the ship. In such cases, portable detectors may be borrowed from the terminal, but the

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detectors on board the ship should also be used to ensure additional safety. 5) Before commencing the loading of crude oil containing toxic gases, the crew on board the ship

should be thoroughly familiarized with the type of cargo being carried. 1.5.3 Other inspection items

In addition to the items mentioned above, the following should be implemented before the ship enters

the loading port: 1) Deciding the contractual loading volume and the target ullage of each tank 2) Confirming the loading rate 3) Study of pipelines used for loading cargo, vent lines, ballast lines and their permissible capacities 4) Arrangement of loading and ballast tanks and confirming their capacities

5) Confirming the appropriateness of ship's hydrostatic attitude (trim, list (heel)) controls during the

loading work 6) Stationing of crew members and safety measures 7) Checking equipment and machinery to be used 8) Checking special loading configurations (commingled loading, mixed loading, load-on-top, line

replenishment, etc.)

9) Preparation of piping plan for cargo handling work and formulating the plan for working procedures The "Cargo Working Sequence," the "Stowage Plan and Loadable Quantity," cargo handling work

procedures and piping plans (forms for loading/discharging plans established by the Company to be

used) should be prepared. 10) Checking the results of output of the Loading Computer and their validity

The software should be checked periodically to confirm that it works properly and gives the desired

results. 11) Checking the area of ship exposed to wind pressure during strong winds from the latest weather

data 1.6 Checks of items related to the voyage

The items mentioned below should be considered when formulating the loading plan.

1.6.1 Navigation zones and load water line

1) Under any circumstances, the ship should not be loaded or ballasted such that the load water line is

exceeded. 2) The "Chart of Zones and Seasonal Areas" should be referred to when deciding the load water line

of the ship in navigation areas. (See Fig. L-1-1.) 3) If the zone or season area changes when the ship is underway, the load water line corresponding to

the changed zone or season should be used. 4) If the ship is entering a port that is on the boundary of a zone or a seasonal area, the load water line

corresponding to the zone or seasonal area until reaching the said port, or the load water line

corresponding to the zone or seasonal area after leaving the said port on its outward voyage should

be used. 5) Irrespective of the trim, hogging or sagging condition of the ship, the water line indicated by the

freeboard mark should be strictly adhered to. 6) Deciding the maximum draft

The following points should be considered when deciding the maximum draft: a) Draft restrictions of the channel to be navigated b) Load water line to be used when navigating the zone or seasonal area c) If the zone or seasonal area changes when the ship is underway, the quantity of fuel, fresh

water and consumables required until the ship reaches the changed zone or seasonal area d) Change in draft due to the difference in specific gravity of sea water.

Loading should be performed at the loading port after "line replenishment" wherein the sea water in submarine

lines is replaced with the ship's cargo oil using the cargo pump.

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1.6.2 Restrictions when navigating narrow channels

1) Restrictions when navigating narrow channels, given in the SMS Manual "Procedures for

Navigating Narrow Channels" should be fully adhered to. 2) Narrow channels often have to be navigated for reaching the loading port, Malacca and Singapore

straits and when entering other discharging ports. During navigation, the draft for passing through narrow channels, in particular, the hull immersion

and the maneuvering ability of the ship should be considered carefully. If necessary, the draft, trim

and list (heel) should be adjusted before passing through the narrow channel.

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2.2.2.2. Formulating the loading plan

Click here to view video – 048.mp4 2.1 Loading calculations

After investigating and studying the items to be considered for formulating the loading plan, calculate

the loadable quantity. The loading calculations should be performed according to the procedure below.

1) Receive the request to investigate the loadable quantity from the charterer

The request to study the loadable quantity from the charterer generally includes details of the

loading port, discharging port, grade of oil, tolerance, whether commingling is required or not and

the loading date. The ship is required to carry out investigations based on the request above.

Generally, the loadable quantity on the ship is smaller than the B/L figure. This may be attributed to various reasons, the main being, "release to the atmosphere of crude oil

vapors from the vent riser during loading," which cannot be calculated, and "error in the tank tables

(since the measurements have been performed by the shipyard and not by a third party)." 2) Data acquisition before calculating the loadable quantity

a) Calculate the distance between loading ports and distance up to the discharging port. From

these distances, calculate the fuel consumption in the engine room. b) Calculate the total quantity of fuel and fresh water for each port separately. If oil is to be

replenished, add the quantity to be replenished. c) Collect information on draft restrictions and specific gravity at the discharging port and study

whether the maximum loading volume can be realized. 3) Estimated API and oil temperature

Based on the past loading records of the ship and latest information offered by the Company,

estimate the API of each grade of oil and the oil temperature. However, very old data may not be of

much help especially since the oil wells might have changed. Sometimes, the charterer may issue instructions when making the request for studying the loadable

quantity. Sometimes, information can also be acquired from the terminal or the agent at the loading port

before the ship enters port. 4) Zones to be navigated

The loading capacity is to be increased by the weight of the fuel and water consumed until the ship

enters the Summer zone. This value can be added to the loadable quantity. 5) Calculation of maximum loadable quantity

Calculate the maximum loadable quantity (MT) beforehand considering the zones to be navigated,

draft restrictions at berth and while passing through channels, and hogging and sagging conditions. (Refer to "2.1.2 Calculation of loadable quantity" on P1-11 of the "Loading Section.")

6) Study on volume to be assigned to each tank For deciding the volume to be assigned to each tank, use either the simulation function of the

* Explanations of terms related to tolerance

Standard quantity: 500,000 BBLS (500,000 BBLS indicates the NET BBLS at 60 F)

① ＋5% / MIN： 525,000 ～ 500,000 BBLS

② MAX /－5%： 500,000 ～ 475,000 BBLS

③ ＋ / －5%： 525,000 ～ 475,000 BBLS

④ EXACT ： 500,000 BBLS （Generally, EXACT refers to loading at SHORE STOP）

⑤ ABOUT ： Generally given as a value ±5%

* 500 MBBLS refers to 500,000 BBLS.

TELEX messages from the charterer often give values for instance, 500,000 BBLS as "500 MBBLS."

This is a marine practice; the "M" is a Roman character which means 1,000.

In LNG ships, BTU (British Thermal Units) are used. However, MMBTU refers to 1,000,000 BTU, that is,

1,000 x 1,000 =

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Loading Calculator or perform the calculations by hand. If the level corresponding to 98% of the

capacity of each tank and the BBLS are entered in the Stowage Plan, the calculations become very

easy. Generally, the Stowage Plan is in a separate file provided the ship is not a newly-constructed ship.

Thus, studying past loading records is one suggestion. The stowage can be decided very quickly by

this method. 7) Studies on ship's attitude and hull strength

Enter the API and quantity of oil for each loading port and control the ship's attitude using ballast. If calculations can be performed this way without problems until the final loading port, it is

satisfactory, but sometimes problems in the hull strength arise, the restrictions at the loading port

(drafts when entering/leaving port, displacement, trim) cannot be cleared, and adjustments may

have to be made. If such adjustments are made many times, the balance in the loading of the ship

becomes evident. This work, far from being fruitless, is likely to be very beneficial. At this stage, the ship's attitude and hull strength should be studied not only for the loading port but

also for the discharging port. Loading wherein the discharging sequence is restricted either because

the ship cannot be trimmed to the appropriate level or the ship's strength cannot be ensured, should

be avoided at all costs. It should also be borne in mind that the discharging sequence is sometimes

specified beforehand by the charterer. If no discharging sequence has been specified, then a

discharging sequence that can be used should be investigated. In ships where eductors are the only stripping equipment on board, it is worthwhile considering the

loading of different grades of oil intentionally in each of the suction tanks containing driving oil for

the eductors. 8) Detailed investigations

After clearing the various restrictions including those on hull strength, start detailed investigations.

Two methods for performing detailed investigations are available. a) Method of reviewing the investigations again from the first loading port b) Method of back calculations based on the conditions at the final loading port or at the time of

arrival at the discharging port. Deciding the quantity to be loaded, the ullage, draft and trim are easier with the method

mentioned in b) above. The allowable values for hull strength in ocean conditions when the ship is navigating the

Persian Gulf should always be adhered to. 9) Checking the numerical values

The quantities and ullage obtained using the Loading Calculator should always be checked using

ullage tables. * About hogging/sagging

Single hull SBT ships have a tendency to hog both during homeward and outward voyages generally.

Double hull ships on the other hand, tend to hog during the outward voyage and sag during the

homeward voyage. Naturally, conditions differ significantly according to the loading method used. The

tendency to hog or sag for each loading method should be studied. In Takachiho II, with the same hull

form as Takasago Maru, the sag measured during sea trials with a design draft of 19.20 m was 21 cm.

Even if plans are made so as to load as much cargo forward and aft and very little cargo in the midship

region, the calculated value of sag is generally about 4 to 8 cm.

2.1.1 Investigations on loadable quantity Investigate the loadable quantity bearing in mind that the maximum loadable quantity should be

ensured. Even if five to six grades of oil are to be loaded, plans should be made to ensure that

maximum cargo is loaded. One of the methods adopted for this purpose is commingled loading. The

most ideal situation is "FULL AND DOWN" when the volume and weight are maximum, but generally,

either the volume is full or the weight is full.

1) In practice, "how to ensure maximum loading quantity" should be considered first. 2) "The quantity of cargo loaded should always be discharged" should be considered with respect to

discharging. Since this point contributes to the charterer's profitability too, it is easy to obtain the charterer's

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cooperation. If the cooperation of the charterer is necessary for the discharging sequence and the discharging

quantity when priority is to be given to maximum discharging quantity, then it is important to notify

the charterer beforehand. 2.1.2 Calculations of loadable quantity

1) Calculation example of maximum loadable quantity SUMMER DRAFT : 19.194 m / DEAD WEIGHT : 259, 986 MT

DISPLACEMENT : 298, 712 MT / LIGHT WEIGHT : 38, 726 MT

SUMMER DISPLACEMENT 298,712 ON HAND

LIGHT WEIGHT 38,726 (－ F.O. 4,300 MT

DEAD WEIGHT 259,986 D.O. 140

ON HAND 5,340 (－ F.W. 200

ZONE ALLOWANCE 1,320 （＋ D.W. 60

SAG CORRECTION 895 (－ CONS. 640

LOADABLE MAX QUANTITY 255,071 MT TOTAL 5,340 MT * About Zone Allowance

According to The "Chart of Zones and Seasonal Areas," assuming that the time of the year is February,

the sea area from the Persian Gulf to the discharging port lies within the tropical zone from the Persian

Gulf to the Hong Kong-Sual Line. That is, the departure draft of the ship should be decided so that it

satisfies the Summer Draft the moment the ship enters the Hong Kong-Sual Line, . Accordingly, the quantity of potable water, fuel to be consumed, etc., become the Zone Allowance from

the final loading port to this Line, and the loadable quantity will increase only by this consumption

amount.

a) The ship's summer draft should be made 19.194 m at the Hong Kong-Sual Line since the summer zone starts from this line.

The calculation for amount of fuel consumed becomes complex because the ship passes through Singapore from the Persian Gulf. However, the task can be accomplished easily by back calculating from the total estimated on-hand quantity

when it arrives at the discharging port. That is, if the quantity of fuel consumed by the ship from the Persian Gulf to the

discharging port is taken as 1,740 MT, then the consumption from Hong Kong-Sual Line to the discharging port can be

calculated as 420 MT and this amount can be subtracted from 1,740 MT.（1,740－420＝ 1,320MT） b) If the summer zone starts from 59E, then the method of calculating the consumption from the loading port to 59E becomes

simple. c)

Distance up to Summer Zone FO consumption (MT) to Summer Zone ＝

Cruising speed×24 × FO consumption /day

* About Sag Correction

No correction is required for hogging, but when sagging occurs, and correction for sagging has to be

deducted. That is, the draft of the ship calculated using the Loading Calculator is generally indicated

without considering hogging/sagging effects. Therefore, if the cargo is loaded on the ship up to the load

water line as indicated by calculations, then a tanker in the sagging condition will be completely in the

"overdraft" condition.

In such cases, the Sag Correction should be calculated from the deflection (sag) output by the Loading

Calculator using the equation given below and deducted from the loadable quantity. SAG CORRECTION amount (MT） ＝ TPC × 1/4 × DEFLECTION value (cm)

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That is, approximately one-fourth the TPC for 1-cm deflection indicated by the Loading Calculator

becomes the value to be deducted from the loadable quantity.

* About draft and deflection values output by the Loading Calculator The draft values output by the old loading calculation program are calculated based on the

displacement and weight distribution, while the deflection values are output by the hull deflection

calculations based on a separate weight distribution. This deflection value is not reflected in the draft

calculation. (This has been confirmed from the manufacturer of the calculator. However, the latest

calculation program can output calculations that are linked.) In view of the above, if the output deflection value is merely added to the output draft value at midship,

then an unknown weight will be added to the displacement. That is, let us take the case where the output draft is F=19.200 m, MID=19.200 m, A=19.200 m and the

deflection value is 20 cm (sagging). If the deflection value of 20 cm is simply added to the draft MID

of 19.200 m, then the draft values become F=19.200 m, MID=19.400 m, and A=19.200 m. In this case,

the displacement increases by the amount: 168.81 MT (TCP) x 3/4 x 20 cm (sagging) = 2,532 MT. In

practice, the displacement does not increase.

Theoretically, the effect of sag on the displacement can be explained as follows. The increase in

displacement at midship is balanced by the decrease in displacement at the forward and aft ends of the

hull. With respect to the draft, the hull at midship sinks by an amount equivalent to the increase in

displacement, while the hull forward and aft rise by an amount equivalent to the decrease in

displacement.

Accordingly, the deflection value calculated by the Loading Calculator can generally be used to

calculate the approximate draft considering the deflection due to the draft correction given below.

However, the deflection value generally does not agree with the actual draft of the ship because of

various conditions such as errors during hull construction or changes in temperature at the external

boundary. Consequently, for estimating the deflection, the actual loading should be performed

considering recorded values for the ship in the past.

2) Example of calculation of oil quantity Let us assume that 500,000 NET BBLS of cargo oil is to be loaded.

The estimated API is: 35.0, considering the estimated oil temperature as 90.0 F. a) Find the GROSS BBLS from the NET BBLS. Based on this figure, judge whether the oil can

be loaded in the scheduled tanks or not. b) In the Far East/Persian Gulf and Red Sea routes, the maximum loading capacity during the

voyage is 98% the capacity of the tanks.

Example: Calculation with actual ship data (Takasago Maru)

The deduction from the loadable quantity is: {168.82 MT(TPC)－124.09 MT(D.CORR.→ From H.S. TABLE)} x 20 cm = 895

MT approx. No correction is necessary in the hogging condition, but where draft restrictions for entry into port are applicable, the

forward and aft drafts may exceed the maximum permissible draft. It should be noted that in such cases, the loadable quantity will

be reduced.

The draft should be corrected by value of deflection output by the Loading Calculator based on the assumptions below. 1) Considering that maximum deflection occurs at midship, the hull may be assumed to sink or rise uniformly.

The trim is assumed to remain unchanged.

2) The deflection is given by δ = (da + df)/2 - dmid df: draft forward

(Note that sag is taken as negative and hog as positive) da: draft aft (δ : Deflection value) dmid: draft at midship

3) One-fourth the mean draft is d(1/4 mean) = (da + df)/2 -3/4δ

4) The draft for trim calculation is taken as 1/4th the mean value. The change in draft considering deflection is as given below. Draft estimated considering hull deflection (FORWARD)(FORWARD)(FORWARD)(FORWARD)＝dfdfdfdf＋＋＋＋3/43/43/43/4δδδδ

( ( ( (MIDSHIPMIDSHIPMIDSHIPMIDSHIP）＝）＝）＝）＝dmid dmid dmid dmid －－－－1/41/41/41/4δδδδ

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c) Sometimes the charterer may specify the calculation sequence and method of calculation. In

such cases, the charterer's instructions should be followed. (1) N.BBLS→ G.BBLS

API 35.0 / TEMP 90.0 F

From TABLE 6A, we get the VOLUME CORRECTION FACTOR as 0.9857.

500, 000 / 0.9857 = 507, 254 G. BBLS

For loading 500,000 N. BBLS, the tank capacity required is 507, 254 BBLS.

(2) N.BBLS→ LT、MT

From Table 11, we get the LT conversion factor as 0.13268. From Table 13, we get the MT conversion factor as 0.13481. 500, 000 N.BBLS x 0.13268 = 66, 340 LT

500,000 N.BBLS x 0.13481 = 67, 405 MT

3) Calculation of quantity of oil in the commingling tank at the loading port

Click here to view video – 077.mp4 a) Calculate the quantity of cargo loaded by conventional method (A-Net) after loading First

Loading Cargo (A). b) Determine the temperature of cargo (T) after commingled loading and after Second Grade

cargo (B) has been loaded. c) Convert the quantity of First Loading Cargo (A-Net) to the cargo after commingling at

temperature (T) and determine the gross quantity (A-Gross). d) Deduct A-Gross from the total cargo quantity after commingled loading and determine

B-gross, the quantity of Second Grade cargo (B) at temperature (T) loaded subsequently. e) Calculate B-net, the quantity of Second Grade cargo (B) at temperature (T) from B-Gross.

The API to be used should be the API assigned to each cargo.

Cargo temp.(T) after commingling Change in vol.

First Loading Cargo Total quantity of cargo after commingling

Cargo(A)

（A-Net）

Cargo(B) (B-Gross)

Cargo(A)

（A-Gross）

98% loading refers to the safe loading of a tank up to 98% of its capacity. This does not mean that any tank

can be loaded safely any time up to 98% of its capacity. For instance, if a tank is loaded up to 98% of its

capacity at a terminal in winter with oil of API 33.0 and temperature 60 F, and if the oil temperature rises by

10 F (to 78 F) at the discharging port, then the volume of oil increases up to 98.82% of the tank capacity.

* Tank capacity 98% of 200,000 BBLS is 196,000 BBLS

＊ 196,000 N.BBLS / 0.9917 = 197,640 G.BBLS

( VOL. CORR. 0.9917 : API 33.0 / TEMP. 78 F )

Accordingly, loading should be performed considering changes in oil temperature and air temperature during

the voyage from the loading port to the discharging port such that the 98% of the tank capacity is not

exceeded during all stages of the voyage and at arrival at the discharging port.

The air temperature and sea water temperature rises the most near Singapore during the voyage in winter

from the Persian Gulf to the Far East.

* The capacity conversion factor for any temperature can be calculated using the ASTEM TABLE-6A

The retention of temperature of the loaded cargo oil is better in single hull ships than in double hull ships,

moreover, the drop in temperature of oil is gradual.

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4) Example of calculation of a commingled tank

a) First Loading cargo QATAR MARINE: API 35.8 / TEMP. 91 F / ULLAGE 19.65 m

74,000 G.BBLS / VOL. CORR. 0.9851 / 72,897 N.BBLS

* No interpolation at indicated value of API 36/ TEMP. 91 F b) Second Grade cargo ARABIAN LIGHT: API 33.3 / TEMP. 94.6 F/ ULLAGE 3.71 m

(1) 72,897 N.BBLS / 0.9834(API 35.8 / TEMP. 94.6 F)

= 74,128 G.BBLS

* No interpolation at indicated value of API 36/ TEMP. 94.5 F (2) ULLAGE 3.71 m : 186,562 G.BBLS

(3) 186,562 G.BBLS – 74,128 G.BBLS = 112,434 G.BBLS

(ARABIAN LIGHT)

(4) 112,434 G.BBLS X 0.9839(API 33.3 / TEMP. 94.6 F)

= 110,624 N.BBLS(ARABIAN LIGHT)

* No interpolation at indicated value of API 33.5/ TEMP. 94.5 F

5) Calculation of commingled oil quantity at discharging port (when commingled in the same tank)

Basic formula:

G.BBLS x First Grade N.BBLS

= First Grade…(1)

First Grade N.BBLS ＋ Second Grade N.BBLS

G.BBLS x First Grade N.BBLS

= Second Grade…(2)

First Grade N.BBLS ＋ Second Grade N.BBLS

a) Find the G.BBLS from the ullage of the tank. b) Substitute the respective N.BBLS calculated at the loading port in the denominator of the basic

formula (1). Substitute the N.BBLS of the first grade to be calculated in the numerator and

determine the G.BBLS of the first grade. c) Similarly, determine the G.BBLS of the second grade using the basic formula (2). d) Determine the respective N.BBLS using the corresponding API and TEMP from each of the

G.BBLS calculated. e) Determine the LT and MT of the first and second grades from the N.BBLS.

* About interpolation of conversion factor (ASTM TABLE)

The conversion factor is determined using the Petroleum Measurement Tables by the interpolation

method given below. (If instructions have been given separately by the charterer, than those

instructions should be followed.) TABLE 6A: Do not interpolate values of API and TEMP. (0.5 units) TABLE 11, 13： Interpolate for values of API up to two places after the decimal point. Find the

conversion factor up to five places after the decimal point.

2.2 Preparation of loading plan 2.2.1 Procedure for preparing plans

Prepare the loading plan according to the procedure given below.

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1) Prepare the loading plan.

Enter the items mentioned below based on the various documents collected for preparing the

loading plan. a) Agent's office b) Berth restrictions in brief c) Connecting lines d) Grade of oil e) Loading capacity f) Loading rate g) Loaded tanks h) Trim restrictions i) Draft restrictions j) Air draft restrictions k) Parallel body l) Means of communication during loading and call sign (to be confirmed again at the

loading port) m) Toxicity of cargo oil (Ex: QATAR LAND, which has a high hydrogen sulfide content) n) About batch loading at SPM (if necessary) o) Watchkeeping system p) About buoy monitoring at SPM (to clearly define stationing of personnel) q) Measures to prevent thefts r) Other precautions

s) Security precautions 2) Prepare the Stowage Plan. Enter the items mentioned below in the form specified by the Company or the charterer.

a) Grade of oil b) Target ullage c) Quantity of oil (BBLS, MT and KL) d) Comparison of estimated loadable quantity and tolerance e) Details of commingling tanks

f) Draft and displacement when entering/leaving port and tonnage

3) Prepare the Cargo Working Sequence. Enter the items mentioned below in the forms specified by the Company.

a) Maximum loading rate of each grade of oil b) Topping-off tank (loaded tank) c) API measurement tank d) Draft e) Hull strength f) Equipment used such as ballast pumps

4) Prepare the Stowage Plan of the ballast tanks. Enter the items mentioned below in the plan.

a) Quantity remaining on board at each port b) De-ballasting time c) Ballasting time d) Need for stripping

* About the relationship between API and specific gravity

API (American Petroleum Institute) has established a scale to express the specific gravity. API gravity (degree) = (141.5/Specific gravity 60 at 60°F) -131.5 Or Specific gravity 60 at 60°F = 141.5/(API degrees + 131.5) Substances with relatively high API degrees are generally gas oils.

Forms submitted by the charterer should be filled up in detail.

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2002/10(Ver.1) 16

* Conversion between °C and °F

°C= 9

5(°F - 32)

°F = 5

9°C + 32

2.2.2 BATCH LOADING

In principle, there is only one line in SPM. The process of using the same line, avoiding contamination

of oil remaining in the submarine pipeline and loading two or more grades of oil is called Batch

Loading. (For an example of schedule used at the loading port, refer to Fig. L-1-2.) Terminals that use this process include Juaymah and Khafji.

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2.2.3 Example of Batch Loading

Assume that the loading sequence of the ship is: 1st - Arabian Extra Light; 2

nd - Arabian Light; and 3

rd -

Arabian Heavy. Assume also that the submarine line contains Arabian Light at this stage.

1) The Arabian Light contained in the submarine pipeline (line from the terminal to the ship) should

be received first in the ship's tank scheduled to be loaded (Arabian Light). This work is called oil replacement work. On the other hand at the terminal, the grade of oil is

changed over to Arabian Extra Light, and this oil pushes out Arabian Light. When the oil in the

submarine pipeline is replaced with Arabian Extra Light, the loading is stopped temporarily. This

completes the oil replacement work. 2) On the ship, the oil tank is changed over from the tank containing Arabian Light to the tank

containing Arabian Extra Light. When the preparations for receiving oil are completed, the loading

of Arabian Extra Light is started. 3) Since the volume of the submarine line is known beforehand (called the "line displacement"), this

volume is deducted from the target ullage, and the "temporarily-stopped loading ullage" is decided. The meaning of "line displacement" also includes the meaning of "replacement of the oil in the

submarine line." 4) All these quantities should be calculated as Gross BBLS. With the volume of oil remaining in the

submarine line (ullage when loading is temporarily stopped), the loading of Arabian Extra Light

should be stopped temporarily. The grade of oil is changed over to Arabian Light at the terminal,

and this oil pushes out Arabian Extra Light. When the oil in the submarine line has been replaced

with Arabian Light, the loading of Arabian Extra Light is completed. The ullage at this stage should

be nearly the same as the target ullage. Even if a stop by the ship side is not requested, a stop

should be initiated at the terminal. If this is not done, then the cargo is likely to be contaminated. The actual procedure is as given below.

A) Just before reaching the target ullage, the loading is stopped temporarily.

b) The loading tank is measured by the ship and the remaining quantity (Gross BBLS) is accurately

calculated.

c) The calculated result is communicated to the Loading Master and the remaining quantity to be

loaded is confirmed with the terminal.

d) At the terminal, the volume of oil in the submarine line is added to the quantity remaining to be

loaded and the grade of oil is changed over.

e) The general practice after re-starting the loading operation is to continue loading cargo without

stoppage until completion. 5) Arabian Light and Arabian Heavy are loaded in a similar manner. When loading Arabian Heavy as

the final cargo, there is no problem in particular if Arabian Heavy is allowed to remain in the

submarine line without replacing it with any other grade of oil. However, if it is replaced with some

other grade of oil, the amount of oil in the submarine line should be calculated until the end. 6) In view of the above, it should be borne in mind that the volume in Gross BBLS needs to be

calculated accurately. A change is not possible even if one is requested because of a calculation

error. The loading should be stopped so that adequate reserve time remains, the quantity of

remaining oil calculated accurately, the calculated result reported to the Loading Master, and the

quantities confirmed by the terminal also. 2.2.4 Selection of manifold to be connected

In principle, the tanks scheduled to be loaded and the manifold to be used should be in the same piping

system. Details of selection of the manifold to be connected are given below.

1) Piping resistance decreases considerably when the manifold and tanks are connected to the same

piping system. 2) If cargo is to be loaded at several ports or several grades of oil are to be loaded, lines that are not

required should not be selected to ensure that maximum loading rate is achieved. Although all tanks

can be loaded from any line by opening the line segregating valves in tanks or crossovers of the

manifold, the selection of lines in this way will lead to incorrect loading quantities. (Accuracy

improves if the volume of the lines on the ship is calculated, and added or subtracted as required.)

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2.2.5 Deciding the loading rate

The loading rate is decided by relationship between the number of lines used on the ship, the number of

loading tanks and the permissible flow rate in the pipeline. The loading rate should be decided so that it

lies within the range of permissible values, in accordance with the Loading Manual for each ship. The

points mentioned below should be considered when deciding the loading rate.

1) A safe loading rate cannot be established. That is, the loading rate depends on the ability of the

crew member. The rate at which cargo can be loaded safely by a crew member at that time becomes

the maximum loading rate at that stage. 2) The maximum permissible flow rate in the pipeline is to be taken as 6 m/sec. 3) The flow in the IG line is to be taken as 1.25 times the loading rate. 4) It should be borne in mind that even if adequate ullage exists in the cargo tank, oil can spray out

sometimes because of the special construction of the tank. Such incidents can be eliminated in

specially-constructed tanks by reducing the loading rate. 5) Sometimes restrictions may be imposed on the de-ballasting time. De-ballasting simultaneously

with loading should be considered. In principle, the ship sails as soon as loading is completed and

the departure of the ship from port cannot be delayed for de-ballasting. If such circumstances are

anticipated, the restriction on de-ballasting time should be reported to the charterer beforehand, that

is, when submitting the loading investigation report, and the approval obtained. This is very

important considering that problems that could arise later can be averted. 2.2.6 Calculation of cargo handling time

The loading time is the aggregate of the times required for (1) rate at the start of loading; (2) full rate

and (3) reduction of rate when loading is completed. The approximate calculation of time required for the cargo handling operation is given below.

1) Time to connect arm or floating hose

Connection of 3 arms: Approximately 30 minutes Connection of 2 hoses: About 1 hour

2) Time required until the start of loading: 30 minutes to 1 hour 3) Time required to change over from slow rate at the start of loading to the full rate

At berth: Approximately 30 minutes At SPM: 30 minutes to 1 hour

4) Full rate time (Loadable quantity - topping-off quantity) / full rate = full rate time

5) Topping-off time: About 1 hour 6) Time required to disconnect arm or floating hose

Disconnection of 3 arms: Approximately 30 minutes Disconnection of 2 hoses: About 1 hour

7) Cargo handling time at berth and SPM Berth: 0.5 +0.5 +0.5 + full rate time +1.0 +0.5 = 3 hours + full rate time At SPM: 1.0 +1.0 +1.0 + full rate time +1.0 +1.5 = 5.0 hours + full rate time

2.2.7 Considerations on trim during loading

Trim restrictions apply when entering port, during loading and when leaving port. During stripping in

de-ballasting work, a large trim by the stern is desirable. On the other hand, when loading is completed,

an even keel is desirable as far as possible. Trim by bow should be avoided as far as possible. The basic

concepts of trim during loading are given below.

1) Avoiding trim by bow As loading nears completion, trim by bow should be avoided as far as possible. The IG branch line is installed nearer to the bow, and is not considered for trim by bow. Sometimes

oil may spray out. 2) Trim by stern

A trim by stern of about 3 m is desirable when stripping ballast tanks. However, care is necessary

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since restrictions on trim may be applicable when berthing at a terminal. When moored at the SPM, there may be restrictions on the height from the surface of sea water to

the mooring fair lead hole. These restrictions should be considered when deciding the trim. 3) Completion of loading

If the ship is on even keel and upright when the loading is nearing completion, no trim/heel

corrections are required on the ullage, enabling loading to be completed easily. This attitude of the

ship is most favorable. 4) Trim at completion of loading

When loading at several ports, the ship's attitude often cannot be controlled to achieve the ideal

case except at the final port. Under such circumstances, the loading work has to be performed even if some trim by the stern

exists. However, if adequate precautions are adopted, no problems will arise. Even considering the

rule for full immersion of the propeller, if a 3-m trim by the stern can be obtained, loading

operations can be completed successfully. 2.3 Preparation of the ballasting plan

Ballasting work during loading mainly involves de-ballasting. There are no merits or demerits between discharging and de-ballasting work. If de-ballasting is not

performed, the scheduled cargo loading operation cannot be implemented. The points related to

de-ballasting mentioned below should be considered when preparing the ballasting plan.

1) Controlling the ship's hydrostatic attitude Ballast is mainly used for controlling the ship's attitude and it plays an important role in tankers.

2) Ensuring hull strength Hull strength is a very important factor to be considered during the voyage of the ship between

loading ports. 3) De-ballasting and delays

Basically, if there is no trim by the stern, then a large quantity of water remains in the tank after

de-ballasting, causing a reduction in the loadable quantity. At ports with draft restrictions, high tides

may have to be considered and a considerable delay in departure may occur. 4) Number and construction of ballast tanks

The number of ballast tanks in double hull ships is approximately two times the number in single

hull ships. The quantity of water remaining in the upper and lower parts of the tank structure is

considerable in double hull ships, and the time required for stripping is greater compared to that in

single hull ships. 5) Trim by stern

Where possible, the trim by stern should be made 3 m approximately before stripping. If conditions

permit, this should be done as early as possible. However, care is necessary since restrictions on

trim may be applicable when berthing/mooring at a terminal. 6) Precautions during de-ballasting work

a) The level of the ballasting tank should be checked before the de-ballasting work to confirm that

no oil is present. b) The movable range of the loading arm (manifold height) should be checked considering

changes in tide. c) The ship's attitude (draft, trim, list (heel) should be correctly maintained. d) Personnel should be stationed and the sides of the ship should be carefully monitored. e) The mooring ropes should be adjusted considering changes in tide and draft. f) Terminal regulations should be adhered to.

The key points are to maintain a ship's hydrostatic attitude that is compatible with the heavy weather conditions of

the surrounding area and to carry out de-ballasting as early as possible within the permissible scope of restrictions

on hull strength, full propeller immersion and trim.

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3. Shipboard meetings

Click here to view video – 049.mp4 After the loading plan has been prepared and two days before the ship enters the loading port, a

shipboard meeting should be held to familiarize and notify the crew members the preparatory work for

entering port and for loading cargo in order to ensure safety. The precautions below should be taken

when holding a shipboard meeting.

1) The Master should check the loading plan and other loading procedures prepared by the Chief

Officer and offer the necessary assistance before the meeting for discussing cargo handling

operations. 2) The Chief Officer should hold a shipboard meeting for discussing cargo handling operations and

notify the Chief Engineer and all deck ratings the loading plan and other cargo handling procedures

before the ship enters port. 3) The Chief Engineer should give the necessary advice on loading work to the Chief Officer. 4) The Chief Officer should notify the officer of the watch the valve operating procedures for special

loading work such as commingled loading, mixed loading, load-on-top and shore line flushing. 5) The Chief Officer should involve the junior officers while preparing the loading plan notify the

officer of the cargo handling watch and deck ratings the precautions related to mooring methods

during berthing.

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4. Preparatory work for entering port/loading cargo

Click here to view video – 050.mp4 4.1 Additional explanations on check list

Preparations and inspections for entering port/loading cargo should be implemented according to the

SMS check list before the ship enters the loading port and before berthing at the loading port.

1) Checking the fitted condition of pressure gauges of the manifold/gate valves

The pressure gauge of the manifold should always be fitted during the voyage. The fitted condition of the pressure gauges should be checked before the ship enters port and before

it berths at the loading port to confirm that the gauges are correctly fitted. 2) Specified values of IG main pressure and P/V breaker

In case pressure gauges are fitted in all cargo tanks, to be compared the gauge values with the

specified values of IG main pressure and P/V breaker value in the CCR/bridge and adjust if

necessary. If the remote indicator of Tank pressure is not fitted on the vessel, the IG main pressure

can only be grasped as the typical pressure in each tank in the CCR. In this case, it should be noted

that the IG branch valve of each tank should have been opened. 3) Transceiver voice test

Call tests should be implemented for all communications equipment such as transceivers.

Establishment of communications procedures especially in team work such as cargo handling work,

is extremely important. 4) Lighting test

Lighting tests of illumination equipment should be carried out and electric bulbs and torch lamps in

pump rooms and other store rooms should also be inspected. 5) Inspection of portable detectors

Measuring equipment such as HC meter, O2 meter, H2S meter and simple O2/ H2S meter should be

inspected and kept charged. Such detectors should always be kept in a condition such that they can

be used immediately when required. At some terminals O2 checks may be required after the pilot

boards the ship. Therefore, checks should be made and the detectors should be kept ready for use

beforehand. HC meter, O2 meter and H2S meter should be provided at the entrance of the pump room so that

safety within the room can be confirmed before entering the pump room. 6) Checking the operation of emergency hydraulic hand pump

Preparations should be made and work checks carried out on the emergency hydraulic hand pump

for opening/closing valves in the pump room and manifold. However, in practice, the operational

check of the hand pump is done during the actual voyage since its operation can be confirmed by

actually operating the valve. 7) Prior investigation of scupper plugs

Prior investigation of scupper plugs is necessary if some discharging terminals have special rules

for handling these plugs. For instance, sealing the scupper plugs using cement from the top or

sealing them by using putty may be required at some terminals. 8) Preparations for equipment and tools to prevent oil pollution

Equipment and tools to prevent oil pollution should be kept ready near the manifold. Among such

equipment, the line proportioner (or pickup tube) requires permission for using it for treating oil. Training should be imparted to responsible personnel in handling such equipment whenever

opportunity arises. 9) Checking fire extinguishing equipment

At some terminals, the location for preparing fire extinguishing equipment (funnel deck, etc.) is

specified. This location should be studied beforehand and preparations made according to the

instructions. Depending on the shipyard, portable carbon dioxide extinguishers may be used on board the ship as

fire extinguishing equipment with vent riser. These equipment should be checked.

Temperature gauges should be kept fitted with plugs as long as they are not used.

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2002/10(Ver.1) 23

4.2 Checking valve working condition and open/closed positions The items mentioned below related to valve working condition and open/closed positions of valves

should be carefully checked.

1) Checks of valve working condition and open/closed condition of valves should be made at

appropriate timings before the ship enters port, although sea and weather conditions may affect the

timing. 2) Valves may be categorized into hydraulic valves and manually-operated valves. Hydraulic valves

should be checked by opening and closing all such valves that will be operated to confirm that their

working condition and activation timings are appropriate. The working condition of all manually

operated valves should also be checked likewise. The open/closed positions of all the valves should be checked in accordance with the valve check

list prepared by the ship. These positions should also be matched with the indications on the

mimicked diagram in the CCR simultaneously. The open/closed positions of cargo tank valves

should be checked from the designated values in the local box on the upper deck. 3) The check should not only be limited to the open/closed positions of valves, but should also include

inspection of the level of the operating oil in hydraulic equipment and hydraulic piping.

Consideration should be given to including items such as check of nitrogen charge pressure (once

every six months) of accumulator periodically and inspection of operating oil of hydraulic

equipment (once a year: analysis by testing organization) in the check items. 4) Valves should be checked item by item properly, and orders/replies should be clearly given and

received. 5) Checks should be made to ensure that measures against liquid sealing of oil or sea water have been

thoroughly adopted. 6) Depending on the actual condition of the ship, the pump operator should generally be designated as

the inspector and given responsibility. The pump operator should always sign the check list after

completing the inspection and obtain the approval signature of the Chief Officer. 7) The Chief Officer should check the IG branch valve himself, and at the same time should check the

tank pressure and record it. The Chief Officer should retain the key for the lever setting pin of the

valve and keep it in safe custody. 8) The rule commonly-referred to as "zero start" should be adhered to before starting the loading

operation. Zero start refers to starting the valve lineup for loading cargo after closing all the valves.

Thus, checks should be made to confirm that all valves are closed before starting the cargo

handling operation. Some valves may have been opened for eliminating the liquid-sealed condition.

These valves should be closed before the cargo handling operation to ensure "zero start." This is an

important procedure to be considered even during work while the ship is underway. 4.3 Anti- freezing measures

The loading port may be a very cold region depending on the season and its location. In such cases,

anti-freezing measures should be adopted. For details of anti-freezing measures and methods, please

refer to the Discharging Section (“6.4 Anti-freezing measures” on P1-17 of the “Discharging Section”).

When discharging cargo in a cold region, precautions are necessary since moist gases from the cargo tank may

condense and freeze on the flame screen thereby disabling exhaust.

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5. Meeting before the start of loading work

Click here to view video – 056.mp4 Before the loading work, the Chief Officer should discuss the items mentioned below with the terminal

and report the discussions to the Master and the Chief Engineer, if necessary. The meetings before the

start of the loading work are indispensable for ensuring that the loading is implemented safely.

Questions for the terminal and questions that may be asked by the terminal should be prepared

beforehand. A meeting should also be held with the Loading Master before the loading work, and all

doubts and questions should be cleared up at this meeting. 5.1 Check items at the meeting before the start of loading work

The items mentioned below should be checked at the meeting before the start of the loading work.

1) Name or port (name of berth), time, next voyage, ship's particulars, list of certificates 2) Name of agent 3) Time of arrival outside the port, time of boarding the ship by pilot, time of lashing the first mooring

line, time of entering port, time of completion of mooring, time of setting the shore ladder, time of

completion of quarantine, oxygen concentration in tank 4) Time of tendering N/R, time of acceptance 5) Estimated drafts when entering/leaving port, displacement at these drafts, fuel oil and fresh water

remaining on board 6) Previous port, next port, discharging port, whether EDP is available or not, time required from the

completion of loading to the sailing of the ship 7) Existence of different grades of oil, loading tanks, ullage and loading capacity 8) Whether ullage check and draft checks are to be carried out 8) Quantity of ballast remaining on board, quantity of ballast to be discharged or filled at that port,

time required for ballasting and restrictions on ballasting work 9) Tanks to be loaded, type of cargo oil filled in the tank earlier, list of VEF (Vessel Experienced

Factors)

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VEF is a comparison of B/L figure and quantity on the ship. Generally, the values for each oil carried in the past 10 voyages are required. VEF is calculated by dividing the ship's figure by the B/L figure. VEF enables the trend of B/L figure and quantity of

the ship in the loading records in the past to be grasped. Some charterers also establish standards for sea protests for the loadable quantity considering the VEF. The contents to be entered are as given below. a) Grade of oil b) Loading port c) API of cargo oil d) B/L figure and quantity of ship (NET BBLS/ MT/ LT) d) Quantity of ship - B/L figure = Difference in quantities (NET BBLS/ MT/ LT) f) VEF

10) Estimated API, oil temperature, API and oil temperature measurements, presence of toxic gases 11) Estimated loading quantities of various grades of oil (BBLS/ MT), loading sequence, time

required for changeover of grade of oil, check of stop from shore or from ship 12) Manifolds used and pressures 13) Maximum and minimum loading rates of each grade of oil, scope of changes in loading rate,

loading rate at the time of start of loading and completion of loading 14) Methods of communication before changing loading rate and before stopping the loading, time

required for changing the loading rate (procedure for reducing rate) 15) Time required from issue of order to stop loading until the stop, and the inflow rate 16) Cargo handling stop and suspension criteria and procedures for the same 17) Methods of communication at periodic intervals between terminal and ship, call sign, and batter

replacement period when the shore transceiver is used (generally, two or more methods of communications should be available)

18) Communication methods and measures during an emergency and assistance that can be obtained

from the terminal 19) Instructions on the use of and test implementations of emergency shut-off devices 20) Information related to safety regulations and pollution prevention regulations of the port and the

terminal 21) Confirmation of special rules of terminal, if any 22) Acquisition of cargo data sheets, shipboard notification and display of the same 23) Restrictions on the use of flames and specifications of smoking locations 24) Items related to preparations of engines (may sometimes be required to be used within 10

minutes) 25) Repairs and inspections during loading work 26) Accommodation and food for Loading Master and workers 27) Information related to measurement, sampling, temperature and water measurements 28) Method of disposal of manifold drains after cargo handling is completed 29) Items related to replenishment of oil, water, ship's stores and provisions

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6. Checking the dryness before loading The dryness of tanks to be loaded is generally checked before starting the loading work.

6.1 Checking the dryness

When the ship is underway, the dryness of tanks should be checked independently by the ship's

personnel. Ever since measuring equipment at loading ports in the Persian Gulf have become reliable, checks of

dryness by the supplier have practically stopped unless surveyors have been arranged at the request of

the charterer or the shipowner. 6.2 Method of checking the dryness

The dryness of all cargo tanks should be checked if the ship is at the first loading port. If the ship is at

the second or later port, the dryness should be checked and ullage of part cargo should be measured. For tanks other than tanks that are scheduled to be loaded, checks should be implemented to confirm

whether oil has increased or decreased after completion of loading. Accordingly, checks should be

made twice; before the start and after the completion of loading. Dryness should be checked by the MMC stand (vapor control valve) and by performing measurements

using MMC (for checking dryness). During berthing, except in an emergency where closed loading is required, release of vapor at locations

other than specified to the atmosphere is prohibited. 6.3 Calculation method

1) If oil is observed to remain during the check on dryness, it should be calculated and OBQ (On

Board Quantity) should be determined. Since the values obtained during the check are sounding

values, shipbuilding yards provide special tables ("Sounding Tables for Liquid Remaining in Cargo

Oil Tanks (For Dipping Pipe)"). 2) Part cargo is calculated from ullage measurements using the ullage tables.

* Processing OBQ

OBQ refers to the quantity of water, cargo from a previous loading, slop water, sludge and sediment

remaining in the pipelines and cargo tanks before the loading of cargo in the ship. Sometimes the issue

of Dry Certificate and the practice of considering OBQ an unpumpable residue may be adopted, and

OBQ may not be added to the ship's figure. Such practices differ according to the charterer, therefore,

confirmation should be obtained beforehand. In case of ships operated by NYK, in principle, OBQ is treated as unpumpable quantity and considered

as dry in the Dry Certificate. However, if OBQ is found during the check for dryness by the supplier at

the loading port, the OBQ is deducted from the ship's figure to obtain the loadable quantity of the ship. 6.4 Dry Certificate

1) Dry Certificate with comments inserted should be avoided as far as possible, but if a comment on

remaining oil has been inserted, the Master should enter "UNPUMPABLE" and sign the certificate.

The acquisition of a Dry Certificate at the discharging port is good for the ship since it is effective

for rebuttal. 2) Sometimes oil or sludge sticking to wall surfaces dissolve due to a rise in the temperature within

the tank during the voyage and may be measured as a small quantity of remaining oil. However,

when it comes to negotiations, this quantity is generally considered as "NIL."

* To prepare for checks on dryness, refer to "1. Disposal of oil remaining in cargo tanks" on P1-2 of

the "Navigation Section."

(Loading) 1-

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6.4.1 Signing the Dry Certificate If the surveyor has performed the check for dryness, the surveyor and the Master should sign the Dry

Certificate. If the supplier has performed the check for dryness, the supplier and the Master should sign

the Dry Certificate. 6.4.2 Dispatching the Dry Certificate

1) Original certificate dispatched to the charterer 2) Copies of certificate dispatched to the shipowner and retained on board the ship.