On completion of this chapter you will have an understanding of the procedures
for loading the obligation to inform superiors the standard record
requirements the alerting sequence and response in case of emergency the effect
on moorings during loading the principles of the vapor return system
VRS or volatile emission control fog the procedures for topping off cargo tanks
and complete loading the process of final cargo survey edge temperatures
water dip sampling cargo calculation the process for cargo release
from the time the tanker is secured at birth what is the normal sequence of
activities until the cargo loading begins the cargo loading normally
commences according to the following procedure formalities with port
authorities and terminal or loading master are completed cargo hoses arms
well connected and unused manifold connections blanked the vapor returned
line is connected Vox system prepared cargo survey is complete the tank survey
onboard quantity or obq is calculated lining up of lines and valves to be used
both onshore and onboard under the supervision of the chief officer and
loading master when lining up is completed the chief officer reports to
the loading master that the vessel is ready to receive cargo except for
manifold valves which still are closed the loading master orders the vessels
manifold valves to be opened according to the agreed loading plan when the
manifold valves are confirmed open the loading master orders loading to start
first with line displacement / produced rate the Duty deck officer pump man and
bosun with deck crew must during the sequence
check valves and blinds in use to ensure that no malfunction or leaks have
occurred when the cargo oil entered to ensure that there is correct line up the
valves for drop lines bottom lines and tank valves the first cargo is taken
into one tank at reduced rate when confirmed that the oil flow is according
to the loading plan the remaining tanks are opened and the loading rate is
gradually increased
you
when the junior deck officer is in charge of a car
why can he not take all decisions independently when the loading is well
underway the chief officer delegates the practical operation to the duty deck
officer pump man and bosun the chief officers standing order details the duty
deck officers obligation to inform the superiors in the events of incidents or
accidents that may interfere with the operation for instance oil leaks
breaking of moorings thunderstorms etc in addition the chief officer requires
to be kept updated on the progress of the loading and any deviation from the
loading plan such as reduced loading rate or stoppages initiated by Shaw etc
the need to inform superiors whenever in doubt is to prevent one man errors
during the operation and to use the best experience available to address
unforeseen risks which may occur from time to time and which have not been
allowed for in the plan
besides the need to record all of the serve as evidence in case of legal
disputes later how does keeping of records help in the operation of the
tanker the duty deck officer is responsible for recording all activities
in the timesheet which is one of the official documents to be enclosed with
the final cargo documents he is also responsible for recording all items
required by the decks log and to make regular checks and printouts
of the vessels condition according to the loading computer besides legal
requirements a good recording helps to review the operation in a debriefing
after completion and for continuously improving plans to be made by the ship's
team
you
what emergency action must be taken by personnel on duty without waiting for
the chief officer to come and take charge in case of an emergency the duty
deck officer pump man and bosun must be familiar with the first response action
to be taken and the sequence of alerting as per the ship's all safety checklist
and emergency telephone list emergency response click on the button to learn
more
you
what is the risk to the transfer operation
in progress when the tide is low as the sea level goes down with the tide and
the vessel goes down deeper into the water due to cargo being loaded the
mooring ropes become slack it is then possible that the vessel may move
several meters off the berth the duty deck officer in cooperation with the
bosun and the deck watchman are responsible for adjusting the mooring
ropes as the vessel changes draft and trim and as an effect of tide if the
terminals loading arms come under strain it will become necessary to stop the
cargo transfer and tighten the mooring ropes until the vessel is secured
alongside again
why should the junior officers and crew be aware of vapor emissions from oil
cargoes and their control systems the junior officers must be familiar with
the operation of the vessels vapor emission control system although it is
mandatory to equip crude oil tankers with either a vapor the term system or
volatile emission control system at present only a few terminals are
equipped to receive the vapor in return from ships vapors emitted from oil cargo
are toxic and can harm human health emissions into the atmosphere are also
prohibited by law in more and more ports around the world
you
since pollution my oil is no from ballast water what is the reason
for increased regulations and controls Wendy ballasting since the introduction
of double hulled crude oil tankers where the ballast water is carried in the
double hull fry tanks and completely segregated from the cargo tanks the risk
of wild pollution has been reduced dramatically the old single hauled crude
oil tankers SBT and CBT category one two and three are being phased out according
to Marco regulations and are not included in this module ballast water
carried by crude oil tankers is governed by MO and Marples stringent regulations
because of environmental issues new regulations require all vessels to carry
a ship specific water ballast management plan
the major concern now is to prevent biologically invasive species such as
the zebra mussel carried in ballast water taken in cargo discharge ports
which tend to destroy the delicate ecological balance at the cargo loading
ports
you
what are the two aims of a well the junior officers or duty deck
officers and the pomp man will normally operate the ballast pumps and carry out
the D ballasting operation simultaneously with the loading
operation it is important to carry out the D ballasting operation as scheduled
in the loading plan both in order to avoid unwanted loads to the vessels hull
and to ensure that the ballast tanks are emptied and well drained into you time
prior to topping off cargo tanks when the D ballasting operation is completed
the ballast handling records as prescribed in the water ballast
management plan must be filled in
you
what are the two main reasons for maintained
even keel and zero list of the vessel when topping off tanks if the vessel is
loading more than one grade of crude oil there will be reduced rate topping off
tanks and change of grade or which require increased attention and will
normally be supervised by the chief officer on large crude oil tankers it is
important to keep the vessel as close to even keel and zero list as possible in
order to reach the correct quantity in the tanks an even keel and zero list is
also an important factor in case of an oil leakage from cargo lines or over
topping of tanks any oil on deck can be localized near its origin without
flowing down the sloping deck
you
why is all sampling and king of Kongo tanks done through totally
enclosed gauging points when the loading is completed the cargo surveyors
persisted by the junior officers pump man Mohsen with deck crew or those
assigned to take part start the cargo survey it is now mandatory that all
sampling dipping for water temperature reading and a lodging must be through
enclosed sampling touches the gauging points are totally enclosed to allow
gauging to be done without toxic and flammable gases and Voxx from the cargo
tank coming into contact with air and the people doing the gauging at the same
time as the cargo survey takes place the cargo hoses arms are disconnected and
the manifolds blanked under the supervision of the duty deck officer
you
when Shore figures are taken to be the official final quantity of cargo loaded
on board why does the terminal require the ship's quantity calculated by the
chief officer and the surveyor before releasing the cargo papers when the
cargo survey is completed the chief officer and the cargo surveyors
independently calculate the cargo and when they are in agreement of cargo
figures the figures are given to the terminal if the ship and Shore figures
are equal or within acceptable difference limits the cargo is released
and the vessel can leave the port the loaded quantity determined by the
terminal is usually taken to be the final efficient quantity however if the
cargo papers such as the Bill of Lading are released before the ship has checked
its own quantities and found not to be close to the terminal figures then the
master may refuse to sign the cargo papers
member