• No results found

Cargo Documents and Diagrams 1 Recording of Cargo Operations

In document DCOM Petroleum & Chemical (Page 125-131)

Cargo Operations - -General

2. Cargo Documents and Diagrams 1 Recording of Cargo Operations

2. Cargo Documents and Diagrams

2.1 Recording of Cargo Operations

It is the responsibility of the Chief Officer to ensure that all cargo events are fully and completely recorded. The form CCR106 - Statement of Facts should be used and the main events should also be recorded in the Deck Log Book.

2.2 Material Safety Data Sheets (MSDS)

An MSDS is a document that contains information on the potential hazards (toxic, fire, reactive, corrosive and environmental) of a particular product. It should contain details of the physical properties of the product, and should also contain emergency procedures following contact with it, spillage, and health data. Each MSDS should relate to the particular grade and type of product, whether crude oil, petroleum or chemical products.

SOLAS requires each vessel to be provided with a Material Safety Data Sheet for all Annex I cargoes prior to loading such oil. Each cargo owner or bunker supplier shall provide the ship with an MSDS for any of the MARPOL Annex I cargoes and any bunkers supplied to the ship respectively, which should include the data stipulated in the appended document.

If a vessel does not receive the MSDS, or the MSDS provided to the ship does not contain the information required, the ship should notify the competent authority of the loading/bunkering port and the authority of the relevant port of destination. In addition, the ship should notify the company which in turn will notify the Flag administration.

However, provision of an MSDS does not guarantee that all of the hazardous or toxic components of the particular cargo or bunkers being handled have been identified or documented and absence of an MSDS should not be taken to indicate the absence of hazardous or toxic components.

It is the responsibility of the supplier of the product to provide an MSDS and it is the responsibility of the vessel to provide a copy of that MSDS to the receiver of the cargo prior to discharge commencing. If the shipper does not provide an MSDS then a Letter of Protest should be issued.

The Chief Officer shall:

• Ensure that the relevant MSDS for each product to be carried is obtained from the suppliers prior to loading commencing;

• Inform the Master if an MSDS for a particular product is not received prior to loading commencing. The Master should then contact the operator and obtain advice prior to loading being allowed to commence;

• Discuss with all Watchkeeping Officers and ratings the particular hazards of each product prior to carrying each cargo, with reference to:

• What the particular hazards of each product are – whether flammable, toxic, corrosive or reactive;

• What safety equipment must be used;

• What action to take in case of contact with the product, including the use of any antidote;

• What action to take in the case of a spill;

• Post an MSDS for each product both in the Cargo Control Room and in the Officer’s and ratings mess rooms;

• Ensure that a copy of the MSDS is provided to the receivers of the product;

• Ensure that terminal operators and cargo surveyors are informed about the hazards of cargoes either being carried or which were carried previously.

Generic MSDS’s must not be used, nor should those from publications such as the USCG CHRIS Code be relied upon to provide accurate information on the actual product being carried. Every effort must be made to obtain a new MSDS from the cargo supplier each time a product is loaded, regardless of whether or not the product has been previously carried.

2.2.1 Product Hazard Chart

For brief information on the hazards associated with different products CCR25 – Product Hazard Chart should be consulted.

2.3 Maximum Loading Rates 2.3.1 Information on Loading Rates

The vessel should be provided with information on the maximum loading rate for each cargo and ballast tank. This information is generally provided by the shipyard and is required to ensure that the tanks are not over-pressurised by exceeding the capacity of the venting system, including the secondary venting system. Where tanks have a combined venting system, there should also be information for each group of cargo tanks.

Venting capacity is based on the maximum volume of cargo entering a tank, plus a 25% margin to account for gas evolution (vapour growth). When calculating loading rates, a maximum venting line velocity of 36 metres/second should be used. This flow rate should be calculated for each diameter of line in the vapour return system. The volume throughputs may be aggregated where a common vent riser is used, but the maximum flow rate should not be exceeded anywhere within the system.

The notice Maximum Cargo System Pressure, Venting Capacities, Pressure Alarms, Cargo Temperature and Density (CCR29 – Cargo System Maximum Capacities) should be posted in the Cargo Control Room and a copy retained in the CCR Information File.

In order to exercise adequate control over the loading rates the rate of liquid level rise in any cargo tank must not exceed 150 mm/minute. Small tanks, such as slop tanks, may, for various reasons, have larger tank valves than their size would normally require and the maximum loading rate may therefore be required to be less than the venting system is designed to handle.

The notice CCR45 – Maximum Rate of Liquid Rise must be posted in the Cargo Control Room and a copy retained in the CCR Information File.

Maximum volumetric loading rates should be determined for each cargo tank according to the following general guidance:

Static Accumulator Cargoes:

• A volumetric loading rate based on a linear velocity of 1 metre/second at the tank inlet for the initial loading rate for static accumulator cargoes into non-inerted tanks. ISGOTT 11.1.7.3 details flow rates for various pipe diameters at a flow rate of 1 metre/second.

Figure 11.1 is a flow chart for the initial loading of static accumulator cargoes in non-inert tanks;

• A volumetric loading rate based on a linear velocity of 7 metres/second for bulk loading static accumulator cargoes into non-inerted tanks.

Non-Static Accumulator Cargoes, or when Loading any Cargo into Inerted Tanks:

• A volumetric loading rate based on a maximum linear velocity of 12 metres/second. This velocity is provided for guidance only and is generally considered as a rate above which pipeline erosion may occur at pipe joints and bends.

Where a number of tanks are loaded through a common manifold, the maximum loading rate will be dictated by the flow rate through the manifold or drop lines. In these circumstances it is

important that the number of cargo tanks valves open simultaneously is constantly monitored and that the rate is reduced if necessary if valves are closed.

Note: The calculation of flow rates is a simple linear expansion – a flow rate of 7 metres/second is 7 x a flow rate of 1 metre/second for a given pipe diameter. Therefore if the flow rate is 100 m3/hour at 1 metre/second, it will be 700m3/hour at 7 metres/second and 1200 m3/hour at 12 metres/second.

The Chief Officer shall ensure that:

• Maximum flow rates have been calculated and that the information is available in the Cargo Control Room;

• When loading static accumulator cargoes in non-inert tanks the maximum initial and bulk loading rates are calculated and applied;

• When loading non-static accumulator cargoes or cargo into inert tanks, the maximum flow rate of 12 metres/second is not exceeded.

The notice CCR30 - Cargo System Maximum Loading Rates must be posted in the Cargo Control Room and a copy retained in the CCR Information File.

   

2.4 Cargo Pump Performance Information

Cargo pump performance information is provided by the pump manufacturer. Generally these are in the form of diagrams which provide tabular information on the rated volumetric output of a pump for various parameters, such as revolutions, amps, head etc.

The Chief Officer shall ensure that cargo pump performance curves are available and that Deck Watch Officers understand their use.

The notice CCR26 - Cargo Pump Performance Curves should be completed and posted in the Cargo control Room and a copy retained in the CCR Information File.

2.5 Cargo Pumping Performance Log

The Chief Officer shall ensure that a record of events and performance is fully maintained, and at least the following must be recorded:

• The times of starting and stopping cargo and ballast pumps;

• The pressure at the manifold every hour;

• The reasons for any stoppage;

• The reasons for non-compliance with charter party requirements, such as terminal restrictions;

• The time stripping commenced and was completed, on each occasion.

The terminal representative should be requested to sign the Cargo Pumping Log, and a note made in the log if there is refusal to do so.

 

2.6 Diagrams of Cargo, Venting and Inert Gas Systems

A diagram, or diagrams, of the cargo, ballast, venting and inert gas systems must be readily available in the Cargo Control Room. The mimic diagrams on cargo or inert gas control consoles or in computerised cargo control systems satisfy this requirement, provided all the elements are included.

There must also be a diagram of the cargo monitoring equipment, showing the location in each tank of temperature and pressure sensors, vapour locks, ullaging equipment and dipping points.

A diagram of the cargo and ballast systems, as applicable, must be available in the bottom of each cargo or ballast pump room.

On vessels fitted with cargo tank venting or inert gas stop valves, there must be clear visual indication of the status of the valves and the notice CCR43a - Operational Status of the Inert Gas Tank Valves – Wing and Centre Tanks and CCR43b - Operational Status of the Inert Gas Tank Valves – Wing Tanks Only should be displayed in the Cargo Control Room. The display must therefore be capable of being changed for each tank from open to closed and vice versa.

2.7 Oil and Cargo Record Books

The importance of correctly completing Oil and Cargo Record Books cannot be too highly emphasised. Masters and Chief Officers must be aware that any omission or incorrect entry can have serious consequences including detentions, fines and commercial vetting observations, regardless of whether the operation had actually been carried out in compliance with the applicable regulations.

Each completed operation must be signed for and dated by the officer in charge. The Master shall sign each page immediately it is completed. The Master must also sign any part-completed page after the last entry when he leaves the vessel. It is of the utmost importance that the entries made in the Oil and Cargo Record Books are carefully checked as being both complete and correct by the Master before being countersigned.

The distinction between records made in the Cargo Record Book and those made in the Oil Record Book Part 2 is very precise and should be followed to the letter. For example, in the situation where an Annex I cargo is used to clear lines after having discharged an Annex II product, all details related to the discharge of the Annex II product must be recorded in the Cargo Record Book and all details relating to the Annex I line clearance must be recorded in the Oil Record Book Part 2. Any tank having contained an Annex I line clearance product should be cleaned in accordance with MARPOL Annex I and the details recorded in the Oil Record Book Part 2.

2.7.1 Oil Record Book Part 2

The Oil Record Book Part 2 shall be completed on each occasion that a cargo operation involving MARPOL Annex I cargoes, or a ballast operation, takes place. The Oil Record Book must be completed in strict compliance with the instructions contained in the front of it.

The Plan View of Cargo and Slop Tanks in the front of the Oil Record Book Part 2 must be fully completed, including the tank capacities and the depth of the slop tanks.

The occasions when the Oil Record Book must be completed are:

• Loading a MARPOL Annex I cargo;

• Internal transfer of cargo during the voyage;

• Discharging a MARPOL Annex I cargo;

• Crude oil washing;

• Ballasting of cargo tanks;

• Cleaning of cargo tanks;

• Cleaning of cargo tanks which have contained a MARPOL Annex II chemical, using a MARPOL Annex I product as a washing agent, including a mandatory MARPOL Annex II pre-wash. Both the Oil Record Book Part 2 and the Cargo Record Book must be completed;

• Discharge of dirty ballast;

• Discharge of water from slop tanks into the sea;

• Disposal of residues and oily mixtures not otherwise dealt with;

• Discharge of clean ballast contained in cargo tanks;

• Closing of all applicable valves or similar devices after slop tank discharge operations;

• The condition of the oil discharge monitoring and control system (ODME);

• The accidental or other exceptional discharge of oil.

It is extremely important that whenever an operation is carried out, all the required entries for that operation are made. For example, whenever a decanting operation is undertaken, each of the codes under Section I must be completed. If the required information is not available to fully complete a section then the operation cannot proceed. Where any doubt exists it is better to include too much information rather than too little.

In the event of an accidental or other exceptional discharge of an Annex I cargo, full details of the circumstances of the discharge must be made in the Oil Record Book Part 2 and must be supported by an investigation report.

2.7.2 Cargo Record Book

The Cargo Record Book shall be completed on each occasion that a cargo operation involving MARPOL Annex II cargoes, or the ballasting of a cargo tank, takes place. The Cargo Record Book must be completed in strict compliance with the instructions contained in the front of it.

The Plan View of Cargo and Slop Tanks in the front of the Cargo Record Book must be fully completed, including the tank capacities and the depth of the slop tanks.

The occasions when the Cargo Record Book must be completed are:

• Loading a MARPOL Annex II cargo;

• Internal transfer of cargo during the voyage;

• Discharging an MARPOL Annex II cargo;

• Mandatory prewash, including the use of a MARPOL Annex I product as a washing agent, in which case both the Cargo Record Book and the Oil Record Book Part 2 must be completed;

• Cleaning of cargo tanks;

• Cleaning of cargo tanks which have contained a MARPOL Annex II chemical using a MARPOL Annex I product as a washing agent, in which case both the Cargo Record Book and the Oil Record Book Part 2 must be completed;

• Discharge into the sea of tank washings;

• Ballasting of cargo tanks;

• Discharge of ballast water from cargo tanks;

• An accidental or other exceptional discharge of a product;

• Control by authorised surveyors;

• Additional operational procedures and remarks.

2.8 Terminal Satisfaction Reports

On each occasion a vessel calls at a terminal, the Master should request the terminal representative to complete a CCR98 - Terminal Satisfaction Report after completion of the cargo operation. Comments, both positive and negative, may be made.

The Master should then sign the form and forward a copy to the Marine Department with the original sent to the commercial operator together with the routine cargo documents.

2.9 Vapour Lock Certification

Where the vessel is fitted with vapour locks a copy of the certificate of calibration by a recognised cargo inspection organisation should be placed in the section CCR28 – Vapour Lock Certification in the CCR Information File.

2.10 Cargo Tank Calibration Tables

Cargo tank calibration tables must be stamped as certified by either:

• The Flag state authority;

• A national measurement authority;

• The class society;

• A recognised cargo surveying organisation.

There must be a set of cargo tank tables for each measuring method available on board – for example the fixed gauging system and vapour locks, or alternatively, a certified correction table should be available with the cargo tank calibration tables for a different level measurement system.

The cargo tank tables should clearly identify the measurement system for which they are computed.

2.11 Cargo Tank Coating and Cargo Hose Chemical Resistance Lists

Cargo tank coating and cargo hose manufacturer’s documentation should be available on board indicating for which chemicals the coating and each hose is suitable, and for which chemicals they are not suitable.

3. Basic Properties of Petroleum and Chemical Products

In document DCOM Petroleum & Chemical (Page 125-131)