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8.14 Are all officers familiar with the cargo system, including emergency discharge arrangements? 8.15 Are all officers familiar with the carriage requirements for the cargoes on board?

Note: Officers should be able to demonstrate a basic knowledge of the following:

 Shipboard operations and cargo handling;

 Closed loading, discharging and sampling;

 Requirements for medical treatment following exposure to hazardous cargoes;

 Spill response;

 Communication procedures with shore and emergency stop procedures; And, as required:

 Effects of high density cargoes;

 Hazards associated with toxic cargoes;

 Hazards of electrostatic generation.

8.16 Has a cargo plan been prepared and does it contain a detailed sequence of cargo and ballast transfer and has it been signed by the watch officers?

All cargo operations should be carefully planned and documented well in advance of their execution. The details of the plans should be discussed with all personnel, both on the ship and at the terminal. Plans may need to be modified following consultation with the terminal and following changing circumstances, either on-board or ashore. Any changes should be formally recorded and brought to the attention of all personnel involved with the operation. ISGOTT Chapter 22 contains details of cargo plans and communications regarding them. (ISGOTT 11.1.1)

Note: The plan should cover all stages of the transfer operations and as a minimum, contain:

 Quantity and grade of each parcel;

 Density, temperature and other relevant properties;

 A plan of the distribution, lines and pumps to be used;

 Transfer rates and maximum allowable pressures;

 Critical stages of the operation;

 Notice of rate change;

 Venting requirements;

 Stability and stress information;

 Drafts and trims;

 Ballast operations;

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 Emergency spill procedures and spill containment; and

 Hazards of the particular cargoes. And also, as required:

 Precautions against static generation;

 Initial start-up rates;

 Control of cargo heating systems;

 Line clearing;

 Crude oil washing procedures;

 Under keel clearance limitations;

 Bunkering; and

 Special precautions required for the particular operation.

The cargo plan should be completed by the responsible officer prior to commencement of operations and verified and approved by the Master. It should be comprehensive, contain full details of the operation and be easy to interpret. Vessel should be able to demonstrate that an independent check of the cargo line up including venting was carried out prior the start of the cargo operation.

8.17 Are cargo operations being carried out and logged in accordance with the plan?

Note: The log must include details of all major events including starting and stopping of main cargo and ballast pumps, tanks being worked and any deviations from the original plan.

8.18 Are all officers aware of the emergency procedures for dealing with leakage, spillage or fire involving the cargo?

8.19 Is the verbal communication between the ship and the shore adequate?

Cargo and Ballast Handling and Monitoring Equipment

8.20 Are the cargo, ballast and stripping pumps, eductors and their associated instrumentation and controls including temperature monitoring, in good order and is there recorded evidence of regular testing?

Notes: The requirement is to provide an alarm. There is no requirement for temperatures to be displayed or for a high temperature trip to operate Cargo pump bearings must not have temporary cooling fitted.

8.21 Are the cargo lines, vapour lines and inert gas lines in good order and is there recorded evidence of regular testing?

The presence of any latent defect in the cargo system will usually reveal itself when the system is pressurised during the discharge operation. It is good practice to pressure test cargo lines on a periodic basis, depending on the trade of the ship. Although these pressure tests may provide an indication of the system’s condition at the time of the test, they should not be considered a substitute for regular external inspection of the pipeline system and periodic internal inspections, particularly at known failure points, such as pump discharge bends and stub pipe connections. (ISGOTT 7.3.2) Pipelines should be visually examined and subjected to routine pressure tests to verify their condition. Other means of non-destructive testing or examination, such as ultrasonic wall thickness measurement, may be considered appropriate, but should always be supplemented by visual examination. (ISGOTT 10.11.3) Notes: A vessel's 'Oil Transfer System' should be tested to 100% of their rated working pressure (Sometimes referred to as Maximum Allowable Working Pressure - MAWP) at least annually. 'Oil Transfer Systems' should be tested to 1.5 times their rated working pressure at least twice within any five-year period. Pipelines should be marked with the date of test and the test pressure. A vessel's 'Oil Transfer System' includes the discharge pump and piping between the pump and the vessel's manifold, excluding any non-metallic hoses. In this case the MAWP can be assumed to be either the pressure at which the transfer piping relief valve is set or, where no relief valve (s) are fitted, the maximum discharge pressurethat can be developed by the vessel's pump. For centrifugal pumps this is the pressure developed by the pump at zero flow conditions. Pressure testing should be a hydrostatic test, pressure testing using compressed air or inert gas is not acceptable. This includes corrosion of bolts and flanges on dresser couplings.

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8.22 Is the cargo pump emergency shutdown system in good order and is there recorded evidence of regular testing?

Note: Pump alarms and trips, level alarms, etc., where fitted, should be tested regularly to ensure that they are functioning correctly, and the results of these tests should be recorded.

8.23 Are the cargo and ballast system valves in good order and is there recorded evidence of regular testing?

8.24 Are the cargo system ullage gauges, vapour locks and UTI tapes in good order and is there recorded evidence of regular testing?

8.25 Are the remote and local temperature and pressure sensors and gauges in good order and is there recorded evidence of regular testing?

8.26 Are the cargo tank high level and overflow alarms in good order and is there recorded evidence of regular testing?

Note: High level alarms should be in operation during both loading and discharging operations.

Record as an observation if high level alarms are not fitted and also if the overfill alarm system is not independent of the main gauging system.

8.27 Where fitted and in use, is the condition of the cargo tank heating system satisfactory, is it regularly tested and is any observation tank free of oil?

Notes: Where steam cargo heating systems are fitted and when a heated cargo is being carried at the time of the inspection, an indication of the condition of the heating coils can be provided by inspection of the hot well or observation tank.

A very small amount of oil on the surface of hot wells or observation tanks can be considered normal, but a layer of oil over the surface indicates that there is a problem of some significance.

In the case of thermal heating systems, piping should be sound, pumps, joints and glands should be free of leaks and the heater unit should be in good order. Where parts can be isolated, procedures should be in place to identify and record which part is isolated.