When transferring cargo in port, vessel must strictly comply with company instructions, local rules and regulations. Such operation will require:

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1 Page Page 1 of GENERAL When transferring cargo in port, vessel must strictly comply with company instructions, local rules and regulations. Such operation will require: 1. Adequate and well trained crew. 2. Proper securing of the vessel to the terminal. 3. Operation in accordance with company checklists. 4. Specific fuel and ballast handling procedures. 5. Continuous inspections of cargo hoses, pipeline systems, tanks, equipment and the water around the vessel. 6. Instructions for emergencies or potential hazardous situations. 7. The establishment of lines of authority and responsibility. 8. Ship board communication during cargo transfer shall be in English language. 9. All communication with the terminal and other external parties must be in English RESPONSIBILITIES Knowledge of Cargo System The Master and all Deck Officers must have an intimate knowledge of all cargo pumps, pipeline systems, instrumentation and ancillary equipment on the vessel. The following shall be suitably marked for easy identification: 1. Cargo lines and valves. 2. Tank-vents, vent-lines and IG lines. 3. Vapour-locks. 4. Cargo-heaters and heating-lines. 5. Cargo-pumps and pump room valves / lines. 6. Butterworth-pockets, manholes, and tank-domes. 7. Tank-cleaning lines.

2 Page Page 2 of 46 Following information should be readily displayed in CCR 1. Maximum permissible loading rates for each cargo tank and, where tanks have a combined venting system, for each group of cargo tank. 2. Loading rate for Static accumulating cargoes - Poster. 3. Cargo pump capacity and pump manufacturer technical data including pump performance curve for various speeds etc. 4. Flammability Composition diagram. Poster 5. Mimic diagram of cargo / tank cleaning / ballast / venting system / IG. 6. Cargo Compatibility Chart - Poster 7. Cargo hose resistance list. 8. PV valve pressure / vacuum settings and Cargo Tank Pressure Sensor Alarm Settings.Poster 9. Chief Officer s Standing Orders. 10. Cargo Tank Inert Gas branch line Valve Status Board. 11. Placard for Closed Sampling. 12. Precaution in case of failure of Fixed Gauging System while handling static accumulating cargoes. 13. Cargo line / Pumping diagram - Poster. 14. Vapour system piping diagram - Poster. 15. Ballast system pumping / piping diagram - Poster. 16. Any restrictions for ballasting / deballasting - Poster. 17. Cargo Pump operating procedure - Poster. 18. Plan with position of UTI ports, Overfill alarms and Radar gauges - Poster. 19. Damage stability Shore based organization contact - Poster. 20. Pouch for Cargo MSDS / Dangerous cargo information - Poster. 21. Makers coating specification for cargo tanks - Poster. 22. Max loading / unloading / venting rates information chart - Poster. 23. Information chart for Max load density/restrictions in loading cargo tanks - Poster % & 95% ullage chart for cargo tanks at even keel - Poster. 25. Cargo pump pumping characteristic diagram (specially parallel) - Poster 26. Dangers of Nitrogen - Poster.

3 Page Page 3 of Chief Officers Instructions for Cargo Operations The Chief Officer should write instructions of the procedures to be followed during periods when he is not on duty. In addition, standing instructions should be posted in CCR for duty officer s ready reference Pre Cargo Operation Safety Conference A Pre-Cargo Operation Safety Conference which includes a review of the OP-CHEM-01 should be conducted onboard preferably 24 hours prior arrival port with all concerned crew members. Detailed information regarding hazards and PPE required for cargoes being handled MUST be discussed including but not limited to the following: 1. Cargo Name / Quantity / MSDS details / Pollution Category. 2. Gauging and Sampling Requirement. 3. Cargo Vapour Content Hazard. 4. Skin / Eye Contact Hazard. 5. Poison / Toxic Hazard / Antidote.(Antidotes to be available onboard for the nominated cargo with sufficient quantities.this should be available prior loading the cargo and until the cargo has been discharged the antidotes will sufficient quantity to be maintained onboard.details can be obtained from MFAG. Medical advice to be obtained prior administrating antidotes to the casualty) 6. Flash point / Extinguishing medium. 7. PPE Level required for safe handling of the cargo. The above is to be documented using the relevant section in the " OPS CHEM-01 Cargo transfer and Tank cleaning plan A briefing is also to be carried out of other crew members to make them aware of the Hazards of the cargo, the precautions to be taken and actions in case of an emergency. This should be documented in the Deck Log Book Personnel Protection The use of proper personal protection is of paramount importance in the work place. This is especially critical on chemical tankers. In order to choose the appropriate personal protection it is essential to

4 Page Page 4 of 46 assess the risk levels. The level of risk must be evaluated basis the possibility of exposure to the product depending on the nature of the task and the hazards of the cargo being handled. The main health hazards of the chemical cargoes are due to inhalation, ingestion or skin contact. The personal protective equipment must provide adequate level of protection in the event of exposure to the cargo. It has to be understood that any form of exposure to the products must be avoided. In making this assessment following considerations must be made: 1. Activities which are considered high risk. 2. Demarcation of Manifold and Work Areas. 3. PPE Level Requirements. Maximum level of protection is required for High Risk Activities and / or High Risk Areas when handling Highly Toxic / Highly Corrosive cargoes and use of Level 3 PPE would hence be necessary. When handling chemicals which are less hazardous or working in areas which pose a lesser risk, lower protection levels such as PPE Level 2 or PPE level 1 may be suitably adopted. Filter Mask Use of Filter mask is strictly prohibited onboard the company vessel Personal Protective Equipment (Ppe) on Chemical Tankers Protective equipment broadly consist of the following: 1. Chemical Resistant Shoes: Provide moderate to high level of protection against most chemicals. However they may not be suitable for highly corrosive and toxic chemicals. 2. Chemical Resistant Gloves: Provide moderate to high level of protection against most chemicals. However they may not be suitable for highly corrosive and toxic chemicals. 3. Chemical Resistant Goggles: Provide Eye protection and are worn to protect against chemical splash. However they may not be suitable for highly corrosive and toxic chemicals.

5 Page Page 5 of Chemical Resistant Suits: Provide moderate to high level of protection against most chemicals. However they may not be suitable for highly corrosive and toxic chemicals. Material of the suit should be compatible with the chemical being handled. These suits must be worn along with suitable rubber gloves, chemical resistant boots, chemical goggles and hard hat. These form part of Level 2 PPE 5. Gas tight full body chemical suits: Integral with hood, boots and gloves. Must be worn in conjunction with SCBA. Material of these suits should be compatible with the product. They provide the highest level of protection and are specifically developed for protection against toxic, corrosive gases, and liquids. These form part of Level 3 PPE. The gas tight suits must be pressure tested once every year. 6. Self Contained Breathing Apparatus (SCBA): Chemical carriers are supplied with additional sets of SCBA sets as required by IBC. These additional sets are usually known as IBC sets. They should be distinctly identified and maintained ready for immediate use. These sets should be used as necessary by personnel involved in cargo operations involving hazardous chemicals and for fire fighting. SCBA should be stored in a place where it is easily accessible. Units should be located so as to be available for emergencies in different parts of the ship. These sets should be serviced annually by a competent person ashore. 7. Emergency Escape Breathing Apparatus (EEBD): Ships certified for the carriage of certain cargoes listed in IBC Code are required to be provided with respiratory and eye protection sufficient for every person on board for emergency escape capable of air supply for 15 minutes. This equipment is for emergency escape only and must not be used for any other purposes.

6 Page Page 6 of 46 PPE LEVEL 1 PPE LEVEL 2 PPE LEVEL 3 Overalls, Safety Shoes, Chemical Resistant Gloves, Goggles, Helmet & Personal Gas Detector Chemical Protective Suit, Chemical Resistant Gloves/ Goggles/ Shoes, Helmet & Personal Gas Detector 1. Use 'Acid Hood' in lieu of goggles while handling corrosive cargoes. 2. Respiratory protection such as 'ELSA' shall be kept readily available while handling toxic cargoes. Chemical Protective Suit with respiratory equipment, Chemical Resistant Gloves/ Goggles/ Shoes. Helmet and Personal Gas Detector Required to be worn by crew members involved in 'Critical Phases' of cargo operations while handling toxic cargoes High Exposure Risk Operations / Locations These include but are not limited to: 1. Working at the Manifolds including connection / disconnection. 2. Gauging. 3. Sampling. 4. Tank Cleaning with Portable Machines. 5. Opening any part of the cargo containment system (tank hatches, drains, etc). 6. Purging cargo pump cofferdams / Blowing through heating coils. 7. Any other task / location where the risk of exposure has been deemed to exist. 8. Cleaning spillage on deck, or over side Demarcation of Cargo Manifold Area / Work Areas The Cargo manifold of a Chemical tanker is deemed to be a high risk area during the transfer of Chemical cargoes. This area should not be entered unless otherwise required. During the transfer operation of Highly toxic / Highly corrosive cargoes the manifold area should be demarcated by permanent marking or cordoned off using Barrier Tapes / Ropes to safeguard against the inadvertent entry of unauthorised personnel or personnel wearing inadequate PPE.

7 Page Page 7 of 46 Minimum of two meters on around the manifold area should be demarcated Similar precautions and controls must be applied to any other areas on the Cargo deck where risk of exposure exists. Adequate level of PPE must be complied with when entering these areas Preparation and Use of PPE 1. Vessel should have three complete sets of safety equipment as per IBC code Ch At least one set of safety equipment shall be kept accessible in suitable clearly marked locker near cargo pump room and one set at the manifold. 3. Minimum two Emergency decontamination showers and an eye wash, operable in all ambient conditions, shall be available on deck. 4. Crew members must comply with the appropriate PPE level as identified in the "OP-CHEM-01 Cargo transfer and Tank cleaning plan." 5. When handling multiple parcels at the same time, the most severe applicable PPE Level must be used. 6. The crew member should remove chemical resistant PPE prior entering accommodation and these should be decontaminated and washed with Fresh water after each use and dried properly prior stowing. 7. Records of decontamination must be maintained on board.

8 Page Page 8 of PPE Level Requirements Highly Corrosive and / or Highly Toxic Cargoes Examples: Sulphuric Acid, Nitric Acid, Hydrochloric Acid, Phenol, Acrylonitrile, Toluene Di- Isocyanite(TDI) Etc. Level 1 Level 2 Level 3 Operation Working at the Manifolds including line clearing, connection / disconnection Monitoring the manifold including operating valves / reading manifold pressure. Gauging / Sampling / Stripping Opening any part of the cargo containment system (tank hatches, drains, etc.) Tank Cleaning with Portable Machines Purging cargo pump cofferdams / Blowing through heating coils. Any other task/ location where the risk of exposure has been deemed to exist. Spill response Deck watch when Vapour Return is provided. Deck watch when Vapour Return is not provided. Mildly Corrosive and / or Toxic Cargoes Examples : Styrene Monomer, Vinyl Acetate Monomer (VAM), Acetic Acid, Phosphoric Acid, Butyl Acrylate Working at the Manifolds including line clearing, connection / disconnection Monitoring the manifold including operating valves / reading

9 Page Page 9 of 46 manifold pressure. Gauging / Sampling / Stripping Opening any part of the cargo containment system (tank hatches, drains, etc.) Tank Cleaning with Portable Machines Purging cargo pump cofferdams / Blowing through Heating coils Any other task/ location where the risk of exposure has been deemed to exist. Spill response Deck watch Non Corrosive and Non Toxic Cargoes Examples : Soya bean Oil, Canola Oil, Lubricating Oil, Paraffin Wax, Motor Gasoline etc. Working at the Manifolds including line clearing, connection / disconnection Monitoring the manifold including operating valves / reading manifold pressure. Opening any part of the cargo containment system (tank hatches, drains, etc.) Tank Cleaning with Portable Machines Purging cargo pump cofferdams / Blowing through Heating coils Any other task/ location where the risk of exposure has been deemed to exist. Spill response Purging cargo pump cofferdams / Blowing through Heating coils Deck watch

10 Page Page 10 of Ship Checks Prior Arrival The checks as per Section 1 of the Company Checklist OP-Chem-04 Cargo Transfer Checklist must be carried out. Exchange of Cargo Information Before Arrival Master should communicate with parties concerned, through Agent if necessary, prior to arrival of vessel at a berth or anchorage for intended cargo operation handling, tank cleaning and pre-wash, ballasting and bunkering to exchange and acquire necessary information such as cargo readiness, cargo data, intended cargo quantity, etc. and to give necessary information to the parties for safe and efficient operations. (1) Vessel with Agent 1. ETA, draft, tugs, pilot and other port information. 2. Defects on vessel, which may affect port and cargo operation. 3. Sizes and number of cargo manifold connections. (2) Vessel with pilot (Directly or through Agent). 1. ETA at pilot station, draft and others, which are required for safe manoeuvring of Vessel. (3) Terminal (berth master / cargo surveyor) with Vessel. 1. Quantity, S.G., correction factor, temperature, special requirements for cargo. 2. Tank venting requirements and details of any vapour return lines required. 3. Tank environmental control requirements, e.g., drying and inert gas. 4. Check list, Terminal regulation, emergency plan, etc. 5. Detail of Terminal facilities (distance, elevations to shore tank, use of booster pump, etc.). 6. Number, and size of shore connection and estimated loading rate. 7. Depth of water at berth. 8. Information on weather or surroundings. 9. Terminal or Port Regulations on pre-washing of cargo tanks alongside the berth, and details of reception facilities to receive slops (if applicable.).

11 Page Page 11 of Any other limitation of the Terminal. 11. Expected rate of transfer. 12. Declare last three cargoes of the nominated tanks to the shipper s surveyor. 13. Tank Cleanliness requirements. 14. Security Level Ship Shore Safety Meeting The ship staff (Master and/or Chief Officer), the men in charge of the terminal operation and Cargo Surveyor must attend, agree and coordinate operational sequence and clarify terminal rules / regulations. The operations usually agreed upon during a pre-cargo conference are: - Cargo Sequence - Cargo Quality - Loading / Discharges Rates - Ship or Shore Stop - Standby time - Signals and Communications - Emergency Procedures - Line Blowing / Pigging Arrangements 1. Any referenced procedures / agreements should be made in writing in remarks column of the Ship- Shore Safety Checklist which may also be recorded in any other mutually acceptable form in addition. In either case, both parties must sign all such referenced procedures/agreements prior commencing the cargo operation. 2. Additionally, confirm the following with the Cargo Surveyor: a. Correct cargo name, nominated quantity b. Shore tank temperature c. Sampling requirement d. Tank inspection requirement 3. Cargo calculation method, API / SG / Correction factor and tables 4. In case cargo heating or padding is required, obtain written instructions.

12 Page Page 12 of 46 Cargo Operations should not commence until Chief Officer and the Officer on Watch (OOW) have ensured that pre-transfer checks have been completed. Transfer Precautions Checks Prior Transfer Checks as per Section 2 of the Company Checklist OP-CHEM-04 - Cargo Transfer Checklist must be carried out. Checks During Transfer Checks as per Section 3 of the Company Checklist OP-CHEM-04 - Cargo Transfer Checklist must be carried out Cargo transfer should be stopped immediately if any one of the following is noticed: 1. Emergency alarm being raised on the vessel. 2. Explosion / Fire in the terminal. 3. Leakage from cargo tank hose or connection. 4. Lightning in vicinity of the vessel / Thunderstorm. 5. Several tanks reaching topping up ullages at same time. 6. Breaking of mooring lines of own vessel or barge. 7. When there is danger of a moving ship hitting the vessel. 8. When there is a heavy or dangerous vapour accumulation on deck. 9. If weather conditions deteriorate. 10. In case of Doubt or it is considered that transfer is dangerous. 11. Ship / Shore Difference exceeds 5% of the loaded quantity. The office will always support cargo rate slow down / stop page by vessel for reason of safety. Please refer to Section 10 Emergency for necessary action in the event of cargo spill. The office will always support cargo rate slow down / stop page by vessel for reason of safety.

13 Page Page 13 of 46 Please refer to section 11 Emergency for necessary action in the event of cargo spill. CHECKS AFTER TRANSFER Checks as per Section 4 of the Company Checklist OP-CHEM-04-Cargo Transfer Checklist must be carried out CLOSED LOADING General Information Closed Loading contributes to: - Prevent accumulation of vapour on deck. - Prevent vapor emission to atmosphere when vapor return system is operated. Closed Loading means cargo operations (Both Loading and Discharging) without recourse to opening ullage and sighting ports. During closed operation, ships will require the means to enable closed monitoring of tank contents, either by a fixed gauging system or by using portable equipment passed through a certified vapour lock, intended for use with the type of equipment only. The vapour displaced by the incoming cargo should be vented to the atmosphere through high velocity vent valves (HVVV) or returned to shore through vapour return lines as in case of toxic cargoes. Vessels shall comply with Closed Loading Procedures during Loading and Discharging operations for all cargoes. Open Loading of cargoes other than Toxic or Flammable cargoes is only permitted under special circumstances if required due to unavoidable and valid reasons. Master can only permit this if allowed by terminal or port regulations AND after carrying out Risk Assessment and obtaining explicit permission from Office Closed Loading Without Vapour Return 1. Confirm all openings of tanks and purge pipes are closed. 2. Fit tank pressure gauges (compound) for monitoring tank pressure if vessel is not provided with a fixed pressure sensing system. 3. Set cargo tank pressure alarms (Reference Section 1.38).

14 Page Page 14 of The loading should commence only after the Chief Officer has verified the cargo line up. 5. Monitor cargo level by closed gauging systems. (Fixed / Portable) 6. Use of sighting ports. 7. The duty officer should monitor tank pressure regularly. 8. Upon completion of loading, secure cargo line valves. 9. Disconnect cargo hoses Closed Loading with Vapour Return 1. Confirm all openings of tanks are closed. 2. Fit tank pressure gauges (compound) for monitoring tank pressure if vessel is not provided with a fixed pressure sensing system. 3. The loading should commence only after the Chief Officer has verified the cargo and the vapour return line up. 4. Set cargo tank pressure alarms & VECS alarm (Reference Section 1.3.8). 5. Open Vapour Return Valve of cargo tank as required. 6. Open Vapour return manifold. 7. Commence loading. 8. Monitor tanks to ensure that they are not pressurized or under-pressurized excessively. 9. The responsible officer should confirm with terminal, the flow of the vapour back to shore. 10. The deck ratings should monitor PV valve and manifold VRL compound pressure gauge. Any abnormalities MUST result in suspension of cargo operation till the reason is investigated. 11. Monitor cargo level by closed gauging system (fixed or portable). 12. Use of sighting ports. 13. Upon completion of loading, close vapour valve first and then cargo valves. 14. Disconnect cargo / vapour hoses. 15. All connections to the common Vapour line should be isolated after completion of loading operation. Note: The P&A Manual and VECS (Vapour Emission Control System) Manual (if provided) is to be referred to and requirements complied with.

15 Page Page 15 of Measurement Procedures - Ullaging ALL CARGOES other than those MENTIONED UNDER COLUMN G (Open Venting) & J (Open gauging) of Chapter 17 of IBC Code should be subjected to Gauging through approved vapour lock system and utilizing closed gauging devices. Grounding device: The grounding device must be used on the Tank Gauging Station, to ensure that gauging device is necessarily grounded through the gauging station. Sounding tapes / UTI tapes which can accumulate electro-static charges are NOT to be lowered in noninerted tanks with flammable static accumulator cargoes for up to 30 minutes after completion of loading. This waiting period is not required for inerted tanks or for sampling to be done through full length sounding pipe. Cargo measurements are required to be carried out. 1. At the loading terminal (prior to, and after loading). 2. At the discharge terminal (prior to and after discharge). Final ullages should be taken in conjunction with the shipper's representative (Surveyor). Where remote level gauges must be used for gauging to comply with IBC code requirement. It is necessary to ensure that remote level gauges are compared with portable level gauging devices for accuracy. To minimize errors in measurements the following points should be noted: 1. Obtain and record Vessel's draught, trim and list taken immediately before commencement of cargo measurement. 2. As far as possible the vessel should be upright and even keel at completion of loading. 3. Drain hoses or loading arms, and deck lines into tanks. 4. Ullages of all cargo tanks recorded accurately to 0.5 cm. Care must be taken to ensure the correct ullage datum is being used and that, if there is movement on the surface of the cargo, a true mean ullage is obtained. 5. When applicable suitable float corrections must be applied in the cargo calculations. 6. Verify Reference ullages with empty tanks and markings at each tank.

16 Page Page 16 of Determine and record the cargo temperature in each tank at least three levels top, middle and bottom with an accuracy of about 0.5 Deg C. 8. Ascertain whether quoted as a density in air or in vacuum. In the chemical trade the density is given in air with coefficient of thermal expansion. 9. The measured ullages must be corrected for ship's trim and list in accordance with the ship s ullage tables before extracting the gross quantity for calculation; 10. Corrections as applicable for the UTI being used must also be considered. 11. All results must be recorded on ullage report. 12. The times of sampling and final ullaging must be recorded in the time sheet. Any ship shore difference of quantity must be addressed as per Annex II of this manual Portable Gauge Operating Procedures 1. Before use, confirm the gauging tape and gauging station are cleaned. 2. Remove plug from the standpipe. 3. Fit portable gauge on vapour lock. 4. Operate as per maker s instructions. 5. Compare readings of Portable gauge with Fixed gauge at frequent intervals. 6. The crew should wear necessary personal protective equipment as required for the cargo. 7. After usage, secure the vapour lock and thoroughly clean the tape Port Logs As a minimum the following information should be recorded in the Port Log. 1. Time of Arrival at the Port, NOR Time. 2. Anchoring Times, if applicable. 3. Gangway down. 4. Time Surveyor, Loading master onboard. 5. Time of Ship-Shore Safety Meeting carried out. 6. Time of Tank Inspection, Tanks passed. Method of Inspection of the tanks. 7. Time cargo / vapour hoses connection, disconnection. 8. Time Samples taken, Samples passed, First foot / various sampling.

17 Page Page 17 of Time of cargo commencement, completion, stoppages (if any). 10. Time of cargo tank change over. 11. Records of regular rounds taken on deck, moorings tended, etc. 12. Details of ballast water inspection through sampling points fitted on manholes. 13. Details of Ballasting Operations (details of pumps, tanks operated). 14. Time of any delays in berthing or cargo operations and party responsible for the delay. 15. Requests for reductions in the loading rates for topping off or rate reductions by the shore must be recorded in port log. 16. Any pollution observed MUST be recorded and reported to the appropriate authority, nothing the position and direction of drift. Such observations may be invaluable if the vessel is later accused of causing pollution Protest Letters The charterer, or the terminal on the charter s behalf, has the obligation to provide such equipment and conditions that allow the vessel to safety operate within charter-party commitment. If vessel s performance is hampered due to any shore restrictions, the Master shall issue a Protest Letter using the relevant form PC-1. Some examples of issuing Protest Letter are as below: 1. Free water in cargo. 2. Short Loading / Dead freight. 3. Slow Loading / Discharge. 4. Shore Delays. 5. Unavailability of cargo heating / inerting instructions. 6. Insufficient time for water settling. 7. Non receipt of set of cargo samples for the vessel. 8. Discrepancy Between Ship / Shore Figures. 9. Non availability of cargo Information / shipper specific MSDS. 10.Same Shore Line used for Multiple parcels. 11.Non receipt of Terminal Regulations.

18 Page Page 18 of 46 The Master shall ensure that Protest Letter shall be signed by a shore representative before the ship leaves the terminal. In cases where shore representative refuses to sign Protest Letter, a countersign of local agents shall be obtained for forwarding same to the shore representative. In the cases, where Protest Letter is issued to the Master by the terminal, the Master shall accept Protest Letter stating FOR RECEIPT ONLY and forward a copy to the charterers / managers and a nonconformity is to be raised Preparing the Manifold Care should be taken to prepare the manifold for transfer of chemical cargoes. a. The manifolds to be used must be identified with the use of placards. b. Jumpers and hard pipe connection must be made prior the transfer operation. c. Pressure gauges must be placed on all manifold on shore and offshore sides. They should have a valve or cock and not be fitted directly. d. The crew and officers involved in manifold preparation must be well experienced. e. Unused manifolds are blanked and drains are closed. f. All cargo valves are to have light lashings available for use as positive indication that the valves are to remain closed. g. Gaskets in use on board should be made of a material suitable for the cargo being transferred on board. h. All flange connections must be fully bolted. i. Appropriate PPE must be worn while engaged in any activity in the manifold area. Additionally for transfer of toxic, flammable and corrosive cargoes: a. Manifold connection flanges should be covered with hard pieces also known as Spray shields to prevent a spray of cargo due to an inadvertent failure of gaskets. b. Manifold connections with shore must be pressure tested to confirm integrity of the connection prior transferring particularly toxic, corrosive and/or highly flammable cargoes like MDI, TDI, Phenol, Nitriles, cyanide cargoes, propylene Oxide etc. Additionally for transfer of Solidifying cargoes:

19 Page Page 19 of 46 a. Ensure that the manifold arrangement is such that there are minimum dead ends in the cargo circuit so as to avoid problem of blocked lines / sections Lining up for Operations Primary Check Chief Officer must supervise the initial setting of lines, tanks and valves vent risers and vapour lines. Prior cargo operations commence he must verify that: 1. Cargo tanks and lines, reducers and cargo hoses have been properly lined up. 2. Flanges of removable parts such as reducers, cargo hoses, elbows are properly fitted and tightened and that all open flanges are covered with blank flanges. 3. All heating coils not in use have been blown through with nitrogen or dry air and blanked. Secondary Check A second independent check of the above systems for the proposed operation is to be carried out by a responsible person. Valves must be checked physically and visually where required to ensure the blanks and valves are shut. Operation Of Valves The manipulation of tank, deck line and pump room valves is the responsibility of the Chief Officer assisted by other Officers. Cargo valves shall be operated by the duty ratings and cross checked by the Duty Officer or other responsible person designated by the Chief Officer. Following are general guidelines to be kept in mind: a. Keeping Valves Closed: All cargo system valves, ballast and vent valves when not in use must be kept closed.

20 Page Page 20 of 46 b. Manifold Valve: Manifold valve must be opened last just before the transfer begins. If the transfer is stopped, even for a short while, the manifold valve must be closed. Manifold should be monitored throughout cargo operations. c. When handling Highly Toxic / Highly Corrosive cargoes, the person monitoring the manifold should stand at a safe distance to minimise risk of exposure to cargo. d. Changing Tanks: When changing tanks, the valve for the next tank must be opened before closing the valve of the tank to be shut off. e. Walking Back Fully Opened Valves: When a valve is opened fully, it should be walked back about one turn to prevent it from jamming open. f. Stopping Transfer: Flow of cargo into the vessel must be stopped by shore valves. Flow of cargo or ballast out of the vessel must be stopped by vessel valves. g. Close & Open valves slowly to avoid pressure surge in pipelines Common Line Handling 1. Common line is useful for handling cargoes of the same grade instead of connecting jumpers on the manifold. 2. It minimizes the risk of cargo leakage from connections or cargo hoses and improves safety of cargo operation. 3. It improves the cargo transfer rate and simplifies cargo handling. 4. Vessel should as far as possible use common line for discharging Toxic / Corrosive cargoes. 5. At some terminals cargo transfer by flexible hoses is not allowed. Under such circumstances, vessel MUST use common line. 6. Certain cargoes do not meet flexible hose compatibility and transfer is required to be carried out by common line. 7. Common line is used if adequate hoses reducers, spool pieces or jumpers are not available on board. 8. Common line usage for lub oil additives, solidifying cargoes and polymerizing cargoes should be avoided as far as possible. Refer Cargo Transfer Checklist (OP-CHEM-04) for common line precautions during cargo transfer.

21 Page Page 21 of 46 Record of use of Common Line is to be maintained using the form " Cargo History of Common Manifold." Pressure Surge A pressure surge is generated in a pipeline system when there is any change in the rate of flow of liquid in the line. The surge can be dangerous if the change in the flow rate is too rapid. If the total pressure generated in the pipeline exceeds the strength of any part of the pipeline system upstream of the valve, which is closed, there may be a rupture leading to extensive spillage. The potential hazards of pressure surges (shock pressure, known as water hammer or liquid hammer) resulting from rapid operation of the valve must be emphasized upon all personnel involved in cargo operations. The following precautions should be taken to avoid pressure surge during cargo transfer: 1. Shut down procedures should be in place, pumps to be stopped or pump discharge valves shut before manifold valves or valves in the shore pipeline are shut. 2. During loading, when the flow is diverted from one tank to another, the valves on the tank about to receive cargo should be fully open before valves of tank to be isolated are shut. 3. On completion of loading, the flow should be stopped by the terminal using shore valves and not by shutting of ship s manifold. 4. The closing timing of all hydraulic and pneumatic valves must be tested and set to over 30 secs to avoid surge pressure during valve operations Overfill Protection High level and over fill alarms should be tested prior every cargo transfer operation. These should be kept operational for cargo transfer operations. The crew on deck should be familiar with these alarms and must notify the CCR in case of activation. The activation of these alarms should be anticipated and immediate investigation must be carried out to find the reasons for activation. If additional time is required

22 Page Page 22 of 46 to continue the investigation, then the transfer operation must be stopped. Under no circumstances should the activation of high level or overfill alarm be ignored. The high level or over fill alarms must not be bypassed. Master and Chief Officer should leave explicit instructions in the cargo operation plan about action to be taken in case of inadvertent or unexpected activation of high level or over fill alarms SECONDARY MEANS OF PRESSURE / VACUUM RELIEF Secondary means of allowing full flow relief of vapour, air or inert gas mixtures shall be provided to prevent over-pressure or under-pressure of the tanks in the event of failure of the primary venting arrangements during loading, ballasting and discharging. Secondary venting may also be provided by the use of pressure sensors fitted in each tank to monitor the pressures in the tank atmosphere. The pressure sensors must provide visual indication of tank pressure and must be fitted with an audio visual alarm in the cargo control room. In order to prevent inadvertent operation there shall be a clear visual indication of the operational status of the inert gas valves. Following pressure alarm settings are recommended for the vessel fitted with pressure sensors in each tank and having an audio visual indication in the CCR. Following is the recommended pressure alarm settings for individual tank sensors. While operating in inerted mode The high pressure alarm should be set at 10% higher than the normal opening pressure of the PV valve. Low pressure alarm: +100 mm WG. While operating Vapour return mode Individual tank pressure alarms The high pressure alarm should be set at 10% lower than the normal opening pressure of the PV valve. Low pressure alarm: +100 mm WG. Additionally as per CFR requires that the vessel fitted with Vapour collection system should be provided with a sensor in the main vapour collection line to monitor the pressure within the vapour transfer line. In order to prevent release of the vapour into the atmosphere during a transfer the alarm for the main line pressure must be set as given below. High pressure alarm should be set at 10% below the normal operating pressure of the PV valves.

23 Page Page 23 of 46 If tanks are inerted the low pressure alarm must be set such as to prevent vacuum in the tank recommended value for setting is at psig (101mm WG) if the tanks are non inerted then the low pressure must be set at the lowest value at which the vacuum valves normally operate. Non Inerted tanks High and low pressure alarms should be set at 10 % outside the normal opening pressure of the pressure and vacuum valves, i.e. 10% above the opening pressure of the pressure valve and 10% below the opening pressure of the vacuum valve. The alarm setting may only changed with master s permission and any change should be notified all concerned personnel. Prior every cargo operation the pressure alarm settings must be inspected, verified for a suitable value and recorded suitably as per management of change process CONNECTION / DISCONNECTION OF SHORE HOSES AND ARMS Usually, shore hose connection / disconnection is done by the terminal. The vessel must have sufficient crew members to perform shore hose connection / disconnection if required. A responsible vessel officer must supervise any connecting or disconnecting of cargo hoses and loading arms. The officer must ensure that: 1. Personnel engaged in connection of cargo hoses are wearing the PPE Level applicable for the cargo being handled. 2. The hose or loading arm is in good condition, free from any cargo residues and long enough to allow for vessel movement due to tide and changes in draft or trim. 3. Hose is suspended with saddles or straps so that the bend radius is never less than 12 times the hose diameter. 4. Falls or slings which support the hose, are made fast to a bit or cleat, never a gypsy head. 5. Sufficient numbers of reducers, gaskets, nut / bolts must be kept readily available on board for manifold connection. 6. All bolts are used for flanged connections. Only one gasket should be used each time the connection is made.

24 Page Page 24 of All bolts must have at least 3threads visible after the nut is fully tightened. 8. As far as possible, use of flexible hoses on manifold as jumpers is to be avoided in order to prevent any leak / spill of the cargo. When absolutely necessary to use flexible hoses, such hoses should be properly supported and tested by air / nitrogen pressure for leakage prior cargo operations. 9. After completion of cargo operation,nitrogen or compressed air should be used to displace products in cargo hoses or loading arms whenever possible. 10. After disconnection, cargo hoses must be secured using blank flange and connected using all nut / bolts. 11. All cargo hoses belonging to the vessel must be cleaned and gas freed before stowing Line Flushing For certain sensitive cargoes the cargo line may be flushed in to slop drums prior line samples are taken. Care should be taken to flush one line at a time. Surveyors should be consulted to confirm the method and necessary quantity for line flushing, sampling method and positions. An agreement must be reached on the cargo quantity required for flushing and whether such flushing is to be stopped by ship s order or by shore order. The drums of slopped product and the cargo collected during the line flushing should be landed back to the terminal. An agreement should be made with the terminal during the pre transfer meeting to this effect Line Draining / Clearing Line clearing is required to be carried out: 1. On completion of loading (each line system). 2. After any cargo transfer (from tank to tank). 3. After cargo recirculation operation. 4. After part discharge from any tank(s). 5. On completion of discharging each line system must be cleared. 6. After stops in the cargo handling which may cause line solidification. On completion of loading, the ships cargo deck lines should be blown back into appropriate cargo tanks to ensure that thermal expansion of the contents of the line can not cause leakage or distortions. The hoses or arms and perhaps a part of the pipeline system between the shore valve and the ships manifold are also usually drained in to the ships tanks. Sufficient ullage must be left in the final tanks to accept the

25 Page Page 25 of 46 draining of the hoses or arms and ship or shore lines. On completion of discharge ship s cargo lines should be blown ashore. When draining is complete and before hoses or arms are disconnected, ships manifold valves and shore valves should be shut and the drain cocks at the vessel s manifold should be opened to drain in to fixed drain tanks or portable drip trays (except for toxic / incompatible cargoes). Cargo manifolds and arms or hoses should be securely blanked after being disconnected and prior lowering to the terminal. The contents of portable or fixed drip trays should be transferred to a slop tank or other safe receptacle and later disposed in accordance with applicable MARPOL requirement with relevant entry in Cargo Record Book under Code K Precautions when Tanks are Close to 98% Full When lines are being drained into a tank which is close to 98% full extra care should be exercised to ensure that overflow does not take place. In particular following precautions should be taken: 1. Confirm the quantity that is contained in the line and ascertain that tank has sufficient ullage to take the quantity without reaching 98%. 2. Man standby at manifold to close the valve if required. 3. An officer monitoring the High Level / Overfill Alarm and Remote Ullages. 4. Proper communication between ship / shore. 5. Draining should be done under gravity as far as possible to avoid excessive pressure / volume. 6. This operation should not be done when carrying out other critical operations such as topping off tanks, stripping, connection / disconnection, etc. Note: If vessel does not have sufficient ullage to safely take the drained quantity, then lines should be blown back to shore Procedure for Clearing of Shore Hoses And Ship s Cargo Pipe Lines Effective clearing of lines after transfer of cargo is an essential process. Lines if cleared effectively this will prevent cases of loss of primary containment, subsequent contamination of the cargo remaining in the lines, Freezing of line for solidifying cargoes and damage of valves, seat and pipelines due to expansion

26 Page Page 26 of 46 or contraction of cargo remaining in the line post cargo transfer. Clearing of lines can be carried out with the use of Compressed air or Nitrogen. The operation should be controlled and supervised by a responsible officer. While Compressed air is suitable and easily available on board the vessel however it is not a suitable medium to clear lines while handling flammable products and products which are padded with nitrogen for quality reasons and products which are sensitive to oxygen. In any case whenever compressed air or Nitrogen is used for line clearing the following precautions should be strictly observed in order to avoid the possible creation of a hazardous static electrical charge or mechanical damage to tanks and equipment: 1. The procedure to be adopted must be agreed between ship and terminal. 2. There must be adequate ullage in the reception tank. There is a risk of over flow and over pressurization when Nitrogen or compressed air is blown into a loaded tank. 3. To ensure that the amount of compressed air or nitrogen is kept to a minimum, the operation must be stopped soon as the line has been cleared. 4. The line clearing operation must be supervised by a responsible deck officer. The tank pressure should be continuously monitored. The nitrogen when received from sources ashore, this may be supplied at excessive rates. The flow must be strictly controlled to prevent overflow and over pressurization of the tanks. 5. Shore hose and ship s manifold must be blanked soon after disconnection after the transfer operation LINE BLOWING This operation is carried out while the tanks and lines are empty to verify that the lines are free of water and debris after tank cleaning and gas freeing. On some occasions this operation is carried out using live steam to dry out and clean the line. 1. Care should be taken while line blowing with air, nitrogen or steam since it may cause excessive tank pressure and hence tank openings are to be kept open. 2. Lines are first blown out on deck through the drain pipe before it is blown into the tank. 3. All concerned persons should wear appropriate PPE.

27 Page Page 27 of The supply line should be crack opened and checked for pressure. For ships fitted with compressed air / nitrogen reservoir, drain the condensate and confirm the availability of adequate pressure in the reservoir tank. 5. One person should standby at tank valves and another person should control supply inlet near manifold. 6. Line blowing should be carried out in a way that tanks and lines to be blown are carried out one by one. 7. Secure all valves after completion of line blowing Procedures for Line Blow Through Operation (With Pig) When carrying out Line blow through operation with pig, in addition to all precautions described in above section, the following precautions are to be followed: A. The system should be designed so that the pig seals in the line during the operation and in the trap once the operation is complete. A restrictive orifice sized to cargo venting capacity may also be used. Sensors and alarms may be installed to detect blow by and pig disintegration. Sight glasses and operator monitoring personnel improve the ability of detecting problems in line clearing operations. Procedures must be in place to insure the correct pig (type and size) is used. B. The pig should be introduced at the pig launcher. Care must be taken to ensure that the pig is properly positioned in the launcher. The pressure should be equalized between the line and the pig launcher. C. The vessel should open its manifold valve part way. Compressed gas should be introduced into the launcher, behind the pig, to begin moving the pig through the line. Personnel should monitor the flow of cargo and the movement of the pig throughout the operation and communicate this information to each other. Once the pig enters the pig trap, the shore valve and vessel manifold valve should be closed immediately. The line and hoses from shore to vessel manifold should then be cleared directly as described previously SHIP TO SHIP (STS) TRANSFER OPERATION Ship to Ship transfer is to be carried out in accordance with approved STS Plan of the ship. Refer to STS Transfer Checklist for associated precautions.

28 Page Page 28 of 46 In addition below is a guideline for Chemical tankers engaged in ship to ship transfer. The ship to ship (STS) transfer of cargoes carried on chemical tankers is a frequent operation. The guidance covers cargo transfer operations in open waters and roadsteads, either between two chemical carriers, or between a chemical carrier and barges. It is not intended to cover discharge to a barge from a chemical carrier already at a terminal, because that is considered to be normal cargo handling under the supervision and control of the port or terminal authorities. Below guide provides advice about special equipment necessary, and preparation of contingency plans for dealing with emergencies. In general, observance of the procedures followed when handling cargo alongside a terminal will ensure safe ship to ship transfers. However, an important additional task is careful pre-planning of the operation, noting instances where shore provision of materials or labour for handling equipment is normal terminal practice, and identifying on board or external sources of material or personnel to perform those duties during the ship to ship operation. Responsibility In general, it is the responsibility of the ships' operators and agents to obtain any permission necessary for a ship to ship transfer operation, especially if the transfer area is within the jurisdiction of a port authority. The general principles of a transfer, the area in which the transfer will take place, and the compatibility of the ships should follow the advice in the STS Guide, with safety always the primary consideration. Ship operators or the local agent should advise a master about documentation requirements, especially customs documentation, well in advance of the transfer. It is normal for the quantity transferred to be agreed between masters of both ships in accordance with operator's instructions. When preparing for a ship to ship transfer the two masters involved should agree at the earliest opportunity on every aspect of the transfer procedure, and agree which person will be in overall advisory control of the operation (this may be one of them or an experienced STS superintendent). At all times, however, each master will remain fully responsible for the safety of his own ship, its crew and its cargo, and must not permit safety to be jeopardised.

29 Page Page 29 of 46 Communications The STS Guide gives advice on establishing communications at the earliest opportunity, and provides an example of an initial voyage instruction. Satisfactory communication between the two ships involved is an essential requirement for a successful ship to ship transfer operation. Neither approach and mooring, nor unmooring, should be attempted until satisfactory communications are established, and if during cargo operations there is a breakdown of communications on either ship, all operations should be suspended until they are satisfactorily restored. Navigational warnings The person with overall advisory control should arrange for broadcast of a navigational warning about the transfer, as described in the STS Guide, and should arrange for its cancellation on completion of the operation. Weather conditions and limitation It is impracticable to lay down the limits of weather conditions under which STS transfer operations can safely be carried out. All available weather forecasts for the area should be obtained before the operation begins. Thus any decision to proceed will be taken in the light of best available knowledge. Pre-transfer preparations on each ship Preparations on each ship in readiness for the operation, the approach of the ships to each other, berthing and mooring of the ships and safety procedures when alongside, are all well described in the STS Guide. When preparing cargo loading and discharging plans, due regard should be given to ensuring that adequate stability is maintained, hull stresses remain within sea-going limits, and that free surface effects are kept to a minimum throughout. Remember that normal shore resources will not be available and that prior assessment will help to avoid incorrect decisions that could compound an emergency and increase the peril for one or both ships. The cargo operation should be planned and agreed between the two ships, and should include information on the following, where applicable: 1. Quantity of each grade of cargo to be transferred, and the sequence of grades.

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