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Joint Agreement On Readiness To Discharge

The document outlines procedures for safely discharging cargo from a tanker. It states that the responsible officer and terminal representative must agree the vessel and terminal are ready before starting. It provides guidance on operating pumps and valves to avoid vibration, monitoring discharge rates, checking for leaks, and closing tanks are properly vented during closed discharging operations. Precautions like illuminating water around the ship at night and avoiding overflow in receiving tanks are also described.

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Olink Achmad Kafaillah
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95 views2 pages

Joint Agreement On Readiness To Discharge

The document outlines procedures for safely discharging cargo from a tanker. It states that the responsible officer and terminal representative must agree the vessel and terminal are ready before starting. It provides guidance on operating pumps and valves to avoid vibration, monitoring discharge rates, checking for leaks, and closing tanks are properly vented during closed discharging operations. Precautions like illuminating water around the ship at night and avoiding overflow in receiving tanks are also described.

Uploaded by

Olink Achmad Kafaillah
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as DOCX, PDF, TXT or read online on Scribd
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Joint Agreement on Readiness to Discharge

Before starting to discharge cargo, the Responsible Officer and the Terminal Representative must
formally agree that both the tanker and the terminal are ready to do so safely

Operation of Pumps and Valves

Throughout pumping operations, no abrupt changes in the rate of flow should be made.
Reciprocating main cargo pumps can set up excessive vibration in metal loading/discharging arms
which, in turn, can cause leaks in couplers and swivel joints, and even mechanical damage to the
support structure. Where possible, such pumps should not be used. If they are, care must be taken
to select the least critical pump speed or, if more than one pump is used, a combination of pump
speeds to achieve an acceptable level of vibration. A close watch should be kept on the vibration
level throughout the cargo discharge. Centrifugal pumps should be operated at speeds that do not
cause cavitation. This effect may damage the pump and other equipment on the ship or at the
terminal.

Closed Discharging

Ships correctly operating their inert gas systems are considered to be conducting ‘closed’
discharging operations. On non-inerted ships, discharging, gauging and sampling should normally be
carried out with all ullage, sounding and sighting ports closed. Air should be admitted to the tanks by
the dedicated venting system. When cargo is being run between tanks during discharge operations,
care should be taken to ensure that vapours are vented to deck via deck apertures that are
protected by flame screens.

Where the design of the ship does not allow admittance of air via the vapour system at a sufficient
rate, air may be admitted via a sighting or ullage port, provided it is fitted with a permanent flame
screen. In this situation, the ship is no longer considered to be closed discharging

Pressurising of Cargo Tanks

When high vapour pressure petroleum (e.g. natural gasoline and certain crude oils) reaches a low
level in cargo tanks, the head of liquid is sometimes insufficient to keep cargo pumps primed. If an
inert gas system is installed, it can be used for pressurising cargo tanks in order to improve pump
performance.

Commencement of Discharge Alongside a Terminal

Shore valves must be fully open to receiving tanks before the tanker’s manifold valves are opened. If
there is a possibility that, owing to the elevation of the shore tanks above the level of the ship’s
manifold, pressure might exist in the shore line and no non-return (check) valves are fitted in the
shore line, the ship must be informed and the tanker’s manifold valves should not be opened until
an adequate pressure has been developed by the pumps. Discharge should start at a slow rate and
only be increased to the agreed rate once both parties are satisfied that the flow of oil to and from
designated tanks is confirmed.
Periodic Checks During Discharge

Throughout discharging, the ship should monitor and regularly check all full and empty tanks to
confirm that cargo is only leaving the designated cargo tanks and that there is no escape of cargo
into pumprooms or cofferdams, or through sea and overboard discharge valves. The ship should
check tank ullages at least hourly and calculate a discharge rate. Cargo figures and rates should be
compared with shore figures to identify any discrepancy. These checks should, where possible,
include the observations and recording of the shear forces, bending moments, draught and trim and
any other relevant stability requirements particular to the ship. This information should be checked
against the required discharging plan to see that all safe limits are adhered to and that the
discharging sequence can be followed, or amended, as necessary. Any discrepancies should be
immediately reported to the Responsible Officer. Any drop in pressures or any marked discrepancy
between tanker and terminal estimates of quantities could indicate pipeline or hose leaks,
particularly in submarine pipelines, and require that cargo operations be stopped until investigations
have been made. The ship should carry out frequent inspections of the cargo deck and pumproom to
check for any leaks. Overside areas should likewise be checked regularly. During darkness, where
safe and practical, the water around the ship should be illuminated.

Fluctuations in Discharge Rate

During discharge, the flow of cargo should be controlled by the tanker in accordance with the
agreement reached with the terminal. The discharge rate should not be substantially changed
without informing the terminal.

Simultaneous Ballast and Cargo Handling

If ballasting of cargo tanks is carried out simultaneously with the discharge of cargo, vapours may be
emitted from the tanks being ballasted, in which case proper precautions should be taken.

Stripping and Draining of Cargo Tanks

If, during the discharge of the main bulk of cargo, a slop tank or other selected tank is used to
receive the drainings of tanks being stripped, personnel should be alert to the fact that the ullage in
the receiving tank will be decreasing. In these circumstances, great care should be taken to avoid an
overflow and proper precautions taken in respect of any vapours emitted. As air and/or gas bubbles
in a liquid can generate static electricity, stripping pumps and eductors should be operated to avoid,
as far as possible, the entrapment of air or gas into the liquid stream.

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