Approved General Manager

OIL TANKER MANUAL Date 19.10.2022

Chapter 4.2
Revision 4
Page 1 of 5

4.2 CARGO PLANNING

4.2.1 General

This procedure shall give guidance for planning Oil cargo operations to the crew. Planning of loading / discharging
cargo operations following shall be complied with;

- ISGOTT
- P & A manual
- Ship operation manual
- Ship stability booklet
- Ship damage stability booklet
- MSDS
- IMDG code , supplement EmS Fire, EmS Spill, MFAG

The ship’s Master and responsible officers should well understand above guidelines, in order to perform a stowage
plan in line with all rules and regulations and company requirements.

The stowage plan shall be sent to company as initial and final for each voyage. Initial stowage plans to be
approved by the company operations department.

4.2.2 Guidelines for Cargo Planning

1. Check MSDS for requirement for heating, density etc.

Addition to the MSDS check the MSC 150(77) and MSC 1905 for the cargo including benzene
(See the Appendix-I for MASC 150(77) and MSC 1905)

2. Volatile products should not be put into bulkhead contact with heated cargoes in order to avoid
unnecessary evaporation losses.

3. Consult the cargo trim and stability book. There may be restrictions with regard to cargo
distribution and stability.

4. When one and the same pipe has to be used for several consecutive products: start with the
lighter products, going on to more viscous ones .

5. Load vessel so that positive trim is ensured during discharge, preferably without filling ballast in
Cargo tanks, particularly not in port. Try to find out the receiver’s desired sequence of discharge. Keep an
eye on hogging / sagging.

6. Maximum permitted density for the cargo shall be considered

7. Maximum alowable cargo temperature shall be considered.

8. Thermal expansion of cargo shall be considered. In any stage of the voyage, during loading,
voyage and discharging , cargo level shall not reached to the overflow alarms level (overflow alarms shall
not be activated) due to thermal expansion of the cargo.

For the thermal expansion followings shall be taken in to the consideration;

a) Heated cargo effect in the adjacent tanks

b) Heating instruction of the cargo
c) Seasonal changes (changes of seawater temperature (also special streams such as gulf streams),
air temperature and sun effect).

When the cargo level calculation done for each tank ;

a) Cargo tanks might be affected from seawater temperature directly.
 Approved General Manager
OIL TANKER MANUAL Date 19.10.2022
Chapter 4.2
Revision 4
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So highest seawater temperature on the voyage should be checked from the Routing Charts and sailing
directions. Cargo tank temperatures shall increase till the reach equal temperature of seawater.

b) The deck tanks, (deck slop tanks ), are basicly under sun effect/air temperature.In the hot
climates, where deck tank exposure to the excessive sunbath, the cargo temperature shall be increased
rapidly. Sunbath effect should be taken in to consideration and should be loaded accordingly.

9. Where the voyage fixed to the excessive sunbath area, loading of cargoes, high volitile and high
vapour pressure cargoes, to the deck tanks shall be avoided.

10. Check maximum loading rate using VECS manual, considering vapour density. Always take in to
consideration maximum loading and discharge rate for each tank.

On vessels equipped with Inert Gas systems, it is DSM policy to maintain all cargo tanks in a fully inerted
condition with the oxygen content of the tanks not more than 8% by volume when carrying Petroleum
Products having a flashpoint 60ºC or less. However, when cargoes with a flashpoint exceeding 60ºC are
carried at a cargo temperature less than 10ºC higher than their flashpoint, the tanks should be maintained
in an inert condition because of the danger that a flammable condition may occur.

4.2.2 Load Line Zones and Load Line Seasons

The Chief Officer must know exactly what draft is the limiting draft when loading at and departing any given port.
The route of the ship to the next port, the season of the year and the salinity of the water in the port shall be
considered when determining the limiting draft. In case a vessel is loading to maximum practicable deadweight,
Chief Officer must establish the Load Line zone that will limit the deadweight of the vessel during the voyage, and
accordingly pre-calculate cargo quantity loadable.

Load line zones are subject to change with vessel’s lenght as below and seasons (with a date frame)
Vessel’s length must be considered when checking seasonal areas

• ships length over 100 m

• ships length less than 100 m

4.2.3 Cargo Operation Plan (Loading Discharging Standing Orders)

1. Loading discharging plan (2902) MUST be prepared prior carrying out cargo transfer operations.

2. Loading discharging plan must be discussed with all concerned crew members for their understanding
and compliance. All crew in charge of operation must be brified for planned operation and they should
sign plan.

3. In case of any diversion in the loading discharging plan, such as before operation during ship shore
conference, Cargo transfer operation should not be carried out unless the new Cargo operation plan is
prepared and discussed with the concerned crew members

4. The Cargo Transfer Operation MUST strictly adhere to the Loading discharging plan stage by stage.

4.2.4 Loading Computer Test

The loading computers shall be tested at least every three months, against class-approved test data to ensure
operational accuracy and records are maintained.

In case of any failure the company shall be informed immediately.

During annual class audits, loading computers accuracy shall be verified by the class society.

4.2.5 Stability and Damage Stability

 Approved General Manager
OIL TANKER MANUAL Date 19.10.2022
Chapter 4.2
Revision 4
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As per intact stability criteria IMO Resolution A.749(18) following criterias shall be met at all times in the vessel.

Stability and stress calculation shall be carried out as per sea condition criteria both in port and at sea.
In the case of vessel does not meet sea condition criteria in port, vessel subject to company confirmation to make
calculation as per harbour condition.
In the case of any failure of the below criteria, vessel cannot sail from the port. All these criterias are calculated on
loading computer. The results shall be strictly monitored, reviewed by the Master in order to be sure fully
compliance of below criteria.

Damage stability is completely different from the intact stability. Damage stability is if the vessel still in positive GZ
( positive righting lever) under certain conditions.

As per damage stability manuals(ship specific) , the vessel divided into several compartments ( these are
grouped and called as case according to Damage Stability Manual. Example: Case 1. DBT 1S & DBT 2S
damage). Damage stability calculates for each case (if the vessel has structural damage) if the vessel still positive
GZ or not.

Based on above explanation,

- 1. Damage stability shall be calculated for each departure condition, including after bunkering or at the end
of any ballast exchange operation with current condition of vessel.
- 2. Damage stability summary shall be signed by the Master and all deck officers.
- 3. In the summary, if all case resulted with “pass” or “satisfactory” or “ok” this means that in all cases,
vessel shall have still positive GZ. So vessel shall not capsize, in case of any damage from the defined
case.
- 4. In the summary, if some of the cases resulted with “failed” or similar, this means if the vessel takes
damage from that case, vessel shall loose stability (negative GZ) and capsized.

The damage stability calculation SHALL BE RESULTED WITH SATISFACTORY or PASS or similar positive
conclusion.

Otherwise VESSEL SHALL NOT SAIL with ANY NEGATIVE RESULT:

The MASTER shall ensure that final damage stability calculations comply with above criteria.

The vessel cannot sail either she does not fully comply with intact or damage stability criteria
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OIL TANKER MANUAL Date 19.10.2022
Chapter 4.2
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4.2.6 Sloshing and Free Surface Effect

The main problem likely to be encountered is the effect on the transverse metacentric height of liquid free surface
in the cargo and double hull ballast tanks.
Depending upon the design, type and number of these tanks, the free surface effect could result in the transverse
metacentric height being significantly reduced. The situation will be most severe in the case of a combination of
wide cargo tanks with no centreline bulkhead, and ballast tanks also having no centreline bulkhead (‘U’ tanks).
The most critical stages of any operation will be while filling the double bottom ballast tanks during discharge of
cargo, and emptying the tanks during loading of cargo. If sufficient cargo tanks and ballast tanks are slack
simultaneously, the overall free surface effect could well be sufficient to reduce the transverse metacentric height
to a point at which the transverse stability of the ship may be threatened. This could result in the ship suddenly
developing a severe list. A large free surface area is especially likely to threaten stability at greater soundings
(innages), with associated high vertical centre of gravity.
In the U shape tanks, if cargo tanks partly loaded due to free surface effect, especially cargoes with heavy density,
vessel may face with structural damage due to sloshing effect.
Loading manual to be reviewed for if there is any restriction for sloshing effect.

4.2.7 Procedure for Restoring Stability in case of unstable conditions

If in case of unstable conditions developed during any cargo operations, the vessel should complied with this
procedures as follows:

1. All operation (cargo, ballast, bunker) must be ceased immediately, it is prudent to disconnect the loading
arms or hoses
2. The Master and chief officer should be immediately called
3. A plan should be prepared for restoring positive stability. If the ship is at a terminal, this plan should be
agreed by the terminal representative
The specific action required to restore stability will be determined by the ship’s detailed stability information
in relation to a particular condition.
In general, the following principles apply:
- The vertical centre of the gravity must be lowered in the most effective way.
- Where slack double bottom tanks exist, these should be filled (pressed up), starting with those on the low
side, followed by those on the high side.
- No attempt should be made to correct a list by filling compartments on the high side as this is likely to
result in a violent change of list to the opposite side.
- If the pressing up of slack double bottom tanks is insufficient to regain stability, it may be necessary to
consider filling empty double bottom ballast tanks. It must be recognized that this will initially result in a
further loss of stability caused by the additional free surface effect. However, this will soon be
corrected by the effect of the added mass below the ship’s original centre of gravity.
- The restraint provided by moorings should be considered. To attempt to control a list by adjusting
mooring ropes’ tension could be dangerous and is therefore not recommended.

On completion of loading, the number of slack holds should be at a minimum and, in any event, not more
than that specified in the stability information book

4. All ship’s stresses should be calculated accordingly

5. All lines, valves, expansions, flanges, connections for previous operation (before ceased ops.) should be
checked
6. Operation department will be informed and consulted (If necessary),
 Approved General Manager
OIL TANKER MANUAL Date 19.10.2022
Chapter 4.2
Revision 4
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On completion of loading, the number of slack tanks should be at a minimum and, in any event, not more than that
specified in the stability information book.
4.2.1 Blending
Prohibition of physical blending during sea voyages:
SOLAS defines physical blending as “the process whereby the ship's cargo pumps and pipelines are used to
internally circulate two or more different cargoes with the intent to achieve a cargo with a new product
designation“.
Blending of bulk liquid cargoes and production processes during sea voyages is prohibited.
This prohibition does not preclude the master from undertaking cargo transfers for the safety of the ship or
protection of the marine environment.
Prohibition of the blending of cargoes does not apply where cargo is recirculated within its cargo tank or through
an external heat exchanger during the voyage for the purpose of maintaining cargo homogeneity or temperature
control, including when two or more different products have previously been loaded into the same cargo tank
within port limits.
Blending operations in port:
Blending operations would be permitted on board when conducted in port or while moored, for example, where it is
presupposed that safer conditions would exist and additional spill response equipment would be readily available.
Before Blending operations Master must ensure that below items complied with;
1- Company to be informed and permission provided,
2- Clear instruction to be obtained from charterer,
3- Blending operation shall not be started unless, Cargoes MSDS and new cargo MSDS to be provided by
the shipper before cargo operation,
4- MSDS for cargoes reviewed and dangers shared with crew.
5- P & I to be notified, LOI to be obtained before blending operation,
6- Cargo tank coating resist list to be checked and be sure that there is no any reaction to be occurred,
7- Operational risks to be evaluated and RAS to be issued by master,