Chapter 2

Start of Loading Work

Procedure for starting loading work
Loading of cargo should be performed according to the procedure described below.

1. Inspections and checks before start of loading work (P.2-2)

Perform the inspections and checks mentioned below before starting the loading work.
a) Preparations and inspections have been performed according to CHECK LISTs.
b) Information related to cargo handling has been clearly displayed on the CCR console.
c) Instructions related to implementing cargo handling work have been given to the officer of the
watch by the Chief Officer.

2. Preparations before start of loading work (P.2-3 to P.2-4)

Make the preparations given below before the start of loading work.
a) Valve lineup
b) Open the vent riser valve.

3. Start of loading work (P.2-5 to P.2-8)

Open all valves of the tanks scheduled to be loaded at the start of loading work. To facilitate the
checking of inflow of oil when two or more tanks are to be loaded, the loading of only one tank should
be started. After loading has started and after confirming that the cargo oil has passed through the lines
being used and has flowed into the tank scheduled to be loaded, raise the loading rate gradually
considering the permissible flow rate in the pipeline. (Rate increased)

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1.

Inspections and checks before start of loading work

1.1

Inspections and preparations before start of loading work

The Chief Officer should confirm that the necessary preparations and inspections before start of
loading work have been performed according to the CHECK LIST FOR CRUDE OIL TANKER
(NO.1) (A ).
(Refer to "4. Preparatory work for entering port / loading cargo " on P1-22 of the "Loading Section.")
Checks as per Ship shore safety check list

1.2

Items to be checked

Confirm the items below before the start of loading work and ensure safety of the cargo handling work.
1) Tanks other than the tanks to be loaded have been identified clearly using sealing tape or by other
means.
2) The target ullage of the tanks is clearly indicated in accordance with the Cargo Stowage Plan.
3) Clear-cut instructions related to the cargo handling procedure have been given to the officer of the
watch.

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Preparations before start of loading work

2.1

Valve lineup

Click here to view video 054.mp4

Valve lineup for loading basically refers to checking valves and ensuring "zero start." After the check
for dryness is completed (refer to "6. Checking the dryness before loading" on P1-26 of the "Loading
Section"), start the valve lineup on the ship side excluding gate valves, with the approval of the
Loading Master.
Start the valve lineup for loading work according to the procedure given below.
1) Testing the valve operation
Perform the opening/closing test of valves before loading cargo in the lines and tanks scheduled to
To test the valve operation, the valve should be opened or closed for two or three times. This ensures that the
valve is working smoothly. The valve opening/closing test is to be performed during the valve lineup,
therefore no substantial loss in time occurs when performing this test.
The test for valve operation is performed when the ship is underway and the operating condition is confirmed.
However, during valve lineup before the loading work, mistakes in the instructions for opening valves may be
found or other abnormalities may be discovered, therefore this measure is very effective in preventing
problems.

be loaded.
2) Work for canceling measures for the liquid-sealed condition (Refer to "Fig. L-2-1 Line Diagram"
on P2-40 and "Fig. L-2-2 Line Diagram" on P2-41 in the "Documents Section.)
The work for canceling the measures for the liquid-sealed condition includes the closing of
all valves mentioned below.

Crossover gas intake valve

V388,V389

Close

Manifold inner drip valve

V354,V356,V358,V360,V353,V355,V357,V359

Close

Manifold master drip valve

V362,V361

Close

Manifold outer drip valve

V342,V344,V346,V348,V341,V343,V345,V347

Close

Crossover valve

V331,V332,V333

Close

Direct filling valve

V311,V312,V313

Close

Deck master valve

V321,V322,V323

Close

Line segregation valve

V281,V282,V283,V284,V285,V286

Close

MARPOL line valve

V352,V351

Close

Stripper pump discharge line V166, V167, V183

Close

COW line gas intake valve V M-3,V703

Close

COW line drain valve

V M-38,V738

Close

Other valves that are open

Equalizer valves and others

Close

3) Valve lineup for loading work

Confirm that all valves except the IG branch valves are closed (zero start), and perform the valve
lineup of loading lines on the ship side (excluding the gate valve).
Perform valve lineup carefully in accordance with the line diagrams prepared beforehand. During
the valve opening/closing operation, always perform the operation while calling out aloud the
instructions and re-confirming the actions in the presence of several persons.
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If the ship is to be loaded at two or more ports, confirm that the valves to the tanks that have been
loaded are fully closed and then open the valves to the empty tanks to be loaded.
Use sealing tape on important valves to effectively prevent contamination of oil.
4) Communications with the Loading Master
When valve lineup (excluding lineup of gate valves) is completed, notify the Loading Master.
5) Opening the gate valves
Open the gate valves after discussion with the Loading Master.

2.2

Opening the vent riser valve.

Click here to view video 055.mp4

The vent riser valve is generally opened before opening the gate valve.
However, consider the items below when deciding the timing for opening the vent riser valve.
In principle, the vent riser valve should be fully opened and used. It should not be opened halfway
during the loading work.
1) Tank pressure before entering port
At the first loading port, time is required for reducing the tank pressure. Also, when checking the
dryness of the tank, if the tank pressure is high, gas leakage of MMC is considerable. Therefore,
the tank pressure should be adjusted (3 kPa; about 300 mmAq) before the ship enters port.
2) Loading rate and timing for opening the vent riser valve
The maximum flow rate that can be received by the ship is mentioned in the blueprints supplied
by the shipbuilder. In case of Takasago Maru, this figure is 21,000 m3/h. Generally, the receiving
capacity is greater than 20,000 m3/h. Thus, if the loading rate is 10,000 m3/h (about 62,900
BBLS/h), no problems are likely to occur even if the gate valve is opened since this value is only
half the actual capacity. However, if the loading is to be performed at a rate close to the maximum
receiving flow rate of the ship, the vent riser valve should be opened beforehand and the tank
In very rare cases, the ship after berthing may be shifted to a different berth when loading equipment is found
to be defective. Therefore, the tank pressure should not be released immediately after the ship is berthed.

pressure should be made approximately equal to the atmospheric pressure.

The vent riser valve is generally opened before the start of the loading work.
3) Measures to ensure that the vent riser valve is always opened
Since various tasks are performed simultaneously before the start of loading work, there may be
some confusion. To ensure that the crew member does not forget to open the vent riser valve, a
warning sign such as "OPEN VENT?" may be put up on the front panel of the CCR console as a
preventive measure.
4) Loading of crude oil containing high hydrogen sulfide content (toxic gas)
Some terminals may give instructions on the operation of the vent riser valve based on the
weather conditions when crude oil containing high hydrogen sulfide content (toxic gas) is to be
loaded on the ship. The instructions include safety measures for avoiding accumulation of toxic
gas on the deck. In these cases, safety measures should be formulated in accordance with the
terminal regulations.
In such cases, instructions are generally given to ensure that pressure builds up to a specific level
and then to release the gas all at once rather than releasing it to the atmosphere at a constant
pressure. This operation is similar to that of operating the high velocity vent manually. Special
care needs to be taken when loading under such circumstances. The system for monitoring the
tank pressure should be enhanced so as to prevent activation of the breather valve and the P/V
breaker.
5) When the vent riser valve is open and the tank pressure is high, rain water that has accumulated in
the vent riser may spray out. Sometimes, oil may be mixed in this rain water. Therefore, the valve
should be cracked open initially, care should be taken to confirm that oily water does not spray
out, and then the valve should be gradually opened so that it is fully open. If oily water is
anticipated to spray out, the valve should be throttled until none sprays out and the tank pressure
should be released gradually even if considerable time is taken for this operation.
(If drains are provided in vent riser , shall be used to drain any accumulated water)
(Refer to "1. Inspection and maintenance of vent riser" on P4-3 of the "Navigation Section.")
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3.

Start of loading work

3.1

Operations and checks at the start of the loading work

Click here to view video 057.mp4

3.1.1 Checking the inflow after all tank valves have been fully opened
1) Checking the valves of tanks scheduled to be loaded (refer to "Fig. L-2-3 Line Diagram" on
P2-42 of the "Documents Section.")
After confirming that all the valves of the tanks to be loaded are open, start the loading work at the
In the past, accidents such as damage/deformation of the dresser joint in the tank have occurred because of
excessive pressure attributed to a pressure surge when loading was started by opening the tank valve of only
one tank for facilitating the check of inflow of oil.
Although oil flows due to gravity or at a very slow rate at the start of the loading work, one should always be
on guard. Oil naturally flows into a tank that is easy to flow into and which offers lesser resistance to flow.
When the bell mouth is hidden, resistance increases and it becomes easy for the oil to flow into some other
tank. Thus, the loss of time incurred for checking the inflow can be neglected.

initial loading rate (minimum rate) confirmed at the meeting before the start of the loading work.
* About safety measures immediately after loading cargo
Although there are various concepts about the number of valves in the receiving tanks at the start of
loading, it should be understood that in principle, the terminal is basically in charge of the pump
operation.
Although the initial loading rate has been confirmed at the meeting before the loading work, adequate
care should be taken to ensure safety immediately after the start of the loading work assuming that
"there may be an error in the operation" at the terminal.
If the valves of all tanks to be loaded are opened, impurities such as moisture is not restricted to a
single tank but become dispersed in all the tanks. However, the method of starting the cargo handling
operation by opening the valves of all the tanks should be adopted giving priority to safety during the
initial loading operation.
1) Monitoring the shore connection
Always confirm that oil passes through the manifold immediately after loading has started.
There is a grave danger of oil leakage to occur at the Chiksan arm or at the hose connection
immediately after the start of loading work, therefore careful monitoring is necessary. Monitoring
of vibrations is necessary, in addition to monitoring of oil leakage.
2) Checking the inflow
Check that oil has passed through the piping system to be used and has entered the tank to be loaded.
3) Inflow check and trim effects
Except for the slop tank and some other tanks, the float gauge is installed close to the aft bulkhead
of all tanks generally. Therefore, when the ship is trimmed by stern, the inflow of cargo oil can be
checked with comparative ease. However, if the ship is on even keel, the check is more difficult
and takes comparatively more time.
4) Monitoring oil leaks
When loading starts, continue monitoring oil leaks in all the pipelines generally. Increase the
loading rate if no abnormality is detected.
A very small oil leak in the manifold connection can be corrected by additional tightening. Oil
leak can easily occur if maintenance of the terminal equipment is inadequate or if the equipment
has deteriorated due to aging.
After notifying the Loading Master, the loading should be stopped and measures should be taken
such as connections should be re-done and packing renewed. In the worst case, the defective
Chiksan arm or the defective hose should not be used. Loading may be continued without
replacement, but in such a case, the documents mentioned in "3.2.2 Documents to be prepared" on
P2-8 of the "Loading Section" should be prepared. If the cargo handling work is anticipated to be
delayed, the delay should be reported immediately according to the method pointed out by the
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charterer and the shipowner.

5) Increasing the rate
Before increasing the rate to the scheduled loading rate, re-confirm that the valves in all the tanks
to be loaded are fully open. Then, gradually increase the loading rate considering the permissible
flow rate in the piping (6 m/sec.).
3.1.2 If confirmation of flow into all the tanks is difficult when all tank valves are fully open

Click here to view video 058.mp4

Even if loading is started with all the valves of the tank to be loaded fully open, if the confirmation of
flow into all the tanks is difficult, then the cargo handling start operation should be implemented
Assumed conditions:
Number of tanks to be loaded: 6 tanks
Maximum receiving rate per tank: 30,000 Bbls/h
Rate at the start of loading: 20,000 Bbls/h
Maximum loading rate: 60,000 Bbls/h

according to the procedure given below.

1) Fully open all the valves of the tanks (6 tanks) to be loaded before starting the loading work.
2) Start at the loading start rate and confirm that oil passes through the manifold. Confirm that the
loading rate immediately after the start of the loading operation, is not abnormal.
3) Confirm the flow of oil into two more tanks in this condition.
4) While maintaining the loading rate, slowly throttle and adjust the valves of the tanks in which the
inflow of oil has been confirmed. In this case, the valve may be kept open by 20 to 30% without
fully closing it.
5) While confirming the flow of oil into the other tanks (4 tanks), open an appropriate number valves
so that the loading rate is maintained (fully open valves of two more tanks) and then confirm the
flow of oil into all the six tanks.
6) After confirming the inflow of oil, fully open all the valves of the tanks (6 tanks) to be loaded.
7) Confirm that all the valves of the tanks to be loaded are fully open.
8) Raise the rate stepwise to the planned loading rate as decided in the discussions.
9) If there is no abnormality at each step, increase the rate to the planned loading rate (60,000 Bbls/h).

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3.2.

Measures against oil leakage

3.2.1 Emergency response

If an oil leak occurs, adopt emergency measures in accordance with the SMS manual "Emergency
Casualty Response - Oil Spill."
The main items in the response procedure during the loading operation are as given below.
1) Reporting oil spill and emergency measures
a) Report on the discovery of oil spill
The crew member who has discovered the oil spill on the ship or from the ship to outside the
ship should report immediately to the officer of the watch and the work supervisor concerned
with oil spills. The officer of the watch should immediately report to the Master.
b) If the accident occurs when cargo handling is in progress on the tanker
Upon receiving the report on the oil spill, the officer of the cargo handling watch should
immediately take the measures given below.
(1) Notify the terminal immediately to stop delivery of oil.
(2) Close all the manifold valves.
(3) If the ballasting work is in progress, immediately stop the ballasting work and close the
relevant valves.
(4) Notify the engineer of the watch.
(5) If oil has spilled on the deck, confirm that the deck scuppers are closed, and take
measures such as opening of surface valves, recovery using air pump, etc., and ensure
that oil does not spill overboard.
2) List of tasks at oil pollution prevention stations
a) Measures to prevent oil spill and mitigate pollution
The Master should order the person in charge of the site to perform the necessary tasks from the
tasks mentioned below and should strive to prevent further outflow of oil and to mitigate the
damage.
Measures for preventing oil spill and mitigating damage should give priority to preventing
contamination or cargo oil and considerations on maintaining the quality of the cargo.
b) Oil spill from the pipeline
Reduce the pressure of oil in the relevant pipelines, and use gravity or a pump to shift the oil
remaining in the pipelines to the tank.
c) Overflow of tank
(1) Immediately shift the oil that has overflowed from the tank to another tank that has
reserve capacity.
(2) If there are no tanks with reserve capacity, transfer the oil to shore tanks.
d) Oil leakage from the hull
Adopt the measures given below considering oil will flow out until the pressure in the oil tank
equalizes with the sea water pressure on the hull at the holed location.
(1) Transfer immediately the oil remaining in the damaged tank to another tank with reserve
capacity so that the oil level reduces.
(2) If the tank with the oil leak cannot be identified, reduce the level of oil in all the tanks in
the vicinity of the leak. At this stage, carefully study the hull strength and the stability
of the ship.
(3) If an oil leak is anticipated from a location below the sea water surface, close and seal
openings on the upper deck of the relevant tanks and inhibit oil outflow.
Take adequate care when you implement this measure since the tank pressure may become
negative and cause a dent in the tank.

(4) Realize conditions for effectively preventing oil spill by adjusting ballast or by other
means.
(5) Reduce the inert gas pressure over all the cargo tanks and lines in the tanker to the
minimum positive pressure.
3) Report the leak/spill to:
a) Harbor master and person in charge of the terminal (if within the port premises)
b) Management company (SI)
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c) P & I Club
d) Other organizations specified by the Company
(Refer to "List of Addresses" attached to the "Oil Spill Response Procedures.")
4) Response when oil spill other than from the ship is detected
Regardless of whether the ship is underway or at anchorage, if a spill is detected from another ship,
the Master should adopt the measures given below to safeguard the ship's interests and to ensure
that his ship is not responsible for the spill.
a) Report the facts to the Company.
b) If the volume of the oil spill is large, report to the Harbor Master or the Maritime Safety
Organization.
c) If possible, retrieve samples of the spilled oil.
d) Check and record the names of ships in the vicinity.
e) If necessary, prepare the Statement of Fact and Letter of Protest.
f) Notify the P&I representative.
3.2.2 Documents to be prepared
If the cargo handling operation is delayed, the charterer and the shipowner should be notified
immediately. The ship should prepare the documents mentioned below and take the signatures of the
terminal's representative and the agent. If signatures cannot be taken, the ship should send a telex under
instructions of the charterer or the shipowner.
1) Remarks of the Time Sheet
2) Statement of Fact
3) Letter of Protest (including Slow Loading)
4) Letter of Protest by Telex

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Line Diagram

Title

Page

L-2-1

Valve lineup (1/2)

2-10

L-2-2

Valve lineup (2/2)

2-11

L-2-3

Confirmation of the inflow

2-12

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