CARGO MEASUREMENT &

CALCULATION
 The volume of cargo on board can be
determined by means of soundings or ullage
measurements and calibration tables (tank
tables)
 The purpose of the cargo calculations is to
convert the observed volume into weight
Calculation of trim, stability, freeboard,
shear forces, bending moments is based on
weights
 On the B/L the quantity of cargo is stated as
a weight in Metric Tons.
 When making the stowage plan a lot of
information has to be gathered, a lot of
factors have to be taken into account
 Cargo calculations are important because
they are the link between the available
space and the weight to be loaded.
 The volume of cargo on board can be
determined by means of soundings or ullage
measurements and calibration tables (tank
tables)
 The purpose of the cargo calculations is to
convert the observed volume into weight .
The purpose of gauging ship tanks is to
provide a verification of the quantity said
to have been loaded from the shore tanks
and to determine the quantity of water on
board at the conclusion of loading.
The quantity of cargo used for the bill of
lading is determined by shore tank
measurements.
 Normally, the shore tank measurements will
be witnessed by an independent petroleum
inspector and perhaps by a loss control
auditor employed by the shipper.
 Occasionally, a representative of the cargo
insurer is also present.
 While it is obvious that the seller of the
cargo would benefit by exaggerating the
quantity loaded from the shore tank, any
gross exaggeration is certain to be detected
The terminal's best chance of regular
gains on such transfers is simply to
take advantage of those measurements
where the gauger is allowed to use his
discretion.
The basic rule for shore terminal
loadings or receipts, is to 'Maximize
the opening volume ... and minimise
the closing volume.‘
The volume of cargo in the ship's tanks is
determined by measuring the distance
from the surface of the cargo to a datum
point in the cargo hatch or in a sounding
pipe.
This point is called the ullage point and
the distance is called the ullage.
Making ullaging measurements is not
difficult, but errors are frequently made,
therefore close attention and care are
essential.
Errors are normally the combined result of
three factors:
- Improper measuring technique.
- The use of non-standard or worn measuring
equipment.
- Insufficient accuracy when ullaging and
making temperature measurements.
 There are many opportunities for inaccurate measurement on the
tanker.
 The ship is floating in a liquid and filled with a liquid, a condition
likely to produce motion of the cargo surface during measurement.
 The tank hatch measurement area may be worn from years of
service and the datum point eroded.
 If the gauging tape is old, it may be elongated, or the eye between
bob and tape-end snap worn away so as to increase their overall
length.
 Measurements taken in bad weather or in darkness by personnel
who are tired will include more errors that otherwise.
 Nevertheless, it is important that as many inaccuracies as possible
be eliminated from this procedure, so that the ship's cargo
measurement will correlate properly with the shore figures and
vessel's previous loading experience.
CHECKING EQUIPMENT
Before gauging ship's tanks, all equipment
should be checked for correct performance
and measurement accuracy.
The ullage tape should be checked with a
steel rule to verify that the bob's point is the
zero point of the tape, or in some tape/bob
combinations, that the zero mark on the bob
corresponds correctly to the zero point for
the tape to which it is attached.
This check must be done for both manual
and electronic ullage tapes.
CONFIRMING DRAFT, TRIM AND
LIST

Prior to any cargo ullages being measured,

the draft should be accurately read all
around the ship and the trim and list also
determined and agreed by all parties.
More cargo measurement errors at the load
port are caused by failing to determine and
apply trim/list corrections than any other
reason.
 This failure could expose the ship to
unexplained, or 'apparent' transit losses, (or
gains), at the discharge port.
The completion of the loading operation is
usually a hectic time for the crew, as pressure
is placed on the ship to sail as soon as
possible.
Nevertheless, the chief officer should not be
persuaded to commence any cargo ullaging
until all operations that might affect the trim
or list of the vessel have been completed.
 The most accurate measurements will be when
the vessel is on an even keel with no list.
 Any deviation from this condition will require
corrections to the tank calibration table
quantities.
 Such corrections are variable in their accuracy
and are the least accurate when the cargo
surface is not contained in a 'box' shaped tank.
 Forward wing tanks and the upper hopper spaces
of OBO vessels are particularly prone to error in
their list or trim corrections.
MEASURING CARGO ULLAGE
Tanks containing static accumulator o
should not be sampled or ullaged unti
minutes after they have stopped rece
cargo. However, gauging can begin wi
first set of tanks loaded, and finish by
measuring the trim tanks last.
On non-inerted ships, or inerted ships
IGS pressure has been reduced for gau
and sampling, only one tank at a time
be opened.
Gauging should be completed first, followed
by sampling.
Synthetic lines should never be used for
lowering sampling containers or
thermometers; use cotton line for this.
Steel tapes should be earthed to the tank
hatch before the bob is placed in a tank
containing static accumulator oil.
Measurement readings should be made by
the independent inspector and recorded
by a ship's officer.
 On inerted ships, or where electronic, closed gauging
equipment is used the following procedures should be
followed:
- Lower the probe carefully into the tank by slowly
unwinding the tape. The probe must not be allowed
to descend under its own weight (as with steel tapes).
- When the audible signal indicates that the probe has
reached the liquid level it should be withdrawn
slightly and then lowered again, noting the exact
reading when the audible signal is first heard.
- Repeat withdrawing and lowering the probe until
three readings are obtained which all agree within 5
mm.
 Each tank measurement must be witnessed
by a ship's officer and a terminal
representative. The ship's officer should
record the readings for the independent
inspector and the terminal representative
should make a second copy as the reading is
told off.
 Later the two sets of readings will be
compared and any tank for which two
records do not agree must be re-measured
TEMPERATURE MEASUREMENTS
Temperature measurements should be made
with procedures and equipment conforming
as closely as possible to the
recommendations of the American Society
for Testing and Materials (ASTM) and the
American Petroleum Institute (API).
UNITS OF MEASUREMENT
Different countries will normally utilise
metric or imperial units as follows:
Metric (cubic meters):
TOV - Free water = GOV x VCF (tables
54A/54B) = GSV @ 15⁰C (cubic meters).
Imperial (barrels):
TOV - Free Water = GOV x vcf (tables 6A/6B)
= GSV @ 60 ⁰F (barrels).
METHOD OF CALCULATION

1)Ullage→“Corrected Ullage”→Gross Observed
 
Volume (G.O.V.) from tank calibration
tables.
 2) From “TABLE 54-B”, under the given Specific
Gravity/Density at 15C by the oil supplier,choose the
V.C.F. (Volume Correction Factor) with relation to
prevailing tank temperature.

For e.g.,If the Specific Gravity/Density at 15C of oil

is 0.884, and the temperature is say 26⁰ C, then
referring to ‘Table 54B’, page 212, under 884.0 (i.e.
0.884), and in line with Temp. 26 C, the Volume
Correction Factor (V.C.F.) is 0.991
Then
Gross Observed Volume (G.O.V.) x Volume
Correction Factor (V.C.F.) = Gross Standard Volume
(G.S.V.)
3) From “TABLE 56”, under the Sp.
Gr./Density at 15 ⁰C, choose the “Weight
Correction Factor” (W.C.F.) in vacuum
condition.
4) For e.g., for 0.884 (Sp. Gr./Density at 15
C), W.C.F. (in vacuum) = 0.99875
Then
Gross Stand. Vol. (G.S.V.) x W.C.F. (in
vacuum) x Sp. Gr./Density at 15C = Weight
in M.T.
Tank Obser Corrtd GOV TEMP Densit VCF GSV WCF WEIGH
ved Ullage (M3) ©C y T54B T56 T IN
Ullage (Mtrs) @15C MT
3P 4.33 4.28 168.5 26 0.8706 .991 167.0 0.99875 145.2
WORKING WITH DENSITY AT
15OC IN AIR
 1)  Observed Ullage - apply corrections - get Corrected Ullage
 2)  Observed Interface - apply corrections - get Corrected Interface
 3)  From Corrected Ullage, find Total Observed Volume TOV (in cubic
metres)
 4)  From Corrected Interface, find Volume of Water (in cubic metres)
 5)  TOV - Water = Gross Observed Volume (GOV) of Cargo (in cubic
metres)
 6)  Use Density at 15C and Observed Temperature (oC) and find
Volume Correction Factor (VCF) from Table 54
 7)  Gross Standard Volume (GSV) = GOV x VCF (cubic metres)
 8)  Weight Correction Factor (WCF) = Density at 15C in vacuum -
0.0011 (or the Density at 15C in air)
 9)  Weight in Air (Metric Ton) = GSV x WCF(Density at 15C in air)
 10) Weight in Vaccum (Metric Ton) = GSV x Density at 15C in vacuum
WORKING WITH API GRAVITY AT 60OF

 1)  Observed Ullage - apply corrections - get Corrected Ullage

 2)  Observed Interface - apply corrections - get Corrected
Interface
 3)  From Corrected Ullage, find Gross Observed Volume (in
US Barrels)
 4)  From Corrected Interface, find Volume of Water (in US
Barrels)
 5)  GOV - Water = Observed Volume of Cargo (in US Barrels)
 6)  Use API Gravity at 60F and Observed Temperature
(oF) and find Volume Correction Factor (VCF) from Table 6
 7)  Gross Standard Volume (GSV) = Observed Cargo
Volume (Barrels) x VCF (in US Barrels)
 8)  Find Weight Correction Factor (WCF) from Table 13
 9)  Weight in Air (Metric Tons) = GSV x WCF
WEIGHT IN VACUUM / AIR
 All commodities are sold by weight and this
means weight in air.
 The term « weight » in general practice has
been accepted as being the value secured
when an object is weighed in air.
DENSITY AND KG/M3 IN AIR
 Density is defined as « mass per unit volume »,
expressed in direct terms of mass and volume
(kg/m3, kg/lit).
 In simple language, density is the weight of a
unit volume of the substance, weighed in the
absence of air.
 Density varies as temperature changes and is
therefore expressed at a specific temperature
(15°C) .
 Density is sometimes referred to as « true
density » or « density in vacuum » and will
consequently give us « true mass »
DENSITY AND KG/M3 IN AIR
The conversion between true density
( vacuum) and apparent density (air) can be
carried out with table 56.
Density in Vacuum – 0.0011= Density in Air
TOTAL OBSERVED VOLUME
Total observed volume is the total measured
volume of all petroleum liquids, including
sediment and water (S&W) and free water,
measured at the observed temperature and
pressure.
It is determined by converting the observed
ullage readings to volumes using the vessel's tank
calibration tables and adjusting the volumes with
the necessary trim and list corrections.
This is for designated cargo tanks only.
The slop tanks may or may not be included, but
this must be clearly indicated in the report.
GROSS OBSERVED VOLUME
(GOV)
Gross observed volume is the total measured
volume of all petroleum liquids, including
S&W, but excluding free water, at observed
temperature and pressure.
GROSS STANDARD VOLUME
(GSV)
Gross standard volume is the total measured
volume of all petroleum liquids and S&W,
but excluding free water and corrected by
the appropriate temperature correction
factor for the observed temperature and API
gravity (or density), to a standard
temperature, 60F. (or 15C.) and also
corrected by the applicable atmospheric
pressure correction factor.
NET STANDARD VOLUME (NSV)
Net standard volume is the measured volume
of all petroleum liquids excluding S&W and
free water and corrected by the appropriate
temperature correction factor for the
observed temperature and API gravity (or
density), to a standard temperature such as
60F (or 15C and also corrected by the
applicable pressure correction factor.
The NSV is the commercially important result
of the calculation process, since it is the
basis on which the cost of the cargo of oil is
determined.
COMPARISON WITH SHORE
FIGURES
The master should issue a 'Letter of
Discrepancy' for any and all ship to shore
differences as well as any free water found
on the vessel after loading.
The vessel experience factor (VEF) is used to
compare ship and shore figures. Before an
accurate ship to shore comparison can be
made, the vessel's VEF must be determined.
VESSEL EXPERIENCE FACTOR
 A historical compilation of shore-to-
vessel or vessel-to-shore cargo quantity
differences and is used as a loss control tool
to assess the validity of quantities derived
from shore measurements.
CARGO PROTEST
 Cargo shortage dispute and operational
delays if not timely reported to management
ashore owners are liable to substantial
claims.
 As a result of lack of notification, vessel’s
P&I may not be informed in time and the
local P&I Correspondent can not be arranged
to attend the vessel in port.
 In some cases where cargo dispute has been
noted by the ship’s staff and shore authorities
have not made a protest, it may be months
before the Owner is alerted of the claim.
 Once such time has elapsed, it may be almost
impossible for the Owners to mitigate losses.
 It is therefore imperative that if any cargo
damage is discovered, or even suspected, the
Master must advise the office who shall in turn
take necessary steps to assist/ alert the Owners
 In order to ensure owners claims against
parties involved or to annul any claims
against owners the following protest are to
be issued in the English language under
certain conditions:

 Difference Protest
 Deadfreight Protest
 Temperature Protest
 Low loading or discharging Rate Protest
 Exceeding of maximum agreed quantity
DIFFERENCE PROTEST
Upon presentation of the B/L, the cargo
weight indicated in the Bill of Lading (Shore
figures) is to be compared with the ship’s
ullage measurement (Ship’s figures).
In case of any deviation of B/L weight
from the ships figures, a difference protest
is to be issued and addressed to the
Shipper.
The protest is usually signed ‘for receipt
only’.
If the Shipper is not available on board to
receive the protest, the Agent has to be
given the protest in exchange for a receipt
stating his obligation to hand it over to the
Shipper.
 When the difference Bill of Lading - Ship’s
figures in the discharge port is more than
0.5% the surveyor will usually address an
appropriate protest to the ship.
This protest should always be signed ‘For
receipt only’.
Master is not to sign any B/L which
deviates more than 0.5 % from the ships
figure without consultation with the
management office.
DEADFREIGHT PROTEST

This protest is the basis for Owners

deadfreight claim against the Charterers, in
the event that the shippers are unable to
supply the quantity nominated in the Notice
of Readiness.
It is important that the form is filled in
completely and delivered to the Shippers via
the Agent as soon as it is known that the
nominated quantity is not / will not be
loaded.
TEMPERATURE PROTEST
Cargo loading temperature or temperature
margins are agreed for cargoes requiring heating.
If the temperature deviates appreciably from
the agreed levels (usually +/- 10% of the allowed
temperature) a ‘temperature protest’ is to be
issued against the Shipper.
If the maximum temperature agreed to is
exceeded even minimum excess temperature
cannot be accepted, depending on the product
and conditions of stowage.
A ‘temperature protest’ is to be issued.
LOW LOADING OR DISCHARGING
RATE PROTEST

Depending on the total time for loading, a

suitable protest is to be directed to the Shipper
if the loading rate is much too slow.
Some charter parties do have a minimum
loading rate. In this case the operator will
inform you regarding the minimum loading rate.
A discharge rate (m3/h) is normally agreed in
the charter party.
The Receiver will lodge a ‘discharge rate
protest’, if the actual rate seems too slow to
him.
All remarks have to be entered by the Master in the
protest that could improve the position of Owners in
a possible claim. Such as, but not limited to the
following:

- Back pressure too high

- Length of the landline
-Small diameter of the landline
-Difference in height between ship and land tank
-Product properties (viscosity)
-In case of heated cargoes: insulation of land line
-Shore stoppages.
EXCEEDING THE MAXIMUM AGREED
QUANTITY
If the maximum agreed cargo quantity is exceeded
(min/max, upper margin limit) by no more than 1% or
2 mts, this can be accepted.
If the limit is exceeded, the management office must
be informed immediately that necessary steps can be
taken.
The following solutions are feasible:
i) Protest

ii) Pumping back the excess cargo. 

 LETTER OF PROTEST

Port: Sarroch Voyage No.: 01

Berth: No. 3 Date: 22/01/2000
To: Saras Spa
From: Master

Re: Difference between ship and B/L figures

Dear Sir,
On behalf of my Owners and Charterers I here-by note protest due to the excessive
difference between ship and shore (Bill of Lading) figures for the cargo of Unleaded
Gasoline loaded at the above Terminal.

I therefore reserve the rights of my Owners and Charterers to refer to this matter at some
later date and take such action, or make any claims as they may deem necessary.

Yours faithfully,

M. Pocklington For Receipt only.....................................

Master
CARGO LOADING
OPERATION
GOOD PLANNING IS THE HALLMARK OF EFFICIENT
TANKER OPERATIONS

Before a tanker approaches port, there are several

factors that must be considered:
Testing of cargo/ballast valves, sea valves, pipelines, pumps, inert gas
systems, emergency stops.
- Preparedness of fire-fighting, life-saving and anti-pollution equipment.
A pollution drill held before a ship arrives in port will serve the purpose
of checking ail equipment. Any response during an emergency will be
good since a drill had been executed recently.
- Preparation of tanks, including readiness of slop tanks.
- Planning for proper distribution of cargo.
- Checking of cranes/derricks, winches and other mooring gear.
- Checking of all communication equipment.
- Pumproom fans to be running for at least 24 hours prior arrival.
- Ensuring that oil record book is filled in immediately after each
operation.
- Filling in the pre-arrival checklist.
There are several operations that must
proceed side by side as soon as a tanker is
tied up at the terminal.
Each shipping company will have its own
procedures as to who does what.
A ship-shore checklist must be filled out on
arrival.
The terminal as well as the vessel should be
apprised of any special requirements,
particular to that ship or to the port.
 There should be a proper exchange of
information.
The terminal representative should be
explained the plan for loading.
Similarly the terminal should point out any
peculiarities, shore tank to be used and its
details, cargo specifications, ship-shore
communication and emergency stop
procedures.
Loading rate and rate on starting and tapping
off should be agreed upon.
The tanker must be securely moored at all
times.
It Is important for the deck watch to know the
state of tides.
There is pot much room for tankers to move
once they are tied and the loading arms are
connected.
The loading arms should be properly aligned to
the manifolds throughout the operation, as
otherwise, there can be too much strain on
the loading arm resulting in a catastrophe.
WHILE TAKING ROUNDS ON DECK, THE
WATCH KEEPER SHOULD ENSURE THAT:
 accommodation doors/portholes are secured,
 pumproom vents should be in operation,
 no radio aerials should stick out from portholes,
 radars should not be operational,
 a sharp lookout for any signs of leakage through pipelines,
 a watch overside,
 a proper gangway watch,
 no unauthorized visitors to board,
 a proper manifold watch,
 proper check on moorings,
 scuppers to be efficiently plugged, rain water to be
drained,
 tank venting/vapour recovery system is properly lined up.
 Safety precautions should be taken when
connecting/disconnecting manifold and an officer should be
in attendance.
 There have been many incidents of tankers having
accidents due to improper operating procedures during
connecting / disconnecting of manifolds.
 In almost all cases the tanks will be gauged on arrival.
 For this purpose, it will be necessary to reduce the pressure
of inert gas within the tanks when dipping empty tanks.
 The on board quantity (OBQ) and Slop calculations are a
standard procedure before loading.
 It should be ensured that all the openings of the tanks are
properly sealed off and IG valve set properly prior starting
operations.
 After going through the preliminary checklist and ensuring
that everything is OK, the chief officer will proceed to line
up for loading.
 He will then indicate to the terminal that he is ready to
load. Loading should always be started at a very slow rate
and into only 1 tank.
 Soundings/ullage should be monitored to ensure that the
cargo is going only to the tank that is intended to be
loaded.
 The gas will be vented through the mast riser or connected
to the vapour recovery system, if fitted.
 It is prudent to avoid loading through the pumproom
pipelines. After everything is checked he will then open up
valves for additional tanks and then ask the terminal to
increase the rate slowly upto the stipulated rate.
 Deballasting of tanks will be done as per the
cargo plan drawn up by the chief officer.
 The regulations now require that the ballast
water be discharged via the high overboard
discharge (if fitted).
 ODME should be used when discharging clean
ballast.
 One person should monitor visually the discharge
of ballast even though it is segregated ballast.
 A special watch to be maintained when the
ballast is being drawn from the bottom of the
tank.
 Some terminals may take objection even with the
slightly rust-coloured water that inevitably appears
during the end of ballast discharge.
 In conventional tankers the deballasting must be
stopped as soon as the slightest sheen of oil is detected
in the ballast even though the ODME records a
permissible ppm.
 All the remaining ballast in the tank will then have to
be transferred to the slop tank, to avoid ballast mixing
with the cargo.
 When the tank is approaching top off ullage, a close
watch to be kept on gauging.
 A stand-by tank valve will be ideally kept crack open
and change over to the new tank will be gradual.
 During final topping off the rate of loading
should be suitably reduced.
 After completion of loading the tanks will be
gauged/sampled once again to ascertain the
quantity of cargo loaded.
 After calculations and comparing with shore
figures the vessel will be cleared for sailing.
LOADED VOYAGE
 Some crudes tend to give off a lot of vapour
in the first few days after they are loaded.
 It may be necessary to vent off the gas in
such cases to avoid excessive pressure in the
tanks.
 During the voyage the IG pressure should be
checked very closely.
 When heated cargoes are carried, it would
be important to monitor the temperatures
daily.
 The initial cargo calculations should allow for
the requisite increase in temperature.
 It may be necessary to top up tanks with IG
periodically to maintain the tanks in an inert
condition at all times.
 Crew should be alert to the smell of gas
anywhere on deck.
 Gas leakage through PV valves and tank
opening gaskets is not entirely unknown.
 Charter parties also require to take water
dips when carrying crude oil since the water
will take some time to settle and can be
determined more accurately only once the
vessel sails out from the loading port.
 It would also be prudent to monitor ullages
periodically and take immediate action if any
major difference from loading condition is
noticed.
 SBTs and cofferdams adjacent to oil tanks
should also be checked periodically.
UNLOADING
 The process of moving oil off of a tanker is similar to loading, but
has some key differences.
 The first step in the operation is following the same pre-transfer
procedures as used in loading.
 When the transfer begins, it is the ship's cargo pumps that are used
to move the product ashore.
 As in loading, the transfer starts at low pressure to ensure that
equipment is working correctly and that connections are secure.
 Then a steady pressure is achieved and held during the operation.
 While pumping, tank levels are carefully watched and key
locations, such as the connection at the cargo manifold and the
ship's pumproom are constantly monitored.
 Under the direction of the person in charge, crew members open
and close valves to direct the flow of product and maintain close
communication with the receiving facility to decrease and finally
stop the flow of liquid.[
BALLAST OPERATION AT SEA & BALLAST
EXCHANGE REQUIREMENT & MORE GUIDELINE
When the ship is not carrying cargo or is
lightly loaded, sufficient ballast must be
carried to ensure that the ship’s stress,
stability, draft, trim and propeller immersion
is within permissible limits to guarantee the
safe handling of the vessel in the prevailing
or expected conditions.

In meeting these parameters the vessel must

comply, at least, with the requirements of
the IMO, Class (especially appendix to Class
Certificate) and Port State Authorities.
 In 1993 IMO has adopted Resolution A.774 (18)
“Guidelines for Preventing the Introduction of
Unwanted Aquatic Organisms and Pathogens from
Ships’ Ballast Water and Sediment Discharges”.
 The procedures that the Company view as the
most practical to comply with this IMO Resolution
are described in this section, and Masters are to
ensure compliance with them.

Ballast operations must always be carried out

within the capabilities of the vessel and its
systems and if the vessel is unable to follow ships
management ashore is to be advised. 
BALLAST CYCLE
PLANNING OF THE BALLAST
OPERATIONS
The Chief Officer is normally designated to carry
out ballast procedures and maintain all records as
required.
The Master is to ensure the Chief Officer is
familiar with the requirements of ballast handling
including IMO Guidelines.
The Master must also ensure that all the crew
members are given the instruction and are aware
of the need for ballast water control procedures
and the procedures being adopted on board. 
Ballast operations are always to be planned in advance by
the Chief Officer and entered on the Cargo Loading and
Discharge Plan .
The plan is to be approved by the Master prior to
commencing the operation.
In port, the plan must be discussed and agreed with the
terminal personnel.
Each vessel must produce a standard plan for a complete
ballast change which should include the following
elements, stress calculations, any restrictions on deck
access during operations, the supervision of the
operations, communications, line and valve settings,
venting arrangements and ullage monitoring. 
RECORDS AND REPORTING

When taking on ballast waters, the date and time of

commencement and completion of the ballast operation,
ship’s position, salinity (specific gravity) and amount of
ballast water taken onboard must be recorded in the
ship’s Deck Log Book.

A report in the format shown in the appendix to IMO

Guidelines must be completed by the Master and made
available to the Port State Authority on request.
Analysis certificates, ballast reports and shore receipts
must always be kept on board in a separate file.
 When the Port State Authority water ballast
control requirements (e.g. exchange of
ballast at sea) cannot be met during the
voyage due to weather condition,
operational impracticability, etc, the Master
must report this fact to the Company and the
prospective Port State Authority prior to
entering its national waters (economical
zone), so that appropriate alternative action
can be arranged. 
CONTROLS APPLIED BY PORT
STATE AUTHORITIES
The Master is to check in advance with the
local agent, and the latest Port Guide, for
any information on ballast water sediment
discharge procedures, being applied by the
State Authorities at an expected port of call.
THESE PROCEDURES MAY INCLUDE, BUT ARE NOT
LIMITED, THE FOLLOWING CONTROL ACTIONS:

The non-release of ballast water;

 Ballast water exchange and sediment
removal at sea or in acceptable areas;
 Ballast water management practices aimed
at minimising the uptake of contaminated
water in ballasting and deballasting
operations;
 Discharge of ballast water into shore-
facilities.
 Failure to comply with national requirements
may lead to unnecessary delays for the ship.
In some cases penalties may be applied by
Ports State Authorities.
 The vessel may be required to proceed to an
approved location to carry out the necessary
exchange, seal the ballast tanks against
discharge in the Port State’s waters, pump
the ballast water to shore reception
facilities, or prove by laboratory analysis,
that the ballast water is acceptable. 
LOADING OF BALLAST WATER
When loading ballast every effort is to be made to ensure
only clean ballast is being taken onboard and the intake of
sediment is minimised.
Where practicable vessels are to avoid taking on ballast
water in shallow water areas or in the vicinity of dredging
operations.

Vessels must not ballast if at all practicable in areas where

there is a known outbreak of water communicable diseases
or where phytoplankton blooms are occurring.
It is recognised however, that when vessels trade to river
or estuary ports, intake of some silts and sediments is
unavoidable.
In such situations the amount of silt taken on board can
often be substantially reduced by planning to ballast on
the flood tide when the suspended silt levels are normally
lower.
 Vessels taking on ballast in river or estuary waters or any other areas
where the purity of the water is in doubt, including areas of probable
contamination from chemicals, disease, pathogens etc. must follow
the control procedures as described below.

When segregated ballast has been loaded in stilted or otherwise

polluted water, the ballast is to be changed as soon as possible after
leaving that port.
 It is also essential that this is carried out to prevent the build up of
mud in ballast tanks which may reduce the vessels cargo lifting
capacity. Whenever possible the initial filling of the ballast tanks
should be running in from the sea by gravity in preference to pumping
in.

In general, segregated ballast tanks are to be filled to 100% capacity

but not be overflowed. 
BALLAST WATER EXCHANGE
AND SEDIMENT REMOVAL
The most realistic and practical method for the control of
transportation of marine organisms and to control sediments,
is to exchange ballast water in deep ocean or open sea areas.
This will limit the probability that fresh water or coastal
species will be transferred in the ballast water.
The responsibility for deciding on such action rests with the
Master. The Master must contact the Port State Authority of
his next port via the agents and determine if special control
actions are required.
The exchange is to be conducted in water depths greater than
2000 metres, or in those cases where this is not possible,
exchange of ballast water is to be made well clear of coastal
and estuary influences.
 Draining of each tank is to be done until pump
suction is lost.
 This will minimise the likelihood of residual
organism survival.
 The tank is then to be flushed over the bottoms
by refilling (if possible – by gravity) to approx.
0.5 metre depth, twice, each time followed by
complete draining until pump suction is lost.
 The tank is then to be refilled. The effectiveness
of this flushing can be increased if the vessel is
on a course that causes the vessel to roll slightly,
however, the vessel must not deviate greater
than 15o from the intended voyage course during
the time of flushing.
 When heavy sedimentation is observed after
visual inspection, then manual sediment
removal may be undertaken.
 Tanks shall be inspected visually for
sediment build up at least once every three
months wherever practical, and sediment
build up recorded on the tank condition
report which is to be forwarded to the
Company. 
FLOW THROUGH EXCHANGES

When a vessel cannot conduct a complete ballast change, a

“flow through” (through ballast tank vents) exchange of
ballast water may be an acceptable alternative for some
tanks, however, it has little effect on sediment control.

Due to the risk of building up the pressure in ballast tanks,

and the possibility of damage to vent heads, screens, etc.
this procedure would require Administration (Classification)
approval and must not be attempted without prior special
considerations and authority of the Company.
Modification of tank venting arrangements may be
necessary to avoid damage to the vent heads and screens. 
DISCHARGE OF BALLAST
WATER
No ballast is to be discharged in the continental shelf, coastal
or port waters where ballast water and sediment control
measures are being applied by State Authorities, the ballast
water and sediment control procedures have been followed,
or acceptable alternatives have been adopted.

The effectiveness of the vessels procedures may be verified

by Port State Authorities taking samples of ballast water
and/or sediments from the vessel, to test for the continued
survival of unwanted aquatic organisms and pathogens.
Such samples may also be taken from suction wells, chain
lockers and other areas where sediment may accumulate.
In certain cases discharge of ballast will not be permitted
until analysis of such samples is completed.
The Master is to ensure that relevant written authorisation is
obtained from the Port Authority prior to discharging any
ballast to coastal waters of any country that exercises
ballast control measures.

Shortly after commencement and during discharge of any

ballast overboard the surface of the sea is to be checked
frequently to guard against accidental pollution.

Whenever possible, initial deballasting of SBT is to be by

gravity in preference to pumping out. 
SAMPLE ANALYSIS CERTIFICATE
Vessels may avoid ballast changing in some
circumstances by having their ballast water or
harbour source samples analysed by a laboratory
at the departure port.
Where the analysis shows the ballast or sediment to
be free from unwanted aquatic organisms or
pathogens an analysis certificate is to be provided
by the Master to the Port State of arrival.
This must be carried out by fax several days prior to
arrival in case the analysis is rejected, so that the
ballast change procedures can be applied prior to
arrival. 
ATMOSPHERE CONTROL DURING
TANK CLEANING OPERATIONS
Tank atmospheres can be any of the
following, However, ships fitted with an inert
gas system, shall carry out the operations
under the Inerted Condition, unless
otherwise as instructed: It should be met
with atmosphere containing less than 5%
oxygen, and tank pressure of minimum 200
mmAq. Refer details to “ISGOTT”
INERTING
 "Inerting" is a special form of purging and ventilating.
Inerting involves purging oxygen from a confined space
using an inert gas (such as nitrogen, carbon dioxide or
argon) to remove the hazard of fire or explosion.
 The concentration of oxygen is decreased to below the
level that can support combustion.
 Following the purging operation the oxygen concentration
is continuously monitored and the confined space may be
ventilated using the inert gas to ensure that the
concentration of oxygen does not increase.
 The inert gases will create an unsafe atmosphere (oxygen
deficiency) and therefore workers entering the confined
space should use appropriate supplied air-respirators.
PURGING
 Purging" involves removing contaminants
inside the confined space by displacement
with air to achieve acceptable atmospheric
levels. For example, if a confined space
originally contained a toxic gas, air would be
blown into the space to reduce the
concentration of the toxic gas to below the
appropriate atmospheric exposure level.
 After the contaminants have been removed
("purged"), the confined space may be
ventilated.
INERTED TANKS
An atmosphere made incapable of burning by the introduction
of inert gas and the resultant reduction of the overall oxygen
content. For the purposes of this procedure, the oxygen
content of the tank atmosphere should not exceed 5% volume.

This is a condition where the tank atmosphere is known to be

at it’s the lowest risk of explosion by virtue of its atmosphere
being maintained at all times Non-Flammable through the
introduction of inert gas and the resultant reduction of the
overall oxygen content in any part of any cargo tank to a level
not exceeding 5% by Volume, while being under positive
pressure at all times. 
VENTILATION
 "Ventilation" means the continuous provision
of fresh air into the confined space by
mechanical means to maintain acceptable
atmospheric levels. It must be continued
while work is being carried out within the
space, to maintain an acceptable oxygen
concentration, to provide protection in case
of accidental release of chemicals, to
remove contaminants generated by the work
performed, or to cool the enclosure.
 Ventilation involves displacing air and
diluting it through the introduction of fresh
air (forced-air) or the continuous removal of
contaminants by local exhaust ventilation for
point sources. To ensure adequate
ventilation, the points of air supply and
exhaust should be separated as far as
possible. Openings must be provided for the
entry of clean replacement air or to allow
the exhaust of air. Pure oxygen must not be
used to ventilate a confined space.
GAS FREEING OF CARGO TANKS
 After cargo discharge / tank cleaning,
whenever it is necessary to gas free an empty
tank containing hydrocarbon gas mixtures or a
mixture of IG + HC gases, it shall first be
purged, using inert gas, until the HC
(hydrocarbon) content reaches to below the
critical dilution line or HC concentration in the
tank atmosphere is less than 2% by volume. 

This is done so that during the subsequent gas

freeing no portion of the tank atmosphere is
brought within the flammable range. 
 This inert gas used for purging shall contain
Oxygen, less than 5% by volume, to ensure the
above.

The replacement of a tank atmosphere by inert

gas can be achieved by either Inerting or
Purging. In each of these methods one of two
distinct processes, Dilution or displacement, will
predominate. 

For more details on gas evolution, venting and

dispersion criteria and precautions, refer to the
relevant ISGOTT chapters. 
METHODS OF VENTILATION
Dilution & Displacement Method
DILUTION METHOD
It takes place when the incoming inert gas mixes with the
original tank atmosphere to form a homogeneous mixture
through the tank so that, as the process continues, the
concentration of the original gas decreases progressively. 

It is important that the incoming inert gas has sufficient entry

velocity to penetrate to the bottom of the tank. To ensure
this a limit must be placed on the number of tanks which can
be inerted simultaneously.

If dilution method of purging is used, it should be carried out

with the inert gas system set for Maximum capacity to give
the maximum turbulence in the atmosphere, within the tank. 
DISPLACEMENT METHOD
It depends on the fact that inert gas is slightly lighter than
hydrocarbon gas so that, while the inert gas enters at
the top of the tank, the heavier hydrocarbon gas
escapes from the bottom through suitable piping. 
When using this method it is important that the inert
gas has a very low velocity to enable a stable horizontal
interface to be developed between the incoming and
escaping gas although, in practice, some dilution
inevitably takes place owing to the turbulence caused in
the inert gas flow.
This system generally allows several tanks to be
inerted or purged simultaneously. If displacement
method is used, the gas inlet velocity should be lower,
to prevent undue turbulence. 
FORCED AIR VENTILATION

i) Before starting to Gas free, the tank

should be isolated from other tanks. 

ii) Do not commence forced air ventilation

(Gas free) until it has been confirmed that
the oxygen level is less than 5% and the
hydrocarbon vapor content is less than 2% by
Volume. 
 iii) To ensure the dilution of the toxic
components of inert gas to below their
Threshold Limit Values (TLV), Gas freeing
should continue until tests with an oxygen
analyzer show a steady oxygen reading of 21%
by volume and tests with a flammable gas
indicator show not more than 1% LFL.

iv) If the presence of a toxic gas such as

benzene or hydrogen sulfide is suspected, Gas
freeing should be continued until tests indicate
that its concentration is below its TLV. 
COMPLETION OF WORK
&INERTING CARGO TANKS

After completion of man entry or repair work

(in dry docks / lay-up berth) Cargo tanks
shall be prepared for Loading as follows:

i) An Officer shall confirm each tank free of

waste & material used in maintenance &
inspection. Related pipelines and supports,
including hydraulically operated valves, H.P.
pipes and flanges are all in place and tightly
secured.
 ii) All personnel out of tank & close tank
dome or access, only keep designated vent
ports open. Inert tanks to 5% of Oxygen level.

iii) Replace the tank’s atmosphere by an

inerted atmosphere, using IG with the oxygen
content of less than 5% by Volume. This gas
replacement should continue, until the
average measured oxygen content in the
tanks drops to below 5% by Volume.