Tanker Ship Operations is a highly specialized subject, and its training is disseminated through basic and advanced training modules supported by intensive shipboard training, even after gaining sufficient experience at various levels. It has been observed that common errors occur in ports.

Challenges During Loading And Unloading

1. Take Command Immediately.

Whether it’s your first day on board a tanker or company, or your first day in a rank. With this account, the ship does not offer discounts. Problems appear quickly, almost without suspicion. In fact, this can occur even if the ship leaves the shipyard directly. So, treat it like it’s your first day at sea and start learning the basics of this boat. Some companies provide sufficient overlap in senior leadership for this purpose. Therefore, it is the senior officer’s responsibility to ensure that all support staff are sufficiently familiar with Tanker Ship Operations.

2. Pay Attention To The Cargo Plan: 

It is very important to be clear about the loading location and details of the cargo in each tank before Tanker Ship Operations. The plan may change during the actual loading, but during the pre-loading meeting, as many seafarers as possible and, in any case, the entire deck operations crew, the C/E, and her second or first. You need to talk to the second engineer.

3. Ccr Cargo Stowage Display: 

A very common but serious accident in Tanker Ship Operations is the transfer of cargo from one tank to another due to valves not being retained. CCR’s whiteboard displays cost less than $20. Designed to display capacity, average temperature, tank I.G. Record the final loading temperature and clearance after or before departure according to the final bill of lading. Check and compare CCR readings daily to immediately alert your ship management team to any violations. This saves a lot of tension and the need to run around when anyone visiting  CCR for more than 5 minutes can see her Ullage’s console display on the whiteboard display.

4. Display The Cargo Safety Data Sheet In The Cargo Control Room: 

This is not only a mandatory requirement but also so that crew members are aware of what they are transporting and how dangerous it is. It is also required.

5. Check Pressure:

It is mandatory that a remote pressure gauge be installed on each tank in the CCR. However, this is of no use if the support staff does not realize the importance of the alarm and simply presses the Acknowledge Low-Pressure Alarm. If the container is 98% full, it is normal for the pressure to change daily from high to low, depending on the ambient temperature. Nevertheless, the average value allows you to plan the filling of the tank with I.G.

6: Do Not Close The Inert Gas Inlet Valve To Isolate The Tank From The Main Line: 

It may sound strange, but it exposes the tank to vacuum, overpressure, or P.V., so who should close the valve? I guess it’s closed. A failure Vacuum may expose the valve. However, you would be surprised how often this was done to prevent the mixing of charges.

7. Thoroughly Inspect Cargo Heating Lines: 

If your tanker has cargo heating lines, they should be tested in accordance with PMS, even if you do not plan to carry heated cargo. Given the uncertainty in the oil market, you never know what cargo will be planned next. If a loading port with heated cargo is planned several hours away and the ship is not confident in its heating lines, it can be very embarrassing.

8. Do Not Turn Off The Overfill Alarm.

 If a vessel’s loading rate is 98%, an overfill alarm (also known as a “high-low level alarm”) will occur frequently during bad weather. We strongly recommend that you never turn it off. Few alarms are designed so that they cannot be disabled. However, it was discovered that the ship’s personnel had turned off these alarms. Even if alarms are separated, ensure that all alarms are tested before arriving at the port.

9. Check The Oxygen Content Of The Tank Regularly 

And at a suitable time prior to arrival. No further details about the tanker are available. But this is a common neglect. Devices used to check oxygen and H2S must be calibrated and certified. Any additional special tests that may be required should also be performed.

10. Pressure Testing And Pre-Discharge Testing Of All Cargo Lines: 

It is important to perform pre-arrival cargo checks as per the company’s SMS. Surprisingly, many chief officers and captains do not apply pressure to test pipes (even if the nature of the cargo allows it). Most pre-unloading tests begin and end with a remote shutdown of the cargo pump before Tanker Ship Operations. For transatlantic crossings, or if the ship has been exposed to adverse weather conditions during the voyage, it is recommended to perform a pressure test on the pipes at least 72 hours beforehand. This gives sailors enough time to repair leaks in dresser couplings and other defects in pumps and pipes.

11. Reset All Charge Pumps After Attempting A Remote Emergency Stop.

This is a general error. The final part of the Tanker Ship Operations is to start the pump remotely and shut down the entire system. This is not the correct approach. Whether the cargo pump’s prime mover is steam, electric, or hydraulic, make sure the trip is reset and the pump can be restarted. This depends on the system installed. 

However, whatever your system is, make sure it boots normally during charging and discharging. If the system is steam-based, ensure that the COP rate is minimized before attempting remote triggering. Otherwise, the pump will run the next time it starts or starts at a higher operating speed. This causes the governor to get stuck at high speed and has caused serious accidents in the past.

12. Don’t Ignore Pump Room Bilge Alarms: 

Some shipyards provide pump room and forepeak store alarms in their CCR, ECR, or a combination thereof. Identify them as soon as you board the ship and respond proactively to the high-alert bilge alarm without ignoring it.

13. Water Supply Amount Confirmation: 

Tanker Ship Operations heated cargo and equipped with steam cargo equipment have relatively high water consumption. This is the most neglected area, as responsibilities can vary from the engine department to the deck, depending on the ship’s practices. If your cargo facility operates on steam, you may need to know the amount of distilled water for your boiler system, whether before arriving at a heated cargo loading port or before unloading. Double-check by taking measurements on your actual tank instead of relying on remote gauges.