VOC Plan

VOLATILE ORGANIC
COMPOUND
MANAGEMENT PLAN
Maribel
(Name of Ship)
_9326873_
(IMO Number)
To meet the Requirements of the
Regulation 15.6,
Annex VI of MARPOL 73/78
roduced or disclosed to a third party in any manner whatsoever without express

authorisation of the Company.
The information contained herein the VOC Management

Plan is confidential and proprietary. No part of this
document may be used or reproduced or disclosed to a third
party in any manner whatsoever without express
authorization of the Company.
Control Copy Number 1 of 1 Copies
Issued to:
CAUTION
The function of the VOC Management Plan is
to assist in complying with the measures
intended to minimise the exposure of VOC
emissions, while maintaining ship safety.
As part of this function the plan will provide
information to port officers who wish to learn
about a ships VOC monitoring and control
system, or to confirm that VOC management
has been effectively planned.
The plan shall remain under the Masters
control at all times. Such operations should
only be carried out when the Master is
satisfied that the operations are safe and
prudent.
Quality Assurance into the

21st Century and beyond
Volatile Organic
Compound Management Plan
THOME
Record of Change
SHIP MANAGEMENT PTE LTD
0.1
RECORD OF CHANGES
MARIBEL
Change No And Description
Date Of
Change
Date Of
Update
Initials
Signature
Note: The table below is to be completed every time a revision is received and included. The
discarded sections or pages are to be destroyed.
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Compound Management
Plan

Terms and
Definitions
0.1
LIST OF TERMS AND ABBREVIATIONS
VOC
Volatile Oil Compound
NMVOC
Non Methane Volatile Oil Compound
Ullage
Empty space
Flashing
Release of vapours due to low pressure instead of high

temperature
P/V Valve
Pressure / Vacuum valve. Opens when pressure is too high or too

low to avoid structural damage of the tank.
P/V Breaker
Pressure / Vacuum Breaker. Water seal that opens if too high or

too low pressure to avoid structural damage of the tank.
mmWG
millimetre Water Gauge, pressure unit equal to 9.81 Pa or 0.098

mBar
RVP
Reid Vapour Pressure, the pressure at 37.8 C in a container with

20% liquid and 80% gas.
SVP
Saturated Vapour Pressure is the equilibrium pressure between the

liquid and the vapour within a defined system.
TVP
True Vapour Pressure: actual vapour pressure in a fully loaded

tank
VECS
Vapour Emission Control System. Vapours displaced when filling is

returned to shore.
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Table of Contents
0.
TABLE OF CONTENTS
Chapters :
Chapter - 000.........Table Of Contents
Chapter - 001........................Purpose of the VOC Management Plan
Chapter - 002......VOC Planning and Shipboard Equipment
Chapter - 003...Other Shipboard Equipment and Techniques
Chapter - 004Procedures for minimizing VOC Emissions during Cargo Loading
Chapter 005....Procedures for minimizing VOC Emissions during Sea Passage
Chapter 006Procedures for minimizing VOC Emissions during Discharge of Cargo
Chapter - 007.........Safety Considerations
Chapter - 008.....Duties of the Appointed VOC Management Officer
Chapter - 009.........VOC Reporting Form and Monitoring Log
Chapter - 010..Periodic Review
Chapter - 011..Training and Familiarization
Appendixes :
Appendix A.....Vessel Particulars and VOC Systems
Appendix B....Vessel Drawings and System Diagrams
Appendix C......................................VOC Management Plan Related Regulations
Appendix D..............................................................VOC Records and Forms
Appendix E.........................................................VOC Training Records
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CHAPTER 001 PURPOSE OF THE VOLATILE ORGANIC COMPOUND

MANAGEMENT PLAN (VOCMP)
Scope
This procedure describes the purpose of this Volatile Organic Compound Management
Plan (VOCMP) for guidance on the management of VOC monitoring, control and
emission onboard the Vessel.
This plan has been approved by the Administration and no alteration or revision shall be
made to any part of it without the prior approval of the Administration.
This plan is prepared for this specific ship only.
Responsibility
The Master is responsible for management of VOC emission management and all safety
related matters on the vessel.
1.1
BACKGROUND INFORMATION
This plan has been prepared to meet the requirements of the :
The Marine Environment Protection Committee, at its fifty-ninth session (13 to 17 July 2009),
approved the Guidelines for the Development of a Volatile Organic Compound (VOC)
Management Plan for tankers carrying crude oil (resolution MEPC.185(59)).
IMO recommends that all tankers requiring to carry crude oil shall be provided with a VOCMP as
approved by the Class Society of the vessel by the dateline of 01 July 2010, detailing the way that the
ship can comply with the requirements and measures to effectively control, monitor and minimize the
VOC emission during the cargo loading operation of the vessel.
VOCs are a pollutant to the air and act as a precursor to the formation of the Tropospheric Ozone
commonly termed Smog. In order to control this VOC emission, there are four criteria that can
impact on the extent and rate of evolution of gaseous VOC from crude oils and its subsequent release
to atmosphere :
1.
2.
3.
4.
The volatility or vapour pressure of the crude oil;

The temperature of the liquid and gas phases of the crude oil tank;
The pressure setting or control of the vapour phase within the cargo tank; and
The size or volume of the vapour phase within the cargo tank.
The vessel is designed and constructed with various means of tank venting or vapour emission
control and monitoring means, which this VOCMP will detail the shipboard procedures to facilitate the
safe monitoring and minimization of VOC emission to the atmosphere.
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OBJECTIVES OF THE VOCMP
Since the introduction of the International Convention for the Prevention of Pollution from Ships
together with its Protocol in 1978 (MARPOL), tankers built after 1 June 1982 (Regulation 18), termed
MARPOL tankers, are all designed with the required totally segregated (designated) ballast tanks.
With these regulations in force, cargo tanks are never used for the loading of ballast, except on very
rare occasions for bad weather purposes where one of the Crude Oil Washed cargo tanks is
dedicated to take in ballast water. Therefore, the displacement of vapour from the relevant crude oil
cargo tank at the discharge port has ceased to occur for the MARPOL compliant type tankers. Given
this situation then, only two occasions remain where vapour emissions from crude oil tankers
generally occur, namely on loading and during the transportation of the cargo.
Vapour release from the vessel to the atmosphere occurs on 3 discrete occasions, being: during
loading, during the loaded voyage to the discharge port, and during the ballasting of cargo tanks at
the discharge port.
This VOCMP is compiled pursuant to the requirements in MARPOL Annex VI Regulation 15.6, and
describes the general equipment, operations and conditions onboard a crude oil tanker with respect to
the emission and ability to control Volatile Organic Compound (VOC) emissions.
The Objective of the VOCMP are as follows :
1.
Ensure that the operation of a tanker, to which Regulation 15 of MARPOL Annex VI

applies, prevents or minimizes VOC emissions to the extent where practically
possible.
Ensure that VOC emissions are prevented or minimized by:

1. optimizing operational procedures to minimize the release of VOC emissions;
and/or
2. using devices, equipment, or design changes to prevent or minimize VOC
emissions.
3.
To comply with this plan, the loading and carriage of cargoes which generate VOC
emissions should be evaluated and procedures written to ensure that the operations
of a ship follow best management practices for preventing or minimizing VOC
emissions to the extent possible. If devices, equipment, or design changes are
implemented to prevent or minimize VOC emissions, they shall also be incorporated
and described in this VOC management plan as appropriate.
4.
While maintaining the safety of the ship, the VOC management plan should
encourage and, as appropriate, set forth the following best management practices:
1. the loading procedures of the vessel to take into account potential gas releases
due to low pressure and, where possible, the routing of oil from crude oil
manifolds into the tanks should be done so as to avoid or minimize excessive
throttling and high flow velocity in pipes;
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2. the vessel to define a target operating pressure for the cargo tanks. This pressure
should be as high as safely possible and the ship should aim to maintain tanks at
this pressure level during the loading and carriage of relevant cargo;
3. when venting to reduce tank pressure is required, the decrease in the pressure in
the tanks should be as small as possible to maintain the tank pressure as high as
possible;
4. the amount of inert gas added should be minimized. Increasing tank pressure by
adding inert gas does not prevent VOC release but it may increase venting and
therefore increased VOC emissions; and
5. when crude oil washing is considered, its effect on VOC emissions should be
taken into account. VOC emissions can be reduced by shortening the duration of
the washing or by using a closed cycle crude oil washing programme.
The following are additional considerations which should be taken note of :
1.
A person shall be designated in the VOC management plan to be responsible for

implementing the plan and that person may assign appropriate personnel to carry out
the relevant tasks;
2.
Procedures for preventing or minimizing VOC emissions should be clearly spelled out
and shall cover the following areas of shipboard operations :
a.
b.
c.
d.
1.3
Loading;
Carriage of relevant cargo; and
Crude oil washing;
If the ship is equipped with VOC reduction devices or equipment, the use of these
devices or equipment should be incorporated into the above procedures as
appropriate.
The plan should describe the required training programmes to facilitate best
management practices for the ship to prevent or minimize VOC emissions.
USAGE OF THE VOCMP
This plan is to be used as guidance for the conduct of VOC management on the vessel, and for the
recording of all relevant activities. It is further to be used by for routine survey by the Class Society of
the vessel.
To be able to demonstrate the compliance of the VOC management on the vessel, it will be
necessary to maintain an accurate VOC management logs and records. A suitable outline for such a
log is provided in this VOCMP.
1.4
CREW TRAINING AND FAMILIARIZATION
The officers and crew involved in VOC management onboard should study the VOCMP and the
enclosed MEPC.185(59), and familiarize themselves with the following :
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1.
The background and requirement for the need for VOC management
2.
The ships VOC management control equipment and arrangements, operations and
maintenance of the relevant systems;
3.
The proper conduct and recording of all activities logs and checklist with regards to the
VOCMP.
It is important that the crew involved with VOC management get the sufficient training with respect to
their relevant tasks. In specific, focus should be on the part concerning the actual VOC management
during cargo operation, since this operation may directly influence on the vessel's safety if conducted
incorrectly.
Onboard Computer Based Training (CBT) and Video Training where available for continuous
refresher training and familiarization purposes.
The Master must ensure that the VOCMP is clearly understood by the appointed Officer and by any
other responsible Officer that may be involved and that the operations during execution strictly
conform to the safety parameters at all times.
1.5
VOLATILITY OF CRUDE OIL VOC GENERATION MECHANISM
Why limit NMVOC Emissions to the atmosphere? NMVOCs are a pollutant to the air and act as a
precursor to the formation of Tropospheric Ozone - commonly termed Smog. Tropospheric Ozone is
identified as a Greenhouse Gas with a greater contribution per unit volume or tonnage to Climate Change
than the base gas, namely Carbon Dioxide.
1.5.1
VOLATILITY AND VAPOUR PRESSURE OF CRUDE OIL
Crude oil is a mixture of hydrocarbon compounds ranging from heavy liquids to light liquids and with
absorbed hydrocarbon gases not existing as liquids under normal ambient conditions.
The measure of volatility is the vapour pressure of the crude oil. Vapour pressure is given either as:
- Reid Vapour Pressure (RVP) or
- True Vapour Pressure (TVP)
RVP is the most commonly used measure for vapour pressure of oils in the oil industry and is the
saturated vapour pressure above the liquid measured in a special apparatus at a temperature of 37.8
C. The measuring apparatus is a closed container where a sample of the liquid with a volume of 20% of
the container volume is filled, i.e. the vapour space is 4 times the volume of the liquid sample. The liquid
is heated to 37.8 C and the gauge pressure reading is the RVP in absolute pressure.
TVP is the saturated vapour pressure above a liquid at a specified temperature. Compared to RVP the
TVP represents the partial vapour pressure measured in a container with a negligible vapour space.
For a homogenous liquid not containing absorbed gases, the RVP and TVP measured at 37.8 C will be
approximately equal. For a crude oil which contains absorbed gases, e.g. methane, ethane, propane etc.,
the RVP will be lower than TVP at 37.8 C. The reason is that when the absorbed gases migrates into a
vapour space 4 times the volume of the liquid sample the concentration of these components in the liquid
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is reduced. Consequently the measured saturated vapour pressure represents a de-gassed crude oil and
will be lower than the true vapour pressure.
In a closed and fully loaded cargo tank with a vapour space about 2% of the tank volume, the actual partial
hydrocarbon vapour pressure will be the true vapour pressure, TVP.
1.5.2
VOLATILITY GENERATION AND MECHANISM
Flashing
During loading, low pressure in the loading system may cause absorbed gases to form gas
bubbles and light liquid fractions to evaporate. This will in particular happen in the top of the drop
line. The pressure at this point will be below atmospheric pressure determined by the specific weight
of the liquid column in the drop line minus the tank atmosphere pressure and the liquid height
above the drop line outlet in the tank. If the pressure falls below TVP, vapour bubbles will be
formed in the drop line and transported into the tank by the liquid flow. Re-absorption in the
crude oil will be minimal and the flash gases will increase the pressure in the vapour space of
the tank.
As the liquid level in the tank rises, the underpressure in top of the drop line will be reduced,
i.e. the absolute pressure rises. When the absolute pressure in the top of the dropline exceeds the
TVP, flashing will cease.
De-gassing and Evaporation
The surface layer of the liquid in the tank will give off vapours until the partial pressure of the
various vapour components in the atmosphere layer above the liquid surface reaches
saturation with the concentration of absorbed gases in the liquid.
Assuming there is no agitation of the liquid and of the vapour space a concentration
difference of absorbed gases between the top layer of the liquid and liquid lower in the tank.
Above the liquid a similar concentration gradient will occur. Diffusion will over time even out the
concentration differences but this is a slow process (concentration gradient is the driving force).
If agitation of the liquid and/or tank atmosphere takes place this will greatly speed up the reduction
of the concentration differences and thereby substantially increase vapour release from the liquid.
Temperature Increase
The saturated partial pressure of vapour increases with the temperature of the liquid. An
increase in the cargo temperature during a voyage will therefore increase the vapour space
pressure and cause opening of P/V valves. If the temperature increase causes the TVP of the
crude oil to exceed the opening pressure of the P/V valves, vapour release to the atmosphere
will continue until the concentration of absorbed gases in the liquid reaches equilibrium with the
partial vapour pressure.
Temperature increase of the atmosphere in the vapour space without corresponding temperature
increase of the cargo (sun heating of deck plating) will increase the vapour space pressure
due to thermal expansion of the gas mixture. Typically one will see pressure variations during
day-night. However, this will not cause more vapour release from the liquid.
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Pressure Decrease in Vapour Space

Leakages, e.g. through P/V valves or hatch gaskets, will decrease the vapour space pressure. This
will cause the crude oil to give off vapours to restore the saturated partial vapour pressure, i.e. TVP
if fully loaded tank. The same takes place if manual blow-down of vapour space pressure is done by
e.g. opening of mast riser valve.
Crude Oil Washing
When a cargo tank is discharged inert gas is supplied to fill the increasing vapour space. If the
agitation of the liquid and the vapour space is small or moderate the resulting atmosphere in the tank
at the end of discharge will be a layer of saturated vapour/inert gas mixture and a progressively leaner
mixture towards the top of the tank. This mean that less cargo vapours will be displaced at next loading.
However, if the tank is crude oil washed during cargo discharge this causes severe agitation of the
tank atmosphere and release of cargo vapours from the washing liquid as well as from the cargo
residues in the tank.
If washing is done using fresh crude oil (bleed-off from discharge line) the resulting tank atmosphere
will be saturated with vapours which subsequently will be displaced at next loading.
If closed crude oil washing is done, i.e. a crude oil charge in slop tanks is re-circulated, less vapour will
be released to the tank atmosphere as the washing liquid is de-gassed.
Loading High TVP Cargo
The SOLAS convention permits loading of crude oils with RVP up to 1 bar (atmospheric pressure).
If such a cargo is loaded having a temperature of e.g. 45 C (may well happen during summer season
in the Arabian Gulf), the cargo will release absorbed gases until the partial vapour pressure, i.e. TVP,
is below set opening pressure of the P/V valves. This means to release quite substantial volumes of
vapour to the environment.
1.6
UPDATING OF VOC MP INFORMATION
Administration are encouraged to maintain and exchange information relevant to the new
development of guidelines and best industrial practices and procedures through the Organization.
Accordingly, administration are encouraged to provide the Organization with the following :
(1)
(2)
(3)
(4)
Information on VOC control measures and best practice procedures where available.
Copies of domestic and regulations
Technical and Research information
Education materials (such as audio and video tapes) and printed materials for enhancement
of crew training
(5) Location and terms of use of alternative VOC control measures, contingency strategies,
availability of shore reception facilities, service fees etc.
Member states, applying VOC emission control and monitoring procedures, should notify the
Organization of specific requirement and provide the Organization, for the information of other
Member States and Non-governmental Organizations, copies of any regulations and standards,
exemptions or guidelines being applied.
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Verifications and detailed information concerning Port State requirements should be obtained by the
ship prior to arrival. Port State authorities should provide the widest distribution of information on VOC
emission control and monitoring management requirements that are being applied to shipping.
Further information should be provided to facilitate clearance of the vessel :
(1) Details of their requirement concerning VOC management
(2) Location and terms of use of alternative VOC emission control measures
(3) Any other port contingency arrangement
Documentation And Filing

Onboard CBT and Video Tapes
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CHAPTER 002 VOC PLANNING AND SHIPBOARD SYSTEM/S

Scope
This procedure describes the necessary planning considerations and available shipboard
systems required for conduct of safe VOC emission management onboard the Vessel.
Responsibility
The Master is responsible for overseeing the planning and execution of all VOC emission
management on the vessel.
2.1
GENERAL PLANNING CONSIDERATIONS
A VOC emission management and control plan should be prepared in advance, in a similar manner to
the preparation of a cargo stowage plan for a loaded voyage, and with the same degree of
thoroughness. This pre-planning is necessary in order to maintain safety in case compliance with
VOC emission control options available onboard the vessel.
All safety considerations as spelled out in this VOCMP should be taken into account when preparing
the plan for the following operations onboard the vessel :
2.2
1.
During cargo loading operations;
2.
During laden voyage;
3.
During cargo discharging operation;
COMPANYS POLICY
It is the Company Policy that VOC emission management control measures will be monitored
and conducted at all times, when various vessel operations are being conducted which may
introduce the emission of VOC to the atmosphere.
Considering that the VOC emission monitoring and control measures introduced may increase
the risk of damage to the vessel, SAFETY of the vessel shall be always first considerations
while the VOC MP shall be adhered to as required with above considerations.
2.3
ALLOWABLE CARGO TANK ULLAGE PRESSUE
The cargo tank structure is designed to withstand a range of design loads and parts of the tank
structure will also contribute to the global longitudinal strength of the ship. The classification societies
specified load conditions and loads are applied in verification of the structural design. One such load
is the combined pressure from the liquid cargo and the tank ullage pressure.
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The tank ullage pressure is typically to be minimum 25 kN/m2 or the opening pressure of the Pressure
Relief device (P/V valve), whichever is greater in pressure. Accordingly, the maximum allowable
ullage pressure in a standard tanker is typically interpreted as 25 kN/m2 (i.e. approximately 2,550
mmWG). It should however be noted that global strength considerations and the impact of other
design loads may imply that actual allowable pressure could be higher.
In terms of under pressure, SOLAS regulation II-2/11.6 indicates an allowable under pressure of -700
mmWG is permitted. From a structural point of view, the maximum allowable tank under pressure is
presumably lower.
Exceeding the maximum allowable pressures could lead to structural failures. If such a structural
failure results in opening of the tank structure to atmosphere, uncontrolled VOC emissions will occur
together with the possibility of oil pollution to the seas. Further, it could result in loss of inert gas
protection with subsequent hazards related to fire and explosion.
2.4
CARGO TANK VENTING SYSTEMS
The design of cargo tank venting and inert gas systems is governed by SOLAS regulation II-2/11.6
and 5. Most crude oil tankers have a common cargo tank venting and inert gas main pipeline which is
also used for Vapour Emission Control (VEC). Branches to each cargo tank are provided with
isolation valves and blanking arrangements. The isolation valves and blanks are typically only used in
connection with tank entry. SOLAS chapter II-2 requires that the isolation valves are to be provided
with locking arrangements to prevent inadvertent closing/opening of said tanks.
Main Mast Riser

The cargo tank venting/inert gas main is connected to a mast riser. The mast riser has a
minimum height of about 6 metres with an IMO approved flame arrestor at its outlet. An
isolation valve is provided between the cargo tank venting/inert gas main and the mast riser.
Some designs have a small capacity pressure/vacuum valve fitted in a bypass across the
isolation valve. This latter enables thermal breathing from cargo tanks when the isolation
valve is closed.
Pressure Vacuum (P/V) Liquid Filled Breaker

A liquid-filled P/V breaker is typically connected to the cargo tank venting/inert gas main.
The P/V breaker has a capacity to accommodate the gas flow from cargo tanks during
loading (125% of the loading rate and discharge rate). The cargo tank venting/inert gas main
is typically used during loading and discharging operations. During loading the mast riser
valve is open (unless vapour emission control is performed) and VOC is expelled to air.
During discharge the same valve is closed and inert gas used to replace the tank
atmosphere. The cargo tank venting/inert gas main is also used during voyage but the mast
riser valve will be operated only in the event of increasing ullage pressure.
The typical settings of the P/V breakers are +1,800 mmWG and -500 mmWG. It should be
noted that for liquid filled P/V breakers, the settings have to take into account ship
movement (rolling and pitching) as specified by the classification societies.
Pressure Vacuum (P/V) Valves
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In addition to the common cargo tank venting/inert gas main, each cargo tank is required to
have a pressure/vacuum relief device for thermal breathing in the event the cargo tank is
isolated from the common cargo tank venting/inert gas main. Although classification
societies accept that these devices have the capacity to accommodate gas volumes
resulting from variations in cargo temperature only (ie. thermal breathing), latest industry
practices have led to the installation of devices with the capacity to accommodate the full
gas flow from loading of cargo tanks.
Although the design pressure of cargo tanks is typically +2,500 mmWG and -700 mmWG,
the typical setting of pressure/vacuum valves on crude tankers is +1,400 mmWG and -350
mmWG.
Isolation Valves and Blanking Arrangement

In addition to the common cargo tank venting/inert gas main, each cargo tank is fitted with a
pressure/vacuum relief device for thermal breathing in the event the cargo tank is isolated
from the common cargo tank venting/inert gas main.
Valves Locking Arrangement

Each isolation valves shall be secured with chain and lock to avoid unintentional opening of
the valves by mistake. The keys shall be in possession of the Chief Officer at all times
during the duration of cargo operation, and all request shall be made to the Chief Officer in
person before the locks are unsecured.
Photograph 2.1 Typical Locking Arrangement for IG Valve and Key List to be kept in CCR
Inert Gas Main

The vessel is fitted and installed with a Class Approved IG System and no modifications to
the system is conducted since delivery of the vessel into operation. Appendix B of this
VOCMP provide the piping diagram for the IGS and VEC System, detailing the location of
the valves on deck.
Appendix A of this VOCMP provides a summary of the various tank venting system fitted on the
vessel.
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VAPOUR EMISSION CONTROL (VECS) SYSTEM
VOC generated in cargo tanks during loading is returned to the shore terminal for processing, as
opposed to being emitted to atmosphere through the mast riser. Vapour Emission Control Systems
(VECS) for vessel were introduced in 1990 as a requirement for tankers loading oil and noxious liquid
substances at terminals in the United States (USCG 46 CFR Part 39).
IMO followed up with the introduction of IMO MSC/Circ.585 Standards for vapour emission control
systems in 1992. International regulation requiring vapour emission control was introduced through
regulation 15 of MARPOL Annex VI adopted in 1997, although it is only required for ships loading
cargo at terminals where IMO has been informed that VECS is mandatory.
Since 1990, most crude tankers have installed a VECS system in compliance with USCG regulations.
The regulations cover both the technical installation (vapour recovery piping and manifold, vapour
pressure sensors and alarms, level gauging, high level and independent overflow alarms) as well as
operational restrictions and training. The operational restrictions are found in a shipboard VECS
manual which also includes maximum allowable loading rates. The maximum design allowable
loading rate is limited by one of the following factors for the vessel :
1.
2.
3.
4.
The pressure drop in the VECS system from cargo tank to vapour manifold (not to
exceed 80% of the P/V valve setting);
The maximum pressure relief flow capacity of the P/V valve for each cargo tank;
The maximum vacuum relief flow capacity of the P/V valve for each cargo tank
(assuming loading stopped while terminal vacuum fans are still running); and
The time between activation of overfill alarm to relevant cargo tank being full (the
existing setting is 1 minute).
For ships provided with a VECS system as per IMO or USCG regulations, the control of VOC
emissions will be through returning VOC to the shore terminal in accordance with the procedures
found in the onboard VECS manual.
The vessel is fitted with a VECS system and the VECS manual is as attached in Appendix B of this
plan.
2.6
VESSELS CARGO TANK PARTICULARS
The cargo tank structure is designed to withstand a range of design loads and parts of the tank
structure will also contribute to the global longitudinal strength of the ship. The Classification
Societies specified load conditions and loads are applied in verification of the structural design.
Exceeding the maximum allowable pressures could lead to structural failures. If such a structural failure
results in opening of the tank structure to atmosphere, uncontrolled VOC emissions will occur
together with the possibility of oil pollution to the seas. Further, it could result in loss of inert gas
protection with subsequent hazards related to fire and explosion.
This ship has 12 cargo tanks, 2 slop tanks and 1 residual tank :
Total volume of cargo tanks
: 83,375.20m3
Total Volume of slop tank(s)
: 2,296.80m3
Total Volume of residual tank : 278.10m3
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Design particulars:
Design vapour pressure
Max. permitted vacuum

Procedures
: 2550 mmWG
: -700 mmWG
Diagram 2.2 Cargo Tank Capacity of Vessel
2.6
VESSELS VENTING SYSTEM
A single inert gas main runs CL the vessel with each cargo tank and slop tank connected. Between each
tank and the inert main is an isolation valve with a lock and a blanking device. Each Cargo tank and
slop tank has a separate full capacity P/V valve. Two crossovers run port and starboard to shore
connection manifolds. The four shore connections have a separate valve each. A P/V breaker is
connected directly to the inert gas main. A mast riser is connected to the main through a valve.
The ships cargo tank venting system is included in Section 8.
- Cargo/Slop tanks P/V-valves : 1400 mmWG / -350 mmWG
- Liquid P/V-breaker
: 1800 mmWG / -500 mmWG

Deck and Engine Log
Vessels Classed Approved IGS Manual where applicable
Vessels Classed Approved COW Manual where applicable
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CHAPTER 003 OTHER SHIPBOARD VOC EQUIPMENT AND

SYSTEMS / TECHNIQUES
Scope
This chapter describes any other VOC equipment and systems that are available in the
marine industry which can be further deployed and fitted for the vessel to further
enhance the monitoring and minimization of VOC emission onboard the Vessel.
Responsibility
The company is responsible for overseeing any further technical improvement of all VOC
emission management on the vessel.
3.1
VAPOUR PRESSURE RELEASE AND CONTROL VALVES (VOCON)
The Vapour Pressure Release and Control Valves (VOCON) valve operates as a hydraulically
controlled valve that controls the closing pressure for the valve and therefore undertakes a similar
procedure to the manual VOCON procedure as described in above chapters. However, for the loading
programme, the valve also allows a higher pressure to be maintained throughout the loading process
in order to limit the extent of vapour evolution from the crude oil once saturated vapour pressure is
achieved within the tank vapour system.
This valve is normally a single valve facility and located at the bottom of the Mast Riser in way of a bypass pipeline to the mast riser control valve. The relevant closing pressure setting for the valve may
be done locally or remotely in the Cargo Control Room depending upon the sophistication of the
installed system.
Photograph 3.1 Typical VOCON Valve
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3.2
CARGO PIPELINE VAPOUR PARTIAL PRESSURE CONTROL (KVOC)
The purpose with the KVOC system installation is to minimize VOC release to the atmosphere by
preventing the generation of NMVOC during loading and transit. The basic principle of KVOC is to
install a new drop pipeline column specially designed for each tanker with respect to expected loading
rate. The new drop pipeline column will normally have an increased diameter compared to an ordinary
drop line. The increased diameter will reduce the velocity of the oil inside the column and by that
means ensure that the pressure adjusts itself to approximately the boiling point of the oil independent
of loading rate. In the initial phase of the loading process some NMVOC might be generated. The
pressure inside the column will adjust itself to the TVP of the oil so that there is a balance between
the pressure inside the column and the oil TVP. When this pressure has been obtained in the column
the oil will be loaded without any additional NMVOC generation. This means that KVOC column
prevents under pressure to occur in loading system during loading.
The KVOC system is not designed to remove all NMVOC, but to minimize generation of NMVOC.
NMVOC remaining in the tanks from last cargo and COW operations has to be displaced from the
cargo tanks when loading. Also if the oil boiling point (TVP) is higher than the tank pressure, some
crude oil will generate NMVOC in the tanks and additional VOC be released. Bad weather together
with very volatile oil will also increase the NMVOC emissions due to its TVP also when KVOC is
applied.
KVOC column has an effect on the NMVOC release during transit, because gas bubbles have been
prevented from forming. This means that the amount of gas bubbles in the oil available for release
during transit will be minimized. To further reduce the release of NMVOC, the pressure in the cargo
tanks should be held as high as possible. A high pressure, from about 800 1000 mmWG will reduce
possible boiling and diffusion of NMVOC in the crude oil cargo tanks.
KVOC has also shown similar effect on H2S as on minimizing VOC generation. If the KVOC system
has been installed, it should therefore always be used when loading sour crude to minimize H2S
concentration in the void spaces and release during loading and transit.
From Cargo Manifold
From BLS
Cargo Deck line
Repositioned
Deck
Valve
813
Compensator valve
KVOC 2000
Existing
Drain valve
Bottom
Valves 813
Cargo main bottom line

813
Diagram 3.2 Typical Arrangement of a KVOC System Layout
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3.3

Procedures
INCREASED PRESSURE RELIEF SETTING
As previously described in above chapters, as long as the tank pressure is maintained above the
Saturated Vapour Pressure of the cargo, then equilibrium is obtained between the liquid and vapour
phase of the cargo and no further NMVOC will evolve from the cargo. This means that if the
pressure/vacuum relief settings are increased to e.g. 2100mmWG, NMVOC will not evolve from a
cargo as long as the Saturated Vapour Pressure of said cargo is below the pressure relief setting.
As indicated earlier, the maximum design pressure of a cargo tank is at least 2500mmWG and as
such increasing the settings of the pressure/vacuum devices up to e.g. 2100mmWG should not
require additional strengthening. It will however require adjustment/replacement of P/V-valves. Note
that for some P/V-valves designs, the pressure after initial opening increases and this has to be taken
into account if an owner intends to increase the setting of P/V-valves.
This will also require certain replacement / modifications to the P/V-breaker, as well as water loops
serving the inert gas deck water seal, as well as settings of pressure sensors and alarms in the inert
gas and VECS system. It is of course also essential that onboard operational procedures in terms of
manual pressure release have to be adjusted, surveyed and tested to the satisfaction of the Class
Society of the vessel.
One additional benefit is that increasing the pressure / vacuum relief settings is that it will increase the
acceptable loading rate during VECS, although the primary benefit of increasing set pressure will
occur during voyage. It will also have an effect related to loading, as the increased set pressure will
limit the existing vapour in the cargo tanks i.e. the vapour generated during the previous discharge
and Crude Oil Washing (COW).
When ships are provided with increased pressure relief settings, the VOC emissions will be controlled
when the saturated vapour pressure of the crude oil is below that of the pressure relief valve settings.
It is important that terminals and cargo surveyors acknowledge that if ships with higher pressure
settings are required to de-pressurize prior to cargo handling operations, this will limit the ships ability
to control NMVOC emissions.
3.4
VAPOUR RECOVERY SYSTEM (VRS - GENERAL)
In the late 1990s certain Administrations required offshore installations to reduce their emissions of
VOC and this has led to the development and installation of Vapour Recovery Systems (VRS)
onboard shuttle tankers in the North Sea. Different concepts were developed for the purpose of
reducing the emissions of Non-Methane VOC (NMVOC). The initial efficiency requirement was set to
78% (i.e. 78% less NMVOC emissions when using vapour recovery systems). The systems can
recover NMVOC in all operational phases of the cargo operation.
For ships that have been provided with Vapour Recovery Systems (VRS), the VOC emissions will be
controlled when the recovery plant is in operation.
The NMVOC recovery plant efficiency as well as any operational limitations related to e.g. applicability
for different cargo handling modes (loading, transit, COW), maximum allowable loading rates or crude
vapour pressures are to be specified in this manual.
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3.5
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VAPOUR RECOVERY SYSTEM (VRS CONDENSATION)
The principle is similar to that of re-liquefaction plants on LPG carriers. I.e. condensation of NMVOC
emitted from cargo tanks. In the process, the VOC passes through a knock out drum before it is
pressurized and liquefied in a two stage process. The resulting liquefied gas is stored in a deck tank
under pressure and could either be discharged to shore, or be used as fuel (possibly including
methane and ethane) for boilers or engines subject to strict safety requirements. It is also conceivable
that the stored gas could be used as an alternative to inert gas subject to the Administrations
acceptance.
Diagram 3.3 Typical Arrangement of a VRS (VRS - Condensation)
3.5
VAPOUR RECOVERY SYSTEM (VRS ABSORPTION)
This VOC control technology is based on the absorption of VOCs in a counter-current flow of crude oil
in an absorber column. The vapour is fed into the bottom of the column, with the side stream of crude
oil acting as the absorption medium. The oil containing the absorbed VOC is then routed from the
bottom of the column back to the loading line where it is mixed with the main crude oil loading stream.
Oil pumps and compressors are used to pressurize the oil and gas. Unabsorbed gases are relieved to
the riser to increase the recovery efficiency. Similar concepts have been developed using swirl
absorbers instead of absorption column.
Diagram 3.4 Typical Arrangement of a VRS (VRS - Absorption)
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3.6
VAPOUR RECOVERY SYSTEM (VRS ABSORPTION CARBON

VACUUM-REGENERATED ABSORPTION)
In the Carbon Vacuum-Regenerated Absorption (CVA) VOC control process, the crude oil vapours
are filtered through active carbon, which adsorbs the hydrocarbons. Then the carbon is regenerated
in order to restore its adsorbing capacity and adsorb hydrocarbons in the next cycle. The pressure in
the carbon bed is lowered by a vacuum pump until it reaches the level where the hydrocarbons are
desorbed from the carbon. The extracted, very highly concentrated vapours then pass into the
absorber, where the gas is absorbed in a stream of crude oil taken from and returned to the cargo
tanks.
As carbon bed adsorption systems are normally sensitive to high concentrations of hydrocarbons in
the VOC inlet stream, the VOC feed stream first passes through an inlet absorber where some
hydrocarbons are removed by absorption. The recovered VOC stream may be reabsorbed in the
originating crude oil in the same inlet absorber.
Diagram 3.5 Typical Arrangement of a VRS (VRS - CVA)
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CHAPTER 004 PROCEDURES FOR MINIMIZING VOC EMISSIONS

DURING CARGO LOADING OPERATION
Scope
This procedure describes the details involved in the management of VOC emission
during cargo loading operation of the vessel.
Responsibility
The Master is responsible for overseeing the proper monitoring of VOC control
procedures as per spelled out in this Chapter.
4.1
DISPLACEMENT OF VOC DURING CARGO LOADING OPERATION
The displacement of crude oil cargo VOC vapours at the loading port will occur, and has to be
monitored and controlled using available shipboard equipment. The reasons for the existence of these
volumes of this displaced, but co-mingled vapour are attributed to two discrete tanker operations;
namely existing vapour in the cargo tank system before loading and, the evolved vapour created
during the loading operation.
The first portion of the vapour displaced from the cargo tanks is that from the evolved vapour
generated during the previous discharge programme and in particular the vapour generated as a
result of the Crude Oil Washing (COW) of the cargo tanks. The concentration of this proportion of
vapour within the co-mingled gas mixture within a cargo tank can be determined prior to
commencement of the loading process.
The second portion of vapour displaced from the cargo tank is that develops or evolves during the
loading operation. This vapour evolves as a result of, both, the turbulence generated in the cargo
tanks due to the volumetric rate of loading and the pressure differentials within the loading pipeline
system creating a degree of flashing of the vapour from the incoming crude oil cargo into the cargo
tank.
The combined vapour emissions on loading are a final mixture of hydrocarbon vapours and the inert
gas introduced into the cargo tank to achieve a positive pressure within the cargo tank system.
The Figure below shows the typical measurements of hydrocarbon vapour concentrations from a
tanker during its loading programme. The X axis records the percent status of loading of the cargo
tank while the Y axis records the percentage of hydrocarbon vapour (VOC) concentration. The
graph primarily records the total hydrocarbon gas concentration at the differing capacity percentages
of loading of the cargo tanks. However, this total figure is then mathematically proportioned and
subdivided, taking into consideration the diminishing size of the vapour volume in the cargo tanks,
into the two concentrations of vapours, namely those present at the commencement of loading (in the
event approximately 4% of the total tank vapour volume) and the concentration of vapours that evolve
as a result of the loading process.
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Total Vopour
(A+B)
VOC
Concentration
(%)
Original Vapour
in Tank (B)
Evolved Vaopur
from Cargo
Loading (A)
Cargo Filling in Tank (%)
Figure 4.1 - Vapour concentration build-up in a cargo tank during loading operation
These vapours are displaced by the incoming cargo volumes, throughout the loading operation, and
released through the ships vapour pipeline system (inert gas pipeline) to atmosphere via the ships
mast riser.
In order to prevent excess pressures within the cargo tank system the isolation/control valve to the
mast riser is fully opened at the commencement of loading and it will remain in an OPEN position until
completion of cargo loading. Once the mast riser valve is shut and loading is completed, the
necessary in tank positive pressure is achieved to prevent any form of air/oxygen entry into the
cargo tank vapour system as is required by the SOLAS regulations.
In Appendix A of this VOC MP, the vessels tank venting arrangement of the vessel and it highlights
the relevant pressure control and release mechanisms, namely the vessels mast riser, the individual
tank Pressure/Vacuum (P/V) valves and the secondary safety mechanism of the P/V breaker.
4.2
SETTING OF TANK VENTING SYSTEM PRIOR TO LOADING
Prior to the commencement of cargo loading, it is crucial and important that ship-shore safety
checklist are tool box meeting with the terminal loading master be conducted, as part of the
Companys procedure for safety of cargo operation and also as an effective means of monitoring and
control of VOC emission during loading operation.
The following are to be adhered prior to the conduct of cargo loading operation :
Venting Equipment and Lines Valves

a.
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The vessel should always use closed loading where practically possible and safe. All
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4.3
b.
Purge pipes to be closed and checked. The pressure gauge on the purge pipe to be
recorded and monitored.
c.
All cargo tank vents should be set to the loading position. PV valves to be set to
ensure the high exit velocity of vented gas as required.
d.
Ensure that inert-gas plant is shut down, the deck isolation valve is shut and lashed,
and that the main inert-gas venting valves are open.
e.
Precautions should be taken and the venting system set accordingly to ensure
compatibility of vapour when loading different grades of cargoes.
VESSELS VOC CONTROL AND MONITORING SYSTEMS
The following are systems and procedures onboard the vessel for purpose of VOC emission control
and monitoring during cargo loading operation :
VOC Equipment Summary List

Attached in Appendix A of the VOCMP is the vessel particulars with a summary list of the VOC
emission control and monitoring equipment.
Manual Pressure Relief System/s

The vessel is not fitted with any manual tank pressure regulating or relief systems.
General Cargo Tank Access Hatches, Tank Domes, Pipings

The cargo tanks are fitted with access manholes, cargo inspection tank domes, ullage access
hatches. Attached in Appendix B of the VOCMP is the Manhole and Hatch arrangement for the
vessels cargo tanks.
Prior to the conduct of loading operation, watertight integrity and the rubber gasket condition of the
access hatches, tank dome covers and the access hatches are to be checked and recorded.
All various hatches are to be checked and verified that they are properly secured and closed.
The cargo oil lines and pipings are to be routinely checked and annually pressure tested.
Inert Gas System

The vessel is fitted with an Inert Gas System (IGS) to maintain the cargo tanks in a non-flammable
condition at all times. All cargo tanks should be kept in an inerted condition at all times, except when
it is necessary for them to be gas free for inspection or work, ie. the oxygen content should be not
more than 8% by volume and the atmosphere should be maintained at a positive pressure.
In order to maintain cargo tanks in a non-flammable condition the inert gas plant will be required to:
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Inert empty cargo tanks

Be in operation during cargo discharge, deballasting of cargo tanks, COW and
water washing
Purge tanks prior to gas freeing
Top up the pressure in the cargo tanks when necessary during other stages of
the voyage
Detailed records of all inert gas system operations and records of tank atmosphere readings must be
maintained during inerting of tanks, during discharge or COW, during purging prior to gas freeing and
for inert gas topping up operations.
Although there are differing designs of inert gas plants within the fleet, the procedures for staring up,
shutting down and testing for safety are similar and are given below:
Start-Up Procedures
Ensure that the portable oxygen analyser, fixed oxygen analyser and recorder
and inert gas pressure indicator and recorder are working correctly and correctly
calibrated
Oxygen and pressure recorders must be used and the record charts identified
by date and type of operation every time the inert gas plant is used
Ensure the boiler or inert gas generator is producing flue gas with an oxygen
content of 5% by volume or less
Ensure that power is available for all control, alarm and automatic shutdown
operations
Ensure that the quantity of water needed by the scrubber and deck seal is being
maintained satisfactorily by the pumps selected for this duty
Test operation of the alarm and shutdown features of the system for scrubber
water supply, and high and low levels
Check that the fresh air inlet valve is closed and the blank secured
Shut off the air to any air sealing arrangements for the flue gas isolating valve
Open the flue gas isolating valve
Open the selected blower suction valve. Ensure that the other blower suction
and discharge valves are shut unless it is intended to use both blowers
simultaneously
Start the blower
Test blower "failure" alarm
Open the blower discharge valve
Open the re-circulating valve to enable plant to stabilise
Open the inert gas regulating valve
Check that the oxygen content of the inert gas is 5% by volume or less
The inert gas system is now ready to deliver gas to the cargo tanks
Ensure individual tank I.G. valves are open and tank valves not in use closed
and locked
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Shutdown Procedures
When all tank atmospheres have been checked for an oxygen level of not more
than 8% and the required in tank pressure has been obtained, shut the deck
isolating valve
Shut the gas pressure regulating valve
Shut down the inert gas blower
Close the blower suction and discharge valves. Check that the drains are clear.
Open the water washing system on the blower while it is still rotating with the
power supply of the driving motor off. Shut down the water washing plant after
10 minutes
Close the flue gas isolating valve and open the air sealing system
Keep the full water supply on the scrubbing tower for one (1) hour
Fresh water wash the scrubber
Ensure that the water supply to the deck seal is satisfactory, that an adequate
seal is maintained and that the seal alarm arrangements are in order
Keep power to control panel switched on at all times, unless vessel is gas free
Safety Checks when the IG Plant is Shutdown
The water supply and level in the deck seal is to be checked daily
Check the water level in water loops installed in pipe work for gas, water or
pressure transducers, to prevent the back flow of hydrocarbon gases into gas
safe places
In cold weather, ensure that the arrangements to prevent the freezing of sealing
water in the deck seals and pressure vacuum breakers are in order.
Check the IG pressure and record in the deck log book once per watch. Before
the pressure in the inerted cargo tanks drops to 100 millimetres of water these
tanks are to be re-pressurised.
Mast Riser, Pressure Vacuum Breakers and Valves

All cargo tanks are fitted with individual primary and secondary PV valves. These shall are to be
operationally checked prior to commencement of cargo operation.
An annual pressure test using a proper calibrated test bench is to be conducted and measurements
recorded.
A liquid filled PV breaker is fitted on the main common line of the VECS. The liquid level of the PV
breaker is to be checked and it is prudent to note that anti-freeze solvent shall be added to with
correct dosage when vessel is operating in the cold climate with sub-zero ambient temperature.
A main mast riser is fitted to the common line as a secondary means of over pressure venting of the
cargo tanks.
Settings of pressure/vacuum relief devices
Design pressure of cargo tanks is +2500 mm WG and -700 mm WG.
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Settings of pressure/vacuum valves on are +1400 mm WG and -350 mm WG.

Settings of the P/V-breaker are +1800 mm WG and -500 mm WG.
Loading Sequence and Cargo Topping-Off

The loading sequence and loading rate of the vessel is to be discussed and finalized prior to the
commencement of the loading operation during the ship-shore checklist with the oil terminal.
All cargo high level and overfill alarms are to be energized during cargo operations. The maximum
cargo level in a cargo tank may not at any time exceed 98% of the cargo tank volume, the level at
which over-fill alarms must be set. In cases where the cargo level in the tank reaches the alarm point
and the alarm must be silenced or de-energized, the duty officer must be constantly aware of the
status of each alarm.
Keep in mind closing-off one tank increases flow rate to other open tanks. As vessels trim by stern
rate of flow to aftermost tanks will be more. Never shut-off against the flow of cargo. Always allow
flow into another tank first and then shut-off flow into the tank being topped-off.
The Officer in charge of topping-off tanks must give this operation his undivided attention and not
perform any other duties simultaneously. Errors during toppingoff operations will result in oil spills
on ships.
The need for an adequate number of personnel on deck can not be over emphasised. The Chief
Officer should ensure sufficient personnel are available on deck to complete the operation safely.
Topping-off begins with the systematic staggering of the tanks so that they reach their full levels in a
carefully controlled sequence. Whenever possible, topping-off should be completed in two-stages;
wing tanks followed by centre tanks.
The terminal is to reduce the rate accordingly as agreed in the ship-shore checklist prior to the
conduct loading operation. Before topping-off operations begin, the Chief Officer is to ensure that he
has notified the terminal in good time. The hydraulic oil tank level should be checked and the
Portable Manual Hydraulic Valve pump should be available and ready for immediate use. Before
each tank is topped off, the operation of the tank valve should be verified by carefully closing/opening
it.
To avoid any confusion and errors in communication at this critical stage of loading, the final ullage
for each tank should be clearly marked at the CCR control panel and on the deck so that the
personnel involved in the topping off know what the final ullage will be.
Both portable (MMC) and remote ullaging devices should be used and compared during topping
off. Remote ullaging systems must be calibrated before topping-off begins. The Tanks should be
topped off using the portable MMC and at the same time the ullages in the CCR are monitored.
Allowance must be made for the height of the reference point, trim and list as well as the ullaging
(vapour lock) / remote sensor positions (which are likely to be different).
On completion of the topping-off of the wing tanks, the centre tanks should be opened again and
staggered to finish in the desired sequence. As the wing tanks are completed and topped-off, the
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centre tanks should be cracked open to relieve the pressure on the lines. As more wing tanks are
shut down, more centre tanks should be opened in phases.
A smooth transition from wings to centres tanks is required so that pressure surges and high back
pressures at the Terminal's pumps is avoided. The Chief Officer should keep the Terminal informed
of his actions of tank switching at all times.
The Chief Officer should also make an allowance in his final tank ullages for any line fills and any
delay between request to stop and actual stop. Cargo tanks should never be loaded beyond 98% of
tank capacity in order to maintain a safety margin during topping off and to guard against volumetric
increase and possible overflow due to change of temperature on the loaded voyage.
Vapour Emission Control System (VECS)

The vessel is fitted with a USCG Approved vapour return system which allows the VOC emission to
be completely transferred ashore during cargo loading operation. Vapour return manifolds are fitted at
the port and starboard of the vessel cargo manifold position.
Vapour Emission Control System operations must comply with the class approved VECS manual.
For this vessel the design cargo loading rate of the ship is approximately 6,000m3/h when loading
through all cargo manifolds and loading all cargo oil tanks. The design a cargo discharge rate is
approximately 6,000m3/h with the use of all three main cargo pumps. Note however that as per the
VECS manual the following restrictions apply:
- Maximum loading rate of a single cargo tank: approx. 1200m3/h
- Maximum loading rate of slop tanks: approx. 375m3/h
- Maximum loading rate of all cargo tanks: approx. 14400m3/h
The above limitations apply for a cargo with a maximum vapour growth rate of 1.25 and a maximum
density of 1.529kg/m3. For lower vapour growth rates and densities, the loading rate may be
increased in accordance with that stated in the VECS manual.
Attached in Appendix B of the VOCMP is the line diagram of the Vapour Control System.
4.4
OPERATIONAL CHECKS AND MONITORING
Typically a normal loading programme will take about 24 hours for a Very Large Crude Carrier
(VLCC) with a volumetric rate of loading of up to 20,000 m3/hour. The mast riser is normally used
during loading for tank vapour pressure control. Its exit location, being at least 6 metres above the
deck, allows for the free flow of the vapours displaced from the cargo tanks by the incoming liquid
crude oil at the rate of loading of the cargo.
The rate of displacement of VOC vapours from the cargo tank system will be the same as the loading
rate but the concentration of VOC vapours in the displaced stream will be greater dependent upon the
extent and rate of evolution of VOC vapours (vapour growth) from the incoming cargo that would add
to the volume of gas/vapour mixture already existent in the cargo tank prior to loading.
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Cargo tanks should never be loaded beyond 98% of tank capacity in order to maintain a safety
margin during topping off and to guard against volumetric increase and possible overflow due
to change of temperature on the loaded voyage.
The maximum loading rate of the vessel is as stated in Appendix A of the VOC MP, and it required
that this loading be strictly adhered and monitored during loading operation to minimize VOC
emission to the atmosphere.

Form 013 Pre-loading Ship-Shore Safety Checklist
Form 014 Cargo Plan
Form 019 Statement of Pumping Records
Form 020 Tank Washing Records
Form 021 Cargo Heating Records
Form 028 IG Operations Log
Form 150a VOC Reporting Form
Form 150b VOC Monitoring Log
Vessels Classed Approved COW Manual where applicable
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DURING SEA PASSAGE
Scope
during passage of the vessel from load port to the discharge port.
Responsibility
5.1
MONITORING OF VOC DURING SEA PASSAGE
Safety and operational checks are to be conducted when the vessel is on a laden sea passage to the
discharge port. During a loaded sea passage, the following safety and VOC monitoring are to be
performed and the understated controls are to be performed by qualified and trained personnel.
Any abnormality must be promptly reported to the master.
5.1.1
DAILY CONTROL AND BILGE AND PUMP ROOM
Pump room bilges are to daily monitored for hydrocarbon content. Such monitoring should also
include sounding to detect cargo or water leakages.
5.1.2
CONTROL OF VALVES
Cargo Segregation or Mixing or Contamination

The slightest contamination of cargoes either by mixing of grades or by mixing of cargo and water
will, often, ruin the entire contents of a tank resulting in heavy claims. It is the vessel's responsibility
to avoid any kind of mixing or contamination and the utmost care should be taken to eliminate
accidents.
Tagging of valves
When the vessel is carrying more than one grade, it is required to tag the valves. If the vessel has
loaded cargo in different groups and the valves are readily distinguishable by different colours. In
any other case, tagging of valves serves the same purpose.
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Avoid inadvertent access or operation of valves

It is encouraged to establish procedures to avoid inadvertent access or operation of any valve during
the sea passage. This may be carried out by keeping the cargo control room and/or hydraulic room
locked. Lock out Tag out procedure may also be used to identify and isolate the grades.
Manufacturers instructions are referred to avoid any inadvertent opening of the valves, due to drop in
the hydraulic pressure or other similar cases.
Segregation of Tank venting lines

In case the vessel has common venting lines, the tank isolation valves are to be kept shut and the
Inert Gas pressure monitored regularly. This is carried out to avoid vapour contamination. The tank
isolation valves are to be locked to avoid inadvertent operation and the Chief Officer should have the
keys to the locks.
5.1.3
CARGO TANK LEVELS AND PRESSURE MONITORING
Any variation in the tank level shall be immediately investigated and the necessary action taken to
prevent a hazardous situation and pollution.
In ships fitted with an inert gas system, the topping up operation is to be started whenever the cargo
tank pressure drops to 100mmWG.
Tank / Line Over-Pressurization and Under-Pressurization

During sea passage, over-pressurisation of cargo tanks is due to compression of the ullage space by
the over-release of vapour generated due to increase in the temperature of the cargo. Underpressurisation can be caused by expansion of the ullage space by the inadequate release of vapour
due to fall in the temperature of the cargo. The resulting over or under-pressure in the tank or line
may result in serious deformation or failure of the tank or line structure and, which can seriously
affect the structural integrity of the ship and could lead to pollution.
Precautions and Corrective Actions

Tank pressures are required to be monitored regularly. In case the pressures fall below 100mmWg.
Inert gas plant is to be used in order to top up the pressure. In case the pressure increases, it may
have to vented off using mast riser or PV valves. In case of releasing toxic vapours, reference is
drawn to ECM part B section 13.
After completion of loading, cargo lines too suffer over and under pressurization due to increase or
fall in the temperature of the cargo in the line. Vessels are guided to vent off the lines one by one, by
crack opening the drop valve and the goose neck valve to the cargo tank.
5.1.4
CARGO TEMPERATURE MONITORING
When vessel have received cargo which requires heating during the voyage, it is imperative that the
heating instruction given by the shipper is well studied. Generally, heating instruction require the
vessel to keep min/max temperature during the voyage and also min/max temperature before
discharging as well as maximum temperature rise per day.
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Prior loading, the Master should cross-check that the maximum temperature for the cargo is well
below the maximum temperature for the tanks coating can bear. Reference should also be made for
the maximum temperature for the seat-rings of the valves.
Cargo temperature shall be monitored and recorded at least daily and if in hot climate e.g. warm
seawater and sun warming up the deck, a more frequent check may be necessary.
If temperature starts rising towards the dangerous level, cooling systems must be put into operation.
Cooling can be done by circulating cold fresh water in the heating coils, and/or by flushing deck by
ambient seawater
5.1.5
INSPECTION OF CARGO LINES AND ACCESSES
Any leakages, during the voyage shall be identified and possibly immediately repaired taking into
account the flammability and hazardous characteristics of the cargo. The following areas of checks
are to be conducted :
5.1.6
Monitor any escape of cargo vapour by checking PV valves

Ensure all hatch lids, ullage ports and other tank openings are gas tight
Maintain inert gas blanket on cargo throughout voyage using the inert gas
system as necessary, and monitoring the tank pressure
Keep tanks under a good positive pressure at all times
GAS DETECTION AND SOUNDING OF EMPTY ADJACENT TANKS
All tankers without fixed gas detection systems for void and ballast spaces within the cargo tank area,
should have these spaces regularly monitored for hydrocarbon content. Such monitoring should also
include sounding and ullaging of the empty spaces to detect cargo or water leakages.
Non-cargo spaces within the cargo tank area should be monitored as follows:
Soonest after each loading operation
At least every third day during loaded passage and immediately prior to arrival
at port
Prior to all ballasting
In connection with any unusual event such as grounding, collision, contact

damage, after a period of very heavy weather or any other unforeseen
operational problems
Every third day during ballast passage (sounding or ullaging only)

Where ships are engaged on short coastal voyages, which make the above regulations impractical to
follow, visual inspection of the tanks or the ballast water is considered a suitable alternative measure.
The test results of this monitoring should be entered.
During voyage there might be a leakage from the cargo tanks into cofferdams, double bottoms, etc.
Therefore, all void spaces should be gas-monitored everyday and recorded.
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DURING DISCHARGE OF CARGO
Scope
during discharge of cargo at the discharge port.
Responsibility
6.1
OPERATIONAL MEASURES FOR REDUCTION OF VOC EMISSION
The vessel shall carry out regular inspection of P/V valves, P/V Breakers, Mast Riser, hatches
and pipe connections for tightness. Any leakages detected shall be entered into the maintenance
program for rectification at first opportunity. Form 150a VOC Reporting Log, shall be used for the
conduct of such pre-loading checks.
6.1.1
OPERATIONAL MEASURES FOR LOADING OF CARGO WITH NO VECS
Loading should be started with low to moderate loading rate until loading outlets (bellmouths) in tanks
are well submerged, e.g. filling to 1m. High loading rate per tank means shorter filling time and less
vapour release from the crude oil.
If practicable, considering trim and bending moment/shear force, loading segregation by segregation at
max. rate is favourable. High vapour space pressure reduces vapour release from the cargo during
loading.
A procedure where the initial slow loading takes place with the mast riser valve open followed by
closing the riser valve and let the P/V valves on the tanks take care of the release of excess
vapour/inert gas during the subsequent loading will be beneficial.
6.1.2
OPERATIONAL MEASURES DURING LADEN VOYAGE
Manual release/blow-down of ullage (vapour space) pressure should be avoided as far as

practicable. The pressure control should be left to the P/V valves.
6.1.3
OPERATIONAL MEASURES DURING DISCHARGING AND COW
Do not wash more tanks than what is required by the Convention (1/4 of the tanks) unless special
circumstances make it necessary. A full cycle (top-bottom-top for single nozzle machines) will normally
not be necessary. Washing covering lower stringers and tank bottom will in most cases be enough for
sediment control. Closed cycle COW may be considered. I.e. re-circulate crude oil used for washing
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to/from slop tanks. This reduces vapour release from the crude oil compared to using fresh oil bleed
from discharge lines.
If vessels trim/bending moment permit, tanks intended to be washed should be discharged first.
Vapour released when these tanks are washed may then be used to fill the other tanks being
discharged.
6.1.4
OPERATIONAL MEASURES DURING BALLAST VOYAGE
If low tank pressure occurs making inert gas top-up necessary make sure that the supply pressure is
kept below opening pressure of the P/V valves.
6.2
MONITORING OF VOC DURING CARGO DISCHARGING OPERATION
The emission of crude oil VOC at the discharging port should be monitored and minimized as far as
practically possible. The Chief Mate, being also the VOC Management Officer (VOCMO) for the
vessel, will be instructed to prepare detailed cargo discharge plans specific to ship and cargo. The
vessel Master will verify and approve the discharging plan as prepared by the Chief Officer and revert
with any further suggestions if any.
The objective of every discharge operation is the production of the maximum quantity of cargo whilst
maintaining operations of the highest safety and anti-pollution standards, and also at the same time
minimizing any emission of VOC to the atmosphere.
The discharge sequence is to be such that the vessel has a good draining trim at an early stage in
the discharge. This will allow early effective stripping.
A pre-discharging ship-shore checklist and a toolbox meeting is to be conducted with the terminal
operators to finalize all details of the discharging, including the discharging sequence, discharging
rate etc, while taking into consideration the minimization of VOC emission during the discharging
operation.
The vessel will be required to maintain a the VOC Report Form and Monitoring Log during the entire
discharging operation.
6.3
CARGO DISCHARGING OPERATION
Pumping Program
The pumping programme is to be pre-planned before discharge, and the Chief Mate is to inform the
Chief Engineer of all pumping requirements prior to checking. Any special requirements or limitations
are to be discussed.
Cargo is to be transferred in accordance with cargo plan. It is to be confirmed that stability and
stresses have been calculated for all stages of the operation at the planning stage and that draft,
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trim, stability and stresses will be monitored and recorded on an hourly basis throughout the cargo
discharging operation.
Fire-Fighting and Oil Spill Equipment

All necessary equipment for cargo operations, fire fighting and oil pollution avoidance is to be
inspected and placed ready for discharge.
Personnel
Port or security watches are to be set.
Any special manning requirements, such as storing, or crew absences for

medical treatment, will need to be taken into account. All operating personnel
are to be briefed on the Emergency Plans prior to discharge
Discharge Plans
Develop and provide operational agreement in accordance with ISGOTT 5th Edition Chapter 22.6.
This is to be compiled prior to vessels arrival at the discharge port. It is to include instructions on:
Discharge pumps, valves and lines to be used, and discharging sequence, and
any special operational procedures
Ballasting
Inspection of pump room, sea valves, manifold and moorings
Method of how to stop the cargo pumps and to raise alarm in case of fire or
pollution
A copy of the discharge plan is to be available to each of the deck watch officers
Pre-Transfer Safety Meeting

Before discharge operations commence, the Safety meeting is to be held together with the Terminal
authorities. This should cover all aspects of the cargo discharge or ballast operations during the
vessels projected stay.
Any special requirements from vessel or terminal are to be discussed and noted down by both parties
to avoid any delay or confusion at a later stage.
Lining up pipelines and valves

Prior to commencing discharge the cargo tank line and pump room valves to be set as per the plan
for start of discharge.
Valves not in use should be secured and lashed shut.
Line / Valve settings are to be supervised and checked by the Watch-Officer and re-confirmed by the
Chief Mate. After re-confirmation, this must be recorded in the Port Log as Cargo valve line-up
checked and confirmed. This entry must be recorded before commencing cargo operations.
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Ullaging / Sampling
Prior to commencement the vessels tanks are to be gauged by the Receiver / Terminal / Independent
Surveyors if any, and cargo quantity affirmed and endorsed for.
Inert Gas / Venting

Tanks should be kept in an inert condition at all times, except when it is necessary for them to be gas
free for inspection or work, i.e. the oxygen content should be not more than 8% by volume and the
atmosphere should be maintained at a positive pressure.
Setting for Pressure Sensor and Alarm Systems

If pressure sensors are provided as means of secondary protection, the alarm settings for the
pressure sensors must be set to activate when the tank pressure or vacuum reaches 10% above the
normal actuation settings of the pressure or vacuum valves themselves.
6.4
VESSELS VOC CONTROL AND MONITORING SYSTEMS
Tanks should be kept in an inerted condition and the oxygen content should be not more than 8% by
volume and the atmosphere should be maintained at a positive pressure at all times during the
discharging operations.
General Cargo Tank Access Hatches, Tank Domes, Pipings

The cargo tanks are fitted with access manholes, cargo inspection tank domes, ullage access
hatches. Attached in Appendix B of the VOCMP is the Manhole and Hatch arrangement for the
vessels cargo tanks.
Similar to loading operation, prior to the conduct of discharging operation, watertight integrity and the
rubber gasket condition of the access hatches, tank dome covers and the access hatches are to be
checked and recorded.
All various hatches are to be checked and verified that they are properly secured and closed.
The cargo oil lines and pipings are to be routinely checked and annually pressure tested.
Inert Gas System

The vessel is fitted with an Inert Gas System (IGS) to maintain the cargo tanks in a non-flammable
condition at all times. All cargo tanks should be kept in an inerted condition at all times, except when
it is necessary for them to be gas free for inspection or work, ie. the oxygen content should be not
more than 8% by volume and the atmosphere should be maintained at a positive pressure.
During the course of the discharging operation, the IGS monitoring log is to be continuously recorded
to ensure that the cargo tanks pressure within the operating range of the PV valves and Breaker.
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Mast Riser, Pressure Vacuum Breakers and Valves

All cargo tanks are fitted with individual primary and secondary PV valves. These shall are to be
operationally checked prior to commencement of discharging operation.
An annual pressure test using a proper calibrated test bench is to be conducted and measurements
recorded.
A liquid filled PV breaker is fitted on the main common line of the VECS. The liquid level of the PV
breaker is to be checked and it is prudent to note that anti-freeze solvent shall be added to with
correct dosage when vessel is operating in the cold climate with sub-zero ambient temperature.
A main mast riser is fitted to the common line as a secondary means of over pressure venting of the
cargo tanks.
Discharging Sequence
While taking into consideration minimizing the VOC emission during discharging operation, the
discharging sequence and discharging rate of the vessel is to be discussed and finalized prior to the
commencement of the discharging operation during the ship-shore checklist with the oil terminal.
Documentation and filing

Form 013 Ship Shore Safety Checklist
Form 023 - Tank Inspection Report
Form 021 Cargo Heating Record
Form 018 Statement of Pumping Performance
Form 019 Statement of Pumping Record
Form 022 Cargo Calculation / Ullage Report
Form 020 Tank Washing Record
References
ISGOTT 5th Edition
MARPOL
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CHAPTER 007 SAFETY CONSIDERATIONS

Scope
This procedure describes the safety considerations required for conduct of VOCMP
measures onboard the Vessel.
Responsibility
The Master is responsible for overseeing the safe conduct and operation of all cargo
operations and VOCMP procedures on the vessel.
7.1
GENERAL SAFETY CONSIDERATIONS
Unless applied carefully some of the measures for VOCMP can affect a ships safety during cargo
operation.
IMO recommends that each ship should be provided with a VOCMP by the dateline of 01 July 2010,
detailing the way that the ship can comply with monitoring and control measures of the VOCMP. The
preparation for it should be treated with the same seriousness as part of the preparation of a cargo
plan. All concerned with the VOC emission monitoring and reporting can thereby be assured that they
are both protecting the marine environment and ensuring the safety of the ship and crew.
SAFETY OF THE VESSEL IS ALWAYS FIRST !

The IMO Resolution as found in the Appendix includes guidance on safety aspects of VOC emission
control and monitoring. The safety points outlined below are intended to emphasize the importance of
a properly planned cargo operation, while taking into consideration of the VOC emission and
monitoring measures.
7.2
SAFE HANDLING OF VOC
Most VOCs may be toxic in nature, and when they evaporate into the air, they can react with Nitrogen
Oxides (NOx) in sunlight and split apart oxygen molecules in air and thereby form ground-level ozone,
commonly referred to as smog.
The layer of brown haze it produces is not just an eyesore, but also is a source of serious illnesses.
Ozone is extremely irritating to the airways and the lungs, and can cause serious damage to the
delicate cells lining the airways. It contributes to decreased lung function, increased respiratory
symptoms and illnesses.
The following general safety guidelines shall be adhered when handling and when a crew member is
suspected to be in contact with VOC of considerable concentration :
1.
Avoid suspected concentrated VOC area.
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2.
Get away from the suspect area as soon as you do not feel well.
3.
Get sufficient air ventilation.
4.
Use fresh running water to cleanse the eyes if any eye discomfort is felt.
5.
Get sufficient rest.
7.3
SAFETY PRECAUTIONS FOR VOC MONITORING DURING CARGO

LOADING OPERATION
The following safety precautions shall be adhered to during cargo loading operations in relation to the
VOC emission control and monitoring :
1.
Ship-shore safety checklist is to be conducted prior to the commencement of the loading

operation. The document is legally binding and shall be signed by the port terminal
loading master and the vessels master.
2.
Operational checking and testing of the tank venting devices to ensure that they are in
good working order prior to the commencement of operation.
3.
Toolbox briefing to the crew who will be involved in the cargo loading operation,
including the monitoring and recoding of the VOC report form and monitoring logs.
7.4
SAFETY PRECAUTIONS FOR VOC MONITORING DURING SEA

PASSAGE
The following safety precautions shall be adhered to during vessel passage in relation to the VOC
emission control and monitoring :
1.
Routine monitoring of the cargo tank pressure and temperatures.
2.
Visual inspection of the cargo tank venting system.
7.5
SAFETY PRECAUTIONS FOR VOC MONITORING DURING

DISCHARGING OPERATION
The following safety precautions shall be adhered to during the various shipboard operations in
relating to the VOC emission control and monitoring :
1.
Ship-shore safety checklist is to be conducted prior to the commencement of the

discharging operation. The document is legally binding and shall be signed by the port
terminal loading master and the vessels master.
2.
Operational checking and testing of the tank venting devices to ensure that they are in
good working order prior to the commencement of operation.
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Toolbox briefing to the crew who will be involved in the cargo discharging operation,
including the monitoring and recoding of the VOC report form and monitoring logs.

Form 001 Voyage Plan
References
ISGOTT 5th Edition
MARPOL
IBC CODE
OCIMF
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CHAPTER 008 DUTIES OF THE APPOINTED VOC MANAGEMENT

OFFICER
Scope
This procedure describes the roles and responsibilities of the appointed VOC
management officer (VOCMO) onboard the Vessel.
Responsibility
The Master is responsible for overseeing the management of the VOC monitoring and
control with the appointed officer in charge of the VOCMP on the vessel.
8.1
EXPERIENCE AND QUALIFICATIONS
The Chief Mate is the appointed officer in charge of the VOC Management Officer (VOCMO).
The person shall be designated to assume overall charge of the VOC management on board the ship.
He or She shall have the following experience and qualification as a guide :
1.
At least one years experience on crude oil tankers where his or her duties have
included all cargo handling operations relevant to VOC management. In the absence
of experience with VOC management, he or she should have completed a training
programme in VOC management as specified in the VOC management plan;
2.
Participated at least twice in cargo loading operations, Crude Oil Washing (COW)
Operations and transit where VOC management procedures have been applied, one
of which should be on the particular ship or a similar ship in all relevant aspects, for
which he or she is to undertake the responsibility of VOC management; and
3.
Full knowledge of the contents of the VOC management plan.
The VOC Management Officer should preferably :

1.
In the absence of experience with VOC management, he or she shall

have completed a training programme in VOC management in as
specified in this manual.
2.
Have participated at least twice in cargo loading operations, Crude Oil

Washing Operations and transit where VOC management procedures have
been applied, one of which shall be on the particular ship or a similar ship in all
relevant aspects, for which he or she is to undertake the responsibility of VOC
management.
3.
Be fully knowledgeable of the contents of this manual.
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8.2
Procedures
DUTIES AND RESPONSIBILITIES
Duties of the appointed officer in charge of VOC MP includes the following :
Prepare the VOC reporting form and monitoring log form prior to arrival in port.
Advise Master and Chief Engineer whenever cargo operation is to be conducted.
Obtain information on the requirements of the port authorities of the next visiting port in
due time before arrival in those waters.
Ensure that the cargo operations are conducted safely, while following the procedures in
the VOCMP.
Prepare and maintain the VOC reporting form and monitoring log.
Conducts and records all VOCMP related training for the crew.
The duty Officer must keep the Master advised on the updating and record keeping as
required by the plan from time to time. Should there be any doubt, or if the management
plan does not keep to the schedule, Master shall be advised accordingly.

Nil
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CHAPTER 009 VOC REPORTING FORM AND MONITORING LOG

Scope
This procedure describes the necessary VOC reporting form and monitoring logs used
onboard by the Ships Master.
Responsibility
The Master is responsible for carrying out the necessary instructions as spelled out in
the VOCMP.
9.1
USAGE OF VOC MP FORMS AND MONITORING LOGS
The vessel shall be required to maintain onboard records of VOCMP Reporting Forms and Monitoring
Logs. A suitable log is provided in the Companys computerized forms, which signed hardcopies shall
be retained onboard the vessel for purpose of statutory survey and port state control inspection
purposes.
For uncontrolled P/V valve blow out, a calculation of the release is not required. Record keeping is
necessary in order to document compliance with the requirements of the management plan and,
potentially, the extent of release of gases from the crude oil cargo tanks. The form of record keeping is
dependent on the specific form of method used to minimize the emission of NMVOC from the crude oil
cargo. It will also be dependent on the operation being performed by the ship necessitating the release
of NMVOC; namely loading, during the carriage or as a result of a crude oil washing (COW)
operation. The data and information should be compiled to assess or quantify the extent or
degree of NMVOC release.
Ships that are not provided with VOC recovery/reduction installations have limited control over VOC
releases during loading or as a result of automatic opening of P/V-valves. I.e. record keeping is
considered relevant only if manual release/blow-down of the ullage pressure is carried out onboard.
For recording the NMVOC released when manual pressure release is used, the methodology of the
spreadsheet calculation found in Appendix D Form 150 should be used. The minimum pressure
within the tank gas/vapour system for the specific voyage and the completion of the calculation
spreadsheet as per Appendix D Form 150.
9.2
REPORTING TO THE COMPANY
The vessel shall commence keeping such records upon receipt of the VOCMP and related Forms.
Some ports or terminals may require their own form format to be used which the format of the relevant
national reporting forms may be different from that of the Companys forms. In this case, the specific
port or terminal form shall be used.
Nonetheless, it is the Masters responsibility to obtain the latest updated VOC logs / forms for the port
of arrival thru the vessels agents as required where necessary.
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Procedures
FORMAT FOR VOC REPORTING FORM AND MONITORING LOGS
There is so far no IMO standard VOC reporting form and monitoring logs developed to serve as a
guide for use when reporting on the VOC management and control on the vessel.
Company forms thus shall be used as required on the vessel, unless otherwise stated by the port ot
oil terminals, which this shall be clarified during the toolbox meeting of the pre-loading ship-shore
safety check list.

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CHAPTER 010 - PERIODIC REVIEW

Scope
This procedure describes the activities to carry out during the periodic reviews onboard
by the Company and the Ships Master.
Responsibility
The Company shall initiate and coordinate the periodic reviews of this VOCMP where
necessary.
The Master is responsible for carrying out instructions as directed by the Company, and
to report the outcome as soon as is practicable thereafter.
10.1
INTERNAL PERIODIC REVIEW
A periodic review for the VOCMP shall be held where necessary, to update the plan on any new
regulatory requirement relating to VOC emission control and monitoring.
The purpose of the periodic review is to evaluate the efficiency of the VOCMP and to recommend
any changes which may enhance the existing procedures and documents.
The reviews shall consist of a detailed evaluation of the following :
Reports of any breaches or non-compliance of the plan
Port state control inspection, and any related control and compliance measures
Organisational changes
Effectiveness of training methods
Changes in relevant legislation, conventions, etc
Identification of new technologies, procedures or instructions
The efficiency of the VOC management procedure and any suggested change/s
Minutes of the periodic review meeting shall be approved by the Company and then circulated to all
relevant personnel, including the Master and Chief Officer of the vessel.
The Chief Officer shall compile the proposed changes as discussed in the review meeting and
propose the review changes to the Company on an annual basis. The Company shall receive,
acknowledge and review the proposed changes by the vessel. He shall then reply to the Master of
the vessel on the review results and approve and amend the proposed changes to the VOCMP as
necessary.
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Periodic review may be held more frequently than once a year provided the meeting is called by the
Company Management Team.
10.2
PERIODIC REVIEW ARISING FROM REGULATORY INSTRUCTIONS
The Administration shall determine which changes to the approved VOCMP and the procedures shall
not be implemented unless the relevant amendments to the plan are approved by the Administration.
Any such changes shall be at least as effective as those measures as spelled out in this VOCMP.
Upon receipt of the above changes, the Company shall notify the Master of the changes and instruct
the Master to proceed to make implementations on the vessel in accordance to the changes as
spelled out. These changes shall be documented and filed. They shall also contribute to part of the
periodic review as mentioned in this VOCMP.
10.3
VOC MANAGEMENT PLAN RECORDS
All records with regards to the VOCMP shall be kept in hardcopy with all properly checked and
signed by the Master and Chief Mate.
Unless otherwise specified by the Flag Administration and Port States, all records shall be kept for a
minimum of three (3) years onboard the vessel.

Form 201 System Revision Change Request
Form 150c Technical Modification Request Form
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CHAPTER 011 TRAINING AND FAMILIARIZATION

Scope
This procedure describes the activities to be carried out during the periodic training and
familiarization onboard by the Ships Master.
Responsibility
The Company shall regularly check and audit the training onboard the vessel.
The Master is responsible for carrying out all training as required and record the training
conducted as soon as they are conducted thereafter.
11.1
TRAINING AND FAMILIARIZATION
The Master shall ensure that the vessel conducts regular familiarization training for the crewmembers
in the operation of the VOC emission control and monitoring, which the contents of the training
conducted shall include the following :
1.
An introduction to the purpose of VOC emission control: Regulation 15 of Annex VI to

MARPOL 73/78
2.
An introduction to the principles of VOC emission control
3.
General VOC emission control options
4.
Ship specific VOC emission control options
5.
Monitoring and recording of VOC release
6.
Hazards and Safety related to VOC emission control

- The hull and its pressure limitations
- Personnel safety hazards related to exposure to crude oil vapour.
7.
Vessels cargo operations and proper VOC control and monitoring, with positions of
associated vent valves / pipes, and IG pipelines connecting to the cargo tanks.
8.
The procedures for ensuring the tank venting equipment/s method for ensuring that
sounding pipes are clear , and that air pipes and their non-return valves, if any, are
unblocked.
The maximum loading rate for the vessel to undertake cargo the various ballast
water exchange operations.
9.
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10.
The proper recording of VOC reporting forms and monitoring logs.
The training shall be conducted in the presence and participation of the Master and the Chief Mate.
11.2
TRAINING RECORDS
The Chief Mate shall retain all training records associated with this plan. The training shall be
conducted at intervals of 3 months, or within a week when more than 25% of the crew change takes
place.
All training records shall be retained in hardcopy onboard the vessel for a minimum of 3 years.

Form 091 Schedule of Drills
Form 162 Training Records
o
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Appendixes
APPENDIX A
VESSELS PARTICULAR LIST
AND
VOC EMISSION CONTROL
AND MONITORING EQUIPMENT
SUMMARY LIST
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Appendixes
APPENDIX A
Vessel Particular List
VESSEL NAME :
MARIBEL
VESSEL TYPE :
OIL TANKER
FLAG STATE :
NIS
PORT OF REGISTRY :
OSLO
IMO :
9326873
CALL SIGN :
LAGU6
YEAR OF BUILT :
2007
LOA :
228.50 M
BREADTH :
32.24 M
DEPTH :
20.45 M
GRT :
42,835 MT
DWT :
74,992 MT
CLASS SOCIETY :
DNV (CLASS NUMBER : 26106)
BUILDER :
BRODOSPLIT SHIPYARD, SPLIT CROATIA

(HULL NO. 449)
MAIN ENGINE :
MAN B&W 6S60 MC-C, 13,560 KW @ 105RPM

18,436 BHP
Appointed VOC
Management Officer :
Chief Officer
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Appendixes
APPENDIX A
Vessels VOC Emission Control and Monitoring Systems
Inert Gas System (IGS)
Installed :
Yes and Class Society approved system
Crude Oil Washing System

(COW) Installed :
Vapour Return System

(VRS) Installed :
Any other Vapour Control

System (VCS) Installed :
NONE
Cargo Tank Venting :
Vessel is fitted with Common and Individual cargo tank

venting devices
Maximum Tank Venting

Capacity :
17,494 m3/hr
(for homogeneous cargo loading condition)
2,216 m3/hr
(for each cargo tank)
Maximum Cargo
Discharging Rate :
6000 m/hr
(6 Cargo Pump in Operation)
Cargo Pump capacity :
FRAMO Hydraulic Submerged Pumps

12 x 1,000m/hr for main COT Tanks
2 x 300 m/hr for SLOP Tanks
PV Valves Setting :
Opening pressure : 1400 mm/wg

Vacuum pressure : - 350 mm/wg
PV Breaker Setting :
Opening pressure : 1800 mm/wg

Vacuum pressure : - 500 mm/wg
Pressure monitoring in tank

:
All cargo tanks are fitted with individual pressure monitoring

devices
Tank RADAR SAAB
Main Mast Riser Installed :
Designated cargo tanks for

Heavy weather seawater
ballast :
COT 4P and 4S
Ballast Pump capacity :
FRAMO
2 x 1500 m/hr
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Appendixes
Note :
The vessels design cargo loading rate is approximately 6000 m3/hr when loading
through all cargo manifolds and loading all cargo oil tanks. The design a cargo
discharge rate is approximately 6000 m3/hr with the use of six cargo pumps. Note
however that as per the VECS manual the following restrictions apply:
-
Maximum loading rate of a single cargo tank: approx. 1200 m3/hr

Maximum loading rate of slop tanks: approx. 375 m3/hr
Maximum loading rate of all cargo tanks: approx.14400 m3/hr
The above limitations apply for a cargo with a maximum vapour growth rate of 1.25
m3/hr and a maximum density of 1.52 kg/m3. For lower vapour growth rates and
densities, the loading rate may be increased in accordance with that stated in the
VECS manual.
Volatile Organic
`
THOME

Appendix B
APPENDIX B
VESSELS DRAWINGS
AND PLANS
Vessel Documents (To be kept with the VOCMP):
1.
2.
3.
4.
5.
General Arrangement;
Capacity / Tank plan;
Schematic drawing of the Cargo Tank Venting system;
Schematic drawing of the Inert Gas (IGS) system;
Schematic drawing of the Vapour Emission Control (VECS)
systems (if applicable);
6. Schematic drawing Vapour Recovery System or other VOC
control systems (if applicable);
7. Details of Pressure Vacuum (P/V) relief devices including
settings and capacities.
Vessel References Document (To be kept onboard Vessel):

1.
2.
3.
4.
5.
Vapour Emission Control System manual (if applicable);

Vapour Recovery System manual (if applicable);
Other VOC control system manual (if applicable);
Inert Gas manual; and
COW manual.
Volatile Organic

THOME
Appendix C
APPENDIX C
SOLAS II-2, REGULATION
11.6 AND 4
AND
ALL RELATED RESOLUTIONS
(SEE ENCLOSED)
INTERNATIONAL MARITIME ORGANIZATION

4 ALBERT EMBANKMENT
LONDON SE1 7SR
Telephone: 020 7735 7611
Fax:
020 7587 3210
E
IMO
Ref. T5/1.01
MEPC.1/Circ.680
27 July 2009
TECHNICAL INFORMATION ON SYSTEMS AND OPERATION TO ASSIST

DEVELOPMENT OF VOC MANAGEMENT PLANS
1
The Marine Environment Protection Committee, at its fifty-ninth session (13 to 17 July 2009),
approved the Guidelines for the Development of a Volatile Organic Compound (VOC)
Management Plan for tankers carrying crude oil (resolution MEPC.185(59)).
2
In conjunction with consideration of the guidelines, MEPC 59 agreed that additional
technical information on vapour pressure control systems and their operation would assist the
industry in development of VOC management plans. Therefore, MEPC 59 agreed to the technical
information on systems and operation to assist development of VOC management plans for tankers
carrying crude oil, as set out in the annex to this document.
3
The technical information addresses the general equipment and systems involved, their
operation and conditions on board a crude oil tanker with respect to the formation and emission of
Volatile Organic Compounds (VOC) as well as the ability to control VOC formation and
and emissions.
4
Member Governments are invited to bring this circular to the attention of their
Administrations, relevant shipping organizations, recognized organizations, shipping companies
and other stakeholders concerned and encourage them to take it into account when applying the
Guidelines for the development of a VOC management plan for crude oil tankers.
***
I:\CIRC\MEPC\01\680.doc
MEPC.1/Circ.680
ANNEX
TECHNICAL INFORMATION ON VAPOUR PRESSURE CONTROL
SYSTEMS AND THEIR OPERATION TO ASSIST DEVELOPMENT OF
VOC MANAGEMENT PLANS FOR TANKERS CARRYING CRUDE OIL
Introduction
This technical information is compiled pursuant to the requirements in MARPOL Annex VI
Regulation 15.6, and describes the general equipment, operations and conditions onboard a crude
oil tanker with respect to the emission and ability to control Volatile Organic Compound (VOC)
emissions.
The Guidelines for the development of a VOC management plan state:
1
Objectives
.1
The purpose of the VOC management plan is to ensure that the operation
of a tanker, to which regulation 15 of MARPOL Annex VI applies,
prevents or minimizes VOC emissions to the extent possible.
.2
Emissions of VOCs can be prevented or minimized by:

.1
optimizing operational procedures to minimize the release of

VOC emissions; and/or
.2
using devices, equipment, or design changes to prevent or

minimize VOC emissions.
.3
To comply with this plan, the loading and carriage of cargoes which
generate VOC emissions should be evaluated and procedures written to
ensure that the operations of a ship follow best management practices for
preventing or minimizing VOC emissions to the extent possible.
If devices, equipment, or design changes are implemented to prevent or
minimize VOC emissions, they shall also be incorporated and described in
the VOC management plan as appropriate.
.4
While maintaining the safety of the ship, the VOC management plan
should encourage and, as appropriate, set forth the following best
management practices:
.1
the loading procedures should take into account potential gas

releases due to low pressure and, where possible, the routing of oil
from crude oil manifolds into the tanks should be done so as to
avoid or minimize excessive throttling and high flow velocity in
pipes;
.2
the ship should define a target operating pressure for the cargo
tanks. This pressure should be as high as safely possible and the
ship should aim to maintain tanks at this level during the loading
and carriage of relevant cargo;
MEPC.1/Circ.680
ANNEX
Page 2
.3
when venting to reduce tank pressure is required, the decrease in

the pressure in the tanks should be as small as possible to maintain
the tank pressure as high as possible;
.4
the amount of inert gas added should be minimized. Increasing

tank pressure by adding inert gas does not prevent VOC release but
it may increase venting and therefore increased VOC emissions;
and
.5
when crude oil washing is considered, its effect on VOC emissions

should be taken into account. VOC emissions can be reduced by
shortening the duration of the washing or by using a closed cycle
crude oil washing programme.
Additional considerations
.1
A person in charge of carrying out the plan

.1
.2
Procedures for preventing or minimizing VOC emissions

.1
.2
.3
A person shall be designated in the VOC management plan to be

responsible for implementing the plan and that person may assign
appropriate personnel to carry out the relevant tasks;
Ship-specific procedures should be written or modified to address

relevant VOC emissions, such as the following operations:
.1
Loading;
.2
Carriage of relevant cargo; and
.3
Crude oil washing;
If the ship is equipped with VOC reduction devices or equipment,

the use of these devices or equipment should be incorporated into
the above procedures as appropriate.
Training
.1
The plan should describe the training programmes to facilitate best

management practices for the ship to prevent or minimize VOC
emissions.
MEPC.1/Circ.680
ANNEX
Page 3
Section 1 The hull and its pressure limitations
1.1
Allowable cargo tank ullage pressure
1.1.1 The cargo tank structure is designed to withstand a range of design loads and parts of the
tank structure will also contribute to the global longitudinal strength of the ship. The classification
societies specified load conditions and loads are applied in verification of the structural design.
One such load is the combined pressure from the liquid cargo and the tank ullage pressure. The
tank ullage pressure is to be minimum 25 kN/m2 or the opening pressure of the pressure relief
device (P/V valve), whichever is greater. Accordingly, the maximum allowable ullage pressure
in a standard tanker is typically interpreted as 25 kN/m2 (i.e. approximately 2,550 mmWG). It
should however be noted that global strength considerations and the impact of other design loads
may imply that actual allowable pressure could be higher.
1.1.2 In terms of under pressure, SOLAS regulation II-2/11.6 indicates an allowable under
pressure of -700 mmWG. From a structural point of view, the maximum allowable tank under
pressure is presumably lower.
1.1.3 Exceeding the maximum allowable pressures could lead to structural failures. If such a
structural failure results in opening of the tank structure to atmosphere, uncontrolled
VOC emissions will occur together with the possibility of oil pollution to the seas. Further, it
could result in loss of inert gas protection with subsequent hazards related to fire and explosion.
1.2
Typical cargo tank venting systems
1.2.1 The design of cargo tank venting and inert gas systems is governed by SOLAS
regulation II-2/11.6 and 5. Most crude oil tankers have a common cargo tank venting and inert
gas main pipeline which is also used for vapour emission control (ref. section 4). Branches to
each cargo tank are provided with isolation valves and blanking arrangements. The isolation
valves and blanks are typically only used in connection with tank entry. SOLAS chapter II-2
requires that the isolation valves are to be provided with locking arrangements to prevent
inadvertent closing/opening of said tanks. The cargo tank venting/inert gas main is connected to
a mast riser. The mast riser has a minimum height of 6 metres with an IMO approved flame
arrestor at its outlet. An isolation valve is provided between the cargo tank venting/inert gas
main and the mast riser. Some designs have a small capacity pressure/vacuum valve fitted in a
bypass across the isolation valve. This latter enables thermal breathing from cargo tanks when
the isolation valve is closed. A liquid-filled P/V breaker is typically connected to the cargo tank
venting/inert gas main. The P/V breaker has a capacity to accommodate the gas flow from cargo
tanks during loading (125% of the loading rate and discharge rate). The cargo tank venting/inert
gas main is typically used during loading and discharging operations. During loading the mast
riser valve is open (unless vapour emission control is performed) and VOC is expelled to air.
During discharge the same valve is closed and inert gas used to replace the tank atmosphere. The
cargo tank venting/inert gas main is also used during voyage but the mast riser valve will be
operated only in the event of increasing ullage pressure.
MEPC.1/Circ.680
ANNEX
Page 4
1.2.2 In addition to the common cargo tank venting/inert gas main, each cargo tank is required to
have a pressure/vacuum relief device for thermal breathing in the event the cargo tank is isolated
from the common cargo tank venting/inert gas main. Although classification societies accept that
these devices have the capacity to accommodate gas volumes resulting from variations in cargo
temperature only (i.e. thermal breathing), latest industry practices have led to the installation of
devices with the capacity to accommodate the full gas flow from loading of cargo tanks.
1.3
Typical settings of pressure/vacuum relief devices
1.3.1 Although the design pressure of cargo tanks is typically +2,500 mmWG and -700 mmWG,
the typical setting of pressure/vacuum valves on crude tankers is +1,400 mmWG
and -350 mmWG.
1.3.2 The typical settings of the P/V breakers are +1,800 mmWG and -500 mmWG. It should
be noted that for liquid filled P/V breakers, the settings have to take into account ship movement
(rolling and pitching) as specified by the classification societies.
Section 2 Crude Oil Tanker Pressure control/release systems
2.1
Introduction
2.1.1 Traditionally, vapour release from crude oil tankers occurs on three discrete occasions,
they being: during loading, during the loaded voyage to the discharge port, and during the
ballasting of cargo tanks at the discharge port.
2.1.2 Since the introduction of the International Convention for the Prevention of Pollution
from Ships together with its Protocol in 1978 (MARPOL), tankers built after 1 June 1982
(regulation 18), termed MARPOL tankers, are all designed with the required totally segregated
(designated) ballast tanks. With these regulations in force, cargo tanks are never used for the
loading of ballast, except on very rare occasions for bad weather purposes where one of the
Crude Oil Washed cargo tanks is dedicated to take in ballast water. Therefore, the displacement
of vapour from the relevant crude oil cargo tank at the discharge port has ceased to occur for the
MARPOL compliant type tankers. Given this situation then, only two occasions remain where
vapour emissions from crude oil tankers generally occur, namely on loading and during the
transportation of the cargo.
2.2
Load Port Displacement of VOC
2.2.1 Displacement of crude oil cargo vapours at the loading port continues to occur. The
reasons for the existence of these volumes of this displaced, but co-mingled1, vapour must be
subdivided and attributed to two discrete tanker operations; namely existing vapour in the cargo
tank system before loading and, the evolved vapour created during the loading programme.
2.2.2 The first portion of the vapour displaced from the cargo tanks to be considered is that
from the evolved vapour generated during the previous discharge programme and in particular
that vapour generated as a result of the Crude Oil Washing of the cargo tanks. The concentration
of this proportion of vapour within the co-mingled gas mixture within a cargo tank can be
1
The vapour emissions on loading are a mixture of hydrocarbon vapours and the inert gas introduced into the
cargo tank to achieve a positive pressure within the cargo tank system.
MEPC.1/Circ.680
ANNEX
Page 5
determined prior to commencement of the loading process. The second portion of vapour
displaced is that that develops or evolves during the loading programme itself. This vapour
evolves as a result of, both, the turbulence generated in the cargo tanks due to the volumetric rate
of loading and the pressure differentials within the loading pipeline system creating a degree of
flashing of the vapour from the incoming crude oil.
2.2.3 To illustrate the extent of these gases within a cargo tank system on a tanker during a
loading process, Figure 2.1 below shows the measurements of hydrocarbon vapour
concentrations as taken from a tanker during its loading programme. The X axis of the graph
records the percent status of loading of the tanker whereas the Y axis records the percentage of
hydrocarbon vapour (VOC) concentration. The graph primarily records the total hydrocarbon gas
concentration at the differing percentages of loading of the cargo tanks. However, this total
figure is then mathematically proportioned and subdivided, taking into consideration the
diminishing size of the vapour volume in the cargo tanks, into the two concentrations of vapours,
namely those present at the commencement of loading (in the event approximately 4% of the
total tank vapour volume) and the concentration of vapours that evolve as a result of the loading
process.
2.2.4 These vapours are displaced by the incoming cargo volumes, throughout the loading
period, and released through the ships vapour pipeline system (inert gas pipeline) to atmosphere
via the ships mast riser. In order to prevent excess pressures within the cargo tank system the
isolation/control valve to the mast riser is fully opened at the commencement of loading and
remains opened until completion of loading. Once the mast riser valve is shut and loading is
completed, the necessary in tank positive pressure is achieved to prevent any form of
air/oxygen entry into the cargo tank vapour system as is required by the SOLAS regulations.
60
50
% VOC Conc e ntration
40
Orig Vapour %
Ev olved Vapour %
30
Total Vapour %
20
10
0
0
10
20
30
40
50
60
70
80
90
100
% Fill of Cargo Tank s
Figure 2.1 Hydrocarbon vapour concentration in the vapour phase during a loading
MEPC.1/Circ.680
ANNEX
Page 6
2.2.5 In Figure 2.2 below, a photograph shows the deck of a tanker and highlights the relevant
pressure control and release mechanisms, namely the vessels mast riser, the individual tank
Pressure/Vacuum (P/V) valves and the secondary safety mechanism of the P/V breaker. These
mechanisms will be explained further in this section.
Mast Riser
P/V
Valves
P/V
Breaker
Figure 2.2 Main Cargo Deck of a Crude Oil Tanker

2.2.6 Typically a normal loading programme will take about 24 hours for a VLCC with a
volumetric rate of loading of up to 20,000 m3/hour. The mast riser is normally used during
loading for tank vapour pressure control. Its exit location, being at least 6 metres above the deck,
allows for the free flow of the vapours displaced from the cargo tanks by the incoming liquid
crude oil at the rate of loading of the cargo. The rate of displacement of VOC vapours from the
cargo tank system will be the same as the loading rate but the concentration of VOC vapours in
the displaced stream will be greater dependent upon the extent and rate of evolution of VOC
vapours (vapour growth) from the incoming cargo that would add to the volume of gas/vapour
mixture already existent in the cargo tank prior to loading, as shown in Figure 2.1 above.
2.3
VOC release during the voyage
2.3.1 During the voyage, the temperature of the gases/vapours in the ullage space of the cargo
tanks and the liquid cargo varies. The gas phase consists of a mixture of unsaturated gases
(Inert Gas for tank safety and protection) and saturated vapours (evolved hydrocarbon vapours
from the cargo). The temperature of the gas phase of the tank varies diurnally with its maximum
temperature being achieved by mid afternoon and its coolest temperature in the early hours of the
morning. The liquid phase temperature varies very much slower and is dependent upon both the
hull design and the temperature of the surrounding seawater.
2.3.2 Figure 2.3 below records, as an example, the vapour pressure and cargo temperature data
of a reported voyage for a single hulled (but segregated ballast) tanker. The graph records on
the X axis the days of the voyage whereas the Y axis records both the cargo temperature (oC)
and the pressure (mmWG) within the vapour phase of the cargo tank system. Superimposed
upon the graph is both the normal operational release pressure as well as the P/V valve opening
MEPC.1/Circ.680
ANNEX
Page 7
pressure levels. The vapour pressure readings were recorded every four hours whereas the cargo
liquid temperature readings (blue) were recorded daily.
30
1600
P/V Valve Opening Pressure
1400
25
Pressure mmWG
Temperature Deg C
1200
20
1000
Tank temp
15
800
Pressure
600
10
Maxim ium Norm al

Control Operating
Pressure before
Manual Release by
Vessel's Com m and
400
200
0
0
10
15
20
25
30
35
40
45
50
Day Number
Figure 2.3 Temperature and Pressure profile for a crude oil voyage
2.3.3 The double hulled construction of a crude oil tanker has a void/ballast space located
between the cargo tank and the outer hull, this causes the temperature of the liquid cargo to
remain closer to the temperature of the cargo upon loading for a longer period due to the so
called Thermos Effect or heat loss insulation created by the void or empty ballast space. The
cargo temperature profile, as shown in Figure 2.3, reflects the expected changes to temperature
for a cargo carried on board a single hulled vessel where the impact of the seawater temperature
upon the cargo is more apparent. This aspect can be more clearly seen in Figure 2.3 for the
early/interim days of the 47-day voyage from North Sea to the Far East.
2.4
A Crude Oil Tankers vapour pressure control mechanisms
2.4.1 A crude oil tanker is designed and constructed to withstand high vapour pressures up to a
certain value. In order to protect the vessels structure against excessive pressures, two differing
levels of safety mechanisms are installed to control and limit the pressures exerted in the vapour
phase of the cargo system. The installation of both these systems is a requirement within the
International Convention for the Safety of Life at Sea (SOLAS). These mechanisms are:
.1
the individual tank Pressure/Vacuum (P/V) valve; and
.2
the common Pressure/Vacuum (P/V) breaker.
MEPC.1/Circ.680
ANNEX
Page 8
2.4.2 The P/V valve is the primary mechanism for the protection from cargo tank over pressure.
The design and operational requirements of the P/V valves are set out in the ISO 5364:2000
standard but the opening and closing pressure setting of the individual valves is set in accordance
with the designed tolerance of the relevant structure having applied the necessary safety margins.
Figure 2.4 A design and construction of a P/V valve2

2.4.3 A design of a P/V valve may be seen in Figure 2.4 above. The valve is fitted to a vertical
pipeline connected directly to the vapour space of a cargo tank (see Figure 2.2 above). The valve
consists of two sections, namely the vacuum protection section on the left hand side of the valve
as shown and the pressure control mechanism of the right hand side. Both mechanisms rely upon
a weighted diaphragm that will be lifted when the pre-designed pressures are met. On the
pressure side of the valve the exit nozzle is designed such that the exit velocity of the vapours
reach the required velocity so as to maintain the deck working area clear of hydrocarbon vapours.
2.4.4 Each cargo tank is normally equipped with its valve so that full protection is available,
should the individual cargo tank be isolated from the main common vapour system on board the
tanker. The typical pressure setting for a P/V valve is traditionally measured in millimetres of
water gauge and would be in the range from 1,400 to 1,800 mmWG. These valves are supported
on a connecting pipeline to the tanks atmosphere by a 100 to 150 mm diameter pipeline and
located at least 2 metres above the deck. Due to the requirements to prevent mechanical damage
to these valves the closing pressure is controlled by a damping mechanism (to prevent
hammering of the valve). As a result of the damping mechanism the closing pressure of the
valve will vary but will be in the range of 400-800 mmWG.
Courtesy Pres-Vac Engineering A/S: www.pres-vac.com.
MEPC.1/Circ.680
ANNEX
Page 9
2.4.5 Supporting the over pressure safety system of the P/V valve is the secondary safety
mechanism of the P/V breaker. In the event of a rapid pressure fluctuation within the common
vapour system the P/V breaker is available to relieve such an over pressure. The single
P/V breaker is located on the common vapour pipeline, serving all the cargo tank branch
pipelines, which ends at the vessels mast riser (see Figure 2.2).
Figure 2.5 The design and operation of a P/V breaker3

2.4.6 The construction and operation of the P/V breaker may be seen in Figure 2.5 above. The
pressure setting in the P/V breaker is achieved by way of the internal water column with an
equivalent pressure setting of approximately 2,000 mmWG. The water column also isolates the
vapour phase from external air ingress into the system. In the event of an excessive pressure
surge within the tank vapour system the water column would either be displaced out of the
breaker onto the deck, in the event of excessive pressure, or drawn into the cargo tanks in the
event of an under pressure. This will, therefore, open the total vapour system to the external
environment and atmospheric pressure and, due to the equipments dimensions, will relieve the
pressure in the system very quickly. Thus, this safety mechanism, due to its pressure setting, will
only operate if the vessel tanks P/V valves fail to operate or are not of sufficient capacity to
relieve the pressure surge adequately.
3
Reference G.S. Marton, Tanker Operations a Handbook for Ships Officers, page 76.
MEPC.1/Circ.680
ANNEX
Page 10
2.4.7 It should, however, be noted that once the P/V breaker operates then, as stated above, it
will reduce the pressure within the tank vapour system to atmospheric pressure, thereby exposing
the tank system to ingress of oxygen. Therefore, this system is a last resort system to preserve
the structure of the tanker from damage.
Section 3 VOC generation systems in Crude Oil
3.1
Why limit VOC Emissions to the atmosphere? VOCs are a pollutant to the air and act as
a precursor to the formation of Tropospheric Ozone commonly termed Smog.
Thus, to control this emission, there are four criteria that impact on the extent and rate of
evolution of gaseous VOC from crude oils and its subsequent release to atmosphere. These are:
.1
the volatility or vapour pressure of the crude oil;
.2
the temperature of the liquid and gas phases of the crude oil tank;
.3
the pressure setting or control of the vapour phase within the cargo tank; and
.4
the size or volume of the vapour phase within the cargo tank.
Each of these criteria are defined and briefly explained below together with any
interaction between the criteria for general operational circumstances.
3.2
The volatility or vapour pressure of the crude oil
3.2.1 Reid Vapour Pressure (RVP) this is an industrially developed standard test method to
determine the Air Saturated absolute Vapour Pressure of volatile, non-viscous hydrocarbon liquids
in compliance with the requirements specified in the Institute of Petroleum test procedure IP 69.
3.2.2 The RVP is the vapour pressure obtained within a standardized piece of test equipment
for the evolved hydrocarbon vapour at a temperature of 100F or 37.8C. The standard test
parameters for the determination of this pressure are important to identify and relate to the ratio
of a fixed liquid volume to a fixed vapour volume. This ratio is one part liquid to four parts
vapour. Thus, the pressure reported for this parameter reflects, in principle, the pressure that
would be registered when the cargo tanks are about 20% loaded.
3.2.3 This leads to the importance of two other parameters, namely the Saturated Vapour
Pressure and Unsaturated Vapour Pressure. These two parameters, and the physics behind them,
give more clear indications and guidance with respect to a crude oils volatility with respect to
vessel operations and VOC control.
3.2.4 Saturated Vapour Pressure (SVP)4 is the equilibrium pressure generated by the liquid
phase for the vapour volume within a defined system. The Saturated Vapour Pressure is developed
only by the evolved hydrocarbon vapours from the crude oil liquid phase. For a Saturated Vapour
to be present it must have contact with its own liquid phase. If the liquid phase temperature
4
An empirical equation exists to correlate the Reid Vapour Pressure (psia) to the Saturated Vapour Pressure of a
crude oil at the constant temperature of 37.8oC. This equation is: P = (6.2106* Ln PR) + 4.9959; Where P is the
Saturated Vapour Pressure (psia) at 37.8oC and PR is the Reid Vapour Pressure (psia) at the same temperature.
MEPC.1/Circ.680
ANNEX
Page 11
increases or decreases so will the Saturated Vapour Pressure vary accordingly an increase the
liquid temperature will cause an increase in the Saturated Vapour Pressure.
3.2.5 However, if the vapour volume increases or decreases for a known liquid temperature, the
pressure should, in theory, remain constant (for further understanding on this parameter see
paragraph 3.5.2 below). These circumstances, respectively, will only cause the vapour to
condensate and fall back to the liquid phase or more vapour to evolve from the liquid phase to
maintain the Saturated Vapour Pressure. This physical characteristic is indicative of equilibrium
pressure between the liquid and vapour phases within the defined system.
3.2.6 From the foregoing it can be readily recognized that Saturated Vapour Pressure should
not vary with the size of the vapour volume and will only vary with the temperature of the liquid
phase not the vapour phase temperature.
3.2.7 Unsaturated Vapour Pressure (UVP) contrary to the concept of Saturated Vapour
Pressure, an Unsaturated Vapour is not in contact with its liquid phase. In this case the vapour is
obtained from other sources such as air or, more likely, Inert Gas. Thus, by reference to the
standard laws of physics and what is termed the Ideal Gas Law5, both variations in volume and/or
temperature (this time it is the gas or vapour phase) will vary the pressure within a closed system.
3.2.8 From an operational perspective this type of behaviour is the primary cause of the
variation of pressures within a cargo tank system over a 24-hour period and is to be associated
with the Inert Gas phase within a cargo tank. However, the pressure generated from this type of
gas/vapour is not the total vapour pressure in the cargo system.
3.2.9 Behind the pressure generated from the Unsaturated Vapours (Inert Gas) lies the pressure
generated by the Saturated Vapours (the hydrocarbon vapours evolving from the crude oil cargo).
As stated above, this pressure will remain as a constant for a given cargo/liquid temperature and,
as is well recognized, a cargo temperature will not vary to the same extent as the vapour
temperature due to heating or cooling from external sources (sunlight, sea temperature,
air temperature, etc.). Thus, the variation for the tank observed Total Vapour Pressure is due to
the presence of Inert Gas in the cargo tank.
3.2.10 Total Vapour Pressure this pressure is the total pressure to be achieved within a
defined closed system given the variable parameters of vapour volume and the differing control
temperatures. In fact it is the combination or addition of the Saturated and Unsaturated Vapour
Pressures (Daltons Law of Partial Pressure6) within a closed and defined system.
3.2.11 Thus, on board a tanker, the pressure measured within Vapour System is the Total
Vapour Pressure of the system which is the sum of the two individual pressures generated by the
differing types of gases present in the system.
The Ideal Gas Law equation is PV = nRT or P = (nRT)/V where: P = Pressure, T = Temperature, V = Volume
and nR are gas constants.
Daltons Law of Partial Pressure states that The pressure of a mixture of gases is the sum of the partial
pressures of its constituents.
MEPC.1/Circ.680
ANNEX
Page 12
3.3
The temperature of the crude oil in a cargo tank
3.3.1 The measurement and determination of temperature upon the two differing phases in a
crude oil cargo tank have differing impacts upon the size and extent of pressure exerted at any
one time in the cargo tank. In this regard it is necessary to consider the two phases separately
with regard to the impact of temperature.
3.3.2 The temperature of the liquid in a crude oil cargo tank the temperature of the liquid
phase in a crude oil cargo tank will vary little over the period of a voyage unless cargo heating is
being undertaken. It is this temperature that determines the Saturated Vapour Pressure that will
be exerted by the evolving VOCs from the cargo volume and contribute to the Total Vapour
Pressure in the cargo tank at any one time. The cooler the liquid phase temperature the lower
will be the Saturated Vapour Pressure of the crude oil but care should be taken not to allow
cooling of waxy cargoes too much, such that it promotes wax precipitation.
3.3.3 The temperature of the vapour or gas in a crude oil cargo tank the temperature of the
gas phase in a cargo tank will change more rapidly and vary during the day/night cycle. As this
phase in the cargo tank contains a mixture of Saturated (evolved hydrocarbon gases) and
Unsaturated (Inert gas) gas species the pressure in this space will vary with temperature due to
the reaction of the Unsaturated Gas component to temperature (Ideal Gas Law5). Thus, during
the day when the gas phase warms, the pressure in the tank will increase so long as there is an
Inert Gas component in the gas phase. The obverse will occur at night as the gas phase cools.
3.4
The pressure setting or control of the vapour phase within the cargo tank
3.4.1 The technologies available on board crude oil tankers for the control of pressure within
the cargo tank vapour system are discussed in section 2. However, it is important to identify the
significance of pressure with respect to the evolution of hydrocarbon vapours from a crude oil
liquid phase.
3.4.2 Control of the extent of the pressure within a crude oil cargo tank vapour system will
determine the extent of further vapour evolution from a crude oil cargo. If the pressure within
the system is controlled at the Saturated Vapour Pressure of the cargo, then equilibrium pressure
between the liquid and vapour phase is obtained and no further VOC will evolve from the cargo.
However, if the vapour pressure in the crude oil tank vapour system is reduced to a pressure
below the Saturated Vapour Pressure of the cargo, then VOC will evolve to restore the
equilibrium balance in the system.
3.5
The size or volume of the vapour phase within the cargo tank system
3.5.1 The size or volume of the gas or vapour phase in the cargo tank system (usually a
common system on a crude oil tanker due to the interconnection through the Inert Gas pipeline
system) is an important criterion to establish the pressure within the system. Again separate
consideration should be given to the two differing types of gases to be found in the vapour phase
and how volume may impact these component gases.
3.5.2 Saturated vapours from the crude oil liquid phase, as described above in paragraph 3.2.2,
under theoretical conditions the pressure generated by saturated vapours will not be affected by a
change in the volume space occupied by the vapours. However, due to the numerous species of
hydrocarbon types to be found in evolved vapour from a crude oil it has been found that a
volumetric change of the vapour phase from a 2% volume (V:L ratio of 0.02) to a 20% volume
MEPC.1/Circ.680
ANNEX
Page 13
(V:L ratio 0.2) will impact the saturated vapour pressure of a crude oil at a constant temperature.
For vapour volumes greater than 20% of the total volume the pressure behaves similar to that
expected of a Saturated Vapour; namely nearly isobaric. These circumstances can be seen in
Figure 3.1 below for a selection of crude oil types.
21
19
Champion
17
Forcados
Pressure (psia)
Palanca
15
Brent
13
Maya
Oseberg
11
Oman
9
Iranian Light
7
5
3
0
0.1
0.2
0.3
0.4
0.5
Vapour to Liquid Ratio
Figure 3.1
3.5.3 The change in pressure with respect to volume, for a vapour percent volume
from 2% to 20%, for complexed vapour phases evolved from crude oils, is due to the influence of
the individual volatile hydrocarbon types and their varying proportions in both the liquid and
vapour phase that separately contribute to the final saturated vapour pressure under equilibrium
conditions. The ratio of concentration of the individual hydrocarbon compounds in the vapour
phase is due to the Partition Coefficients for each hydrocarbon type in relation to another type.
This will cause a differing distribution of hydrocarbon species to that in the liquid phase when
the vapour phase volume is smaller.
3.5.4 Unsaturated gases (Inert Gas) in the vapour phase system this type of gas behaves in a
manner simulated by the Ideal Gas Law equation5. Therefore any reduction in the volume
occupied by this gas will cause an increase in the pressure exerted by the gas at a known
temperature.
Section 4 Methods and systems for the control VOC
In this section, examples of methods and systems for the control of VOC are provided.
4.1
Methods and systems for the control of VOC during Loading
4.1.1
Best Practices and design

.1
Manual pressure relief procedures (tank pressure control);
.2
P/V valve condition and maintenance;
.3
Condition of gaskets for hatches and piping;
MEPC.1/Circ.680
ANNEX
Page 14
4.1.2
.4
Inert gas topping up procedures;
.5
Partially filled tanks;
.6
Loading sequence and rate; and
.7
Use of vapour return manifold and pipelines when shore facilities are available.
Vapour Emission Control Systems
The principle behind VECS is that VOC generated in cargo tanks during loading is
returned to the shore terminal for processing, as opposed to being emitted to atmosphere through
the mast riser.
Vapour Emission Control Systems (VECS) were introduced in 1990 as a requirement for
tankers loading oil and noxious liquid substances at terminals in the United States (USCG 46
CFR Part 39). IMO followed up with the introduction of IMO MSC/Circ.585 Standards for
vapour emission control systems in 1992. International regulation requiring vapour emission
control was introduced through regulation 15 of MARPOL Annex VI adopted in 1997, although it
is only required for ships loading cargo at terminals where IMO has been informed that VECS is
mandatory.
Since 1990, most crude tankers have installed a VECS system in compliance with
USCG regulations. The regulations cover both the technical installation (vapour recovery piping
and manifold, vapour pressure sensors and alarms, level gauging, high level and independent
overflow alarms) as well as operational restrictions and training. The operational restrictions are
found in a mandatory VECS manual which also includes maximum allowable loading rates. The
maximum allowable loading rate is limited by one of the following:
.1
the pressure drop in the VECS system from cargo tank to vapour manifold (not to
exceed 80% of the P/V valve setting);
.2
the maximum pressure relief flow capacity of the P/V valve for each cargo tank;
.3
the maximum vacuum relief flow capacity of the P/V valve for each cargo tank
(assuming loading stopped while terminal vacuum fans are still running); and
.4
the time between activation of overfill alarm to relevant cargo tank being full
(min. 1 minute).
The calculations are to be based on maximum cargo vapour/air densities as well as

maximum cargo vapour growth rates, which again may limit the cargoes that can be loaded with
VECS.
Further, the calculations are to be carried out both for single tank and multiple tank
loading scenarios.
The USCG regulations also contain additional requirements to vapour balancing, i.e. for
tankers involved in lightering operations. These include operational requirements as well as
technical requirements for an in-line detonation arrestor, oxygen sensors with alarms and
possibly means to prevent hazards from electrostatic charges.
MEPC.1/Circ.680
ANNEX
Page 15
For ships provided with a VECS system as per IMO or USCG regulations, the control of
VOC emissions will be through returning VOC to the shore terminal in accordance with the
procedures found in the onboard VECS manual.
The maximum allowable loading rates and corresponding maximum vapour/air densities
and vapour growth rates should be specified in the VOC management plan.
4.1.3
Vapour Pressure Release Control Valve (VOCON valve)
The VOCON valve operates as a hydraulically controlled valve that controls the closing
pressure for the valve and therefore undertakes a similar procedure to the manual VOCON
procedure as described in 4.2.2 below. However, for the loading programme, the valve also
allows a higher pressure to be maintained throughout the loading process in order to limit the
extent of vapour evolution from the crude oil once saturated vapour pressure is achieved within
the tank vapour system. This valve is normally a single valve facility and located at the bottom
of the mast riser by way of a by-pass pipeline to the mast riser control valve. The relevant
closing pressure setting for the valve may be done locally or remotely in the Cargo Control Room
depending upon the sophistication of the installed system.
Figure 4.1 Hydraulically controlled VOCON valve

Similar valves with fixed pressure arrangements are to be found and are currently
installed on tankers and located at the same position; namely at the bottom of the mast riser by
way of a by-pass pipeline to the mast riser control valve. These valves operate as a form of tank
breather valve but release vapour through the mast riser.
4.1.4
Cargo Pipeline Partial Pressure control system (KVOC)
The purpose of the KVOC system installation is to minimize VOC release to the
atmosphere by preventing the generation of VOC during loading and transit. The basic principle
of KVOC is to install a new drop pipeline column specially designed for each tanker with respect
to expected loading rate. The new drop pipeline column will normally have an increased
MEPC.1/Circ.680
ANNEX
Page 16
diameter compared to an ordinary drop line. The increased diameter will reduce the velocity of
the oil inside the column and by that means ensure that the pressure adjusts itself to
approximately the boiling point of the oil independent of the loading rate. In the initial phase of
the loading process some VOC might be generated. The pressure inside the column will adjust
itself to the SVP of the oil so that there is a balance between the pressure inside the column and
the oil SVP. When this pressure has been obtained in the column the oil will be loaded without
any additional VOC generation. This means that KVOC column prevents under pressure to
occur in the loading system during loading.
The KVOC system is not designed to remove all VOC, but to minimize generation of
VOC. VOC remaining in the tanks from the last cargo and COW operations has to be displaced
from the cargo tanks when loading. Also, if the oil boiling point (SVP) is higher than the tank
pressure, some crude oil will generate VOC in the tanks and additional VOC be released. Bad
weather together with very volatile oil will also increase the VOC emissions due to its SVP also
when KVOC is applied.
The KVOC column has an effect on the VOC release during transit, because gas bubbles
have been prevented from forming. This means that the amount of gas bubbles in the oil
available for release during transit will be minimized. To further reduce the release of VOC, the
pressure in the cargo tanks should be held as high as possible. A high pressure, from
about 800 to 1,000 mmWG, will reduce possible boiling and diffusion of VOC in the crude oil
cargo tanks.
KVOC has also shown a similar effect on H2S as on minimizing VOC generation. If the
KVOC system has been installed, it should therefore always be used when loading sour crude to
minimize H2S concentration in the void spaces and release during loading and transit.
From Cargo Manifold
Cargo Deck line
From BLS
Repositioned
Deck
Valve
813
Compensator valve
KVOC 2000
Existing
Drain valve
Bottom
Valves 813
Cargo main bottom line

813
Pipeline Flow Plan for KVOC
MEPC.1/Circ.680
ANNEX
Page 17
4.1.5
Increased pressure relief settings (Applicable also for transit conditions)
As described in sections 2 and 3, as long as the tank pressure is maintained above the
Saturated Vapour Pressure of the cargo, then equilibrium is obtained between the liquid and
vapour phase of the cargo and no further VOC will evolve from the cargo. This means that if the
pressure/vacuum relief settings are increased to, e.g., 2,100 mmWG, VOC will not evolve from a
cargo as long as the Saturated Vapour Pressure of said cargo is below the pressure relief setting.
As indicated earlier, the maximum design pressure of a cargo tank is at least 2,500 mmWG
and, as such, increasing the settings of the pressure/vacuum devices up to, e.g., 2,100 mmWG,
should not require additional strengthening. It will however require adjustment/replacement of
P/V valves. Note that for some P/V valves designs, the pressure after initial opening increases,
and this has to be taken into account if an owner intends to increase the setting of P/V valves.
Needless to say it will also require replacement/modifications to the P/V breaker, as well
as water loops serving the inert gas deck water seal, as well as settings of pressure sensors and
alarms in the inert gas and VECS system. It is of course also essential that onboard operational
procedures in terms of manual pressure release have to be adjusted.
One additional benefit is that increasing the pressure/vacuum relief settings will increase
the acceptable loading rate during VECS.
Although the primary benefit of increasing set pressure will occur during voyage. It will
also have an effect related to loading, as the increased set pressure will limit the existing vapour
in the cargo tanks, i.e. the vapour generated during the previous discharge and Crude Oil
Washing.
For ships that have been provided with increased pressure relief settings, the
VOC emissions will be controlled when the saturated vapour pressure of the crude oil is below
that of the pressure relief valve settings.
It is important that terminals and cargo surveyors acknowledge that if ships with higher
pressure settings are required to de-pressurize prior to cargo handling operations, this will limit
the ships ability to control VOC emissions.
4.1.6
Vapour recovery systems General
In the late 1990s certain Administrations required offshore installations to reduce their
emissions of VOC and this led to the development and installation of vapour recovery systems
on board shuttle tankers in the North Sea. Different concepts were developed for the purpose of
reducing the emissions of VOC (VOC). The initial efficiency requirement was set to 78%
(i.e. 78% less VOC emissions when using vapour recovery systems). The systems can recover
VOC in all operational phases.
For ships that have been provided with vapour recovery systems, the VOC emissions will
be controlled when the recovery plant is in operation.
The VOC recovery plant efficiency as well as any operational limitations related to, e.g.,
applicability for different cargo handling modes (loading, transit, COW), maximum allowable
loading rates or crude vapour pressures, are to be specified in the VOC management plan.
MEPC.1/Circ.680
ANNEX
Page 18
4.1.6.1 Vapour Recovery Systems Condensation Systems
The principle is similar to that of re-liquefaction plants on LPG carriers, i.e. condensation
of VOC emitted from cargo tanks. In the process, the VOC passes through a knock out drum
before it is pressurized and liquefied in a two stage process. The resulting liquefied gas is stored
in a deck tank under pressure and could either be discharged to shore, or be used as fuel (possibly
including methane and ethane) for boilers or engines subject to strict safety requirements.
It is also conceivable that the stored gas could be used as an alternative to inert gas subject to the
Administrations acceptance.
4.1.6.2 Vapour Recovery Systems Absorption Systems

The technology is based on the absorption of VOCs in a counter-current flow of crude oil
in an absorber column. The vapour is fed into the bottom of the column, with the side stream of
crude oil acting as the absorption medium. The oil containing the absorbed VOC is then routed
from the bottom of the column back to the loading line where it is mixed with the main crude oil
loading stream. Oil pumps and compressors are used to pressurize the oil and gas. Unabsorbed
gases are relieved to the riser to increase the recovery efficiency. Similar concepts have been
developed using swirl absorbers instead of an absorption column.
MEPC.1/Circ.680
ANNEX
Page 19
4.1.6.3 Vapour Recovery Systems Absorption Carbon Vacuum-Regenerated Adsorption
In the CVA process, the crude oil vapours are filtered through active carbon, which
adsorbs the hydrocarbons. Then the carbon is regenerated in order to restore its adsorbing
capacity and adsorb hydrocarbons in the next cycle. The pressure in the carbon bed is lowered
by a vacuum pump until it reaches the level where the hydrocarbons are desorbed from the
carbon. The extracted, very highly concentrated vapours then pass into the absorber, where the
gas is absorbed in a stream of crude oil taken from and returned to the cargo tanks.
As carbon bed adsorption systems are normally sensitive to high concentrations of
hydrocarbons in the VOC inlet stream, the VOC feed stream first passes through an inlet
absorber where some hydrocarbons are removed by absorption. The recovered VOC stream may
be reabsorbed in the originating crude oil in the same inlet absorber.
MEPC.1/Circ.680
ANNEX
Page 20
4.2
Methods and systems for the control of VOC during Transit
4.2.1
Best Practices/Design
4.2.2
.1
Manual pressure relief procedures (tank pressure control);
.2
P/V valve condition and maintenance;
.3
Condition of gaskets for hatches and piping;
.4
Inert gas topping up procedures;
.5
Partially filled tanks;
.6
Loading sequence and rate; and
.7
COW procedures (closed cycle7).
VOCON procedure
By reference to Figure 4.2 below, this procedure requires the monitoring and the
recording of the pressure drop during a release of gas from the cargo tank vapour system. This
can be undertaken with the use of the Inert Gas pressure gauge in the cargo control room or, as
available, located on the Inert Gas pipeline on deck. Figure 4.2 shows a pressure drop profile
using the mast riser and the inflection in the pressure drop where the mast riser valve should be
shut.
Figure 4.2 A mast riser release

7
Closed Cycle crude oil washing means that the tankers slop tank is used as the reservoir for the crude oil
wash stock and this wash stock is stripped or cycled back to the slop tank for reuse. Thus, using a defined
volume of crude oil for washing of the specified cargo tanks will limit the amount of VOC associated with the
wash stock volume as distinct from using fresh crude oil throughout the washing programme.
MEPC.1/Circ.680
ANNEX
Page 21
The VOCON operational procedure
(1)
Before opening the mast riser, note the pressure in the Inert Gas pipeline system.
(2)
Open the pressure release valve and record/monitor the pressure within the Inert Gas
pipeline at regular short intervals (every 30 seconds for a mast riser release).
(3)
Plot the pressure drop profile. This can be achieved either manually or by use of the Inert
Gas Oxygen and Pressure Recorder in the Cargo Control Room but an increase in the
Recorder paper feed rate will be required to achieve definition of the plot.
(4)
When the rate of pressure drop becomes constant (after the initial rapid pressure drop)
then the gas release should be stopped and the valve closed.
(5)
Monitor the Tank Gas Pressure after completion of the controlled release in order to
check the final pressure obtained within the Vapour/Inert Gas system.
Advice Notes
(A)
A review of Figure 4.2 shows a clear change in the rate of pressure drop during the
release period. If the gas release continues after this point then the pressure in the Inert
Gas system will be quickly restored to the pressure associated with the point where the
rate of pressure drop changes.
(B)
If there is a straight line drop of pressure observed and no inflection observed

by 800 mmWG, then close the release valve anyway.
(C)
By reference to the ISGOTT Publication, all safety measures should be taken to minimize
the hazards associated with vented gases from the vessels cargo tank system.
4.2.3
Recovery of excess VOC and tank absorption (Venturi system)
The Venturi system involves a process where evolved VOC is reabsorbed back into the
cargo. The system typically consists of a pressure controlled pump, feeding oil to a unit with
Venturi(s). The Venturi draws VOC, H2S and inert gases (IG) from the common cargo tank
venting/inert gas main line. The Venturi unit is designed to generate a bubble size optimal for
their collapse in the crude oil cargo and rapid absorption. Released near the tank bottom, the
soluble compounds are kept dissolved by the pressure head there. Inert gas will eventually
surface.
MEPC.1/Circ.680
ANNEX
Page 22
Oil is pumped from a cargo tank through the

Venturi unit. Gas is sucked in from the main
inert gas line and injected at the bottom of
the tank.
For ships that have been provided with a Venturi type system, the VOC emissions will be
controlled when the system is in operation.
The VOC control system efficiency as well as any operational limitations related to,
e.g., applicability for different cargo handling modes (loading, transit, COW), maximum
allowable loading rates or crude vapour pressures, are to be specified in the VOC management
plan.
4.3
Methods and systems for the control of VOC during Discharging/Ballasting
Emissions of VOC during ballasting had relevance when tankers took ballast into cargo
tanks for stability and longitudinal strength reasons and thus displaced VOC from cargo tanks
being ballasted. After the implementation of requirements to segregated ballast tanks and, of
course, double hull, VOC releases during discharge and ballasting are no longer an issue.
During discharging of cargo tanks, it is important that pressure monitoring is exercised in
order to avoid excessive supply of inert gas to cargo tanks.
Section 5 The Monitoring and Control of VOC Releases
5.1
Record keeping is necessary in order to document compliance with the requirements of
the management plan and, potentially, the extent of release of gases from the crude oil cargo
tanks. The form of record keeping is dependent upon the specific form of method used to
minimize the emission of VOC from the crude oil cargo. It will also be dependent upon the
operation being performed by the ship necessitating the release of VOC, namely loading during
the carriage or as a result of a crude oil washing (COW) operation.
5.2
As a general example of the type and scope of record keeping to be undertaken on board
the crude oil tanker, the methodology of the manual VOCON procedure is used. The appropriate
record keeping is as follows:
MEPC.1/Circ.680
ANNEX
Page 23
.1
The target or minimum pressure within the tank gas/vapour system for the specific
voyage
.1.1
A record of the time and pressure within the tank gas/vapour system before
the release takes place.
.1.2
A record of the time and pressure within the gas/vapour system after the
release has been completed.
5.3
The foregoing data and information may be compiled by the ships management company
or operators in order to assess or quantify the extent or degree of VOC release. As an outline to
such assessment the following can be taken into consideration:
.1
For those ships operating with manual VOC control by the VOCON procedure,
the released volume of gas/vapour can be estimated by use of the pressure change
(opening to closing pressures) relationship to the total gas/vapour volume in the
cargo tank vapour system (Ideal Gas Laws reference to section 3).
Section 6 Training Programme

6.1
A training programme is to be developed for the persons intended to assume overall
charge of the VOC management on board each ship. The programme is to include the following:
.1
.2
.3
An introduction to the purpose of VOC emission control:

.1.1
Volatile organic compounds (VOCs) may be toxic, and when they

evaporate into the air they can react with Nitrogen Oxides (NOx) in
sunlight and split apart oxygen molecules in air and thereby form
ground-level ozone, commonly referred to as smog. The layer of brown
haze it produces is not just an eyesore, but also is a source of serious
illnesses. Ozone is extremely irritating to the airways and the lungs,
causing serious damage to the delicate cells lining the airways.
It contributes to decreased lung function, increased respiratory symptoms
and illnesses.
.1.2
Regulation 15 of MARPOL Annex VI
An introduction to the principles of VOC emission control:

.2.1
VOC generation systems in crude oil (ref. section 3)
.2.2
Crude oil tanker pressure control/release systems (ref. section 2)
General VOC emission control options:

.3.1
.4
Methods and systems for the control of VOC emissions (ref. section 4)
Ship specific VOC emission control options:

.4.1
Ship specific methods and systems for the control of VOC emissions
(ref. section 4)
MEPC.1/Circ.680
ANNEX
Page 24
.5
Monitoring and recording of VOC release:

.5.1
.6
Methods for monitoring and recording of VOC emissions (ref. section 5)
Hazards and Safety related to VOC emission control:

.6.1
The hull and its pressure limitations (ref. section 1)
.6.2
Personnel safety hazards related to exposure to crude oil vapour.
Section 7 Designated Person

7.1
A person should be designated to assume overall charge of the VOC management
on board the ship.
The designated person should preferably have:
.1
At least one years experience on crude oil tankers where his or her duties have
included all cargo handling operations relevant to VOC management. In the
absence of experience with VOC management, he or she should have completed a
training programme in VOC management as specified in the VOC management
plan;
.2
participated at least twice in cargo loading operations, Crude Oil Washing

Operations and transit where VOC management procedures have been applied,
one of which should be on the particular ship or a similar ship in all relevant
aspects, for which he or she is to undertake the responsibility of
VOC management; and
.3
full knowledge of the contents of the VOC management plan.
Section 8 List of drawings

8.1
The following drawings are recommended included as appendices to the management
plan:
.1
General Arrangement drawing;
.2
Tank plan;
.3
Schematic drawing(s) of the Cargo tank venting system;
.4
Schematic drawing of the inert gas system;
.5
Schematic drawing of the vapour emission control systems (if applicable);
.6
Schematic drawing(s) Vapour Recovery System or other VOC control systems;

and
.7
Details of pressure vacuum relief devices including settings and capacities.
MEPC.1/Circ.680
ANNEX
Page 25
References:
.1
Vapour Emission Control System manual (if applicable);
.2
Vapour Recovery System manual (if applicable);
.3
Other VOC control system manual (if applicable);
.4
Inert Gas manual; and
.5
COW manual.
___________
Volatile Organic

THOME
APPENDIX D
VOC RECORDS
AND
FORMS
(SEE ENCLOSED)
Appendix D
Quality Assurance into the 21st

Century and beyond
Ship Shore Safety Checklist

TSM Form
No. 013
THOME
Ships Name
Berth
Port
Date of Arrival
Time of Arrival
Instructions for Completion

The safety of operations requires that all questions be answered affirmatively in the appropriate box. If
an affirmative answer is not possible, the reason should be given and agreement reached upon appropriate
precautions to be taken between the ship and the terminal. Where any question is considered to be not
applicable, then a note to that effect should be inserted in the remarks column.
A box in the columns ship and terminal indicates that checks should be carried out
by the party concerned.
The present of the letters A, P or R in the column Code indicates the following:
A
o
P
o
A procedures and agreements should be in writing in the remarks column of this

Check List or other mutually acceptable form. In either case, the signature of both
parties should be required.
In the case of negative answer the operation shall not be carried out without the
permission of the Port Authority.
R
o
Indicates items to be re-checked at intervals not exceeding that agreed in the

declaration.
Part A - Bulk Liquid General Physical Checks

Bulk Liquid General
Ship
Terminal
Code
1.
There is safe access between

the ship and shore
2.
Is the ship securely moored?
3.
The agreed ship / shore

communication system is
operative
4.
Emergency towing-off pennants

are correctly rigged and
positioned
5.
The ships fire hoses and firefighting equipment are

positioned and ready for
immediate use
CONTROLLED
AR
Remarks
System:
Backup System:
Revision: 01 Oct 2006

Approved by DPA/DMR
Page 1 of 11
TSM Form No. 013

THOME
Bulk Liquid General
Ship
Terminal
Code
6.
The terminals fire-fighting

equipment is positioned and
ready for immediate use
7.
The ships cargo and bunker

hoses, pipelines and manifolds
are in good condition, properly
rigged and appropriate for the
service intended
8.
The terminals cargo and bunker

hoses or arms are in good
condition, properly rigged and
appropriate for the service
intended
9.
The cargo transfer system is

sufficiently isolated and drained
to allow safe removal of blank
flanges prior to connection
10.
Scuppers and save-alls on

board are effectively plugged
and drip trays are in position
and empty
11.
Temporarily removed scupper

plugs will be constantly
monitored
12.
Shore spill containment and

sumps are correctly managed
13.
The ships unused cargo and

bunker connections are properly
secured with blank flanges fully
bolted
14.
The terminals unused cargo

and bunker connections are
properly secured with blank
flanges fully bolted
15.
All cargo, ballast and bunker

tank lids are closed
16.
Sea and overboard discharge

valves, when not in use, are
closed and visibly secured
CONTROLLED
Remarks

Approved by DPA/DMR
Page 2 of 11
TSM Form No. 013

THOME
Bulk Liquid General

17.
18.
Ship
Terminal
All external doors, ports and

windows in the accommodation,
stores and machinery spaces
are closed. Engine room vents
may be open
Code
Remarks
Location:
The ships emergency fire

control plans are located
externally
If the ship is fitted, or is required to be fitted, with an inert gas system (IGS), the following points
should be physically checked.
Inert Gas System
Ship
Terminal
Code
19.
Fixed IGS pressure and oxygen

content recorders are working
20.
All cargo tank atmospheres are

at positive pressure with oxygen
content of 8% or less by volume
PR
Remarks
Part B Bulk Liquid General Verbal Verification

Bulk Liquid General
Ship
Terminal
Code
21.
The ship is ready to move under

its own power
PR
22.
There is an effective deck watch

in attendance on board and
adequate supervision of
operations on the ship and in
the terminal
23.
There are sufficient personnel

on board and ashore to deal
with an emergency
24.
The procedures for cargo,

bunker and ballast handling
have been agreed
25.
The emergency signal and

shutdown procedure to be used
by the ship and shore have
been explained and understood
26.
Material Safety Data Sheets

(MSDS) for the cargo transfer
have been exchanged where
requested
CONTROLLED
Remarks
AR
PR

Approved by DPA/DMR
Page 3 of 11
TSM Form No. 013

THOME
Bulk Liquid General
Ship
Terminal
Code
H2S Content:
Benzene Content:
27.
The hazards associated with

toxic substances in the cargo
being handled have been
identified and understood
28.
An International Shore Fire

Connection has been provided
29.
The agreed tank venting system

will be used
30.
The requirements for closed

operations have been agreed
31.
The operation of the P/V system

has been verified
32.
Where a vapour return line is

connected, operating
parameters have been agreed
AR
33.
Independent high level alarms, if

fitted, are operational and have
been tested
AR
34.
Adequate electrical insulating

means are in place in the
ship/shore connection
AR
35.
Shore lines are fitted with a nonreturn valve, or procedures to

avoid back filling have been
discussed
PR
36.
AR
Method:
Nominated smoking rooms:
Smoking rooms have been

identified and announcement
over PA to remind crew that
smoking requirements are to be
observed
AR
37.
Naked light regulations are

being observed
AR
38.
Ship/shore telephones, mobile

phones and pager requirements
are being observed
AR
39.
Hand torches (flashlights) are of

an approved type
40.
Fixed VHF/UHF transceivers

and AIS equipment are on the
correct power mode or switched
off
CONTROLLED
Remarks

Approved by DPA/DMR
Page 4 of 11
TSM Form No. 013

THOME
Bulk Liquid General
Ship
Terminal
Code
41.
Portable VHF/UHF transceivers

are of an approved type
42.
The ships main radio transmitter

aerials are earthed and radars
are switched off
43.
Electric cables to portable

electrical equipment within the
hazardous area are
disconnected from power
44.
Window type air conditioning

units are disconnected
45.
Positive pressure is being

maintained inside the
accommodation, and air
conditioning intakes, which may
permit the entry of cargo
vapours, are closed
46.
Measures have been taken to

ensure sufficient mechanical
ventilation in the pumproom
47.
There is provision for an

emergency escape
48.
The maximum wind and swell

criteria for operations have been
agreed
Security protocols have been

agreed between the Ship
Security Officer and the Port
Facility Security Officer, if
appropriate
49.
50.
Remarks
Where appropriate, procedures

have been agreed for receiving
nitrogen supplied from shore,
either for inerting or purging
ships tanks, or for line clearing
into the ship
Stop cargo at:

Disconnect cargo at:
Unberth at:
AP
If the ship is fitted, or is required to be fitted, with an inert gas system (IGS) the following statements
should be addressed:
Inert Gas System
51.
The IGS is fully operational and

in good working order
CONTROLLED
Ship
Terminal
Code
Remarks

Approved by DPA/DMR
Page 5 of 11
TSM Form No. 013

THOME
Inert Gas System
Ship
Terminal
Code
52.
Deck seals, or equivalent, are in

good working order
53.
Liquid levels in pressure /

vacuum breakers are correct
54.
The fixed and portable oxygen

analysers have been calibrated
and are working properly
55.
All the individual tank IG valves

(if fitted) are correctly set and
locked
56.
All personnel in charge of cargo

operations are aware that, in the
case of failure of the inert gas
plant, discharge operations
should cease and the terminal
be advised
Remarks
If the ship is fitted with a Crude Oil Washing (COW) system, and intends to crude oil wash, the
following statements should be addressed:
Crude Oil Washing
57.
The Pre-Arrival COW check-list,

as contained in the approved
COW manual, has been
satisfactorily completed
58.
The COW check-lists for use

before, during and after COW,
as contained in the approved
COW manual, are available and
being used
Ship
Terminal
Code
Remarks
If the ship is planning to tank clean alongside, the following statements should be addressed:
Tank Cleaning
59.
Tank cleaning operations are

planned during the ships stay
alongside the shore installation
60.
If yes, the procedures and

approvals for tank cleaning have
been agreed
61.
Permission has been granted for

gas freeing operations
Ship
Terminal
Yes / No*
Yes / No*
Yes / No*
Yes / No*
Code
Remarks
* Delete Yes or No as appropriate
CONTROLLED

Approved by DPA/DMR
Page 6 of 11
TSM Form No. 013

THOME
Part C Bulk Liquid Chemicals Verbal Verification

Bulk Liquid Chemicals
1.
Material Safety Data Sheets are

available giving the necessary
data for the safe handling of the
cargo
2.
A manufacturers inhibition
certificate, where applicable,
has been provided
3.
Sufficient protective clothing and

equipment (including selfcontained breathing apparatus)
is ready for immediate use and
is suitable for the product being
handled
4.
Countermeasures against
accidental personal contact with
the cargo have been agreed
5.
The cargo handling rate is

compatible with the automatic
shutdown system, if in use
6.
Cargo system gauges and

alarms are correctly set and in
good order
7.
Portable vapour detection

instruments are readily available
for the products being handled
8.
Information on fire-fighting
media and procedures has been
exchanged
9.
Transfer hoses are of suitable

material, resistant to the action
of the products being handled
10.
Cargo handling is being

performed with the permanent
installed pipeline system
CONTROLLED
Ship
Terminal
Code
Remarks

Approved by DPA/DMR
Page 7 of 11
TSM Form No. 013

THOME
Bulk Liquid Chemicals

11.
Ship
Terminal
Where appropriate, procedures

have been agreed for receiving
nitrogen supplied from shore,
either for inerting or purging
ships tanks, or for line clearing
into the ship
Code
Remarks
A P
Part D Bulk Liquefied Gases Verbal Verification

Bulk Liquefied Gases
1.
Material Safety Data Sheets are

available giving the necessary
data for the safe handling of the
cargo
2.
A manufacturers inhibition
certificate, where applicable, has
been provided
3.
The water spray system is ready

for immediate use
4.
There is sufficient suitable

protective equipment (including
self-contained breathing
apparatus) and protective
clothing ready for immediate use
5.
Hold and inter-barrier spaces

are properly inerted or filled with
dry air, as required
6.
All remote control valves are in

working order
7.
The required cargo pumps and

compressors are in good order,
and the maximum working
pressures have been agreed
between ship and shore
8.
Ship
Terminal
Code
Remarks
Re-liquefaction or boil-off control

equipment is in good order
CONTROLLED

Approved by DPA/DMR
Page 8 of 11
TSM Form No. 013

THOME
Bulk Liquefied Gases
Ship
9.
The gas detection equipment

has been properly set for the
cargo, is calibrated, has been
tested and inspected and is in
good order
10.
Cargo system gauges and

alarms are correctly set and in
good order
11.
Emergency shutdown systems

have been tested and are
working properly
12.
Ship and shore have informed

each other of the closing rate of
ESD valves, automatic valves or
similar devices
13.
Information has been

exchanged between ship and
shore on the maximum/minimum
temperatures/pressures of the
cargo to be handled
14..
Cargo tanks are protected

against inadvertent overfilling at
all times while any cargo
operations are in progress
15.
The compressor room is

properly ventilated, the electrical
motor room is properly
pressurised and the alarm
system is working
16.
Cargo tank relief valves are set

correctly and actual relief valve
settings are clearly and visibly
displayed (Record settings
below)
Terminal
Code
Remarks
Ship closing rate:

A
Shore closing rate:
Minimum Temp:
A
Maximum Temp:
Tank No. 1
Tank No. 5
Tank No. 8
Tank No. 2
Tank No. 6
Tank No. 9
Tank No. 3
Tank No. 7
Tank No. 10
Tank No. 4
CONTROLLED

Approved by DPA/DMR
Page 9 of 11
TSM Form No. 013

THOME
Declaration
We, the undersigned, have checked, where appropriate jointly, the items on this check list, and have
satisfied ourselves that the entries we have made are correct to the best of our knowledge.
We have also made arrangements to carry out repetitive checks as necessary and agreed that those items
hours.
with the letter R in the column Code should be checked at intervals not exceeding
If to our knowledge the status of any item changes, we will immediately inform the other party.
For Ship
For Terminal
Name
Name
Rank
Rank
Signature
Signature
Date
Date
Time
Time
CONTROLLED

Approved by DPA/DMR
Page 10 of 11
TSM Form No. 013

THOME
Record of Re-Checks
For Ship
Date
Filing
CONTROLLED
For Shore
Time
Signature
Onboard
Date
Time
Signature
File No. 15.1

Approved by DPA/DMR
Page 11 of 11

Cargo Plan
TSM Form
No. 014
THOME
Crude Oil Tankers

Vessel:
Port:
Berth:
Specifications/Capacity/Sizes
Cargo pump:
Stripping pump:
Stripping eductor:
Ballast pump(s):
Ballast eductor:
Manifolds:
Chrtr Discharge Instr:
Hoses:
Est Disch Rate:
Draft aft=
Frame no:
CONTROLLED
Voyage:
Date:
Angle/Time
x
x
x
x
x
x
x
x
x
x
x
x
T/m full wash:

T/m top wash:
T/m bottom wash:
B/m bottom wash:
/
/
/
/
T/m = top mach

B/m = bottom mach
Grade:
Api/sg/dens:
Vol (obs):
Vol (60f):
M/tonnes:
L/tons:
Berth Depths(MLW):
UKC(%):
Overhead Clearance(MHW):
Berth Limits:
Draft fwd=
Revision: 01 Jan 2005

Approved by DPA/DMR
Page 1 of 5
TSM Form No. 014

Cargo Plan
THOME
Crude Oil Tankers

Vessel:
Port:
Berth:
Cow Symbols Top Wash:

Tank
Cargo
Qty
HR
00
02
04
06
Voyage:
Btm Wash:
08
10
12
Educt:
14
16
18
Date:
Strip:
20
22
24
Dry:
26
28
30
32
34
Cow Oil Source

Rate
Load / Discharge Total
Cargo
Pumps
Eductors / Strip
Ballast tank
No. 1
No. 2
No. 3
No. 4
P/P
Qty
IGS Blower (S)

Draft
(F)
(A)
Max SF
(%)
Max BM (%)
CONTROLLED

Approved by DPA/DMR
Page 2 of 5
TSM Form No. 014

Cargo Plan
THOME
Chemical Tankers
Vessel:
Port:
Berth:
Specifications/Capacity/Sizes
Cargo Pump:
Cargo Pump:
Cargo Pump:
Ballast Pump(S):
Booster Pump:
Manifolds:
Draft aft=
Frame no:
CONTROLLED
Pre-Wash Requirements
/
/
/
/
/
/
Chrtr Discharge Instr:

Hoses:
Est Disch Rate:
Voyage:
/
/
/
/
/
/
/
/
/
/
/
/
Product:
Product:
Product:
Product:
Product:
Product:
Tanks:
Tanks:
Tanks:
Tanks:
Tanks:
Tanks:
Date:
Tank/Product/Dens./Temp
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
Berth Depths(MLW):
UKC(%):
Overhead Clearance(MHW):
Berth Limits:
Draft fwd=

Approved by DPA/DMR
Page 3 of 5
TSM Form No. 014

Cargo Plan
THOME
Chemical Tankers
Vessel:
Port:
Berth:
Symbols For Strip:

Tank
Cargo
Qty
HR
00
02
04
Voyage:
Puddle:
06
08
Dry:
10
12
14
16
Date:
Pre-Wash:
18
20
22
24
26
28
30
32
34
No. of Cargo Pump/s

Booster Pump/s
Portable Pump/s
Ballast Pump/s
W.B.T
Qty
Inerting/Purging
Draft
(F)
(A)
Max SF
(%)
Max BM (%)
CONTROLLED

Approved by DPA/DMR
Page 4 of 5
TSM Form No. 014

Cargo Plan
THOME
Cargo Information and Special Instructions

8P
(Stop)
8C
8S
(Stop)
7P
6P
5P
4P
3P
2P
1P
7C
6C
5C
4C
3C
2C
1C
7S
6S
5S
4S
3S
2S
1S
F
pk
CARGO STOWAGE ; Grade ; Stowage ; Supplier/Receiver ; Quantity

RBDPO
RBDOlein
RBDST
CCNO
CPO
RBDCNO
1C+2W+3C
5C+6C
7C+8C+8W
1W+2C+3W
4C+4W+6W
5W+7W
Pollution Category
Cargo Viscosity
Cargo Melting Point
Cargo Vapour Pressure
Cargo Liquid Density
Cargo Vapour Density
Cargo Miscibility
Tank filing limits
P/C Agrotec
PT Samund
William
Intertank S/A
Shiva Mrktg.
Gillcar Sdn. Bhd.
6,312.071 MT
4,201.995 MT
5,673.128 MT
8,438.372 MT
5,787.532 MT
3,972.001 MT
Nitrogen Pad
Nitrogen Purge
Heating Requirements
Heating Limitation
Cooling Requirements
Tk. Coating Compatibility
Pre-wash Requirements
Vapour Return Line
P/V Valve Settings
Fire Extinguishing Agent
Filing
Onboard
For additional information regarding Cargo Operations, refer to separate instructions/information.
CONTROLLED
File No. 15.1

Approved by DPA/DMR
Page 5 of 5

Statement of Pumping
Performance
THOME
TSM Form
No. 018
Vessel
Date
Port
Voyage No
Terminal
This is to certify that in connection with the discharge of the present cargo, the following pumping
performance has been requested / maintained:
Back pressure at manifold requested by shore installation:
Back pressure maintained by ship:
Ship was
to use full pumping capacity throughout discharge - all pumps
simultaneously.
Acknowledged:
Master
PRINT NAME
Terminal Representative
Filing
CONTROLLED
Onboard
File No. 15.1 / 11.2
Revision: 01 Apr 2005

Approved by DPA/DMR
Page 1 of 1

Statement of Pumping
Records
THOME
TSM Form
No. 019
Vessel
Date:
Port
Voyage No
Terminal
Number of Hoses Supplied
Size of Hoses Supplied
Restriction(s) from Shore
Number of Manifolds / Size
Number of Pumps / Capacity
Discharge
period
Date
Time
CONTROLLED
Pump Pressure
1
Manifold Pressure
3
Shore
Restriction,
Stoppages, Stripping
/ Draining, COW, etc

Approved by DPA/DMR
Page 1 of 2
TSM Form No. 019

Statement of Pumping Records
THOME
Discharge
period
Date
Time
Filing
CONTROLLED
Pump Pressure
1
Manifold Pressure
3
Onboard
Shore
Restriction,
Stoppages, Stripping
/ Draining, COW, etc
File No. 15.1 / 11.2

Approved by DPA/DMR
Page 2 of 2

Tank Washing Record

TSM Form
No. 020
THOME
Vessel:
Voyage number:
O2
Date
Tank
Start
Stop
Tk
CONTROLLED
Line
Machine Cycles
Wash
Pressure
Height
No of
Cycles
Dip
Remarks
Before
After

Approved by DPA/DMR
Page 1 of 2
TSM Form No. 020

Tank Washing Record
THOME
Vessel:
Voyage number:
O2
Date
Tank
Start
Stop
Tk
Filing
CONTROLLED
Line
Machine Cycles
Wash
Pressure
Onboard
Height
No of
Cycles
Dip
Remarks
Before
After
File No. 15.1

Approved by DPA/DMR
Page 2 of 2

Cargo Heating Record

TSM Form
No. 021
THOME
Vessel
Average Load Temp
Voy No
Requested Disch Temp
Load Port
Date Loaded
Date
Tank
F.O. t.p.d.
Air Temp.
Sea Temp.
Remarks:
Total Bunkers Consumed:
Chief Officer Name
Master
Signature
Signature
Filing
CONTROLLED
Onboard
Capt.
File No. 15.1

Approved by DPA/DMR
Page 1 of 1
Inert Gas Operations Log

THOME

Cargo Operations, Tank cleaning / Purging and Gas freeing

operations
TSM Form
No. 028
Vessel
Voyage No.
Arrival Port
Arrival Date
Signed Master / Chief Officer
Departure Port
Departure Date
Signed Chief Engineer
Tank cleaning operation

Date commenced
Purging and Gas freeing

operations, Date Commd

Date completed

operations, Date Compld
Date
Time
CONTROLLED
Air
Temp
Sea
Temp
Deck
Mm
Port
Press
WG
Stbd
%O2 in
Supply
%HC
% O2 in
Tanks
Blower
in Use
Operation (cargo Ops,

Tank cleaning / Purging /
Gas freeing Ops)
Deck
Seal
Level
Remarks
(e.g Tank number to be
recorded as applicable )

Approved by DPA/DMR
Page 1 of 2
TSM Form No. 028

Inert Gas Operations Log
Cargo Operations, Tank cleaning /
Purging and Gas freeing operations
THOME
Date
Time
CONTROLLED
Air
Temp
Sea
Temp
Deck
Mm
Port
Press
WG
Stbd
%O2 in
Supply
%HC
% O2 in
Tanks
Blower
in Use
Operation (cargo Ops,

Tank cleaning / Purging /
Gas freeing Ops)
Deck
Seal
Level
Remarks
(e.g Tank number to be
recorded as applicable )

Approved by DPA/DMR
Page 2 of 2
Quality Assurance into the 21st

Century and beyond
VOC Report Log

TSM Form
No. 150a
THOME
Ships Name
Type of Cargo
Operation
Date of Report
Loading / Discharging /
COW *
Location
Name of Chief
Officer

This VOC Report is to be filled up prior to the conduct of the above operation in compliance to the
requirement of Regulation 15.6, Annex VI of MARPOL 73/78. Each checkboxes below in this form is to be
answered affirmatively in the appropriate box.
If an affirmative answer is not possible, the reason should be given and agreement reached upon
appropriate precautions to be taken. Where any question is considered to be not applicable, then a note to
that effect should be inserted in the remarks column.
The Chief Officer is the designated VOC Management Officer for the vessel.
VOC Equipment - Physical Checklist

Bulk Liquid General
1.
Checked
Remarks
Tank access hatches, manholes

and watertight tank domes are
in good sealed condition :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
2.
Cargo Lines are free of leaks

and in good condition
Line Number :
Last Pressure Test date :
Line Number :
CONTROLLED

Approved by DPA/DMR
Page 1 of 4
TSM Form No. 150a

VOC Report Log
THOME
Bulk Liquid General
Checked
Remarks
Line Number :
Line Number :
VEC Line (if fitted)

3.
4.
Valves Pressure Setting :

Primary PV Valve Setting :
PV Breaker are set in correct

valve position and water is filled
as required
mm/wg
Opening pressure : +
Vacuum pressure : mm/wg
Valves Pressure Setting :
Primary PV Valve Setting :
PV Valves and isolating are set

in correct valve position and in
good operational condition
mm/wg
Vacuum pressure : mm/wg

Secondary PV Valve Setting :
Vacuum pressure : -
5.
mm/wg
mm/wg
Tank Number :
Last Calibration date :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Tank Number :
Main Mast Riser and associated

valves are set in correct position
and in good operational
condition
If the ship is fitted with an inert gas system (IGS), the following points should be physically checked.
Inert Gas System
6.
Fixed IGS pressure and oxygen

content recorders are working
7.
All cargo tank atmospheres are
CONTROLLED
Checked
Remarks
Last Calibration Date of IGS :

Approved by DPA/DMR
Page 2 of 4
THOME
TSM Form No. 150a

VOC Report Log
at positive pressure with oxygen

content of 8% or less by volume
Declaration
We, the undersigned, have checked, where appropriate jointly, the items on this check list, and have
satisfied ourselves that the entries we have made are correct to the best of our knowledge.
For Ship
Name
Rank
Signature
Date
Time
CONTROLLED
Master

Approved by DPA/DMR
Page 3 of 4
TSM Form No. 150a

VOC Report Log
THOME
Record of Re-Checks
(To be filled up at every 6 hours interval)
For Ship
Date
Filing
CONTROLLED
For Shore
Time
Signature
Onboard
Date
Time
Signature
File No. 15.1

Approved by DPA/DMR
Page 4 of 4

VOC Emission Calculation Spreadsheet

TSM Form
No. 150b
THOME
Vessel
Voyage No.
Load Port
Departure Date
Signed Master / Chief Officer
Discharging
Port
Arrival Date
Signed Chief Engineer

Date commenced

operations, Date Commd

Date completed

operations, Date Compld

The Chief Officer is the designated VOC Management Officer for the vessel. The VOC Monitoring shall be filled up during a laden passage of the vessel.
VOC Monitoring Log - Refer to attached xls Spreadsheet.
CONTROLLED

Approved by DPA/DMR
Page 1 of 1

VOC Emission Calculation Spreadsheet
TSM Form
No. 150b
THOME
Date
29th Sept
Total
Time at Start of Time at Stop of

Release
Release
1020
1028
Tank Pressure
at Start of
release
(mmWG)
1200
800
10
1200
800
18
Diameter of
Release
pipeline
opening
(Metres)
Length of
Release
Pipeline from
Tank (Metres)
1.072
0.508
30
4.22
410.60
1.072
0.511
30
4.23
0.000
Tank Pressure
Mean Pressure
at Stop of
during Release
Release
(Metres WG)
(mmWG)
Duration of
Release
(Minutes)
Total Vapour
Mean Velocity
Volume of
of Release
Release (Metres
(Metres/sec)
^3)
% of NMVOC
80
NMVOC Vapour NMVOC equiv. NMVOC equiv.

Liquid Release Weight Release
Release
(Tonnes)
(Metres^3)
(Metres^3)
328.48
1.314
0.716
520.86
0.00
0.000
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
0.000
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
#DIV/0!
Technical Modification
Form
THOME

TSM Form
No. 150c
PART 1 MODIFICATION SUBMISSION

This section is to be filled by Vessel (or Originator of modification proposal) :
General Information:
Date :
xxx
Modification Number :
xxx
Vessel Name :
xxx
Description of
Modification :
xxx
Details of Proposed Change:

Brief Description of modification details :
xxx
Attachments to be supplied where applicable :

1. Technical and Line Diagrams xxx
2. Photographs as attached
3. Equipment specifications to be installed xxx
4. Quotations / Cost Proposals
5. Hazardous material / MSDS list (if any to be installed) - NA
6. Weight/Electrical Load Change Assessment (See below table) - NA
7. Any other documents relevant to the evaluation of modification proposals
Reason for Change:
Briefly state reasons with below factors of considerations :
1. Operational Safety Improvements

Improved reliability as a mandatory SOLAS radio equipment
2. Security Improvements (ref to ISPS Code)

Not applicable
3. Environmental Protection and Implications (ref to ISO 14001)

Not applicable
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Form
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TSM Form
No. 150c
4. Occupational Health / Human Factor Implications (ref to ISO-18001)

Not applicable
6. Legal / Port Authority Requirements

7. Cost Savings
Avoidance of repair cost
8. Technical Improvements
9. Any other considerations

Submitted by
:
Name
Signature
(Department Head)
Date
Checked by
DD/MM/YYYY
NA
Name
Signature
(Vessel Master)
Date
CONTROLLED
DD/MM/YYYY

Approved by DPA/DMR
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Form
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TSM Form
No. 150c
Weight Change and Electrical Load Change

Assessment
This section is to be filled by Vessel (Technical Manager or Owner of the vessel as deemed
appropriate) upon completion of Modification :
Date :
xxx
xxx
Vessel Name :
xxx
Description of
Modification :
xxx
1. Change in Electrical Loads

(a) Items to be Removed :
S/No
Item Description
Location
Voltage
Type
(AC/DC)
Voltage (V)
Power (kw)
Switchboard location
xxx
xxx
xxx
xxx
xxx
xxx
2
3
(a) Items to be Installed :

S/No
Item Description
Location
Voltage
Type
(AC/DC)
Voltage (V)
Power (kw)
Switchboard location
xxx
xxx
xxx
xxx
xxx
xxx
2
3
Any Comments :
xxx
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Form
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TSM Form
No. 150c
2. Weight Change / Movement Table

(Movement of weight is to be recorded as removal & installation)
(a) Items to be Removed :

S/No
Item
Description
Weight
xxx
xxx
Deck Location
Frame Position
Distance from CL
Hazardous
materials to be
disposed ? (Y / N)
Remarks
xxx
xxx
xxx
xxx
xxx
(Kg)
2
3
(b) Items to be Relocated :

S/No
Item
Description
xxx
Weight
(Kg)
xxx
Original Location
New Location
Deck Location
Frame Position
Distance
from CL
Deck Location
Frame Position
Distance
from CL
xxx
xxx
xxx
xxx
xxx
xxx
2
3
(c) Items to be Installed :

S/No
Item
Description
Weight
xxx
xxx
(Kg)
Deck
Location
Frame Position
Distance from CL
Remarks
xxx
xxx
xxx
xxx
2
3
Any Comments :
xxx
Signed
xxx
Name
Date
CONTROLLED
Signature
DD/MM/YYYY

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Form
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TSM Form
No. 150c
PART 2 MODIFICATION EVALUATION

This section is to be filled by the Evaluator
(Technical Manager or Owner of the vessel as deemed appropriate) :
Date :
Xxx
Xxx
Vessel Name :
Xxx
Description of
Modification :
Xxx
Review of Proposed Modification :

Items for Consideration
Is this a Temporary, Permanent or
Emergency Change? If Temporary,
state validity.
Will documents / drawings require
modification
Delete as
applicable
T/P/E*
Y/N*
Is the change required by laws or

regulations?
Y/N*
Is approval by outside regulatory body

required?
Y/N*
Are there any Safety implications?

Are there any Security implications?
Are there any Permit implications?
Y/N*
Y/N*
Y/N*
Y/N*
Are there Occupational Health / Human

Factor implications?
Y/N*
Are there any Environmental

implications?
Y/N*
Is a Risk Assessment required?
CONTROLLED
Remarks
Y/N*
Does this change require urgent

attention?
Is approval by Class Society required?
Reviewed
by
Y/N*

Approved by DPA/DMR
Page 5 of 8
Form
THOME
Is a Legal review required?
TSM Form
No. 150c
Y/N*
If this is a Manual Amendment, are any

other Manuals affected?
Y/N*
Is the proposal cost feasible ?
Y/N*
Are there any Training implications?

Proposal Approved?

Yes
Y/N*
No
Timescale for implementation :

xxx
Any other comments :

xxx.
Signed
xxx
Name
Date
CONTROLLED
Signature
DD/MM/YYYY

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Form
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TSM Form
No. 150c
PART 3 WORK COMPLETION CHECKLISTS

This section is to be filled by Vessel (Technical Manager or Owner of the vessel as deemed
appropriate) upon completion of Modification :
Date :
Xxx
Xxx
Vessel Name :
Xxx
Description of
Modification :
Xxx
Completion of Works Checklist :

Items
Delete as
applicable
Checked
by
Y/N*
xxx
New drawings / diagrams

to be attached
Y/N*
xxx
Service and test reports

to be attached
Safety aspects of modification checked

and found satisfactory ?
Y/N*
xxx
MSDS to be attached (if

applicable)
Certificates of test / compliance etc

issued ?
Y/N*
xxx
To be issued by maker,
service company, or class
society
Equipment catalogues, operational and

maintenance manuals provided ?
Y/N*
xxx
Maintenance requirement updated to

PMS system ?
Y/N*
xxx
Operational and familiarization training

conducted ?
Y/N*
xxx
Updated documents / drawings of

modification
Operational Testing Satisfactory ?
Remarks
Any other comments :

xxx
Signed
xxx
Name
Date
CONTROLLED
Signature
DD/MM/YYYY

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THOME
Form

TSM Form
No. 150c
PART 4 DISTRIBUTION LIST

Distribution of Part 1, 2, 3 is to be conducted by the Technical Manager of the Vessel upon
satisfactory completion of the work :
Date :
Xxx
Xxx
Vessel Name :
Xxx
Description of
Modification :
Xxx
List of Distribution :
S/No 1
Vessel
Attention : Master
S/No 2
Technical Manager of Vessel

Name of person in charge : xxx
Address : xxx
S/No 3
Vessel Charterer
Name of person in charge :
Address : NA
S/No 4
Vessel Owner
Name of person in charge : xxx
Address : xxx
S/No 5
CONTROLLED
NA

Approved by DPA/DMR
Page 8 of 8
Shipboard Procedures for

Inerting Double Hull Tanks

TSM Form
No. 150d
THOME
Title
Shipboard Procedures and Checklist for Inerting of Double Hull Tanks
Prepared by
Master Name of the Ship
Approved by
Marine Supdt / Name of the Supdt
Effective Date
A. Purpose
To provide a shipboard procedure for inerting of double hull tanks, in case such procedures are not
provided in the vessels Inert Gas manual.
B. Scope
All Shipboard personnel, including Master are required to be aware of the guidelines.
C. Responsibility
The Master has the responsibility to ensure that Shipboard personnel are well aware of the
procedures for inerting of Ballast tanks ( Ref ISGOTT 11.7.2, 11.4.7)
D. Procedure
D.1 Details of the vessel
Capacity of the Inert gas System
Tank No.
Volume of the Tank
Time required to reduce O2

below 8%
# 1 WBT ( Port )
30,000 m3
3 Hrs
( Above example based on Inert gas capacity of 10000m3/hr)
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TSM Form
No. 150d
Capacity of the Inert gas System

Tank No.
Volume of the Tank
Time required to reduce O2

below 8%
The above calculation are based on three time volume exchanges (Industrial accepted time
frame).But the final duration would be decided only once the O2 vol% is confirmed below 8%.
Time required to reduce O2 below 8% = 3 x (Volume of the Tank) / Capacity of the inert gas system
D.2 The exhaust vapour from the tank should be ventilated through an opening at least 2 meters
above the tank.Portable Stand pipes should be used where necessary
Location of Portable Stand pipes
D.3 In order to minimize the transfer of hydrocarbon vapour from cargo tanks, all cargo tank inert gas
supply valves, where fitted, should be temporarily closed.
D.4 Regular atmospheric measurements should be taken at designated sampling points or otherwise
at three levels to determine when the tank is fully inert.
D.5 Once the tank has been inerted, consideration should be given to the benefits of keeping it
permanently connected to the inert gas system (constant pressure monitoring, over-pressure
protection via the deck water breaker, ease of topping up).
D.6 Once inerted, the tank should be kept topped-up as necessary to ensure that a positive pressure
is maintained and the oxygen content does not exceed 8% by volume.
D.7 Static Electrostatic Precautions (Reference to be made to ISGOTT Chap 3, especially 3.3.5)
In normal operations, the presence of inert gas prevents the existence of flammable gas mixtures
inside tanks. However, hazards due to static electricity may arise, mainly in the case of a failure of the
inert gas system. To avoid these hazards the following procedures are recommended:
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TSM Form
No. 150d
If the inert gas plant breaks down, all operations should be suspended. If air has entered the tank,
no dipping, ullaging, sampling or other equipment should be introduced into the tank until at least 30
minutes have elapsed since the injection of inert gas ceased. After this period equipment may be
introduced provided that all metallic components are securely earthed. This requirement for bonding
should be applied until a period of five hours has elapsed since the injection of inert gas ceased.
During any necessary re-inerting of a tank following a failure and repair of the inert gas system, or
during initial inerting of a non-gas free tank, no dipping, ullaging, sampling or other equipment should
be inserted until the tank is in an inert condition, as established by monitoring the gas vented from the
tank being inerted. However, should it be necessary to introduce a gas sampling system into the tank
to establish its condition, at least 30 minutes should elapse after stopping the injection of inert gas
before inserting the sampling system. Metallic components of the sampling system should be
electrically continuous and securely earthed.
D.8 Safety precautions for Inert Gas exposure on Deck

Certain wind conditions may bring vented gases back down onto the deck, even from specially
designed vent outlets. Furthermore, if gases are vented at low level from hatches, ullage ports or
other tank apertures, the surrounding areas can contain levels of gases in harmful concentrations and
may also be oxygen deficient. In these conditions, all non-essential work should cease and only
essential personnel should remain on deck, taking all appropriate precautions such as wearing
suitable respiratory protection, carriage of personal gas detectors by each personnel.
References
a. ISGOTT / Sec 2.5.4 Variables Affecting dispersion.

b. ISGOTT / Sec 2.5.5 Minimising Hazards from Vented Gas
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Volatile Organic

THOME
Appendix E
APPENDIX E
VOC TRAINING RECORDS
(SEE ENCLOSED)

Schedule of Drills
TSM Form
No. 091
THOME
Vessel Name:
Master:
Interval
Recorded by:
Year:
Jan
Feb
Mar
Apr
May
Jun
July
Aug
Sept
Oct
Nov
Dec
Oil Spill Drill

Bunker Spill
Sea Pollution
Toxic Chemical Spill
Hose Burst, Pipework

Fracture
or
Cargo
Overflow
One Of These
Toxic Chemical Spill at

Sea or Anchor
Monthly
Tank Leakage in Double

Bottoms, Side Spaces
etc.
Abandon Ship / Life Boat Muster and Drill
CONTROLLED
Revision: 01 Nov 2006

Approved by DPA/DMR
Page 1 of 4
TSM Form No. 091

Schedule of Drills
THOME
Interval
Recorded by:
Jan
Feb
Mar
Apr
May
Jun
July
Aug
Sept
Oct
Nov
Dec
Fire Drill
In Accommodation
Cargo Fire on Deck

On Deck
One Of These
In Engine Room
Monthly
In Pump Room
Rescue Boat (if other than lifeboat) Drill
Emergency Towing Drill
Life Boats Waterborne (If Side Launch)
Explosion
Man Overboard Drill
Quarterly
Gyro Failure
Main Engine Failure / Loss of Propulsion Drill
Black Out / Loss of Electrical Power Drill
QI Notification Drill
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TSM Form No. 091

Schedule of Drills
THOME
Interval
Emergency Steering Drill
Quarterly
Davit Launched Life Raft Training (If Fitted)
Four
Monthly
Recorded by:
Jan
Feb
Mar
Apr
May
Jun
July
Aug
Sept
Oct
Nov
Dec
Security Drill
Access Control
Every
three
months
Personnel Search
Unaccompanied Baggage
Increased Security Levels
One Of These
Bomb Threat
Security Incident
Communications
Collision
Six Monthly
Confined Space Rescue

Life Boats Waterborne (If Freefall)
Grounding / Stranding
CONTROLLED

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TSM Form No. 091

Schedule of Drills
THOME
Interval
Recorded by:
Jan
Feb
Mar
Apr
May
Jun
July
Aug
Sept
Oct
Nov
Dec
Helicopter Evacuation
Extreme Cold / Icing
Six Monthly
Extreme Weather / Typhoon

Serious Crew Illness
Gas or Toxic Vapor release
Search and Rescue
Cargo Jettison
Breakaway During Cargo
Flooding / Breached Hull
Shifting of Cargo
Table Top Security with CSO
Annual
VOC Control and Monitoring on vessel during

cargo operations (Loading / Voyage /
Discharging)
Every Three
Months
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Training Record
TSM Form
No. 162
THOME
Department or Vessel
Place
Date
Trainer
Training Subject
Brief Description of
Training
No
VOC Control and Monitoring on vessel during cargo operations (Loading

/ Voyage / Discharging)
Rank or Department
Name
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
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TSM Form No. 162

Training Record
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No
Rank or Department
Name
19
20
21
22
23
24
25
Comments / Feedbacks from the Training :
Areas of Improvement for future Training :
Training Completed - Noted By:
Date:
Signature:
Trainer
To Be Signed By Department Head
For Office Training:
To Be Signed By Master
For Onboard Training:
For Office Training:
Filing
1 Copy to Administration Dept

For Onboard Training:
File No 17.4.2
1 Copy onboard
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VOC Plan

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VOLATILE ORGANIC

To meet the Requirements of the

roduced or disclosed to a third party in any manner whatsoever without express

The information contained herein the VOC Management

Quality Assurance into the

SHIP MANAGEMENT PTE LTD

Revision: 01 Mar 2010

Quality Assurance into the

LIST OF TERMS AND ABBREVIATIONS

Volatile Oil Compound

Non Methane Volatile Oil Compound

Release of vapours due to low pressure instead of high

Pressure / Vacuum valve. Opens when pressure is too high or too

Pressure / Vacuum Breaker. Water seal that opens if too high or

millimetre Water Gauge, pressure unit equal to 9.81 Pa or 0.098

Reid Vapour Pressure, the pressure at 37.8 C in a container with

Saturated Vapour Pressure is the equilibrium pressure between the

True Vapour Pressure: actual vapour pressure in a fully loaded

Vapour Emission Control System. Vapours displaced when filling is

Revision: 01 Mar 2010

Quality Assurance into the

SHIP MANAGEMENT PTE LTD

Revision: 01 March 2010

Quality Assurance into the

Compound Management Plan

SHIP MANAGEMENT PTE LTD

CHAPTER 001 PURPOSE OF THE VOLATILE ORGANIC COMPOUND

The volatility or vapour pressure of the crude oil;

Revision: 01 Mar 2010

Quality Assurance into the

OBJECTIVES OF THE VOCMP

Ensure that the operation of a tanker, to which Regulation 15 of MARPOL Annex VI

Ensure that VOC emissions are prevented or minimized by:

Revision: 01 Mar 2010

Quality Assurance into the

A person shall be designated in the VOC management plan to be responsible for

USAGE OF THE VOCMP

CREW TRAINING AND FAMILIARIZATION

Revision: 01 Mar 2010

Quality Assurance into the

Compound Management Plan

SHIP MANAGEMENT PTE LTD

VOLATILITY OF CRUDE OIL VOC GENERATION MECHANISM

VOLATILITY AND VAPOUR PRESSURE OF CRUDE OIL

Revision: 01 Mar 2010

Quality Assurance into the

VOLATILITY GENERATION AND MECHANISM

Revision: 01 Mar 2010

Quality Assurance into the

Pressure Decrease in Vapour Space

UPDATING OF VOC MP INFORMATION

Revision: 01 Mar 2010

Quality Assurance into the

Compound Management Plan

SHIP MANAGEMENT PTE LTD

Documentation And Filing

Revision: 01 Mar 2010

Quality Assurance into the

CHAPTER 002 VOC PLANNING AND SHIPBOARD SYSTEM/S

GENERAL PLANNING CONSIDERATIONS

During cargo loading operations;

During laden voyage;

During cargo discharging operation;

ALLOWABLE CARGO TANK ULLAGE PRESSUE