Tanker operations

Protection against Explosion- The Inert Gas System

Oil tankers carry oil of different grades and quality, having property to produce flammable vaporsand gases when loaded for transportation. Even with
no cargo on board, there can be harmfulflammable gases present in the hold. When the vapor produced by an oil cargo is mixed withcertain
concentration of air primarily containing oxygen, it can result in explosion which results indamages to the property, marine pollution and loss of
lifeFor safety against such explosion, Inert gas system is used on board. It can be through as a separate inert gas plant or flue gas produced by ship’s
boiler.

What is Inert gas and Inert gas system?

Inert gas system is the most important integrated system for oil tankers for safe operation of theship.Inert gas is the gas which contains insufficient
oxygen (normally less then 8 %) to suppresscombustion of flammable hydrocarbon gases.Inert gas system spreads the inert gas over the oil cargo
hydrocarbon mixture which increases thelower explosion limit LEL (lower concentration at which the vapors can be ignited),
simultaneouslydecreasing the Higher explosion limit HEL (Higher concentration at which vapor explodes). Whenthe concentration reaches around 10
%, an atmosphere is created inside tank in whichhydrocarbon vapors cannot burn. The concentration of inert gas is kept around 5% as a safetylimit.

Sea water flows downwards in the scrubber while the flue gases rise upwards and during thisprocess of cross-flow the sea water dissolves the soot and
sulphur dioxide as well as cools the gas.There is an extensive arrangement of spray nozzles, perforated plates and venture nozzles insidethe tower to
maximize the contact between the water and gases. Therefore it acts like a heatexchanger and the exact design of the scrubber tower could vary
depending on the make of themachine and the intended purpose of use.The working conditions require that the scrubber is made out of highly
corrosion resistant materialwhich can withstand the hot corrosive gases that pass through it and there should be ampleprovision for viewing and
cleaning the inside portions of the chamber during maintenance routine.After the scrubber the gas passes through a demister which removes excess of
water from the fluegases which is done using materials such as polypropylene or cyclone dryers. This gas is now readyto be sent to inert gas blowers
which pump this gas further to the required regions.Apart from being used in inert gas systems, scrubbers would become compulsory in ships in
thecoming days once relevant IMO regulations take effect. Currently the Marpol Act and relevantEuropean Union directives requires sulphur oxides
concentrations as low as 0.1% in certain casesfor various type of ocean going vessels.As tanker ships carry different grades of fuel oil in the same
cargo tanks, it is important that thetanks are always washed before loading fresh cargo. If you work on a tanker ship or about to joinone, it is
important that you know everything about the crude oil washing operation on tankerships.
Chief officer’s cargo standing orders on tankers

These Standing Orders have been issued, primarily with reference to the Company’s SMS Manual
OBP Chapter V covering Cargo Operations on Product Tankers. It must be clearly understood thatthese orders are not in conflict with the substance
and purpose of this manual.It is essential that Duty Officers are familiar with the guidelines and instructions contained withinOBP Chapter V, for
them to effectively comply with these Standing orders.
Duty Officers are required to read Chief Officer’s Standing Orders
carefully and then to indicateacknowledgement and understanding of their content, by signing.I expect that the Duty Officer will familiarize himself
with the provisions of OBP Chapter V and shallhave a fair knowledge of Technical Aspects as outlined in the manual including handlinginstructions
for Cargo, ballast and stripping pumps, general safety precautions including pressuresurges and prevention of liquid being trapped in closed pipes,
precautions when handling ballastand operational procedures for Cargo Operations. If you are in doubt as to the application ornecessity of any of
these above-mentioned guidelines, feel free to clear your doubts with me. Ishall endeavour to explain to the best of my competence.These Standing
orders shall be available in the CCR at all times for ready reference.To supplement these Standing Orders, Night orders (Company Log: LG-008 -
Chief Officer’s Order
book) will be issued by me as and when required.These Night orders shall include1.

Details and guidance for any changes made or deviations from the original cargo plan2.

Instructions specific to the particular port and circumstances,3.

Night Orders shall be signed by the Duty Officer to register understanding and compliance.The Chief Officer undertakes the entire responsibility to
the Master for Cargo operations.Please understand that I am available at all times during a Cargo Operation, whether I am in theCCR or not. My
Radio shall remain switched on at all times and I am to be contacted immediatelyas and when required or when the Duty Officer is in doubt.The Duty
Officer must all times be actively involved in cargo planning, cargo line setting andexecution of the cargo and ballast operations. The Duty Officer
under my direct Supervision shalldo cargo Line setting for Ballast and Cargo operations.
Responsibility of duty officer
(1) The Duty Officer shall fully understand the characteristics of cargo pumps,cargo/ ballastpiping arrangement.(2) The Duty Officer or his substitute
should enter the pump room at least once perHour during cargo operation to check the operational condition of COP, WBP and for
anyAbnormality.(5) Officers should be aware of the knowledge for:i. Shipboard operations and cargo handling.ii. Closed loading, discharging and
samplingiii. Medical treatment following exposure to hazardous cargoiv. Spill response.v. Communication procedure with shore and emergency stop
procedure.vi. Effects of high density cargoes.vii. Electrostatic hazardsviii. MSDS of the cargoes being carried.
Suspension of cargo handling operation and thecircumstances under which the chief officer /master mustbe called
The cargo handling operation must be suspended if any of the following cases takePlace:(1) When a tsunami or an earthquake warning, which may
affect safety of the vessel is issued.(2) When fire has broken out on or near the vessel.(3) When there is a violent thunderstorm.(4) When another
vessel has collided or is feared to collide with the vessel.(5) When the accumulation of petroleum gas in a dangerous concentration is detected around
the
vessel.(6) When other vessels (except small boats) come alongside or leave the vessel.(7) When secure mooring of the vessel is threatened by
deteriorating weather or sea conditions.The wind speed for suspension of operations must be decided with STS vessel / TerminalBeforehand. The
wind speed must be recorded in the Cargo Operations Log book
LG-017
every Hour.(8) When required by the terminal.(9) When spilt oil is found around the vessel.(10) In case of any leakage in the cargo system or from
the manifold connections.(11) When a situation which is considered to create a source of fire and threaten safety, is found.(12) When accumulation of
gas occurs on or around the vessel due to low wind speed andinadequate dispersion of gas. Wind speeds
below 5 meters/sec
(10 knots) will usually beinadequate for effective gas dispersion. Loading vessels must shut the vent riser inconsultation with the terminal and
monitor tank pressure closely for loading. The loadingmust be suspended in consultation with the terminal, if tank pressure becomes high andventing
is not possible. The loading must be suspended till conditions improve. A completesmoking ban must be imposed for the period. Intermediate Venting
under such conditionsmust also consider passing vessels being affected by the accumulated gas cloud. Referencemust also be made to ISGOTT
section 2.5.4.and 2.5.5.(13) When the security of the vessel is threatened.(14) During Discharge Operations, in case of Failure of the Inert Gas System
(if in use). TheDischarge operations must not be resumed till the Inert Gas System has been restored oralternate means of supplying the Inert Gas to
the tanks (e.g. from shore) has beenimplemented.
* In cases among 1), 2), 7) and 10), a request shall be made to the terminal / STS vessel todisconnect cargo hoses or arms as it is a case of
emergency..
Response to emergencies
Emergency procedures for specific hazardous situations including Fire and spillage are prominentlyposted in the CCR for reference.
Measures to be taken upon suspension
(1) In the case cargo suspension due to the situation listed above, the Officer on watch shallimmediately notify the situation to the Master, Chief
Officer and the Terminal representative.(2) After the operation is stopped, the manifolds shall be closed under recognition of theTerminal
representative.(3) All cargo valves shall be closed, as far as practicable, ensuring no section of the pipeline isPressurized.(4) Disconnection of the
Cargo Arms/hoses shall be requested to the Terminal representative andimplemented, if necessary.(5) All crew onboard who concern to the safety
shall be informed and make them ready forsafety measures.(6) The Engine must be put to Stand-by condition.
Measures to take in an emergency situation
(1) When, during a cargo handling operation, any one of the emergency situations listed in aboveare likely to be, or has been encountered, the Duty
Officer shall stop cargo workimmediately, as well as notify the parties concerned, including the terminal, and obtainapproval.(2) After the operation is
stopped, all of the valves of each pipeline system and at the manifoldshall be closed, and the shore hoses or arms shall be disconnected if
necessary.(3) All of the crew shall be informed of the situation and every effort made to prevent oreliminate dangerous situations.(4) If necessary, the
Master shall be put on security stations and orders given to put the engine on

stay on board.
Manifold connection
(1) Cargo arms shall be connected in the presence of the Duty Officer.(2) Before connecting, the Officer shall check the arms for defects. The Master
can refuse usingthe arm when it seems defective.(3) Avoid cross connection when multiple arms are connected.(4) The Officer shall ensure that the
required gaskets and reducers are provided, together withgrease.(5) Check the arm movable range.(6) Pressure gauges should be fitted on both side of
the manifolds during cargo operation andchecked at appropriate interval.(7) Unused Cargo and bunker connections shall be blanked with a flange of
equivalent rating asthat of the manifold pipeline. The flange must be fully bolted
Ship/ shore bonding cables
A ship/ shore bonding cable is
NOT
be used since it is not considered effective as asafety device and may even be dangerous.
Accommodation access
(1) All external doors and open ports in the accommodation area shall be kept closed.(2) Routine access to/ from the exterior deck shall be made
through only a designated door
located off shore side on “A” deck.
(3) Before starting cargo operations all crewmembers shall be informed as to the access in use.
IG system
When making rounds on deck, before and during watches the following checks shall be carried outon the IG system.(1) A visual inspection to confirm
all IG isolation valve (IG branch cut off valve) are left openedand clearly identified their status on the indicator in CCR.(2) Inspection of the deck seal
to confirm water supply, drain valve open. A visual inspectionchecking the status of the tank isolation valves (IG branch cut valves) and
lockingsystem. Confirm the position of the cut valves with the indicator in the CCR. Confirmation of the water level in the Deck Seal.(3) IG main
Deck Isolation Valve is fully shut(Loading) and fully open(During Discharging).(4) Correct water level in the pressure/ vacuum breaker (P/V
Breaker).(5) Correct operation of the fixed oxygen analyzer, and the linked remote read-out in the CCR.
Pump room check
(1) The Pump Room shall be regularly inspected during cargo operation.(2) The inspection shall include a general check of pipelines, pumps and a
sounding of the pumproom bilge.(3) Checks shall be made at intervals not exceeding one hour and recorded in LG-017 CargoOperations Log Book
and Cargo and LG-018 Ballast Pump running Log.
(4) Pump Room entry procedures should be in accordance with “Enclosed Space Entry”
stipulated in Chapter 1 Part 1 section 7.1 of this Manual.(5) Personnel entering the pump room must wear personal Gas detectors.(6) Procedure for
entering PUMP ROOM(a) Pump Room shall be ventilated for at least thirty minutes using all available fans, theatmosphere checked and confirmed
safe prior to entry. The fans must operate in the extractionmode.(b) A risk assessment must be carried out and referred to for mitigating risks.

(c) “
Pump Room Entry Permit
”
PRMT-001A
shall be fully entered and verified by Chief Officer and signed by the Master & the Responsible person for approval.(d) The Pump Room shall be
continuously ventilated by all fitted fan(s) in the extraction mode,during cargo or other operations and for the duration when personnel are in the
Pump Room.(e) The personnel entering the Pump Room shall wear a Personal Gas monitor.
(f) Once the Pump Room fan is stopped, the “Permit” shall be cancelled until the necessary
process
is completed for the new “Pump Room Entry Permit”.
(g) A record of entry and exit from Pump room must be maintained. Name/s of personnelentering and entry / exit timings along with HC and O2
levels must be recorded. The form
PRMT-002A
must be used for recording.(h) Proper communication must be maintained at pre-agreed intervals and failure to respondshould be cause to raise the
alarm.Applicable Company Form::
PRMT-001A (Pump Room Entry Permit)PRMT-002A (Pump Room Gas Check & Entry record)

Air conditioning and ventilation system

(1) The Master shall establish ventilation control.
(2) The ventilation system including air intake shall be changed over from “Navigation Mode” to“Cargo Operation Mode” to prevent the entry o
f flammable gas into the Accommodation andMachinery Spaces. The Air-conditioning intakes should be so adjusted to ensure that theatmospheric
pressure inside the accommodation is always greater than that of the externalatmosphere, so as not to create a Vacuum condition inside the
Accommodation. The air-conditioning system must not be set for 100% recirculation as this will cause the pressureinside the accommodation to fall
below the external pressure due to extraction fans operatingin sanitary and galley spaces