CHEMICAL TANKERChemical Tanker Notes Captain Vladimir Kunichkin has more than 30 years of experience on oil and chemical tankers, working his way through the ranks until achieving the position of Master with Knud | Larsen Ship Management. A strong interest in seafarer training led Vladimir to the position of training officer at the “LAPA’ centre, specialising in training senior officers in chemical tanker operations Captain Kunichkin now holds the position of training manager with TesmaChemical Tanker Notes First published 2006 by Seamanship International Ltd Willow House, Strathclyde Business Park Lanarkshire, ML4 SPB Telephone: +44 (0) 1698 46433 E-mail info@seamanshio.com © Seamanship International Ltd, 2006 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the publishers, Although great care has been taken with the writing and production of this publication, neither ‘Seamanship International Ltd nor the author can accept any responsibilty for any errors, omissions or their consequences. This publication has been prepared to deal with the subject of Chemical Tankers. This should not however, be taken to mean that this publication deals comprehensively with all of the issues that will need to be addressed or even, where a particular issue is addressed, that this publication sets out the only definitive view for all situations. The opinions expressed are those of the author only and are not necessarily to be taken as the policies or views of any organisation with which he has any connection. ISBN 1-905331-16-9 First EditionChemical Tanker Notes Rona 3.10 3.12 3.13, 3.14 3.15 3.16 3.17 Si 5.2 5.4 Table Of Contents The Voyage Voyage Orders Voyage Planning .. Stowage Planning. Notice of Readiness .... Tank Cleaning... Cleaning and Disposal Procedures . Cleaning Methods... Cleaning .. Planning Tank Cleaning Operations Overhaul and Tests....... Team Briefing .... Precautions Against Unauthorised Discharge Safe Cleaning... ; Visual Inspection of the | Tank. Wallwash Tests Preload Tests .. Notice of Readiness .. Loading ... Safety Precautions Transportation Requirement Tanks Inspection .. Safety and Data Sheet....... Loading and Deballasting Cargo Tank Vapour Return System: Loading Rate........ Loading Temperature Disconnection of Manifolds. Cargo Discrepancy Short Loading Letter of Authorisati Bill of Lading... Time Sheet. Loading Set of Cargo Documents. Departure ... 110 1143 115 Conditions of Carriage. Heated Cargo ........... Nitrogen Blanket Cargo . Re-circulation.. Inhibited Cargoes .. 1116Chemical Tanker Notes 6 Arrival at Discharge Port 61 Reducers... 62 Samples. 63 Bill of Lading. 6.4 — Cargo Measurement and Calculation 65 Claims. ny 66 Safety Precautions 67 _ Discharging Plan . 68 Palm Oi... 6.9 Paraffin Wax, Slack Wax 7 Discharging. 7.4 Pumps. 7.2 Commencing Discharge . 7.3. Main Discharge. 7.4 — Stripping . 7.5 Blowing the Line .. 7.6 Inspection... 7.7 Billof Lading..... 8 _Ballasting .. 8.1 Ballast Eductors. 136 9 Prewash. 9.1 New Ships. 9.2 Existing Ships 9.3 Procedures oa 9.4 — Inert Gas Generator 40 Terms and Definitions. Appendices... Appendix 1 Compatibility Chart Appendix 2 Alphabetical Listing of Compounds....... Appendix 3. Exceptions to the Compatibility Chart... Appendix 4 Exceptions to the Compatibility Chart : Appendix 5 FOSFA List of Banned Immediate Previous Cargoes. Appendix6 FOSFA List of Acceptable Previous Cargoes. Appendix 7 World Chemical Trade... Appendix 8 _ International Certificate of Fitness for the Carriage of Chemicals in Bulk... oe ; Appendix — NLS Certificate .. Appendix 10 Procedures and Arrangements Manual Appendix 11 Cargo Record Book... Appendix 12 Cargo Hose Record... Appendix 13. Shipboard Marine Pollution Emergency Plan " (SWPEP) Appendix 14 Guidelines in developing a SMPEP... Bibliography IndexChemical Tanker Notes Table Of Figures Figure 1.1 - Tank Coatings List . ; Figure 1.2 - Alcohol of Sulphur ~ resistance dat Figure 1.3 - Example Draught Trim and Stbilty Calcul Figure 1.4 - Stability Curves. Figure 4.5 - Stress Control Figure 2.1 - Cleaning of Cargo Tanks and Disposal of Tank Washings . Figure 2.2 - Slop Disposal Procedures... Figure 2.3 - Slop Disposal Procedure Flow Diagram .. Figure 2.4 - Extract from the Tank Cleaning Guide Figure 2.5- Direct Application of a Cleaning Agent... Figure 2.6 - Injection of Cleaning Agent to Wash Water. Figure 2.7 - Steam Cleaning a Tank.. Figure 2.8 - Performance of Ventilation Equipment. Figure 2.9 - Relative Humidity ...........20.-- Figure 2.10 - Tank(s) Cleaning Plan Figure 2.11 - First Cleaning Cycle... Figure 2.12 - Second Cleaning Cycle Figure 2.13 - Third Cleaning Cycle. Figure 2.14 - Tank Cleaning Machine Figure 2.15 - Draeger Tube and Bellows... Figure 2.16 - Cargo Tank Inspection Report . Figure 2.17 - Cleaning Equipment with 3% Peroxide and 2% Hydrochloric Solution 7 Figure 2.18 - Wall Wash Test Figure 3.1 - Safety Precautions Alongside Berth... Figure 3.2 - Hose Support. Figure 3.3 - Hose Support at Manifold.. Figure 3.4 - Hose Support at Ship's Side . Figure 3.5 - Hose Support Between Ship and Quay Figure 3.6 - General Arrangement of a Type Il Chemical Tanker “Kilchem Asia’ Figure 3.7 - Tank Arrangement of Type Il Chemical Tanker “kilchem Asia Figure 3.8 - Ballast Arrangement of Type II Chemical Tanker “kilchem Asia Figure 3.9 - Cargo System Arrangement of a Type Il Chemical Tanker “Kilchem Figure 3.10 - ‘Before Loading’ Certificate . Figure 3.11 - Tank History (last 3 cargoes) . Figure 3.12 - Chemical Data Sheet......... Figure 3.13 - Vapour Manifold Flanges Figure 3.14 - Letter of Protest... Figure 3.15 - Short Loading Protest Figure 3.16 - Letter of Authorisation Figure 3.17 - Time Sheet... Figure 5.1 - International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, Figure 5.2 - Extract fro ucts. Figure 5.3 - List of Noxious L Liquid Substances Allowed for Carriage. Figure 5.4 - Heating Report... 7 Figure 5.5 - Recirculation Diffuse viiChemical Tanker Notes Figure 7.1 - Displacement Pump... Figure 7.2 - Pump Comparison Chart Figure 7.3 - Submerged Pump...... Figure 7.4 - Submerged Pump Deck Arrangement Figure 7.5 - Pipestack Intermediate Shaft Support. Figure 7.6 - Submerged Pump Pipe Stack Arrangement Figure 7.7 - Submerged Pump Pumphead Arrangement. Figure 7.8 - Centrifugal Pump... Figure 7.9 - Vessel Pumping Requirement Figure 7.10 - Vessel Pumping Record. Figure 7.11 - Deepwell Pump......... Figure 7.12 - Deepwell Pump Close-up. Figure 7.13 - Dry Tank Certificate .... Figure 8.1 - Type 264 Water Jet Eductors. Figure 8.2 - Type 264 Water Jet Eductors.. Figure 9.1 - Inert Gas Generator... Table Of Photographs Photograph 2.1 - Tank Ventilation Hose. Photograph 2.2 - Fire on Poop Deck... Photograph 2.3 - Explosion while Conducting Hot Work.. Photograph 2.4 - Line Showing Pressure Test Date Photograph 2.5 - Tank Heating Coils Photograph 2.6 - Pressure Vacuum Valves .... Photograph 2.7 - High Level Alarm Mounting on Deck. Photograph 2.8 - High Level Alarm Viewed from Within Tank. Photograph 3.1 - Vessel Explosion During Discharge....... Photograph 3.2 - Type Il Chemical Tanker “Kilchem Asia”. : Photograph 3.3 - Decontamination Shower and Eyewash Station .. Photograph 3.4 - Ship's Manifold ... : Photograph 6.1 - Electrical Connection for Gargo Pump... Photograph 6.2 - Burn/Scorch Marks on Explosion-proof Electrical BOX... 120 Photograph 6.3 - Chemical Tanker that t Exploded During Discharge (cause unknown) Photograph 7.1 - Hydraulically Operated Submerged Pump.. Photograph 7.2 - Electrically Operated Submerged Pump. Tables Table 1.1 - Example of a Synonym Index..... Table 2.1 - Cleaning and Disposal Procedures Table 2.2 - Categorisation of Oils... Table 2.3 — Example Tank Cleaning| Plan & ‘Time Schedule Table 2.4 - Notice of Readiness... ee viiiChemical Tanker Notes Table 2.5 - Information to Shipper. Table 3.1 - Vessel Experience Factor . Table 3.2 - Preliminary Cargo Plan . Table 3.3 - Cargo Ballast Operation Shee! Table 3.4 - Flow Rates .....ccsescereene Table 3.5 - Correcting SG to Density in Vacuum... Table 3.6 - Ullage Report: Chemicals. Experiences Experience 1 - Naming of substanoss....... Experience 2 - Cargo stowage arrangements (a). Experience 3 - Cargo stowage arrangements (b) ce Experience 4 - Cargo pipeline passing through other tanks...... Experience 5 - Loss of stability... Experience 6 - Charted depths Experience 7 - Cargo readiness and availability to load. Experience 8 - Cleaning tanks with water Experience 9 — A wrong method of cleaning........ Experience 10 — Temperature of the washing water... : Experience 11 - Explosion when purging a flammable atmosphere with air. Experience 12 - Venting of tanks after ethanol. fan veatnsite Experience 13 - Cleaning of tanks after ethanol... Experience 14 - Steaming tanks alongside while loading... Experience 15 - Drying tanks... Experience 16 - Electrical continuity of hoses. Experience 17 - Care and attention while cleaning Experience 18 - Welding in a non gas free atmosphere Experience 19 - Fatality while conducting hot work... Experience 20 - Inability to strip tank... Experience 21 - Poor cleaning Experience 22 - Wallwash tests ; Experience 23 - Pressure testing heating coils... Experience 24 - PIV Valve operations in sub-zero conditions Experience 25 — Failure of overflow alarms Experience 26 - Tendering NOR..... Experience 27 - Ship/shore safety checklist... Experience 28 - Poor attention to mooring lines. Experience 29 - Preparedness of the deck foam system Experience 30 — Cautions with emergency towing wires. Experience 31 - Vessel incriminated in harbour spill. Experience 32 - Hazardous cargo warning notices Experience 33 - Explosion... seis: Experience 34 - Port open to swell conditions... Experience 36 - Bottom soundings of tanks Experience 36 - Acid filling working boots... Experience 37 - Crew arrested over cargo discrepancy Experience 38 - Securing tank lids after loading ... Experience 39 - Ballasting in the departure channel...Chemical Tanker Notes Experience 40 - Cargo heating instructions se 13 Experience 41 - Heating molasses. 2114 Experience 42 - Inefficient heating capacity 1115 Experience 43 - Reducer compatibility... 118 Experience 44 - Explosion during discharge : Experience 45 - Discharged tanks cause @ Vacuum ...... Experience 46 - Error while lining up for discharge....... = 128Chemical Tanker Notes PREFACE After a career on chemical tankers, | remain surprised that a textbook containing all aspects of chemical tanker practice for the seafarers working on this type of vessel is not available. The necessity of such a book became apparent during my participation in the lectures that form the Specialised Training for Chemical Tankers Safety Course. So, with encouragement from my colleagues in the industry, | have written this book. All operations, from commencing the voyage until its completion, are covered in detail, step-by-step. In this modern world many a seafarer will feel entitled to ask “Do | really need such a book? Surely the Ship Management Company or Ship's Operator will advise me of all necessary actions.” The honest reply is very simple, the Ship Management Company of Operator's knowledge of the carriage of chemicals may well be extensive, but itis your efforts that will ensure that any cargo contamination or incidents are avoided. | would like to thank the following, who kindly assisted with their photographs and material: Capt. Cherepanov Capt. Chernovul Capt. Ershov Capt. Mishin Capt. Pivovarov Chief Engineer Mastihin Chief Officer Grischenko With special acknowledgement to Chief Officer Misharin (deceased). | would also like to thank the following companies and organisations for giving their kind permission to reproduce images, tables and texts Allweiler AG International Maritime Organization (IMO) ISTA Miekle 30.05 Laboratory Verwey, Rotterdam Marflex Schutte & Koerting The Federation of Oils, Seeds and Fats Associations (FOSFA) Capt. Viadimir Kunichkin July 2006 xiChemical Tanker Notes INTRODUCTION There are many operations that are carried out simultaneously onboard a chemical tanker, such as loading, discharging, tank cleaning, gas freeing, ballasting, deballasting and so on, However, the main rule onboard any tanker is that all operations are to be conducted in a competent and professional manner. Certain operations must be suspended if there is any threat or likelinood of loss of control. The chemical tanker fulfils the most extreme idea of customer satisfaction by offering “Just in Time" (JIT) transport of a multitude of liquid cargoes. The availability of tankage, the substances being loaded or discharged and quite often the need for the tanks to be discharged, cleaned and then loaded with another substance all are causes of a series of logistical problems Chemical Tankers were built to ‘recommendations’ laid down in the Bulk Chemical handling (BCH) Code up until the 1% July 1986, when mandatory requirements were laid down in the International Bulk Chemical (IBC) Code as a supplement to Chapter Vil of SOLAS. Older ‘BCH’ ships are recommended to comply and carry a certificate of fitness, The IBC ships must comply and must carry an International Certificate of Fitness. Throughout the book the boxes marked ‘EXPERIENCE’ provide examples of the author's own observations and experiences. This book is designed to provide some answers on ‘what to do’ and ‘how to do it’ for officers and cadets on chemical tankers. The subjects are organised in the order that they occur, from the receipt of voyage orders to the completion of cargo discharge and the practice of pre-wash. In reality, the particulars of the voyage, vessel, cargo, charter party and other details may require some deviation from the advice given and this should always be kept under consideration. Flag state, country legislation, company or port regulations, ete, may require actions that differ from those detailed in this book. In this case, and in all such cases when onboard ship, good seamanship suggests that you adhere to those that are the more stringent. xiiiChemical Tanker Notes ‘The Voyage 1 The Voyage 1.1 Voyage Orders The ship operator or manager communicates the voyage orders either directly to the vessel or, if the vessel is in port, they may do this via the agent. The contents of a typical voyage order will include: * Voyage number ‘* rotation (ports of loading and discharging) © name of the cargo © quantity of the cargo * options (+/- quantity or percentage) * conditions of discharge (mvhour and/or pressure at the manifold and/or total time of discharge) * heating instructions * charter party name/date * Laycan (lay days and cancelling days) * NOR (Notice of Readiness) tendering instructions © bunkering * other instructions. On receipt of the voyage orders the first considerations are: * Can the cargo be loaded onboard or not «if yes, how much cargo can be loaded? 1.2 Voyage Planning 1.2.1 Identification of Substances All substances permissible for carriage onboard are listed in the vessel's Procedure and Arrangements Manual (P&A Manual) and are approved for and on behalf of the flag state government that the vessel is registered under, usually by a Classification Society acting on its behalf. If the vessel has been nominated to load a cargo that is not listed in the P&A Manual, this should be notified to the vessel's operator. They will then liaise with the Class Society to determine whether a note of acceptance or a dispensation is possible for this cargo. The details of permissible substances forChemical Tanker Notes The Voyage carriage onboard are detailed in an attachment to the ‘Certificate of Fitness’, which is also issued by the flag state and usually delegated to a Classification Society acting on its behalf. 1.2.2 Common Synonyms A synonym may be given instead of the original chemical or substance name. In such a case, the original name should be checked by reference to one of the following sources: * ~www.chrismanual.com/Intro/table8.pdf «the Tank Cleaning Guide, which is published by Laboratory Dr. A. Verwey, Rotterdam, in loose leaf format * the Ghemical Data Guide for Bulk Shipment by Water, which is issued by the U.S. Department of Transportation * by request from the shipper. To Find Look Up Mic Methylamy! alcohol Mik Methyl isobutyl ketone Mineral Oil Crude oil Mineral pitch Asphatt Mineral spirits Naphtha: Stoddard solvent MIPA iso-Propanolamine Mixed octyl nitrates 2-Ethyl hexy! nitrate Monobromomethane Methyl bromide Mono-n-butyiamine n-Butylamine Table 4.1 - Example of a Synonym Index Experience 1- Naming of substances A ship was nominated to load a parcel of ‘MTBE’, but this was not identified in the list of noxious liquid substances permitted for carriage. On closer scrutiny, it was determined that the cargo was actually ‘Methyl Tert- Butyl Ether’, which was on the list under its full name. 1.2.3 Non-Identified Substances Substances that are not listed in the ‘List of Noxious Liquid Substances Allowed to be Carried’ section of the P&A Manual can be loaded onboard on receipt of a Flag State Administration approved appendix to that list. If this is provided then the ship's operator should notify to commence formalities or, if is not provided, they should initiate voyage cancellationChemical Tanker Notes The Voyage 1.3 Stowage Planning The names of the substances and the corresponding tank(s) fit for their carriage are stated in the ‘List of Noxious Liquid Substances Allowed to be Carried’ of the P&A Manual. However, the number of tanks fit for carriage may be reduced because of the following reasons 1.3.1 Cargo Compatibility Compatibility problems with substances already loaded can limit the number of tanks that are fit for carriage. This may be investigated or confirmed by reference to a compatibility chart, such as that issued by the US Coast Guard, 48 CFR §150 (see Appendix 1) All substances in the chart are divided into groups and numbered from 0 to 43. Groups 1-23 are the substances that inter-react in a dangerous manner. Groups 30-43 are the substances that do not inter-react in a dangerous manner. Numbers 24-29 are reserved for future extension of the chart. The following is an extract from the guide that is supplied by the USCG. It explains how to use the compatibility chart (1) Determine the group numbers of the two cargoes by referring to the alphabetical listing of cargoes and the corresponding groups (Table 1). Many cargoes are listed under their parent names; unless otherwise indicated, isomers or mixtures of isomers of a particular cargo are assigned to the same group. For example, to find the group number for Isobuty! Alcohol, look under the parent name Butyl Alcohol. Similarly, the group number for para-Xylene is found under the entry Xylene. If a cargo cannot be found in this listing, contact the Coast Guard for a group determination (see § 150.140). (see Appendix 1) (2) If both group numbers are between 30 and 43 inclusive, the products are compatible and the chart need not be used, (3) If both group numbers do not fall between 30 and 43 inclusive, locate one of the numbers on the left of the chart (Cargo Groups) and the other across the top (Reactive Groups). (Note that if a group number is between 30 and 43, it can only be found on the left side of the chart.) The box formed by the intersection of the column and row containing the two numbers will contain one of the following: (a) Blank-The two cargoes are compatible. (b) "X"-The two cargoes are not compatible.Chemical Tanker Notes The Voyage Reactivity may vary among the group members. Refer to Table | or Table Il to find whether the products in question are referenced by a footnote that indicates exceptions exist. This list has been provided at Appendix 1. Unless the combination is specifically mentioned in Appendix 1, it is compatible. 1.3.2 Segregation Requirements Segregation requirements must be taken into consideration when planning stowage of incompatible substances. The US Coast Guard requirements for segregation are as stated below: (a) The containment system must separate the hazardous material or its residue from any cargo with which it is incompatible by two barriers, such as those formed by a: © Cofferdam © empty tank * void space * cargo handling space * tank containing a compatible cargo * piping tunnel. (b) In this subpart, isolation across a cruciform joint is equivalent to isolation by two barriers. (c) The piping or venting system allocated to a hazardous cargo in a tank, or group of tanks, must not be capable of connecting with a cargo with which it is incompatible. If this is unavoidable, because of the vessels piping or venting arrangement, the following measures can be taken to separate the cargo systems: * removal of a valve or spool piece and fit a blank to the exposed pipe flange * install two spectacle flanges in series, with a means of detecting leakage in to the space between the spectacle flangesChemical Tanker Notes The Voyage Experience 2 - Cargo stowage arrangements (a) As indicated in the sections on cargo compatibility and segregation (1.3.2), a substance ‘Y’ can be stowed with regard to a previously loaded incompatible substance labelled ‘X’, as shown below. This cargo stowage arrangement was carried by the author. However, the vessel encountered heavy weather, which resulted in cracks forming at the cruciform weld seam between the 18 and 2C cargo tanks, resulting in the tanks becoming common. So, while the vessel was loaded in accordance with the available guidance, the unforeseen event of a leak at the meeting of diagonally separated tanks resulted in contamination occurring. ax PuaTtoni ogee ‘ano anes The requirements of the IBC and BCH Codes must also be taken into consideration: Cargoes, residues of cargoes or mixtures containing cargoes, which react in a hazardous manner with other cargoes, residues or mixtures, shall be segregated from such other cargoes by means of a: * — Cofferdam * void space * cargo pump-room * pump-room * empty tank * a tank containing a mutually compatible cargo ‘* have separate pumping and piping systems which shall not pass through other cargo tanks containing such cargoes, unless encased in a tunnel * have separate tank venting systems.Chemical Tanker Notes The Voyage Experience 3 - Cargo stowage arrangements (b) Substance ‘Y’ can be stowed in relation fo a previously loaded incompatible substance ‘X’, as shown below. Note: The procedure of isolating the parcels of cargo across a cruciform joint has not been utilised in this case.Chemical Tanker Notes The Voyage Experience 4 - Cargo pipeline passing through other tanks A vessel was discharging a cargo of paraffin wax from No.4 Tank. All other tanks had been cleaned for loading soybean oil except for No 2 Tank, which had been cleaned on the previous voyage and inspected before loading commenced. Loading commenced to No 2 Tank and, after 15 mins, the OOW advised that no cargo was being received in the tank. The deck watchman advised that the manifold pressure was at 5kg/om? and conducted a check of all cargo lines. The line check confirmed that the cargo system was only open to No 2 Tank. At this time the huil of the vessel vibrated heavily and a roaring noise of liquid gushing was heard from No 2 Tank. After loading was suspended, the tank lid was opened and large pieces of paraffin wax were found to be floating on the surface of the soybean oil Upon further investigation it was found that the cargo pipeline to No 2 Tank had a needle-hole in the pipeline where it passed through No 4 Tank. This line had subsequently filled and plugged with paraffin wax in No 4 Tank. This plug was dislodged by a combination of the pressure and temperature of the hot soybean oil. This would have been a major incident had both cargoes been incompatible.Chemical Tanker Notes The Voyage 1.3.3 Resistance of Tank Coating The suitability of a tank's coating for the carriage of a particular substance can be investigated by referring to the ‘Resistance List’ that is issued for that particular material/coating. The resistance list is normally issued by the coating manufacturer and is indicated by a "Noxious Liquid Substances” certificate, which states the cargoes that can be carried. You enter into the “Resistance List’ with the name of substance. The outputs from the ‘Resistance List’ may have a number of different meanings as follows: “RC” = Resistance code = Suitable ae # Unsuitable “RC” +1, 2, 3, etc = Suitable, subject to reference notes 1, 2, 3, etc. RC +T (°C) Suitable up to T degrees centigrade. The ‘Resistance List’ and any temperature limitations of the tank coating must be followed, Maximum temperatures must not be exceeded as damage to the tank coating will occur.Chemical Tanker Notes ‘The Voyage RESISTANCE LIST "* SIGMA COATINGS “* Tankling products Group 0701 Sulfides, sulfoxides 3122 TETRAMETHYLENE SULFONE 3122 THIOLANE-t.+-DIOXIDE S122 THIPHENE, TETRAHYORO-1,1-DIOXIDE 237 USAN Sigme Sigme Sigmeguers 1 Prenguars —_ Kemauare eee Mt pros ‘ARGO Rome ax Rak © come CrefnoeTc CwinaeT'C Crier Cretnaetc 7s Mic.3. 1+ Ie 1 Ie 2 2822 ALCOHOLOF SULPHUR Le U 1 tet 3649 ALKYL DITHIOTHIADIAZOLEC (08-024) le 1 1 1 3551 ALKYL PHENOL SULPHIDE (Cé-C49) be 1 1 ‘ 3649. ALKYLDITHIOTHIADIAZOLE (08.024) re I 1 i 2 2822 _BISULPHIDE OF CARBON Ie i 1 bes 2 2822 CARBON SISULPHIDE Ie 1 I bes 2823 CARBON DISULPHIDE 10% 1 Ie t ‘ 2 2822 CARBON DISULPHIDE re 1 It bet 2 2822 CARBON SULPHIDE re I 1 bea 3122 CYCLOTETRAMETHYLLENE SULFONE me Ie 15 het 287 DIMETHYL SULFOXIDE (OMSO) te Ie 1 i "161 DIOXIDE OF SULPHUR fe Te His ira 3122 DIOXIDETETRAHYDROTHIOPHENE. 1.1- 1s le ie let 2 2822. DITHIOCARBONIC ANHYDRIDE Ie 1 1~ tet 2 2822 NCT-co4so1 Ie 1 I tet 3122 SULFOLATE be Ie 1 tea W161 SULFUR DIOXDE Ie Le I 12 1161 SULFUROUS ACID ANHYDRIDE I t- I te 1181 SULFUROUS OXIDE 1 1 1s i= 2 2822 SULPHOCARBONIC ANHYDRIDE 1 I It bed 3122 SULPHOLANE ' I i bet 3122 SULPHOXALINE ' I 1 ber 3122 TETRAHYDROTHIOPHENE 1.1-DIOXIDE I I I bed 3122 TETRAHVOROTHIOPHENE 11-0IOXIDE,23.45- | IL t ten i t i bed 1 I ' bed ' 1 1 ie I 1 1 1 Figure 1.1 - Tank Coatings ListChemical Tanker Notes The Voyage CARGO : ALCOHOL OF SULPHUR PROD.CODE,SEQNR : 2822, 9 GROUP : 0701 IMO code 2 SSS i Coating | RC | refinotes | Max. T°C tT et {I Phenguard | + 7 Kemiguard j| EHB 1! Sigur \ eciirese ee eee ! 1 i | ! ! | | I | | | Note 1 Certain products, such as esters (acetates, phtalates, etc) and chlorinated or brominated materials can react with water to form acidic compounds. Although these products are suitable for storage in coated tanks when dry, the presence of water may make them aggressive and unacceptable. Such products must, therefore, be dry and free from acids and carried in completely dry tanks. Water contamination must be avoided and water content of the cargo should not exceed 0.02% (200 ppm). Figure 1.2 - Alcohol of Sulphur ~ resistance data 10Chemical Tanker Notes The Voyage 1.3.4 Previous Cargo, FOSFA Regulations’ The Federation of Oils, Seeds and Fats Associations (FOSFA) was founded in 1971 on the amalgamation of four predecessor associations, the oldest of which dates back to 1863. Today the Federation represents over 785 members in 71 countries. FOSFA is a professional international contract issuing and arbitral body concemed exclusively with the world trade in oilseeds, oils, fats and edible groundnuts and is the major association of its kind in the field. FOSFA has an extensive range of standard forms of contracts covering goods shipped either ‘Cost, Insurance, Freight’ (CIF), Carriage & Freight (C&F) or ‘Free Onboard’ (FOB). The contracts provide the terms of trade for the oilseeds, oils and fats and groundnut commodities. They cover the principal oilseeds (soybeans, sunflower seeds, rapeseed and others), vegetable and marine oils and fats, refined oils and fats and groundnuts, from different origins worldwide, and for different methods of transportation or for different terms of trade. Internationally 85% of the global trade in oils and fats is traded under FOSFA contracts. 1.3.4.1 Previous Cargo Lists Previous cargoes carried in a ship's tank/s can be a possible source of contamination. In spite of apparently adequate cleaning, residues from such cargoes can remain entrapped in the tank coatings or in areas of difficult accessibility. The FOSFA Operational Procedures put restrictions on what may have been carried as. the immediate previous cargo, or the last two cargoes and, in the case of leaded products, the last three previous cargoes. The Federation's standard terms incorporate reference to a list of banned substances that may not be carried as the immediate last cargo prior to loading oils and fats, and the terms that apply in the absence of any express agreement to the contrary. An alternative clause, issued in the form of a sticker, calls for the immediate last cargo to be restricted to substances appearing on a positive list, comprising foodstuffs, processing aids and other similar materials known to be compatible with oils and fats. It is important that both parties are clear, at the time the contract is made, about which list is to apply. Furthermore, the lists are subject to change in the light of on- going experience and it is essential for all parties to ensure they have access to the latest edition of these lists. Irrespective of the date of the contract, it is the lists in force at the date/s of the bill of lading that are deemed to apply in the majority of contracts. 1.3.4.2 Chemical Distribution Institute CDI is managed by a Board of Directors consisting of seven individuals nominated by the participating chemical companies. The Board of Directors establishes policy and is responsible for overall affairs of the organisation. * reprinted with permission of FOSFA 11Chemical Tanker Notes ‘The Voyage The Chemical distribution Institute (CDI) is an independent, non-profit making organization funded by the chemical industry to provide inspection and audit data as part of the risk assessment process. CDI is incorporated in the Netherlands as the Stichting Chemical Distribution Institute (CDI). CDI's mission is to continuously improve the safety, security and quality performance of the chemical industry. Together with cooperation from industry and education establishments, it aims to increase the development of best practices in the chemical industry. CDI provides information and advice on industry best practice and international legislation for the chemical industry. CDI monitors current and future international legislation and provides consultation from the chemical industry to the legislators. CDI has standardised inspection data which chemical companies can use with confidence and provides the chemical industry with an independent organisation for the training, qualification and accreditation of inspectors. 1.3.5 General Restrictions on Cargo Stowage * Heated substances should not be loaded adjacent to polymerizing substances * heated substances should not be loaded adjacent to highly volatile substances * heated substances should not be loaded adjacent to drying substances * toxic substances should not be loaded adjacent to edible substances * solidifying substances should not be loaded adjacent to ballast or water tanks, unless the tanks are empty and dry. 1.3.6 Maximum Allowable Quantity of Cargo per Tank + The quantity of a cargo to be carried in a type 1 ship should not exceed 1,250 m? in any one tank (see 3.2.1.1) * the quantity of a cargo be carried in a type 2 ship should not exceed 3,000 m? in any one tank (see 3.2.1.2) * there is no restriction on the amount of cargo to be carried in a tank on a type 3 ship * allowance for cargo expansion must be taken into account to avoid the tank becoming liquid-filled during the voyage. During cargo planning the temperature used should be the maximum temperature that the cargo will Teach on passage * in many cases the load temperature is the maximum that the cargo will attain and it will cool on passage. However, if the vessel loads in a cool 12(Chemical Tanker Notes ‘The Voyage climate and proceeds to a warmer climate area, the sea temperature and the heat on the cargo deck will cause the cargo temperature to rise 1.3.7 Maximum Allowable Quantity of a Cargo The cargo quantities are planned taking the following into account: * Loading capacity (load calculation) international load line zones in the trading area * expected trim, heel, intact and damage stability * shear force and bending moment stresses during the various stages of loading and discharging + dock water allowance in the load port * draught and passage limitations en-route and in the ports of destination. 1.3.8 Cargo Quantity Options Abbreviations are used in the instructions. These are expressed as percentages and are termed as follows MOLOO More Or Less Owners Option (expressed as % load) Moo More Owners Option Loo Less Owners Option MOLCO. More Or Less Charterer's Option Lco Less Charterer's Option McO More Charterer's Option MIN/MAX Limitations of Quantity of Cargo 1.3.9 Filling Limits The maximum volume (VL) of cargo to be loaded in a tank is: VL = 0.98 V (pR/ pL) Where: VL = volume of the tank pR = relative density of cargo at the reference temperature (R) pL = relative density of cargo at the loading temperature and pressure R = _ reference temperature, ie, the temperature at which the vapour pressure of the cargo corresponds to the set pressure of the pressure-relief valve.Chemical Tanker Notes The Voyage 1.3.10 Loading Capacity The cargo quantity should be planned with reference to the available and acceptable loading capacity. 1.3.11 International Load Line Zones in a Trading Area A vessel must comply with the requirements of the International Convention on Load Lines. The appropriate load lines, corresponding to the season of the year and the Zone or area in which the ship may be, must not be submerged at any time when the vessel puts to sea, during the voyage or on arrival When the vessel is in fresh water the appropriate load line may be submerged by the amount of the fresh water allowance. Where the vessel is in brackish water, an allowance must be made proportional to the difference between 1.025 and the actual density. This is known as dock water allowance. When the vessel departs from a port situated on a river or inland waters, deeper loading corresponding to the weight of consumption between the point of departure and the sea is permitted The draught allowance is to be borne in mind when the vessel sails from one port to another in different zones. See Annex II of the International Convention on Load Lines 1966 (Zones, areas and seasonal periods)Chemical Tanker Notes The Voyage Example Loading Calculation The voyage duration is 5 days. The Vessel's summer DW = 6800 MT. The voyage is planned in a ‘Summer Zone’. The voyage order is to load 6300 MT 150 MT MOLOO. The available quantity for a cargo (allowing 5 days voyage+3 days reserve = 8 days) can be calculated as follows: Quantity Deductibles 120 MT Stores (constant referenced to ‘stability manual’) 40 MT Fresh water consumption for cargo heating purposes (5 MT x 8 days = 40 MT consumption referenced to daily consumption records of engine logbook) 4MT Lubes (0.5 MT x 8 days = 4 MT consumption referenced to daily consumption records of engine log look) 48 MT Fresh water (6 MT x 8 days = 48 MT consumption referenced to daily consumption records of deck logbook) 12 MT. Potable water (1.5 MT x 8 days = 12 MT consumption referenced to daily consumption records of deck logbook) 6 MT Diesel oil (0.75 MT x 8 days = 6 MT consumption referenced to daily consumption records of engine logbook) 64 MT Fuel oil main engine (8 MT x 8 days = 64 MT consumption referenced to daily consumption records of engine logbook) 32MT Fuel oil for cargo heating (4 MT x 8 days = 32 MT consumption referenced to daily consumption records of engine logbook) 326. MT TOTAL DEDUCTIONS 6800 MT SUMMER DW 6474 MT Available for cargo. Therefore, the ordered 6300 MT can be loaded onboard, with the additional 150 MT MOLOO capable of being lifted if required.Chemical Tanker Notes The Voyage 1.3.12 Stress, Trim and Stability 1.3424 Stress It is essential that an accurate cargo/ballast plan is prepared and that shear forces and bending moments remain within acceptable limits at all times during cargo operations and while the vessel is at sea. 4.3.42.2 Trim The ship's trim should always be kept within reasonable limits with regard to speed and manoeuvring ability at sea and as required to meet stripping requirements during cargo operations. It is preferable to have the vessel trimmed by the stern, keeping in mind the need to attain an even keel for arrival at the pilot station. 1.3.12.3 Stability Alarge free surface area may be encountered at various stages of cargo and ballast operations on a vessel that does not have a centre line bulkhead in the ballast and/or cargo tanks, As a consequence, the loss of GM (Metacentric height) due to free surface effect may result in a loss of the vessel's stability. Sometimes, in order to avoid slack tanks, it may be necessary to adjust the order of loading/de-ballasting and the quantity of cargo to be loaded Ifa loss of stability becomes evident during loading or discharging, all cargo, ballast and bunker operations must be stopped and a plan for restoring positive stability prepared. If the vessel is at a terminal, this plan must be agreed with the loading master and it may require the cargo hoses to be disconnected. Itis recommended that not more than 2 pairs of ballast double bottom tanks are to be slack simultaneously. The combination of free surface with a flat bottom can result in the generation of wave energy of sufficient power to severely damage internal structures and pipelines. The movement of liquid within a cargo tank, when the vessel is rolling or pitching in a seaway, is called ‘sloshing’. The negative effects of sloshing can be summarised as follows: * The slamming effect of the liquid inside the tank may result in serious damage to the piping system and fittings * the effect of free surface reduces the ship's GM and may even lead to a loss of stability * heavy cargoes, with a density 1.3 - 1.6, that are loaded leaving a free surface area may damage the cargo deck and bulkheads Slack tanks must be avoided wherever possible. The ship's stability manual (approved by the vessel's administration) must always be referred to on this matter.Chemical Tanker Notes The Voyage Experience 5 - Loss of stability A vessel was loading slack wax and concurrently deballasting. This resulted in a combination of certain cargo and ballast tanks (without a centreline bulkhead) being slack at the same time. The loss of stability that the vessel experienced caused the vessel to list to an angle of 15°, The situation was resolved by completion of the loading of the smallest tanks (removing the free surface effect) and those with centreline bulkheads, in pairs, until the vessel was stabilised.Chemical Tanker Notes The Voyage [DRAUGHT, TRIM AND STABILITY CALCULATION boc Voy Ne. 3658 (rs PRS ear rg Se Leh Tol aaeat te Boal gia eel ee | Seema iegel oe anaes generale tes Se Tras HOTT] 436 5010 54 ects ‘5016 54] 22080 73] vo048.00/ 1048 00| Ke ete tere a) 38) ta : tae ie He 7 +35) — ea ® | reece gt) gal itl ee) aa 18 2 | See ie ee eee = see |S ee 1) — Ba} — ie S “Hes he 1 se] bail ts se] Ee bal ot ete ig iat) 8 ‘Stop 5 or} 0000] 0-06] 1.68 | 60 00] 6.00) 9.09] ae sat oat | o00| 0.00] 0.09] 0.09] = 2a) tal ts ta ee i eee a0, 2.00| 2.00] 2.00} 3 13) — 28 $3 1 a oa $5 — Fes #2 er ee oa oe eet Fe a5) en 3 es er oe es 00, ‘o0] seas] 0.00] oe et a Tea fet el al eee bet — to — aa Em] sea orci esse] oSae]_ bea Woo a7 0) 00) om) 2a) asa] razr] rzoa 7a] sozz06| 102208 yet ros. 75 tee T0225 fors[— 900391 ear as ee—Frat 9) 5 wand 34 — "star 5 STO Tiss? NRL Wa 1 Eciee erate ; | | Figure 1.3 - Example Draught, Trim and Stability Calculation 18Chemical Tanker Notes The Voyage Disp-ment 9209.599 9044.57 DRAUGHT EQ 6.27 617 DRAUGHT MARKS FORE 5.86 5.70 SEA Departure Arrival AFT 6.64 6.60 FORE 5.87, 5.71 MEAN 6.25 6.15 AFT 6.61 6.56. TRC. t) 16.84 16.76 MEAN 6.25, 5.15, MID. B 1.45 1.54 Density 1.025 4.025 MID. G 0.45 0.35 FORE 5.87 5.71 BG 1.00 1.16 AFT 6.61 6.56 M.T.C. 418.85 417.28 MEAN 6.2! 6.15. TRIM. 0.78 0.90 MID. F 1.89 1.75 KM. 7.84 7.84 KG. 4.30, 4.97 GM 2.74 2.67. ‘Go 0.82 073 {GoM 1.92 4.94 [Flood angle 19Chemical Tanker Notes The Voyage STABILITY CURVES Voy. 36SB ee ae (Assumed KG(KGa) 550 5.50 keonscce | ae | an GooekGokGa | az | oat (CORPECTION OF GZ ov 16 30 cy oo 0 w Bino a 7908 = zion GessCme 00000888 Oat osm ows tee 030 = fecexsne dou) 008 ore 18s teenie aes = feowesed z(6oq 0000 ost oes 07s oa 0005-04 = Bums Don) bs i7ot ainda eae a0 << Ldynamic 0.000 0.044 0.151 0.278 0.379 0.408 0.348 & [CALGLATIONOG Ld o 15 30 5 0. B 30 fom vast ae aa = at onstage ome ama din ttm ene ons CORECTONOF Eg a a a ma Tonos nem oe anes 7 3 thon cessGne 00000576 oaed ome Catee tm @ ecex sno ooo ote? Onms ore re atae a8 > fooweaedz(Goq noo)! nae? = — Geter tom beets Sor dase gaara = Ldynamic 0.000 0.046, 0.157 0.289 0.395 0.430 0.373 = CALCULATIONOG Ld o 15 EN 45 0. 5 90 < GoM a TI aa cn ee ee ee = Dom__doe vier tm ow age a DEPARTURE | ARRIVAL f i sa 1— hs A = tie} as ~ = Ldn [Jas —- in Cc T T t f f At t t 7 tt t t 7 t t t t t 7 t t f t < I be E oe LE | | Ao = HA - | 7 aT o eet he i : T y i ss . Chief ofcor: Figure 1.4 - Stability Curves 20Chemical Tanker Notes ‘The Voyage ‘CALCULATION ABOUT PRESENT LOAD CONDITION Voy. __ 3688 ECADNAM SECTION | WAGHT| WEIGHT. [GRAVITY MOMENT ehorend Secron | WEGHT Wena Tone] RET sey" | ceria [CFP ) 09. emo S| Cr) | Tyron) (>) aa | creo 5000 «0005 LSD (O=0 ene BAe ere 250.503 55000 __ 0055 0530613 corer zs280 7a000 0070 7a cores 23.260 = woo 7 core riesooo 1184 zz 3450s suesoa_TM FOTIP7eetms 36708 00S? aarsa ted Too 0070 7a rOTIS 7ee0% 35768 00s mama 1084 21000 0m a7 10 wer2e 020% so e970 wares 030% 3160 e200 Ponte: Tas Bara 21900 oe seas 2013 BF T2000 one Tg eu ar3i0 Weems ar Ba corre 8770 Teo Tae corns 6270 30% 0.008 mz 00 coric saeoo0 ose am 10280 30% 0008 ze were 930% 03 watts 624% v.08 PontFr EES eee B75 fF 103 Eu ee 72 watwr aaa eae TES erie 770% 506 770% sn, ene eee Sa tos. 147 ime eae Bue EE S76 rest 1350 mz eres FORE WT zm 75740 ONTEr 12 woes sea SE 75740 - 308 36.70% 02 0.000 Tow 017 a 97308 370% 0270 0m Tow Ons waene anes eee 30705 air 0 7 3030 26.70% 750 UGHT WEIGHT wee0 2503 za e802 Tass cea consTatt 50000058 HS A734 | AL e233 3183 | aM O76 MG Tee aa | STRENGTH} —_— | [esate = ALB | seat om) sale <4 | wea 0 0 = | sae tare 0335) Bea0% | | Bane Ba 2 | e000 Qa gam 19505 EESIEEL suo baa aoe 1830818 ~ Weean ee az sri 7 122 don am OSE = 18 —— bons, Baws 7 ase 0011 ass Dae) — | sake og game Oe | was a fan 2/ a ta] sza00 )Ss--t- ~ 52330 | a a a | Z 7588 2 ae $2 8 8 8 mm mm Ze ono -tat2 “waz “3076 Soe 81 aa ASF 145 sou zanna) za) 1860220 TAD 1285 Chia car ALLS aes sash teem 2) i AEM tet Bek 2st Supe bee Deak uk Seas a one gets ass rss yess ed am? iO asad Figure 1.5 - Stress Control 21Chemical Tanker Notes The Voyage 1.3.13 Draught and Passage Limitations En-route and in Destination Ports The navigational charts, if not already onboard, should be ordered in good time, corrected if necessary and the passage plan prepared. The draught limitations must be investigated and the vessel's designated person notified of any compliance issues immediately and in writing. Experience 6 - Charted depths A vessel received orders to proceed to an African port. A passage plan was prepared and the tides calculated. Vessel's draught = 6m Minimum charted depth inthe river = = 3.8m Tides HW = 07m LW = 0.3m The ship’s operator was notified of these facts, to which they responded that the channel was safe for entry, as instructed by the agent, and that the chart was in error. The vessel made entry and touched bottom 6 times during the inbound passage. The vessel that came up the river astern of own vessel grounded. 1.4 Notice of Readiness Notice of readiness is issued on arrival at a port to the charterers or their agent advising arrival, giving the position and time/date and that it is awaiting instructions. It must be given within the ‘laycan’ period and must be given before laytime can commence. The NOR must be tendered as stated in the notice clause of the charter party and, in many cases, will not be accepted until 6 hours after issue and then only after the ships readiness has been verified alongside. If mutually agreed between the ship and shore, cargo may start in less than 6 hours and freight payments would commence at this time. The NOR is normally in the form of a printed letter, telex, fax or email and includes the vessel's ETA, the name(s) and the quantity(s) of substance(s) to be loaded/discharged and the arrival draught. If an NOR is not accepted on the first day it was tendered it should be tendered daily thereafter. 22smical Tanker Notes Tank Cleaning 2. Tank Cleaning Loading and cargo lines must be cleaned and tested before loading commences. To avoid rejection and losses the charterer’s exemption must be confirmed if cleaning of any tanks has been omitted. Experience 7 - Cargo readiness and availability to load A vessel arrived to load the same cargo as her last previous cargo, but on this occasion for a different charterer. As the vessel was loading the same specification of cargo, it was deemed that there was no need to clean the tanks. The new charterer rejected the vessel on arrival as it was not considered possible to survey the tank coating conditions. Several days later the vessel was accepted without the charterer having made any inspection of the tank coatings. It was later discovered that the vessel had been initially rejected because there was no cargo available and the charterer did not want to take the vessel on hire at that time. 2.1. Cleaning and Disposal Procedures The cleaning and disposal procedures contained within the ‘P&A Manual’ outline the sequence of actions to be taken. They also contain essential information to ensure that noxious liquid substances are discharged without threat to the marine environment. 2.1.1 Cleaning Disposal Procedures (CDP) The flow diagram shown at Figure 2.1 shows a set of questions and actions to be applied. The (CDP) that are specified in MARPOL Annex II should always be applied. 23Chemical Tanker Notes Tank Cleaning Flow diagrams ~ Cleaning of cargo tanks and disposal ‘of tank washing / ballast containing residues of Category A, 8, Cand D substances. ‘Bischarge tank and piping ro maximum extent possible Residues]. yey —_[ COP lor Cat Asubstance [ ¥** coP2 Residues |. Shipinade | Sohne oF |_ ye, {CDP Ve ax CDP] at-8 substance [Y* —| special area | ¥** high vise.sub. [~ Y** ercbP 2 COP ia orcOP Tw) or CDP 2orCDP 3 | 1 ‘Ship outside Solidifying or COP 1(a) or ] ° specalerea [—Y—] high vise sub, | — Y°°"]_ DP nib) or CDP2 COP? orcoP 4 I Residues ye, Shipinside Totliying o | ye, [CDP Ha] orCOP ITH) Cat. Csubstance [¥* special area high vise, sub. * or CDP 2 or CDP 6 | ro. Ship outside Solfying or COP Ta) orcoP Te) specialerea [——¥°—] high vise sub. [—Y®]_orcoP2 T me | coP2 | orcoPs 1 I Residues | ya, [Wilresidve be Wented] joe coPz Cat-D substance FY*] “asCat.Csubstance |" or CDP 7 T T | Discharge into [12 miles from land 7 knots ship's speed >25 metres water depth Using underwater discharge Ballast added to tank Conditions for discharge of ballasts: >12 miles from land >25 metres water depth Allematively, residue/water matures |X may be discharged ashore (N.B. optional not MARPOL requirement) Any water subsequently introduced intol X | x | X | X | X x [XTX the lank may be discharged into the | sea without restrictions ><] ><|>« ><]>< >< ><] >< >< ><] >| >] ><] ><] ef] > ache Table 2.1 - Cleaning and Disposal Procedures Marpol 73/78 Annex II: Addendum A. 25Chemical Tanker Notes Tank Cleaning 2.1.2 Slop Disposal Procedures (SDP) The flow diagram shown at figure 2.2 shows a set of questions and actions that are to be applied. The (SDP) that are specified in MARPOL Annex || should always be applied. Slops disposal procedures ‘Sequence of procedures (SDP) t[2[3]4][s[é Slops must be discharged ashore x Residues of substances with viscosities x <60 mPa.s at the unloading temperature may be retained on board and discharged outside special area o| 2 Alternatively, tanks may be prewashed 3/38 and slops discharged ashore. ale g| 8 3/3 Dilute slops with water to obtain a 2/2 is solution of 10% or less - no restrictions on discharge rate Discharge rate is maximum permitted x by underwater discharge outlet ‘Additional discharge conditions ~ ship's speed at feast 7 knots x |x] x - outside 12 miles from nearest land x) x |x - depth of water at least 25 m Xx x - using underwater discharge x x Figure 2.2 - Slop Disposal Procedures Marpol 73/78 Annex II: Addendum A. 26Chemical Tanker Notes Tank Cleaning Identify each category ‘of slops in the tank and from which tanks the slops originated Slops resulting from the subsequent washing of tanks which have been prewashed in accordance with addendum discharged In accor-dance with SDP 4, provided they are not mixed with ether slops requiring discharge in accor-dance with SOP 1, 2,3 oF 6 may be eaREROT | ye. [soe if STopzconain ot |_,,, _[Daporalnsge = sbsunce TY] epecalawea'[—%S—]_ SOP Diposal ousie aarGe Lye] Sore special area. 7 high vise. sub_ = Eel sora oe SEE ne! maeronr Cat.C substance [-¥** special area yes high vise. sub, = eee ® 0 soa a Disposal aaside Salinger Secdlarea | —?°—[highvictas, | =] SDP T* 7 soP4 Sepsconein | ye, { = SPR be soesers T . icaenin Theseus nor po on Figure 2.3 - Slop Disposal Procedure Flow Diagram Marpol 73/78 Annex II: Addendum A. 27Chemical Tanker Notes Tank Cleaning 2.2 Cleaning Methods The various tank cleaning methods that can be applied depend on the: * Properties of the previous substance and the substance to be loaded * vessel's technical equipment * availability of chemical additives * tank coating and its condition * ambient temperature * seawater temperature * weather conditions * available time * crew experience. The tank cleaning guide* should be referenced to avoid any errors through lack of experience. The methods of tank cleaning stated in the guide must be reviewed for applicability onboard the vessel. Some operations may be omitted or their duration reduced, The leading independent publication on this subject is the ‘Tank Cleaning Guide’ published by Laboratory Dr. A. Verwey, Rotterdam (see figure 2.3). There are 390 different substances listed, each with the appropriate symbols of the various tank cleaning methods to be applied. The appropriate numbers for each substance are found in the list of substances. The discharged substance is referred to in the left column of the list and the number of the substance to be loaded is in the upper row. The crossover point gives the appropriate symbol. The method of cleaning is then found in the guide to the symbols. Each method is explained in the second part of the guide. *Note: Certain chemical charterer’s may disagree with certain Verwey methods. Larger companies generally issue their own requirements. 28Chemical Tanker Notes Tank Cleaning row 30.176 177 78 170 ToD 161 TaD Ter Ves 18S 105 7 Tau Tov VoD Toh Tao Tea tos 195 196 197 198 9 200 6ETHMLACATE Cccccccewoocctee cece e ccc WENA ee TR ETINLPHENOL Seis is ST IRS Sa SS TOT sis SS 5s 1p ETHNLPROPONATE DoDD DODD DDODODEEDDOOOODO eS, Fist iey ae ee eaten Gov fas le: Se be Ger iar ev (eee eerie av ee ne) UDOMMALEHDESOLGSS) DD Doe FDoDo2o00oCC EDD DDO reeFoRMcace FRE eve ee Fp ee Pee fe ee ee ros FURL 1D G0 02 0D 0D BD GD 6 89 DD D9 OD BD 6D 00 DD BD oO GO 50 DD 00 DD oD 18S URFURAL EEE EREEE COREE EEE FEREEE 187 FURFURYLACOHOL eeEEELEREEE EEEEEREEEEEEE 1W9.GASOUNE © 000000000000 cx000000000 WOGWTARALOHE SONS) 2 8 3 8 8 Re Fe BBB FF RR RT RB BS aauicouDacerare Cececaggemom cca tices 6c 6 18 GRDUNDNUTOR Pair aS aretha oe age a 9S EPTANE ceccceecc cece caccce Ceecece 19S FEFANOICAD RR HAH HHH HR RH HH RRO wworerunolallisons) oH HH HH HHH HH HHH HAH H HHH HH HH warHerrENEMORDISOMERS «CCC CC COC COR COC EE EC CE Cee 198 HEKADECENE RRR RRR KK RGR KKK KK KR KR RK KOR HAMDEN =«D iD DD DLO DED DOD DOD DD DOD P oHexane o) GOCCECO CCA CKEOCACKE CCC eC CC 1. Butterworthing with cold seawater forabout 1 hour, 2-Bucterworthing with warm feshwater 50°C} for? our 3 Steaming 4. Draining of tank ne and pues 5.0ying CC -1.Asso0n a the cargo has been dlecharged perform prewath f required otherwise grain pump and line es well as possible 2 Filzane completely with old seawater an leave until cleaning is tarte 5. Empty the tank and stan butter ‘Flushing with Feshater 5 Steaming unt the odour has disappeared {Draining oftank ine anc pumps 7.01ying ino with cld seawater for 3 hours: 1 - 1.8utterworthing with cold seawater fort hous 2.Flushing with feshucter 3.Steaming: 44.0rainng of tank.tine ard pump: 5.Deying ‘igure 2.4 - Extract from the Tank Cleaning Guide Reproduced with permission of Dr Verwey's Laboratory, Rotterdam 29Chemical Tanker Notes Tank Cleaning Experience 8 - Cleaning tanks with water After receiving cargo orders to load methanol, a vessel loaded 2,000 tonnes of fresh water from the shore for use while tank cleaning. Nobody onboard had prior experience of the carriage of methanol, so the fresh water was not tested for its chloride content before all the tanks were rinsed and the wash water subsequently discharged to sea. On arrival to load methanol, the vessel was not accepted because of chloride contamination in the tanks. The vessel returned to sea and used the balance of her bunker fuel to run the ship's fresh water generator at full capacity. When the vessel arrived in port, arrangements were made for the supply of bunkers, fresh water and a copy of The Tank Cleaning Guide. The instructions in the Tank Cleaning Guide were strictly followed and the vessel's tanks were accepted for loading. 2.3 Cleaning The most important decision when tank cleaning is which of the following are to be used: Cleaning agent * water and cleaning agent * ventilation + water only © with fresh or sea water © with hot or cold water. The wrong decision may lead to a serious error and severe financial losses. A few substances, toluene-di-isocyanate (TDI) for example, will react with water and form insoluble sediments. In such cases, a tank cleaning guide must be referred to for recommendations 30Chemical Tanker Notes Tank Cleaning Experience 9 — A wrong method of cleaning A vessel had discharged methyl tert-butyl ether (MTBE) and the tanks were cleaned with cold water. The surface of the tanks were found to be clean except for some drops of dirty liquid inside the vent pipe leading from the cargo hatch to the ventilation mast. As the vessel had a list to starboard, the drops of liquid in the ventilation pipe had been unable to drain away and were left over from the water washing operation. These liquid drops were wiped away. The steaming hose was inserted into the vent pipe to steam it and remove all traces of the previous cargo. On completion of steaming, it was found that the steaming hose could not be removed as it had sealed to the vent pipe by a polymerised (solidified) substance. The vent pipe had to be dismantled, cleaned internally, painted and then The tanks were inspected before commencing the next cleaning phase. re-installed, 2.3.1 Drying and Semi-Drying Oils Drying oils must be cleaned with cold water and semi-drying oils must be cleaned with cold water or water that is at the discharge temperature of the oil. In order to prevent the surface drying before cleaning begins the bulkheads must be flushed on completion of the tank inspection. The tank lids must be closed and, at the first opportunity, tank washing should be commenced. Experience 10 — Temperature of the washing water An empty sunflower oil bottle cleaned with hot water will be left covered with a white hard scab. It will be very difficult to clean the bottle after such ‘washing’. The same bottle flushed with cold water, then warm water with a cleaning agent, will be clean and bright. 31Chemical Tanker Notes Tank Cleaning 2.3.2 Non-Drying Oils Non-drying oils should be cleaned with hot water that is at a temperature of about 78-85°C. ~~ = Lowacid value | | High acid value> (cold water | Cold water Hot water | oo ‘aa cold water! | clean with cold water of | (clean wilh hat water TEA) he ctecargs tony ofthe | Drying offs Semi-dryingoils | Non-drying oils | Ganaveodat | Bavassual Rinond ol Fish cil Candle bu cil | ‘aractis oi | Hempseed ci | Comal Campnor ol Linseed ol Cotten seed i Ganaga ci | | Menhaden oit | Croton oil ‘Cashew nut ot! | Citicica oil Fish oil | Castor oi! Porta ol Herring i | Coconut oi Safflower ol Maize cl | Codiver ot Soyabean ot! Poppy seed oil | Ground nut cit | Tall oil me cil | Lard oil i ago owt o | Neatstoct ot | Wahut oi Wheat ol | ive of | | Paimail | Peanut oll | | Fine ol | Rape sesd ol ‘tow Table 2.2 - Categorisation of Oils 2.3.3 Caustic Soda Solution 50% The cleaning of tanks that have contained caustic soda solution 50% should be carried out with water at no more than the temperature of the discharged solution. otherwise traces of white crystal sediments will be observed on the tank's bulkheads. ‘Such sedimenis can be removed by wiping by hand with fresh water. 2.3.4 Latex Some drying substances, like latex, should first be washed with alcohol to convert the drying substance to mucilage (a thick gluey substance). This will make it easy to remove with water. 2.3.5 Slack Wax, Paraffin Wax Solidifying substances, such as slack wax or paraffin wax, should be cleaned with hot water at a temperature above 78°C. Any failure of the boiler or heater should be avoided as, prior to cleaning, these substances are soft like grease but will become 32Chemical Tanker Notes Tank Cleaning as hard as ice if the washing temperature lowers. Before washing, clear access to the pump suction well in each tank to be cleaned. This can be done with a shovel through the solidified wax. All drop lines must be well steamed. In winter conditions, onboard a vessel with a double bottom but without a double hull, and with an older heater that may supply 78°C for 1 of 2 washing machines simultaneously only, the best choice will be to pump the washing water into a designated cargo tank, heat it with the heating coils or heater and pump it to the cleaning machines. In such @ case, the necessary rate of heated water at the required pressure and temperature will be provided to all cleaning machines in the tank. The tank will be steamed completely and the cleaning result will be adequate 2.3.6 Cleaning With a Cleaning Agent The tank material and coating resistance must be considered before the application of any cleaning agent. Cleaning agents with a pH value beyond the bounds of 6.5 - 9.0 are not acceptable for applying to zinc silicate coated tanks (e.g. caustic soda NaOH pH=14 is unacceptable for application). Note. pH 7.0 = neutral. A pH of 6.5 is mildly acidic and a value of 9.0 is alkali. A number of cleaning methods can be applied using cleaning agents: * Butterworthing with the cleaning agent solution * direct application of a cleaning agent * injection of the cleaning agent into washing water * lift method ‘* steaming with a cleaning agent * others, as per manufacturers’ instructions 2.3.6.1. Butterworthing with a Cleaning Agent Butterworthing with @ cleaning agent is the most expensive method because it requires the largest volume of cleaning agent to be diluted in the designated tank to achieve the concentration recommended in the user guide. In addition, the technical challenge of cargo line connection with the cleaning line has to be solved 2.3.6.2 Direct Application of a Cleaning Agent Direct application of the cleaning agent is carried out on completion of tank washing. The undiluted cleaning agent can be applied with a brush or spray gun onto the dirty spots, for example the pump’s shell. On completion of the reaction time (approximately in 60 min) and as per the appropriate manufacturer's instruction the tank should be rewashed. 33,Chemical Tanker Notes Tank Cleaning R Oi t . t N N Figure 2.5- Direct Application of a Cleaning Agent 2.3.6.3 Injection of Cleaning Agent Injection of a cleaning agent into washing water is the most cost effective method as it does not require any special equipment, except the supply drum, and it can be applied during tank washing. Note that a single drum of a cleaning agent injected for 5 minutes during the washing of each tank is generally sufficient to clean all of the tanks on a chemical tanker of 10,000 DWT. 2.3.6.4 Lift Method with a Cleaning Agent The lift method is where the tank is flooded with rising water that has cleaning agent placed on the surface. The lift should not exceed 1 metre per hour. Vessel rolling 34Chemical Tanker Notes Tank Cleaning should be avoided. When the cleaning agent reaches the top of the tank, the water can be pumped out, taking care to leave the cleaning agent behind. Keep an eye on the pump suction pressure to prevent vortexing, which could cause the cleaning agent to be sucked from the surface by the pump. The cleaning agent can now be transferred to the next tank where it is required for cleaning. Figure 2.6 - Injection of Cleaning Agent to Wash Water 2.3.6.5 Steaming with a Cleaning Agent Steaming with a cleaning agent is a good way to improve the result of tank cleaning, but safety matters must be kept in mind. Steaming with toluene is restricted because of the many cases of explosion that have occurred. Tank cleaning agents may be corrosive, skin sensitive or toxic. When heated they may give off irritating fumes. Personnel handling these chemicals must be familiar with the MSDS (Material Safety Data Sheet) and wear the necessary personal protective equipment (PPE) under confined space entry procedural requirements. The four main tank washing atmospheres (where flammable residues of volatile compounds remain) are identified as: Cold Wash - Inerted with insufficient oxygen Cold Wash Undefined with precautions including no wash liquid/steam above 60°c and no cleaning additives Hot Wash - Defined as too lean with less than 50% of LEL of flammable gas present, constantly ventilated and measured throughout washing above 60° Hot Wash - Defined as over-rich, with more than 15% volume flammable content. Not recommended for ship’s crew to perform 35Chemical Tanker Notes Tank Cleaning PURGE VENT ]sreaincervawe |] 7 FRESH WATER § Surrey CLEANING AGENT i | 1] {——" | ' VENTURI | al = | - it NRVAWE 5 LJ OPENS SS. reat spay PN TANK SUCTION N —— — Figure 2.7 - Steam Cleaning a Tank 36Chemical Tanker Notes Tank Cleaning 2.3.7 Cleaning by Ventilation Substances suitable for ventilation are clearly identified in the ‘list of noxious liquid substances allowed to be carried’ in the ‘P&A Manual’. Substances with a vapour pressure greater than 5 x 10° Pa at 20°C may simply be removed from a cargo tank by ventilation. ‘The safety hazards relating to cargo flammability and toxicity should be considered cefore ventilation of noxious liquid substance residues from a tank. The ventilation procedures in the P&A manual are to be strictly followed and the precautions listed in the ICS Tanker Safety Guide (Chemicals) adhered to. Port authorities are likely to have further regulations on cargo tank ventilation that should be adhered to and a request for written agreement should be made before any procedure commences. Experience 11 - Explosion when purging a flammable atmosphere with air A crew member decided to air purge a deck pipeline of some flammable cargo remains by closing a discharge valve and then running an air blower on the line. The crew member's idea was to build up a pressure and then rapidly open the discharge valve to blast the liquid out. When the valve was opened, it released a flame under pressure, as the liquid had been heated at the discharge orifice to a point above its ignition temperature. Listed below is the procedure for tank cleaning using ventilation techniques: * Allpipelines are to be drained and cleared of any remaining liquid using ventilation equipment * reduce the vessel's list and trim to the minimum level possible so that the evaporation of cargo residue in the tank is enhanced * ventilation equipment producing an air jet from the ventilation hose that can reach the tank bottom must be used. See Figure 2.7 to determine the suitability of the ventilation equipment used to ventilate a tank at a given depth + place the ventilation equipment in the tank opening that is nearest to the tank sump or suction point * where practicable, ventilation equipment should be positioned such that the jet of air is directed at the tank sump or pump suction pipe and any obstruction of the air jet on the tank structure (if appropriate) should be avoided * continue ventilation until no visible trace remains of liquid can be observed in the tank. This is to be verified by either a visual examination or an equivalent method. 37Chemical Tanker Notes Tank Cleaning A tank or pipeline should be purged with inert gas or nitrogen and only a purged tank or pipeline with less than 2% hydrocarbon gas can be ventilated with air. When applying this method of cleaning, strict adherence to safety precautions must be maintained as some substances are extremely toxic and flammable when released from the tank and can cause damage to human health and/or the environment. Experience 12 - Venting of tanks after ethanol A vessel had discharged a cargo of ethanol and was now anchored off the berth There were 6 wing tanks to be vented and these were vented simultaneously, pair by pair. On completion, there was a notable odour in the tanks, but they were clean and accepted for the next cargo. Photograph 2.1 - Tank Ventilation Hose 38Chemical Tanker Notes Tank Cleaning MINIMUM FLOW RATE FOR EACH TANK INLET (m#/ ° 70 30 3s. INLET JET PENETRATION DEPTH (m) Figure 2.8 - Performance of Ventilation Equipment Experience 13 - Cleaning of tanks after ethanol After discharging ethanol, the instruction from a company with a fleet of chemical tankers was to clean the tanks with sea water. After 3 years of sea water cleaning the epoxy coating in the tanks was significantly damaged on most of the vessels. This was because the epoxy coating became soft after the carriages of ethanol and so the chlorides within the sea water penetrated it during washing. 39Chemical Tanker Notes Tank Cleaning 2.3.8 Steaming Steaming is one of the best methods of cleaning non-flammable substances such as chlorides from the tank, as the steam can reach every corner and under each stringer. Steaming for 45-60 minutes is sufficient to freshen the tank and associated lines. The steam can be applied through a line from the manifold or directly into the tank cleaning hatch. The pump in the tank being steamed must be started (as required) to discharge any condensed water. On completion, carry out one of the following: «Tank lids opened. The tank will be free of steam in 20 minutes and will be hot with dry surfaces inside * tank lids left closed. The steam will condense onto the surface of the tank and will make it wet. This will give the best cleaning for chlorides but, in such cases, the vessel will need more time for tank drying. The main safety rule is that steam must NEVER be introduced into a tank that has flammable vapours A tank washing machine or other conductor (whether earthed or unearthed) must NEVER be lowered into a tank containing a mixture of steam and flammable vapour. In some companies steaming is restricted and de-ionised water is used instead Experience 14 - Steaming tanks alongside while loading A vessel had arrived and all tanks were accepted for loading except No. 4 Port. No. 4 Port was not accepted due fo the chloride content levels. To avoid any claims from the shipper through the vessel's lack of readiness to load, loading was commenced into the accepted tanks. No. 4 Port was steamed for 1 hour, with a diaphragm pump being used to discharge the condensed water. A diaphragm pump was used as the vessel could not use the cargo pumps for discharging, as these same lines were being used for loading. No. 4 Port was then accepted and loading continued and the vessel received no claims or losses. Note. Many terminals will not allow tank cleaning at the same time as the cargo operations. 40Chemical Tanker Notes Tank Cleaning 2.3.9 Draining Once gas-free, any remaining water must be discharged from all cleaned cargo tanks and lines. Portable diaphragm pumps lowered down into the tank may facilitate water discharge from the suction well onto the deck. The filters and pumps (where applicable) must be drained. Filters must be opened, cleaned and prepared for inspection. All end valves of the cargo lines must be closed and the cargo line filled with compressed air. The cargo line is then blown through each end valve to purge the water from the cargo [ine into the tank. All cargo valves should then be opened to aid the ventilation of the lines. 2.3.10 Drying Drying the tank is not a concern if the vessel has sufficient time, a ‘dryer’ and good weather conditions. It is more problematic to dry tanks in wet weather conditions, when the humidity is very high. Diagram 2.9 shows how humidity increases with a rise in temperature. The tank will be absolutely dry at a dew point of - 40°C or below (ie all curves are taken back to their start position). This condition can be reached if the tank is blown with an appropriate gas, such as nitrogen. The easiest way to dry the tank and reduce humidity is to dry the air before introducing it to the tank. Alternatively, the tank's heating coils (if fitted), can be used to raise the temperature in the tank to evaporate water from any surfaces while, at the same time, ventilating the tank with a portable ventilator. However, without re-circulation of air the humidity in the tank will be increased, as per the diagram, and could be higher than the humidity of the outside air. In this case, the presence of ballast adjacent spaces is to be avoided. 30 en iz 90 E ~ + st a & z z at > > & 5 S 2 5 = = FA w E > e = = 7 5 oO 2 = 3 <= 100-5 0 5 10 15 20 25 30°C TEMPERATURE OF AIR Figure 2.9 - Relative Humidity 41Chemical Tanker Notes Tank Cleaning Experience 15 - Drying tanks A vessel was cleaning her tanks in cold and wet weather. All tanks were wet and the vessel knew they would not be accepted upon inspection. The vessel did not have any drying capability onboard. All cargo tank lids were closed over, leaving a 10cm gap, preventing rain ingress while maintaining air flow. Portable water driven fans were installed on the Butterworth plate and a tent was fitted over it to prevent rain entry through the fan. The heating coils were activated in the tanks, evaporating all the remaining moisture, and the portable fans were able to replace the damp moist tank atmosphere with ambient air (the ambient air having a lower humidity than that in the tank). These efforts resulted in the vessel having dry tanks and being accepted for the next cargo. 2.4 Planning Tank Cleaning Operations Tank cleaning operations are to be planned and agreed during a meeting of: * The Master * the Chief Engineer * the Chief Officer + the Pumpman * the jetty supervisor (if the vessel is in port) © the port official (if the vessel is in port) The following must be discussed at the meeting * Any instructions received from the company and shipper * the availability and condition of any necessary equipment * the cleaning procedures to be applied * expected time of cleaning * the readiness of the boiler, pumps and heater * the detailed plan of tank cleaning operations the crew requirements.Chemical Tanker Notes Tank Cleaning Alll cleaning operations are to be planned in order to: * Manage the process ‘plan the vessel's readiness/ETA'NOR * give guidance to the team. The plan must be simple and easy to understand. A plan populated with excessive information can cause errors. "TANKGLEANING PLAN 8 TIME SCHEDULE: Tankcoaning aor cargo ner=Type] YELLOW GREASEITALLOW [Hotes ready Vee | Gata sit 70004 13.15 Dat 3068 Tiscines ray ves] Siopoages at Fash Duration ot na Seating SeaTA) eo MNUTES [gs bucket ray Yer Aw cuenatgng] ve 245 [Pas OTS Numero rear 3 [Sica resdy q ‘Cherneals (ramatqaniy fesey —_AGUABRERK BX [ODE redy WA i Remarks Steers two tarks svuanoocsiy ainsi awl ine ia T| METESO TE, rot T ran [ETS |T IP OTIS [OTHE TDS [STEP TIS OTe TAS [CTS ICTES Sapa | leanao. Tai id ose water | ot sea water eas | onco| os josco| vay i [Ges teens t 1 Fresh ws i 1 Rees ener i Recice Tesh wale | Searing [Geating ReSETSTGS open UP L verrisean oA T tt t OTE T Pressure igend) | 60 | 601 60 | 601 60 Consumption one) | a8 | ae [tae [ae | adh [ODME we ures REN TR PNT AT [GONDITION OF TANKS [orc [TsO] TIC] CTA] CTSO] STP] OTIS TIP] S725 TSE] TAS OTeP [TAS [OTEPIOTES Lice Mae al lox. % [OK LOK [OKT OR] ORT OF] OX] OK] OX] OK] OK | OFT OF Need rove taereaningl NO_| NO“ NOW| NO[ NO-[ NO] NO-[ NO NOT NO-NO] NO-[ NO NO-NO NOT RO ect ioppigihendseanng | VES [VES | VES [VES | VES |VES | VES | VES] VES [Ves | VES] VES | VES |VES | VES [Ves] vES [Doinaivensisie yes [ves [ves | ves [ves |ves | ves [ves] ves [ves | ves] ves | ves ves | ves] ves] ves baersce [chef Ofieers Signaiee [assed = ev 00 Page Punte Morais bs Pe Tn a Proms Table 2.3 - Example Tank Clear 1g Plan & Time Schedule 43Chemical Tanker Notes Tank Cleaning EXAMPLE : TANK(S) CLEANING VESSEL CLEANING COMMENCED - DATE: TIME: hep fssie< ‘THESE INSTRUCTIONS ARE TO BE CAREFULLY FOLLOWED: {Note the sep numbers against anks TP, 18, 3°, 38, 4P,4C, 48) ‘OPERATION Hour’ 1 CLEANING THE CARGO LINES FROM MANIFOLD TO THE TANK WITH 228 HOT SEAWATER OVER 78°C FOR 15 MIN, 2 BUTTERWORTHING WITH HOT SEAWATER OVER 78°C FOR 1 HOUR 60 EACH LEVEL OF EACH SECTION~ 3 LEVELS, 3 SECTIONS 2 BUTTERWORTHING WITH HOT SEA WATER OVER TA°C FOR 1 HOUR 300 EACH LEVEL OF EACH SECTION~ § LEVELS, § SECTIONS 4 STEAMING FOR 40 MIN TWO TANKS SIMULTANEOUSLY 218 6 DRAINING FOR 30 MIN 35 6 DRYING 30 (CLOSING TANKS, PREPARATION OF LINES 2s Tosa: 500 NoTes: 41. USE CLEANING MACHINES SIMULTANEOUSLY FOR CLEANING WITH HOT WATER AVOID [DROPPING THE WASHING WATER TEMPERATURE 2, TANKS WASHINGS ARE TO BE DISCHARGED AT SEA VIA UNDERWATER DISCHARGE OUTLET UPON 'PERWISSION OF WATCH OFFICER 3. _ STRIKE OUT THE SYMBOL OF EACH COMPLETED OPERATION FROM THE PLAN. Figure 2.10 - Tank(s) Cleaning Plan Residues with flash points of 60°C or lower are not regarded as flammable, so cold wash (below 60°C) and then hot wash. See 2.3.6.5 44Chemical Tanker Notes Tank Cleaning 2.5 Overhaul and Tests 2.5.1 Heater The washing water heater must be chemically treated and pressure tested, where applicable, to provide the required capacity during tank cleaning 2.5.2 Tank Cleaning Hoses Tank cleaning hoses should be checked for electrical continuity throughout their connected length and while in a dry condition before each cleaning operation. The result should be a maximum resistance of 6 ohms per metre length. Records of the test must be maintained and the wash level marks clearly identified. The test should not be carried out using a generator but instead should be done with a continuity meter. Experience 16 - Electrical continuity of hoses A supplier delivered new tank cleaning hoses to a vessel. During the inspection prior to acceptance, the bonding wire within the hose body was not observed by the vessel. This concern was passed to the supplier. The supplier made a test cutting of the hose at his own risk. The hoses were found to be not fit for tank cleaning and all the hoses were returned to the supplier. 2.5.3 Tank Cleaning Machines The nozzles of the tank cleaning machine that is shown in figure 2.14 will rotate through 360° in the vertical axis while the main body of the machine rotates through 360° in the horizontal axis. This creates the wash patterns shown in figures 2.11 - 2.12. The pressure of the wash water determines the speed of rotation and the wash cycle time The tank cleaning machines’ nozzle rotation must be checked. Repairs are made if it does not rotate freely 0-360". The condition of the gears and bearings are also checked. A good quantity of spares should be ordered as plastic gears can be easily damaged during hot water washing. As a precaution against excessive electrical discharge while washing, no more than 180m? per hour of wash liquid should be released in to a tank. The accumulating charge from the tank washing machine requires continuity with earth to be 45Chemical Tanker Notes Tank Cleaning maintained throughout the periods that the machine is in the tank and while itis lifted in and out before and after washing. This can be ensured by preventing the crew from disconnecting the hose from the hydrant when lifting the washing machine out. See 2.3.6.5 for guidance on cleaning flammable residues of 60°C or lower. Combustible residues with flash points above 60°C are not as demanding but wash temperatures within 5°C of this can once again demand precautions. Figure 2.11 - First Cleaning Cycle Figure 2.12 - Second Cleaning Cycle The combined motion of the machine body and the nozzles ensures a fully indexed tank cleaning coverage. The technical cycles and duration of cleaning patterns must be kept in mind when planning the times of cleaning. Figure 2.13 - Third Cleaning Cycle 46Chemical Tanker Notes Tank Cleaning Figure 2.14 - Tank Cleaning Machine 2.5.4 Lantern and Safety Torches Lanterns and safety torches that are used during tank cleaning must be charged if it is appropriate to do so. They must have the correct level of protection, ie intrinsically safe, to prevent ignition of any flammable vapours in the air. Note: New European legislation (ATEX directives) requires the re-certification of most hazardous equipment for use in hazardous areas 2.5.5 Deck Lighting Deck lighting must be checked and overhauled to ensure intrinsic safety and that there are no cracked or broken glasses 2.5.6 Personnel Protection Suitable PPE that is in good condition must be available to protect all crew involved in tank cleaning operations. Breathing apparatus must be fully charged. The types and quantities of protective equipment, as well as any additional safety equipment, should be in compliance with the requirements of the IBC Code and SOLAS. 47Chemical Tanker Notes Tank Cleaning 2.5.7 Portable Pumps Portable pumps, such as the Wilden or Graco types should be overhauled and spares, such as diaphragms, should be available. 2.5.8 Packing and Gaskets Spare packing and gaskets must be available for any necessary replacement. 2.5.9 Stainless Steel Nuts and Bolts A spare set of nuts and bolts should be available to replace any damaged items. 2.6 Team Briefing The washing team consists of a minimum of two people working together as a pair. This provides the necessary levels of safety during day and night-time. Work hours should be carefully planned to prevent fatigue and a lack of attentiveness. The tank(s) cleaning plan must be acknowledged and the team must be instructed on safety precautions by a responsible person, who acts with the authority of the Master. The responsible person should remain contactable during all procedures. 2.7 Precautions Against Unauthorised Discharge To prevent the accidental discharge of cargo overboard, the following should be lashed, sealed or locked: * All cargo discharge valves on deck + valves of tank cleaning machines or other appropriate couplings © lids of tanks * control buttons and levers in the cargo room. Experience 17 - Care and attention while cleaning A Chief Officer began tank cleaning at night. By error, a tank containing cargo was washed and it was mistakenly believed that the washings had been discharged. The error was discovered too late and the entire content of the tank was contaminated. 48Chemical Tanker Notes Tank Cleaning 2.8 Safe Cleaning The entire crew must be informed prior to the commencement of tank cleaning and notices should be posted on the exits to the main deck. a general rule, during tank cleaning no other operations may take place on the cargo deck. The number of crew on the cargo deck should be kept to a minimum. Sd Photograph 2.2 - Fire on Poop Deck Experience 18 - Welding in a non gas free atmosphere A welding job was conducted on a poop deck that had not been checked and verified as gas free. While this was the primary error that led to the fire, the vessel was also ventilating her tanks at the time and so no welding operation should have been permissible. 49Chemical Tanker Notes Tank Cleaning Photograph 2.3 - Explosion while Conducting Hot Work Experience 19 - Fatality while conducting hot work Cutting gratings on deck, in a non gas free area of No 2 port cargo tank where the tank hatch was open, led to an explosion. Several crew members died in this incident. 2.8.1 General Precautions for Safe Cleaning * The pump room should be ventilated during the entire cleaning process © tanks that are not ‘gas free’ are to be kept closed * all valves are to be checked as being in the correct position * rinsing of tanks should be conducted without interruption «the rotation of cleaning machines and the continuous stripping of the tanks should be regularly checked * cleaning operations must be suspended in the event of washing levels rising in the tank and resumed after they are stripped clear * tank cleaning should be suspended or the ship's course changed if it is rolling while tank cleaning. This prevents the washing machines striking the tank structure 50Chemical Tanker Notes Tank Cleaning Experience 20 - Inability to strip tanks A vessel that had just discharged a cargo of tallow was purchased ‘as is’ The new crew, while preparing for tank cleaning, found that all of the tanks were full of washings and that all attempts to strip them were unsuccessful All of the vessel's discharging lines had been surveyed and the lower crossover between the cargo pumps had about 50 holes. These holes, which had been sealed with cargo, were cleaned with hot water that released all of the plugs in the line and caused a loss in pump suction. Stripping was continued successfully after the repair of all of the holes in the crossover. * portable tank cleaning machines and hoses must be removed from the tank immediately on completion of washing * synthetic ropes must not be used for cleaning operations until it has been confirmed that the tanks are ‘gas free’ of flammables. 2.8.2 Measurement of Tank Atmosphere The “explosimeter”, ‘Draeger’ tubes and oxygen meter are used for tank atmosphere evaluation. A completely ‘gas free’ condition with 21% oxygen, less than 1% LEL and below TLV levels of any toxic residue in the tanks atmosphere, are the permissible conditions for issue of an enclosed space entry permit for tank entry. These readings should at a minimum be tested at the top, middle and bottom of the tank and then at as many other points as possible. A completely ‘gas free’ (less than 1% LEL) tank, with 21% oxygen in the tank’s atmosphere and all traces of previous cargoes removed, is the required condition for issue of an enclosed space entry permit, ie for tank entry. a> Figure 2.15 - Draeger Tube and Bellows 51Chemical Tanker Notes Tank Cleaning Access into a tank that is not ‘gas free’ is not normally permitted. However, the need to enter a non-gas-free tank may occur and safety precautions are to be followed, ie, the relevant person must be adequately equipped, in a chemical suit with a breathing apparatus and wearing a safety belt with an attached line, preferably with personnel gas detector and alarm. A special permit is generally required and a thorough risk assessment completed and it should only be done in exceptional circumstances, when the job cannot be conducted by any other means. ‘Awatch must be kept at the tank hatch during tank entry. The watchman must be instructed on the actions and communications to be made in the event of an accident. Safety belts with attached lines and ‘ready for use’ spare breathing apparatus must be ready for immediate use at the tank hatch by the rescue party and not by the watchman, who must retain the duties of communications person. 2.8.3 Protective Equipment The ship must have suitable protective equipment onboard for protection of crew members engaged in cargo operation. This consists of: * Large aprons * special gloves with long sleeves + suitable footwear * coveralls of a chemical-resistant material * tight-fitting goggles, or face shields, or both Protective clothing and equipment must cover all parts of the body so that no skin is left unprotected. Coveralls, work clothes and PPE must be kept in special lockers that are easily accessible. Protective equipment must not be kept within the accommodation, unless it is new equipment that has not been used or equipment that has been thoroughly cleaned. Contaminated clothing can harm health by vapour inhalation. Rooms within the accommodation space may be approved for storage of protective equipment if they are segregated from living spaces, such as cabins, alleyways, mess rooms, saloons and WCs etc. PPE must be used in any operation that could cause danger or pose a risk to personnel. 2.8.4 Safety Equipment A chemical tanker must have no less than 4 complete sets of safety equipment onboard. Each set should allow personnel to enter a gas-filled compartment to perform work for a minimum of 20 minutes. (Such equipment must be in addition to 52Chemical Tanker Notes Tank Cleaning that required by SOLAS regulation II-2/10.10. However, this equipment is for circumstances where the work cannot be done by any other means and it should not set a trend for entering the tank with breathing apparatus to effect repairs.). Each set of safety equipment must consist of: * self-contained air-breathing apparatus (not using stored oxygen) * protective coveralls, boots, gloves and tight-fitting goggles ‘* fireproof lifeline/belt resistant to the cargoes carried * explosion proof lamp. Each set of safety equipment must be supplied with one spare set of fully charged air bottles. A ship may be equipped with an air compressor, suitable for the supply of high- pressure air of the required quality and having a charging manifold capable of dealing with sufficient spare air bottles for the breathing apparatus The ship should have enough fully charged spare bottles to provide a total free air capacity of at least 6,000 ltrs for each breathing apparatus set onboard. 2.9 Visual Inspection of the Tank The tank's surface, pipes, heating coils and equipment must be free of cargo traces. Special attention should be paid to the pump suction well, drop line, tank coating, blisters, cracks, any surface with lost paint (coated tanks) or changes of surface colour and the vent pipe outlet in the cargo hatch Experience 21 - Poor cleaning A vessel was rejected 3 times prior to loading a caustic soda solution 50% after a discharged cargo of tallow because the cargo lines and suction inlets had been badly cleaned and still had traces of tallow. The vessel was requested 3 times to clean her tanks and $75,000 USD was lost. 53Chemical Tanker Notes Tank Cleaning CARGO TANK INSPECTION REPORT Ship Name: XXXX Cargo Tank No: 1c Inspection Date: 05.12.05 TypeofCoating: Sigma Kemiguard HB Indicate on sketch damaged areas and coating integrity by percentage with reference to tank coating breakdown extent diagram. Damage coding: Deckhead Remarks: 8: Blisters 8 Heating coils have ne flaws BB Broken Blisters ee G Cracks bs D: Deposits R DS: Discoloured | 10% M: Mechanical [Fwd Butkhead | ®: — Polymerisation f Pi: Pitting eo R Rust 5: Scales ps R 30% PortBulkhead | TankBottom | Stbd Bullhead 8 8 8 38 88 BB Ds Ds Ds R R R 30% 40% 30% ‘Aft Bulkhead 8 38 os R 30% SonDTOW wa Sar] RA |_oaTe | copes | Thana] Sa x Tez] We NotAppreab | edger. x GE2OE] SAT Satclocioy Cargo vel ange | RAD Requees Attention High vel air x BE Tomperare sonsors | Ta as heating cot ware prune sted [ PTS Tank osha Tastaste of easing 75 Haaing Sie ERO Inspection cari out by. Figure 2.16 - Cargo Tank Inspection Report 54Chemical Tanker Notes Tank Cleaning 2.10 Wallwash Tests Several tests can be conducted to confirm a tanks’ acceptability * Hydrocarbon test (or Water Miscibility) chloride test * permanganate fade time test * appearance test colour test * odour test other tests. The sampling agents depend on the tested substance and can be * Methanol acetone toluene ethanol * xylene or other agents Before testing, all equipment must be thoroughly cleaned with 3% hydrogen peroxide and 2% hydrochloric solution, followed by de-ionised fresh water and then hydrocarbon free methanol. It will then be washed with a tested substance. The testing officer should be dressed in surgical gloves and plastic shoe covers Figure 2.17 - Cleaning Equipment with 3% Peroxide and 2% Hydrochloric Solution 55Chemical Tanker Notes Tank Cleaning ‘Two types of test should be done by the ship's crew to assess a tanks’ acceptability before port entry and official inspection. These are hydrocarbon and chloride tests (whichever one is applicable). 2.10.1. Hydrocarbon Test Methanol is generally agreed to be one of the most demanding cargoes with respect to tank cleaning and “walll wash’ testing. The ultimate requirement is for a tank with Zero water and as near as possible zero hydrocarbon. Chloride salt contamination is also tested for with silver nitrate solution, as discussed in 2.10.2. Non contaminated methanol will dissolve clearly in water so the test for hydrocarbons is developed on the principle that methanol contaminated with hydrocarbons when mixed together with water, will create a milky, cloudy liquid that is, in part, a solution but that shows as a colloidal emulsion. This discolouration can be measured by a laboratory, giving readings in NTU (nephelometric turbity units). A demanding exporter may require as little as 0.5 NTU before accepting the tank for methanol cargo loading. Demanding levels of cleaning can also be required for other cargoes and photometers and/or spectrometers are often carried by ships for this purpose. Tests can be carried out by ship staff prior to the loadport surveyor's test. Any cloudiness will indicate the presence of hydrocarbons. Further cargo surveyor checks are likely when the tank has a foot (approximately 300mm) of liquid loaded and finally when full load samples are drawn, especially with a first loading of methanol. This allows a warranty of cargo quality to be given to a receiver. If the ship has been in a regular dedicated trade of methanol carriage, there is less. likelihood of such tests being carried out. The very demanding wall wash test standards are questioned from time to time, with a view put forward that exporters should pay a greater freight rate for a constant dedicated tank carriage rather than expect ship staff to change from one cargo grade to another each voyage. The test procedure that ship staff carry out is as follows:~ * A test sample of hydrocarbon free methanol is rinsed onto the test surface, such as the tank wall or other equipment. The rinse should allow at least one metre of wash, as shown in the accompanying picture, and the washings are collected in a Nessler tube * 15m of the wall wash liquid is then mixed with-45ml of distilled water, shaken vigorously and allowed to stand for 20 minutes * the contents of the wash liquid mixture are then compared for cloudiness against a clean 60mi sample tube of distilled water. 56Chemical Tanker Notes Tank Cleaning oe aur uc) Figure 2.18 - Wall Wash Test 57Chemical Tanker Notes Tank Cleaning Experience 22 - Wallwash tests A vessel had cleaned her tanks with heated fresh water prior to the carriage of edible oil. To ensure the absence of any trace of other substances in the tanks, and to verify the effectiveness of cleaning, a hydrocarbon test was conducted. The test was conducted in a hot epoxy coated tank 30 minutes after washing. The surface of the tank was hot and dry but the wallwash test showed unacceptable impurities caused by traces of hydrocarbon levels, It was decided to undertake a further 1hrs 30m of washing. After this period another wall wash test was conducted and the results were worse than before. The tank was cleaned for a further 2 hours and the samples taken on completion were found to be worse still. Testing of the tanks was suspended and cleaning continued as per the previously prepared tank cleaning plan. Three days after the cleaning was completed the wallwash tests were completed again, although this time on a cold tank surface. In testing, the same tank that had previously been repeatedly tested was found to be without fault. The earlier errors in the tests were caused by testing in a hot tank, where the epoxy coating was porous, which created access to the preliminary coating that contained solvents. 2.10.2 Chloride Test The principle of the test is that chloride salts, when mixed with a silver-nitrate solution, give a milky, cloudy effect Procedure: * Distilled water is rinsed onto the tested surface of the tank or equipment and is collected into a Nessler tube * the solution is filtered using a funnel with filter paper placed on the top of another Nessler-tube the tube is filled to exactly 100m! with distilled water * five drops of silver-nitrate solution are added 58Chemical Tanker Notes Tank Cleaning * the contents are thoroughly mixed * the mixture in the tube is compared with another Nessler-tube, filled with 99 ml. of water, 1 ml. of standard chloride solution (1 mg chloride per 1 ml.) and five drops of the silver-nitrate solution. n both cases the tank must be re-washed and tested again if the sample shows as cloudy or not completely clear. 2.11 Preload Tests 2.11.1 Pressure Test of Cargo Lines and Valves Cargo lines and valves must be pressure tested at least every 6 months and always orior to the vessel entering US waters. The most suitable time to perform the test is during tank cleaning operations. All cargo line ends should be closed with valves or flanges. The line is pressurised with water by the cargo pump and then segregated from the cargo pump and pressurised with compressed air from a portable high-pressure test pump with a pressure of 1.5 times working pressure. This pressure must be stable for 15 minutes. As an example, a line rated at 7 kg/cm? working pressure, which is common in Charter Parties, should be tested to a pressure of 10 kg/om* All test results must be recorded in the logbook. Photograph 2.4 - Line Showing Pressure Test Date 59Chemical Tanker Notes Tank Cleaning 2.11.2 Heating Coils Heating coils (where available) should be pressure tested and any leakages that are found repaired. Heating coils should be blown dry of liquid and blanked for any voyages where there is no requirement to heat the cargo. Leakage is indicated if the drain tests show the presence of oil. Pressure testing of heating coils is carried out at 6 - 8 Bar, which is read on a manometer connected to the heating coil exhaust manifold. The pressure is read for approximately 5 minutes. A steady pressure at a level in excess of 3 Bar means that the system is tight If the system has a leak, or the pressure falls to less than 3 Bar within the 5 minutes, the system must be investigated further and repaired. The date of the heating coil test must be recorded into the ship's logbook as the vessel may have to rely on this at a later date if asked to provide documented evidence of satisfactory heating coil conditions prior to cargo loading Photograph 2.5 - Tank Heating Coils 60Chemical Tanker Notes Tank Cleaning Experience 23 - Pressure testing heating coils A ship carried a cargo of styrene monomer which is @ polymerisable liquid. The heating coils had been blown dry and blanked as ‘out of use’. Ona later voyage, the ship had to carry a heated cargo and during the pre- cargo loading preparation of the heating coils, some styrene that had leaked in through pin holes was solidified in the coils. If the ship's crew, at the time of blowing the coils prior to loading styrene, had pressure tested, the pin holes could have been discovered. The end result was that there was no ability to heat the cargo and additional expense and downtime of the tanks was involved while the heating coils were removed and new lengths fitted. 2.11.3 Pressure/Vacuum Valves The free movement of the pressure/vacuum disk/weight in a high-velocity relief valve must be ensured. Condensed water should be drained through a drain cock. It can be determined if there is any free water inside a vent pipe by tapping it and listening for a clear ringing sound. Photograph 2.6 - Pressure Vacuum Valves 61Chemical Tanker Notes Tank Cleaning Experience 24 - P/V Valve operations in sub-zero conditions A vessel was loading in a port where the outside temperature was minus 30°C. The high velocity vent valves were sealed by frost within a few minutes of the sealing being checked. The Chief Officer ordered the forced opening of the high velocity vent valves that were fitted with flame arrestors to facilitate the release of cargo vapours and avoid any over-pressurisation in the tank. The vessel proceeded to load successfully. The next vessel to load was advised by that Chief Officer to adopt the same arrangement to the high velocity vent valves while loading. _ However, the Master of that ship instructed his Chief Officer not to lock the valves open but to use them in the pressure relief manner that would be appropriate under more ‘normal’ conditions (The master believing he was acting in accordance with procedures but was not respecting recent experience) As a result of this action, the vessel's tanks were over-pressurised and so cracked. Experience 22b ‘Vents choked with rust particles’ While loading, on a recently joined ship, it was discovered that small pieces of rust and dirt were being blown out from the vent masts. On completion of the voyage all vents were opened and checked for freedom of vapour flow. All of the vent masts had become sealed with an accumulation of loose rust and dirt, to the extent that the vessel had narrowly avoided damage and contamination of the cargo with dirt and rust. The vents were opened when it was safe to do so and about 6-7 buckets of rust and dirt were removed from each vent mast. 2.11.4 High Level, Overflow Alarms The high level (98%) and overflow or hi-high level (99.5%) control systems should be tested before loading. There are two types of test that can be performed, conduction and functional. 62Chemical Tanker Notes Tank Cleaning Conduction tests can be performed with a simple check button on a monitoring panel. The functional test requires two participants. The first will open the cap of the alarm on each tank and pick up the float with a test stick or activate the unit with a magnet, depending on the unit's construction. Audible and visual alarms should result and these can be accepted by the second participant, who should be in the cargo control room Photograph 2.7 - High Level Alarm Mounting on Deck r Photograph 2.8 - High Level Alarm Viewed from Within Tank 63Chemical Tanker Notes Tank Cleaning Experience 25 — Failure of overflow alarms The overflow alarms were tested on joining ship and it was found that, in many cases, these were failing due to the loss of the iron fastenings from the float to the rod or because of small holes in the body of the float. In each of these cases, either the micro switch would not be activated or the floats would fill with liquid and not actually float to cause the alarm to sound. 2.12 Notice of Readiness (see also 1.4) The final NOR should always be given at arrival at the pilot station, at the end of sea passage or at arrival to the sea buoy, whichever occurs first. The quantity of parcels to load must always be declared separately. For the avoidance of doubt, the declaration of a total amount of cargo (all parcels inc.) to be loaded onboard is unacceptable. Occasionally, depending on the Charter Party, the NOR may only be tendered during office opening hours. Any re-issue of the NOR, additional to the NOR sent upon arrival, is to be tendered in this case, with a note reading ‘Without prejudice to previously tendered Notice of Readiness on ...(date and time)’ In the event of the vessel being rejected because it is unacceptable to load, a further NOR must be tendered as soon as the vessel is ready to load Should rejection become abnormal, the Master will protect the ship owner's interest with an ‘Extension of Right Note of Protest’, issued to the cargo loading principal. In the event of discharging one parcel and then loading another into that tank at the same berth, the NOR must be tendered on disconnection of the first parcel hose or upon completion of tank cleaning for the next cargo. The maximum quantity of cargo, as per the voyage instructions, must be nominated whenever it is applicable. The ship operator's acceptance is required if the quantity of a cargo for loading deviates from the quantity stated within the charter party. An NOR is often pre-issued by the charterer or agent for the Master to complete, but the Master should write his own notice if the pre-issued statement differs from his own. 64Chemical Tanker Notes Tank Cleaning The NOR must be addressed to the charterer and can be delivered through the agent. The NOR must be retumed to the Master once it has been accepted. Note. The charter party normally states that ‘laytime’ commences either from a specific number of hours after tendering the NOR or from its acceptance. If such a period is not specified, ‘laytime’ commences on tendering the NOR. Experience 26 - Tendering NOR An NOR was tendered on a Friday but was not accepted as the vessel arrived on a local weekend. The agent requested that the vessel tender its NOR on the next working day. An NOR was issued with the remark ‘Without prejudice to the previously tendered Notice of Readiness, tendered on ...(date and time)’. Note. Notice of Readiness and Laytime disputes have many precedents in marine transport and the situations expressed here may not be the case in contracts of affreightment. 65Chemical Tanker Notes Tank Cleaning NOTICE OF READINESS wart OOK DATE: XXX TERMINAL: XXXX Port: XXXX To: REFINERIA ISLA CURACAO No Dear Sirs, Please be advised of the arrival of the above vessel in the Port of XXXX at 02.30 hours today. The vessel is in every repect ready to commence loading acargoof GASOIL The vessel hereby nominating a quantity of 28000 bbls a cargo of LEADED MOGAS The vessel hereby nominating a quantity of 9000 bbIs Time to commence in accordance with terms and conditions of the CHARTERPARTY datedon = XXXX Please acknowledge receipt of this notice of readiness by signing and returning duplicate copies herewith. Yours truly, (Master) Tendered to: XXXX Per: VHF & FAX Date & Hour: ~XXXXX at 02.30 Received by: Per: Date & Hour: Table 2.4 - Notice of Readiness 66Chemical Tanker Notes Tank Cleaning oaTE XXX LOCATION XXXK SSEL, XXX OYAGE NBR 158 TAIN XOKK [EF OFFICER, XXX NATIONALITY OF OFFICERS/CREW RUSSIANIRUSSIAN IMMER DEADWEIGHT 6742.39 M.T. EAR BUILT 1985 LAST DRY DOCK DATE 2003 NOMINATED QUANTITY: BBLS/METRIC TONS BBLS GASOIL 28000 LEADED MOGAS. 9000 LOADING PLAN: SEE ATTACHMENT LAST CARGOES: SEE ATTACHMENT BALLAST PBT. CLEAR/DIRTY - SEAWATER - FRESHWATER SEAWATER (segregated) QUANTITY: 1316 MT, DIRTY BALLAST IN TANKS: to be transfered ashore: 120 m3 of washing wataer in siopp CLEAN BALLAST IN TANKS: BALLAST DISCHARGED: ASHORE/OVERBOARD PRIOR/DURING LOADING + OVERBOARD/DURING LOADING TANK CLEANING: CHEMICALS/SEA WATER/FRESH WATER 23450,3.4,P1S Machine washing with warm (60) sea water, two machines, 40 min each tank CHEMICALS USED FOR TANK CLEANING NO TANKS COATED: YES/NO Yes SHIP LINES LINES DRAINED INTO TANKS /STRIPPED ASHORE SRIPPED ASHORE/DURNG DISCHARGING LINES AND DROPPED VALVES VERIFIED TO BE OPEN DURING TANK INSPECTION SHIPS LINE CAPACITY 14.003 MS VESSEL LOADING LINES: GRADE LINE NBR LINE CONTENT MOGAS RONS3 1 1 PIS, 2 PIS, 5 PIS GASOIL (LSADO C313) 2 4C, 26, 3C, 4C, 5C, SP/S DESCRIPTION OF LINE SEGREGATIO: ONE/DOUBLE VALVE SEGREGATION/SLINDS/SEPERATE LINE SYSTEM LOADING SEQUENCE: GRADE INITIAL TANK NEXT TANKS ‘COMPLETE MOGAAS RONS3 2p 2PIS, SPIS 1PIS GASOIL (LSADO C313) 3p. 10,20, 3C, 4C,3P/S. SC TANKS INSPECTED VISUALLY FROM HATCHES. YES TANKS INSPECTED INSIDE TANKS: TANKS INSPECTED VISUALLY AND BY SOUNDING: Table 2.5 - Information to Shipper 67Chemical Tanker Notes Loading 3 Loading 3.1 Safety Precautions REDFLAG/REDLIGHT RADARS STOPPED ENGINES READY EMERGENCY CONTACT NUMBERS. (OFFSHORE LIFEBOAT [AT BOARDING LEVEL N/A FOR ENCLOSED ‘BOATS ALLPORTS AND DOORS TO THE TANK DECK CLOSED ‘GANGWAY RIGGED (WITH SAFETY NET (ONE FIRE HOSE EITHER SIDE OF THE MANIFOLD EMERGENCY TOWING WIRE AFT DONOT RIG THE PILOT LADDER ‘ON THE OFFSHORE SIDE ALL SCUPPERS CLOSED OR CEMENTED \ FLAME ARRESTORS ON ALL TANK OPENINGS. EMERGENCY TOWING WIRE FORD APPROX. 50m OF SLACK ON THE DECK TURNED UP ON THE B/TTS 3 HEAD LINES ‘THE EYE MAINTAINED Im ABOVE SEA LEVEL 2 BREAST LINES 2 SPRINGS Figure 3.1 - Safety Precautions Alongside Berth 68Chemical Tanker Notes Loading The "Ship/Shore Safety Check List" must always be completed before any loading, discharging or cleaning operations take place in port. Detailed information on safety aspects and requirements are referred to in the oublication "Intemational Safety Guide for Oil Tankers and Terminals" (ISGOTT) and also in the “Tanker Safety Guide (Chemicals)”. Experience 27 - Ship/shore safety checklist A vessel was inspected by the vetting team from an oil major and received a non-conformity notice because of an incomplete "ship/shore safety check list" The Chief Officer explained that the shore had asked for the vessel's completed "ship/shore safety check list" to allow them to make a copy and that the vetting inspector had come into the cargo control room during the checklist’s absence. The owners recognised all other non-conformities except this one, which was considered unreasonable. Note. If the checklist had been issued in the manner that ISGOTT prescribed, the shore would already have a copy. However, it does remain unreasonable for a nonconformity notice to have been issued under these circumstances. The following important safety precautions must always be adhered to when loadi « The vessel must be safely moored * the vessel's moorings must be closely monitored and it should be confirmed that they are all bearing a similar load Experience 28 - Poor attention to mooring lines A vessel was moored in a tidal estuary and was discharging cargo. The tide changed, but this was not observed by either the OOW or the deck crew. This unobserved change caused the tidal flow to approach from the diagonally opposite direction and, combined with poor attention to the ‘mooring lines, it caused the vessel to leave the berth, pulling all the cargo hoses with her. An incident was avoided through the hard work of the crew and use of the main engine and bow thrusters to return the vessel alongside the berth. 69Chemical Tanker Notes Loading * fire-fighting equipment must be in order and ready for use Experience 29 - Preparedness of the deck foam system A vessel was conducting a USCG Inspection: A test of the deck foam fire fighting system was requested. The test failed because the foam station filters had not been cleaned after the previous system test and were now sealed with dried foam concentrate. * fore and aft emergency towing wires must be rigged in the correct position Experience 30 - Cautions with emergency towing wires A vessel's emergency towing wires were set in the correct position while the vessel was in the ballast condition prior to loading. As the vessel loaded and her draught grew deeper, the emergency towing wires required tending to reposition them. These adjustments were not made and the eye of the towing wire was submerged in the water. © scuppers should be plugged and cemented, if necessary Experience 31 - Vessel incriminated in harbour spill While a vessel was receiving bunkers, a bunker tank overflowed causing pollution on deck. Port state control subsequently claimed that all traces of oil covering the surface of the harbour also originated from the vessel. The cleanliness of the ship's side of the vessel was rejected as proof of innocence and port state control believed that the scupper plugs were open, and only closed by the ship's crew after the tank overflow. The port state accepted their error after a visual inspection of each scupper plug found that they had been cemented several hours before the pollution incident and that the cement was proven to be dry at that time. | ERSSSESRESSSEEEnsNasnuanensnas svn sn nun giEDInaN An Sn ANOS ANOO ST an NInSSNINBNSSEOEEESEESSEOREESEEEO! | 70Chemical Tanker Notes Loading * warning signs prohibiting smoking, open flame, and access are displayed Experience 32 - Hazardous cargo warning notices The warning notices required by International Safety Guide for Oil Tankers &Terminals (ISGOTT) and the United States Coast Guard (USCG), Code of Federal Regulation (CFR) are different. This should be kept in mind when a vessel is going to the USA. + information concerning local safety regulations should be readily available + only personnel on duty should be allowed on the cargo tank deck Experience 33 - Explosion The vessel, shown in figure 3.1, exploded during discharge at midday. | Two watch keeping officers died, the one taking over and the one being relieved. All other personne! onboard were saved. Photograph 3.1 - Vessel Explosion During Discharge 7Chemical Tanker Notes Loading Experience 34 - Port open to swell conditions Two sister ships were conducting cargo operations in the same port on the west coast of Central America. The port is open to the Pacific Ocean, where the amplitude of tidal movement at the berth is comparatively high and this is coupled with swell and surge conditions as weather systems pass, One of the vessels, whose mooring ropes were at differing tensions, lost 7 ropes as she tried to accommodate the slack. The other vessel, whose ropes were kept under constant tension, damaged only 2 mooring ropes. * cargo hose connection and disconnection and hose positioning must be closely monitored. Care must always be taken when selecting the correct hose for the conveyance of liquids and gases. The hose must be compatible with the product carried and the material from which the fittings and couplings are made must be correct. ee iin avapaaba Goan i ‘ALRAYS support haze at appre poke] aN AN NEVER support hose wih 2 single ope ] [es apataes eee | Figure 3.2 - Hose Support 72Chemical Tanker Notes Loading ~v ALWAYS support hose near manifold connections Figure 3.3 - Hose Support at Manifold 9 ‘ALWAYS protect hose against sharp edges {e.9.) dock edge, ship's guard rail. eto) Figure 3.4 - Hose Support at Ship's Side Figure 3.5 - Hose Support Between Ship and Quay 73Chemical Tanker Notes Loading The suitability of elastomeric materials for carrying chemicals, solvents or oils varies considerably. Metallic hoses and fittings offer variable corrosion resistance to different chemicals. * The integrity of cargo hoses, pipelines, flange connections and couplings should be checked * loading stores across the tank deck, where cargo is being worked, should be avoided * _adeck watch must be maintained in the vicinity of hose manifolds * loading of several tanks or grades must be carried out in a planned and controlled manner * the watch officer must be fully capable of simultaneously managing loading, discharge and ballast operations and the vessel's moorings when required to do so. 3.2 Transportation Requirements Regulations and requirements for the transportation of most substances are as stated in the applicable IBC or BCH Codes. However, it should be noted that the content of these codes should always be reviewed for relevance to the current circumstance. 3.2.1 Chemical Tanker Ship Types 3.2.1.1 Type 1 Ship (Specialised Chemical Carriers) Typical Double Hull Ship of 4200 Dwt LOA 96m Breadth 14m Draft 6.1m ‘The regulations state for Type 1 vessels that: the wing tank should be a minimum of B/S or 1.6m (whichever is less) the double bottom should be a minimum of B/15 or 6m (whichever is less) (in no case should these distances be fess than 760mm) Designed for the carriage of IBC Code chapter 17 products, which have severe environmental and safety hazards that mean the maximum of preventative measures are required to stop an escape of the cargo. The design principle is that the cargo carrying compartments are located at a minimum distance from the hull of the ship to 74Chemical Tanker Notes Loading guard against potential release caused by collision or grounding. The tanks should be located at a distance of not less than the breadth of the ship divided by 5 or 11.5 metres, whichever is less, B/15 or 6m from the moulded bottom plating, whichever is less, and in no case less than 760mm. The ships are of a smaller size and are often dedicated to single cargo trading. The tanks will either be coated or stainless steel, depending on the nature of the trade that is carried out, and they may not exceed 1,250m? capacity. 3.2.1.2 Type 2 Ship (Complex Parcel Chemical Tankers) 760 mm Typical Double Hull Ship of 13,500 Dwt LOA 140m Breadth 23m Draft 7.9m Nope OE ‘The regulations state fr Type 2 vessels that: the wing tank should be a minimum of 760mm * the double Botiom should be a minimum of 8/15 or 6m (whichever is less) (in no case should these distances be less than 760mm) Designed for the carriage of IBC Code chapter 17 products, which have moderately severe environmental and safety hazards that mean preventative measures are required to stop an escape of the cargo. The minimum distances of the cargo tanks are 760mm from the side shell plating and B/15 or 6 metres from the moulded bottom plating. These ships can be up to 40,000tonnes Dwt and may have as many as 54 cargo tanks, each with its own individual pump and pipeline. The tanks are usually constructed of stainless steel, which provides maximum flexibility on cargo selection. The temperature and other specifications of the compartments can be regulated according to the specific requirements of the type of liquid being transported. Typically, these tankers carry a number of high value "just in time" cargoes in small amounts. The maximum tank size is 3,000m* 3.2.1.3 Type 3 Ship (Product/Chemical Tankers) Typical Double Hull Ship of 42,000 Dwt LOA 183m Breadth 32m Draft 12.3m 75Chemical Tanker Notes Leading Designed to transport IBC Code chapter 17 products with sufficiently severe environmental and safety hazards, they require a moderate degree of containment to increase survival capability in a damaged condition. There are no restrictions for the location of cargo tanks in a type 3 ship. These tankers will be of a similar size to Type 2 but will have fewer cargo tanks. The pump and pipeline arrangements are likely to be less complex and so less flexible. The tanks are likely to be constructed of coated steel, rather than stainless. Photograph 3.2 - Type Il Chemical Tanker “Kilchem Asia” 76Chemical Tanker Notes Loading SECTIONIN CENTERLINE mauwpEck (ARGO TANS, Figure 3.6 - General Arrangement of a Type ll Chemical Tanker “Kilchem Asia” sausuatronw orcs. canco ranes Figure 3.7 - Tank Arrangement of Type Il Chemical Tanker “ ilchem Asia” 77Loading Chemical Tanker Notes BALAST sysTEN! 7 “, we roo (sO [Zee & rs 3 { Figure 3.8 - Ballast Arrangement of Type Il Chemical Tanker “Kilchem Asia’ 78Chemical Tanker Notes Loading cancorancno 253 | cana tN. 158 CARGO SYSTEM Figure 3.9 - Cargo System Arrangement of a Type Il Chemical Tanker “Kilchem Asia” 79Chemical Tanker Notes, Loading 3.2.2 Tank Type Independent tank Integral tank (6) Gravity tank (P) Pressure tank 3.2.3 Tank Vents Open Controlled This is a cargo-containment unit that is not contiguous with, or part of, the hull structure. An independent tank is built and installed to eliminate or minimise stressing that results from stressing or motion of the adjacent hull structure. An independent tank is not essential to the structural completeness of the ship's hull and is known as a Type 1 tank. This is a cargo-containment area that forms part of the ship's hull that may be stressed in the same manner and by the same loads as the contiguous hull structure. This is normally essential to the structural completeness of the ship's hull and is known as a type 2 tank. This is a tank with a design pressure of not greater than 0.07 MPa gauge at the top of the tank. A gravity tank may be independent or integral. It will be constructed and tested according to recognised standards and will take into account the temperature of carriage and the relative density of the cargo This is a tank with a design pressure greater than 0.07 MPa gauge. A pressure tank must be an independent tank and should have a configuration that permits the application of pressure-vessel design criteria of recognised standard. An open tank venting system is a system that during normal operations offers no restriction, except for friction losses, to the free flow of cargo vapours to and from the cargo tanks. A controlled tank venting system is a system in which pressure and vacuum-relief valves or pressure/vacuum valves are fitted to each tank to limit the pressure or vacuum in the tank. Controlled tank venting systems fitted to tanks used for cargoes that have a flashpoint not exceeding 60°C (closed-cup test) must be provided with flame arrestors to prevent the passage of flame into the cargo tanks. 3.2.4 Tank Environmental Control Inerting This is the process of reduction of the oxygen content in a tank by introducing an inert gas to prevent a flammable/explosive atmosphere developing within the cargo tank. In the marine industry, a crude oil tanker with cargo tanks of an 80Chemical Tanker Notes Padding or Blanketing Vent 3.2.5 Gauging Loading oxygen content of 8% or less is considered to be inerted. However, on chemical tankers, the general practice is to use large volumes of compressed nitrogen vapour, supplied from the shore, to reduce the oxygen content down to as low as 0.1% by volume. An onboard top-up generator maintains a positive pressure in the tanks. Filling a cargo tank and associated piping systems with a liquid, gas, or vapour, which separates the carge from air. In practice, nitrogen is most often added to a tank that has already been filled with cargo. The principal purpose of the pad is to establish a positive pressure on the tank, preventing the ingress of water or air as the tank cools. The cargo tank and associated piping systems are filled with moisture-free gas or vapour, with a dew point of -40°C or below at atmospheric pressure, and then maintained at that condition. This refers to forced or natural ventilation (See IBC Code Chapter 13) Open Restricted Closed Open gauging is with a device that makes use of a pipe opening in the tank or tank hatch, potentially exposing the gauger to the cargo or its vapour. An example of this is the ullage opening Restricted gauging utilises a device that penetrates the tank. When in use, this permits a small quantity of cargo vapour or liquid to be exposed to the atmosphere and, when not in use, the device is completely closed. The design ensures that no dangerous escape of tank contents (liquid or spray) can take place when the device is opened. Closed gauging uses a device that penetrates the tank. A closed system prevents the tank contents from release. Examples include: float-type systems, electronic probe, magnetic probe and protected sight-glass. Alternatively, an indirect device that does not penetrate the tank shell, and which is independent of the tank, may be used. An example of this would be a pipe flow meter. 81Chemical Tanker Notes Loading 3.2.6 Vapour Detection Ships carrying toxic or flammable products (or both) should be equipped with at least two instruments that are designed and calibrated for testing the gases of the products carried. If the instruments are not capable of testing for both toxic concentrations and flammable concentrations, then separate sets of instruments should be provided Vapour-detection instruments may be portable or fixed. If a fixed system is installed at least one additional portable instrument should be provided. When toxic-vapour-detection equipment is not available for certain products that require such detection the Administration may exempt the ship from the requirement, provided an appropriate entry is made on the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk. When granting such an exemption, the Administration should recognise the necessity for additional breathing-air supply and a further entry must be made on the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk. 3.2.7 Emergency Equipment There should be sufficient respiratory and eye protection for every person onboard to use should an emergency escape become necessary. The following standards apply: Filter type respiratory protection is unacceptable * emergency escape breathing sets must have a service duration of at least 15 minutes * emergency escape respiratory protection must not be used for fire-fighting or cargo-handling purposes and should be marked “For Emergency Use Only’ 3.2.8 Medical First Aid Equipment and Antidotes Medical equipment, including an oxygen resuscitator and antidotes suitable for those cargoes carried, are to be onboard and must be available for use. The oxygen resuscitator should always be assembled and ready for use. The antidotes made available should comply with the recommendations listed in IMO — MFAG (Medical First Aid Guide) and WHO — IMGS (International Medical Guide for Ships). The exceptions of any flag state should be noted When the following cargoes are carried on the ship: * Acetone cyanohydrin + Ethylene cyanohydrin * Acetonitrile * — Methacrylonitrile © Acrylonitrile + Propionitrite + Adiponitrile * Toluene diisocyanate 82Chemical Tanker Notes Loading The following medical kit must be readily available for use: 12 pearis of amy! nitrite 1 sterile syringe, 10 cc 1 sterile syringe, 50 cc. 2 ampules of sodium nitrite (10 cc., 3% solution) 2 ampules of sodium thiosulfate (50 cc., 25% solution) If required in an emergency, without any delay an amy! nitrite pearl must be broken in a cloth and held lightly under the nose of the victim (but away from the person administering first aid) for about 15 seconds. This should be repeated five times at about 15 second intervals. Further instructions found with the kit are to be followed. The following carcinogens require safety precautions when carried onboard: Acetaldehyde Acrylamide Acrylonitrile Allylchloride Aniline Benzene Benzene, Toluene, Xylene mixtures Benzyl chloride Butadiene Carbon tetrachloride Chlorodifluoromethane Crude Chlorohydrins (By analogy to epichlorohydrin) Chloroform Coal tar Coal tar naphtha Cresols Crotonaldehyde 1,4-Dioxane Dichloromethane 1,3- Dichloropropene Dioctyl phthalate Epichlorohydrin Ethyl acrylate Ethylene dibromide Ethylene dichloride Ethylene oxide Ethyl methacrylate (a teratogen) Formaldehyde Methyl bromide Methyl chloride 2-Nitropropane Perchloroethylene beta-Propiolactone Propylene oxide Styrene 4, 1, 2, 2 Tetrachloroethane 4, 1, 2-Trichloroethane 2, 4-Toluenediamine Toluene diisocyanate Trichloroethylene Vinyl chloride Vinylidene chloride 83Chemical Tanker Notes Loading 3.2.9 Stretcher A stretcher should always be available and in a readily accessible location, This should be suitable for hoisting an injured person up from spaces such as the cargo pump-room. 3.2.10 Decontamination Shower and Eyewash Suitably marked decontamination showers and eyewash stations must be available on-deck in convenient locations. They must be capable of operating in all ambient conditions. Generally decontamination stations are activated by standing on a base plate or pedal that stops the apparatus when you step off. Photograph 3.3 - Decontamination Shower and Eyewash Station 84Chemical Tanker Notes Loading 3.2.11 Bonding Independent cargo tanks (generally deck tanks) must be electrically bonded to the full. All gasketed cargo-pipe joints and hose connections must be electrically bonded within the ship. 3.3. Tanks Inspection Before loading, all tanks must be inspected and accepted by a surveyor. Tank history and the vessel experience factor must be made ready for the surveyor's investigation. Certain shippers will also require specific information before arrival. This could include cargo operations and particulars such as equipment carried. BEFORE LOADING CERTIFICATE MT X00 DATE: HK | TERMINAL 00K PORT: Xxxx ‘THIS IS TO CONFIRM THAT PRIOR TO THE COMMENCEMENT OF LOADING. I HAVE EXAMINED FOLLOWING CARGO TANKS: TK. PORT CENTER, ‘STARBOARD = Sep AND FOUND SAME TANKS FIT TO RECEIVE CARGO GRADE: GASOIL LEADED MOGAS “IN INSPECTORS SIGNATURE (BLOCK LETTERS} REPRESENTING | (STAMP) | Figure 3.10 - ‘Before Loading’ Cer icate 85Loading Chemical Tanker Notes 499140 J91UD ‘sdwind pue seul Sujulesp ‘syuey Suiddow ‘BurAip ‘Busueq ue) Yoke seInuIL OF BuIWeEDIs Sue} 10 SENNUILL OZ JA}EM YSOY) YMA BUIYSEA PUEH ue} YoRe suNoY z Ja}eM kas (9,08) JOY YIM Bulysem auILoeYy ‘sduund pue soul Suluresp 'syuey Buiddows ‘GurAup ‘Bulureiq ue] Yee Samu OF BUWEAS ‘yue} Jo} SojnUIW OZ J9]eM YsON YM BUIYSEM PUEH Sid ‘OS 'p'Z'b Ue} YOO SINOY ¢ JOIEM BAS (9..G8) 104 YM BuIyseM oU]yoRH) Sid do\s ‘Sid $ 'b ‘ZL GOHL3W SONVL iva ONINVATO MNVL LSVT asvaxo MOTISA morwa| mors sassviow mori |v) —moTIVL TONVHLA TONVHLA TONVHLa TONVHLA JONVHL|0s%i.2) TONVHIS asva¥o MOTISA TONVHIS TONVHIS MOTIL JONYHLa ae) TONVHLS sassvion sassvi0n Sassvi0W SaSSVIOW |0s#1.6)S3SsvION MOTI |aSvayD MOTISA}aSvVaYO MOTISA| MOTWL|(seis¢) MOTT TONVHIa TIONVHIS TONVHIA TONVHIS|as%) — IONYHLS asva¥S MOTISA| moma MOTWL| sassviow moTrviliseie) — movi! TONVHLA, TONVHIS) JONVHIS TONVHIS TONVHL|Asei62) TONVHLA asva¥o MOTISA| TONVHLA TONVHLA MOTIWL TONVHLS|(s=) ]ONVHLA dois $ ¥ € z v XXX LU (OOYV9 AIYHL LSV1) AYOLSIH SHNVL Figure 3.11 - Tank History (last 3 cargoes) 86Chemical Tanker Notes Loading yT _XXXX NESSEL EXPERIENCE FACTOR Vessel Shore j Vavage [| __ Cargo Por Date [— wT MT [efernssl %2 | 24 Ethanol Parte Morelos PATE TE SA 25 [Tallow fang Beach 447-864| —_449.537| -1.673] -0.37%| 25 [Tallow cong Beach 270.622) 1275.00 -4378| -0.34%6| 25 [Tallow [ong Beach ga7.a24|_1o00 000] -2.176| -0.22%%| 25 [Yellow Greese [Long Beach 1897.783|_1978.000] -20.217| -1.05%| 26_—_fethendl Jacautia 2853.264) 2676 494] -23.230) ~0.81% 26 Ethanol [Punte Morales 008.415] 308.094] 0.321] 0.01% 27 [fellow Tecoma 2244992] 2249.245| -4253] -0.19%6| 27 [Tallow [Tacoms 491.580] 491.730] -0.150] -0.03%| 27 [Tallow LLong Beach 498.424] 500.000| -1.576] -0.32%| 27 Trallow, ‘ong Beech 597-208] 600-000] -2.192] -0.37%%] 27 [Tallow Long Beach 747-315] — 750,000| 2.686] ~0.3676| 27 [allow [Long Beech zor. 4a2| 193.980] 1-512 27 (Cotton Seed 09 Long Beach 954099] 52.211] 8.212 2a" Molesses Puerto Sen se 175.340] 6170360] 4.980 23_[Tallow (Sen Frencisca 7249-080] 1260,000[ 0.910 29 |rellow Grease [Sen Francisco 386.181] 100,000] -13.608 23 [Tallow TTacona Tsu2e44 1499198) 3.446 29 Canola Gi Vencouner 1457.538] 1470.990) “13.451 29 [Tallow ‘ong Beach 133.603 1200.000[ -6.391 30 fEthencl rte Morelos 4109.237| 4083.82] 25.715 31_ NellowGreese [Tacoma 095.777] 895.642 0.136 31 YellowGrease [Tacoma 913.384] 912.641] 0.543 31_ [TW Tallow Vancouver Tomb 361] 999.335] 7.018 31_ [BF Tallow enCOWNer 200.861] 200.724) 0.087 31_VE Fellow [Long Beach Ta74.a1t | 1485 000] 10.583 32__NMFEthenol Punte Morales 4873.157| 4079.45 6.298 33 [Tallow [Long Beach 1434813] 1500.00] 6.187 33 [Tallow [Sen Frenc 7989.218] 200.000] ~10.782 34 Ethandl Punts Morales 5839.800) 6€33.220| 6.580. 34 [Tallow coma 1741.974]_1747.213| 5238 34 vellow Grease [Tecoma 176.518] _1761.070| 6.443 34 [Taliow Sen Frencisco “1938.076| 2000-000] 0.375 35" Molesses Sen Lorenzo 906.368) —5800.757| 2P.611 1 TOTAL | sa056 65, 66808 346) ~A BEI] -—MOT% Chief officer: Table 3.1 - Vessel Experience Factor 87Chemical Tanker Notes Loading 3.4 Safety and Data Sheet Prior to loading, the ‘Certificate of Quality’ and appropriate ‘Chemical Safety Data Sheet’ (CSDS) or ‘Material Safety Data Sheet’ (MSDS) should be provided onboard. These will be used to evaluate the acceptability of the substance to be loaded and alll necessary safety precautions The CSDS should be posted in the accommodation area and all crew must be familiar with its contents. The CSDS of the USCG ‘Chemical Data Guide for Bulk Shipment by Water’ has information on approximately 300 substances, MOST COMMONLY USED CHEMICAL NAME HEN (CTH HAZARD DATA, Figure 3.12 - Chemical Data Sheet 88Chemical Tanker Notes Loading It must be recognised that the shipper/exporter of the cargo has the responsibility to prepare the cargo as fit for transport by sea and issue hard copy information, including the CSDS, to the ship before loading The ship has the responsibility to relay all relevant cargo hazard information during the voyage. This could be to the port of discharge or, in the event of a collision or grounding incident, to other ships in the vicinity. 3.5 Loading and Deballasting The loading/deballasting plan must be read by all watch officers, who then sign it to confirm their understanding. The ship/shore safety checklist must be completed before any operations can begin. Awatch must be properly kept on the cargo manifold and it must be ensured that all valves in the pump room and on deck are set in the correct position before commencement of loading. This should be rechecked by a second responsible person. Cargo system sea valves should either be closed or blanked and sealed. The cargo tank ventilation system must be set for loading. Ship or shore stop and emergency stop signals are to be agreed. The signal to commence the load may be given once the cargo system and deck watch readiness has been confirmed. Loading should begin slowly and then increased to the full rate agreed, but only after ensuring that: * the cargo is entering only the planned tanks * no leakages are observed (hose connection, pump room, cargo lines, other tanks, overside etc) the sea surface around the vessel is clear of substance pollution. Loaded tanks should be checked to ensure that valves are closed tight and that the level of cargo remains steady. The loading rate should be reduced as tanks are topping-off to avoid any spillage and to allow for topping-off in a controlled manner. Topping-off is to be carried out under the Chief Officer's direction The measurement of ullages, temperatures, water densities, the test for any free water in cargo, tests for the level of any deposits and cargo sampling are all to be conducted by the Chief Officer and the surveyor. 89Chemical Tanker Notes Loading The amount of cargo loaded should then be calculated and the final result compared with shore figures. All valves in the pump room and on deck, as well as all openings to the cargo tanks, must be confirmed as closed on completion of loading and before departure. Finally, the cargo tank vent system must be changed to the ‘at sea’ setting, if different settings have been used in port, and these changes should be entered in the deck logbook. [PRELIMINARY CARGO PLAN mt wr wa OR soo. _ 4 SoA Wale Ta wc 27 ise. age luge 882 Bm as wil Sse md wil BGO mm oo] sz 0eo} sono] 110400] sou. os|_118400) C50 (C5004 CANTIC SODA. waa ae as toa] we tT tugs 2610 | toys 1580 | Uiege 160 Tm mw) ol] BH md wi OI mm \ Sn i]_44¢ (usnc soi Tale Ta wane 2277 ou us Logs 182 | 6 Dn ORES ‘oatng |__| BATE] Senay [adm | BTC TOR ta Tac t i rr ra mas | ‘Seawater Fuel Ol Valune Weight Di@sOil Volume Wait Table 3.2 - Preliminary Cargo Plan 90Chemical Tanker Notes Loading (CARGO/BALLAST OPERATION SHEET hr XXXX DATE XXXK TEPAANAL REFINERIAISLA CURACAO No FORT EMMASTAD ‘Sto 5 4 3 2 1 {FINAL DRAFT) (FINAL DRAFT) see! QUANTITY OF CARGO IN GROSS Me fro OBTAN TRIM CORRECTION INSERT REAL TRIM IN METERS HERE ‘OLLOWING INSTRUCTION TO BE CAREFULLY FOLLOWED: | Carefutyfolow the “Ol. TRANSFER FROCEDURES* Hf ary doubt cal the chief offcer immediately In case of leakage or emergency stop the loading, use all ways focal shore staff. VHF Ch 48 ISLALOADING ‘See ulages on drawing above 10cm before reach this ulage call chie officer list step: At once ater betting stato discharge balast rom Forepeak Loading te be commenced ntothe tans’ MOGAS RONSS 28 (PRST STREEW) Lesding te be commencedintothetsnks --‘UNLEADMOGAS 20 (RST STREEW) Loading to be commencedintothetenks ERO JET AA Be (PRSTSTREEM) ‘Samples of first stream to be taken from manifolds ‘At once after begining of loading start to discharge segregated ballast. step: Loading fo be corénued nts he tanks MOGAs RONS 2F15 15 SiopPIS Lsseng ee conn nt the ane LUNLEADMOGAS 1e2c | Lessing oe arenes nt the ane KERO JET AA s0aPIS4rs ten: Wen te ave tans le led start lod he tans 1PIS _ MOGAS RONSS sg caeuat he ulage enang or § mntee 5c UNLEADMOGAS AC KEROETAA ‘48 MINUTES BEFORE FINISH NOTICE TO BE MADE TO JETTY STAFF 40 CM BEFORE ULLAGE RICHED FIGURES SHOWN ON CARGO PLAN: stop CHEF OFFICER INSTRUCTION 2nd OFFICER NOERSTOCD Ss OFFICER Table 3.3 - Cargo Ballast Operation Sheet 91Chemical Tanker Notes Loading At no point must liquid be allowed to enter the vapour line as it will reduce the cross- sectional area of the pipeline and so reduce its ability to allow the maximum vapour to flow. The knock-on effect would be a build up of pressure in the cargo tank. Stud Perpendicular to Presentation Flanges << 500 ——»! moe 800 Yellow le 100 Red 100 Red 12.7mm dia, Stud at 12 o'clock 46mm dia. Hole in inboard End of Reducer and in Hose on Presentation Flange Flange to Accept Stud £07 VAPOUR - To be stenciled on sie at 10 o'clock 7 and 2 o'clock Figure 3.13 - Vapour Manifold Flanges 3.6.1 The IBC Code Requirements for Vapour Return Systems Liquid and vapour hoses used for cargo transfer should be compatible with the cargo and suitable for the cargo temperature (IBC 5.7.1) Venting requirements for individual products are shown in column “g’, and additional requirements in column “o" in the table of chapter 17. (IBC 8.4) 93Chemical Tanker Notes Loading Where section 15.12 is quoted in column ‘o’, there is a requirement for a vapour- return line to load that particular cargo. Tank venting systems should be provided with a connection for a vapour-return line to the shore installation. (15.2.2) 3.6.1.1 Chapter 17 Explanatory notes Column g Tank Vents Open = open venting Cont. = controlled venting SR = safety relief valve Column o Special Requirements _ Relates to chapters and sections of the IBC Code that must be complied with 3.6.2 IBC Code — Toxic Products Many toxic products must have separate piping and tank vent systems that are separate from tanks containing non-toxic products. Chemical tankers able to carry toxic products usually have the cargo system set so that each tank has a complete set of cargo equipment of its own. That means the tank has a unique manifold, loading line, cargo pump, vent, vapour return line and vapour return manifold and either heating coils or a heat exchanger. This will provide total independence for the tank and enable a greater flexibility in the cargoes that can be cartied. 3.7 Loading Rate To avoid any claims caused by the vessel having to load at a continuous low rate, the following should be stated on the NOR’ * The vessel's readiness to load at the stated rate * the number of hose connections. When the loading rate or total loading time is stated within the Charter Party, this may solve situations with unwarranted losses of time. All stoppages should be recorded and the resulting sum of lost time should be claimed with a ‘Letter of Protest’ to the Shipper. Precautions against static electricity, as stated within ISGOTT, particularly when carrying static accumulator oils or while loading in non-inert and non-gas free tanks, should be maintained in respect of the loading rate, ie * The flow rate during the initial stages of loading to each tank should not exceed 1 metre/second 94,Chemical Tanker Notes Loading * the maximum flow rate during the main stage of tank loading should not exceed 7 metres/second. Correlating loading rate to a linear velocity provides flow rates as stated below: PIPELINE FLOWRATE | FLOWRATE, DIAMETER | — MIHOUR | MPIHOUR (inches) | (1M/SECOND) | (7 M/SECOND) 3 7 719 4 | 29 203 6 | 66 462 | 8 114 798 10 180 1260 2 2 | ato 14 320 | 2200 16 420 | 2900 18 540 | 3700 Table 3.4 - Flow Rates When planning the loading rate, take into account the ability of the crew to control the operations planned, the number of tanks opened, opening/closing times of valves and the volumetric capacity of the vapour return line or P/V valves. 3.8 Loading Temperature The loading temperature, carriage temperature and temperature while discharging, as a permitted rate of daily heating, should be advised with appropriate instructions as per the Charter Party. Control over the cargo loading temperature should be monitored and a heating log maintained. A ‘Letter of Protest’ (LOP) must be tendered to the Shipper if the temperature range stipulated is not maintained during load. The Ship Management Company or Operator should be kept informed of all communication. Overheating can damage some cargoes, such as Phenol or Hexamethylenediamine solution. If the cargo is heated some cargoes can be “scorched”, eg Molasses. 3.9 Sampling ‘Samples of each grade of cargo must be taken at the following points when loading: 95Chemical Tanker Notes Loading * First stream at the ship's manifold * first foot (12’) in the cargo tank © loaded tank. 3.9.1 Procedure Samples of each grade of substance are taken at the ship’s manifold to check that the first stream of the incoming cargo avoids contact with any another substance that may have been in the shore line from a previous vessel. The smallest tank is loaded first to take the first foot sample, so any problem with the cargo can be disclosed when only a small amount of cargo would have been contaminated. Occasionally, by surveyor request, one foot of cargo is loaded into a single tank, transferred with the ship's pumps to all of the tanks to be loaded and then sampled in the last one. A loaded tank sample is taken on completion of loading. Samples must be taken at any indication of a change in loading, such as when loading from different barges. 3.9.2 Marking and Storage Sample containers must be clearly marked as follows: © Port name * date and time of sample *° = grade * tank number or manifold number * person taking the sample. The Surveyor or the Loading Master should seal the sample containers. If they are not available the Chief Officer should seal them himself, The vessel's set of samples are typically kept onboard for 13 months as this is the time limit for a shipper or receiver to make a cargo complaint. The receiver's set of samples must be tendered to the receiver against the signed sample receipt In the case of cargo contamination, the receiver's set of samples can be tendered to the receiver by direct order of the Ship's Operator. 96Chemical Tanker Notes Loading Samples must be kept in a locked and ventilated room on the cargo deck, each sample in a separate cell of the box to avoid any losses through movement. A frequent check should take place to ensure there is no leakage from the samples and that they are not reacting with each other. 3.9.3 Bottom Sound Vegetable oils are bottom sounded to measure the amount of acidic sediment of a black colour. A ‘Letter of Protest’ should be issued to the shipper if such sediment is observed. Oil products are bottom sounded for the presence of free water in the cargo. Calculations for the volume of cargo in the tanks that have free water must be reduced by the volume of free water. A ‘Letter of Protest to the shipper should be issued when this happens. Experience 35 - Bottom soundings of tanks Oxidation of cargo had been claimed against a vessel on arrival in Rotterdam because of the discovery of a black-coloured sediment in the bottom sounding of each tank. The vessel was able to reject the claim as the Master's ‘Letter of Protest’ at the port of loading had already covered this item. 3.10 Cargo Calculation Different methods of calculation for various substances can be applied, but they must be similar for loading and discharging. The method must be agreed with the surveyor. The range of substance temperatures (port of loading and port of discharging) must also be taken in to consideration. Necessary data for the expected temperature of a substance should be requested from the surveyor at the loading port 3.10.1 Calculation with Specific Gravity The Specific Gravity (SG) given at the port of loading cannot be used directly with the observed volume of a cargo. It must first be corrected to density in air at the observed temperature, using a correction factor. The resulting density in air will be used to convert the volume of cargo to Metric Tonnes. The following may be received in loading port: S.G. at 25/20 = 0.8250 97Chemical Tanker Notes Loading Corr. factor per 1 deg.C = 0.000081 The table below can be used to correct the SG to density in vacuum: eal ] T | ° Cc | =| 0.9998 20° Cc) = 0.9982 # |e] =| 10000 | | 26° |e] =| ovsr : | 15° |c| =| 0.9991 30° | c| =| 09087 | [eens | | | eo | F 0.991 1 | Table 3.5 - Correcting SG to Density in Vacuum EXAMPLE: SG at 25/20 0.8250 Corr. factor per 1 deg.C 0.000081 Observed Volume of Cargo 900.000 Cub. m Cargo Temperature 30 SG at 25/20 0.8250 Density at 25 deg. C in vacuum (0.8250 = 0.8225 x0.9970) Correction factor for density in Air at 25 = -0.0011 deg. C 0.8214 Correct density to observed = -0.000405 temperature (30 deg.C) (25 deg - 30 deg. = -5 x 0.000081) Density in Air at observed temp. Metric Tonnes (900.000 Cub. m x 0.8210) 0.8210 738.900 MT 3.10.2 Calculation with Density It must be stated whether an advised density is in vacuum or in air. Density is also always given for a specific temperature, either in vacuum or in air. The following may be received at the loading port: Density at 20 deg. C = 0.8605 Corr. factor per 1 deg. C = 0.00042 98Chemical Tanker Notes Loading The density in vacuum must be corrected by subtracting the factor 0.0011. No correction is required for density in air. EXAMPLE: Density at 20 deg. C (vacuum) Corr. factor per 1 deg. C Observed Volume Cub. M Observed Temp Deg. C Density at 20 deg. C (vacuum) Corr. factor for density in air Density @ 20 deg. C in air Correction to Observed Temp (20 Deg. C - 30 Deg © =-10 x 0.00042) Density at observed temp in air Conversion to Metric Tonnes (900.000 Cub. M. x 0.8552) 0.8605 0.00042 900.000 30 0.8605 -0.0011 0.8594 -0.0042 0.8552 769.680 MT 3.10.3 Calculation with API In most cases, petroleum products and lubricating oils are calculated with API. The exceptions are Russia and most of the East-European countries, where the calculation system is based on the mass of loaded product in kg-vacuo at 20°C temperature. The API calculation is based on a measured volume at a given temperature, converted to a volume at the standard temperature using the volumetric correction This corrected value is called Standard Volume. Using the Standard Volume and the product's density at the standard temperature the mass of the product is determined. The procedure to do this is as follows: 1. The volume and the temperature of the product in a vessel's tanks are measured. This Total Observed Volume (TOV) should be corrected for (list, underlying water, trim etc) 2. The corrected volume value must be reduced to the volume at the standard temperature ie, Gross Standard Volume (GSV). To translate the Observed Volume into the Standard Volume, the Volume Correction Factor (VCF) should be used, which can be found in the ASTM tables 3. The obtained value of Standard Volume is multiplied by the product's density. This determines the product's mass. The Volume Correction Factors are selected from the ASTM table appropriate to the type of the product: 99Chemical Tanker Notes Loading API Density —_ Density 60°F 15°C ASTM tables 6A 240 54A ASTM Tables 6B 248 54B ASTM Tables 6D 24D 54D Products Crude oil Oil products, gas oil, diesel fuel, Kerosene, gasoline, naphtha Lubricating oils The API figure and the applicable ASTM table should be advised for the cargo calculation in the following manner: API rT Volume correction = Table 6B. API may be corrected to Specific Gravity at 60/60 in the following manner: 141.5 eee PI Gravity 60F)+ 1375 Calculated density can be converted to Density in Air at 60 deg. F. However, the easiest way is to use the tables. EXAMPLE: API at 60 deg, F 77.1 (Table 8) Load temperature Volume Correction factor to 60 deg. F (Table 6B) Net Volume 60 deg. F (900.00 x 0.9875) Density in air at 60 deg. F (5.646 x 0.11982643) Weight (Metric Tonnes) (888.750 Cub. M x 0.6765398 Note: To convert Lbs / U.S. gallon to Density at 60 Deg. F in air multiply by 0.11982643 = 5.645 Lbs/US. gallon 76 deg. F 0.9875 888.750 M* 0.6765398 = 601.275 MT 100Chemical Tanker Notes Loading ULLAGE REPORT (CHEMICALS) singe) fore Discharging [) ee ee eae = [se | jo] t 4 4 | | | { | | | ‘CALCULATE 1 CARGO GRADE ONLY AT oe a | EACH ULLAGE REPORT. ee = | DIFFERENCE INX [020 Table 3.6 - Ullage Report: Chemicals 3.11 Disconnection of Manifolds Disconnection of cargo manifolds and hoses should be done after completion of the cargo calculations. Safety precautions during disconnections must be adhered to. Experience 36 - Acid filling working boots While disconnecting the hoses, a pumpman’s boots were accidentally filled with an 80% acid solution. A baking soda solution was prepared and the acid burn reduced. The pumpman was able to return to work. On a brighter note, the pumpman’s foot fungus, which had not responded to any medical treatment onboard had now left him forever! Ofcourse, this poses the question as to whether or not the pumpman was wearing splash proof trousers outside his boots to prevent such occurrences? 101Chemical Tanker Notes Loading Photograph 3.4 - Ship's Manifold 3.12 Cargo Discrepancy 3.12.1 Ship’s Figures Less than Shore Figures The ship's figures must be rechecked and, if the shortage remains, a Letter of Protest must be issued. In the case of a shortage exceeding 0.5%, the vessel's operator or the Ship Management Company should be notified prior to signing the B/L, and wait to receive clear instructions on the next action. This will be one of the following: * Notification of the P&I club local representative * signature of a Letter of Authorisation for the Agent, to authorise him to sign the B/L after the vessels departure * tosign the B/L endorsed with the operators remarks.Chemical Tanker Notes Loading LETTER OF PROTEST FROM_Name_______(master) DATE: To___Name_ (Shipper) PORT: MI. ABill of Lading / Mates Receipt dated 24112104 showing shipper's gross quantity or weight and grade as follows: 6,000.000 mUcbm of __Ground Nut Qil_ (grade) has been signed by me under protest, as the ship's measurements on completion of loading are different from the above, and are as follows’ SHORE FIGURES ____6.000.000__mt SHIP FIGURES 5.965.350 mt DIFFERENCE 34.650 mt ____057 Accordingly, in view of this discrepancy, the Bill of Lading must be taken only to acknowledge the shipment of the weight or quantity given in vessel's measurements on completion of loading and to have been issued without prejudice to the rights of Owners or Charterers to relay on the ship's measurements aforesaid as evidence of the quantity actually shipped I hereby give you notice that | require you to notify the transferee and any subsequent holder of the Bill of Lading of the contents of this Letter of Protest and hold you respon- sible on behalf of owners and/or Charterers. | further reserve the right to take all such further action as may be considered necessary to protect the interest of those parties, Please acknowledge receipt of this letter. | Yours faithfully (shipper) (master) Figure 3.14 - Letter of Protest 3.12.2 Ship’s Figures More than Shore Figures The following should be done: * The ship's figures must be rechecked if the difference is more than 0.25% * the B/L can be signed without reservation and without any written protest if the difference is less than 0.5% 103Chemical Tanker Notes Loading * the vessel's operator, or the Ship Management Company, must be notified, prior to signing the BIL, if the difference exceeds 0.5% * aLetter of Protest should not be issued unless a proper order is. received from the Ship Management Company or Operator. 3.13 Short Loading ‘A ‘Short Loading Protest’ (SLP) should be issued if the quantity of cargo nominated for loading in the NOR is not loaded onboard as per the figures stated on the B/L. The SLP must be tendered to the shipper via the agent. If an SLP is issued, a report should be made to the Ship Management Company or Operator. The SLP will not be issued if the vessel is fixed with a ‘LUMPSUM freight unless the charter party stipulates a minimum quantity. SHORT LOADING PROTEST FRoM_Name__(master) DATE: To Name __(chipper) PORT _____ Mr. 1. Basic information on full deadweight ‘otal Sailing deadweight. 6,749.000_mt On board at departure Loading port Fuel oi. 200 _mt Diesel ol Sern cE Frosh Water 20m Constant 100 430.000 _mt | Total avatabie for cargo. 8.318.000 mt | 2. Basic information on fll tanks Total Volume of tanks 7.498.000 ma. | | Metric tonne equivalent at dens 0.84 6.208.320 m3. 3, Deaafreight Vessel able to oad according | totem 1 02 above 6.208.320 mt According to instructions from my owners vessel fo load a quently of. 6.200.000 __ mt However, according to Bil of Lading you have only dolvered @ quantity Of... 8.050.000 _ mt Deaatreight incurred on. 150.000__mt ahaa SAaaaSaaTe | Grppen (rmasten Figure 3.15 - Short Loading Protest 104Chemical Tanker Notes 3.14 Letter of Authorisation The ‘Letter of Authorisation’ (LOA) must be issued to the agent if shore figures and the B/L are not available onboard before departure from the load port. This. authorisation should be limited to the signature/release of the Bill(s) of Lading when all details, including quantity and quality, have been approved by the owners/operators of the vessel. The LOA should be issued for each grade of cargo to be loaded. LETTER OF AUTHORISATION FROM____ (master) DATE: To___ (agent) PORT: oe —,, ee. hereby authorise yo/ to sign the bill(s) of fading for the cargo of_ Styrene Monomer ______ loaded on the MST ce cee eva ec onthe eee of December 19__ on my behalf. This authorisation is limited to the signing/releasing of the bill(s) of lading when all details including qauntities and quality have been approved by owners/operators of the vessel. Yours faithfully, (master) Recieved: (agent) Figure 3.16 - Letter of Authorisation 105Chemical Tanker Notes Loading 3.15 Bill of Lading The three originals and one set of B/L copies are issued at the port of loading. The weight of the loaded cargo is declared as per the shore figures ABIL marked ‘FREIGHT PREPAID’ must never be signed without the clear instructions of the Ship Management Company or Operator. The following must be checked carefully before acceptance of the statement of B/L by a Master's signature: * Cargo destination and weight * bill of lading number ¢ date of issue (always the date of loading completion) * charter party date (as per statement of voyage order) * ship particulars (name, flag, Master's name, etc) © method of payment for freight: © freight as per C/P © freight prepaid (See above note) © collect freight o other * correct port of discharge * cargo co-mingling Clause. The three B/L originals should be signed personally by the Master (a facsimile is not acceptable). All other copies are to be stamped “Copy — Not negotiable" A blank B/L must never be signed. In special circumstances, on receipt of permission from the Ship Management Company or with the Operator's permission, the ship's agent may be authorised to sign the completed B/L on behalf of the Master. Usually two sets of cargo documents are carried onboard, the Master's copy and receiver's copy. The Letter of Protest against the original B/L remains onboard for transportation to the receiver. 3.16 Time Sheet A time sheet (TS) is completed for each cargo grade loaded or discharged and all relevant facts and times concerning loading or discharging are recorded. The TS is 106Chemical Tanker Notes Loading the basis for laytime calculations and has to be signed by the shipper, receiver (usually the Loading Master), agent and the Master. TIME SHEET/TANKER Vessel: Port Agent: Master: Cargo: Slackwax Quantity: 4000 mt DDIMMIYY | Localtime | Remarks ESP voyage from: Houston 24/12/04 0300 Anchored due to’ 24/12/04 0400 Pilot on board 24/12/04 0715 ‘Anchor up 24/12/04 0648 All fast 24/12/04 0830 NOR tendered 24/12/04 0300 NOR accepted | 2an2i04 0855 Orig bil presented on board 24112104 1000 Tank-inspektions started 24112104 0900 Tanks accepted Cargo-hoses connected 24/12/04 0930 Commenced loading/discharging 24/12/04 1015 Completed loading/discharging | 24N2i04 0600 Cargo-hoses disconnected 24/12/04 0700 Documents recieved on board Pilot on board 24/12/04 0925 Left berth 24/12/04 0945 SSP For: Rotterdam 2ari2i04 1030 DELAYSIREMARKS Surveyor did not arrive before 25/12 0803 and dry tank certificate was not issued before. 25112 0900 Place and date "7" Master Installation/inspector Figure 3.17 - Time Sheet The agent should be instructed to fax/ e-mail these important documents to the Ship Management Company or Operator immediately. 107Chemical Tanker Notes Loading 3.17 Loading Set of Cargo Documents Depending on the loading port, shipper, surveyor, customs, authorities, etc. the various cargo documents to be passed to the receiver, agent, etc. in the port of discharge include: * Cargo quality certificate * cargo quantity certificate + cerlificate of origin * heating instructions * inhibitor certificate * cargo manifest * receipt of documents * ship's experience factor * tank history © ullage report * sample receipt * custom papers. The papers destined for the receiver are given against receipt, either to the Loading Master or the agent in the port of discharge Experience 37 - Crew arrested over cargo discrepancy The cargo quantity on a cargo manifest differed drastically from the actual load amount onboard. The difference on the cargo manifest was due to the fraudulent criminal activities of the shipper and the receiver. The vessel was placed under arrest. The crew spent 2 years in prison. 108Chemical Tanker Notes Departure 4 Departure All tank lids, openings, cargo and ballast valves are to be confirmed as closed before a sea passage. Experience 38 - Securing tank lids after loading Traces of oil were observed on a cargo deck during stormy weather. This was caused by seawater ingress to @ cargo tank, in a difficult to access location that had not been closed on departure. Experience 39 - Ballasting in the departure channel An increase of draught, as opposed to its expected reduction(due to change of trim), occurred when ballast water was being transferred from one tank to another within the length of a vessel. This was caused by another ballast tank being unexpectedly open and the vessel listing while outbound in a narrow channel of shallow water. ETA information should be sent, as described in section 1.4 ETA (Notice of Readiness). 109Chemical Tanker Notes ns of Carriage 5 Conditions of Carriage Conditions of carriage are stated in the ‘International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk’, along with the ‘List of Products’ that approved by either the Administration whose flag the ship is entitled to fly or on their behalf, by an authorised Class Society. Masts wrote | LLOYD’S REGISTER OF SHIPPING INTERIM INTERNATIONAL CERTIFICATE OF FITNESS FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN BULK, = ese unr the provisions ofthe Interactions Code for the Comircton and Equip of Ships Carsing DaangorousChemfets in Bale Resolutions SC 348) and SEPC [NAMEOFSHP —]~SHIPD] DISTINCTIVE] PORT OF] GROSS] | TYPE NO. REGISTRY | TONNAGE | KILCHEM ASIA, 2 S6GY SINGAPORE} 8848 | IMO 9183776 Date fn rey The ship so comics ily wth she ooning renders othe Code Resoatons MSC 5046) nd MEPC 69138) | russ to cern LL) that the ship ashe surveyed in accordance with he provisions a eston 1S af the Coe 12 thatthe sey showed hae conduction and eyepo the si conped withthe lative Provisions oft ode thatthe ship hasbeen povided ih menu in ssc for provedues and srrengements GM Eth Reyetson hand Se Armes ou Stat ‘Eeangerents nd cuipmest ‘ft hip rsdn th annul renal epost setfatoy and sompy ih he ppb reserements ‘tthe su sda 5. thatthe ip is sate er he eae nb of th rds in the annexed pages numbered co 13 [roid ht al eval opeaional provi ofthe Sle ae heer 4 than accordance with th proviso ofthe cde re mode espe of he ship inthe oloning Insta: Se ore Hd rangement «egies. on pe NO thatthe hip must olden accondans withthe loading coins provid in the provisional proved Toacing manual signed bya sponte fice of he Admission, ar of sh ngaiestionrecagibe oy the WARY “This interim Certeate il emin in fe pening these ofa fl tem Cenieate of Fine fo the Sos Head O Ia by Loa Resterf Shipping Te undeignes dcr at Loe eae Shippin yy ahora ye inset erate a 4, nbs Suneyort Lah Regier Sone Figure 5.1 - International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk 110Chemical Tanker Notes Conditions of Carriage List of Products KLCHEN ASA cent Page 2a igus {as referred to n paragrach 3) Conditions of Carriage Notes “Tank Groups: Continsed on page(s) numbered: 3% 28 “ane rouse lero io ni Ist aro Gores on he tank group hey ov Page 12 Figure 5.2 - Extract from the List of Products Concitions of carriage of substances not listed in the document are the subject of a ‘Tripartite Agreement involving the Flag State Administration and Port Administrations. An appropriate addendum to the ‘List of Products’ is issued after substance evaluation. 411Chemical Tanker Notes Conditions of Carriage gas KILCHEM ASIA Table 1. List of noxious liquid substances allowed to be carried ESR ET |e Pa coe] Era Pee] VERY | SER [aoe SUBSTANCE caRRIAGE | °C mas _|venTiarion! fences | Faspecaimal | JACRYLAMIDE SOLUTION (80% or fase) ’ 1 wo [3 | ves pexgonssmmeorm™ fo | st | me | fistacencmeaveonmomae |e | ts | ae “ nemeyene mse ‘ [3s pesesgemnveavnn | : ronten | A octane | espana cate el | ALKYL (05-00) BENZENES: « 12 | ALKYLBENZENESULPHONIC ACID e | 400 76 ves JALKYLBENZENEELLPHONIC ACID SODILM SALT © we | 180 00] ves paseo 2 | 3 “ = | ine suo Baltes | e<@anindETHOXY ETHANOL ° 12 20 « ves | iswecrncennc o | ta | ae du s faeousameseccarenescen |e | ts . ws arse foie | | Figure 5.3 - ist of Noxious Liquid Substances Allowed for Carriage 112Chemical Tanker Notes Conditions of Carriage 5.1 Heated Cargo Some substances may be identified as ‘solidifying substances’ or ‘high viscosity’ substances if their discharge temperature had not reached the temperature required by the Charter Party when the cargo was measured on arrival. Such substances, if heated, can avoid MARPOL's requirements for pre-wash on completion of discharging. These are as follows: * Cargoes with a melting point of less than 15°C must be discharged with a temperature of at least 5°C above melting point. Example: Benzene with a melting point of 4.5°C should be discharged with a temperature of at least 9.5°C to avoid the prewash requirements * cargoes with a melting point equal to or greater than 15°C are to be discharged with a temperature of at least 10°C above their melting point. Example: Phenol, with a melting point of 40.9°C should be discharged with a temperature of at least 50.9°C to avoid solidification or be classed as ‘solidifying’ The viscosity at 20°C and the melting point should be stated on a certificate of quality, if it is relevant. The temperature at which the viscosity will be reduced to acceptable limits should also be stated, ie. 25mPa or 60mPa, as appropriate. Heating instructions must be strictly followed to avoid the cargo waxing, sedimenting, stratifying, crystallising, separating or anything else that may damage quality. Experience 40 - Cargo heating instructions A vessel bound for the USA loaded a 50% caustic soda solution in Rotterdam. Heating instructions were issued to the vessel but they were not adhered to. The vessel's management ignored the importance of heating in favour of boiler maintenance. The management's decision was based on previous experience of a cargo of molasses that was heated immediately before the vessel's arrival without any contamination. Experience, combined with a desire to save fuel, culminated in contaminated cargo being delivered in the USA because an irreversible process of crystallisation had begun while the ship was on passage. The cargo temperature must be measured at least twice a day, in the morning and evening. The measured temperature must be recorded in a heating log. Any 113Chemical Tanker Notes Conditions of Carriage deviation without an immediately apparent reason must be analysed, and an attempt to solve the situation made. HEATING REPORT | vovace: DISCHARGE: 20° | LoaD. TEMP: ss. DAILY HEATING LOG ATE ‘hia omcer Figure 5.4 - Heating Report Experience 41 - Heating molasses Self-heating of a cargo of molasses was detected on the third day of a voyage and reduction of the heating had no effect as the temperature rise was caused by fermentation of the molasses. Cooling the cargo was considered to be the only way to deliver it within specification so heating was suspended and the heating line on deck isolated. Seawater from the fire main was puimped into the heating coils, which were returned to deck and over-side (0 act as a cooling system. This continued for one week, by which time the cargo had stabilised. The heating system was re-assembled and cleaned through with fresh water. Prior to arrival, the heating system was re-assembled and, on attaining the required temperature, the cargo was successfully discharged. 114Chemical Tanker Notes Conditions of Carriage Experience 42 - Inefficient heating capacity Reduction in the temperature of a cargo of paraffin wax was observed during a crossing of the North Atlantic in stormy weather. The situation was critical as paraffin wax is a solidifying substance. The action of the seawater covering the cargo deck was cooling the cargo faster than the steam heating coils could heat it. The heating system was being used to its full design capacity without result so the requirement to heat the cargo was not achievable. (The MSDS for paraffin wax, gave the carriage requirement as “avoid extremes of temperature below 0°C or above 30°C") Heating of ‘all tanks’ was suspended and steam was applied to only two tanks at a time for 3-hour periods. The temperature in those tanks was raised to 20°C. It was found was that, after completion of the first heating rotation of all tanks, the first pair's temperature had fallen to 15°C Over the next 36 hours the cargo temperature in all tanks remained under control. The lab analysis of the cargo was passed successfully on arrival. The engine room should advise if there is any boiler water loss or increased water consumption as this may indicate a leakage from the heating coils. If there are traces of cargo in the return condensate this would also indicate leakage in the heating coils. While cargo heating, condensate return water should be periodically drained onto the deck to inspect the cargo traces for heating coil damage. Should this be the case, the appropriate heating section should be blanked off. Special attention must be given to tanks with a slow rising temperature. 5.2 Nitrogen Blanket Cargo Nitrogen blanket cargoes used to prevent oxidation or moisture entering into the vapour space of the tank must be properly maintained. If not, the cargo could react with the oxygen, moisture or salts dissolved in the air and go off-specification A permanent nitrogen over-pressure must be maintained (this may be about 70mb). Tank pressures have to be checked and recorded daily in the pressure control log. 115Chemical Tanker Notes Conditions of Carriage Any loss of nitrogen in the tank should be refilled from the vessel's reserve of nitrogen. 5.3 Re-circulation Some substances, like phosphoric acid, must be re-circulated during the voyage to avoid any sediments or non-dischargeable deposits in the tank. Occasionally, these can reach 1.5 metres from the tank bottom. Re-circulating, through a diffuser, drop line or heating line is the best method of prevention Inert Connection Gas cargo Pipe = Tocarge Manifold bitfuser _Silindrcal Casing bitruser Figure 5.5 - Recirculation Diffuser 5.4 Inhibited Cargoes In certain circumstances of heat and pressure, some cargo types can become viscous and possibly even solid and dense in nature. This self reaction can cause some cargoes, in high heat conditions, to begin an exothermic effect, become self heating and rapidly expand with possible disastrous results to the ship. As a precaution against this, exporters may add a chemical inhibitor additive to prevent the cargo from bonding within itself. However, one aspect of inhibitors is that 116Chemical Tanker Notes Conditions of Carriage they generally require oxygen to activate them and this means that the tank cannot be inerted against fire and may require Flag State approval to operate in that condition As additive inhibitors are seen as a contamination of cargo at the discharge port, the receiver may require the cargo to be carried with no additive. This is possible in certain short sea temperate climate routes. There are many inhibitor types, most of which are toxic and need to be handled with care. For that reason and for cargo warranty reasons, only trained and properly equipped persons should administer the inhibitor. This means the inhibitor should be measured and added by shore personnel at the loading port, unless the ship's staff have special training and equipment to handle it. After adding the inhibitor, the exporter has the added duty of formally advising the ship of the quantity added, the hazards of the additive, the time validity of the inhibition, the temperature parameters within which the inhibitor will work and the emergency actions to take should these be exceeded The vapour from the cargo liquid will not necessarily contain inhibitor as the two liquids will have different evaporation properties. This means that some solid polymer build-up can occur in the tank ventilators and screens, which must be cleared before suction pumping implodes the tanks. The temperature of inhibited cargoes must be checked and recorded to note any abnormal rise that indicates either inhibitor failure and/or polymerisation. Notice of any excessive temperatures should be sent to the Ship Manager/Operator ashore with a request on action to be taken 417Chemical Tanker Notes Asrival 6 Arrival at Discharge Port The Notice of Readiness procedure is the same as described in the ‘Notice of Readiness’ (Section 1.4). 6.1 Reducers The berthing side alongside and the hose connection numbers and size must be clarified with the receiver before arrival. Experience 43 - Reducer compatibility A vessel was asked if a 12” USA standard reducer to 8” international was available onboard as the terminal's reducer was being used by another vessel. Later, the terminal confirmed that, after checking, the required reducer was available. On arrival the vessel spent several hours waiting on delivery of the reducer. When it was produced it was discovered that the thickness of the flanges did not comply with ANSI standard, i.e. 20 mm flanges cannot be attached to an automatic release coupling assigned for 100 mm flanges | Cargo manifolds assigned for discharging must be properly identified with the labels of the substance. 6.2 Samples The receiver's set of samples from the loading port must be tendered to the receiver against the sample receipt Samples of the cargo will be taken by the receiver's representative before discharge commences. 118Chemical Tanker Notes Arrival 6.3 Bill of Lading The original B/L, duly endorsed by the Consignee or Receiver, has to be submitted to the Master prior to commencing discharge. Ifa BIL original cannot be submitted as the vessel arrives, the Ship Management Company or Operator must be informed immediately and their instructions acted on However, the cargo can be discharged against a ‘Letter of Indemnity’ (LO!). In this case a Charterer's LOI will guarantee to hold the vessel or its owners free of responsibility for the consequences of cargo delivery without an original B/L. (Note, use P&I Club standard format. Courts do not like LOI's in cargo claims) The final option is that the cargo could be discharged into a customs bonded storage facility, from which it can be released only on submission of the B/L original or LOI. ABIL original, produced to the Master by the receiver must be marked with an appropriate note of payment. 6.4 Cargo Measurement and Calculation Cargo measurement in the port of discharge must be calculated by the Chief Officer in the same manner and method as used at the loading port, even if the surveyor at the discharge port is using another method. The quantity of cargo on arrival should be the same as it was on departure from the loading port. 6.5 Claims Any claims about cargo quantity and quality must be notified with an appropriate ‘Letter of Protest’. All officially received claims are to be signed ‘For receipt only’. If there are any contradicting facts these should be included. 6.6 Safety Precautions In addition to the safety precautions stated and referenced in previous chapters, the ‘Emergency Shut Down’ for the cargo pumps should be tested and made ready for use. The dead earth of discharging systems and equipment and their proper connections must be checked, 119Chemical Tanker Notes Arrival Photograph 6.2 - Burn/Scorch Marks on Explosion-proof Electrical Box Experience 44 - Explosion during discharge The vessel's equipment in photographs 6.1 and 6.2, that shows burn marks in the vicinity of the cargo pump, had a sister ship that exploded during discharge. (see photographs 6.3, 6.4 and 6.5) Perhaps it was caused by a similar problem with electrical connectivity? 120Chemical Tanker Notes Artival Photograph 6.5 - Chemical Tanker that Exploded Dur \g Discharge (cause unknown) 121Chemical Tanker Notes Arrival 6.7 Discharging Plan The discharging plan, including any planned stoppages, maximum pressure, rate of discharging, discharge sequence, emergency procedures, prewash, steaming and blowing must all be agreed with the receiver. The ‘Cargo Ballast Operation Plan’ must be issued and properly explained to the watch officers and they must formally acknowledge their understanding by signature. 6.8 Palm Oil Compressed air is blown under the pumps to free any solidified deposits from the suction well in the tank. If this is not done, the attempts to discharge cargo from a sealed well can be unsuccessful. 6.9 Paraffin Wax, Slack Wax The cargo hatches are to be opened and holes for incoming air must be made in any solidified surface of the cargo. Experience 45 - Discharged tanks cause a vacuum After completion of the terminal's formalities, discharging of a cargo parcel of slack wax was commenced. 2cm of slack wax was discharged in the first minutes and then discharging continued without any notable change of ullage. The Master, who happened to be in the control room at the time, observed the concern with regard to the ullage level and asked if the cargo hatches were opened or closed. Being told that ‘they are closed”, the Master and the Chief Officer rushed onto the cargo deck and opened the cargo hatch. The whole opening in the cargo hatch had been sealed across with wax. A deafening roar, like a landing aeroplane, was made when a hole was punctured in the wax. Discharging continued without further episode. 122Chemical Tanker Notes Discharging 7 Discharging The vessel's discharge performance is affected by the following: © Type of cargo pump * density and viscosity of the cargo * limitations established by the receiver © back-pressure from the shore * diameter of the shore line * length of the shore line * elevation if the shore tanks * availability of booster pumps ashore and their capacity rate * level of cargo in the ship's tank. 7.1. Pumps The two types of pumps that are installed on chemical tankers are positive displacement pumps and kinetic or centrifugal pumps. 7.1.1 Displacement Pumps Displacement pumps function by displacement of the liquid inside the pump. Examples include the piston pump and the screw pump. A pipeline system equipped with displacement pumps must have a safety valve and bypass line to protect the discharge line. Piston pumps and screw pumps have excellent suction properties, but any deterioration of the cargo pipework will cause a reduction in the discharge rate. Displacement pumps are allocated to groups of tanks, normally one pump per group. The suction and discharge valves of a positive displacement pump must always be open before starting the pump and must remain open unti it is stopped. Activation of the over-speed trip of these pumps must be avoided and particular care and attention must be taken when the cargo level in the tank is reduced to the final 0.5m of liquid. At this point the pump's speed should be reduced Figure 7.1 - Displacement Pump Reproduced with permission from Allwailer AG.Chemical Tanker Notes Discharging CENTRIFUGAL ———> EFFICIENCY % S i) 40 100 200 650 1100 cst 200 500 1000 3000 5000 ssu VISCOSITY Figure 7.2 - Pump Comparison Chart Reproduced with permission from Allweiler AG 7.1.2 Submerged Deepwell Pumps ‘Submerged pumps are used when an individual pump is required in each cargo tank. These pumps will be either hydraulically operated or electrically powered Photograph 7.1 - Hydraulically Operated Photograph 7.2 - Electrically Submerged Pump Operated Submerged Pump 124Chemical Tanker Notes Discharging Deck arrangement Pipe Stack ————— Pumphead Figure 7.3 - Submerged Pump Reproduced with Permission from Marflex BY ‘A good example of a submerged pump is the Marflex deepwell pump, shown in Figure 7.3. This is driven by an electrical motor. It has an ‘oil lubricated shaft’ that runs in a separate support pipe. The service life of an oil lubricated shaft is estimated at more than 10,000 running hours, based upon the service life of the bearings and the motor, and this is deemed sufficient for the 20-25 years life of a chemical tanker. 125Chemical Tanker Notes Discharging 7.1.2.1. Deck Arrangement of submerged pumps: Figure 7.4 - Submerged Pump Deck Arrangement Reproduced with permission from Marflex BV 95% of the submerged deepwell pumps that are installed by Marflex BV are electrically driven. This is because they have found that: «The system efficiency is 20% higher «noise levels are lower «electrical wiring is easier to install rather than complicated hydraulics, therefore commissioning time is substantially reduced * ithas a clean external system with no hydraulic leakages * there is a reduction in the need for maintenance. 7.1.2.2 Pipe Stack Arrangement of Submerged Pumps The pump stack (figure 7.6) contains two pipes. One is the discharge pipe for the cargo and the other is an enclosure for the intermediate drive shaft, shaft bearings and lubricating oil As the drive shaft is oil lubricated, the pump can run at relatively high speeds and will not run dry during cargo stripping or tank cleaning operations. 126Chemical Tanker Notes Discharging | | | | Figure 7.6 - Submerged Pump Pipe Stack Arrangement Reproduced with permission from Marflex BV Figure 7.5 - Pipestack Intermediate Shaft Support Reproduced with permission from Marflex BV The length of the pipestack has no restrictions. However, after every 6 metres of pipestack an intermediate shaft support is installed, as shown in figure 7.5 This support consists of a ball bearing which takes the axial load of each shaft length of 6 metres. Axial thrustlload from the impeller (see figure 7.5) will be taken only by the pump shaft bearings and not transmitted to the intermediate shaft (bearings) due to the spline connection between the pump shaft and the intermediate pump shaft. 7.4.2.3 Pumphead Arrangement of Submerged Pumps This is designed so that the pumphead can be disconnected from the pipestack by lowering the pumphead 30mm. The maximum space between the suction side of the pumphead and the bottom of the pump well is 40 mm The pumphead is designed with a seal arrangement to segregate the cargo from the lubricating oil. Between the two secondary seals is an atmospheric drainage chamber. This chamber is called the ‘cofferdam’, which acts as a safety barrier between the oil seals and the cargo seals. Any leakage that might occur will be collected in the cofferdam. The cofferdam is connected to the main deck by means of two purge lines. By purging the cofferdam with air or nitrogen the contents of the cofferdam can be blown out and collected on deck. By following a regular purging routine the condition of the seals will be constantly monitored. 127Chemical Tanker Notes Discharging Figure 7.7 - Submerged Pump Pumphead Arrangement Reproduced with permission from Marflex BV 7.1.3 Portable Submersible (Emergency) Pump A portable submersible pump is normally supplied for use as an emergency cargo pump in the event of failure of the main cargo pump. This pump is lowered through a tank cleaning hatch directly into the required tank, 7.1.4 Centrifugal Pumps Kinetic pumps increase the liquie’s velocity through the pump. An example is a centrifugal pump where the rotating impeller’s propulsive force creates suction and centrifuges the liquid outwards to the discharge line. The absence of critical overpressure is a benefit of centrifugal pumps, but the lack of self-priming capacity and the difficulties when discharging high viscosity liquids can cause problems. The flow of liquid to and from the pump must be matched exactly and this requires the flow on the suction side to be equal or greater than the discharge rate of the pump. When the flow to the pump suction falls below the pumping rate, cavitations of the pump will occur, with the possibility of a loss in suction and/or pump damage. Centrifugal pumps do not suck liquids or have poor suction of liquids. Liquid flows to the pump by either pressure acting on the surface of the liquid or because of the relative height of the liquid level in the tank to the pump suction. As no centrifugal pump can generate a total vacuum at its suction inlet, only a proportion of the atmospheric pressure can be usefully employed. Therefore, before a pump can operate satisfactorily, a certain pressure must exist at the pump suction and this is known as the required Net Positive Suction Head (NPSH). 128Chemical Tanker Notes Discharging Figure 7.8 - Centrifugal Pump Reproduced with permission from Allweiler AG 7.2. Commencing Discharge Discharge cannot begin without permission from the Master. The discharging line from the first tank must be lined up for discharge (all valves in the line up open) except for the last one at the manifold and this should be double checked by a second responsible person. Clear confirmation that the shore is ready and that the vessel may commence discharging is needed before the ship's pumps are started and only with a positive pressure in the ships line can the manifold valve be opened. The level of cargo in the tank must now be closely monitored. Experience 46 - Error while lining up for discharge A Chief Officer ordered all valves to be lined up for discharge, including the manifold valves, leaving only the valve near the open tank hatch closed. The Second Officer, in trying to correct the situation, said that the first pump should be started and then the manifold valve opened. The Second Officer was instructed to stand-by near the valve and the hatch. Several minutes later, the shore advised that discharging must now be commenced as everything was open and ready ashore. The Chief Officer ordered “open the valve" and a fountain of hot paraffin wax (84°C) spurted from the opened tank hatch and over the Second Officer. The shore system was pressurised and through an error by the Chief Officer, the ship's pump had not been started before opening the valve. 129Chemical Tanker Notes Discharging VESSEL PUMPING REQUIREMENT TERMINAL: MAX.PRESSURE:__8.0 kg __ BOOSTER PUMPS: SHORE LINE LENGTH: 1200m DV eee eet PORT: DATE: MAX RATE:_1000m3__ SHORELINE DIA: 12" SHORELINE BACKPRESS:.3.0kq CARGOGRADE: -Slackway _ OTHERS: Stoppages, restrictions ect : Shifting shore tank. date:_24/12 from: 1015_ to: 1105 Break down vessel date:_24/12 from: 1815 __ to: 1830 date: from: to: date: from: to: date: from: to comments: Toading master ‘surveyor master/chiefoft Figure 7.9 - Vessel Pumping Requirement 130Chemical Tanker Notes Discharging PUMPING RECORD MIT © a DATE: TERMINAL; PORT: PUMP NO: 2. | PUMP NO: 4 | PUMP NO: ___ [MANIFOLD PRESS IDATE|HRS| RPM | BACK-| RPM | BACK-| RPM | BACK-|NO [NO [NO [NO| PRESS| PRESS press|1 |2 |3 [4 24 | 06 | 1200 |75 | 1200 73 o7 | 1200 [75 | 1200 73 | os | 1200 | 70 | 1200 68 03 | 600 30 | 800 29 10 | 600 20 | 600 20 11 | 1200 [70 | 1200 68 And so on Figure 7.10 - Vessel Pumping Record 7.3 Main Discharge The discharge rate must be controlled by the Watch Officer as agreed with the terminal and as per the Chief Officer's orders. The quantity of discharged cargo for each watch should be recorded in the cargo logbook. 131‘Chemical Tanker Notes Discharging Discharging rate and/or pressure of discharge on the ship's manifold should never exceed the agreed value. 7.4 Stripping Stripping of cargo tanks should be performed as per the guidance in the vessel's P&A Manual and with regard to any manufacturers’ instructions. During tank stripping and line clearing the ship's list and trim must be maintained within the guidance in the P&A Manual As the cargo level approaches the bottom of the cargo tank, if left unattended, the cargo pump would periodically lose suction through insufficient cargo flow to the pump (this is known as cavitation) The pump's speed should be reduced and, in this way, the discharge capacity will stabilise. The cargo pump will steadily continue to strip the cargo tank. Stripping can be effectively transferred into another single ship's cargo tank prior to discharging ashore, resulting in a quick and efficient strip. INERT GAS/AIR OUTLET UNDER PRESSURE STRIPPING CARGO PIPE FLEXIBLE HOSE — MAIN CARGO PIPE ‘STRIPPING CARGO PIPE Es Figure 7.11 - Deepwell Pump reproduced with permission from Marflex BY 132Chemical Tanker Notes Discharging When the cargo tank is empty the cargo stripping valve has to be opened and the main cargo valve closed. The remaining cargo left in the main cargo pipe is purged, by means of inert gas or compressed air, via the stripping pipe into the cargo line on deck. During the purging/stripping procedure the pump should be kept running (the impeller acts as a dynamic footvalve) until the cargo pipe has been purged empty. This procedure will guarantee the minimum amount of cargo remaining in the pump well As an example, typical figures from the Marflex range of pumps quote 12 litres of remaining liquid from a 100m°/hr pump to 50 litres of remaining liquid from a 2000 m°/hr pump. NON-RETURN VALVE ‘STRIPPING CARGO PIPE 7 open’ CARGO STRIPPING VALVE OPEN FLEXIBLE HOSE enpenl cOUPENE + mancarco’ fi || | vale ctSse5 leer TH uancaggo MQ] | BREERYonmnro.n SNAP-ON-COUPLING OPEN INERT GAS/AIR UNDER PRESSURE Figure 7.12 - Deepwell Pump Close-up Reproduced with permission from Marflex BV After purging the cargo pump and the pressure line up to the discharge valve, the remaining cargo line must be emptied. The compressed air or inert gas should now be admitted into the cargo line. The pressure medium will expand and push the remaining cargo through the stripping connection, close to the cargo pump barrier to the manifold connection. The manifold connection is normally located outboard of the manifold barrier and is provided with ball valves. 133Chemical Tanker Notes Discharging DRY TANK CERTIFICATE MIT + i DATE: TERMINAL: —South Pier 3 PORT: THIS IS TO CERTIFY THAT ON COMPLETION OF DISCHARGE OF ABOVE VESSEL. | HAVE EXAMINED FOLLOWING CARGOTANKS: 1K. Port Centre Starboard Nownens oooogwoo ooooRmmoOoO AND FOUND SAME TO BE EMPTY AND WELL DRAINED INSPECTORS NAME INSPECTORS SIGNATURE (BLOCK LETTERS) REPRESENTING (STAMP) Figure 7.13 - Dry Tank Certificate 7.5 Blowing the Line The shoreline, on completion of discharge, should be blown with nitrogen, pressure, air or steam, as applicable, to empty the line and safely disconnect. The ship's lines, ‘on completion of discharging of any solidifying substances and/or high viscosity substances such as slack wax or paraffin wax, should be blown with steam into the cargo tanks. The ship's line cleanliness will depend on the duration of the steaming. 134Chemical Tanker Notes Discharging 7.6 Inspection On completion of stripping, discharged tanks will be inspected by a surveyor and, if accepted, a ‘Dry Tank Certificate’ will be issued. The rest of the cargo onboard, assigned for other discharge ports/berths, should be measured and calculated once formalities are completed. 7.7 Bill of Lading The discharged cargo and its quantity should be endorsed by the receiver, on the back of the Master’s B/L copy, and confirmed by the receiver's signature and date. In the case of discharge against the LOI, the cargo receipt from the receiver must be obtained 135Chemical Tanker Notes Ballasting 8 Ballasting The water ballast plan must be strictly followed to avoid any damage to the vessel. The bending moments and shear forces are to be calculated and must not exceed the prescribed limits. The properties of the substances in adjacent cargo tanks should be considered to avoid solidification or other similar occurrences. Ballast samples must be taken before de-ballasting to ensure the absence of traces of oil on the surface of the ballast water that is to be discharged overboard. Ballast received in one country should be discharged in open sea and replaced with fresh ocean ballast. All information on ballast replacement (position, tanks etc) must be recorded in the deck logbook (See ‘Ballast Water Management’ Convention). 8.1 Ballast Eductors Eductors on chemical tankers are normally installed for the purposes of stripping the segregated ballast system (not for the stripping the cargo system as would be the case on conventional oil tankers as the turbulent flow could generate large static electricity accumulation in many chemical liquids) Pressure Suction Removable Nozzle Discharge Figure 8.1 - Type 264 Water Jet Eductors Reproduced with permission from Schutte & Koerting 136Chemical Tanker Notes Ballasting Eductors are always operated at or near their design driving pressure as a lower eductor drive fluid pressure would considerably reduce its efficiency. Sea water must always be flowing before the eductor suction valve is opened to prevent any back flow of drive fluid to the tank suction The eductor is operated by the drive fluid entering through the pressure nozzle, producing a high velocity jet. This jet action creates a vacuum in the line, which causes suction and the liquid to flow up into the body of the eductor where it is entrained in the drive fluid. This is known as the venturi effect. DISCHARGE Type 264 eoucTOR ol Figure 8.2 - Type 264 Water Jet Eductors Reproduced with permission from Schutte & Koerting Water jet eductors are often used to empty tanks or to pump out tanks and sumps. The pressure line should be fitted with a regulating stop valve and a pressure gauge while the suction line should be provided with a strainer. Discharge lines should be sealed for a positive pick-up of the liquid by turning the discharge line up or by submerging the end of the discharge line. it is recommended that the eductor be installed a short distance above the liquid to be handled and that short suction lines are used. Eductors will operate with long suction lines but, with suction lifts greater than 5 metres, capacities are reduced considerably. When shutting down an eductor the suction valve should remain open as this prevents the eductor drawing a vacuum on the suction line. Ifthe eductor drive pressure falls below the designed operating pressure, the eductor suction valve should be closed to prevent any backflow of the driving liquid into the tank. The tank suction must not be used to prevent backflow as the suction pipework is not designed for such high operating pressures. 137Chemical Tanker Notes Prewash 9 Prewash Prewash is a preliminary cleaning method carried out to reduce the amount of cargo remaining in the tank and piping system. The prewash does not aim to clean the tank for ballasting or loading purposes. MARPOL states that: the government of each Party to the convention shall appoint or authorise surveyors who shall execute control of, for instance the unloading and prewash in accordance with control procedures developed by IMO and adopted by Resolution A.787(19), as amended by Resolution A890(21). The surveyors shall as a minimum endorse in the Cargo Record Book entries of prewash operations after category ‘A’ products. The ship may receive the exemptions from mandatory prewash, in such a case the exemptions shall also be endorsed by the surveyor, i.e. on request of the Master, the government of the receiving party may exempt the ship from the requirements of prewash when one of the following conditions occur: * Unloaded tank is to be reloaded with the same substance or another substance compatible with the previous one and unloaded tank will not be washed nor ballasted prior to loading * unloaded tank is neither washed nor ballasted at sea and the tank is prewashed and resulting tank washings are discharged to a reception facility at another port, provided that it has been confirmed in writing that a reception facility at that port is available and adequate for such a purpose * the cargo residues will be removed by ventilation. MARPOL's Annex II specifies a mandatory prewash for many substances. 9.1 New Ships 9.1.1 Outside Special Areas Category A 0.1% by weight and until tank is empty. With the exception of Phosphorus Yellow or White for which the residual concentration shall be 0.01% by weight. Category B High-viscosity or solidifying substances. The tank should be prewashed in accordance with the procedure as specified in appendix 8 of MARPOL Annex II and the resulting tank washings should be discharged to a reception facility. Category C High-viscosity or solidifying substances. The tank should be prewashed in accordance with the procedure as specified in appendix B of MARPOL Annex Il and the resulting tank washings should be discharged to a reception facility. 138Chemical Tanker Notes Prewash 9.1.2 Within special areas Category A 0.05% by weight and until the tank is empty. With the exception of Phosphorus Yellow or White for which the residual concentration shall be at 0.005% by weight. Category B The tank should be prewashed in accordance with the procedure approved by the Administration and based on standards developed by the Organization and the resulting tank washings should be discharged to a reception facility. Any residues or residue/water mixtures containing only low-viscosity, non-solidifying substances may be retained onboard and discharged into the sea outside special areas. Category C High-viscosity or solidifying substances. The tank should be prewashed in accordance with the procedure as specified in appendix B of MARPOL and the resulting tank washings should be discharged to a reception facility. Any residue/water mixtures containing non-solidifying substances with a viscosity less than 60 mPa.s at the unloading temperature may be retained onboard and discharged into the sea outside special areas. 9.2 Existing Ships 9.2.1 Outside Special Areas Category A 0.1% by weight and until tank is empty. With the exception of Phosphorus Yellow or White for which the residual concentration shall be 0.01% by weight. Category B High-viscosity or solidifying substances. The tank should be prewashed in accordance with the procedure as specified in appendix B of MARPOL Annex II and the resulting tank washings should be discharged to a reception facility. Category B Low-viscosity, non-solidifying substances. The tank should be prewashed in accordance with the procedure as specified in appendix B of MARPOL Annex Il. The residue/water mixture generated during the prewash should be discharged to a reception facility or transferred to a slop tank for subsequent discharge into the sea in accordance with section 10.5 or 10.6 of “Standards for procedures and arrangements for the discharge of noxious liquid substances” (Called for by Annex II of MARPOL 73/78, as amended). 139Chemical Tanker Notes Prewash Category C High-viscosity or solidifying substances. The tank should be prewashed in accordance with the procedure as specified in appendix B and the resulting tank washings should be discharged to a reception facility. 9.2.2 Within Special Areas Category A 0.05% by weight and until the tank is empty. With the exception of Phosphorus Yellow or White for which the residual concentration shall be at 0,005% by weight. Category B The tank should be prewashed in accordance with the procedure as specified in appendix B of MARPOL Annex II and the residue/water mixture generated during the prewash should be discharged to a reception facility. Category B The residue or residue/water mixtures containing only low- viscosity, non-solidifying substances may be retained onboard and discharged into the sea outside special areas in accordance with section 10.5 or 10.6 of “ Standards for procedures and arrangements for the discharge of noxious liquid substances (Called for by Annex II of MARPOL 73/78, as amended). Category C The tank should be prewashed in accordance with the procedure as specified in appendix B of MARPOL Annex Il and the resulting tank washings should be discharged to a reception facility Category C Residue/water mixtures containing only non-solidifying substances with a viscosity less than 60 mPa.s at the unloading temperature may be retained onboard and discharged into the sea outside special areas 9.2.3 Antarctic Area In the Antarctic area, any discharge into the sea of noxious liquid substances or mixtures containing such substances is prohibited. 9.2.4 Non-categorized Substances The discharge into the sea of substances which have not been categorized, provisionally assessed, or evaluated as referred to in regulation 4(1) of Annex Il MARPOL, or the ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited, 140Chemical Tanker Notes Prewash 9.2.5 Revision of MARPOL Annex Ii (noxious liquid substances carried in bulk) The IMO announced the revision of Annex II Regulations for the control of pollution by noxious liquid substances in bulk includes a new four-category categorization system for noxious and liquid substances As per announcement the revised annex is expected to enter into force on 1 January 2007. The new categories will be: Category X Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment; Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment; Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment; and Other Substances: substances that have been evaluated and found to fall outside Category X, Y or Z because they are considered to present no harm to marine resources, human health, amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning of deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing these substances are not subject to any requirements of MARPOL Annex Il The revised annex will include a lower permitted discharge levels of certain products which have been incorporated into Annex II. For ships constructed on or after 1 January 2007 the maximum permitted residue in the tank and its associated piping left after discharge will be set at a maximum of 75 litres for products in categories X, Y and Z - compared with previous limits which were set a maximum of 100 or 300 litres, depending on the product category Vegetable oils, which were previously categorized as unrestricted, will now be required to be carried in chemical tankers. 141Chemical Tanker Notes Prewash 9.3. Procedures The procedures of the P&A manual should be strictly adhered to. 9.3.1 Prewash Procedures for Non-solidifying Substances without Recycling Tanks should be washed by means of rotary jet(s), operated at sufficiently high water pressure. In the case of category ‘A’ substances washing machines should be operated in such locations that all tank surfaces are washed. In the case of category 'B’ and ‘C’ substances, positioning at one location is enough During washing, the amount of liquid in the tank should be minimised by continuously pumping out slops and promoting flow to the suction point. If this condition cannot be met, the washing procedure should be repeated three times, with thorough stripping of the tank between washings Substances that have a viscosity equal to or greater than 25 mPa.s at 20°C should be washed with hot water (temperature at least 60°C — Hot wash see 2.3.6.5), unless the properties of such substances make the washing less effective The quantities of wash water used should not be less than those specified in paragraph 20 or determined according to paragraph 21 of revised appendix B of MARPOL Annex I "Standards for procedures and arrangements for the discharge of noxious liquid substances’, After prewashing the tanks and lines should be thoroughly stripped. 9.3.2 Prewash Procedures for Solidifying Substances without Recycling Tanks should be washed as soon as possible after discharge. If possible, tanks should be heated prior to washing Residues in hatches and manholes should be removed prior to the prewash. Tanks should be washed by means of rotary jet(s) that are operated at a sufficiently high water pressure and that are in locations that ensure all tank surfaces are washed, During washing, the amount of liquid in the tank should be minimised by pumping out slops continuously and promoting flow to the suction point. If this condition cannot be met, the washing procedure should be repeated three times with thorough stripping of the tank between washings 142Chemical Tanker Notes Prewash Tanks should be washed with hot water (temperature at least 60°C — Hot Wash — see 2.3.6.5), unless the properties of such substances make the washing less effective. The quantities of wash water used should not be less than those specified in paragraph 20 or determined according to paragraph 21 revised appendix B of MARPOL Annex II “Standards for procedures and arrangements for the discharge of noxious liquid substances”. After prewashing the tanks and lines should be thoroughly stripped. 9.3.3 Prewash Procedures with Recycling of Washing Medium Washing with a recycled washing medium may be adopted for the purpose of washing more than one cargo tank. In determining the quantity, due regard must be given to the expected amount of residues in the tanks and the properties of the washing medium and whether any initial rinse or flushing is employed. The recycled washing medium should only be used for washing tanks having contained the same or similar substance. & A quantity of washing medium, sufficient to allow continuous washing, should be added to the tank or tanks to be washed All tank surfaces should be washed by means of rotary jet(s) operated at a sufficiently high pressure. The recycling of the washing medium may either be within the tank to be washed or via another tank, e.g. a slop tank. Washing should be continued until the accumulated throughput is not less than that corresponding to the relevant quantities given in paragraph 20 or determined according to paragraph 21 of the revised appendix B of MARPOL Annex II “Standards for procedures and arrangements for the discharge of noxious liquid substances”. Solidifying substances and substances with a viscosity equal to or greater than 25 mPa.s at 20°C, should be washed with hot water (temperature at least 60°C - Hot Wash 2.3.6.5) when water is used as the washing medium, unless the properties of such substances make the washing less effective. After completing the tank washing with recycling to the extent specified above, the washing medium should be discharged and the tank thoroughly stripped. Thereafter, the tank should be subjected to a rinse, using clean washing medium, with continuous draining and discharge. The rinse should as a minimum cover the tank bottom and be sufficient to flush the pipelines, pump and filter. 9.3.4 Minimum Quantity of Water to be used in a Prewash The minimum quantity of water to be used in a prewash is determined by the residual quantity of noxious liquid substance in the tank, the tank size, the cargo 143,